TRaining Day A340 rad Circling approach traps.pdf

8/19/2019 TRaining Day A340 rad Circling approach traps.pdf

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Circ ling Traps

Lessons to be learned



Objectives

• To ensure crew are aware of the design criteria for a circlingapproach

• To ensure crew are aware of the SOP for minima and flightpatterns for a circling approach

• To ensure crew are aware of the threats associated with thecircling approach.



Ana lys is of an ac c id en t



The accident

• Air China Flight 129 CFIT accident • April 15 2002• B767-200• Busan, Korea• 129 killed out of 166 passengers and crew

- The Captain survived with extensive injuries.

4



On the centerline – on PAPI!

5

CFIT on a 784 feet hil l 2.2 NM on the extendedcenterline of Busan Runway 18R



Busan ATIS

• Crew initially briefed for an ILS 36L approach• On arrival they received the following ATIS• 500 scattered, 1000 broken, 2500 overcast, rain, mist, visibility

4000 meters, wind 200 14 knots gusting to 20 knots• Captain elected to conduct a CAT C circling approach to R/W

18R, 10,500 feet long• CAT C minimums 700 feet and 3200 meters

6



Busan IAPchart

7

ote:

the display is largely centeredsouth of the airport.2 nm from the RW 18R to thejust visible 500 foot contour.MSA 5100 north.

Critical obstruction on chart is2106 feet.



Busan Circling minimums

8



Busan – Visual aids to Circling (1/2)

• Note the circlingguidance lights.

9



Busan – Visual aids to Circling (2/2)

• Note:- No restriction on use of PAPI.

10



Was the aircraft outside protected airspace? (1/3)

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ICAO PANS OPS area



Was the aircraft outside protected airspace? (2/3)

12

FAA TERPS area



Was the aircraft outsideprotected airspace? (3/3)

13



Downwind too close. Could this happen to you?

• Downwind too close:- 1.1 nm

• Turned base:- 1.75 nm after abeam.

• Aircraft still had 60 degreesto turn when it struck terrainon centerline.

14

Did you know?When you are on a visual downwind at 1500 AGL, therunway appears about 10 degrees below the horizon –looking out the PNFs window.When at 700 AGL, it should only appear 5 degrees below.



Had there been EGPWS fitted………

15

Warnings would have been generated 27 secondsprior to impact …….



Traps on this approach?

• No notice of obstacles within 4 NM of the

18R PAPI• Downwind too close from using the same

sight picture at 700 feet as used at 1500feet to determine downwind spacing

•

Forced to circle because no betterapproach was available• Tailwind - started base leg late

16



Traps on this approach?

• Crew not aware of TERPS Vs PANS-OPS

• Chart centered South, no terrain shown North

• Captain flying right visual approach

• Threat hidden beneath nose

• No local knowledge, “Stay South of freeway”

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Un ders tan d in g Circlin g App roa chProc ed ure Des ign

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What Is A Circling Approach?

Basic Assumptions:• It is a visual flight maneuver • Visual with landing runway or approach lighting aids• At or above MDA unless in a position to land• If visual is lost, a go-around must be executed

- A climbing turn towards the runway, and to establish onpublished missed approach track

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Design Criteria (Pans Ops)

Based on:• Aircraft Category• Aircraft Maneuver Speed• Wind Velocity – 25kt throughout the turn• Bank Angle – Rate 1 Turn or 20º whichever is less• Airport Elevation – 2000ft amsl.• ISA + 15 °

20

Reference: ICAO Pans-Ops Doc 8168 Volume 1 Chapter 4



Design Visual Maneuvering Area

The visual maneuvering

area is determined bydrawing arcs ( Ř) centeredon each runway thresholdand joining those arcswith tangent lines

21

Ř = 2 r) + a straight segment• (r) is the airplane’s turn radius

•the length of the straight segment is fixed for an aircraft CAT



ICAO Pans Ops DesignCriteria

Category C DManoeuvre Speed

(IAS)180kt 205kt

TAS At 2000ft +Wind Factor

215kt 242kt

Radius Of Turn (r) 1.85nm 2.34nmStraight Segment 0.50nm 0.60nm

(Ř ) 4.20nm 5.28nm

22



US TERPS Criteria

23

Cat C Cat DManoeuvring Speed 140kt 165kt

Ř 1.7nm 2.3nm

Minimum Visibility *1-1.5sm

(1600-2400m)2sm

(3200m)

Minimum H.A.A. 450ft 550ftObstacle Clearance 300ft 300ft



Obstacle Clearance & OCA/H(How MDA is worked out)

24

CategoryObstacle

Clearance

Lowest OCA/H Above Aerodrome

Minimum visibility

C 394ft 591ft 3600m (2.0nm)

D 394ft 689ft 4600m (2.5nm)

Example 1:Airc raf t CAT CObstacle height = 107 ft + MOC 394 = 501ftMin. OCH =591ft (higher), so c ircl ing OCH is 591 ft.EY min. circling ht. 1000 AAE 1000-107 = 893 ft above obstacles in area.

Example 2:Airc raf t CAT CObstacle height = 306 ft + MOC 394 = 700 ftMin. OCH = 591ft (lower), so c ircl ing OCH is 700 ft.EY min. circling ht. 1000 AAE 1000-306 = 694 ft above obstacles in area.

PANS OPS example…..TERPS method is s imi lar



Visual Maneuvering (Circling) Area- Not Considered For Obstacle Clearance

It is permissible to eliminate from consideration a particular sector where aprominent obstacle exists in the maneuvering (circling) area outside the finalapproach and missed approach area (Known as the prohibited area)

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Pans-Ops vs. TERPS

26

CAUTION !!!!!

In both PANS OPSand TERPS:No secondaryobstacle clearancearea exists as forother IAP.

A 4000 ft. mountaincould exist at 0.1 nmoutside Ř !!!



Pans-Ops vs. TERPS

27

CAUTION !!!!!

The radius of the

circling area doesnot depend on thecircling height AAE.

Increasing timingpast the “ abeam”

position as afunction of heightcan put you outsideprotected airspace!



Circling Ap proa ch Cha rts- not s o s imple e ither !



Pans-Ops Chart Legends

29



TERPS Chart Legends

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TERPS Margin notation only appears on charts pr inted after 21Nov 2003



IAP Design Indicators (1/2)

31





Crew Ac tio ns to m itig a te the ris k

What you can do?

33



Risk Mitigation (1/3)• Know your obstacle clearance limitations and how they are affected by

non-standard temperatures, winds and aircraft configurations.- PANS OPS or TERPS?

• The Flight Safety Foundation ALAR study showed flying at night wasapproximately 3 times more risky than flying in the daytime.- Night visibility is based on being able to see lights, not on being

able to see unlighted mountains.- Wherever possible, fly the full instrument approach at night taking

full advantage of any vertical guidance you can get regardless ofthe reported visibility.

34



Risk Mitigation (2/3)

• Don’t land just because you have arrived at the destination.- Take the time to access the situation and plan a new course of

action if things have changed from what you planned and briefedbefore.- The most consistent and recurring accident causal factor for the

last 30 years has been poor crew tactical decision making. In theALAR study this factor was present in 74 percent of the accidentswe studied.

- DO NOT make major decisions with just a few seconds of

consideration and discussion.- Where required, hold somewhere safe, take time to make a new

plan, brief it and do it right.

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Risk Mitigation (3/3)

• Keep RA is scan once it becomes alive:

- Readings below 300 feet before you are in the slot, invisual contact on final at one mile will tell you that you aretoo low.

• Use EGPWS to improve Situational Awareness:- It will turn the display of all of that terrain higher than

your aircraft red and you won’t go there.- If you are not looking at the display it will tell you in

sufficient time for all but the most extreme cases.

36



Crew Ac tio ns to m itig a te the ris k

- Staying in the Maneuvering area

37



38

Visual Maneuvering- Standard Case (180 reversal)

For Discussion Purposes Only 38

?? secs



39

Visual Maneuvering- correct displacement abeam

• S = 1.76nm (150kt Groundspeed) or• S = 1.94nm (165kt Groundspeed)

?? secs



Visual Maneuvering- Technique to maintain obstacle clearance

• Set ND to lowest Scale• Ensure Airplane Symbol Stays

Within 2nm From Runway• Fly No Lower than published MDA

until turning final• Fly No Faster Than Approach Speed

40



41

Approximate Rate Of DescentFrom MDA To Touch Down

• At 700ft a.a.l. -------- 300-400fpm• At 1000ft a.a.l. -------- 500-600fpm• At 1200ft a.a.l. -------- 600-700fpm

CAUTION! Approach must be stable 400ft a.a.l.



42

Various Visual Entries are possible!



43

Missed Approach Go-Around

IMPORTANT!

If visual contact is lost with the runway during circling, it isimperative that:

• the pilot flying initiate a climbing turn initially towards therunway of intended landing,

• when establishing the published missed approach track,for the original instrument approach.

DO NOT accelerate above max. circling speed for aircraft category, untilestablished on missed approach track.



44

Should a go-around be necessary after breakoff from theinstrument approach, the missed approach procedureassociated with that instrument approach must be flown.



EY Circling minima

• Discuss!



Type Spe c ific SOP h igh ligh ts -

46

Click here for B777

Click here for A320/330/340



Type Spe c ific SOP h igh ligh ts

- A320/330/340

47



Approach Preparation• Approach Briefing.

Plan/Discuss :- Obstacle clearance available vertically and horizontally

-(PANS OPS or TERPS)- EY minima compared to published minima- How Missed Approach will be flown

• FPLN- Insert F speed as constraint at FAF

• SEC FPLN

- Update the SEC F-PLN as follows:- SEC F-PLN then COPY ACTIVE- Lateral revision on destination and insert landing runway- Keep the F-PLN discontinuity

• PERF- Do not add 50 ft to MDA for the straight in NPA

48



Final Approach

• Fly a stabilized approach at Fspeed, configuration 3 andlanding gear down.

• Level off at the Circling MDA

DO NOT BREAK AWAY fromthe Final Approach track,until you are inside thedesign maneuvering area(PANS OPS / TERPS)

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When Level at Circling MDA & When inside the protected area:PANS OPS/TERPS

NOTES:

•Select TRK/FPA (if not usedearlier)

•A TRK of other than 45 °away from the final approachmay be required.

•Use ND information to stay

inside the protected area.

50



51

Missed Approach Go-Around

IMPORTANT!

• Once the SEC F-PLN is activated, the go-around procedure inthe MCDU will be that for the landing runway rather than theone associated with the instrument approach just carried out.

• Therefore, if visual references were lost during the circlingapproach, the go-around would have to be flown usingselected guidance, following the pre-briefed missed approach

procedure.



Busan charts today



5

End





Circling Approach – Approach Preparation

Circling minimum descent altitude

Regardless of chart minima

OM A minimum altitude is 1000 feet AAL

Obstacle clearance

Identify obstacle threat in manoeuvre area from approachchart

Resource

Use all available resource to enhance safe operationuse MAP, FIX, navigation aids, TERR display



Final ApproachUse V/S, FPA or VNAV to descent to MDA

do not add 50 feet to MDAWhen at MDA, set missed approach

altitudeConfigure gears down with flaps 20 for

circling manoeuvremay be flown with flaps 25 or 30

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DO NOT BREAK AWAY from theinal Approach track, until youre inside the design

maneuvering area (PANS OPS / TERPS)



Circling Approach - Flying the approach




Turn 45 °Time 30 seconds afterturn completed

Adjust for windKeep runway visualat all times

Landing flapsTurn final

Do not descent below MDA untilintercepting visual profile

Use turn trend vector to guide turn to final course

Do not overshoot final course

Recommend to setMAP scale to 10 NM




Intercepting visual descent profile

May start descent below MDADisengage autopilot

PF FD to OFFPM FD cycled and select to ON

Missed approachGo around when lost of visual or unstabilisedTurn towards runwayJoin approach runway published missed approach procedure



Circling Approach – Missed approach





6

End



Operations Manual Part AOPERATING PROCEDURES

Flight Preparation

Chapter: 8.1Page: 26Rev: 12Date: 01 FEB 11

ETIHAD AIRWAYS – UNITED ARAB EMIRATES

8.1.3.6.4. Precision Approach CAT II

Refer to 8.4 AWO (8.4.1.1.)

