Escolar Documentos
Profissional Documentos
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PROPRIETARY NOTICE: The information contained herein is confidential and/or proprietary to CAE Inc., and shall not be reproduced
or disclosed in whole or in part, or used for any purpose whatsoever unless authorized in writing by © CAE Inc. 2016
DISCLAIMER: The material presented here is intended to be used for training purposes only
0 General information 0-1
All aircraft types
0 General information
0 General information
0.1 Foreword .................................................................................. 0-3
0.2 Revision record ........................................................................ 0-7
0.3 List of effective pages............................................................... 0-9
0.4 Abbreviations .......................................................................... 0-11
1 General information training................................................... 1-1
1.0 Table of contents ...................................................................... 1-1
1.1 General..................................................................................... 1-3
1.2 Course delivery ...................................................................... 1-15
2 Ground training........................................................................ 2-1
2.0 Table of contents ...................................................................... 2-1
2.1 Information ground training ...................................................... 2-3
2.2 Course plotter ......................................................................... 2-17
2.2.1 Preparation assignments........................................... 2-59
2.2.2 Questionnaire ............................................................ 2-61
2.2.3 Limitations ............................................................... 2-123
2.2.4 Servicing.................................................................. 2-129
2.2.5 Memory actions ....................................................... 2-131
2.2.6 Exercises CMU........................................................ 2-141
2.2.7 Lesson description CPT .......................................... 2-149
2.2.8 Lesson description CPT 1 ....................................... 2-151
2.2.9 Lesson description CPT 2 ....................................... 2-155
2.2.10 Lesson description CPT 3 ....................................... 2-161
2.2.11 Lesson description CPT 4 ....................................... 2-167
2.2.12 Lesson description CPT 5 ....................................... 2-171
2.2.13 Lesson description CPT 6 ....................................... 2-177
2.2.14 Lesson description CPT 7 ....................................... 2-181
2.2.15 Lesson description CPT 8 ....................................... 2-185
2.2.16 Lesson description CPT 9 ....................................... 2-189
3 Simulator training .................................................................... 3-1
3.0 Table of contents ...................................................................... 3-1
3.1 Information simulator training ................................................... 3-3
3.2 Lesson description ................................................................... 3-5
0 General information
0.1 Foreword
This document and the information it contains (hereinafter referred to as “Document”) is
confidential and/or proprietary to CAE.
By taking delivery of this Document, you, and consequently your organization, explicitly agree to,
at all times, comply with this notice.
This Document is made available by CAE to you as (potential) customer, instructor or client and
may only be used for the specific purpose for which it has been made available, namely
evaluating its contents with respect to (potential) training requirements and the acceptability of
its contents by national regulatory authorities, or otherwise for training purposes as per a
commercial agreement with CAE.
This Document (or relevant parts thereof) may only be disclosed to persons within your
organization and/or national regulatory authorities who have a need-to-know for the agreed
purposes. No part of this Document may (in whole or in part) be reproduced, transmitted,
transcribed, digitalized, stored in a retrieval system or translated into any language in any form
by any means.
CAE may at all times require this Document to be returned. You shall at all times comply with
such request by returning the Document to CAE without undue delay by registered mail or
courier service.
All product and brand names and/or logos contained in this document are copyright and/or
(registered) trademarks and/or trade names of their respective owners.
The above notice is without prejudice to the license and user terms and conditions as (maybe)
agreed upon in your commercial agreement with CAE.
Copyright © CAE
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2. Definitions
Below is a list of commonly used terms with their definitions. These terms are used throughout the
manual.
Term Definition
CBT Computer based training. Course delivery via a computer.
WBT Web based training. Course delivery via an Internet page.
IS Instructor support, Qualified instructor available to support training.
SUI Stand up instruction. Course delivery with help of an instructor.
CMU Cockpit mock-up trainer. Full size replica of cockpit. Usually graphic or photo.
FMS Flight management system trainer
FBS Fixed base simulator. A suitable training device in without motion and visual.
FFS Full flight simulator. Full size cockpit with motion and visual.
Customer Legal identity having a contract with CAE.
Client The physical person receiving training at CAE.
GSI Ground school instructor. Instructor giving theoretical knowledge instruction.
SFI Synthetic flight instructor. Instructor giving simulator training.
TRI Type rating instructor. Instructor giving simulator training.
Invigilator CAE employee monitoring exams.
CPT CAE procedure training.
IPT Integrated procedures trainer.
FTD Flight training device.
3. Manual revision
Once printed, document is uncontrolled and no revisions will be made to the document.
The client receives the latest version at the start of training. This text will not be updated.
4. Customization
When a customer needs training using customer SOP and checklists, these will be issued
separately to the clients and/or the instructors.
The content of the training manual remains the same and will still be the guideline for the training.
0 General information
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0 General information
0 General information
0.4 Abbreviations
Term Definition
AC Alternating Current
ACARS ARINC Communication Addressing and Reporting System
ACT Active
A/D ANALOG to DIGITAL
ADAS Aircraft Data Acquisition System
ADC Air Data Computer
ADF Automatic Direction Finder
ADI Attitude Director Indicator
ADS Air Data System
ADIRS Air Data Inertial Reference Sensor
ADIRU Air Data Inertial Reference Unit
ADM Air Data Module
AFDS Autopilot Flight Director System
AFM Airplane Flight Manual (FAA approved)
AFS Automatic Flight System
AGL Above Ground Level
AI Anti-ice
AIL Aileron
ALT Altitude
ALTN Alternate
ANNUNC Annunciator
AND Aircraft Nose Down
ANP Actual Navigation Performance
ANT Antenna
ANU Aircraft Nose Up
AOA Angle of Attack
AP Autopilot
APP Approach
APSI Airport Parking Stand Information
APU Auxiliary Power Unit
ARINC Aeronautical Radio Incorporated
ARPT Airport
ARR Arrival
A/S Airspeed
ATA Actual Time of Arrival
ATA Air Transport Association
A/T Auto throttle
Term Definition
ATC Air Traffic Control
ATT Attitude
AUTO Automatic
AVAIL Available
AVM Airborne Vibration Monitoring
BAL Balance
BARO Barometric
BAT, BATT Battery
BRT Bright
B/C Back-Course
BIT Built-In-Test
BITE Built-In-Test-Equipment
BTB Bus Tie Breaker
BTL DISCH Bottle Discharge (Fire Extinguishers)
Term Definition
CRZDES Cruise Descend
CTL Control
CTR Center
CVR Cockpit Voice Recorder
DC Direct Currency
DDG Dispatch Deviation Guide
DEL Delete Key
DEP/ARR Departure Arrival
DES Descent
DEST Destination
DEU Display Electronic Unit
DH Decision Height
DIR Direction
DME Distance Measuring Equipment
DSP Display Select Panel
DSPL Display
DTG Distance To Go
DTW Distance To Waypoint
DU Display Unit
E East
EASA European Aviation Safety Agency
E/D End of Descent
E/E Electrical and Electronics
EEC Electronic Engine Control
EFIS Electronic Flight Instrument System
EGPWS Enhanced Ground Proximity Warning System
EGT Exhaust Gas Temperature
EICAS Engine-Indicating and Crew-Alerting System
EO Engine Out
ELEC Electrical
ELT Entry Level Training
EST Estimated
ETA Estimated Time of Arrival
ETE Estimated Time Enroute
EXEC Execute
EXT Extend
Term Definition
FCC Flight Control Computer
FCTL Flight Control
FD/FLT DIR Flight Director
FDAU Flight Data Acquisition Unit
F/F Fuel Flow
FL Flight Level
FLT Flight
FMA Flight Mode Annunciator
FMC Flight Management Computer
FMS Flight Management System
F/O Flight Officer
FPA Flight Path Angle
FPM Flight Procedures Manual
FPV Flight Path Vector
FWD Forward
GA Go-around
GAD General Arrival and Departures
GND Ground
GEN Generator
GPS Global Positioning System
GPWS Ground Proximity Warning System
G/S Glideslope
GS Ground Speed
GW Gross Weight
HDG Heading
HDG REF Heading Reference
HDG SEL Heading Select
HLD Hold
HPA Hectopascal
HUD Head-Up-Display
Term Definition
INFO Information (FMS)
INOP Inoperative
INSR Insert
INIT Initialize
INTLK Interlock
IRS Inertial Reference System
IRU Inertial Reference Unit
ISDAS In-Service Data Acquisition System
ISA International Standard Atmosphere
KD Drag Factor
KF Fuel Flow Factor
KIAS Knots Indicated Airspeed
KT Knot
L Left
LAT Latitude
LCD Liquid Crystal Display
L/D Lift Over Drag (FMS)
LED Light Emitting Diode
LIM SPD Limit Speed
LNAV Lateral Navigation Guidance (FMS)
LND Land
LO Low or Local Oscillator
LOC Localizer Radio Beam
LON Longitude
LRC Long Range Cruise (FMS)
LRP Lateral Reference Point
LRU Line Replaceable Unit
LSB Lower Side Band
LSK Line Select Key
Term Definition
MAX ALT Max Altitude
MAX CLB Max Climb
MAX CRZ Max cruise
MCT Maximum Continuous Thrust
MCU Management Control Unit
MCDU Multipurpose Control and Display Unit
MD Minimum Descent Altitude (FMS)
MIC Microphone
MKR BCN Marker Beacon
MM Middle Marker
MMO Maximum Allowable Mach(Mach Maximum Operating)
MN Magnetic North
MOD Modification (FMS)
MON Monitor
MOSV Motor Operated Shutoff Valve
MTC Mach Trim Compensator
MSG Message
MSP Mode Select Panel (EFIS)
MW&C Master Warning and Caution
N North
N Rotational speed in RPM or Percent of RPM
N1 Rotational Speed of the Low-Pressure Compressor,
N2 Rotational Speed of the High-Pressure Compressor
NA Not Available
NAP Noise Abatement Procedure
NAV Navigation
NCD No Computed Data
NCP Navigation Control Panel
ND Navigation Display (EFIS)
NDB Non-Directional Beacon
NICM Navigation Instrument Comparator Monitor
NM Nautical Miles
Term Definition
OVRD Override
PA Passenger Address
PAESU Passenger Address Electronic Switching Unit
P&D Pressurizing and Dump Valve
PDB Performance Data Base
PERF Performance
PFE Primary Flight Display (EFIS)
PLI Pitch Limit Indication
PMA Permanent Magnet Alternator
PMCU Performance Management Computer Unit
PMS Performance Management Unit
PMTR Permanent Magnet Generator Transformer-Rectifier
POA Performance Optimization Algorithm
POS INIT Position Initialization
POS REF Position Reference
PPM Pounds Per Minute
PPOS Present Position (FMS)
PROX SW Proximity Switch
PREV Previous
PROF Profile (FMS)
PROG Progress (FMS)
PSEU Proximity Switch Electronics Unit
PSIA Pounds Per Square Inch, Absolute
PSID Pounds Per Square Inch, Differential
Pt2 Compressor Inlet Total Pressure
Pt7 Turbine Discharge Total Pressure
PTOW Performance Take-Off Weight
PWR Power
ΔP Delta Pressure (Differential Pressure)
R Resolver
RA Radio Altimeter
RAR Rules and regulations
Term Definition
RAT Ram Air Temperature
RAT/TRI Ram Air Temperature/Thrust Rating Indicator
RCCB Remote Control Circuit Breaker
RCVR Receiver
RDL Radial
RDMI Radio Distance Magnetic Indicator
RDR Radar
REF Reference
RESTR Restriction
RESYNCING Desynchronizing
RF Radio Frequency
RHM Rudder Hook Monitor
RM Radiotelephony Manual
RPM Revolutions Per Minute
RNAV Area Navigation
RPU Receiver Processor Unit
RSL Rudder Stop Limiter
RSV Reserve
R/T Radio Transmitter
RT Receiver Transmitter
RTD Retard
RTE Route
RTS Return-to-Service
RTT Return To Tank
RW Runway or Runway Threshold
S South
SAT Static Air Temperature
SCN Specification Control Number
SCR Silicon Controlled Rectifier
SDP System Display Panel
SEL Select
SELCAL Selective Calling
SENS Sensitivity
SID Standard Instrument Departure
SPD SEL Speed Select
SPD Speed
SPLR Spoiler
SPLY Supply
SRP Selected Reference Point
Term Definition
SQL Squelch
SSCVR Solid State Cockpit Voice Recorder
SSEC Static Source Error Correction
SSFDR Solid State Flight Data Recorder
SSRS Supplementary Stall Recovery System
STAR Standard Terminal Arrival Route
STP Status Test Panel
STS/TEST Status/Test
SWC Stall Warning Computer
SYNC Synchronize or Synchronizer
Term Definition
TSFC Thrust Specific Fuel Consumption
TAT Total Air Temperature
TURB Turbulence
TX Transmitter
W West
WAGS Wind shear Alert and Guidance System
WF Weight, Fuel(Fuel Flow)
WOW Weight-on-Wheels
WPTS Waypoints
WSC Wind shear Computer
W/STEP With STEP Change IN ALTITUDE
W/W Wheel Well
WT Weight
W/V Wind Direction/Wind Velocity
WX Weather
Term Definition
X/WIND Cross Wind
XTAL Crystal
XTK Cross Track
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1.1 General
2. Course objective
The objective of the CAE type rating courses is to train cockpit crews to operate the aircraft safely,
efficiently, smoothly, and according to approved manuals and procedures. Completion ensures
that the standards, set by the relevant Authorities in view of Flight Crew Licensing, are met.
4. Course pre-requisites
All clients shall have a valid flight crew license. In addition, an applicant for a type rating course
for a multi-pilot aeroplane shall comply with national Civil Aviation Authorities required pre-
requisites.
NOTE It is at the sole discretion of the CAE manager training services to determine whether
a candidate meets the entry level requirements.
Course Prerequisites
Expanded type rating • According to national Civil Aviation Authority
• Recommended: English language to ICAO level 4 or higher
Expanded type rating including • According to national Civil Aviation Authority
distance learning ground training • Recommended: English language to ICAO level 4 or higher
Expanded type rating including MCC • According to national Civil Aviation Authority
• Recommended: English language to ICAO level 4 or higher
Course Prerequisites
Standard type rating • According to national Civil Aviation Authority
• Recommended: English language to ICAO level 4 or higher
Standard type rating with distance • According to national Civil Aviation Authority
learning option • Recommended: English language to ICAO level 4 or higher
Standard type rating including MCC • According to national Civil Aviation Authority
• Recommended: English language to ICAO level 4 or higher
Abbreviated type rating • According to national Civil Aviation Authority
• Recommended: English language to ICAO level 4 or higher
Abbreviated type rating with distance • According to national Civil Aviation Authority
learning option • Recommended: English language to ICAO level 4 or higher
* It is at the sole discretion of the CAE manager training services to determine whether a client
meets the entry level requirements for each course variant. Where a crew is offered for training
the lowest prerequisites met counts for the crew.
6. Aircraft training
If aircraft training is a part of the national Civil Aviation Authority approved type rating training the
aircraft training will be conducted after the client successfully has passed the FSTD training and
license skill test.
For number of landings and flight conditions please refer to national Civil Aviation Authority
approved training organizations operations and training manual.
Systematic approach
The course is built up from objectives. These objectives are determined with reference to national
Civil Aviation Authorities requirements and addressed in a systematic order. Instructional methods
are chosen for their qualities and adaptability to the objectives.
CRM/TEM
Crew resource management and treat and error management skills are integrated in the simulator
part of the training. CRM/TEM issues will be discussed during the briefings and other opportunities
depending on crew performance.
Training to proficiency
Throughout the training the goal is to teach the crew to carry out tasks proficiently, safely and
efficiently in accordance with approved procedures. When considered required objectives will be
re-trained to meet this goal.
Four phases are recognized during simulator training: handling, normal operations, non-normal
operations and LOFT. Each phase in the training is intended to fulfill a part of the objectives. A
client will only be permitted to migrate to the next phase if proficiency is demonstrated by a
progress or gate check for that phase or training.
9. Course description
The curriculum of the type rating courses includes both ground and simulator training.
When the technical knowledge training is completed by distance learning an additional progress
check (entry check) is conducted but is not a pass or fail check, it solely serve as to determine the
weak areas for the client which is than additionally addressed by the assigned instructor during
the remainder of the course.
NOTE A distance learning module can also be made available to clients enrolled in their initial
type rating course, meant as a preparation course prior to their arrival at the training
center attending the basic type rating course; in that case no progress (entry) check
is conducted.
Integration training
MCC requirement
Where the national Civil Aviation Authorities requires a completed MCC as a pre-requisite to
attend the first type rating and the client pilots do not meet those pre-requisites, CAE offers an
additional program to be added to the standard type rating course consisting of 2 days of instructor
lead ground training on CRM/MCC and 3 additional simulator sessions.
12. Examination
Skill test
The skill test is conducted on a crew during a standard simulator session including briefing and
debriefing.
Before a client is signed off to do the skill test the client shall be considered able of demonstrating
the requirements as set out by the national Civil Aviation Authorities.
Examiner
CAE will ensure that the designated examiner is acceptable to the State of License Issued of the
client, provided that the completed pre-course assessment form of the client, displaying the
correct license issuing authority, is provided to CAE by the Customer in due time prior to the check.
In the event that the Customer wishes to change a client attending the type rating course at the
latest moment, this may cause delays in the acceptance of the examiner by the relevant State of
license issuing authority to the clients check. In such case, CAE will not accept any liability in
failing to meet the original schedule.
Crew composition
Normal crew composition is assuming the roles of Captain and First officer fulfilled by respective
clients.
In the event that a training crew consists of two First officers, clients will be alternating seats during
each session. Extra emphasis will be put by the instructor on the roles of pilot flying and pilot non-
flying in their respective roles. Where required the instructor will provide commander directions
and decisions.
Level 1. Basic integration of the customers' SOPs regarding callouts, for this level of
customization an electronic copy of the SOP is required (or the relevant section of the
manuals containing same)
Level 2. Basic integration of the customers' SOPs regarding callouts, for this level of
customization an electronic copy of the SOP is required (or the relevant section of the
manuals containing same)
• An electronic copy of the SOP (or the relevant manuals sections containing the
same)
• OMA
• OMB
• OMC (only for special airport training)
CAE expanded and standard type rating course with integrated MCC
The training is focused on teaching the basics on the functioning of crew members as a team in a
multi-crew environment, not simply as a collection of technically competent individuals.
Furthermore, the course includes the opportunity to practice the skills that are necessary to be
effective team leaders and members. This is achieved by training exercises in which the clients
are crew members in the pilot flying (PF) and the pilot monitoring (PM) roles.
General
Course delivery may vary between integrated, phased or distance learning solutions. It is
assumed that the course is structured in units in such a way that if all units are covered the course
is considered to be completed as all the learning objectives are completed regardless of the order
of appearance of the units (within pre-defined limitations).
All units, including all identified self-study preparation assignments, need to be covered as they
are considered an integral part of the course design. The instructor will continuously assess the
progress and adherence until the program unit completion standards are met, and will call for
additional training or time where deemed necessary.
If customized modules are incorporated into the CAE approved courses, this material will be
provided as a separate appendix.
Lesson pre-requisites
Certain minimum requirements must have been completed prior to the execution of each lesson.
This may include certain modules of CBT, self-study or instructor led tuition.
To ensure a good learning experience it is of great importance that the self-study, SOP practice,
CPT/FFS sessions are taught in the prescribed order.
Time
Instructors are requested to use the estimated time requirements as guidance. They should not
cause a situation where the clients are pressured into moving on from “unfinished business”. If it
takes twice as long as planned to program the FMS, the instructor must try to manage this by
discussing client performance and time management at the end of the session (not during). At the
early stages of learning, the client will benefit from seeing things correctly done and complete the
first time.
NOTE The distance learning option has a longer CBT time to prevent the client from
becoming exhausted.
This way the theoretical technical systems training and the procedural training are alternated and
combined to be consolidated in combination during the CPT training.
The units design allows for flexibility in delivery of the course within set rules of the order of
delivery. When all units are completed the entire syllabus is fulfilled.
