FLIGHT CREW DIVISION 919

A.321 RECURRENT
TRAINING AND CHECKING
(2A/B)

PILOT’S NAME: ………………………………………………….

REV 00 - DATE 25 APR 2019
Intentionally blank page
(For approval)
FLIGHT CREW TRAINING PROGRAM (FOR DPE ONLY)

LIST OF EFFECTIVE PAGES

Section Pages Issue No. Revision No. Effective Date

Document control
01-02 01 00 25APR 2019
pages

FFS 2A 02-04 01 00 25APR 2019

FFS 2B 05-06 01 00 25APR 2019

INSTRUCTOR
07-52 01 00 25APR 2019
GUIDE
FFS 2A/B -
53-60 01 00 25APR 2019
QUESTIONNAIRE

This simulator recurrent training with issue number 01, revision number 00 is reviewed by Fleet
A.321 and approved by Chief Pilot of Flight Crew Division 919.

Prepared by Reviewed & Recommended by Approved by

CPT. NGUYỄN NHƯ NGỌC CPT. NGUYỄN THANH LONG CPT. TÔ NGỌC GIANG
Date : 25 APR 2019 Date : 25 APR 2019 Date : 25 APR 2019

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FLIGHT CREW TRAINING PROGRAM (FOR DPE ONLY)

LIST OF SIGNIFICANT CHANGES

Section List of significant changes

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A321 RECURRENT TRAINING SUMMER 2019 - FFS 2A

ROUTE
ORIGIN VHHH
ROUTE:
RNAV 1, 5 PECA1A PECAN V10 SIKOU R339 WUY R474 HAKAO HAKA1N

DESTINATION VVNB
ALTERNATE VVVH VVPB
FLIGHT NUMBER HVN 593
AIRCRAFT VN001 / VN018
REGISTRATION
WEATHER
METAR VHHH ……...Z 080530Z 18017G20KT 2000 TSRA SCTCB015 BKN025 31/31
Q1023 TEMPO 17020KT 3000RA
TAF VHHH ...........Z AMD 0104/0206 20020KT 3000 TSRA BKN050 BECMG
0510/0511 21008KT 4000 RA OVC030
TAF ZGNN …….. Z 071908Z 0800/0824 05007MPS 9000 SCT040 TX33/0807Z
TN25/0822Z TEMPO 0805/0811 SHRA SCT010 FEW020CB BKN030
TAF VVNB .......... Z 0800/0824 35007KT 7000 FEW020 PROB30 TEMPO 0812/0816
3000 TSRA SCT013 FEW027CB
TAF VVVH .......... Z 0800/0824 30007KT 7000 FEW020 PROB30 TEMPO 0812/0816
4000 -RA SCT013
TAF VVPB .......... Z 0800/0824 25005KT 6000 FEW040 PROB30 TEMPO 0814/0818
6000 -RA SCT020 FEW060

NOTAMS VHHH 1905050725 TO 1912040300: TDWR SYSTEM SUSPENDED WIND

SHEAR AND TURBULENCE WARNING SYSTEM DEGRADED

VVNB 1904300025 TO 1912300935: NDB 'K' 230KHZ SHUTDOWN FOR

MAINTENANCE

PERFORMANCE
TO BE FILLED BY TRAINEE:

ZFW/ ZFW CG 59.0/30% RWY 07R

COST INDEX 20 RWY CONDITION WET
CRZ ALT/TEMP FL 340/-30C V1
TROPO 55000 VR
TRIP WIND M44 KTS V2
FLX/ASSUME/DERATE
BLOCK FUEL
TEMP
TOW / THS% / FLAPS

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A321 RECURRENT TRAINING SUMMER 2019 - FFS 2A