8.1.3.6.5. Precision Approach CAT III

Refer to 8.4.1.2

8.1.3.6.6. Circling Approach

Circling is the term used to describe the visual phase of an instrument approach required

to position an aircraft for landing on a runway which is not suitably located for a straight-inapproach.

Circle-to land with prescribed flight tracks is an accepted procedure within the meaning ofthis paragraph

The minimum MDH and visibility which are required for visual manoeuvring are as givenin table below.

Ai rcraf t c ategory C D

MDH 1000 ftMinimum meteorological

visibility 3600 m

8.1.3.6.7. Visual Approaches

An approach by an IFR flight when either part or all of an instrument approach procedureis not completed and the approach is executed with visual reference to terrain.

Visual approaches may be conducted under the following conditions:

• Visibility not less than 10000 m.• Visual contact with the runway mandatory at all times.• When requested by ATC to follow preceding traffic, maintain visual contact.

When the visibility is less than 10000 m, a visual approach may be carried out providedthat the aircraft is under positive radar control. Once established on final approach,further descent may be continued below the minimum radar control altitude as long as theadditional criteria below are met :

• Visibility is 5000m or more• Terrain and obstacle clearance can be assured

• Visual contact with the runway at all times• TCAS and EGPWS must be serviceable• At night, final descent shall be made by reference to PAPI / VASI

http://c/Documents%20and%20Settings/jmathew/Application%20Data/Microsoft/TRs/OM-A%20Rev%206/OMA%20Revision%206/8.4%20AWO.doc

http://c/Documents%20and%20Settings/jmathew/Application%20Data/Microsoft/TRs/OM-A%20Rev%206/OMA%20Revision%206/8.4%20AWO.doc



Operations Manual Part AOPERATING PROCEDURES

Flight Preparation

Chapter: 8.1Page: 27Rev: 12Date: 01 FEB 11

ETIHAD AIRWAYS – UNITED ARAB EMIRATES

8.1.3.6.8. Visual Circuit

An approach conducted using visual references descending from MSA and from a pointwithin 5 nautical miles of the airport. At least three segments of the manufacturersapproved visual approach procedure must be flown (i.e. downwind, base leg and final).The downwind leg, flown at or above 1500ft AAL, must commence abeam the upwindthreshold.

These approaches may be conducted under the following conditions:

• In VMC conditions at all times• 5000 m of visibility• Clear of cloud, vertically by 300 m and horizontally by 1500 m

• Day time operation only• Terrain clearance can be maintained at all times• TCAS and EGPWS must be serviceable.

8.1.3.6.9. Precision Radar Monitoring (PRM) Approaches

The PRM approaches may be conducted where applicable provided both flight crewmembers have completed the required training with ETIHAD.

8.1.3.6.10. Effect of failed or downgraded ground equipment

These instructions are intended for pre-flight and pre-approach. It is not expectedhowever that the Commander would consult such instructions after passing the approachban point. If ground aids failure is announced on final approach, the approach could becontinued at the Commander’s discretion. If, however, failures are announced beforefinal, their effect on the approach should be considered as described in table below, andthe approach may have to be stopped to allow review.

Conditions applicable to the table below:

• Multiple failures of runway lights other than indicated in table below are not

acceptable• Deficiencies of approach and runway lights are treated separately• Category II or III operations – A combination of deficiencies in runway lights and RVR

Assessment equipment is not allowed.• Failures other than ILS affect RVR only and not DH• “No DH” operations – the commander should ensure that for aircraft authorised to

conduct “No DH” operations with the lowest RVR limitations, the following applies inaddition to the content of the table below.- RVR: At least one RVR value must be available at the airport- Runway lights:

- No runway edge lights, or no centre lights – Day only min RVR 200m

- No TDZ lights – No restrictions- No standby power to runway lights – day only RVR 200m



A330/A340 FLIGHT CREW TRAINING MANUAL

NORMAL OPERATIONS

CIRCLING APPROACH

ETD A330/A340 FLEET NO-130 P 2/6FCTM 15 JUN 10

FINAL INSTRUMENT APPROACH

Applicable to: ALL

The crew will fly a stabilized approach at F speed, configuration 3 and landing gear down.

CIRCLING APPROACH

Criteria: LR, A3401 Applicable to: MSN 0748-0783, 0829, 0837, 0870-0933, 1030, 1040

When reaching circling minima and with appropriate visual reference for circling:• Push the FCU ALT p/b.

• Select TRK/FPA• Select a TRK of 45 ° away from the final approach course (or as required by the publishedprocedure

• When wings level, start the chrono• Once established downwind, activate the SEC F-PLN to take credit of the "GS mini" protection in

final approach when managed speed is used. Additionally, the landing runway will be shown onthe ND and the 10 nm range should be selected to assist in positioning onto final approach

• By the end of the downwind leg, disconnect the AP, select both FDs off and keep the A/THR• When leaving the circling altitude, select the landing configuration• Once fully configured, complete the Landing Checklist.

If the flight crew finds no visual reference:• AT MAP : Initiate go-around

Once the SEC F-PLN is activated, the go-around procedure in the MCDU will be that for the landingrunway rather than the one associated with the instrument approach just carried out. Therefore, ifvisual references were lost during the circling approach, the go-around would have to be flown usingselected guidance, following the pre-briefed missed approach procedure.




NORMAL OPERATIONS

CIRCLING APPROACH


low visibility circling approach

CIRCLING APPROACH

Criteria: LR, A3302 Applicable to: MSN 0658-0737, 0788-0824, 0832, 0852-0868, 0975-0991, 1032, 1070-1167

When reaching circling minima and with appropriate visual reference for circling:• Push the FCU ALT p/b.• Select TRK/FPA• Select a TRK of 45 ° away from the final approach course (or as required by the published

procedure

• When wings level, start the chrono






NORMAL OPERATIONS

CIRCLING APPROACH


low visibility circling approach



AIRBUS INSTRUCTOR GUIDEPage: 6-3-1

Revision:Date:

0127.03.2011

RECURRENT TRAINING & CHECKING PROGRAM Section 3: Recurrent Flight Training General Instructions

© ETD INSTRUCTOR GUIDE ALL

1.2. RECURRENT FLIGHT TRAINING MODULE

This section includes the lesson plans and specific instructor actions required to properly facilitate the A320 / A330/340 Recurrent Flight Training Module.

1.2.1. Overview

1.2.1.1. General

The simulator scripts are designed to accommodate a normal crew pairing of one captain and one first officer. However, specialized instructions have also been included to accommodate Instructor – Instructor crew pairing. If the session time ends prior to completing all of the required items, the lesson must be recorded as incomplete. As each instructor becomes more familiar with the lesson, the efficiency of the simulator periods will increase. Repositioning beyond what is scripted should be kept to a minimum.

1.2.1.2. Briefings

The instructor is expected to utilize the briefing period to thoroughly cover the assigned/applicable briefing material in accordance with the specified instructor actions.

1.2.1.3. Simulator Sessions

Each recurrent flight training simulator script has been thoroughly tested, and the planned time for each session should be sufficient to complete all scripted maneuvers. Any required task repeats should be accomplished where they will require the least amount of time to perform.

Maneuvers and Procedures is not LOFT. During this session, the instructor is expected to actively provide “training”. This instructor will pause/intervene and if required demonstrate to ensure pilots are trained to proficiency.

Headset use is optional.




Revision:Date:

0127.03.2011



1.2.2. Lesson Plans

1. Lesson 1: Maneuvers and Procedures Training

a. Objective: To train a specific set of skills relating to a targeted set of flight tasks.

b. Planned Time: 06:30

1) Briefing: 1.5 Hours

2) Simulator Period: 4.0 Hours

3) Debriefing: 0.5 Hours

c. Location: Briefing Room, Full Flight Simulator and De‐briefing Room

d. Equipment:

1) Full Flight Simulator

2) Desktop Computer & Display Monitor

e. Courseware: (As applicable for the specific aircraft type.)

Instructor Guide Jeppesen ChartsShare Point Presentations: RNAV/Circling Quick Reference Handbook (QRH) FCOM Volume 1 – 4 Normal ChecklistOperations Manual (OM) A, B, & C Skybook

f. Flight Training Tasks:

AIRCRAFT SPECIFIC TASKS

1 Engine – Start with External Power2 Engine – Start Malfunction3 Engine – Fire Detect 4 Hydraulic – G+Y SYS LO PR5 Autopilot – FCU 1+2 FAULT6 Fuel Dumping (Simulated) (A340 ONLY)7 Incapacitation of Flight Crew member8 Other emergency procedures – Overweight Landing 9 Landing with Two Engines Inoperative (A340 ONLY)LVP REQUIREMENTS 1 LV Approach with CM 1 incapacitation

OPERATIONAL PROCEDURES TRNG REQUIREMENTS

1 Circle to Land 2 Cold Weather Operations3 Contaminated Runway OperationsRNAV APPCH TRNG REQUIREMENTS

1 RNAV (GNSS) approaches to |LNAV and LNAV/VNAV minima2 System failures leading to a go‐around

CARNARSIE APPCH TRNG REQUIREMENTS (A340 only)

1 Approach to Land




Revision:Date:

0127.03.2011



g. Instructor Actions:

1) Briefing Period

a) Facilitate the Preflight Briefing, initially utilizing the Pre ‐briefing Power Point presentations provided on the Share Point Instructor Page.

b) Conduct a general review of the profiles and procedures of the tasks listed in the pre ‐briefing presentation. This should focus primarily on the common errors associated with each task/exercise.

c) Instructors that have not attended an Instructor/ Examiner Semester Briefing on RNAV approaches are not authorized to conduct the briefing or simulator elements of RNAV approach training.

2) Flight Training Period a) Set up the simulator in accordance with the following guide:

Aircraft Position

Reference Airport: Runway/ Gate:

A340 New York KJFJ Runway 04L GATE 30

A320 / A330: Istanbul LTBA Runway 35R GATE: GENERIC

Initial Environmental Conditions

QNH:996 A: 2941 Wind: 360/20 Gust: 0 Ground Temp: ‐5o C

Ceiling: 800 OVC Tops: 25000 Rwy: WET SNOW 4mm

Time of Day: DAY

Turbulence: 15% Visibility: 3000 M Standard Wind Gradient: NO

Aircraft Status

Parameters A320 (EIG) A330 (EYO) A340 (EHF)

Aircraft ZFW: 55.0 160.0 240.0

Fuel Onboard: 15.0 30.0 40.0

Aircraft CG: 30.0% 30.0% 30%

Malfunction Status

MEL: APU BLEED U/S – ATA 36

b) Conduct the session in accordance with the guide in the tables below. Refer to the expanded instructor notes where indicated in the Amplified Instructor Actions (AIA) section of this lesson plan.

c) Where the automatic lesson plan has been programmed, selecting the appropriate Lesson ‐Part ‐Exercise (i.e. A330 Recurrent Training ‐ PART A‐ A3 etc.) will automatically program the required instructor actions.

d) Record all simulator defects.

e) Where RNAV training has not been conducted due to instructor qualifications, send an email to your MFT, copied to [email protected].

3) De‐Briefing Period a) Facilitate the De‐briefing.

b) Complete the applicable areas on Form TS‐1.

c) Complete the RNAV approach training form, if training has been completed.









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3.03.08 P 1

SEQ 900 REV 32

STANDARD OPERATING PROCEDURES

ENGINE START

ALL

A340

CM2:

– ELAPSED TIME ......................................................................................... AS REQDStart elapsed time at push back or if push back is not required at first engine start.

