Client Manual A320 CAE PDF

A320 Global Course
Client Manual Revision Number: 08

Revision Date: 20DEC2017
Approval: Approved and released by
CAE Global Courseware Team
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
0.1 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
2.1 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
3 Simulator training .................................................................... 3-1
3.1 Information simulator training ................................................... 3-3
3.2 Lesson description ................................................................... 3-5
A320 Type Rating Course - Client Manual

Effective: 20DEC2017 ©CAE
Revision number: 08
0-2 0 General information
All aircraft types
3.2.1 Lesson description S1................................................. 3-7

3.2.2 Lesson description SA ...............................................3-11
3.2.3 Lesson description S2............................................... 3-15

©CAE Effective: 20DEC2017
Revision number: 08
0.1 Foreword All aircraft types
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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All aircraft types 0.1 Foreword
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0.1 Foreword All aircraft types
1. About this training manual

This training manual is the support documentation for your course.
The training manual will provide all information required to successfully complete the course
syllabus.
• It provides information about training content to authorities for course approval under
national Civil Aviation Authorities.
• It contains teaching advice and key points that are essential for clients in order to perform the
training correctly.
• It provides a guideline for instructors on how to conduct the training within the guidelines of
the approved syllabus.
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.

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All aircraft types 0.1 Foreword
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.

Revision number: 08
0.2 Revision record A320
0.2 Revision record

Keep the manual up-to-date by inserting all revisions immediately. The revision number should be
used as your own check list and each revision number should be crossed over when received by
you. The holder is responsible for checking that all pages mentioned in the revision has been
received.
If a revision is missing, please contact the head of training.
Revision no. Effective date Signature

1
2 01MAR2014
3 01JAN2015
4 01MAY2015
5 01APR2016
6 01FEB2017
7 01JUN2017
8 20DEC2017
9
10
11
12
13
14
15
16
17
18

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A320 0.2 Revision record
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0.3 List of effective pages A320
0.3 List of effective pages
Chapter Updated page(s) Effective date

0.0 0-1 to 0-2 20DEC2017
0.1 0-3 to 0-6 01FEB2017
0.2 0-7 to 0-8 20DEC2017
0.3 (This chapter) 0-9 to 0-10 20DEC2017
0.4 0-11 to 0-22 01FEB2017
1.0 1-1 to 1-2 01FEB2017

1.1 1-3 to 1-14 20DEC2017
1.2 1-15 to 1-32 01FEB2017
2.0 2-1 to 2-2 20DEC2017

2.1 2-3 to 2-16 01FEB2017
2.2 2-17 to 2-58 01FEB2017
2.2.1 2-59 to 2-60 01FEB2017
2.2.2 2-61 to 2-122 01FEB2017
2.2.3 2-123 to 2-128 01FEB2017
2.2.4 2-129 to 2-130 01FEB2017
2.2.5 2-132 to 2-140 20DEC2017
2.2.6 2-141 to 2-148 20DEC2017
2.2.7 2-149 to 2-150 20DEC2017
2.2.8 2-151 to 2-154 20DEC2017
2.2.9 2-155 to 2-160 20DEC2017
2.2.10 2-161 to 2-166 20DEC2017
2.2.11 2-167 to 2-170 20DEC2017
2.2.12 2-171 to 2-176 20DEC2017
2.2.13 2-177 to 2-180 20DEC2017
2.2.14 2-181 to 2-184 20DEC2017
2.2.15 2-185 to 2-188 20DEC2017
2.2.16 2-189 to 2-192 20DEC2017
3.0 3-1 to 3-2 20DEC2017

3.1 3-3 to 3-4 01FEB2017
3.2 3-5 to 3-6 01FEB2017
3.2.1 3-7 to 3-10 20DEC2017
3.2.2 3-11 to 3-14 20DEC2017
3.2.3 3-15 to 3-18 20DEC2017
3.2.4 3-19 to 3-22 20DEC2017

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A320 0.3 List of effective pages
Chapter Updated page(s) Effective date

3.2.5 3-23 to 3-26 20DEC2017
3.2.6 3-27 to 3-30 20DEC2017
3.2.7 3-31 to 3-34 20DEC2017
3.2.8 3-35 to 3-38 20DEC2017
3.2.9 3-39 to 3-42 20DEC2017

Revision number: 08
0.4 Abbreviations All aircraft types
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

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All aircraft types 0.4 Abbreviations
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)
C Captain, Celsius, Center

CAA Civil, Aviation Authority
CANC/RCL Cancel/Recall
CAP Capture
CAPT Captain
CB(S), C/B Circuit Breaker(s)
CCD Cursor Control Device
CDS Common Display System
CDU Control Display Unit
CG Center of Gravity
CHKL Checklist
CLB Climb
CLP Climb Procedures
CMD Command
CMPS Compass
CNTL Control
COM Communications
COMM Communication
CON Continuous
CONFIG Configuration
CO-ROUTE Company Route
CRS Course
CRZ Cruise
CRZCLB Cruise Climb

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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
FAA Federal Aviation Administration (USA)

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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
IAS Indicated Airspeed

ICAO International Civil Aviation Organization
IDENT Identification
IF Initial Approach Fix (FMS)
ILS Instrument Landing System
IM Inner Marker
IND Indicator

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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
M Manual Tune Navaids

M Mach
MA Missed Approach
MAC Mean Aerodynamic Chord
MAG HDG Magnetic Heading
MAINT Maintenance
MAP CTR Static Map Center On a Way Point (FMS)
MASI Mach Airspeed Indicator

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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
OAT Outside Air Temperature

OFST Route Offset Annunciation
OM Outer Marker
ONS Omega Navigation System
OPT Optimum Altitude-
OSC Oscillator

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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)
QAR Quick Access Recorder

QEC Quadrant Error Correction
QFE Field Elevation Pressure
QNH Sea Level Pressure
QUAD Compass Sector Centered about Cardinal radials (FMS)
R Resolver
RA Radio Altimeter
RAR Rules and regulations

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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

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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
TAT Total Air Temperature

TAS True Airspeed
T/C Top of Climb
tc Thermocouple
TCAS Traffic Alert Collision Avoidance System
T/D Top of Descent
TD Touchdown point (FMS)
TED Trailing Edge Down
TERM Terminal
TEU Trailing Edge Up
TFM Training Flight Manual
TGT Target (FMS)
TKE Track Angle Error
TLOW Tape Low
TO/GA Take-off/Go-around
TOC Top of Climb
TOD Top of Descent
TO EPR Take-off EPR
TO FLX Take-off Flex
TO NI Take-off Engine Fan Speed
TOW Take-off Weight
TP Unnamed Turn Point
TR Thrust Rating
TRQRX Torque Receiver
TRQTX Torque Transmitter
TRI Thrust Rating Indicator
TRK Track to a Navaid
TRND Trend
TRP Thrust Rating Panel

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Term Definition
TSFC Thrust Specific Fuel Consumption
TAT Total Air Temperature
TURB Turbulence
TX Transmitter
UHF Ultra-High Frequency

UPRT Upset Recovery Training
USB Upper Side Band
V2 Take-off Safety Speed

VDU Video Display Unit
VERT Vertical
VFR Visual Flight Rules
VHF Very High Frequency
VG/DG Vertical Gyro/Directional Gyro
VMO Maximum Allowable Airspeed (Velocity Maximum Operating)
VNAV Vertical Navigation Guidance
VN Vertical Navigation
VOR VHF Omni Range
VR Take-off Rotation Speed
VSCF Variable Speed Constant Frequency
VTRK Vertical Track
VZDU Video Zone Distribution Unit
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
XCVR Cross Transceiver

XMTR Transmitter
XPNDR Transponder
X - PT Cross Point

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Term Definition
X/WIND Cross Wind
XTAL Crystal
XTK Cross Track

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1 General information training 1-1
1.0 Table of contents All aircraft types
1 General information training

1.0 Table of contents

1.1 General..................................................................................... 1-3
1.2 Course delivery ...................................................................... 1-15

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1-2 1 General information training
All aircraft types 1.0 Table of contents
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1.1 General All aircraft types
1.1 General
1. Welcome to CAE and the type rating course

You are about to begin one of the most important phases of your training as a professional airline
pilot.
Your entire course follows a pre-determined schedule (footprint) and you will be guided from
beginning to end by our experienced staff.
It should be stated from the beginning that this course will demand much of your attention, focus
and commitment. During training, you will learn to perform first simple, and then increasingly
complex tasks and manoeuvres at the controls of your aircraft, according to standard operating
procedures (SOP) and while maintaining good situational awareness, crew resource
management (CRM) and work together with your fellow pilot.
To optimize your learning experience and get you ready for any final examination, your progress
will be evaluated at several intervals during the course.
CRM remains an important part of this course and, you will be expected to apply it when
performing your duties as pilot flying (PF) or pilot monitoring (PM).
If your airline has a specific SOP, our instructors will use them diligently in all of your sessions.
You will be provided with course supporting documents to accompany each learning phase in your
course.
While at CAE, you will have unlimited use of our facilities, including our aircraft CMUs, so that you
can rehearse procedures from cockpit setup to flight termination.
CAE strongly encourages you to rehearse procedures with your crew partner in front of the CMU.
This team effort will only improve the outcome of your course.
You will be required to learn a number of procedures, profiles, responses to a normal checklist, a
take-off briefing and certain immediate actions. All these are included in your course
documentation or in your Aircraft FCOM/PRM.
Make wise use of your time in studying and preparing for this course in every way you possibly
can. Our ground and simulator instructors are here to assist you, to answer all your course-related
questions and to prepare you for the next phase of your training leading to a “License skill test”.
We wish you an unforgettable learning experience and hope you will enjoy our training center and
all that it has to offer.

Revision number: 08
All aircraft types 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.
3. The CAE training philosophy

Our philosophy is enhancing our clients' safety and efficiency, and to provide our clients with a
training environment where they can continuously pursue a practical and operational learning
experience through new and innovative technology.
Teaching and learning statement

The core of all successful training is efficient two-way communication between clients and
instructors. Successful training is characterized by instructors supporting and encouraging clients
through a client centered and solution centered approach.
Training quality statement

Quality Training is defined as CAE's ability to:
• Deliver training with superior client training progress
• Train to proficiency and minimum safe level
• Deliver training in accordance to standard operating procedures
• Flawlessly complete ATO, authority and customers documents and forms
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.
5. CAE course variant pre-requisites

Several variances of the type rating course are available and specifically designed to support the
training of clients with various backgrounds.
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

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Course Prerequisites
Standard type rating • According to national Civil Aviation Authority
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
Abbreviated type rating • According to national Civil Aviation Authority
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.
7. Pre-requisites for ZFT training programs

Specific requirements for pilots undertaking a zero flight time training course (ZFTT) in
aeroplanes.
For number of landings and flight conditions please refer to national Civil Aviation Authority
approved training organizations operations and training manual.
8. Philosophy of the type rating course

The type rating course is based on four basic principles:
• Systematic approach
• Integration training in all phases
• CRM integration
• Training to proficiency
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.

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Integration training in all phases

It is considered very important that practical exercises are included in each training phase to:
• Retain aircraft system understanding and procedures
• Expose the cockpit crew to their respective tasks in the cockpit environment
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.
10. Ground training

The ground training is divided in five parts:
• Theoretical knowledge training
• Flight management system (FMS) training
• CAE procedure training
• Testing and grading
Theoretical knowledge training

Theoretical knowledge training consists of:
• Computer based training on systems and equipment
• Stand-up instruction
• Homework self-study activities
For the theoretical knowledge training, distance learning course variants are available for the
majority of the type rating courses offered and made available to clients meeting the following
requirements only:
• Demonstrated experience of commercial multi pilot aircraft operations
• Attending a second or subsequent type rating

Revision number: 08
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
Mock-up (paper tiger)

Mock-up training is programmed as self-paced as to train on locations, checklists and flows.
CPT (CAE procedure training)

The procedure training sessions are distributed as follows:
• CAE standard type rating course has 7 sessions of 2 hrs each + 2 sessions of 4 hrs each
• CAE expanded type rating course has 9 sessions of 4 hrs each
• CAE abbreviated type rating course has 7 sessions of 2 hrs each
Testing and grading

• Intake test (only valid for the distance learning option)
• Progress checks during the TKI phase
• Written theoretical knowledge examination incl. evaluation
The ground school examination shall be multiple-choice with a minimum 75% overall pass grade,
with a 75% pass grade per individual main subject.
The overall pass grade may be adapted (increased) according to customer needs.
At the end of the test the client will be briefed on the results and errors made.
Access to the simulator training shall be granted after successful completion of the theoretical
knowledge training program.
The lesson plan record issued at the start of training will be used to record progress and ground
school instructor's remarks during the ground school training phase.
11. Simulator training

A standard simulator training session consists of 4 hours of simulator training preceded by a 1½
hour briefing and followed by a 1 hour de-briefing.

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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.
Expanded and standard type rating course

Simulator training for the type rating courses consists of 8 sessions (expanded) or 9 sessions
(standard) in total and is considered suitable for client pilots without previous experience of
commercial two pilot operations attending their first type rating.
NOTE Instrument approaches will be exercised down to CAT I limit. For approaches and
landings down to the certified visibility limits a low visibility training module is available.
Abbreviated type rating course

For client pilots with previous experience of commercial two pilot operations attending a second
or subsequent type rating CAE is able to offer an abbreviated, lighter course consisting of 8
simulator sessions in total. This course also omits the use of the two 4-hour CPT sessions and
may, pending the AC type, be combined with a partially distance learning ground program
preceding the abbreviated simulator training program.
NOTE When a crew is composed of both experienced and non-experienced crew members,
the standard or expanded course is highly recommended.
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.

Revision number: 08
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.
Customer standard operating procedures

The construction of the course allows implementation and the use of customer's SOPs throughout
the training as per the above, provided that CAE has access to the SOPs and documentation two
weeks before the start of training, in order to allow training of the CAE instructor force.
Two levels of integrating the customers SOP in training are identified:
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)
What is required from the customer

The customer shall provide the training provider with the required aircraft documentation two
weeks prior to start of the course, consisting of:
• OM/AOM/or FCOM
• QRH
• Minimum equipment list
• Performance Tables
• Checklists and take-off data cards
The client shall bring their proof of citizenship/licenses/certificates, consisting of:
• Identification card or passport
• Valid flight crew license
• Certificate of successful completion of MCC
In addition, each client shall carry a hardcopy QRH.
CAE expanded and standard type rating course with integrated MCC
MCC theoretical knowledge training

Theoretical training for the MCC module added to the type rating courses consists of 2 days.
The training emphasizes the development of non-technical skills applicable to working in a multi-
crew environment.

Revision number: 08
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.
MCC simulator training

Simulator training for the MCC module added to the type rating courses consists of 3 sessions in
total preceding the type rating course syllabus.
Training shall be performed in a multi crew environment where the client shall be required to
operate as both pilot flying (PF) and pilot monitoring (PM) during all relevant sections of the
training.
As part of the required instruction MCC/CRM skills are integrated in the training and will be
discussed during the briefings and sessions, and will focus on:
• Crew co-operation
• Maintaining situational awareness by effective supervision
• Decision-making
• Treat and error management
Throughout the training the goal is to teach the crew to carry out tasks proficiently, safely and
efficiently in accordance with standard operating procedures. The objectives will be re-trained to
reach proficiency. The MCC module is considered a separate phase of the type rating training. 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.
13. Course delivery
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.

Revision number: 08
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.
Resources suitable for lessons

A minimum standard exists for each lesson, and nothing less than the minimum standard of
training aid and instructor is acceptable. A higher level of training aid can be used, but the syllabus
of the program must be adhered to. For example, in ground training, if CPT is taught in a simulator
instead of an other training device or classroom, the lesson should retain its focus on procedure
training and not be drawn into additional “simulator” related lessons, such as flying related
information.
All integration, review and briefing sessions are supported by a power point presentation showing
the learning objectives, goals and sequence of events. This supports the delivery of a
standardized delivery method for staining products, and for standardization of instructors.
Instructors are obliged to adhere to this structure at all times.
Theoretical knowledge instruction

The CAE theoretical knowledge instruction part is divided in units of theoretical lessons and of
practical training (integration).
The theoretical training is sub-divided into 3 parts:
• Self-study activities
- Computer based training (CBT)
- Preparation assignments
- Progress checks
• Instructor lectures (SUI)
- Introduction
- Intake test (distance learning)
- Reviews
- Performance/flight planning
- Mass and balance
• Final examination (exam)
Since CBT only (theoretical part) is not a course in itself, completion of the total curriculum is
achieved by the integration-training program.
This integration-training program consists of:
• CPT (CAE procedure training)
All training events are mixed throughout the course to vary the method of instruction. This
prevents the client from becoming exhausted after a prolonged period of CBT study only.
The course is designed to create a program where varying theoretical and practical segments
make full use of the available course time, and increases learning effectiveness.

Revision number: 08
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.
Distance learning training

The client may take part of the theoretical knowledge training as a distance learning option, using
a learning management system (LMS).
The clients will do part of their training before going in person to a CAE training center. On arrival,
they are given an “intake test” to check their level of knowledge, and will finalize their theoretical
knowledge part with the aid of an instructor.
The distance learning variant of the type rating course is recommended to clients already holding
a type rating in their license.
14. FSTD training phase

The FSTD training program is divided into several phases. Each of them targets different
objectives in order to meet defined proficiency criteria.
It is compulsory for the client to meet the proficiency criteria of a flight training phase before
accessing the next one.
The following table provides an overview of the different phases:
P1 Phase 1 Normal operations

P2 Phase 2 Abnormal emergency operations
P3 Phase 3 LOFT
P4 Phase 4 Testing and optional modules

Revision number: 08
Phase 1 (P1): normal operations
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:
S1 S2 S3 M1* M2* M3* SA**

* Sessions M1, M2 and M3 are compulsory for the type rating course with integrated MCC.
** Session SA is compulsory for the standard type rating course.
Phase 2 (P2): abnormal/emergency operations
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
Phase 3 (P3): LOFT
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

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Phase 4 (P4): FINAL
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:
ST S9 S10 S11 S12 S13

A/C ZFT LVO ETO HUD
NOTE If customized modules are incorporated into the CAE approved courses, this material
will be provided as a separate appendix.

Revision number: 08
1.2 Course delivery A320
1.2 Course delivery
1. A320 expanded type rating course (including MCC)

Total duration of the A320 expanded type rating course is 24 course days (25 days for distance
learning option) including skill test (without breaks) or 29 course days including skill test if MCC is
to be included. The ground training program is built from the two modules: theoretical and
integration training consisting of:
The first 15 days of the Expanded course option is entirely ground school and CPT. The first 16
days of the Expanded course option (distance learning) is entirely ground school and CPT. The
first 17 days of the Expanded course option (including MCC) is entirely ground school and CPT.

