A320
FLIGHT CREW TRAINING
STANDARDS
RECORDING OF REVISIONS
FCTS
Version
1.2
1.1
1.0
FCTS
Issue
Date
12/11/2019
25/02/2019
26/10/2018
Training
Standard
Reference
2.0.0
2.0.0
2.0.0
Training
Aircraft
MSN
9791
9791
9791
Training
Aircraft
Registration
20-CMHT
20-CMHT
20-CMHT
FCOM/FCTM/QRH
Issue
Date
04-Sep-2018
04-Sep-2018
04-Sep-2018
LIST OF MODIFICATIONS
FCTS
Version
1.2
FCTS
Issue
Date
12/11/2019
1.1
25/02/2019
Reasons for change
The main changes of this revision are related to few new inputs in addition to
some typo corrections.
All changes made between this FCTS version and the previous one are
highlighted in yellow color.
The main changes of this revision are related to the chapter 7.2 UNDESIRED
AIRCRAFT STATES of Appendix 3 “SPECIFIC TRAINING EXERCISES” in
addition to some typo corrections.
2
Table of Contents
1
INTRODUCTION .............................................................................................. 9
1.1
FCTS PURPOSE .............................................................................................. 9
1.2
FCTS CONTENT ............................................................................................ 11
1.3
FCTS LAYOUT ............................................................................................... 11
1.4
AIRBUS REFERENCE DOCUMENTS AND FULL FLIGHT SIMULATOR (FFS)
STANDARD .................................................................................................... 13
1.5
QUESTIONS AND SUGGESTIONS ............................................................... 13
2
GENERAL RECOMMENDATIONS................................................................. 15
2.1
TRAINING CONCEPT .................................................................................... 15
2.1.1
Introduction ................................................................................................ 15
2.1.2
Course Design Principles ........................................................................... 16
2.1.3
Training Program Development.................................................................. 17
2.2
TRAINING OBJECTIVES ............................................................................... 21
2.3
TRAINING ITEMS .......................................................................................... 22
2.4
TRAINING CONDITIONS ............................................................................... 23
2.5
TRAINING MEDIA .......................................................................................... 23
2.6
TRAINING EXERCISES ................................................................................. 24
3
TYPE RATING TRAINING PROGRAM........................................................... 25
3.1
INTRODUCTION ............................................................................................ 25
3.2
AIRCRAFT SYSTEMS .................................................................................... 25
3.2.1
General Information ................................................................................... 25
3.2.2
Training Concept ........................................................................................ 25
3.2.3
Training Items ............................................................................................ 27
3.2.4
Training Media ........................................................................................... 27
3.3
STANDARD OPERATING PROCEDURES AND TECHNIQUES.................... 28
3.3.1
General Information ................................................................................... 28
3.3.2
Training Concept ........................................................................................ 28
3.3.3
Training Items ............................................................................................ 29
3.3.4
Training Media ........................................................................................... 36
3.3.5
Training Conditions .................................................................................... 36
3.4
SUPPLEMENTARY PROCEDURES AND TECHNIQUES.............................. 39
3.4.1
General Information ................................................................................... 39
3.4.2
Training Concept ........................................................................................ 39
3.4.3
Training Items ............................................................................................ 40
3.4.4
Training Media ........................................................................................... 40
3.4.5
Training Conditions .................................................................................... 40
3
3.5
ABNORMAL/EMERGENCY PROCEDURES AND TECHNIQUES ................. 41
3.5.1
General Information ................................................................................... 41
3.5.2
Training Concept ........................................................................................ 41
3.5.3
Training Items ............................................................................................ 44
3.5.4
Training Media ........................................................................................... 53
3.5.5
Training Conditions .................................................................................... 53
3.5.6
Training Exercises...................................................................................... 55
3.6
AIRCRAFT LIMITATIONS .............................................................................. 56
3.6.1
General Information ................................................................................... 56
3.6.2
Training Concept & Training Items ............................................................. 56
3.7
AIRBUS OPERATIONAL PHILOSOPHY ........................................................ 56
3.7.1
General Information ................................................................................... 56
3.7.2
Training Concept ........................................................................................ 57
3.7.3
Training Items and Training Media ............................................................. 57
3.7.4
Training Exercises...................................................................................... 58
3.8
PREVENTING IDENTIFIED RISKS ................................................................ 59
3.8.1
General Information ................................................................................... 59
3.8.2
Training Concept ........................................................................................ 59
4
RECURRENT TRAINING PROGRAM ............................................................ 61
4.1
INTRODUCTION ............................................................................................ 61
4.2
GENERAL INFORMATION............................................................................. 61
4.3
TRAINING CONCEPT .................................................................................... 62
4.4
TRAINING ITEMS .......................................................................................... 63
4.4.1
ICAO Recommendations............................................................................ 63
4.4.2
Airbus Recommendations .......................................................................... 65
5
APPENDIX 1: MMTL TABLES ........................................................................ 71
5.1
GENERAL INFORMATION............................................................................. 72
5.1.1
Introduction ................................................................................................ 72
5.1.2
Training Level Definitions ........................................................................... 72
5.2
AIRCRAFT SYSTEMS .................................................................................... 75
5.2.1
Introduction ................................................................................................ 75
5.2.2
FCOM/Aircraft Systems - Training Levels .................................................. 75
5.2.3
FCTM/Aircraft Systems - Training Levels ................................................. 117
5.2.4
FCOM/Procedures - Systems Related Procedures - Training Levels ....... 118
5.3
STANDARD OPERATING PROCEDURES .................................................. 120
5.3.1
Introduction .............................................................................................. 120
5.3.2
FCOM/Standard Operating Procedures – Training Levels........................ 120
4
5.3.3
5.4
FCTM/Standard Operating Procedures – Training Levels ........................ 124
SUPPLEMENTARY PROCEDURES ............................................................ 127
5.4.1
Introduction .............................................................................................. 127
5.4.2
FCOM/Supplementary Procedures – Training Levels............................... 127
5.4.3
FCTM/Supplementary Procedures – Training Levels ............................... 129
5.5
ABNORMAL/EMERGENCY PROCEDURES ................................................ 130
5.5.1
Introduction .............................................................................................. 130
5.5.2
Airbus Class of Equivalence Concept ...................................................... 130
5.5.3
Class of Equivalence Criteria ................................................................... 131
5.5.4
Class of Equivalence Matrix ..................................................................... 132
5.5.5
FCOM/Abnormal and Emergency Procedures – Training Levels & Class of
Equivalence ............................................................................................. 133
5.5.6
FCTM/Abnormal and Emergency Procedures – Training Levels .............. 143
6
APPENDIX 2: MMEC TABLE ....................................................................... 145
6.1
GENERAL INFORMATION........................................................................... 146
6.1.1
Introduction .............................................................................................. 146
6.1.2
EBT characteristic: “Immediacy”............................................................... 146
6.1.3
EBT characteristic: “Complexity” .............................................................. 146
6.1.4
EBT characteristic: “Degradation of Aircraft Control” ................................ 147
6.1.5
EBT characteristic: “Loss of Instrumentation” ........................................... 148
6.1.6
EBT characteristic: “Management of Consequences”............................... 149
6.2
7
MALFUNCTIONS & EBT CHARACTERISTICS TABLE ................................ 149
APPENDIX 3: SPECIFIC TRAINING EXERCISES ....................................... 163
7.1
INTRODUCTION .......................................................................................... 164
7.2
UNDESIRED AIRCRAFT STATES ............................................................... 164
7.2.1
Introduction .............................................................................................. 164
7.2.2
General Information ................................................................................. 164
7.2.3
Training Concept ...................................................................................... 166
7.2.4
Training Items .......................................................................................... 167
7.2.5
Training Media ......................................................................................... 168
7.2.6
Training Conditions .................................................................................. 174
7.2.7
Training Exercises.................................................................................... 175
7.2.8
Educational Approach .............................................................................. 187
7.3
UNRELIABLE SPEED INDICATION ............................................................. 190
7.3.1
Introduction .............................................................................................. 190
7.3.2
General Information ................................................................................. 190
7.3.3
Training Concept ...................................................................................... 190
5
7.3.4
Training Items .......................................................................................... 190
7.3.5
Training Media ......................................................................................... 191
7.3.6
Training Conditions .................................................................................. 192
7.3.7
Training Exercises.................................................................................... 192
7.3.8
Educational Approach .............................................................................. 196
7.4
PILOT MONITORING ROLE ........................................................................ 196
7.4.1
Introduction .............................................................................................. 196
7.4.2
General Information ................................................................................. 196
7.4.3
Training Concept ...................................................................................... 196
7.4.4
Training Items .......................................................................................... 197
7.4.5
Training Media ......................................................................................... 198
7.4.6
Training Conditions .................................................................................. 198
7.4.7
Training Exercises.................................................................................... 198
7.4.8
Educational Approach .............................................................................. 203
7.5
SIDESTICK PRIORITY LOGIC AND TAKEOVER TECHNIQUE................... 203
7.5.1
Introduction .............................................................................................. 203
7.5.2
General Information ................................................................................. 203
7.5.3
Training Concept ...................................................................................... 204
7.5.4
Training Items .......................................................................................... 205
7.5.5
Training Media ......................................................................................... 209
7.5.6
Training Conditions .................................................................................. 209
7.5.7
Training Exercises.................................................................................... 209
7.5.8
Educational Approach .............................................................................. 211
8
APPENDIX 4: TRAINING AREA OF SPECIAL EMPHASIS .......................... 213
8.1
INTRODUCTION .......................................................................................... 214
8.2
TASE Applicable to All Airbus A3XX Fly-By-Wire family aircraft ................... 214
8.2.1
Fly-By-Wire .............................................................................................. 214
8.2.2
Use of Flight Management System .......................................................... 215
8.2.3
Use of ECAM ........................................................................................... 215
8.2.4
Autothrust system .................................................................................... 215
8.3
TASE applicable to A320 family aircraft only................................................. 215
8.4
TASE applicable to specific A320 variants or aircraft modifications .............. 215
6
Abbreviations and Acronyms
ATA
ATO
CBTA
CS-FCD
EASA
EBT
FCOM
FCTM
FCTS
FFS
FSTD
ICAO
IATA
IFALPA
ISD
ISI
KSA
MMEC
MMTL
MSN
OEM
ODR
OSD
OSD-FC
QRH
SOP
TASE
Air Transport Association
Approved Training Organization
Competency-Based Training and Assessment
Certification Specifications for OSD Flight Crew Data
European Aviation Safety Agency
Evidence Based Training
Flight Crew Operating Manual
Flight Crew Techniques Manual
Flight Crew Training Standards
Full Flight Simulator
Flight Simulator Training Device
International Civil Aviation Organization
International Air Transport Association
International Federation of Air Line Pilots’ Associations
Instructional System Design
In Seat Instruction
Knowledge – Skills – Attitude
Manufacturer Malfunctions & EBT Characteristics
Manufacturer Minimum Training Level
Manufacturer Serial Number
Original Equipment Manufacturer
Operator Difference Requirement
Operational Suitability Data
Operational Suitability Data – Flight Crew
Quick Reference Handbook
Standard Operating Procedures
Training Area of Special Emphasis
7
LEFT INTENTIONALLY BLANK
8
INTRODUCTION
A320
FLIGHT CREW
TRAINING STANDARDS
1 INTRODUCTION
1.1 FCTS PURPOSE
Pilot training is a key element for safe, effective and efficient aircraft operation. The
development of pilot’s competencies (technical and non-technical) has become the driver of
modern training concept such as Competency-Based Training and Assessment (CBTA).
Airbus encourages Operators and Approved Training Organizations (ATOs) to apply CBTA
concept and to develop their own courses adapted to their specificities and their pilot
population.
To support the development of such courses, Airbus as Original Equipment Manufacturer
(OEM), describes in the Flight Crew Training Standard (FCTS) manual its vision of pilot
training and shares with Operators and ATOs its practical experience in the design of type
ratings and recurrent training programs.
The FCTS provides course designers with non-mandatory recommendations to define the
training objectives and subsequent exercises of a training program adapted to their pilot
population and training needs.
The FCTS is an Airbus initiative that is not required by any regulation. However, it is important
to remember that in accordance with European Aviation Safety Agency (EASA) regulations,
the minimum requirements for flight crew training on A320 family aircraft are defined by the
Operational Suitability Data (OSD) process and are described in the following two documents:

The A320 Operational Suitability Data – Flight Crew (OSD-FC)
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INTRODUCTION
A320
FLIGHT CREW
TRAINING STANDARDS

The A320 Operator Difference Requirement (ODR) tables and Training Area of Special
Emphasis (TASE) – Flight Crew (FC)
Therefore, to design type ratings and recurrent training programs:

Operators and ATOs under EASA regulations or mandated to comply with OSD
regulations:
o
Must refer to the data published in the A320 OSD-FC document and in the
A320 ODR tables / TASE-FC document, in order to comply with the defined
minimum requirements for flight crew training.
o
Should consider the data provided in this FCTS as guidance materials that is
complementary to the data published in the A320 OSD-FC document and in
the A320 ODR tables / TASE-FC document.

Operators and ATOs not under EASA regulations and not mandated to comply with
OSD regulations:
o
Must comply with the requirements for flight crew training as defined by their
National Aviation Authorities.
o
Should consider the data published in the A320 OSD-FC document, the A320
ODR tables / TASE-FC document, and the data described in this FCTS.
Note: TASE are mandatory elements that Operators and ATOs must include in their pilot
training in accordance with EASA regulations or when mandated to comply with OSD
regulations.
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INTRODUCTION
A320
FLIGHT CREW
TRAINING STANDARDS
For the awareness of course designers worldwide, TASE published in the EASA OSD
documents are also duplicated in this manual in Appendix 4.
1.2 FCTS CONTENT
The FCTS provides recommendations for the design of:

Type rating training programs

Recurrent training programs.
For the design of reduced type rating programs (e.g. Cross Crew Qualification A330 to A320)
Operators and ATOs should consider the recommendations made for the type rating and
retain the ones that are applicable to the differences between the two aircraft families as
identified in the ODR table (e.g. ODR table A330 to A320).
1.3 FCTS LAYOUT
The FCTS includes the following chapters and appendixes:

Chapter 1: Introduction
This chapter explains why Airbus decided to create this manual.

Chapter 2: General Recommendations
This chapter provides recommendations for the design of a flight crew training program.

Chapter 3: Type Rating Training Program
This chapter provides recommendations for the design of type rating training programs.

Chapter 4: Recurrent Training Program
This chapter provides recommendations for the design of a recurrent training program.
Chapters 3 and 4 are organized in subchapters that, when applicable, correspond to the
structure of the Flight Crew Operating Manual (FCOM) and the Flight Crew Techniques
Manual (FCTM), to address the following topics:
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INTRODUCTION
A320
FLIGHT CREW
TRAINING STANDARDS
o
Aircraft Systems
o
Standard Operating Procedures (SOPs) and Techniques
o
Supplementary Procedures and Techniques
o
Abnormal/Emergency Procedures and Techniques
o
Aircraft Limitations
o
Airbus Operational Philosophy
o
Preventing Identified Risks.
The FCTS also includes appendixes:

Appendix 1 provides the Manufacturer Minimum Training Level (MMTL) table. This
table identifies:
o
The minimum training level of data (system description, normal, abnormal,
emergency procedures, techniques, etc.) described in the FCOM and the
FCTM. The subchapter 5.1.2 describes the purpose and the definitions of these
training levels.
o
The class of equivalence of all abnormal and emergency procedures based on
the Airbus class of equivalence concept. The subchapter 5.5.2 describes this
concept.

Appendix 2 provides the Manufacturer Malfunctions & EBT Characteristics (MMEC)
table.
This table identifies the Evidence Based Training (EBT) characteristics that Airbus
considers applicable to any abnormal and emergency procedure provided in the
FCOM. Chapter 6.1 describes the purpose and the definitions of these EBT
characteristics.

Appendix 3 provides some specific training exercises.
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INTRODUCTION
A320
FLIGHT CREW
TRAINING STANDARDS
This appendix provides detailed guidance up to ready-made exercises on some
specific topics.

Appendix 4 provides the TASE as described in the A320 OSD - FC document and in
the associated ODR tables and TASE – FC document.
1.4 AIRBUS REFERENCE DOCUMENTS AND FULL FLIGHT SIMULATOR
(FFS) STANDARD
The main Airbus documents for the development of training programs promoted in this manual
are:

The A320 OSD-FC document

The A320 ODR tables and TASE-FC document.

The A320 FCOM

The A320 FCTM

The A320 Quick Reference Handbook (QRH).
This FCTS version refers to technical data described in the FCOM, FCTM, and QRH of the
Training Manufacturer Serial Number (MSN) 9791 – registration 20-CMHT.
The Airbus simulation model considered for this FCTS version, is Airbus Standard 2.0.0
1.5 QUESTIONS AND SUGGESTIONS
Any questions or comments related to this manual, can be submitted to the Airbus Flight
Operations Support and Training Standards department via the TechRequest application on
the AirbusWorld website – Flight Operations domain.
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INTRODUCTION
A320
FLIGHT CREW
TRAINING STANDARDS
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14
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GENERAL RECOMMENDATIONS
FLIGHT CREW
TRAINING STANDARDS
2 GENERAL RECOMMENDATIONS
2.1 TRAINING CONCEPT
2.1.1 Introduction
Airbus recommends that Operators and ATOs develop competency-based training and
assessment programs.
This development should be based on a systematic approach whereby:

Competencies and their standards are defined

Training is based on the identified competencies

Assessment determines if these competencies are achieved.
Airbus also supports and uses the ICAO recommendations in relation to:

The general provisions for competency-based training and assessment described in
the ICAO PANS TRAINING manual (Doc 9868).

The competencies and observable behavioral indicators definitions described in the
ICAO MANUAL OF EVIDENCE-BASED TRAINING (Doc 9995).
Airbus promotes the use of the following pilot core competencies for flight crew training:

Application of procedures
(APK)

Communication
(COM)

Flight Path Management – Automation
(FPA)

Flight Path Management – Manual
(FPM)

Application of Knowledge
(KNO)

Leadership and Teamwork
(LTW)
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A320
GENERAL RECOMMENDATIONS
FLIGHT CREW
TRAINING STANDARDS

Problem Solving & Decision-Making
(PSD)

Situation Awareness
(SAW)

Workload Management.
(WLM)
2.1.2 Course Design Principles
For course design, the FCTS:

Includes the mandatory training elements or specific training requirements published
by Airbus.

Enables a focus on the development of pilot competencies rather than focus on pure
task orientated training.

Contains training design guidelines.

Suggests the use of representative training and simulation tools as early as possible
in the training process in order to contextualize all pilot’s competencies.

Suggests to follow a progressive approach to achieve the final competency standard
by initially acquiring the basic knowledge and skills for operation of the aircraft; then
developing the competencies; and finally consolidating all competencies in conditions
as close as possible to the real environment, in real-time (scenario based training/line
orientated simulations).

Groups aircraft system malfunctions by reference to malfunction characteristics and
the underlying elements of crew performance required to manage them.

Suggests to integrate threat and error management and surprise elements throughout
the complete course syllabus with an increase of these factors towards the end of the
syllabus

Suggests to enable the instructor to apply a wide range of competency-based
instructional techniques.
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GENERAL RECOMMENDATIONS
FLIGHT CREW
TRAINING STANDARDS
2.1.3 Training Program Development
For the development of a competency-based training program for flight crew, Airbus
recommends that course designers apply the Instructional System Design (ISD) methodology
as described in the ICAO 9868 document (PANS-TRG, attachment to chapter 2).
As an example of an ISD methodology, the ICAO course development methodology has three
broad categories: Analysis, Design and Production, Evaluation that are subdivided into nine
phases:
The following subchapters indicate, for each ISD phase, the potential role of the OEM (Airbus)
and to which extent the FCTS can be used for the development of any flight crew type related
training program.
2.1.3.1 Phase 1 – Preliminary Study
Type rating and recurrent training are justified not only because they are mandatory but also
because there is a clear need to set, maintain and improve the level of flight crew
competencies. Airbus supports the development of a competency-based training based on
validated competency-based training material.
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GENERAL RECOMMENDATIONS
FLIGHT CREW
TRAINING STANDARDS
2.1.3.2 Phase 2 – Job Analysis
The job analysis that includes the identification of tasks and the underlying Knowledge, Skills
and Attitude (KSA), remains the responsibility of the Operators or ATOs. When course
designers perform the flight crew job analysis, they should keep in mind that they can refer to
the Airbus FCOM that already provides a list of flight crew tasks (e.g. Standard Operating
Procedures). The definition of the trainee performance statement is also the responsibility of
the Operators or ATOs. However, Airbus recommends, as final performance standard, that
flight crew training is designed in order to enable all qualified trainees to operate the aircraft
safely, effectively, and efficiently.
2.1.3.3 Phase 3 – Population Analysis
The purpose of this phase is to study the target population (future trainees) to identify the
KSAs that they already have and to adapt the training content accordingly. Each population
may be different, therefore it remains the sole responsibility of the Operators or ATOs to
perform this analysis.
2.1.3.4 Phase 4 – Design of Curriculum
2.1.3.4.1 Definition of Training Objectives
The definition of the training objectives is the responsibility of the Operators or ATOs.
However, in the FCTS, Airbus provides a list of training items and the conditions in which some
of these items should be trained. The Operators or ATOs can combine a training item and its
training conditions from the FCTS and define the standards to which the trainee should
perform the item, in order to define the corresponding training objective.
2.1.3.4.2 Identification of KSAs
It is the responsibility of the Operators or ATOs to check that the training objectives take into
account all knowledge skills and attitude that a pilot needs to safely, effectively and efficiently
operate an aircraft. However, recommendations provided in this FCTS about aircraft system
knowledge, procedural skills, and aircraft handling represent a solid base for the development
of flight crew competence. Beyond the technical aspects, every training program should also
offer opportunities to reinforce the non-technical competencies and to promote appropriate
attitudes.
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GENERAL RECOMMENDATIONS
FLIGHT CREW
TRAINING STANDARDS
2.1.3.4.3 Competency-Based Assessments
Another purpose of phase 4 is to prepare valid and reliable tests that will measure if the training
objectives are achieved or not. In the ICAO course development methodology, mastery tests
are used to determine if a trainee meets the standard of performance established in the
terminal objectives. This training standard should be as closely related as possible to the
corresponding standard established during the job and task analysis.
The Operators or ATOs, and Aviation Authority are responsible for the definition of the mastery
tests.
It is important to keep in mind that the trainees' attitudes towards a test will be influenced by
the way it is administered. This attitude can range from cooperative to extremely hostile.
Appropriate test administration can help create an attitude that is positive and cooperative.
2.1.3.4.4 Objective Clustering
The purpose of objective clustering is to identify similarities in the objectives in order to group
them into training modules and to sequence the modules. Operators or ATOs should
sequence the training modules in a way that will ensure the resulting training curriculum is
progressive, achievable, relevant, and appropriately time-bounded.
2.1.3.5 Phase 5 – Design of Modules
Modules are designed after the training concept is established. The general strategy must
take into account the characteristics of the target population, the resources required, and
organizational issues. It is the responsibility of the Operators or ATOs to determine the training
strategy and design the modules. However, the FCTS provides support for the selection of the
appropriate training media and recommends a minimum training level for each recommended
training item (see Manufacturer Minimum Training Level – MMTL tables). Airbus also
recommends the use of interactive and enjoyable training techniques, and to vary these
training techniques when possible. Airbus also recommends the use of facilitation techniques
to develop understanding, awareness and to induce attitudes when necessary. The objective
of facilitation techniques is to enhance the trainees’ commitment, understanding, and
retention.
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GENERAL RECOMMENDATIONS
FLIGHT CREW
TRAINING STANDARDS
2.1.3.6 Phase 6 – Production and Developmental Testing
The objective of this phase is to produce a standardized training package that contains all of
the material presented in a way that will ensure that any competent instructor will be able to
readily deliver the course. The production of this package is the responsibility of the Operators
or ATOs. However, Airbus recommends that flight crew training courses remain materialdependent, i.e. based on validated and standardized training material.
A subject matter expert should test and revise all newly-developed courses before their entryinto-service. Particularly, all training material should be checked.
2.1.3.7 Phase 7 – Validation and Revision
During validation of the delivery of a course, a representative sample of the target population
should attend the course and their answers and reactions should be carefully recorded. To
ensure accurate validation results, large samples of trainees are required. Instructors should
administer the training while course developers observe and take notes. Data from the
validation delivery should be analyzed and required revisions should be determined. The data
of most interest concerns the objectives that are not met at the end of training, and why they
are not met. This validation phase is under the responsibility of the Operators or ATOs.
2.1.3.8 Phase 8 – Implementation
The quality of implementation of a training program depends not only on the quality of the
material but also on the qualifications of the instructors and on the effectiveness of
administrative support. Airbus emphasizes the importance of instructor qualification and
standardization as a key factor for the success of the implementation process.
2.1.3.9 Phase 9 – Post-Training Evaluation
Airbus recommends the implementation of 4 levels of evaluation:

Level 1: Trainee reactions to the training process (trainee’s feedback)

Level 2: Trainee mastery of the end-of-course objectives (examiner’s feedback)

Level 3: Resulting job performance of ex-trainees (trainee’s feedback after some time
in an airline)
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GENERAL RECOMMENDATIONS
FLIGHT CREW
TRAINING STANDARDS

Level 4: Resulting effect on the airline’s operational objectives.
Evaluation at Levels 1 and 2 should be routinely done (as part of the quality system). However
Airbus also recommends that some effort is directed toward evaluating the impact of courses
on job performance (Level 3).
2.2 TRAINING OBJECTIVES
A training objective identifies what a trainee is expected to be able to know and do at the end
of the training. For Airbus, a training objective has three elements:
1. A training item that indicates the topic on which a trainee is trained
2. A training condition that indicates the conditions under which the item is trained
3. A performance statement that indicates the performance standard that must be
reached to confirm the trainee’s level of competence.
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GENERAL RECOMMENDATIONS
FLIGHT CREW
TRAINING STANDARDS
Airbus considers that it is always the responsibility of the Operators or ATOs to define the
training objectives of a flight crew training program. This is because training objectives are
defined based on the target population and the training concept that are specific to Operators
or ATOs. For these reasons the FCTS does not provide any performance statement.
However, to support Operators and ATOs in the definition of their training objectives, the FCTS
provides some recommended training items and for some of them, the recommended training
conditions.
2.3 TRAINING ITEMS
The recommended items to be trained are mainly items described in the FCOM and the FCTM.
They refer to the learning of the aircraft systems, the training of the aircraft procedures, for
example, standard operating procedures, supplementary procedures, abnormal & emergency
procedures, in addition to techniques.
22
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GENERAL RECOMMENDATIONS
FLIGHT CREW
TRAINING STANDARDS
2.4 TRAINING CONDITIONS
The training conditions that Airbus recommends enable the training of some items in a
pertinent and realistic flight environment.
The recommended training conditions refer to:

Aircraft variable parameters (e.g. weight, center of gravity, etc)

External environment parameters (e.g. runway surface condition, runway wind
condition, day or night visual, etc).
2.5 TRAINING MEDIA
To achieve an objective, training media is required.
Training media are characterized by their capability to train items:
1. As an individual, or as a crew
2. With or without aided instruction
3. With or without realistic aircraft environment.
Based on these main characteristics, 5 training levels A, B, C, D, E are defined for the purpose
of identifying training media that Airbus considers as having the minimum appropriate
characteristics to achieve a specific training objective. These training levels, inspired by the
EASA CS-FCD, are described in Appendix 1.
Operators and ATOs can use training media of a lower level during training. However, the
training curriculum of an item should include exposure to media that has the recommended
minimum level. This is in order to complete the acquisition of the knowledge, skill, and attitude
in an integrated manner.
For example, the training level for the takeoff tasks is E (full flight simulator). The procedural
aspect can be trained at a lower level (procedure trainer), but the final acquisition of the overall
knowledge, skill, and attitude should be trained in a full flight simulator.
23
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GENERAL RECOMMENDATIONS
FLIGHT CREW
TRAINING STANDARDS
In the MMTL table of Appendix 1, Airbus assigned a minimum training level to each
documentary unit of the FCOM and the FCTM. When course designers define training
objectives, they should identify in the FCOM and the FCTM, the appropriate documentary
units that contain the data related to the targeted training objectives.
Note that this minimum training level may differ from regulatory requirements. It is the
responsibility of the Operators or ATOs to fulfil the minimum regulatory requirements.
2.6 TRAINING EXERCISES
For Airbus, a training exercise is a vector that enables the achievement of a training objective
by the use of specific training media. In addition, a training exercise should be designed based
on an educational approach defined by a training concept.
The FCTS does not provide a list of recommended training exercises, in order to offer the
flexibility to Operators and ATOs to design their own exercises and to define the repetition of
these exercises in the training program based on their own training needs.
However, for some specific training items, the FCTS proposes exercises that represent
solutions validated by Airbus to properly attain objectives by avoiding negative training. See
Appendix 3
24
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TYPE RATING TRAINING PROGRAM
FLIGHT CREW
TRAINING STANDARDS
3 TYPE RATING TRAINING PROGRAM
3.1 INTRODUCTION
This chapter provides recommendations to design the program of a type rating on A320 family
aircraft.
The development of a type rating training program on A320 should be based on the following
main principles:

Competency-Based Training and Assessment (CBTA).

“Need to Understand” principle: Educational specialists confirm that adults need to
understand for better acceptance and better retention.

Reduction of non-necessary information.
3.2 AIRCRAFT SYSTEMS
3.2.1 General Information
The understanding of aircraft systems is one of the main objectives of a type rating program.
However, the content should only address the necessary knowledge and skills a pilot needs
to safely, effectively, and efficiently operate the aircraft.
Based on the full glass cockpit design of the aircraft that provides the flight crew with integrated
systems information and controls, the training on aircraft systems should mainly focus on the
understanding of the cockpit interfaces.
The description and the operation of the aircraft systems are included in the FCOM and in the
FCTM.
3.2.2 Training Concept
The design of the training on aircraft systems during a type rating should be based on the
following principles:
25
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TRAINING STANDARDS
1. The course designers should refer to the FCOM and the FCTM for the development of the
training program.
2. The training objectives should focus on the understanding of the aircraft systems as
described in the FCOM/Aircraft Systems chapter, the FCTM/Aircraft Systems chapter and
the FCOM/Procedures/Systems Related Procedures/FMS chapter.
3. The depth of knowledge addressed during the type rating should correspond to the data
included in layers 1 and 2 of the FCOM.
As explained in the FCOM, the layers are defined as follows:

Layer 1: “Need to know” provides information that is necessary in the cockpit.

Layer 2: “Nice to know” provides information that is necessary to fully understand
the system logic and pilot interfaces.

Layer 3: “Detailed information” provides detailed explanations of systems
components that are not necessarily needed in flight.
In addition to the FCOM, some additional information, best practices, or operational
recommendations about the use of specific systems are emphasized in the FCTM and
should be considered.
4. At the end of the training program, each trainee should have an appropriate knowledge of
all the following:

The design of the system
o
The purpose of the system (what it is used for)
o
The location of the system (where it is located)
o
The architecture of the system (how it is built)
o
The controls of the system (how it is controlled)
o
The indicators of the system (how it is monitored).
26
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TYPE RATING TRAINING PROGRAM
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TRAINING STANDARDS


The operation of the system (how it is operated)
o
During normal operations
o
During abnormal operations.
The system limitations (refer to Chapter 3.6).
3.2.3 Training Items
The training of aircraft systems should consider the ATA chapters described in the aircraft
system chapter of the FCOM. However, course designers should pay particular attention to
the understanding of some specific aircraft systems that have many combined elements that
are not self-explanatory at first, particularly:

ATA 22: AUTO FLIGHT

ATA 27: FLIGHT CONTROLS

ATA 31: INDICATING / RECORDING SYSTEMS

ATA 34: NAVIGATION

ATA 34: SURVEILLANCE.
In addition, the Training Area of Special Emphasis (TASE) on specific aircraft systems
described in Appendix 4 are mandatory items that must be included in the program of
an A320 type rating.
3.2.4 Training Media
Learning the aircraft systems will be effective provided that the training media that is used for
training is in accordance with the training level recommended in the MMTL tables. Course
designers should refer to Appendix 1 – Chapter 5.2 to identify the minimum training level
recommended to train a specific set of aircraft system data.
27
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TRAINING STANDARDS
3.3 STANDARD OPERATING PROCEDURES AND TECHNIQUES
3.3.1 General Information
Standard Operating Procedures (SOPs) and associated techniques refer to the routine tasks
that a flight crew applies in daily normal flight to safely, effectively and efficiently operate the
aircraft.
These procedures and techniques are described in the FCOM, the FCTM, and the QRH.
3.3.2 Training Concept
The design of the training on SOPs and associated techniques during a type rating should be
based on the following principles:
1. The course designers should refer to the FCOM, the FCTM and the QRH for the
development of the training program.
2. The training objectives should focus on all of the following :

The understanding of the SOPs described in the FCOM/Procedures/Normal
Procedures/Standard Operating Procedures chapter for all flight phases.

The understanding and the retention of tasksharing, described in the QRH Normal
Procedures for all flight phases.

The use of standard callouts as described in the FCOM/Procedures/Normal
Procedures/Standard Operating Procedures/ Standard Callouts chapter.

The use of the normal checklists provided in the QRH.