CM1 :

– ENG START selector ............................................................................. IGN STARTThe ENG page is displayed on the ECAM's lower display.

– ANNOUNCE ............................................................. “ STARTING ENGINE 1 and 2”Engines 1 and 2 are usually started first (Engine 2 powers the blue hydraulic system,which pressurizes the parking brake).

– MASTER switch 1, then 2 ................................................................................... ON• Wait until the ENG 1 N3 is at about 10 % before switching the ENG 2 MASTER

switch ON (to permit correct operation of the No Break Power Transfer).• Do not turn the MASTER switch ON before all amber crosses and messages have

disappeared on the engine parameters (upper ECAM display).Note : Above 10,000 feet, start one engine at a time.

Note : The low oil level advisory may be triggered during engine start. The startsequence should not be aborted, unless the OIL PRESS or OIL LOW PRESSwarnings are triggered.

Parameter callouts are not mandatory.

AUTOMATIC ENGINE START

ON ECAM UPPER DISPLAY ON ECAM LOWER DISPLAY

N3 increases. Corresponding start valve in line.Bleed pressure indication is green.Oil pressure increases.

At 25 % N3 :– FFincreases

Indication of the active igniter (A or B)

30 seconds (maximum) after fuel is on :– EGT increases– N1increases

At 50%N3 : Start valve crossline.

Igniter indication off.

A



3.03.08 P 2

SEQ 900 REV 32


ENGINE START

ALL

A340

When idle is reached (AVAIL indication is displayed) :

– MAIN AND SECONDARY ENG. IDLE PARAMETERS ............ CHECK NORMAL At ISA sea level : EPR about 1.00

N1 about 17 %N2 about 48 %N3 about 59 %EGT about 384 CFF about 472 kg/h (1040 lb/h)

– ANNOUNCE ............................................................. “ STARTING ENGINE 3 and 4”

– MASTER switch 3 then 4 (ENG 4, when ENG 3's N3 is at about 10 %) ........... ONSame procedure as for Engines 1 and 2.

GROUND RUN UP - DANGER AREAS

A



3.03.09 P 1

SEQ 900 REV 32


AFTER START

ALL

A340

CM1: – ENG START selector ............................................................................... NORM

• Turning the ENG START selector to NORM indicates the end of the startsequence. AFTER START actions may be performed.

• ON the ECAM's lower display, the WHEEL page replaces the ENG page.

Note : If the ENG START selector is not switched to NORM, the WHEEL pageautomatically replaces the ENG page, 15 seconds after the last engine start.

• Leaving the ENG START selector at the START/IGN position would preventcontinuous relight selection on ground (would be supplied at lift-off). Theselector must be cycled to recover normal control of ignition.

• After start, to avoid thermal shock, the pilot should operate the engine at idle,or near idle, for at least 3 minutes (5 minutes, if the engine has been shut downfor 1.5 hours or more) before advancing the thrust lever to high power. Taxi timeat idle may be included in the warm-up period.

– APU BLEED ................................................................................................. OFF• Turn APU BLEED off, just after engine start, to avoid ingestion of engine

exhaust gases.• APU BLEED valve closes, ENG BLEED valves open.

– ENG ANTI-ICE .................................................................................... AS RQRDNote : . Icing conditions may be expected when the OAT (on ground and for takeoff),

or the TAT (in flight), is 10 degrees C or below, and there is visible moisture inthe air (such as clouds, fog with low visibility, rain, snow, sleet, ice crystals), or when standing water, slush, ice or snow is on the taxiways or runway.

• When on ground, in icing conditions at idle, and in temperatures less than + 1degree C (34 degrees F), the following additional procedure is recommended toshed any possible ice on the fan : Accelerate the engine to 50 % N1 for ten seconds

just prior to takeoff and, if holding on the ground, do this once every hour.•

When there is freezing fog, and the engine idle time is longer than 60 minutes(including previous flight's taxi-in and taxi-out for a next flight) : Every 60 minutes(cumulative taxi time), apply the procedures for shedding any ice that may haveaccumulated in the engine core (Refer to Supplementary Techniques 3.04.70).

AFTER START

A







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ABNORMAL OPERATIONS

OPERATING TECHNIQUES

ETD A330/A340 FLEET AO-020 P 21/34FCTM 15 JUN 10

If the approach is flown at less than 750 ft RA, the warning "L/G NOT DOWN" will be triggered."TOO LOW GEAR" warning is to be expected, if the landing gear is not downlocked at 500 ft RATherefore, if weather conditions permit, it is recommended to fly a higher circling pattern.

ONE ENGINE INOPERATIVE GO-AROUNDApplicable to: ALL

13 A one engine inoperative go-around is similar to that flown with all engines. On the application ofTOGA, rudder must be applied promptly to compensate for the increase in thrust and consequentlyto keep the beta target centred. Provided the flap lever is selected to Flap 1 or greater, SRS willengage and will be followed. If SRS is not available, the initial target pitch attitude is 12.5 °. The

lateral FD mode will be GA TRK (or NAV if option installed) and this must be considered with resto terrain clearance. ALT should be selected at the engine inoperative acceleration altitude, with theflap retraction and further climb carried out using the same technique as described earlierRefer to AO-020 ENGINE FAILURE AFTER V1.

TWO-ENGINE INOPERATIVE LANDING14Applicable to: MSN 0748-0783, 0829, 0837, 0870-0933, 1030, 1040

The two-engine inoperative landing is in the scope of the aircraft certification process.

PROCEDUREShould a two-engine inoperative landing be performed:• Fuel jettison should be considered, if time permits• A longer than normal straight in approach or a wide visual pattern is preferred• During the approach, the packs should be selected off or supplied by the APU to maximize

engine thrust.• In case of two engines inoperative on the same wing, large thrust variation should be minimiz

as it will exacerbate the handling of asymmetric flight.• Similarly, Flaps 2 should be selected one dot below GS to minimize thrust variation (or 2 000

above ground at the latest)• Gear down and Flaps 3 selection (or as instructed by the ECAM) should be delayed until

established on final approach• For final approach, speed will be selected to VLS on PFD. (which equates to VMCL-2 in case

two engines inoperative on the same wing).• When committed to land, speed may be managed. The magenta speed target drops to VAPP

i.e. below VLS on PFD. The ATHR must be disconnected and the speed reduced to VAPPusing manual thrust.




ABNORMAL OPERATIONS

OPERATING TECHNIQUES


Note: In case of 2 engines failed on the same wing, VLS on the PFD takes into consideration

VMCL-2 whereas VAPP (displayed in magenta) and MCDU VLS do not take VMCL-2 into consideration.In case of landing gear gravity extension (Engines 1+4 failed, or engines 2+3 failed),the commit point will be at gear down selection. In the other cases, it will be when flying below VMCL of the associated configuration on the approach.

TWO-ENGINE INOPERATIVE FLIGHT PATTERN

THRUST LEVERS MANAGEMENT IN CASE OF INOPERATIVE REVERSER(S)Applicable to: ALL

PREFACE

This section provides recommendations on thrust levers management in case of inoperativereverser(s). These recommendations are applicable in case of in-flight failure (including enginefailure) and/or in case of MEL dispatch with reverser(s) deactivated.

AT LEAST ONE REVERSER OPERATIVE

If at least one reverser is operative, the general recommendation is to select the reverser thruston all (A340)/both (A330) engines during rejected takeoff (RTO) and at landing, as per normalprocedures.




Revision:Date:

0127.03.2011

RECURRENT TRAINING & CHECKING PROGRAM Section 4: Recurrent Flight Training Lesson Plans


A5 AIA FCU 1 + 2 FAULT PRESET/ACTIVATE FCU FAULT (any one channel) at 100 KTS

Immediately when flaps retracted: PRESET/ACTIVATE: FCU FAULT (second channel)

A6 AIA

A340 Only FUEL JETTISON PROCEDURE A340 Only After QRH procedure complete: SET FUEL: 25000 KG

ALL OVERWEIGHT LANDING PROCEDURE

A7

1:30 AIA MANUAL RAW DATA ILS and LANDING

PART B– (PF: CM2) HYD G+ Y FAULT TRAINING

RESET ALL MALFUNCTIONS CHECK: GW / GWCG / SPEEDS AUTO BRAKE T/O / STAB TRIM / T/O CONFIG RECALL CAPTURE 1 ENVIRONMENT: RWY: DRY

A320

FMGS INIT: CITY PAIR: LTBA‐LTBA FUEL: 7.0

T/O SPEEDS: F68 137/137/138 CONFIG 1+F (RWY DRY, PACKS ON)

A330

FMGS INIT: CITY PAIR: LTBA‐LTBA FUEL: 20.0

T/O SPEEDS: F61 125 / 130 / 136 CONFIG 2, (RWY DRY, PACKS OFF)

A340

FMGS INIT: CITY PAIR: KJFK – KJFK FUEL: 25.0

T/O SPEEDS: F74 140 / 143 / 152 CONFIG 3, (RWY DRY, PACKS OFF)

EX AIA Task # Tasks & Instructions

B1 AIA A340 Only

JFK ATIS: 350/20 2SM OVC 1500 M05/M07 A2941 RWY DRY

SELECT CAPTURE 2 AT T/O POSITION “ETIHAD 340, CLEARED MERIT 3 DEPARTURE, SQAWK 3511” NORMAL TAKE OFF

B1 AIA A320 / A330

IST ATIS: 350/20 3000M OVC 1500 M05/M07 QNH 996 RWY DRY

SELECT CAPTURE 2 AT T/O POSITION “ETIHAD 340, CLEARED MAKOL 1Z DEPARTURE, SQAWK 3511” NORMAL TAKE OFF

B2 AIA HYD G + Y SYS LO PR PRESELECT (1000FT): G RSVR LO LVL/LO PR (QUANTITY = 0)

DURING ECAM ACTION: Y ENG PUMP LO PRESS

B3

2:00 AIA ILS APPROACH AND MANUAL LANDING

TAKE A 10 MINUTE BREAK





ETD ALL



ETD ALL




OPERATIONAL PHILOSOPHY

ECAM

ETD A330/A340 FLEET OP-040 P 8/10FCTM 15 JUN 10

USE OF SUMMARIES

Applicable to: ALL3 GENERAL

SUMMARIES consist of QRH procedures, and are designed to assist the flight crew to manageapplicable actions, in the event of anELEC EMER CONFIG ECAM warning or a dual hydraulicfailure.In any case,ECAM actions should be applied first (actions and STATUS review). The PNFshould refer to the applicable QRH SUMMARIES, only after announcing: "ECAM ACTIONSCOMPLETED".When a failure occurs, and after performing the ECAM actions, the PNF should refer to the"ACTUAL LANDING DISTANCES WITH FAILURE WITHOUT REV" table of the SUMMARIES, todetermine the landing distance with failure.For dry and wet runways, the Actual Landing Distances with failure are provided in theSUMMARIES.For contaminated runways, only the LDG DIST Factors are provided in the SUMMARIES.As mentioned, the landing distance and the LDG DIST Factors provided in the SUMMARIES donot take into account the credit of the reverser thrust. However, if necessary, the flight crew canstill compute an ACTUAL LANDING DISTANCE WITH REV by referring to the QRH part 2.Also, the landing distances provided in the SUMMARIES do not take into account possibleadditional factor linked to the "APPR COR". Therefore, the PNF must check in the "CRUISE"section of the SUMMARIES whether an "APPR COR" appears in the VAPP formula.

Two different cases are possible:‐ There is no "APPR COR", the flight crew must consider the landing distance with failure

computed before to divert, or not.‐ There is an "APPR COR". In this case, the PNF should refer to the VAPP computation

methodology (QRH part 2) in order to determine whether an "Additional Factor" is applicable.The flight crew must consider the resulting landing distance to divert, or not.