1- Safety involved 2-Unacceptable 3-Acceptable 4-Standard 5-Above standard

PILOT 1 – PF / PM 1 2 3 4 5
TIME MEL ITEM: 34-40-03A RA 1 INOP
1 QUICK TRANSIT COCKPIT PREP, CHECK LISTS, START UP & SHORT BRIEFING
15’ 2 INIT TAKEOFF POSITION
3 T/O WINDSHEAR
4 GPWS EXERCISES
5 AC BUS 2 FAULT (RA 1 + 2 FAULT)
50’ 6 ILS APPR & LANDING
55’ 7 INIT FL 300
8 ENG HIGH EGT / ENG HIGH VIBRATION DURING DESCENT
9 OTHER ENG FAIL / DUAL ENG FAILURE
10 FORCED LANDING OR DITCHING
1H30’ 11 EMERGENCY EVACUATION
PILOT 2 - PF / PM 1 2 3 4 5
MEL ITEM: 22-60-02A FAC 2 INOP
1H35’ 12 TAKE-OFF ENG FAILURE AFTER V1 [NO DAMAGE]
13 ENG RELIGHT
14 FAC 1 FAULT
15 FAC 1 + 2 FAULT
2H20’ 16 ILS APPR. & LANDING
17 TAKE OFF - WINDSHEAR
18 FLAP/SLAT FAULT/LOCKED
19 TCAS EXERCISE
3H00’ 20 ILS APPR & LANDING
RKPK/VVCR/VVDN/RJTT TRAINING [IF REQUIRED] 1 2 3 4 5
21 RKPK VOR 18L/R APPR & LDG
22 VVCR ILS Y 02 APPR & LDG
23 VVCR VOR 02 APPR & LDG
24 VVDN VOR 17L/R APPR & LDG
25 RJTT LDA 22/23, VOR 16 L/R APPR & LDG
LVO TRAINING (RKSI/RKSI) [IF REQUIRED] 1 2 3 4 5
26 TAXI LINE UP & LVTO
27 RADAR VECTOR CAT III APPR BRIEFING & CHECK LIST
REVIEW OF LDG CAPABILITY, AUTOFLIGHT MODES AND CAT I/II/III VISUAL
28
SEGMENTS
29 GO AROUND AT HIGH ALTITUDE
30 REPOSITION TO FINAL CAT III APPR AND LANDING
31 ENGINE FIRE & EVACUATION EXERCISE
EXTRA TRAINING 1 2 3 4 5
32 CONTAMINATED RWY OPERATIONS (BRIEFING ROOM)
33 RVSM FIR PROC: PREFLIGHT, BEFORE RVSM AND WITHIN RVSM (BRIEFING ROOM)
34 RNP 4 FIR PROC: PREFLIGHT, BEFORE RNP4 AND WITHIN RNP4 (BRIEFING ROOM)
35 CIRCLING APPROACH
36 15KTS TAILWIND LANDING OPERATIONS TRAINING [IF REQUIRED]
37 HANDLING/DECISION MAKING EXERCISES IN ADVERSE WX CONDITION
NOTE: - ALL EXERCISES ARE COMPLETED IN IMC, UNLESS OTHERWISE INDICATED
- AT ANY MOMENT, REJECTED TAKEOFF AT LOW OR HIGH SPEED
- ORDER OF EXERCISES MAY BE CHANGED AT INSTRUCTOR’S DISCRETION
- AIRCRAFT: A320 IAE ENGINE

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A321 RECURRENT CHECKING SUMMER 2019 - FFS 2B

ROUTE
ORIGIN RKSI
ROUTE: BOPT1L BOPTA Z51 BEDES Y711 DOMKO Y711 PONIK A593 PUD
RNAV 1, 2, 5 A599 GYA R474 HAKAO HAKAO1N

DESTINATION VVNB
ALTERNATE VVVH
FLIGHT NUMBER HVN 415
AIRCRAFT VN001 / VN018
REGISTRATION
WEATHER
METAR RKSI ..........Z …..25008KT 210V290 R33L175V200 BCFG BKN005 01/M01 Q1010
TAF RKSI ...........Z ….25008KTS R33L/200 FG BECMG 0516/0517 23008KT
TAF RKPK……...Z ….21015KT 3000 -RA 05/02 OVC030
TAF VVNB .........Z ….0018 29008KT 3200 -RA BKN020 OVC030
TAF VVVH……..Z ….0018 12007KT 6000 BR FEW030

NOTAMS
RKSI:
FROM 1905010325 TO 1912150335 TDZ TRANSMISSOMETER RWY 33L U/S

RKSI:
FROM 1905120430 TO 1912070725 RWY 33R LOC 36 INRR 108.900MHZ ON
TEST, DO NOT USE.

