A320 SIMULATOR TRAINING

COMMAND COURSE RELIABLE

LOFT SESSION
Edition 2022

INSTRUCTOR LESSON PLAN

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 COMMAND
COURSE
RELIABLE LOFT
Lesson Plan
REVISION NOTES

REVISIONS

Current revision: 0 Effective date: 01.01.2022

N° Date and title of revision Reasons for revision

01.01.22
0
NEW COMMAND COURSE

1 Meteo condition arrival

05.01.22

Training programs 1
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Lesson Plan

SUMMARY TIMETABLE

Role
SBT Training Topics Scenario Elements Time
Attribution
Scenario: LIRF-LIRN
- On Gnd failure management
1 ON GND MANUAL ENG ’
START DUE TO
MEL 74-31-01-A

DURING CRUISE FCU 1 FAIL.

- Aircraft System Management & Aircraft During approach 1000’ FCU 2 fail Crew
1 90
System Malfunctions, Missed approach performance

Scenario: LIRF
MANUAL AIRCRAFT CONTROL
- Automation management ----------------------------------------------
- Manual handling - Failure of Critical Engine between V1 and
- Engine out V2; (DAMAGE)
- - Manual Engine-out
Go-around management 60’ CM 1
- ILS APP MANUAL approach to DH followed
- Circling app by missed approach DUE TRAFFIC
- Windshear recovery manouver - CIRCLING ONE ENGINE
3 - Manual Engine-out Landing
- Windshear Recovery on TO and App

10’ CM1
- Perform normal take off, brief CM2 to
Incapacitate during T/O.
CM1 perform duties and return for
- Crew incapacitation
vector ILS 16L/R

Low visibility:
- Rejected T/O at minima
Maneuver
- T/O at minimum RVR; Crew
5 Training of LOW VISIBILITY - ILS CAT IIIB approach to the minima 30’
performance
followed by Missed approach;
- ILS CAT III B approach and land

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Lesson Plan

- PERFORM ITEMS AS REQUIRED BY

THE TRAINEE IF ANY, OR
6 SPECIFIC TRAINING NEEDS ON TM INDICATIONS CM 1

Note:
- The break time is at Trainer discretion
- The sequences of the training topics could change in order to maximize the repositioning

 Aircraft System Management Phase

The expected crew performance, concerning a specific malfunction, shall be briefed by the trainer according the
briefing pattern below. It shall include the difficulty of the task and the potential common threats and errors according
to TEM analysis expressed in expected behaviors.

BRIEFING PATTERN

Brief a short introduction of a system malfunction and its characteristic or training topic description and its
outcome as applicable.

Review the Golden Rules model:

a) FLY: The Pilot Flying (PF) must concentrate on "flying the aircraft" to monitor and control the
pitch attitude, bank angle, airspeed, thrust, sideslip, heading, etc., in order to achieve and
maintain the desired targets, vertical flight path, and lateral flight path. The Pilot Monitoring
(PM) must assist the PF and must actively monitor flight parameters and call out any excessive
1 deviation. The PM's role of "actively monitoring" is very important.
b) NAVIGATE: Know where (you are, you should be, you should go) in order to ensure situational
awareness: weather, terrain, and obstacles.
c) COMMUNICATE: Inside: PF and the PM. Outside: Flight crew and Air Traffic Control (ATC) /
cabin crew/ground crew. To ensure good communication, the flight crew should use standard
phraseology (NITS) and the applicable callouts.

Handling of ECAM/QRH/OEB:
2 a) Correctly read and apply the ECAM/QRH/OEB
b) Appropriately share tasks
c) Carefully monitor and crosscheck

Assess the situation (Status):

a) Check any fuel penalty factor, and check the remaining fuel at destination or diversion airport
3
Check any landing distance penalty, and compute the landing distance at destination or
diversion airport
b) Consider all the operational, maintenance and commercial aspects.

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Decision Making
Effective Flight Crew Decision Making requires a joint evaluation of possible options prior to proceeding
with an agreed-upon decision and action. The quality of DM throughout the planning and execution
phases of the flight depends on the information available, time constraints, level of involvement and
4
information exchange among CMs.
The quality of DM follows the same lines as that for SA; again, this will be through communication
within the Crew, i.e. the CMs sharing what point their thinking has reached, stating diagnoses and
courses of action, as well as discussing alternatives to undertake a risk assessment.

Landing Briefing
The Crew must brief a concise “landing briefing” referring to the new Status of aircraft to ensure a safe
landing. The following operational aspect shall assess:
5 Landing distance, handling characteristic, automation policy, task sharing, GO Around procedure,
“what if strategy”, NITS communication updating.