The course has two recommended setups:
• Integrated training
• Distance learning training
NOTE The recommended setup may be altered for resources availability or scheduling
reasons.
Integrated training
Integrated training is performed at the training center and all training events are mixed throughout
the course to vary the method of instruction and to provide efficient learning.
For a client conducting his/her first type rating course, the integrated training variant is the only
available option.
Description
This training phase will focus on developing the clients' ability to execute the normal procedures
with each crew member performing his/her own task, in crew coordination during normal flight
conditions.
This phase will demonstrate aircraft characteristics in flight without failure, from basic manual flight
to managed (from lowest to highest level of automation).
It comprises the following training sessions:
Description
This training phase will focus on the use of the abnormal/emergency procedures with each crew
member performing their own task in crew coordination.
In this phase aircraft characteristics in flight with failures will be demonstrated and practiced until
the client shows proficiency in all phases of flight.
It comprises the following training sessions:
S4 S5 S6 S7
Description
LOFT presents the clients with scenarios of typical daily operations in an airline with reasonable
and realistic difficulties and emergencies introduced to provide training and evaluation of proper
flight deck management techniques.
This session is conducted in real time and representative of line operations but includes special
emphasis on abnormal situations which involve communications, management and leadership.
The abnormalities which will be encountered are not pre-briefed.
It comprises the following training session:
S8
Description
This training phase covers the skill test plus other optional sessions that requires either a
successfully completed skill test or a valid license.
It comprises the following sessions:
3 I&R
Navigation
4
Landing
APU Air Flight Fuel
Gear
5 Conditioning Controls
Electrical Pneumatics
8 Sys Q Sys Q
1 Doors Exam
M&B W&W
P-Check 2
4 UPRT
Debriefing Debriefing
6 Comms
A/C General Auto flight APU Flight Ice & Rain Equipment Intro CPT 2
2 Navigation Air
3 Test
5 APU
8 Sys Q CBT
1 Exam
CPT 8 CPT 9
Debriefing Debriefing
7 FCOM
8 CBT
Time Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 Day 8 Day 9
MCC/CRM MCC/CRM Intro Auto flight CPT 1 CPT 2 CPT 3 Review 2 CPT 4
1 Day 1 Day 2
A/CGeneral Perfor-
3 I&R mance
Navigation
6 tics
8 Sys Q Sys Q
1 Doors Exam
M&B W&W
P-Check 2
4 UPRT
5 Plant
Debriefing Debriefing
6 Comms
SA 4 hrs
P1 P2 P3 P4
M1 M2 M3 S1 SA S2 S3 S4 S5 S6 S7 S8 ST S9 S10 S11 S12 S13
LOFT A/C ZFT LVO ETO HUD
P1 P2 P3 P4
M1 M2 M3 S1 SA S2 S3 S4 S5 S6 S7 S8 ST S9 S10 S11 S12 S13
LOFT A/C ZFT LVO ETO HUD
CPT
7x2 hrs and 2x4 hrs CPT sessions 22 hrs
Briefing and de-briefing 9 hrs
CPT 4
Debriefing
4 Fuel
Sys Q
1 Exam
UPRT
Evaluation
5 Comms Self-study
6 Oxygen FCOM
Equipment SOP
Sys Q
8 CMU 4 CMU 5
P-Check 2
A/C General Auto flight APU Flight Ice & Rain Comms Intro Review 2
1 Controls
Equipment
3 Test
P-Check 1 Lights
SOP
8 Sys Q
1 Exam
CPT 8 CPT 9
Debriefing Debriefing
Time Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 Day 8 Day 9
MCC/CRM MCC/CRM Intro Auto flight Review 1 CPT 2 CPT 3 Review 2 Briefing
1 Day 1 Day 2
CPT 4
4 Fuel
Sys Q
1 Exam
M&B UPRT
Plant Evaluation
5 Comms Self-study
6 Oxygen FCOM
Sys Q
P-Check 2
P1 P2 P3 P4
M1 M2 M3 S1 SA S2 S3 S4 S5 S6 S7 S8 ST S9 S10 S11 S12 S13
LOFT A/C ZFT LVO ETO HUD
P1 P2 P3 P4
M1 M2 M3 S1 SA S2 S3 S4 S5 S6 S7 S8 ST S9 S10 S11 S12 S13
LOFT A/C ZFT LVO ETO HUD
NOTE The table only indicates simulator days. Days off will normally be scheduled within
maximum 4 consecutive simulator sessions to ensure time for study and rest time
resulting in optimum crew performance during training.
Integration training
Integration training for the abbreviated type rating course consists of:
CPT
7x2 hrs CPT sessions 14 hrs
Briefing and de-briefing 6 hrs
CPT 4
Debriefing
4 Fuel
Servicing Mem. It
Sys Q
1 Exam
M&B UPRT
Evaluation
5 Comms Self-study
Lights
6 Oxygen FCOM
Sys Q
P-Check 2
A/C General Auto flight APU Flight Ice & Rain Comms Intro
1 Controls
Equipment
3 Test
P-Check 1 Lights
Conditioning Review 1
UPRT CPT 1
Sys Q Sys Q
8 Sys Q
Sys Q Self-study
1 Exam
5 FCOM
SOP
6 CBT
Simulator training
Simulator training for the A320 abbreviated type rating course consists of:
SA 4 hrs
P1 P2 P3 P4
M1 M2 M3 S1 SA S2 S3 S4 S5 S6 S7 S8 ST S9 S10 S11 S12 S13
LOFT A/C ZFT LVO ETO HUD
Compulsory Optional
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2 Ground training
2 Ground training
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2 Ground training
Preparation assignments
In order to prepare for certain activities as well as learning parts not covered in CBT, preparation
assignments are utilized and scheduled throughout the training. Several of the preparation
assignments are prerequisites for later activities and must be complied with in order to have a
successful training.
Included in the preparation assignment you will also do progress checks.
Classroom instruction
In the classroom you will be given the “final touch”. Here the instructor will assess and assist, so
be prepared and ask questions about topics of difficulty.
You will receive classroom instruction for topics not covered by CBT, aircraft specific performance,
mass and balance and SOP.
General
Generally speaking, too much information received in one time can be overwhelming.
“How do I organize myself in order to get the maximum out of this course...?” are questions you
will most likely ask yourself. It is normal to not know where to begin, how to structure your study
time efficiently and what books, manuals or document to read in conjunction with the different
modules of the course. Good study habits are therefore essential not only in making maximum
use of your time but also to absorb the maximum amount of material necessary to succeed in your
type rating and meeting the course training standards.
CPT (CAE procedure training) and FFS (full flight simulator) sessions
It is obvious that the time you schedule at the CMU will not only be helpful during the early phases
of the course but also during the CPT and FFS sessions and generally speaking, to prepare you
for the upcoming session.
Just being in a flight simulator will affect your ability to remember the procedures you repeated
flawlessly in the mock-up or during the pre-sim briefing session. It is therefore advisable to keep
on rehearsing till all is almost “second nature”.
Remember: You are not alone in this course. Your crew-mates, instructors and everyone at CAE
is here to help you get through this course and bring you to a very competent level.
4. Training standards
Theoretical knowledge
FMGS training
CPT training
6. Precision approach
Perform a Precision app. a. A known airport a. Comply with published
a. Initial approach. using standard approach FCOM procedures
procedures and and FCTM.
b. Intermediate/final approach.
frequencies. b. Procedure flown according to
c. Perform an automatic ILS
b. Known wx. and rwy FCOM stabilized approach
CAT I approach.
conditions. concept.
c. Approach completed to DA.
7. Go-around
a. Perform a go-around profile. a. A known airport a. Comply with go-around
b. Monitoring the go-around. using standard instructions or published
procedures and missed approach
frequencies. procedures.
b. Known wx. and rwy
conditions.
8. Landing
Perform the following normal a. Aircraft established a. Touchdown with proper pitch
procedures and checklists: on proper flight path attitude.
a. Landing. for landing. b. Use of reverse i.a.w. FCOM
b. After landing. b. Prescribed landing procedures and braking
c. Parking. zone. requirement.
d. Securing the aircraft. c. Day or night. c. Slow down to taxi speed prior
to turnoff point.
2 Ground training
Introduction
Description: Introduction and welcome to the CAE training center.
Learning objectives: • Welcome, company/facility
• Instructor introduction
• Administrative documents
• The purpose and goal for the type rating course
• The duration and the training material that will be used during the
course
• Theoretical knowledge instruction
• The use of the CBT workstation
• CBT methodology
• The use of the FMS trainer
• Recommended study:
- Combination of technical CBT, FCOM, and CPT sessions
• Preparation assignments
• Final examination
• Simulator training
Instructor qualification: Ground school instructor (GSI)
Delivery method: Classroom tuition
References: Manual Chapter
- - -
Scheduling: Integrated Distance Time
Day 1 Day 7 2.0 hours
Training completed: Date:
Intake test
Description: Intake test is part of the “Distance learning” course and mandatory to check
the client for required knowledge after the remote CBT study.
Learning objectives: Perform an intake test, minimum 100 questions
Instructor qualification: Ground school instructor (GSI), invigilator
Delivery method: Written or computer based
References: Manual Chapter
- - -
Scheduling: Integrated Distance Time
N/A Day 7 2.0 hours
Training completed: Date:
CBT - electrical
Description You are to complete:
• Electrical CBT
• Electrical questionnaire
• Study FCOM electrical
Learning objectives: • Explain generation of electrical power
• Describe electrical normal configuration
• Describe electrical abnormal configuration
• Identify controls and indicators
• Review and identify warning and cautions
Instructor qualification: Ground school instructor support (IS)
Delivery method: CBT on facility computer or WBT
Assignment: Systems questionnaire
References: Manual Chapter
Electrical FCOM DSC-24
Scheduling: Integrated Distance Time
Day 1 Day 1 2.0 hours
Training completed: Date:
CBT - navigation
Description You have to complete:
• Navigation CBT
• System questionnaire
• Study FCOM navigation
Learning objectives: • Describe ADIRS, and its controls, indicators and system inhibition
• Describe GPS, its normal operation and operation in case of failure
• Describe standby instruments and ISIS
• Describe radio navigation, automatic/manual/back up tuning, navaids,
controls and indicators
• Describe radio altimeter, indications on PFD and automatic callouts
• Describe ATC, its controls and indicators
• Describe weather radar, controls, indicators, predictive wind shear
system, warning and cautions
• Describe GPWS, basic modes, terrain functions, controls and
indicators
• Describe TCAS, its controls and indicators
• Review and identify warning and cautions
Instructor qualification: Ground school instructor support (IS)
Delivery method: CBT on facility computer or WBT
Assignment: Systems questionnaire
References: Manual Chapter
Navigation FCOM DSC-34
Scheduling: Integrated Distance Time
Day 2 Day 2 3.0 hours
Training completed: Date:
CBT - APU
Description You have to complete:
• APU CBT
• Systems questionnaire
• Study FCOM APU
Learning objectives: • Describe APU main components, start/shutdown sequence, functions
and limitations
• APU controls and indicators
• Review and identify warning and cautions
Instructor qualification: Ground school instructor support (IS)
Delivery method: CBT on facility computer or WBT
Assignment: Systems questionnaire
References: Manual Chapter
APU FCOM DSC-49
Scheduling: Integrated Distance Time
Day 3 Day 3 1.0 hours
Training completed: Date:
CBT - pneumatic
Description You have to complete:
• Pneumatic CBT
• Pneumatics questionnaire
• Study FCOM pneumatic
Learning objectives: • Describe pneumatic system
• Identify engine and APU bleed air system
• Describe cross bleed logic
• Describe system leak detection
• Identify system failures
• Identify controls and indicators
• Review and identify warning and cautions
Instructor qualification: Ground school instructor support (IS)
Delivery method: CBT on facility computer or WBT
Assignment: Systems questionnaire
References: Manual Chapter
Pneumatic FCOM DSC-36
Scheduling: Integrated Distance Time
Day 3 Day 3 1.5 hours
Training completed: Date:
CBT - hydraulics
Description You have to complete:
• Hydraulic CBT
• Hydraulics questionnaire
• Study FCOM hydraulics
Learning objectives: • General description of hydraulic system
• Identify hydraulic system components, systems, power generation,
PTU, RAT, accumulators, valves and reservoirs
• Identify hydraulic system controls and indicators
• Review and identify warning and cautions
Instructor qualification: Ground school instructor support (IS)
Delivery method: CBT on facility computer or WBT
Assignment: Systems questionnaire
References: Manual Chapter
Hydraulic FCOM DSC-29
Scheduling: Integrated Distance Time
Day 4 Day 3 1.5 hours
Training completed: Date:
CBT - fuel
Description You have to complete:
• Fuel CBT
• Fuel questionnaire
• Study FCOM fuel
Learning objectives: • Describe system: tanks, engine and APU feed, recirculating system,
fueling/defueling and quantity indication
• Identify system controls and indicators
• Review and identify warning and cautions
Instructor qualification: Ground school instructor support (IS)
Delivery method: CBT on facility computer or WBT
Assignment: Systems questionnaire
References: Manual Chapter
Fuel FCOM DSC-28
Scheduling: Integrated Distance Time
Day 7 or 8 Day 4 2.0 hours
Training completed: Date:
CBT - communication
Description You have to complete:
• Communication CBT
• Communications questionnaire
• Study FCOM communications
Learning objectives: • Describe radio communication system and RMP operation
• Describe intercommunication systems, interphone system, call
systems, passenger address and emergency evacuation operation
• Describe cockpit voice recorder, ACARS and SATCOM
• Identify system controls and indicators
• Review and identify warning and cautions
Instructor qualification: Ground school instructor support (IS)
Delivery method: CBT on facility computer or WBT
Assignment: Systems questionnaire
References: Manual Chapter
Communications FCOM DSC-23
Scheduling: Integrated Distance Time
Day 10 or 11 Day 5 1.5 hours
Training completed: Date:
CBT - oxygen
Description You have to complete:
• Oxygen CBT
• Oxygen questionnaire
• Study FCOM oxygen
Learning objectives: • Explain fixed oxygen system for cockpit, cabin and portable oxygen
system
• Identify system controls and indicators
• Review and identify warning and cautions
Instructor qualification: Ground school instructor support (IS)
Delivery method: CBT on facility computer or WBT
Assignment: Systems questionnaire
References: Manual Chapter
Oxygen FCOM DSC-35
Scheduling: Integrated Distance Time
Day 10 Day 5 or 6 1.0 hours
Training completed: Date:
CBT - equipment
Description You have to complete:
• Equipment CBT
• Study FCOM equipment
Learning objectives: • Describe flight deck general arrangement and pushbuttons indications
• Explain seat operation and adjustment
• Explain cockpit window operation
• Identify pilot instrument, overhead, pedestal and C/B panels
Instructor qualification: Ground school instructor support (IS)
Delivery method: CBT on facility computer or WBT
Assignment: Systems questionnaire
References: Manual Chapter
Equipment FCOM DSC-25
Scheduling: Integrated Distance Time
Day 10 or 12 Day 6 0.5 hours
Training completed: Date:
CBT - doors
Description You have to complete:
• Doors CBT
• Safety questionnaire
• Study FCOM doors
Learning objectives: • Describe passenger doors, emergency exits, cargo doors, avionics
compartment access door and cockpit door location and operation
• Describe escape slide/rafts
• Identify system’s controls and indicators
• Review and identify warning and cautions
Instructor qualification: Ground school instructor support (IS)
Delivery method: CBT on facility computer or WBT
Assignment: Systems questionnaire
References: Manual Chapter
Doors FCOM DSC-52
Scheduling: Integrated Distance Time
Day 11 or 12 Day 6 0.5 hours
Training completed: Date:
CBT - lights
Description You have to complete:
• Lights CBT
• Safety questionnaire
• Study FCOM lights
Learning objectives: • Describe cockpit, exterior and emergency lighting location and
operation
• Describe passenger signs
• Identify controls and indicators
Instructor qualification: Ground school instructor support (IS)
Delivery method: CBT on facility computer or WBT
Assignment: Systems questionnaire
References: Manual Chapter
Lights FCOM DSC-33
Scheduling: Integrated Distance Time
Day 11 or 12 Day 6 1.0 hours
Training completed: Date:
System questionnaire
Description You have to complete:
• System questionnaire after related CBT topic is completed on a daily
basis
• Use CBT and/or FCOM to answer questions
Learning objectives: • Complete questionnaire
Instructor qualification: Ground school instructor support (IS)
Delivery method: Self-study with help of systems questionnaire, CBT and FCOM
Assignment: Systems questionnaire
References: Manual Chapter
FCOM DSC
Scheduling: Integrated Distance Time
Day 1 - 12 Day 1 - 6 6.0 hours
Training completed: Date:
Limitations worksheet
Description You have to complete:
• Limitations worksheet with help of the FCOM limitations chapter
• This assignment is prerequisite for performance class
Learning objectives: • Have a good knowledge of limitations related to:
- General limitations
- Weight and center of gravity limits
- Environmental envelope and airports operations
- Speed limitations
- Systems limitations
Instructor qualification: Ground school instructor support (IS)
Delivery method: Self-study with help of limitations worksheet and FCOM
Assignment: Limitations worksheet
References: Manual Chapter
FCOM LIM
Scheduling: Integrated Distance Time
Day 3 or 5 Day 1 0.5 hours
Training completed: Date:
Servicing worksheet
Description You have to complete:
• Servicing worksheet with help of the FCOM and CBT
Learning objectives: • Locate all ground service connections and panels
Instructor qualification: Ground school instructor support (IS)
Delivery method: Self-study with help of servicing worksheet and FCOM
Assignment: Servicing worksheet
References: Manual Chapter
FCOM DSC-20
Scheduling: Integrated Distance Time
Day 4, 6 or 7 Day 2 0.5 hours
Training completed: Date:
Progress test 1
Description The progress check is to make sure you are making satisfactory academic
progress.
Learning objectives: • Perform a progress test, minimum 20 questions
Instructor qualification: Ground school instructor support (IS)
Delivery method: Written, computer based or oral.
Note
Distance learning, test is computer based.
References: Manual Chapter
FCOM -
Scheduling: Integrated Distance Time
Day 5 or 7 Day 4 0.5 hours
Training completed: Date:
Progress test 2
Description The progress check is to make sure you are making satisfactory academic
progress.
Learning objectives: • Perform a progress test, minimum 20 questions
Instructor qualification: Ground school instructor support (IS)
Delivery method: Written, computer based or oral.
Note
Distance learning, test is computer based.
References: Manual Chapter
FCOM -
Scheduling: Integrated Distance Time
Day 11, 12 or 13 Day 6 0.5 hours
Training completed: Date:
CMU 1
Description By following procedures and checklists, this exercise allows you to progress
from cockpit preparation to parking and securing the aircraft. Focus on the
PF and PM areas of responsibility, panel scan sequence, and the action
flows you practiced during CPT 1 to CPT 3.
Note
This assignment is a prerequisite for CPT 4.
Learning objectives: • Complete:
- Normal checklists
- Panel scan sequence and action flows
- Take-off briefing
- Before take-off procedure and checklist
- Take-off procedure
- After take-off/climb procedure and checklist
- Approach briefing
- Approach checklist
- Landing procedure and checklists
- After landing procedure and checklist
- Parking procedure and checklist
- Securing the aircraft procedure and checklist
• Distinguish between PF and PM responsibilities
• Recall procedures for decelerated and early stabilized approach
Instructor qualification: Ground school instructor support (IS)
Delivery method: Own study in cockpit mock-up trainer (CMU) or equipment
Assignment: CMU exercises
References: Manual Chapter
FCOM PRO-NOR
QRH NP
OP
FCTM
NO
Action flows -
Normal checklist -
Scheduling: Integrated Distance Time
Day 6 or 8 Day 8 1.0 hours
Training completed: Date:
CMU 2
Description In this exercise, you will continue to practice normal operation SOPs
(including normal checklists) as well as take-off and approach briefings. You
will begin to familiarize yourself with malfunctions and emergencies. You will
also prepare to use the ECAM and QRH to handle Slat/Flap malfunctions.
