On The Ground :
It should be emphasized that the nosewheel steering tiller should NOT be used at high speeds (GS > 30 kt) because of overcontrolling. Steering inputs from both tillers are additive, and corrective inputs by the instructor can be confusing and potentialy dangerous. Should a take-over be necessary, the instructor will immediately call out "I HAVE CONTROL", and if necessary, be prepared to use differential braking to regain control or bring the aircraft to a stop.
A319/A320/A321 FLIGHT CREW TRAINING MANUAL NORMAL OPERATION BRIEFINGS GENERAL 1.02.01 Page 26
REV 21 MAY 98
03 - EQUIPMENT (CONT’D)
AIRCRAFT (CONT’D) :
E. CONDUCT OF TRAINING FLIGHTS (CONT’D)
b. Flight Training Policy (cont’d)
9. Fuel Management
For normal Flight Training sessions, 15 tonnes will be the normal fuel load for flights not requiring positioning. If for operational reasons or for training flights requiring positioning, more fuel is loaded, the auto mode of fuel feeding will be used. This means that during circuit training the centre tank fuel will not normally be used and a non-standard fuel loading will result i.e. fuel in the centre tank with inner tank cells not full. The maximum centre tank fuel added to an average aircraft empty weight will never exceed the maximum zero fuel weight. If extended circuit training is required, centre tank fuel may be utilised (if necessary by selecting AUTO/MAN P/B to MAN) at any part of the flight except the take-off or touch and go. The above procedure is to be used until the publication of a Flight Manual derogation allowing the centre tank to feed during training take-offs and touch and go’s.
10.Automatic Landings
For demonstration purposes, instructors may carry out automatic landings provided the weather and the ILS meet CAT 1 criteria or better. The instructor should be prepared to take manual control immediately if the flight path or roll out deviate. Trainees should be reminded of all the conditions and limitations required prior to conducting an automatic landing during commercial operations.
NOTE : See FCOM references for limitations on the use of the automatic landing system.
11.FMGS Use
The FMGS should be initialised for the intended flight either by data base company route e.g. Red or Blue circuit or by waypoint and PBD. Managed lateral navigation may be used for the first ILS assisted approach and when weather makes visual flight impossible. All visual circuits should be flown with FDs off and FPA selected. The fact that the approach and runway will remain displayed is of considerable assistance for positioning the aircraft on final approch.
12.Cockpit Preparation and Engine Start
The trainee crew will occupy the left and right seat for cockpit preparation with the instructor supervising from the jumpseat. Just prior to engine start the instructor will occupy either the right or the left seat. Either engine can be started first, though normally number two engine is the first to be started.
A319/A320/A321 FLIGHT CREW TRAINING MANUAL NORMAL OPERATION BRIEFINGS GENERAL 1.02.01 Page 27
REV 21 MAY 98
03 - EQUIPMENT (CONT’D)
AIRCRAFT (CONT’D) :
E. CONDUCT OF TRAINING FLIGHTS (CONT’D)
b. Flight Training Policy (cont’d)
13.Taxi
Little if any power above idle thrust will be required to get the aircraft moving at training weights. Thrust should be used symmetrically. Avoid high thrust settings at low ground speeds due to the risk of ingestion (FOD). The wing mounted engines are close to the ground, this is particular point to note for ex DC9, BAC1-11 and B727 pilots. Avoid placing engines over unconsolidated or unprepared ground e.g. over the edge of taxyways. Brakes may be checked once the aircraft is moving and thereafter the normal maximum taxy speed should be 20 kt in a straight line, 10 kt for a sharp turn. As pilot eye height at 15 ft is higher than in many other aircraft, monitor ND groundspeed displays to help assess taxy speed. Do not "ride" the brakes, as 20 kt is exceeded, apply brakes smoothly and decelerate to 10 kt, release the brakes and allow the aircraft to accelerate again.
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