PERFORMANCE
TO BE FILLED BY TRAINEE:
ZFW/ ZFW CG 52.0/32% RWY 33L
COST INDEX 20 RWY CONDITION DRY
CRZ ALT/TEMP FL 320/-28C V1
TROPO 51000 VR
TRIP WIND M35 KTS V2

BLOCK FUEL FLX/ASSUME/DERATE

TEMP
TOW / THS% / FLAPS

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1- Safety involved 2-Unacceptable 3-Acceptable 4-Standard 5-Above standard
PART 1: LOFT ASSESSMENT
PF/PM ASSIGNMENT ARE EITHER UP TO CREW OR AT THE INSTRUCTOR’S DISCRETION.
DETAILS OF EXERCISES IS KNOWN TO INSTRUCTOR ONLY AND NOT TO BE PROVIDED TO PILOTS.
TIME MEL ITEM: 34-10-02B NAV ADR 2 FAULT 1 2 3 4 5
LOFT SCENARIO 1
M 1 FULL A/C PREP, CHECK LISTS, BRIEFING, START UP, TAXI
25’ M 2 TAKE-OFF RNAV 1 SID, T/STORM AVOID WITH HEAVY RAIN
M 3 MAP SHIFT
M 4 MCDU 1 + 2 FAULT
01H00’ M 5 ILS APPR/LANDING (MIS-HANDLING DURING FLARE TRAINING)
LOFT SCENARIO 2 1 2 3 4 5
M 1 FULL A/C PREP, CHECK LISTS, BRIEFING, START UP, TAXI
25’ M 2 TAKE OFF, THUNDERSTORM AVOIDANCE WITH HEAVY RAIN
M 3 DMC 1 + 2 FAULT
M 4 SEVERE ICE ACCRETION
M 5 FLAP/SLAT FAULT/LOCKED
01H00’ M 6 ILS APPR/LANDING
LOFT SCENARIO 3 1 2 3 4 5
M 1 FULL A/C PREP, CHECK LISTS, BRIEFING, START UP, TAXI
25’ M 2 TAKE-OFF RNAV 1 SID, T/STORM AVOID WITH HEAVY RAIN
M 3 CAB PRESS SYSTEM FAULT
M 4 DOOR LEAKAGE
01H00’ M 5 ILS APPR/LANDING
PART 2: LVO AND SKILL TEST PILOT 1 PF / PM 1 2 3 4 5
MEL ITEM: 27-23-01A RUDDER TRAVEL LIMITER SYSTEM 1 INOP
M 6 QUICK A/C PREPARATION + LVO CHECKLIST
M 7 TAKEOFF – REJECTED T/O
1H15’ M 8 TAKE OFF
M 9 THR LEVER FAULT / DISAGREE
M 10 RADAR VECTOR FOR CAT II/III APPR / ON-GRND EQUIPMENT FAIL
M 11 GO AROUND – ENG FAIL/FIRE
M 12 CAT III APPR & LANDING
2H00’ M 13 TAKE OFF – ENGINE FAIL/STALL OR FIRE AFTER V1
M 14 NPA – GA - RUDDER TRAVEL LIMITER 2 FAULT (AP & FD OFF)
M 15 ** A/THR 1 + 2 FAULT
2H30’ M 16 ILS APPR & LANDING (AP & FD OFF)
PART 3: FLYING AND SKILL TEST PILOT 2 PF / PM 1 2 3 4 5
MEL ITEM : 32-42-01A #3 MAIN WHEEL BRAKE INOP
2H35’ M 17 TAKE OFF - ENGINE FAIL/FIRE AFTER V1
M 18 NPA
3H00’ M 19 GO AROUND (AP & FD OFF)
M 20 ILS APPR (AP & FD OFF)
M 21 LANDING
3H20’ M 22 ** RUNWAY EXCURSION – EMER EVACUATION
PART 4: DPE/TRI/LTC/CAPT ON R/H SEAT 1 2 3 4 5
3H20’ M 23 TAKEOFF (RHS)
M 24 ENG FAIL (WITH DAM. /NO DAM. /FIRE) AFTER V1 (RHS)
M 25 ILS APPR-GO AROUND [AP & FD OFF] (RHS)
M 26 LANDING [AP & FD OFF] (RHS)
3H35’ M 27 LVO (PART 2: ITEM 10,11,12) (RHS)
PART 5: ADDITIONAL TRAINING: AT INSTR DISCRETION 1 2 3 4 5
3H35’ 28 HIGH ALTITUDE G/AROUND/ CANCEL APPROACH
29
4H00’ 30
NOTE: - FOR 2 CAPTAINS: CHANGE SEAT AFTER ITEM 11 & REPEAT 1-12. - FOR 2 F/Os: INST DEMONSTRATES LVTO THEN WILL BE
CM1 FOR CAT III APPR. M: MANDATORY ITEM FOR LICENSING OPC. - (**): EXERCISES WILL BE FILLED IN BY DPE.
PART OF THE OPC SYLLABUS WILL BE UNFORESEEN BY PILOTS AS IOSA REQUIREMENTS