For the A320 type rating course the theoretical training program consists of the following:
Computer based training on systems and equipment** 36 hrs

Stand-up instruction 18 hrs
Homework self-study activities 8.5 hrs
** Distance learning preparation options
The A320 extended type rating course may also be combined by CBT distance learning
preparation capabilities through the Internet. This allows a thorough preparation at customers
preferred location preceding travelling to the training center. It does not replace the CBT portion
of the program to be conducted in the training center but merely serves as preparation.
MCC theoretical knowledge training (optional)

The instructional methods are chosen for their qualities and adaptability to the objectives they
cover.
Instruction consists of instructor-led lectures on CRM/MCC theory 16 hrs
Testing and grading

Written theoretical knowledge examination incl. evaluation 6 hrs
Integration training consists of:

Training on location, checklist and flows are part of the program as self-paced exercises.
CPT (CAE procedure training)
9 CPT sessions (on device representing the AC) 36 hrs

Briefing and de-briefing 3 hrs

Revision number: 08
A320 1.2 Course delivery
A320 type rating theoretical knowledge training program
Time Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 Day 8
Intro Auto flight CPT 1 CPT 2 CPT 3 Review 2 CPT 4 CPT 5
A/C General Performance
3 I&R
Navigation
4
Landing
APU Air Flight Fuel
Gear
5 Conditioning Controls
Electrical Pneumatics
Review 1 Hydraulic Sys Q Servicing Ice & Rain
7 Lim W/S Mem. It
Sys Q Sys Q P-Check 1 CMU 1 CMU 2 CMU 3
8 Sys Q Sys Q
Time Day 9 Day 10 Day 11 Day 12 Day 13 Day 14 Day 15
Review 3 CPT 6 CPT 7 Equipment Final Briefing Briefing
1 Doors Exam
Lights CPT 8 CPT 9
M&B W&W
P-Check 2
4 UPRT
Power Plant Fire Evaluation
Debriefing Debriefing
6 Comms
Sys Q Oxygen Review 4
CMU 4 CMU 5 Sys Q
CBT (not instructor led)

Preparation/Self-study
Instructor led
NOTE The foot-print is based on standard CBT run time.
NOTE The table only indicates study days. During ground training weekend days are off
days.

Revision number: 08
A320 type rating theoretical knowledge training program distance learning
A/C General Auto flight APU Flight Ice & Rain Equipment Intro CPT 2
1 I&R Controls Doors
Power Plant Lights
2 Navigation Air
Conditioning W&W Intake
3 Test
Electrical P-Check 1 Oxygen P-Check 2
4 Hydraulic Landing UPRT
Gear Fire CPT 1 Review 1
5 APU
Auto flight Mem. It
6 Servicing Sys Q Fuel Comms
Sys Q Self-study CMU 1
7 Lim W/S FCOM
Sys Q Sys Q SOP CMU 2
8 Sys Q CBT
CPT 3 CPT 4 CPT 5 CPT 6 CPT 7 Final Briefing Briefing
1 Exam
CPT 8 CPT 9
Review 2 Performance M&B Review 3 Review 4 Evaluation
CMU 3 CMU 5 Self-study
7 FCOM
CMU 4 Self-study SOP
8 CBT

Instructor led

days.

Revision number: 08
A320 theoretical knowledge training including MCC
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
APU Air Flight Landing

Conditioni
5 Controls Gear
ng
Electrical Pneuma-
6 tics
Review 1 Hydraulic Sys Q Servicing
7 Lim W/S Mem. It
Sys Q Sys Q P-Check 1 CMU 1 CMU 2
8 Sys Q Sys Q
Review 3 CPT 5 CPT 6 CPT 7 Equipment Final Briefing Briefing
1 Doors Exam
Lights CPT 8 CPT 9
M&B W&W
P-Check 2
4 UPRT
Fuel Power Fire Evaluation
5 Plant
6 Comms
Sys Q Ice & Rain Oxygen Review 4
CMU 3 CMU 4 CMU 5 Sys Q

Instructor led

days.

Revision number: 08
Simulator training program

Simulator training for the A320 expanded type rating course consists of:
8 pre-flight briefings of 1.5 hrs each 12 hrs

8 Sessions of 4.0 hrs each per crew 32 hrs
8 De-briefings of 1.0 hr each 8 hrs
MCC simulator training program

The simulator training program consists of:
3 Pre-flight briefings of 1.5 hrs each 4.5 hrs

License skill test

Skill test for both course variants consists of:
1 Pre-flight briefing of 1.5 hrs 1.5 hrs

1 Session of 4.0 hrs per crew 4 hrs
1 De-briefing of 1.0 hr 1 hr
Extended course options

CAE can offer a further expanded type rating course option with one (1) additional simulator
training module.
SA 4 hrs
Expanded simulator phase
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
Expanded simulator phase with MCC
P1 P2 P3 P4
Compulsory Compulsory for integrated MCC +TR Optional
M: MCC FFS training

S: Full flight simulator training
SA: Additional aircraft handling and procedure training

Revision number: 08
A/C: Aircraft base training

ZFT: Zero flight time training
LVO: Low visibility training
ETO: Extended two engine operations “ETOPS”
HUD: Head-up display training
NOTE Aircraft base training is only optional for pilots undertaking ZFTT.
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.

Revision number: 08
2. A320 standard type rating course (including MCC)

Total duration of the A320 standard type rating course is 25 course days including skill test
(without breaks) or 30 course days including skill test if MCC is to be included. The ground training
program is built from the two modules: theoretical and integration training consisting of:
The first 15 days of the Standard course option is entirely ground school and CPT. The first 15
days of the Standard course option (distance learning) is entirely ground school and CPT. The first
17 days of the Standard course option (including MCC) is entirely ground school and CPT.

For this A320 type rating course the theoretical training program consists of the following:

The A320 standard type rating course may be combined by CAE's CBT distance learning
capabilities through the Internet. This completely replaces the CBT training in the training center
by preparation training at customer’s preferred location preceding travel to the training center.
The A320 standard type rating course may also be combined by CBT distance learning
preferred location preceding traveling to the training center. It does not replace the CBT portion of
the program to be conducted in the training center but merely serves as preparation.
MCC theoretical knowledge training (optional)

The instructional methods are chosen for their qualities and adaptability to the objectives they
cover.
Instruction consists of instructor-led lectures on CRM/MCC theory 16 hrs
Testing and grading

Intake test (only valid for the distance learning option) 2 hrs
Integration training consists of:

Training on location, checklist and flows consists are part of the program as self-paced exercises.
CPT
7x2 hrs and 2x4 hrs CPT sessions 22 hrs

Revision number: 08
A320 type rating theoretical knowledge training program
Intro Auto flight Review 1 CPT 2 CPT 3 Review 2 Briefing Review 3
CPT 4
A/C General CPT 1 Air Flight Performance M&B
3 I&R Conditioning Controls
Debriefing
4 Fuel
Navigation APU Hydraulic
Electrical Pneumatics P-Check 1
6 Landing Ice & Rain
Servicing Gear Mem. It Sys Q
7 Lim W/S Sys Q Sys Q
Sys Q Sys Q Sys Q
8 Sys Q CMU 1 CMU 2 CMU 3
Sys Q
Briefing Briefing Briefing Review 4 Final Briefing Briefing
1 Exam
CPT 5 CPT 6 CPT 7 CPT 8 CPT 9
UPRT
Debriefing Debriefing Debriefing
4 Power Plant Fire Doors
Evaluation
5 Comms Self-study
Lights Debriefing Debriefing
6 Oxygen FCOM
Equipment SOP
7 Fire W&W CBT
Sys Q
8 CMU 4 CMU 5
P-Check 2

Instructor led
days.

Revision number: 08
A320 type rating theoretical knowledge training program distance learning
A/C General Auto flight APU Flight Ice & Rain Comms Intro Review 2
1 Controls
Equipment
2 Pneumatics Power Plant
I&R Doors Intake CPT 2
3 Test
P-Check 1 Lights
4 Navigation Air Landing
Conditioning Gear Review 1 Self-study
5 Electrical Hydraulic Oxygen W&W FCOM
SOP
6 Fuel Fire P-Check 2 CBT
UPRT CPT 1 CMU 1
7 Lim W/S Servicing Sys Q
Sys Q Sys Q CMU 2
8 Sys Q
Sys Q Self-study Self-study
Review 3 Performance Briefing Briefing Final Briefing Briefing
1 Exam
CPT 8 CPT 9
CPT 3 CPT 4 CPT 6
Review 4 M&B CPT 5 CPT 7 Evaluation
CMU 3 Debriefing Debriefing
CMU 4 CMU 5 Self-study
Self-study Self-study Self-study

Instructor led

Revision number: 08
A320 theoretical knowledge training including MCC
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
A/CGeneral CPT 1 Air Flight Perfor-

Conditioni
3 I&R Controls mance
ng
Debriefing
4 Fuel
Electrical Pneuma- P-Check 1
6 tics Landing Ice & Rain
Servicing Gear Mem. It
Sys Q Sys Q Sys Q
8 Sys Q CMU 1 CMU 2
Sys Q
Review 3 Briefing Briefing Briefing Review 4 Final Briefing Briefing
1 Exam
CPT 5 CPT 6 CPT 7 CPT 8 CPT 9
M&B UPRT
4 Power Fire Doors
Plant Evaluation
5 Comms Self-study
Lights Debriefing Debriefing
6 Oxygen FCOM
Sys Q Equipment SOP
7 Fire W&W CBT
Sys Q
8 CMU 3 CMU 4 CMU 5
P-Check 2

Instructor led

Revision number: 08
Simulator training program

Simulator training for the A320 standard type rating course consists of:
9 pre-flight briefings of 1.5 hrs each 13.5 hrs

MCC simulator training program

The simulator training program consists of:
3 Pre-flight briefings of 1.5 hrs each 4.5 hrs

License skill test

Skill test for both course variants consists of:
1 Pre-flight briefing of 1.5 hrs 1.5 hrs

1 Session of 4.0 hrs per crew 4 hrs
1 De-briefing of 1.0 hr 1 hrs
Standard simulator phase
P1 P2 P3 P4
Standard simulator phase with MCC
P1 P2 P3 P4
Compulsory Compulsory for integrated MCC +TR Optional
M: MCC FFS training

SA: Additional aircraft handling and procedure training
HUD: Head-Up display training

Revision number: 08

Revision number: 08
3. A320 abbreviated type rating course

Total duration of the abbreviated A320 type rating course is 22 course days including skill test
(without breaks) of which 16 course days on training center location when the distance learning
option is utilized. The ground training program is built from the two modules: theoretical and
integration training consisting of.
The first 13 days of the Abbreviated course option is entirely ground school and CPT. The first 13
days of the Abbreviated course option (distance learning) is entirely ground school and CPT.
Theoretical knowledge training

For this abbreviated type rating course the theoretical training program consists of the following:

The A320 abbreviated type rating course may be combined by CAE's CBT distance learning
capabilities through the Internet. This completely replaces the CBT training in the training center
by preparation training at customers preferred location preceding travel to the training center.
The A320 abbreviated type rating course may also be combined by CBT distance learning
preferred location preceding traveling to the training center. It does not replace the CBT portion of
the program to be conducted in the training center but merely serves as preparation.
Integration training
Integration training for the abbreviated type rating course consists of:

Training on location, checklist and flows consists are part of the program as self-paced exercises.
CPT
7x2 hrs CPT sessions 14 hrs
Testing and grading

Intake Test (only valid for the distance learning option) 2 hrs

Revision number: 08
A320 abbreviated type rating theoretical knowledge training
Intro Auto flight Review 1 CPT 2 CPT 3 Review 2 Briefing
CPT 4
A/C General CPT 1 Air Flight Performance
3 I&R Conditioning Controls
Debriefing
4 Fuel
Electrical Pneumatics P-Check 1
6 Landing Gear Ice & Rain
Servicing Mem. It
Sys Q Sys Q Sys Q
8 Sys Q CMU 1 CMU 2
Sys Q
Time Day 8 Day 9 Day 10 Day 11 Day 12 Day 13
Review 3 Briefing Briefing Briefing Review 4 Final
1 Exam
CPT 5 CPT 6 CPT 7
M&B UPRT
4 Power Plant Fire Doors
Evaluation
5 Comms Self-study
Lights
6 Oxygen FCOM
Sys Q Equipment SOP
7 Fire W&W CBT
Sys Q
8 CMU 3 CMU 4 CMU 5
P-Check 2

Instructor led
days.

Revision number: 08
A320 abbreviated type rating theoretical knowledge distance learning
A/C General Auto flight APU Flight Ice & Rain Comms Intro
1 Controls
Equipment
2 Pneumatics Power Plant
I&R Doors Intake
3 Test
P-Check 1 Lights
4 Navigation Air Landing Gear
Conditioning Review 1
5 Electrical Hydraulic Oxygen W&W
6 Fuel Fire P-Check 2
UPRT CPT 1
7 Lim W/S Servicing Sys Q
Sys Q Sys Q
8 Sys Q
Sys Q Self-study
Time Day 8 Day 9 Day 10 Day 11 Day 12 Day 13
Review 2 Review 3 Performance Briefing Briefing Final
1 Exam
CPT 2 CPT 3 CPT 4 CPT 6
Self-study Review 4 M&B CPT 5 CPT 7 Evaluation
5 FCOM
SOP
6 CBT
CMU 1 CMU 3 Debriefing Debriefing
CMU 2 CMU 4 CMU 5 Self-study
Self-study Self-study Self-study Self-study

Instructor led

Revision number: 08
Simulator training
Simulator training for the A320 abbreviated type rating course consists of:
8 Pre-flight briefings of 1:30 hrs each 12 hrs

8 Sessions of 4:00 hrs each per crew 32 hrs
8 De-briefings of 1:00 hrs each 8 hrs
License skill test

Skill test for the course consists of:
1 Pre-flight briefing of 1:30 hrs 1.5 hrs

1 Session of 4:00 hrs per crew 4 hrs
1 De-briefing of 1:00 hrs 1 hrs
Extended course options

CAE can offer an expanded type rating course option with two (3) additional simulator training
modules.
SA 4 hrs
Abbreviated simulator phase
P1 P2 P3 P4
Compulsory Optional
M: MCC FFS training

SC: Optional malfunction handling training
HUD: Head-up display training

Revision number: 08
Ground Simulator Optional

Courses Preparation
school incl. LST sessions
Distance learning
Expanded type rating 15 days 9 sessions SA
preparation CBT
Expanded type rating with
16 days 9 sessions SA -
distance learning option
Expanded type rating including Distance learning
17 days 12 sessions SA
MCC preparation CBT
Distance learning
Standard type rating 15 days 10 sessions
preparation CBT
Standard type rating with
15 days 10 sessions -
Standard type rating including Distance learning
17 days 13 sessions
MCC preparation CBT
Distance learning
Abbreviated type rating 13 days 9 sessions SA
preparation CBT
Abbreviated type rating with
13 days 9 sessions SA -

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2 Ground training 2-1
2.0 Table of contents A320
2 Ground training
2 Ground training

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

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2.1 Information ground training A320
2 Ground training
2.1 Information ground training
1. Introduction to theoretical knowledge training

The ground school phase of your training at CAE incorporates several different modules or units
and enables you to build a solid base for all the information you will be receiving.
Training given aims to meet the course training standards (CTS):
CBT, preparation assignments, CMU, classroom instruction and CPT training sessions will help
you develop a good understanding of what you will need to know as a pilot prior to starting the
flight simulator phase of the course.
A significant part of your training is self-study activities. It is of utmost importance that you follow
the recommended order of study and prepare for the instructor led activities. In order to be as
prepared as possible study outside working hours is strongly recommended.
CBT (computer based training)

CBT is divided into chapters, deals with system knowledge and is your primary source of technical
information. Each system is presented one at a time and is designed to give you a good
knowledge of the different systems of your aircraft.
At the end of each system module, a short test is presented on the computer to assess your
progress and understanding of the presentation you have just watched.
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.
CMU (cockpit mock-up)

CAE is equipped with CMUs for each aircraft we utilize for training. CMU sessions are
incorporated into the ground school phase of your training to help you learn the location of each
switch within each system panel and become familiar with their function. CMU sessions are also
utilized to practice the correct preparation of a cockpit prior to, during or after a flight, according to
a standard operating procedure (SOP) flow and the reading of various checklists.
Using the CMU and following the scheduled CMU study activities will prepare you for the CPT
sessions. These sessions are prerequisites for the CPT.
For distance learning courses, cockpit familiarization will be performed using the pilot cockpit
poster.

Revision number: 08
A320 2.1 Information ground training
CPT (CAE procedure training) sessions

The CPT sessions embodies all the tools learned by you thus far; you are now flying or explained
manoeuvres and profiles, you handle system switches under normal, abnormal and emergency
situations, you use FMS, SOP and CRM, apply technical knowledge and bring these skills into an
almost life-like environment.
Some CPT sessions are preceded by a briefing. The purpose of this briefing is to review your
progress, answer any course-related question you might have and covers step-by-step the
session that is about to take place. The instructor will explain in detail what is expected of you, will
make sure you are absorbing the material properly and are able to take on the next challenges.
Once the session is over, a debriefing takes place to review each pilot's performance, and to
discuss and reinforce areas needing attention and prepare you for the next scheduled session.
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.

Revision number: 08
2. Course supporting documents

The customer is to support the client with aircraft manuals.
The following manuals are to be used during the course:
• FCOM general information, aircraft systems, procedures, limitations, OEB, flight crew
bulletins and performance
- The Flight crew operating manual (FCOM) is the support documentation for flight crews. It
provides them with the necessary information about the operational, technical, procedural,
and performance characteristics of the single aisle aircraft family, to ensure safe and
efficient operations of the aircraft during normal and abnormal/emergency situations, that
may occur on ground, or in flight.
• FCTM Flight crew training manual
- The Flight crew training manual (FCTM) is published as a supplement to the Flight crew
operating manual (FCOM) and is designed to provide pilots with practical information on
how to operate the A320. It should be read in conjunction with the FCOM. In the case of
any conflict, the FCOM is the overriding reference.
• QRH
- The QRH contains some specific procedures which are not displayed on the ECAM. As a
general rule, the procedures displayed on the ECAM are not provided in the QRH (refer to
FCOM PRO/ABN). In addition it contains: normal procedures, performance, operational
data and operations engineering bulletins.
• Minimum equipment list (MEL)
- This is a list of which part/system you can have a failure in and still be able to dispatch.
• SOP (standard operating procedures) (optional)
- The SOPs, whether from your company or those suggested by the aircraft manufacturer
are designed to follow a certain logical order of doing things in the aircraft in order to comply
with company philosophy.
• CAE client training manual
- This training manual will explain the organizational and general objectives of the type rating
course; this includes order of study, preparation assignments and guidance to prepare you
for the instructor led exercises and sessions.
- This guide will be a general guide for you during your stay at a CAE training center.
NOTE Aircraft manuals are to be supplied to the client by the customer.
You will also receive additional documentation such as:
• Welcome to CAE leaflet
• Flight deck panel posters
• Handouts

Revision number: 08
3. How to approach this course?
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.
CBT (computer based training)

Looking at a computer screen for hours can rightfully be tiresome. The CBT course contains only
a minimum amount of information and is designed to give the pilot a surface view of the systems;
do not hesitate to push the “PAUSE” button at any time and stop the CBT presentation; compare
the information you have just received with the info on that subject contained in the FCOM. Look
at the different images and diagrams in FCOM, form a mental picture of the system and try to
understand the logic behind its operation. Take notes as you go along and/or try to memorize
limitations associated with temperatures, quantities, pressure limits and how they affect your
operation... in other words, be “hungry” for knowledge. Doing so will enable you to stay one step
ahead of the learning experience.
Be aware that looking at a computer screen may strain your eyes so have in mind some simple
measures to reduce visual fatigue. Every 20 or 30 minutes look to a distant landscape, skyline or
object to reduce eye stress.
CMU (cockpit mock-up)

CMU exercises are scheduled throughout the course in order for you to learn cockpit layout and
procedures, actions flows and to practice checklists.
You are strongly encouraged to schedule additional time at the mock-up to rehearse procedures,
and SOPs; this need to be done in your own time to reinforce your knowledge. Be sure to include
your crew mate in this study time; he/she will confirm that your recollection of the procedures is
accurate. After a while, change duties with your crew mate so that you are just as confident as PF
and PM. Have all pertinent manuals by your side to refer to if needed.
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.