APPROACH PREPARATIONAs usual, approach preparation includes a review of the ECAM STATUS.After reviewing the STATUS, the PNF should refer to the "CRUISE" section of the SUMMARIES,to determine the VREF correction, and compute the VAPP.This assumes that the PNF is aware of the computation method, and uses the VREF displayed onthe MCDU (with the updated destination). The SUMMARIES provides a VREF table, in the eventthat failure results in the loss of the MCDU.The LANDING and GO-AROUND sections of the SUMMARIES should be used for theapproachbriefing.




OPERATIONAL PHILOSOPHY

ECAM

ETD A330/A340 FLEET OP-040 P 9/10FCTM 15 JUN 10

APPROACH

To perform the APPR PROC, the APPROACH section of the SUMMARIES should be read (mabecause of the flap extension procedure, that does not entirely appear on the ECAM).This assumes that the recommendations, provided in this part of the SUMMARIES are sufficienfor understanding, and that it will not be necessary for the flight crew to consult the "LANDINGWITH FLAPS (SLATS) JAMMED” paper procedure.The PNF should then review the ECAM STATUS, and check that all the APPR PROC actionshave been completed.

sequence




ABNORMAL OPERATIONS

HYDRAULIC


HYDRAULIC GENERATION PARTICULARITIES

Applicable to: ALL

PREFACE

The hydraulic generation may come from:• The engine driven pumps• The RAT• The electrical pumps• The hand pump

RAT and electrical pumps have some particularities that need to be highlighted.

RAT

The RAT may be extended manually by pressing the RAT MAN ON pushbutton or may deployautomatically.The RAT is designed to supply flight controls and the Emergency Generator e.g. in all enginesflame out case. It can cover high transient demand from flight controls.

The RAT deploys automatically in the event of:• An all engines flame out• In some cases of dual hydraulic LO LVL (Refer to FCOM/DSC-29-10-20 RAM AIR TURBINE

(RAT))The dual hydraulic LO LVL signal is used for the RAT automatic deployment logics. The purposof these logics is to cover the case of an engine burst affecting several hydraulic lines. It should bnoted that, even in case of the green hydraulic circuit LO LVL, the RAT could pressurize the grehydraulic circuit.The RAT flow varies between 15 % and 45 % of an engine driven pump flow capability accordinto the aircraft speed.RAT must not be used in case of green hydraulic overheat.At low speed, the RAT stalls. Some anticipation is required from the crew to carry out a safelanding.

ELECTRICAL PUMPS

These electrical pumps are not designed to replace the Engine Driven Pump to supply flightcontrols, as they are power limited (the hydraulic electric pump flow represents 18 % of an engindriven pump flow) and they cannot cover high transient demand from flight controls. Furthermoif they were used in case of dual hydraulic failure, they could degrade the aircraft handling (FligControl jerk).As a general rule, do not manually select a HYD ELEC PUMP ON, except temporarily, to retrac

the spoilers if they remain out after a hydraulic failure.




ABNORMAL OPERATIONS

HYDRAULIC


DUAL HYDRAULIC FAILURES

Applicable to: ALL

PREFACE

Single hydraulic failures have very little effect on the handling of the aircraft but will cause adegradation of the landing capability to CAT 3 Single. Dual hydraulic failures however, althoughunlikely, are significant due to the following consequences:• Loss of AP• Flight control law degradation (F/CTL PROT)• Landing in abnormal configuration• Extensive ECAM procedures with associated workload and task-sharing considerations• Significant considerations for approach, landing and go-around.

GENERAL GUIDELINES

It is important to note that the AP will not be available to the crew but both FD and A/THR stillremain. Additionally, depending on the affected hydraulic circuits, aircraft handling characteristicsmay be different due to the loss of some control surfaces. The PF will maneuver with care to avoidhigh hydraulic demand on the remaining system.The PF will be very busy flying the aircraft and handling the communications with the flight controlsin Alternate Law.A double hydraulic failure is an emergency situation, with red LAND ASAP displayed, and aMAYDAY should be declared to ATC. A landing must be carried out as soon as possible bearing inmind, however, that the ECAM actions should be completed prior the approach.PF will then require the ECAM actions. A clear reading of STATUS is essential to assess theaircraft status and properly sequence actions during the approach.This failure is called a "complex procedure" and the QRH summary should be referred to uponcompletion of the ECAM procedureRefer to OP-040 USE OF SUMMARIES .While there is no need to remember the following details, an understanding of the structure of thehydraulic and flight control systems would be an advantage. The F/CTL SD page and the Ops

Data section of the QRH provide an overview of the flight controls affected by the loss of hydraulicsystems.

The briefing will concentrate on safety issues since this will be a hand flown approach with certainhandling restrictions:• Use of the selected speeds on the FCU.• Landing gear gravity extension• Approach configuration and flap lever position• Approach speed VAPP• A stabilized approach will be preferred• Tail strike awareness




ABNORMAL OPERATIONS

HYDRAULIC


• Braking and steering considerations• Go around call out, aircraft configuration and speed

REMAINING SYSTEMS

Criteria: RR, 330-200, 330-200F, 330-3001 Applicable to: MSN 0658-0737, 0788-0824, 0832, 0852-0868, 0975-0991, 1032, 1070-1167

Remaining systemsFlight phase Systems HYD G+B SYS LO PR HYD G+Y SYS LO PR HYD B+Y SYS LO P

Auto pilot Inop Inop InopControl law ALTN LAW ALTN LAW ALTN LAWStabilizer Avail Avail Inop(2)

Spoilers 2 SPLRS/wing 2 SPLRS/wing 2 SPLRS/wingElevator R ELEV only L ELEV only Avail

Cruise

Aileron L+R OUTR AIL only L+R INR AIL only AvailSlats/Flaps FLAPS slow only SLATS slow only SLATS/FLAPS slow

L/G extension Gravity Gravity Gravity(3)

Braking ACCU only(1) ALTN BRK only NORM BRK onlyAnti skid Inop Avail Avail

Nose wheel steering Inop Inop Inop

Landing

Reverse REV 2 only REV 1 only Inop

Go/around L/G retraction Inop Inop Inop(1) After stopping, the parking brake may be inoperative due to low blue system accumulator pressure.(2) The elevators remain operative and the auto trim function remains available through the elevators (3) For approach, landing gear will be extended by gravity to preserve green system integrity for flight controls.

REMAINING SYSTEMS

Criteria: RR, 340-500, 340-6002 Applicable to: MSN 0748-0783, 0829, 0837, 0870-0933, 1030, 1040

Remaining systemsFlight phase Systems HYD G+B SYS LO PR HYD G+Y SYS LO PR HYD B+Y SYS LO P

Auto pilot Inop Inop InopControl law ALTN LAW ALTN LAW ALTN LAWStabilizer Avail Avail Inop(1)

Spoilers 2 SPLRS/wing 2 SPLRS/wing 2 SPLRS/wingElevator R ELEV only L ELEV only -

Cruise

Aileron L+R OUTR AIL only L+R INR AIL only AvailSlats/Flaps FLAPS slow only SLATS slow only SLATS/FLAPS slow on

L/G extension Gravity Gravity Gravity(2)

Braking B ACCU PRESS only ALTN BRK only Avail

Landing

Anti skid Inop Avail AvailContinued on the following page



ETD MSN 0748-0783



ELEC EMER CONFIG & SUMMARYSMOKE/TOXIC FUMES REMOVALSMOKE/AVIONICS SMOKEDUAL HYDRAULIC FAILURE SUMMARYLOSS OF BRAKINGEGPWS ALERTSTCAS WARNINGS

ALL ENG FLAME OUTDITCHINGEMER DESCENTFORCED LANDING

ON GROUND EMER/EVACUATION

ABNORMAL

MCDU FAILURECOCKPIT DOOR FAULTRUDDER JAM/RUDDER PEDAL JAMRUDDER RUNAWAY TRIMLANDING WITH SLATS/FLAPS JAMMEDNO FLAPS NO SLATS LANDINGLOW ENERGY WARNINGFUEL LEAKGRAVITY FUEL FEEDINGFUEL IMBALANCETRIM TANK FUEL UNUSABLEDOUBLE PROBE HEAT FAILUREDISPLAY UNIT FAILUREECAM SINGLE DISPLAYDISPLAY DISCREPANCYL/G GRAVITY EXTENSIONLANDING WITH ABNORMAL L/GRESIDUAL BRAKING PROCIR ALIGNMENT IN ATT MODEFM/GPS POS DISAGREE

ADR 1+2+3 FAULT ADR DISAGREE/ADR CHECK PROCUNRELIABLE SPEED INDICATIONDUAL BLEED FAULTENG RELIGHT IN FLIGHTENG STALLENG HIGH VIBRATIONENG TAILPIPE FIREOVERWEIGHT LANDINGCOCKPIT WINDSHIELD /WINDOW CRACKEDVOLCANIC ASH ENCOUNTERBOMB ON BOARDRESET OF COMPUTERS

ECAM ADVISORY CONDITIONSVapp DETERMINATIONLDG CONF/APP SPD/LDG DIST FOLLOWING FAILURES

FCU FAILURE

ECAM message isAUTO FLT FCU FAULT

Autopilots (including FDs) and autothrust may be lost depending on thefailure.Total loss of FCUBaro ref STD is only available therefore a pilot correction to altitude mustbe made (30’ per hPa).The STBY altimeter and baro reference will still be available.* All FCU selections are lost* SPEED SEL flag is displayed on the PFD* ALT SEL flag is displayed on the PFD* CAT 1 can still be performed manually

Default displays are:* PFD with ILS* track/FPA is also lost* ND with 80 nm scale range* ND weather radar is lost (WXR RANGE flag displayed on ND)* Needle 1 is VOR 1* Needle 2 is ADF 2Note: DDRMI selections are not affectedIn Practice* the BIRD comes on automatically (supplied by IRs)* the green track diamond on the PFD is still available (supplied

by IRs)* there is no blue track line on the PFD when the FDs are turned

off* there is no speed bug so speeds are manually flown by

reference to the IAS tape* there is no altitude box on the PFD* there is no track or heading bugs available* green dot, F and S speeds are still available from the FMGECSome of these may be available with only partial loss of FCU.Consider FCU R/B for reset

DUAL RA FAILURE

System Information* GPWS inoperative - switch OFF* Lost CAT II / III - CAT 1 single available only and manual landing* Both PFDs will have a red RA flag* Lost autocallouts - “1000”, “500”, “50”, “30”, “10”, “RETARD”* “hundred above” and “minima” callouts remain as these are off thepressure altimeter* No flight director approach to CAT ceiling OK but must increasevisibility minima to 1200m* APPR unable to be selected, therefore a raw data approach is required

* AP (and FDs) not available in APPR mode but available in other modes(procedurally) down to 500’* LOC mode is available down to 400’. Below 400’ the AP and/or FDsguide for overcontrol in roll* When gear down and AP disconnected the pitch law reverts to “FLARELAW” (damped direct law with no autotrim)* Roll mode remains normal law* With flap selection will get a nuisance GPWS “gear not down warning” -cancel and clear.How To Fly It* Use the autopilot in LOC / FPA mode.* Establish full landing configuration with AP engaged (trim still occurs)* Disconnect the autopilot when visual - nominally at 800’ AGL (byaltimeter)* Select FDs OFF and BIRD ON* Fly the remainder of the ILS in raw data and manually trim if necessary(generally not required)* PNF cannot call “radalt alive”* PF calls “1000”, “500 stable”, “100”, “50”, “30” and if necessary“RETARD”. These calls are made off the pressure altimeter,adjusted for elevation. They assume that the QNH is correct* The PF conducts the flare primarily by visual reference as the QNH-based calls from the PF may not be accurate

COMING OUT OF TOGA LK

- move the thrust levers so that doughnut = actual thrust- disengage the autothrust (instinctive disengage p/b)- engage autothrust- move the thrust levers to the CLB detent

DUAL FMGEC FAILURE

FMGEC COMPONENTS

* Flight Management (FM)

NavigationFlight PlanningPerformance

* Flight Guidance (FG) APFD

A/THR* Flight Envelope (FE)

VLS and V MAX computation Aft CG monitoringWindshear detection

* Fault Identification and Display Systems (FIDS) - maintenance useonly

FAILURE MODES

Parts of the FMGEC may fail or it may fail completely. Inoperativesystems are displayed on ECAM and may include:

* AP 1 & 2 (only lost if FG function is lost)* FD 1 & 2 (turn them off!)* A/THR (THR LK indication on PFD)* VLS & VMAX on PFDs* FM functions on MCDU (including landing elevation feed to CPCs)* GPWS Terrain function

ALTERNATIVE METHODS

* FPV is available (provided by the IRs)* Selected modes available* Navaid tuning is conducted through the RMPs* NAV backup mode may be available in the MCDUs (the FM SOURCE

Switch must be in NORM)* A reset of the FMGECs may be available* Landing elevation is set manually by the knob on the overhead panel

(take out of detent and set landing elevation (the figures are inthousands of feet, not hundreds)

* ILS CAT 1 available

NAV BACKUP MODE

Stores the existing flight plan in the MCDU. Gathers the aircraft positionfrom the onside IR.