Note
This assignment is a prerequisite for CPT 5
Learning objectives: • Complete:
- Preliminary cockpit preparation procedure
- Cockpit preparation procedure
- Take-off briefing
- Handle engine start malfunctions
- LOC/DME approach using LOC/FPA method
- Slats/flaps malfunction
• Handle ECAM “Cargo Fire”
• Know where to find and how to read “Emergency Evacuation
procedure”
Instructor qualification: Ground school instructor support (IS)
Delivery method: Own study in cockpit mock-up trainer (CMU) or equipment
Assignment: CMU exercises
References: Manual Chapter
PRO-NOR
FCOM
PRO-ABN
NP
QRH
ABN
OP
FCTM NO
AO
Action flows -
Normal checklist -
Scheduling: Integrated Distance Time
Day 7 or 9 Day 8 1.0 hours
Training completed: Date:
CMU 3
Description In this exercise, you will continue to practice normal operation SOPs
(including normal checklists). The three different methods to fly non-
precision approaches will be highlighted. In addition, you will begin to
familiarize yourself with more malfunctions and emergencies such as
smoke/fumes and emergency descent.
Note
This assignment is a prerequisite for CPT 6.
Learning objectives: • Complete:
- Cockpit preparation procedure
- Take-off briefing
- Engine start malfunction procedure following ECAM
- SMOKE/FUMES/AVIAONIC SMOKE procedure
- EMERGENCY DESCENT procedure and “Memory items”
- Non-precision approach methods FINAL APP, NAV/FPA (LOC/FPA)
and TRK/FPA
Instructor qualification: Ground school instructor support (IS)
Delivery method: Own study in cockpit mock-up trainer (CMU) or equipment
Assignment: CMU exercises
References: Manual Chapter
PRO-NOR
FCOM
PRO-ABN
NP
QRH
ABN
NO
FCTM
AO
Action flows -
Normal checklist -
Scheduling: Integrated Distance Time
Day 8 or 10 Day 9 1.0 hours
Training completed: Date:
CMU 4
Description At this point, you should be able to do all normal SOP flows from memory
including reading and responding to normal checklists.
In this exercise, you will also begin to familiarize yourself with more
malfunctions and emergencies, and you will further develop your skills in
handling them (including the use of QRH summary procedures).
Note
This assignment is an additional prerequisite for CPT 6.
Learning objectives: • Complete:
- Preliminary cockpit preparation procedure
- Cockpit preparation procedure
- Take-off procedure
- Dual Hydraulic malfunction ECAM and QRH summary procedure
- Loss of Braking procedure, including “Memory items”
Instructor qualification: Ground school instructor support (IS)
Delivery method: Own study in cockpit mock-up trainer (CMU) or equipment
Assignment: CMU exercises
References: Manual Chapter
PRO-NOR
FCOM
PRO-ABN
NP
QRH
ABN
NO
FCTM
AO
Action flows -
Normal checklist -
Scheduling: Integrated Distance Time
Day 9 or 11 Day 9 1.0 hours
Training completed: Date:
CMU 5
Description In addition to gaining proficiency in normal operation, you will be introduced
to engine failures in different phases of flight.
Note
This assignment is a prerequisite for CPT 7.
Learning objectives: • Complete:
- Engine failure in cruise
- Engine failure in go around
- Engine failure in take-off
- RNAV approach using FINAL APP
- One engine out approach, go around, and landing
Instructor qualification: Ground school instructor support (IS)
Delivery method: Own study in cockpit mock-up trainer (CMU) or equipment
Assignment: CMU exercises
References: Manual Chapter
PRO-NOR
FCOM
PRO-ABN
NP
QRH ABN
FPE
NO
FCTM AO
SI
Action flows -
Normal checklist -
Scheduling: Integrated Distance Time
Day 10 or 12 Day 11 or 12 1.0 hours
Training completed: Date:
Review 1
Description Review 1 is an instructor-led presentation that reinforces CBT learning and
provides opportunities for group discussion. The following systems are
covered:
• Aircraft General
• ATA 31: Indicating and Recording
• ATA 24: Electrical
• ATA 22: Auto flight
• ATA 34: Navigation
The instructor will:
• Emphasize important parts of the systems studied
• Answer questions about topics of concern
Learning objectives: • Describe each system and sub-system's main functions
• Locate the components for each of the main systems
• Describe normal operation procedures related to each system and sub-
system
• Describe abnormal/emergency events and operation procedures
related to each system and sub-system
• Identify each system's limitations
• Identify each system's messages (warnings, cautions, advisories,
alerts, etc.)
Instructor qualification: Ground school instructor (GSI)
Delivery method: Classroom instruction
References: Manual Chapter
DSC
FCOM
PRO-NOR-SRP
FCTM NO
Scheduling: Integrated Distance Time
Day 2, 3 or 5 Day 7 or 8 2.0 hours
Training completed: Date:
Review 2
Description Review 2 is an instructor-led presentation that reinforces CBT learning and
provides opportunities for group discussion. The following systems are
covered:
• ATA 49: APU
• ATA 36: Pneumatic
• ATA 21: Air Conditioning
• ATA 21: Ventilation
• ATA 21: Pressurization
• ATA 29: Hydraulic
• ATA 27: Flight Controls
The instructor will:
• Emphasize important parts of the systems studied
• Answer questions about topics of concern
Learning objectives: • Describe each system and sub-system's main functions
• Locate the components for each of the main systems
• Describe normal operation procedures related to each system and sub-
system
• Describe abnormal/emergency events and operation procedures
related to each system and sub-system
• Identify each system's limitations
• Identify each system's messages (warnings, cautions, advisories,
alerts, etc.)
Instructor qualification: Ground school instructor (GSI)
Delivery method: Classroom instruction
References: Manual Chapter
FCOM DSC
Scheduling: Integrated Distance Time
Day 6 or 8 Day 8 or 9 2.0 hours
Training completed: Date:
Review 3
Description Review 3 is an instructor-led presentation that reinforces CBT learning and
provides opportunities for group discussion. The following systems are
covered:
• ATA 32: Landing Gear
• ATA 28: Fuel
• Abnormal and Emergency Operation
The instructor will:
• Emphasize important parts of the systems studied
• Answer questions about topics of concern
Learning objectives: • Describe each system and sub-system's main functions
• Locate the components for each of the main systems
• Describe normal operation procedures related to each system and sub-
system
• Describe abnormal/emergency events and operation procedures
related to each system and sub-system
• Identify each system's limitations
• Identify each system's messages (warnings, cautions, advisories,
alerts, etc.)
Instructor qualification: Ground school instructor (GSI)
Delivery method: Classroom instruction
References: Manual Chapter
DSC
FCOM
PRO-ABN
GEN
QRH
ABN
OP
FCTM
AO
MEL -
Scheduling: Integrated Distance Time
Day 8, 9 or 10 Day 9 or 12 2.0 hours
Training completed: Date:
Review 4
Description Review 4 is an instructor-led presentation that reinforces CBT learning and
provides opportunities for group discussion. The following systems are
covered:
• ATA 70: Power Plant
• ATA 26: Fire Protection
• ATA 30: Ice and Rain Protection
• ATA 23: Communication
• ATA 35: Oxygen
• ATA 25: Equipment
• ATA 52: Doors
• ATA 33: Lights
• ATA 38: Water and Waste
The instructor will:
• Emphasize important parts of the systems studied
• Answer questions about topics of concern
Learning objectives: • Describe each system and sub-system's main functions
• Locate the components for each of the main systems
• Describe normal operation procedures related to each system and sub-
system
• Describe abnormal/emergency events and operation procedures
related to each system and sub-system
• Identify each system's limitations
• Identify each system's messages (warnings, cautions, advisories,
alerts, etc.)
Instructor qualification: Ground school instructor (GSI)
Delivery method: Classroom instruction
References: Manual Chapter
FCOM DSC
Scheduling: Integrated Distance Time
Day 12 or 14 Day 9 or 13 2.0 hours
Training completed: Date:
Performance
Description The Performance lesson is an instructor-led presentation that covers:
• Definitions and limitations
• Take-off, cruise, and landing
• Approach speed and landing distance computation
• Flight planning
• One engine inoperative
Learning objectives: • Use the aircraft manufacturer's manuals to locate aircraft performance
information
• Explain the aircraft limitations
• Utilize FCOM charts and tables
• Calculate take-off weights, flex temperatures and speeds
• Calculate fuel consumption and landing weights
• Calculate approach speeds and landing distances with and without
failures
• Calculate ceilings and fuel and time computation with one engine
inoperative
Instructor qualification: Ground school instructor (GSI)
Delivery method: Classroom instruction
Assignment:
References: Manual Chapter
FCOM PER
QRH FPE
Performance client
ALL
handout
Scheduling: Integrated Distance Time
Day 6 or 8 Day 10 4.0 hours
Training completed: Date:
CPT Session 1
Description The purpose of CPT 1 is to introduce you to the Airbus philosophy. The
focus is on preflight preparations.
You will be introduced to:
• The training device and/or FMS trainer as applicable
• Preflight SOP
• Areas of responsibility
• Flows
• Normal checklist reading
Learning objectives: • Explain basic features and functions of the training device and FMS
trainer as applicable
• Perform action flows using manuals
• State “areas of responsibility” during cockpit preparation
• Explain how to read and respond to normal checklists
• Explain how to perform:
- Safety exterior inspection
- Preliminary cockpit preparation
- Cockpit preparation
- FMGC basic programming
- Normal engine start
- After start procedure
- Before take-off procedure
- After landing, parking and securing the aircraft procedure
Instructor qualification: Ground school instructor (GSI), simulator instructor
Delivery method: Classroom (for Abbreviated and Standard course options)
IPT/FTD or equivalent (for Expanded course option)
Assignment: CPT 1 lesson description
References: Manual Chapter
PRO-NOR-SOP
chapter: 03, 04, 06-
FCOM 11and 21-23
PRO-NOR-SRP-01
FMS
NO chapter:
FCTM
010-040, 190
QRH NP
Normal Checklist
Action Flows
Scheduling: Integrated Distance Time
Day 3 or 5 Day 7 2.0 or 4.0 hours
Training completed: Date:
CPT Session 2
Description The purpose of CPT 2 is to provide further practice with Airbus normal SOPs
and the FMGS programming required to perform a flight from A to B.
The session also covers reading and responding to the relevant normal
checklists
Learning objectives: • Perform:
- Cockpit preparation with minimal reference to manuals
- FMGC programming (with support) using DIFSRIP
- Take-off using correct SOP with instructor guidance
- Climb using correct SOP with instructor guidance
- Cruise using correct SOP with instructor guidance
- Descent using correct SOP with instructor guidance
- An ILS approach and “decelerated approach” with instructor
guidance
- An autoland using correct SOP with instructor guidance
• Handle specific FMGC exercises:
- Holding
- DIR TO
- FIX INFO
- Intercept
Instructor qualification: Ground school instructor (GSI), simulator instructor
Delivery method: Classroom (for Abbreviated and Standard course options)
IPT/FTD or equivalent (for Expanded course option)
Assignment: CPT 2 lesson description
References: Manual Chapter
PRO-NOR-SOP
chapter: 03, 04, 06-19
FCOM and 21-23
PRO-NOR-SRP-01
FMS
OP 030
FCTM
NO 010-120+170
QRH NP
Normal Checklist
Action Flows
Scheduling: Integrated Integrated Time
Day 4 or 6 Day 8 2.0 or 4.0 hours
Training completed: Date:
CPT Session 3
Description The purpose of CPT 3 is to provide further practice with Airbus normal SOPs
and the FMGS programming required to perform a flight from A to B.
Go-around procedures and RNAV approach are also introduced, and the
ground speed mini function is discussed.
You will gain proficiency in reading and responding to the relevant normal
checklists.
Learning objectives: • Perform:
- Cockpit preparation with minimal reference to manuals
- FMGC programming (with support) using DIFSRIP
- Engine start on external pneumatic source and external electrical
power
- A cross bleed engine start with reference to the FCOM
- A normal flight using SOP with some instructor guidance
- An RNAV using FINAL APP method with some instructor guidance
- Go-around with some instructor guidance
- After landing, parking and securing the aircraft procedure
• Explain the basic principles of using the MEL
• Enter holding in FMGC
Instructor qualification: Ground school instructor (GSI), simulator instructor
Delivery method: Classroom (for Abbreviated and Standard course options)
IPT/FTD or equivalent (for Expanded course option)
Assignment: CPT 3 lesson description
References: Manual Chapter
PRO-NOR-SOP
PRO-NOR-SRP
FCOM
FMS-01
PRO-SUP-70
NO 010-130
FCTM
NO 170-190
How to use
MEL
ITEM 49 APU
QRH NP
Normal checklist -
Action flows -
Scheduling: Integrated Integrated Time
Day 5 or 7 Day 9 2.0 or 4.0 hours
Training completed: Date:
CPT Session 4
Description The purpose of CPT 4 is to provide further practice with Airbus SOPs and
FMGS programming. You will practice flying non-precision approaches, and
you will be introduced to the ECAM.
Note
Completion of CMU Exercise 1 is a prerequisite for this lesson.
Learning objectives: • Perform:
- Cockpit preparation (from memory)
- Complete basic FMGC cockpit preparation programming
- Take-off according to SOP including correct callouts
- A non-precision approach using FINAL APP
- A non-precision approach using NAV/FPA
- The ENG Relight (inflight) procedure from the QRH
- After landing, parking, and securing the aircraft procedure (from
memory)
• Locate and use the manual engine start procedure
• Explain the “early stabilized approach” method
• Describe FPV and FPD and how they can be selected
• Explain basic ECAM handling
• Read and respond to all normal checklists
Instructor qualification: Ground school instructor (GSI), simulator instructor
Delivery method: IPT/FTD or equivalent (Briefing- and debriefing if applicable)
Assignment: CPT 4 lesson description
References: Manual Chapter
PRO-NOR-SOP
FCOM PRO-NOR-SRP
FMS-01
OP-040
FCTM NO
SI-020
QRH NP
Normal checklist -
Action flows -
Scheduling: Integrated Distance Time
Day 7 or 9 Day 10 or 11 2.0 or 4.0 hours
Training completed: Date:
CPT Session 5
Description The purpose of CPT 5 is to provide further practice with Airbus SOPs and
FMGS programming as well as flying non-precision approaches and go-
arounds.
You will be introduced to more complex malfunctions (such as a slat/flap
problem) and engine start faults.
You will also handle cargo smoke developing into an emergency evacuation
after landing and learn how to use the ECAM and the QRH
Note
Completion of CMU Exercise 2 is a prerequisite for this lesson.
Learning objectives: • Perform:
- Complete cockpit preparation (from memory)
- ECAM procedure for automatic engine start faults
- A LOC/DME approach using LOC/FPA method
- ECAM actions for cargo smoke
- Emergency evacuation procedure from the QRH
• Handle slats/flaps malfunctions using FCU, ECAM, and QRH
• Handle ECAM procedure for engine failure in flight
• Use the ENG Relight (inflight) QRH procedure
Instructor qualification: Ground school instructor (GSI), simulator instructor
Delivery method: IPT/FTD or equivalent (Briefing- and debriefing if applicable)
Assignment: CPT 5 lesson description
References: Manual Chapter
PRO-NOR-SOP
PRO-ABN
FCOM
PRO-NOR-SRP-01
FMS
FCTM OP, NO and AO
QRH NP and ABN
Normal checklist -
Action flows -
Scheduling: Integrated Distance Time
Day 8, 9 or 11 Day 11 2.0 or 4.0 hours
Training completed: Date:
CPT Session 6
Description The purpose of CPT 6 is to provide further practice with Airbus SOPs and
FMGS programming.
During this lesson, you will perform a complete cockpit preparation until
ready for push-back in 25 minutes.
You will gain additional practice in handling engine start problems, and you
will be introduced to emergencies such as smoke/fumes/avionic smoke and
emergency descent.
You will also review memory items for emergency descent and loss of
braking, and you will learn how to use ECAM and QRH summary
procedures.
Note
Completion of CMU Exercises 3 and 4 is a prerequisite for this lesson
Learning objectives: • Perform:
- A complete cockpit preparation in 25 minutes from memory
- The ECAM procedure for automatic engine start faults
• Explain how to use the:
- QRH smoke/fumes/avncs smoke procedure
- QRH removal of smoke procedure
- QRH Summary procedures
• State and perform immediate actions of the QRH Emer Descent
procedure
Instructor qualification: Ground school instructor (GSI), simulator instructor
Delivery method: IPT/FTD or equivalent (Briefing- and debriefing if applicable)
Assignment: CPT 6 lesson description
References: Manual Chapter
FCOM PRO-NOR and ABN
NO and AO
FCTM
SI-090
QRH NP, ABN, and PER
Normal checklist -
Action flows -
Scheduling: Integrated Distance Time
Day 10 or 12 Day 12 2.0 or 4.0 hours
Training completed: Date:
CPT Session 7
Description A significant portion of this session focuses on engine failure in different
phases of flight.
Various drift down strategies are discussed. The session also includes one
engine-out approaches and landings as well as engine failure in go-around.
Note
Completion of CMU Exercise 5 is a prerequisite for this lesson.
Learning objectives: • Perform:
- A complete cockpit preparation in 25 minutes from memory
- An RNAV approach using the FINAL APP method
- A go-around with engine failure
- A “one engine out” ILS approach
- Take-off with engine failure using correct SOP
• Explain and perform the "engine failure in cruise" procedure
• State the difference between standard and obstacle strategy
Instructor qualification: Ground school instructor (GSI), simulator instructor
Delivery method: IPT/FTD or equivalent (Briefing- and debriefing if applicable)
Assignment: CPT 7 lesson description
References: Manual Chapter
PRO-NOR
FCOM PRO-ABN
PER-OEI
FCTM NO and AO
QRH NP, ABN and FPE
Normal checklist -
Action flows -
Scheduling: Integrated Distance Time
Day 11 or 13 Day 12 or 13 2.0 or 4.0 hours
Training completed: Date:
CPT Session 8
Description In this session, you will further consolidate your knowledge of the Airbus
SOPs and FMGC programming.
You will increase your proficiency in handling various abnormal and
emergency procedures and in managing failures, thereby improving your
readiness for the simulator phase.
The session also includes a demonstration of ELEC EMER CONFIG.
Learning objectives: • Handle single and dual FMGC failures
• Explain and perform:
- ELEC EMER CONFIG ECAM and QRH procedure
- Engine failure in take-off procedure
- Engine failure in go-around procedure
• Explain the rejected take-off procedure
• Locate and follow the emergency evacuation procedure
Instructor qualification: Simulator instructor
Delivery method: Briefing, IPT/FTD or equivalent, debriefing
Assignment: CPT 8 lesson description
References: Manual Chapter
FCOM PRO-NOR and ABN
FCTM NO and AO
QRH NP and ABN
Normal checklist -
Action flows -
Scheduling: Integrated Distance Time
Day 14 or 16 Day 14 or 15 4.0 hours
Training completed: Date:
CPT Session 9
Description In this session, you will further consolidate your knowledge of the Airbus
SOPs, abnormal and emergency procedures, and failure management,
thereby improving your readiness for the simulator phase.
Overweight landing, cold weather, contaminated runways, and hot weather
operation will also be simulated.
Learning objectives: • Explain the three different methods of flying non-precision approaches
• Perform ENG FIRE ECAM procedure
• Perform the OVERWEIGHT Landing procedure
• Locate and perform the L/G Gravity Extension procedure
Instructor qualification: Simulator instructor
Delivery method: Briefing, IPT/FTD or equivalent, debriefing
Assignment: CPT 9 lesson description
References: Manual Chapter
PRO-NOR, ABN and
FCOM
PER
NO and AO
FCTM
SI-010
QRH NP, ABN and FPE
Normal checklist -
Action flows -
Scheduling: Integrated Distance Time
Day 15 or 17 Day 15 or 16 4.0 hours
Training completed: Date:
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Worksheets
A series of worksheets assist you in gaining knowledge about A320 limitations, servicing points,
and memory actions.