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4. Training standards
Theoretical knowledge
Performance Conditions Standards

1. System knowledge
a. Be able to describe and CBT/WBT. a. Demonstrates good
explain the main parts and In classroom. knowledge of system layouts,
layout of the aircraft structure, component location and
In briefings.
power plant and systems as limitations.
well as limitations. In CPT sessions. b. Demonstrates good
b. Identify system controls, understanding of system
system indications and operation, normal, abnormal
annunciations. and emergency procedures.
c. Identify and understand
normal, abnormal and
emergency procedures
associated with the aircraft
systems.
2. Theoretical examination
a. Performs a technical test Can be computer based or a. Pass mark is 75%.
consisting of minimum 100 paper based.
multiple choice questions. Closed book test.
3. Attitude and behavior

a. Keeps track of events on the In classroom. a. Has an open mind by
ground, in own aircraft, and in In briefings. considering/accepting
the air. suggestions from other crew
In CPT sessions.
b. Copes with rapidly changing members.
situations or conditions. b. Positive attitude towards the
c. Follows orders and carries job in hand.
out all required steps in a c. Shows no signs of
procedure in proper order. complacency.
d. Knows the limitation of own d. Able to create a positive
mental capacity. atmosphere in training.
e. Involves and encourages
other crew members to
participate in problem
solving.
f. Shows a good example to
other clients.

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Mass and balance

1. Mass and balance knowledge
a. Be able to use and calculate Tuition in classroom. a. Demonstrates good
load and trim sheets in understanding of use of load
regards to max masses for and trim sheets.
take-off and landing. b. Demonstrates good
b. Be able to understand and knowledge of CG limitations.
explain the CG limitations.
a. Follows orders and carries In classroom. a. Has an open mind by
out all required steps in a considering/accepting
procedure in proper order. suggestions from other crew
b. Knows the limitation of own members.
mental capacity. b. Positive attitude towards the
job in hand.
c. Shows no signs of
complacency.
d. Able to create a positive
atmosphere in training.
solving.
other clients.

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Performance, flight planning and monitoring

1. Performance knowledge
a. Be able to explain and Tuition in classroom. a. Demonstrates a good
calculate, speeds, masses in knowledge of performance
all conditions for take-off, calculation.
enroute, approach, landing b. Demonstrates good
and go-around according to knowledge were to find
documents available. relevant information.
b. Understand system c. Demonstrates good
malfunction and knowledge of understanding
environmental condition system malfunction and
influence on aircraft environmental conditions
performance and its effect on performance.
penalties. d. Understands and can explain
c. Understand the concepts of the concepts of computerized
computerized flight plan. flight plan.
a. Follows orders and carries In classroom. a. Has an open mind by
job in hand.
complacency.
solving.
other clients.

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FMGS training

1. Performance knowledge
Be able to understand, explain and With use of FMGS trainer. a. Ability to set up the FMGS
manage: without instructor help.
a. FMGS initialization. b. Knowledge of the FMGS
b. FMGS flight plan initialization functions.
and data insertion. c. Ability to modify and correct
c. Advanced functions. entries without instructor
help.
d. Holding pattern.
d. Knowledge and skills related
e. Change of runway on
to MCDU, FCU use.
departure/approach.
e. Understanding of every FMA
f. Monitoring the go around.
mode and its changes.
g. Missed approach.
f. CRM issues linked to the use
h. Failures. of automation (task sharing
and crosschecks).
g. Knowledge of the various
modes of automation.
h. Understanding of what “WPT
TO” means.
a. Follows orders and carries a. Has an open mind by
job in hand.
complacency.
solving.
other clients.

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CPT training

1. Flight preparation
Perform the following normal a. At a known airport. a. According to expanded
procedures and/or checklist: Day or night. procedures and normal
a. Flight preparation. b. Cold and dark checklist.
b. Preliminary cockpit cockpit. b. Correct action flows
preparation. c. External power sequence and use of
available or not checklist.
c. Cockpit preparation.
available as
d. Before push back or start.
applicable.
e. Engine start.
d. Use of FCOM/
f. After start. FCTM normal
g. Taxi. procedures.
h. Before take-off procedures e. Use of normal,
abnormal and
emergency
procedures.
2. Take-off/after take-off/climb/
10.000 ft a. A known airport a. Maintain course, track, HDG
Performs a T/O and departure using standard or radial given in SID or
including: procedures and departure clearance.
a. Mental preparation and frequencies. b. Level off at predetermined
review. b. A SID/CLP or radar altitude.
b. Climb thrust setting and controlled c. Apply correct take-off
acceleration. departure or a procedure and calls.
combination of d. Apply correct procedure for
c. Perform after take-off/climb/
both. setting climb thrust.
10.000 ft.
c. Known wx. and rwy e. Correct sequence and use of
d. Perform a climb and level off.
conditions. checklist.
e. Use of AP and associated
modes including use of d. Climb schedule.
FMGS. e. Prescribed
heading, radial or
track.
f. Predetermined
level-off altitude.
3. Cruise
Perform cruise navigation including: a. Radar vectors, a. Follows prescribed tracks or
a. Monitoring navigation short cuts and comply with valid controller
accuracy. “proceed present instructions.
b. Monitoring fuel predictions. position direct to”. b. Use information to monitor
c. Entering a step climb/ b. According to and update flight progress.
descent. country/ICAO RAR.
d. Immediate change of level in
cruise.
e. Use of AP.

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4. Descent/10.000 ft
Perform descent planning and a. Prescribed a. Follow prescribed track and
approach preparation: heading/track/route comply with valid controller
a. Descent preparation. and level-off instructions.
altitude.
b. Descent initiation.
b. Calm winds.
c. Descent monitoring.
d. Descent adjustment.
5. Terminal area/holding pattern
a. Monitoring the navigation in a. Holding as depicted a. Perform entry procedures
the terminal control area. by controller or and maintain pattern i.a.w.
b. Perform a holding pattern. approach plate. ICAO RAR.
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.

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9. Standard callouts
Perform the following callouts: a. i.a.w. applicable a. Use appropriate standard
a. Communications and flight phase. callout terminology and
standard terms. phraseology i.a.w. flight
phase and checklist.
b. Checklist callouts.
b. Announce FMA changes.
c. Actions commanded by PF.
d. FMA reading.
e. Altitude monitoring and
reading.
f. Flaps or gear extension/
retraction callouts.
g. Flight parameters in
approach/go-around.
h. PF/PM duties transfer.
10. Abnormal and emergency
procedures a. As PF. The pilot flying (PF), is responsible for
a. Handle Abnormal and b. As PM. the:
Emergency procedures as a. Control of flight path and
they occur. airspeed.
b. Aircraft configuration
c. Navigation.
d. Communications.
The pilot monitoring (PM), is
responsible for:
a. Monitoring and reading aloud
the ECAM and checklists.
b. Performing required actions,
or actions requested by the
PF, if applicable.
c. Using the engine master
switches, cockpit C/Bs, IR
and guarded switches, with
PF's confirmation.
11. Checklist reading
Use appropriate reading/execution During normal, abnormal Comply with procedures for checklist
of: and emergency situations. reading according to:
a. Normal checklist. a. ECAM.
b. memory items. b. QRH.
c. ECAM/FCOM/QRH. c. FCOM.

Revision number: 08

12. FD dialogue
Keep other pilot “in the loop”: During normal, abnormal a. Speak clearly and distinctly.
a. Cross-cockpit and emergency situations. b. Use English and standard
communication. terminology.
b. Sterile cockpit rule. c. Call out/respond to all mode
c. Task sharing rules. changes.
d. Repeat all significant parts of
clearances and instructions.
e. Brief on intentions.
f. Give DEP and APP briefings.
g. Adhere to callout procedures
laid down in FCOM/FCTM.
13. Crew co-ordination
a. Utilizes the benefit of working During normal, abnormal a. Has the ability to delegate
in a multi-crew environment and emergency situations duties in order to keep
by showing a thorough as PF and PM. workload at an acceptable
understanding in handling a level by utilizing other crew
2-pilot concept. members to their maximum
extent.
14. Attitude and behavior PF:
a. Keeps track of events on the a. As PF. a. Has an open mind by
ground, in own aircraft, and in considering/accepting
the air and copes with the b. As Pilot in suggestions from other crew
impact of any subsequent command (PIC). members.Assists PF in a
event happening to the flight. supporting manner without
b. Copes with rapidly changing coaching.
situations or conditions. b. Positive attitude towards the
c. Follow orders and carries out job in hand.
all required steps in a c. Showing no signs of
procedure in proper order. complacency.
d. Knows the limitation of own PIC:
mental capacity. a. Able to create a positive
atmosphere on flight.
b. Involves and encourages
solving.
c. Able to maintain discipline
and order on board.
d. Shows a good example to
other crew members.
e. Shows no signs of
complacency.

Revision number: 08

15. Pilot monitoring PM:
Performance during normal, a. General. a. Positive attitude towards the
abnormal and emergency situations. b. Cooperation in job in hand.
emergency b. Assist PF in a supporting
situations. manner without coaching.
c. Passenger c. Have situational awareness.
evacuation. d. Show no signs of
complacency.
e. Never change NAV set-up
without PF's consent.
f. Advise PF when in doubt or
about dubious NAV set-up.
g. Acknowledge PF's briefings
and instructions.
h. Adhere to callout procedures
laid down in manuals.
i. Analyze the situation.
j. Assist PF with relevant
information concerning
malfunctions.
k. Perform ordered applicable
checklists.
l. Assist PIC according to
FCTM/FCOM/ECAM/QRH
procedures and actions.
16. Radio communication PM:
Perform verbal communications to No specific. a. Correctly formulated, timely
include: response.
• Normal, abnormal and b. Required radio calls made.
emergency transmissions with: c. Listen in before transmitting.
a. Ground control. d. Read back clearances,
b. Tower. instructions, QNH, etc.
c. Departure/approach control. e. Give correct position reports
as required.
f. Use RMP/ACP correctly.
17. System/procedure knowledge PF:
During normal, abnormal a. Shows good understanding
and emergency situations. of aircraft systems to such an
extent that the safe handling
of the aircraft is never in
doubt.
b. Comply with prescribed
procedures for normal,
abnormal and emergency
conditions according to:
ECAM/FCTM/FCOM/QRH.

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18. Use of avionics
Appropriate use of: No specific. a. Use all available nav-aids.
a. Flight instruments and b. Set up avionics for optimum
navigation equipment track guidance during
including autopilot, flight departure and approach.
director, FMGS and c. Shows a thorough
autothrust. understanding in utilizing the
autopilot and autothrust,
through timely mode
selections on the FCU and
MCDU programming.

Revision number: 08
2.2 Course plotter A320
2 Ground training
2.2 Course plotter

The Course Exercise Plotter guides you through all the units that comprise the theoretical
knowledge training for the course. All units indicate the day the activity is to be performed,
reflecting the recommended order of study.
In the “Training completed” section for each unit, mark the date you completed it. When all units
are complete, the entire syllabus is deemed to be fulfilled.
All units up to the final examination must be completed before commencing the exam.
NOTE Although some activities are prerequisites for others, the recommended order of study
may be altered based on scheduling and/or availability of resources.

Revision number: 08
A320 2.2 Course plotter
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
- - -
N/A Day 7 2.0 hours

Revision number: 08
CBT - aircraft general

Description You are to complete:
• Aircraft general CBT
• Study FCOM aircraft general
Learning objectives: • Define the main external characteristics of the aircraft
• Define the dimensions of the aircraft including minimum required
runway with for a 180 deg. turn
• Define aircraft maneuvering
• Identify the main external service points on the aircraft
• Identify the location of antennas on the aircraft
• Define the main internal characteristics of the aircraft
• Explain the design of the cockpit, cabin and cargo compartment
Instructor qualification: Ground school instructor support (IS)
Delivery method: CBT on facility computer or WBT
Assignment: Systems questionnaire
Aircraft general FCOM DSC-20

Revision number: 08
CBT - indicating and recording

• Indicating and recording CBT
• Systems questionnaire
• Study FCOM indicating/recording systems
Learning objectives: • Identify system architecture, control and switching, DMC/DU
reconfiguring of EIS
• Explain ECAM, its controls
• Define ECAM sequence
• Identify indications of E/WD and SD
• Identify indications on PFD
• Identify indications on ND
• Explain EFIS controls
• Identify EFIS controls
• Explain clock controls and indicators
• Explain flight recorder controls and indicators
• Review and identify warning and cautions
Assignment: System questionnaire
Indicating/recording
FCOM DSC-31
systems

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CBT - electrical
• 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
Electrical FCOM DSC-24

Revision number: 08
CBT - auto flight

Description You have to complete:
• Auto flight CBT
• Study FCOM auto flight
Learning objectives: • Explain system description
• Explain FMGS modes of operation
• Identify pilot’s interface
• Explain flight management
• Describe FMS navigation
• Describe FMS flight planning
• Describe FMS performance functions
• Identify FMS controls and indicators
• Describe FMS other functions
• Explain flight guidance
• Describe FD and AP engagement/disengagement
• Describe speed/Mach control
• Describe FD/AP lateral and vertical modes of operation
• Identify mode reversions
• Describe autothrust system, activation/disconnection and modes of
operation
• Identify and describe the different parts of the FMA
• Describe the different flight augmentation computers functions, controls
and indicators
Auto Flight FCOM DSC-22

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CBT - navigation
• 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
Navigation FCOM DSC-34

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CBT - APU
• APU CBT
• Study FCOM APU
Learning objectives: • Describe APU main components, start/shutdown sequence, functions
and limitations
• APU controls and indicators
APU FCOM DSC-49
CBT - pneumatic
• 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
Pneumatic FCOM DSC-36

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CBT - air conditioning

• Air conditioning CBT
• Air conditioning/pressurization/ventilation questionnaire
• Study FCOM air conditioning/pressurization/ventilation
Learning objectives: • Describe air conditioning system and identify main components
• Describe air conditioning temperature and flow regulation
• Identify air conditioning system normal operation and operation under
failure
• Identify air conditioning system controls and indicators
• Describe pressurization system and identify main components
• Identify pressurization automatic/manual system operation
• Identify pressurization system controls and indicators
• Describe ventilation system
• Describe cargo, avionics, battery, lavatory and galley ventilation system
and components
• Identify ventilation controls and indicators
Air conditioning/
pressurization/ FCOM DSC-21
ventilation

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CBT - hydraulics
• 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
Hydraulic FCOM DSC-29
CBT - flight controls

• Flight controls CBT
• Flight controls questionnaire
• Study FCOM flight controls
Learning objectives: • Describe system basic principle, control surfaces, cockpit controls,
computers and architecture
• Describe flight control system on normal law and reconfiguration of
control laws
• Describe flaps/slats components, architecture and lock functions
• Identify system controls and indicators
Flight controls FCOM DSC-27

Revision number: 08
CBT - landing gear

• Landing gear CBT
• Landing gear questionnaire
• Study FCOM landing gear
Learning objectives: • Describe landing gear and doors components
• Explain landing gear system/interface, operation and interaction with
aircraft systems
• Describe nose wheel steering system
• Describe and explain the operation of brakes and anti-skid
• Identify tire pressure indicating system
Landing gear FCOM DSC-32
Day 5 or 7 Day 4 2.0 hours
CBT - fuel
• Fuel CBT
• Fuel questionnaire
• Study FCOM fuel
Learning objectives: • Describe system: tanks, engine and APU feed, recirculating system,
fueling/defueling and quantity indication
Fuel FCOM DSC-28

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CBT - power plant

• Power plant CBT
• Power plant questionnaire
• Study FCOM power plant
Learning objectives: • Describe engine and FADEC
• Describe thrust control system: thrust levers, thrust rating limit and
thrust control
• Describe fuel system, oil system, air bleed system and thrust reverser
system
• Describe engine and starting
Power plant FCOM DSC-70
CBT - fire protection

• Fire protection CBT
• Fire protection questionnaire
• Study FCOM fire protection
Learning objectives: • Describe fire protection system
• Identify and describe components and operation of engine, APU,
avionics bay, lavatory and cargo fire/smoke detection system and
extinguishing systems
Fire protection FCOM DSC-26

Revision number: 08
CBT - ice and rain protection

• Ice and rain CBT
• Ice and rain protection questionnaire
• Study FCOM Ice and rain protection
Learning objectives: • Explain the ice and rain protection system anti-ice and rain removal
• Describe engine and wing anti-ice system
• Describe window heat and probe heat
• Describe rain removal system
• Describe the ice detection system
Ice and rain protection FCOM DSC-30
CBT - communication
• 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
Communications FCOM DSC-23

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CBT - oxygen
• Oxygen CBT
• Oxygen questionnaire
• Study FCOM oxygen
Learning objectives: • Explain fixed oxygen system for cockpit, cabin and portable oxygen
system
Oxygen FCOM DSC-35
Day 10 Day 5 or 6 1.0 hours
CBT - equipment
• 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
Equipment FCOM DSC-25

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CBT - doors
• 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
Doors FCOM DSC-52
CBT - lights
• Lights CBT
• Safety questionnaire
• Study FCOM lights
Learning objectives: • Describe cockpit, exterior and emergency lighting location and
operation
• Describe passenger signs
Lights FCOM DSC-33

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CBT - water and waste

• Water and waste CBT
• Study FCOM water and waste
Learning objectives: • Describe potable water, wastewater and toilet water system
Assignment:
FCOM vol. 2 DSC-38
System questionnaire
• System questionnaire after related CBT topic is completed on a daily
basis
• Use CBT and/or FCOM to answer questions
Learning objectives: • Complete questionnaire
Delivery method: Self-study with help of systems questionnaire, CBT and FCOM
FCOM DSC
Day 1 - 12 Day 1 - 6 6.0 hours

Revision number: 08
Limitations worksheet
• 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
Delivery method: Self-study with help of limitations worksheet and FCOM
Assignment: Limitations worksheet
FCOM LIM
Servicing worksheet
• Servicing worksheet with help of the FCOM and CBT
Learning objectives: • Locate all ground service connections and panels
Delivery method: Self-study with help of servicing worksheet and FCOM
Assignment: Servicing worksheet
FCOM DSC-20
Day 4, 6 or 7 Day 2 0.5 hours

Revision number: 08
Memory items worksheet

• Memory items worksheet with help of FCOM
• This assignment is prerequisite for review 3
Learning objectives: • Have a thorough knowledge of all memory items
Delivery method: Self-study with help of memory items worksheet and FCOM
Assignment: Memory items worksheet
Memory items FCOM PRO
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
Delivery method: Written, computer based or oral.
Note
Distance learning, test is computer based.
FCOM -

Revision number: 08
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
Delivery method: Written, computer based or oral.
Note
Distance learning, test is computer based.
FCOM -

Revision number: 08
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
Delivery method: Own study in cockpit mock-up trainer (CMU) or equipment
Assignment: CMU exercises
FCOM PRO-NOR
QRH NP
OP
FCTM
NO
Action flows -
Normal checklist -

Revision number: 08
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
- 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”
PRO-NOR
FCOM
PRO-ABN
NP
QRH
ABN
OP
FCTM NO
AO
Action flows -
Normal checklist -

Revision number: 08
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
- 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
PRO-NOR
FCOM
PRO-ABN
NP
QRH
ABN
NO
FCTM
AO
Action flows -
Normal checklist -

Revision number: 08
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.
- Dual Hydraulic malfunction ECAM and QRH summary procedure
- Loss of Braking procedure, including “Memory items”
PRO-NOR
FCOM
PRO-ABN
NP
QRH
ABN
NO
FCTM
AO
Action flows -
Normal checklist -

Revision number: 08
CMU 5
Description In addition to gaining proficiency in normal operation, you will be introduced
to engine failures in different phases of flight.
Note
- 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
PRO-NOR
FCOM
PRO-ABN
NP
QRH ABN
FPE
NO
FCTM AO
SI
Action flows -
Normal checklist -
Day 10 or 12 Day 11 or 12 1.0 hours

