RECURRENT TRAINING PROGRAMME

AMPLIFIED INSTRUCTOR ACTIONS (AIA)

A320
2021/1
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AMPLIFIED INSTRUCTOR ACTIONS (AIA)
A320

Manoeuvres and Procedures Training (MPT)

a. Objective: To practice the procedures associated with a targeted set of malfunctions
and flight maneuvers.
b. Planned Time:
Briefing 1.5 h Briefing Room
Simulator Period 4.0 h Full Flight Simulator
Debriefing 0.5 h De-briefing Room
total 6.0 h
c. Equipment:
Full Flight Simulator IPAD
Desktop Computer & Display Monitor
d. Courseware:
Lesson Plan Jeppesen Charts / CFPL
PowerPoint Presentations En-route Charts– As Applicable
iPad Quick Reference Handbook(QRH)
Normal Check List OMs – as applicable
e. Training Elements:
RECURRENT MPT TRAINING ELEMENTS
“POST COVID” OPERATIONAL RECOVERY
REJECTED LANDING CPT RHS QUALIFICATION
SPECIFIC TRAINING UPRT
FLIGHT PATH MANAGEMENT DURING
UNRELIABLE AIRSPEED INDICATION
RAPID.DECOMPRESION- AND OTHER FAILURES AT HIGH
EMERGENCY DESCENT ALTITUDE IN AEROPLANES WITH A
MAXIMUM CRUISING ALTITUDE ABOVE
FL300

Take off -RTO—F/O only GPWS/CFIT

windshear pilot incapacitation
Narrow rwy operation Cat. „C“ airport qualification LGMK
,LGSK,LGKP ,LGSM,

1) Briefing Period
a. Prior to simulator session, monitor the Flight Training Simulator Log and brief the
trainees accordingly.
b. Check the trainee is in possession of all documents. This is a pre-requisite
for conduct of any recurrent flight training and checking.
c. Facilitate the Pre-flight Briefing, referring to the applicable QRH/FCOM PRO-
ABN/FCTM sections as required.
d. Provide a general overview of the profiles and procedures on tasks listed above.
e. instructor should explain procedure “THR NOT SET” on ECAM during take off roll
(Flex tempr.forgoten to set)
f. FLIGHT PATH MANAGEMENT during unreliable airspeed indication and other
failures at high altitude in aeroplanes with a maximum cruising altitude above FL300
(instr.to explain theoretically during briefing) (ORO.FC.120 & AMC1 ORO.FC.120 &
130)-PART “D” REF.2.1.16.

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A320

2) Simulator Session
a. Provide a copy of the Lesson Flight Planning Data Sheet to the trainees for MCDU data
entry.
b. In the simulator, instruct the trainees to load the appropriate information into the
FMGS in accordance with the instructions in the Flight Planning Data Sheet.
c. Set up the simulator in accordance with the Flight Planning Data Sheet on the following
pages.
d. Conduct the training 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.
e. Slew, reposition, and start/restore the aircraft/engines as required by the lesson plan.
3) De-Briefing Period
a. De-brief the MPT session (As required).
b. Encourage the trainees to submit feedback

4) The trainee must:

1. Arrive at the session prepared for the exercises below.

2. Seek clarification from the instructor when in doubt.
3. Load the appropriate information into the FMGS in accordance with the
instructions in the Flight Planning Sheet provided by the instructor.
4. Calculate the initial take-off performance and load it into the MCDU. All other
performance figures will be provided by the instructor as the lesson progresses.
5. Demonstrate proficiency to standards written in the ASL SOP by the end of the
session.
6. The tasks in this lesson will be Complete the feedback survey form.

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A320

RECURRENT TRAINING

DEPARTURE – LYBE RWY 12 DESTINATION –LYBE RWY12

WEATHER REPORT
LYBE 030/15 CAVOK 22/12 QNH 1015 -LYBE 030/15 RVR550 OVC 003 22/12 QNH
NOSIG 1015 NOSIG
-LYBE,VTP-CAVOK
-----------------------------------------------------------
------------
CAT C AIRPORT,MAX CROSSWIND
CLEARANCE
SID RADAR VECTOR STAR RWY12

PERFORMANCE DATA
ACFT:YU-APH, V1……..
ZFW 51 T Flaps……..
FOB 9T Vr……... Flex
ZFWCG 30.0% T……
TIME OF DAY: DUSK ,RWY DRY V2……..

