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A320/A330/A340/A380

RECURRENT FLIGHT TRAINING MODULE


TRAINEE EDITION LESSON PLANS

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Semester B: April 2015 September 2015

Date:

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AIRBUS A320/A330/A340/A380
RECURRENT FLIGHT TRAINING MODULE
**TRAINEE EDITION**
LESSON PLANS

SEMESTER B: APRIL 2015 SEPTEMBER 2015

ETIHAD AIRWAYS UNITED ARAB EMIRATES

1.

A320/A330/A340/A380
RECURRENT FLIGHT TRAINING MODULE
TRAINEE EDITION LESSON PLANS

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Semester B: April 2015 September 2015

Date:

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SEMESTER B RECURRENT FLIGHT TRAINING MODULE ............................................ 3

1.1. GENERAL OVERVIEW ......................................................................................................... 3


1.1.1.
1.1.2.
1.1.3.
1.1.4.

Training Sequence .............................................................................................................................. 3


Use of Lesson Plans ........................................................................................................................... 3
Briefings ................................................................................................................................................ 4
Notes Regarding Simulator Sessions .............................................................................................. 4

1.2. LESSON PLANS ................................................................................................................... 5


1.
2.

Lesson 1: Operator Proficiency Check/License Proficiency Check (OPC/LPC ) .................. 5


Lesson 2: Manoeuvres and Procedures Training (MPT) ............................................................. 9

ETIHAD AIRWAYS UNITED ARAB EMIRATES

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RECURRENT FLIGHT TRAINING MODULE
TRAINEE EDITION LESSON PLANS

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SEMESTER B RECURRENT FLIGHT TRAINING MODULE

1.1. GENERAL OVERVIEW


1.1.1. Training Sequence
Every 6 months a 4-day block of recurrent ground and flight training is conducted as described
in the tables below. These days shall occur in the order below.
PERIOD

OUTLINE

SEMESTER A
OCTOBER - MARCH

DAY 1: SELF-PACED GROUND TRAINING


Home Study Materials and Questionnaire
DAY 2: INSTRUCTOR-LED GROUND TRAINING
Training Academy Classroom
DAY 3: OPERATOR PROFICIENCY CHECK /LICENSE PROFICIENCY CHECK
(OPC/LPC - Full Flight Simulator)

SEMESTER B
APRIL - SEPTEMBER

DAY 4: MANEUVERS AND PROCEDURES TRAINING


(MPT/SPOT/LOFT - Full Flight Simulator)

DAY 1: SELF-PACED GROUND TRAINING


Home Study Materials and Questionnaire
DAY 2: INSTRUCTOR-LED GROUND TRAINING
Training Academy Classroom
DAY 3: OPERATOR PROFICIENCY CHECK /LICENSE PROFICIENCY CHECK
(OPC/LPC - Full Flight Simulator)
DAY 4: MANEUVERS AND PROCEDURES TRAINING
(MPT/SPOT/LOFT - Full Flight Simulator)*

This recurrent training and checking program is designed to achieve the following objectives:

Ensure regulatory compliance with CAR OPS 1.965;

To enhance the training of practical CRM skills relevant to enhancing the safety of line
operations;

To practice and evaluate crew performance and skills in infrequently-performed


emergency, abnormal and special-situation scenarios;

To enhance the overall safety of Etihad Airways flight operations;

To evaluate and analyse fleet-wide and company-wide crew performance parameters


and trends.

This set of lesson plans is applicable to the Recurrent Operator Proficiency Check and
Manoeuvres & Procedures Training Lessons scheduled for the 2015 Semester B.
1.1.2. Use of Lesson Plans
These lesson plans are designed to accommodate a normal crew pairing of one captain and
one first officer. However, specialized scripts have also been included to accommodate
Instructor - Instructor and Instructor FO crew pairings for OPC Day 1 and FO-FO pairing for
Day 2. Examiners and instructors are not to omit any manoeuvres from the scripts, even if a
stand-in pilot is utilized. As each examiner and instructor becomes more familiar with the
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RECURRENT FLIGHT TRAINING MODULE
TRAINEE EDITION LESSON PLANS

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lesson, the efficiency of the simulator periods will increase. Repositioning beyond what is
scripted should be kept to a minimum.
1.1.3. Briefings
The instructor will utilize the 1.5 hour briefing period to thoroughly cover
assigned/applicable briefing material in accordance with the specified instructor actions.

the

A Knowledge Validation shall be conducted prior to the OPC/LPC, covering need-to-know


information on aircraft systems, limitations and operational procedure. The questions asked
during the Knowledge Validation shall initially be limited to the contents of the Knowledge
Validation Question Bank stored on the Skybook/iPad, with the Examiner only probing further if
the question was initially answered incorrectly. Each pilot shall be expected to correctly
answer questions from the Knowledge Validation sections that are targeted for this training
semester. For this semester, the targeted sections are:

Limitations (Section 2)

Memory Items (Section 3)

Aircraft Systems Set 2 (Section 5)

The following ground rules are applicable to the conduct of the Knowledge Validation:

Each trainee shall be required to answer a total of 10 questions selected by the


examiner from the active oral question bank. The examiner shall consider the trainees
knowledge as part of his overall assessment of the trainees proficiency.
Candidates must be provided with an opportunity to re-think an answer that is initially
incorrect.
Candidates must answer the questions without reference to any documentation.
A stand-in pilot shall not be subject to Knowledge Validation questioning.

1.1.4. Notes Regarding Simulator Sessions


Each simulator script has been thoroughly tested, and the planned time for each session
should be sufficient to complete all scripted manoeuvres.
The simulator volume should be set in the range of 50% to enhance realism unless it is
impeding effective communication between the instructor and the trainees. Headsets must be
worn by the pilots at all times. The crew must use the aircrafts communication equipment
utilizing appropriate radio frequencies. If position freeze is used, the instructor is to notify the
trainees.
For the OPC, all task repeats are at the discretion of the examiner. Any required task repeats
should be accomplished where they will require the least amount of time to perform. Further:

A check item may be repeated once only.

No more than five (5) items may be repeated.

Prior to allowing a trainee to conduct a repeat, the examiner may, at his discretion, provide
some limited instructional input or training, the extent of which shall be in accordance with his
best judgment concerning the circumstances.

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1.2. LESSON PLANS


1. Lesson 1: Operator Proficiency Check/License Proficiency Check (OPC/LPC )
a. Objective: To evaluate the trainees knowledge and skills relating to a specific set of
flight tasks. This includes RHS tasks for TRIs and TREs.
b. Planned Time: 6.0
1) Briefing: 1.5 Hours
2) Simulator Period: 4.0 Hours
3) Debriefing: 0.5 Hours
c. Location: Briefing Room, Full Flight Simulator and De- briefing Room
d. Equipment:
1) Full Flight Simulator
2) Desktop Computer & Display Monitor
e. Courseware: (As applicable for the specific aircraft type.)
This Lesson Plan
Flight Planning Data Sheet
Share Point Presentations: OPC/LPC & LVO
Company Manuals on Skybook/IPad

f.

Jeppesen/LIDO Charts
Quick Reference Handbook (QRH)
Normal Checklist
Skybook/IPad

OPC Elements:
TS-11
Task #
1.4
1.6
2.5.2
2.6

3.4

3.6

3.9.1
3.9.3.4
3.9.4
4.3
5.5
5.6
6.1
6.2
6.3
6.4
6.5

OPC TASKS
Unless otherwise mentioned, items will be checked for each pilot acting as PF.
Use of checklist prior to starting engines, starting procedures, radio and navigation
equipment check, selection and setting of navigation and communication frequencies

Before Take-off Checks


Take off with Engine failure between V1 and V2
Rejected Take-off before reaching V1 (Linked to 6.1) (CAPT PF)
Normal and Abnormal Operations of Systems.
3.4.0
Engines
3.4.1
Pressurization and Air Conditioning
3.4.8
Autopilot/Flight Director
3.4.11
Radios, Navigation, Equipment, Flt Instruments & FMS
Abnormal & Emergency Procedures:
3.6.1
Fire Drills Including Evacuation
3.6.3
Engine Failures and shut-down
3.6.4
Fuel Dumping (A340/380)
3.6.5
Wind shear At Take-off/Landing
3.6.8
Oxygen System Abnormal
Adherence to DEP/ARR Routes & ATC Instructions (SID/STAR) (AS A CREW)
Manual CAT 1 ILS down to NOT LESS than 200 FT, with one engine Inoperative.
Non Precision Approach (NDB / VOR / LOC / RNAV) down to the MDH/A
Manual Go-around w/ Critical Engine Inoperative. after an ILS approach at
DH/MDH
Landing with Critical Engine Inoperative
Approach & Landing with Two Engines Inoperative (A340/A380 CAPT PF)
Rejected Take-off at Minimum authorized RVR (linked to 2.6) (CAPT PF)
Take-off at Minimum authorized RVR (CAPT PF)
Cat II/III ILS Approach, down to the applicable DH (CAPT PF)
Go-Around after Cat II/III approach, initiated on reaching DH. (CAPT PF)
Landing following a Cat II/III approach (CAPT PF)