Abnorm - a330jam.com (NOV 06) Not an official document3



ETD MSN 0748-0783



ETD MSN 0748-0783



ETD MSN 0829-1040



ETD MSN 0748-0783



ETD MSN 0829-1040



ETD MSN 0748-0783



ETD MSN 0829-1040





ETD ALL



ETD ALL



ETD ALL



JEPPESENA

D 1 0

1 2 0 ^

1 5 0

^

1 8 0 ^2 1 0 ^

D 2 0

MSA RW31L

2900'

2900'

CIRCLE-TO-LAND

C

D

MaxKts MDA(H)

STRAIGHT-IN LANDING RWY

-1640'(626')

Gnd speed-Kts 120 140 160

MAP at RW31L31L

Descent Angle 637 743 849[3.00^]180 955

KENNEDY

73-50

LNAVLNAV/VNAVDA(H) 600' (586')

2341

11 2

DA(H)600' (586')

RNAV LNAV/VNAV

[TCH 48']1.6

[ 3. 0 0 ̂]

640'(626') -2

MDA(H) 600' (586')

115.9 JFKJFKD

(H)

RAIL or ALS out RAIL out ALS out

NOT TOSCALE

SESKE

CHANT

WUNKA

ZACHS

MEALS

RW31L

DEER PARK VOR

3 1 5 ̂

0 5 0 ^

2 0 0 0 8 .

0

0 5 0 ^ 7 .

8

3 0 0 0

2 3 0 ^

9 . 5

2 0 0 0

(IAF)

(IAF)

Procedure not authorized1 1

5 N M

0 1 2 ^

1 9 2 ^

MISSEDAPCH FIX

CHANT

1 7 . 0

NELRE

7 . 1

OMEME

22-6NEW YORK, NY

KENNEDY INTL

128.72 117.7(NE)

D-ATIS Arrival(SW)

115.4 127.4NEW YORK Approach (R)

119.1123.9 (Rwys 4L/22R & 13R/31L)

(Rwys 4R/22L & 13L/31R)

KENNEDY Tower

121.9Ground

315^

Minimum AltMEALS

1800'Apt Elev

TDZE

14'14'

MISSED APCH:

(1786')

RNAV (GPS) Y Rwy 31LKJFK/JFK

Final Apch Crs

Climb to 2000' direct OMEME and LEFT turn on 216^

2000'OMEME

TDZE 14' 3.8 6.812.25.4

2000'1800'

0

3 1 5 ^

ZACHS MEALS

RW31L1.6 NMto RW31L

LNAV only.2

2

73-3073-50

D

B R I E F I N G

S T R I P

T M

Trans alt: 18000'Alt Set: INCHES Trans level: FL 180

0

5

5

1 0

airway radials R-221

| JEPPESEN, 2001, 2011. ALL RIGHTS RESERVED.

230^3000

10.0

for arrivals on DPK VOR

360'

277'

4 MAR 11

MALSR

PAPI

clockwise R-258.

40-35

40-25

40-30

.Eff.10.Mar.

1. For uncompensated Baro-VNAV systems, LNAV/VNAV not authorized below -15^C(5^F) or above 49^C (120^F). 2. DME/DME RNP-0.30 not authorized. 3. VGSI andRNAV glidepath not coincident.

T E R P S A M E N D 1 B

1 0 M A R 2 0 1 1

2 1 6 ^

1 6 5 ^

(IF)

Missed approach, notes, VDP distance, minimums.

track to NELRE then climb to 3000' on 165^ track to CHANT

and hold.

17'

140

165

34

CHANGES:

RECOMMENDEDALTITUDES

1660'5.0ALTITUDE

4.0 1340'3.0 1020'2.0

DIST to THR

700'




Revision:Date:

0127.03.2011



PART C – (PF: CM 1 or CM 2) RNAV APPROACH TRAINING

RESET ALL MALFUNCTIONS RECALL CAPTURE 2

A320/ 330

A/C POSITION: OKBK RWY 15R SLEW: 2400, HDG 250, SPEED 200KT REPOSITION EAST of PASEL:

N29°31,4´ E048°09,0´ CONFIG: FLAP1, GEAR UP, S‐SPEED

FMGS INIT: CITY PAIR: OKBK/OKBK

A340 ONLY

A/C POSITION: KJFK RWY 31L SLEW: 3000FT, HDG 050, SPEED 200KT REPOSITION SOUTH WEST of WUNKA :

N40.24.06 / W073.40.21.81 CONFIG: FLAP1, GEAR UP, S‐SPEED

FMGS INIT: CITY PAIR: KJFK /KJFK


C1 AIA

A340 Only JFK ATIS 360/15 CAVOK M05/M07 A2941

A320 / A330 KWI ATIS: 260/15 CAVOK 22/10 QNH 1013

DEMO OF AIRCRAFT RNP/EPE LOGIC RNAV (GPS) flown to LNAV/VNAV minima RNAV MISSED APPROACH

C2 AIA RNAV (GPS) flown to LNAV minima FM / GPS POSITION DISAGREE RNAV MISSED APPROACH

C3

2:45

AIA

A340 Only JFK ATIS: 360/15 2SM 22/10 A2941 A320 / A330 KWI ATIS: 260/15 1500 22/10 QNH 1013

RNAV (GPS) flown to LNAV/VNAV minima – with minimum instructor intervention GPS PRIMARY LOST RNAV MISSED APPROACH

PART D – (PF: CM1) CIRCLING APPROACHES & MISSED APPROACHES TRAINING


CONFIG: FLAP 2, , GEAR DOWN, F‐SPEED

A320/ 330 A/C POSITION: OKBK RWY 15R A/C POSITION: 8 NM FINAL CONFIG: FLAP1, GEAR UP, S‐SPEED


A340 ONLY A/C POSITION: KJFK RWY 31L A/C POSITION: 8 NM FINAL CONFIG: FLAP1, GEAR UP, S‐SPEED

FMGS INIT: CITY PAIR: KJFK/KJFK


D1 AIA

A340 Only JFK ATIS 360/15 4SM M05/M07 A2941

A320 / A330 KWI ATIS: 260/15 7000M 22/10 QNH 1013

POSITION FREEZE, UNTIL CREW READY TO CONTINUE! ILS APPCH, CIRCLE TO LAND OPPOSITE DIRECTION RWY




Revision:Date:

0127.03.2011


© ETD INSTRUCTOR GUIDE I/E ONLY

Maneuvers and Procedures TrainingAMPLIFIED INSTRUCTOR ACTIONS (AIA)

Exercise Instructor Actions

C1

RNAV (RNP) TO LNAV/VNAV MINIMA

1. Clear Direct to position A340 Only WUNKA / A320 / A330 PASEL.

2. While in POSN FREEZE:

a. Check the legs and altitudes for the RNAV (GPS) Y Approach in the FMS.

b. All requirements for fully managed approaches apply. In addition,

1) Discuss LNAV/VNAV minima and the MCDU setup for the approach.

2) Discuss setting the DA.

3) There is no need to add 50ft to DA when using LNAV/VNAV minima. Point out Baro VNAV temperature limit on the approach chart versus the ETIHAD limit temperature limit (ISA‐25c).

4) Discuss and demonstrate the need to check Predictive RAIM on the GPS Progress Page or by NOTAM.

5) For demonstration purposes, DO NOT Enter a value of 0.3 in the RNP field on the PROG page, as is routinely required.

6) The recommended ND mode for both pilots is ARC or ROSE NAV

7) Check GPS 1+2 are both in NAV on the GPS MONITOR page.

8) GPS PRIMARY displayed on PROG page.

3. Now clear the Crew for the Approach and remove POSN FREEZE

4. Show and

discuss

the

RNP

and

EPE

values

depicted

on

the

Progress

Page.

Demonstrate

the

change in RNP values as the approach progresses. Do not enter a RNP of 0.3 for this first approach for demonstration purposes.

5. For RNAV (GPS) approaches, the defaulted RNP values should be:

a. 1.0 in the terminal area until passing the FAF or FAP,

b. 0.3 nm between the FAP and the MAP, and

c. 1.0 nm passing the FAP.

6. On this approach the RNP value does not change over automatically to 0.3, but instead changes to 0.5 (due to legacy procedure design). Thus the SOP requirement to manually enter a RNP value of 0.3 for all RNAV approaches as part of the approach preparation.

7. Even though this approach requires 0.3 nm RNP, have the crew modify the value to 2.0 nm,

passing A340 Only WUNKA / A320 / A330 PASEL for demonstration purposes. When a pilot enters an RNP value in the ‘ACCUR REQUIRED’ field on the PROG page that is larger than the published value, one of the following messages is displayed:

a. "PROCEDURE RNP IS XX.xX",

b. "AREA RNP IS XX.xX"

c. “SYSTEM RNP IS XX.xX”.

d. When this occurs, the flight crew should check the entered value, and modify it if necessary.

8. Ask the crew to change the RNP value back to the default value by inserting CLR into the ‘ACCUR REQUIRED’ field. This is to demonstrate the automatic change in RNP passing the MAP fix.

9. During the approach, the crew must: a. Monitor VDEV and FPV (on the PFD) and XTK error (on the ND).

b. Use altitude indication versus distance to the runway to monitor the vertical navigation.




Revision:Date:

0127.03.2011





If the vertical guidance is unsatisfactory, revert to NAV/FPA or consider the go‐around. If the lateral guidance is unsatisfactory, perform a go‐around.

10. At approach minima, tell crew to go around. Note the automatic change in RNP passing the MAP fix.

11. After the go around; from Malfunction Index, ATA 34 Navigation, select FM / GPS POS DISAGREE fault. This fault will be later required to force a RNAV Go around.(Note that for the FMS/GPS position disagree massage to appear, the A/C must be in flight and in GPS PRIMARY for at least 10 minutes.).

12. When the flaps are retracted, clear the crew Direct to A340 Only WUNKA / A320 / A330

PASEL, in order to arrive in the approach segment after the 10 min has expired.

C2

RNAV (RNP) TO LNAV MINIMA

1. DO NOT SPEED UP as 10 minutes must elapse before the FM/GPS FAULT will manifest itself.

2. Have the crew enter an RNP of 0.3 as called for by the SOP, during the approach preparation

3. For training purposes, this will be flown to LNAV minima only. Explain that if the LNAV minima is a DA, no increment of 50 ft is required. However if an MDA is published, then add 50ft.

4. For demonstration purpose, have the crew modify A340 Only ZACHS / A320 / A330 DATAR to a “Fly Over” wpt.

a. The maximum X –TK error allowed is ½ x RNP relevant to each approach segment, with momentary

excursions to

1

x RNP

value,

assuming

this

is

immediately

corrected.