“POST COVID” OPERATIONAL RECOVERY (Standard communication RMKS

with ATC/ground personnel) *Both pilots as PF

Normal procedures(preliminary cockpit preparation, cockpit preparation,

before start,engine start, after start, taxi, before take off) - Odraditi sve
procedure i check liste sa kompletnom komunikacijom
Take off -RTO—F/O only
Take off, with windshear
LYBE 12,ILS app. With touch and go ,next approach is visual
approach,nakon touch and go dati hdg koji ce voditi avion direktno ka
Avali(priblizno hdg 122-125 stepeni),visina ne iznad 1800 ft,smanjiti
vidljivost.Kao pomoc instruktoru da navede avion na Avalu reci posadi da
ukljuci TERR.ON ND
GPWS/CFIT-NAKON AKTIVACIJE GPWS POSADA TREBA DA ODRADI
MANEVAR SHODNO FCTM
another VTP with FS Landing, after landing /parking
SLEW-FL350–RAPID.DECOMPRESION-EMERGENCY DESCENT-NAKON
DOSTIZANJA BEZBEDNE VISINE I ZAVRSTEKA C.LISTA I OBJAVA
ZAVRSITI VEZBU.—ATA 21 -INSERT FAILURE “STRUCTURAL DAMAGE”

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REPOSITION -LYBE RWY 12 ,take off with eng.fail at V1(nije neophodno

raditi FORDEC zbog ustede vremena, vec odraditi ECAM i nakon toga ici na
sletanje)
ILS APP. pilot incapacitation-neposredno pre ulaska u final jedan clan Cat 1 minima
pilotske posade postaje onesposobnljen,drugi clan nastavlja prilaz i slece,
dozvoliti kopilotu da taksira nakon sletanja do izlaska sa piste.
Landing

AIRPORT QUALIFICATION RMKS

LDSP VOR B 23-CPT-PF(LDSP 140/20 CAVOK 22/12 QNH 1013
NOSIG)-NA VISINI 4000FT,DATI CLEARANCE “DIRECT OSGOL” AND
CLEAR FOR APPROACH
LQSA ILS X RWY11-BOTH PILOTS(LQSA 020/20 OVC 020 23/12 QNH
1015 NOSIG)- ENGINE FAILURE- GO AROUND,nakon zavrsetka ECAMa
zavrsiti vezbu –POSTAVITI AVION U POZICIJU 12 NM LEFT,DATI
“CLEAR FOR APPROACH”

SPECIFIC TRAINING(CAPT. PF) RMKS

Narrow rwy operation training (see table below )
Cat. „C“ airport qualification LGMK ,LGSK,LGKP ,LGSM(U SKLADU SA
UPUTSTVOM IZ PART“C“ SPECIAL AIRPORT BRIEFING)

NARROW RUNWAY OPERATION TRAINING

DEPARTURE – LGSR DESTINATION –LGSR

WEATHER REPORT
LGSR 060/20 VIS 2400M OVC 012 32/1 LGSR 240/20 VIS 2400M OVC 012 32/1
QNH 1013 QNH 1013
WET,BA GOOD WET,BA GOOD

CLEARANCE
SID- ACCORDING SID STAR - ACCORDING STAR

PERFORMANCE DATA
ACFT:YU-APH V1……..
TAKE OFF:MAX.TAKE OFF WEIGHT, Flaps……..
TOGA THRUST Vr……...
TIME OF DAYDUSK,TAXIWAYS and Flex T……
RUNWAY: WET
V2……..
,BA GOOD
LANDING: MAXIMUM LANDING WEIGHT

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TRAINING RMRKS
Taxi/Line up RWY15
RTO(standing with TOGA thrust),eng.fail at LOW SPEED
RTO(TOGA thrust),eng.fail at high speed but before V1
TAKE OFF (TOGA thrust),eng.fail at V1
VISUAL TRAFFIC PATTERN
LANDING ONE ENG.INOP.
TAKE OFF, APPROACH--CIRCLE TO LAND,FULL STOP LANDING(back
track to be performed after landing)

UPRT NOTE 6

G. Recognition RMRKS
1. Type-specific examples of physiological, visual and instrument
clues during developing and developed upsets
2. Pitch/power/roll/yaw
3. Effective scanning (effective monitoring)
4. Type-specific stall protection systems and cues
5. Criteria for identifying stalls and upsets