Revision number: 08
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.)
Delivery method: Classroom instruction
DSC
FCOM
PRO-NOR-SRP
FCTM NO
Day 2, 3 or 5 Day 7 or 8 2.0 hours

Revision number: 08
Review 2
covered:
• ATA 49: APU
• ATA 36: Pneumatic
• ATA 21: Air Conditioning
• ATA 21: Ventilation
• ATA 21: Pressurization
• ATA 29: Hydraulic
• ATA 27: Flight Controls
system
alerts, etc.)
FCOM DSC

Revision number: 08
Review 3
covered:
• ATA 32: Landing Gear
• ATA 28: Fuel
• Abnormal and Emergency Operation
system
alerts, etc.)
DSC
FCOM
PRO-ABN
GEN
QRH
ABN
OP
FCTM
AO
MEL -

Revision number: 08
Review 4
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
system
alerts, etc.)
FCOM DSC

Revision number: 08
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
Assignment:
FCOM PER
QRH FPE
Performance client
ALL
handout

Revision number: 08
Mass and balance

Description The Mass and Balance lesson is an instructor-led presentation that covers:
• Limitations
• Mass and balance sheets
• Sample computation
• FMS mass and balance data
Learning objectives: • Describe the characteristics of Mass and Balance for the specific
aircraft type
• Calculate and complete a manual loadsheet
• Obtain MAC% for take-off with information provided in loadsheet
• Explain the impact of balancing the aircraft with load distribution
Assignment:
FCOM PER
QRH FPE
Performance client
ALL
handout

Revision number: 08
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
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
Day 3 or 5 Day 7 2.0 or 4.0 hours

Revision number: 08
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
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

Revision number: 08
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.
- 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
• Explain the basic principles of using the MEL
• Enter holding in FMGC
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

Revision number: 08
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.
- 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
Delivery method: IPT/FTD or equivalent (Briefing- and debriefing if applicable)
PRO-NOR-SOP
FCOM PRO-NOR-SRP
FMS-01
OP-040
FCTM NO
SI-020
QRH NP
Normal checklist -
Action flows -
Day 7 or 9 Day 10 or 11 2.0 or 4.0 hours

Revision number: 08
CPT Session 5
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
- 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
PRO-NOR-SOP
PRO-ABN
FCOM
PRO-NOR-SRP-01
FMS
FCTM OP, NO and AO
QRH NP and ABN
Normal checklist -
Action flows -
Day 8, 9 or 11 Day 11 2.0 or 4.0 hours

Revision number: 08
CPT Session 6
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
- 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
FCOM PRO-NOR and ABN
NO and AO
FCTM
SI-090
QRH NP, ABN, and PER
Normal checklist -
Action flows -

Revision number: 08
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
- 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
PRO-NOR
FCOM PRO-ABN
PER-OEI
FCTM NO and AO
QRH NP, ABN and FPE
Normal checklist -
Action flows -
Day 11 or 13 Day 12 or 13 2.0 or 4.0 hours

Revision number: 08
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
FCOM PRO-NOR and ABN
FCTM NO and AO
QRH NP and ABN
Normal checklist -
Action flows -

Revision number: 08
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
PRO-NOR, ABN and
FCOM
PER
NO and AO
FCTM
SI-010
QRH NP, ABN and FPE
Normal checklist -
Action flows -

Revision number: 08
Final theoretical knowledge examination

Description You are to complete the final theoretical knowledge examination.
Learning objectives: • Complete examination above 75% pass mark
Instructor qualification: Ground school instructor (GSI), invigilator
Delivery method: Written or computer based
- -
Final examination evaluation 1

Description You will have a debrief and an exam result given by the ground school
instructor. Any errors made will be debriefed with the client.
If parts of the exam or the overall exam are below pass mark (75%), the next
actions will be discussed with the client.
Learning objectives: • Get a debrief of result and errors made
• Get an action plan if sections or entire exam is below pass mark
Delivery method: Classroom
- -

Revision number: 08
CBT - UPRT (not mandatory)

Description For this unit, you need to:
• Complete the UPRT CBT
- Module 1 - Aerodynamics
- Module 2 - Factors Leading to Airplane Upset
- Module 3 - Recovery Techniques
- Module 4 - Exam
Learning objectives: • Become familiar with the Aviation´s most lethal threat (LOC-I)
• Understand the causes of Airplane Upsets:
- Pilot Induced
- Environmental
- System Failure related
• Enhance knowledge on Aerodynamics:
- Energy management, Load Factor and Stalls
- Controls and Maneuvering Stability
- Turns Maneuvering and Extremes
• Enhance knowledge of High Altitude Operations:
- Margins and Unique Conditions
• Understand Upset Recoveries:
- Stalls and Abnormal Attitude Upsets
Assignment:


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2.2 Course plotter
2.2.1 Preparation assignments A320
2 Ground training. 2.2Course plotter
2.2.1 Preparation assignments

A type rating course is highly demanding. Self-study preparation assignments will help reinforce
the knowledge and skills you need to successfully complete the program.
The preparation assignments include:
• System knowledge questionnaire
• Worksheets:
- Limitations
- Servicing points
- Memory actions
• Performance, mass and balance:
- Basic performance, mass and balance
- Type specific performance, mass and balance exercises
• CMU exercises
• FMS exercises
• CPT lesson assignments
System knowledge questionnaire

This is a questionnaire that let you test your knowledge after the CBT and/or FCOM studies. They
are per system and of the multiple choices type, similar to the final exam questions.
Worksheets
A series of worksheets assist you in gaining knowledge about A320 limitations, servicing points,
and memory actions.
Basic performance and mass and balance

These assignments are to be completed after delivery of the Performance and M&B classroom
lesson.
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.
CPT lesson assignments

This is your guide to pre-study before your CPT sessions so you are fully prepared.

Revision number: 08
2.2 Course plotter
A320 2.2.1 Preparation assignments
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2.2 Course plotter
2.2.2 Questionnaire A320
2.2.2 Questionnaire
1. Theoretical knowledge questionnaire
A318/A319/A320/A321
Questionnaire general information

Read each question thoroughly and then read all the answer options. Select the answer you
believe is correct.
When you have done a set of questions, you may check your answer against the list of “correct
answers” at the end of this section.
Final exam questions format and level will be similar to questionnaire.
The questions relate to the A320 aircraft as presented in the CBT and FCOM.

Revision number: 08
2.2 Course plotter
A320 2.2.2 Questionnaire
Table of contents
Subject Page
Theoretical knowledge questionnaire........................................... 61

Questionnaire general information ............................................... 61
Table of contents.......................................................................... 62
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
Answers to questionnaire ........................................................... 118

Revision number: 08
2.2 Course plotter
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.
3. The A/C is fitted with emergency evacuation slides at:

a. The 4 entry doors.
b. The over wing exits.
c. The 4 entry doors and the over wing emergency exits.
d. The FWD entry doors and the overwing emergency exits.
4. When opened in an emergency, the passenger entry doors:

a. Are assisted by a damping actuator into the open position.
b. Will need 2 flight attendants to push them open.
c. Are assisted to the open position by slide inflation.
d. Travel is limited by a damping actuator.
5. Evacuation command button at the forward flight attendant position:

a. Can be activated at any time.
b. Can only be activated on ground.
c. Can only be activated by the Captain.
d. Can only be activated, provided the cockpit switch is at the CAPT and PURS position.
6. Emergency lighting using the integral batteries will provide lighting for:
a. 30 min.
b. 24 min.
c. 12 min.
d. 15 min.
7. How many escape ropes are there in the cockpit?

a. 2 escape ropes, 1 over each sliding window. They can be used through the left or right window.
b. 2 escape ropes. Each of them must be used through the window to which it corresponds.
c. 3 escape ropes for the 2 cockpit crew members. The extra one is to be used by some particularly
big person.
d. 3 escape ropes, the 3rd rope can be used through either window.

Revision number: 08
2.2 Course plotter
Indicating and recording

1. Select the correct statement:
a. DMC 1 supplies data to PFD 1 - PFD 2.
b. DMC 1 supplies data to ND 1 - ND 2.
c. DMC 1 supplies data to PFD 1 - ND 1 - E/WDU - S/D.
d. DMC 1 supplies data to PFD 1 - ND 1 - EWD.
2. In case of PFD failure, the PFD image is transferred to the ND:

a. Manually.
b. Automatically.
c. Either manually or automatically.
d. On captain's side only.
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.
4. Which computer processes the red warnings:

a. SDAC.
b. FWC.
c. DMC.
d. FMGC.
5. What is the basic role of the DMCs?

a. Generate and display the applicable images.
b. Generation of audio warnings.
c. Generation of amber warnings.
d. Generate ECAM messages.
6. What does “Invalid Data” on a DU means?

a. Corresponding DU is not energized.
b. DU is operational but corresponding DMC failed.
c. As in answer b, plus it is possible to get an image on again by selecting DMC 3.
d. DU is receiving data from the offside DMC.
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.

Revision number: 08
2.2 Course plotter
8. Vls indication is inhibited:

a. With speedbrakes extended.
b. In both cases.
c. Below 100 feet RA.
d. Vls information is inhibited from touchdown until 10 s after liftoff.
9. The altitude window changes from yellow to amber:

a. When A/C goes below MDA.
b. If the aircraft deviates from the FCU-selected altitude or flight level.
c. Both answers are correct.
d. Below 400 feet RA.
10. RA gives height on PFD:

a. At the bottom of attitude sphere.
b. Below 570 feet on the altitude scale (ground reference).
c. Both indications are shown.
d. On top of attitude sphere.
11. Can you read the HDG on the PFD?

a. No.
b. Only in flight.
c. Yes.
d. Only in emergency config.
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.
2. What happens in case of total loss of main generators when airborne?

a. The RAT is automatically extended and powers the yellow hydraulic system which drives the
emergency generator.
b. The RAT is automatically extended and powers the blue hydraulic system which drives the
emergency generator.
c. The RAT has to be manually extended.
d. The batteries supply AC BUS 1 and DC BUS 1.
3. AC ESS bus is normally supplied by:

a. AC BUS 1.
b. AC BUS 2.
c. Static inverter.
d. ESS TR.

Revision number: 08
2.2 Course plotter
4. DC BAT BUS can be supplied by:

a. DC BUS 1 or batteries.
b. DC BUS 1, DC BUS 2 or batteries.
c. DC BUS or batteries.
d. ESS TR.
5. AC BUS tie contactors enable the electrical system:

a. To be connected in parallel.
b. To be supplied by any generator or external power.
c. To be supplied by the APU gen or ext pwr only.
d. To be supplied by batteries only on the ground.
6. What happens during emer gen test?

a. The ram air turbine (RAT) is extended.
b. The blue system is manually pressurized with the override switch and the emergency generator
comes on line.
c. The green system is pressurized and the emergency generator comes on line, supplied by hot bus.
d. The RAT is run by the Blue HYD system.
7. When disconnecting the IDG, the button should be pressed:

a. For longer than 3 secs.
b. Until fault light goes out.
c. Twice to confirm.
d. For no more than 3 secs.
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.
9. What happens when the GEN 1 LINE pushbutton is set to off?

a. AC bus 1 and 2 are not powered and emergency generator is automatically connected.
b. AC bus 1 is powered by GEN 2 because GEN 1 line contactor is opened.
c. AC bus 1 is not powered because GEN 1 line contactor is opened and transfer contactor is not
closed.
d. GEN 1 is switched off.
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.

Revision number: 08
2.2 Course plotter
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.
12. The static inverter works:

a. Always.
b. When the aircraft speed is above 50 knots, the inverter is automatically activated, if nothing but the
batteries are supplying electrical power.
c. When one main generator fails.
d. When aircraft speed is above 100 knots the inverter is auto activated if emergency generator is
running.
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.

Revision number: 08
2.2 Course plotter
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.
19. Generators are sometimes connected in parallel:

a. True.
b. False.
c. Sometimes.
d. Only in flight.
20. If AC BUS 1 fails, the AC ESS BUS is supplied by:

a. EMER GEN.
b. AC BUS 2.
c. Static inverter.
d. ESS TR.
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.
22. If only one generator is operating in flight:

a. Main galley coffee maker is automatically shed.
b. Automatically shedding part of galley load is performed.
c. All galleys are shed.
d. Shed busses are shed.
23. Can you reconnect the IDG in flight?

a. Yes.
b. No.
c. Only with a special tool.
d. Only below 140 knots.
24. When GEN 1 or GEN 2 is selected to off:

a. The GEN is de-energized and line contactor opens.
b. The GEN is still energized and line contactor opens.
c. The IDG disconnects the generator.
d. GEN 1 supplies number 1 wing tank fuel pumps.

Revision number: 08
2.2 Course plotter
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.
26. The BAT FAULT light illuminates when:

a. Battery voltage < 25V.
b. Battery pushbutton selected off in flight.
c. Charging current is outside limits.
d. BAT temp is high.
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.
3. Air bleed from the engines is:

a. Not cooled prior to being used by the systems.
b. Cooled in a heat exchanger by cooling air bleed from fan section.
c. Cooled using ambient air.
d. Cooled by the pack primary heat exchangers.
4. Sources for high pressure air are supplied from:

a. Engine 1 and 2 bleed systems, APU load compressor, HP ground connection.
b. Engine 1 and 2 bleed systems.
c. Engine 1 and 2 bleed systems and APU load compressor.
d. Engine bleed systems, LP or HP ground connection.
5. Pneumatic system operation is controlled and monitored by:

a. One bleed monitoring computer.
b. Two bleed valve computers.
c. Two bleed monitoring computers.
d. Two pressure regulating valves.

Revision number: 08
2.2 Course plotter
6. What operates the x-bleed valve?

a. Two pneumatic motors.
b. Both.
c. Two BMC's.
d. Two electrical motors.
7. If the bleed valve is closed electrically, the HP valve:

a. Opens automatically.
b. Closes automatically.
c. Goes to half open position.
d. Closes if engine is not running.
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.
10. Cross bleed valve is provided with 2 electrical motors:

a. Two for the automatic mode.
b. Two for the manual mode.
c. One high speed, one low speed.
d. One for the automatic mode, the other one for the manual mode.
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.

Revision number: 08
2.2 Course plotter
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.
4. Air conditioning system controller, both lanes fail:

a. No effect on pack regulation. Back up mode is lost.
b. Pack is lost.
c. The other controller takes over.
d. Regulation is not optimized.
5. Hot air pressure regulating valve failed in open position:

a. Optimized regulation is lost.
b. The temperature stays at the value selected when the failure occurs.
c. Hot air press reg valve closes.
d. No effect.
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.
7. Each trim air valve optimizes the temperature by:

a. Adding hot air.
b. Modulation of pack flow.
c. Regulating hot air pressure.
d. Adding hot air.
8. The hot-air pressure regulating valves:

a. Regulate the pressure of hot air tapped upstream of the packs.
b. Is spring loaded open in the absence of air.
c. Opens automatically in case of duct overheat.
d. Always fails closed.
9. The pack flow control valve is:

a. Pneumatically-operated and electrically-controlled.
b. Electrically-operated and pneumatically-controlled.
c. Opens automatically during engine starting.
d. Selects low automatically on ground.

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2.2 Course plotter
10. The temperature selectors are located in:

a. The cockpit.
b. The cabin (FAP).
c. Both.
d. FWD and AFT ATT panel.
11. Pack flow may be selected from:

a. The cockpit.
b. The cabin.
c. Both.
d. FWD and AFT ATT panel.
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.
13. What is the maximum normal cabin alt?

a. 8,000 feet.
b. 9,550 feet + 350 feet.
c. 14,000 feet.
d. 11,300 feet.
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.
15. Trim air valves are controlled by:

a. The air conditioning system controller.
b. The anti-ice valve.
c. The hot air pressure regulating valve.
d. The pack flow controller.
16. The mixer unit is connected to:

a. Packs, cabin air, emergency ram air inlet and LP ground connector.
b. Packs, emergency ram air inlet and LP ground connector.
c. Packs and cabin air.
d. Packs and hot air manifold.

Revision number: 08
2.2 Course plotter
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.
18. Conditioned air is normally distributed to:

a. Cockpit, cargo bays and cabin.
b. Cockpit, avionics bay and cabin.
c. Cabin and cargo bays.
d. Cockpit, forward and aft cabin.
19. Temperature regulation is automatic and is controlled by:

a. A zone controller.
b. Two pack controllers.
c. Air conditioning system controller.
d. The pack flow controller.
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.

Revision number: 08
2.2 Course plotter
24. In flight, with pressure controller 1 in use, if it fails:

a. You have to use the manual control.
b. You have to set the landing elevation.
c. Controller 1 must be selected.
d. Transfers automatically to controller 2.
25. The outflow valve is powered by:

a. One of two electric motors.
b. Three electric motors.
c. One of three electric motors.
d. 1 pneumatic or one of 2 electric motors.
26. During ground operation, the outflow valve is:

a. Fully open.
b. Fully closed.
c. Positioned according to FMGS demands.
d. 50% open.
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.
29. The purpose of the safety valves is to avoid:

a. Excessive positive pressure differential.
b. Excessive negative differential.
c. Avoid cabin alt above 8,000 feet.
d. Both A and B.
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.

Revision number: 08
2.2 Course plotter
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.
34. Cabin pressurization starts at:

a. Engine start.
b. Take-off.
c. Liftoff.
d. Packs on.
35. The pressure safety valves open at:

a. 8.6 psi above ambient pressure.
b. 9.0 psi above ambient pressure.
c. 8000 feet cabin altitude.
d. 8.6 psi above ambient pressure.
Navigation and auto flight

1. What does it mean when the ADR fault light illuminates steady on the ADIRS CDU?
a. A fault is detected in air data reference system.
b. No present position entry after 10 min.
c. Alignment has been completed.
d. Aircraft has moved during alignment.
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.

Revision number: 08
2.2 Course plotter
3. Tuning of VOR/DME and ILS is provided by:

a. Automatic tuning, manual tuning, back up tuning.
b. Automatic tuning, manual tuning.
c. Automatic tuning, back up tuning.
d. Manual tuning, emergency tuning.
4. The FMGS consists of the following main components:

a. 2 FMGC – 2 MCDU – 2 FAC – 2 FCU control panels.
b. 2 FMGC - 2 MCDU - 2 FAC - 2 ECAM.
c. 1 FMGC - 2 MCDU - 1 FAC - 2 FCU control panels.
d. 2 FMGC - 2 MCDU - 2 FAC - 1 FCU control panel.
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.
7. Aircraft on RWY centerline, ready for take-off. To preset a HDG of 233°:

a. Pull HDG knob to disarm NAV mode set 233° and press HDG knob to engage.
b. Turn HDG knob, set to 233° and pull to engage.
c. Turn HDG knob, set 233° pull HDG knob when ATC clears you to turn to 233°.
d. Turn HDG knob, set 233° switch off NAV when cleared to turn.
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.
9. For A/C position determination, FMGC uses data from:

a. DME, VOR or ILS systems.
b. Clocks + ground speed computation.
c. 3 ADIRS and 2 MMR (GPS).
d. ADIRU 1, ADIRU 2, DME/DME position.

Revision number: 08
2.2 Course plotter
10. What are the basic modes of the FD:

a. Pitch and roll.
b. HDG and V/S.
c. ALT and NAV.
d. TRK and V/S.
11. The engagement of both autopilots is possible:

a. When LAND illuminates green on FMA.
b. When A/C is stabilized at G/S interception altitude.
c. As soon as the LOC and G/s is armed (blue on FMA).
d. When Approach Phase is activated.
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.
16. The active F-PLN is erased when:

a. The pilot calls the status page.
b. Weight on wheels at landing.
c. On the ground, 30 sec after landing.
d. Auto brake is triggered on landing.

