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TABLE OF CONTENTS
FLIGHT CREW TRAINING PROGRAM
18.01 - INTRODUCTION
18.02 - TRAINING FOOTPRINT
18.03 - TRAINING SYLLABI
Standard Crew
Crew of two Captains
Crew of two F/O
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INTRODUCTION
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01 - GENERAL
The Airbus Low Visibility Operations (L.V.O.) course is designed as a generic Low Visibility Training
Course for Airbus aircraft, following the requirements laid down in EU-OPS 1.450 Appendix 1.
Regulations by FAA and other institutions such as ICAO differ in certain areas.
As this course is generic, it needs to be supplemented by the specific rules of the operator to fulfill the
requirements of an operator’s course according EU-OPS to 1.450 paragraph 2. Particularly it does NOT
fulfill the requirements of EU-OPS UNLESS :
- This course is approved by the Authority the trainees operator is subject to
and
- Published in the Operations Manual of the airline the trainee will fly for.
After the successful completion of this course the pilot is only allowed to conduct Low Visibility Operation
under the approval of an operator holding an LVO certificate.
Do not signed this section 6 of JAR FORM unless explicitly requested by the TRTO.
02 - COURSE DURATION
Training practice
Number of session
Standard Crew :
1 Captain + 1 F/O
6 hours / crew
1 x 3:00 DVD selfstudy
1x 1:00 Briefing
1 x 3:00 FFS session
Non Standard Crew :
•
2 Captains
7 hours / crew of two captains
1 x 3:00 DVD selfstudy
1x 1:00 Briefing
1 x 4:00 FFS session
•
2 First Officers
7 hours / crew of two F/O
1 x 3:00 DVD selfstudy
1x 1:00 Briefing
1 x 4:00 FFS session
03 - COURSE PREPARATION
The Airbus LVO Training is divided into two parts:
•
A self study CBT DVD part
•
One simulator Session
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The CBT self study is available on the Aircraft Common Flight Crew Courses - DVD. This CBT contains a
detailed presentation covering the following topics:
•
Definitions
•
Weather
•
Airport/Ground Equipment
•
Aircraft Technical Considerations
•
Crew Requirements
•
Normal Operating Procedures
•
Abnormal Operating Procedures
Knowledge of the CBT is essential to commence and conduct the simulator training. The trainee must
therefore complete the CBT before starting the session. He will sign the sheet on the next page and
provide it to the instructor during the briefing.
There will be no formal tests to verify the trainees knowledge, but some multiple choice questions will be
discussed at the beginning of the FFS Briefing as a review of the successful completion of the CBT.
If during the session briefing the Instructor gets the impression that the theoretical knowledge of the
trainees is inadequate or that the CBT has not been performed, he shall discontinue the training and file a
Progress Incident Report. The Head of Training of the TRTO will conduct further action.
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Certification of L.V.O. course simulator session preparation
I ……………………………….(name) certify, that I have studied all course documents (including the DVD
course) concerning L.V.O. thoroughly and I am ready to commence practical training.
Signature ……………………..
INTRO_EF18
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TRAINING FOOTPRINT
FLIGHT CREW TRAINING PROGRAM
A. STANDARD CREW
DAY 1
CBT
FFS session :
1x 1:00 Briefing
3:00
• Training practice
3:00
B. CREW CONSISTING OF TWO CAPTAINS
DAY 1
CBT
FFS session :
1x 1:00 Briefing
3:00
• Training practice
4:00
C. CREW CONSISTING OF TWO FIRST OFFICERS
DAY 1
CBT
FFS session :
1x 1:00 Briefing
3:00
• Training practice
4:00
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L.V.O. FFS STANDARD CREW
AIRLINE OPERATIONAL MINIMUM :
WEATHER
LFZZ 27005KT Visi /Ceiling :Per syllabus 2/1 Q1020
INIT PAGE
APPROACH
CAT III
FLT NBR
[Airline ID] 181
FROM
LFZZ
CO RTE
CRZ FL
4000 ft
CI
30
TRIP WIND
-
CAT II
TO
LFZZ
ALTN
LFLL
ALTN / CO RTE
AIBLYS
CRZ TEMP
- 5 °C
TROPO
36090
TRIP DIST
LOCAL
INIT NEXT PAGE
ZFW
48 T
105 600 lbs
ZFWCG
FOB
10 T
22 000 lbs
GW
28 %
58 T
127 600 lbs
NOTES
FPLN :
RWY COND WET
AIR COND ON
ANTI ICE ENG ON
IAE
PERF PAGE
CFM
PERF PAGE
LFZZ 33R
V1 129
VR 129
58
LFZZ 33R
TOGA
V1 126
FLEX
VR 126
V2 131
FLAPS
TOGA
53
FLAPS
PERF PAGE
Time
INIT FINAL APP LFZZ 33R
 4 - DEMO OF VISUAL SEGMENTS WITH
DIFFERENT MINIMA (FREEZE)
1:00  5 - DEMO OF DEFINED TECHNICAL
FAILURES ON FINAL
(PARTLY : FREEZE) - G/A
INIT HOLDING POINT LFZZ 33R
 6 - TAKE OFF, CONTINUE YAW BAR, BSCU
CHANNEL 2 FAILURE ON DOWNWIND
 7 - CAT III DUAL TO MINIMUM 20 ft NO CONTACT - LOW G/A ENGINE FAIL ON G/A
1:40
8 - CAT III SINGLE ONE ENGINE OUT - LANDING
INIT TAKEOFF LFZZ 33R
 9 - TAKEOFF BY F/O - AUTOPILOT AND
ATHR #1 FAILURE AFTER LIFT OFF
 10 - CAT III SINGLE - AUTOLAND LIGHT AT
50FT - (BOTH A/P AND ATHR FAIL) NO VISUAL CONTACT - MANUAL G/A
2:10  11 - CAT II MANUAL THRUST LANDING - AUTOBRAKE FAILURE AT
80 KTS
INIT TAKEOFF LFZZ 33R
12 - TAKEOFF - ENGINE FAILURE AT VR RESTART
 13 - CAT III DUAL TO NO DH - G/A DUE DMC
1 FAILURE AT 300FT - G/A
2:35
14 - CAT III DUAL TO NO DH - VISUAL
CONTACT AT 150FT - ENGINE FAILURE
AT 100FT - LANDING
2
PERF PAGE
V1
TOGA
V1
TOGA
VR
FLEX
VR
FLEX
V2
V2
FLAPS
FLAPS
EVENTS
INIT GATE - LFZZ 33R
 1 - FAST COCKPIT PREP, ENG QUICK
START
 2 - LOW VISIBLITY (LV) TAXI OUT
0:25  3 - LOW VISIBILTY TAKEOFF (LVTO)
FLEX
V2 129
2
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LOW VISIBILITY TAKEOFF
INIT TAKEOFF LFZZ 33R
 15 - TAKEOFF BY F/O CAPT INCAPACITATED ON ROTATION SELECT CAT I WEATHER F/O
AUTOLAND APPROACH
3:00
INIT TAKEOFF LFZZ 33R
TAKEOFF - ENGINE FIRE AT 110KTS RTO - VIS 0 - FOLLOW YAW BAR
16 - TAXI IN
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L.V.O. SESSION PREPARATION
01 - SESSION OBJECTIVE
To complete L.V.O. training so that the crew reaches the required level of proficiency for CAT II / III
approaches and low visibility taxi and take-off operations. F/O autoland training in case of captains
incapacitation.
(Refer to General Requirements on 18.01 Page 1).
02 - TRAINING TOPICS
A. INTRODUCE
•
CAT II / III approaches and low visibility taxi and take-off training.
B. EXERCISES / REFERENCES
EVENTS
• AUTOFLIGHT LIMITATIONS
• VISUAL SEGMENT
• TASK SHARING AND FAILURES FOR
CAT II AND CAT III APPROACHES
• REQUIRED EQUIPMENT
FCOM
QRH
LIM-22
PRO-NOR-SOP-22
PRO-NOR-SRP-01 FMS-70
OPS
C. SUPPORT
•
•
•
•
FCOM
Briefing Guide L.V.O
GETTING TO GRIPS WITH CAT II / III on DVD
CBT: Self study course LOW VISIBILITY OPERATIONS (LVO)
Session briefing: 1 hour (50 minutes briefing, 10 minutes break).
A Briefing Guide is provided to facilitate the briefing.
Briefing Content: In the CBT course all theoretical, regulatory and background information are taught.
In the simulator session, the operational aspects of L.V.O. are trained.
Therefore the session briefing shall concentrate on the operational aspects of L.V.O.
03 - SESSION PROFICIENCY CRITERIA
•
•
The crew has reached an acceptable level of proficiency so as to operate in low visibility.
F/O are capable to operate autoland in case of captains incapacitation.
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BRIEFING GUIDE
To assure proper time management of the session briefing:
• Avoid overloading trainees with regulations and basic information.
• Emphasize the operational side of LVO.
• It is not necessary to brief all “common errors” (see Briefing Guide) in detail.
• It is not necessary to brief technical malfunctions in detail. A thorough presentation of the most likely
malfunctions is given in the CBT self study course and will be demonstrated or trained in the
simulator session (receiver failure, transmitter failure, RA failure, AP failure …).
The recommended session briefing should contain the following elements.
A. CBT SELF STUDY COURSE
Ask trainees about any open questions after conducting the CBT course and collect the statement that
they have completed the courseware (page 18.02.1).
B. Low Visibility Taxi and Take Off (LVTO)
•
Verify Take Off Alternate
•
Basics for Low Visibility ground operations:
-
Both heads up (but watch GS on ND regularly)
-
No checklist/administrative work when aircraft is moving
•
Both pilots have to be familiar with the intended Taxi Route before starting Taxi (Briefing).
•
Crew has to pay special attention to Hot Spots (Areas of possible error/conflict with other traffic) and
identify them on the airport chart.
•
Ask for ATC assistance (Mode S) or Follow Me if uncertain about position.
•
Use all means to identify T/O Runway - e.g. switch LS to on and monitor LLZ centering when lining
up (if RWY ILS equipped) - off again when lined up to get yaw bar.
•
Describe function and use of Yaw Bar (NOTE: YAW-BAR will appear only if the ILS/LOC is available
for the same RWY direction) and thrust is advanced.
•
Use TCAS before entering runway to check the approach area clear and / or the preceeding A/C has
vacated the RWY.
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No thorough preparation of both pilots before starting taxi manoeuvers
-
Taxi speed to fast
-
One or both pilots head down/doing checklists etc.
-
PNF not ready to brake
-
Not considering Take Off alternate
C. Approach Preparation
The preparation for the approach should start with a brief review of the elements that have to be
considered before starting an LVO:
•
•
•
•
•
•
Aircraft
•
Airport
•
Crew
•
Weather
Aircraft
-
Certified for the intended operation (where to find? - FCOM Limitations).
-
Technical Status must allow the LVO (where to find? - Aircraft Log, MEL for preflight check ECAM and QRH for in-flight failures).
-
Limits for autoland: Check FCOM/LIM-22
ATT mixed fleet operation pilots : A320, A330, A340, A380 have different limitations
Airport
-
To be certified for LVO (where to find? - Route Documentation).
-
Low Visibility Procedures must be in force (Check ATIS or ask ATC to confirm).
Crew
-
Both pilots must be qualified for LVO.
-
LVO certification must be current (Crew Briefing!).
Weather
-
Check RVR to be above company LVO limit.
-
Check local requirements (e.g. some states require also Ceiling to be above a certain limits).
-
Always plan for the full use of automation and brief for downgrade options (e.g. plan for CAT
III dual autoland even when the minimum is CAT II).
-
Check endurance to hold and diversion options.
Common Errors
-
Not checking Technical Aircraft Log if there is a LVO restriction
-
Not confirming that Low Visibility Procedures are enforced by the ATC/Airport
-
Not planning for the lowest possible minimum
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Common Errors
INSTRUCTOR ONLY
•
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D. Operational particularities for LVO approach
INSTRUCTOR ONLY
INSTRUCTOR ONLY
•
Task sharing
-
CM1 is PF, and supervises the approach. When below 350 ft (100 ft if NODH), he starts to look
for visual reference. CM2 is PNF and monitors the AFS. He is head down until roll out is
completed
-
Mention importance of CM2 especially below 400ft (he has to check the flight path and the
Autoflight Modes, call deviations, Takeover in case of incapacitation of CM 1).
•
Autobrake is recommended
•
Stabilized Approach is recommended
•
Major differences to conventional ILS approach below 400 ft
•
-
LAND Mode to be checked (called out) ; if not available: G/A (at 350 ft).
-
ILS Course on PFD to be in agreement with published figure (at 350 ft).
-
Call outs similar to conventional ILS approach, exception:
CAT III NODH:
CONTINUE Call at 100 ft if no failures detected (irrespective of visual conditions).
CONTINUE call in CAT III NODH refers to technical capability rather then visual condition.
-
FLARE mode to be checked and announced by CM2.
-
RETARD: Brief the difference between the RETARD call for autoland and manual landing:
In manual landing RETARD is a reminder, in autoland with ATHR RETARD is an ORDER (no
retard of thrust levers before RETARD call).
-
Reverse on main wheel touch down. Remind that 2 items have to be done manually in
Autoland: Reverse and A/P disconnect after Rollout.
-
ROLL OUT mode to be checked and announced by CM2.
-
Keep AP when engaged until Taxi speed.
Common Errors
-
Not checking the ILS course at 350ft.
-
No CONTINUE Call in CATIII B NO DH.
-
No Go Around decision is taken if no contact at low DH's (20 ft) as aircraft is already in FLARE
mode.
-
Retarding Thrust Levers too early (i.e. before RETARD Call) - esp. if visual.
-
Disconnecting AP too early (after Touch down).
-
Forgetting to disconnect A/P.
-
Disconnecting AP in case of GA.
-
PNF does not stay on instruments
-
Not considering the important functions of the F/O for LVO Ops
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E. Abnormal Operation in LVO
•
Failures above 1000 ft AAL:
all ECAM actions performed and
-
weather permits and
-
briefing and DH are updated and
-
aircraft is stabilized before 1000 ft AAL
approach may be continued
•
Failures below 1000ft
As a general rule a Go Around has to be performed.
The approach may only be continued if
-
the pilot has the runway in sight, and
-
the type of failure does not impair the landing
This does not impair the emergency authority of the commander - e.g. low fuel, cabin fire
•
•
Briefing for the “Autoland Light”
-
Description :
Facilitates decision making
Is active below 200 ft
Is required for all Autoland Approaches
-
Conditions for Autoland Light Illuminations :
Both A/P fail or
Both LLZ or GP receivers fail
Both LLZ or GP transmitters fail
Difference between RA is more than 15 feet
Aircraft gets too far of the beam (LOC and G/S Flash on PFD)
-
ATTENTION: there are failures that are not monitored by the autoland light but nethertheless
require a G/A. e.g. Eng failure above Alert Height.
Alert Height (= only a decision factor in CAT III B)
-
•
100ft (watch difference to A330/340/380 for MFF pilots)
Certification criteria only for CATIII fail operational system (CATIII B)
not displayed in the Flight Deck as specific warning
Criteria: Aircraft is capable to continue for a successful landing even if an element of the CATIII
fail operational systems fail (e.g. engine failure below alert height)
Common Errors
-
FFS_STDT_EF18
Not realizing the distinction between Autoland Light and Alert Height.
Not observing FMA that a mode change did not take place (LAND, FLARE, ROLL OUT).
INSTRUCTOR ONLY
-
INSTRUCTOR ONLY
if
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SESSION GUIDE
•
Three session-options are available, differing for various crew complements:
This is the scenario for Normal crew complement (i.e. one Captain, one F/O)
For other crew complements see end of chapter.
•
The scenario starts with Demo-Parts and one Ops part. The Demo-parts show
1. The various visual aspects at different minima and in different ambient conditions
2. Various failures on final approach.
For the Demo-Parts extensive use of repositioning and freeze functions should be made.
•
The Ops part should be conducted in real-time; no reposition on final, no freeze and no slew should
be used (with exception of repetitions of unsatisfactory items). The crew shall have the opportunity to
experience the different tasks in real time and assimilate the various failures they encounter.
Short vectors are appropriate and will allow the completion of the program within the given timeframe.
•
For better time management the Captain may advise "Briefing as before except…." This is acceptable
for this session.
•
Taxi operations in L.V.O. are mandatory items.
•
Altering the program should be avoided (exercises are legal requirements of EU-OPS)
•
Incapacitation of pilot exercises :
F/Os are given the opportunity to conduct one Autoland approach with Captain incapacitated. Target
of the exercise is not to train LVO single pilots operation, but to give the F/O the demonstration and
confidence that an Autoland (also in good weather conditions) is a reasonable option if the other pilot
becomes incapacitated. Legally the F/O succeeds in the command of the aircraft and would even be
allowed to conduct LVO approaches exercising his Emergency Command Authority.
To distinguish this exercise from LVO training, increase weather to CAT I or better for this approach.
For Captains, only the initial handling of the incapacitation is sufficient (no approach).
•
The session ends with an uneventful CAT III Approach with NO DH and taxi in. Thus a positive
training effect will be reinforced after training the various failure cases.
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
1
Ensure that the trainees do not waste time in setting-up the cockpit. An appropriate take-off
alternate has to be announced by the crew.