H. System malfunction
(including immediate handling and subsequent operational considerations,
as applicable)
1. Flight control defects
2. Engine failure (partial or full)
3. Instrument failures
4. Loss of reliable airspeed ATA 34 select failure ”PITOT INLET BLOCKAGE
CAPT +STAND BY+ F/O “-odraditi procedure I nakon zavrsetka procedure
nastaviti sa vezbom
5. Automation failures
6. Fly-by-wire protection degradations
7. Stall protection system failures including icing alerting systems

I. Manual handling skills

(no autopilot, no autothrust/autothrottle and, where possible, without flight
directors)
1. Flight at different speeds, including slow flight, and altitudes within the
full normal flight envelope
2. Procedural instrument flying and manoeuvring including instrument
departure and arrival
3. Visual approach
4. Go-arounds from various stages during the approach
5. Steep turns

Table 2: Exercises for upset recovery training(*CPT.to perform from both

RMRKS
seats)
A. Recovery from developed upsets
5. Consolidated summary of aeroplane recovery techniques

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A320

FLIGHT PATH MANAGEMENT DURING UNRELIABLE AIRSPEED INDICATION AND

OTHER FAILURES AT HIGH ALTITUDE IN AEROPLANES WITH A MAXIMUM CRUISING
ALTITUDE ABOVE FL300

Theoretica Practica Sim.tra Done/not

l l ining done(tick
Elements
Knowledg Trainin when done)
e g
1,Basic flight physics principles 2020/2
concerning flight at high altitude, with a
particular emphasis on the relative
proximity of the critical Mach number
● ●
and the stall, pitch behaviour, and an
understanding of the reduced stall
angle of attack when compared with
low-altitude flight.
2.Interaction of the automation 2020/2
(autopilot, flight director,
autothrottle/auto-thrust) and the ● ●
consequences of failures inducing
disconnection of the automation.
3.Consequences of an unreliable 2020/2
airspeed indication and other failures
at high altitude and the need for the
flight crew to promptly identify the ● ●
failure and react with appropriate
(minimal) control inputs to keep the
aircraft in a safe envelope.

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CHECK DAY

-COMMUNICATION – ELECTRICAL- APU

-FIRE- EVACUATION - TCAS –ENGINE FAILURE/FIRE

FAILURE SKILL - OPC /LPC

DEPARTURE – LIMC 35L DESTINATION – LIMC 35L

WEATHER REPORT
LIMC 060/20 VIS 800M OVC 003 22/11 APP LIMC ILS 35L 060/20 RVR550 OVC 003
QNH 1018 22/11 QNH 1018 RWY WET BA (GOOD)
RWY WET BA (GOOD) APP NPA LIMC 35L 060/20 VIS 3200 M
OVC 012 22/11 QNH 1018 RWY WET BA
(GOOD)

CLEARANCE
SID IRKED 5E SQ2421 STAR RWY 35L

PERFORMANCE DATA
ACFT:YU-APH V1……..
ZFW 52000 KG Flaps……..
FOB 8 t Vr……...
CG 30.0%
TAXIWAYS and RUNWAY: WET BA V2……..
(GOOD)
TIME OF DAY: DUSK

CAPT L/H PASS REPEAT RMKS

ENGINE FAILURE at V1 T/O with all engines running
Preselect or insert Engine failure at V1
CONTINGENCY PROCEDURE RWY 35L-
ELECTRICAL SYSTEM PROBLEM-ATA24 –-INSERT
FAILURE “”TR FAULT(radeceg motora)”dati failure
nakon zavrsenog ECAMa vezanog za motor
VECTOR ILS RWY 35L AP FAIL DURING BASE LEG
G/A ONE ENGINE , STANDARD G/A PROCEDURE,
restore A/P
VECTORING –VOR 35L. APP. ONE ENGINE INOP.
(CDFA APP.)
LANDING ONE ENGINE INOP