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RECURRENT FLIGHT TRAINING MODULE
TRAINEE EDITION LESSON PLANS

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g. Instructor Actions:
1) Briefing Period
a) Prior to simulator session, monitor the Flight Training Simulator Log and
compare all defects with the SCIG and brief the trainees accordingly.
b) Brief the differences between the specific simulator and aircraft that is
relevant to lesson plan. These differences are stored in the simulator
documentation for the specific secure site.
c) Check the trainee is in possession of all documents including the COT,
License, Medical and the completed TS-10 form. This is a prerequisite for
the conduct of the recurrent OPC/LPC. Otherwise, contact Training Duty
Manager. Exception: If the medical certificate is not valid or not available,
the check may be continued, but the examiner must remind the pilot that he
may not fly until he is in possession of a valid medical certificate. In this case
use the Training Disruption email and provide details of the medical
certificate in the email template.
d) Facilitate the OPC/LPC Pre-flight Briefing, initially utilizing the Pre-briefing
Power Point presentations (OPC/LPC) provided on the briefing room
computer.
e) Provide a general overview of the tasks that will be assessed during the
OPC. This does not imply a detailed briefing of the contents of the check.
Tell the crew the following:
(1) The first part of the session is representative of a revenue flight with
cabin crew from Amsterdam (EHAM/AMS) to Abu Dhabi (OMAA/AUH)
with call sign ETD78. The aircraft is parked on gate G-9.
(2) To save simulator time, ensure the crew reviews the MEL and
Supplementary procedure in the briefing room.
(3) Provide Crew with ATIS ALPHA for EHAM and takeoff alternate EBBR
weather as CAT1 and ask them to perform the Low visibility Take off and
Approach Briefing in this context. Use this opportunity to conduct LVO
briefing
(4) Following the first landing, the examiner will intervene to slew, reposition,
and restore the aircraft/engines as required by the lesson plan.
f) Conduct a Knowledge Validation from the Question Bank provided.
2) Simulator Session
a) Provide a copy of the Lesson Flight Planning Data Sheet to the trainees for
MCDU data entry.
b) In the simulator, tell the trainees to load the appropriate information into the
FMGS in accordance with the instructions in the Flight Planning Data Sheet.
c) Set up the simulator in accordance with the Flight Planning Data Sheet on
the following page.
d) Conduct the OPC/LPC session in accordance with the guide in the script
tables below. Refer to the expanded instructor notes where indicated in the
Amplified Instructor Actions (AIA) section of this lesson plan.
e) SIMULATOR SESSION SEQUENCE
(1) The OPC Lesson Plan is divided into Parts A, B and C, Complete each
part according to the following applicability:
(a) Normal Crew Pairing (CA/FO): PART A, then PART B.
(b) Instructor Instructor Crew Pairing: PART A then PART C
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(c) Instructor FO Crew Pairing: PART A then PART B, then RHS


training.
f) The contents of this lesson fulfil all the recurrent checking requirements for
Low Visibility Operations.
g) Record all simulator defects.
3) De-Briefing Period
a) Facilitate the OPC/LPC De-briefing.
b) Complete the applicable areas on Form TS-11 and attach to Form TS-10.
c) Complete the electronic grade sheet on the SharePoint secure site.
(1) Ensure data is entered separately for each pilot under check. Data for
stand-in pilots should not be entered. The data for Resit events should
be entered.
(2) If IT issues prevent data entry at the academy - retain a copy of check
forms and send an email to TSformshelp@etihad.ae. Enter data when
able from home.
d) Complete the Instructor Feedback Survey on the SharePoint secure site.
e) Return forms TS-10 and the completed Form TS-11 to the trainee. The
trainee is to keep the forms packet and hand it over to the Instructor
conducting the next lesson.
f) If the OPC/LPC has been failed, inform the concerned pilot that he cannot
undertake the recurrent training session scheduled for day 2 and he must
not fly until the fleet training review remedial training program is completed.
The TRE shall ensure that the TS-11 form contains sufficient information so
that the MPT is aware of the causes of the failure. This will assist the MPT to
address the relevant weaknesses.
g) Follow Standard Notification procedure for failure as required in OM-D
3.5.2.3.7; however, use Form TS-11 instead of the TS-1 as referenced.
h) Make the necessary marks on the record form if the RHS training is
incomplete, if applicable.
4) Trainee Actions:
The trainee will:
a) Present the following documents: License, Medical, and Certificate of Test.
b) Present the completed form TS-10 to the Examiner conducting the check.
c) Load the appropriate information into the FMGS in accordance with the
instructions in the Flight Planning Sheet provided by the instructor.
d) Calculate the initial takeoff performance data in accordance with the
information provided in the Recurrent OPC Flight Planning Data Sheet.
After the first takeoff, the TRE will provide the takeoff data to the crew as
conditions change.
e) Demonstrate proficiency to standards written in the EY SOP.
f) Use proper communication protocols as per SOP unless instructed
otherwise.
g) Complete the feedback survey on the Training and Standards SharePoint
site.
h) Retain forms TS-10 and TS-11 for presentation to the instructor conducting
the next recurrent training lesson (Day 2).
NOTE: In accordance with GCAA regulations, Etihad is not permitted to provide applicants
completing an LPC/OPC with the exact sequence and specific malfunctions that will be
ETIHAD AIRWAYS UNITED ARAB EMIRATES

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addressed during the LPC/OPC simulator session. The list of tasks in the table above is a
general representation of the content of this semesters LPC/OPC.
RECURRENT OPC FLIGHT PLANNING DATA SHEET
INIT PAGE-A DATA
Route: Amsterdam (EHAM) / Abu Dhabi (OMAA)
Flight #: ETD78
Cost Index: 50
Cruise Altitude: FL350
ISA Deviation (Cruise FL Temp): Default Value
Tropopause: 36000
FLIGHT PLAN PAGE DATA
Departure: Runway 18C SID: EDUPO 1X (10-3T2)-(4-60 and 5-130)
Routing: EDUPO BOXAK OMAA31R
Arrival: ILS RWY 31R STAR: BOXAK 3C
Take Off Alternate: EBBR Wx CAT1Minima
SECONDARY FLIGHT PLAN PAGE DATA
Set Up For Return to Runway 18C ILS Approach
RADIO NAVIGATION PAGE DATA
As Required
INIT-B/FUEL AND LOAD PAGE DATA
Parameters

A320 (EIP)

A330 (EYT)

A340 (EHF)

A380 (APA)

Aircraft ZFW:

49.0

142.0

217.0

330.0

FOB:

17.2

40.4

63.6

85.0

Taxi Fuel:

200

400

600

1000

ZFWCG:

32.0%

32.0%

32.0%

40.0%

PERFORMANCE PAGE DATA


(Crew Calculations Using LPCNG)

Runway: Dry

Packs: ON

Ice Protection: OFF

V1 VR V2:

LPC-NG

LPC-NG

LPC-NG

LPC-NG

Take-off Thrust:

LPC-NG

LPC-NG

LPC-NG

LPC-NG

Configuration:

LPC-NG

LPC-NG

LPC-NG

LPC-NG

EFP RWY18C: LPC-NG.


WEATHER AND OTHER SIM SETTINGS
Aircraft Starting Position: G9
MEL Reference: APU BLEED FAULT : 36-12-01A
ATIS ALPHA: 180/03 100 FG RVR (A320/330/380)125/125/150 (A340) 150/150/200 15/15
QNH 1012 LVP in Force RWY 18C Temp Inversion Surface to 1500 FT

QNH: 1012

Wind:180/03 Vis:150M

Temp:15o C

Ceiling: None

Tops: None

Time: As per Sim session

Turbulence: Low: 15%

Rwy: Dry

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RECURRENT FLIGHT TRAINING MODULE
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2. Lesson 2: Manoeuvres and Procedures Training (MPT)


a. Objective: To practice the procedures associated with a targeted set of malfunctions
and flight manoeuvres.
b. Planned Time: 6.5
1) Briefing: 1.5 Hours
2) Simulator Period: 4.0 Hours
3) Debriefing: 0.5 Hours
a. Location: Briefing Room, Full Flight Simulator and De- briefing Room
b. Equipment:
1) Full Flight Simulator
2) Desktop Computer & Display Monitor
c. Courseware: (As applicable for the specific aircraft type.)
This Lesson Plan
Applicable Share Point Presentations
Etihad Skybook/iPad
Normal Checklist

Jeppesen Charts/LIDO As Applicable


Enroute Charts As Applicable
Quick Reference Handbook (QRH)

d. Training Elements:
RECURRENT MPT TRAINING ELEMENTS
Cold WX ops De-icing Procedures
Rejected Landing
DC Bus 1 & 2 Fault
Stop Or Go Decision
Approach to Stall Recovery
EGPWS
Emergency Descent-Escape Routes
Smoke Removal Procedures
Emergency Electrical Configuration
Circling Approach Procedures

e. Instructor Actions:
1) Briefing Period
a) Prior to simulator session, monitor the Flight Training Simulator Log and
compare all defects with the SCIG and brief the trainees accordingly.
b) Check the trainee is in possession of all documents and the completed TS10 form and TS-11 form. This is a pre-requisite for conduct of any recurrent
flight training and checking. Otherwise, contact Training Duty Manager.
c) Facilitate the Pre-flight Briefing, referring to the applicable QRH/FCOM
PRO-ABN/FCTM sections as required and supplemented by the Pre-briefing
Power Point presentations provided on the Share Point Instructor Page.
d) Provide a general overview of the profiles and procedures on tasks listed
above utilizing the Pre-briefing Power Point presentation provided on the
briefing room computer.
2) Simulator Session
a) Provide a copy of the Lesson Flight Planning Data Sheet to the trainees for
MCDU data entry.
b) In the simulator, tell the trainees to load the appropriate information into the
FMGS in accordance with the instructions in the Flight Planning Data Sheet.
c) Set up the simulator in accordance with the Flight Planning Data Sheet on
the following page.

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d) Conduct the training session in accordance with the guide in the tables
below. Refer to the expanded instructor notes where indicated in the
Amplified Instructor Actions (AIA) section of this lesson plan.
e) Slew, reposition, and start/restore the aircraft/engines as required by the
lesson plan.
f) During initial setup, Arm the smoke generator (PRIME SMOKE)
3) De-Briefing Period
a) De brief the MPT session (As required).
b) Complete the Instructor Feedback Survey on the SharePoint secure site.
f.

Trainee Actions:
The trainee must:
1) Arrive at the session prepared for the exercises below.
2) Seek clarification from the instructor when in doubt.
3) Load the appropriate information into the FMGS in accordance with the
instructions in the Flight Planning Sheet provided by the instructor.
4) Calculate the initial take off performance and load it into the MCDU. All other
performance figures will be provided by the instructor as the lesson progresses.
5) Demonstrate proficiency to standards written in the EY SOP by the end of the
session. The tasks in this lesson will be trained to proficiency.
6) Complete the feedback survey on the Training and Standards SharePoint site.