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FFS 2A+ 2B INSTRUCTOR’S GUIDE

SESSION OVERVIEW AND TRAINING OBJECTIVE

OVERVIEW

BRIEFINGS:
o Briefing time is AT LEAST 1.5 hrs. before the SIM session. Prepare lesson plans
effectively and brief trainees with ENOUGH TIME to cover the required items.
o BRIEFING BEFORE THE SIM [TRAINING SESSION]: For time saving, crews should
calculate all performance data, review MEL items and brief the SID in briefing room
before SIM.
o SHORT BRIEFING DURING THE SIM [TRAINING SESSION]: The Crew will
crosscheck the FMGS preparation and perform a SHORT BRIEFING. The short briefing
will only include pertinent Weather Information and Abnormal Procedures.

ORDER OF SIM EXERCISES:

o Only SIM 2A has the note about "the order of exercises may be changed at instructor
discretion" because the training day doesn't have mandatory items. For the check day:
(SIM 2B), Instructors may not change the sequence of the syllabus exercises.

TIME MANAGEMENT:
o SIM STANDARD TIME FRAME: The SIM training session has a FIXED time frame for
each exercise. The maximum allowable time frame for each exercise/failure must not
exceed 1.5 times the Standard Time Frame. If the pilots are unable to complete within the
required maximum allowable time frame, they have to re-do that exercise/failure again.
o SIM CHECK SESSION: Real time operation must be applied (normal preparation and
briefings)
o TWO CAPTAINS SIM CHECK SESSION: Time is limited and the Instructor may need to
reposition the SIM as necessary to avoid exceeding the available time.

LVO TRAINING:
o IOSA REQUIREMENT:
ON-GRND EQUIPMENT FAIL:
To comply with IOSA requirements: Instructor (ATC) advise crew of failed or
downgraded equipment prior to commencement of the approach. Failures such as: HIRL
(edge lights), or Threshold lights, or Approach lights failed. The crew must check the FOM
table 8.1.19 and apply the effect on landing minima if applicable.

o CAAV REQUIREMENT:
According to CAAV AC 10-1 (6.7.2), the LVO recurrent training program for previously
LVO qualified/trained pilots only require one SIM session (SIM training session not
required). For non-qualified pilots (such as direct entry pilots who were never trained in
their previous airlines) or otherwise did not complete the required CAAV Initial
Qualification Training AC 10-010: AWO 6.4 [6.4.1, 6.4.2] MUST do SIM training
session and check session. NOTE: LVO training (SIM training session) for low
experienced or weak pilots may be done at the Instructors discretion as required.

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OVERVIEW

o LVO FFS CREW OF TWO F/O

The training and checking objective and proficiency criteria is:
1. To complete L.V.O. training so that the crew reaches the required level of proficiency
for CAT II / III approaches and low visibility taxi and take-off operations.
2. F/O autoland training in case of captain’s incapacitation.

For training and checking: The Mandatory SIM items must still be accomplished as
follows:
1. Low Visibility Taxi and Take Off (LVTO)
2. Approach Preparation
3. Operational particularities for LVO approach
4. Abnormal Operation in LVO

NOTE: The mandatory items in the Recurrent SIM syllabus must be accomplished with
a change of seat for the two F/Os during the LVO session. The F/O in the left-hand-seat
will perform the duties of the PIC but his/her overall performance level in the left-
hand-seat must not be graded as a captain. Any inappropriate crew action by the F/O in
the left-hand-seat during LVO training or checking will ONLY be debriefed by the
Instructor. The command upgrade training course will appropriately qualify F/Os in the
left-hand-seat for LVO.
Examiners will check pilot proficiency in their assigned seat position (RHS for F/O).

LOFT:
o LOFT-CFP, WX AND NOTAMS: LOFT CFP, LOFT WX, LOFT NOTAMS are included
in Crew SIM package for Crews to use for SIM preparation and for use during the LOFT
session. The Instructor will choose from ONE out of the THREE listed Loft Assessment
scenarios.