2
RVR 125m (or lowest Take Off minimum of the customer), watch that both pilots are head up and
show good CRM in LVO, no administrative work, no checklist during motion of the aircraft. In
addition to the required Minimum RVR for Take Off a 90 meters visual segment has to be
confirmed by the pilots before starting T/O roll (EU-OPS requirement 1.430).).

3
RVR 125m (or lowest minimum of customer), watch that both pilots are head up and showing
good CRM in LVO, no administrative work, no checklist during motion of the aircraft. 90 meters
visual segment has to be confirmed by the pilots before starting T/O roll (EU-OPS requirement
1.430)

4
Reposition on long final, demonstration of visual segments (adapt minima to lowest minima of
customer if required)
Select RVR 550 m
- Freeze the approach at DH 200 ft and review visual segment (day and night)
- Ask crew to switch landing lights ON and OFF to show the change in visual cues.
- Vary the flight deck lighting to illustrate the necessity of low intensity
INSTRUCTOR ONLY
SESSION FOR STANDARD CREW
… and review visual segment (day and night, lights on and off))
It is recommended to turn off the motion before unfreezing the SIM at 20ft as on some
simulators the motion will be disturbed by the freeze at very low altitude. Release simulator
and perform a Go Around

5
Setup:
• Set DH 20ft
• You can flight freeze the simulator for failures, that do not depend on aircraft movement, to
show the mode switching/instrument pictures
• Freeze the Simulator after G/A (acceleration height) and reposition to T/O for next exercise
(Note: Demo counts as first LVO Approach)
Insert transmitter fault (G/S then LOC)
•
•
•
•
The corresponding index is lost
The LOC and/or G/S scales flash
The corresponding FD bars flash
Above 200 ft RA, if the transmitter failure lasts less than 7 seconds, the FGS retains the LOC
and G/S modes (or the LAND mode) and autopilots continue to work
• CAUTION: NO RED WARNING. If the failure lasts longer than 7 seconds, the APs disengage
and the FDs revert to HDG-V/S or TRK-FPA mode.
• Below 200 ft RA, the autoland warning will appear.
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Select RVR 300 m, freeze at 100ft…
Select RVR 200 m, freeze at 50ft…
Select RVR 75m, freeze at 20ft …
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Insert ILS receiver failure
INSTRUCTOR ONLY
• The PFD and ND (rose ILS mode) display red LOC and G/S flags
• LOC and G/S scales disappear from PFD.
• If LOC or G/S modes are engaged and at least one AP/FD is engaged:
- the APs disengage.
- the FDs revert to HDG-V/S or TRK - FPA mode.
Insert excessive beam deviation.
• Warning is shown by the flashing of the LOC and G/S scales
• Occurs whenever:
- G/S deviation is greater than 1 dot (above 100 feet RA)
- LOC deviation is greater than 1/4 dot (above 15 feet RA)
Insert warning associated with ILS landing capability:
Insert RA 2 failure to demonstrate downgrading of the approach capability.
- A triple-click aural warning sounds
- The FMA changes to the new approach capability (boxed white).
Insert loss of standby horizon
INSTRUCTOR ONLY
- No change in the FMA landing capability
- If failure happens above 1000 ft the crew has to check QRH 5.04
Demonstrate the AUTOLAND warning and Low Level Go around capability
- Insert loss of LOC signal at 40 ft and visual minima zero.
- Go around when AUTOLAND warning is flashing
- Demonstrate the capability of a low level Go Around
After Clean Up freeze and INIT TAKE OFF

6
Brief the crew that visibility will be reduced to zero above 100 kts to illustrate the effectiveness and
convenience of the YAW-BAR for directional control
(NOTE : YAW-BAR will appear only if the ILS/LOC is available for the Runway used)
On downwind select BRAKES BSCU Channel 2 fault. Crew has to consult the QRH to verify that
this system is monitored by the FMGS and that CAT III dual capability is still available.

7
Set weather to 0/0
Engine failure when applying TOGA for G/A
The aircraft reverts to CAT 3 single capability in the event of one engine failed, due to the loss of
electrical power split (device ensuring that both FMGCs are powered by independent electrical
sources). Even if the APU generator is used, the FMGCs electrical supply split is not recoverable,
due to the A320 electrical system architecture.
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
9
For F/O Take Off select 400m RVR (or Company minimum if different). Fail Autopilot #1 and
ATHR# 1 after Liftoff

10
Show crew that STS reverts to CAT III single and that landing capability changes to CAT II when
arming the APP and selecting second A/P (reason : FMGS # 1 is master when 2 A/P engaged)
Select A/P 2 only to regain CAT III single
Select weather 0/0. AP and FAIL ATHR 2 at 50 ft.
AP 2 is available again after Clean Up but ATHR 1 + 2 stay lost

11
CAT II Autoland with manual thrust:
Difference to Autothrust
•
•
•
"RETARD" will be triggered for the first time at 10ft instead of 20ft
RETARD is an ORDER in Autothrust, a REMINDER in manual thrust.
depending on the external conditions, the pilot will decide at what point to retard
(earlier or later) in manual thrust
Insert Brake Failure at 80 kts
13
Controls will be handed over and G/A will be flown by F/O

15
For F/O Take Off select 400m RVR (or Company minimum if different).
Brief Captain to be incapacitated on rotation.
Select CAT I Weather. Autoland by F/O.
INSTRUCTOR ONLY