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RECURRENT FLIGHT TRAINING MODULE
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RECURRENT MPT DATA SHEET PART A


INIT PAGE-A DATA
Route: MILAN (LIMC)
MILAN LOCAL AREA
Flight #: ETD 88
Cost Index: 50
Cruise Altitude: FL350
ISA Deviation (Cruise FL Temp): Default Value
Tropopause: 36000
FLIGHT PLAN PAGE DATA
Departure: Runway 35L SID BLA7F AOS5V TRANSITION
Routing: AOSTA MOBLO LURAG UM135 TOP
Arrival: Runway ILS 35L-Z VIA SOKBU
SECONDARY FLIGHT PLAN PAGE DATA
Copy the Active Flight Plan
RADIO NAVIGATION PAGE DATA
As Required
INIT-B FUEL AND LOAD PAGE DATA
Parameters

A320 (EIP)

A330 (EYT)

A340 (EHF)

A380 (APA)

58.0

160.0

225.0

320.0

8.0

22.0

40.0

74.0

32.0%

32.0%

40.0%

Aircraft ZFW:
FOB:
ZFWCG:

32.0%

PERFORMANCE PAGE DATA


Runway:35L
V1 VR V2:

Packs: ON

Ice Protection: ON

129/139/141

122/130/138

TOGA

TOGA

TOGA

TOGA

1+F

1+F

1+F

Take-off Thrust:
Configuration:

140/140/159 127/133/146

EFP: As per LPC-NG


WEATHER AND OTHER SIM SETTINGS
Aircraft Starting Position: RUNWAY 35L GATE 715
ATIS ALPHA: 340/10 3000 -SN OVC010 01/-05 QNH 1020 MOTNE 88550893 RWY 35L

QNH: 1020

Wind:340/10 Gust: 0

Ground Temp: 1o C

Ceiling:OVC010

Tops: 37000

Time of Day: DAY

Turbulence:15%

Light Snow

Visibility:3000

Rwy: Slush 6mm

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RECURRENT MPT PART A


For Normal Crew Pair: PF is CAPTAIN in Left Hand Seat
For CA/CA Pairing: PF is CAPTAIN #1 in Left Hand Seat
For FO/FO Pairing: PF is FIRST OFFICER #1 in Right Hand Seat
EX

AIA

TIME
ET

Tasks & Instructions


ATIS ALPHA: 340/10 3000 -SN OVC010 01/-05 QNH 1020 Departing RWY 35L

A1

AIA

00:15
00:15

DEPARTURE PREPARATION Using the MPT Flight Planning Data Sheet (CM1)
Departure Clearance: Cleared to local area via BLA 7F AOS5V TRANS, Squawk 1330.
ENGINE START Quick start the engines
AFTER START CHECKLIST
SAVE FMS FLIGHT PLAN

A2

AIA

00:10
00:25

Departure Clearance: Etihad 88 Taxi Y, H to position 795 for De-icing.


COLD WX OPS DE-ANTI ICING ENGINES RUNNING
When Procedure complete, inform the crew: Etihad 88,Critical areas checked free of ice,
Fluid Type IV (Kilfrost), 75/25, Ant-icing started at time XXXX LT, Post de-icing/anti-icing
check completed, Aircraft critical parts are clean
BEFORE TAKEOFF CHECKLIST

00:05
00:30

TAKEOFF Etihad 88, climb FL350, clear for take-off (CM1)


AFTER TAKEOFF & INITIAL CLIMB PROCEDURES

00:15
00:45

ELECTRICAL ABNORMAL PROCEDURES Activate:


ATA 24 DC BUS 1 FAULT at 5000 FT. After the ECAM actions are completed, Activate
ATA 24 DC BUS 2 FAULT.

CAPTURE FLIGHT #1
A3

A4

A5
A6

AIA

RESET ALL SYSTEMS, SLEW AIRCRAFT TO FL 350 AND SET AS PER AIA, POS FREEZE
CAPTURE FLIGHT #2
00:10
AIA
OVERSPEED PREVENTION & RECOVERY (CM1)
00:55
AIA

00:10
01:05

APPROACH TO STALL RECOVERY PROCEDURES (High Altitude) (CM1)


Activate: ATA 27 ALTERNATE LAW

00:15
01:20

PNEUMATIC PRESSURIZATION ABNORMAL PROCEDURES (CM2)Activate:


A320/330/340:ATA 36 L WING LEAK followed by ATA 21 PACK 2 OVHT
A380: ATA 21 DOOR LEAK 1500 FPM increasing to 2500 FPM during Descent
ESCAPE ROUTES PROCEDURES (AREA 2 or 10)
EMERGENCY DESCENT

RESET ALL SYSTEMS POS UNFREEZE

A7

AIA

AT FL100 RESTORE ALL SYSTEMS


ATIS BRAVO:340/10 5000 OVC010 01/-05 QNH 1020 RWY WET, Braking Action GOOD
A8

AIA

A9

00:20
01:40

00:10
01:50

EMERGENCY ELECTRICAL CONFIGURATION (CM1) Activate


A320/330: ATA 24 IDG #1 OIL OVHT followed by ATA 24 AC BUS 2 FAULT
A340: ATA 24 GEN 1+2 FAULT followed by GEN 3+4 FAULT
A380: ATA 24 ELECTRICAL EMERGENCY CONFIGURATION
DESCENT PREPARATION Etihad 88,descend 4000ft QNH 1020
ILS APPROACH WITH EMER ELEC CONFIG RWY 35L (Provide Radar Vectors)
LANDING IN ALTERNATE/DIRECT LAW RWY 35L.

RESET ALL SYSTEMS REPOSITION TO 3 NM FINAL RWY 35L BOTH PILOTS


A10 AIA

00:10
02:00

ILS APPROACH RWY 35L


REJECTED LANDING AT 50 FEET AGL ATC orders G/A
TAKE A 10 MINUTE BREAK

ETIHAD AIRWAYS UNITED ARAB EMIRATES

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RECURRENT MPT PART B


For Normal Crew Pair: PF is FIRST OFFICER in Right Hand Seat
For CA/CA Pairing: PF is CAPTAIN #2 in Left Hand Seat
For FO/FO Pairing: PF is FIRST OFFICER #2 in Right Hand Seat
EX

AIA

TIME
ET

Tasks & Instructions


ADJUST WX, SPEEDS & CAPTURE FLIGHT #3
ATIS CHARLIE: 340/10 5000 OVC010 01/-05 QNH 1020

00:05
02:15

B1

TAKE OFF (STOP or GO DECISION) High Speed Activate one of the following:
ATA 32 Blow left tires at 130 kts or
ATA 31 PFD 1 FAULT at 120 kts or
ATA 70 N1 Vibration 6 units at 100 kts or
ATA 24 Gen 1 Fault Excitation or
ATA 34 RA 1+2 FAULT at 100 kts
RECALL CAPTURE #3

B2 AIA

00:10
02:25

TAKEOFF WITH PREDICTIVE WINDSHEAR


Etihad 088, climb 5000 FT clear for take-off RWY35L
APPROACHING TERRAIN CAPTURE #4 AS PER AIA

B3

AIA

00:20
02:45

GPWS ESCAPE PROCEDURES (BOTH PILOTS)

REPOSITION LEFT DOWNWIND POS SLEW 3000 FT SPEED 210 CAPTURE FLIGHT #5
B4

AIA

00:10
02:55

APPROACH TO STALL RECOVERY PROCEDURES (Clean) (CM2)


Activate ATA 27 ALTERNATE LAW
RECALL CAPTURE #5

B5

AIA

00:10
03:05

APPROACH TO STALL RECOVERY PROCEDURES (Approach) (CM2)


REPOSITION 8 MILES FINALS RUNWAY 35L

B6

AIA

00:10
03:15

APPROACH TO STALL RECOVERY PROCEDURES (Landing Config) (CM1)


RECALL CAPTURE # 2 & SLEW POS N45.31.70 E007.05.30

B7

AIA

00:25
03:40

A320/330/340:
ATA 26 AIR CONDITION SMOKE BOTH PACKS followed by
ATA 26 AVIONICS SMOKE
A380:
FOLLOW AIA (3 SCENARIOS)
SMOKE REMOVAL PROCEDURES
REPOSITION TO 6 MILES FINAL RWY 35L
ATIS DELTA:170/15 5000 OVC015 01/-05 QNH 1020 RWY17R

B8

AIA

00:15
03:55

ILS APPROACH RWY35L


CIRCLE TO LAND RWY17R (CM1)
LANDING
END OF MPT

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RECURRENT MPT
AMPLIFIED INSTRUCTOR ACTIONS

DEPARTURE PREPARATION

A1

1. To save simulator time, accomplish the following in the briefing room:


a. Provide crew with ATIS ALPHA for LIMC and ask the crew to review
b. Ask crew to review the entire DEICING/ANTI-ICING PROCEDURE ON GROUND PRO-SUP-91-30
and TAXIING PRO-SUP-91-50
c. For A330/340/380: review Ground Ice Shedding Procedure form PRO SUP-70.
d. Review 10-1P10 /AOI 1-70 Airport Briefing for De-icing and emphasise ACFT Engine status during
operation
e. Ensure crew are familiar with RIM Airport Brief for MILAN and Escape Routes for AREA 2 or 10 as
fleet applicability.
2. Reset All Malfunctions, clear all previous captures, set a/c position, weights, fuel, reset wind gradient
and then set weather according to the data sheet, nav fast align, sound to 50%.
3. Initial starting position GATE 715
4. Select from environmental page WX EFFECTS SNOW and WINTER SCENE.
5. On the Environmental page Upper Wind select Altitude 35000 and set wind 340 at 10 kts.
6. Select runway condition: SLUSH 6mm.
7. Ensure that all lights for runway 35L intensity is 5.
8. Assist crew for quick FMC set up and quick engine start flows and checklists.
9. Ensure Flaps are selected ZERO.
10. Save FMS from IOS recording menu and Capture flight #1 at the take-off position.