- FCU 1+2 FAILURE

Simulator Setup

Position TAKE OFF LIRF

RWY & Procedure SID: LIRF 25 XIBRI 5A RIFFI 9G 4000 (oppure 34 L SOSAK 7Y RIFFI 9G)
Environmental SEE OFP
Weather SEE OFP insert LiGHT TURB
Performance ZFW: OFP Fuel: TBD FL: SPD:
Role attribution Crew Performance Total time

Scenario Description

La MEL 74.31.01A è stata inserita in seguito alla entry di Crew: intermittent IGN A FAULT on ecam during eng 1 start (primo
volo del giorno)
La MEL sarà proposta con indicazione che Maint ha riportato su ATL, la seguente: “APPLY MAN ENG START PROCEDURE”.
Essendo questa une delle due opzioni di Eng start previste da Mel Ops Proc.
Take off, il vento suggerisce anche utilizzo della 34L, stimolare considerazioni e le scelte del Crew.
.
Se richiesto all’ATC NON è stato riportato Windshear, il brieifng per WS se fatto è da considerarsi valore aggiunto
Posizionare CB lungo uscita per weather avoidance.
Durante la crociera inserire TCAS RA intruder CLIMB.
Il bollettino Arrivo LIRN riporta adesso RA
In discesa a 10000’ inserire FCU 1 Fault Verificare corretta applicazione ECAM, lettura del SYS RESET, considerazioni
e valutazione Opzioni.
Dopo aggancio ILS24 (Q o P) avaria FCU 2.
Crew riattacca, effettua STD MAPP su gemma: valutazioni.
No FD no ATHR no rvsm devono procedere su un NAVAID (SOR?). MSA e minime

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E valutando le condizioni, quando abili un diretto BENTO via (SOR 2 X) e ILS 24
Il WX RADAR image non è disponibile,
il Radar ATC neanche.

Desired outcome
Recognize system malfunction. Take appropriate action including correct stop/go decision. Apply appropriate procedure
correctly. Maintain aircraft control. Manage consequences. Apply crew operating procedure where necessary.

EXPECTED CREW PERFORMANCE BRIEFING PATTERN

Phase Expected Performance Potential Common Threats and Errors
- Demonstrate manual aircraft control skills with
smoothness and accuracy as appropriate to the
situation
- Startle effect
- Maintain spare mental capacity during manual aircraft
- Flight path management without A/P and F/D.
control
FLY - FLY, NAVIGATE and COMUNICATE not in the
- Maintain the aircraft within the flight envelope
correct order
- Demonstrate appropriate use of flight guidance, auto
- Not appropriate task sharing PF and PM
thrust and other automation systems
- Flying manually at low and high altitude in alternate or
direct law
- Recognize a NAV degradation and take appropriate
action - Not correct Situational Awareness
NAVIGATE - Know where you are - The PF does not follow the desired flight path in
- Know where you should be manual flight
- Know where you should go
- The CMs do not follow the standard
Use of the abnormal and emergency callouts as described
phraseology neither the NITS as OM:A 8.10.3.4
COMMUNICATE in the FCOM/Procedures/ Abnormal and Emergency/
- the PF does not conveys messages clearly,
Introduction chapter.
accurately and concisely
- Not correctly operate aircraft system and
- Correctly apply the Ecam discipline associate equipment
- Correctly read and apply the ECAM/QRH/OEB - Not verify that tasks are completed to the
Handling of
actions expected outcome
ECAM/QRH/OEB - Appropriately share tasks - The CM does not know or follow the right
- Carefully monitor and crosscheck method to determine a/c performance with
several failure

- The flight crew checks the whole STATUS page

- Incorrect use of ECAM discipline
information in order to correctly assess the situation
- STATUS page not correctly and totally red,
Assess the situation and subsequently make appropriate decision
wrong ILD calculation
(Status) - When convenient the fight crew recall the STATUS
- No use of STATUS page during approach
page in order to assess the situation, checks landing
briefing in abnormal or emergency conditions
distance and fuel penalty

- Crew Members are expected to accurately identify

risks and resolve problems using appropriate DM - The flight crew takes decision before reading
- Seeks accurate and adequate information from STATUS page
appropriate sources - There is no a joint evaluation of possible
Decision Making - Uses appropriate and timely decision-making options prior to proceed
processes - The Flight Crew do not identify correctly the
- Sets priorities appropriately problem, evaluate and state alternatives,
- Improvises when faced with unforeseeable Establish a back-up plan (what if)
circumstances to achieve the safest outcome
The purpose of Crew Briefing is to promote a team
concept, and a successful briefing should be concise (not
Landing Briefing rushed),detailed and with all pertinent approach
Omitted briefings; important items missed.
information considered
Additional Notes:

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MANEUVERS PHASE – One engine out maneuver

Simulator Setup

Position LIRF
RWY & Procedure LIRF
Environmental IMC
APPROACH 15 kts x-wind 10/08 Q1009
Weather

Performance ZFW: 55 Fuel: 5 FL: nil SPD: nil

Role attribution CM 1 Total time

Scenario Description
- Failure of Critical Engine between V1 and V2;
manouvers ends when A/C clean, Status red and after Take Off CK list completed
- Reposition on final for Manual Engine-out ILS 16 Approach Set weather at vis 8 KM ovc 3000,
vector crew to perform CIRCLING 34

- Manual Engine-out Landing

Desired outcome
Demonstrates manual aircraft control skills with smoothness and accuracy as appropriate to the situation; Detects
deviations through instrument scanning;
Maintains spare mental capacity during manual aircraft control;
Maintains the aircraft within the normal flight envelope;
Applies knowledge of the relationship between aircraft attitude, speed and thrust.