The application of techniques and the understanding of additional information as
described in the FCTM/Procedures/Normal Procedures/Standard Operating
Procedures chapter.
3. At the end of the training program, each trainee should be able to do all of the following:

Perform from memory (*)
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o
Both as Pilot Flying (PF) and as Pilot Monitoring (PM), the tasksharing
described in the QRH Normal Procedures, for all flight phases, with the
appropriate level of automation.
o
The techniques associated with the trained SOPs tasks described in the
FCTM/Procedures/Normal
Procedures/Standard
Operating
Procedures
chapter.
(*) Exception to “The Preliminary Cockpit Preparation” and the “Securing the Aircraft” procedures
that can be either performed from memory or with the use of the QRH.

Fly the aircraft in normal law without the autopilot:
o
With and without the autothrust
o
With and without the flight director
o
At takeoff with different slats/flaps configurations (1, 2, and 3)
o
At takeoff with different takeoff thrust settings (TOGA and FLEX)
o
At landing with different slats/flaps configurations (3 and FULL)
o
At landing with and without the use of maximum reversers (REV MAX, REV
IDLE)
o
At landing with the use of different autobrake modes (LO, MED)
o
At landing with the use of manual braking.
3.3.3 Training Items
This chapter provides a list of recommended normal tasks, techniques, and options described
in the FCOM and the FCTM that Operators and ATOs should consider when they design their
training program.
This list complies with the training design principles listed in 3.3.2.
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PHASE OF FLIGHT
RECOMMENDED TASKS
Safety exterior inspection
Preliminary cockpit preparation
Preliminary cockpit preparation
Preliminary cockpit preparation
Preliminary cockpit preparation
Preliminary cockpit preparation
Preliminary cockpit preparation
Preliminary cockpit preparation
Preliminary cockpit preparation
Tasks for safety exterior inspection
Tasks for aircraft setup
Tasks for battery check & setup
Tasks for APU fire test & APU start
Tasks for air conditioning setup
Tasks for cargo heat setup (If Installed)
Tasks for cockpit lights setup
Tasks for EFB start
Tasks for ECAM/LOGBOOK check
Preliminary cockpit preparation
Tasks for preliminary performance determination
Preliminary cockpit preparation
Preliminary cockpit preparation
Preliminary cockpit preparation
Tasks for OEB check
Tasks before walkaround
Tasks before walkaround
Exterior walkaround
Cockpit preparation
Cockpit preparation
Cockpit preparation
Cockpit preparation
Cockpit preparation
Cockpit preparation
Cockpit preparation
Cockpit preparation
Cockpit preparation
Tasks for exterior walkaround
Tasks on the overhead panel
Tasks on the overhead panel
Tasks on the overhead panel
Tasks on the center instrument panel
Tasks on the pedestal
Tasks on the pedestal
Tasks for RMP setup
Tasks for NAV charts preparation
Tasks for FMGS preparation
RECOMMENDED OPTIONS
With and without the aircraft in transit stop
With and without external power available
With and without the aircraft in transit stop
Without MEL item and with MEL item impacting
aircraft performance
Without MEL item and with MEL item impacting
aircraft performance
With and without the aircraft in transit stop
With and without parking brake accumulator pressure
normal
30
With and without the aircraft in transit stop
With complete ADIRS alignment
With fast ADIRS alignment
With and without the aircraft in transit stop
With and without brakes hot
With and without the aircraft in transit stop
With and without NAVAID deselection
TYPE RATING TRAINING PROGRAM
A320
FLIGHT CREW
TRAINING STANDARDS
PHASE OF FLIGHT
RECOMMENDED TASKS
Cockpit preparation
Cockpit preparation
Cockpit preparation
Cockpit preparation
Tasks for FMGS preparation
Tasks for FMGS preparation
Tasks for FMGS preparation
Tasks for FMGS preparation
Cockpit preparation
Cockpit preparation
Cockpit preparation
Cockpit preparation
Cockpit preparation
Cockpit preparation
Cockpit preparation
Cockpit preparation
Cockpit preparation
Cockpit preparation
Cockpit preparation
Before pushback or start
Before pushback or start
Engine start
After start
After start
After start
Taxi
Taxi
Before takeoff
Tasks for FMGS preparation
Tasks for FMGS preparation
Tasks for FMGS preparation
Tasks for FMGS preparation
Tasks for FMGS preparation
Tasks on the glareshield
Tasks on the lateral consoles
Tasks on the instruments panels
Tasks on the ECAM control panel
Tasks for ADIRS check
Takeoff briefing
Tasks before start clearance
Tasks at start clearance
Tasks for automatic engine start
Tasks after start
Tasks after start
Tasks after start
Tasks during taxi
Tasks for 180° turn on runway
Tasks before takeoff
RECOMMENDED OPTIONS
With and without Company route
With trip wind insertion
With forecast wind for CLB, CRZ, DES phases
With and without diversion route at takeoff in the
secondary flight plan
With TOGA thrust for takeoff
With FLEX thrust for takeoff
With CONF 1 for takeoff
With CONF 2 for takeoff
With CONF 3 for takeoff
With and without the aircraft in transit stop
With and without final loadsheet data change
With pushback required
With and without APU OFF
With and without anti-ice protection ON
With and without slats/flaps extension
With and without PACK 1+2 ON
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TRAINING STANDARDS
PHASE OF FLIGHT
RECOMMENDED TASKS
Before takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Takeoff
Climb
Climb
Climb
Climb
Climb
Climb
Tasks before takeoff
Tasks during takeoff
Tasks during takeoff
Tasks during takeoff
Tasks during takeoff
Tasks during takeoff
Tasks during takeoff
Tasks during takeoff
Tasks during takeoff
Tasks during takeoff
Tasks after takeoff
Tasks after takeoff
Tasks during climb
Tasks during climb
Tasks during climb
Tasks during climb
Tasks during climb
Tasks during climb
Cruise
Cruise
Cruise
Cruise
Cruise
Cruise
Tasks during cruise
Tasks during cruise
Tasks for descent preparation
Tasks for descent preparation
Tasks for descent preparation
Tasks for descent preparation
RECOMMENDED OPTIONS
With and without APU BLEED ON
With and without the crosswind technique
Without Head Up Display
With Head Up Display (for training with HUD)
With TOGA thrust
With FLEX thrust
With CONF1
With CONF2
With CONF3
With and without PACK 1+2 ON
With and without APU ON
With and without anti-ice protection ON
With and without managed speed
With and without FMS altitude constraint
With the use of FMS departure trajectory
With ATC radar vectors
With and without the use of the weather radar
With and without final ATC cruise level equal to the
expected one
With and without the use of the weather radar
With and without a required navigation accuracy check
With and without landing conditions change
With landing in CONF FULL
With landing in CONF 3
Without the use of autobrake
32
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TRAINING STANDARDS
PHASE OF FLIGHT
RECOMMENDED TASKS
Cruise
Cruise
Cruise
Cruise
Descent
Descent
Tasks for descent preparation
Tasks for descent preparation
Tasks for descent preparation
Tasks for descent preparation
Tasks for descent initiation
Tasks for descent initiation
Descent
Tasks for descent initiation
Descent
Descent
Tasks during descent
Tasks for descent adjustment
Descent
Approach
Approach
Approach
Approach
Approach
Approach
Approach
Approach
Approach
Approach
Approach
Approach
Approach
Tasks during descent
Tasks during approach
Tasks during approach
Tasks during approach
Tasks during approach
Tasks during approach
Tasks during approach
Tasks during approach
Tasks during approach
Tasks during approach
Tasks during approach
Tasks during approach
Tasks during approach
Tasks during approach
RECOMMENDED OPTIONS
With the use of autobrake LO
With the use of autobrake MED
With and without anti-ice protection ON
With and without the use of the weather radar
With a descent at the computed FMS Top of Descent
With an early descent required by ATC before the
computed FMS Top of Descent
With a late descent required by ATC after the
computed FMS Top of Descent
With and without the use of the weather radar
With descent adjustment in selected SPEED and/or
V/S modes
With and without the use of FMS holding pattern
With the use of FMS approach trajectory
With automatic FMS F-PLN sequencing
With manual FMS F-PLN sequencing
With ATC radar vectors
With automatic activation of the approach phase
With manual activation of the approach phase
With and without managed speed
With and without the use of the weather radar
With and without anti-ice protection ON
With decelerated approach speed technique
With early stabilized approach speed technique
With and without the use of speed brakes
With and without the use of the autothrust
33
TYPE RATING TRAINING PROGRAM
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FLIGHT CREW
TRAINING STANDARDS
PHASE OF FLIGHT
Approach
Approach
Approach
Approach
Approach
Approach
Approach
Approach
Approach
Approach
Approach
Approach
Approach
Landing
Landing
Landing
Landing
Landing
Landing
Landing
Landing
Go-around
Go-around
Go-around
Go-around
RECOMMENDED TASKS
Tasks during approach
Tasks during approach
Tasks during approach
Tasks during approach
Tasks during approach
Tasks during approach
Tasks during approach
Tasks during circling approach
Tasks during visual approach
Tasks during ILS approach
Tasks during ILS approach
Tasks during ILS approach
Tasks for discontinued approach
Tasks during manual landing
Tasks during manual landing
Tasks during manual landing
Tasks during manual landing
Tasks during manual landing
Tasks during manual landing
Tasks during manual landing
Tasks during manual landing
Tasks during go-around with flight director
Tasks during go-around with flight director
Tasks during go-around with flight director
Tasks during go-around with flight director
34
RECOMMENDED OPTIONS
With landing in CONF FULL
With landing in CONF 3
With the use of LOC G/S guidance mode
With the use of FINAL APP guidance mode
With the use of LOC FPA guidance mode
With the use of NAV FPA guidance mode
With the use of TRK FPA guidance mode
With the flight director
Without the flight director (Raw Data)
With and without G/S interception from above
When at or above the FCU altitude
Without Head Up Display
With Head Up Display (for training with HUD)
With and without the crosswind technique
With REV MAX
With REV IDLE
With manual braking
With autobrake LO
With autobrake MEDIUM
With TOGA thrust
With CONF 3 after approach in CONF FULL
With CONF 2 after approach in CONF 3
With the use of FMS flight plan
TYPE RATING TRAINING PROGRAM
A320
FLIGHT CREW
TRAINING STANDARDS
PHASE OF FLIGHT
Go-around
Go-around
Go around
Go around
After landing
After landing
Parking
Parking
RECOMMENDED TASKS
Tasks during go-around with flight director
Tasks during go-around near the ground
Tasks when leaving the go-around phase
Tasks when leaving the go-around phase
Tasks after landing
Tasks after landing
Tasks at parking
Tasks for securing the aircraft
35
RECOMMENDED OPTIONS
With radar vectors
With FMS revision for a second approach
With FMS revision for a diversion
With and without anti-ice protection ON
With and without slats/flaps retraction
A320
TYPE RATING TRAINING PROGRAM
FLIGHT CREW
TRAINING STANDARDS
3.3.4 Training Media
Learning the SOPs and associated techniques will be effective provided that the training media
that is used for training is in accordance with the training level recommended in the MMTL
tables. Course designers should refer to Appendix 1 – Chapter 5.3 to identify the minimum
training level recommended to train a specific set of tasks/techniques and options.
In addition, at the appropriate time in the course curriculum, it is recommended that the
trainees practice SOPs in an integrated manner throughout all flight phases, in a full flight
simulator.
3.3.5 Training Conditions
3.3.5.1 General Recommendations
To define the objectives and design the exercises for the training of SOPs, it is recommended
that the course designers use realistic combinations of aircraft and environmental parameters.
As a general rule, course designers should define training sessions practiced in a full flight
simulator:

In day visual conditions with at least one session in night visual conditions

In different ranges of visibility and ceiling from CAVOK to CAT1 minima

In ISA temperature condition with at least one session at ISA +20 °c and one session
at ISA -20 °c

With crosswind values less than 2/3 of the applicable aircraft crosswind limitation

On dry and wet runway surface conditions

In VMC and IMC conditions with at least one session with icing conditions

With different aircraft weight values (different ZFW, ZFWCG, FOB)

With altimeter setting values at, above and below 1013.25 hPa
36
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
With and without the use of the autopilot.
Course designers should identify when the autopilot must be used. Disconnection of the
autopilot for the sole purpose of manual flight training should be clearly explained, in order to
avoid negative learning. An appropriate balance and repetition of exercises with and without
the autopilot is recommended, in order to achieve a trainee’s standard performance in the two
following competencies:

Flight Path Management – Automation (FPA)

Flight Path Management – Manual (FPM).
3.3.5.2 Specific Recommendations
3.3.5.2.1 Takeoff Tasks
In addition to the general recommendations made in Chapter 3.3.5.1, it is recommended that
the trainees practice as PF, in a full flight simulator:

Takeoffs at different range of weights and at least one time at the maximum takeoff
weight limitation.

Takeoffs, in different ranges of visibility and ceiling from CAVOK down to CAT1 minima
and at least one time, just above the low visibility value (including a transition to
instrument flight during rotation or immediately after liftoff).
Note: Low visibility training below CAT1 conditions, should be considered out of the
scope of the type rating training objectives.

Takeoffs in day visual conditions and at least one time in night visual conditions.

Takeoffs with different crosswind values less than 2/3 of the aircraft crosswind
limitation and:
o
At least one time with crosswind value equal to 2/3 of the aircraft crosswind
limitation on dry runway
o
At least one time at maximum tailwind limitation.
37
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TRAINING STANDARDS

Takeoffs on dry and wet runway and at least one time on a runway contaminated by
compacted snow.
3.3.5.2.2 Approach Tasks
In addition to the general recommendations made in Chapter 3.3.5.1, it is recommended that
the trainees practice as PF, in a full flight simulator:

ILS approaches:
o
At least one time, without the autopilot and without the flight director (ILS RAW
DATA).
o
At least one time, without the autopilot, without the flight director (ILS RAW
DATA) and without the autothrust.

A visual approach pattern:
o
In day visual conditions
o
At 2/3 of the aircraft crosswind limitation with a wind direction that increases
the risk of overshooting the final axis of the runway during the final turn.
3.3.5.2.3 Landing Tasks
In addition to the general recommendations made in Chapter 3.3.5.1, it is recommended that
the trainees practice as PF, in a full flight simulator:

Manual landings, at different range of weights and at least one time near to the
maximum landing weight limitation.

Manual landings in day visual conditions and at least one time in night visual
conditions.

Manual landings with different crosswind values less than 2/3 of the aircraft crosswind
limitation and:
o
At least one time with crosswind value equal to 2/3 of the aircraft crosswind
limitation on dry runway
38
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o

At least one time at maximum tailwind limitation.
Manual landings on dry and wet runways and at least one time on a runway
contaminated by compacted snow.
3.4 SUPPLEMENTARY PROCEDURES AND TECHNIQUES
3.4.1 General Information
Supplementary procedures and associated techniques refer to the non-routine tasks that a
flight crew can apply in a daily normal flight to safely and effectively operate the aircraft.
These procedures and techniques are described in the FCOM and the FCTM.
3.4.2 Training Concept
The design of the training on supplementary procedures and associated techniques during a
type rating should be based on the following principles:
1. The course designers should refer to the FCOM and the FCTM for the development of
the training program.
2. The training objectives should focus on:

The understanding and the application of the Airbus recommended method to
manage any supplementary procedure as described in the FCTM/Airbus
Operational Philosophy/Design Philosophy/Procedures Design chapter.

The identification and the understanding of the additional information associated
with
the
trained
supplementary
procedures
provided
in
the
FCTM/Procedures/Normal Procedures/Supplementary Procedures chapter.
3. At the end of the training, each trainee should be able to apply the recommended
method to manage any supplementary procedure following the read and do principle.
39
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3.4.3 Training Items
This chapter provides a list of recommended supplementary procedures and techniques
described in the FCOM and the FCTM that Operators and ATOs should consider when
designing their training program.
This list complies with the training design principles listed in 3.4.2.
RECOMMENDED SUPPLEMENTARY
PROCEDURES
Manual engine start procedure
Engine start with external pneumatic power
procedure (on engine 2)
RECOMMENDED OPTIONS
With crossbleed engine start procedure (on
engine 1)
3.4.4 Training Media
Learning the supplementary procedures and associated techniques will be effective provided
that the training media that is used for training is in accordance with the training level
recommended in the MMTL table. Course designers should refer to Appendix 1 – Chapter 5.4
chapter to identify the minimum training level recommended to train a specific procedure or
technique.
3.4.5 Training Conditions
3.4.5.1 General Recommendations
To define the objectives and design the exercises for the training of supplementary procedures
and techniques, it is recommended that the course designers use realistic combinations of
aircraft and environmental parameters.
3.4.5.2 Specific Recommendations
3.4.5.2.1 Manual Engine Start Procedure
In addition to the general recommendations made in Chapter 3.4.5.1, it is recommended that
the trainees practice the manual engine start procedure in hot conditions.
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3.5 ABNORMAL/EMERGENCY PROCEDURES AND TECHNIQUES
3.5.1 General Information
Abnormal/Emergency procedures and associated techniques refer to the non-routine tasks
that a flight crew applies to maintain a safe flight in response to:

The abnormal behavior of an aircraft system, or

An abnormal operational event detected by aircraft systems or by the flight crew (e.g.
windshear).
These procedures and techniques are described in the FCOM, the FCTM, and the QRH.
3.5.2 Training Concept
The design of the training on abnormal/emergency procedures and associated techniques
during a type rating should be based on the following principles:
1. The course designers should refer to the FCOM, the FCTM and the QRH for the
development of the training program.
2. The training objectives should focus on:

The understanding and the application of the Airbus recommended method to
manage any abnormal and emergency procedure as described in the FCTM/Airbus
Operational Philosophy/Management of Abnormal Operations chapter.

The use of the abnormal and emergency callouts as described in the
FCOM/Procedures/ Abnormal and Emergency/ Introduction chapter.

The identification and the understanding of the techniques or additional information
(if any) associated with the trained abnormal/emergency procedures provided in
the FCTM/Procedures/Abnormal and Emergency chapter.
3. At the end of the training program, each trainee should be able to apply as PF and PM,
the recommended method to manage all of the following :
41
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
Any abnormal/emergency procedure that appears on the ECAM associated with a
red warning Level 3 alert

Any abnormal/emergency procedure that appears on the ECAM associated with
an amber caution Level 2 alert

Any abnormal/emergency procedure that appears on the ECAM associated with
an amber caution Level 1 alert

Any abnormal/emergency procedure that appears on the ECAM and requires that
the flight crew applies a procedure with the QRH

Any abnormal/emergency procedure that does not appear on the ECAM and
performed with the QRH

Any recommended actions associated with an ECAM ADVISORY condition

Any permitted reset procedure described in the system reset table of the QRH

Any abnormal/emergency procedure associated with a fuel penalty factor listed in
the table of the QRH

Any abnormal/emergency procedure that affects the approach speed and the
landing distance

Any abnormal/emergency procedure associated with a summary in the QRH.

Any Operations Engineering Bulletin (OEB)
4. At the end of the training, each trainee should be able to perform from memory, ALL
the items defined today as memory items in the following abnormal/emergency
procedures:

Loss of braking

Emergency descent

Stall recovery
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
Stall warning at liftoff

Unreliable speed indication

GPWS/EGPWS warnings

GPWS/EGPWS cautions

TCAS warnings

Windshear

Windshear ahead.
5. At the end of the training, the trainees should be able to manage as a crew, any
abnormal/emergency procedure that requires different levels of flight crew resources
to manage them. (As defined by the class of equivalence concept in Appendix 1 –
Chapter 5.5.2)
For this purpose, course designers should verify that the training on abnormal and
emergency procedures enables the flight crew to practice the management of
procedures identified as being:

A procedure pertaining to a class of equivalence 5

A procedure pertaining to a class of equivalence 4

A procedure pertaining to a class of equivalence 3

A procedure pertaining to a class of equivalence 2

A procedure pertaining to a class of equivalence 1.
6. At the end of the training, each trainee should be able to fly the aircraft without the
autopilot in all of the following:

In alternate law

In direct law including landing and go-around
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
With abnormal slats/flaps configuration after liftoff, in approach and at landing

With one engine inoperative from takeoff until landing including go-around

With all engines inoperative at high altitude until the successful relight of one
engine

With the stabilizer inoperative in approach and at landing

With one reverser inoperative at landing

With two reversers inoperative at landing

With the antiskid inoperative at landing.
Note: A demonstration of the mechanical backup situation should be considered in
order to enable each trainee to experience the pitch control of the aircraft with the use
of the pitch trim only.
3.5.3 Training Items
3.5.3.1 Recommended Abnormal and Emergency Procedures
This chapter provides a list of recommended abnormal/emergency procedures described in
the FCOM, that Operators and ATOs should consider in order to design their own training
program.
This list complies with the training design principles listed in 3.5.2.
In addition, priority is given to procedures that:

Require the use of specific controls or indications that are not practiced during daily
normal operations, or

Are of particular interest, in terms of procedure understanding and management during
initial training.
The table hereafter provides the list of recommended procedures to be trained with their
technical purpose.
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RECOMMENDED
ABNORMAL AND EMERGENCY PROCEDURES
[ADV] ECAM ADVISORY
PURPOSE
To identify and apply the recommended actions in the QRH
(FUEL: Differences between wing fuel quantities >1500 kg)
[MEM] LOSS OF BRAKING
[MEM] EMER DESCENT
[MEM] STALL RECOVERY
To memorize and apply the memory items with the associated callout
To identify the memory items at the beginning of the procedure
To identify the remaining items to be performed following the read and do principle
To memorize and apply the memory items with the associated callout
To apply the remaining items of the procedure when required following the read and
do principle
To reinforce the use of the oxygen mask
To memorize and apply the memory items with the associated callout
(Refer to Appendix 3 – Chapter 7.2.7.4 for recommended stall exercises during the undesired aircraft states
training)
[MEM] UNRELIABLE SPEED INDICATION
[MEM] EGPWS CAUTION
[MEM] EGPWS WARNING
[MEM] TCAS WARNINGS
To identify the memory items at the beginning of the procedure that will be performed
“if the safe conduct of the flight is impacted”
To identify the remaining items to be performed following the read and do principle
To memorize and apply the memory items with the associated callout
To apply the remaining items of the procedure when required following the read and
do principle
To identify the sequence of actions with the use of different supports (QRH, ECAM
procedures)
To fly the aircraft with the use of pitch and thrust tables
To fly the aircraft with the Back Up Speed Scale (BUSS)
(Refer to Appendix 3 – Chapter 7.3.7 for recommended unreliable speed exercises)
To memorize the memory items
To apply the memory items with the associated callout when required
To memorize and apply the memory items with the associated callout
To memorize the memory items
To apply the memory items required by a traffic advisory alert with the associated
callout
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RECOMMENDED
ABNORMAL AND EMERGENCY PROCEDURES
[MEM] WINDSHEAR
[MEM] WINDSHEAR AHEAD
[QRH] DISPLAY UNIT FAILURE
[QRH] ALL ENG FAIL
[QRH] ENG RELIGHT IN FLIGHT
[QRH] ONE ENGINE INOPERATIVE-STRAIGHT IN APPROACH
[QRH] LANDING WITH SLATS OR FLAPS JAMMED
[QRH] FUEL IMBALANCE
[QRH] FUEL LEAK
[QRH] EMER EVAC
[QRH] OVERWEIGHT LANDING
[QRH] ADR CHECK PROC
[QRH] SMOKE/FUMES/AVNCS SMOKE
[QRH] REMOVAL OF SMOKE/FUMES
PURPOSE
To apply the memory items required by a resolution advisory alert with TCAS flight
guidance mode available and autopilot engaged
To apply the memory items required by a resolution advisory alert with TCAS flight
guidance mode available and without autopilot engaged
To apply the memory items required by a resolution advisory alert without TCAS flight
guidance mode available
To memorize and apply the memory items with the associated callout
To memorize and apply the memory items
To identify and apply the QRH procedure
To identify and apply the QRH procedure
To apply the procedure until the successful relight of one engine
To fly the aircraft until the successful relight of one engine
To identify and apply the QRH procedure
To identify and apply the QRH procedure
To identify and apply the QRH procedure
To identify and apply the QRH procedure
To identify and apply the QRH procedure
To identify and apply the QRH procedure
To apply the procedure with a required evacuation
To identify and apply the QRH procedure
To fly the aircraft without autopilot in overweight until landing
To identify the QRH procedure that refers to the unreliable speed indication procedure
To identify the QRH procedure
To understand the structure of the procedure
To apply the QRH procedure
To identify the QRH procedure
To understand the connection with the SMOKE/FUMES/AVNCS SMOKE procedure
To apply the QRH procedure
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RECOMMENDED
ABNORMAL AND EMERGENCY PROCEDURES
AUTO FLT A/THR OFF
AUTO FLT AP OFF
AUTO FLT FCU 1+2 FAULT
AUTO FLT TCAS MODE FAULT
CAB PR EXCESS CAB ALT
CAB PR SYS 1+2 FAULT
ELEC EMER CONFIG
ENG 1(2) FAIL
PURPOSE
To apply ECAM procedure associated with an amber caution Level 2 alert
To practice the takeover technique and to manually control the thrust
To apply ECAM procedure associated with a red warning Level 3 alert
To practice the takeover technique and to fly the aircraft without autopilot
To apply ECAM procedure associated with an amber caution Level 2 alert
To practice system reset using the system reset table
To use specific displays reconfiguration during approach and landing
To perform an ILS approach raw data without selected track target
To apply ECAM procedure associated with an amber caution Level 2 alert
To practice the TCAS procedure without flight guidance and in manual handling
To apply ECAM procedure associated with a red warning Level 3 alert
To practice the use of the oxygen mask
To practice the emergency descent procedure
To apply ECAM procedure associated with an amber caution level 1 alert (SYS1
FAULT)
Then to apply ECAM procedure associated with a level 2 flight alert (SYS1 +2 FAULT)
To use of the manual V/S controls of the cabin press system
To apply ECAM procedure associated with a red warning Level 3 alert
To identify and apply when required the [QRH] GRAVITY FUEL FEEDING procedure
To practice VAPP determination with failure and compute the landing distance with
failure
To use the ELEC EMER CONFIG summary of the QRH
To use specific displays reconfiguration during approach and landing
To manually fly the aircraft in alternate law and direct law until landing
To land without radio altimeter and without auto callout
To decelerate at landing with two reversers inoperative
To brake at landing with the antiskid inoperative
To apply ECAM procedure associated with an amber caution Level 2 alert
To apply ECAM procedure associated with and without the damage condition
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RECOMMENDED
ABNORMAL AND EMERGENCY PROCEDURES
ENG 1(2) FIRE
ENG 1(2) START FAULT
F/CTL ELAC 1(2) FAULT (ONE COMPUTER FAILED)
F/CTL ALTN LAW
PURPOSE
To manually fly the aircraft with one engine inoperative using the rudder trim until
landing
To decelerate after landing with only one reverser operative
To apply ECAM procedure associated with a red warning Level 3 alert
To practice the use of the engine fire pushbutton switch
To apply ECAM procedure associated with an amber caution Level 2 alert
To practice an automatic start abort on ground
To practice a manual start abort in flight
To apply ECAM procedure associated with an amber caution Level 2 alert
To practice flight control computer reset as requested by ECAM procedure
To identify ALTN LAW situation (PFD symbology and associated limitations)
(Refer to Appendix 3 – Chapter 7.2.7.1 for recommended exercises during the undesired aircraft states
training)
F/CTL DIRECT LAW
To identify DIRECT LAW situation (PFD symbology and associated limitations)
To fly the aircraft with manual pitch trim
(Refer to Appendix 3 – Chapter 7.2.7.1 for recommended exercises during the undesired aircraft states
training)
F/CTL SLATS FAULT
FWS FWC 1+2 FAULT
To apply ECAM procedure associated with an amber caution Level 2 alert
To practice VAPP determination with failure and compute the landing distance with
failure
To practice slats/flaps configuration with the use of the [QRH] SLATS FLAPS
JAMMED procedure
To manually fly the aircraft without slats until landing
To apply ECAM procedure associated with an amber caution Level 1 alert (FWC1
FAULT)
To practice system reset using the system reset table
Then to apply ECAM procedure associated with an amber caution Level 2 alert
(FWC1+2 FAULT) including the use of the FCOM to illustrate the “if time permits”
concept of the ECAM management
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RECOMMENDED
ABNORMAL AND EMERGENCY PROCEDURES
FWS SDAC 1+2 FAULT
HYD G + Y SYS LO PR
NAV ADR 1+2+3 FAULT
NAV IR DISAGREE
NAV RA 1 AND 2 FAULT (DUAL RA FAILURE)
PURPOSE
To monitor the aircraft systems following the loss of red warnings and with the loss of
amber cautions
To apply ECAM procedure associated with an amber caution Level 2 alert
To monitor the aircraft systems with the loss of amber cautions
To apply ECAM procedure associated with a red warning Level 3 alert
To use the HYD G+Y SYS LO PR SUMMARY of the QRH
To practice the use of the fuel penalty factor table of the QRH
To practice VAPP determination with failure and compute the landing distance with
failure
To extend the landing gear by gravity
To manually fly the aircraft without flaps until landing
To manually fly the aircraft with the stabilizer inoperative until landing
To manually fly the aircraft in alternate law and direct law until landing
To decelerate at landing with two reversers inoperative
To brake at landing with the antiskid inoperative
To brake at landing with accumulator pressure only
To apply ECAM procedure associated with a red warning Level 3 alert
To identify and apply when required the [QRH] ALL ADR OFF procedure
To compute the landing distance with failure
To extend the landing gear by gravity
To manually fly the aircraft in direct law until landing
To manually fly the aircraft with Back Up Speed Scale (BUSS) until landing
To apply ECAM procedure associated with an amber caution Level 2 alert
To experience the direct degradation of the flight control law from normal law to direct
law and when ECAM actions completed, the recovery of the alternate law
To apply ECAM procedure associated with an amber caution Level 2 alert including
the use of the FCOM to illustrate the “if time permits” of the ECAM management
To practice VAPP determination with failure and compute the landing distance with
failure
To manually fly the aircraft in direct law until landing
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RECOMMENDED
ABNORMAL AND EMERGENCY PROCEDURES
HYD B RSVR LO LVL
+
F/CTL ELAC 2 FAULT
+
F/CTL SEC 2 FAULT
PURPOSE
To experience the progressive degradation of the flight control law from normal law to
mechanical backup
To manually fly the aircraft in mechanical backup until successful computer reset
(demo in cruise at low altitude, no approach and no landing)
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In addition Airbus has identified a list of abnormal and emergency procedures to be highlighted
during the type rating, but they do not require any specific practical training.
The procedures should be introduced to the trainees, with an explanation of their content and
layout, for the purpose of understanding.
A briefing made by an instructor is considered as appropriate:

[QRH] ONE ENGINE INOPERATIVE-CIRCLING APPROACH

[QRH] DITCHING

[QRH] FORCED LANDING

[QRH] EMERGENCY LANDING

[QRH] ENG STALL

[MEM] STALL WARNING AT LIFT OFF.
Note: The [MEM] STALL WARNING AT LIFT OFF procedure applies in the case of
spurious stall warnings at lift off. This scenario cannot be triggered in a full flight simulator.
Therefore, instructors should verify that each trainee knows the content of the procedure.
3.5.3.2 Recommended Abnormal and Emergency Techniques
This chapter provides a list of recommended abnormal/emergency techniques described in
the FCTM, that Operators and ATOs should consider in order to design their own training.
This list complies with the training design principles listed in 3.5.2.
The table hereafter provides the list of recommended techniques to be trained and their
specific technical purpose. This list is established by selecting mainly techniques not
associated to any procedure in the FCOM.
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RECOMMENDED
ABNORMAL AND EMERGENCY TECHNIQUES
AUTOFLIGHT
ENG
ENG
ENG
DUAL FMGS FAILURE
ENGINE FAILURE AT LOW SPEED
ENGINE FAILURE AFTER V1
ENGINE FAILURE DURING CRUISE
ENG
ENG
ENG
MISC
ONE ENGINE INOPERATIVE GO-AROUND
ONE ENGINE INOPERATIVE LANDING
THRUST LEVERS MANAGEMENT IN CASE OF INOPERATIVE REVERSER
EMERGENCY DESCENT
MISC
MISC
MISC
FLIGHT CREW INCAPACITATION
LOW ENERGY
OVERSPEED
MISC
REJECTED TAKEOFF
MISC
UPSET PREVENTION AND RECOVERY
PURPOSE
To understand and apply the technique
To understand and apply the technique
To understand and apply the technique
To understand and apply the technique for the standard
strategy
To understand and apply the technique for the obstacle
strategy
To understand and apply the technique
To understand and apply the technique
To understand and apply the technique
To understand and apply the technique with structural
damaged suspected
To understand and apply the technique without
structural damaged suspected
To understand and apply the technique
To understand and apply the technique
To understand and apply the prevention technique
To understand and apply the recovery technique
To understand and apply the technique below 100 kt
To understand and apply the technique above 100 kt
and below V1
To understand and apply the technique with nose high
To understand and apply the technique with nose low
(Refer to Appendix 3 – Chapter 7.2.7.3 chapter for recommended
upset exercises)
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3.5.4 Training Media
Learning the abnormal/emergency procedures and associated techniques will be effective
provided that the training media that is used for training is in accordance with the training level
recommended in the MMTL table. Course designers should refer to Appendix 1 – Chapters
5.5.5 and 5.5.6 to identify the minimum training level recommended to train a specific
abnormal/emergency procedure or technique.
3.5.5 Training Conditions
3.5.5.1 General Recommendations
To define the objectives and design the exercises for the training of abnormal/emergency
procedures and techniques, it is recommended that the course designer uses realistic
combinations of aircraft and environmental parameters.
As a general rule, course designers should define training sessions practiced in a full flight
simulator:

In day visual conditions with at least one session in night visual conditions

In different ranges of visibility and ceiling from CAVOK to CAT1 minima

In ISA temperature condition with at least one session at ISA +20 °c and one session
at ISA -20 °c

With landing crosswind values less than 2/3 of the applicable aircraft crosswind
limitation

On dry or wet runway surface conditions

In VMC and IMC conditions with at least one session in icing conditions

With different aircraft weight values (different ZFW, ZFWCG, FOB)

With altimeter setting values at, above and below 1013.25 hPa

With and without the use of the autopilot.
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As a general rule, it is recommended that the trainees practice abnormal/emergency
procedures and techniques in real flight conditions with the optimum use of available
automation. This is in order to reduce the flight crew workload and facilitate communication,
situation awareness, decision making, problem solving, leadership, and teamwork.
However, during training on a full flight simulator, it is recommended that the trainees perform
some phases of the flight (e.g. approach, go-around) without the autopilot, in order to achieve
trainee standard performance regarding the competence:

Flight Path Management – Manual (FPM).
3.5.5.2 Specific Recommendations
3.5.5.2.1 Overweight Landing Procedure
In addition to the general recommendations provided in Chapter 3.5.5.1, it is recommended
that the trainees practice as PF, in a full flight simulator:

The overweight landing procedure at least one time, in day visual conditions near to
the maximum takeoff weight.
3.5.5.2.2 Engine Failure after V1 Technique
In addition to the general recommendations provided in Chapter 3.5.5.1, it is recommended
that the trainees practice as PF, in a full flight simulator:

The technique with engine failure after V1 at a different range of weights, and:
o
At least one time, at maximum takeoff weight and in ISA+20°C
o
At least one time, in night visual conditions
3.5.5.2.3 One Engine Inoperative Landing Technique
In addition to the general recommendations provided in Chapter 3.5.5.1, it is recommended
that the trainees practice as PF, in a full flight simulator:

The technique with one engine inoperative at landing, at a different range of weights,
and
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o
At least one time, near to the maximum landing weight and ISA + 20°C
o
At least one time, in night visual conditions.
3.5.5.2.4 Rejected Takeoff Technique
In addition to the general recommendations provided in Chapter 3.5.5.1, it is recommended to
practice as PF, in a full flight simulator:
o
The rejected takeoff technique in day visual conditions and at least one time, in
night visual conditions followed by an emergency evacuation.
o
The rejected takeoff technique near 60 kt ground speed
3.5.6 Training Exercises
This chapter provides practical exercises related to some recommended items listed in
Chapter 3.5.3. These exercises represent solutions validated by Airbus to properly attain
objectives by avoiding negative training.
3.5.6.1 Undesired Aircraft States
Refer to the Appendix 3 – Chapter 7.2 for detailed recommendations.
3.5.6.2 Unreliable Speed Indication
Refer to the Appendix 3 – Chapter 7.3 for detailed recommendations.
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3.6 AIRCRAFT LIMITATIONS
3.6.1 General Information
Awareness, understanding and compliance with aircraft limitations constitute an important
training objective to safely operate the aircraft.
3.6.2 Training Concept & Training Items
Course designers should ensure that the aircraft limitations applicable to the trained items are
emphasized and taken into account when required.
For the other limitations not encountered during training, Airbus recommends that each trainee
reads the LIMITATIONS chapter of the FCOM, in order to be aware of their nature and value.
3.7 AIRBUS OPERATIONAL PHILOSOPHY
3.7.1 General Information
The Airbus Operational Philosophy refers to operational principles that ensure a safe,
effective, and efficient flight on Airbus aircraft.
These principles are based on an effective interaction between:
1. The design of the cockpit
2. The design of the procedures
3. The pilots.
The Airbus Operational Philosophy is described in the FCTM throughout the following
chapters:

Design Philosophy

Tasksharing Rules and Communication

Management of Abnormal Operations

Golden Rules for pilots.
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3.7.2 Training Concept
The design of the training of the Airbus Operational Philosophy during a type rating should be
based on the following principles:
The training objectives should focus on:

The
understanding
of
the
Design
Philosophy,
Tasksharing
Rules,
and
Communications, described in the AIRBUS OPERATIONAL PHILOSOPHY chapter of
the FCTM.