MANDATORY TRAINING:
o HANDLING/DECISION MAKING EXERCISES IN ADVERSE WX CONDITION (GO-
AROUND TRAINING) is MANDATORY TRAINING in accordance with new CAAV
requirements.

Training Objectives:
1. Train Rejected landings (go-around below MDA/MDH)
2. Train the limitations for rejected landing decision making. Decisions must take into
account the committed-to-stop point after landing.

Instructor guide:
Instructor insert the actual wind conditions (tailwind and crosswind) to a value exceeding
operational limits. Crews should not be aware of this change (not reported by ATC).

Example:
INSTRUCTOR INSERT ACTUAL WEATHER CONDITIONS
RCTP ILS 05L NIGHT TIME
RUNWAY 3MM WATER
METAR 23020KT 6KM -RA OVC020CB 34/28 Q1003 CB OVER RWY

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OVERVIEW

WEATHER REPORTED TO THE CREW BY ATC

RCTP ILS 05L
RUNWAY WET
METAR 23008KT 6KM -RA OVC020CB 34/28 Q1003

Performance criteria:
 Crew decision to make a rejected landing must be re-enforced by encounter of
unexpected weather or wind conditions that exceed operational limits.
 The crew must recognize the exceedance of tailwind for landing. Although there is
visual contact with the airport/runway environment, a landing must not be performed
under these conditions.
 If the crew lacks SA or makes an inappropriate decision to continue landing, the
Instructor must quickly explain the crew mistake in the SIM and redo the exercise.
Crew debriefing in detail is done post SIM session.

Rejected landings (balked landing) concepts:

 If a rejected landing is initiated, the flight crew must be committed to proceed with the
intended maneuver and not retard the throttle/thrust levers in an ultimate decision to
complete the landing.
 Reversing a go-around decision usually is observed when the decision to reject
the landing and to initiate a go-around is taken by the PF but is overridden by the other
crewmember (PIC).
 Runway overruns, impact with obstructions and major aircraft damage (or post impact
fire) often are the consequences of reversing an already initiated rejected landing.
 A decision to reject a landing below MDA/MDH is the only way to avoid aircraft
damage through a Loss of Control near to or on the runway, which may result in a
Runway Excursion.
 Below MDA/MDH many flight crews tend to be ‘land - minded’ (commitment to land
even with unexpected flight conditions), but crews must always be ‘go-around
minded’.

Considerations about go-around

Only when the aircraft is safely established in the go-around, the flight crew retracts flaps
one step and the landing gear.
Note: If the aircraft is on the runway and in FULL configuration when the PF applies
TOGA thrust, a CONFIG FLAPS NOT IN T.O CONFIG ECAM alert is triggered. The
flight crew should disregard this alert.

Rejected landing climb gradient

Because the go around is initiated beyond and below the published missed approach point,
obstacle clearance may be compromised. In most cases this is not a significant factor but, if
the published missed approach has a turn which starts at the MAP or if there is a non-
standard gradient published, obstacle clearance becomes an issue. In these cases, use of the
engine failure on takeoff flightpath (EOSID) for the runway in use, if one exists, instead of
the missed approach procedure, would provide the appropriate safety.

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OVERVIEW

Commitment for Full-stop Landing

A rejected landing can no longer be safety performed after touchdown (WHENEVER
ENGINE REVERSERS HAVE BEEN DEPLOYED).
After reverse thrust is selected, a full-stop landing must be completed.
Landing incidents and accidents clearly demonstrate that after the thrust reversers
have been deployed (even at reverse idle), the landing must be completed to a full
stop, as a successful go-around may not be possible.
The following occurrences have resulted in a significantly reduced rate of climb:
 Thrust asymmetry resulting from asymmetrical engine spool up.
 Thrust asymmetry resulting from one thrust reverser going to the stow position faster
than the other one; and,
 Severe thrust asymmetry resulting from one thrust reverser failing to re-stow.

o ENGINE FAILURE: For check session, CAAV require ENG FAILURE to have 3 choices:
(WITH DAMAGE or NO DAMAGE or FIRE).

SPECIFIC TRAINING:
o NO FLARE TRAINING: Please see LOFT ASSESSMENT guide.
o OLB and eQRH: VNA has implemented Operational Library Browser (OLB) and
electronic QRH (e-QRH). Refer to the Class 1 EFB Manual for further details. Specific
ground training is done FCD.
o Depending on the crew’s experience (INST, experienced or in-experienced pilot or cadet)
the DPE should adapt the training session in order to get more time to the one who needs it.
The Fleet Office will advise DPE if a trainee need to be monitored in any criteria.