CMU exercises
In order to learn cockpit preparation, checklist reading, and SOPs, you are provided with a series
of CMU exercises.
FMS exercises
To practice the FMS on your own, these exercises are a good start.
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2.2.2 Questionnaire
A318/A319/A320/A321
Table of contents
Subject Page
Safety ........................................................................................... 63
Indicating and recording ............................................................... 64
Electrical power ............................................................................ 65
Pneumatic .................................................................................... 69
Air conditioning/pressurization/ventilation .................................... 70
Navigation and auto flight............................................................. 75
Hydraulics..................................................................................... 82
Landing gear ................................................................................ 88
Flight controls ............................................................................... 92
Fuel .............................................................................................. 98
APU ............................................................................................ 100
Power plant CFM 56................................................................... 102
Power plant IAE 2500................................................................. 106
Fire protection ............................................................................ 111
Ice and rain protection................................................................ 112
Communications......................................................................... 115
Oxygen ....................................................................................... 117
Safety
1. The FASTEN SEAT BELT, NO SMOKING and EXIT signs illuminate:
a. If the appropriate switches are on, and/or excessive cabin altitude is detected.
b. If the appropriate switches are off and/or excessive cabin altitude is detected.
c. A and B are correct.
d. When weight is off main wheels.
2. With the EMER EXIT LT switch in the ARM position, light in the emergency exit signs come on if:
a. AC essential bus fails.
b. Normal aircraft electrical power system fails or DC SHED ESS BUS fails.
c. DC bus fails.
d. BAT BUS fails.
6. Emergency lighting using the integral batteries will provide lighting for:
a. 30 min.
b. 24 min.
c. 12 min.
d. 15 min.
3. If the upper ECAM display is lost, the E/WD automatically transfers to lower ECAM display. If a system
display is required:
a. It displays automatically.
b. Press the RCL button.
c. Press and hold the relevant system pushbutton or use the recall button.
d. Press and hold the relevant system pushbutton (maximum 3 minutes) or use the ECAM/ND transfer
switch.
7. Do the CHECK ATT messages appear on both PFDs at the same time?
a. Yes, if there is a discrepancy of at least 5 ° between the attitude values, pitch and/or roll.
b. No.
c. Yes, but only for pitch.
d. Yes, if there is a discrepancy of at least 7° between the attitude values, pitch and/or roll.
Electrical power
1. In normal configuration, how is DC ESS bus supplied?
a. From ESS TR.
b. From TR 2.
c. From AC ESS BUS.
d. From TR 1.
8. On the EMER ELEC pwr panel, a fault light illuminates under the RAT and EMER GEN label. What does
it mean?
a. RAT is not extended.
b. If the emergency generator is faulty, there is no ESS TR output thus the fault light comes on.
c. Blue HYD system pressure is low.
d. Emergency generator is not supplying power when AC BUS 1 and 2 are not powered.
10. In cold aircraft configuration (no AC and no DC supply), where can the battery voltage be checked?
a. On the ECAM electrical page.
b. On the ELEC overhead panel.
c. There is no indication.
d. In the avionics bay.
11. In flight, on batteries only, the AC ESS SHED BUS and the DC ESS SHED BUS are lost:
a. True.
b. False.
c. Only if battery voltage is below 20 volts.
d. If IAS is above 140 knots.
13. On ground, what happens if the MAN ON pushbutton on the EMER ELEC PWR panel is pressed in:
a. The RAT is extended.
b. The emergency generator is activated if hydraulic pressure is available.
c. Nothing.
d. Emergency electrical Config is tested.
14. The static inverter transforms the dc voltage from the BATTERY BUS into:
a. Three phase 115/200 V - 400 hertz AC current.
b. 115 V DC 500 watts.
c. 28 v DC/1 KVA.
d. Single phase 115 V - 400 hertz AC current.
15. When operating, GEN 1 and 2 have priority over APU GEN.
a. True.
b. False.
c. Only if External power is available.
d. Only on the ground.
16. With APU available, if one generator fails, the failed generator is replaced by:
a. The APU.
b. The other generator.
c. Nothing.
d. The emergency generator.
17. In case of loss of all main generators and the emergency generator in flight, the DC ESS BUS is
supplied by:
a. HOT BUS 2.
b. ESS TR.
c. Both.
d. HOT BUS 1.
18. In case of loss of all main generators in flight, but emergency generator running, the DC ESS BUS is
supplied by the:
a. HOT BUS.
b. ESS TR.
c. Both.
d. HOT BUS 2.
21. With batteries as the only electrical source, the AC ESS BUS is supplied by:
a. The emergency generator.
b. Both.
c. HOT BUS 2.
d. The static inverter.
25. When the EXT PWR pushbutton green AVAIL is illuminated, it means:
a. The EXT PWR is connected to the A/C and the parameters are normal.
b. The A/C network is supplied by external power.
c. External power is supplying the Maintenance Bus.
d. EXT PWR is supplying all normal electrical systems.
Pneumatic
1. With engines and APU running, and the APU BLEED selected ON, choose the correct statement:
a. Engine bleed valves open, x bleed valve opens, APU bleed valve closes.
b. Engine bleed valves close, x bleed valve opens, APU bleed valve opens.
c. Engine bleed valves open, x bleed valve closes, APU bleed valve opens.
d. Engine bleed valves close, x bleed valve closes, APU bleed valve opens.
2. To provide external air for engine number 2 start, the following switching is required:
a. Pneumatic x-bleed auto.
b. Pneumatic x-bleed open.
c. APU bleed switch on.
d. Engine bleed valve closed.
8. Temperature regulation is achieved by the pre cooler which regulates and limits the temperature to:
a. 150°.
b. 85°.
c. 200°.
d. 45° +/- 5.
9. When APU bleed is selected the cross bleed valve goes to:
a. Open position.
b. Closed position.
c. Is not affected.
d. Auto.
Air conditioning/pressurization/ventilation
1. Hot air FAULT light illuminates on the air conditioning panel:
a. The hot air press reg. valve opens and the trim air valves close.
b. The hot air press reg. valve closes and the trim air valves opens.
c. The hot air press reg. valve closes and the trim air valves close.
d. The hot air press reg. valve regulates hot air pressure and the trim air valves close.
2. During normal flight the avionics ventilation system controls the temperature of the cooling air by:
a. Adding air conditioned air to the flow.
b. Adding avionics bay air.
c. Passing air through a skin heat exchanger.
d. Opening or closing the skin air inlet valve.
3. Air conditioning system controller, one lane failure will result in:
a. The second lane operates as a backup and regulation is not optimized.
b. Pack is lost.
c. The hot air press reg valve and associated trim air valves close.
d. The second lane takes over.
6. With bleed air supplied from the APU (APU bleed valve open) the pack flow is automatically selected:
a. High.
b. Normal.
c. Low.
d. One stage higher.
12. When the cooling demand can’t be satisfied due to low bleed air pressure:
a. The minimum idle must be increased manually.
b. The minimum idle is increased automatically.
c. In any case, flight idle is sufficient.
d. The engine HP bleed valve closes.
14. Is it recommended to use packs and LP ground unit simultaneously during long stops on a hot airfield?
a. Yes.
b. No.
c. Yes, if external temperature is > 50°C.
d. Yes if low flow selected.
17. When the RAM AIR pushbutton is ON, the ram air valve will open:
a. In any case.
b. Provided DITCHING pushbutton is in normal position.
c. If Δp < 1 psi and DITCHING pushbutton is in normal position.
d. If the outflow valve is in auto.
20. The pack flow control valve closes automatically in case of:
a. Engine shutdown, ditching pushbutton released.
b. Bleed valve failure, pack outlet pressure increase.
c. Pack overheating, engine starting, or operation of the fire or ditching pushbutton pressed.
d. De pressurization.
21. During landing run, ram air inlet flaps open when speed is less than:
a. 77 knots (after a 30 sec delay).
b. 70 knots (after a 3 min delay).
c. 70 knots (after a 20 sec delay).
d. 100 knots (after a 20 sec delay).
22. When the APU is supplying the packs, they sends a demand signal to increase airflow when a zone
temperature can’t be satisfied:
a. To the pack ram air inlet flap.
b. To the APU ECB.
c. Pack flow control valve.
d. To the EIU's.
23. When the ditching switch is selected on, it sends a closure signal to:
a. Outflow valve.
b. Ram air inlet, ventilation extract valves and the pack flow control valves.
c. A and b are correct.
d. The outflow valve and ram air inlet.
27. To see the position of the outflow valve it is necessary to call ECAM:
a. Cond page.
b. Bleed page.
c. Press page.
d. Cruise page.
28. Two identical, independent, pressurization controllers are used for system control:
a. One controller active, one in standby.
b. Both controllers monitored by FMGC.
c. No controller for climb phase and N°2 controller in cruise and descent.
d. One for climb phase, the other for descent.
30. When landing elevation is set to AUTO, the landing elevation is sent to the controller from:
a. FMGC.
b. FCU.
c. ADIRS.
d. Captains PFD.
31. On ECAM cabin press page, the outflow valve indicator changes to amber if:
a. Fully closed.
b. The valve opens more than 95% during flight.
c. Fully open on ground.
d. Safety valve operates.
32. On ECAM cabin press page, the safety valve indication changes to amber if:
a. Both safety valves are fully open.
b. Either valve is not closed.
c. Both safety valves are fully closed.
d. Valve opens more than 95%.
33. On ECAM cabin press page the cabin altitude indication changes to red when cabin altitude is:
a. >14,000 feet.
b. >8,500 feet.
c. >9,550 feet.
d. >11,300 feet.
2. On the pedestal mounted switching panel, the HDG and AIR DATA selectors are at NORM, meaning:
a. ADIRU 1 supplies data to PFD1, ND 2 ADIRU 2 supplies data to PFD2, ND 2.
b. ADIRU 1 supplies data to PFD1, ND 1 and RMI/VOR DME. ADIRU 2 supplies data to PFD2, ND 2.
c. ADIRU 1 supplies data to PFD1 ADIRU 2 supplies data to PFD 2.
d. ADIRU 1 supplies data to PFD 1 and ND 2, ADIRU 2 supplies data to PFD 2 and ND 1.
5. These messages appear on copilot side ND: SELECT OFF SIDE RANGE/MODE and MAP NOT
AVAILABLE:
a. The IRSs have not reached complete alignment.
b. The F-PLN entered in captain's FMGC hasn't been transferred to copilot's FMGC.
c. Single FMGC operation and the two EFIS control panels aren't set at the same range and mode.
d. Dual FMGC operation.
6. Engines running, ready to taxi. This message appears: CHECK GW. Access to INIT B page is no longer
available, on which page is it possible to insert the correct GW:
a. T/O performance page.
b. Progress page.
c. Perf page.
d. Fuel prediction page.
8. A hold has been entered in the F-PLN. Speed and NAV is managed. You want to leave this hold:
a. Use the CLR key.
b. Hold is automatically cancelled when overflying the fix.
c. Activate IMM EXIT prompt.
d. Disconnect AP and fly the aeroplane.
12. During an ILs approach the NAV mode will be deactivated at:
a. Glideslope capture.
b. the crew arm the LOC mode by pressing the LOC button.
c. Localizer capture (LOC*).
d. When pressing the APP button.
13. The continuous cavalry charge audio identifies only one of the following:
a. Overspeed for the actual A/C configuration.
b. Fire or oil low pressure in one engine.
c. Autothrust off.
d. Autopilot disengaged.
14. The LOC pushbutton on the FCU is pressed to arm LOC mode, this is used for:
a. Performing a published localizer approach.
b. Tracking a VOR beam.
c. Performing these non-precision approaches, VOR, NDB and RNAV
d. Holding at a VOR.
15. What does an aural triple click mean during an ILS approach?
a. A level 3 warning to the crew.
b. A primary failure occurring, prepare for a go-around.
c. ILS capability downgrade condition.
d. Minima.
17. Following a dual engine generator failure, emergency generator supplies the A/C:
a. Only FMGC 2 is available.
b. No FMGC is available.
c. FMGC 1 will function normally.
d. Only FMGC 1 is available (NAV function only).
18. In which case are AP/ FD, A/THR and auto landing capabilities totally lost?
a. 2 IRS failures or 2 ADC failures.
b. 2 RA failures.
c. 2 FAC failures.
d. 1 IRS failure and 1 ADC failure and 1 FAC failure.
22. In normal operation with the two MCDU's showing the same page, a modification made by the pilot on
MCDU 1 is sent to MCDU 2:
a. Via FMGC 1.
b. Via FMGC 1 and FMGC 2.
c. Via FMGC 1, FMGC 2 and RMP 2.
d. Direct from MCDU 1 to MCDU 2.
24. The position of the aircraft, used in the flight plan is computed by:
a. FM part of the FMGC.
b. The DMC.
c. The MCDU.
d. EGPWS.
26. With autopilot engaged, the rudder trim is normally controlled by:
a. The FMGC sending command to FAC.
b. The FMGC sending command to ELAC.
c. The FMGC sending command to SEC.
d. The FMGC computed wind.
29. With the aircraft in flight, A/THR not engaged, thrust levers in CLB gate, an ALPHA-FLOOR is detected:
a. A/THR doesn't get engaged because the engines are already in CLB thrust.
b. A/THR automatically engages and controls the engines with CLB thrust.
c. Pilot must select TOGA and then engage A/THR.
d. A/THR automatically engages and controls the engine with TOGA thrust.
31. On the FMA, on the second line of the longitudinal zone (FMA column 2):
a. ALT in blue indicates that ALT mode is active.
b. ALT in blue indicates that ALT mode is armed.
c. ALT in blue indicates that ALT mode is active or an FM altitude constraint.
d. ALT in blue indicates the aircraft is climbing.
32. With the thrust levers in the CLB gate, A/THR disengages. The engine thrust:
a. Equals CLB thrust limit.
b. Corresponds to the thrust levers position.
c. Progressively becomes equal to the thrust levers position.
d. Stays at current setting.
33. When take-off mode is engaged (thrust levers at the FLX or TOGA detent):
a. A/THR automatically arms and is active.
b. A/THR is armed and the engines are controlled by the thrust levers.
c. A/THR doesn't automatically engage and the engines are controlled by the last thrust target.
d. A/THR will automatically engage and provide TOGA thrust.
35. Air data modules (ADM) supply pressure information to the ADIRUs from:
a. All pitot probes and static ports.
b. The pitot probes only.
c. The static ports only.
d. The standby pitot probes and static ports.
37. The baro correction or reference selected is sent to each ADIRU from:
a. The FCU.
b. The RMPs.
c. The DMCs.
d. The FMGC's.
41. In ROSE NAV mode with VOR 1 selected, the captain's ND displays what VOR information?
a. Deviation bar, selected course and the bearing pointer.
b. Bearing pointer only.
c. Deviation bar and bearing pointer only.
d. From/To flag and bearing pointer.
45. During take-off and go around with managed speed, the speed window on the FCU displays:
a. The speed manually inserted by the crew into the FCU and the managed speed dot is out.
b. The speed manually inserted by the crew into the MCDU and the managed speed dot is illuminated.
c. Dashes and the managed speed dot is illuminated: managed speed such as V2 or memorized Vapp.
are automatically used by the FMGS.
d. Green dot speed.
47. On approach, LAND illuminates green on FMA when radio altitude is:
a. 400 ft.
b. 1,000 ft.
c. 200 ft.
d. 570 ft.
Hydraulics
1. Normal hydraulic power is provided by:
a. Engine driven pumps for all systems.
b. Engine driven pumps for green and yellow, electric pump for blue, electric pump for yellow (ground
operation only).
c. Electric pumps for blue and yellow, engine driven pumps for green.
d. Electric pumps for all systems.
4. With both engines stopped, how is it possible to pressurize the green system?
a. By the green engine pump.
b. By the yellow engine pump and the PTU.
c. By the yellow electric pump and the PTU.
d. By the yellow electric pump and the PTU.
7. Engine 2 energizes:
a. The blue system.
b. The green system.
c. The yellow system pump and the green system via the PTU, if the green system pump fail.
d. The PTU.
12. If on ground with engine 1 stopped; does the ENG 1 PUMP FAULT light illuminate amber due to green
pump low press?
a. Yes.
b. No.
c. If external power is available.
d. Yes if accumulator pressure is low.
13. In case of reservoir overheat the fault lights of the faulty system stay on:
a. For 30 sec.
b. Continuously.
c. As long as the overheat is detected.
d. Until the respective P/B is switched off.
14. On ground and before engine start, blue pump auto and AC power available, the blue pump is:
a. Automatically energized.
b. Energized when the blue pump OVRD pushbutton is pressed.
c. Running at half speed.
d. Running if PTU is operating.
23. Is it possible to interchange hydraulic fluid from green to yellow or yellow to green system?
a. Yes, through the PTU.
b. Yes.
c. Only through the priority valves.
d. No.
29. On ground, blue ELEC PUMP pushbutton in auto, the circuit is energized if:
a. One battery is in auto.
b. Ground electrical power is on.
c. One engine is running or blue pump OVRD pushbutton (on the maintenance panel) has been
pressed.
d. A pressure drop is sensed.
32. Yellow ELEC PUMP pushbutton switch off and cargo door manual selector valve set at open or close
position, the PTU and the flight controls are:
a. Operative.
b. Inhibited.
c. Only flight controls inhibited.
d. Only flaps inhibited.
35. The engine 2 FIRE SHUTOFF VALVE is between the yellow reservoir and:
a. The engine 2 hydraulic pump.
b. The yellow electric pump.
c. The yellow hand pump.
d. The PTU.
38. With green hydraulic system lost, the braking system is:
a. Normal.
b. Lost.
c. Pneumatic.
d. Alternate.
40. With only the green hydraulic system remaining, the horizontal stabilizer is:
a. Available.
b. Lost.
c. Standby.
d. Auto.
41. With green and yellow hydraulic systems lost, manual pitch trim is:
a. Available.
b. Lost.
c. Automatic.
d. Standby.
Landing gear
1. Landing gear can be extended by:
a. Green or yellow hydraulic system in stand by.
b. Green hydraulic system or mechanical gravity extension.
c. Green system for unlocking, gravity extension and green system for down locking.
d. Green system for unlocking, gravity extension and yellow system for down locking.
9. The hand wheels in the cockpit provide a wheel steering angle of:
a. 85°.
b. 70°.
c. 75°.
d. 60°.
10. When both hand wheels are operated simultaneously, the signals:
a. From the first pilot acting on his hand wheel have priority.
b. Coming from the captain have priority.
c. Are cancelled.
d. Are mathematically summed.
12. The brakes are actuated by two independent systems, pressurized by the:
a. Blue and green hydraulic system.
b. Yellow and green hydraulic system.
c. Blue and yellow hydraulic system.
d. Green hydraulic system and pneumatic system.
17. With green hydraulic system available, you find the A/SKID and N/W STRG switch in off position:
a. Braking is normal, nose wheel steering is lost.
b. Braking is alternate, nose wheel steering is normal.
c. Braking is alternate, nose wheel steering is lost.
d. Braking is off, nose wheel steering is lost.
18. With alternate braking (green system lost), auto brake is:
a. Still available with anti-skid.
b. Lost.
c. Still available without anti-skid.
d. Maximum.
21. The HOT light on the BRK FAN pushbutton illuminates when brake temperature reaches:
a. 250°C.
b. 300°C.
c. 315°C.
d. 100°C.
22. On the WHEEL page of ECAM, AUTO BRK is flashing green for 10 seconds when:
a. Auto brake is disengaged.
b. Auto brake failure.
c. Anti-skid failure.
d. Auto brake is operating.
23. On ECAM WHEEL page, a green arc appears on one wheel indicator meaning the brake temperature
is above:
a. 300°C.
b. 100°C.
c. 50°C.
d. 250°C.
24. On the apron with APU running, parking brake set on, a message on ECAM shows PARK BRK:
a. In green.
b. Not at all.
c. In yellow (because of accumulator press).
d. In blue (temporary).