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FLIGHT CREW TRAINING PROGRAM
L.V.O. FFS CREW OF TWO CAPTAINS
WEATHER
AIRLINE OPERATIONAL MINIMUM:
LFZZ 27005KT Visi /Ceiling :Per syllabus 2/1 Q1020
LOW VISIBILITY TAKEOFF
APPROACH:
INIT PAGE
CAT III
CAT II
FLT NBR
[Airline ID] 181
FROM
LFZZ
CO RTE
CRZ FL
4000 ft
CI
30
TRIP WIND
-
TO
LFZZ
ALTN
LFLL
ALTN / CO RTE
AIBLYS
CRZ TEMP
- 5 °C
TROPO
36090
TRIP DIST
LOCAL
EVENTS
Time
INIT GATE - LFZZ 33R
 1-
FAST COCKPIT PREP, ENG FAST
START
 2 - LOW VISIBILITY (LV) TAXI OUT
0:20  3 - LOW VISIBILITY TAKE OFF (LVTO)
INIT FINAL APP LFZZ 33R
 4-
INIT NEXT PAGE
ZFW
48 t
105 600 lbs
ZFWCG
FOB
10 t
22 000 lbs
GW
28 %
58 t
127 600 lbs
NOTES
FPLN :
RWY COND WET
AIR COND ON
ANTI ICE ENG ON
DEMO OF VISUAL SEGMENTS
WITH DIFFERENT MINIMA
(FREEZE)
 5 - DEMO OF DEFINED TECHNICAL
FAILURES ON FINAL
(PARTLY: FREEZE), G/A
 6 - CAT III DUAL TO MINIMUM 20FTNO CONTACT - LOW G/A ENGINE FAIL ON G/A
1:10
7 - CAT III SINGLE ONE ENGINE OUT - LANDING
INIT TAKEOFF LFZZ 33R
 8-
IAE
PERF PAGE
CFM
PERF PAGE
LFZZ 33R
V1 129
VR 129
58
LFZZ 33R
TOGA
V1 126
FLEX
VR 126
V2 131
FLAPS
TOGA
53
FLEX
TAKE OFF, CONTINUE YAW BAR,
ATHR 1 FAILURE AFTER CLEAN UP
 9 - CAT III SINGLE
A/P AND ATHR FAIL AT 50FT
AUTOLAND LIGHT
NO VISUAL CONTACT MANUAL G/A
1:45  10 - CAT II MANUAL THRUST LANDING - AUTOBRAKE FAILURE
V2 129
2
FLAPS
PERF PAGE
INIT TAKEOFF LFZZ 33R
2
1:50  11 - TAKEOFF - F/O INCAPACITATED
BEFORE “100 KTS” CALL ENGINE FIRE AT 110KTS
RTO - VIS 0 - FOLLOW YAW BAR
PERF PAGE
INIT TAKEOFF LFZZ 33R
V1
TOGA
V1
TOGA
VR
FLEX
VR
FLEX
2:10
V2
V2
FLAPS
FLAPS
FFS_CAPT_EF18
12 - TAKEOFF - ENGINE FAILURE RESTART
13 - CAT III DUAL TO NO DH LONG FLARE - LANDING
SEAT CHANGE
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A320
TRAINING SYLLABI
Issue 09
DEC 2011
FLIGHT CREW TRAINING PROGRAM
L.V.O. FFS CREW OF TWO CAPTAINS
WEATHER
AIRLINE OPERATIONAL MINIMUM:
LFZZ 27005KT Visi /Ceiling :Per syllabus 2/1 Q1020
INIT PAGE
LOW VISIBILITY TAKEOFF
APPROACH:
CAT III
FLT NBR
[Airline ID] 181
FROM
LFZZ
CO RTE
CRZ FL
4000 ft
CI
30
TRIP WIND
-
CAT II
TO
LFZZ
ALTN
LFLL
ALTN / CO RTE
AIBLYS
CRZ TEMP
- 5 °C
TROPO
36090
TRIP DIST
LOCAL
Time
INIT HOLDING POINT LFZZ 33R
14 - TAKEOFF
15 - CAT III DUAL TO NO DH AUTOLAND LIGHT TRANSMITTER FAILURE - G/A
2:45  16 - CAT III APPROACH
R/A 2 FAILURE ON DOWNWIND
NO ROLL OUT MODE
INIT NEXT PAGE
ZFW
48 t
105 600 lbs
INIT TAKEOFF LFZZ 33R
ZFWCG
10 t
22 000 lbs
FOB
GW
28 %
 17 - TAKEOFF, CONTINUE YAW BAR,
58 t
127 600 lbs
NOTES
FPLN :
RWY COND WET
AIR COND ON
ANTI ICE ENG ON
EVENTS
F/O INCAPACITATED
(REANIMATED ON DOWNWIND)
 18 - CAT III DUAL TO MINIMUM 20FT NO CONTACT - LOW G/A - ENGINE
FAIL ON G/A
3:20
19 - CAT III SINGLE - ONE ENGINE OUT
- LANDING - LONG FLARE
INIT TAKEOFF LFZZ 33R
3:25
IAE
PERF PAGE
CFM
PERF PAGE
LFZZ 33R
20 - TAKEOFF ENGINE FAILURE AT 110KTS - RTO
- VIS 0 - FOLLOWING YAW BAR
LFZZ 33R
INIT TAKEOFF LFZZ 33R
V1 129
VR 129
58
TOGA
V1 126
FLEX
VR 126
V2 131
FLAPS
TOGA
53
FLEX
V2 129
2
FLAPS
2
4:00
PERF PAGE
PERF PAGE
V1
TOGA
V1
TOGA
VR
FLEX
VR
FLEX
V2
V2
FLAPS
FLAPS
FFS_CAPT_EF18
21 - TAKEOFF - ENGINE FAILURE RESTART
22 - CAT III DUAL TO NO DH FAC 1 FAILURE AT 800FT - GA RESET SUCCESSFUL
23 - CAT III DUAL TO NO DH - LANDING
24 - TAXI IN LOVIS
LOW VISIBILITY OPERATIONS
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FLIGHT CREW TRAINING PROGRAM
L.V.O. SESSION PREPARATION
01 - SESSION OBJECTIVE
To complete L.V.O. training so that the crew reaches the required level of proficiency for CAT II / III
approaches and low visibility taxi and take-off operations. F/O autoland training in case of captains
incapacitation.
(Refer to General Requirements on 18.01 Page 1).
02 - TRAINING TOPICS
A. INTRODUCE
•
CAT II / III approaches and low visibility taxi and take-off training.
B. EXERCISES / REFERENCES
EVENTS
• AUTOFLIGHT LIMITATIONS
• VISUAL SEGMENT
• TASK SHARING AND FAILURES FOR
CAT II AND CAT III APPROACHES
• REQUIRED EQUIPMENT
FCOM
QRH
LIM-22
PRO-NOR-SOP-22
PRO-NOR-SRP-01 FMS-70
OPS
C. SUPPORT
•
•
•
•
FCOM
Briefing Guide L.V.O
GETTING TO GRIPS WITH CAT II / III on DVD
CBT : Self study course LOW VISIBILITY OPERATIONS (LVO)
Session briefing: 1 hour (50 minutes briefing, 10 minutes break).
A Briefing Guide is provided to facilitate the briefing.
Briefing Content: In the CBT course all theoretical, regulatory and background information are taught.
In the simulator session, the operational aspects of L.V.O. are trained.
Therefore the session briefing shall concentrate on the operational aspects of L.V.O.
03 - SESSION PROFICIENCY CRITERIA
•
•
The crew has reached an acceptable level of proficiency so as to operate in low visibility.
F/O are capable to operate autoland in case of captains incapacitation.
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FLIGHT CREW TRAINING PROGRAM
INSTRUCTOR ONLY
INSTRUCTOR ONLY
BRIEFING GUIDE
To assure proper time management of the session briefing:
• Avoid overloading trainees with regulations and basic information.
• Emphasize the operational side of LVO.
• It is not necessary to brief all “common errors” (see Briefing Guide) in detail.
• It is not necessary to brief technical malfunctions in detail. A thorough presentation of the most likely
malfunctions is given in the CBT self study course and will be demonstrated or trained in the
simulator session (receiver failure, transmitter failure, RA failure, AP failure …).
The recommended session briefing should contain the following elements.
A. CBT SELF STUDY COURSE
Ask trainees about any open questions after conducting the CBT training and collect the statement that
they have completed the courseware (page 18.02.1).
B. Low Visibility Taxi and Take Off (LVTO)
•
Verify Take Off Alternate
•
Basics for Low Visibility ground operations:
-
Both heads up (but watch GS on ND regularly)
-
No checklist/administrative work when aircraft is moving
•
Both pilots have to be familiar with the intended Taxi Route before starting Taxi (Briefing).
•
Crew has to pay special attention to Hot Spots (Areas of possible error/conflict with other traffic) and
identify them on the airport chart.
•
Ask for ATC assistance (Mode S) or Follow Me if uncertain about position.
•
Use all means to identify T/O Runway - e.g. switch LS to on and monitor LLZ centering when lining
up (if RWY ILS equipped) - off again when lined up to get yaw bar.
•
Describe function and use of Yaw Bar (NOTE: YAW-BAR will appear only if the ILS/LOC is available
for the same RWY direction) and thrust is advanced.
•
Use TCAS before entering runway to check the approach area clear and / or the preceeding A/C has
vacated the RWY.
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FLIGHT CREW TRAINING PROGRAM
-
No thorough preparation of both pilots before starting taxi manoeuvers
-
Taxi speed to fast
-
One or both pilots head down/doing checklists etc.
-
PNF not ready to brake
-
Not considering TO Alternate
C. Approach Preparation
The preparation for the approach should start with a brief review of the elements that have to be
considered before starting an LVO:
•
•
•
•
•
•
Aircraft
•
Airport
•
Crew
•
Weather
Aircraft
-
Certified for the intended operation (where to find? - FCOM Limitations).
-
Technical Status must allow the LVO (where to find? - Aircraft Log, MEL for preflight check ECAM and QRH for in-flight failures).
-
Limits for autoland: Check FCOM/LIM-22
Attention mixed fleet operation pilots : A320, A330, A340, A380 have different limitations
Airport
-
To be certified for LVO (where to find? - Route Documentation).
-
Low Visibility Procedures must be in force (Check ATIS or ask ATC to confirm).
Crew
-
Both pilots must be qualified for LVO.
-
LVO certification must be current (Crew Briefing!).
Weather
-
Check RVR to be above company LVO limit.
-
Check local requirements (e.g. some states require also Ceiling to be above a certain limits).
-
Always plan for the full use of automation and brief for downgrade options (e.g. plan for CAT
III dual autoland even when the minimum is CAT II).
-
Check endurance to hold and diversion options.
Common Errors
-
Not checking Technical Aircraft Log if there is a LVO restriction
-
Not confirming that Low Visibility Procedures are enforced by the ATC/Airport
-
Not planning for the lowest possible minimum
FFS_CAPT_EF18
INSTRUCTOR ONLY
Common Errors
INSTRUCTOR ONLY
•
LOW VISIBILITY OPERATIONS
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FLIGHT CREW TRAINING PROGRAM
D. Operational particularities for LVO approach
INSTRUCTOR ONLY
INSTRUCTOR ONLY
•
Task sharing
-
CM1 is PF, and supervises the approach. When below 350 ft (100 ft if NODH), he starts to look
for visual reference. CM2 is PNF and monitors the AFS. He is head down until roll out is
completed
-
Mention importance of CM2 especially below 400ft (he has to check the flight path and the
Autoflight Modes, call deviations, Takeover in case of incapacitation of CM 1).
•
Autobrake is recommended
•
Stabilized Approach is recommended
•
Major differences to conventional ILS approach below 400 ft
•
-
LAND Mode to be checked (called out) ; if not available: G/A (at 350 ft).
-
ILS Course on PFD to be in agreement with published figure (at 350 ft).
-
Call outs similar to conventional ILS approach, exception:
CAT III NODH:
CONTINUE Call at 100 ft if no failures detected (irrespective of visual conditions).
CONTINUE call in CAT III NODH refers to technical capability rather then visual condition.
-
FLARE mode to be checked and announced by CM2.
-
RETARD: Brief the difference between the RETARD call for autoland and manual landing:
In manual landing RETARD is a reminder, in autoland with ATHR RETARD is an ORDER (no
retard of thrust levers before RETARD call).
-
Reverse on main wheel touch down. Remind that 2 items have to be done manually in
Autoland: Reverse and A/P disconnect after Rollout.
-
ROLL OUT mode to be checked and announced by CM2.
-
Keep AP when engaged until Taxi speed.
Common Errors
-
Not checking the ILS course at 350ft.
-
No CONTINUE Call in CATIII B NO DH.
-
No Go Around decision is taken if no contact at low DH's (20 ft) as aircraft is already in FLARE
mode.
-
Retarding Thrust Levers too early (i.e. before RETARD Call) - esp. if visual.
-
Disconnecting AP too early (after Touch down).
-
Forgetting to disconnect A/P.
-
Disconnecting AP in case of GA.
-
PNF does not stay on instruments
-
Not considering the important functions of the F/O for LVO Ops
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FLIGHT CREW TRAINING PROGRAM
E. Abnormal Operation in LVO
•
Failures above 1000 ft AAL:
all ECAM actions performed and
-
weather permits and
-
briefing and DH are updated and
-
aircraft is stabilized before 1000 ft AAL
approach may be continued
•
Failures below 1000ft
As a general rule a Go Around has to be performed.
The approach may only be continued if
-
the pilot has the runway in sight and
-
the type of failure has no impact on the landing.
This does not impair the emergency authority of the commander - e.g. low fuel, cabin fire
•
•
Briefing for the “Autoland Light”
-
Description:
Facilitates decision making
Is active below 200 ft
Is required for all Autoland Approaches
-
Conditions for Autoland Light Illuminations:
Both A/P fail or
Both LLZ or GP receivers fail
Both LLZ or GP transmitters fail
Difference between RA is more than 15 feet
Aircraft gets too far of the beam (LOC and G/S Flash on PFD)
-
ATTENTION: there are failures that are not monitored by the autoland light but nethertheless
require a G/A. e.g. Eng failure above Alert Height.
Alert Height (= only a decision factor in CAT III B)
-
•
100ft (watch difference to A330/340/380 for MFF pilots)
Certification criteria only for CATIII fail operational system (CATIII B)
not displayed in the Flight Deck as specific warning
Criteria: Aircraft is capable to continue for a successful landing even if an element of the CATIII
fail operational systems fail (e.g. engine failure below alert height)
Common Errors
-
FFS_CAPT_EF18
Not realizing the distinction between Autoland Light and Alert Height.
Not observing FMA that a mode change did not take place (LAND, FLARE, ROLL OUT).
INSTRUCTOR ONLY
-
INSTRUCTOR ONLY
if
LOW VISIBILITY OPERATIONS
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FLIGHT CREW TRAINING PROGRAM
SESSION GUIDE
•
Three session-options are available, differing for various crew complements:
INSTRUCTOR ONLY
INSTRUCTOR ONLY
This is the syllabus for a crew consisting of two captains
•
The session starts with two Demo-Parts and one Ops part. The Demo-parts show
1. The various visual aspects at different minima and in different ambient conditions
2. Various failures on final approach.
For the Demo-Parts extensive use of repositioning and freeze functions should be made.
•
The Ops part should be conducted in real-time; no reposition on final, no freeze and no slew should
be used (with exception of repetitions of unsatisfactory items). The crew shall have the opportunity to
experience the different tasks in real time and assimilate the various failures they encounter.
Short vectors are appropriate and will allow the completion of the program within the given timeframe.
•
For better time management the Captain may advise "Briefing as before except…." This is acceptable
for this session.
•
Taxi operations in L.V.O. are mandatory items.
•
Altering the program should be avoided (exercises are legal requirements of EU-OPS)
•
Incapacitation of pilot exercises :
For Captains, only the initial handling of the incapacitation is sufficient (no approach).
•
The session ends with an uneventful CAT III Approach with NO DH and taxi in. Thus a positive
training effect will be reinforced after training the various failure cases.
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FLIGHT CREW TRAINING PROGRAM