SPECIAL TRAINING [IF REQUIRED]:

o TAKE-OFF RADAR VECTORS
o RNAV APPROACH VVCR 20 WITH A/THR 1+2 FAULT
o Training for crews who have not yet done the RNAV approaches SIM training. During the
briefing before SIM, the Instructor reviews the content of PBN Checklist, FOM, VNA
SOPs and AFM limitations of A320/1 FMS system.
o Terrain database for VVCR 20 has not yet been updated in the SIM. There may by
spurious GPWS terrain warnings on short final 20.

UPGRADE ASSESSMENT:
o PROMOTION (upgrade, LTC, SFI…): Is based on the few last REC SIM results so you
are requested to do the assessment (comment and mark) correctly based on pilots ability.
For CAPT or FO who has potential to upgrade, DPE should write recommendation in to
comment part of skill test.

GRADING:
o REFER TO: INSTRUCTOR GUIDELINE FOR FORMS FILLING Document for
further information.

F/O ON L/H SEAT TRAINING [IF APPLICABLE]:

o Co-pilot left seat training ONLY applicable for qualified first officer having:
1) Current ATPL and type rated on A320/1.
2) Completed Command course training.

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OVERVIEW

LOSS OF BRAKING PROCEDURE: [MEMORY ITEM]

o REF: FCTM PR-AEP-BRK P 2/2
Instructors must highlight the difference in procedure for NON-ABCU aircrafts:
Non ABCU Aircrafts: VN-A344, VN-A345, VN-A347, VN-A348, VN-A349
“Modulate brake pedal pressure to maximum 1 000 PSI.”
All other Aircrafts have ABCU:
“The ABCU automatically limits the brake pressure to 1 000 PSI.”

LPC/OPC FORMS FILLING:

Training session briefing:
Instructors remind pilots doing BOTH OPC and LPC (Aircraft rating renewal) to
complete required sections of CAAV Form 544 prior to coming to the Check session
along with possession of required OPC documents of Pilot license, instrument rating, medical
validation, pilot logbook and pilot training file [if applicable].

EXAMINER PREPARATION FOR SKILL TEST:

According to the CAAV AC 07-005:

In preparation for each skill test, the examiner shall develop a written “plan of
action” for each Type or Proficiency skill test.

To facilitate
accurate skill
testing, for session
FFS 2B, there is an
expanded skill
check tolerance
table: PGs 37, 38.

REFER TO
FORMS FILLING
DOCUMENT

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OVERVIEW

NEO ENGINES
o Pratt & Whitney's geared turbofan (GTF) engines have known technical problems
causing delays in aircraft deliveries and with in-service aircraft dispatch reliability.
Being investigated by manufacturer. VAECO closely monitors the A321 NEO aircraft
in the fleet.
o Known High Engine Vibration on N2 during climb.
o For A321NEO operation (VN-A501, VN-A617, VN-A618, VN-A619), pilots are
required to:
 Check AIRCAFT status (Techlog entries and MEL) and brief carefully with
technical engineers.
 Follow current emergency procedures in case of emergency.

NEO LIMITATIONS
o EGT limit above 1083*C compare with 636*C, Crew will see big different temp during
start up and monitor engine the other phase.
o 3 start attempts compare with 1 attempts (different start time and start cycles)
o Dual cooling make longer start time.
o Minimum engine oil quantity is 14qrts regardless of expected consumption. To check
oil quantity, the FADEC ground power PB is used. Do not use ignition/start to check
oil quantity to avoid cycling of the Packs.

NEO TCAS PROCEDURE WITH AP/FD TCAS

o The AP/FD TCAS mode is a vertical guidance mode built into the Auto Flight
computer. It controls the vertical speed (V/S) of the aircraft on a vertical speed target
adapted to each RA, which is acquired from TCAS.

o Please note:
o At any time, the crew keeps the possibility to disconnect the AP and the FDs, and is
capable to respond manually to a TCAS RA by flying according to the “conventional”
TCAS procedure (i.e. flying the vertical speed out of the red band).
o Crews must be reminded that TCAS memory items apply for ALL fleets and they must
not delay their response TCAS orders awaiting the AP/FD TCAS functions of the NEO
aircraft.
o The AP/FD TCAS procedures are currently unavailable for SIM training and therefore
only the application of memory items response to TA or RA is available the flight crew
in the SIM.