25. The red arrow, near the landing gear lever illuminates when:
a. Landing gear is not locked down in landing configuration.
b. Landing gear is not up locked after retraction.
c. Landing gear is in abnormal position.
d. Landing gear is not locked in selected position.
26. Landing gear indicator panel UNLK light illuminates red if:
a. Gear is not locked in selected position.
b. Gear is extended by gravity and doors are not closed.
c. Gear is extended normally and doors are not closed.
d. Gear isn't locked in selected position.
27. The max speed with landing gear extended (Vle) is:
a. 300 knots.
b. 280 knots.
c. 260 knots.
d. 250 knots.
28. Which ADIRs close the safety valve of the green hydraulic supply when speed > 260 knots?
a. ADIRS 1 and 2.
b. ADIRS 1 and 3.
c. ADIRS 2 and 3.
d. ADIRS 1 only.
30. How many turns are necessary to extend the landing gear by gravity using the hand crank?
a. Ten turns clockwise.
b. Five turns clockwise.
c. Three turns clockwise.
d. Three turns anti-clockwise.
Flight controls
1. The pitch direct law is:
a. A direct side stick to elevator relationship.
b. Achieved through the THS using manual trim control.
c. An A/P mode.
d. A direct side stick to elevator relationship.
12. How many control modes are there on the elevators servo jacks?
a. 2.
b. 3.
c. 4.
d. 1.
14. Which ELAC normally controls the elevators and the stabilizer:
a. ELAC 1.
b. ELAC 2.
c. Both in parallel.
d. ELAC 1 with ELAC 2 in standby.
15. How many hydraulic motors drive the screw jack of the stabilizer:
a. 2.
b. 3.
c. 1.
d. 4.
16. How many electric motors can control the hydraulic motor of the stabilizer?
a. 1.
b. 2.
c. 3.
d. 4.
17. In normal law, the flight mode changes to the flare mode when passing:
a. 50 ft.
b. 100 ft.
c. 200 ft.
d. 570 ft.
20. In roll normal law, the bank angle protection is active when bank angle is:
a. >45°.
b. >33°.
c. >67°.
d. >33°.
23. In flight, if a WTB (wing tip brake) is activated, can you release it?
a. Yes.
b. No.
c. Only when you have tailwind.
d. Yes. when flap lever is returned to previous position.
24. If configuration 0 is not selected after take-off, the flaps automatically retract at:
a. > 180 knots.
b. 210 knots.
c. V2.
d. 230 knots.
27. Is it possible to select an intermediate position with the flaps and slats selector?
a. Yes.
b. Only if THS is outside green band.
c. Only if green hydraulics are serviceable.
d. No.
28. If you are flying at an angle of attack more than ? prot, what happens when you release the stick?
a. Speed returns to Vls.
b. Speed returns to prot.
c. Speed returns to Vfe.
d. Speed remains at max.
29. When roll direct law is active, the yaw damping is:
a. Degraded.
b. Lost.
c. Upgraded.
d. Automatic.
32. Slat retraction from 1 to 0 is inhibited if angle of attack exceeds 8 or speed < 148 knots:
a. True.
b. False.
c. True if A/C altitude is below 3000 ft.
d. Only on go-around.
35. With blue hydraulic system remaining and before landing gear extension, the flight control law is:
a. Alternate.
b. Normal.
c. Direct.
d. Mechanical backup.
Fuel
1. How many pumps are there in each fuel tank?
a. One fuel pump in each tank.
b. Two fuel pumps in each wing tank and two fuel pumps in the center tank.
c. Two fuel pumps only for all tanks.
d. Two fuel pumps in center and inner tanks. 1 fuel pump in outer tanks.
3. With all fuel pump switches on, are wing tank pumps running while center tank is supplying?
a. Yes, wing tank pumps are always running.
b. No, only when center tank is empty.
c. No, not when using fuel from center tank.
d. Only when tank pressure is low.
8. The normal tank filling order if preselected fuel load exceeds total capacity of the wing tanks (during
refuelling) is:
a. Wing tanks then center tank.
b. Center tank and wing tanks simultaneously.
c. Center tank first, then wing tanks.
d. Right wing first, left wing last.
12. Center tank fuel quantity indication boxed amber on ECAM fuel page means:
a. If both center tank pumps are failed, or are switched OFF.
b. FQI (fuel quantity indicator) is degraded.
c. Both transfer valves fail in open position.
d. Center tank empty.
APU
1. When the APU master switch is released (set to OFF), a normal APU shutdown occurs:
a. Without delay, in all cases.
b. With a delay, in all cases.
c. With a delay if the bleed air was in use.
d. With a delay if the generator was used.
2. Normal electrical system being available, you may start the APU at:
a. 10,000 feet.
b. 20,000 feet.
c. 25,000 feet.
d. Throughout the normal flight envelope.
9. Can you start the APU using the A/C batteries only?
a. No.
b. Only if external power is available.
c. Yes if GRD air available.
d. Yes.
11. If air bleed was used, after a manual shutdown sequence, the APU:
a. Stops immediately.
b. Keeps running for four min.
c. Keeps running for between 60 sec and 120 sec.
d. Shuts down at 95% + 2 sec.
12. The AVAIL light illuminates on the APU start pushbutton when:
a. External power is disconnected.
b. N reaches 99.5% or 2 sec after N reaches 95%.
c. N above 95%.
d. When APU is ready to start.
14. What regulates the APU speed in accordance with air bleed demand:
a. Electronic control box (ECB).
b. Air conditioning system.
c. Air intake system.
d. Constant speed unit.
15. Besides using the MASTER Switch on the cockpit APU panel, APU shutdown is possible by:
a. Pushing the APU FIRE pushbutton.
b. Pressing APU SHUT OFF pushbutton on external interphone panel.
c. Closing the master switch on the pedestal.
d. Both b) and c).
7. The maximum continuous oil temperature limit may be exceeded. What is the limit, and under what
conditions?
a. 165°C for less than 15 min.
b. 155°C for less than 15 min.
c. The max cont. oil temp must not be exceeded.
d. 140° for 5 min.
11. What is the starter operating time for the 4 consecutive cycles?
a. 8 min followed by 15 min of no operation.
b. 5 min followed by 20 sec of no operation.
c. Each lasts a maximum of 2 minutes and 20 seconds pause between each attempt.
d. Each lasts a maximum of 4 minutes and 14 seconds pause between each attempt.
16. EGT indication turns red on E/WD, when EGT is higher than:
a. 950°C.
b. 650°C.
c. 635°C.
d. 725°C.
18. What device provides direct closure of the HP and LP shut-off valves?
a. The ENG MASTER switch in the OFF position.
b. The FADEC.
c. The HMU.
d. The fire P/B switch.
20. Dry manual start, cranking on ground may be manually selected by setting:
a. The ENG MODE SELECTOR to CRANK and the MASTER switch to ON.
b. With MASTER switch to OFF, the ENG MODE SELECTOR to CRANK, and MAN START
pushbutton to ON.
c. Same as b), with MASTER switch ON.
d. Master switch to IGN/START and PULL IGN C/B.
21. During an automatic starting sequence, when does the pack valve close?
a. When IGN/START is selected.
b. When APU bleed and IGN/START is selected.
c. When the MASTER switch and IGN/START is selected.
d. When start valve opens.
24. The FADEC automatically selects continuous ignition in the following cases:
a. Engine anti-ice ON, EIU data failure or max TO thrust selected.
b. EIU selected approach idle or in-flight surge.
c. Wet runway.
d. Flame out detected.
26. Oil pressure indicator turns red when pressure is lower than?
a. 80 psi.
b. 13 psi.
c. 60 psi.
d. 16 psi.
7. The max continuous oil temp limit may be exceeded. What is the limit, and under what conditions?
a. 165°C for less than 15 min.
b. 155°C for less than 15 min.
c. The max cont. oil temp must not be exceeded.
d. 160°C for 10 min.
11. What is the starter operating time for the 3 consecutive cycles?
a. 8 min followed by 15 min of no operation.
b. 5 min followed by 20 sec of no operation.
c. 2 cycles of 2 min each, followed by a 3rd cycle of 1 min. Pause between each attempt 15 seconds.
d. 4 cycles of 2 min each, followed by a 3rd cycle of 2 min. Pause between each attempt 20 seconds.
16. EGT indication pulses red on E/WD, when EGT is higher than:
a. 950°C.
b. 650°C.
c. 635°C.
d. 610°C.
18. What device provides direct closure of the HP and LP shut-off valves?
a. The master switch in the OFF position.
b. The FADEC.
c. FMU.
d. The fire P/B switch.
21. During an automatic starting sequence, when does the pack valve close?
a. When IGN/START is selected.
b. When APU bleed and IGN/START is selected.
c. When the MASTER switch and IGN/START is selected.
d. When the start valve opens.
24. The FADEC automatically selects continuous ignition in the following cases:
a. Engine anti-ice ON and engine running.
b. MAX T/O thrust selected and engine running.
c. Wet runway.
d. Both a) and b) are correct.
26. Oil pressure indicator turns red when pressure is lower than?
a. 80 psi.
b. 13 psi.
c. 60 psi.
d. 16 psi.
Fire protection
1. What additional external warnings are activated in case of an APU fire on ground only?
a. APU fire light accompanied by an external horn warning.
b. An external horn warning.
c. A fire bell warning.
d. A master warning.
5. When engine FIRE pushbutton is released out, which corresponding valves are closed?
a. Fuel cross feed valve.
b. HP fuel valve.
c. Pneumatic X-Bleed valve.
d. LP fuel and hydraulic fire shutoff valves.
7. How can a thermal discharge of the APU fire bottle be detected when no electrical power is connected?
a. By the FDU.
b. By the ECAM
c. Absence of the red disc indicator.
d. By extinguishing agent on the tarmac.
8. How many fire detector loops does the APU fire detector system have?
a. Three.
b. Two.
c. One.
d. None, it has detector probes.
10. Is it necessary to use the APU SHUTOFF switch on the external power panel in case of APU fire auto
extinguishing on ground?
a. Yes.
b. No.
c. Only in case of manual fire drill.
d. Yes, to reset the system.
11. When an ENG FIRE pushbutton is released out, the squib lights are illuminated:
a. True.
b. False.
c. Only if fire is detected.
d. Once the agent is discharged.
5. In case of window heat computer failure, the other computer can replace the failed one:
a. Yes.
b. No.
c. In air only.
d. If so selected.
6. The window heat computer provides two heating levels for the wind shield:
a. High level when above 20,000 ft; low level below 20,000 ft.
b. Normal in flight and low level on ground.
c. High level in icing conditions; low level in other conditions.
d. High level for windshields, low for side windows.
8. What state will the wing anti-ice valve be in if electrical power is removed?
a. Closed.
b. Open.
c. Half open.
d. Failed in current position.
12. The maximum airspeed for use of the windshield wipers is:
a. 230 knots.
b. 250 knots.
c. 200 knots.
d. 280 knots.
16. When not used, the wipers automatically goes out of view:
a. True.
b. Parks in 12 o’clock position.
c. Shall manually be set to PARK position.
d. For take-off only.
17. The wing anti-ice shut off valves close automatically in case of:
a. Engine failure.
b. Loss of electrical power supply or leak detection.
c. Cross bleed valve fault when wing anti-ice is used.
d. High pack flow.
18. Slats protected by hot air supplied from the pneumatic system are:
a. Slats 1, 2 and 4.
b. Slats 2, 3 and 4.
c. The three outboard leading edge slats.
d. All slats.
19. The wing anti-ice shut off valves are controlled by:
a. 2 wing anti-ice pushbuttons.
b. Automatically.
c. Engine anti-ice switches.
d. 1 wing anti-ice pushbutton.
Communications
1. If RMP 2 fails:
a. The whole system is inoperative.
b. VHF2 and HF 2 frequencies can't be controlled.
c. All com systems can be controlled by the other RMP.
d. Com systems must be auto-tuned.
3. To activate the voice recorder before engine start you have to press:
a. The CVR erase pushbutton.
b. The GND CTL pushbutton.
c. The CVR TEST pushbutton.
d. The PTT switch.
9. For communication with ground mechanic at the engine nacelle, the crew must use the following audio
system selection:
a. MECH + INT.
b. ATT + CAB.
c. Any of the above.
d. INT.
10. Cockpit voice recorder is energized, on ground, as soon as the aircraft electrical network is supplied,
but only for 5 min. It starts again as soon as:
a. GND CTL is on.
b. One engine is running.
c. a and b is correct.
d. Aircraft is airborne.
12. If, in the cockpit, the master selector of the EVAC command panel is in CAPT position, and the purser
presses his/hers EVAC CMD pushbutton, what will happen?
a. EVAC signals are energized in the cabin only.
b. All EVAC signals are energized.
c. EVAC signals are energized in the cockpit for 3 seconds only.
d. All emergency lights will illuminate.
Oxygen
1. What happens when the mask is used with the selector in the 100% position?
a. Mask is supplied with diluted oxygen on demand.
b. Mask is supplied with undiluted oxygen on demand.
c. Mask is supplied with undiluted oxygen continuous flow.
d. Mask is supplied with undiluted O2 on demand below cabin alt. 30,000 ft.
3. In the passengers oxygen system, a generator, once activated, delivers oxygen for:
a. 5 min., if all masks are used.
b. 30 min., if only one mask is in use.
c. Approx. 15 min., same distribution to each mask.
d. As long as cabin alt. > 14,000 ft.
4. If cabin altitude rises above 14,000 ft, oxygen masks will drop out:
a. Only by actuation of a switch on the captain panel.
b. Automatically by cabin pressure altitude.
c. Automatically by aircraft altitude.
d. When activated at Fwd Att panel.
Answers to questionnaire
On the following pages you will find all correct answers to the questionnaire.
1 C 1 C 1 D 1 B 1 C 31 B
2 B 2 B 2 B 2 B 2 C 32 B
3 C 3 D 3 A 3 B 3 D 33 C
4 A 4 B 4 B 4 A 4 B 34 B
5 D 5 A 5 B 5 C 5 D 35 D
6 C 6 C 6 B 6 D 6 A
7 A 7 A 7 D 7 B 7 D
8 D 8 D 8 C 8 A
9 B 9 B 9 A 9 A
10 C 10 B 10 D 10 C
11 C 11 A 11 A
12 B 12 B
13 A 13 A
14 D 14 B
15 A 15 A
16 A 16 A
17 A 17 C
18 B 18 D
19 B 19 C
20 B 20 C
21 21 C
22 B 22 B
23 B 23 C
24 A 24 D
25 A 25 C
26 C 26 A
27 C
28 A
29 D
30 A
1 A 31 B 1 B 31 A 1 B 1 D
2 B 32 C 2 D 32 B 2 B 2 A
3 A 33 B 3 B 33 A 3 C 3 C
4 B 34 C 4 D 34 B 4 C 4 A
5 C 35 A 5 C 35 A 5 D 5 B
6 D 36 D 6 B 36 B 6 A 6 D
7 C 37 A 7 C 37 C 7 A 7 A
8 C 38 C 8 A 38 D 8 A 8 D
9 C 39 B 9 B 39 B 9 C 9 C
10 B 40 C 10 B 40 A 10 D 10 A
11 C 41 B 11 C 41 B 11 B 11 A
12 C 42 D 12 B 12 B 12 B
13 D 43 C 13 C 13 C 13 C
14 A 44 A 14 B 14 C 14 B
15 C 45 C 15 D 15 A 15 A
16 C 46 C 16 C 16 D 16 C
17 D 47 A 17 B 17 C 17 A
18 A 48 C 18 A 18 B 18 B
19 C 49 D 19 C 19 B 19 B
20 B 20 B 20 C 20 D
21 D 21 B 21 B 21 A
22 B 22 C 22 A 22 C
23 B 23 D 23 B 23 B
24 A 24 B 24 A 24 B
25 B 25 D 25 A 25 B
26 A 26 A 26 D 26 A
27 B 27 A 27 B 27 D
28 B 28 B 28 B 28 B
29 D 29 C 29 B 29 B
30 D 30 D 30 C 30 B
31 D 1 B 1 C 1 C 1 C 1 A
32 A 2 C 2 D 2 B 2 A 2 B
33 A 3 A 3 A 3 A 3 A 3 C
34 B 4 D 4 B 4 D 4 D 4 C
35 A 5 A 5 B 5 B 5 B 5 D
36 C 6 B 6 B 6 C 6 B 6 B
37 B 7 B 7 C 7 B 7 A 7 C
8 B 8 B 8 A 8 A 8 B
9 D 9 D 9 A 9 B 9 D
10 B 10 A 10 C 10 A 10 B
11 A 11 C 11 C 11 C 11 A
12 A 12 B 12 D 12 D
13 D 13 A 13 B 13 B
14 C 14 A 14 B 14 A
15 C 15 D 15 D 15 D
16 B 16 B 16 A 16 C
17 C 17 C
18 A 18 A
19 C 19 C
20 B 20 C
21 A 21 A
22 A 22 C
23 C 23 A
24 D 24 D
25 A 25 C
26 B 26 C
27 B 27 B
28 B 28 B
29 A 29 A
1 B 1 C 1 D
2 A 2 A 2 B
3 B 3 B 3 C
4 D 4 C 4 B
5 B 5 D
6 B 6 A
7 A 7 C
8 A 8 C
9 C 9 D
10 D 10 C
11 B 11 A
12 A 12 C
13 B
14 A
15 A
16 A
17 B
18 C
19 D
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2.2.3 Limitations
1. Limitations worksheet
You are to find the various limitations associated with the aircraft.
You will have to use the FCOM - LIM chapter in completing the worksheet.
General limitations
General limitations
Maximum number of passenger seats is:
Flight maneuvering load acceleration limit clean configuration is:
General
Flight maneuvering load acceleration limit with flaps and slats extended is:
Flight maneuvering load acceleration limit with flaps retracted and slats
extended is:
Runway slope:
Nominal runway width:
Maximum demonstrated crosswind for T.O. and ldg.:
Maximum tailwind for T.O.:
Maximum tailwind for landing:
Maximum tailwind for automatic landing and rollout:
Maximum wind for passenger door operation:
Maximum wind for cargo door operation:
Take-off is not recommended on the following runway conditions:
Speed limitations
Speed limitations
Maximum operating speed Vmo/Mmo:
Maximum design maneuvering speed:
Maximum flaps/slats speeds: ECAM Speed
indication
1
1+F
2
3
Speeds
FULL
Maximum speed with landing gear extended (VLE):
Maximum speed at which the landing gear may be extended (VLO exten.):
Maximum speed at which the landing gear may be retracted (VLO retrac.):
Maximum altitude at which the landing gear may be extended:
Maximum tire speed:
Windshield wipers in use maximum speed:
Cockpit window open maximum speed:
Taxi speed:
Systems
Air cond./pressurization/ventilation
Ram air inlet should be open if diff pressure is lower than:
Air cond./pressurization/ventilation
Auto flight
Minimum height for use of autopilot on take-off with SRS mode:
Minimum height for use of the autopilot in straight-in non-precision app:
Minimum height for use of the autopilot in circling app:
Minimum height for use of the autopilot in ILS app. when CAT2 or CAT3 is not
displayed on the FMA:
Minimum height for use of the autopilot in PAR app:
Minimum height for use of the autopilot in go-around (AP or FD engagement):
Minimum height for use of the autopilot in all other phases:
Auto flight
ILS CAT3 fail operational (dual) minimum decision height with DH:
ILS CAT3 fail operational (dual) minimum runway visual range without DH:
CAT2 and CAT3 fail passive autoland are only approved in configuration_____, and if engine-out
procedures are completed before reaching _______in approach.
Maximum wind conditions for CAT2 or CAT3 Headwind Tailwind Crosswind
automatic approach landing and roll out.
Electrical
Flight controls
Flight ctls
Max operating altitude with slats and/or flaps extended is 20 000 ft.
Fuel
Inner tanks maximum allowed wing fuel imbalance with outer tanks Tank fuel Maximum
balanced quantity allowed
(heavier imbalance
tank)
Full
Fuel
4.300 kg.