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EXPECTED CREW PERFORMANCE BRIEFING PATTERN
Phase Expected Performance Potential Common Threats and Errors
- The Pilot Flying (PF) must concentrate on "flying the - Wide variation of attitude;
aircraft" to monitor and control the pitch attitude, bank - Erroneous Rudder intervention
angle, airspeed, thrust, sideslip, heading, etc., in order - Excessive use of rudder;
to achieve and maintain the desired targets, vertical - No Rudder trim application
FLY flight path, and lateral flight path. The Pilot Monitoring - Wide fluctuations of Thrust setting;
(PM) must assist the PF and must actively monitor - Excessive Bank
flight parameters and call out any excessive deviation.
The PM's role of "actively monitoring" is very important.

- The EOP instructions shall be complied with; - No heading selected and activation of NAV
- Know where you are mode.
NAVIGATE - Know where you should be - Poor execution of one engine out pattern
- Know where you should go - Acceleration before completing ENG
SECURE actions.
- Emergency Declaration to ATC - Mayday not communicated to ATC
- Immediate (early) MAYDAY call to ATC
COMMUNICATE interfering with primary Ecam Actions.

- Execute and completes ECAM Actions following - Not correctly operate aircraft system and
correct discipline associate equipment
Handling of - Appropriately applies Task sharing rules - Not verify that tasks are completed to the
ECAM/OEB/QRH expected outcome
- not apply correctly the ECAM discipline

Status

MANEUVERS PHASE – CM2 INCAPACITATION

Simulator Setup

Position LIRF
RWY & Procedure LIRF 25
Environmental IMC
TAKE OFF 250/15 15 kts x-wind 10/08 Q1009
Weather

Performance ZFW: 55 Fuel: 5 FL: nil SPD: nil

Role attribution CM 1 Total time

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MANEUVERS PHASE – WIND SHEAR RECOVERY
Simulator Setup

Position LIRF
RWY & Procedure LIRF 25
Environmental IMC
TAKE OFF WIND VARIABLE WITH GUST
Weather
Performance ZFW: 55 Fuel: 5 FL: nil SPD: nil
Role attribution CM 1 Total time

Scenario:
1) Perform one take off with Windshear and apply recovery manouver. At recovery freeze and repo on Final 9 nm
2) Perform one approach on final with Windshear and apply recovery manouver. After recovery freeze END.

Low Visibility take Off

Simulator Setup

Position LIRF

RWY & Procedure 25

Environmental MIN RVR T/O

Weather 28005KT 0100 FG OVC001 10/07 Q1009

Performance ZFW: 56T Fuel: 7.0T FL: nil SPD: nil

Role attribution CM 1 PERFO Total time

Scenario Description
1) Low visibility Rejected T/O; insert ANY FAILURE THAT will lead to RTO

2) T/O at minimum RVR

Desired outcome
Recognize actual conditions. Observe aircraft and/or procedural limitations. Apply appropriate procedure if applicable Maintain
directional control and safe flight path.

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Lesson Plan

Low Visibility Approach

Simulator Setup

Position LIML

RWY & Procedure LIML36

Environmental MIN RVR T/O

Weather 28005KT 0100 FG OVC001 10/07 Q1009

Performance ZFW: 56T Fuel: 7.0T FL: nil SPD: nil

Role attribution CM1 PERF Total time

Scenario Description
- effective use of LVO briefing and task sharing
- ILS CAT IIIB approach to the minima followed by Missed approach; select two
different failures before ABP.
- clear malfunction
- ILS CAT III B approach at minima, FREEZE and demonstrate visual references
acquisition, in CAT IIIB and IIIA
- land at CAT IIIB MInima

NOTE:
Ricordare al Candidato che come da OMA 5.2.11 una volta abilitati in linea da Cpt dovranno effettuare 50 Hr e 20 tratte
(compresa già fatta LIFUS) prima di effettuare OPS in CAT II/III

OMD:
5.7.1.4 TYPE AND COMMAND EXPERIENCE
Before commencing CAT II/III operations, type and command experience are required.
As per OM Part A Commanders require a minimum on-type and Command experience to conduct CATII/III
operations as follows:
- 50 hours or 20 sectors(1), including LIFUS; and
- unless previously qualified for CAT II/III operations with a Community Operator, 100m must be added to applicable
CAT II/CAT III RVR operating minima, until a total of 100 hrs or 40 sectors(1), including LIFUS, have been achieved.

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Lesson Plan

SIM LESSON CHECKLIST

N° ITEMS Notes Execution

AIRCRAFT SYSTEM MANAGEMENT PHASE –

1 FCU 1+2 FAULT 40’

ENG OUT MANOUVER

2 30’

3 40’
MANUAL FLIGHT: CIRCLING APP

.
4 LVO OPERATIONS 40’

5 SPECIFIC TRAINING NEEDS 60’

6 10’

.
7 20’

10

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