ASSIGNMENT OF PF/PM ROLES

Due the nature of the failures for the first half of SIM session 2A, for standard crew:
It is recommended to let the Captain fly the first half of the SIM session.

5 AC BUS 2 FAULT (RA 1 + 2 FAULT)

DMC 2 FAILED. FO PFD AND ND LOST.
9 OTHER ENG FAIL / DUAL ENG FAILURE
10 FORCED LANDING OR DITCHING
11 EMERGENCY EVACUATION
ELEC EMER CONFIG. FO PFD AND ND LOST.

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OVERVIEW: TIMELINE FFS 2A

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OVERVIEW: TIMELINE FFS 2B

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BRIEFING BEFORE SESSION

 FLIGHT PREPARATION
 TASKSHARING FOR ABN/EMER PROCEDURES
 ECAM PROCEDURES
 NORMAL CHECKLISTS
 STABILIZATION CONCEPT
 USE OF PA IN ABN SITUATIONS (crew must practice and use PA in ABN situations)

NOTAMS

VHHH: TDWR SYSTEM SUSPENDED WIND SHEAR AND TURBULENCE WARNING

SYSTEM DEGRADED.

Decoded: Terminal Doppler Weather Radar (TDWR) is a Doppler weather radar system with a three-
dimensional "pencil beam" used primarily for the detection of hazardous wind shear conditions,
precipitation, and winds aloft on and near major airports.

SESSION GUIDE 2A PILOT 1

MEL 34-40-04A RA 1 INOP

(o) One may be inoperative provided that both FCU channels, all ELACs, SECs, ADIRUs, SFCCs,
LGCIUs and FACs are operative. Note: When the radio altimeter 1 is inoperative, the GPWS basic
modes are considered inoperative. Refer to 34-40-01 GPWS Basic Modes.

The lower ECAM indicates GPWS system INOP but only the predictive function is INOP. The
main functions of the GPWS remains functional.

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SESSION GUIDE 2A PILOT 1

#3, 17. WINDSHEAR DURING TAKEOFF

INSTRUCTOR INSERT NON-PREDICTIVE WINDSHEAR PRIOR TO TAKE OFF

For the windshear procedure, it is recommended that the Instructor activates:

Tailwind on takeoff increasing to 71kts, triggered during takeoff, moderate intensity
(prior to takeoff)

[MEMORY ITEM]
To recognize wind-shear and recover using techniques and guidance unique to fly-by wire aircraft.
Briefing of the following key points.
MAIN
o Groundspeed mini computations.
o Recovery actions when windshear/microburst is identified or warning is triggered.
o PFD indications (pitch and V/S).
o FD commands and stick handling implications.
o Crew coordination and callouts.
o Configuration requirements.
SECONDARY
o Weather conditions and indications of possible windshear/microburst.
o Monitoring PFD and ND (Speed trend, Ground speed, Wind).
Common Errors
o Early symptoms disregarded.
o Incorrect and/or late GO/NO GO decision.
o Maximum thrust not used.
o SRS bars not followed.
o Configuration changed whilst still in windshear conditions.
Document References
o FCOM DSC 22 (Windshear detection)
o FCOM PRO ABN (Windshear)
o FCOM PRO SUP (Operation in windshear/downburst conditions)
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SESSION GUIDE 2A PILOT 1

#4. GPWS EXERCISES

Training Objective
To take required action in the event of any GPWS warning.
Although the trainees will know in advance that the exercise is to be performed, explain that it is
intended to simulate an inadvertent descent below MSA due to loss of situational awareness (e.g.,
because of a lateral navigation error, an incorrect altitude selection, an incorrect non-precision
approach procedure or any other factors).

Training procedure DONE IN IMC CONDITIONS

ATC Clearance RWY 07R

1. PRIOR TO TAKE OFF:

Instructor issues ATC clearance (DUE TRAFFIC) to:
o CLIMB TO 2000 FT
o SPEED 180KTS.

2. AFTER WINDSHEAR PROCEDURE COMPLETED

Instructor issues ATC clearance to:
o MAINTAIN 2000FT
o SPEED 180KTS
o FLY HEADING 220
NOTE: THE AIRCRAFT SHOULD START TURNING RIGHT BY POSITION ABEAM ‘SMT’
VOR TO ACHIEVE THE REQUIRED GPWS WARNING.

