AB6

Flight Procedure Briefing

 BX Office and Staffs
Office phone: 02-5452601 02-5452619

BO AB6: FC JIRACHAI K.
081 616 6816

BO-B AB6: FC NANAWEE K.

081 815 9130
 Training documents
Document Ref no.
Type Rating Training Record BX-FM (AB6)2

Type Rating Training Guide BX-BL (AB6)7

ETOPS Training Guide (e-learning) BX-BL (AB6)4

CFIT Training Guide BX-BL (AB6)3

Low Visibility Training Guide BX-BL (AB6)5

Aerodrome Briefing (www.thaiab6.net) -

RI & LIFUS Grade slips BX-FM 1

RI Progress Check -

RI Lesson Plan and RI Progressive Notes -

SN Report form -

-
 Training steps
Topics Duration
Briefing (Flight procedure, ETOPS, CFIT, Low Vis, Fuel ) 2 days
Technical Oral Exam ( only Ftr) 2 days
Flight Simulator Training 30 days
CPT (4 sessions) + FFS (7 sessions) - Check
LOFT (CRM, CFIT, ETOPS)
Low Visibility
School Flight 1 week
2 FFS Copilot trainee from ATT, 1 FFS Conversion
1 Aircraft (Training + CAA Check)
Route & Aerodrome Briefing (only Ftr) 1 day
Route Introduction (RI) minimum 3 months
Line Flying Under Supervision (LIFUS) 1 months
Base Release 5.5 m total
 Type Rating Training
 4 CPT
 8 FFS
– Normal: C1, S1, C2, S2
– Abnormal: C3, S3, S4, C4, S5, S6
– Summary: S7
– FFS Conformity Check: S8
 1 FFS LOFT (CRM + ETOPS + CFIT) – S9
 1 FFS LOW VIS – S10
 1 FFS School Flight – S11 (or A1)
 1 Aircraft School Flight + CAA Check – A3
C = CPT, S = FFS, A = Aircraft
 Session C1
 Cockpit preparation
 Normal checklist expanded
 FMS initialization
 Normal flight procedure and callout
 ILS approach
 Automatic go-around
 Session S1
 Normal flight procedure
 Aircraft handling - automatic and manual
flying
 Flight in marginal condition
 Steep turn
 Stall & recovery
 Unusual attitude recovery
 ILS approach with and without FD
 Manual go-around
 Visual pattern & Circling
 Session C2
 Engine start on battery & cross bleed
start
 AFS and FMS exercises
 Windshear
 Flight envelope protection
 Non-precision approach procedure
 Go-around
 Session S2
 Non-precision approach
 FPV demonstration
 Demon glide slope interception from above
 Windshear/Microburst – recognition,
prevention and recovery
 GPWS warning response procedure
 Visual pattern
 Circling approach
 Session C3
 System malfunctions
 ECAM action
 Task sharing
 Single engine
 Electrical failure
 Reject takeoff
 On ground emergency
 Session S3
 Single engine handling
 Single engine operation & engine restart in
flight
 Single engine approaches – auto & manual
 Single engine go-around – auto & manual
 Engine fire
 Reject takeoff
 On Ground Emergency
 Session S4
 Single engine
 Both engine flameout
 Electrical failures
 Both generators off
 Drift down procedure
 Avionics smoke
 ILS approach in reduced electrical
supply
 Overweight landing
 Session C4
 Hydraulic system malfunctions
 Dual hydraulic system failure
 Smoke and smoke removal
 Both engine flameout and Ditching checklist
 Rapid decompression and emergency
descend
 No flaps/no slats
 Elevator jam
 Session S5
 Flight control malfunctions
 Restricted flight control
 Stabilizer jam
 Elevator jam
 Pitch trim runaway
 Flaps/slats fault – landing with no flaps or no slats
 No flaps and no slats landing
 LDG unsafe indication
 Incapacitation
 Rejected takeoff
 On ground emergency
 Session S6
 Hydraulic system malfunctions
 Dual hydraulic systems failure
 Emergency descend exercises
 Rapid decompression and emergency
descent
 Cabin equipment smoke
 ILS approach raw data (no FD or HSI
approach) – Max crosswind
 Start malfunction
 C3 – Hung start
 S3 – Hot start
 S4 – Start valve fail to close
 C4 – No N1 or N2 during start
 S5 – Ignition failed
 T/O data exercises
C1, S1 – Normal
C2 – Wet RWY
S2 – MTOW calculation
C3 – One channel of brake or a/skid inop
S3 – Spoilers inop
S4 – RWY contaminated
S5 – Kruger flaps inop