1
Ensure that the trainee does not waste time in setting-up prior to start. An appropriate take-off
alternate has to be announced by the crew.

2
RVR 125m (or lowest minimum of customer), watch that both pilots are head up and showing
good CRM in LVO, no administrative work, no checklist during motion of the aircraft. 90 meters
visual segment has to be confirmed by the pilots before starting
T/O roll (EU-OPS requirement 1.430)

3
RVR 125m (or lowest minimum of customer), watch that both pilots are head up and showing
good CRM in LVO, no administrative work, no checklist during motion of the aircraft. 90 meters
visual segment has to be confirmed by the pilots before starting
T/O roll (EU-OPS requirement 1.430)

4
Reposition on long final, demonstration of visual segments (adapt minima to lowest customer
minima if required)
Select RVR 550 m
-
Freeze the approach at DH 200 ft and review visual segment (day and night)
Ask crew to switch landing lights ON and OFF to show the change in visual cues.
Vary the flight deck lighting to illustrate the necessity of low intensity
INSTRUCTOR ONLY
SESSION FOR CREW WITH TWO CAPTAINS
… and review visual segment (day and night, lights on and off))
It is recommended to turn off the motion before unfreezing the SIM at 20ft as on some
simulators the motion will be disturbed by the freeze at very low altitude. Release simulator
and perform a Go Around.