Revision number: 08
2.2 Course plotter
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.
19. The FMGC functions are:

a. Flight guidance and flight envelope protection.
b. Flight management and flight envelope protection.
c. Flight management and flight guidance.
d. Performance and navigation protection.
20. The AFS (auto flight system) main computers are:

a. FMGC and ELAC.
b. FMGC and FAC.
c. ELAC and SEC.
d. FMGC and FAC.
21. With AP 1 and AP 2 not engaged and FD 1 engaged:

a. FMGC 1 and FMGC 2 work in parallel.
b. FMGC 2 is master.
c. First FMGC to power up is master.
d. FMGC 1 is master.
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.
23. The flight guidance functions are:

a. Autopilot, performance and flight plan.
b. Autopilot, flight director, autothrust.
c. Flight management, autopilot, autothrust.
d. Autothrust, FADEC, FAC's.

Revision number: 08
2.2 Course plotter
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.
25. The flight director is engaged automatically:

a. By pressing the FD pushbutton on the FCU.
b. Automatically at FMGC system power up.
c. By selecting a mode on the FCU.
d. On take-off.
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.
27. The normal FMGC operation is:

a. Only one FMGC can operate at a time.
b. FMGCs operate according to master/slave principle.
c. FMGCs operate independently.
d. Independently but monitoring each other.
28. The FCU allows:

a. Modification of the flight plan of FM part.
b. Selection of FG function modes.
c. Selection of radio-NAV frequencies.
d. Selection of alternate flight plan.
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.
30. The FAC computes rudder travel limit:

a. Only when AP is engaged.
b. Only at low speed.
c. Only above 164 knots.
d. At any time.

Revision number: 08
2.2 Course plotter
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.
34. ADIRU 3 can supply information to:

a. DMC 1 and DMC 2 only.
b. DMC 2 and DMC 3 only.
c. DMC 1, DMC 2 and DMC 3.
d. DMC only.
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.
36. ADIRU 3 receives TAT information from:

a. The first officer's TAT sensor.
b. The captain and first officer's TAT sensors.
c. The standby TAT sensor.
d. The captain's TAT sensor.
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.

Revision number: 08
2.2 Course plotter
38. In normal operation the ADIRUs are initialized through:

a. The ADIRS CDU.
b. The CFDS.
c. The FMGC (via MCDU).
d. Automatically.
39. If ADIRU 2 fails, the correct action is:

a. Set ATT HDG and AIR DATA selectors to CAPT 3.
b. Set ATT HDG and AIR DATA selectors to F/O 3.
c. Set ATT HDG selectors to F/O 3, AIR DATA selector to CAPT 3.
d. Switch it off and use ADIRU 2 in standby.
40. In normal operation, ADIRU 1 supplies information to:

a. The captain's PFD and the first officer's ND.
b. The captain's ND and the first officer's PFD.
c. The captain's PFD and ND.
d. The standby instruments.
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.
42. In ROSE ILS mode, the ND displays what ILS information?

a. G/S and LOC scales.
b. LOC deviation bar and selected course.
c. G/S and LOC deviation bar and DME.
d. LOC deviation bar, selected course and G/S scales.
43. In the event of no ADF 1 reception, with ADF 1 selected on ND:

a. The bearing pointer goes out of view and ADF flag is displayed.
b. The bearing pointer goes red and station ID is replaced by frequency.
c. The bearing pointer goes out of view and station ID may be replaced by frequency.
d. The bearing pointer 'parks' at 90°.
44. In ROSE VOR mode, in the event of VOR receiver failure:

a. The associated VOR flag flashes red, then remains steady and the course pointer disappears.
b. The associated VOR flag and the course pointer disappears.
c. The associated VOR flag flashes and the course pointer disappears.
d. The ND screen shows a horizontal bar.

Revision number: 08
2.2 Course plotter
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.
46. The following AP/FD lateral modes are managed:

a. NAV, HDG, APPR, LOC, RWY, RWY TRK.
b. HDG, NAV, APPR, LOC, GA TRK.
c. NAV, APPR, LOC, RWY, RWY TRK, GA TRK.
d. TRK, GA TRK, HDG, NAV.
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.
48. On the ground, the arming of the autothrust:

a. Must be carried out manually by the crew before take-off.
b. Is performed automatically upon the second engine start.
c. Is performed automatically by setting the thrust levers at the FLX or TOGA detent when the engines
are running.
d. Is performed automatically at 80 knots.
49. In flight, the FMGS radio position is updated:

a. Whenever a DME station is selected by the pilot.
b. Using data from the selected NDB, VOR or DME stations.
c. Whenever GPS is the primary NAV source.
d. Automatically with the DMEs through the auto tuning function.
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.
2. The power transfer unit is:

a. One way between green and yellow.
b. Reversible between all three systems.
c. Driven by the RAT.
d. Reversible between green and yellow.

Revision number: 08
2.2 Course plotter
3. In flight, if blue electric pump fails; blue system:

a. Is lost.
b. Can be recovered by the RAT.
c. Can be recovered by the PTU.
d. The blue EDP takes over.
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.
5. The RAT is automatically extended in case of:

a. Blue pump failure.
b. Blue pump delivery pressure dropping below 1750 psi.
c. Loss of AC BUS 1 and AC BUS 2, in flight and above 100 knots.
d. Flight on battery power only.
6. On ground the blue system is pressurized when:

a. The APU is running.
b. One engine is running.
c. Ext power is available.
d. The cargo doors are operated.
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.
8. The yellow system comprises:

a. One engine driven pump, one electric pump, one hand pump.
b. One engine driven pump, two electric pumps.
c. One engine driven pump, one hand pump and the RAT.
d. One engine driven pump and one side of the PTU.
9. The priority valves operate in case of:

a. High hydraulic pressure in the green system.
b. Low hydraulic pressure.
c. High hydraulic pressure in the green and yellow systems.
d. PTU operation.

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2.2 Course plotter
10. The fire shut off valves shut off:

a. The blue and yellow systems.
b. The yellow and green systems.
c. The green and blue systems.
d. The engine thrust reversers.
11. The hydraulic reservoirs are pressurized:

a. From the pneumatic system.
b. From the packs 1 and 2.
c. From the LH engine or the pneumatic manifold.
d. From Eng 1 or 2 ID stage.
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.
15. The blue system includes operation of:

a. The flaps.
b. The flats and slats.
c. The THS.
d. The slats.
16. The RAT, when extended in flight, pressurizes:

a. The green system.
b. The yellow system and the green system via the PTU.
c. The blue system.
d. The standby green system.

Revision number: 08
2.2 Course plotter
17. The yellow system includes operation of:

a. Engine 1 hydraulic pump.
b. Engine 2 hydraulic pump or the yellow electric pump or the PTU.
c. Engine 2 hydraulic pump or the yellow electric pump or the RAT.
d. The RAT.
18. The yellow system includes operation of:

a. The flaps.
b. The flaps and slats.
c. The slats.
d. The landing gear.
19. During first engine start the PTU is:

a. Automatically running.
b. Tested.
c. Inhibited.
d. Running to assist starting.
20. The RAT can be restored:

a. In flight.
b. On ground only.
c. On ground and in flight.
d. Automatically after use.
21. In flight the RAT is extended:

a. Manually only.
b. Manually or automatically.
c. Automatically only.
d. Automatically only following blue system failure.
22. In flight when the RAT is automatically extended:

a. The blue hydraulic system is pressurized but the emergency generator isn't running.
b. The green hydraulic system is pressurized and the emergency generator runs.
c. The blue hydraulic system is pressurized and the emergency generator runs.
d. The RAT powers the PTU.
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.

Revision number: 08
2.2 Course plotter
24. The hydraulic fire shut off valve closes when:

a. The master switch is switched to off.
b. The fire pushbutton is released out.
c. Automatically if a fire is detected.
d. An overheat is sensed.
25. If the green system is lost, slat operation is:

a. Normal.
b. Lost.
c. The blue actuator runs at double speed.
d. Slow (half speed).
26. If the green system is lost, flap operation is:

a. Slow (half speed).
b. Normal.
c. Lost.
d. The yellow actuator runs at double speed.
27. The green system operates:

a. The reverser engine 1.
b. The reverser engine 2.
c. Both.
d. Emergency brake system.
28. The yellow system operates:

a. The reverser engine 1.
b. The reverser engine 2.
c. Both.
d. Normal braking.
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.
30. If blue system is lost, the slats are:

a. Normal.
b. Lost.
c. Locked.
d. Slow (half speed).

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2.2 Course plotter
31. If blue system is lost, the flaps are:

a. Normal.
b. Slow.
c. Lost.
d. Locked.
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.
33. If yellow system is lost, the slats are:

a. Normal.
b. Slow.
c. Lost.
d. Locked in position.
34. If yellow system is lost, the flaps are:

a. Normal.
b. Slow (half speed).
c. Lost.
d. Locked in position.
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.
36. In case of single hydraulic system low press:

a. The master warn light illuminates.
b. The master caution light illuminates and the single chime sounds.
c. There is no warning.
d. An advisory is triggered.
37. With green hydraulic system lost:

a. The landing gear extension is normal.
b. The landing gear retraction is normal.
c. The landing gear must be extended by gravity.
d. Alternate gear extension must be used.

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2.2 Course plotter
38. With green hydraulic system lost, the braking system is:
a. Normal.
b. Lost.
c. Pneumatic.
d. Alternate.
39. With the PTU in AUTO, the PTU automatically runs:

a. If the blue hydraulic system is lost.
b. When differential pressure between green and yellow system is more than 500 PSI.
c. As soon as a differential pressure between green and yellow system is detected.
d. When the first engine is started.
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.
2. The braking modes are:

a. Normal with anti-skid, alternate without anti-skid, parking brake.
b. Normal or alternate with anti-skid, alternate without anti-skid.
c. Normal with or without anti-skid, alternate without anti-skid, parking brake.
d. Auto, Manual or Standby.
3. The A/SKID and N/W STRG switch is set to off:

a. Only anti-skid is deactivated.
b. Only nose wheel steering is deactivated.
c. Anti-skid and nose wheel steering are deactivated.
d. Alternate braking is deactivated.

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2.2 Course plotter
4. L/G position is indicated by:

a. One panel on center instrument panel; one panel on overhead panel.
b. ECAM only.
c. One panel on center instrument panel and ECAM.
d. One panel on centre instrument panel and mechanical indicators.
5. When auto brake operates, it can be deactivated by:

a. Cannot be deactivated.
b. Putting elevator deflection to max up.
c. Thrust lever movement.
d. Applies enough deflection to at least one brake pedal when auto brake is operating in MAX, MED
or LO.
6. The landing gear safety valve opens below:

a. 260 knots.
b. 220 knots.
c. 250 knots.
d. 280 knots.
7. The nose wheel steering is powered by:

a. Hydraulic system.
b. Electric system.
c. All of the above.
d. Hydraulically by differential braking.
8. Nose wheel steering is powered by:

a. Yellow or green depending on a/c serial number.
b. Blue hydraulic system.
d. AC Essential Bus.
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.

Revision number: 08
2.2 Course plotter
11. Nose wheel steering by rudder pedals is limited to:

a. 6 degrees under all circumstances.
b. 6 degrees or less depending on A/C speed.
c. 8 degrees always.
d. 7 degrees.
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.
13. The alternate brake system uses:

a. The yellow hydraulic system.
b. The hydraulic accumulator.
c. a) and b) are correct.
d. Green hydraulic system.
14. Brake pressure from the hydraulic accumulator is available:

a. In normal braking (with anti-skid).
b. In alternate braking (with anti-skid).
c. In alternate braking (without anti-skid).
d. At all times.
15. The anti-skid system gets its reference speed from:

a. ADIRU 1, 2 or 3.
b. ADIRU 2 + 3.
c. ADIRU 1.
d. FMS 1 or 2.
16. The principle of the anti-skid is:

a. Comparing the speed difference between the four wheels.
b. Comparing wheel speed between left and right landing gear.
c. Comparing wheel speed with nose wheel speed.
d. Comparing wheel speed with A/C reference speed.
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.

Revision number: 08
2.2 Course plotter
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.
19. Auto braking is initiated by:

a. Reverse thrust selection.
b. Ground spoilers extension.
d. Weight on wheels.
20. The brake and accumulator pressure gauge shows pressure:

a. From yellow hydraulic system.
b. From accumulator only.
c. From both yellow brake system and brake accumulator.
d. From both green brake system and brake accumulator.
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).

Revision number: 08
2.2 Course plotter
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.
29. What is the max tire speed?

a. 205 knots.
b. 195 knots.
c. 185 knots.
d. 165 knots.
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.

Revision number: 08
2.2 Course plotter
2. When is the THS not available?

a. After yellow and green system failure.
b. Never lost, always available manually.
c. After loss of FAC 1 and 2.
d. After blue system failure.
3. How many degrees down do the ailerons extend (aileron droop)?

a. They don’t extend down.
b. They extend 5 degree down when selecting landing gear down.
c. They extend 5 degree down when the flaps are extended.
d. They extend as required in turbulence.
4. Which surfaces are used for lift dumping on ground?

a. All spoilers, 1 to 5.
b. Spoilers 1 to 3.
c. Spoilers 1 to 4.
d. Spoilers 2 to 5.
5. Which signals cause rudder pedal movement?

a. Yaw damping signals.
b. Rudder trim signals.
c. Turn coordination signals.
d. A/P signals.
6. If ELAC 1 and 2 have failed:

a. Pitch control is provided by the FACs.
b. Pitch control can only be achieved from the trim wheel.
c. Pitch control is manual.
d. The elevator and pitch trim are controlled by SEC 1 or 2.
7. If FAC 1 and 2 have failed:

a. The rudder can always be controlled from the pedals.
b. The rudder control is lost.
c. The rudder control is provided by SEC 3.
d. SEC 1 and 2 control rudder.
8. When both sticks are moved in the same or opposite direction:

a. The surface movement is proportional to the algebraic sum of the deflections of both sticks.
b. The surface movement is proportional to the last stick deflected.
c. The surface movement is proportional to the first stick deflected.
d. The control surfaces will not move.

Revision number: 08
2.2 Course plotter
9. Elevators, ailerons and spoilers are:

a. Hydraulically activated and mechanically controlled.
b. Electrically activated and hydraulically controlled.
c. Hydraulically activated and electrically controlled.
d. Manually controlled, electrically activated.
10. Rudder control is electrical for yaw damping and trim:

a. Yes.
b. No.
c. Only for trim.
d. Only in flight.
11. What statement is correct?

a. Ground spoiler function: all spoilers deploy.
b. Speedbrake function: spoilers 1, 2, 3, deploy.
c. Roll function: ailerons + spoilers 4 and 5 deploy.
d. Speedbrake: all spoilers deploy.
12. How many control modes are there on the elevators servo jacks?
a. 2.
b. 3.
c. 4.
d. 1.
13. What are the limits for manoeuvre protection:

a. + 2.5 g – 1 g clean.
b. + 2 g – 0 flaps extended.
c. a and b.
d. + 1.0g - 2.5g.
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.

Revision number: 08
2.2 Course plotter
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.
18. How can a deactivated stick be reactivated?

a. By momentary action on takeover pushbutton of the active stick.
b. By momentary action on the takeover pushbutton of deactivated stick.
c. Both A and B is correct.
d. By momentary action on takeover pushbutton of both sticks.
19. At landing when passing 30 ft:

a. The attitude is memorized.
b. The attitude is progressively reduced to 2° nose down, to force the pilot to make a nose up input.
c. The attitude is progressively reduced to 2° nose up.
d. The attitude is held at that pertaining at 50'.
20. In roll normal law, the bank angle protection is active when bank angle is:
a. >45°.
b. >33°.
c. >67°.
d. >33°.
21. The roll normal law provides combined control of the:

a. Ailerons + spoilers 2 to 5 + rudder.
b. Ailerons + spoiler 2 to 5.
c. Ailerons only.
d. Ailerons + spoilers 1 to 4 + rudder.
22. If ELAC 1 and 2 have failed:

a. Roll control is provided by ailerons only.
b. Roll control is provided by ailerons and spoilers.
c. Roll control is provided by spoilers only.
d. Roll control is provided by ailerons and rudder.

Revision number: 08
2.2 Course plotter
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.
25. What happens when SFCC 1 fails?

a. Nothing.
b. Flaps and slats operate at half speed.
c. Flaps system lost.
d. Wing tip brakes operate for flaps only.
26. After Flap retraction, when is CONF 1+F available again?

a. At 100 kt or less.
b. If CONF 2, 3 or FULL has been selected previously.
c. Both A) and B) are correct.
d. Below 50 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.

Revision number: 08
2.2 Course plotter
30. Sideslip target:

a. Is used to check that the aircraft flies with rudder trimmed correctly.
b. To indicate how much rudder to use to get the best climb performance in case of engine failure.
c. Is only visible when both engines are running and disappear in case of an engine failure.
d. To indicate how much rudder is required in cross winds.
31. How many hydraulic systems activate the rudder?

a. 1.
b. 2.
c. None, rudders are manual.
d. 3.
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.
33. In alternate law, the change to direct law occurs when:

a. Landing gear down or at the selection of flaps 2 (LGCIU 1 + 2 fault).
b. Landing gear down.
c. Passing 50 ft.
d. When land flap selected.
34. SLATS SYS 1 FAULT on the ECAM warning display means?

a. SFCC has failed.
b. The slat channel in one SFCC has failed.
c. The slats cannot operate.
d. Slat asymmetry has occurred.
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.
36. In normal law, the stall warning is activated:

a. If slats aren't extended when reaching a speed of 148 knots.
b. When prot is reached.
c. Angle of attack corresponding to stall warning can't be reached in normal law.
d. At the stall speed x 1.03.

Revision number: 08
2.2 Course plotter
37. The pitch normal law provides:

a. Only: load factor limitation + pitch attitude protection + high speed protection.
b. Load factor limitation + high angle of attack protection + high speed protection + pitch attitude
protection.
c. Only: load factor limitation + pitch attitude protection + low speed stability.
d. High speed and low speed stability + load factor limitation.
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.
2. Where can you check the fuel quantity of each tank?

a. On ECAM fuel page.
b. On refueling control panel.
c. Both a and b are correct.
d. On cockpit fuel gauges.
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.
4. How many cells in each wing tank normally carry fuel?

a. Three.
b. One.
c. Five.
d. Two.
5. Where is the vent surge tank located?

a. In the outer section of each wing.
b. In the wing tank.
c. In the lower part of the center tank.
d. By the IDG drains.
6. Which type of motor controls the fuel cross feed valve?

a. Single electric.
b. Double electric.
c. Triple electric.
d. A two speed single motor.

Revision number: 08
2.2 Course plotter
7. The LP valves are controlled to off position by:

a. Engine master switches.
b. Engine master switches and fire pushbuttons.
c. Fire pushbuttons.
d. Fuel system mode selector.
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.
9. Amber FAULT light illuminates on tank pump pushbutton when:

a. Pump is not energized.
b. Pushbutton at off without failure.
c. Pump high temperature.
d. The delivery fuel pressure drops.
10. Amber FAULT light illuminates on MODE SEL pushbutton when:

a. The delivery fuel pressure drops.
b. Center tank has more than 250 kg and any wing tank has less than 5000 kg.
c. The two center tank pumps are selected off.
d. Inner wing tank has less than 750 kg.
11. The maximum fuel imbalance with full tanks is:

a. 1500 kg.
b. 1450 kg.
c. 1320 kg.
d. 750 kg.
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.
13. FOB (fuel on board) half-boxed amber on EW/D means:

a. Fuel quantity indicator is degraded.
b. Both transfer valves fail to open, when the inner tank is at low level.
c. Fuel imbalance.
d. The quantity shown is not fully usable.