The application of the Management of Abnormal Operation and the application of the
Golden Rules for Pilot as described in the Airbus Operational Philosophy chapter of
the FCTM.
3.7.3 Training Items and Training Media
3.7.3.1 Design Philosophy
A safe and efficient flight results from effective interaction between:

The Airbus cockpit philosophy

The procedures

The pilots (human mechanisms and behaviors).
Therefore, course designers should include a theoretical module in a type rating that aims at
developing the understanding of this interaction. The content of this module should at least
integrate the information that the FCTM provides.
(Chapter
Airbus Operational
Philosophy/Design Philosophy)
3.7.3.2 Tasksharing Rules and Communication
Correct application of tasksharing and communication rules ensures the safe and effective
operation of the aircraft.
This aspect should be addressed at least during the practical training.
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3.7.3.3 Management of Abnormal Operations
The management of abnormal operations relies on definitions and principles that a flight crew
should apply to safely, and effectively manage any abnormal situation.
This aspect should be addressed at least during the practical training on abnormal and
emergency procedures.
At the end of the training, each trainee should be able to do all of the following:

Handle the cockpit controls as per the recommended tasksharing rules

Manage any abnormal/emergency procedures via the use of the ECAM system

Manage any abnormal/emergency procedures and advisory conditions via the use of
the QRH

Apply any OEB.
3.7.3.4 Golden Rules
At every opportunity during training, and particularly during full flight simulator sessions,
instructors should verify that flight crew knows the golden rules and apply them when
appropriate.
3.7.4 Training Exercises
This chapter provides practical exercises related to some recommended items listed in
Chapter 3.7.3. These exercises represent solutions validated by Airbus to properly attain
objectives by avoiding negative training.
3.7.4.1 Sidestick Priority and Takeover Technique
This recommended exercise emphasizes the techniques to hand over or take over the aircraft
and enables the trainees to put into action the golden rule N°4 “Take action if things do no go
as expected”.
Refer to Appendix 3 – Chapter 7.5 for detailed recommendations.
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3.8 PREVENTING IDENTIFIED RISKS
3.8.1 General Information
Preventing Identified Risks (PIR) corresponds to the highlight of the risks and potential
consequences that the flight crew may encounter in order to improve:

The awareness of the flight crew in relation to these risks

The risk management.
There are two groups of identified risks:

Risks related to flight phases

Risks related to the operation of aircraft systems.
3.8.2 Training Concept
Airbus recommends that Operators and ATOs implement the training on the PIR. The training
objectives should focus on the flight crew understanding of the risks related to flight phases
and system operations as described in the FCTM / Preventing Identified Risks chapter.
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LEFT INTENTIONALLY BLANK
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4 RECURRENT TRAINING PROGRAM
4.1 INTRODUCTION
The following chapters provide Airbus recommendations for the design of A320 recurrent
training program.
4.2 GENERAL INFORMATION
Airbus recommends that Operators and ATOs follow the concept of Evidence Based Training
(EBT).
The development of EBT arose from an industry-wide consensus, that in order to reduce the
aircraft hull loss and fatal accident rates, requires a strategic review of recurrent and typerating training for airline pilots.
The existing training requirements for airline pilots in national regulations are largely based on
the evidence of hull losses from early generation jets, and on a simple view that, in order to
mitigate a risk, the repetition of exercises in training programs was sufficient.
Over time, many new events occurred and the subsequent addition of these events to the
training requirements saturated recurrent training programs and created an inventory or "tick
the box" approach to training.
At the same time, aircraft design and reliability improved substantially, that resulted in a
situation where many accidents occurred in aircraft that were operating without malfunction.
Controlled flight into terrain is a good example of this principle, resulting in a hull loss where
inadequate situation awareness is usually a contributing factor.
It is impossible to foresee all plausible accident scenarios, especially in today’s aviation
system where its complexity and high reliability mean that the next accident may be something
completely unexpected.
EBT addresses this, by moving from pure scenario-based training, to prioritizing the
development and assessment of key competencies that result in a better training outcome.
The scenarios recommended in EBT are simply a vehicle and a mean to assess and develop
competences. Mastering a finite number of competencies should enable a flight crew to
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manage situations in flight that are not foreseen by the aviation industry and for which the pilot
is not specifically trained.
4.3 TRAINING CONCEPT
Airbus recommends to implement the EBT concept into the recurrent training programs by
referring to the following documents:
1. The ICAO DOC 9868 – PANS-TRAINING
2. The ICAO DOC 9995 – MANUAL OF EVIDENCE BASED TRAINING
3. The IATA – EBT IMPLEMENTATION GUIDE – 1st Edition July 2013
4. The IATA – DATA REPORT FOR EBT – 1st Edition July 2013
5. The EASA ED Decision 2015/027/R and associated documents.
Airbus recommends that Operators and ATOs endorse the concept of baseline EBT program
and address all the topics identified for generation 4 jet aircraft, at the recommended frequency
(A, B, C).
Topics listed under:

Frequency A: should be trained at every EBT module

Frequency B: should be trained at half frequency of “A”

Frequency C: should be trained at least one time during the three-year period.
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4.4 TRAINING ITEMS
4.4.1 ICAO Recommendations
The following table provides the list of identified assessment and training topics for the design
of the manoeuver training phase. The table also provides the recommended frequency at
which each topic should be trained.
GENERATION 4 JET
Maneuvers training phase
Failure of critical engine
Rejected take-off
Topic
Frequency
Topic
Frequency
Topic
Frequency
Recurrent Assessment and Training Matrix
Emergency descent
between V1 & V2
Failure of critical engine
between V1 & V2
Engine-out approach & go-
A
B
C
around
Go-around all engine
operative
Engine-out landing
The following table provides the list of identified assessment and training topics for the design
of the evaluation and scenario-based training phase. The table also provides the
recommended frequency at which each topic should be trained.
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GENERATION 4 JET
Adverse weather
Topic
Adverse wind
Frequency
Topic
Frequency
Topic
Frequency
Recurrent Assessment and Training Matrix
ATC
Evaluation and scenario-based training phases
Aircraft system
Automation management
malfunctions, including
Engine failure
operation under MEL
Competencies non-
Aircraft system
Fire and smoke
technical (CRM)
management
management
Approach, visibility close to
Compliance
Go-around management
Manual aircraft control
Loss of communication
minimum
Managing loading, fuel,
Landing
performance errors
Runway or taxiway
A
condition
Navigation
B
C
Monitoring, cross checking,
error management,
mismanaged aircraft state
Surprise
Operations or type specific
Terrain
Pilot incapacitation
(In Seat Instruction)
Unstable approach
Workload, distraction,
pressure
Traffic
Upset recovery
(In Seat Instruction)
Upset recovery
Wind shear recovery
For detailed descriptions of the topics and associated examples of scenario elements, refer to
both of the following documents:

The ICAO doc 9995 Manual of Evidence-based Training

The IATA Evidence-Based Training Implementation Guide.
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4.4.2 Airbus Recommendations
When course designers create an EBT baseline program, they define the scenarios that
support the assessment and the training of the topics recommended by the ICAO.
For some of these topics, Airbus provides in this chapter, additional recommendations.
4.4.2.1 Manual Aircraft Control
When course designers design scenarios supporting the assessment and the training of
aircraft manual control, they should refer to the exercises recommended for manual handling
at high and low altitude that are part of the training of the undesired aircraft states.
Refer to Appendix 3 – Chapter 7.2.
4.4.2.2 Monitoring and Crosschecking
Monitoring and crosschecking scenarios should encompass the need to monitor flight path
excursions, to detect error, to make appropriate interventions, and to take control as
applicable. When designing scenarios that support the assessment and the training of
monitoring and crosschecking, course designers should refer to the exercises recommended
for the training of:

The pilot monitoring role:
Refer to Appendix 3 – Chapter 7.4.

The sidestick priority logic and takeover technique:
Refer to Appendix 3 – Chapter 7.5.
4.4.2.3 Aircraft System Malfunctions
4.4.2.3.1 Introduction
The malfunctions to be trained are those that place a significant demand on a proficient flight
crew.
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The selection of the malfunctions that place a significant demand on a proficient flight crew is
the responsibility of the Operators and ATOs.
To determine the aircraft systems malfunctions to be trained, Operators and ATOs follow an
equivalency of malfunctions process.
4.4.2.3.2 Equivalency of Malfunctions Process
To manage aircraft system malfunctions (e.g. electrical system malfunction) and operational
events (e.g. TCAS), Airbus provides recovery procedures in the FCOM that are defined as
abnormal or emergency procedures. Therefore, the equivalency of malfunctions process
performed by Operators and ATOs should be based on the analysis of the abnormal and
emergency procedures defined by Airbus in the FCOM.
Step 1: Look (review) at all abnormal and emergency procedures described in the FCOM
Step 2: Determine and select a list of abnormal and emergency procedures that place a
significant demand on a proficient flight crew, in isolation from any environmental or
operational context.
Step 3: For each selected abnormal and emergency procedure, determine the applicable EBT
characteristics.
Step 4: Develop the EBT program in a Flight Simulation Training Device (FSTD) that includes
the selected abnormal and emergency procedures.
4.4.2.3.3 Determination of the Applicable EBT characteristics (Step3)
To help Operators and ATOs in their determination of the EBT characteristics that are
applicable to an abnormal or emergency procedure, Airbus determined the EBT
characteristics that are applicable to all the A320 abnormal and emergency procedures.
The results of this analysis are provided in Appendix 2 – Chapter 6.2.
4.4.2.3.4 Recommendations for the Selection of the Abnormal and Emergency
Procedures
The selection of abnormal and emergency procedures to be trained during the recurrent
training of an EBT baseline program is the responsibility of the Operators or ATOs, based on
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the demanding aspect criteria as a priority. Airbus recommends, in addition, that course
designers select abnormal and emergency procedures that have the technical specificities
that enable each trainee to maintain their competencies in:
1. The application, as PF and PM, of the recommended method to manage all of the
following:

Any abnormal/emergency procedure that appears on the ECAM associated with a
red warning Level 3 alert

Any abnormal/emergency procedure that appears on the ECAM associated with
an amber caution Level 2 alert

Any abnormal/emergency procedure that appears on the ECAM associated with
an amber caution Level 1 alert

Any abnormal/emergency procedure that appears on the ECAM and requires that
the flight crew applies a procedure with the QRH

Any abnormal/emergency procedure that does not appear on the ECAM and
performed with the QRH

Any recommended actions associated with an ADVISORY condition

Any permitted reset procedure described in the system reset table of the QRH

Any abnormal/emergency procedure associated with a fuel penalty factor listed in
the table of the QRH

Any abnormal/emergency procedure that affects the approach speed and the
landing distance

Any abnormal/emergency procedure associated with a summary in the QRH.

Any Operations Engineering Bulletin (OEB)
2. The application, from memory, of ALL the items defined as memory items in the
following abnormal/emergency procedures:
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
Loss of braking

Emergency descent

Stall recovery

Stall warning at liftoff

Unreliable speed indication

GPWS/EGPWS warnings

GPWS/EGPWS cautions

TCAS warnings

Windshear

Windshear ahead.
3. The handling of the aircraft without autopilot:

In alternate law

In direct law including landing and go-around

With abnormal slats/flaps configuration at liftoff, in approach and at landing

With one engine inoperative from takeoff until landing including go-around

With all engines inoperative at high altitude until the successful relight of one
engine

With the stabilizer inoperative in approach and at landing

With one reverser inoperative at landing

With two reversers inoperative at landing

With the antiskid inoperative at landing.
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4.4.2.4 Aircraft System Management
Aircraft system knowledge and management should be reinforced throughout the EBT period.
There should be a specific focus on the Training Area of Special Emphasis (TASE) related to
aircraft systems as described in Appendix 4. Refer to Appendix 4.
4.4.2.5 Upset Recovery
When course designers design scenarios related to this topic, they should refer to the Airbus
recommendations for the training of the undesired aircraft states prevention and recovery.
Refer to the Appendix 3 – Chapter 7.2.
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LEFT INTENTIONALLY BLANK
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5
APPENDIX 1: MMTL TABLES
Manufacturer Minimum Training Level
(MMTL)
Tables
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5.1 GENERAL INFORMATION
5.1.1 Introduction
The structure of the MMTL tables provided in the next chapters follows the structures of the
FCOM and FCTM, and identifies chapters, subchapters, and documentary units.
As introduced in chapter 2.5, a minimum training level is assigned to each documentary unit.
In addition, these tables assign the class of equivalence for each abnormal and each
emergency procedure, as introduced in 5.5.2 Airbus class of equivalence concept subchapter
of this appendix.
It is important to remember that it is the role of the course designers to define training
objectives and to identify in the FCOM and the FCTM, the appropriate documentary units that
contain the appropriate data related to the training objectives they target.
Course designers should pay attention to the fact that they do not need to consider the
documentary units of these tables as a list of recommended data to be trained, but only
as a list of potential data to be used to define training objectives.
Note: To design reduced type rating programs also named as Cross Crew Qualification, refer
to the Operator Difference Requirements (ODR) tables published by Airbus. The ODR tables
identify differences and provides a minimum training level for each difference.
5.1.2 Training Level Definitions
5.1.2.1 Definition of Training Level A
Training level A applies to items related to the knowledge of a system, procedure, or technique
that is self-explanatory at first glance and does not require any specific skills.
These items can be adequately learned via self-instruction and do not require any specific
training media. Existing descriptive documentation is sufficient to train them.
Examples of training media level A: Operating manual (FCOM).
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5.1.2.2 Definition of Training Level B
Training level B applies to items related to the knowledge of a system, procedure or technique
that is not self-explanatory at first glance and does not require any specific skills.
These items are trained with aided-instruction.
The term “aided-instruction” refers to either an instructor briefing with an existing descriptive
documentation or an educational software used in self-paced learning.
Examples of training media level B: Computer-Based Training (CBT), video, stand-up lectures.
5.1.2.3 Definition of Training Level C
Training level C applies to items related to the knowledge, skill, and attitude of a system
operation or a procedure/technique that can be trained as an individual via the following
methods:

In a “functional” partial task training device

With aided-instruction.
The term “functional” refers to the capability of the partial task training device to simulate
aircraft systems operation in a way that is similar to the real system operation in the aircraft,
in reaction to the tasks made by the pilot.
The term “aided-instruction” refers to either a real instructor assistance or a virtual one
embedded in the part-task training device when used in self-paced learning.
The controls and indicators of this partial task training device can be virtual and/or physically
representative.
Examples of training media level C: Interactive CBT, system trainer (e.g. FMS trainer).
5.1.2.4 Definition of Training Level D
Training level D applies to items related to the knowledge, skill, and attitude of a system
operation or a procedure/technique that need to be trained as a flight crew:
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
In a full task training device with “physical” capability, for example, maneuver capability
in real time

With instructor assistance.
The term “physical” refers to the capability of the full task training device in which the tasks
performed by the flight crew look and sound similar to the tasks performed in the real aircraft.
The controls and indicators of this full task training device are physically representative.
Examples of training media level D: EASA FSTD qualification FTD level 2, Fixed Base
Simulator (FBS).
5.1.2.5 Definition of Training Level E
Training level E applies to items related to the knowledge, skill and attitude of a system
operation or a procedure/technique that need to be trained as a flight crew:


In a full task training device with “psychological” capability that has:
o
Maneuver capability in real time
o
Full flight environment simulation capability.
With instructor guidance.
The term “psychological” refers to the capability of the full task training device in which the
tasks performed by the flight crew have a similar physical and emotional impact as they
would have when the flight crew operates the real aircraft.
Examples of training media level E: Full Flight Simulator (FFS).
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5.2 AIRCRAFT SYSTEMS
5.2.1 Introduction
This chapter provides the minimum training level of each documentary unit described in the
AIRCRAFT SYSTEMS chapter of the FCOM and the FCTM.
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
5.2.2 FCOM/Aircraft Systems - Training Levels
20 Aircraft General
20_10 Overview
General
Engines
Cockpit
Cabin
Cargo
A
A
A
A
A
General Arrangement
Principal Dimensions
Unpressurized Compartments
Antenna Locations
Ground Service Connections and Panels
A
A
A
A
A
Taxiing
180 Degrees turn on runway
A
A
Ground Clearance Diagram
A
20_20 Description
20_30 Ground Handling
20_40 Ground Clearance
Diagram
20_50 Landing Geometry
ILS/ GLS(if installed) /MLS (if installed) final approach
and landing geometry
Minimum visual ground segments (flare phase)
A
A
20_60 Visual Ground
Geometry
Visual Ground Geometry
21 Air Conditioning /
Pressurization / Ventilation
21_10 Air Conditioning
21_10-10 General
75
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Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
General
Architecture
B
B
Air Conditioning Pack
Pack Schematic (Simplified)
Pack flow control valve
Emergency Ram air
Mixer unit
Hot-Air Pressure-Regulating Valve
Trim Air Valves
B
B
A
A
A
A
A
General
Temperature Regulation
Air Conditioning System Controllers
A
B
B
General
Air Conditioning System Controller (if installed)
Air Cycle Machine Failure
Hot Air Pressure Regulating Valve Failure
Trim Air Valve Failure
A
A
B
A
A
Controls on Overhead Panel
ECAM Bleed Page
ECAM COND Page
ECAM CAB PRESS Page
ECAM Cruise Page
Memo Display
B
B
B
A
B
A
General
Automatic Operation
Manual Operation
Schematics
B
A
A
B
Cabin Pressure Controllers
Outflow Valve
Safety Valves
B
B
A
21_10-20 Main
Components
21_10-30 Temperature and
Flow Regulation
21_10-40 System
Operation under Failure
Condition
21_10-50 Controls and
Indicators
21_20 Pressurization
21_20-10 General
21_20-20 Main
Components
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Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Residual Pressure Control Unit (RPCU(if installed)
RPCU)
B
Automatic Pressure Control Mode
Pressurization Flight Profile
Manual Pressure Control Mode
Ditching
B
B
B
A
Overhead Panel
ECAM CAB PRESS Page
ECAM Cruise Page
ECAM DOOR/OXY Page
Memo Display
B
B
B
A
A
General
A
General
Main Components
Normal Operation, Open-Circuit Configuration
Normal Operation, Close-Circuit Configuration
Normal Operation, Intermediate Configuration
Abnormal Operation
A
B
B
B
B
B
Battery Ventilation
A
Lavatory and Galley
B
Overhead Panel
ECAM CAB PRESS Page
B
B
General
Schematic
A
B
Fwd Cargo Ventilation (if installed)
Aft Cargo Ventilation (if installed)
B
B
21_20-30 System
Operation
21_20-40 Controls and
Indicators
21_30 Ventilation
21_30-10 General
21_30-20 Avionics
Ventilation
21_30-40 Battery
Ventilation
21_30-50 Lavatory and
Galley Ventilation
21_30-60 Controls and
Indicators
21_40 Cargo
21_40-10 General
21_40-20 System
Operation
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Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Aft Cargo Heating (if installed)
Fwd Cargo Heating (if installed)
B
B
Overhead Panel
B
ECAM Cond Page
B
FMGC Standard
Preamble
Description
General Philosophy
Flight Management Guidance Computer (FMGC)
Multipurpose Control and Display Unit (MCDU)
Flight Control Unit (FCU)
Flight Augmentation Computer (FAC)
Other Flight Crew Interfaces
Flight Crew Interface with FMGC
A
A
A
B
B
A
A
A
B
B
22_10-20 System Interface Diagram
A
General
Dual Mode
Independent Mode
Single Mode
Back Up Navigation Mode
A
B
B
B
B
General
A
MCDU
B
FCU
FCU Philosophy
Speed/Mach Control Area
Lateral Control Area
AP-A/THR Control Area
Vertical Control Area
B
B
A
B
A
B
21_40-30 Controls and
Indicators
21_40-35 ECAM Cond
Page
22_10 Auto Flight General
22_10-10 Description
22_10-20 System Interface
Diagram
22_10-30 FMGS Modes of
Operation
22_10-40 Pilot Interface
22_10-40-05 Management
of the Displays
22_10-40-10 MCDU
22_10-40-20 FCU
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Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
22_10-40-30 Thrust Levers
Thrust Levers
B
PFD
Climb Phase
Approach Phase
A
B
B
ND
Arc Mode
Plan Mode
Rose Modes
Flight Plan Display Colors
A
B
A
B
A
General
Characteristic speeds
Limit Speeds
Protection Speeds
Other Speeds
A
B
A
A
A
22_10-40-40 Primary Flight
Display
22_10-40-50 Navigation
Display
22_10-50 Speeds
Definition
22_20 Auto Flight - Flight
Management
22_20-10 General
A
22_20-20 Navigation
22_20-20-05 General
Navigation
A
General
MIX IRS Position
GPS Position
Radio Position
FM Position
Position Monitor
Takeoff Update
Navigation Modes
A
A
B
B
A
A
A
A
General
Estimated Position Uncertainty
FM/GPS Position Disagreement
B
B
A
22_20-20-10 Position
Computation
22_20-20-20 Evaluation of
Position Accuracy
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Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
22_20-20-30 Radio
Navigation Tuning
General
Architecture
VOR
DME
ADF
ILS
GLS
Selection of Navaids on MCDU Pages
Manual Tuning
Navaid Identification
A
A
A
A
A
A
A
B
A
A
Alignment of Inertial Reference System
A
General
Operations with an Outdated Navigation Database
A
A
Flight Planning
B
General
Manual Legs
Flight Plan Construction
Flight Plan Capacity
Lateral Revisions
B
A
A
A
C
General
Temporary F-PLN (TMPY)
Inserting an Airway with "Via"
Inserting a Waypoint
Fix Info
Inserting a New Destination
Holding Pattern
Offset
Alternate Function
Enable ALTN
DIR Key (Direct-to-Function)
OVFY (Overfly) Key
"Update at"
A
B
C
C
C
C
C
C
C
C
C
C
C
22_20-20-40 Alignment of
Inertial Reference System
22_20-20-50 Navigation
Database
22_20-30 Flight Planning
22_20-30-05 General
22_20-30-10 Lateral
Functions
General
FMS2 HONEYWELL
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Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
22_20-30-20 Vertical
Functions
General
General
Vertical Flight Planning
Flight Phases
Vertical Revision
Vertical Constraints (Speed, Altitude, Time)
B
A
B
A
B
General
Required Time of Arrival (RTA)
Wind - Temperature - QNH
Constant Mach Segment
A
C
C
C
General
Optimization
A
B
Cost Index
A
General
Predictions for the Primary Flight Plan
Computation of Predictions
Predictions Displayed on the Navigation Display (ND)
Predictions Displayed on the MCDU
Type of Predictions
Examples of MCDU Predictions
Constraint Symbols (Star)
Vertical Deviation
Operation Rules Concerning Predictions
Other Computations
Return-to-Trajectory Assumptions
Energy Circle
Introduction to PERF and IDLE Factors
PERF Factor
IDLE Factor
Procedure to Modify the PERF and IDLE Factors (on
Ground only)
A
A
A
B
A
A
A
A
A
A
A
A
A
A
A
B
Takeoff Surveillance Function
Associated Alerts and Messages
A
A
FMS2 Honeywell
22_20-40 Performance
22_20-40-10 Optimization
22_20-40-20 Cost Index
22_20-40-30 Predictions
B
22_20-45 Takeoff
Surveillance Function
22_20-50 Controls and
Indicators
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Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
22_20-50-10 MCDU - Page
Description
FMS2 Honeywell
General
MCDU MENU Page
INIT A Page
Route Selection Page
IRS INIT Page
WIND Pages
INIT B Page
Fuel Prediction Page
Flight Plan Pages
Lateral Revision Pages
Fix Info Page
Offset Page
Airways Page
Departure Pages
Hold Pages
Direct TO Page
ARRIVAL Pages
Alternate Page
Route Selection Page for Alternate
VERTICAL REVISION Pages
Step ALTS Page
RTA Page
Data Index Pages
Waypoint/Stored Waypoint/New Waypoint Pages
NAVAID/Stored NAVAID/New NAVAID Pages
Runways/Stored Runways/New Runway Pages
Route/Stored Route/New Route Pages
Aircraft Status Page
P/N XLOAD Page
P/N Status Pages
Duplicate Names Page
Position Monitor Page
Position Monitor and Position Frozen Page
Selected NAVAIDS Page
IRS Monitor Page
GPS Monitor Page
Closest Airports Pages
Equi-Time Point Page
Print Function Pages
ACARS Function Page
82
B
A
B
A
A
B
B
B
B
B
B
B
A
B
B
B
B
A
A
B
B
B
A
B
B
B
B
A
A
B
A
A
A
A
B
A
B
B
B
A
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
ACARS Function Page 1
Uplink TO Data REQ Pages
Uplink MAX TO Data Pages
Uplink FLX TO Data Pages
ACARS Function Page 2
PERF Page
PERF Takeoff Page
PERF Climb Page
PERF Cruise Page
PERF Descent Page
PERF APPR Page
PERF Go Around Page
PROG Pages
Predictive GPS Pages
Report Page
Radio NAV Page
Secondary Pages
Back Up NAV Pages
22_20-50-20 MCDU Messages
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
A
B
B
A
A
A
B
B
B
B
B
B
B
A
A
A
B
B
FMS2 Honeywell
MCDU Message List
B
Data Format List
A
General
MCDU Altitude Predictions
Target Altitude on PFD
Procedures
A
B
A
A
Clearing the Scratchpad of Data or Messages
Clearing Data Fields
A
A
General
En Route Diversion with Several Airports Available
En Route Diversion over Oceanic or Desertic Area
Diversion Preparation on the Secondary Flight Plan
Miscellaneous
Execution of the Diversion
Diversion to the Alternate Airport
A
C
C
C
A
C
C
22_20-50-30 MCDU - Data
Format List
22_20-60 Other Functions
22_20-60-10 Effect of Baro
Reference Setting
22_20-60-20 Clear Key
(Clearing Function)
22_20-60-30 How to
Execute a Diversion
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Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
22_20-60-40 Engine Out
General
Flight Management Part
Flight Guidance Part
Autothrust
Engine-Out Conditions
Engine-Out SID
Engine-Out in CLB Phase (above acceleration
altitude)
Engine-Out in Cruise Phase
Engine-Out in Descent Phase
Engine-Out In Approach Phase
Engine-Out in Go-Around Phase
A
A
A
A
A
C
Secondary Flight Plan
B
Stored Route Function
C
General
Report Page Access
A
A
Closest Airports
B
General
How to Insert a Time Marker
A
A
Step Climb/Step Descent
C
General
Estimated Takeoff Time (ETT)
B
C
Equitime Point
Equitime Point Entry
A
C
General
Back Up NAV Selection
Back Up NAV Operation
B
C
C
A
A
A
A
A
22_20-60-50 Secondary
Flight Plan
22_20-60-60 Pilots/Stored
Route Function
22_20-60-70 Report Page
22_20-60-80 Closest
Airports
22_20-60-90 Time Marker
22_20-60-100 Step ALTS
22_20-60-110 Required
Time of Arrival (RTA)
22_20-60-120 Equitime
Point
22_20-60-130 MCDU Back
Up Navigation
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Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
22_20-60-150 Descent
profile Optimizatoin (if
installed).
Descent profile Optimization
A
Flight Plan Initialization Through ACARS
Takeoff Data
Wind Data
C
C
C
Print Function
Print Function Access
On Ground Before Engine Start
Example (FM Preflight Report)
In Flight
Example (FM Inflight Report)
Reaching the Gate After Landing
Example (FM Postflight Report)
A
A
A
A
A
A
A
A
Insertion of approach minima
A
Automatic FMGC reset and resynchronization
Manual FMGC reset
C
A
"CHECK WEIGHT"message
B
Misalignment of FMS F-PLN Legs for ILS Approach
Incorrect Management of ETA Entry on Predictive
GPS Page
Flight Number Erased Upon AOC Flight Plan Uplink
Erroneous Fuel Prediction in the Case of Descent with
Two Altitude Constraints
Unexpected switch of Speed Target When RTA is
Used
VOR/DME and VOR/TACAN not Automatically Tuned
Optimum target speeds not Updated following the
Automatic Deletion of a Step Climb
A
22_20-70 AOC Functions
22_20-80 Print Functions
22_20-85 How to
22_20-90 Abnormal
Operations
22_20-90-10 FMGC Reset
22_20-90-20 "CHECK
GW"or "CHECK
WEIGHT"message
22_20-100 Temporary
Abnormal Behaviors
22_20-100-20 FMS
HONEYWELL Temporary
Abnormal Behaviors
85
A
A
A
A
A
A
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Erroneous Lateral Guidance in NAV Mode with LOC
Mode Armed During Approach
Undue reduction of the Speed target when Flying a
Constant Mach Segment
Loss of Fuel and Time Predictions During Takeoff data
Insertion
Erroneous Trajectory During Procedures with a Turn
Direction on Leg with an Altitude Termination
Erroneous Vertical Profile During LOC B/C
Approaches with a Map Located Before the Runway
Threshold
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
A
A
A
A
A
22_20-100-40 All FMS
Temporary Abnormal
Behaviors
Erroneous Predictions
Spurious Engine Out Indication
A
A
General
Mode Reversions
Guidance Modes
Mode Selection
Lateral Modes
Vertical Modes
Interaction between AP/FD and A/THR Modes
A
A
A
A
A
A
A
General
Flight Director (FD) Engagement
Flight Director (FD) Disengagement
Automatic FD Removal
FD Warnings
A
A
A
A
A
General
AP Engagement
AP Disengagement
AP Warnings
Autoland Warning
A
B
B
B
A
General
Managed Speed/Mach Target
Selected Speed/Mach Target
Auto SPD
A
B
B
A
22_30 Auto Flight - Flight
Guidance
22_30-10 General
22_30-20 Flight Director
22_30-30 Autopilot (AP)
22_30-40 Speed/Mach
Control
86
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Speed/Mach Switching
Managed Speed Target Memorization
Speed/Mach FCU Window Synchronization
A
A
B
AP/FD Modes General
A
Heading or Track: HDG - TRK
HDG/TRK Preset
Navigation (NAV)
Localizer Mode through the LOC Pushbutton
B
B
B
A
General
Principles
A
A
General
Arming Conditions
Disarming Conditions
Engagement Conditions
Disengagement Conditions
Guidance
A
A
A
A
A
B
General
Engagement Conditions
Disengagement Conditions
Guidance
A
A
A
B
General
Arming Conditions
Disarming Conditions
Engagement Conditions
Disengagement Conditions
Repressurization Segment
Descent Speed Profile
Guidance in DES Mode
DES Mode Profile
B
A
A
B
A
A
A
B
B
General
A
22_30-50 AP/FD Modes
General
22_30-60 AP/FD Lateral
Modes
22_30-70 AP/FD Vertical
Modes
22_30-70-10 Principles
22_30-70-20 Climb Mode
22_30-70-30 Open Climb
Mode
22_30-70-50 Descent
Mode
22_30-70-60 Open
Descent Mode
87
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Engagement Conditions
Disengagement Conditions
Guidance
A
A
A
General
Engagement Conditions
Disengagement Conditions
Guidance
A
A
A
B
General
Arming Conditions
Engagement Conditions
Disengagement Conditions
Guidance
Soft Altitude Mode (Cruise)
A
A
A
A
B
A
General
Engagement Conditions
Disengagement Conditions
Guidance
A
A
A
A
General
TCAS Mode Inhibition Conditions
Arming Conditions (When a Traffic Advisory is
triggered)
Disarming Conditions
Engagement Conditions (When a Resolution Advisory
is triggered)
Disengagement Conditions
Guidance
A
A
General
Interaction between Lateral Modes, Vertical Modes,
and Managed Speed Profile
Mode Reversion due to FCU Altitude Change
Reversion with Global Speed Protection
Mode Reversions (Summary)
A
22_30-70-65 Altitude
Acquire Mode
22_30-70-70 Altitude Hold
Mode
22_30-70-80 Vertical
Speed Mode - Flight Path
Angle Mode (V/S - FPA)
22_30-70-85 TCAS Mode
A
A
B
B
B
22_30-75 Mode
Reversions
22_30-80 AP/FD Common
Modes
88
B
B
B
B
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
22_30-80-10 General
General
A
General
SRS (Speed Reference System)
Runway (RWY)
A
B
B
22_30-80-20 Takeoff
22_30-80-30 Approach
General
General
Precision Approach
Precision Approach Modes
Speed Control
Typical ILS Approach
Autoland Warning Light
Landing Capabilities
Non Precision Approach
General
Selection
Arming Conditions
Disarming Conditions
Engagement Conditions
Disengagement Conditions
Guidance
A
B
A
A
B
A
A
A
A
A
B
B
A
22_30-80-40 Go Around
(GA)
General
Engagement Conditions
Disengagement Conditions
Guidance
A
A
A
A
General
Thrust Levers
A/THR Arming Conditions
A/THR Activation
A/THR Disconnection
Thrust Lock Function
A/THR Disconnection Caution
A/THR Modes
SPEED Mode in Approach Phase
B
B
B
B
B
B
A
B
B
Flight Mode Annunciator (FMA)
Autothrust Annunciations (FMA Column 1)
B
B
22_30-90 Autothrust
22_30-100 Flight Mode
Annunciator (FMA)
89
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
AP/FD Vertical Modes (FMA Column 2)
AP/FD Lateral Modes (FMA Column 3)
AP/FD Common Modes (FMA Columns 2 and 3)
Approach Capabilities (FMA Column 4)
AP/FD - A/THR Engagement Status (FMA Column 5)
Special Messages (FMA Columns 2 and 3)
B
B
B
B
B
B
Unexpected G/S mode armed
CAT3 DUAL INOPERATIVE
Spurious CAT 2 INOP
A
A
A
General
A
Yaw Damping
Rudder Trim
Rudder Travel Limitation
A
A
A
General
PFD Speed Scale Management
Alpha-Floor Protection
Low - Energy Aural Alert
A
B
B
B
Windshear Detection Function
Windshear Detection Principles
Guidance
A
A
A
FAC Engagement
Rudder Trim Operation
B
B
General
Flight Plan Initialization Function
Takeoff Data Function
Wind Data Function
Flight Reports
B
B
B
B
B
Print Function
A
22_30-110 Temporary
Abnormal Behaviors
22_40 Auto Flight - Flight
Augmentation
22_40-10 General
22_40-20 Yaw Functions
22_40-30 Flight Envelope
Function
22_40-40 Windshear
Detection Function
22_40-50 Controls and
Indicators
22_45 Auto Flight - AOC
Functions
22_46 Auto Flight - Print
Interface
90
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
AOC/Printer Programming Options (If Installed)
A
Introduction
A
Description
Radio management Panel
A
B
Audio Management Systems
Cabin Intercommunication Data System
B
A
Description
Controls and Indicators
A
A
Audio Control Panel
Side Stick radio Selector
Loudspeaker Volume Knob
Audio Switching
B
A
A
A
Flight Crew Interphone System
A
Introduction
Cabin Call System
A
A
Introduction
Ground Mechanic Call system
A
A
Description
Controls and indicators
A
A
Description
A
23 Communications
23_10 General
23_10-10 Introduction
23_10-20 Radio Tuning
23_10-30
Intercommunication
Systems
23_10-40 Cockpit Voice
Recorder
23_10-50 Controls
23_20 Internal
Communication
23_20-10 Flight Crew
Interphone System
23_20-20 Cabin Interphone
System
23_20-30 Service
Interphone System
23_20-40 Passenger
Address
23_30 External
Communication
23_30-10 Radio
Communication
91
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
VHF
HF
SELCAL ( Selective Calling)
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
A
A
A
23_30-20 SATCOM
20-10 General
General
20-20 Contros and Indicators
ACP interface
MCDU Interface
A
B
B
23_40 Emergency
Communication
23_40-10 Emergency
Evacuation
Controls and Indicators
A
Control and indicators
A
ACARS (If Installed)
ATSU (If Installed)
AUDIO 3 XFRD
SATCOM (If Installed)
A
A
A
A
VHF, HF Utilization
B
General
A
AC Generators
DC Generation
Circuit Breakers (C/Bs)
B
B
A
23_40-30 Emergency
Locator transmitter
23_50 Memo Display
23_60 How to
24 Electrical
24_10 Description
24_10-10 General
24_10-20 Generation Of
Electrical Power
24_10-30 Operations
General
General
Normal Configuration
In Flight
On Ground
Abnormal Configurations
Failure of One Engine Generator
Failure of AC BUS 1
Failure of One TR
Failure of TR 1 and TR 2
92
A
B
B
A
A
B
B
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Emergency Generation after loss of All Main
Generators
EMER GEN Running
EMER GEN Running (cont"d)
Flight with Batteries Only
On Ground, Batteries Only (Speed < 50 kt)
Smoke Configuration
Distribution Table
Distribution Table
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
B
B
B
B
B
B
A
24_20 Controls and
Indicators
Overhead Panel
Overhead Panel (Cont'd)
External Power Panel
Forward Cabin
ECAM ELEC Page
Memo Display
B
B
A
A
B
A
General
Principles For Pushbuttons With Integrated Indications
General Arrangement
A
B
A
General
Right Rear Corner
Left Corner
A
A
A
Pilots Seats
Pilot Seat Mechanical Adjustment
Pilot Seat Electrical Adjustment (If Installed)
Head Rest Adjustment
Armrest Adjustment
Observer Seat
Observer Seat Adjustment
Armrest
B
A
A
A
A
A
A
A
Main Instrument Panel - Captain Side
Main Instrument Panel - First Officer Side
A
A
Pedestal
A
25 Equipment
25_10 Flight Deck
25_10-10 General
25_10-20 Cockpit Plan
25_10-30 Seats
25_10-40 Main Instrument
Panels
25_10-50 Pedestal
25_10-60 Overhead Panel
93
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Overhead Panel
A
C/B Panels.
A
General
Controls
A
A
Emergency Equipment
A
Description
A
Fire Detection
Extinguishing
Fire Detection and detection fault logic
B
A
A
FIRE Panel
ENG MASTER Panel
EXTERNAL POWER Panel
MAINTENANCE Panel
B
A
A
A
SMOKE DETECTION
A
EMER ELEC PWR Panel
Ventilation Panel
A
A
SMOKE DETECTION
WASTEBIN FIRE EXTINGUISHING
A
A
Smoke Detection
Fire Extinguisher
B
B
25_10-70 C/B Panels.
25_10-80 Foot Warmer (If
Installed)
25_20 Emergency
Equipment
26 Fire Protection
26_10 General
26_20 Engine and APU
26_20-10 System
Description
26_20-20 Controls and
Indicators
26_30 Avionics Bay
26_30-10 System
Description
26_30-20 Controls and
Indicators
26_40 Lavatory
26_40-10 System
Description
26_50 Cargo
Compartments
26_50-10 System
description
94
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
26_50-30 Controls and
Indicators
CARGO SMOKE PANEL
A
General
Basic Principle
Control Surfaces
Cockpit Controls
Computers
A
B
A
A
B
General Architecture
Pitch Control
Roll Control
Speed Brakes and Ground Spoilers
Yaw Control
B
B
B
B
B
27 Flight Controls
27_10 General
27_10-10 General
27_10-20 Architecture
27_20 Flight Control
System
27_20-10 Normal Law
General
General
Pitch Control
Ground Mode
Flight Mode
Flare Mode
Protections
Lateral Control
Normal Law
Bank Angle Protection
Sideslip Target
Sideslip Target
B
A
B
B
B
B
B
A
27_20-10-70 Aircraft
Trimming
Aircraft Trimming
A
General
Flight Controls Law Reconfiguration
Alternate Law
Alternate Law Without Reduced Protection
Direct Law
Abnormal Attitude Laws
Mechanical Back-Up
A
B
B
A
B
A
A
27_20-20 Reconfiguration
Control Laws
95
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
27_20-30 Controls and
Indicators
Pedestal
Lateral Consoles
Glareshield
Overhead Panel
Side Stick Indications on PFD
ECAM F/CTL Page
ECAM Wheel Page
Memo Display
B
B
B
B
A
B
A
A
General
Main Components
Architecture
Configurations
Alpha/Speed Lock Function (Slats)
A
B
B
B
B
Pedestal
ECAM Upper Display
B
B
General
A
Tanks
B
General
Main Components
Engine Feed
Fuel Feed Sequence
A
B
B
B
APU Feed
A
Fuel Recirculation System
A
Refueling and Defueling
B
Fuel Quantity Indication (FQI) System
B
27_30 Flaps and Slats
27_30-10 Description
27_30-20 Controls and
Indicators
28 Fuel
28_10 Description
28-10-10 General
28_10-20 Tanks
28_10-30 Engine Feed
28_10-50 APU Feed
28_10-60 Fuel
Recirculation System
28_10-70 Refueling and
Defueling
28_10-80 Fuel Quantity
Indication and Level
Sensing
96
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Fuel Level Sensing Control Unit (FLSCU)
Fuel System Architecture
A
A
Fuel Tank Inerting System
A
Overhead Panel
Refueling Control Panel
ECAM Fuel Page
ECAM Upper Display
Memo Display
B
B
B
A
A
General
A
Green System Pump
Blue Systems Pump
Yellow System Pumps
Power Transfer Unit (PTU)
Ram Air Turbine (RAT)
System Accumulators
Priority Valves
Fire Shutoff Valves
Leak Measurement Valves
Filters
Generation
Reservoir Pressurization
Indications
A
A
A
B
A
A
A
A
A
A
B
A
B
Distribution
B
Overhead Panel
Maintenance Panel
ECAM HYD Page
Memo Display
B
A
B
A
General
Anti-Ice
A
A
28_10-90 Fuel Tank
Inerting System
28_20 Controls and
Indicators
29 Hydraulic
29_10 Description
29_10-10 General
29_10-20 Generation
29_10-30 Distribution
29_20 Controls and
Indicators
30 Ice and Rain Protection
30_10 General
30_10-10 Description
97
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Rain Removal
A
Description
B
Overhead Panel
ECAM BLEED PAGE
Memo Display
A
B
A
Description
B
Overhead Panel
Memo Display
B
A
Description
A
Overhead Panel
A
Description
B
Overhead Panel
A
Wipers
Rain Repellent (if installed)
A
A
Overhead Panel
Rain Repellent System Indicators (If installed)
A
A
Visual Ice Indicator
Ice Detection System
A
A
30_20 Wing Anti-Ice
30_20-10 Description
30_20-20 Controls And
Indicators
30_30 Engine Anti-Ice
30_30-10 Description
30_30-20 Controls and
Indicators
30_40 Window Heat
30_40-10 Description
30_40-20 Controls and
Indicators
30_50 Probes Heat
30_50-10 Description
30_50-20 Controls and
Indicators
30-60 Rain Removal
30_60-10 Description
30_60-20 Controls and
Indicators
30_70 Ice Detection
System
30_70-10 Description
31 Indicating / Recording
Systems
31_05 EIS General
98
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
31_05-10 Introduction
Introduction
A
Cockpit Arrangement
A
Display Unit (DU)
Display Management Computer (DMC)
System Data Acquisition Concentrator (SDAC)
Flight Warning Computer (FWC)
Attention-Getters
Loudspeaker
EIS Block Diagram
A
A
A
A
A
A
B
ECAM Control Panel (ECP)
EIS DMC Switching Selector
ECAM/ND Switching
EFIS Switching
A
A
A
A
Reconfiguring the Display Management Computer
(DMC)
B
31_05-20 Cockpit
Arrangement
31_05-30 Architecture
31_05-40 Controls and
Switching
31_05-50 Reconfiguring
the DMC
31_05-60 Reconfiguring
Dus
Failure of Upper ECAM DU (or CTL/Brightness Knob
Turned to OFF)
Failure of Lower ECAM DU (or CTL/Brightness Knob
Turned to OFF)
Failure of both ECAM Dus
PFDU/NDU Reconfiguration
DU Reconfiguration
General
Failure of a DU
Feedback Messages
Side1/Side2 Discrepancy Messages
DU Reset
B
B
B
B
B
B
B
B
B
B
31_10 ECAM Description
ECAM DU Arrangement
Color Code
Warning/Caution Classification
Priority Rules
Types of Failures
Audio Indicators
99
B
A
B
B
B
B
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
31_15 Indications on E/WD
General
Independent Failure
Primary and Secondary Failure
Flight Phases
Memos
Configuration Warnings
B
B
B
A
B
A
General
System Pages
Status Page
Permanent Data
Amber Crosses "XX" on the SD
Amber dashes on the SD
B
B
B
B
A
A
General
B
1 - The Ecam Detects No Failure
2 - The Ecam Detects a Failure
3 - The Flight Crew Follows the Instruction Displayed
on theE/WD
4 - One of the Pilots Pushes the CLR Pushbutton on
The ECP
5 - One of the Pilots Pushes the CLR Pushbutton a
Second Time
6 - One of the Pilots Pushes the CLR Pushbutton a
Third Time
B
B
General
Description
OEB Database
A
B
A
ECAM Control Panel
Switching Panel
Attention Getters
Memo Display
B
B
B
A
General
Specific Ground Indications
Attitude Data
Airspeed
Altitude
Altitude (Cont'd)
B
B
B
B
B
B
31_20 Indications on SD
31_25 ECAM Sequence
31_25-10 General
31_25-20 Example
B
B
B
B
31_27 OEB Reminder
31_30 ECAM Controls
31_40 Indications on PFD
100
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Vertical Speed
Heading
Flight Path Vector
Guidance
Trajectory Deviation
Flight Mode Annunciator
Tailstrike Pitch Limit Indicator (If installed)
Altitude Alert
Flags and Messages Displayed on PFD
Backup Speed/Altitude Scale
B
B
B
B
B
B
A
B
B
B
General
ROSE Modes
ROSE LS Mode
Rose VOR Mode
ROSE NAV Mode/ARC Mode
Plan Mode
Weather Radar indications
PWS (If Installed) PWS indications
GPWS (EGPWS)
Flags and Messages Displayed on ND
A
B
B
B
B
B
B
B
B
B
EFIS Control Panel
Other EFIS Controls
Chronometer
B
B
A
General
B
General
Operation in internal mode
A
B
Description
A
Overhead Panel
Pedestal
A
A
Description
Controls On Pedestal
A
A
31_45 Indications on ND
31_50 EFIS Controls
31_55 CLOCK
31_55-10 GENERAL
31_55-20 CONTROLS
AND INDICATORS
31_60 FLT Recorders
31_60-10 Flight Data
Recording System
31_60-20 Controls and
Indicators
31_60-30 Aircraft
Integrated Data System
101
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
32 Landing Gear
32_10 Gears and Doors
32_10-10 Description
General
Main Landing Gear (MLG)
Nose Landing gear (NLG)
Landing Gear Extension and Retraction Equipment
Landing Gear and Doors Operation
B
A
A
B
B
Landing Gear Control Interface Unit (LGCIU)
Proximity Detector Output Signals
Proximity Detector Output Signals (Cont'd)
B
B
B
General
Proximity Detectors on Shock Absorbers
Proximity Detectors on Uplocks
Proximity Detectors on Doors
Proximity Detectors on Downlocks
Proximity Detectors on Cargo Doors
Proximity Detectors on Flap Attachments
A
B
B
B
B
B
B
Landing Gear Indicator Panel
Landing Gear Selector Lever
Landing Gear Gravity Extension
WHEEL SD Page
Memo Display
A
B
B
B
A
Description
Architecture
B
B
Side Consoles
WHEEL SD Page
Memo Display
A
A
A
General
Anti-Skid System
B
B
32_10-20 Landing Gear
System/Interface
32_10-30 Interactions
between Landing Gear and
Aircraft Systems
32_10-40 Controls and
Indicators
32_20 Nose Wheel
Steering
32_20-10 Description
32_20-20 Controls and
Indicators
32_30 Brakes and Antiskid
32_30-10 Description
102
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Auto Brake
Braking Modes
Braking Schematic
B
B
B
Center Instrument Panel
Auto BRK Panel
Brake Fan (If Installed)
Pedestal
WHEEL SD Page
Memo Display
B
B
A
A
B
A
Description
A
WHEEL SD Page
A
General
B
Description
Schematic
B
B
Overhead Panel
Maintenance Panel
Lateral Window
Pedestal
Glareshield
Main Inst Panel
B
A
B
B
B
B
General
A
Schematic
Overhead Panel
Memo Display
B
B
A
General
B
32_30-20 Controls and
Indicators
32_40 Tire Pressure
Indicating System
32_40-10 Description
32_40-20 Controls and
Indicators
33 Lights
33_10 Cockpit Lighting
33_10-10 General
33_10-20 Description
33_10-30 Controls and
Indicators
33_20 Exterior Lighting
33_20-10 General
33_20-20 Controls and
Indicators
33_30 Emergency Lighting
33_30-10 Description
103
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Proximity Emergency Escape Path Marking
System/Exit Signs
B
Controls and Indicators
B
Overhead Panel
Memo Display
B
A
General
Probes Location
Probes Schematic
ADIRS Schematic
B
B
B
B
Overhead Panel
Pedestal
Memo Display
Maximum Differences between Speed/Mach
Indications.
B
B
A
Description
B
Compass
Description of the ISIS
Attitude
Airspeed
Altimeter
Landing System Function
Bugs Function
Flags
A
A
A
A
A
A
B
A
General
Architecture
A
B
VOR
ILS/GLS (If Installed) /MLS (If Installed)
A
A
33_30-20 Controls and
Indicators
33_40 Signs
33_40-10 Controls and
Indicators
34-NAV-Navigation
34-NAV_10 ADIRS
34_10-10 Description
34_10-20 Controls and
Indicators
A
34_NAV-15 GPS
34_15-10 Description
34-NAV_20 Standby
Instruments
34-NAV_30 Radio NAV
34_30-10 Tuning
34_30-20 Navaids
104
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
ADF (If installed)
DME
Marker Beacon
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
A
B
A
34_30-30 Controls and
Indicators
Digital Distance and Radio Magnetic Indicator
(DDRMI)
Radio Management Panel (RMP)
A
B
34-NAV_40 Radio
Altimeter
34_40-10 Description
General
Automatic Call Out
A
A
Principle
A
Control Panels
A
General
A
Description
A
General
Indications on ND
Traffic Selector
Turn To Highlight Function
Pull To Select Function
Memo Display
A
B
A
B
B
A
General
Traffic List Page
Traffic Information Page
ITP Traffic List Page
A
B
B
B
Description
B
34-SURV-Surveillance
34-SURV_10 ATC
34_10-10 Description
34_10-20 Controls and
Indicators
34-SURV_20 ATSAW
34_20-10 General
34_20-20 Description
34_20-30 Controls and
Indicators
34_20-40 MCDU Pages
34-SURV_30 Weather
Radar
34_30-10 Description
105
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
34_30-15 On Path
Envelope Boundaries
Definition
On Path Envelope Boundaries Definition
B
General
Windshear Alerts During Takeoff Roll, Up to 100 knots
Windshear Alerts Above 50 feet
Windshear Alerts Inhibition
B
A
A
A
Control Panel
Weather Radar indication on ND
PWS (If Installed) indication on PFD and ND
Weather Ahead Function Indication on ND
Weather Hazard Prediction Function Indication on ND
Memo Display
C
C
A
A
B
A
Overview
Principle
B
A
Mode 1 : Excessive Rate of Descent
Mode 2 : Excessive Terrain Closure Rate
Mode 3 : Altitude Loss After Takeoff
Mode 4 : Unsafe Terrain Clearance when Not in
Landing Configuration
Mode 5 : Descent Below Glideslope
B
B
B
Runway Filed Clearance Floor
General
Alerts
Alerts Envelopes
Inhibition Logic of the GPWS Predictive Function in
Approach
A
A
B
B
Overhead Panel
Instrument Panels
Memo Display
B
B
A
34_30-20 Predictive
Windshear System
34_30-30 Controls and
Indicators
34-NAV_40 GPWS
34_40-10 Description
34_40-20 GPWS Basics
Modes
B
B
34_40-35 Predictive GPWS
Functions
A
34_40-40 Controls and
Indicators
34-SURV_50 ROW/ROP
106
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
34_50-10 General
34_50-20 Description
34_50-30 Controls and Indicators
A
B
B
Overview
Principle
Main Components
Intruder detection Categories
TCAS Modes
AP/FD TCAS
Advisory Inhibition
TCAS Intruder With No Reported Altitude
A
A
A
B
B
B
A
A
ATC/TCAS Panel
ND Indications
TCAS Messages
PFD Indications
Aural Messages
Memo Display
B
B
B
B
B
A
General
A
Schematic
A
General
B
General
Attitude
Heading/Track
Airspeed
Altitude
Vertical Speed
Trajectory Related Symbols
Trajectory Guidance
B
B
B
B
B
B
B
B
34-SURV_60 TCAS
34_60-10 Description
34_60-20 Controls and
Indicators
34-SURV_70a Head-Up
Display (HUD) - 2nd
Generation
34-SURV_70a-10 General
34-SURV_70a-20 System
Descriptions
34-SURV_20-10 Cockpit
Arrangement
34-SURV_20-20 System
Interface Diagram
34-SURV_20-30 HUD
Symbols
107
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Trajectory Deviation
Flight Mode Annunciator
Wind Indication
Ground Deceleration
B
B
B
B
Declutter Modes
Crosswind Mode
Combined Declutter & Crosswind Display Modes
B
B
B
General
Taxi Mode
Takeoff Mode
Flight Mode
Flare Mode
Roll Out and Rejected Takeoff
A
B
B
B
B
B
Flags and Messages Displayed on HUD
B
Controls and Indicators
A
Normal Operations
A
Abnormal Operations
A
Description
A
General
Operation
Schematic
Mask Setting
Mask Stowage
B
B
B
B
B
34-SURV_20-40 HUD
Reduced Display Modes
34-SURV_20-50 HUD
Display Modes by Flight
Phase
34-SURV_20-60 Flags and
Messages Displayed on
HUD
34-SURV_70a-30 Controls
and Indicators
34-SURV_70a-40 Normal
Operations
34-SURV_70a-50
Abnormal Operations
35 Oxygen
35_10 General
35_20 Fixed Oxygen
System for Cockpit
35_20-10 Description
35_20-20 Controls and
Indicators
108
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Overhead Panel
Stowage Box
Crew Oxygen Mask
Pressure Regulator
ECAM DOOR/OXY Page
A
B
A
B
B
General
Operation
Schematic
A
A
B
Overhead Panel
Overhead Maintenance Panel
Memo Display
B
A
A
Flight Crews Portable Oxygen System
Using the Hood
A
B
General
B
General
Architecture
Air Bleed Selection
Pressure Regulation and Limitation
Temperature Regulation and Limitation
B
B
A
B
A
General
B
General
ECAM Indication
B
A
Leak Detection
B
BMC FAILURE
A
35_30 Fixed Oxygen
System for Cabin
35_30-10 Description
35_30-20 Controls and
Indicators
35_40 Portable Oxygen
System
35_40-10 Description
36 Pneumatic
36_10 Description
36_10-10 General
36_10-20 Engine Bleed
System
36_10-30 APU Bleed Air
Supply
36_10-40 Crossbleed
36_10-50 Leak Detection
36_10-60 Operation
Following Failures
109
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
36_20 Controls and
Indicators
Overhead Panel
ECAM Bleed Page
Memo Display
B
B
A
General
Potable Water
Wastewater System
Toilet System
A
B
A
A
General
Components
Modes of Operation
Architecture
Failure/Fault Classification
Functions of the Centralized Fault Display System
(CFDS)
Cockpit/CFDS Interface
A
A
A
A
A
Maintenance Menu
Last (or CURRENT) Leg Report
Last (or Current) Leg ECAM Report
Previous Leg Report
Avionics Status
System Report/Test
GMT/Date Initialization
Backup Mode
ACARS Print Program
C
C
C
C
C
C
B
C
B
General
Data Loading Selector on the Overhead Panel
A
A
General
System description
A
A
Overview
Architecture
B
B
38 Water / Waste
38_10 Description
45 Maintenance System
45_10 Description
A
A
45_20 System Operation
45_25 Data Loading
45_30 PRINTER
46 Information Systems
46_10 Datalink
46_10-10 General System
description
110
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Cockpit Interface
Datalink Message
A
B
General
A
Notifications
A
General
Connection
Request
Report
Message Modify
MAX Uplink Delay
A
B
B
B
A
A
Departure Clearance
A
Oceanic Clearance
A
Digital ATIS
A
Message Record
A
ATC MSG PB
A
DCDU
B
46_10-20-AOC
Applications
46_10-20-10 General
46_10-30-ATC Applications
46_10-30-10 Notifications
46_10-30-20
Controller/Pilot Datalink
communicatoin (CPDLC)
46_10-30-40 Departure
Clearance (DCL)
46_10-30-50 Oceanic
Clearance (OCL)
46_10-30-60 DigitalAutomatic Terminal
Information Service (DATIS)
46_10-30-70 Message
Record
46_10-40 Control and
Indicators
46_10-40-10 ATC
Message Pushbutton (ATC
MSG PB)
46_10-40-20 Datalink
Control and Display Unit
(DCDU)
46_10-40-30 MCDU
Datalink Pages
111
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Introduction
ATC Menu
ATIS Auto-Update
ATIS Menu
ATIS Report
ATSU Datalink
Comm Config
Comm Menu
Connection
Connection Status
Datalink Status
Depart Req
Edit
Frequency reporting
MSG record
Notification
Oceanic Req
Request
Text
VHF3 Data Mode
VHF3 Scan select
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
MCDU Scratchpad Message
A
MCDU Data Entry Format
A
Memo display
A
Introduction
How to Initialize
How to Notify
How to Connect
How to Sent Request to ATC
How to Answer
How to Obtain DCL
How to Obtain OCL
How to Obtain ATIS
How to Modify FLT Plan
A
A
A
A
A
A
A
A
A
A
46_10-40-40 MCDU
Scratchpad Message
46_10-40-50 MCDU Data
Entry Format
46_10-40-60 ECAM
46_10-50 How to
46_20 ElectronicFlight Bag
(EFB)
46_20-20 Applications
112
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Introduction
General
Landing Application
Takoff Application
Loadsheet Application
Ops Library Application
Manager Application.
A
A
A
A
A
A
A
General
A
General
A
In Seat Power Supply System
A
Mobile COM PB-SW (If-Installed)
DISC in PROG LIGHT (If-Installed)
CINS RESET PB (If-Installed)
PAX COM PB-SW (If-Installed)
PAX SYS PB-SW (If-Installed)
PAX Personal ELEC SPLY PB-SW (If-Installed)
Memo Display
A
A
A
A
A
A
A
49_10-10 General
A
APU Engine
Electronic Control Box
Air Intake System
Starter
Fuel System
Oil System
Inlet Guide Vanes (IGV)
Air Bleed System
Controls
Ground Operation Safety Devices
A
A
A
A
A
A
A
A
A
A
46_30 Electronic QRH
(eQRH)
46_40 Pax Entertainment
and Connectivity System
(If-Installed)
46_40-10 General
46_40-20 In Seat Power
Supply System
46_40-30 Controls and
Indicators
49 APU
49_10 Description
49_10-20 Main
Components
49_20 Controls and
Indicators
113
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Overhead Panel
External Controls
ECAM APU Page
Memo Display
B
A
B
A
Description
A
General
Outside
Inside
B
B
B
Cockpit
Cabin
A
A
General
FWD and AFT Cargo Doors
Bulk Cargo Door(if installed)
Location of Service Panels
A
A
A
A
Avionics Compartment Access Door
A
Cockpit Door
A
Door Slides
Wing Slides
Escape Slide Arrangement
B
B
B
DOOR/OXY SD Page
B
Cockpit Door Description
A
Description
Controls
B
B
How to Operate the Cockpit Door
How to Operate the FWD and AFT Cargo Door
B
B
52 Doors
52_10 Description
52_10-10 General
52_10-20 Passenger Doors
52_10-30 Emergency Exits
52_10-40 Cargo Doors
52_10-50 Avionics
Compartment Access Door
52_10-60 Cockpit Door
52_10-80 Escape
Slides/Rafts
52_20 Controls and
Indicators
52_40 Cockpit Door
Locking System (CDLS)
52_40-10 Description
52_40-20 Cockpit Door
Locking System
52_50 How to
114
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
How to Operate the FWD and AFT Cargo Doors
(Auxiliary operation)
B
General
A
Fixed windows
A
Sliding Windows
A
Description
A
Overview
A
Engine
Engine - Illustration
LP Compressor Turbine Assembly
HP Compressor Turbine Assembly
Combustion Chamber
Accessory Gearbox
B
B
B
B
B
B
General
Architecture
Functions
Idle Control
A
B
B
B
General
A
Thrust Levers
B
Thrust Rating Limit
B
Manual Mode
Automatic Mode
B
B
General
Fuel Pump Unit
Shut-Off Valves
Hydromechanical Unit
B
A
A
B
56 Cockpit windows
56_10 General
56_20 Fixed windows
56_30 Sliding Windows
56_40 Description
70 Engines
70_05 Overview
70_10 System Description
70_20 FADEC
70_30 Thrust Control
System (CFM)
70_30-10 General
70_30-20 Thrust Levers
70_30-30 Thrust Rating
Limit
70_30-40 Thrust Control
70_40 Fuel System
(CFM56)
115
APPENDIX 1
A320
A320/FCOM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
IDG Cooling System
B
General
A
General
Cooling
B
B
General
Actuation Logic
Protection
Schematic
B
B
B
B
General
A
Architecture
A
General
Ignition for Starting
Continuous Ignition
A
A
A
General
Automatic Starting
Automatic Starting Sequence
Manual Starting
Engine Ventilation(Dry Cranking)
A
B
B
B
A
ENG MAN START Panel
A
ENG MODE Selector and MASTER Levers
Thrust Levers
B
B
ENG FADEC GND PWR PANEL
A
Engine/Warning Display
ENG SD PAGE
B
B
Memo Display
A
70_50 Oil System
70_60 Airbleed System
(CFM56)
70_70 Thrust Reverser
System
70_80 Ignition and Starting
70-80-10 General
70_80-20 Architecture
70_80-30 Ignition System
70_80-40 Engine Starting
System
70_90 Controls and
Indicators
70-90-10 Overhead panel
70_90-20 Pedestal
70_90-30 Maintenance
Panel
70_90-40 Engine Display
70_90-50 Memo Display
116
APPENDIX 1
A320
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
A320/FCTM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
5.2.3 FCTM/Aircraft Systems - Training Levels
Bird
Introduction
Practical Use of the Bird
A
C
Flight Guidance
Auto Flight
Objective
Managed and Selected Modes
Main Interfaces With the AP/FD
AP/FD Monitoring
Recommended Practice for Autopilot (AP)
Engagement
Use of the FD without the AP
Autothrust
Normal Operations
Operations with One Engine Inoperative
To Set Autothrust to Off
Alpha Floor
Autothrust Use - Summary
A
A
A
A
C
A
C
C
C
D
B
Flight Management
Use of FMS
Navigation Accuracy
ZFW - ZFWCG Entry errors
B
B
General
Dual HUD Configuration
Basic HUD Symbols
Takeoff Roll and Rotation
Use of HUD for Approach
Declutter Modes
Crosswind Mode
Use of HUD for Landing
B
A
B
E
E
E
E
E
ROW/ROP
B
General
Operational Recommendations
A
B
Intruder Classification
Operating Techniques
A
D
HUD
ROW/ROP
Rudder
TCAS
117
APPENDIX 1
A320
A320/FCTM/AIRCRAFT SYSTEMS
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Weather Radar
General
Weather Detection
Analysis of Weather Radar Data
Operations in Convective Weather
Ice Crystals
B
B
C
B
B
A320/FCOM/PROCEDURES/NORMAL PROCEDURES/SYSTEMS RELATED
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
5.2.4 FCOM/Procedures - Systems Related Procedures - Training Levels
FMS
Cockpit Preparation
FMGS Initialization
Flight Plan Initialization
FMGS Data Insertion
FMGS Re-Initialization After a Cancelled Flight
Before Pushback or Start
Change of Runway
Takeoff from intersection
Taxi
FCU Selection for Takeoff
FMA Mode Check
Selecting a Navigation Display
Selecting Takeoff Displays for Pilot's and Copilot's MCDU
Takeoff
Monitoring the Takeoff
Preselecting a HDG or a TRK
Normal Takeoff Profile
No Flight Director Takeoff
Takeoff with no V2 entry
Takeoff Using the Localizer of the Opposite Runway
Climb
Monitoring the Climb Phase
Immediate Return to Origin Airport
Cruise
Reaching Cruise Flight Level
118
C
C
C
B
C
C
A
A
A
A
C
C
B
D
D
D
C
C
C
APPENDIX 1
A320
A320/FCOM/PROCEDURES/NORMAL PROCEDURES/SYSTEMS RELATED
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Monitoring the Navigation Accuracy
Monitoring the Fuel Predictions
Entering a Step Climb or a Step Descent
Immediate Change of Level in Cruise
Preparation for Descent and Approach
Descent
Descent Initiation
Descent Monitoring
Expedite Descent (If installed)
Monitoring the Navigation in the Terminal Control Area
Too Steep Path
Holding Pattern
Manual Termination
Approach
Initial Approach
ILS/MLS/GLS/FLS Approach
Switching from Non ILS to ILS Approach
Switching from MLS/GLS to ILS Approach
Landing Categories
Warnings for ILS Approach
Go-Around
Monitoring the Go-Around
Go-Around Profile
Missed Approach:Try Again
Missed Approach: Divert
Task Sharing During a Go-Around
119
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
C
C
C
C
C
C
C
B
B
C
C
A
C
C
C
C
B
A
C
B
B
C
D
APPENDIX 1
A320
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
5.3 STANDARD OPERATING PROCEDURES
5.3.1 Introduction
This chapter provides the minimum training level of each documentary unit described in the
PROCEDURES/NORMAL PROCEDURES/ STANDARD OPERATING PROCEDURES
chapter of the FCOM and the FCTM.
A320/FCOM/PROCEDURES/NORMAL PROCEDURES/STANDARD OPERATING
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.03
Training Level
5.3.2 FCOM/Standard Operating Procedures – Training Levels
General Information
Foreword
A
Technical Condition of the Aircraft
Weather Briefing
NOTAMS
GPS Primary Availability (If installed)
Flight Plan and Operational Requirements
Optimum Flight Level
Fuel Requirements
A
A
A
A
A
A
A
Safety Exterior Inspection
B
General
Aircraft Setup
Battery Check/Setup
APU Fire Test / APU Start
AIR COND
Cargo Heat (If installed)
Cockpit Lights
EFB/ACARS (if Installed) Initialization
ECAM/LOGBOOK Check
Preliminary Performance Determination
Operation Engineering Bulletins (OEB)
Before Walkaround
A
B
D
D
D
D
D
D
C
D
D
D
General
B
Flight Preparation
Safety Exterior Inspection
Preliminary Cockpit
Preparation
Exterior Walkaround
120
APPENDIX 1
A320
A320/FCOM/PROCEDURES/NORMAL PROCEDURES/STANDARD OPERATING
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.03
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Exterior Walkaround
B
General
Overhead Panel
CTR Instrument Panel
Pedestal
RMP
ATC Datalink Communication
NAV Charts
FMGS Preparation
Glareshield
Lateral Consoles
Instrument Panels
ECAM Control Panel
ADIRS
Takeoff Briefing
PC Dedicated to Maintenance (If installed)
Flow pattern
B
D
D
D
D
C
C
C
D
D
D
C
D
B
D
D
Before Start Clearance
At Start Clearance
D
D
Automatic Engine Start
Ground Run Up-Danger Areas
D
A
After Start
D
Taxi
E
Before Takeoff
D
Takeoff
E
After Takeoff
D
Climb
D
Cruise
D
Descent Preparation
D
Descent Initiation
D
Cockpit Preparation
Before Pushback or Start
Engine Start
After Start
Taxi
Before Takeoff
Takeoff
After Takeoff
Climb
Cruise
Descent Preparation
Descent
121
APPENDIX 1
A320
A320/FCOM/PROCEDURES/NORMAL PROCEDURES/STANDARD OPERATING
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.03
Descent Monitoring
Descent Adjustment
Approach Checklist
10 000 FT Flow Pattern
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
D
D
D
D
Approach
Approach General
Introduction
Cross-Reference Table
Flying Reference
Stabilization Criteria
Approach Speed Technique
Discontinued Approach
Aircraft Configuration Management
Initial Approach
Intermediate/Final Approach
Aircraft guidance management
Approach using LOC G/S Guidance
Approach using FINAL APP Guidance
Approach using FINAL APP Guidance for RNAV
(RNP)
Approach using FPA Guidance
Circling Approach
RNAV Visual Approach
Visual Approach
B
B
B
B
B
D
D
D
D
D
D
D
E
E
E
Landing
Manual landing
Autoland
E
E
Go around with FD
E
After Landing
D
Parking
D
Securing the Aircraft
D
Communications and Standard Terms
Checklist Callouts
Actions Commanded by PF
FMA
Altitude
Flaps or Gear Callouts
A
A
D
D
D
D
Go-Around
After Landing
Parking
Securing the Aircraft
Standard Callouts
122
APPENDIX 1
A320
A320/FCOM/PROCEDURES/NORMAL PROCEDURES/STANDARD OPERATING
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.03
Flight Parameters
PF/PM Duties Transfer
Summary for Each Phase
123
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
D
D
D
APPENDIX 1
A320
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
A320/FCTM/ PROCEDURES/NORMAL PROCEDURES/GENERAL
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
A
A
A
A
A
A320/FCTM/ PROCEDURES/NORMAL PROCEDURES/STANDARD OPERATING
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
General
Communication
Clean Cockpit
Secured and Transit Stop
Use of Normal Check List
Training Level
5.3.3 FCTM/Standard Operating Procedures – Training Levels
Preliminary Cockpit
Preparation
Objectives
Oxygen
Preliminary Takeoff Performance Computation
B
A
B
Exterior Walkaround
B
ADIRS Operations
FMGS Preparation
Takeoff Breifing
B
C
B
Takeoff Data
Seating Position and Adjustment of Rudder Pedals
A
D
Brakes
Flight Controls
Taxi Roll and Steering
180 Degrees Turn on Runway
Last Data Changes Before takeoff
Takeoff Briefing Confirmation
ADIRS Alignment
E
D
E
E
A
A
A
Packs
A
Exterior Walkaround
Cockpit Preparation
Before Pushback or Start
Taxi
Before Takeoff
124
APPENDIX 1
A320
A320/FCTM/ PROCEDURES/NORMAL PROCEDURES/STANDARD OPERATING
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Takeoff
Thrust Setting
Takeoff Roll
Rotation
Tail Strike Avoidance
Acceleration Altitude
Slats/Flaps Retraction at Heavy Weight
Overspeed Warning During Slats/Flaps Transition
Low Altitude Level Off
Noise Abatement Takeoff
A
E
E
B
B
B
A
A
A
Climb Modes
Small Altitude Changes
Speed Considerations
Vertical Performance Predictions
Lateral Navigaiton
B
A
B
A
B
FMS use
Cost Index
Speed Considerations
Speed Decay During Cruise
Altitude Considerations
Step Climb
Fuel Temperature
B
A
B
B
B
B
A
Landing Performance - General
Landing Performance - Normal Operations
Landing Performance - Abnormal Operations
Approach Preparation
Brakes Oxidation
Approach Briefing
B
B
B
A
A
B
Computation Principles
Guidance and Monitoring
B
B
Holding Speed and Configuration
In the Holding Pattern
A
B
General
Introduction
Discontinued Approach
A
D
Climb
Cruise
Descent Preparation
Descent
Holding
Approach
125
APPENDIX 1
A320
A320/FCTM/ PROCEDURES/NORMAL PROCEDURES/STANDARD OPERATING
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Configuration Management
Initial Approach
Intermediate Approach
Final Approach
Guidance Management
Appraoch Using LOC G/S Guidance
Approach Using LOC G/S for CATII CATIII
Appraoch Using Final APP Guidance
Appraoch Using FPA Guidance
Circling Approach
Visual Approach
ILS RAW DATA
Landing
Appraoch and Landing Techniques
Transition to Visual references
Flare and Touchdown
Rollout
Deceleration
Tail Strike Avoidance
Go-Around
General
Considerations about Go-Around
AP/FD Go-Around Phase Activation
Go-Around Phase
Engines Acceleration
Leaving the Go-Around Phase
After Landing
Use of Brake Fans
126
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
D
D
D
D
E
D
D
E
E
D
E
E
E
E
E
B
A
B
B
B
A
B
A
APPENDIX 1
A320
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
5.4 SUPPLEMENTARY PROCEDURES
5.4.1 Introduction
This chapter provides the minimum training level of each documentary unit described in the
NORMAL PROCEDURES/ SUPPLEMENTARY PROCEDURES chapter of the FCOM and the
FCTM.
A320/FCOM/PROCEDURES/NORMAL PROCEDURES/SUPPLEMENTARY
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
5.4.2 FCOM/Supplementary Procedures – Training Levels
Adverse Weather
Airframe Deicing/Anti-Icing Procedure on Ground
Ground Operations in Cold Weather Conditions
Ground Operation in Heavy Rain
Minimum Speed with Ice Accretion
Operations on Contaminated Airports
Operations with Volcanic Ash,Sand or Dust
Securing the Aircraft for Cold Soak
For Draining Water Procedure
Water System Draining
C
B
A
A
B
B
B
B
A
Manual Engine Start
Engine Start with External Pneumatic Power
Crossbleed Engine Start
Engine Start Valve Manual Operation
Engine Ventilation (Dry Cranking)
One Engine Taxi - General
One Engine Taxi - at Departure
One Engine Taxi - at Arrival
C
C
C
C
C
A
E
E
Refueling
Refueling with One Engine Running
Ground Fuel Transfer
Defueling
C
B
C
C
Flight with landing gear down
General
Limitations
A
A
Engines
Fuel
L/G
127
APPENDIX 1
A320
A320/FCOM/PROCEDURES/NORMAL PROCEDURES/SUPPLEMENTARY
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Procedures
Takeoff
Flight planning
Climb
Cruise
Holding
Descent
Go-Around
One engine inoperative
Operation with Nosewheel Steering Offset
Operation with Nosewheel Steering Offset
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
A
B
B
A
A
A
A
A
A
E
Miscellaneous
Pushback with Power Push Unit
Pushback with Power Push Unit Via the Main Landing
Gear
High Altitude Airport Operations
High Altitude Airport Operations
Operations at QNH above 1050 hPa
General
Consequences
Procedures
128
E
A
A
A
A
APPENDIX 1
A320
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
A320/FCTM/ PROCEDURES/NORMAL PROCEDURES/SUPPLEMENTARY
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
5.4.3 FCTM/Supplementary Procedures – Training Levels
Adverse Weather
Cold weather Operations and Icing Conditions
General
Exterior Inspection
Cockpit Preparation
Aircraft Deicing/Anti-icing on Ground
After Start
Taxi-Out
Takeoff
In Flight
Landing
Taxi-In
Windshear
General
Operational Recommendations
Weather Turbulence
Introduction
Takeoff
In Flight
Landing
Wake Turbulence
Wake Turbulence
A
A
A
A
A
A
A
B
A
A
B
B
A
A
B
A
B
Green Operating
Procedures
General
Dispatch
Preliminary Cockpit Preparation
External Walkaround
Cockpit Preparation
Before Pushback or Start
After Start
Taxi
Before Takeoff
Climb
Cruise
Descent Preparation
Descent
Holding
129
A
A
A
A
A
A
A
A
A
A
A
A
A
A
APPENDIX 1
A320
A320/FCTM/ PROCEDURES/NORMAL PROCEDURES/SUPPLEMENTARY
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Approach
After Landing
A
A
Radius to Fix (RF) Legs
B
Touch and Go
E
Stop and Go
B
Radius To Fix (RF)
Legs
Touch and Go
Stop and Go
5.5 ABNORMAL/EMERGENCY PROCEDURES
5.5.1 Introduction
Airbus identified an equivalence concept that defines groups of abnormal/emergency
procedures that have a similar impact on the flight crew resources (cognitive and/or physical)
to manage them.
5.5.2 Airbus Class of Equivalence Concept
The “class of equivalence” concept includes 6 groups of abnormal/emergency procedures
classified from 0 to 5. Each group is determined by reference to defined criteria. This concept
considers that the flight crew resources required to manage a specific abnormal or emergency
procedure are equivalent to the flight crew resources required to manage any other abnormal
or emergency procedure that belongs to the same class.
The higher the class number is, the higher the flight crew resources are to manage the
associated abnormal or emergency procedure.
E.g. Procedures associated with a Class of Equivalence 5 require more flight crew resources
than procedures associated with Class of Equivalence 4, 3, 2, 1, and 0.
A class of equivalence is defined by the combination of 4 criteria.
130
APPENDIX 1
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MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
5.5.3 Class of Equivalence Criteria
The 4 criteria are defined as follows:
Criteria
Definition
A procedure is a set of actions that the flight crew must perform.
Procedure
The procedure criteria is matched when there is at least one action to
be performed during the application of an abnormal/emergency
procedure.
The criteria is not matched when the abnormal/emergency procedure
includes only a set of information for crew awareness.
The cognitive load is defined as the resources required by the mental
processes of perception, memory, judgment, and reasoning of the flight
crew.
The cognitive criteria is matched when the necessary resources for the
management of the procedure (cognitive load) significantly increase,
during, or after, the application of the abnormal/emergency procedure.
Cognitive
The cognitive load is considered as significantly increased when it is
well above the cognitive load required by the application of the Standard
Operating Procedures.
For example, the cognitive load of the flight crew is considered as
increased when the flight crew performs:
 Some abnormal/emergency procedures from memory
 Some abnormal/emergency procedures that include many
conditions that require reasoning before the application of an
action
 Some abnormal/emergency procedures that include some
actions identified “as required”, leading to thinking before acting.
The workload is defined by the amount of work that the flight crew must
perform during a defined period of time.
The workload criteria is matched when the workload significantly
increases, during, or after, the application of the abnormal/emergency
procedure.
Workload
The workload is considered as significantly increased when it is well
above the workload induced by the application of the Standard
Operating Procedures.
For example, the flight crew workload is considered as increased:
 During the application of the procedure when the standard
tasksharing is affected for an extended period of time
131
APPENDIX 1
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MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS

After the loss of one or more main automated systems (e.g.
autopilot, autothrust, Flight Management System.)
 When the situation requires the flight crew to land as soon as
possible or at the nearest suitable airport.
The handling criteria refers to the difference of aircraft handling
perceived by the pilot when flying the aircraft in normal conditions and
when flying the aircraft in abnormal conditions.
Handling
For example, the handling criteria is matched when:
 The symmetry of the flight is affected (handling with one engine
inoperative)
 The aircraft configuration during approach and/or landing is
affected (handling with partial or total loss of slats and or flaps)
 The normal flight control law is affected (handling in alternate or
direct law).
5.5.4 Class of Equivalence Matrix
The following matrix identifies the combination of criteria to define a class of equivalence.
Fulfilled Criteria
Class
of
Equivalence
Example
Procedure
Cognitive
Workload
Handling
No
No
No
No
0
AIR APU LEAK DET FAULT
Yes
No
No
No
1
BRAKES RELEASED
Yes or No
Yes
No
No
2
ELEC AC ESS BUS FAULT
Yes or No
Yes or No
Yes
No
3
AUTO FLT AP OFF
Yes or No
Yes or No
No
Yes
4
[QRH] ONE ENGINE
INOPERATIVE-CIRCLINGAPPROACH
Yes
Yes
Yes
Yes
5
ELEC EMER CONFIG
132
APPENDIX 1
A320
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
5.5.5 FCOM/Abnormal and Emergency Procedures – Training Levels &
Class of Equivalence
This subchapter provides the minimum training level of each abnormal/emergency procedure
listed in the PROCEDURES/ABNORMAL AND EMERGENCY PROCEDURES chapter of the
FCOM. In addition it provides the class of equivalence of each abnormal/emergency
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
[QRH] DOUBLE AOA HEAT FAILURE
ANTI ICE ALL PITOT
ANTI ICE CAPT PITOT or L(R) STAT or AOA
ANTI ICE CAPT PROBES
ANTI ICE CAPT(F/O) TAT
ANTI ICE CAPT+F/O PITOT
ANTI ICE CAPT+STBY PITOT
ANTI ICE DETECT FAULT
ANTI ICE ENG 1(2) VALVE CLSD
ANTI ICE ENG 1(2) VALVE OPEN
ANTI ICE F/O PITOT or L(R) STAT or AOA
ANTI ICE F/O PROBES
ANTI ICE F/O+STBY PITOT
ANTI ICE ICE DETECTED
ANTI ICE L(R) WINDOW
ANTI ICE L(R) WINDSHIELD
ANTI ICE L+R WINDSHIELD
ANTI ICE STBY PITOT or L(R) STAT or AOA
ANTI ICE STBY PROBES
[QRH] BLEED 1+2 FAULT
AIR APU BLEED FAULT
AIR APU BLEED LEAK
AIR APU LEAK DET FAULT
AIR BLEED 1(2) OFF
AIR COND CTL 1(2) - A(B) FAULT
AIR ENG 1(2) BLEED ABNORM PR
AIR ENG 1(2) BLEED FAULT
AIR ENG 1(2) BLEED FAULT (BLEED NOT CLOSED)
AIR ENG 1(2) BLEED HI TEMP
AIR ENG 1(2) BLEED LEAK
AIR ENG 1(2) BLEED LO TEMP (Opposite Bleed
Available)
133
Training Level
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY PROCEDURES
Class of
Equivalence
procedure.
1
4
1
1
0
1
1
1
1
0
1
1
1
1
0
0
0
1
0
3
0
1
0
0
0
1
1
1
1
1
A
D
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
D
A
A
A
A
A
A
A
A
A
A
1
A
APPENDIX 1
A320
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
APU
APU
APU
APU FIRE
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AVIONICS
SMOKE
BLEED
BLEED
AIR ENG 1(2) BLEED LO TEMP (Opposite Bleed not
Available)
AIR ENG 1(2) BLEED NOT CLSD
AIR ENG 1(2) HP VALVE FAULT
AIR ENG 1(2) LEAK DET FAULT
AIR ENG 1+2 BLEED FAULT
AIR ENG 1+2 BLEED FAULT (LEFT LEAK and RIGHT
LEAK)
AIR ENG 1+2 BLEED FAULT (LEFT LEAK)
AIR ENG 1+2 BLEED FAULT (RIGHT LEAK)
AIR ENG 1+2 BLEED LO TEMP
AIR FWD(AFT) CRG VENT FAULT (If Installed)
AIR L(R) WING LEAK
AIR L(R) WNG LEAK DET FAULT
AIR PACK 1(2) FAULT
AIR PACK 1(2) OFF
AIR PACK 1(2) OVHT
AIR PACK 1(2) REGUL FAULT
AIR PACK 1+2 FAULT
AIR X BLEED FAULT
APU AUTO (EMER) SHUT DOWN
APU FIRE DET FAULT
APU FIRE LOOP A(B) FAULT
APU FIRE
AUTO FLT A/THR LIMITED
AUTO FLT A/THR OFF
AUTO FLT AP OFF
AUTO FLT FAC 1(2) FAULT
AUTO FLT FAC 1+2 FAULT
AUTO FLT FCU 1(2) FAULT
AUTO FLT FCU 1+2 FAULT
AUTO FLT REAC W/S DET FAULT
AUTO FLT RUD TRIM 1(2) FAULT
AUTO FLT RUD TRIM SYS
AUTO FLT RUD TRV LIM 1(2)
AUTO FLT RUD TRV LIM SYS
AUTO FLT TCAS MODE FAULT
AUTO FLT YAW DAMPER 1(2)
AUTO FLT YAW DAMPER SYS
AVIONICS SMOKE
BLEED MONIT SYS 1(2) FAULT
BLEED MONITORING FAULT
134
Training Level
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY PROCEDURES
Class of
Equivalence
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
1
A
1
0
0
3
A
A
A
D
3
D
3
3
3
0
1
0
1
0
1
0
3
2
1
0
0
1
1
3
3
1
5
2
3
0
0
3
0
2
1
0
5
D
D
D
A
A
A
A
A
A
A
C
B
A
A
A
D
C
D
D
A
E
B
D
A
A
D
A
E
A
A
E
5
E
0
0
A
A
APPENDIX 1
A320
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES-N/WS
C/B
CAB PR
CAB PR
CAB PR
CAB PR
CAB PR
CAB PR
CAB PR
CAB PR
CAB PR
COM
COM
COM
COM
COM
COM
COM
COM
COND
COND
COND
COND
COND
COND
COND
COND
[MEM] LOSS OF BRAKING
[QRH] ASYMMETRIC BRAKING
[QRH] RESIDUAL BRAKING
BRAKES A/SKID N/WS FAULT or ANTI SKID N/WS OFF
BRAKES ALTN BRK FAULT
BRAKES ALTN L(R) RELEASED
BRAKES AUTO BRK FAULT
BRAKES BRK Y ACCU LO PR
BRAKES HOT
BRAKES NORM BRK FAULT
BRAKES NORM+ALTN FAULT
BRAKES PARK BRK FAULT (If Installed)
BRAKES PARK BRK LO PR
BRAKES PARK BRK ON
BRAKES RELEASED
BRAKES SYS 1(2) FAULT
BRAKES-N/WS MINOR FAULT
C/B TRIPPED
[QRH] CABIN OVERPRESSURE
CAB PR EXCESS CAB ALT
CAB PR EXCESS RESIDUAL PR
CAB PR LDG ELEV FAULT
CAB PR LO DIFF PR
CAB PR OFV NOT OPEN
CAB PR SAFETY VALVE OPEN
CAB PR SYS 1(2) FAULT
CAB PR SYS 1+2 FAULT
COM ACARS FAULT (If Installed)
COM CIDS 1+2 FAULT
COM HF 1(2) DATA FAULT (If Installed)
COM SATCOM DATA FAULT (If Installed)
COM SATCOM FAULT (If Installed)
COM SINGLE PTT STUCK (If Installed)
COM VHF 1(2)(3)/HF 1(2) EMITTING (If Installed)
COM VHF 3 DATA FAULT (If Installed)
COND FWD CAB/AFT CAB/CKPT DUCT OVHT
COND FWD(AFT) CARGO DUCT OVHT (If Installed)
COND FWD(AFT) CRG HEAT FAULT (If Installed)
COND FWD(AFT) CRG ISOL VALVE (If Installed)
COND HOT AIR FAULT
COND L+R CAB FAN FAULT
COND LAV + GALLEY FAN FAULT
COND TRIM AIR SYS FAULT
135
Training Level
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY PROCEDURES
Class of
Equivalence
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
3
4
2
2
0
4
0
1
2
1
2
1
1
1
1
0
0
1
3
3
1
2
1
1
2
0
3
0
3
0
0
0
1
0
0
1
1
0
0
3
1
0
0
E
E
E
D
A
E
A
A
C
A
B
A
A
A
A
A
A
A
C
E
A
C
A
C
C
A
C
A
A
A
A
A
A
A
A
A
A
A
A
C
A
A
A
APPENDIX 1
A320
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
DATALINK
DATALINK
DATALINK
DOOR
DOOR
DOOR
DOOR
DOOR
DOOR
DOOR
DOOR
DOOR
EIS
EIS
EIS
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
DATALINK ATC FAULT
DATALINK ATSU FAULT
DATALINK COMPANY FAULT
[QRH] COCKPIT DOOR FAULT
DOORS FWD(AFT)(BULK) CARGO (In Flight)
DOORS FWD(AFT)(BULK) CARGO (On Ground)
DOORS L(R) (FWD)(AFT) CABIN (In Flight)
DOORS L(R) (FWD)(AFT) CABIN (On Ground)
DOORS L(R) EMER EXIT (In flight)
DOORS L(R) EMER EXIT (On ground)
DOORS L(R) FWD)(AFT) AVIONICS or STAIRS (In
Flight)
DOORS L(R) FWD)(AFT) AVIONICS or STAIRS (On
Ground)
[QRH] DISPLAY UNIT FAILURE
EIS DMC 1(2)(3) FAULT
EIS DMC/FWC COM FAULT
[QRH] C/B TRIPPED
ELEC AC BUS 1 FAULT
ELEC AC BUS 2 FAULT
ELEC AC ESS BUS ALTN
ELEC AC ESS BUS FAULT
ELEC AC ESS BUS SHED
ELEC APU GEN FAULT
ELEC BAT 1(2) FAULT
ELEC BAT 1(2) OFF
ELEC BCL 1(2) FAULT
ELEC DC BAT BUS FAULT
ELEC DC BUS 1 FAULT
ELEC DC BUS 1+2 FAULT
ELEC DC BUS 2 FAULT
ELEC DC EMER CONFIG
ELEC DC ESS BUS FAULT
ELEC DC ESS BUS SHED
ELEC EMER CONFIG
ELEC EMER GEN 1 LINE OFF
ELEC ESS BUSES ON BAT
ELEC GEN 1(2) FAULT
ELEC GEN 1(2) OFF
ELEC GEN 1(2) or APU GEN OVERLOAD
ELEC IDG 1(2) DISCONNECTED
ELEC IDG 1(2) OIL LO PR/OVHT
ELEC STAT INV FAULT
136
Training Level
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY PROCEDURES
Class of
Equivalence
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
0
0
0
2
3
0
3
0
3
0
A
A
A
B
A
A
A
A
A
A
3
A
0
A
2
1
0
2
3
2
0
2
1
1
0
0
0
0
2
3
3
3
3
2
5
0
1
1
0
1
0
1
0
C
A
A
B
C
C
A
C
A
A
A
A
A
A
B
C
C
C
C
B
E
A
A
A
A
A
A
A
A
APPENDIX 1
A320
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
ELEC
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ELEC TR 1(2) FAULT
[QRH] ALL ENG FAIL
[QRH] ENG 1(2) STALL
[QRH] ENG RELIGHT IN FLIGHT
[QRH] ENG TAILPIPE FIRE
[QRH] HIGH ENGINE VIBRATION
[QRH] ON GROUND - NON ENG SHUTDOWN AFTER
ENG MASTER OFF
[QRH] ONE ENGINE INOPERATIVE - CIRCLING
APPROACH
[QRH] ONE ENGINE INOPERATIVE - STRAIGHT-IN
APPROACH
ENG 1(2) BLEED STATUS FAULT (In Flight)
ENG 1(2) BLEED STATUS FAULT (On Ground)
ENG 1(2) COMPRESSOR VANE
ENG 1(2) CTL VALVE FAULT
ENG 1(2) EIU FAULT
ENG 1(2) EPR or N1 or N2 or EGT or FF DISCREPANCY
ENG 1(2) FADEC A(B) FAULT
ENG 1(2) FADEC ALTERNATOR
ENG 1(2) FADEC FAULT
ENG 1(2) FADEC HI TEMP
ENG 1(2) FAIL
ENG 1(2) FIRE (In Flight)
ENG 1(2) FIRE (On Ground)
ENG 1(2) FIRE DET FAULT
ENG 1(2) FIRE LOOP A(B) FAULT
ENG 1(2) FUEL CTL FAULT
ENG 1(2) FUEL FILTER CLOG
ENG 1(2) FUEL RETURN VALVE
ENG 1(2) HP FUEL VALVE
ENG 1(2) IGN FAULT (IGN A or B Fault)
ENG 1(2) IGN FAULT (IGN A+B Fault)
ENG 1(2) LOW N1 (On Ground)
ENG 1(2) N1/N2/EGT OVER LIMIT
ENG 1(2) OIL FILTER CLOG
ENG 1(2) OIL HI TEMP
ENG 1(2) OIL LO PR (Warning)
ENG 1(2) ONE TLA FAULT
ENG 1(2) OVSPD PROT FAULT
ENG 1(2) PROBES FAULT
ENG 1(2) REV ISOL FAULT
ENG 1(2) REV PRESSURIZED
137
Training Level
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY PROCEDURES
Class of
Equivalence
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
0
5
5
2
2
5
A
E
E
C
C
E
2
C
4
E
4
E
1
1
2
1
3
0
0
0
5
5
5
5
2
0
0
2
0
0
2
0
1
1
5
0
5
5
0
0
0
0
5
A
A
B
A
B
A
A
A
E
E
E
E
D
A
A
B
A
A
B
A
A
A
E
A
E
E
A
A
A
A
E
APPENDIX 1
A320
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
ENG 1(2) REV SWITCH FAULT
ENG 1(2) REVERSE UNLOCKED
ENG 1(2) REVERSER FAULT
ENG 1(2) SENSOR FAULT
ENG 1(2) SHUT DOWN
ENG 1(2) STALL
ENG 1(2) START FAULT
ENG 1(2) START VALVE FAULT
ENG 1(2) THR LEVER ABV IDLE
ENG 1(2) THR LEVER DISAGREE
ENG 1(2) THR LEVER FAULT
ENG 1+2 COMPRESSOR VANE
ENG ALL ENGINES FAILURE
ENG REV SET
ENG THR LEVERS NOT SET
ENG THRUST LOCKED
ENG TYPE DISAGREE
ENG VIB SYS FAULT
[QRH] LANDING WITH SLATS OR FLAPS JAMMED
[QRH] RUDDER JAM
[QRH] STABILIZER JAM
F/CTL AIL SERVO FAULT
F/CTL ALTN LAW
F/CTL DIRECT LAW
F/CTL ELAC 1(2) FAULT (Both Computers Failed)
F/CTL ELAC 1(2) FAULT (One Computer Failed)
F/CTL ELAC 1(2) PITCH FAULT
F/CTL ELEV SERVO FAULT
F/CTL FCDC 1(2) FAULT
F/CTL FCDC 1+2 FAULT
F/CTL FLAP ATTACH SENSOR
F/CTL FLAP LVR NOT ZERO
F/CTL FLAP SYS 1(2) FAULT
F/CTL FLAPS FAULT/LOCKED
F/CTL GND SPLR 1+2(3+4) FAULT
F/CTL GND SPLR 5 FAULT
F/CTL GND SPLR NOT ARMED
F/CTL L(R) AIL FAULT
F/CTL L(R) ELEV FAULT
F/CTL L(R) SIDESTICK FAULT
F/CTL L+R ELEV FAULT
F/CTL PITCH TRIM/MCDU/CG DISAGREE
F/CTL SEC 1(2)(3) FAULT
138
Training Level
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY PROCEDURES
Class of
Equivalence
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
0
5
5
1
5
5
5
5
1
5
5
0
5
1
1
2
0
0
5
2
3
0
5
5
5
3
0
1
0
3
0
0
1
5
1
1
0
3
5
0
5
3
2
A
E
E
A
E
E
D
D
A
E
E
A
E
A
A
B
A
A
E
E
D
A
E
E
E
C
A
A
A
A
A
A
A
E
A
A
A
B
E
A
E
B
B
APPENDIX 1
A320
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FWS
FWS
FWS
FWS
FWS
F/CTL SIDESTICK PRIORITY
F/CTL SLAT SYS 1(2) FAULT
F/CTL SLAT(FLAP) TIP BRK FAULT
F/CTL SLATS AND FLAPS FAULT IN CONF0
F/CTL SLATS FAULT/LOCKED
F/CTL SPD BRK 2(3+4) FAULT
F/CTL SPD BRK DISAGREE (Surfaces 2+3+4 Affected)
F/CTL SPD BRK DISAGREE (Surfaces 3+4 Affected)
F/CTL SPD BRK FAULT
F/CTL SPD BRK STILL OUT
F/CTL SPLR FAULT
F/CTL STABILIZER JAM
[QRH] FUEL IMBALANCE
[QRH] FUEL LEAK
[QRH] GRAVITY FUEL FEEDING
FUEL ACT PUMP LO PR (If installed)
FUEL ACT XFR FAULT (If Installed)
FUEL APU LP VALVE FAULT
FUEL AUTO TRANSFER FAULT
FUEL CTR L(R) XFR FAULT (Valve not Fully Closed)
FUEL CTR L(R) XFR FAULT (Valve not Fully Open)
FUEL CTR L+R XFR FAULT (Valves not Fully Closed)
FUEL CTR L+R XFR FAULT (Valves not Fully Open)
FUEL CTR TK XFR OFF
FUEL ENG 1(2) LP VALVE OPEN
FUEL FQI CH 1(2) FAULT
FUEL IDG 1(2) COOL FAULT
FUEL INERTING SYS FAULT
FUEL L (R) OUTER XFR CLOSED
FUEL L(R) OUTER XFR OPEN
FUEL L(R) OUTER(INNER) TK HI TEMP
FUEL L(R) OUTER(INNER) TK LO TEMP
FUEL L(R) TK PUMP 1 + 2 LO PR
FUEL L(R) TK PUMP 1(2) LO PR
FUEL L(R) WING TK LO LVL
FUEL L+R WING TK LO LVL
FUEL LO LVL DET FAULT
FUEL X FEED VALVE FAULT
FWS FWC 1(2) FAULT
FWS FWC 1+2 FAULT
FWS OEB/FWC DISCREPANCY
FWS SDAC 1(2) FAULT
FWS SDAC 1+2 FAULT
139
Training Level
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY PROCEDURES
Class of
Equivalence
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
0
0
0
5
5
1
1
1
1
0
3
5
3
5
3
1
2
0
1
1
1
1
2
1
0
0
0
0
0
0
2
1
3
1
1
3
0
0
0
3
1
0
3
A
A
A
E
E
A
A
A
A
A
D
E
C
E
C
A
B
A
A
A
A
A
B
A
A
A
A
A
A
A
B
A
C
A
A
A
A
A
A
C
A
A
C
APPENDIX 1
A320
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
L/G
L/G
L/G
L/G
L/G
L/G
L/G
L/G
L/G
L/G
L/G
L/G
MISC
MISC
MISC
MISC
MISC
MISC
MISC
MISC
MISC
HYD B ELEC PUMP LO PR or OVHT
HYD B RSVR LO AIR PR
HYD B RSVR LO LVL
HYD B RSVR OVHT
HYD B+Y SYS LO PR
HYD G ENG 1 PUMP LO PR (PTU Inoperative)
HYD G ENG 1 PUMP LO PR (PTU Operative)
HYD G RSVR LO AIR PR
HYD G RSVR LO LVL
HYD G RSVR OVHT
HYD G+B SYS LO PR
HYD G+Y SYS LO PR
HYD PTU FAULT
HYD RAT FAULT
HYD Y ELEC PUMP LO PR or OVHT
HYD Y ENG 2 PUMP LO PR (PTU Inoperative)
HYD Y ENG 2 PUMP LO PR (PTU Operative)
HYD Y RSVR LO AIR PR
HYD Y RSVR LO LVL
HYD Y RSVR OVHT
[QRH] L/G GRAVITY EXTENSION
[QRH] LANDING WITH ABNORMAL L/G
L/G DOORS NOT CLOSED
L/G GEAR NOT DOWN
L/G GEAR NOT DOWNLOCKED
L/G GEAR NOT UPLOCKED
L/G GEAR UPLOCK FAULT
L/G LGCIU 1(2) FAULT
L/G LGCIU 1+2 FAULT
L/G SHOCK ABSORBER FAULT (Shock Absorber
Extended on Ground)
L/G SHOCK ABSORBER FAULT (Shock Absorber not
Extended after Liftoff)
L/G SYS DISAGREE
[MEM] EMER DESCENT
[MEM] STALL RECOVERY
[MEM] STALL WARNING AT LIFT OFF
[QRH] BOMB ON BOARD
[QRH] COCKPIT WINDSHIELD / WINDOW ARCING
[QRH] COCKPIT WINDSHIELD / WINDOW CRACKED
[QRH] DITCHING
[QRH] EMER EVAC
[QRH] EMER LANDING
140
Training Level
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY PROCEDURES
Class of
Equivalence
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
3
3
3
3
3
2
1
3
3
3
5
5
1
0
3
2
1
3
3
3
2
5
3
0
3
3
3
1
1
B
B
B
B
D
C
A
C
C
C
E
E
A
A
C
B
A
B
B
B
C
E
C
A
D
B
B
A
A
0
A
3
B
0
3
5
3
3
1
3
5
3
5
A
E
E
B
D
A
B
E
D
E
APPENDIX 1
A320
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
MISC
MISC
MISC
MISC
MISC
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
[QRH] FORCED LANDING
[QRH] OVERWEIGHT LANDING
[QRH] SEVERE TURBULENCE
[QRH] TAILSTRIKE
[QRH] VOLCANIC ASH ENCOUNTER
[MEM] UNRELIABLE SPEED INDICATION
[QRH] ADR CHECK PROC
[QRH] ALL ADR OFF
[QRH] IR ALIGNMENT IN ATT MODE
NAV (CAPT)(F/O)(CAPT+F/O) HUD FAULT
NAV ADR 1(2)(3) FAULT
NAV ADR 1+2(1+3)(2+3) FAULT
NAV ADR 1+2+3 FAULT
NAV ADR DISAGREE
NAV ADS-B TRAF FAULT
NAV ALTI DISCREPANCY
NAV ATC/XPDR 1(2) FAULT
NAV ATC/XPDR 1+2 FAULT
NAV ATT DISCREPANCY
NAV BARO REF DISCREPANCY
NAV BKUP SPD/ALT ON CAPT(F/O) PFD
NAV BKUP SPD/ALT ON CAPT+F/O PFD
NAV CAPT(F/O)(STBY) AOA FAULT
NAV FM/GPS POS DISAGREE (If Installed)
NAV GLS 1(2)(1+2) FAULT
NAV GPS 1(2) FAULT (If Installed)
NAV GPWS FAULT
NAV GPWS TERR DET FAULT
NAV HDG DISCREPANCY
NAV IAS DISCREPANCY
NAV ILS 1(2)(1+2) FAULT
NAV IR 1(2)(3) FAULT
NAV IR 1+2(1+3)(2+3) FAULT
NAV IR DISAGREE
NAV IR NOT ALIGNED
NAV LS 1(2)(1+2) FAULT
NAV LS TUNING DISAGREE
NAV PRED W/S DET FAULT (If Installed)
NAV RA 1 AND 2 FAULT (Dual RA Failure)
NAV RA 1(2) FAULT
NAV RA DEGRADED
NAV TCAS FAULT (If Installed)
NAV TCAS STBY
141
Training Level
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY PROCEDURES
Class of
Equivalence
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
5
2
2
3
5
5
5
5
3
0
1
5
5
5
0
1
0
0
2
1
1
5
0
3
0
0
1
1
2
2
0
1
5
5
1
0
0
0
5
0
0
0
0
E
E
E
A
E
E
E
E
C
A
C
E
E
E
A
A
A
A
D
A
A
E
A
C
A
A
A
A
D
D
A
C
E
E
A
A
A
A
E
A
A
A
A
APPENDIX 1
A320
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
RECORDER
RECORDER
SEVERE ICE
SMOKE
SMOKE
SMOKE
SMOKE
SMOKE
SMOKE
SMOKE
SMOKE
SMOKE
SMOKE
SMOKE
SURV
SURV
SURV
SURV
SURV
SURV
VENT
VENT
VENT
VENT
WHEEL
WHEEL
WHEEL
WHEEL
WING A.ICE
WING A.ICE
WING A.ICE
WING A.ICE
WING A.ICE
WING A.ICE
RECORDER DFDR FAULT
RECORDER SYS FAULT
SEVERE ICE DETECTED
[QRH] REMOVAL OF SMOKE / FUMES
[QRH] SMOKE / FIRE FROM LITHIUM BATTERY
[QRH] SMOKE / FUMES / AVNCS SMOKE
SMOKE AFT CARGO SMOKE (If Installed)
SMOKE AFT CRG DET FAULT(If Installed)
SMOKE DET FAULT
SMOKE FWD CARGO DET FAULT (If Installed)
SMOKE FWD CARGO SMOKE (If Installed)
SMOKE FWD(AFT) CRG BTL (1)(2) FAULT (If Installed)
SMOKE LAVATORY DET FAULT
SMOKE LAVATORY SMOKE
[MEM] GPWS (EGPWS) CAUTIONS
[MEM] GPWS (EGPWS) WARNINGS
[MEM] TCAS WARNINGS
[MEM] WINDSHEAR
[MEM] WINDSHEAR AHEAD
SURV ROW/ROP LOST
VENT AVNCS SYS FAULT
VENT BLOWER FAULT
VENT EXTRACT FAULT
VENT SKIN VALVE FAULT
[QRH] WHEEL TIRE DAMAGE SUSPECTED
WHEEL HYD SEL FAULT
WHEEL N/W STRG FAULT
WHEEL TYRE LO PR (If Installed)
WING A. ICE L(R) HI PR
WING A. ICE L(R) VALVE OPEN (Failure Detected In
Flight)
WING A. ICE L(R) VALVE OPEN (Failure Detected on
Ground)
WING A. ICE OPEN ON GND
WING A. ICE SYS FAULT (One Wing Valve Remains
Closed when the Wing Anti-Ice Is Turned on)
WING A. ICE SYS FAULT (The Wing Anti-Ice Is Turned
on after One Engine Shutdown or after the Loss of One
Bleed)
142
Training Level
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY PROCEDURES
Class of
Equivalence
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
0
0
1
5
3
5
3
1
1
1
3
0
0
1
3
3
3
3
3
0
0
3
1
3
2
1
1
0
0
A
A
A
E
D
E
C
A
A
A
C
A
A
A
E
E
D
E
D
A
A
B
A
D
B
A
D
A
A
1
A
1
A
1
A
1
A
1
A
APPENDIX 1
A320
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
5.5.6 FCTM/Abnormal and Emergency Procedures – Training Levels
This chapter provides the minimum training level of each documentary unit described in the
A320/FCTM/ PROCEDURES/ ABNORMAL AND EMERGENCY PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
ABNORMAL AND EMERGENCY PROCEDURES chapter of the FCTM.
General
Introduction
A
FMGS failure
B
Loss of Braking
B
Introduction to Emergency Electrical Configuration
Technical Background
General Guidelines
Remaining Systems
A
A
B
A
Engine Abnormal Response
All Engines Failure
Engine Failure - General
Engine Failure at Low Speed (on ground)
Engine Failure after V1
Engine Failure During Initial climb
Engine Failure During Cruise
Engine Stall
Engine Tailpipe Fire
Engine Vibrations
One Engine Inoperative - Circling
One Engine Inoperative - Go-Around
One Engine Inoperative - Landing
Thrust Levers Management in the Case of Inoperative
Reverser(s)
A
B
A
E
E
A
D
B
A
A
E
E
E
Abnormal Flaps/Slats Configuration
B
Fuel Leak
B
Hydraulic Generation Particularities
Dual Hydraulic Failures
Remaining Systems
A
B
B
Landing with Abnormal L/G
Nose Wheel Steering Fault
B
A
AUTO FLIGHT
BRAKES
ELEC
ENG
D
F/CTL
FUEL
HYD
L/G
143
APPENDIX 1
A320
A320/FCTM/ PROCEDURES/ ABNORMAL AND EMERGENCY PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
Training Level
MMTL TABLES
FLIGHT CREW
TRAINING STANDARDS
Taxi with Deflated or Damaged Tires
Wheel Tire Damaged Suspected
B
B
Cockpit Windshield/Window Cracked
EMER Descent
EMER Evac
EMER Landing
Flight Crew Incapacitation
Handling the Aircraft in the Case of Severe Damage
Low Energy
Overspeed
Overweight Landing
Rejected Takeoff
Stall recovery
Volcanic Ash Encountered
Upset Prevention and Recovery
B
B
B
B
E
E
D
D
B
E
E
A
E
ADR/IRS FAULT
Unreliable Airspeed Indications
"UNRELIABLE SPEED INDICATION" QRH procedure
Dual Radio Altimeter Failure
B
B
B
B
Preface
Smoke Detection and Procedure Application
Coordination with Cabin Crew
Smoke/Fumes/AVNCS Smoke QRH Procedure
Lithium Battery Fire in the Cockpit
Cargo Smoke
A
B
A
B
B
A
MISC
NAV
SMOKE
144
APPENDIX 2
A320
MMEC TABLE
FLIGHT CREW
TRAINING STANDARDS
6
APPENDIX 2: MMEC TABLE
Manufacturer Malfunctions
&
EBT Characteristics
(MMEC)
Table
145
APPENDIX 2
A320
MMEC TABLE
FLIGHT CREW
TRAINING STANDARDS
6.1 GENERAL INFORMATION
6.1.1 Introduction
As introduced in the recurrent training program chapter of this manual, the Manufacturer
Malfunctions & EBT Characteristics (MMEC) table in this appendix provides the results of the
analysis that Airbus did to identify what EBT characteristics are applicable to each emergency
and abnormal procedure of the Airbus FCOM.
The purpose of this appendix is to enable Operators and ATOs to compare their analysis with
the analysis performed by Airbus.
The results of this analysis are based on the ICAO definition of the EBT characteristics
(Manual of Evidence-based Training - doc 9995 - Part I Chapter 3) and take into account the
design principles of the Airbus abnormal and emergency procedures.
6.1.2 EBT characteristic: “Immediacy”
The ICAO description of the EBT characteristic “Immediacy” is:
“System malfunctions requiring immediate and urgent crew intervention or decision”.
The EBT characteristic “Immediacy“ is considered applicable to the Airbus abnormal and
emergency procedures that require an immediate flight crew intervention or decision to
manage the malfunction of a system or an operational event based on the worst scenario.
For example, this characteristic is considered applicable to:

All the Airbus emergency procedures associated with a red warning alert that requires
immediate actions (e.g. ENGINE FIRE)

All the Airbus emergency or abnormal procedures performed from memory and
referred to as “memory items” in the FCOM (e.g. TCAS WARNING).
6.1.3 EBT characteristic: “Complexity”
The ICAO description of the “Complexity” EBT characteristic is:
“System malfunctions requiring complex procedures”.
146
APPENDIX 2
A320
MMEC TABLE
FLIGHT CREW
TRAINING STANDARDS
The “Complexity” EBT characteristic is considered applicable to the Airbus abnormal and
emergency procedures that simultaneously:

Require an increase in cognitive resources for management of the procedures. For
example, when:
o
There is an impact on aircraft limitations or performance for the rest of the flight
(e.g. max speed, max altitude)
o
There are effects on the aircraft operations (e.g. unusable fuel or leak)
o
There are multi procedure options, additional or deferred procedure(s) to apply
(e.g. slats/flaps jammed procedure).

Increase the flight crew workload. For example, when:
o
There is a loss of a main automated system (e.g. AP, A/THR, FMS.)
o
There is a significant modification of the flight crew tasksharing (e.g. ELEC EMER
CONFIG)
o

There is a modification of the flight strategy (e.g. LAND ASAP).
Affect the normal aircraft handling characteristics. For example, when:
o
There is an impact of the normal pitch attitude during approach and landing (e.g.
flaps inoperative)
o
There is a reconfiguration of the Flight Control Law (e.g. F/CTL direct law).
6.1.4 EBT characteristic: “Degradation of Aircraft Control”
The ICAO description of the “Degradation of Aircraft Control” EBT characteristic is:
“System malfunctions resulting in significant degradation of flight controls in combination with
abnormal handling characteristics”.
The “Degradation of aircraft control” EBT characteristic is considered applicable to the Airbus
abnormal and emergency procedures that result in:
147
APPENDIX 2
A320
MMEC TABLE
FLIGHT CREW
TRAINING STANDARDS

The modification of the normal pitch attitude during approach and landing (e.g. flaps
inoperative)

The reconfiguration of the flight control law (e.g. F/CTL direct law).
6.1.5 EBT characteristic: “Loss of Instrumentation”
The ICAO description of the “Loss of Instrumentation” EBT characteristic is:
“System failures that require monitoring and management of the flight path using degraded or
alternative displays”.
The “Loss of instrumentation” EBT characteristic is considered applicable to the Airbus
abnormal and emergency procedures that result in the temporary or permanent loss of any
parameter related to the flight path and displayed on any PFD, HUD, and ND. Therefore, the
management of the flight path is assumed to be performed by the use of degraded or
alternative displays, either temporarily or permanently.
For example, this characteristic is considered applicable when:

Any of the following indications are lost on any PFD or HUD:
o
Attitude, speed, altitude, vertical speed, heading, radio altimeter, barometer
setting, altitude alert

o
Flight Director
o
Deviation scale for approach guidance.
Any of the following indication are lost on any ND:
o
Heading, FMS trajectory data
o
NAVAIDS.
The loss of any setting capability of one of the above indications is also considered (e.g.
barometer setting, ND mode/range).
148
APPENDIX 2
A320
MMEC TABLE
FLIGHT CREW
TRAINING STANDARDS
6.1.6 EBT characteristic: “Management of Consequences”
The ICAO description of the “Management of Consequences” EBT characteristic is:
“System failures that require extensive management of their consequences (independent of
operation or environment)”.
The “Management of consequences” EBT characteristic is considered applicable to the Airbus
abnormal and emergency procedures that significantly affect the flight crew standard task
sharing, the workload or the decision-making process during an extended period of time, after
the management of the malfunction itself (ECAM/QRH actions).
For example, this characteristic is considered applicable when the operational events or
system malfunctions result in the following:

An engine shutdown

Increased fuel consumption

Fuel leakage or fuel not usable

Altitude/Speed limitations

Time limited operations (e.g. LAND ASAP)
6.2 MALFUNCTIONS & EBT CHARACTERISTICS TABLE
The following table lists all of the Airbus abnormal and emergency procedures of the FCOM
used as the reference for this FCTS version (See Chapter 1.4).
The “PROCEDURES” column indicates the procedure title as it appears on the
Engine/Warning Display (E/WD) and in the QRH.
For each procedure, 5 columns indicate if an EBT characteristic is considered applicable
based on the Airbus analysis:

A column with the letter “I” identifies the “Immediacy” characteristic

A column with the letter “L” identifies the “Loss of instrumentation” characteristic
149
APPENDIX 2
A320
MMEC TABLE
FLIGHT CREW
TRAINING STANDARDS

A column with the letter “D” identifies the “Degradation of aircraft control” characteristic

A column with the letter “M” identifies the “Management of consequences”
characteristic

A column with the letter “C” identifies the “Complexity” characteristic.
A letter “Y” meaning “YES” indicates when a characteristic is considered applicable to a
procedure.
A letter “N” meaning “NO” indicates when a characteristic is considered not applicable to a
procedure.
150
APPENDIX 2
A320
MMEC TABLE
FLIGHT CREW
TRAINING STANDARDS
EBT
Characteristics
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
A-ICE
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
[QRH] DOUBLE AOA HEAT FAILURE
ANTI ICE ALL PITOT
ANTI ICE CAPT PITOT or L(R) STAT or AOA
ANTI ICE CAPT PROBES
ANTI ICE CAPT(F/O) TAT
ANTI ICE CAPT+F/O PITOT
ANTI ICE CAPT+STBY PITOT
ANTI ICE DETECT FAULT
ANTI ICE ENG 1(2) VALVE CLSD
ANTI ICE ENG 1(2) VALVE OPEN
ANTI ICE F/O PITOT or L(R) STAT or AOA
ANTI ICE F/O PROBES
ANTI ICE F/O+STBY PITOT
ANTI ICE ICE DETECTED
ANTI ICE L(R) WINDOW
ANTI ICE L(R) WINDSHIELD
ANTI ICE L+R WINDSHIELD
ANTI ICE STBY PITOT or L(R) STAT or AOA
ANTI ICE STBY PROBES
[QRH] BLEED 1+2 FAULT
AIR APU BLEED FAULT
AIR APU BLEED LEAK
AIR APU LEAK DET FAULT
AIR BLEED 1(2) OFF
AIR COND CTL 1(2) - A(B) FAULT
AIR ENG 1(2) BLEED ABNORM PR
AIR ENG 1(2) BLEED FAULT
AIR ENG 1(2) BLEED FAULT (BLEED NOT
CLOSED)
AIR ENG 1(2) BLEED HI TEMP
AIR ENG 1(2) BLEED LEAK
AIR ENG 1(2) BLEED LO TEMP (Opposite Bleed
Available)
AIR ENG 1(2) BLEED LO TEMP (Opposite Bleed
not Available)
AIR ENG 1(2) BLEED NOT CLSD
AIR ENG 1(2) HP VALVE FAULT
AIR ENG 1(2) LEAK DET FAULT
AIR ENG 1+2 BLEED FAULT
AIR ENG 1+2 BLEED FAULT (LEFT LEAK and
RIGHT LEAK)
AIR ENG 1+2 BLEED FAULT (LEFT LEAK)
151
I
L
D
M
C
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
Y
N
N
Y
N
Y
N
N
Y
N
APPENDIX 2
A320
MMEC TABLE
FLIGHT CREW
TRAINING STANDARDS
EBT
Characteristics
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
AIR
APU
APU
APU
APU FIRE
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AUTO FLT
AVIONICS
SMOKE
BLEED
BLEED
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
AIR ENG 1+2 BLEED FAULT (RIGHT LEAK)
AIR ENG 1+2 BLEED LO TEMP
AIR FWD(AFT) CRG VENT FAULT (If Installed)
AIR L(R) WING LEAK
AIR L(R) WNG LEAK DET FAULT
AIR PACK 1(2) FAULT
AIR PACK 1(2) OFF
AIR PACK 1(2) OVHT
AIR PACK 1(2) REGUL FAULT
AIR PACK 1+2 FAULT
AIR X BLEED FAULT
APU AUTO (EMER) SHUT DOWN
APU FIRE DET FAULT
APU FIRE LOOP A(B) FAULT
APU FIRE
AUTO FLT A/THR LIMITED
AUTO FLT A/THR OFF
AUTO FLT AP OFF
AUTO FLT FAC 1(2) FAULT
AUTO FLT FAC 1+2 FAULT
AUTO FLT FCU 1(2) FAULT
AUTO FLT FCU 1+2 FAULT
AUTO FLT REAC W/S DET FAULT
AUTO FLT RUD TRIM 1(2) FAULT
AUTO FLT RUD TRIM SYS
AUTO FLT RUD TRV LIM 1(2)
AUTO FLT RUD TRV LIM SYS
AUTO FLT TCAS MODE FAULT
AUTO FLT YAW DAMPER 1(2)
AUTO FLT YAW DAMPER SYS
AVIONICS SMOKE
BLEED MONIT SYS 1(2) FAULT
BLEED MONITORING FAULT
[MEM] LOSS OF BRAKING
[QRH] ASYMMETRIC BRAKING
[QRH] RESIDUAL BRAKING
BRAKES A/SKID N/WS FAULT or ANTI SKID
N/WS OFF
BRAKES ALTN BRK FAULT
BRAKES ALTN L(R) RELEASED
BRAKES AUTO BRK FAULT
152
I
L
D
M
C
Y
Y
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
Y
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
Y
Y
Y
N
N
N
N
N
N
N
Y
Y
N
N
N
Y
N
Y
Y
N
Y
N
Y
N
N
Y
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
Y
Y
Y
Y
Y
Y
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
APPENDIX 2
A320
MMEC TABLE
FLIGHT CREW
TRAINING STANDARDS
EBT
Characteristics
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKES
BRAKESN/WS
C/B
CAB PR
CAB PR
CAB PR
CAB PR
CAB PR
CAB PR
CAB PR
CAB PR
CAB PR
COM
COM
COM
COM
COM
COM
COM
COM
COND
COND
COND
COND
COND
COND
COND
COND
DATALINK
DATALINK
DATALINK
DOOR
BRAKES BRK Y ACCU LO PR
BRAKES HOT
BRAKES NORM BRK FAULT
BRAKES NORM+ALTN FAULT
BRAKES PARK BRK FAULT (If Installed)
BRAKES PARK BRK LO PR
BRAKES PARK BRK ON
BRAKES RELEASED
BRAKES SYS 1(2) FAULT
BRAKES-N/WS MINOR FAULT
C/B TRIPPED
[QRH] CABIN OVERPRESSURE
CAB PR EXCESS CAB ALT
CAB PR EXCESS RESIDUAL PR
CAB PR LDG ELEV FAULT
CAB PR LO DIFF PR
CAB PR OFV NOT OPEN
CAB PR SAFETY VALVE OPEN
CAB PR SYS 1(2) FAULT
CAB PR SYS 1+2 FAULT
COM ACARS FAULT (If Installed)
COM CIDS 1+2 FAULT
COM HF 1(2) DATA FAULT (If Installed)
COM SATCOM DATA FAULT (If Installed)
COM SATCOM FAULT (If Installed)
COM SINGLE PTT STUCK (If Installed)
COM VHF 1(2)(3)/HF 1(2) EMITTING (If Installed)
COM VHF 3 DATA FAULT (If Installed)
COND FWD CAB/AFT CAB/CKPT DUCT OVHT
COND FWD(AFT) CARGO DUCT OVHT (If
Installed)
COND FWD(AFT) CRG HEAT FAULT (If Installed)
COND FWD(AFT) CRG ISOL VALVE (If Installed)
COND HOT AIR FAULT
COND L+R CAB FAN FAULT
COND LAV + GALLEY FAN FAULT
COND TRIM AIR SYS FAULT
DATALINK ATC FAULT
DATALINK ATSU FAULT
DATALINK COMPANY FAULT
[QRH] COCKPIT DOOR FAULT
153
I
L
D
M
C
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
Y
Y
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
Y
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
Y
N
N
N
N
Y
N
Y
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
APPENDIX 2
A320
MMEC TABLE
FLIGHT CREW
TRAINING STANDARDS
EBT
Characteristics
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
DOOR
DOOR
DOOR
DOOR
DOOR
DOOR
DOOR
DOOR
EIS
EIS
EIS
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ELEC
ENG
ENG
DOORS FWD(AFT)(BULK) CARGO (In Flight)
DOORS FWD(AFT)(BULK) CARGO (On Ground)
DOORS L(R) (FWD)(AFT) CABIN (In Flight)
DOORS L(R) (FWD)(AFT) CABIN (On Ground)
DOORS L(R) EMER EXIT (In flight)
DOORS L(R) EMER EXIT (On ground)
DOORS L(R) FWD)(AFT) AVIONICS or STAIRS
(In Flight)
DOORS L(R) FWD)(AFT) AVIONICS or STAIRS
(On Ground)
[QRH] DISPLAY UNIT FAILURE
EIS DMC 1(2)(3) FAULT
EIS DMC/FWC COM FAULT
[QRH] C/B TRIPPED
ELEC AC BUS 1 FAULT
ELEC AC BUS 2 FAULT
ELEC AC ESS BUS ALTN
ELEC AC ESS BUS FAULT
ELEC AC ESS BUS SHED
ELEC APU GEN FAULT
ELEC BAT 1(2) FAULT
ELEC BAT 1(2) OFF
ELEC BCL 1(2) FAULT
ELEC DC BAT BUS FAULT
ELEC DC BUS 1 FAULT
ELEC DC BUS 1+2 FAULT
ELEC DC BUS 2 FAULT
ELEC DC EMER CONFIG
ELEC DC ESS BUS FAULT
ELEC DC ESS BUS SHED
ELEC EMER CONFIG
ELEC EMER GEN 1 LINE OFF
ELEC ESS BUSES ON BAT
ELEC GEN 1(2) FAULT
ELEC GEN 1(2) OFF
ELEC GEN 1(2) or APU GEN OVERLOAD
ELEC IDG 1(2) DISCONNECTED
ELEC IDG 1(2) OIL LO PR/OVHT
ELEC STAT INV FAULT
ELEC TR 1(2) FAULT
[QRH] ALL ENG FAIL
[QRH] ENG 1(2) STALL
154
I
L
D
M
C
Y
N
Y
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
Y
N
Y
N
N
N
N
N
N
N
Y
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
Y
N
N
N
N
N
N
N
Y
N
Y
Y
N
N
N
Y
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
Y
Y
Y
Y
N
Y
N
N
N
N
N
N
N
N
N
Y
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
Y
N
APPENDIX 2
A320
MMEC TABLE
FLIGHT CREW
TRAINING STANDARDS
EBT
Characteristics
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
[QRH] ENG RELIGHT IN FLIGHT
[QRH] ENG TAILPIPE FIRE
[QRH] HIGH ENGINE VIBRATION
[QRH] ON GROUND - NON ENG SHUTDOWN
AFTER ENG MASTER OFF
[QRH] ONE ENGINE INOPERATIVE - CIRCLING
APPROACH
[QRH] ONE ENGINE INOPERATIVE STRAIGHT-IN APPROACH
ENG 1(2) BLEED STATUS FAULT (In Flight)
ENG 1(2) BLEED STATUS FAULT (On Ground)
ENG 1(2) COMPRESSOR VANE
ENG 1(2) CTL VALVE FAULT
ENG 1(2) EIU FAULT
ENG 1(2) EPR or N1 or N2 or EGT or FF
DISCREPANCY
ENG 1(2) FADEC A(B) FAULT
ENG 1(2) FADEC ALTERNATOR
ENG 1(2) FADEC FAULT
ENG 1(2) FADEC HI TEMP
ENG 1(2) FAIL
ENG 1(2) FIRE (In Flight)
ENG 1(2) FIRE (On Ground)
ENG 1(2) FIRE DET FAULT
ENG 1(2) FIRE LOOP A(B) FAULT
ENG 1(2) FUEL CTL FAULT
ENG 1(2) FUEL FILTER CLOG
ENG 1(2) FUEL RETURN VALVE
ENG 1(2) HP FUEL VALVE
ENG 1(2) IGN FAULT (IGN A or B Fault)
ENG 1(2) IGN FAULT (IGN A+B Fault)
ENG 1(2) LOW N1 (On Ground)
ENG 1(2) N1/N2/EGT OVER LIMIT
ENG 1(2) OIL FILTER CLOG
ENG 1(2) OIL HI TEMP
ENG 1(2) OIL LO PR (Warning)
ENG 1(2) ONE TLA FAULT
ENG 1(2) OVSPD PROT FAULT
ENG 1(2) PROBES FAULT
ENG 1(2) REV ISOL FAULT
ENG 1(2) REV PRESSURIZED
ENG 1(2) REV SWITCH FAULT
155
I
L
D
M
C
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
Y
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
Y
Y
Y
Y
N
N
N
N
N
N
N
Y
N
Y
N
Y
Y
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
APPENDIX 2
A320
MMEC TABLE
FLIGHT CREW
TRAINING STANDARDS
EBT
Characteristics
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
ENG
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
ENG 1(2) REVERSE UNLOCKED
ENG 1(2) REVERSER FAULT
ENG 1(2) SENSOR FAULT
ENG 1(2) SHUT DOWN
ENG 1(2) STALL
ENG 1(2) START FAULT
ENG 1(2) START VALVE FAULT
ENG 1(2) THR LEVER ABV IDLE
ENG 1(2) THR LEVER DISAGREE
ENG 1(2) THR LEVER FAULT
ENG 1+2 COMPRESSOR VANE
ENG ALL ENGINES FAILURE
ENG REV SET
ENG THR LEVERS NOT SET
ENG THRUST LOCKED
ENG TYPE DISAGREE
ENG VIB SYS FAULT
[QRH] LANDING WITH SLATS OR FLAPS
JAMMED
[QRH] RUDDER JAM
[QRH] STABILIZER JAM
F/CTL AIL SERVO FAULT
F/CTL ALTN LAW
F/CTL DIRECT LAW
F/CTL ELAC 1(2) FAULT (Both Computers Failed)
F/CTL ELAC 1(2) FAULT (One Computer Failed)
F/CTL ELAC 1(2) PITCH FAULT
F/CTL ELEV SERVO FAULT
F/CTL FCDC 1(2) FAULT
F/CTL FCDC 1+2 FAULT
F/CTL FLAP ATTACH SENSOR
F/CTL FLAP LVR NOT ZERO
F/CTL FLAP SYS 1(2) FAULT
F/CTL FLAPS FAULT/LOCKED
F/CTL GND SPLR 1+2(3+4) FAULT
F/CTL GND SPLR 5 FAULT
F/CTL GND SPLR NOT ARMED
F/CTL L(R) AIL FAULT
F/CTL L(R) ELEV FAULT
F/CTL L(R) SIDESTICK FAULT
F/CTL L+R ELEV FAULT
F/CTL PITCH TRIM/MCDU/CG DISAGREE
156
I
L
D
M
C
N
N
N
N
N
N
N
Y
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
Y
Y
N
Y
Y
Y
Y
N
Y
Y
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
Y
Y
Y
N
N
N
Y
Y
Y
N
N
N
N
N
N
Y
N
Y
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
Y
Y
N
N
N
N
N
N
N
N
Y
N
N
N
N
Y
N
Y
N
Y
Y
N
Y
Y
Y
Y
N
N
N
N
N
N
N
Y
Y
Y
N
Y
Y
N
Y
N
N
N
N
Y
Y
Y
N
N
N
N
N
N
N
N
Y
N
N
N
N
Y
N
Y
N
APPENDIX 2
A320
MMEC TABLE
FLIGHT CREW
TRAINING STANDARDS
EBT
Characteristics
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
F/CTL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
FUEL
F/CTL SEC 1(2)(3) FAULT
F/CTL SIDESTICK PRIORITY
F/CTL SLAT SYS 1(2) FAULT
F/CTL SLAT(FLAP) TIP BRK FAULT
F/CTL SLATS AND FLAPS FAULT IN CONF0
F/CTL SLATS FAULT/LOCKED
F/CTL SPD BRK 2(3+4) FAULT
F/CTL SPD BRK DISAGREE (Surfaces 2+3+4
Affected)
F/CTL SPD BRK DISAGREE (Surfaces 3+4
Affected)
F/CTL SPD BRK FAULT
F/CTL SPD BRK STILL OUT
F/CTL SPLR FAULT
F/CTL STABILIZER JAM
[QRH] FUEL IMBALANCE
[QRH] FUEL LEAK
[QRH] GRAVITY FUEL FEEDING
FUEL ACT PUMP LO PR (If installed)
FUEL ACT XFR FAULT (If Installed)
FUEL APU LP VALVE FAULT
FUEL AUTO TRANSFER FAULT
FUEL CTR L(R) XFR FAULT (Valve not Fully
Closed)
FUEL CTR L(R) XFR FAULT (Valve not Fully
Open)
FUEL CTR L+R XFR FAULT (Valves not Fully
Closed)
FUEL CTR L+R XFR FAULT (Valves not Fully
Open)
FUEL CTR TK XFR OFF
FUEL ENG 1(2) LP VALVE OPEN
FUEL FQI CH 1(2) FAULT
FUEL IDG 1(2) COOL FAULT
FUEL INERTING SYS FAULT
FUEL L (R) OUTER XFR CLOSED
FUEL L(R) OUTER XFR OPEN
FUEL L(R) OUTER(INNER) TK HI TEMP
FUEL L(R) OUTER(INNER) TK LO TEMP
FUEL L(R) TK PUMP 1 + 2 LO PR
FUEL L(R) TK PUMP 1(2) LO PR
FUEL L(R) WING TK LO LVL
157
I
L
D
M
C
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
Y
N
N
N
N
N
Y
Y
Y
N
N
N
N
Y
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
Y
Y
N
Y
Y
N
Y
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
APPENDIX 2
A320
MMEC TABLE
FLIGHT CREW
TRAINING STANDARDS
EBT
Characteristics
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
FUEL
FUEL
FUEL
FWS
FWS
FWS
FWS
FWS
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
HYD
L/G
L/G
L/G
L/G
L/G
L/G
L/G
L/G
L/G
L/G
L/G
L/G
FUEL L+R WING TK LO LVL
FUEL LO LVL DET FAULT
FUEL X FEED VALVE FAULT
FWS FWC 1(2) FAULT
FWS FWC 1+2 FAULT
FWS OEB/FWC DISCREPANCY
FWS SDAC 1(2) FAULT
FWS SDAC 1+2 FAULT
HYD B ELEC PUMP LO PR or OVHT
HYD B RSVR LO AIR PR
HYD B RSVR LO LVL
HYD B RSVR OVHT
HYD B+Y SYS LO PR
HYD G ENG 1 PUMP LO PR (PTU Inoperative)
HYD G ENG 1 PUMP LO PR (PTU Operative)
HYD G RSVR LO AIR PR
HYD G RSVR LO LVL
HYD G RSVR OVHT
HYD G+B SYS LO PR
HYD G+Y SYS LO PR
HYD PTU FAULT
HYD RAT FAULT
HYD Y ELEC PUMP LO PR or OVHT
HYD Y ENG 2 PUMP LO PR (PTU Inoperative)
HYD Y ENG 2 PUMP LO PR (PTU Operative)
HYD Y RSVR LO AIR PR
HYD Y RSVR LO LVL
HYD Y RSVR OVHT
[QRH] L/G GRAVITY EXTENSION
[QRH] LANDING WITH ABNORMAL L/G
L/G DOORS NOT CLOSED
L/G GEAR NOT DOWN
L/G GEAR NOT DOWNLOCKED
L/G GEAR NOT UPLOCKED
L/G GEAR UPLOCK FAULT
L/G LGCIU 1(2) FAULT
L/G LGCIU 1+2 FAULT
L/G SHOCK ABSORBER FAULT (Shock Absorber
Extended on Ground)
L/G SHOCK ABSORBER FAULT (Shock Absorber
not Extended after Liftoff)
L/G SYS DISAGREE
158
I
L
D
M
C
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
Y
Y
N
N
N
N
N
N
N
N
N
N
N
Y
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
Y
N
N
Y
Y
Y
Y
Y
Y
Y
N
Y
Y
Y
Y
Y
N
N
Y
N
N
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
APPENDIX 2
A320
MMEC TABLE
FLIGHT CREW
TRAINING STANDARDS
EBT
Characteristics
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
MISC
MISC
MISC
MISC
MISC
MISC
MISC
MISC
MISC
MISC
MISC
MISC
MISC
MISC
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
[MEM] EMER DESCENT
[MEM] STALL RECOVERY
[MEM] STALL WARNING AT LIFT OFF
[QRH] BOMB ON BOARD
[QRH] COCKPIT WINDSHIELD / WINDOW
ARCING
[QRH] COCKPIT WINDSHIELD / WINDOW
CRACKED
[QRH] DITCHING
[QRH] EMER EVAC
[QRH] EMER LANDING
[QRH] FORCED LANDING
[QRH] OVERWEIGHT LANDING
[QRH] SEVERE TURBULENCE
[QRH] TAILSTRIKE
[QRH] VOLCANIC ASH ENCOUNTER
[MEM] UNRELIABLE SPEED INDICATION
[QRH] ADR CHECK PROC
[QRH] ALL ADR OFF
[QRH] IR ALIGNMENT IN ATT MODE
NAV (CAPT)(F/O)(CAPT+F/O) HUD FAULT
NAV ADR 1(2)(3) FAULT
NAV ADR 1+2(1+3)(2+3) FAULT
NAV ADR 1+2+3 FAULT
NAV ADR DISAGREE
NAV ADS-B TRAF FAULT
NAV ALTI DISCREPANCY
NAV ATC/XPDR 1(2) FAULT
NAV ATC/XPDR 1+2 FAULT
NAV ATT DISCREPANCY
NAV BARO REF DISCREPANCY
NAV BKUP SPD/ALT ON CAPT(F/O) PFD
NAV BKUP SPD/ALT ON CAPT+F/O PFD
NAV CAPT(F/O)(STBY) AOA FAULT
NAV FM/GPS POS DISAGREE (If Installed)
NAV GLS 1(2)(1+2) FAULT
NAV GPS 1(2) FAULT (If Installed)
NAV GPWS FAULT
NAV GPWS TERR DET FAULT
NAV HDG DISCREPANCY
NAV IAS DISCREPANCY
NAV ILS 1(2)(1+2) FAULT
159
I
L
D
M
C
Y
Y
Y
N
N
N
N
N
N
N
N
N
Y
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
Y
Y
Y
Y
N
N
N
Y
Y
Y
Y
N
N
N
Y
Y
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
N
Y
N
N
Y
Y
N
Y
N
Y
Y
N
N
N
Y
Y
Y
N
N
Y
N
N
N
N
Y
Y
Y
Y
N
N
N
Y
Y
Y
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
Y
Y
Y
Y
Y
N
Y
Y
Y
Y
Y
Y
N
N
Y
Y
Y
N
N
N
N
N
N
N
Y
N
Y
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
Y
Y
Y
Y
N
N
N
Y
Y
Y
N
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
APPENDIX 2
A320
MMEC TABLE
FLIGHT CREW
TRAINING STANDARDS
EBT
Characteristics
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
NAV
RECORDER
RECORDER
SEVERE ICE
SMOKE
SMOKE
SMOKE
SMOKE
SMOKE
SMOKE
SMOKE
SMOKE
SMOKE
SMOKE
SMOKE
SURV
SURV
SURV
SURV
SURV
SURV
VENT
VENT
VENT
VENT
WHEEL
WHEEL
WHEEL
WHEEL
WING A.ICE
NAV IR 1(2)(3) FAULT
NAV IR 1+2(1+3)(2+3) FAULT
NAV IR DISAGREE
NAV IR NOT ALIGNED
NAV LS 1(2)(1+2) FAULT
NAV LS TUNING DISAGREE
NAV PRED W/S DET FAULT (If Installed)
NAV RA 1 AND 2 FAULT (Dual RA Failure)
NAV RA 1(2) FAULT
NAV RA DEGRADED
NAV TCAS FAULT (If Installed)
NAV TCAS STBY
RECORDER DFDR FAULT
RECORDER SYS FAULT
SEVERE ICE DETECTED
[QRH] REMOVAL OF SMOKE / FUMES
[QRH] SMOKE / FIRE FROM LITHIUM BATTERY
[QRH] SMOKE / FUMES / AVNCS SMOKE
SMOKE AFT CARGO SMOKE (If Installed)
SMOKE AFT CRG DET FAULT(If Installed)
SMOKE DET FAULT
SMOKE FWD CARGO DET FAULT (If Installed)
SMOKE FWD CARGO SMOKE (If Installed)
SMOKE FWD(AFT) CRG BTL (1)(2) FAULT (If
Installed)
SMOKE LAVATORY DET FAULT
SMOKE LAVATORY SMOKE
[MEM] GPWS (EGPWS) CAUTIONS
[MEM] GPWS (EGPWS) WARNINGS
[MEM] TCAS WARNINGS
[MEM] WINDSHEAR
[MEM] WINDSHEAR AHEAD
SURV ROW/ROP LOST
VENT AVNCS SYS FAULT
VENT BLOWER FAULT
VENT EXTRACT FAULT
VENT SKIN VALVE FAULT
[QRH] WHEEL TIRE DAMAGE SUSPECTED
WHEEL HYD SEL FAULT
WHEEL N/W STRG FAULT
WHEEL TYRE LO PR (If Installed)
WING A. ICE L(R) HI PR
160
I
L
D
M
C
N
Y
Y
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
Y
Y
N
N
N
Y
Y
Y
Y
N
Y
Y
N
Y
N
N
N
N
N
N
N
Y
N
Y
N
N
N
N
N
N
Y
Y
N
N
N
N
Y
N
N
N
N
N
N
N
Y
N
Y
N
N
N
N
N
N
Y
Y
N
N
N
N
Y
N
N
Y
N
N
N
N
Y
Y
Y
Y
N
N
N
Y
N
Y
Y
N
N
N
N
Y
N
N
N
N
N
N
N
Y
N
Y
N
N
N
N
N
N
N
N
N
N
N
Y
Y
Y
Y
Y
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
Y
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
APPENDIX 2
A320
MMEC TABLE
FLIGHT CREW
TRAINING STANDARDS
EBT
Characteristics
A320/FCOM/PROCEDURES/ABNORMAL and EMERGENCY
PROCEDURES
Issue Date: 04 SEP 2018
Training MSN 9791
Training reference standard 2.0.0
WING A.ICE
WING A.ICE
WING A.ICE
WING A.ICE
WING A.ICE
WING A. ICE L(R) VALVE OPEN (Failure
Detected In Flight)
WING A. ICE L(R) VALVE OPEN (Failure
Detected on Ground)
WING A. ICE OPEN ON GND
WING A. ICE SYS FAULT (One Wing Valve
Remains Closed when the Wing Anti-Ice Is Turned
on)
WING A. ICE SYS FAULT (The Wing Anti-Ice Is
Turned on after One Engine Shutdown or after the
Loss of One Bleed)
161
I
L
D
M
C
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
APPENDIX 2
A320
MMEC TABLE
FLIGHT CREW
TRAINING STANDARDS
LEFT INTENTIONALLY BLANK
162
APPENDIX 3
A320
SPECIFIC TRAINING EXERCISES
FLIGHT CREW
TRAINING STANDARDS
7
APPENDIX 3: SPECIFIC TRAINING EXERCISES
SPECIFIC
TRAINING EXERCISES
163
APPENDIX 3
A320
FLIGHT CREW
TRAINING STANDARDS
SPECIFIC TRAINING EXERCISES
7.1 INTRODUCTION
This appendix provides detailed guidance up to ready-made exercises on specific topics.
These detailed guidance or ready-made exercises provide course designers with solutions
validated by Airbus to properly attain objectives by avoiding negative training.
Therefore, it is recommended to implement them as described in the next chapters.
The instructor role is provided in the description column of the exercises table. Some of the
exercises should be performed using “In-Seat Instruction” (ISI). ISI assumes that the instructor
takes a pilot seat (as Crew Member 1 or Crew Member 2) and acts as either PF or PM, based
on the recommendations provided in the table.
7.2 UNDESIRED AIRCRAFT STATES
7.2.1 Introduction
This chapter provides training recommendations about the prevention, the recognition and the
recovery of Undesired Aircraft States. Operators and ATOs should consider these
recommendations when they design their type rating and recurrent training programs.
7.2.2 General Information
7.2.2.1 Definition
An Undesired Aircraft State is characterized by unintentional divergence from parameters
normally experienced during operations.
164
APPENDIX 3
A320
FLIGHT CREW
TRAINING STANDARDS
SPECIFIC TRAINING EXERCISES
Undesired aircraft states include, among others:

Significant deviation from the intended flight path

Significant deviation from the intended speed with or without normal flight
envelope exceedance

Excessive nose high or nose low attitudes, with or without excessive bank angles

Excessive AOA / Stall.
Note: Recommendations for the training of unreliable airspeed indication are published in a
separate FCTS chapter (refer to 7.3).
7.2.2.2 Content
This chapter provides recommendations for pilot training on different undesired aircraft states.
It includes some ready-made exercises that address aircraft energy management, flight path
management, and system malfunctions management for the prevention and the recognition
of developing undesired aircraft states. In addition, this chapter provides exercises related to
recovery techniques from developed undesired aircraft states.
7.2.2.3 Regulatory References and Guidance Materials
The content of this chapter is based on all of the following documents:

The ICAO DOC 10011 “Manual on airplane upset prevention and recovery training”

The IATA Guidance Material and Best Practices for the Implementation of Upset
Prevention and Recovery Training

The Airplane Upset Prevention and Recovery Training Aid (AUPRTA) Rev 3

The EASA Executive Director Decision n° ED 2015/012/R amending the Acceptable
Means of Compliance and Guidance Material to Part-Definitions and Part-ORO of
Regulation (EU) No 965/2012

The FAA 14 CFR part 121 (§121.423) with Advisory Circulars (AC) 120-109A and 120111.
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7.2.3 Training Concept
7.2.3.1 Training Structure
Pilot training should take into account three aspects of an undesired aircraft state: Prevention,
recognition, and recovery.
The first part of the training should be dedicated to the prevention of the undesired aircraft
state. The pilots should be able to identify the situations where an undesired aircraft state may
develop. The competency focus should be on “Situation Awareness” (SA) and “Knowledge”.
The second part of the training should be dedicated to the recognition of the undesired aircraft
state. The pilots should be able to early identify an undesired aircraft state when prevention
fails.
The third part of the training should be dedicated to the recovery from a developed undesired
aircraft state. When the flight crew recognizes an undesired aircraft state, the flight crew
should be able to apply the correct procedure or technique to exit the undesired aircraft state.
The competency focus should be on “Flight Path Management – Manual Control” (FPM) and
on “Flight Path Management – Automation” (FPA).
7.2.3.2 Recommended Frequency for Recurrent Training
Unless otherwise mandated by National Aviation Authorities, all elements related to the
training of undesired aircraft states should be performed over a period that does not exceed
three years.
7.2.3.3 Credits between Airbus Fleet
Credits can be granted in accordance with the published Operational Suitability Data – Flight
Crew (OSD-FC).
7.2.3.4 Underpinning Knowledge
To support the acquisition of competencies to prevent, recognize and recover undesired
aircraft states, the following pilot knowledge should be consolidated:
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Elements of aerodynamics. The pilots should be particularly aware of the flight
envelope of the aircraft, in order to be able to keep the aircraft within the limits, and to
recognize when the aircraft is reaching these limits.

Causes and contributing factors of undesired aircraft states.

Examples of incidents related to undesired aircraft states.

G-load awareness and management.

Aircraft energy management including thrust settings. The flight crew should
understand the acceleration and deceleration capabilities of the aircraft depending on
the altitude.

Automated and manual flight path management that includes:
o
The control and display systems (EFIS & ECAM). The flight crew should be able
to understand the indications that appear on the display units and their trend over
time in order to anticipate the flying conditions.
o
The flight control systems that include flight control laws and protections.
o
The auto-flight system (Autopilot (AP), Flight Directors (FD) and Autothrust
(A/THR)). The flight crew should know how to use the auto-flight system, its
availability and its limits. The flight crew should review how to engage and
disengage AP, FD, and A/THR.
o
The takeover techniques both from the automation and between pilots.

Elements of active monitoring and associated observable behaviors.

Aircraft stall protection systems and stall cues.

Procedures and techniques for the recovery of undesired aircraft states.
7.2.4 Training Items
The practical training related to undesired aircraft states should include both of the following
items:
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Undesired aircraft state prevention:
o
Understanding of the flight control laws principles and protections
o
Exploration of the normal flight envelope (low and high speeds, low and high
altitudes), with a specific emphasis on angle of attack awareness
o
Energy management at low and high altitude
o
Manual handling skills reinforcement in normal and reconfiguration flight control
laws at low and high altitude
o
Reminder of AP/FD and A/THR specificities (engagement and disengagement,
operating limits, mode reversions, etc.).

Undesired aircraft state recognition and recovery:
o
Recovery from unusual aircraft attitude at low and high altitude
o
Approach to stall at low and high altitude
o
Understanding of the Flight Path vector (FPV) and when to use or not to use it
during recovery
o
Full stall at low and high altitude (when mandated by the National Aviation Authority
or decided so by the operator)
o
Bounced landing (when mandated by the National Aviation Authority, part of the
FAA 14 CFR 121.123 “extended envelope training”).
7.2.5 Training Media
7.2.5.1 Qualified FSTD
The FSTD used for the undesired aircraft states prevention and recovery training should:

Be qualified in accordance with the most recent NAA FSTD requirements for UPRT
training

Enable the achievement of the training objectives without negative learning.
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Specifically:

Operators and ATOs under EASA regulations or mandated to comply with EASA
regulations should refer to the CS-FSTD (issue 2 at the date of publication of this
recommendation).

Operators and ATOs under FAA regulations or mandated to comply with FAA
regulations should refer to the FAA Part 60 (change 2 at the date of publication of this
recommendation).
7.2.5.2 FSTD Training Envelope
Each FSTD has a training envelope. Outside its training envelope, there is a low confidence
that the FSTD will respond in a similar way as the aircraft. Training outside the training
envelope should be avoided since it may induce negative learning. Course designers should
therefore ensure that the exercises they intend to suggest do not, by design, bring the FSTD
outside of its training envelope. Instructors should also be aware of these FSTD limitations.
The exercises proposed in this chapter aim, among other things, to reduce the probability of
reaching the limits of the FSTD training envelope.
7.2.5.3 Unusual Attitude Training
To avoid negative learning, Airbus recommends that trainees do not fly the entry profile of a
nose high or nose low upset, with or without excessive bank angle.
Therefore, one of the two following options are recommended:

To perform In-Seat Instruction (ISI): The instructor takes a pilot seat and flies the entry
profile before transferring the controls to the trainee, or,

To use validated IOS functions.
Some FSTDs may include predefined upset scenarios that Airbus did not evaluate. If such a
predefined scenario results in an uncontrollable divergence that the flight crew is not able to
immediately stop, Airbus does not recommend the use of such a scenario, because this may
trigger negative learning.
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Beyond the prescription here above, validated IOS functions related to unusual attitude
recovery should meet the following specifications:

Simulation should be frozen during the aircraft attitude setting

The aircraft should be properly trimmed at the end of the attitude setting, to avoid
undue accelerations at release


The IOS should at least enable the following scenarios:
o
1: Pitch = 40° nose up - Bank = 0°
o
2: Pitch = 25° nose down - Bank = 0°
o
3: Pitch = 30° nose up - Bank = 60° (right or left)
o
4: Pitch = 20° nose down - Bank = 70° (right or left)
These unusual attitude scenarios should be available for different flight levels: FL 050,
FL 150 and FL 350* (*:for scenario 3 and 4 only).
7.2.5.4 Stall Recovery Training
7.2.5.4.1 General
As a rule, stall training should focus on criteria for the identification of a stall, and recovery at
first indication of a stall (stall warnings or stall buffet whichever occurs first). However,
Operators and ATOs may decide to implement full stall training (i.e. beyond the critical angle
of attack), particularly when their National Aviation Authority mandates to do so.
In terms of full stall training, Airbus still believes that any requirement for the trainee to perform
a hands-on stall entry carries the risk of negative learning by developing bad habit patterns
deliberately flying beyond the stall warning. Airbus remains also concerned that there is undue
exposure to the risks of non-standardized stall training unless model-specific stall training is
developed.
Because of these concerns, Airbus has developed (initially for A3XX FBW types) a training
product consisting of:
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New simulation models: Airbus has produced FSTD upgrades to be integrated by
training device manufacturers. These upgrades contain enhanced aerodynamic
models that provide total free play capabilities (including in the stall regime up to full
stall).

A new Instructor Operating Station (IOS) functionality called Automatic Stall Entry
(ASE – See hereafter) designed by Airbus and to be integrated by training device
manufacturers. This functionality provides standardized stall scenarios activation and
also provides feedback to the instructor (plots on diagrams, flight controls positions.…).
With this 2-piece product, Airbus defines a standardized training environment for UPRTSTALL. At the same time, by providing full stall functionality across the entire flight regime, it
gives Operators and ATOs the flexibility to develop their own specific UPRT-STALL scenarios
and training program based on their regulatory requirements that would come on top of Airbus
recommendations.
7.2.5.4.2 Automatic Stall Entry Function
To prevent trainees to perform a hands-on stall entry, Airbus recommends the use of the
Automatic Stall Entry Function (ASE). The objective of the ASE function is to enable the
replication of a real Airbus aircraft stall without pilot intervention. ASE drives automatically the
primary flight controls in order for the stall scenarios to be repeatable with the same behavior
and result as on the aircraft.
The ASE function proposes two options:

A full stall demonstration: During this ASE scenario, the angle of attack increases
progressively, without pilot input, until a value defined as the full stall. Upon reaching
this value of angle of attack, the simulation stabilizes, without freezing. The pilot has
then the capability to take manual control by making an input on the primary flight
controls in order to experience the recovery from the full stall.

A full stall exercise: During this ASE scenario, the angle of attack increases
progressively, without pilot input, until a value beyond the stall at which point the
simulation freezes. Optional roll-off is also available in this scenario. The pilot has the
capability to take the aircraft control at any time during the scenario. In this case, any
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pilot input on the primary flight controls interrupts the scenario and the simulation
reverts to a normal mode.
Note: The roll-off function enables the instructor to select the side (“right”, “wings level” or
“left”) and the intensity level (from 0 to max level) of the roll-off at stall.
7.2.5.5 IOS Feedback Functions
For both unusual attitude and stall training, instructors and trainees need simulator feedback
functions to:

Develop pilot awareness regarding flight parameters during developing and developed
undesired aircraft states (including speed, g-load and AOA)

Ensure that appropriate flight control inputs are applied during undesired aircraft state
recoveries

Ensure that the FSTD remains in its training envelope.
For the purpose of monitoring aircraft parameters and trainees inputs during UPRT maneuvers
or scenarios, the FSTD instructor station should provide the instructor with:

Aircraft speed

Pitch angle

Bank angle

Angle of attack

Load factor

Aircraft altitude

Time.
The instructor station should also provide a graphic page for the operational limits. The normal
load factor (n) and airspeed (V) limits should be displayed on a V-n diagram bounded by
operational load limits and operational speeds. This diagram aims to determine whether
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appropriate flight control inputs have been applied during recoveries. The instructor station
should consequently provide a graphic page with the flight control positions.
Moreover, the FSTD training envelope should be presented on a graphic page. This display
should enable course designers and instructors to confirm that the FSTD remains most of the
time in its training envelope during a defined scenario. This display is not to be used by
instructors to assess trainees’ performance.
7.2.5.6 Use of Motion
For unusual aircraft attitude training, Airbus recommends that the exercises are performed
without the use of any motion system (unless otherwise specified) if there is a risk to go beyond
the FSTD flight envelope. FSTD motion cues may be different from the motion cues perceived
in the aircraft and this can result in negative learning. In addition, the FSTD “crash conditions”
should be checked and the “crash inhibit” function should be activated if there is a risk of
simulator freeze during the exercise.
7.2.5.7 Alternate Law and Direct law
7.2.5.7.1 General
Most unusual attitude and stall training require the aircraft to be in alternate or direct law. The
FSTD used for the training of the alternate and direct laws must be compatible with the
following control law specifications:
There may be different options available in the FSTD for setting up the scenario. It is the
responsibility of the Operators or ATOs to ensure the correct behavior and conformity of the
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FSTD with the above control law specifications. However, the following recommendations may
be used as a guide.
7.2.5.7.2 How to Achieve Alternate Law
On A320, A330, A340 and A380, the recommended method to ensure that the alternate law
is achieved is to set ADR 1 and ADR 2 to OFF on the overhead panel (in this configuration,
V/S indication will still be displayed). Both CM1 and CM2 will lose normal indicated airspeed
on their respective PFD. The normal indicated airspeed should be recovered by the use of
AIR DATA SWITCHING CAPT on 3, or F/O on 3, for pilot handling in each part of the exercise.
For the A350, the alternate law demonstration mode of the IOS should be used (switching 2
ADRs OFF will not achieve alternate law).
7.2.5.7.3 How to Achieve Direct Law
To ensure that the direct law is achieved, the instructor should set the FSTD in accordance
with the following configurations:


A320:
o
Set ADR 1 and ADR 2 to OFF on the overhead panel
o
Set the aircraft in landing configuration (flaps 3, gear down).
A330-A340-A350-A380: Set PRIM 1, PRIM 2 and PRIM 3 to OFF on the overhead
panel.
7.2.6 Training Conditions
The proposed exercises should be run in the following conditions:


Aircraft configuration:
o
Weight: Maximum Landing Weight (MLW)
o
CG: Mid CG.
Weather:
o
VMC and IMC (IMC at night should be preferred as being the worst case)
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o

No turbulence unless otherwise specified in recommended exercises.
Altitude:
o
Low altitude definition: When an exercise or a maneuver is specified at low altitude,
the aircraft should be flown between FL100 and FL150.
o
High altitude definition: When an exercise or a maneuver is specified at high
altitude, the aircraft should be flown between FL350 or FMS optimum flight level
(whichever the highest) and the recommended max altitude.
7.2.7 Training Exercises
The tables here below provide the recommended exercises related to undesired aircraft states
prevention, recognition and recovery. As described in 7.2.8.2 “Teaching Recommendations”
(M), (S) and (D) in the column “EXERCISE” indicates the recommended teaching techniques,
(M) for Maneuvers, (S) for Scenarios and (D) for Demonstrations.
7.2.7.1 Manual and Automatic Flight
Note: Head-Up Display (HUD), if installed, should be used for the following exercises.
EXERCISE
Manual
normal,
flight
AIM
DESCRIPTION
in To reinforce pitch and thrust Instructor position: At the instructor
alternate, flying.
station.
and direct law at low
altitude.
To highlight flight control law Event: Perform flight maneuvers in
characteristics
(M)
including normal, alternate and direct law
protections.
(turn, climb, descent and go-around)
with Autopilot (AP) OFF, Flight
Directors (FD) OFF and Autothrust
(A/THR) OFF. Set the Flight Path
Vector (FPV) ON.
Demonstrate normal and alternate
law protections.
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EXERCISE
Manual
flight
AIM
DESCRIPTION
in To develop awareness of Instructor position: At the instructor
normal law at high aircraft behavior near to the station.
altitude.
recommended max altitude.
Event: Adjust the aircraft weight that
(M)
To highlight the importance results in a recommended maximum
of
pitch
and
thrust altitude (REC MAX) at 2000 ft below
awareness.
the aircraft certified ceiling. Position
the aircraft at a flight level close to
this REC MAX FL and at a Mach
number corresponding to the cost
index.
Normal
law.
Normal
operations.
Set AP, FD and A/THR OFF. Set the
FPV ON.
Remind the flight crew that a loss of
automation at high altitude may be
uncommon and that minimal inputs
are required to maintain the safe
flight path in such a case.
Perform flight maneuvers: Turn with
bank angles up to 20°, perform flight
level changes of 1000 ft, in climb and
descent. Highlight the relationship
between pitch variation and resulting
vertical speed. Observe V alpha max
and V alpha protection indications.
Observe how the aircraft behaves at
high altitude compared to how the
aircraft behaves at low altitude.
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EXERCISE
Manual
flight
AIM
DESCRIPTION
in To develop awareness of Instructor position: At the instructor
alternate law at high aircraft behavior near to the station.
altitude.
recommended max altitude.
Event: Adjust the aircraft weight that
(M)
results in a recommended maximum
altitude (REC MAX) at 2000 ft below
the aircraft certified ceiling. Position
the aircraft at a flight level close to
this REC MAX FL and at a Mach
number corresponding to the cost
index.
Normal
law.
Normal
operations.
Set AP, FD and A/THR OFF. Set the
FPV ON.
Activate the alternate law.
Perform
flight
maneuvers
in
alternate law as described above for
the normal law.
Observe V Stall Warning (VSW)
indications.
Management of the To reinforce the appropriate Instructor position: At the instructor
auto-flight system in method for engagement and station.
normal law at any disengagement of the autoaltitude.
Event: Review of AP/FD and A/THR
flight system.
engagement and disengagement.
(M)
To review the effects of autoflight system failures.
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Review of AP failure effects.
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EXERCISE
AIM
DESCRIPTION
Review of A/THR failure effects
(including THR LK).
Note: No specific altitude.
7.2.7.2 Energy Management
Note: Head-Up Display (HUD), if installed, should be used for the following exercises.
EXERCISE
AIM
DESCRIPTION
Energy management To develop awareness of Instructor position: At the instructor
at low altitude.
acceleration
and station.
deceleration capability of the
(M + S)
Event: Review of available engine
aircraft at low altitude.
thrust.
Acceleration from VLS to VMO.
Deceleration from VMO to VLS, with
and without speed brakes effect.
Energy management To develop awareness of Instructor position: At the instructor
at high altitude.
acceleration
and station.
deceleration capability of the
(M + S)
aircraft at high altitude.
Event: Point out the thrust required
to maintain the flight level and the
limited additional thrust available at
MCT or TOGA.
Deceleration to VLS then tentative of
acceleration in level flight. Need for
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EXERCISE
AIM
DESCRIPTION
energy trading (descent) to recover
a normal speed.
Effect of speed brakes at high
altitude (reduction of speed margin
between VLS and VMO/MMO).
7.2.7.3 Unusual Aircraft Attitude
Note: Head-Up Display (HUD), if installed, should NOT be used for the following exercises.
Reversion to PFD is actually recommended for unusual attitude recoveries.
EXERCISE
Unusual
attitude
AIM
DESCRIPTION
aircraft To be able to recognize an Set FFS motion to OFF.
at
altitude.
low unusual aircraft attitude and
to apply appropriately the
“Nose
Nose high.
High”
recovery
technique.
Set AP OFF, FD OFF, and A/THR
OFF.
Activate the alternate law.
------------------------------------------------
D + (M or S)
Option 1: With validated IOS
upset function (refer to 7.2.5.3)
Instructor position: At the instructor
station.
Event: Activate the IOS function
“Nose Up +30° & Bank 60° (left or
right)”.
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EXERCISE
AIM
DESCRIPTION
Ask the trainee to recognize the
situation (visualization) then release
the FFS for the recovery.
-----------------------------------------------Option 2: Without validated IOS
upset function
Instructor
position:
In-seat
instruction.
Instructor initially as PF.
Event:
Speed: Alternate law max speed - 10
kt.
Begin the exercise by smoothly
pitching up to + 30° wings level.
Passing + 20° of
pitch, bank
progressively to 70°.
Ask the trainee to recognize the
situation and apply the appropriate
recovery technique.
Unusual
attitude
altitude.
aircraft To be able to recognize an Set FFS motion to OFF.
at
low unusual aircraft attitude and
to appropriately apply the
“Nose
Nose low.
Low”
recovery
technique.
Set AP OFF, FD OFF, and A/THR
OFF.
Activate the alternate law.
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EXERCISE
AIM
DESCRIPTION
-----------------------------------------------Option 1: With validated IOS
D + (M or S)
upset function (refer to 7.2.5.3)
Instructor position: At the instructor
station.
Event: Activate the IOS function
“Nose Down -20° & Bank 70° (left or
right)”.
Ask the trainee to recognize the
situation (visualization) then release
the FFS for the recovery.
-----------------------------------------------Option 2: Without validated IOS
upset function
Instructor
position:
In-seat
instruction.
Instructor initially as PF.
Event: Speed: Green dot + 10 kt.
Begin the exercise by smoothly
banking up to 70°. Passing 30° of
bank, pitch progressively down to 15°.
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EXERCISE
AIM
DESCRIPTION
Ask the trainee to recognize the
situation and apply the recovery
technique.
Unusual
attitude
aircraft To be able to recognize an Set FFS motion to ON.
at
altitude.
high unusual aircraft attitude and
to appropriately apply the
recovery techniques.
Nose low.
FFS motion should be ON in order to
potentially feel the buffet associated
with load factor during the recovery.
Set AP OFF, FD OFF, and A/THR
OFF.
D + (M or S)
Activate the alternate law.
-----------------------------------------------Option 1: With validated IOS
upset function (refer to 7.2.5.3)
Instructor position: At the instructor
station.
Event: Activate the IOS function
“Nose Down -20°& Bank 70° (left or
right)”.
Ask the trainee to recognize the
situation then release the FFS for
the recovery.
------------------------------------------------
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EXERCISE
AIM
DESCRIPTION
Option 2: Without validated IOS
upset function
Instructor
position:
In-seat
instruction.
Instructor initially as PF.
Event:
Begin
the
exercise
by
smoothly banking up to 70° while
pitching down to -25°.
Ask the trainee to recognize the
situation and apply the appropriate
recovery technique.
7.2.7.4 Approach to Stall
Note: Head-Up Display (HUD), if installed, should not be used for the following exercises.
Reversion to PFD is actually recommended for stall recoveries.
EXERCISE
Approach
to
AIM
DESCRIPTION
stall To be able to recognize the Instructor position: At the instructor
(impending stall) at first indications of a stall station.
low altitude.
situation and to correctly
apply
(M)
the
stall
recovery
procedure.
Event: FFS motion ON.
Recommended
configuration:
Alternate law in clean configuration
then in approach configuration in
turn, then in landing configuration.
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EXERCISE
AIM
DESCRIPTION
Deceleration in level flight until
recognition of stall indications and
application
of
the
recovery
procedure.
Approach
to
stall To be able to recognize the Instructor position: At the instructor
(impending stall) at first indications of a stall station.
high altitude.
situation and to correctly
apply
(M)
the
stall
recovery
Event:
FFS
motion
ON.
Light
turbulence can be considered during
procedure.
this exercise so the trainees can
identify
the
difference
between
turbulence effects and stall buffet.
Recommended
configuration:
alternate
and
law
in
In
clean
configuration.
Recognition of first stall indications
and application of the recovery
procedure.
7.2.7.5 Full Stall
If Operators or ATOs decide to implement full stall training, particularly when their Aviation
Authorities mandate it, Airbus recommends to proceed as follows.
Note: Head-Up Display (HUD), if installed, should not be used for the following exercises.
Reversion to PFD is actually recommended for stall recoveries.
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EXERCISE
Full
stall
altitude.
at
AIM
DESCRIPTION
low To provide the pilots with the Set FFS motion to ON.
experience of the handling
characteristics and dynamic
(M)
cues (e.g., buffet, roll off)
near and at full stall.
To
reinforce
application
of
the
Set AP OFF, FD OFF, and A/THR
OFF.
Activate the alternate or direct law
proper
the
recovery procedure.
stall
(depending on the aircraft type and
its configuration).
-----------------------------------------------Option 1: With ASE function (refer
to 7.2.5.4.2)
Instructor position: At the instructor
station.
Event:
Perform
a
full
stall
demonstration (Use ASE “full stall
demo” function) then a full stall
exercise
(Use
ASE
“full
stall
exercise” function), in one of the
following configuration: clean, or
approach configuration in turn, or in
landing
configuration.
For
the
exercise, the roll-off function should
be used randomly.
-----------------------------------------------Option 2: Without ASE function
Instructor
instruction.
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EXERCISE
AIM
DESCRIPTION
Instructor initially as PF.
Event: The instructor performs the
aircraft configuration as per SOPs.
Full
stall
exercise
should
be
performed in one of the following
configuration: Clean, or approach
configuration in turn, or in landing
configuration. When the aircraft is
stabilized at VLS, the instructor, as
PF, starts slowing down with a
deceleration rate of 1 knot per
second until established in deterrent
buffet. At this point, the instructor
hands over the aircraft to the trainee
who performs the full stall recovery.
Full
stall
at
high
Same recommendations as above
altitude.
with aircraft in clean configuration
and in alternate law.
(M)
7.2.7.6 Exercises Mandated by Aviation Authorities
Beyond the exercises promoted by Airbus and detailed here above, some Aviation Authorities
may mandate specific maneuvers classified as undesired aircraft states and for which the
training could carry important risks of negative learning. The table here below provides
recommendations regarding such exercises.
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EXERCISE
Bounced Landing.
AIM
DESCRIPTION
To apply the appropriate Instructor position: At the instructor
technique in case of high station.
(M)
bounce
at
landing,
as
described in the FCTM.
Event:
During
a
landing
malfunctions,
announce
the
“BOUNCE”
without
instructor
at
main
landing gear touch down so for the
Part of FAA 14 CFR 121.123
requirements
(Extended
crew to apply the technique related
to high bounce at touch down.
Envelope Training).
Even if surprise can be part of the
training, the instructor must clearly
explain, before the training session,
the expected reaction from the flight
crew when the instructor announces
“BOUNCE”. This is in order to avoid
misunderstanding
and
negative
learning.
7.2.8 Educational Approach
7.2.8.1 Instructor Competencies
It is of significant importance that the instructors who provide undesired aircraft states
prevention and recovery training in an FSTD have the specific competencies to provide this
type of training. These specific competencies may not have been developed during previous
instructor qualification training.
Instructors should particularly understand the capabilities and limitations of the FSTDs used
for UPRT and that there may be the possibility of negative learning when there is training
beyond the boundaries of the FSTD training envelope.
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Operators and ATOs should therefore have a comprehensive training and standardization
program in place.
The instructor theoretical training should particularly focus on all of the following aspects:

The principles of flight applicable to UPRT:
o
Influence of the Angle of Attack (AOA), critical AOA
o
Lift/drag ratio, speed stability zone of the thrust curve
o
Factors affecting the critical angle of attack that includes the Mach effect
o
Static and dynamic stability, pilot-induced oscillations
o
High speed flight, critical Mach number.