5
Setup:
•
•
•
Set DH 20ft
You can flight freeze the simulator for failures, that do not depend on aircraft
movement, to show the mode switching/instrument pictures (true on S29, S30, to be
confirmed on the others)
Freeze the Sim after G/A (acceleration height) and reposition to T/O for next exercise
(Note: Demo counts as first LVO Approach)
Insert transmitter fault (G/S then LOC)
• The corresponding index is lost
• The LOC and/or G/S scales flash
• The corresponding FD bars flash
• Above 200 ft RA, if the transmitter failure lasts less than 7 seconds, the FGS retains the
LOC and G/S modes (or the LAND mode) and autopilots continue to work
• CAUTION: NO RED WARNING.
FFS_CAPT_EF18
INSTRUCTOR ONLY
Select RVR 300 m, freeze at 100ft…
Select RVR 200 m, freeze at 50ft…
Select RVR 75m, freeze at 20ft …
LOW VISIBILITY OPERATIONS
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FLIGHT CREW TRAINING PROGRAM
•
•
If the failure lasts longer than 7 seconds, the APs disengage and the FDs revert to
HDG-V/S or TRK-FPA mode.
Below 200 ft RA, the autoland warning will appear.
INSTRUCTOR ONLY
Insert ILS receiver failure
• The PFD and ND (rose ILS mode) display red LOC and G/S flags
• LOC and G/S scales disappear from PFD.
• If LOC or G/S modes are engaged and at least one AP/FD is engaged :
• The APs disengage.
• The FDs revert to HDG-V/S or TRK - FPA mode.
Insert excessive beam deviation.
• Warning is shown by the flashing the LOC and G/S scales
• Occurs whenever:
- G/S deviation is greater than 1 dot (above 100 feet RA)
- LOC deviation is greater than 1/4 dot (above 15 feet RA)
Insert warning associated with ILS landing capability:
Insert RA 2 failure to demonstrate downgrading of the approach capability.
•
•
A triple-click aural warning sounds
The FMA changes to the new approach capability (boxed white).
INSTRUCTOR ONLY
Insert loss of standby horizon
•
•
No change in the FMA landing capability
Crew has to check QRH 5.04
Demonstrate the AUTOLAND warning and Low Level Go around capability
• Insert loss of LOC signal at 40 ft and visual minima zero.
• Go around when AUTOLAND warning is flashing
• Demonstrate the capability of a low level Go Around
Vector for CAT III dual (minimum 20ft)

6
Set weather to 0/0
Engine failure when applying TOGA for G/A
The aircraft reverts to CAT 3 single capability in the event of one engine failed, due to the loss of
the electrical power split (device ensuring that both FMGCs are powered by independent electrical
sources). Even if the APU generator is used, the FMGCs electrical supply split is not recoverable,
due to the A320 electrical system architecture.
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FLIGHT CREW TRAINING PROGRAM
8
Brief the crew that visibility will be reduced to zero on the take-off run to illustrate the effectiveness
and convenience of the YAW-BAR for directional control
(NOTE : YAW-BAR will appear only if the ILS/LOC is available for the Runway used)
Step 8 only:
Fail ATHR # 1 after clean up.
Show crew that STS reverts to CAT III single (even when using A/P 2) and that
landing capability changes to CAT II when arming the APP and selecting second A/P
(reason : FMGS # 1 is master when 2 A/P engaged)
Select A/P 2 only to regain CAT III single

9
Select weather 0/0. AP and ATHR fail at 50 ft.
One AP is available after Clean Up, both ATHR remain unservicable

10
CAT II Autoland with manual thrust:
Difference to Autothrust
•
•
•
"RETARD" will be triggered for the first time at 10ft instead of 20ft
RETARD is an ORDER in Autohrust, a REMINDER in manual thrust.
depending on the external conditions, the pilot will decide at what point to retard
(earlier or later)
INSTRUCTOR ONLY


11
Tell Captain in the right seat to be incapacitated (no 100kts call). The fire warning at 110 kts will
trigger the RTO additionally.

16
Insert failure of ROLL OUT MODE or fail A/Ps on Touch Down if the simulator does not allow this
failure.

17
Brief the crew that visibility will be reduced to zero on the take-off run to illustrate the effectiveness
and convenience of the YAW-BAR for directional control
(NOTE : YAW-BAR will appear only if the ILS/LOC is available for the Runway used)
Step 8 only:
Fail ATHR # 1 after clean up.
Show crew that STS reverts to CAT III single (even when using A/P 2) and that
landing capability changes to CAT II when arming the APP and selecting second A/P
(reason : FMGS # 1 is master when 2 A/P engaged)
Select A/P 2 only to regain CAT III single