Revision number: 08
2.2 Course plotter
14. APU fuel is supplied by:

a. Tank fuel pumps only.
b. APU fuel pump only.
c. Either tank or APU fuel pump.
d. Suction.
15. How is the IDG cooled?

a. By fuel direct from wing tank.
b. By engine oil.
c. By fuel from the high-pressure fuel line in the engine.
d. By fuel cooled oil cooler.
16. Suction valves are:

a. Always open regardless of pump status.
b. Normally closed by pumps pressure.
c. Open automatically when fuel x-feed is selected on.
d. Opened by pumps pressure.
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.
3. When the APU is running, the APU fuel pump:.

a. Runs when tank pumps pressure is not sufficient
b. Runs all the time.
c. Runs only in flight.
d. Runs for start only.
4. Normal APU rotation speed (N%) is:

a. 99%.
b. 100%.
c. 101%.
d. 99.5%.

Revision number: 08
2.2 Course plotter
5. APU master switch selected ON will:

a. Illuminate blue ON light, APU system is energized and APU starts. At 60% RPM, APU starter is de-
energized.
b. Illuminates blue ON light, APU system is energized, air intake flap opens and APU starts as soon
as start pushbutton is pressed.
c. Illuminate green AVAIL light and arms for start.
d. Illuminate green AVAIL lights and APU starts.
6. APU N indication turns amber on ECAM SD, when:

a. N ≥107%.
b. N ≥102%.
c. N ≥ 99%.
d. Auto shutdown occurs.
7. APU EGT indication turns red on ECAM SD, when:

a. EGT ≥ 675°C (APU running) only.
b. EGT ≥1090°C (APU running) only.
c. EGT ≥ 675°C (APU running) or EGT ≥1090°C (during APU start).
d. Auto shutdown occurs.
8. On ground APU provides:

a. Electrical power + hydraulic power.
b. Electrical power + bleed air.
c. Hydraulic power + bleed air.
d. Electrical power only.
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.
10. Fuel for the APU is supplied from the:

a. Left fuel feed line.
b. Right fuel feed line.
c. Center tank.
d. Left IDG return line.
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.

Revision number: 08
2.2 Course plotter
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.
13. The APU has its own lubrication system:

a. Yes.
b. No.
c. Uses a central lubrication system.
d. Uses stabilizer hydraulic fluid.
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).
16. When the MASTER Switch is selected ON, the:

a. APU starts.
b. ECB is electrically supplied.
c. Air intake flap closes.
d. Batteries are disconnected.
Power plant CFM 56

1. On ground, the start sequence is automatically aborted:
a. There is no automatic abort sequence.
b. Only in case of no light up.
c. In case of hot start, hung start, a stall, or no light up.
d. In case of low oil pressure.
2. During an automatic start on ground, the sequence is:

a. Ignition and HP fuel valve opening after 30 sec dry cranking, start valve closure by N2 > 43%.
b. Ignition by N2 > 16%, HP fuel valve opening by N2 > 22% - start valve closure by N2 > 50%.
c. Ignition by N2 > 16% - HP fuel valve opening by N2 > 22% - start valve closure by setting mode
selector to norm.
d. Fuel on by N2 > 16% - ignition by 22% - start valve closure by N2 > 50%.

Revision number: 08
2.2 Course plotter
3. Thrust reversers are actuated by:

a. Hydraulic actuators: green for engine 1 - yellow for engine 2.
b. Hydraulic actuators: green for both engines.
c. Pneumatic actuators.
d. Electro-Pneumatic actuators.
4. The FADEC is electrically supplied by:

a. Aircraft electrical system only.
b. Batteries if A/C electrical power fails.
c. A/C electrical system, self-powered > 22% N2.
d. Self-powered above 12% N2. In case of self-power loss, the FADEC is supplied by the A/C electrical
system.
5. What is the EGT limit at TOGA power setting?

a. 915°C on 1 engine or 610°C on both engines running.
b. 950°C for 5 min both engine running.
c. 725°C during 5 min (10 min on 1 engine).
d. 950°C for 10 min both engines running.
6. What is the maximum continuous oil temperature?

a. 150°C.
b. 155°C.
c. 140°C.
d. 165°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.
8. What is the minimum starting oil temperature?

a. -40°C.
b. -10°C.
c. -0°C.
d. -53°C.
9. What is the maximum N1?

a. 104%.
b. 100%.
c. 102%.
d. 105%.

Revision number: 08
2.2 Course plotter

a. 100%.
b. 102%.
c. 105%.
d. 104%.
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.
12. Starter cool down time requirements are:

a. 30 min cooling time after 2 cycles of 2 min and 1 of 1 min.
b. 12 min cooling time after 4 cycles of 8 min.
c. 12 min cooling time after 4 cycles of 2 min.
d. 15 min cooling time after 4 attempts.
13. The maximum reverse thrust should not be used below:

a. A/C stop according to EGT limit.
b. 70 knots (idle reverse down to A/C stop).
c. 40 knots (idle reverse down to A/C stop).
d. 50 knots (idle reverse down to A/C stop).
14. What is the maximum allowable flex temperature?

a. ISA + 29°C.
b. ISA + 53°C.
c. ISA + 45°C.
d. ISA + 35°C.
15. Reduced Take-off thrust is not permitted:

a. If outside air temp is lower than corrected temp.
b. If outside air temp is higher than Tref (ISA + 15°C).
c. On a wet runway.
d. On contaminated runway.
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.

Revision number: 08
2.2 Course plotter
17. What is the FADEC?

a. An engine speed control box.
b. A thrust control unit.
c. A Full Authority Digital Engine Control unit.
d. A Front Access Direct Engine Compartment.
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.
19. Which valve ensures an adequate fuel flow?

a. The HP fuel shut-off valve.
b. The LP fuel shut-off valve.
c. The fuel metering valve.
d. The thrust lever valve.
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.
22. During an automatic starting sequence:

a. Start valve closes at N2 > 50%.
b. Start valve closes at N2 > 45%.
c. Start valve closes at N2 > 43%.
d. Start valve closes at N2 > 55%.
23. Maximum EGT during engine start is:

a. 635°C.
b. 610°C.
c. 725°C.
d. 950°C.

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2.2 Course plotter
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.
25. How is the oil cooled?

a. By the servo fuel heater and fuel/oil heat exchanger.
b. By oil recirculation and the air/oil heat exchanger.
c. By the fuel/oil heat exchanger only.
d. By the fan air pre-cooler.
26. Oil pressure indicator turns red when pressure is lower than?
a. 80 psi.
b. 13 psi.
c. 60 psi.
d. 16 psi.
27. REV GREEN appears on the N1 indicator when?

a. The thrust levers are selected to full reverse sector.
b. The reverse doors are fully deployed.
c. The thrust lever position is in the idle reverse sector.
d. Ground spoilers extend.
28. The low pressure rotor (N1) consists of:

a. A front fan (1 stage) - 2 stage LP compressor - 4 stage LP turbine.
b. A front fan (1 stage) - 4 stage LP compressor - 4 stage LP turbine.
c. A front fan (1 stage) - 5 stage LP compressor - 6 stage LP turbine.
d. A front fan (1 stage) - 6 stage LP compressor - 1 stage LP turbine.
29. LVR ASYM amber message (FMA) means?

a. The thrust lever are not aligned.
b. Asymmetric power is established due to FADEC malfunction.
c. Asymmetric power is established due to TLA resolver fault.
d. At least one thrust lever is in CLB detent.
Power plant IAE 2500

1. On ground, the start sequence is automatically aborted:
a. There is no automatic abort sequence.
b. Only in case of no light up.
c. In case of hot start, hung start, a stall, or no light up.
d. In case of low oil pressure.

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2.2 Course plotter
2. During an automatic start on ground, the sequence is:

a. Ignition and HP fuel valve opening after 30 sec dry cranking, start valve closure by N2 > 43%.
b. Ignition by N2 > 16%, HP fuel valve opening by N2 > 22% - start valve closure by N2 > 50%.
c. Ignition by N2 > 16% - HP fuel valve opening by N2 > 22% - start valve closure by setting mode
selector to norm.
d. Fuel on by N2 > 22% - ignition on after 30 sec - start valve closure by N2 > 43%.
3. Thrust reversers are actuated by:

a. Hydraulic actuators: green for engine 1 - yellow for engine 2.
b. Hydraulic actuators: green for both engines.
c. Pneumatic actuators.
d. Electro-pneumatic actuators.
4. The FADEC is electrically supplied by:

a. Aircraft electrical system only.
b. Batteries if A/C electrical power fails.
c. A/C electrical system, self-powered by 22% N2.
d. Self-powered above 10% N2. In case of self-power loss, the FADEC is supplied by the A/C electrical
system.
5. What is the EGT limit at TOGA power setting?

a. 915°C on 1 engine or 610°C on both engines running.
b. 635°C during 5 min both engine running.
c. 725°C during 5 min (10 min on 1 engine).
d. 635°C for 10 min both engines running.
6. What is the maximum continuous oil temperature?

a. 150°C.
b. 155°C.
c. 140°C.
d. 165°C.
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.
8. What is the minimum starting oil temperature?

a. -40°C.
b. -10°C.
c. -0 °C.
d. -55°C.

Revision number: 08
2.2 Course plotter

a. 104%.
b. 100%.
c. 102%.
d. 105%.

a. 100%.
b. 102%.
c. 105%.
d. 104%.
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.
12. Starter cool down time requirements are:

a. 15 min cooling time after 4 attempts.
b. 12 min cooling time after 4 cycles of 8 min.
c. 5 min cooling time after 3 cycles of 2 min.
d. 30 min cooling time after 3 attempts or 4 minutes of continuous cranking.
13. The maximum reverse thrust should not be used below:

a. A/C stop according to EGT limit.
b. 70 knots (idle reverse down to A/C stop).
c. 40 knots (idle reverse down to A/C stop).
d. 50 knots (idle reverse down to A/C stop).
14. What is the maximum allowable flex temperature?

a. ISA + 55°C.
b. ISA + 53°C.
c. ISA + 45°C.
d. ISA + 65°C.
15. Reduced Take-off thrust is not permitted:

a. If outside air temp is lower than corrected temp.
b. If outside air temp is higher than Tref (ISA + 15°C).
c. On a wet runway.
d. On contaminated runway.

Revision number: 08
2.2 Course plotter
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.
17. What is the FADEC?

a. An engine speed control box.
b. A thrust control unit.
c. A Full Authority Digital Engine Control unit.
d. A Front Access Direct Engine Compartment.
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.
19. Which valve ensures an adequate fuel flow?

a. The HP fuel shut-off valve.
b. The LP fuel shut-off valve.
c. The fuel metering valve.
d. The thrust lever valve.
20. What is normal thrust mode called?

a. Unrated N1 mode.
b. Rated N1 mode.
c. EPR.
d. Flex N1 mode.
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.
22. During an automatic starting sequence:

a. Start valve closes at N2 > 50%.
b. Start valve closes at N2 > 45%.
c. Start valve closes at N2 > 43%.
d. Start valve closes at N2 > 55%.

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2.2 Course plotter
23. Maximum EGT during engine start is:

a. 635°C.
b. 610°C.
c. 725°C.
d. 750°C.
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.
25. How is the oil cooled?

a. By the servo fuel heater and fuel/oil heat exchanger.
b. By oil recirculation and the air/oil heat exchanger.
c. By the fuel/oil heat exchanger and air/oil heat exchanger.
d. By the fan air pre-cooler.
26. Oil pressure indicator turns red when pressure is lower than?
a. 80 psi.
b. 13 psi.
c. 60 psi.
d. 16 psi.
27. REV GREEN appears on the EPR indicator when?

a. The thrust levers are selected to full reverse sector.
b. The reverse cowls are fully deployed.
c. The thrust lever position is in the idle reverse sector.
d. Ground spoilers extend.
28. The low pressure rotor (N1) consists of:

a. A front fan (1 stage) - 2 stage LP compressor - 4 stage LP turbine.
b. A front fan (1 stage) - 4 stage LP compressor - 5 stage LP turbine.
c. A front fan (1 stage) - 5 stage LP compressor - 6 stage LP turbine.
d. A front fan (1 stage) - 6 stage LP compressor - 1 stage LP turbine.
29. LVR ASYM amber message (FMA) means?

a. The thrust lever are not aligned.
b. Asymmetric power is established due to FADEC malfunction.
c. Asymmetric power is established due to TLA resolver fault.
d. At least one thrust lever is in CLB detent.

Revision number: 08
2.2 Course plotter
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.
2. Where are the engine fire detectors located?

a. On the fan and the turbine.
b. On the pylon, the fan and the core.
c. On the core and the gearbox.
d. In the engine hot section.
3. The AGENT pushbutton is active when?

a. The corresponding DISCH light is on.
b. FIRE pushbutton illuminates.
c. FIRE pushbutton is pressed and released.
d. The fire warning is activated.
4. The engine and APU fire protection systems include:

a. 1 fire agent bottle for each engine - 1 fire agent bottle for the APU.
b. 2 fire agent bottles for the each engine - 2 fire agent bottles for the APU.
c. 2 fire agent bottles for each engine - 1 fire agent bottle for the APU.
d. 4 fire agent bottles for either engine or the APU.
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.
6. How is an APU fire on ground normally extinguished?

a. From the APU fire panel.
b. Automatically, 3 seconds after auto shutdown.
c. From the external power panel.
d. By the airport fire services.
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.

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2.2 Course plotter
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.
9. What systems are isolated when APU fire pushbutton is released?

a. Fuel, electrical.
b. Air, electrical.
c. APU and engines.
d. Fuel, air and electrical.
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.
Ice and rain protection

1. What happens when you set the WING anti-ice pushbutton to ON, on the ground?
a. The wing anti-ice valves don't open.
b. The wing anti-ice valves open for 30 seconds if pneumatic pressure is available.
c. The wing anti-ice valves remain open.
d. The wing anti-ice valves open 50% only.
2. The blue ON light illuminates on the WING anti-ice pushbutton:

a. When the anti-ice control valves open.
b. When the pushbutton switch is set to ON.
c. When the fault light goes out.
d. When the temperature is correct.
3. In case of loss of electrical power supply, the engine anti-ice valve:

a. Opens when the engine is stopped.
b. Opens when the engine is running.
c. Closes when the engine is running.
d. Is permanently open.

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2.2 Course plotter
4. Probe heating starts automatically when the switch is in AUTO position:

a. Not heated on the ground, heats automatically at lift off.
b. Operates in high heat after engine start.
c. If TAT is below 10°C.
d. In low heat after engine start and then high heat after lift off.
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.
7. Pitot heating operates:

a. At low level on ground and normal level in flight.
b. In flight only.
c. On ground above 80 knots.
d. When TAT is below 10°C.
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.
9. Electrical heating is provided for the protection of:

a. Pitot and AOA.
b. Pitot and TAT.
c. Pitot, static ports, TAT and AOA.
d. Water drain mast only.
10. The engine nacelle is anti-iced by:

a. Air bleed from low pressure compressor.
b. Electrically.
c. Exhaust air from fan pre-cooler.
d. Air bleed from high pressure compressor.

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2.2 Course plotter
11. When an engine anti-ice valve is open:

a. The N2 of the associated engine decreases.
b. Idle N1 is automatically increased for both engines.
c. There is no change in N1 or N2 limit.
d. The EGT will decrease.
12. The maximum airspeed for use of the windshield wipers is:
a. 230 knots.
b. 250 knots.
c. 200 knots.
d. 280 knots.
13. On a dry windshield, rain repellent system:

a. May be used as windshield washer.
b. Must not be used.
c. Can be used as bug removal agent.
d. Can be used in diluted mode.
14. The electric wipers are controlled by 2 individual rotary selectors:

a. True.
b. False.
c. 3 rotary selectors.
d. One high speed, one low speed.
15. The wipers can operate at different speeds:

a. Slow or fast.
b. Only one speed.
c. Low, medium and high speed.
d. Slow on ground, fast in flight.
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.

Revision number: 08
2.2 Course plotter
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.
2. If you select VHF 2 on RMP 1, the SEL indicator illuminates on:

a. RMP 1 and RMP 2.
b. RMP 1 only.
c. RMP 2 only.
d. All 3 RMP.
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.
4. You want to erase the CVR recording:

a. You push the CVR ERASE pushbutton one time.
b. You push the CVR ERASE pushbutton for 2 sec in flight.
c. With the aircraft on the ground, you push the CVR ERASE pushbutton for more than 2 sec with the
parking brake on.
d. Switch the ground power off, then on.
5. The flight interphone system permits you to speak to:

a. The cabin attendants.
b. Both a and b.
c. Other aircraft in flight.
d. The mechanic on the ground.

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2.2 Course plotter
6. How do you cancel ON VOICE key green light?

a. By pressing the VOICE key.
b. By pressing out the VOR reception pushbutton.
c. Both.
d. Select the OFF VOICE key.
7. What is the function of the RESET key on the ACP?

a. To restart system operation.
b. To cancel the previous selections.
c. To extinguish any CALL, MECH, and ATT lights.
d. To reset all volume controls to ZERO.
8. When you select CAPT 3 on the audio switching panel:

a. The captain uses headset of 3rd occupant.
b. 3rd occupant uses captains equipment.
c. The captain uses his acoustic equipment and the 3rd occupant ACP.
d. Only the 3rd occupant can transmit.
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.
11. On the RMP, the ON/OFF switch controls:

a. The power supply to the RMP.
b. Only the STBY NAV function of the RMP.
c. Only the COM function of the RMP.
d. The interphone.
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.

Revision number: 08
2.2 Course plotter
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.
2. A thermal discharge of the crew oxygen bottle is indicated by:

a. “Thermal discharge” message on ECAM.
b. Green blow out disc missing on L/H side of the fuselage below the cockpit.
c. Red blow out disc missing.
d. Low bottle pressure on ECAM.
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.

Revision number: 08
2.2 Course plotter
Answers to questionnaire
On the following pages you will find all correct answers to the questionnaire.
Safety Indicting/ Electrical Pneumatic Air conditioning/

recording power pressurization/ventilation
systems
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

Revision number: 08
2.2 Course plotter
Navigation/auto flight Hydraulics Landing gear Flight control
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

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2.2 Course plotter
Flight control Fuel APU Power plant Power plant Fire

(CFM 56) (IAE 2500) protection
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

Revision number: 08
2.2 Course plotter
Ice and rain Communicat Oxygen and

protection ions emergency
equipment
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 A320
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:
Weight and center of gravity limitations

Weight and center of gravity limitations
The reference chord length is:
Maximum taxi weight:
W and C.G
Maximum take-off weight (brake release):

Maximum landing weight:
Maximum zero fuel weight:
Minimum weight:
Environmental envelope and airport operations limitations

Environmental envelope and airport operations
Maximum airplane operating altitude:
Maximum runway altitude for airport T.O. and ldg operations:
Environ. Enve. and airpts ops
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:

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A320 2.2.3 Limitations
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
Air conditioning with LP ground unit should not be used simultaneously

with:
Air conditioning with HP ground unit should not be used when:
Maximum positive differential pressure:
Maximum negative differential pressure:
During ground operations the aircraft electric power supply with avionics OAT Time
ventilation system should be limited:
49ºC
55ºC
60ºC
64ºC

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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
Use of autothrust is approved with or without AP/FD on the following modes:

FMGS______ and _______ navigation has been certified for after take-off, en route, and terminal
area operations, for instrument approach procedures (except ILS, LOC, LOC-BC, LDA, SDF and
MLS), and for missed approach procedures.
RNP accuracy with GPS PRIMARY, or radio updating, has been With AP With AP With AP
demonstrated to be: ON in OFF OFF
NAV and FD and FD
ON in OFF
NAV
En route
In terminal area
In approach
For RNP AR with GPS PRIMARY: RNP AR With AP ON With AP OFF

and FD ON
Departure NAV
mode
App in FINAL
APP or APP
NAV
Missed app in
NAV
FINAL APP mode guidance capability with GPS PRIMARY has been
demonstrated down to MDH/DH (barometric):
ILS CAT2 minimum decision height is:
ILS CAT2 automatic approach with autoland, autopilot must be disengaged no
later than:
ILS CAT3 fail passive (single) minimum decision height is:
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.