The capabilities and limitations of the FSTD

The missing critical human factor aspects due to the limitations of the FSTD and how
to provide this information to the flight crew who receive the training (Operators and
ATOs may refer to the IATA “Guidance Material and Best Practices for the
Implementation of UPRT” chapter 9.3.4.).
7.2.8.2 Teaching Recommendations
7.2.8.2.1 Demonstrations
Some exercises are tagged “Demonstration (D)”, particularly for unusual attitude recovery.
For these recovery exercises, instructors should lead and demonstrate the exercises from a
pilot seat. These exercises should be maneuver-based with the assumption that prevention
failed.
The instructor should:

Carefully brief the exercise and highlight that upset prevention is voluntarily failed for
the purpose of the exercise

Fly into the unusual attitude and demonstrate the recovery technique
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
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Finally fly into the unusual attitude while the trainee is requested to stop their
monitoring role by closing their eyes. In this position, the instructor transfers controls
to the trainee.
7.2.8.2.2 Maneuvers
Each exercise tagged “Maneuver (M)” focuses on a single maneuver at a time, independently
of any specific context. As a result, there is no need to trigger a specific event (e.g. failure,
ATC order, or environmental phenomenon) to start the exercise. In this case, the instructor
facilitates or explains the exercise to be performed.
7.2.8.2.3 Scenarios
The exercises tagged “Scenario (S)” should be embodied in a specific phase of a daily
operational flight (e.g. departure and arrival in manual flight, cruise, etc.). In this case, the
instructor triggers an event (e.g. failure, ATC order, environmental phenomenon) to start the
exercises. This event leads the flight crew to discover with or without assistance how to
achieve the exercises. Scenarios should be used after “D” or “M” exercises.
7.2.8.2.4 Surprise
Unanticipated exercises should be conducted during the flight crew training in order to
evaluate the flight crew’s capability to:

Go through surprise

Manage emotions following a startle effect

Recognize the correct undesired aircraft state

Correctly apply the recovery procedures or techniques.
Surprise should however be used with care not to impair the trainees confidence. Confidence
is one of the two pillars of the resilience, the other being the competence. As a result, surprise
should be used only when the proficiency has already been confirmed during maneuver or
scenario-based training.
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7.3 UNRELIABLE SPEED INDICATION
7.3.1 Introduction
This chapter provides guidance to Operators and ATOs to design training of aircraft handling
at high and low altitude with loss of indicated airspeed during type rating and recurrent training.
7.3.2 General Information
This chapter provides a description of recommended exercises including a method to
consolidate the training. The chapter also describes methods by which instructors may
activate unreliable speed indication in an FSTD, in order to be realistic, and therefore to avoid
any negative training.
7.3.3 Training Concept
These exercises aim to develop flight crew resilience in the case of an unreliable speed
indication.
Therefore, the objective is to enhance the competence of each flight crewmember but also to
reinforce their confidence in the procedure.
These exercises should be conducted at regular intervals. Any observed deficiencies should
immediately be addressed via additional training.
7.3.4 Training Items
The exercises described here below constitute an introduction to the [MEM] Unreliable Speed
Indication procedure as described in the FCOM and FCTM.
The exercises include all of the following:

Reinforcement of pitch and thrust settings in normal law at high altitude

Practice of the unreliable speed indication procedure at high altitude and low altitude

Training consolidation.
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7.3.5 Training Media
The purpose of the table here below is to describe methods by which instructors may activate
Unreliable Airspeed in a Flight Simulation Training Device (FSTD) in an acceptable manner.
Method
ADR 1 and 2: OFF
Description
This method is:

Available in all FSTDs

Usable at any altitude/flight level
On the overhead panel, set ADR 1 and 2 to OFF.
When using this method during demonstration, it is
important NOT to complete the ECAM actions because
this would restore airspeed indications on the Pilot Flying
(PF) side.
AIRSPEED CHANNEL FAULT
on 3 ADRs.
This method is:

Available in many FSTDs depending on the
standard

Usable at any altitude/flight level.
On the instructor station, insert AIRSPEED CHANNEL
FAULT on 3 ADRs.
Activate the malfunctions one at a time.
In this configuration, V/S, MACH and ALTITUDE are still
displayed.
ISIS is also available and may be used for comparison.
PARTIAL PITOT BLOCKED or
PITOT INLET BLOCKED,
This method is:

Available in FSTDs that have additional pitot
malfunctions available.

Usable above FL250 only.
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Method
Description
On the instructor station, insert PARTIAL PITOT
BLOCKED or PITOT INLET BLOCKED, corresponding to
2 partially blocked pitot probes.
Activate the malfunctions one at a time with around 20
seconds between each one.
Note: The FSTD failure called “TOTAL PITOT BLOCKED” or “BLOCKED PITOT” corresponds
to an instantaneous full pitot blockage. Airspeed will remain frozen as long as the aircraft
stays in level flight and will increase or decrease if the aircraft respectively climbs or descends.
This FSTD failure does not represent the failure seen at high altitude. Therefore, it is not
recommended to simulate the unreliable airspeed condition using a dual “Total Pitot Blocked”
failure.
For more information on suggested aircraft malfunctions, refer to the A320 FSTD Malfunction
Description Document (MDD).
7.3.6 Training Conditions
The course designer should select an aircraft weight that results in a recommended maximum
altitude (REC MAX) of approximately FL370. The exercise will then take place at FL350, below
the current REC MAX but with limited margins.
7.3.7 Training Exercises
EXERCISE
AIM
DESCRIPTION
Pitch/Thrust settings
To develop awareness and
Instructor position: At the instructor
at high altitude.
confidence in the pitch and
station
thrust settings provided in
the QRH “Unreliable speed
indication” procedure.
Event: Position the aircraft at FL350
and at a Mach number
corresponding to the Cost Index.
Normal Law. Normal Operations.
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EXERCISE
AIM
DESCRIPTION
Set AP/FD and A/THR to OFF.
From the “UNRELIABLE AIR
SPEED INDICATION” procedure,
set the pitch and thrust
corresponding to the real conditions
for level flight.
When the aircraft is stabilized,
observe that the resulting speed is
near to the recommended
turbulence speed.
Compare the GPS altitude
indications with the barometric
altitude indications.
Both flight crew members should
practice the exercise as PF.
The same exercise may be
performed with light to medium
turbulence levels.
Unreliable airspeed
To handle the aircraft at high
Instructor position: At the instructor
at high altitude.
altitude following the
station.
guidance provided by the
QRH “Unreliable speed
indication” procedure.
Event: Position the aircraft at FL350
and at a Mach number
corresponding to the Cost Index.
Normal Law. Normal Operations.
Activate Unreliable Airspeed (see
7.3.5)
ECAM actions may be omitted.
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EXERCISE
AIM
DESCRIPTION
Fly in accordance with the guidance
provided by the “UNRELIABLE
SPEED INDICATION” procedure
for the current weight and altitude.
When the aircraft is stable, increase
pitch by 2 degrees and/or turn
smoothly with15 degrees of bank.
Stall warning may be triggered
depending on the way the aircraft is
handled. In this case, the stall
recovery procedure must be
immediately applied.
Both flight crew members should
practice the exercise as PF.
The same exercise may be
performed with light to medium
turbulence levels. In this case, an
aural stall warning may be triggered
even without a control input from
the pilot.
Unreliable airspeed
To consolidate the training
Instructor position: At the instructor
at high altitude.
by repeating the exercise
station.
without any reference to a
remaining air data and
without reference to the ISIS
/ standby instruments.
Event: Position the aircraft at FL
350 and normal operations (AP/FD
and A/THR ON) and introduce a
failure that results in a loss of
indicated airspeed. (refer to
methods described in 7.3.5 training
media chapter)
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EXERCISE
AIM
DESCRIPTION
Apply the “UNRELIABLE SPEED
INDICATION” procedure (see the
note 1).
After the aircraft is stabilized at high
altitude, descend to FL 250 using
the UNRELIABLE SPEED
INDICATION procedure from the
QRH (see note 2).
Unreliable airspeed
To consolidate the training
Instructor position: At the instructor
at low altitude
by repeating the exercise
station
without any reference to a
remaining air data and
without reference to the ISIS
/ standby instruments.
Event: Position the aircraft at
takeoff When airborne, introduce a
failure that results in a loss of
Indicated Airspeed. (refer to
methods described in 7.3.5 training
media chapter)
Apply the UNRELIABLE SPEED
INDICATION procedure until the
landing.
Note 1: As per FCTM ABNORMAL OPERATIONS / NAVIGATION / ADR CHECK PROC /
UNRELIABLE SPEED INDICATION, if the wrong speed or altitude information does not affect
the safe conduct of the flight, the flight crew do not need to apply the memory items. However
they should go straight to part 2 of the procedure (trouble shooting and isolation portion of the
procedure).
Note 2: Instructors may stop the exercise when the aircraft reaches FL 250 or continue to land.
If the exercise is stopped at FL 250, during the session debriefing, discuss the subsequent
action plan after FL 250: Diversion, continuation of flight, impact for the approach, use of GPS
ground speed, and other options considered useful and appropriate.
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7.3.8 Educational Approach
No specific recommendations.
7.4 PILOT MONITORING ROLE
7.4.1 Introduction
This chapter provides guidance to Operators and ATOs to design a training method by which
pilots may develop and enhance effective monitoring skills during recurrent training.
7.4.2 General Information
The monitoring role is a key safety element and provides a substantial defense in the J.
Reason ‘Swiss Cheese Model’ of error detection and management. Monitoring is rarely a
defined topic in a training program, despite being regularly cited in accident reports. Ineffective
monitoring is not likely to be a direct cause of an accident or incident but good monitoring is a
powerful safety enhancement. Monitoring and error detection form a significant part of the
Evidence-based Training concept, published by ICAO in 2013 (ICAO Doc 9995). Extensive
EBT project analysis of multi-source data revealed weaknesses in the area of monitoring and
clearly indicated a need for a more robust approach to training. Both ICAO Doc 9995, and the
IATA/ICAO/IFALPA EBT Implementation Guide contain guidance material on this subject and
are used here as the basis for Airbus training suggestions. The exercises here are intended
for general guidance and should be modified as necessary for an individual training situation.
Many Operators already include similar exercises within their recurrent training programs. This
document gathers some of these ideas to enhance safety for all Operators.
7.4.3 Training Concept
Airbus reminds Operators and ATOs that specific exercises intended to develop effective
monitoring should be conducted as a learning exercise only and should not be the subject of
assessment. ICAO Doc 9995 amplifies this concept.
Airbus suggests here below a series of instructor-led exercises as part of a recurrent training
cycle. The purpose of these exercises is to:

Emphasize the importance of self-monitoring and error detection
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
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Develop the monitoring capability of the Pilot Monitoring (PM) with respect to aircraft
trajectory, systems and the operational environment

Enhance the understanding of the function of Pilot Flying (PF) towards monitoring

Enhance preparedness to take-over if necessary (Refer to Golden Rules).
Some of these exercises can be conducted with the instructor in their normal seat. However,
in some cases, it is better if the instructor occupies one of the flight crew seats for the exercises
and acts in the role of PF or PM.
As a reminder to instructors, a pilot in training or evaluation should usually never be asked to
mishandle the aircraft, to commit errors, to deviate from SOPs or in any way perform differently
in a training device to the way they are expected to perform in the aircraft. However, it may be
possible, at the discretion of the instructor, to use the private intercom, if available, to conduct
specific monitoring exercises.
The exercises here below intend to be examples of the types of event that may be used.
Events should be programmed in a logical, LOFT style sequence, preferably with more than
one event in a sequence. A facilitated debrief should also follow the training exercise.
7.4.4 Training Items
The reinforcement of the monitoring tasks can be achieved by using some of the following
items:

TCAS event with contradictory ATC instructions

Late wind change on final approach

Erroneous ATC instructions at any time

Subtle Pilot Flying (PF) incapacitation

Wrong thrust lever considered during an engine failure at takeoff

Wrong engine master switch considered during an engine failure at takeoff

TCAS wrongly flown

TCAS over control at high altitude
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
Visual approach flown too high or too low in final approach

Poorly flown go-around

Long float landing with high energy followed by insufficient braking

Undesired aircraft state in final approach

Undesired aircraft state at takeoff.
7.4.5 Training Media
The items here above should be trained in an FSTD qualified for the purpose.
7.4.6 Training Conditions
No specific recommendations.
7.4.7 Training Exercises
EXERCISE
AIM
DESCRIPTION
TCAS with
To reinforce that flight crew
Instructor position: At the instructor
contradictory ATC
should always follow the
station.
instructions.
TCAS system orders by
monitoring it closely, both
as PF and PM.
Event: TCAS event. Contradictory
Air Traffic Control instructions
provided by the instructor (acting as
ATC).
Possible effect: Possible mid-air
collision.
Late wind change on
To demonstrate the
Instructor position: At the instructor
final approach.
effectiveness of monitoring
station.
ALL available information.
Event: Late wind change on final
(around 500 ft) to an “out of limits”
condition.
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EXERCISE
AIM
DESCRIPTION
Possible effect: Out of limit landing
and runway excursion.
Erroneous ATC
To demonstrate the
Instructor position: At the instructor
instructions.
importance of monitoring
station.
ATC instructions closely at
all times and comparing
them with the
Event: Incorrect or erroneous ATC
instructions at any time (wrong
taxiway or wrong runway for takeoff
correct/expected
or landing).
instructions.
Possible effect: Runway incursion.
Subtle incapacitation.
To highlight the importance
Instructor position: In-seat
of monitoring the other pilot
instruction.
and potential need to take-
Instructor as PF.
over as per Golden Rule
Event: Subtle incapacitation by the
number 4.
instructor as PF. This may include
missed FMA calls or expected
responses while still appearing to
perform other tasks normally.
Possible effect: Undesired aircraft
state, loss of mutual monitoring or
loss of control.
Wrong thrust lever
To reinforce close
Instructor position: In-seat
selected during
monitoring of PF actions at
instruction
engine failure.
all times especially during
Instructor as PF.
high stress events.
Event: Wrong thrust lever selected
during engine failure after takeoff
exercise.
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EXERCISE
AIM
DESCRIPTION
Possible effect: Loss of thrust at a
critical moment.
TCAS over control at
To confirm that the PM has
Instructor position: In-seat
high altitude.
a role to play in preventing
instruction
the startle response and
Instructor as PF.
limiting its impact.
Event: TCAS over control at high
altitude.
Possible effect: Undesired aircraft
state, possible loss of control.
Visual approach
To confirm that the PM
Instructor position: In-seat
flown too high or too
must be aware of the
instruction.
low.
trajectory of the aircraft and
Instructor as PF.
to encourage the concept
Event: Visual approach flown too
of take-over.
high or too low, that results in takeover or go-around.
Possible effect: Undesired aircraft
state.
Poorly
around.
flown
go-
To confirm that monitoring
Instructor position: In-seat
the actions of the PF during
instruction
a go-around is vital.
Instructor as PF.
Event: Poorly flown go-around
(especially pitch) where the required
go-around pitch is not reached (e.g.
approximately 10° flown where the
correct figure should be 15°).
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EXERCISE
AIM
DESCRIPTION
Possible effect: Undesired aircraft
state.
Long
float
during
landing.
To confirm that the PM
Instructor position: In-seat
must monitor the flight at all
instruction.
times and immediately
Instructor as PF.
bring to the PF’s attention
Event: Long float during landing with
threats or errors.
high energy followed by insufficient
braking.
Possible effect: Runway excursion.
Undesired aircraft
To confirm that the PM
Instructor position: In-seat
state in approach
must monitor the use of
instruction.
(Part I).
automation and respond
Instructor as PF.
accordingly. Application of
Golden Rules 1, 2, 3 and 4.
Event: During the glideslope capture
from the above technique, the
instructor as PF pulls for OPCLB
when he should select a vertical
speed to capture the glideslope. The
aircraft will climb instead of the
expected descent. The instructor will
then behave in a manner that
suggests that he lost situational
awareness; This will require the PM
to take action.
Possible effect: Undesired aircraft
state.
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EXERCISE
AIM
DESCRIPTION
Undesired aircraft
To confirm that the
Instructor position: In-seat
state in approach
monitoring task includes PF
instruction.
(part II).
monitoring of PM.
Instructor as PM.
To confirm that Golden
Rule 1, “Fly the Aircraft”
should always be the
priority.
Event: Instructor as PM, when
requested by the PF, selects flaps 1
then 2 in sequence. The instructor
as PM, then notices ice buildup on
the ice probe or windscreen wiper.
When requested, the instructor as
PM, selects gear down. However,
when flaps 3 is requested, the
instructor leans forward to look out
the window and selects flaps 1. This
results in an unusual and confusing
situation in which the PF needs to
monitor the situation and recover
accordingly.
Possible effect: Undesired aircraft
state, specifically an unstable
approach.
Undesired aircraft
To confirm that the
Instructor position: In-seat
state at takeoff.
monitoring task includes PF
instruction.
monitoring of the PM.
To confirm that Golden
Rule 1, “Fly the Aircraft”
should always be the
priority.
Instructor as PM.
Event: The instructor as PM selects
flaps up after takeoff instead of gear.
This results in an unusual and
confusing situation for PF.
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EXERCISE
AIM
DESCRIPTION
Possible effect: Undesired aircraft
state, specifically a low energy
situation.
Wrong engine master
To confirm that the
Instructor position: In-seat
switch considered
monitoring task includes PF
instruction.
during an engine
monitoring of PM.
Instructor as PM.
failure at takeoff.
Event: The instructor as PM selects
the wrong engine master switch
during an engine failure at takeoff
procedure.
Possible effect: Wrong engine
shutdown.
7.4.8 Educational Approach
No specific recommendations.
7.5 SIDESTICK PRIORITY LOGIC AND TAKEOVER TECHNIQUE
7.5.1 Introduction
This chapter provides guidance to Operators and ATOs to design a training method by which
pilots may practice the techniques to hand over or take over the aircraft control during type
rating and recurrent training.
7.5.2 General Information
Analysis of in-service events shows that flight crews sometimes use inappropriate techniques
to take over control of the aircraft.
This analysis highlighted two main aspects:
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
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The difficulty for the Pilot Monitoring (PM) to decide about when to take over control of
the aircraft, with the possible result of a late takeover, or absence of takeover.

An inappropriate takeover technique (e.g. absence of priority, or priority not
maintained), that results in a dual input situation.
7.5.3 Training Concept
7.5.3.1 Training Objective
The objective of the training is to ensure that the flight crews correctly manage the handover
and the takeover techniques in several situations.
The training should focus on the following competencies during type rating and recurrent
training:

Knowledge

Communication

Flight Path Management – Manual Control

Problem Solving and Decision Making.
7.5.3.2 Recommended Scenarios and Frequency for Training
Initial training and recurrent training on sidestick priority logic and takeover technique should
include at least one of the scenarios described in 7.5.7.
Training should be repeated in recurrent training on a regular basis (at intervals of no more
than 18 months).
7.5.3.3 Credits between Airbus Fleet
For takeover training, similarities are assessed as sufficient to ensure that training on one
aircraft type is applicable to any other aircraft type. Techniques are the same across all types.
As a result, there is full credit across all Airbus A3XX Fly-By-Wire aircraft.
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7.5.3.4 Underpinning Knowledge
To support the training on the takeover and handover techniques, theoretical training should
focus on:

System aspects related to use of the sidestick

Communication about the observed deviations between PM and PF including
proposed corrections of the flight path (speaking instead of “assisting” with gentle
inputs as on non- Fly-by-Wire flight controls)

The need to take over when necessary, and in accordance with the described
technique

The importance for the pilot who takes over to continue to press the sidestick
pushbutton until the situation is clearly resolved

The importance for the pilot who “loses” the controls to release their hand from the
sidestick.
Theoretical training can be performed via Computer-Based Training, but should be
consolidated by an instructor briefing before practical training.
7.5.4 Training Items
The training related to the use of the sidestick should incorporate the following theoretical and
practical content.
7.5.4.1 Theoretical Training
7.5.4.1.1 Use of Sidestick
As per design, each flight crewmember separately operates their sidestick. If the flight
crewmembers simultaneously use their sidestick, both inputs are algebraically added. As a
result, the aircraft response may be more dynamic than what the PF expects, even if the flight
control laws limit the combined order to the equivalent of the full deflection of one sidestick.
The aircraft response may also be less than expected if the other flight crew member deflects
the sidestick in the opposite direction. Therefore, the flight crew should never perform
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simultaneous inputs, called “dual inputs” and for which the DUAL INPUT aural and visual alerts
are triggered.
7.5.4.1.2 Takeover Technique
Only one flight crewmember must fly at a time.
If a flight crewmember wants to takeover or to transfer the aircraft control, this flight
crewmember must apply the following techniques:

Handover of control: The PF announces: “You have control” to initiate the transfer of
control. After the PM announces: “I have control”, the PF releases the sidestick and
becomes the PM (FCOM/Procedures/Normal Procedures/Standard Operating
Procedures/ Standard Callouts).

Reasons for taking over: There are usually two situations in which the PM may need
to take over control:
o
The PF becomes incapacitated
o
The PF deviates from the intended flight path that jeopardizes the safety of the
flight. In this case, the PM initiates the takeover after a verbal intervention in
order to challenge the actions of the PF. The PM may also immediately initiate
the takeover if circumstances dictate and if there is no time to escalate this
verbal intervention.

In order to takeover, the PM must:
o
Clearly announce “I have control” (and becomes PF after this callout)
o
Press and maintain the sidestick pushbutton until the other flight crewmember
no longer uses their sidestick
o
Simultaneously the other flight crewmember must clearly reply, “You have
control” and release their hand from the sidestick.
If both flight crewmembers press their sidestick pushbutton, the last flight crewmember
to press the pushbutton has priority. To deactivate the other sidestick and take full control, the
flight crewmember should press and maintain the sidestick pushbutton for a prolonged time
(see FCOM/Aircraft Systems/27-Flight Controls for more details).
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7.5.4.1.3 Audio and Visual Indications
If a flight crewmember wants to have priority, this flight crewmember must press the sidestick
priority pushbutton:

An automatic “PRIORITY LEFT (RIGHT)” callout informs the flight crew about the side
that has the priority

A red arrow appears on the glareshield and points in the direction of the flight
crewmember that has the priority.
Figure 1: The Captain has priority
As illustrated in Figure 2, if the First Officer (F/O) moves the sidestick while the Captain has
priority, the green CAPT light comes on. This green indication disappears when the F/O
releases the sidestick to the neutral position.
Figure 2: The Captain has priority and the F/O moves the sidestick
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Figure 3: The F/O has priority and the Captain moves the sidestick
7.5.4.1.4 Dual Input
If both flight crewmembers simultaneously move their sidestick without taking the priority, the
green CAPT and F/O lights flash and the automatic DUAL INPUT audio indicator is triggered.
Figure 4: Aural and visual indications in the case of dual input
7.5.4.2 Practical Training
The practical training related to sidestick priority and takeover technique should include at
least one of the following scenarios:

PM takes over after mismanagement of the approach, with interference from the other
crewmember
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
PM takes over after a mismanaged low level go-around

PF becomes incapacitated at high altitude with an induced steep turn in descent.
7.5.5 Training Media
Practical training should be performed in a FSTD with motion system, minimum training level
D.
7.5.6 Training Conditions
The proposed exercises should be conducted in the following conditions:

Medium weight

Ambient conditions: CAVOK

Light to medium turbulence can be added in later stages of training.
7.5.7 Training Exercises
EXERCISE
AIM
DESCRIPTION
Takeover during
To enable the PM to
approach.
provide advice to
Instructor position: In-seat instruction.
Instructor initially as PF.
correct/enhance PF
handling and then to
Event: Repositioning at 3 NM on final.
take over control of
The PF (instructor) demonstrates
the aircraft.
inconsistent handling and improper
management of the trajectory. The PM
(trainee) must provide verbal advice on
how to correct/enhance. If the trajectory
becomes destabilized, the PM must take
over with the described technique.
The instructor must randomly continue to
interfere, in order to ensure that the trainee
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EXERCISE
AIM
DESCRIPTION
maintains the sidestick pushbutton pressed
until the takeover is clearly resolved.
The exercise should be repeated several
times with different amounts of
destabilization/correction by the PF before
the PM takes over.
Takeover during go-
To enable the PM to
around.
take over control of
Instructor position: In-seat instruction
Instructor initially as PF
the aircraft during a
Event: After a well-stabilized approach, the
mismanaged go-
PF (instructor) creates a mismanaged low-
around by the PF.
level go-around. The PM (trainee) must
take over. The instructor continues to
interfere until the situation is clearly
resolved.
Takeover during
To enable the PM to
incapacitation.
take over the aircraft
Instructor position: In-seat instruction.
Instructor initially as PF
control during an
incapacitation of the
PF.
Event: High altitude, moderate turbulence.
The PF (instructor) becomes incapacitated
(simulates the body blocking the sidestick)
in a steep turn and descent. The PM must
take over with smooth inputs. The instructor
still incapacitated continues to block the
sidestick.
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7.5.8 Educational Approach
7.5.8.1 Instructor competencies for takeover training
It is of significant importance that the instructors who provide takeover training in an FSTD
receive standardized training to be able to deliver this type of training. Some competencies
may not be addressed during previous instructor qualification training. Therefore, Operators
should have a dedicated training and standardization program in place.
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LEFT INTENTIONALLY BLANK
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8
TRAINING AREA OF SPECIAL EMPHASIS
(TASE)
APPENDIX 4: TRAINING AREA OF SPECIAL EMPHASIS
TRAINING AREA
OF
SPECIAL EMPHASIS
(TASE)
CAUTION: FOR INFORMATION ONLY
TASE to be found in the latest available OSD documents published by Airbus
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TRAINING AREA OF SPECIAL EMPHASIS
(TASE)
8.1 INTRODUCTION
Under EASA regulations, Certification Specifications for Operational Suitability Data Flight
Crew Data (CS-FCD) defines Training Area of Special Emphasis (TASE) as:
“Specific knowledge and skills required for the safe operation of an aircraft, use of equipment,
application of procedures or performance of operations”.
TASE are part of the training requirements for pilot type rating training and are mandatory
items for Operators and ATOs under EASA regulations or mandated to comply with
Operational Suitability Data (OSD) regulations.
TASE are organized as follows:

TASE that are applicable to any A3XX Fly By Wire aircraft. These TASE are described
in the document “A320 Operational Suitability Data (OSD) Flight Crew” and integrated
in this manual in Chapter 8.2.

TASE that are specific to the A320 family aircraft are integrated in this manual in
Chapter 8.3.

TASE that are applicable to specific A320 variants or aircraft modifications. These
TASE are described in the document “A320 ODR tables and TASE for variants and
modifications”. They are integrated in this manual in Chapter 8.4, only when they are
applicable to the aircraft MSN used as the reference for this FCTS.
8.2 TASE Applicable to All Airbus A3XX Fly-By-Wire family aircraft
All the following characteristics must be emphasized during the A320 training and are common
to all the Airbus A3XX Fly-By-Wire family aircraft: A320, A330, A340, A350 and A380.
8.2.1 Fly-By-Wire
The following must be included in both type rating and recurrent training:

Knowledge of flight characteristics and the degree of flight envelope protection
provided by the various flight control laws for pitch, roll and yaw control.
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
TRAINING AREA OF SPECIAL EMPHASIS
(TASE)
Procedural and handling consequences following multiple failures that result in
alternate or direct law, both at low and high altitude

Knowledge of the use of side stick controller with a special emphasis on the
relationship between the two controllers and the transfer/takeover of control.
8.2.2 Use of Flight Management System

Knowledge of the various modes of automation

Knowledge and skills related to MFD / FCU use

Recognition of mode awareness and transition modes through the FMA

CRM issue linked to automation (task sharing and crosschecks).
8.2.3 Use of ECAM

Knowledge of appropriate use of ECAM in conjunction with system failures.

Crew discipline for ECAM actions: respect of the depicted procedure, crosscheck of
irreversible actions, aircraft status analysis.
8.2.4 Autothrust system

Knowledge of the thrust control system in conjunction with the “non-moving throttles”

Recognition of all messages associated to Autothrust failure, engagement and
disconnection.
8.3 TASE applicable to A320 family aircraft only
There is no specific TASE applicable to A320 family aircraft only.
8.4 TASE applicable to specific A320 variants or aircraft modifications
There is no specific TASE applicable to the aircraft MSN used as the reference for this FCTS
manual (Refer to Chapter 1.4).
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(TASE)
It is important to remind that it is the responsibility of the Operators or Training Organizations
to:

Identify the configuration of their fleet or the configuration of the aircraft on which the
training is provided.

Identify the TASE applicable to their specific variants or aircraft modifications in the
document “A320 ODR tables and TASE for variants and modifications”.
216
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