2.250 kg.
Outer tanks maximum allowed wing fuel imbalance:
Minimum temperature for JET A1 type fuel is:
Maximum temperature for JET A1 type fuel is:
Minimum fuel quantity for take-off is:
Take-off on ______ ________ is prohibited
Hydraulic
Hyd.
Landing gear
Maximum brake temperature for take-off (brake fans off) is:
Landing gear
When using the handwheels, the nosewheel steering angle is limited to:
For towing and pushback, the nosewheel steering angle is limited to:
When using towbarless towing and pushback on the nose landing gear, the
nosewheel steering angle must be limited to:
Navigation
IRS ground alignment has been demonstrated to be satisfactory up to ___ __________.
Navigation
In NAV mode, the IRS will not provide a valid magnetic heading:
• For latitude ________than ___ _____
• For latitude ________than ___ _____
APU
The APU may be started and operated even if the LOW OIL LEVEL ECAM advisory is displayed.
Maintenance action is required within next ____ ___of APU operation.
Maximum N (ECAM display) is:
APU
Power plant
Thrust setting EGT limits are: Operating condition Time limit EGT limit
TAKE-OFF and go-
around
MCT
Power plant
STARTING
Maximum oil continuous temperature is:
Maximum oil transient temperature (15 min) is:
Minimum oil starting temperature is:
Minimum oil temperature for take-off is:
N1 maximum RPM are:
N2 maximum RPM are:
Engine starter limits are:
Power plant
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2.2.4 Servicing
1. Servicing worksheet
Complete the following worksheet with help of the FCOM DSC chapter and CBT.
Item Description
1
2
3
4
5
6
7
8
9
10
11
12
Memory items
General
Where can the instructions on how to use abnormal/emergency
General
procedures be found?
Who commands the beginning of the memory items?
Items
EGPWS (FCOM-PRO-ABN-34)
Items
Items
Items
Items
Items
Items
Items
TCAS (FCOM-PRO-ABN-34)
Items
Items
Items
CMU exercise 1
1. Lesson objective
By following procedures and checklists, this exercise allows you to progress from cockpit
preparation to parking and securing the aircraft. Focus on the PF and PM areas of
responsibility, panel scan sequence, and the action flows you practiced during CPT 1 to CPT
3.
Upon completion of this exercise, you will be able to:
• Complete:
- Normal checklists
- Panel scan sequence and action flows
- Take-off briefing
- Before take-off procedure and checklist
- Take-off procedure
CMU 1
1. Preliminary cockpit preparation
2. Cockpit preparation
3. Engine start procedure
4. After start procedure and checklist
5. Before take-off procedure and checklist
6. Take-off procedure and take-off callouts
7. After take-off/climb procedure and checklist
8. Approach briefing
9. Approach checklist
10. Non-precision approach procedure
11. Landing procedure and checklist
12. After landing procedure and checklist
13. Parking procedure and checklist
14. Securing the aircraft procedure and checklist
CMU exercise 2
1. Lesson objective
In this exercise, you will continue to practice normal operation SOPs (including normal
checklists) as well as take-off and approach briefings. You will begin to familiarize yourself
with malfunctions and emergencies. You will also prepare to use the ECAM and QRH to
handle Slat/Flap malfunctions.
Upon completion of this exercise, you will be able to:
• Complete:
- Preliminary cockpit preparation procedure
- Cockpit preparation procedure
- Take-off briefing
- Handle engine start malfunctions
- LOC/DME approach using LOC/FPA method
- Slats/flaps malfunction
• Handle ECAM “Cargo Fire”
• Know where to find and how to read “Emergency Evacuation procedure”
2. Lesson setup
a. Pre-study items
In order to prepare for this exercise you will have to study relevant chapters in FCOM,
FCTM and QRH.
b. Study reference
FCOM PRO-NOR, FCTM-OP and NO, QRH-NP, normal checklist and action flows.
3. Proficiency criteria
• With some reference to manuals, correctly follow normal SOP (FCOM PRO-NOR-SOP)
procedures from "Preliminary Cockpit Preparation" up to and including "Securing the Aircraft"
- Read and respond to "Normal Checklist" according to FCOM PRO-NOR-SOP-90
• Accurately state the actions associated with hot and hung start
• Correctly follow the relevant ECAM/FCOM/QRH procedures for the following:
- Slats or Flaps malfunction
- Cargo Fire
- Emergency Evacuation
4. Training topics
CMU 2
1. Safety exterior inspection procedure
2. Preliminary cockpit preparation
3. Cockpit preparation
4. Before pushback or start procedure and checklist
5. Engine start procedure including hot/hung start
6. LOC/DME approach using LOC/FPA method.
7. Slat/Flap malfunction
8. Cargo smoke procedure
9. Emergency evacuation procedure
CMU exercise 3
1. Lesson objective
In this exercise, you will continue to practice normal operation SOPs (including normal
checklists). The three different methods to fly non-precision approaches will be highlighted. In
addition, you will begin to familiarize yourself with more malfunctions and emergencies such
as smoke/fumes and emergency descent.
Upon completion of this exercise, you will be able to complete:
• Cockpit preparation procedure
• Take-off briefing
• Engine start malfunction procedure following ECAM
• SMOKE/FUMES/AVIAONIC SMOKE procedure
• EMERGENCY DESCENT procedure and "Memory items"
• Non-precision approach methods FINAL APP, NAV/FPA (LOC/FPA) and TRK/FPA
2. Lesson setup
a. Pre-study items
In order to prepare for this exercise you will have to study relevant chapters in FCOM,
FCTM and QRH.
b. Study reference
FCOM PRO-NOR and PRO-ABN, FCTM NO, QRH NP and ABN, normal checklist and
action flows.
3. Proficiency criteria
• With brief reference to manuals, correctly follow normal SOP (FCOM PRO-NOR-SOP)
procedures from "Preliminary Cockpit Preparation" up to and including "Securing the Aircraft"
• Read and respond to "Normal Checklist" according to FCOM PRO-NOR-SOP-90
• Correctly state the emergency descent procedure
• Accurately state the actions associated with an engine start malfunction
• Accurately explain how to perform an early stabilized approach
4. Training topics
CMU 3
1. Preliminary cockpit preparation
2. Cockpit preparation
3. Engine start procedure including hot/hung start
4. Take-off
5. After start procedure and checklist
6. QRH SMOKE/FUMES/AVIAONIC SMOKE procedure
7. EMERGENCY DESCENT procedure
8. Non-precision approach methods (FINAL APP, NAV/FPA and TRK/FPA)
9. After landing, Parking and Securing the Aircraft procedures
CMU 4 exercise
1. Lesson objective
At this point, you should be able to do all normal SOP flows from memory including reading
and responding to normal checklists.
In this exercise, you will also begin to familiarize yourself with more malfunctions and
emergencies, and you will further develop your skills in handling them (including the use of
QRH summary procedures).
Upon completion of this exercise, you will be able to complete:
• Preliminary cockpit preparation procedure
• Cockpit preparation procedure
• Take-off procedure
• Dual Hydraulic malfunction ECAM and QRH summary procedure
• Loss of Braking procedure, including “Memory items”
2. Lesson setup
a. Pre-study items
In order to prepare for this exercise you will have to study relevant chapters in FCOM,
FCTM and QRH.
b. Study reference
FCOM PRO-NOR and PRO-ABN, FCTM NO and AO, QRH NP and ABN, normal checklist
and action flows.
3. Proficiency criteria
• Without reference to manuals, correctly follow normal SOP (FCOM PRO-NOR-SOP)
procedures from “Preliminary Cockpit Preparation” up to and including “Securing the Aircraft”
- Read and respond to “Normal Checklist” according to FCOM PRO-NOR-SOP-90
• Explain the three different methods of flying a non-precision approach
• Correctly perform the take-off briefing without reference to manuals
• Correctly perform the Dual Hydraulic malfunction ECAM and QRH summary procedure
• State the “Memory items” for the Loss of Braking procedure
4. Training topics
CMU 4
1. Preliminary cockpit preparation
2. Cockpit preparation
3. Before pushback or start procedure and checklist
4. Engine start procedure
5. Take-off
6. Dual hydraulic malfunction ECAM and QRH summary procedure
7. Non-precision approach methods
8. Loss of Braking "Memory items"
9. After landing procedure
CMU exercise 5
1. Lesson objective
In addition to gaining proficiency in normal operation, you will be introduced to engine failures
in different phases of flight.
Upon completion of this exercise, you will be able to complete:
• Engine failure in cruise
• Engine failure in go around
• Engine failure in take-off
• RNAV approach using FINAL APP
• One engine out approach, go around, and landing
2. Lesson setup
a. Pre-study items
In order to prepare for this exercise you will have to study relevant chapters in FCOM,
FCTM and QRH.
b. Study reference
FCOM PRO-NOR and PRO-ABN, FCTM NO, AO and SI, QRH NP, ABN and FPE, normal
checklist and action flows.
3. Proficiency criteria
• Correctly follow normal procedures and callouts
• Correctly follow abnormal procedures for engine failure in cruise
• Correctly follow abnormal procedures for engine failure in Go around
• Correctly follow procedures for engine failure in take-off
• Correctly set-up and fly RNAV approach using FINAL APP
• Correctly set-up and perform one engine out approach, Go around and landing
4. Training topics
CMU 5
1. Preliminary cockpit preparation
2. Cockpit preparation
3. Before pushback or start procedure and checklist
4. Engine start procedure
5. Take-off
6. Engine failure in cruise
7. Engine failure in go around
8. Engine failure in take-off
9. RNAV approach using FINAL APP
10. One engine out ILS approach
11. One engine Go around
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b. Study reference
Note: The numbers in parentheses refers to events in the lesson plan type 1 (EASA).
Note: The text in parentheses refers to new Airbus manual structure.
Study reference
No Training item
FCOM QRH FCTM
(3) SAFETY EXTERIOR PRO-NOR-SOP 03 NP NO-020
2 INSPECTION (PRO-NOR-SOP 03) (NP) (PR-NP-SOP)
(4) PRELIMANARY COCKPIT PRO-NOR-SOP 04 NP NO-020
3, 7 PREPARATION (PRO-NOR-SOP 04) (NP) (PR-NP-SOP-40)
OP-010
PRO-NOR-SOP 06
(AOP-10-40)
(PRO-NOR-SOP 06)
(5) NP NO-010
COCKPIT PREPARATION PRO-NOR-SRP-01 FMS
4, 8 (NP) (PR-NP-GEN)
Cockpit Preparation
NO-020
(PRO-NOR-SRP-01-10)
(PR-NP-SOP-60)
PRO-NOR-SOP 07-09
(7, 8) BEFORE START/START/ (PRO-NOR-SOP 07-09) NP NO-030
5, 9 AFTER START PRO-NOR-SOP-90 (NP) (PR-NP-SOP-70)
(PRO-NOR-SOP-90)
NO-040
(PR-NP-SOP-
(10,12) PRO-NOR-SOP 10-11 NP
TAXI/BEFORE TAKE-OFF 100)
10 (PRO-NOR-SOP 10-11) (NP)
(PR-NP-SOP-
110)
PRO-NOR-SOP 12
NO-050
(13) TAKE-OFF (OPTIONAL (PRO-NOR-SOP 12) NP
(PR-NP-SOP-
11 ONLY) PRO-NOR-SRP-01 FMS (NP)
120)
(PRO-NOR-SRP-01-30)
3
Safety Exterior Inspection
2
4
Preliminary Cockpit Preparation
3
5
Cockpit Preparation
4
7, 8
Pushback/Normal Engine Start
5
11, 12
Taxi and Before Take-off Procedures
10
13
Take-off (optional)
11
End
3 4
Safety Exterior Inspection Preliminary Cockpit Preparation
2 3
4 5
Preliminary Cockpit Preparation Cockpit Preparation
3 4
5 7, 8
Cockpit Preparation Pushback/Normal Engine Start
4 5
13
Take-off (optional)
11
Break End
b. Study reference
Note: The numbers in parentheses refers to events in the lesson plan type 1 (EASA).
Note: The text in parentheses refers to new Airbus manual structure.
Study reference
No Training item
FCOM QRH FCTM
PRO-NOR-SOP 04 NO-020
(PRO-NOR-SOP 04) (PR-NP-SOP-40)
PRELIMANARY COCKPIT PRO-NOR-SOP 06 (PR-NP-SOP-60)
(1) NP
PREPARATION (PRO-NOR-SOP 06) OP-010
1,12 (NP)
COCKPIT PREPARATION PRO-NOR-SRP-01 FMS (AOP-10-40)
Cockpit Preparation NO-010
(PRO-NOR-SRP-01-10) (PR-NP-GEN)
PRO-NOR-SOP 07-09
(2) BEFORE START/START/ (PRO-NOR-SOP 07-09) NP NO-030
2, 13 AFTER START PRO-NOR-SOP-90 (NP) (PR-NP-SOP-70)
(PRO-NOR-SOP-90)
NO-040
(3) PRO-NOR-SOP 10-11 NP
TAXI/BEFORE TAKE-OFF (PR-NP-SOP-100)
3, 14 (PRO-NOR-SOP 10-11) (NP)
(PR-NP-SOP-110)
PRO-NOR-SOP 12
(5) (PRO-NOR-SOP 12) NP NO-050
TAKE-OFF
4, 15 PRO-NOR-SRP-01 FMS (NP) (PR-NP-SOP-120)
(PRO-NOR-SRP-01-30)
PRO-NOR-SOP 14
(7) (PRO-NOR-SOP 14) NP NO-060
CLIMB
6 PRO-NOR-SRP-01 FMS (NP) (PR-NP-SOP-140)
(PRO-NOR-SRP-01-40)
PRO-NOR-SOP 15
(9) (PRO-NOR-SOP 15) NP NO-070
CRUISE
7 PRO- NOR-SRP-01 FMS (NP) (PR-NP-SOP-150)
(PRO-NOR-SRP-01-50)
DSC-22_30-30
AUTOPILOT AND A/THR (DSC-22_30-30) OP-030
(9)
LOGIC DSC-70-30-10 (AOP-20)
17
Note: Only if a 4hrs session (DSC-70-30) (AOP-10-30-10)
(DSC-70-35)
(10) HOLDING PRO-NOR-SRP-01-60 NO-100
19 Note: Only if a 4hrs session (PRO-NOR-SRP-01-60) (PR-NP-SOP-180)
DSC-31-30
(11) EIS FAILURE (DSC-31-30)
20 Note: Only if a 4hrs session PRO-ABN-31
(PRO-ABN-EIS)
Study reference
No Training item
FCOM QRH FCTM
PRO-NOR-SOP 17 NO-080
(13) (PRO-NOR-SOP 16+17) NP (PR-NP-SOP-160)
DESCENT
8 PRO-NOR-SRP-01 FMS (NP) NO-090
(PRO-NOR-SRP-01-60) (PR-NP-SOP-170)
PRO-NOR-SOP 18
NO-110
(15) (PRO-NOR-SOP 18) NP
ILS APPROACH NO-120
9, 21 PRO-NOR-SRP-01 FMS (NP)
(PR-NP-SOP-190)
(PRO-NOR-SRP-01-70)
PRO-NOR-SOP 19 NO-160
(16) NP
AUTOLAND (PRO-NOR-SOP 19) NO-170
11, 23 (NP)
(LIM-AFS-20) (PR-NP-SOP-190)
1
Cockpit Preparation
1
3
Taxi and Before Take-off Procedures
3
5
Take-off
4
6, 8
Climb
5, 6
9
Cruise
7
13
Descent
8
15
ILS Approach (if time permits)
10
16
Autoland (if time permits)
11
End
1 1
Cockpit Preparation Cockpit Preparation
1 12
2
2 Pushback/Normal Engine Start Pushback/Normal Engine Start
13
5 5
Take-off Take-off
4 15
6, 7 6, 7
Climb Climb
5, 6 16
9 9
PROG page demo A/P and A/THR logic demo
6 17
9 10
Cruise FMGC Exercises
7 18
13 10
Descent Holding
8 19
15 11
ILS Approach (if time permits) EIS Failure demo
10 20
16 15
Autoland (if time permits) ILS Approach (if time permits)
11 22
16
Autoland (if time permits)
23
Break End
THIS
PAGE
INTENTIONALLY
LEFT
BLANK
b. Study reference
Note: The numbers in parentheses refers to events in the lesson plan type 1 (EASA).
Note: The text in parentheses refers to new Airbus manual structure.
Study reference
No Training item
FCOM QRH FCTM
(1) MEL How to use section
MEL
1 MEL Item 49 APU
PRO-NOR-SOP 04 NO-020
(PRO-NOR-SOP 04) (PR-NP-SOP-40)
PRELIMANARY COCKPIT PRO-NOR-SOP 06 (PR-NP-SOP-60)
(2) NP
PREPARATION (PRO-NOR-SOP 06) OP-010
2 (NP)
COCKPIT PREPARATION PRO-NOR-SRP-01 FMS (AOP-10-40)
Cockpit Preparation NO-010
(PRO-NOR-SRP-01-10) (PR-NP-GEN)
ENGINE START USING EXT
(3, 4) PNEUMATIC POWER PRO-SUP-70
4 CROSS BLEED ENGINE (PRO-NOR-SUP-ENG)
START PROCEDURE
NO-040
(5) PRO-NOR-SOP 10-11 NP
TAXI/BEFORE TAKE-OFF (PR-NP-SOP-100)
5 PRO-NOR-SOP 10-11 (NP)
(PR-NP-SOP-110)
PRO-NOR-SOP 12
(6) (PRO-NOR-SOP 12) NP NO-050
TAKE-OFF
6, 18 PRO-NOR-SRP-01 FMS (NP) (PR-NP-SOP-120)
(PRO-NOR-SRP-01-30)
(9) DSC-22_30-75
MODE REVERSION
9 (DSC-22_30-75)
RNAV
(13) PRO-NOR-SOP 18 NP NO-130
NON-PRECISION
12, 22 (PRO-NOR-SOP 18) (NP) (PR-NP-SOP-190)
APPROACH
PRO-NOR-SOP 20
(14) (PRO-NOR-SOP 20) NP NO-180
GO AROUND
13, 25 PRO-NOR-SRP-01 FMS (NP) (PR-NP-SOP-260)
(PRO-NOR-SRP-01-80)
GROUND SPEED MINI
(11) DSC-22_30-90
DEMO
24 (DSC-22_30-90)
Note: Only if a 4hrs session
NOR-SOP 18
NO-110
(15) (PRO-NOR-SOP 18) NP
ILS NO-120
15, 26 PRO-NOR-SRP-01 FMS (NP)
(PR-NP-SOP-190)
(PRO-NOR-SRP-01-70)
PRO-NOR-SOP 19 NO-160
(16) NP
AUTOLAND (PRO-NOR-SOP 19) NO-170
29 (NP)
(LIM-AFS-20) (PR-NP-SOP-190)
Study reference
No Training item
FCOM QRH FCTM
(17) AFTER LANDING/PARKING/ PRO-NOR-SOP 21-23 NP NO-190
16 SECURING THE AIRCRAFT (PRO-NOR-SOP 21-23) (NP) (PR-NP-SOP-270)
LP type 1
Client 1 is PF during whole session
LP type 2
1
MEL: APU is u/s (explain impact)
1
2
Cockpit Preparation
2
5
Taxi and Before Take-off Procedures
5
6
Take-off
6
7
Climb
7
8
Holding
8
9
Mode reversion demo
9
10
Descent
10
13
RNAV Approach (FINAL APP)
12
14
Go-around
13
15
ILS Approach
14
16
Autoland
15
End
LP type 1 LP type 1
1st half: Client 1 is PF 2nd half: Client 2 is PF
LP type 2 LP type 2
1 6
MEL: APU is u/s (explain impact) Take-off
1 18
2 7
Cockpit Preparation Climb
2 21
6 10
Take-off Descent
6 22
7 13
Climb RNAV Approach (FINAL APP)
7 22
8 14
Holding Go-around
8 23
9 15
Mode reversion demo ILS Approach
9 24
10 15
Descent (Show constraint) Ground Speed Mini demo
10 25
13 16
RNAV Approach (FINAL APP) Autoland
12 27
15
ILS Approach
14
16
Autoland
15
Break End
b. Study reference
Note: The numbers in parentheses refers to events in the lesson plan type 1 (EASA).