COLD WX OPS
A2

1. After pushback and taxi in position 795, allow the crew to perform De-icing/Anti-icing procedures on
Ground from PRO SUP 91. Role-play de-icing crew and inform pilots about procedure completed as per
the lesson plan.
2. Observe the crew resume normal operation.
3. For A330/340/380: Ask crew to apply Ground Ice Shedding Procedure form PRO SUP-70.

DC BUS 1 & 2 FAULT


A320/330/340: FCOM PRO ABN 24
A380: FCOM/PRO/ABN/ECAM 24

A4

A5

1. Insert the failure and freeze the simulator.


2. Allow crew to Aviate, Navigate, and Communicate, then manage.
3. Observe proper task sharing and ECAM discipline. Once the ECAM actions are completed, highlight
that for this malfunction the STATUS only shows some of the inoperative items on Status page and
others are listed in FCOM ABN section (which were reviewed in pre simulator brief).
4. On the A340 with this fault FM1+2 is INOP and landing capability is limited to CAT 1 only. On A 380 the
FMs are available. Refer to FCOMs for inop systems.
5. On A330-340 show the crew from FCOM ABN 24 the procedure for balancing the fuel if it is required.
Crew should apply the FCOM procedure and not the QRH fuel imbalance procedure in this case.
6. As with most electrical failures, raise trainee awareness to the fact that some cockpit background lights
may become unserviceable and this can sometimes lead crews to mistakenly think that the actual
system or equipment has failed, degrading their overall situational awareness.

OVERSPEED PREVENTION & RECOVERY


A320/330/340: QRH 80.06A/FCOM PRO-ABN -10
A380: FCOM/PRO/ABN/NON-ECAM/OP.TECH
1. Reset Malfunction and complete 10000 AAL checks.
2. Slew aircraft to 35000 ft and MACH.82 (A320) MACH .83 (A330-340) MACH .86 (A380).
3. Position N45.48.6/E006.43.6 (AREA 2/10).

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4. Slew HDG 136 and route direct LURAG.


5. Capture Flight #2 and Freeze position.
6. On the Environmental page Upper Wind select Altitude 35000 and set wind 135 at 50 kts.
7. After selecting the wind at 35000 then activate MODERATE CLEAR AIR TURBULENCE.
8. If the aircraft encounters significant speed variations close to VMO/MMO during the flight, flight crew
should apply the OVERSPEED PREVENTION procedure as per FCOM.
9. Highlight that in this case, the flight crew should:
a. Keep the Autopilot (AP) and the Autothrust (A/THR) engaged. The use of AP and A/THR enables
the aircraft to remain on the intended flight path while thrust reduces to idle (if necessary).
b. Use selected speed target in order to increase the margin to VMO/MMO (at high altitudes the flight
crew should not reduce the speed below green dot speed).
c. After selection of the lower speed target, the flight crew should monitor the speed trend arrow on the
Primary Flight Display (PFD).
d. If the aircraft continues to accelerate, and if the speed trend arrow approaches or exceeds
VMO/MMO, the flight crew should use the appropriate position of the speed brakes, depending on
the rate of acceleration. The length of the speed trend is a good indication of the rate of
acceleration.
e. Note: The use of speed brakes is an efficient way to decelerate that is certified for the entire flight
envelope. However, the use of speed brakes increases VLS and reduces the buffet margin at high
altitudes. The use of speed brakes results in pitch up for which the AP and the normal law
compensate.
10. Highlight to the trainees that under such conditions the OVERSPEED warning is triggered when the
speed exceeds VMO +4 kt/MMO +M 0.006, and lasts until the speed is below VMO/MMO.
11. Discuss that in this case, the flight crew must apply the OVERSPEED RECOVERY procedure. The
flight crew should:
a. Keep the AP engaged in order to minimize the vertical load factors.
b. Extend the speed brakes to the as required to minimize overspeed.
c. In addition, the flight crew should keep the A/THR engaged and should monitor thrust reduction to
idle or if the A/THR is off (possible option when following the severe turbulence procedure), set all
thrust levers to idle. Both techniques result in the same engine response in terms of thrust reduction.
12. In the case of severe overspeed, the AP automatically disengages and then the High Speed Protection
activates. As a result, the aircraft encounters an automatic pitch up. Remind the crew that although AP
may have tripped and the associated aural warning is generated but this may have been superseded
by the over-speed aural warning.
13. Highlight that the AP does not automatically disengage as soon as the speed reaches the green bars
(that represent the threshold when the High Speed Protection activates) on the PFD. The AP
disengagement depends on the speed variations and the High Speed Protection logic. The High Speed
Protection is designed to request the appropriate demand of vertical load factor. Therefore, the flight
crew should smoothly adjust the pitch attitude to avoid excessive load factors.
Note: The flight crew must disregard the Flight Director (FD) orders while the high speed protection is
active. The FD orders do not take into account the High Speed Protection.
14. Discuss that a common error that has been observed during such occurrences is dual input by crew. It
is essential that it is established which crewmember is PF.
15. Once the speed is below VMO/MMO with a sufficient speed margin the crew should retract speed
brakes and select a new speed target and engage AP and A/THR as required.
16. Recall Capture flight # 2 and for training purposes ask crew to select ATHR OFF and set THR
LEVER to CLIMB detent. Ask crew to observe Speed Trend Arrow increase to VMO/MMO and advice
crew to cancel using EMER CANC pb for training purposes. Allow speed to increase.
17. When the aircraft accelerates above VMO/MMO, with the AP, the AP will disengage on reaching high
speed protection. Ask crew to apply the OVERSPEED RECOVERY procedure as per QRH.

A6
B4
B5
B6

STALL RECOVERY PROCEDURES


A320/330/340: QRH 80.08A
A380: PRO-ABN-NECA-10
1. Review the Airbus Stall video during pre-simulator briefing period.
2. Point out that in Alternate Law, a stall can be achieved.

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3. Activate ATA 27 ALTERNATE LAW.


4. Set each stall up in the following manner:
a. AP and A/THR Off
b. TRK/FPA (FPD) On
c. Then select Idle Thrust
5. Clean Configuration Stall High Altitude, Recall Capture # 2 if required and freeze position.
a. The aircraft will approximately hold altitude until Alpha Protection speed is reached, the auto trim
stops and side stick backpressure is required to maintain altitude.
b. Approaching Vls, Set N1 to 45-50% and hold altitude.
c. At the aural STALL alert, the PF calls Stall Recovery and then complete the appropriate stall
recovery procedures.
d. If desired, the PM will reselect the Bird to On as it was removed automatically due to the Stall and
the TOGA selection.
6. Clean Configuration Stall Low Altitude (PART OF ex B4)
d. Reposition the aircraft on a Left Downwind, POS SLEW 3000 ft, speed 210 and Capture #5.
e. The aircraft will approximately hold altitude until Alpha Protection speed is reached, the auto trim
stops and side stick backpressure is required to maintain altitude.
f. Approaching VLS, Set N1 to 45-50% and hold altitude.
g. At the aural STALL alert, the PF calls Stall Recovery and then complete the appropriate stall
recovery procedures.
h. If desired, the PM will reselect the Bird to ON as it was removed automatically due to the Stall and
the TOGA selection.
i. Below 20000 feet order Flaps 1
7. Approach Configuration Stall (PART OF ex B5)
a. Recall Capture #5 and Unfreeze Position
b.
c.
d.
e.

The aircraft should be configured with CONF 2 and Gear Up.


The PF should reduce thrust idle to enter the stall.
When configured, the PF will roll the aircraft into a 15 degree bank level turn .turning base leg
At the aural STALL alert, the PF calls Stall Recovery and then complete the appropriate stall
recovery procedures.
8. Landing Configuration Stall (PART OF ex B6)
a. Reposition aircraft to 8 miles finals.
b. The aircraft should be configured with CONF 3 and Gear Down. N1 55%.
c. Once on the Glide slope reduce thrust to IDLE and follow the G/S.
d. At the aural STALL alert, the PF calls Stall Recovery and then complete the appropriate stall
recovery procedures.

EMERGENCY DESCENT
1. Recall Capture # 2 if required
2. Ensure aircraft at 35000 FT, MACH.81 (A320/330/340) or MACH .85 (A380), HDG 136
3. Ensure Position N45.48.6/E006.43.6 (AREA2/10)
4. Discuss escape route as per simulator briefing for this region. For the purpose of this exercise presume
that the selected diversion is LIMC which is also the destination.
5. Activate ATA36 L WING LEAK followed by ATA 21 Pack 2 OVHT and unfreeze position

A7

6. Crew should initiate a DESCENT to FL 100/MEA as a resultant of malfunction. Since the escape route
requires a descent to FL180, the crew should initially descend to FL 180 and proceed to Malpensa
(LIMC) via the planned routing.
7. Discuss that on All A330/340 and some A320s the cabin rate of descend can be minimised by closing
the Cargo Isolation Valves (PRO-ABN-21).
8. During descend, at any time upon confirmation that cabin altitude and rate of climb is excessive and
uncontrollable the crew should initiate an emergency descent.
9. GRID MORA is FL178 and ATC will allow further Descent to FL110 when 10 DME to TOP VOR.
10. After TOP VOR provide clearance to FL100.
11. Once level at a safe altitude, observe the crew removing the OXY ON flags by pressing the

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RESET/TEST control slide on the left door of the mask stowage box. This will deactivate the mask
microphone.

ESCAPE ROUTES A380

ESCAPE ROUTES A320/330/340


AREA 2 is between longitude E005 and E009, South of latitude N46.30 and requires:
a. Descend initially to FL180.
b. Divert to Lyon (LFLL), Milan - Malpensa (LIMC), Nice (LFMN), Genoa (LIMJ) or Pisa (LIRP)
c. Descend and maintain Jeppesen chart grid MORAs and MEAs until established on final approach
course.