18
Set weather to 0/0
Engine failure when applying TOGA for G/A
The aircraft reverts to CAT 3 single capability in the event of one engine failed, due to the loss of
the electrical power split (device ensuring that both FMGCs are powered by independent electrical
sources). Even if the APU generator is used, the FMGCs electrical supply split is not recoverable,
due to the A320 electrical system architecture.
FFS_CAPT_EF18
INSTRUCTOR ONLY
Insert Brake Failure at 80 kts
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TRAINING SYLLABI
Issue 09
DEC 2011
A320
FLIGHT CREW TRAINING PROGRAM
L.V.O. FFS CREW OF TWO F/O
WEATHER
AIRLINE OPERATIONAL MINIMUM :
LFZZ 27005KT Visi /Ceiling :Per syllabus 2/1 Q1020
INIT PAGE
APPROACH
CAT III
FLT NBR
[Airline ID] 181
FROM
LFZZ
CO RTE
CRZ FL
4000 ft
CI
30
TRIP WIND
-
CAT II
TO
LFZZ
ALTN
LFLL
ALTN / CO RTE
AIBLYS
CRZ TEMP
- 5 °C
TROPO
36090
TRIP DIST
LOCAL
INIT NEXT PAGE
ZFW
48 t
105 600 lbs
ZFWCG
FOB
10 t
22 000 lbs
GW
Time
EVENTS
INIT FINAL APP LFZZ 33R
 1 - DEMO OF VISUAL SEGMENTS
WITH DIFFERENT MINIMA
(FREEZE)
0:35  2 - DEMO OF DEFINED TECHNICAL
FAILURES ON FINAL
(PARTLY: FREEZE) LANDING
LANDING INSTRUCTOR TO TAKE LEFT
SEAT
INIT FINAL APP LFZZ 33R INSTRUCTOR TAKES LH SEAT
28 %
58 t
127 600 lbs
NOTES
 3 - REPOS ON FINAL 2500FT CAT III DUAL NO DH GA DUE TO LOC DRIFT AT 150FT AUTOLAND LIGHT
0:55  4 - CAT III DUAL TO NO DH - LANDING
FPLN :
RWY COND WET
AIR COND ON
ANTI ICE ENG ON
INIT TAKEOFF LFZZ 33R
IAE
PERF PAGE
CFM
PERF PAGE
LFZZ 33R
V1 129
LOW VISIBILITY TAKEOFF
LFZZ 33R
TOGA
V1 126
FLEX
VR 126
 5 - TAKEOFF BY F/O
 6 - CAT III DUAL TO NO DH DMC 1 FAILURE AT 300 FT
 7 - CAT III DUAL NO DH - NO FLARE G/A - ELAC 2 FAULT
1:45
8 - CAT III SINGLE - LANDING
TOGA
INIT TAKEOFF LFZZ 33R
VR 129
58
V2 131
FLAPS
53
FLEX
 9 - TAKEOFF - ENGINE FIRE AT
110KTS - RTO - AUTOBRAKE
FAILURE
V2 129
2
FLAPS
2
INIT TAKEOFF LFZZ 33R
PERF PAGE
V1
TOGA
V1
TOGA
VR
FLEX
VR
FLEX
V2
 10 - TAKEOFF BY F/O - CAPT
INCAPACITATED ON ROTATION SELECT CAT I WEATHER
AUTOLAND APPROACH BY F/O
PERF PAGE
INIT DOWNWIND
V2
2:15
FLAPS
11 - CAT III DUAL TO NO DH - LANDING
12 - TAXI IN LOVIS
FLAPS
SEAT CHANGE
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TRAINING SYLLABI
Issue 09
DEC 2011
A320
FLIGHT CREW TRAINING PROGRAM
L.V.O. FFS CREW OF TWO F/O
WEATHER
AIRLINE OPERATIONAL MINIMUM :
LFZZ 27005KT Visi /Ceiling :Per syllabus 2/1 Q1020
INIT PAGE
LOW VISIBILITY TAKEOFF
APPROACH
CAT III
FLT NBR
[Airline ID] 181
FROM
LFZZ
CO RTE
CRZ FL
4000 ft
CI
30
TRIP WIND
-
CAT II
TO
LFZZ
ALTN
LFLL
ALTN / CO RTE
AIBLYS
CRZ TEMP
- 5 °C
TROPO
36090
TRIP DIST
LOCAL
INIT NEXT PAGE
ZFW
48 t
105 600 lbs
ZFWCG
FOB
10 t
22 000 lbs
GW
28 %
58 t
127 600 lbs
Time
INIT FINAL APP LFZZ 33R
2:45
13 - REPOS ON FINAL 25000FT - CAT III
DUAL NO DH - GA DUE TO ILS
TRANSMITTER FAILURE AT 150FT AUTOLAND LIGHT
14 - CAT III DUAL TO NO DH - LANDING
INIT TAKEOFF LFZZ 33R
 15 - TAKEOFF BY F/O
 16 - CAT III DUAL TO NO DH ADR 1 FAILURE AT 300FT - G/A
 17 - CAT III SINGLE - NO FLARE -G/A RA2 FAULT
3:35
18 - CAT II - LANDING
INIT TAKEOFF LFZZ 33R
NOTES
FPLN :
RWY COND WET
AIR COND ON
ANTI ICE ENG ON
EVENTS
 19 - TAKEOFF -ENGINE FIRE AT 110KTS
RTO -NO SPOILERS
INIT TAKEOFF LFZZ 33R
IAE
PERF PAGE
CFM
PERF PAGE
LFZZ 33R
V1 129
 20 - TAKEOFF BY F/O CAPT INCAPACITATED ON
ROTATION -SELECT CAT I
WEATHER AUTOLAND APP BY F/O
LFZZ 33R
TOGA
V1 126
FLEX
VR 126
TOGA
INIT DOWNWIND
VR 129
58
53
FLEX
4:00
V2 131
FLAPS
V2 129
2
FLAPS
PERF PAGE
2
PERF PAGE
V1
TOGA
V1
TOGA
VR
FLEX
VR
FLEX
V2
V2
FLAPS
FLAPS
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TRAINING SYLLABI
Issue 09
DEC 2011
A320
FLIGHT CREW TRAINING PROGRAM
L.V.O. SESSION PREPARATION
01 - SESSION OBJECTIVE
To complete L.V.O. training so that the crew reaches the required level of proficiency for CAT II / III
approaches and low visibility taxi and take-off operations. F/O autoland training in case of captains
incapacitation.
(Refer to General Requirements on 18.01 Page 1).
02 - TRAINING TOPICS
A. INTRODUCE
•
CAT II / III approaches and low visibility taxi and take-off training.
B. EXERCISES / REFERENCES
EVENTS
• AUTOFLIGHT LIMITATIONS
• VISUAL SEGMENT
• TASK SHARING AND FAILURES FOR
CAT II AND CAT III APPROACHES
• REQUIRED EQUIPMENT
FCOM
QRH
LIM-22
PRO-NOR-SOP-22
PRO-NOR-SRP-01 FMS-70
OPS
C. SUPPORT
•
•
•
•
FCOM
Briefing Guide L.V.O
GETTING TO GRIPS WITH CAT II / III on DVD
CBT : Self study course LOW VISIBILITY OPERATIONS (LVO)
Session briefing: 1 hour (50 minutes briefing, 10 minutes break).
A Briefing Guide is provided to facilitate the briefing.
Briefing Content: In the CBT course all theoretical, regulatory and background information are taught. In the
simulator session, the operational aspects of L.V.O. are trained.
Therefore the session briefing shall concentrate on the operational aspects of L.V.O.
03 - SESSION PROFICIENCY CRITERIA
•
•
The crew has reached an acceptable level of proficiency so as to operate in low visibility.
F/O are capable to operate autoland in case of captains incapacitation.
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TRAINING SYLLABI
Issue 09
DEC 2011
A320
FLIGHT CREW TRAINING PROGRAM
INSTRUCTOR ONLY
INSTRUCTOR ONLY
BRIEFING GUIDE
To assure proper time management of the session briefing:
• Avoid overloading trainees with regulations and basic information.
• Emphasize the operational side of LVO.
• It is not necessary to brief all “common errors” (see Briefing Guide) in detail.
• It is not necessary to brief technical malfunctions in detail. A thorough presentation of the most likely
malfunctions is given in the CBT self study course and will be demonstrated or trained in the
simulator session (receiver failure, transmitter failure, RA failure, AP failure …).
The recommended session briefing should contain the following elements.
A. CBT SELF STUDY COURSE
Ask trainees about any open questions after conducting the CBT training and collect the statement that
they have completed the courseware (page 18.02.1).
B. Low Visibility Taxi and Take Off (LVTO)
•
Verify Take Off Alternate
•
Basics for Low Visibility ground operations:
-
Both heads up (but watch GS on ND regularly)
-
No checklist/administrative work when aircraft is moving
•
Both pilots have to be familiar with the intended Taxi Route before starting Taxi (Briefing).
•
Crew has to pay special attention to Hot Spots (Areas of possible error/conflict with other traffic) and
identify them on the airport chart.
•
Ask for ATC assistance (Mode S) or Follow Me if uncertain about position.
Use all means to identify T/O Runway - e.g. switch LS to on and monitor LLZ centering when lining up (if
RWY ILS equipped) - off again when lined up to get yaw bar.
•
Describe function and use of Yaw Bar (NOTE: YAW-BAR will appear only if the ILS/LOC is available
for the same RWY direction) and thrust is advanced.
•
Use TCAS before entering runway to check the approach area clear and / or the preceeding A/C has
vacated the RWY.
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TRAINING SYLLABI
Issue 09
DEC 2011
A320
FLIGHT CREW TRAINING PROGRAM
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No thorough preparation of both pilots before starting taxi manoeuvers
-
Taxi speed to fast
-
One or both pilots head down/doing checklists etc.
-
PNF not ready to brake
-
Not considering TO Alternate
C. Approach Preparation
The preparation for the approach should start with a brief review of the elements that have to be
considered before starting an LVO:
•
•
•
•
•
•
Aircraft
•
Airport
•
Crew
•
Weather
Aircraft
-
Certified for the intended operation (where to find? - FCOM Limitations).
-