Note: The text in parentheses refers to new Airbus manual structure.
Study reference
No Training item
FCOM QRH FCTM
PRO-NOR-SOP
(PRO-NOR-SOP) NO-020
(1) NP
FLIGHT PREPARATIONS PRO-NOR-SRP-01 FMS (PR-NP-SOP-40)
1, 3 (NP)
Cockpit Preparation (PR-NP-SOP-60)
(PRO-NOR-SRP-01-10)
(4) MANUAL ENGINE START PRO-SUP-70
4 PROCEDURE (PRO-NOR-SUP-ENG)
NO-040
(5) PRO-NOR-SOP 10-11 NP
TAXI/BEFORE TAKE-OFF (PR-NP-SOP-100)
5 (PRO-NOR-SOP 10-11) (NP)
(PR-NP-SOP-110)
PRO-NOR-SOP 12
(6) (PRO-NOR-SOP 12) NP NO-050
TAKE-OFF
6, 16 PRO-NOR-SRP-01 FMS (NP) (PR-NP-SOP-120)
(PRO-NOR-SRP-01-30)
DSC-22-30-60
(8) (DSC-22-30-60) SI-020
FLIGHT PATH VECTOR
8 DSC-31-40 (AS-BIRD)
(DSC-31-40)
PRO-NOR-SOP 18
NO-110
(8) (PRO-NOR-SOP 18) NP
ILS APPROACH NO-120
8 PRO-NOR-SRP-01 FMS (NP)
(PR-NP-SOP-190)
(PRO-NOR-SRP-01-70)
PRO-NOR-SOP 20
(9) (PRO-NOR-SOP 20) NP NO-180
GO AROUND
10, 21 PRO-NOR-SRP-01 FMS (NP) (PR-NP-SOP-260)
(PRO-NOR-SRP-01-80)
VOR NDB
(11, 16) PRO-NOR-SOP-18 NP NO-130
NON-PRECISION
12, 22 (PRO-NOR-SOP-18) (NP) (PR-NP-SOP-190)
APPROACH
(14) ECAM INTRODUCTION OP-040
(PRO-ABN-ABN-00)
14, 24 Note: Only if a 4hrs session (AOP-30-30)
(18) AFTER LANDING/PARKING/ PRO-NOR-SOP 21-23 NP NO-190
31 SECURING THE AIRCRAFT (PRO-NOR-SOP 21-23) (NP) (PR-NP-SOP-270)
LP type 1
Client 2 is PF during whole session
LP type 2
1
Cockpit Preparation
1
4
Manual Engine Start
3
5
Taxi and Before Take-off Procedures
4
6
Take-off
5
7
Climb
6
8
ILS Approach BIRD (FPV) demo
7
9
Go-around
8
11
VOR Approach (FINAL APP)
10
12
Go-around
11
16
VOR Approach (TRK/FPA)
14
End
LP type 1 LP type 1
1st half: Client 2 is PF 2nd half: Client 1 is PF
LP type 2 LP type 2
1 6
Cockpit Preparation Take-off
1 17
4 11
Manual Engine Start VOR Approach (FINAL APP)
3 18
6 14
Take-off ECAM Exercise: Fuel
5 20-22
7 14
Climb ECAM Exercise: Engine
6 23, 25
8 14
ILS Approach BIRD (FPV) demo QRH Engine Relight Inflight
7 23
9 16
Go-around VOR Approach (NAV/FPA)
8 24
12
Go-around
11
14
ECAM introduction
12
16
VOR Approach (TRK/FPA)
14
Break End
b. Study reference
Note: The numbers in parentheses refers to events in the lesson plan type 1 (EASA).
Note: The text in parentheses refers to new Airbus manual structure.
Study reference
No Training item
FCOM QRH FCTM
PRO-SUP-70
(3) (PRO-NOR-SUP-ENG)
ENGINE START FAULT
4 PRO-NOR-SOP-08
(PRO-NOR-SOP-08)
NO-040
(4) PRO-NOR-SOP 10-11 NP
TAXI/BEFORE TAKE-OFF (PR-NP-SOP-100)
5 (PRO-NOR-SOP 10-11) (NP)
(PR-NP-SOP-110)
PRO-NOR-SOP 12
(5) (PRO-NOR-SOP 12) NP NO-050
TAKE-OFF
6, 18 PRO-NOR-SRP-01 FMS (NP) (PR-NP-SOP-120)
(PRO-NOR-SRP-01-30)
LOC/DME
(8) PRO-NOR-SOP-18 NP NO-130
NON-PRECISION
7, 19 (PRO-NOR-SOP-18) (NP) (PR-NP-SOP-190)
APPROACH
ABN-27
(11) ABNORMAL SLATS/FLAPS PRO-ABN-27 AO-027
(AEP F/
11, 22 (WTB) (PRO-ABN-F_CTL) (PR-AEP-F_CTL)
CTL)
(17) SINGLE HYD FAIL (Y SYS) PRO-ABN-29 OPS-02A AO-029
29 Note: Only if a 4hrs session (PRO-ABN-HYD) (OPS-OPS) (PR-AEP-HYD)
(18) PRO-ABN-26 AO-026
CARGO SMOKE
16 (PRO-ABN-SMOKE) (PR-AEP-SMOKE)
(15) ENGINE FAILURE IN CLIMB PRO-ABN-70 AO-020
26 Note: Only if a 4hrs session (PRO-ABN-ENG) (PR-AEP-ENG)
ENGINE RELIGHT (IN
(15) PRO-ABN-70 ABN-70
FLIGHT)
27 (PRO-ABN-ENG) (AEP ENG)
Note: Only if a 4hrs session
(19) LOSS OF BRAKING PRO-ABN-32 AO.032
ABN-32
31 Note: Only if a 4hrs session (PRO-ABN-BRAKES) (PR-AEP-BRK)
PRO-ABN-80
(20) (PRO-ABN-MISC) ABN-80.C2 AO.020
EMERGENCY EVACUATION
19 PRO-ABN-90 (QRH C2) (PR-AEP-MISC)
(PRO-ABN-90)
LP type 1
Client 1 is PF during whole session
LP type 2
1
Cockpit Preparation
1, 2
3
Engine Start Fault
4
4
Taxi and Before Take-off Procedures
5
5
Take-off
6
6
Climb
6
8
LOC/DME Approach
7
9
Go-around
8
11
Slats fault
10
12
LOC/DME Approach
11
13
Go-around at 500 ft (A/P lim)
12
14
Holding
13
17
ILS approach
14
18
Cargo Fire
14
19
Autoland
15
20
Emergency Evacuation
16
End
LP type 1 LP type 1
1st half: Client 1 is PF 2nd half: Client 2 is PF
LP type 2 LP type 2
1 5
Cockpit Preparation Take-off
1, 2 18
3 6
Engine Start Fault Climb
4 18
5 9
Take-off Go-around
6 21
6 11
Climb Flaps fault
6 22
8 12
LOC/DME Approach LOC/DME Approach
7 23
9 13
Go-around Go-around at 500 ft (A/P lim)
8 24
11 14
Slats fault Holding
10 25
12 15
LOC/DME Approach Engine fail no damage
11 26
13 15
Go-around at 500 ft (A/P lim) Engine Relight Inflight
12 27
14 17
Holding ILS approach
13 28
17 17
ILS approach Hydraulic fault (Y LO LVL)
14 29
18 19
Cargo Fire Autoland
14 30
19 19
Autoland Loss of Braking (discussion)
15 31
Break End
THIS
PAGE
INTENTIONALLY
LEFT
BLANK
b. Study reference
Note: The numbers in parentheses refers to events in the lesson plan type 1 (EASA).
Note: The text in parentheses refers to new Airbus manual structure.
Study reference
No Training item
FCOM QRH FCTM
PRO-NOR-SOP
(PRO-NOR-SOP) NO-020
(1) NP
FLIGHT PREPARATIONS PRO-NOR-SRP-01 FMS (PR-NP-SOP-40)
1, 2 (NP)
Cockpit Preparation (PR-NP-SOP-60)
(PRO-NOR-SRP-01-10)
PRO-SUP-70
(2) (PRO-NOR-SUP-ENG)
ENGINE START FAULT
4 PRO-NOR-SOP-08
(PRO-NOR-SOP-08)
NO-040
(PR-NP-SOP-
(3) PRO-NOR-SOP 10-11 NP
TAXI/BEFORE TAKE-OFF 100)
5 (PRO-NOR-SOP 10-11) (NP)
(PR-NP-SOP-
110)
PRO-NOR-SOP 12
NO-050
(4) (PRO-NOR-SOP 12) NP
TAKE-OFF (PR-NP-SOP-
6, 18 PRO-NOR-SRP-01 FMS (NP)
120)
(PRO-NOR-SRP-01-30)
ABN-26 AO-026
(7) SMOKE/FUMES/AVNCS PRO-ABN-26
(AEP (PR-AEP-
7-9 SMOKE PROCEDURE (PRO-ABN-SMOKE)
SMOKE) SMOKE)
ABN-26 AO-026
(7) PRO-ABN-26
REMOVAL OF SMOKE (AEP (PR-AEP-
10-12 (PRO-ABN-SMOKE)
SMOKE) SMOKE)
(8) UNRELIABLE SPEED PRO-ABN-34 ABN-34 AO-034
18-20 Note: Only if a 4hrs session (PRO-ABN-NAV) (AEP-NAV) (PR-AEP-NAV)
(10) PRO-ABN-80 ABN-80.05 AO-090
EMERGENCY DESCENT
14, 26 (PRO-ABN-MISC) (AEP MISC) (PR-AEP-MISC)
(12) DUAL ADR FAULT PRO-ABN-34 AO-034
27 Note: Only if a 4hrs session (PRO-ABN-NAV) (PR-AEP-NAV)
ABN-28
(16) FUEL LEAK PRO-ABN-28 AO-028
(AEP
32 Note: Only if a 4hrs session (PRO-ABN-FUEL) (PR-AEP-NAV)
FUEL)
LP type 1
Client 2 is PF during whole session
LP type 2
1
Cockpit Preparation
1
2
Engine Start Fault
2
3
Taxi and Before Take-off Procedures
3
4
Take-off
4
5
Climb
4
7
Air Condition Smoke
6-10
7
Removal of Smoke
9, 10
10
Emergency Descent
13
13
ILS approach
14
14
Autoland
15
End
LP type 1 LP type 1
1st half: Client 2 is PF 2nd half: Client 1 is PF
LP type 2 LP type 2
1 4
Cockpit Preparation Take-off
1 17
2 5
Engine Start Fault Climb
2 17
4 10
Take-off Emergency Descent
4 21
5 12
Climb ADR 1+2 Fault demo
4 22
7 13
Air Condition Smoke ILS approach
6-10 23
7 14
Removal of Smoke Autoland
9, 10 23
10 15
Emergency Descent Take-off
13 25
13 16
ILS approach Fuel Leak
14 27, 28
14 17
Autoland ILS approach (if time permits)
15 29
18
Autoland (if time permits)
29
Break End
b. Study reference
Note: The numbers in parentheses refers to events in the lesson plan type 1 (EASA).
Note: The text in parentheses refers to new Airbus manual structure.
Study reference
No Training item
FCOM QRH FCTM
PRO-ABN-70
(PRO-ABN-ENG)
(5) PER-E AO-020
ENGINE FAILURE IN CRUISE PRO-SPO-35
6 (PER-L) (PR-AEP-ENG)
PER-OEI-GEN
(PER-OEI-GEN)
(8) PRO-ABN-70 ABN-70
ENGINE RELIGHT (IN FLIGHT)
6 (PRO-ABN-ENG) (AEP-ENG)
(13) ONE ENGINE OUT PRO-ABN-70 AO-020
8, 23 GO AROUND (PRO-NOR-SOP-20) (PR-AEP-ENG)
(14) PRO-ABN-10 ABN-80 AO-020
ONE ENGINE OUT APPROACH
9, 20 PRO-ABN-70 (AEP-ENG) (PR-AEP-ENG)
PRO-ABN-10
(19) AO-020
ENGINE FAILURE IN TAKE-OFF PRO-ABN-70
13, 16 (PR-AEP-ENG)
(PRO-ABN-ENG)
PRO-ABN-26
(20) ENGINE OR APU FIRE AO-020
(PRO-ABN-ENG)
26 Note: Only if a 4 hrs session (PR-AEP-ENG)
(PRO-ABN-APUF)
PRO-ABN-80
(20) EMERGENCY EVACUATION (PRO-ABN-MISC) ABN-80.C2 AO.020
27 Note: Only if a 4 hrs session PRO-ABN-90 (QRH C2) (PR-AEP-MISC)
(PRO-ABN-90)
LP type 1
Client 1 is PF during whole session
LP type 2
1
Cockpit Preparation
1
1
Pushback/Engine Start
2
2
Taxi and Before Take-off Procedures
3
3
Take-off
4
4
Climb
4
6
Engine fail in Cruise (Relight)
6
12
RNAV approach (FINAL APP)
7
13
Go-around with Engine Failure
8
14
ILS approach, 1-eng out
9
16
Autoland, 1-eng out
10
19
Take-off with Engine Fail
13
End
LP type 1 LP type 1
1st half: Client 1 is PF 2nd half: Client 2 is PF
LP type 2 LP type 2
1 3
Cockpit Preparation Take-off with Engine fail (Relight)
1 16
1 4
Pushback/Engine Start Climb
2 16
6 14
Engine fail in Cruise (Relight) LOC/DME approach, 1-eng out
6 20
12 15
RNAV approach (FINAL APP) Go-around, 1-eng out
7 21
13 16
Go-around with Engine Failure ILS approach, 1-eng out
8 22
14 17
ILS approach, 1-eng out Autoland, 1-eng out
9 23
17 20
Autoland, 1-eng out APU or Engine Fire after Landing
10 24
19 20
Take-off with Engine Fail Emergency Evacuation
13 25
Break End
b. Study reference
Note: The numbers in parentheses refers to events in the lesson plan type 1 (EASA).
Note: The text in parentheses refers to new Airbus manual structure.
Study reference
No Training item
FCOM QRH FCTM
ABN-22 AO-022
(6) PRO-ABN-22
FMGC FAULT (AEP- (PR-AEP-
5, 6 (PRO-ABN-ABN-RESET)
RESET) AUTOFLT)
(8) DSC-31-05-30
SDAC 1+2 Fault
7 (PRO-ABN-FWS)
(8) (PRO-ABN-FWS)
FWC 1+2 Fault demo ABN-02
8 (PRO-ABN-ABN-RESET)
PRO-ABN-01
ABN-24
(10) (PRO-ABN-ABN-00) AO-024
EMER ELEC CONFIG (AEP-
5 PRO-ABN-24 (PR-AEP-ELEC)
ELEC)
(PRO-ABN-ELEC)
NO-130
(13) PRO-NOR-SOP-18 NP
NON-PRECISION APPROACH (PR-NP-SOP-
12, 20 (PRO-NOR-SOP-18) (NP)
190)
(20) AO-020
REJECTED TAKE-OFF PRO-ABN-10
31 PR-AEP-MISC
LP type 1 LP type 1
1st half: Client 2 is PF 2nd half: Client 1 is PF
LP type 2 LP type 2
2 13
Take-off Pitot static/Anti-ice Fault demo
2 21
5 13
Holding LOC/DME approach
3 20
6 14
FMGC 1 Fault Go-around with Engine Fail
5 22
7 14
FMGC 1+2 Fault FADEC Fault demo
6 23
8 17
SDAC 1+2 Fault demo ILS approach, 1-eng out
7 24
8 18
FWC 1+2 Fault demo Autoland, 1-eng out
8 27
10 20
Elec Emer Config demo Rejected Take-off (ENG FIRE)
10, 11 31
13 20
VOR/DME approach Emergency Evacuation
12 31
14
Go-around with Engine Fail
13
16
Engine Fire in failed engine
14
17
ILS approach, 1-eng out
14
17
Go-around, 1-eng out
15
17
ILS approach, 1-eng out
16
18
Autoland, 1-eng out
17
Break End
b. Study reference
Note: The numbers in parentheses refers to events in the lesson plan type 1 (EASA).
Note: The text in parentheses refers to new Airbus manual structure.
Study reference
No Training item
FCOM QRH FCTM
PRO-NOR-SOP 04 NO-020
(PRO-NOR-SOP 04) (PR-NP-SOP-40)
PRELIMANARY COCKPIT PRO-NOR-SOP 06 (PR-NP-SOP-60)
(1) NP
PREPARATION (PRO-NOR-SOP 06) OP-010
1, 12 (NP)
COCKPIT PREPARATION PRO-NOR-SRP-01 FMS (AOP-10-40)
Cockpit Preparation NO-010
(PRO-NOR-SRP-01-10) (PR-NP-GEN)
PRO-SUP-70
(3) (PRO-NOR-SUP-ENG)
ENGINE START FAULT
4 PRO-NOR-SOP-08
(PRO-NOR-SOP-08)
NO-040
(4) PRO-NOR-SOP 10-11 NP
TAXI/BEFORE TAKE-OFF (PR-NP-SOP-100)
6, 14 (PRO-NOR-SOP 10-11) (NP)
(PR-NP-SOP-110)
PRO-ABN-26
(PRO-ABN-ENG)
(8) ENGINE FAILURE (FIRE) IN PER-E AO-020
PRO-SPO-35
9 CRUISE (PER-L) (PR-AEP-ENG)
PER-OEI-GEN
(PER-OEI-GEN)
ABN-80
(9) PRO-ABN-80 AO-090
EMERGENCY DESCENT (AEP
22 (PRO-ABN-MISC) (PR-AEP-MISC)
MISC)
ABN-80
(11) PRO-ABN-80 AO-080
OVERWEIGHT LANDING (AEP
10 (PRO-ABN-MISC) (PR-AEP-MISC)
MISC)
(12) L/G GEAR NOT PRO-ABN-32 ABN-32 AO-032
24 DOWNLOCKED (PRO-ABN-LG) (AEP L/G) (PR-AEP-LG)
(16) AFTER LANDING/PARKING/ PRO-NOR-SOP 21-23 NP NO-190
29 SECURING THE AIRCRAFT (PRO-NOR-SOP 21-23) (NP) (PR-NP-SOP-270)
LP type 1 LP type 1
1st half: Client 1 is PF 2nd half: Client 2 is PF
LP type 2 LP type 2
1 1
Cockpit Preparation Cockpit Preparation
1 17
3 3
Engine Hot Start/Manual Start Pushback/Engine Start
4, 5 19
5 5
Take-off Take-off
7 21
6 9
Holding Emergency Descent
8 22
8 10
Engine Fire in Cruise VOR/DME approach (TRK/FPA)
9 23
10 12
LOC/DME approach Overweight Landing Gear Fault
10 24
13 13
Go-around, OEI (one eng inop) Go-around with Engine fail
11 25, 26
14 14
ILS approach, Overweight, OEI ILS approach, OEI
12 27
15 15
Autoland, Overweight, OEI Autoland, OEI
13 28
18
Emergency Evacuation
16
Break End
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3 Simulator training
3 Simulator training
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3 Simulator training
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3 Simulator training
THIS
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INTENTIONALLY
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b. Study reference
Note: The numbers in parentheses refers to events in the lesson plan type 1 (EASA).
Note: The text in parentheses refers to new Airbus manual structure.