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EMEREGENCY ELECTRICAL CONFIGURATION PROCEDURES


1. After completion of emergency descent, clear all malfunctions, distance to LIMC will be approx. 50nm.
Advise crew consider APU unserviceable for this exercise.
2. On A320/A330 Insert ATA 24 IDG#1 Overheat followed by AC Bus 2 fault.
3. On A340 Introduce the failure in two steps:
a. Fail ATA 24 Gen 1 & 2 and highlight that the whole network is normal and AC transfer occurred (AC
ESS FED and Bus Tie functions).
b. Then ATA 24 Fail Gen 3 & 4.
4. On A380 activate ATA 24 Electrical Emergency Configuration.

A8

5. As only PFD1 is available, the left hand seat pilot becomes PF. As always, first FLY THE AIRCRAFT.
Once a safe flight path is established, and the aircraft is under control, carry out ECAM actions.
6. This is a serious emergency and ATC should be notified using appropriate phraseology ("MAYDAY").
Although the ECAM displays LAND ASAP in red, it would be unwise to attempt an approach at a poorly
equipped airfield in marginal weather. However, prolonged flight in emergency electrical configuration is
not recommended.
a. Crews should be aware that workload is immediately greatly increased.
b. As only the EWD (upper ECAM) is available, disciplined use of the ECAM Control Panel (ECP) is
essential.
c. A clear reading of STATUS is essential to assess the aircraft status and properly sequence actions
during the approach.
d. The handling of this failure is referred to as a "complex procedure". A summary for handling the
procedure is included in the QRH. This should be referred to upon completion of the ECAM
procedure, including STATUS.
e. The ELEC EMER CONFIG SYS REMAINING list is available in QRH.
7. For A320 the following guidelines apply when the aircraft is in Emergency Electrical Configuration.
a. The RAT extends automatically. This powers the blue hydraulic circuit which drives the emergency
generator. The emergency generator supplies both AC and DC ESS BUS.
b. In case of simultaneous engine generator, the probability of a successful APU gen coupling is low,
Therefore APU start attempts should be avoided as this will significantly reduce the flight time on
batteries.
c. Since AP/FD and ATHR are lost. The flight is to be completed manually in alternate and then, when
gear down, in direct law.
d. FAC 1 OFF then ON recovers the rudder trim, although no indication is available
e. For EIZ, with the gear selected down, remaining flight is on batteries only and hence the gear
extension is delayed to 1000ft. Nav aids tuning on RMP1 should be anticipated.
f. The approach speed must be at least min RAT speed (140kt) to keep the emergency generator
supplying the electrical network.
g. The BSCU are lost. Consequently, the NWS and antiskid are lost. Alternate braking with yellow
hydraulic pressure modulation up to 1000 PSI will be used. Additionally, reversers are not available.
h. RA 1+2 are lost with their associated call out. Call out will be made by PNF.
i. Approaching 50 kt during the landing roll, all CRTs will be lost as AC ESS BUSS is shed.
j. The significant remaining systems are:
Significant remaining systems in ELEC EMER CONFIG
FLY

PFD1, alternate law

NAVIGATE

ND1, FMGC1, RMP1, VOR1/ILS1, DME1

COMMUNICATE

VHF1, HF1, ATC1

k. On BAT, some additional loads are lost such as FAC1 and FMGC1.
l. On IAE powered engines, the warning EPR MODE FAULT N1 DEGRADED MODE is displayed.
8. For the A330/340 the following guidelines apply when the aircraft is in Emergency Electrical
Configuration, whatever the power source is, i.e. EDP or RAT.
a. The power source for the Emergency Generator should be considered when making a decision in
this situation, as the aircraft is in a much better configuration when the Emergency Generator is

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being powered by the EDP rather than the RAT. This can be determined through the HYD S/D page
(press and hold to display on the upper ECAM), if the RAT is deployed, it will be indicated with its
RPM displayed on the Green system on the right side of the HYD page. In either case however,
prolonged flight in this configuration is not recommended.
b. The LAND RECOVERY PB should be pressed prior to commencing the approach. This action will
not be delayed since this will allow the recovery of a number of systems required for landing, e.g.
ILS 1 (if MMR not installed), SFCC 1, whilst shedding a number of systems that are no longer
required, e.g. the operative fuel pump(s).
c. The landing gear must be extended by gravity and Nose Wheel Steering is lost in all cases. When
the Emergency Generator is powered by EDP, this avoids strong fluctuation of the green hydraulic
pressure which may cause a spurious disconnection of the Emergency Generator.
9. For A330 depending on the power source i.e. EDP (Engine Driven Pump) or RAT, some differences
should be outlined:
a. Emergency Gen powered by the EDP
Significant remaining systems in ELEC EMER CONFIG
FLY

PFD1, AP1, Pitch trim, rudder trim, alternate law

NAVIGATE

ND1, FMGC1, radar, RMP1, VOR1, DME1, ILS1, GPS1

COMMUNICATE

VHF1 and HF1

1) When the failure occurs, the AP, if engaged, will disengage. AP1 can be reengaged. ATHR
remains lost. FD1 is available. When LAND REC is pressed AP1 and FD1 are lost.
b. Emergency Gen powered by the RAT
Significant remaining systems in ELEC EMER CONFIG
FLY

PFD1, Alternate law

NAVIGATE

RMP1, VOR1, DME 1, ILS1,GPS1

COMMUNICATE

VHF1

1) The AP, pitch trim and rudder trim are not available. The aircraft will be out of trim in roll due to
right outboard aileron upfloat and it is necessary to pay close attention to bank angle and
heading.
2) ON A330/340 SFCC FLAPS are INOP if the EMER GEN is powered only by the RAT. CONF 3
For Landing is no longer applicable (See System Remaining)
10. BEFORE LAND RECOVERY is set ON, discuss with crew the QRH OEB 10 issue A and then refer
FCOM EY OEB No 7 issue A and highlight the explanation and operational recommendations. The
OEB is applicable in case of single EDP operation.
11. When LAND RECOVERY is set ON:
a. A/P 1 and FD 1 trip OFF and are lost.
b. Radar and all fuel pumps are lost.
c. ILS, LGCIU1, BSCU1, WHC1 and SFCC slat flap channel are recovered
d. CONF 3 landing.
e. Direct law becomes active when the landing gear is extended by gravity.
f. Landing is performed with pedal braking, Antiskid and no Reversers.
g. In case of Go Around - No gear retraction (increased fuel consumption).
h. IF EMER GEN powered by RAT - At slat extension, the emergency generator disconnects (in order
to dedicate the RAT for flight controls) and landing is performed on Batteries with the same loads.
12. For A340 depending on the power source i.e. EDP or RAT, some differences should be outlined:
a. Emergency Gen powered by the EDP
Significant remaining systems in ELEC EMER CONFIG
FLY

PFD1, Pitch trim, rudder trim, alternate law

NAVIGATE

MCDU1 (B/U NAV), RMP1, VOR1, DME1, ILS1, GPS1

COMMUNICATE

VHF1

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1) The AP is not available. The rudder trim position indicator on centre pedestal is lost The
aircraft will be out of trim in roll due to right outboard aileron upfloat and it is necessary to pay
close attention to bank angle and heading.
2) To navigate that can be achieved by RMP1 selecting VOR1 and can be visible to crew only by
the PFD/ND XFR SWITCH.
b. Emer Gen powered by the RAT
Significant remaining systems in ELEC EMER CONFIG
FLY

PFD1, Alternate law

NAVIGATE

RMP1, VOR1, DME1, ILS1, GPS1

COMMUNICATE

VHF1

1) The AP, pitch trim and rudder trim are not available. Use TRK/FPA mode. The aircraft will be
out of trim in roll due to right outboard aileron upfloat and it is necessary to pay close attention
to bank angle and heading.
c. When LAND RECOVERY is set ON
1)
All fuel pumps are lost.
2)
ILS, LGCIU1, BSCU1, WHC1 and SFCC slat flap channel are recovered
3)
CONF 3 landing.
4)
Direct law becomes active when the landing gear is extended by gravity.
5)
Landing is performed with pedal braking, Antiskid (1000 psi) and no Reversers.
6)
In case of Go Around - No gear retraction (increased fuel consumption).
USE OF THE SUMMARY:
1. The CRUISE section highlights the remaining systems, the main limitations and the flight capability of
the aircraft. This section may help the flight crew to assess the situation and to choose an appropriate
landing runway by referring to the corresponding chapters of the QRH for:
a. The evaluation of an increased fuel consumption (FPE-FPF)
b. The VAPP computation at the selected airport (FPE-IFL)
c. The In-flight Landing Distance computation (FPE-IFL)
2. The APPROACH, LANDING and GO AROUND sections of the summary should be used to prepare
and conduct the approach briefing. When appropriate, these sections include, among others, the
LANDING WITH SLATS or FLAPS JAMMED procedure and the L/G GRAVITY EXTENSION
procedure.
3. The APPR PROC actions given by the STATUS page should be performed by reading the APPROACH
section of the summary, without having to refer to other paper procedures.
4. Once the aircraft is in final configuration, the LANDING and the GO AROUND sections may be shortly
commented, as a reminder (braking, NWS, reversers and L/G retraction in case of go-around).
5. Before the final approach, the PNF should review the STATUS page and check that all the APPR
PROC actions have been completed.

A380: EMEREGENCY ELECTRICAL CONFIGURATION PROCEDURES


1. TECHNICAL BACKGROUND
a. The emergency electrical configuration is triggered by the loss of all AC busbars, that causes the
automatic engagement of the emergency generator powered by the RAT. Depending on the aircraft
speed, the emergency generator engagement takes between 2 s and 6 s.
b. During RAT extension:
1)
The batteries supply the emergency busbars only
2)
PRIM 1, SEC 1, and Green + Yellow hydraulics are available. The inboard ailerons, 2 out of
4 elevators, and the full rudder are available to ensure safe flight.
c. When the RAT is extended:
1)
The RAT powers the AC ESS and AC EMER busbars and the ESS TR. The ESS TR then
supplies the DC ESS bus bar. The electrical power, that the RAT develops, corresponds to
approximately 10 % of the total electrical power of the four electrical generators
2)
All flight controls are recovered except for the outer ailerons, half of the elevator surfaces
and some spoilers.