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A320

F/O PASS REPEAT RMKS

ENG FAIL at V1 T/O with all engines running
Preselect or insert Engine failure at V1
CONTINGENCY PROCEDURE –APU
SYST.FAILURE-ATA 49-INSERT FAILURE”LOW APU
OIL QUANTITY” nakon zavrsenog ECAMa vezanog za
motor
VECTOR ILS . RWY 35L AP FAIL DURING BASE LEG
G/A ONE ENGINE , STANDARD G/A PROCEDURE,
restore A/P
VECTORING-LOC. APP. RWY 35L ONE ENGINE
INOP.(CDFA APP.)
LANDING ONE ENGINE INOP-APU
FIR(UNEXTINGUISHABLE)-ATA49 “APU FIRE”--
EVACUATION

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A320

LVO - OPC /LPC

DEPARTURE –EDDF 25L DESTINATION – EDDF 25L

WEATHER REPORT
250/3 VIS 100M FG RVR 125/125/125 22/22 250/3 VIS 100M FG RVR 75/75/75
QNH 1018 22/22 QNH 1018
LVP IN FORCE LVP IN FORCE , BA (GOOD )
CLEARANCE
SID CINDY 1F SQWAK 2041 EDDF 25L,STAR SPESA 1B
PERFORMANCE DATA
ACFT:YU-APH V1……..
ZFW 50T
Vr……...
FOB 8 T
Taxi fuel 200 V2……..
ZFWCG 30.0% Flaps……..Flex T……
TAXIWAYS and RUNWAY: DRY
BA (GOOD )_TIME OF DAY: DUSK

LVP- PASS REPEA RM

POZICIJA: GATE “E6”, PUSH BACK TAIL “LEFT”, TAXI T KS
CLEARANCE”N-U-S-S4-R3”
COCKPIT PREPARATION,BEFORE
ENG.STAR/ENG.START/LVO TAXI/,LINE
UP,REJECTED TAKE OFF PROCEDURE
LINE UP 25L,ENGINE FAILURE AT V1 - Take off with
engine failure (after flaps retraction reposition for another
take off)
REPOSITION LINE UP 25L,TAKE OFF-SID ,nakon
zavrsetka SID,dati instrukciju ”join STAR SPESA 1B”
STAR – COMM.SYSTEM PROBLEM-ATA23-
FAILURE”RNP 1 FAULT”---, ILS 25L CAT B
Insert failure whicn requires- G/A ,reposition for new
approach
ILS CAT IIIB,
FSL

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A320

SPECIFIC TRAINING

RNAV APP(LNAV/VNAV)-BOTH PILOTS(LYBE 030/15 CAVOK RMKS

25/12 QNH 1015 NOSIG)
LYBE RNP RWY 12-repozicija na 12 nm, pre nego odfrizujete
simulator neophodno je da posada procita c.l iz QRH vezanu za RNAV
prilaz, naglasiti da se radi pre normalnog brifinga. U toku RNAV prilaza
planirano ja da se tokom Final approach odradi TCAS
TCAS(radi samo Kapetan)- po zapocinjanju RNAV prilaza,neposredno
pre dolaska na tacku “BE 12F” aktivirati TCAS --scenario,postavke na
instruktorskom panelu su sledece:
*INTRUDER HORIZONTAL POSITION “AHEAD”
*INTRUDER VERTICAL FLIGHT PATH”LEVEL”
*SCENARIO “2” ILI “4”

POSADA TREBA ADEKVATNO DA ODREAGUJE,SHODNO FCTM.

Nakon zavrsenog manevra repozicija u final da bi se odradilo sletanje.

Nakon toga prilaz i sletanje treba da odradi I copilot.

RHS CPT,LYBE RWY12 RMKS

(LYBE 030/15 CAVOK 25/12 QNH 1015 NOSIG)
ENG FAIL at V1
ILS APP. 12 ,AP OFF, GA than VTP RH NO AUTOPILOT
FSL,RWY 12

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RECURRENT TRAINING – OPC/LPC

2021/1

A320

Name:
Date:
Pass/Fail:
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1. To start the APU the:

a) BAT 1 and 2 push buttons must be selected to ON.
b) BAT 1 and 2 push buttons do not need to be selected ON if external power is
available.
c) Both are correct.

2. When the APU MASTER SW is selected ON:

a) The APU computer automatically completes a self-test, opens the air intake flap and
supplies fuel pressure.
b) The APU computer automatically starts the APU.
c) Connects the APU generator to the aircraft electrical system.
d) The APU door opens.

3. The APU system page will appear on the ECAM:

a) When selected by the crew.
b) Automatically whenever the APU is started and AC power is available.
c) Both are correct.