Technical Status must allow the LVO (where to find? - Aircraft Log, MEL for preflight check ECAM and QRH for in-flight failures).
-
Limits for autoland: Check FCOM/LIM-22
ATT mixed fleet operation pilots : A320, A330, A340, A380 have different limitations
Airport
-
To be certified for LVO (where to find? - Route Documentation).
-
Low Visibility Procedures must be in force (Check ATIS or ask ATC to confirm).
Crew
-
Both pilots must be qualified for LVO.
-
LVO certification must be current (Crew Briefing!).
Weather
-
Check RVR to be above company LVO limit.
-
Check local requirements (e.g. some states require also Ceiling to be above a certain limits).
-
Always plan for the full use of automation and brief for downgrade options (e.g. plan for CAT
III dual autoland even when the minimum is CAT II).
-
Check endurance to hold and diversion options.
Common Errors
FFS_FO_EF18
-
Not checking Technical Aircraft Log if there is a LVO restriction
-
Not confirming that Low Visibility Procedures are enforced by the ATC/Airport
-
Not planning for the lowest possible minimum
INSTRUCTOR ONLY
Common Errors
INSTRUCTOR ONLY
•
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TRAINING SYLLABI
Issue 09
DEC 2011
A320
FLIGHT CREW TRAINING PROGRAM
D. Operational particularities for LVO approach
INSTRUCTOR ONLY
INSTRUCTOR ONLY
•
Task sharing
-
CM1 is PF, and supervises the approach. When below 350 ft (100 ft if NODH), he starts to look
for visual reference. CM2 is PNF and monitors the AFS. He is head down until roll out is
completed
-
Mention importance of CM2 especially below 400ft (he has to check the flight path and the
Autoflight Modes, call deviations, Takeover in case of incapacitation of CM 1).
•
Autobrake is recommended
•
Stabilized Approach is recommended
•
Major differences to conventional ILS approach below 400 ft
•
-
LAND Mode to be checked (called out) ; if not available: G/A (at 350 ft).
-
ILS Course on PFD to be in agreement with published figure (at 350 ft).
-
Call outs similar to conventional ILS approach, exception:
CAT III NODH:
CONTINUE Call at 100 ft if no failures detected (irrespective of visual conditions).
CONTINUE call in CAT III NODH refers to technical capability rather then visual condition.
-
FLARE mode to be checked and announced by CM2.
-
RETARD: Brief the difference between the RETARD call for autoland and manual landing:
In manual landing RETARD is a reminder, in autoland with ATHR RETARD is an ORDER (no
retard of thrust levers before RETARD call).
-
Reverse on main wheel touch down. Remind that 2 items have to be done manually in
Autoland: Reverse and A/P disconnect after Rollout.
-
ROLL OUT mode to be checked and announced by CM2.
-
Keep AP when engaged until Taxi speed.
Common Errors
FFS_FO_EF18
-
Not checking the ILS course at 350ft.
-
No CONTINUE Call in CATIII B NO DH.
-
No Go Around decision is taken if no contact at low DH's (20 ft) as aircraft is already in FLARE
mode.
-
Retarding Thrust Levers too early (i.e. before RETARD Call) - esp. if visual.
-
Disconnecting AP too early (after Touch down).
-
Forgetting to disconnect A/P.
-
Disconnecting AP in case of GA.
-
PNF does not stay on instruments
-
Not considering the important functions of the F/O for LVO Ops.
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TRAINING SYLLABI
Issue 09
DEC 2011
A320
FLIGHT CREW TRAINING PROGRAM
E. Abnormal Operation in LVO
•
Failures above 1000 ft AAL:
all ECAM actions performed and
-
weather permits and
-
briefing and DH are updated and
-
aircraft is stabilized before 1000 ft AAL
approach may be continued
•
Failures below 1000ft
As a general rule a Go Around has to be performed.
The approach may only be continued if
-
the pilot has the runway in sight, and
-
the type of failure does not impair the landing
This does not impair the emergency authority of the commander - e.g. low fuel, cabin fire
•
•
Briefing for the “Autoland Light”
-
Description :
Facilitates decision making
Is active below 200 ft
Is required for all Autoland Approaches
-
Conditions for Autoland Light Illuminations:
Both A/P fail or
Both LLZ or GP receivers fail
Both LLZ or GP transmitters fail
Difference between RA is more than 15 feet
Aircraft gets too far of the beam (LOC and G/S Flash on PFD)
-
ATTENTION: there are failures that are not monitored by the autoland light but nethertheless
require a G/A. e.g. Eng failure above Alert Height.
Alert Height (= only a decision factor in CAT III B)
-
•
100ft (watch difference to A330/340/380 for MFF pilots)
Certification criteria only for CATIII fail operational system (CATIII B)
not displayed in the Flight Deck as specific warning
Criteria: Aircraft is capable to continue for a successful landing even if an element of the CATIII
fail operational systems fail (e.g. engine failure below alert height)
Common Errors
-
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Not realizing the distinction between Autoland Light and Alert Height.
Not observing FMA that a mode change did not take place (LAND, FLARE, ROLL OUT).
INSTRUCTOR ONLY
-
INSTRUCTOR ONLY
if
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TRAINING SYLLABI
Issue 09
DEC 2011
A320
FLIGHT CREW TRAINING PROGRAM
SESSION GUIDE
•
Three session-options are available, differing for various crew complements:
INSTRUCTOR ONLY
Crew consisting of two first officers:
The session starts (without T/O) directly with the two Demo Parts (Repos Final).
To give the F/Os optimum training benefit, the instructor will take the left hand seat after the Demo
Parts. The instructor screens can be handled on all simulators from the captains seat by swiveling
them forward (simulators not capable of being controlled from the captains seat will if possible be
avoided for LVO sessions with 2 F/Os).
•
The scenario starts with Demo-Parts and one Ops part. The Demo-parts show
1. The various visual aspects at different minima and in different ambient conditions
2. Various failures on final approach.
For the Demo-Parts extensive use of repositioning and freeze functions should be made.
•
The Ops part should be conducted in real-time; no reposition on final, no freeze and no slew should
be used (with exception of repetitions of unsatisfactory items). The crew shall have the opportunity to
experience the different tasks in real time and assimilate the various failures they encounter.
INSTRUCTOR ONLY
Short vectors are appropriate and will allow the completion of the program within the given timeframe.
•
For better time management the Captain may advise "Briefing as before except…." This is acceptable
for this session.
•
Taxi operations in L.V.O. are mandatory items.
•
Altering the program should be avoided (exercises are legal requirements of EU-OPS)
•
Incapacitation of pilot exercises :
F/Os are given the opportunity to conduct one Autoland approach with Captain incapacitated. Target
of the exercise is not to train LVO single pilots operation, but to give the F/O the demonstration and
confidence that an Autoland (also in good weather conditions) is a reasonable option if the other pilot
becomes incapacitated. Legally the F/O succeeds in the command of the aircraft and would even be
allowed to conduct LVO approaches exercising his Emergency Command Authority.
To distinguish this exercise from LVO training, increase weather to CAT I or better for this approach.
•
The session ends with an uneventful CAT III Approach with NO DH and taxi in. Thus a positive
training effect will be reinforced after training the various failure cases.
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TRAINING SYLLABI
Issue 09
DEC 2011
A320
FLIGHT CREW TRAINING PROGRAM
SESSION FOR CREW WITH TWO FIRST OFFICERS