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PROCEDURE
1. On A380, Activate electrical emergency configuration button
2. In the case of an emergency electrical configuration, the flight cockpit indications change significantly
because the generators are disconnected from the AC bus bars. The RAT is deployed in order to
supply the emergency generator.
3. The AP/FD and ATHR are lost. CM1 has all available instruments to fly the aircraft. The aircraft
operates in direct law and the flight crew must manually trim the aircraft. The AFS-CP is available and
the IAS/MACH, HDG, and ALT blue targets are available on the PFD. The ND 1 remains and the
navigation is performed via FMS 1, VOR/DME 1 and LS 1 using the RMP in STBY NAV. When
convenient, an emergency will be notified to ATC by using VHF 1. Depending on the exact situation,
assistance may be available from ATC about the position of other aircraft, safe direction, closest airport
etc...
4. Significant remaining systems in ELEC EMER CONFIG
a. FLY PFD 1, DIRECT LAW

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5.

6.
7.

8.

9.
10.

11.
12.
13.

14.

15.

16.

17.

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b. NAVIGATE VOR 1, DME 1, LS 1, FM 1, TCAS 1, WX 1


c. COMMUNICATE RMP 1, RMP 2 audio, VHF 1, ATC 1
When a safe flight path is established, the ECAM actions are performed. The EWD remains available
and it is possible to recover the SD on MFD 1 via either the LH RECONF pb or the MAILBOX pb on the
CAPT KCCU (for CM2).
A precise understanding of the STATUS page is essential to assess the full implications of the aircraft
status. The flight crew refers to the deferred procedure and limitations at this time.
In an emergency electrical configuration, the four CROSSFEED fuel valves automatically open and two
remaining fuel pumps (FEED TK 2 MAIN +3 STBY) feed the four engines. An automatic fuel transfer
sequence enables FEED TK 2+3 supply from the TRIM TK, then the OUTR TK, and then the FEED TK
1+4.
The fuel in the INR and MID tanks is not usable (boxed in amber). The fuel in the FEED, OUTR and
TRIM tanks remains usable. As the FQMS cannot identify the fuel that is not usable, the extra fuel
computed by the FMS must be decreased by the quantity of fuel that is not usable.
In addition, the fuel consumption increases due to additional drag (e.g. RAT extension), and the
limitation at FL 200.
Therefore the flight crew must not take into account the FMS fuel predictions that are not correct. Refer
to FCOM/the FUEL CONSUMPT INCRSD in the INFO part of the ELEC EMER CONFIG ECAM
procedure on the FCOM.
The engines anti- ice valves are forced opened and the engines are continuously anti-iced. The wing
de-icing is inoperative.
For night operations, the dome lights are available and the Public Address (PA) remains available for
passenger information.
Although the ECAM displays LAND ASAP in red, the flight crew must choose the most appropriate
airfield by keeping in mind that:
a. The CAT 1 approach is available
b. The RAT can supply all electrical loads that are necessary for remainder of the flight and for landing.
However, prolonged flight in this configuration is not recommended. Jettison is no longer available.
The OVERWEIGHT LANDING procedure is available, if necessary, in the ECAM ABN PROC menu.
The Flight crew must refer to the OIS LANDING PERF application to compute:
a. VAPP
b. The landing distance.
A long straight-in approach or a wide visual pattern is preferred in order to configure the aircraft for a
stabilized approach, taking into account that the:
a. Flight crew must not use the speed brakes
b. Slats are slow
c. Landing gear extension by gravity takes approximately 2 min
d. Emergency braking is available on accumulator only.
When the slats are extended, the two remaining feed tank pumps stop, and the CROSSFEED fuel
valves close. The engines are fed by gravity. It is only possible to check the landing gear position with
the half green arrows on the SD. The approach speed must not be less than 140 kt to avoid the RAT
stall. The flare law is lost. The main characteristic of the flare law is to provide a smooth derotation and
avoid hard nosewheel touchdown. The flight crew may therefore expect a more reactive pitch response
than usual and as a result should avoid large side stick input.
The reversers are inoperative. Emergency braking on accumulator is available. This ensures 7 full
brake pedals applications. The brake pressure is automatically limited to 1000 PSI because the antiskid is lost. The flight crew should anticipate with ATC if it is not possible to vacate the runway due to
the loss of the nose wheel steering. Below 140 kt, the RAT does not supply enough energy for the
emergency network. In this case the batteries take over to supply the emergency network.

GO-AROUND NEAR THE GROUND (REJECTED LANDING)


A10

1. When the PF initiates a Go-Around, the flight crew must complete the go-around manoeuvre. The PF
must not initiate a Go-Around after the selection of the thrust reversers.
2. If the flight crew performs a go-around near the ground, they should take into account the following:

a. The PF should avoid excessive rotation rate, in order to prevent a tailstrike


b. A temporary landing gear contact with the runway is acceptable.

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3. In the case of bounce, the flight crew must consider delaying flap retraction

a. The PF should order landing gear retraction when the aircraft reaches and maintains positive climb
with NO possibility of subsequent touchdown.

b. If the aircraft is on the runway and in FULL configuration when the PF applies TOGA thrust, a
CONFIG FLAPS NOT IN T.O CONFIG ECAM alert is triggered. The flight crew should disregard this
alert.

DEPARTURE PREPARATION PART B


1. Reset All Malfunctions and oxygen masks, set a/c position, weights, fuel, reset wind gradient and then
set weather according to the ATIS CHARLIE. Ensure smoke is primed for ex B7.

B1

2. Runway Condition DRY


3. Provide Crew with the following Performance Data:
A320: 153/153/154 F61 CONF 1+F
A330: 147/147/151 F65 CONF1+F
A340: 147/151/159 F71 CONF1+F
A380: 139/144/149 F72 CONF1+F
4. Preselect malfunction as per B1 tasks and review with crew STOP or GO decision making process.
5. Capture Flight #3

WINDSHEAR ENCOUNTER DURING TAKEOFF ROLL (QRH 80.12A)

B2

1. Any PWS caution or warning is inhibited at the start of the high speed phase of T.O (above 100kts) to
avoid the risks associated with high speed RTOs, especially in cases where aircrafts acceleration may
not be uniform (which has a negative effect on the ASDA). Therefore, if a WINDSHEAR AHEAD red
warning is activated during T.O. roll the take-off MUST be rejected, unless the commanders deems that
there is not enough distance remaining for the aircraft to stop on the runway safely. In case the "GO
AROUND WINDSHEAR AHEAD" message is triggered during approach, the PF must set TOGA for goaround. The aircraft configuration can be changed, provided that the wind shear is not entered. During
approach phase WINDSHEAR AHEAD or GO AROUND WINDSHEAR AHEAD may be disregarded
,as long as there are no other signs of possible wind shear conditions and the reactive wind shear
systems is operational.
2. Some Predictive Windshear System particulars:
a. The system can only detect windshear in the presence of water droplets (convective Wx)
b. The system scans up to 5 NM in front of the A/C between the ground and 2300 ft
c. It provides AMBER MONITOR RADAR DISPLAY cautions within 3 NM of the A/C and below 1500
ft.
d. It provides a RED WINDSHEAR AHEAD warning within 1.5 NM of the A/C during take-off and
below 1500 ft.
e. It provides a RED GO AROUND WINDSHEAR AHEAD warning within 1.5 NM of the A/C during
approach and below 1500 ft.
f. All warning alerts on final approach are downgraded to caution alerts below 370 ft.
Note, If both ND on TERR is selected on, PWS take over and disengages TERR on ND to display WX
ahead. If TERR on ND is re-selected oral warning "Monitor RADAR Display" comes on

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WINDSHEAR ENCOUNTER DURING TAKEOFF ROLL (A380)


1. The Predictive Windshear (PWS) function detects windshear:
a. At least 10 s before a possible encounter
b. Between 0.5 nm and 5 nm in front of the aircraft
c. The PWS then triggers alerts.
d. The PWS function can detect and display up to 8 different windshear events simultaneously.
e. The PWS function is available, if the PRED W/S button is set to AUTO, and:
If the WXR is operative, or at takeoff, if the WXR is OFF
In flight, if the aircraft is below 1 500 ft AGL.
f. The ND displays the areas with predicted windshear as dashed red circles.

2. Depending on the flight phase, and on the aircraft's distance from the windshear, the PWS function will
trigger and generate a warning, or a caution, or an advisory
PWS During Take off Roll

PWS Above 50ft

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g. In the case of a WARNING, the following are triggered:


During approach, the GO AROUND, WINDSHEAR AHEAD aural alert
During takeoff, the WINDSHEAR AHEAD, WINDSHEAR AHEAD aural alert
The W/S AHEAD visual alert on the PFDs
PWS area indication on the ND.
The WX pb is also automatically selected on the EFIS CP.
If the ND is in PLAN mode, the ND displays the W/S: CHANGE MODE message. If the flight
crew selects a range different from 10 nm on the EFIS CP, the ND displays the W/S: SET
RNG 10 NM message.
h. In the case of a CAUTION, the following are triggered:
1)
2)
3)
4)
5)
6)

The MONITOR RADAR DISPLAY aural alert


The W/S AHEAD visual alert on the PFDs
The PWS area indication on the ND.
The WX pb is also automatically selected on the EFIS CP.
If the ND is in PLAN mode, the ND displays the W/S: CHANGE MODE message
If the flight crew selects a range different from 10 nm on the EFIS CP, the ND displays the
W/S: SET RNG 10 NM message.
i. In the case of an ADVISORY, the following is triggered:
1)
2)
3)
4)
5)
6)

1)
2)

The PWS area indication on the ND.


The WX pb is also automatically selected on the EFIS CP.