5. On reaching A340 Only ZACHS / A320 / A330 DATAR, note the X‐TK error that results from “Flying Over” a WPT that was designed to “Fly By”.

6. For this type of RNAV approach, the crew must:

a. Monitor XTK error on the ND.

b. Use altitude indication versus distance to the runway; adjust the FPA as necessary to follow the published descent profile, taking into account the minimum altitudes.

7. The FM/GPS POSN DISAGREE fault should appear on the approach, requiring a missed approach.

8. When the flaps are retracted, clear direct A340 Only WUNKA / A320 / A330 PASEL to fly the same approach again.

9. Now have the crew carry out ECAM action for the FM/GPS POSN DISAGREE fault. The FCOM procedure requires verification of both FM positions with the GPIRS position on the POSITION MONITOR page.

10. Once FCOM action is complete, CLEAR ALL MALFS.

C3

RNAV (RNP) TO LNAV/VNAV MINIMA (MINIMUM INSTRUCTOR INTERVENTION)

1. While routing to A340 Only WUNKA / A320 / A330 PASEL:


b. All requirements for fully managed approaches apply. In addition, reinforce all procedures unique to RNAV approaches as for the first approach

2. During the approach, the crew must:

a. Monitor VDEV and FPV (on the PFD) and XTK error (on the ND). b. Use altitude indication versus distance to the runway to monitor the vertical navigation.

If the vertical guidance is unsatisfactory, revert to NAV/FPA or consider the go‐around. If




Revision:Date:

0127.03.2011





the lateral guidance is unsatisfactory, perform a go‐around.

3. After FINAL APP is established; from Malfunction Index, ATA 34 Navigation, select GPS PRIMARY LOST. This requires a go around.

4. Point out to the crew that even though GPS PRIMARY is lost, the EPE is still less that the RNP value required for the missed approach of 1.0.

D1

The intent here is only to practice the circling procedure and missed approach, as they would apply to any published procedure.

Emphasize:

1. Identification of relevant design standard used. (PANS‐OPS vs. TERPS).

2. Approach preparation – FMGS setup

3. Protected airspace for circling approaches.

4. The use of ND to remain in protected airspace.

5. The importance/relationship of timing and airspeed, relevant to the procedure design (PANS‐OPS vs. TERPS).

6. Adherence to the circling SOP in the FCOM.

7. Conditions for descent below the published circling MDA.

8. Missed approach procedure:

a. Direction of initial turnb. Relevant missed approach procedure to be followed

c. Raw data to be followed for the missed approach.

‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐END‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐




Revision:Date:

0127.03.2011



PART C – (PF: CM 1 or CM 2) RNAV APPROACH TRAINING


A320/ 330

A/C POSITION: OKBK RWY 15R SLEW: 2400, HDG 250, SPEED 200KT REPOSITION EAST of PASEL:

N29°31,4´ E048°09,0´ CONFIG: FLAP1, GEAR UP, S‐SPEED


A340 ONLY

A/C POSITION: KJFK RWY 31L SLEW: 3000FT, HDG 050, SPEED 200KT REPOSITION SOUTH WEST of WUNKA :

N40.24.06 / W073.40.21.81 CONFIG: FLAP1, GEAR UP, S‐SPEED

FMGS INIT: CITY PAIR: KJFK /KJFK


C1 AIA

A340 Only JFK ATIS 360/15 CAVOK M05/M07 A2941

A320 / A330 KWI ATIS: 260/15 CAVOK 22/10 QNH 1013

DEMO OF AIRCRAFT RNP/EPE LOGIC RNAV (GPS) flown to LNAV/VNAV minima RNAV MISSED APPROACH

C2 AIA RNAV (GPS) flown to LNAV minima FM / GPS POSITION DISAGREE RNAV MISSED APPROACH

C3

2:45

AIA

A340 Only JFK ATIS: 360/15 2SM 22/10 A2941 A320 / A330 KWI ATIS: 260/15 1500 22/10 QNH 1013

RNAV (GPS) flown to LNAV/VNAV minima – with minimum instructor intervention GPS PRIMARY LOST RNAV MISSED APPROACH

PART D – (PF: CM1) CIRCLING APPROACHES & MISSED APPROACHES TRAINING


CONFIG: FLAP 2, , GEAR DOWN, F‐SPEED

A320/ 330 A/C POSITION: OKBK RWY 15R A/C POSITION: 8 NM FINAL CONFIG: FLAP1, GEAR UP, S‐SPEED


A340 ONLY A/C POSITION: KJFK RWY 31L A/C POSITION: 8 NM FINAL CONFIG: FLAP1, GEAR UP, S‐SPEED

FMGS INIT: CITY PAIR: KJFK/KJFK


D1 AIA

A340 Only JFK ATIS 360/15 4SM M05/M07 A2941

A320 / A330 KWI ATIS: 260/15 7000M 22/10 QNH 1013

POSITION FREEZE, UNTIL CREW READY TO CONTINUE! ILS APPCH, CIRCLE TO LAND OPPOSITE DIRECTION RWY




Revision:Date:

0127.03.2011



D2 AIA

CHANGE RWY to LANDING RWY DURING CIRCLING APP LIGHTS INTENSITY 5

AT 400 RA COMMAND MISSED APPROACH FROM CIRCLING APPCH

D3

3.05 AIA FOR INST + INST PAIR REPEAT APPROACH TO LANDING WITH INST 2 PF FROM RHS

PART E – (PF: Initially CM1 then CM 2) LVOPS + CM 1 INCAPACITATION TRAINING


A320/ 330

A/C POSITION: OKBK RWY 15R A/C POSITION: 8 NM FINAL CONFIG: FLAP1, GEAR UP, S‐SPEED


A340 ONLY

A/C POSITION: KJFK RWY 31L A/C POSITION: 8 NM FINAL CONFIG: FLAP1, GEAR UP, S‐SPEED

FMGS INIT: CITY PAIR: KJFK – KJFK


E1

3.20 AIA

A340 Only JFK ATIS: 360/05KT RWY 04R, RVR A/600FT B/700FT C/600FT M05/M07 A2941. LVP IN FORCE CAT III A OPERATIONS ONLY.

A320 / A330 KWI ATIS: 360/05KT RWY 04R, RVR 350/150/0 22/19 QNH 1013. LVP IN FORCE.

POSITION FREEZE, UNTIL CREW READY TO CONTINUE! CAT II APPCH AND LANDING CM1 incapacitation at 1000 RA

END OF MANDATORY TRAINING TASKS FOR A320/A330.Parts F and G below only apply to A340.

Use time available to (in decreasing order of priority): 1. Only if a TRE is conducting this lesson, complete CAPT RHS training and/or F/O CRP training if not done

previously. 2. Circling approach training with F/O PF. 3. Carry out crew requested training tasks.






Revision:Date:

0127.03.2011



PART F (A340 ONLY) – (PF: CM1) 2 ENG INOP APPROACH & LANDING TRAINING


A/C POSITION: RWY: RWY 04L : LEFT DOWN WIND CONFIG: FLAP 1, S‐SPEED, GEAR UP


F1 AIA JFK ATIS: 350/20 CAVOK M05/M07 A2941 RWY DRY

POSITION FREEZE, UNTIL CREW READY TO CONTINUE! ENG FAIL (FLAME OUT) ENGINES 1+2

F2 AIA VISUAL APPROACH WITH TWO ENGINES INOPERATIVE F3

3.40 AIA FOR INST + INST PAIR REPEAT APPROACH & LANDING WITH INST 2 PF FROM RHS

PART F (A340 ONLY) – (PF: CM 1 or CM 2) CARNARSIE APPROACH TRAINING

RESET ALL MALFUNCTIONS QUICK START ENGINES and RESTORE SWITCHES RECALL CAPTURE 2

A/C POSITION: RWY 13L SLEW: 3000FT, HDG 060, SPEED 200KT REPOSITION: APPROACHING ASALT – N40.29.10 / W 074.01.06.16

CONFIG: FLAP1, GEAR UP, S‐SPEED EX AIA Task # Tasks & Instructions

G1

3.55 AIA

JFK ATIS: 220/15KT 4SM OVC 1200 FT M05/M07 A2941

POSITION FREEZE, UNTIL CREW READY TO CONTINUE! VOR APPCH 13L, ‐ CARNARSIE APPCH

END






Revision:Date:

0127.03.2011





A1

Assist crew as necessary to expedite transit cockpit preparation. They should however have calculated Take ‐Off performance in the Briefing Room. Compare the numbers to those below: (RWY WET SNOW 4 MM, ENG / WING ANTI ICE ON)

A340 Only T/O SPEEDS: PACKS OFF 141/146/156 F69 CONFIG 3, A330 Only T/O SPEEDS: PACKS OFF 137 / 140 / 146 F56 CONFIG 2, A320 Only T/O SPEEDS: PACKS ON 147/148/149 F48 CONFIG 1+F,

4MM WET SNOW is equivalent to a WET runway.

X‐Wind

limits

are

25

knots

for

the

A320

and

20

knots

for

the

A330/340.

A2

Crew must read and accomplish procedure from FCOM 3.04.91Discussion ONLY:

1. Communications with Cabin Crew and Passengers prior to De/Anti Icing 2. Start/Finish of Holdover times. 3. Requirement for Holdover times to be used in conjunction with a Pre ‐take ‐off Check

A3

Discuss considerations of a X‐Bleed start on a slippery surface Discussion ONLY: “Ice Shedding Procedure” during taxi – requirement and CAUTIONS from FCOM 3.04.70

A4 1. Discuss and have the crew perform engine run ‐up prior to application of take ‐off power in

accordance with FCOM 3.03.09.

A5

Use POSN FREEZE or FLIGHT FREEZE as required for discussions below.

Discuss the following implications of the FCU 1+2 FAULT with the crew With all FCU channels failed, baro reference value is automatically set at 1013 hPa. Use STBY ALTI to set actual baro setting. As Altitude reference on both PFDs is now STD, an addition of approximately 500 feet must be applied to the cleared altitudes and to the MDA in the MCDU. Do not insert the MDA (MDH) value on the MCDU PERF APPR page (because the PFD altitude is referenced to STD, and not to the correct barometric value). The PNF must perform the standard callouts (“HUNDRED ABOVE” and “MINIMUM”), using the STBY altimeter.






Revision:Date:

0127.03.2011





C1

RNAV (RNP) TO LNAV/VNAV MINIMA

1. Clear Direct to position A340 Only WUNKA / A320 / A330 PASEL.

2. While in POSN FREEZE:


b. All requirements for fully managed approaches apply. In addition,

1) Discuss LNAV/VNAV minima and the MCDU setup for the approach.

2) Discuss setting the DA.

3) There is no need to add 50ft to DA when using LNAV/VNAV minima. Point out Baro VNAV temperature limit on the approach chart versus the ETIHAD limit temperature limit (ISA‐25c).

4) Discuss and demonstrate the need to check Predictive RAIM on the GPS Progress Page or by NOTAM.

5) For demonstration purposes, DO NOT Enter a value of 0.3 in the RNP field on the PROG page, as is routinely required.

6) The recommended ND mode for both pilots is ARC or ROSE NAV

7) Check GPS 1+2 are both in NAV on the GPS MONITOR page.

8) GPS PRIMARY displayed on PROG page.

3. Now clear the Crew for the Approach and remove POSN FREEZE

4. Show and

discuss

the

RNP

and

EPE

values

depicted

on

the

Progress

Page.

Demonstrate

the

change in RNP values as the approach progresses. Do not enter a RNP of 0.3 for this first approach for demonstration purposes.

5. For RNAV (GPS) approaches, the defaulted RNP values should be:

a. 1.0 in the terminal area until passing the FAF or FAP,

b. 0.3 nm between the FAP and the MAP, and

c. 1.0 nm passing the FAP.

6. On this approach the RNP value does not change over automatically to 0.3, but instead changes to 0.5 (due to legacy procedure design). Thus the SOP requirement to manually enter a RNP value of 0.3 for all RNAV approaches as part of the approach preparation.