Study reference
No Training item
FCOM QRH FCTM
PRO-NOR-SOP 12
NO.050
(5) (PRO-NOR-SOP 12) NP
TAKE-OFF (PR-NP-SOP-
5, 21 PRO-NOR-SRP-01 FMS (NP)
120)
(PRO-NOR-SRP-01-30)
DSC-22-30
(7) OP.030
AUTOTHRUST LOGIC (DSC-22-30)
23 (AS-FG-10-2)
PRO-SUP-70 Thrust control
DSC-27-20-30
(7) OP.020
SIDE STICK PRIORITY (DSC-27-20-30)
24 (AOP-10-30)
PRO-SUP-27-20
DSC-27-20-10
(9) OP.020
NORMAL LAW PROTECTIONS (DSC-27-20-10)
10, 26 (AOP-10-30)
PRO-SUP-27-40
PRO-NOR-SOP 18 NO-110
(12, 16) (PRO-NOR-SOP 18) NP NO-120
ILS APPROACH
12, 28 PRO-NOR-SRP-01 FMS (NP) (PR-NP-SOP-
(PRO-NOR-SRP-01-70) 190)
(13, 19) PRO-NOR-SOP-19 NO.170
13, 18 LANDING (PRO-NOR-SOP-19) (PR-NP-SOP-
29, 34 PRO-SUP-27-20 250)
PRO-NOR-SOP 20
NO-180
(17) (PRO-NOR-SOP 20) NP
GO AROUND (PR-NP-SOP-
16, 32 PRO-NOR-SRP-01 FMS (NP)
260)
(PRO-NOR-SRP-01-80)
PRO-NOR-SOP-18
NO.150
(18) (PRO-NOR-SOP 18)
VISUAL APPROACH (PR-NP-SOP-
17, 33 PRO-NOR-SRP-01-80
190)
(PRO-NOR-SRP-01-70)
S1
LP type 1 LP type 1
1st half: Client 1 is PF 2nd half: Client 2 is PF
LP type 2 LP type 2
1-3 5
Preflight Procedures Take-off, Flap 2
1-3 21
4 7
Taxiing A/THR and Sidestick priority logic
4 23, 24
5 8
Take-off, Flap 2 Normal Law and Autotrim
5 25
7 9, 10
A/P and FD logic Turns and Steep Turns
7, 8 25, 27
8 9
Normal Law and Autotrim Normal Law Protections
9 26
9, 10 12
Turns and Steep Turns ILS approach using Autopilot
9, 11 28
9 12
Normal Law Protections Landing, Flap Full
10 29
12 14
ILS approach using Autopilot Take-off, Flap 2
12 30
12 16
Autoland, Flap Full Manual ILS approach using FD
12 31
14 17
Take-off, Flap 2 Manual Go-around
14 32
16 18
Manual ILS approach using FD Visual circuit
15 33
17 19
Manual Go-around Landing(s), Flap Full
16 34
18 19
Visual circuit Taxiing
17 36
Break End
b. Study reference
Note: The numbers in parentheses refers to events in the lesson plan type 1 (EASA).
Note: The text in parentheses refers to new Airbus manual structure.
Study reference
No Training item
FCOM QRH FCTM
PRO-ABN-34
(7) SI-060
TCAS (PRO-ABN-SURV) ABN-34
7, 22 (AS-TCAS)
PRO-SUP-34
DSC-22-30-60
(13) (DSC-22-30-60) SI-020
FLY PATH VECTOR
13, 29 DSC-31-40 (AS-BIRD)
(DSC-31-40)
(13) NO-120
ILS RAW DATA
13, 29 (PR-NP-SOP-190)
SA
LP type 1 LP type 1
1st half: Client 2 is PF 2nd half: Client 1 is PF
LP type 2 LP type 2
1-4 5
Preflight Procedures Take-off, Flap 2
1-3 20
5 7
Take-off, Flap 2 TCAS
4 22
7 8
TCAS ILS approach using Autopilot
7 24
8 9
ILS approach using Autopilot Go-around
8 25
9 10
Go-around Manual ILS approach using FD
9 26
10 11
Manual ILS approach using FD Landing, Flap Full
10 27
11 12
Landing, Flap Full Take-off, Flap 1+F
11 28
12 13
Take-off, Flap 1+F Raw Data ILS approach (no FD)
12 29
13 14
Raw Data ILS approach (no FD) Rejected Landing at 50 ft
13 30
14 16
Rejected Landing at 50 ft Visual circuit
14 32
16 17
Visual circuit Landing, Flap 3
16 33
Break End
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b. Study reference
Note: The numbers in parentheses refers to events in the lesson plan type 1 (EASA).
Note: The text in parentheses refers to new Airbus manual structure.
Study reference
No Training item
FCOM QRH FCTM
PRO-ABN-34
(7) SI-060
TCAS (PRO-ABN-SURV) ABN-34
6, 25 (AS-TCAS)
PRO-SUP-34
(10) NO-180
REJECTED LANDING
8, 27 (PR-NP-SOP-260)
DSC-22-30-60
(11) (DSC-22-30-60) SI-020
FLY PATH VECTOR
9, 28 DSC-31-40 (AS-BIRD)
(DSC-31-40)
(9, 11, 14)
NON-PRECISION PRO-NOR-SOP-18 NP NO-130
7, 9, 11
APPROACH (PRO-NOR-SOP-18) (NP) (PR-NP-SOP-190)
26, 28, 30
(15) PRO-NOR-SOP-10
180 DGR TURN ON RWY
12, 31 (PRO-NOR-SOP-10)
(16) TAKE-OFF WITH PRO-NOR-SOP 12 NO-050
14, 23 CROSSWIND (PRO-NOR-SOP 12) (PR-NP-SOP-120)
PRO-ABN-80 ABN-80
(18) AO-080
OVERWEIGHT LANDING (PRO-ABN-MISC) (AEP
16, 22 (PR-AEP-MISC)
(LIM-AG-WGHT) MISC)
(19) LANDING WITH PRO-NOR-SOP-19 NO.170
17, 32 CROSSWIND (PRO-NOR-SOP-19) (PR-NP-SOP-250)
S2
LP type 1 LP type 1
1st half: Client 2 is PF 2nd half: Client 1 is PF
LP type 2 LP type 2
1-4 5
Preflight Procedures Take-off, Flap 1+F
1-3 23
5 7
Take-off, Flap 1+F TCAS
4 25
15 15
Landing, Flap 3 180 dgr turn on RWY
12 31
18 18
QRH Overweight procedure Visual circuit
15 21
18 19
Visual circuit Overweight Landing
15 22
19 19
Overweight Landing Crosswind Landing Practice
16 32
Break End
b. Study reference
Note: The numbers in parentheses refers to events in the lesson plan type 1 (EASA).
Note: The text in parentheses refers to new Airbus manual structure.
Study reference
No Training item
FCOM QRH FCTM
PRO-NOR-SOP-06 + 09
(PRO-NOR-SOP-06 + 09)
ADVERSE WEATHER PRO-SUP-30 SI-010
(2, 5)
COLD WEATHER (PRO-NOR-SUP-ADVWXR) (PR-NP-SP-10-10-
1-4
OPERATION PRO-SUP-91-30 1)
PER-TOF-CTA
(PER-TOF-CTA)
(9) PRO-NOR-SOP-18 NP NO-130
LOC/DME APPROACH
8, 24 (PRO-NOR-SOP-18) (NP) (PR-NP-SOP-190)
(11) PRO-NOR-SOP-18 ABN-80 NO-130
CIRCLING
10, 24 (PRO-NOR-SOP-18) (AEP ENG) (PR-NP-SOP-190)
(11) LOW ENERGY AURAL DSC-22_40-30
(PR-AEP-MISC)
25 ALERT (DSC-22_40-30)
DSC-34-60-20
(DSC-34-SURV-30-20)
(14, 17) (DSC-22_40-40) SI-010
PREDICTIVE WINDSHEAR
12, 15 PRO-ABN-80 ABN-80 (PR-NP-SP-10-10-
AND WINDSHEAR
28, 31 (PRO-ABN-SURV) 3)
PRO-SUP-27-40
PRO-SUP-91-20
DSC-34-70
(DSC-34-SURV-40-10)
(15) PRO-ABN-34
GPWS ABN-34.04
13, 29 (PRO-ABN-SURV)
PRO-SUP-34
(PRO-NOR-SUP-SURV)
NO-120
(16) PRO-NOR-SOP-18
G/S FROM ABOVE (PR-NP-SOP-190-
14, 30 (PRO-NOR-SOP-18-C)
GUI)
S3
LP type 1 LP type 1
1st half: Client 1 is PF 2nd half: Client 2 is PF
LP type 2 LP type 2
1-4 5
Preflight Procedures Take-off, Flap 3
1-3 20
2, 5 6
Use of Anti-Ice TCAS
1, 2 22
5 7
Take-off, Flap 3 UPRT, Unusual attitudes
4 23
6 9
TCAS LOC/DME approach
5 24
6 10
Mode Reversion Go-around
6 26
9 12
LOC/DME approach Landing
8 26
11 15
Circling approach EGPWS alert (Terrain)
10 29
12 16
Landing ILS approach (G/S from above)
10 30
15 19
EGPWS alert (Terrain) Visual circuit, manual thrust
13 33
16 20
ILS approach (G/S from above) Crosswind Landing(s)
14 34, 35
S3
19
Visual circuit, manual thrust
17
20
Crosswind Landing(s)
18, 19
Break End
b. Study reference
Note: The numbers in parentheses refers to events in the lesson plan type 1 (EASA).
Note: The text in parentheses refers to new Airbus manual structure.
Study reference
No Training item
FCOM QRH FCTM
(4) DUAL ADR FAULT PRO-ABN-34 AO-034
4, 18 DUAL IR FAULT (PRO-ABN-NAV) (PR-AEP-NAV)
DSC-27-20-20
(5, 6) F/CTL (DSC-27-20-20) OP-020
5, 6 RECONFIGURATION
PRO-ABN-27 (AOP-10-30-20)
19, 20 LAWS
(PRO-ABN-F_CTL)
(8, 9)
PRO-ABN-27 AO-20
8, 9 STALL RECOVERY ABN-80.07
(PRO-ABN-MISC) (PR-AEP-MISC)
22, 23
(10)
UPSET RECOVERY (PR-AEP-MISC)
10, 24
(12) DUAL RADIO ALTIMETER PRO-ABN-34 AO-034
12, 32 FAIL (PRO-ABN-NAV) (PR-AEP-NAV)
(13) PRO-ABN-26 AO-026
CARGO SMOKE
27 (PRO-ABN-SMOKE) (PR-AEP-SMOKE)
SMOKE/FUMES/AVNCS ABN-26
(13) PRO-ABN-26 AO-026
SMOKE PROCEDURE (AEP
27 (PRO-ABN-SMOKE) (PR-AEP-SMOKE)
REMOVAL OF SMOKE SMOKE)
PRO-ABN-80
(16) EMERGENCY (PRO-ABN-MISC) ABN-80.C2 AO.020
30 EVACUATION PRO-ABN-90 (QRH C2) (PR-AEP-MISC)
(PRO-ABN-90)
S4
LP type 1 LP type 1
1st half: Client 2 is PF 2nd half: Client 1 is PF
LP type 2 LP type 2
3 3
Single ADR fault Single IR fault
3 17
4 4
Dual ADR fault Dual IR fault (1+2)
4 18
5 Alternate Law and Direct Law 5 Alternate Law and Direct Law
5 handling 19 handling
6 6
Mechanical Back-up demo Mechanical Back-up demo
6 20
7 7
Tuck under and Mach buffet Tuck under and Mach buffet
7 21
10 10
UPRT UPRT
10 24
12 12
Dual Radio Altimeter fault Dual Radio Altimeter fault
12 26
15 14
Crosswind Landing Direct Law ILS approach
14 28
15
Crosswind Landing Direct Law
29
16
Emergency Evacuation
30
Break End
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b. Study reference
Note: The numbers in parentheses refers to events in the lesson plan type 1 (EASA).
Note: The text in parentheses refers to new Airbus manual structure.
Study reference
No Training item
FCOM QRH FCTM
PRO-ABN-10
(2, 3) ENGINE FAILURE IN TAKE- AO-020
PRO-ABN-70
4, 22 OFF (PR-AEP-ENG)
(PRO-ABN-ENG)
(3) ENGINE RELIGHT (IN PRO-ABN-70
(AEP-ENG)
7 FLIGHT) (PRO-ABN-ENG)
PRO-ABN-70
(5) (PRO-ABN-ENG) PER-E AO-020
ENGINE FAILURE IN CRUISE
9 PRO-SPO-35 (PER-L) (PR-AEP-ENG)
(PER-OEI-GEN)
(6) PRO-ABN-70 ABN-70 AO-070
ALL ENGINE FLAME OUT
10 (PRO-ABN-ENG) (AEP-ENG) (PR-AEP-ENG)
(8) ONE ENGINE OUT PRO-ABN-10 ABN-80 AO-020
13, 25 APPROACH PRO-ABN-70 (AEP-ENG) (PR-AEP-ENG)
(9) ONE ENGINE OUT GO AO-020
PRO-ABN-70
14, 26 AROUND (PR-AEP-ENG)
(11) PRO-ABN-10 AO-020
ONE ENGINE OUT LANDING
15, 27 PRO-ABN-70 (PR-AEP-ENG)
PRO-ABN-01
ABN-24
(13) (AOP-30-60) AO-024
EMER ELEC CONFIG (AEP-
18 PRO-ABN-24 (PR-AEP-ELEC)
ELEC)
(PRO-ABN-ELEC)
(14, 15) PRO-ABN-34 ABN-34 AO-034
UNRELIABLE SPEED
12 (PRO-ABN-NAV) (AEP-NAV) (PR-AEP-NAV)
(16) NO-120
ILS RAW DATA
19, 33 (PR-NP-SOP-190)
S5
LP type 1 LP type 1
1st half: Client 1 is PF 2nd half: Client 2 is PF
LP type 2 LP type 2
12 17
Crosswind Take-off Crosswind Landing
17 35
13
Elec Emergency Config
18
17
Crosswind Landing
20
Break End
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b. Study reference
Note: The numbers in parentheses refers to events in the lesson plan type 1 (EASA).
Note: The text in parentheses refers to new Airbus manual structure.
Study reference
No Training item
FCOM QRH FCTM
(1) AO-020
REJECTED TAKE-OFF PRO-ABN-10
1, 18 (PR-AEP-MISC)
PRO-ABN-01
(6) HYDRAULIC G + Y SYS LO PR (AOP-30-60) ABN-29 AO-029
31, 32 SUMMARY PRO-ABN-29 (AEP HYD) (PR-AEP-HYD)
(PRO-ABN-HYD)
PRO-ABN-01
(5) HYDRAULIC G + B SYS LO PR (AOP-30-60) ABN-29 AO-029
22 SUMMARY PRO-ABN-29 (AEP HYD) (PR-AEP-HYD)
(PRO-ABN-HYD)
(9, 10) ABNORMAL SLATS/FLAPS PRO-ABN-27 AO-027
ABN-27
9, 26 (WTB) (PRO-ABN-F_CTL) (PR-AEP-F_CTL)
PRO-NOR-SOP-18C
(17) NP NO-130
RNAV APPROACH (PRO-NOR-SOP-18C)
15, 33 (NP-NP) (PR-NP-SOP-190)
(PRO-SPO-51)
PRO-ABN-10 ABN-27
(12) LANDING WITH SLATS/
PRO-ABN-27 (AEP F/ AO-027
12, 27 FLAPS JAMMED
(PRO-ABN-F_CTL) CTL)
ABN-27
(14) PRO-ABN-27
STABILIZER JAMMED (AEP F/
18 (PRO-ABN-F_CTL)
CTL)
(19) PRO-ABN-26
APU FIRE
18 (PRO-ABN-APUF)
PRO-ABN-80
(20) (PRO-ABN-MISC) ABN-80.C2 AO.020
EMERGENCY EVACUATION
35 PRO-ABN-90 (QRH C2) (PR-AEP-MISC)
(PRO-ABN-90)
S6
LP type 1 LP type 1
1st half: Client 2 is PF 2nd half: Client 1 is PF
LP type 2 LP type 2
1 1
Rejected Take-off Rejected Take-off
1 17
4 4
Anti-Ice Capt. probes failure Anti-Ice Capt probes failure
4 20
4 4
TCAS TCAS
4 20
5 6
Single Hydraulic failure (Green) Single Hydraulic failure (Green)
5 21
7 7
Manual ILS approach, using FD Manual ILS approach, using FD
7 22
8 Landing Direct Law (G+Y HYD 8 Landing Direct Law (G+B HYD
8 SYS) 23 SYS)
9 9
Crosswind Take-off Crosswind Take-off
9 24
9 10
Slats fault Flaps fault
10 25
12 12
Landing Slats Jammed Landing Flaps Jammed
12 27
16 13
Take-off with engine failure Crosswind Take-off
14 28
S6
17 14
RNAV approach, One-Engine-Out Stabilizer Jammed
15 29
15
Landing Stabilizer Jammed
31
16
Take-off with engine failure
32
18
Landing, One-Engine-Out
34
Break End
b. Study reference
Note: The numbers in parentheses refers to events in the lesson plan type 1 (EASA).
Note: The text in parentheses refers to new Airbus manual structure.
Study reference
No Training item
FCOM QRH FCTM
(1) AO-020
REJECTED TAKE-OFF PRO-ABN-10
1, 17 (PR-AEP-MISC)
(2) AO-090
INCAPACITATION PRO-ABN-80
1, 17 (PR-AEP-MISC)
DSC-34-60-20
(DSC-34-SURV-30-20)
(1, 4) (DSC-22_40-40) SI-010
PREDICTIVE WINDSHEAR
1, 4 PRO-ABN-80 ABN-80 (PR-NP-SP-10-10-
AND WINDSHEAR
17, 18 (PRO-ABN-SURV) 3)
PRO-SUP-27-40
PRO-SUP-91-20
PRO-ABN-22 ABN-80
(5) (PRO-ABN-ABN-RESET) ABN-30
FCU FAULT AO-080
5 (PRO-ABN-AUTO_FLT) (AEP
PRO-SUP-24 RESET)
(6) PRO-ABN-28 ABN-28 AO-028
FUEL LEAK
19 (PRO-ABN-FUEL) (AEP FUEL) (PR-AEP-FUEL)
(9) ARS (AUTOMATIC DSC-27-30-10
8 RETRACTION SYSTEM) (DSC-27-30-10)
(10) PRO-ABN-80 ABN-80.05 AO-090
EMERGENCY DESCENT
10, 24 (PRO-ABN-MISC) (AEP MISC) (PR-AEP-MISC)
(19) PRO-ABN-32 AO.032
LOSS OF BRAKING ABN-32
16 (PRO-ABN-BRAKES) (PR-AEP-BRK)
PRO-ABN-80
(20) EMERGENCY (PRO-ABN-MISC) ABN-80.C2 AO.020
30 EVACUATION PRO-ABN-90 (QRH C2) (PR-AEP-MISC)
(PRO-ABN-90)
S3
LP type 1 LP type 1
1st half: Client 1 is PF 2nd half: Client 2 is PF
LP type 2 LP type 2
1 1
Predicted Windshear Predicted Windshear
1 17
1 1
Rejected Take-off Rejected Take-off
1 17
2 2
Pilot Incapacitation Pilot Incapacitation
1 17
5 6
FCU 1+2 fault Fuel Leak
5 19
9 9
Max TOW Take-off Max TOW Take-off
8 22
12 13
Take-off with engine failure Holding
11 26
S3
19
Loss of Braking
16
Break End
Simulator time left at the end of the LOFT sectors should be used to repeat unsatisfactory
manoeuvres or to further practice handling in view of the skill test.
S8 LOFT
LP type 1 LP type 1
1st half: Client 2 is PF 2nd half: Client 1 is PF
LP type 2 LP type 2
1-3 1-3
Preflight Procedures Preflight Procedures
1-3 16-20
4 4
Crosswind Take-off Tailwind Take-off
4 21
9 6
Holding TCAS
8 23
10 7 Malfunction as decided by
Non-precision approach
10 25 Instructor
11 10
Go-around Non-precision approach
11 32
14 11
ILS approach Go-around
13 29
15 13 Malfunction as decided by
Crosswind Landing
14 31 Instructor
15
Crosswind Landing
33
Break End
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