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Electrical
MAX continuous load per generator is:

Electrical
MAX continuous load per TR (continuous) is:
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.
Normal operating pressure is:
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:

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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
Maximum EGT is:

Maximum EGT for start (below 35.000 ft) is:
Maximum EGT for start (above 35.000 ft) is:
Maximum FL for APU restart and operation limit is:
Maximum FL for APU BATTERY start limit (ELEC EMER CONFIG) is:
Maximum FL for bleed air and electrical power extraction is:
Maximum FL for ground starting and operating limit is:
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
____consecutive cycles: Each lasts a maximum of ____ min

Maximum reverse should not be used below ____ ___ (idle reverse is permitted down to aircraft
stop).
Thrust reduction must not exceed ______% of the full rated take-off thrust. To meet this requirement,
the flexible temperature must not be higher than __________°C(T MAX FLEX).

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2.2.4 Servicing A320
2.2.4 Servicing
1. Servicing worksheet
Complete the following worksheet with help of the FCOM DSC chapter and CBT.

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A320 2.2.4 Servicing
Item Description
1
2
3
4
5
6
7
8
9
10
11
12

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2.2.5 Memory actions A320
2.2.5 Memory actions

Complete the following worksheet with help of the FCOM.
This will give you an understanding of all memory items related to the aircraft abnormal/
emergency procedures.
When complete, these memory items are important to study so you will remember all by heart
when required.
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?

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A320 2.2.5 Memory actions
Items
List the memory items for the specified checklist

State any and all conditions for item completion as applicable
EGPWS (FCOM-PRO-ABN-34)
Items

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Items

Immediate actions of EMER descent (FCOM-PRO-ABN-80)

Items

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Items

Immediate actions of unreliable speed indication/ADR check procedure

(FCOM-PRO-ABN-34)
Items

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Items

Loss of braking (FCOM-PRO-ABN-32)

Items

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Items

Stall recovery (FCOM-PRO-ABN-10)

Items

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Items

Stall warning at lift-off (FCOM-PRO-ABN-10)

Items

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Items

TCAS (FCOM-PRO-ABN-34)
Items

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Items

Wind shear (FCOM-PRO-ABN-80)

Items

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Items

Wind shear ahead (FCOM-PRO-ABN-80)

Items

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2.2.6 Exercises CMU A320
2.2.6 Exercises CMU

Completing the CMU exercises and following the scheduled CMU study references will help
prepare you for the CPT lessons by familiarizing you with:
• Cockpit panel/switch locations
• Cockpit preparation
• Action flows
• Normal and abnormal operations
• Checklist reading
Before attending… Ensure you complete…

CPT Lesson 4 CMU Exercise 1
CPT Lesson 6 CMU Exercises 3 and 4
Recommendations for completing the CMU Exercises:
• Team up with a fellow client and do the CMU exercises together
• Alternate the roles of Pilot Flying (PF) and Pilot Monitoring (PM)
• Keep the FCOM PRO-NOR-SOP, QRH NP and FCTM NO at hand for more efficient learning
• Refer to the Lesson Plans and Flight Data Collection for CPT 4 to CPT 7 for information
required to complete these exercises
• Combine the exercises in the CMU with an FMS Trainer if available
General objectives
• Perform cockpit preparation within an acceptable time frame
• Demonstrate proficiency with normal procedures in preparation for CPT and FFS lessons
• Correctly perform the various approach methods
• Practice abnormal and emergency procedures
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

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A320 2.2.6 Exercises CMU
- 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
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, QRH-NP, FCTM-OP and NO, normal checklist and action flows.
3. Proficiency criteria
• With 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 perform "Altimeter setting changes to/from QNH/QFE-STD"
• Accurately state the difference between a decelerated approach and an early stabilized
approach
4. Training topics
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

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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:
- 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
FCTM and QRH.
b. Study reference
FCOM PRO-NOR, FCTM-OP and NO, QRH-NP, normal checklist and action flows.
• With some reference to manuals, correctly follow normal SOP (FCOM PRO-NOR-SOP)
- 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

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4. Training topics
CMU 2
1. Safety exterior inspection procedure
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

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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
FCTM and QRH.
b. Study reference
FCOM PRO-NOR and PRO-ABN, FCTM NO, QRH NP and ABN, normal checklist and
action flows.
• With brief reference to manuals, correctly follow normal SOP (FCOM PRO-NOR-SOP)
• 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
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

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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).
• 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
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.
• 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
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

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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.
• 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
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.
• 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
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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2.2.7 Lesson description CPT A320
2.2.7 Lesson description CPT

CPT lesson description
CPT sessions include one or more briefings intended to:
• Introduce and/or review key events in the session
• Review your progress
• Answer any questions you might have
The instructor will explain in detail what is expected of you and will make sure you are absorbing
the material properly and are able to take on the next challenges.
Once a CPT session is over, a debriefing takes place to review each pilot's performance, discuss
and re-enforce areas needing attention, and prepare you for the next scheduled session.

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A320 2.2.7 Lesson description CPT
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2.2.8 Lesson description CPT 1 A320
2.2.8 Lesson description CPT 1

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
1.1 Lesson objective

Upon completion of this lesson, you will be able to:
• 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
- Take-off (this is optional and only if time permits – not mandatory)
The Flight Data Collection will provide you with required information to conduct this session.
1.2 Training topics

a. Briefing/pre-study topics
- Cockpit Prep
- Before Start-Engine Start-After Start
- Taxi Before take-off
- Take-off (optional – only if time permits)

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A320 2.2.8 Lesson description CPT 1
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)
1.3 Proficiency criteria

For an explanation of the expected standards for successful performance, refer to the Client
Manual “2.1 Information ground training”, section “4. Training standards”.

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1.4 Training events

LP type 1 = Lesson Plan type 1.
Numbers represent training event number in relevant lesson plan appendix.
Also applicable to EASA.
Also applicable to FAA.
CPT1: 2:00 hour session
LP type 1 Client 1 is PF during whole session

LP type 2
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

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LP type 1 1st half: Client 1 is PF LP type 1 2nd half: Client 2 is PF

LP type 2 LP type 2
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
7, 8 11, 12 Taxi and Before Take-off

Pushback/Normal Engine Start
5 10 Procedures
11, 12 Taxi and Before Take-off 13

Take-off (optional)
10 Procedures 11
13
Take-off (optional)
11
Break End

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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.

In addition to the knowledge and skills you acquired during the previous CPT session, upon
completion of this lesson, you will be able to:
• Perform:
- 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 (only if a 4-hour session):
- Holding
- DIR TO
- FIX INFO
- Intercept
1.2 Training topics

- Take-off
- Climb
- Cruise
- Descent
- EIS Failure-Switching (only if a 4-hour session)
- ILS Approach

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b. Study reference
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
CLIMB
6 PRO-NOR-SRP-01 FMS (NP) (PR-NP-SOP-140)
(PRO-NOR-SRP-01-40)
PRO-NOR-SOP 15
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)

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Study reference
No Training item
FCOM QRH FCTM
(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)
(16) NP
AUTOLAND (PRO-NOR-SOP 19) NO-170
11, 23 (NP)
(LIM-AFS-20) (PR-NP-SOP-190)


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1.4 Training events

LP type 1 Client 2 is PF during whole session

LP type 2
1
Cockpit Preparation
1
2 Pushback/Normal Engine Start
3
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

Revision number: 08
2.2 Course plotter
LP type 1 1st half: Client 2 is PF LP type 1 2nd half: Client 1 is PF

LP type 2 LP type 2
1 1
Cockpit Preparation Cockpit Preparation
1 12
2
2 Pushback/Normal Engine Start Pushback/Normal Engine Start
13
3 Taxi and Before Take-off 3 Taxi and Before Take-off

3 Procedures 14 Procedures
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
23
Break End

Revision number: 08
2.2 Course plotter
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PAGE
INTENTIONALLY
LEFT
BLANK

Revision number: 08
2.2 Course plotter

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.

• Perform:
- 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
• Explain the basic principles of using the MEL
• Enter holding in FMGC
1.2 Training topics

a. Briefing/Pre-study topics
- Go Around
- Ground Speed Mini (only if a 4-hour session)
- MMEL
- Mode Reversions
- RNAV (GNSS) with LNAV/VNAV Minimum
- After landing, parking and securing the aircraft

Revision number: 08
2.2 Course plotter
b. Study reference
Study reference
No Training item
FCOM QRH FCTM
(1) MEL How to use section
MEL
1 MEL Item 49 APU
(2) NP
2 (NP)
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)
(PR-NP-SOP-110)
PRO-NOR-SOP 12
TAKE-OFF
(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
GO AROUND
(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
ILS NO-120
(PR-NP-SOP-190)
(PRO-NOR-SRP-01-70)
(16) NP
AUTOLAND (PRO-NOR-SOP 19) NO-170
29 (NP)
(LIM-AFS-20) (PR-NP-SOP-190)

Revision number: 08
2.2 Course plotter
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)


Revision number: 08
2.2 Course plotter
1.4 Training events

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
Explain where to find procedure for:

3, 4
• Engine Start with EXT PNEU
4
• Crossbleed Engine Start
5
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

Revision number: 08
2.2 Course plotter
17 After Landing, Parking and Secure the

16 Aircraft (if time permit)
End

Revision number: 08
2.2 Course plotter
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
Explain where to find procedure

3, 4 for: 8
Holding
4 • Engine Start with EXT PNEU 20
• Crossbleed Engine Start
5 Taxi and Before Take-off 10

FMGC Exercises
5 Procedures 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
14 17 After Landing, Parking and

Go-around
13 28 Secure the Aircraft
15
ILS Approach
14
16
Autoland
15
17 After Landing, Parking procedure

16 (if time permit)
Break End

Revision number: 08
2.2 Course plotter

The purpose of CPT 4 is to provide further practice with Airbus SOPs and FMGS programming.
You will practice flying non-precision approaches, and if you have a 4-hour session, you will also
be introduced to the ECAM.
NOTE Completion of CMU Exercise 1 is a prerequisite for this lesson.

• 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 and TRK/NPA
- The ENG Relight (inflight) procedure from the QRH (only if a 4-hour session)
- 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 (only if a 4-hour session)
• Read and respond to all normal checklists
1.2 Training topics

- ECAM handling (only if a 4-hour session)
- FPV
- VOR NBD using Final APP
- VOR NBD using TRK-FPA

Revision number: 08
2.2 Course plotter
b. Study reference
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
(PR-NP-SOP-110)
PRO-NOR-SOP 12
TAKE-OFF
(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
ILS APPROACH NO-120
8 PRO-NOR-SRP-01 FMS (NP)
(PR-NP-SOP-190)
(PRO-NOR-SRP-01-70)
PRO-NOR-SOP 20
GO AROUND
(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)


Revision number: 08
2.2 Course plotter
1.4 Training events

LP type 1
LP type 2
1
Cockpit Preparation
1
4
Manual Engine Start
3
5
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
18 After Landing, Parking and Secure the

15 Aircraft
End

Revision number: 08
2.2 Course plotter
LP type 1 LP type 1
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

Go-around
4 Procedures 19
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

VOR Approach (FINAL APP)
12
Go-around
11
14
ECAM introduction
12
16
VOR Approach (TRK/FPA)
14
Break End

Revision number: 08
2.2 Course plotter

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.

• 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 (only if a 4-hour session)
• Use the ENG Relight (inflight) QRH procedure (only if a 4-hour session)
1.2 Training topics

- ENG Start Fault
- FLAPS Locked During Retraction (only if a 4-hour session)
- SLATS FAULT During Extension
- Cargo smoke
- Emergency evacuation

Revision number: 08
2.2 Course plotter
b. Study reference
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
(PR-NP-SOP-110)
PRO-NOR-SOP 12
TAKE-OFF
(PRO-NOR-SRP-01-30)
LOC/DME
(8) PRO-NOR-SOP-18 NP NO-130
NON-PRECISION
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)


Revision number: 08
2.2 Course plotter
1.4 Training events

LP type 1
LP type 2
1
Cockpit Preparation
1, 2
3
Engine Start Fault
4
4
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

Revision number: 08
2.2 Course plotter
19
Autoland
15
20
Emergency Evacuation
16
End

Revision number: 08
2.2 Course plotter
LP type 1 LP type 1
LP type 2 LP type 2
1 5
1, 2 18
3 6
Engine Start Fault Climb
4 18

LOC/DME Approach
5 Procedures 19
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

Revision number: 08
2.2 Course plotter
THIS
PAGE
INTENTIONALLY
LEFT
BLANK

Revision number: 08
2.2 Course plotter

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 Exercise 3 and 4 is a prerequisite for this lesson.

• Perform:
- 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 Fuel Leak procedures (only if a 4-hour session)
• State and perform immediate actions of the QRH Emer Descent procedure
1.2 Training topics

- Emergency Descent
- Fuel Leak (only if a 4-hour session)
- Smoke

Revision number: 08
2.2 Course plotter
b. Study reference
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
ENGINE START FAULT
4 PRO-NOR-SOP-08
(PRO-NOR-SOP-08)
NO-040
(PR-NP-SOP-
TAXI/BEFORE TAKE-OFF 100)
(PR-NP-SOP-
110)
PRO-NOR-SOP 12
NO-050
TAKE-OFF (PR-NP-SOP-
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)


Revision number: 08
2.2 Course plotter
1.4 Training events

LP type 1
LP type 2
1
Cockpit Preparation
1
2
Engine Start Fault
2
3
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

Revision number: 08
2.2 Course plotter
LP type 1 LP type 1
LP type 2 LP type 2
1 4
1 17
2 5
Engine Start Fault Climb
2 17
3 Taxi and Before Take-off 8 Unreliable Speed / Turbulent Air

3 Procedures 18-20 demo
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
29
19 After Landing, Parking and

30 Secure the Aircraft
Break End

Revision number: 08
2.2 Course plotter

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.

• Perform:
- 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
1.2 Training topics

- Engine Failure after take-off
- Engine Failure in Cruise (Obstacle)
- Engine Failure in Cruise (Standard)

Revision number: 08
2.2 Course plotter
b. Study reference
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)


Revision number: 08
2.2 Course plotter
1.4 Training events

LP type 1
LP type 2
1
Cockpit Preparation
1
1
Pushback/Engine Start
2
2
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
19 ILS approach, 1-eng out

14 (if time permits)
19 Autoland, 1-eng out

End

Revision number: 08
2.2 Course plotter
LP type 1 LP type 1
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

Engine fail in Cruise
3 Procedures 17
3 12 RNAV approach (FINAL APP)

Take-off
4 18 1-eng out
4 13 Go-around with Engine Fire

Climb
4 19 1-eng out
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
19 ILS approach, 1-eng out

19 Autoland, 1-eng out

Break End

Revision number: 08
2.2 Course plotter

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.

• 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
1.2 Training topics

- Dual FMGC Fault
- Elec Emer Config

Revision number: 08
2.2 Course plotter
b. Study reference
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


Revision number: 08
2.2 Course plotter
1.4 Training events


Revision number: 08
2.2 Course plotter
LP type 1 LP type 1
LP type 2 LP type 2
1 3, 4 Take-off with Engine Fail and

Before Take-off Procedures
1 19 Engine Inflight Relight
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
14
17
Go-around, 1-eng out
15
17
16
18
Autoland, 1-eng out
17
Break End

Revision number: 08
2.2 Course plotter

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.

• 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
1.2 Training topics

The Flight Data Collection will provide you with required information to conduct this session
To help ensure you feel prepared to start your FFS training, your instructor will review briefing
materials, including:
- The use of normal SOPs such as flows and procedures
- Reading and responding to checklists
- Handling and management of ECAM and malfunctions
In addition, you will be briefed on:
- Use of the QRH Overweight procedure
- Cold weather operation
The following briefing presentations may also be reviewed:
- ENG Start Fault
- Emergency Descent
- Reject take-off/Emergency Evacuation

Revision number: 08
2.2 Course plotter
b. Study reference
Study reference
No Training item
FCOM QRH FCTM
(1) NP
1, 12 (NP)
PRO-SUP-70
ENGINE START FAULT
4 PRO-NOR-SOP-08
(PRO-NOR-SOP-08)
NO-040
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)


Revision number: 08
2.2 Course plotter
1.4 Training events

LP type 1 LP type 1
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
4 Taxi and Before Take-off 4 Taxi and Before Take-off

6 Procedures 20 Procedures
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

Rejected Take-off (ENG FIRE)
18
16
Break End

Revision number: 08
2.2 Course plotter
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3 Simulator training 3-1
3.0 Table of contents A320
3 Simulator training

3.1 Information simulator training ................................................... 3-3
3.2 Lesson description ................................................................... 3-5
3.2.1 Lesson description S1 ................................................. 3-7
3.2.2 Lesson description SA............................................... 3-11
3.2.3 Lesson description S2 ............................................... 3-15

Revision number: 08
3-2 3 Simulator training
A320 3.0 Table of contents
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Revision number: 08
3.1 Information simulator training All aircraft types
3.1 Information simulator training
FFS (full flight simulator) sessions

During the FFS sessions you will finally experience the sensations associated with being in a real
aircraft. During these sessions, you are exposed to different scenarios involving an array of aircraft
system malfunctions. You are challenged by simple or complex malfunctions and will learn how to
solve them with the aid of your cockpit crew member, manuals available in the cockpit and through
communications with air traffic control. These abnormal and emergency situations are repeated
several times throughout the entire course and will enable you to become comfortable with their
execution.
Each FFS session is divided equally into two parts in order to expose you and your crew member
to tasks associated with the duties of a PF and a PM. While the PF is responsible for the safe
operation of the aircraft and the making of decisions to maintain a safe flight environment, the PM
is tasked with the monitoring of the actions of his/her cockpit crew member, the communication
with the different Air traffic control agencies, the performance procedures described in the
checklists and the use of CRM.
Each FFS session is preceded by a briefing. The purpose of this briefing is to review your
progress, to answer any course-related question you might have and to step by step cover the
session that is about to take place, while making certain you fully understand the challenge at
hand.
After each simulator session, a debriefing takes place to review each pilot's performance, and to
discuss and reinforce areas needing attention and to prepare the pilots for the next scheduled
session.
Just like in the CPT sessions, you will be involving all the tools you have learned up to this point
while being exposed to new challenges.
LST (license skill test)

Once the series of FFS sessions has been completed, you will be signed off by your instructor.
This will authorize you to undergo the skill test that rounds off the type rating
Rest assured that you will have been trained to proficiency by our training staff. We will not
schedule your exam unless we are certain that you have reached a comfortable level of
proficiency which will allow you to easily pass the skill test.
CAE wishes you once again a successful course and trust you will enjoy our training facility and
all that it has to offer.

Revision number: 08
All aircraft types 3.1 Information simulator training
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3.2 Lesson description A320
3.2 Lesson description

• The lesson objectives contains the most essential parts of the session.
1.2 Training topics

a. Briefing
- The briefing sections contain information to the clients of which areas will be discussed
during the briefing. Clients should come prepared to the briefing and be prepared to answer
questions in the described areas.
The sections provides more general subject than described in the study reference.
b. Study reference
- The study reference section provides references in the related manuals specific to each
individual manoeuvre and procedure. Clients should use these references to find
information in the manuals in preparation for the simulator session.
- References to FCOM normal procedures are only given during phase 1 or when a new
procedure is introduced. Supplementary procedures are referred to whenever they are
used.
- Not all parts of a sim session have reference items, this can be because the item has been
covered extensively previously in the training or that no specific reference exists.
- References are given to a specific chapter and/or named segment of a procedure, checklist
or manoeuvre. Clients are expected to actively look for information that prepares them for
the session and the references are guidelines and a good starting point but not a complete
base for preparation. Reading the references provides a minimum level of preparation for
the session.
- Only references to aircraft manufacturer's documents are provided. If the course is
conducted using airline specific procedures no references to those are provided and
Clients must find the information on their own. The references will still provide good reading
but must be supplemented with the airline specific procedures and policies.