TO SET UP THE WINDSHEAR ENCOUNTER:


1. Scenario 1: With aircraft stationary at take-off position, Insert Predictive Windshear T/O option 2
(tailwind increasing toalong with varying updrafts, downdrafts and crosswind). Set X axis to 2.5nm
and light intensity. Windshear ahead warning is activated. Discuss crew procedures in this situation.
Reset the windshear. If required insert a storm cell approx. 20nm ahead on runway heading. [Front 5]
Also insert WX effects thunder & lightning.
Note: On A380 this warning will activate on application of take-off thrust.
2. Scenario 2: Discuss the inhibition of predictive windshear Allow crew to commence take off. At 100 kts
Activate Predictive Windshear T/O option 2 (tailwind increasing toalong with varying updrafts,
downdrafts and crosswind). Set X axis to 4.5nm and light intensity. Windshear ahead is activated once
airborne after 50ft. Allow crew to apply Windshear Ahead as per QRH/FCOM.

GPWS RECOVERY PROCEDURES


A320/330/340 QRH 34.05A
A380 PROCEDURES/ABN AND EMERGENCY PROCEDURES/NON-ECAM ABN AND EMER
PROC/34 SURVEILLANCE
1. After PWS recovery procedures completed, remove windshear, clear crew to maintain 5000 feet
and cleared them direct to AOSTA without abeam, towards high ground. Prior to reaching high
ground 40 NM to AOSTA and Capture flight #4.

B3

2. Discuss with them actions that would allow them to AVOID and TRAP the situation. Explain to them that
for training purposes they should continue on present heading until the warning is triggered, to
practice the escape manoeuvre. Initially the Terrain Ahead warning is triggered and the crew should
Adjust the flight path. Stop descent. Climb and/or turn, as necessary, based on analysis of all available
instruments and information. Ask crew to evaluate and provide the analysis and for training purpose
radar vectored them towards high terrain.
On A380, If the flight crew sets the TERR SYS button of the MFD SURV/CONTROLS page to ON, the
TERR function provides:
a. A horizontal view of the terrain on the ND, if the flight crew presses the TERR pb on the EFIS CP or
if the TAWS triggers an alert The ND displays terrain in different colours, depending on the terrain
altitude in relation to the aircraft altitude.
b. A vertical view of the terrain on the VD. The VD always displays:
1)
Terrain in brown. The colour of the terrain does not change depending on relative terrain
proximity, nor during terrain or obstacle alerts.
2)
Water in blue.
3)
The VD always displays the terrain, even if the TERR pb is not pressed on the EFIS CP.
3. Once PULL UP TERRAIN AHEAD PULL UP is generated the immediate action required is

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simultaneously:
a. A/P OFF
b. PITCH PULL UP to full back stick and maintain in that position
c. THR LEVERS TOGA
d. SPEED BRAKE Check RECTRACTED.
e. BANK WINGS LEVEL or ADJUST
4. Discuss the When flight path is safe and the warning stops. Due to rising terrain if only the warning
stops part is followed the crew will experience a follow up PULL UP TERRAIN AHEAD PULL UP
warning
5. Ask crew to climb to MSA until Alert stops or reaching MSA. Alternatively the crew can establish a safe
trajectory. Only once they are assured clearance from the terrain that crew should accelerate and
recover from Alpha Lock by:
f. REDUCE VS by easing back pressure on the side stick.
g. Once speed above VLS
h. PF Call Go Around Flap
i. PM Call Positive climb,
j. PF Call Gear up
k. Retract flaps on schedule
l. Cancel TOGA LOCK by pressing Instinctive PB on thrust levers.
6. Recall Capture #4 and repeat for the other Crew member.

SMOKE/FUMES/AVNCS QRH PROCEDURES


1. Recall capture #2 and slew position to N4531.70 E007.05.30 then direct TOP VOR.
2. Initial Descent clearance FL180 until TOP VOR and then after FL100 (Area 2/10).
GENERAL

B7

1. The SMOKE/FUMES/AVNCS SMOKE paper procedure implements a global philosophy that is


applicable to both cabin and cockpit smoke cases.
2. This philosophy includes the following main steps:
a. Diversion to be anticipated
b. Immediate actions
3. If the cockpit crew cannot immediately isolate the smoke source, the cockpit crew must apply all of the
following:
a. Initiate a diversion,
b. Descent to FL100/MEA, FL200 (A330F).
c. Try to identify smoke origin and apply associated procedure.
4. Considerations About Diversion
a. Time is critical. This is why a diversion must be immediately anticipated (as indicated by LAND
ASAP).
b. Then, after the immediate actions, if the smoke source cannot immediately identified and isolated,
the diversion must be initiated before entering the SMOKE ORIGIN IDENTIFICATION AND
FIGHTING part of the procedure.
5. IMMEDIATE ACTIONS
a. These actions are common to all cases of smoke and fumes, whatever the source. Their objectives
are:
1) Flight crew protection,
2) Avoiding any further contamination of the cockpit/cabin,
3) Communication with cabin crew.
6. Smoke Origin Identification and Fighting (identify the smoke source by isolating systems). Some
guidelines may help the crew to identify the origin of smoke:
a. If smoke initially comes out of the cockpit's ventilation outlets, or if smoke is detected in the Cabin,
the crew may suspect an AIR COND SMOKE. In addition, very shortly thereafter, several SMOKE
warnings (cargo, lavatory, and avionics) will be triggered. The displayed ECAM procedures must
therefore be applied.
b. Following an identified ENG or APU failure, smoke may emanate from the faulty item through the

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7.

8.

9.

10.

11.

12.

13.

14.

15.

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bleed system and be perceptible in the cockpit or the cabin. In that case, it will be re-circulated
throughout the aircraft, until it completely disappears from the air conditioning system.
c. If only the AVIONICS SMOKE warning is triggered, the crew may suspect an AVIONICS SMOKE.
d. If smoke is detected, while equipment is declared faulty, the crew may suspect that smoke is coming
from this equipment.
According to the source he suspects, the crew will enter one of the preconditions:
a. IF AIR COND SMOKE SUSPECTED
b. IF CAB EQUIPMENT SMOKE SUSPECTED
c. IF AVNCS/ELECTRICAL SMOKE SUSPECTED OR SMOKE SOURCE CANNOT BE
DETERMINED...
d. IF MD SMOKE ECAM TRIGGERS (A330F)
Since electrical fire is the most critical case, if the crew doesn't know the Source of the smoke, or if the
application of the initial actions has been unsuccessful then procedure requires shedding electrical
supply on one side and then the other. If unsuccessful, then it requires setting the Electrical emergency
configuration as the last means to isolate the smoke source.
If the flight crew sets the electrical emergency configuration following a smoke detection in the avionic
compartment ("AVIONICS SMOKE" ECAM caution triggered), the ECAM does not display the same
procedure as the one displayed following the loss of main generators. In fact in this case, the ECAM
displays a specific procedure that takes into account the smoke detection: As the flight crew has
voluntarily set the electrical emergency configuration, the purpose of the ELEC EMER CONFIG ECAM
procedure is not to try to restore the generators, but to remain in electrical emergency configuration,
and restore generators before landing to perform the landing in normal Electrical configuration.
BOXED ITEMS - These items (applying REMOVAL of SMOKE/FUMES procedure, setting electrical
emergency configuration, or considering immediate landing) may be applied at any time, in the
procedure (but not before the immediate actions). When necessary, the REMOVAL of SMOKE/FUMES
procedure must be applied before the Electrical emergency configuration is set. Indeed, in electrical
emergency configuration REMOVAL of SMOKE/FUMES procedure cannot be applied, since manual
control of cabin pressure cannot be selected.
Once the first step of the REMOVAL of SMOKE/FUMES procedure have been applied, the crew will
come back to the SMOKE/FUMES/AVNCS SMOKE procedure, to apply the appropriate Steps,
depending on the suspected smoke source while descending to FL 100. Reaching FL 100, the
REMOVAL of SMOKE/FUMES procedure will be completed.
Activate Air conditioning Smoke. Improvise communication as CM so crew will consider SMOKE
REMOVAL procedure. During SMOKE REMOVAL procedure introduce the ATA26 AVIONICS SMOKE
malfunction from the IOS panel which is a result of Air condition smoke. Crew then have to apply the
UNDETERMINED/AVNCS procedure and consider ELEC EMER CONFIG (A320) or Shed AC BUSSES
accordingly and consider ELEC EMER CONFIG (A330 A340). Once crew set ELEC EMER
configuration and reach 10000ft consider the task completed.
The crew will carry out the following actions:
a. Use Crew Oxy Masks.
b. Find and apply Smoke/Fumes/Avncs Smoke QRH Checklist.
c. Initiate diversion descend to FL100/MEA
d. Determine if Smoke Removal is necessary
e. Find and apply Smoke Removal checklist (Till QRH - At FL100 or MEA)
f. Go back to Smoke/Fumes/Avncs Smoke QRH Checklist and continue
g. In Smoke/Fumes/Avncs Smoke QRH Checklist Identify Smoke Origin In this case go to IF
Smoke source cannot be determined and still continues or
h. Set ELEC EMER Config from QRH and then apply ECAM except for resetting generator.
i. At FL 100 or MEA go back to Smoke Removal checklist.
j. 3 min to Landing or 2000ft AAL go back to Smoke/Fumes/Avncs Smoke QRH Checklist and action
as required.
This procedure will have been thoroughly covered during the briefing period, but the crew may still need
some assistance using the cumbersome QRH manuals. Therefore, monitor the crews actions carefully
and provide some guidance as necessary to ensure that the proper sequence of procedures is
followed.
The QRH will suggest using the SMOKE/FUMES REMOVAL procedures or the ELEC EMER CONFIG
procedures if smoke or fumes becomes the greatest threat. For training purposes, tell the crew to

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complete the SMOKE REMOVAL procedures, and then continue with the AVIONICS SMOKE
procedures.
16. As briefed beforehand, the crew will apply the procedures to establish the EMER ELEC
CONFIG. Then:
ALL: Keep the smoke selected until the crew establishes the Emergency Electrical Configuration, and
then de-activate the smoke. (This will automatically deactivate in the A330 and A340 Sim). For all fleets,
the QRH instructs the crew to establish normal electrical power just before landing.
A330 and A340: As per FCOM ABN 24 ELEC EMER CONFIG (ALL GEN RECOVERED or APU GEN
Available) procedure the crew should select the Land Recovery PB ON.