7. Even though this approach requires 0.3 nm RNP, have the crew modify the value to 2.0 nm,

passing A340 Only WUNKA / A320 / A330 PASEL for demonstration purposes. When a pilot enters an RNP value in the ‘ACCUR REQUIRED’ field on the PROG page that is larger than the published value, one of the following messages is displayed:

a. "PROCEDURE RNP IS XX.xX",

b. "AREA RNP IS XX.xX"

c. “SYSTEM RNP IS XX.xX”.

d. When this occurs, the flight crew should check the entered value, and modify it if necessary.

8. Ask the crew to change the RNP value back to the default value by inserting CLR into the ‘ACCUR REQUIRED’ field. This is to demonstrate the automatic change in RNP passing the MAP fix.

9. During the approach, the crew must: a. Monitor VDEV and FPV (on the PFD) and XTK error (on the ND).

b. Use altitude indication versus distance to the runway to monitor the vertical navigation.




Revision:Date:

0127.03.2011





If the vertical guidance is unsatisfactory, revert to NAV/FPA or consider the go‐around. If the lateral guidance is unsatisfactory, perform a go‐around.

10. At approach minima, tell crew to go around. Note the automatic change in RNP passing the MAP fix.

11. After the go around; from Malfunction Index, ATA 34 Navigation, select FM / GPS POS DISAGREE fault. This fault will be later required to force a RNAV Go around.(Note that for the FMS/GPS position disagree massage to appear, the A/C must be in flight and in GPS PRIMARY for at least 10 minutes.).

12. When the flaps are retracted, clear the crew Direct to A340 Only WUNKA / A320 / A330

PASEL, in order to arrive in the approach segment after the 10 min has expired.

C2

RNAV (RNP) TO LNAV MINIMA

1. DO NOT SPEED UP as 10 minutes must elapse before the FM/GPS FAULT will manifest itself.

2. Have the crew enter an RNP of 0.3 as called for by the SOP, during the approach preparation

3. For training purposes, this will be flown to LNAV minima only. Explain that if the LNAV minima is a DA, no increment of 50 ft is required. However if an MDA is published, then add 50ft.

4. For demonstration purpose, have the crew modify A340 Only ZACHS / A320 / A330 DATAR to a “Fly Over” wpt.

a. The maximum X –TK error allowed is ½ x RNP relevant to each approach segment, with momentary

excursions to

1

x RNP

value,

assuming

this

is

immediately

corrected.

5. On reaching A340 Only ZACHS / A320 / A330 DATAR, note the X‐TK error that results from “Flying Over” a WPT that was designed to “Fly By”.

6. For this type of RNAV approach, the crew must:

a. Monitor XTK error on the ND.

b. Use altitude indication versus distance to the runway; adjust the FPA as necessary to follow the published descent profile, taking into account the minimum altitudes.

7. The FM/GPS POSN DISAGREE fault should appear on the approach, requiring a missed approach.

8. When the flaps are retracted, clear direct A340 Only WUNKA / A320 / A330 PASEL to fly the same approach again.

9. Now have the crew carry out ECAM action for the FM/GPS POSN DISAGREE fault. The FCOM procedure requires verification of both FM positions with the GPIRS position on the POSITION MONITOR page.

10. Once FCOM action is complete, CLEAR ALL MALFS.

C3

RNAV (RNP) TO LNAV/VNAV MINIMA (MINIMUM INSTRUCTOR INTERVENTION)

1. While routing to A340 Only WUNKA / A320 / A330 PASEL:


b. All requirements for fully managed approaches apply. In addition, reinforce all procedures unique to RNAV approaches as for the first approach

2. During the approach, the crew must:

a. Monitor VDEV and FPV (on the PFD) and XTK error (on the ND). b. Use altitude indication versus distance to the runway to monitor the vertical navigation.

If the vertical guidance is unsatisfactory, revert to NAV/FPA or consider the go‐around. If




Revision:Date:

0127.03.2011





the lateral guidance is unsatisfactory, perform a go‐around.

3. After FINAL APP is established; from Malfunction Index, ATA 34 Navigation, select GPS PRIMARY LOST. This requires a go around.

4. Point out to the crew that even though GPS PRIMARY is lost, the EPE is still less that the RNP value required for the missed approach of 1.0.

D1

The intent here is only to practice the circling procedure and missed approach, as they would apply to any published procedure.

Emphasize:

1. Identification of relevant design standard used. (PANS‐OPS vs. TERPS).

2. Approach preparation – FMGS setup

3. Protected airspace for circling approaches.

4. The use of ND to remain in protected airspace.

5. The importance/relationship of timing and airspeed, relevant to the procedure design (PANS‐OPS vs. TERPS).

6. Adherence to the circling SOP in the FCOM.

7. Conditions for descent below the published circling MDA.

8. Missed approach procedure:

a. Direction of initial turnb. Relevant missed approach procedure to be followed

c. Raw data to be followed for the missed approach.

‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐END‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐



A340 RTP C4/T4 04/11 - 09/11

QUESTIONNAIRE (INSTRUCTOR)

REV:00DATE:28 March 2011

PAGE:01

ATA 21 – PRESSURIZATION

01. When is the depressurization function active ?a. In case of rapid decompression to avoid structural damageb. In case of pressurization automatic system control failurec. After touchdown, it gradually releases residual cabin overpressure before the ground

function fully opens the outflow valves (1.21.20 p4)d. None of the above

02. The pressurization system can be operated:a. Automatically and semi-automaticallyb. Automatically and manuallyc. Automatically, semi-automatically and manually (1.21.20 p1)d. None of the above

03. When the system is under manual control and the ram air pb is on, the outflow valve doesnot automatically opena. True (1.21.20 p3)b. False

04. The abort mode function:a. Prevents the cabin alt from climbing if the aircraft does not climb after takeoff (1.21.20 p6)b. Depressurizes the cabin in case of rejected takeoff

c. There is no such mode in the A340 pressurization systemd. a. and b.

ATA 24 – ELECTRICAL

05. The static inverter is automatically activated when the speed is above 50 kts , regardlessof BAT 1 and 2 pb posit ionsa. True (1.24.10 p4 and p21)b. False

06. The minimum speed to operate the EMERGEN in all cases is:a. 140 ktsb. 260 ktsc. None of the above

07. During RAT extension and EMERGEN coupling , the batteries power the emergencygeneration network for up to 30 secondsa. Trueb. False

08. Which of the fol lowing is correct about the GEN indi cation on the ECAM ELEC AC page?a. GEN load normally white, becomes amber if load is greater than 108% for more than 10

secondsb. GEN voltage normally green, becomes amber below 100V and above 120V.c. GEN indication normally white, becomes amber when generator fails or when the

associated engine stops (1.24.20 p11)



A340 RTP C4/T4 04/11 - 09/11



PAGE:02

ATA 36 – PNEUMATIC

09. The bleed valve maintain pressure delivery of:a. 44-52 psi depending on the flowb. 28-47psi depending on the flow (1.36.10 p5)c. Both a. and b. are correct

10. The cros s bleed valve is cont roll ed and operated by:a. Two electric motors, one for automatic and one for manual control (1.36.10 p7)b. One electric motorc. It is electrically controlled and pneumatically operated

11. The bleed leak detection loops are located at:a. Wings, Pylons and Air Cycle Machinesb. Wings, APU compartment and Fuselagec. Fuselage, Pylons and Wings (1.36.10 p8)

12. In case of BMC failu re, the other BMC shall take over the moni tor ing of the Bleed Systema. False (1.36.10 p10)b. True

PERFORMANCE AND LIMITATIONS

13. Managed Non-Precis ion approaches with one engine inoperative are not allow ed on the A340 a. Trueb. False (3.01.22 p2a)

14. Using the hand wheel, the nose wheel steering is limited to:a. 65ºb. 72ºc. 70º or 76º (3.01.32 page1)

OM A

15. In case two line captains are rost ered together as the operating crew of a normal lineflight, the designated commander shall be:a. The most senior captainb. The most experienced captainc. The captain occupying the Left Hand Seat (OM A – TR146 – 4.1.1.7)

16. In case of an enroute emergency, which requires a LAND ASAP red, the RFF categoryrequired for the A340 is:a. A345= 7 A346= 8b. A345= 6 A346= 8c. A345= 7 A346= 7 (OM A 8.1.2.1.1)

17. During the taxi out from AUH, a PRIM 1 FAULT ECAM caution is triggered, the crew shall:a. Check the MEL and return to the gate for maintenance action as it is a NO GO itemb. Return to the gate immediatelyc. Consider it as a failure in flight and follow the ECAM, FCOM 3 and QRH procedures



A340 RTP C4/T4 04/11 - 09/11



PAGE:03

(3.02.27 p6 and QRH 2.36A)

18. Which of the following information shall be contained in the NOTOC ?

a. Division and packageb. Quantityc. Unit Load Deviced. All of the above (OM A 9.1.2.4)

19. Contingency fuel may be used on the ground based on the operational judgment of thecrew. What is the maximum quantity of the Contingency fuel that can be utilized for taxiout purposes ?a. 50%b. Unlimited (OM A 8.1.7.2.3 (i))c. It is not allowed to use the Contingency fuel during taxi out

20. The minimum MDH and visibilit y whic h are required for vi sual maneuvering (circle to

land) are:a. MDH 1000’ / Visibility 5000m or as published if higherb. MDH 1000’ / Visibility 3600m or as published if higher (OM A 8.1.3.6.6)c. Ceiling 1000’ / Visibility 5000m or as published if higher

COLD WEATHER OPERATIONS

21. The braking action for a runway is considered to be unreliable when the coefficient is:a. Less than 0.35b. More than 0.35c. 9 or no reported runway friction coefficient number issued (OMA 8.1 p31 for the figure 9)

and (FCTM – SI-010.P4/16 for the no reporting figure)

22. A runway is considered to be cont aminated when the percentage of the runway surf acearea (whether isolated or not) covered by ice, including wet ice, is more than:a. 20%b. 25% (OMA 8.2 p36) c. 15%

23. Clear ice could be found below a snow/slush/anti-icing fluid layer.a. True (OMA 8.2 p43) b. False

24. The METAR code for Ice pellets is:a. PE (OMA 8.2 p41) b. GSc. IPd. None of the above.

25. Where can we find Guidelines for Application of Type I fluid/water mixture (minimumconcentration) as a function of ou tside air temperature?a. OMA, section 6.b. OMB, aircraft-type manual.c. FCOM 3, supplementary information.d. OMA, section 8. (OMA 8.2 p52)

26. The characteris tics of Type 2, 3, and 4 are:a. Longer hold over time, used for de-icing onlyb. Low viscosity, used for both de-icing and anti-icingc. High viscosity, longer hold over time and used for de-icing and anti-icing (FCTM – SI-



A340 RTP C4/T4 04/11 - 09/11



PAGE:04

010.P2/16)

27. The maximum crosswind for a Medium reported braking action is:

a. 15 (FOB FLT10-153)(QRH EY SUPPL 011 and 012)b. 20c. 25

28. You are landing at an airfield of 1000 feet elevation and the outside air temperature isMinus 15 Degrees Celsius, you should add:a. 150 feet to DA or MDAb. 120 feet to DA or MDAc. 120 feet to minimum promulgated heights/altitudes (OMA 8.1 p9) d. No need to add any value as it is only -15.

29. On contaminated runways and taxiways, the radio altitude indications may fl uctuate andauto call outs or GPWS warning may be activated. Disregard them .

a. Falseb. True (FCOM 2-04-10 p12)

30. Which statement is incorrect ? a. During ground operation, when in icing conditions and the OAT is plus 3 or less, the engines

should be accelerated to minimum of 50% N1 at intervals not greater than 15 minutes.b. During ground operation, when in icing conditions and significant vibrations occurred, the

engines should be accelerated to minimum of 50% N1 at intervals not greater than 15minutes.

c. During ground operation, when in icing conditions at idle and the OAT is plus 1 or less, theengines should be accelerated to minimum of 50% N1 for 10 secs at intervals not greaterthan 60 minutes. (FCOM 3-03-09 p1)

JET UPSET RECOVERY

Refer to “ Pilot Guide to Airplane Upset Recovery.”