Complete T/O data and present to Instructor at

pre-session briefing
 Session S7
 Summary session
 Preparation before check
– Repeat items
– Cover weak area
– Build up confidence
 Session S8
 FFS Conformity Check
 Mandatory items
– Steep turn & stall recovery
– Rapid decompression & emergency descend
– Dual hydraulic systems failure
– Holding
– Non-precision approach
– Single engine, MTOW, Max crosswind
 Checker selected items
– Start malfunction
– Approach with abnormal condition
 ILS approach raw data
 No flaps no slats landing
 Landing with jammed elevator
 Session S9
 LOFT (CRM + ETOPS + CFIT)
 Scenario prepared by instructors
 CRM
– Communication & Coordination
– Situation awareness & position awareness
– Time management, workload and stress control
– Judgment & decision making
 ETOPS
– Definition & planning (Pre-flight briefing)
– MEL
– In-flight procedure
– Diversion
– Fuel calculation
 Session S9
 CFIT (Controlled Flight Into Terrain)
– Position awareness & Terrain avoidance
– GPWS warning response
 Fleet incidents
– Unreliable airspeed indication
– Go-around below minima due to windshear
– Correction for bounce and high pitch during
landing (tail strike)
– Manual go-around, encounter windshear, both
pitch trim dropped off, high pitch, speed
decrease to VSS
 Session S10
 Low visibility training
 2 demon approach (Review visual segments at
200’, 150’, 100’, 50’)
 4 Cat II approaches and 4 Cat III approaches, with
2 go-around each
 System malfunctions during approaches
– AUTO LAND light warning
– ATS failure (one system and both)
– ATT warning
– Loss of ILS transmitter/receiver
– Loss of radio altimeter
– Loss of standby horizon
– Loss of one autopilot (from DUAL LAND)
– Engine failure
– Pilot incapacitation
 School flight
 Visual circuit
 Touch and go
 Simulated engine failure after V2
 Go-around (or low approach) - TOGA
 HSI approach (manual approach without
FD
 1-eng approach
 1-eng go-around
 Route Introduction (RI)
 sms to BO AB6 on day 10,20,30 of the month
“name, PF landing, PNF landing”
 sms when pass Progress Check at 30 and 60
landing
 sms when already Release for LIFUS
 Copy grade slip – send to BO-AB6 every
week to track progress
 Route Introduction
 Phase I (1-30 LDG PF) – Introduction
Instructor should give lots of instruction, recommendation
and information to trainee.
 Phase II (30-60 LDG PF) – Practice
Pilot trainee shall practice flying and management
exercises, such as manual flying, flying without FD or ATS.
Instructor supposed to give less instruction. For captain
candidate this is good time to practice command.
 Phase III (60-100 LDG PF) – Supervision
Instructor shall just monitoring and let pilot trainee do their
jobs. If some deviation should happened instructor may
provide de-brief to trainee after flight.
 Route Introduction
 First 30 landings PF, ask
 After 30 landings PF, ask less
 Be a captain, act like a captain
 Give respect to instructor, keep him
informed.
 Be well-prepared.
 Confidence, Command, but be polite.
 LIFUS
 Under OS
 Performed by Line Check Pilot (SV), or
Flight Instructor (FCI) as specified by
OS
 Approx 1-3 flights
 Copy grade slips send to OS
 Base Release – Capt candidate
 3 Bases
 Base 1 – BO;
 Base 2 – OO;
 Base 3 – OS;
 OS send telex base release after base 3
completed
 Failed 1 of 3 base release, consider failed
 Base release (Copilot)
 One Base release flight by Line Check
Pilot (SV)
 Line Check Pilot send telex base
release after base completed
 ND NAV page
 Can be used for takeoff and approach by PF
only if ACCURACY HIGH .
 Always cross check with basic NAV aids.
 NAV-ILS-VOR selector should be at NAV in
order to have FMS radio position update
 Always check NAV aids remote tuned to the
required station during takeoff and approach
 RVSM

 RNP
 RVSM

 Between FL290 - FL410 ,

where A/C separation 1000'
 Block 10 (Equipment) of the ICAO flight plan
should be annotated with the letter “W” to
show RVSM approval
 RVSM
Requirement
 Two primary altimeters
 One autopilot
 One altitude alerting system
 ATC transponder
 RVSM
PRE-FLIGHT

 Check altimeter 1 or 2 ± 30 ft from ground

elevation
 Check standby altimeter ± 50 ft from ground
elevation
 RVSM
PRIOR TO ENTRY

- The required equipment must be operative

- Main and standby altimeter should be record
 RVSM
within RVSM

 Autopilot CMD
 Overshoot not more than 150‘
 approx 1 hr, check that main altimeter within
tolerances.
 RVSM
Inform ATC

 Failure of both autopilot

 Loss of altimeter system
 Failure of any equipment affecting the ability
to maintain the assigned flight level
 Severe turbulent
 RVSM
ALL AUTOMATIC ALTITUDE CONTROL
SYSTEMS FAIL