4. The APU MASTER SW FAULT light will illuminate:

a) When APU low oil pressure is detected.
b) When an automatic shutdown of the APU occurs.
c) For an APU overheat or APU fire.
d) If the batteries are selected OFF while the APU is operating.

5. What would you do if the APU SD page showed LO OIL LVL?

a) Check for leaks. If a leak is found, the APU can be used for 5 hours only.
b) Check for leaks. If none the APU can be used for upto 10 hrs
c) Check for leaks. If none the APU can be used for upto 5 hrs
d) Check for leaks. If a leak is found, the APU can be used for 2 hours only.

6. On RMP, the ON/OFF switch controls:

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

7. Which ACP switch configuration is correct for communication with other cockpit
crew members while wearing your Oxygen Mask?
a) ACP INT/RAD switch selected to INT, INT reception knob on, loud speaker volume up.
b) INT transmission key to on, INT reception knob on, use the sidestick push-to-talk
when speaking, loud speaker volume up.
c) Both are correct.
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8. On the ground, CVR is stopped automatically after the last engine shutdown.
a) Immediately
b) 1 minute
c) 3 minutes
d) 5 minutes.

9. When selecting the guarded RMP NAV key:

a) Manual tuning via the MCDU RAD NAV page is still possible.
b) Manual tuning via the MCDU RAD NAV page is always possible.
c) FMGC auto tuning is inhibited.
d) Manual tuning via the MCDU RAD NAV page is only possible on the offside radio.

10. In case of dual FMGC failure selection of radio navigation frequencies is possible
with:
a) RMP 1 only.
b) RMP 1 and 2 only.
c) RMP 1, 2 and 3.

11. The normal priority for supplying electrical power to the AC busses is:
a) External power, engine generators then APU
b) External power, APU, then engine generators
c) APU, external power then engine generators
d) Engine generators, external power then APU

12. Do not depress the IDG DISCONNECT switch for more than……….to prevent
damage to the disconnect mechanism.
a) 3 seconds
b) 7 seconds
c) 10 seconds
d) 15 seconds

13. What is the significance of the green collared circuit breakers?

a) Green collared circuit breakers are pulled when flying on battery power only.
b) Green collared circuit breakers are monitored by the ECAM.
c) Green collared circuit breakers are not to be reset.
d) Green collared circuit breakers are AC powered.
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14. If the battery voltages are below the minimum, how do you charge them?
a) You have to call a mechanic because the batteries can only be charged by
maintenance.
b) I have to check that the BAT pushbuttons are on and switch the external power on.
c) I have to switch the external power to ON and switch the batteries off.
d) I have to start the APU as the batteries can only be charged by the APU generator.

15. What is the function of the GEN 1 LINE push button?

a) When selected OFF the avionics compartment isolation valves close.
b) When selected OFF the #1 generator powers all AC busses.
c) When selected OFF generator # 1 is removed from all busses but continues to power
one fuel pump in each wing.

16. Maximum speed at which the landing gear may be retracted (VLO retraction)?
a) 260kts
b) 250kts
c) 280kts
d) 220kts

17.What is the maximum altitude for flap extension?

a) 18,500ft
b) 22,500ft
c) 17,500ft
d) 20,000ft

18. What is minimum fuel quantity for takeoff?

a) 1800kg
b) 1500kg
c) 1250kg
d) 1750kg

19. What is the limiting runway altitude?

a) 9200ft
b) 8200ft
c) 9000ft
d) 8600ft
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20. Maximum wind for passenger door operation?

a) 40kts
b) 65kts
c) 60kts
d) 50kts

21. Permission for FERRY FLIGHTS, must be requested from Civil Aviation Directorate
of the Republic of Serbia (CAD).

a) True
b) False

22. MEL ECAM Entries is not part of the approved MEL document but it is considered
as a vital part, making the document usable under real flight operation conditions.
a) True
b) False

23. MEL Conditions and Limitations relieve the Commander from determining that the
aircraft is in a fit condition for safe operation with specified unserviceable items or
systems allowed by the MEL.
a) True
b) False

24. Baro Reference Display Window :

a) One may be inoperative
b) Both may be inoperative
c) Both answers are correct

25. AUDIO SWITCHING selector

a) May be inoperative,repair interval D,placard YES
b) May be inoperative,repair interval C,placard NO
c) May be inoperative,repair interval C,placard YES