1
Reposition on long final, demonstration of visual segments (adapt minima to lowest minima of
customer if required).
Freeze the approach at DH 200 ft and review visual segment (day and night)
Ask crew to switch landing lights ON and OFF to show the change in visual cues.
Vary the flight deck lighting to illustrate the necessity of low intensity
Select RVR 300 m, freeze at 100ft…
Select RVR 200 m, freeze at 50ft…
Select RVR 75m, freeze at 20ft …
… and review visual segment (day and night, lights on and off)
It is recommended to turn off the motion before unfreezing the SIM at 20ft as on some
simulators the motion will be disturbed by the freeze at very low altitude. Release simulator
and perform a Go Around.

2
Setup:
• Set DH 20ft
• You can flight freeze the simulator for failures, that do not depend on aircraft movement, to
show the mode switching/instrument pictures (true on S29, S30, to be confirmed on the
others)
• Freeze the Sim after G/A (acceleration height) and reposition to T/O for next exercise (Note:
Demo counts as first LVO Approach)
Insert transmitter fault (G/S then LOC)
•
•
•
•
•
•
•
The corresponding index is lost
The LOC and/or G/S scales flash
The corresponding FD bars flash
Above 200 ft RA, if the transmitter failure lasts less than 7 seconds, the FGS retains the LOC
and G/S modes (or the LAND mode) and autopilots continue to work
CAUTION: NO RED WARNING.
If the failure lasts longer than 7 seconds, the APs disengage and the FDs revert to HDG-V/S
or TRK-FPA mode.
Below 200 ft RA, the autoland warning will appear.
Insert ILS receiver failure
•
•
•
The PFD and ND (rose ILS mode) display red LOC and G/S flags
LOC and G/S scales disappear from PFD.
If LOC or G/S modes are engaged and at least one AP/FD is engaged :
- The APs disengage.
- The FDs revert to HDG-V/S or TRK - FPA mode.
Insert excessive beam deviation.
• Warning is shown by flashing the LOC and G/S scales
• Occurs whenever:
- G/S deviation is greater than 1 dot (above 100 feet RA)
- LOC deviation is greater than 1/4 dot (above 15 feet RA
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INSTRUCTOR ONLY
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INSTRUCTOR ONLY
Select RVR 550 m
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TRAINING SYLLABI
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FLIGHT CREW TRAINING PROGRAM
Insert warning associated with ILS landing capability:
Insert RA 2 failure to demonstrate downgrading of the approach capability.
A triple-click aural warning sounds.
The FMA changes to the new approach capability (boxed white).
INSTRUCTOR ONLY
INSTRUCTOR ONLY
Insert loss of standby horizon.
•
•
No change in the FMA landing capability.
Crew has to check QRH 5.04.
Demonstrate the AUTOLAND warning and Low Level Go around capability.
Insert loss of LOC signal at 40 ft and visual minima zero.
Go around when AUTOLAND warning is flashing.
Demonstrate the capability of a low level Go Around.
After Clean Up freeze and INIT APP.
Seat Change -Instructor Takes the Left Hand seat for the rest of the session.

3,4
Set RVR 75 m

5
For F/O Take Off select 400m RVR (or Company minimum if different).

6
G/A by F/O after handover of controls after the system failure.

7
Insert NO FLARE at 300 ft.
In the simulator, if inserted above 400 ft, the LAND green on FMA might not appear before +/-350 ft
which will lead to a go around.
At 40 ft the F/O should monitor flare on FMA and call FLARE or NO FLARE.
Perform G/A.

9
F/O to call NO DECEL resp. NO SPOILERS.

10
Select CAT I weather or better, autoland by F/O.

15
For F/O Take Off select 400m RVR (or Company minimum if different).

16
G/A by F/O after handover of controls after the system failure.

17
Insert NO FLARE at 300 ft.
In the simulator, if inserted above 400 ft, the LAND green on FMA might not appear before +/-350 ft
which will lead to a go around.
At 40 ft the F/O should monitor flare on FMA and call FLARE or NO FLARE.
Perform G/A.

19
F/O to call NO DECEL resp. NO SPOILERS.

20
Select CAT I weather or better, autoland by F/O.
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