The proficiency criteria specify to what level of performance a client is expected to perform to in
order to progress further in the course. Normally the reference throughout the simulator phase is
to the course training standards which are described separately. Sometimes there will be plane
text information to highlight specific performance criteria such as on phase checks.
1.4 Flight data

The flight data chapter contains basic weather, FMS input and performance calculations specific
to each simulator session. This enables the clients to perform the pre-flight procedure with little
input from the instructor.
Use of the flight data segment may vary depending on the customer/airlines use of performance
tool. Clarify with instructor during briefing which data will be used.

Revision number: 08
A320 3.2 Lesson description
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3.2.1 Lesson description S1 A320
3 Simulator training. 3.2Lesson description
3.2.1 Lesson description S1

Upon completion of this lesson, you will be able to:
• Adopt a correct seating position
• Use ACP/RMP
• Perform Cockpit Preparation using battery power only
• Perform normal engine start
• Perform normal take-off in Flap 2
• Explain the correct way to disconnect A/P, FD's and A/THR
• Explain how to display the FPV (BIRD) and FPD (Mustache)
• Understand side stick logic
• Explain Normal Law protections including the Alpha Floor protection
• Fly an automatic ILS approach using the decelerated approach technique
• Perform a go around
• Perform a visual approach
• Land in Flap FULL configuration
1.2 Training topics

a. Briefing
- First FFS
- Take-off
- Tail Strike
- Normal Law Protections
- ILS approach, decelerated approach speed technique
- Go around
- Visual Circuit
- Landing technique

Revision number: 08
A320 3.2.1 Lesson description S1
b. Study reference
Study reference
No Training item
FCOM QRH FCTM
PRO-NOR-SOP 12
NO.050
TAKE-OFF (PR-NP-SOP-
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
(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
GO AROUND (PR-NP-SOP-
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)

• In accordance with CTS and grading requirements

Revision number: 08
1.4 Training events


Revision number: 08
S1
LP type 1 LP type 1
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

Landing(s), Flap Full
18 36, 37 Shutdown procedure
Break End

Revision number: 08
3.2.2 Lesson description SA A320
3.2.2 Lesson description SA

In addition to the knowledge and skills you acquired during the previous FFS session, upon
• Perform cockpit preparation GND PWR available
• Perform normal take-off in Flap 1+F and Flap 2
• Explain and perform procedure in case of TCAS TA and TCAS RA
• Fly an automatic ILS approach using the decelerated approach technique
• Fly a manual ILS approach using Flight Director
• Fly a manual ILS approach without Flight Director
• Perform a go around
• Perform a rejected landing from 50 ft (balked landing)
• Land in Flap 3 and Flap FULL configuration
1.2 Training topics

a. Briefing
- FPV
- ILS Raw Data Approach, early stabilized approach speed technique
- Go Around (balked landing)
- TCAS
- Crosswind landing technique

Revision number: 08
A320 3.2.2 Lesson description SA
b. Study reference
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)


Revision number: 08
3.2.2 Lesson description SA A320
1.4 Training events

SA
LP type 1 LP type 1
LP type 2 LP type 2
1-4 5
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

Landing, Flap 3
17 35 Shutdown procedure
Break End

Revision number: 08
A320 3.2.2 Lesson description SA
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• Perform Cockpit Preparation GRD PWR available
• Perform normal take-off in Flap 1+F in up to 15 kt crosswind
• Explain and perform procedure in case of TCAS TA and TCAS RA
• Fly a non-precision approach using:
- FINAL APP method
- NAV/FPA method
- TRK/FPA method
• Perform a Rejected Landing (Balked Landing)
• Perform a High Energy Go-around
• Land in Flap 3 configuration in less than 15 kt crosswind
• Perform a 180 degree turn on RWY
• Use the QRH Overweight Landing procedure
1.2 Training topics

a. Briefing
- Crosswind Take-off technique
- TCAS
- VOR NBD using Final APP
- VOR NBD using TRK-FPA
- VOR NDB using NAV-FPA
- 180 Dgr turn on RWY
- Overweight Landing - review of QRH
- Crosswind landing technique

Revision number: 08
b. Study reference
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)


Revision number: 08
1.4 Training events


Revision number: 08
S2
LP type 1 LP type 1
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
7 9 VOR/DME approach using FINAL

TCAS
6 26 APP
9 VOR/DME approach using FINAL 10

Rejected Landing at 50 ft
7 APP 27
10 11 VOR/DME approach using NAV/

Rejected Landing at 50 ft
8 28 FPA
11 VOR/DME approach using NAV/ 12

High energy Go-around
9 FPA 29
12 14 VOR/DME approach using TRK/

High energy Go-around
10 30 FPA
14 VOR/DME approach using TRK/ 15

Landing, Flap 3
11 FPA 31
15 15
Landing, Flap 3 180 dgr turn on RWY
12 31
15 16, 17 Max TOW Take-off, Packs OFF,

180 dgr turn on RWY
12 18 Crosswind
16, 17 Max TOW Take-off, Packs OFF, 18

QRH Overweight procedure
14 Crosswind 21
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

Crosswind Landing Practice
17 33 Shutdown procedure
Break End

Revision number: 08

• Perform cockpit preparation GRD PWR available in 25 minutes
• Explain when to use engine and wing anti-ice
• Perform normal take-off in Flap 3 in up to 25 kt crosswind
• Recover from unusual attitudes in Normal Law
• Fly a LOC/FPA approach followed by circling
• State the memory item and use procedure for windshear warning
• State the memory item and use procedure for EGPWS warning
• Fly an ILS approach intercepting Glideslope from above
• Land in crosswind up to 25 kt
1.2 Training topics

a. Briefing
- LOC/FPA approach
- Circling
- EGPWS
- Glideslope Interception from Above
- Windshear

Revision number: 08
b. Study reference
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
(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 is a gate check and extra training should be provided if the clients fail to reach the CTS
• After session completion the client must be ready for the Abnormal phase

Revision number: 08
1.4 Training events

S3
LP type 1 LP type 1
LP type 2 LP type 2
1-4 5
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
7 11 Circling approach. Demo Low

UPRT, Unusual attitudes
7 25 Energy Aural Alert
9 12
LOC/DME approach Landing
8 26
10 13, 14 Crosswind Take-off and

Go-around
9 28 Windshear
11 15
Circling approach EGPWS alert (Terrain)
10 29
12 16
Landing ILS approach (G/S from above)
10 30
13, 14 Crosswind Take-off and 17, 18 Windshear during approach/Go-

12 Windshear 31 around
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

Revision number: 08
S3
17, 18 Windshear during approach/Go- 20 After Landing, Parking and

15 around 37 Shutdown procedure
19
Visual circuit, manual thrust
17
20
Crosswind Landing(s)
18, 19
Break End
Shaded Training Events to be done during Night Conditions.

Revision number: 08

• Perform normal take-off in up to max crosswind
• Understand ECAM management (single and dual ADR and IR fault will be used)
• Explain and execute an approach with a DUAL RA failure
• Explain Alternate Law, Direct Law and Mechanical Back-up
• Recover from upset attitudes in Alternate Law
• Recover from stall warning and stall in Alternate and Direct Law
• Explain and execute Cargo Smoke
• Explain and execute Smoke control and removal
• Perform emergency evacuation procedure
• Land in crosswind up to max crosswind
1.2 Training topics

a. Briefing
- ECAM management review
- Single and Dual ADR and IR failures
- F/CTL reconfiguration Laws: ALTERNATE and DIRECT
- Stall Recovery
- DUAL Radio ALT failure
- Cargo smoke
- Smoke/Fumes
- Removal of Smoke
- Emergency evacuation
- UPRT

Revision number: 08
b. Study reference
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
SMOKE/FUMES/AVNCS ABN-26
(13) PRO-ABN-26 AO-026
SMOKE PROCEDURE (AEP
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)


Revision number: 08
1.4 Training events

S4
LP type 1 LP type 1
LP type 2 LP type 2
1, 2 Crosswind Take-off and 1, 2 Crosswind Take-off and

2 Windshear 16 Windshear
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
5, 8, 9 Approach to Stall and Stall 5, 8, 9 Approach to Stall and Stall

8, 9 exercises 19, 22, 23 exercises
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
14 13 Cargo Smoke, control and

ILS approach
13 27 removal
15 14
Crosswind Landing Direct Law ILS approach
14 28
15
Crosswind Landing Direct Law
29
16
30
Break End

Revision number: 08
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• Perform take-off with engine failure using correct procedure
• Locate and perform ENG Relight (inflight) procedure
• Explain and perform engine failure in cruise procedure, both standard and obstacle strategy
• Explain and perform dual engine failure procedure
• Perform a one engine out ILS approach
• Perform a one engine out go around
• Perform a one engine out landing
• Perform ELEC EMER CONFIG procedure, both ECAM and QRH
• Explain and perform unreliable speed indication/ADR check procedure
1.2 Training topics

a. Briefing
- Engine Failure after take-off
- All Engine Flame Out
- Engine Failure in Cruise (Standard)
- Engine Failure in Cruise (Obstacle)
- Single engine ILS approach
- Single engine go around
- Single engine Landing
- Elec Emer Config
- Unreliable Speed Indication

Revision number: 08
b. Study reference
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)


Revision number: 08
1.4 Training events

S5
LP type 1 LP type 1
LP type 2 LP type 2
1 Take-off and Engine out 2, 3 Take-off with engine failure after

2 familiarization 23-25 V1
2, 3 Take-off with engine failure after 8 Manual ILS approach One-

3 V1 26 Engine-Out
3 9 Manual Go-around One-Engine-

Engine relight inflight
7 27 Out
5 10 Manual ILS approach, One-

Engine failure in Cruise –driftdown
9 28 Engine-Out
6, 7 Dual engine failure – Windmill 11

Landing One-Engine-Out
10, 11 start 28, 29
8 Manual ILS approach, One- 12

Crosswind Take-off
13 Engine-Out 30
9 Manual Go-around, One-Engine- 14 Unreliable Speed/ADR Check

14 Out 31 procedure
10 Manual ILS approach, One- 15

BUSS & BAS familiarization
15 Engine-Out 32
11 16 Raw data ILS approach, manual

Landing, One-Engine-Out
15, 16 33 thrust
12 17
Crosswind Take-off Crosswind Landing
17 35
13
Elec Emergency Config
18
16 Raw data ILS approach, manual

19 thrust
17
Crosswind Landing
20
Break End

Revision number: 08
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Revision number: 08

• Explain and perform a Rejected Take-off
• Perform dual hydraulic G+B failure procedure, both ECAM and QRH
• Perform dual hydraulic G+Y failure procedure, both ECAM and QRH
• Explain and perform flap/slat fault and flap/slat locked procedures
• Perform stabilizer jammed procedure
• Perform a Take-off with an engine failure between V1 and V2, using the correct procedure
• Perform a one engine out RNAV approach
• Perform a one engine out landing
1.2 Training topics

a. Briefing
- Reject take-off
- RNAV (GNSS) with LNAV/VNAV Minimum
- Dual hydraulic G+Y failure procedure
- Dual hydraulic G+B failure procedure
- FLAPS Locked During Retraction
- SLATS FAULT During Extension
- STAB jammed

Revision number: 08
b. Study reference
Study reference
No Training item
FCOM QRH FCTM
(1) AO-020
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)


Revision number: 08
1.4 Training events

S6
LP type 1 LP type 1
LP type 2 LP type 2
1 1
Rejected Take-off Rejected Take-off
1 17
2, 3 Max Crosswind Take-off and 2, 3 Max Crosswing Take-off and

2 Windshear 18 Windshear
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
5 Dual Hydraulic failure (Green 6 Dual Hydraulic failure (Green

6 +Yellow) 21 +Blue)
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
11 RNAV or Visual approach, Slats 11 RNAV approach FINAL APP,

11 fault 26 Flaps fault
12 12
Landing Slats Jammed Landing Flaps Jammed
12 27
16 13
Take-off with engine failure Crosswind Take-off
14 28

Revision number: 08
S6
17 14
RNAV approach, One-Engine-Out Stabilizer Jammed
15 29
18 15 Visual approach, Stabilizer

16 30 Jammed
15
Landing Stabilizer Jammed
31
16
Take-off with engine failure
32
17 RNAV approach, One-Engine-

33 Out
18
34
19, 20 APU Fire and Emergency

35 Evacuation
Break End

Revision number: 08

• Understand Predictive Windshear indications
• Perform procedure for FCU 1+2 fault
• Explain and perform FUEL IMBALANCE procedure
• Explain and perform FUEL LEAK procedure
• Explain and execute an emergency descent
• Perform procedure for INCAPACITATION
• Perform procedure for LOSS OF BRAKING
• Understand the ARS, Flap Automatic Retraction System
1.2 Training topics

a. Briefing
- Predictive Windshear indications
- Crew Incapacitation
- Total Loss of FCU
- Emergency Descent
- ARS
- FUEL LEAK including FUEL IMBALANCE
- LOSS OF BRAKING

Revision number: 08
b. Study reference
Study reference
No Training item
FCOM QRH FCTM
(1) AO-020
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)

• S7 is a gate check and extra training should be provided if the clients fail to reach the CTS
• After session completion the client must be ready for the LOFT phase

Revision number: 08
1.4 Training events

S3
LP type 1 LP type 1
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
3, 4 Crosswind Take-off and 3, 4 Crosswind Take-off and

3, 4 Windshear 18 Windshear
5 6
FCU 1+2 fault Fuel Leak
5 19
7 Raw data ILS approach, manual 7 Manual ILS approach, One-

6 thrust 20 Engine-Out
8 8 Crosswind Landing, One-Engine-

Crosswind Landing Direct Law
7 21 Out
9 9
Max TOW Take-off Max TOW Take-off
8 22
9 Demo of ARS (auto retraction 10 Cabin Pressure fail/Emergency

8 system) 24 Descent – with structural damage
10 Cabin Pressure fail/Emergency 12

Take-off with engine failure
10 Descent – no structural damage 25
12 13
Take-off with engine failure Holding
11 26
13 14 Non-precision approach, One-

Holding
12 26 Engine-Out
14 Non-precision approach, One- 15

Go-around, One-Engine-Out
12 Engine-Out 27

Revision number: 08
S3
15 17 Manual ILS approach, One-

Go-around, One-Engine-Out
13 28 Engine-Out
17 Manual ILS approach, One- 18 Crosswind Landing, One-Engine-

14 Engine-Out 29 Out
18 Crosswind Landing, One-Engine- 20 Emergency Evacuation due to

15 Out 30 Fire
19
Loss of Braking
16
Break End
Shaded Training Events to be done during Night Conditions.

Revision number: 08

1. FFS 8 session: LOFT
Line-oriented flight training (LOFT) refers to the use of a training simulator and a well-structured
scenario to simulate the total line operational environment. A strong illusion of reality in the
simulated trips is of vital importance to the effectiveness of LOFT.
LOFT involves a complete crew with each member operating as an individual and as a member
of a team, just as he or she does during line operations.
The LOFT scenario is constructed to provide the highest degree of realism technically,
economically, and operationally feasible. The more realistic the situation, the faster crews will start
thinking and reacting as if they were conducting an actual line trip.

• Perform a standard flight from gate to gate using correct SOP
• Handle malfunctions and/or emergencies during a LOFT scenario
• Demonstrate the required handling skill and procedural/technical knowledge to pass an
examination flight
1.2 Training topics

a. Briefing
- Normal SOP review
- ENG Start Fault
- MMEL
- Malfunction management (use operators specific SOP if applicable and Airbus Golden
rules)
1.3 Conducting the session

The LOFT session should not be interrupted except in extreme or unusual circumstances.
Repositioning the simulator and repeating problems is inconsistent with the principles of LOFT.
Part of the benefit of LOFT is derived from an individual or crew being able to quickly appreciate
the positive or negative results of their operational decisions.
Mistakes may well be made, just as they sometimes occur on the line, but the crew must carry on.
To some extent, LOFT is an exercise in "mistake management".
There is frequently no "book solution" to a LOFT exercise. There may in fact be no right solution.
The instructor's role is to manage the training situation, not to teach right solutions nor to test the
clients.
During the LOFT, instructors should take detailed notes of observations to help guide the
debriefing.

Revision number: 08
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.

• As a crew, clients must demonstrate:
- Safe and efficient aircraft operation in a high workload environment. Safety can never be
compromised
- Correct handling of abnormal and/or emergency situations
- Effective CRM in complicated situations
• As individual pilots, clients must demonstrate a solid knowledge of:
- Standard operating procedures
- Task sharing
- Standard callouts
- Aircraft systems
- Standard ATC phraseology
• This is the last planned session before the Skill Test

Revision number: 08
1.5 Training events

S8 LOFT
LP type 1 LP type 1
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 After Landing and Parking 14

ILS approach
15 procedure 28
15
Crosswind Landing
33
15 After Landing and Parking

34 procedure
Break End

Revision number: 08
THIS
PAGE
INTENTIONALLY
LEFT
BLANK

Revision number: 08
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A320 Global Course

Client Manual Revision Number: 08

A320 Type Rating Course - Client Manual

3.2.1 Lesson description S1................................................. 3-7

A320 Type Rating Course - Client Manual

A320 Type Rating Course - Client Manual

A320 Type Rating Course - Client Manual

1. About this training manual

A320 Type Rating Course - Client Manual

A320 Type Rating Course - Client Manual

0.2 Revision record

Revision no. Effective date Signature

A320 Type Rating Course - Client Manual

A320 Type Rating Course - Client Manual

0.3 List of effective pages

Chapter Updated page(s) Effective date

1.0 1-1 to 1-2 01FEB2017

2.0 2-1 to 2-2 20DEC2017

3.0 3-1 to 3-2 20DEC2017

A320 Type Rating Course - Client Manual

Chapter Updated page(s) Effective date

A320 Type Rating Course - Client Manual

A320 Type Rating Course - Client Manual

C Captain, Celsius, Center

A320 Type Rating Course - Client Manual

FAA Federal Aviation Administration (USA)

A320 Type Rating Course - Client Manual

IAS Indicated Airspeed

A320 Type Rating Course - Client Manual

M Manual Tune Navaids

A320 Type Rating Course - Client Manual

OAT Outside Air Temperature

A320 Type Rating Course - Client Manual

QAR Quick Access Recorder

A320 Type Rating Course - Client Manual

A320 Type Rating Course - Client Manual

TAT Total Air Temperature

A320 Type Rating Course - Client Manual

UHF Ultra-High Frequency

V2 Take-off Safety Speed

XCVR Cross Transceiver

A320 Type Rating Course - Client Manual

A320 Type Rating Course - Client Manual

A320 Type Rating Course - Client Manual

1 General information training

1.0 Table of contents

A320 Type Rating Course - Client Manual

A320 Type Rating Course - Client Manual

1 General information training

1. Welcome to CAE and the type rating course

A320 Type Rating Course - Client Manual

3. The CAE training philosophy

Teaching and learning statement

Training quality statement

5. CAE course variant pre-requisites

A320 Type Rating Course - Client Manual

7. Pre-requisites for ZFT training programs

8. Philosophy of the type rating course

A320 Type Rating Course - Client Manual

Integration training in all phases

10. Ground training

Theoretical knowledge training

A320 Type Rating Course - Client Manual