 Maintain CFL
 Evaluate the aircraft’s capability to maintain
altitude through manual control
 Watch for conflict traffic
 Notify ATC of failure and intended course of
action
 RVSM
LOSS OF REDUNDANCY IN PRIMARY
ALTIMETRY SYSTEMS

 If the remaining system is functioning

normal, couple that system to the

automatic altitude control system

 Notify ATC of the loss of redundancy.
 RVSM
SPECIAL PROCEDURES TO MITIGATE
WAKE TURBULENCE ENCOUNTERS

• The pilot should establish contact with other

aircraft, if possible, on VHF inter- pilot air to
air frequency; and one (or both) aircraft may
initiate the lateral offset not exceed 2 NM
from the assigned track
• As soon as practicable, the offsetting aircraft
notify ATC that temporary lateral offset action
has been taken and also notify ATC when re-
established on the assigned route
 RVSM
WEATHER DEVIATION PROCEDURES FOR OCEANIC
AND NON-RADAR AIRSPACE AND A REVISED ATC
CLEARANCE CANNOT BE OBTAINED
 If possible, deviate away from an organized
track or route system
 Establish communication with and alert nearby
aircraft by broadcasting, at suitable intervals:
flight identification, flight level, aircraft position
and intentions on frequency in use, as well as
on frequency 121.5 MHz
 Watch for conflicting traffic both visually and by
reference to TCAS
 Turn on all aircraft exterior lights
WEATHER DEVIATION PROCEDURES FOR OCEANIC
AND NON-RADAR AIRSPACE AND A REVISED ATC
CLEARANCE CANNOT BE OBTAINED
 For deviations of less than 10 NM, aircraft should remain at the CFL
 For deviations of greater than 10 NM, when the aircraft is
approximately 10 NM from track, initiate a level change based on the
following criteria:
  EAST LEFT: -DESCEND 300 FT EAST RIGHT: -CLIMB 300 FT
WEST LEFT: -CLIMB 300 FT WEST RIGHT: -DESCEND 300 FT

• When returning to track, be at its assigned flight level, when the

aircraft is within approximately 10 NM of centerline
 RNP
Required Navigation Performance (RNP)

 RNP is a statement on the navigation

performance accuracy necessary for
operation within a defined airspace.
Note that there are additional
requirements, beyond accuracy, applied
to a particular RNP type
 RNP
RNP Airspace

 Generic terms referring to airspace,

route(s) and procedures where
minimum navigation performance
requirements (RNP) have been
established. Aircraft must meet or
exceed this performance to fly in that
airspace
 RNP
RNP type

 This is a designator established

according to navigational performance
accuracy in the horizontal plane, that is,
lateral and longitudinal position fixing.
This designator is expressed by an
accuracy value given in nautical miles
 RNP
Navigation accuracy

 Each aircraft operation in RNP airspace

shall have a total system navigation
position error that is equal to or less
than the RNP value during 95% of the
flight time
 RNP
RNP-X

 A designator used to indicate the

minimum navigation system
requirements needed to operate in an
area, on a route or on a procedure (e.g.,
RNP-1, RNP-5). The designator
invokes all of the navigation system
requirements specified for the
considered RNP RNAV type indicated
by the value of X (in NM)
 RNP
RNP-X

 RNP-10 oceanic/ remote area

 RNP-5 B-RNAV european
 RNP-1 P-RNAV
 RNP

 When fly in RNP environment the crew

can insert RNP in the required accuracy
field
 If accuracy HIGH - operation normal
 If accuracy LOW - check with raw data or
- if unable, inform ATC
 RNP
RNP-10
 Required - 2 FMS
- 2 CDU
- 2 IRS
 Check position monitor page on FMS if messages
- FMC POSITION MISMATCH
- VERIFY A/C POSITION
 If unable to determine which system is correct,
inform ATC
 RNP
without GPS

RNP accuracy criteria are met provide the radio
navaid coverage supports it for

 RNP-1 en route and in terminal area

required accuracy 1.2 is manually enter in CDU

 RNP-0.3 in approach
required accuracy 0.36 is manually enter in CDU
 RNP
P-RNAV minimum required
 1 RNAV system
- 1 FMS
- 1 CDU
- 1 VOR
- 1 DME
- 1 IRS
- 1 FD
 Flight plan data on 2 ND
 RNP
P-RNAV Procedure
 crosscheck periodically FMS position with raw data
 SID, STAR, RNAV TRANSITION must be load from FMS
database and should not be modified
 Enter RNP-1 in CDU and check accuracy high
 when leaving the terminal procedure, revert to default
 check accuracy with raw data if message
NAV ACCUR DOWNGRAD,
FMC POSITION DOWNGRAD,
VERIFY A/C POSITION
 if lost RNP-1 capability or both FMS , inform ATC
 if only one FMS incorrect, using the other FMS