A380: SMOKE/FUMES REMOVAL ABNORMAL PROCEDURE


1. The smoke removal procedures on the A380 are based on 3 possible scenarios and depends on the
detection of smoke by ECAM alert or Crewmember without ECAM. These Are
a. If cockpit affected In this case the avionics ventilation system extracts the smoke overboard via the
forward outflow valves.

b. If cockpit not affected and upper deck affected - The smoke is extracted from the upper deck via the
CABIN AIR EXTRACT valves located at the rear of the upper deck.

c. If cockpit not affected and main deck affected The smoke is extracted from the main deck via the
outflow valves

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2. If smoke is identified by an ECAM alert then the crew must apply the ECAM actions. After the
immediate actions, the ECAM requests to apply the QRH SMOKE/FUMES paper procedure. If there is
a subsequent ECAM alert then the crew should apply the ECAM. If any doubt exists about the origin of
the smoke then the crew should apply the QRH SMOKE/FUMES paper procedure directly.
3. If a crewmember (cabin/flight crew) detects smoke, without any ECAM Alert, the crew must apply the
FIRE SMOKE/FUMES procedure.
a. If visibility in the cockpit is sufficient to read the ECAM crew should activate and apply the FIRE
SMOKE/FUMES Not-Sensed procedure and apply the QRH SMOKE/FUMES paper procedure on
ECAM request.
b. If visibility in the cockpit is not sufficient then refer to QRH SMOKE/FUMES paper procedure
directly.
4. For the training purpose the following three scenarios will be discussed:
a. 1st Scenario: COCKPIT NOT AFFECTED AND UPPER DECK AFFECTED. Due to simulator
restrictions this malfunction (UPPER DECK SMOKE) cannot be practiced. Insert flight freeze and
discuss the FIRE SMOKE/FUMES Not-Sensed procedure from PRO-ABN-NECA or QRH for
UPPER DECK SMOKE. Explain that CABIN Alt and CABIN V/S must be on AUTO to ensure the
automatic closure of the fwd outflow valve and this may prevent contamination of the main deck.
Explain that smoke is extracted from the upper deck via the Cabin Air Extract Valves when it is set
to OVRD.
b. 2nd scenario: COCKPIT NOT AFFECTED AND MAIN DECK AFFECTED Remain in flight freeze
and call from the MAIN DECK advising the Flight Crew that a fire has developed in the toilet area
and they are actively fighting the fire. Since there is no smoke in the cockpit and the visibility is
sufficient the crew should crew should activate and apply the FIRE SMOKE/FUMES Not-Sensed
procedure and apply the QRH SMOKE/FUMES paper procedure on ECAM request. Explain that
Vent AVNCS EXTRACT to OVRD decreases the amount of air extracted from the cockpit and thus
builds up an overpressure. In OVRD the EXTRACT VALVE closes and the OVERBOARD VALVE
partially opens. Smoke is extracted from the main cabin via the outflow valves. Avionics ventilation is
evacuated using the overboard Valve. Vent Avionics Extract OVRD. Clear the Fault and restore the
systems.
c. 3rd scenario: Release from flight freeze and activate SMOKE R MAIN AVNCS SMOKE. The crew
should apply ECAM actions and after the immediate actions, the ECAM requests to apply the QRH
SMOKE/FUMES paper procedure. With smoke in the cockpit the crew should then apply
REMOVAL OF SMOKE/FUMES QRH procedure. Explain that the outflow valves will be open, the
aircraft depressurized and the smoke will be extracted via the FWD OUTFLOW VALVE.

CIRCLING APPROACH

B8

1. The circling approach is the visual phase of an instrument approach to bring an aircraft into position for
landing on a runway which is not suitably located for a straight-in approach (e.g. due to wind
conditions). Refer to PRO-NOR-SOP-19 CIRCLING APPROACH, OM-A 8.1.3 CIRCLING APPROACH
and OM-A 8.3.20 CIRCLING AND VISUAL APPROACHES
2. Remind the crew that a Circling approach is only permitted at nominated airfields and these airfields
must contain an individual and specific statement in the RIM Part C that Circling is permitted to a
specific runway.
3. Discuss with the crew that although the OM-A states a minima (1000 and 5000m), the pilots have to
check the chart 10-9EY/RIM 380 for the specific runway minima and utilize the higher minimums.
4. Clarify to crew that Circling in LIMC is approved for TRAINING PURPOSES ONLY.

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5. Reposition the simulator 6 nm finals on runway 35L


6. Select CONF 2 and Gear Down
7. Modify WX on the Environmental page as per ATIS DELTA.
8. Ensure that all lights for runway are set at intensity level 5.
APPROACH PREPARATION
1. Ask crew to perform the approach preparation before starting the procedure, including tuning of the
reference navaids. They should include the following additional items in the FMS programming:
a. F-PLN
1)
Lateral: Enter instrument approach procedure, including the missed approach procedure for
instrument approach.
2)
Vertical: Insert F speed as constraint at FAF since the circling approach will be flown in
Configuration 3, landing gear down and F speed. Check altitude constraints.
b. SEC F-PLN When planning for a circling approach, the landing runway will be inserted into the SEC
F-PLN.
1)
The crew will update the SEC F-PLN as follows:
2)
SEC F-PLN then COPY ACTIVE
3)
Lateral revision on destination and insert landing runway
4)
Keep the F-PLN discontinuity
APPROACH BRIEFING
1. The flight crew should perform the Approach Briefing with additional items specific to the circling
procedure:
a. Circling minima as published on the 10/20-9EY chart.
b. Direction of circling, if restricted according to the Approach chart, e.g. due to terrain. It is preferable
that PF should be on the same side as the direction of circling, e.g. for circling to the left, PF should
be CM1
c. Significant obstacles in airport vicinity
d. Technique to be used (e.g. AP and A/THR, FPV) and configuration
e. Action in the case of loss of visual references.
FINAL INSTRUMENT APPROACH
1. The flight crew flies a stabilized approach at F speed, configuration 3 and landing gear down.
a. The flight crew can perform the LANDING C/L except the FLAPS for landing. They will check the
configuration for landing during the final turn.
CIRCLING APPROACH
1. The following can be used to assist the flight crew in the circling approach pattern:
a. Selected modes with AP are recommended.
b. The ND in ROSE mode with a low range can be used for situational awareness
c. In support to the timing technique, the flight crew should initiate the base turn when the aircraft is
approximately on the 45 angle of the runway threshold.
2. At the Circling MDA(H) at the latest:
a. Perform a level off, Anticipate 10% of ROD
3. At MAP, if the flight crew finds no visual reference:
a. Initiate a go-around
4. When required conditions for circling are satisfied:
a. Select TRK-FPA
b. Preselect a track of 45 away from the final approach course (or as required by the published
procedure)
c. When wings level, start the Chrono
d. After approximately 30 s select the downwind track parallel to the landing runway
e. At any time in the downwind leg, activate the SEC F-PLN to display the landing runway and to take
credit of the ground speed mini function in final approach when managed speed is used.
Nevertheless, the flight crew should avoid a too early activation of the SEC F-PLN in order to keep
the missed approach procedure.
f. For the A320-330-340 timing is 20sec/500 feet.

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COMMON ERRORS
The following is a summary of the most common errors highlighted by instructors:

EMERGENCY DESCENT/ESCAPE ROUTES


1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.

Failure to don masks on detecting uncontrollable or excess cab altitude.


Non-compliance with callouts in EY FCB (as applicable).
Remaining in Mach mode when structure damage suspected.
FMA mode change confirmation not done.
Extending speed brakes rapidly and not monitoring VLS simultaneously.
Mistaking CAB OXY MASK guarded switch with CREW OXY switch.
Deploying CAB OXY MASK as part of the flow when. CAB ALT<14000 ft.
Continuous use of inter phone during descend.
Not carry out the QRH paper procedure.
Not adhering to escape route profile.
Not pressing the RESET/TEST control on left door of mask stowage to deactivate mask
microphone.

ELEC EMER CONFIGURATION


1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.

Failure to deselect the FD (displayed in red), and select the BIRD on.
Reengage Autopilot in case of EMER GEN supplying the Green System (A330).
Unfamiliar with the QRH system remaining tables and its use.
Incorrect use of Summary for landing.
Failure to announce standard call outs in lieu of auto callouts by PM.
Awareness of configuration for landing if EMER GEN supplied by the RAT (A330/340)
Relying on FMS fuel prediction instead of FPF from tables.
Starting APU when successful coupling is remote and risk reduce battery time.
Wrong procedure in VAPP insertion in MCDU.
Not declaring MAYDAY and cancelling the same on ground.
Selected speed not used immediately at failure recognition.

ETIHAD AIRWAYS UNITED ARAB EMIRATES

A320/A330/A340/A380
RECURRENT FLIGHT TRAINING MODULE
TRAINEE EDITION LESSON PLANS

Page:

Semester B: April 2015 September 2015

Date:

32 of 32

Revision:

Rev 1
23 MAR 2015

STALL RECOVERY
1.
2.
3.
4.
5.

Failure to call or announce STALL RECOVERY


Application of thrust before pitch down control input.
Focussed on altitude loss instead stall recovery attitude.
Failure to select Flaps 1 below 20,000 ft as part of procedure to increase stall margins.
Final recovery techniques once outside stall regime.

REJECTED LANDING
1.
2.

Retracting flaps close to the ground when subsequent touchdown is imminent


Excessive rotation rate to avoid ground contact resulting in tail strike.

SMOKE PROCEDURES
1.
2.
3.
4.
5.
6.

Delaying donning of masks for protection.


Not prioritizing the tasks.
Not applying Smoke Removal checklist when inflight conditions warrant.
Difficulties on identifying smoke source and troubleshooting accordingly.
Not communicating with cabin crew to obtain status updates as practical as possible on evolving
situation.
Failure to restore normal electric power prior to landing in the event of EMER ELEC CONF was
selected.
END OF AMPLIFIED INSTRUCTOR ACTIONS

ETIHAD AIRWAYS UNITED ARAB EMIRATES