31. Positive static stability is defined as the initial tendency to return to an initial undisturbedstate after a disturbance.a. True (Section 2.5.5.6). b. False

32. Movement about the airplane lateral axis is called:a. Yawb. Rollc. Pitch (Section 2.5.5.7). d. Sideslip

33. Which of the following statements is always true?a. Weight points 90 deg from the airplane longitudinal axis. b. Lift must always be aligned with the center of gravity. c. Weight always points to the center of the Earth. (Section 2.5.5.7). d. The center of gravity never changes in flight.

34. If the engines are not aligned with t he airplane center of g ravity, a change in engine thrustwill ____________. a. Have no effect on pitching moment. b. Be accompanied by a change in pitching moment. (Section 2.5.5.7)

35. To maintain altitude in a banked turn, the lift produced by the airplane must be _________. a. Greater than the airplane weight and the amount is a function of bank angle (Section2.5.5.7)





Recurrent Questionnaire Answer SheetTraining and Standards

Staff No. Rank Name

Date OPC Period C4-T4 Aircr aft Type B777 X A340 A330 A320

Tick the following subjects corresponding to the current OPC Period Air Conditioning / Ventilation Fuel System Oxygen

Auto Flight Hydraulic System Pneumatic X

Auxiliary Power Unit Ice & Rain Protection Power Plant

Communication EIS (Airbus) Pressurization X

Doors Information Systems Water/Waste (Airbus)

Electrical System X Landing Gear Windows

Equipment/Furnishing Lights Fire Protection

Navigation / FMS Flight Controls Warning Systems (B777)

EFIS / Displays (B777) Pilot Incapacitation Cold Weather Operations X

Limitations X All Weather Operations Performance X

Jet Upset Recovery X EGPWS / CFIT OM-A X

Enter the correct answer in the spaces below(NOTE: Number of answer spaces may exceed number of questions – leave additional spaces blank)

1. C 11. C 21. C 31. A 41.

2. C 12. A 22. B 32. C 42.

3. A 13. B 23. A 33. C 43.

4. A 14. C 24. A 34. B 44.

5. A 15. C 25. D 35. A 45.

6. C 16. C 26. C 36. B 46.

7. B 17. C 27. A 37. D 47.

8. C 18. D 28. C 38. A 48.

9. B 19. B 29. B 39. C 49.

10. A 20. B 30. C 40. C 50.

Instruct or’s Name: Instruct or’s Signature: Total Score:

Trainee’s Signature: PASS MARK IS 80%

EY013/Rev.1/Mar-10/T&S





JEPPESEN

F

F

A

B

G

G

G

A

A

B

B H

H

H

G

A

A

B

B

L

L A

L A

M

R W Y 4 L - 2 2 R

R W Y

1 3 R - 3 1 L

KENNEDY INTLNEW YORK, NY

CHANGES:

6 6

6 1

7 6 7

7

H

6 3

6 2

T A X I L A

N E B B

K D

K K

T A X I L A

N E B B

H

H

K D

K K

K K

G

G

G

K D

C O N T R O L

T O W E R

Gate Hold

T a x

i l a n e s

& T a x i w a y s

A i r c r a

f t H o

l d P o i n t s

S t a r t

U p

P o

i n t s

130.77 125.05

N 4 0

- 3 8

. 2

N 4 0

- 3 8

. 3

N 4 0

- 3 8

. 4

N 4 0

- 3 8

. 6

N 4 0

- 3 8

. 7

N 4 0

- 3 8

. 3

N 4 0

- 3 8

. 4

N 4 0

- 3 8

. 5

N 4 0

- 3 8

. 7

W 0 7 3

- 4 6

. 3

W 0 7 3

- 4 6

. 4

W 0 7 3

- 4 6

. 5

W 0 7 3

- 4 6

. 8

W 0 7 3

- 4 6

. 9

W 0 7 3

- 4 7

. 0

W 0 7 3

- 4 7

. 1

W 0 7 3

- 4 7

. 2

W 0 7 3

- 4 7

. 3

W 0 7 3

- 4 7

. 4

W 0 7 3

- 4 6

. 3

W 0 7 3

- 4 6

. 4

W 0 7 3

- 4 6

. 5

W 0 7 3

- 4 6

. 8

W 0 7 3

- 4 6

. 9

W 0 7 3

- 4 7

. 0

W 0 7 3

- 4 7

. 1

W 0 7 3

- 4 7

. 2

W 0 7 3

- 4 7

. 4

W 0 7 3

- 4 6

. 7

W 0 7 3 - 4 6

. 6

2 2

2 4

2 8

3 0

3 1

2 9

2 7

6 7

20-9B

7

5

K D

A - C

O N C O U R S E

B - C

O N C O U R S E

6

KJFK/JFK

T E R M

I N A L 4

2 0

3

2

4

A A

H H

K D

A A

H

H H H

a n d

m a

i n t a

i n w

i n g t i p c l e a r a n c e .

a p r o n e n t r y a

d v

i s o r i e s a n

d p a r k

i n g

i n s t r u c t i o n s ,

a n

d p r i o r t o p u s h - b

a c k

f o r s t a r t - u p g u i d a n c e a n

d

t a x

i s e q u e

n c i n g .

A r r i v i n g a

i r c r a

f t a s s i g n e

d G a t e

A 2 m u s t p r o c e e

d

v i a t a x

i l a n e

H H t o a c c e s s t h e

l e a

d - i n

l i n e

8 0

8 1

8 2

Intl Terminal 4 Ramp Control

I N T L

I N T L T E R M

I N A L 4

R a m p

C o n t r o

l o n

1 3 0

. 7 7 a

f t e r

l a n

d i n g

f o r

13 MAY 11

7 1 A 7

1 B

7 1 D

7 2

7 3

8 3

2 0 A 2

0 B

7 5

| JEPPESEN, 1998, 2011. ALL RIGHTS RESERVED.

7 9

7 8

A l l a

i r c r a

f t a r e a

d v

i s e

d t o c o n t a c t

I . A

. T .

7 1 C

Taxilane modified, start up points, gates.

1

4

6

5

3

2 1 A

8

1 1

1 0

9

7

2 A

1 5

1 6

1 2

1 3

2 6

2 5

5 A

2 3

1



JEPPESEN

1 8 7 ^

1 1 6 . 6

C M K

C M K

0 6 2 ^

1 9 0 ^

D 1 0

D 1

0

0 3 0 ^

1 2 0 ^

1 5 0

^

3 3 0

^

3 0 0 ^

0 9 0 ^

1 8 0

^

^

D 1

0

2800'

2000' 0 9 0 ^

1 8 0 ^

MSA JFK VOR

1 8 0 ^

0 9 0 ^

2800'

2000'

La Guardia

Brooklyn CGAS(closed)

Etihad

21 4

2000' 3000'

R-062115.9

JFK

12'

2000'1500'

GS

0 4 5 ^

0 4 5 ^

AROKE

5.0 4.4

1500'

TCH 57'

D10.0 IHIQ D5.0 IHIQ KRSTL

MISSED APCH:

KENNEDY INTL ILS Rwy 4L21-1KENNEDY Tower Ground

128.72 117.7 115.4 127.4123.9

121.9(NE) (SW)

NEW YORK Approach (R)

NEW YORK, NY

LOC

110.9IHIQ

Final Apch Crs045^

GS KRSTL

1500'

ILS DA(H)

212' (200')

Apt Elev 14'TDZE 12'

Climb to 2000' then climbing RIGHT turn to 3000'outbound via JFK VOR R-062 to DUFFY INT/D14.8 JFK and hold.

TDZE

10

(Rwys 4R/22L & 13L/31R)(Rwys 4L/22R & 13R/31L)

119.1D-ATIS Arrival

AROKE D10.0 IHIQ

2 4 2 ^

DUFFY

0 6 2 ^

D14.8 JFK

MISSEDAPCH FIX

D0.5 IHIQ

(T)D 112.3 CRICRICANARSIE

via DUFFY

KJFK/JFK

A

0

5

5

1 0

AM

END

B R I E F I N G

S T R I P T M

Trans alt: 18000'Alt Set: INCHES Trans level: FL 1801. Radar required.

40-30

40-40

73-4073-5074-00

T E R P S

RT

JFK(H)D 115.9 JFK

KENNEDY

0 4 5 ^

ILS DME 045^ 110.9 IHIQI H I Q

KRSTLD5.0 IHIQ

NOT TO SCALE

RADAR FIX

D0.5 IHIQ

(1488')

21 JAN 11

REIL deleted. | JEPPESEN, 1998, 2011. ALL RIGHTS RESERVED.

605'

649'

1505'480'

441'1806'

3.00^ 646 753 861

4.4 2:12 1:53 1:39

Gnd speed-Kts 120 140 160

73-4073-5074-00

969

180

1:28MAP at D0.5 IHIQ or KRSTL to MAP

ILS GS

441'441'

[3.00^]LOC Descent Angle PAPI-L

21 JAN 11

0

CHANGES:

AROKE D10.0 IHIQ

CIRCLE-TO-LANDSTRAIGHT-IN LANDING RWYLOC (GS out)

4L

MDA(H)MDA(H) 400' (388') Max

Kts

1

C

D

ILS

DA(H) 212' (200')

-165

140

RADAR or DME required.1

RVR40or 34

orRVR 150

60 1RVR or1 4

.BAN:.FAF.

(1006')1020'

| JEPPESEN, 2007, 2011. ALL RIGHTS RESERVED.REIL deleted, airport elevation.

IHIQ DMELOC(GS out) ALTITUDE

2.05.01500'

3.04.01180' 850' 530'



JEPPESENA

D 1 0

1 2 0 ^

1 5 0

^

1 8 0 ^2 1 0 ^

MSA RW31L

2900'

2900'

KENNEDY

DA(H)600' (586')

RNAV LNAV/VNAV

115.9 JFKJFKD

(H)

NOT TOSCALE

SESKE

ZACHS

MEALS

RW31L

DEER PARK VOR

3 1 5 ̂

0 5 0 ^

2 3 0 ^

9 . 5

2 0 0 0

(IAF)Procedure not authorized1 1

5 N M

0 1 2 ^

1 9 2 ^

MISSEDAPCH FIX

CHANT

1 7 . 0

NELRE

7 . 1

OMEME

22-6NEW YORK, NY

KENNEDY INTL

128.72 117.7(NE)

D-ATIS Arrival(SW)

115.4 127.4NEW YORK Approach (R)

119.1123.9 (Rwys 4L/22R & 13R/31L)

(Rwys 4R/22L & 13L/31R)

KENNEDY Tower

121.9Ground

315^

Minimum AltMEALS

1800'Apt Elev

TDZE

14'14'

MISSED APCH:

(1786')

RNAV (GPS) Y Rwy 31LKJFK/JFK

Final Apch Crs

Climb to 2000' direct OMEME and LEFT turn on 216^ B R I E F I N G

S T R I P

T M

Trans alt: 18000'Alt Set: INCHES Trans level: FL 180

0

5

1 0

airway radials R-221

230^3000

10.0

for arrivals on DPK VOR

360'

277'

4 MAR 11

clockwise R-258.

40-35

40-30

.Eff.10.Mar.

1. For uncompensated Baro-VNAV systems, LNAV/VNAV not authorized below -15^C(5^F) or above 49^C (120^F). 2. DME/DME RNP-0.30 not authorized. 3. VGSI andRNAV glidepath not coincident.

2 1 6 ^

1 6 5 ^

(IF)

track to NELRE then climb to 3000' on 165^ track to CHANT

and hold.

17'