GPWS Excessive Closure Rate to Terrain.

Mode 2 provides alerts to help protect the aircraft from impacting the ground when rapidly rising
terrain with respect to the aircraft is detected. Mode 2 is based on Radio Altitude and on how rapidly
Radio Altitude is decreasing (closure rate)

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SESSION GUIDE 2A PILOT 1

Crew response to GPWS warning:

[MEMORY ITEM]
“ WHOOP WHOOP PULL UP” - “ TERRAIN TERRAIN WHOOP WHOOP PULL UP”
Simultaneously:
− AP ........................................................................... OFF
− PITCH .............................................................. PULL UP
Pull up to full back stick and maintain
− THRUST LEVERS................................................. TOGA
− SPEEDBRAKES .......................... CHECK RETRACTED
− BANK ....................................... WINGS LEVEL or adjust
• When flight path is safe and GPWS warning has ceased:
Decrease pitch attitude and accelerate
• When speed above VLS and V/S positive:
Clean up aircraft as required

• Ensure proper crew coordination, with PM calling radio altitudes and trend (e.g. "300 ft
decreasing...").
• Continue maneuver at maximum performance until terrain is cleared.
• Crew MUST maintain the climb until visual verification can be made that the aircraft
will clear the terrain or obstacle ahead, or until above the appropriate sector safe altitude
(if certain as to the location of the aircraft with respect to terrain) even if the GPWS
warning stops.
• The maneuver should be long enough for the pilot to demonstrate proficiency at maintaining
the maximum climb performance.

Briefing of the following key points.

MAIN
o Immediate reaction (except as stated in QRH 1.08)
o GPWS modifies profile at certain airports.
o Configuration requirement below VLS.
o Description of GPWS modes.
SECONDARY
o Awareness of the active flight control law and how it will affect the escape maneuver.
o Reaction adapted to type of warning (Emergency pull up or go around).
o Inhibition or cancelling possibilities (configuration selections PB's on overhead panel).

Common Errors
o Delayed reactions due to hesitation.
o Mistrust of warnings.
o Stick not maintained in full back position during emergency pull up.
o Configuration modified with speed below VLS.
o Decision not clearly announced.

Document References
o QRH 34.04 (GPWS warning)
o FCOM DSC 34 (GPWS)
o FCOM PRO NOR (GPWS warning)

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SESSION GUIDE 2A PILOT 1

#5. AC BUS 2 FAULT (RA 1 + 2 FAULT)

REF: FCTM PR-AEP-NAV P 21/22
There will be no auto-callouts on approach, and no "RETARD" call in the flare.
The GPWS/EGPWS will be inoperative; therefore terrain awareness becomes very important.
Similarly, the "SPEED, SPEED, SPEED" low energy warning is also inoperative, again requiring increased
awareness.

It is not possible to capture the ILS using the

APPR pb and the approach must be flown to
CAT 1 limits only. However, it is possible to
capture the localizer using the LOC pb.
The final stages of the approach should be
flown using raw data (TRK/FPA) in order to
avoid possible excessive roll rates if LOC is
still engaged.

AC BUS 2 FAULT additional INOP SYSTEMS

ADR 2, MCDU 2, VOR 2
F/O PFD and ND, ECAM lower DU
RADAR 2, THRUST REV 2, Etc.
REFER TO FCOM: PRO-ABN-ELEC P 27/98

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SESSION GUIDE 2A PILOT 1

#7. INIT FL 300

INSTRUCTOR INIT FL 300

1. CLEAR CREW TO DESCENT TO FL 100

#8. ENG HIGH EGT / ENG HIGH VIBRATION DURING DESCENT

SCENARIO: DURING DESCENT TO FL 100

1. INSTRUCTOR INSERT EGT INCREASE TO OVERLIMIT

a. ALLOW CREW TO DO ECAM TO REDUCE THRUST TO IDLE.
b. INSTRUCTOR THEN CLEARS HIGH EGT MALFUNCTION
(RESET)

2. PURSER ADVISES FLIGHT CREW VISIBLE FLAMES SEEN EJECTED

FROM INLET OF THE SAME ENGINE TWO TIMES THEN STOPPED.

3. INSTRUCTOR INSERT HIGH ENGINE VIBRATION.

4. INSTRUCTOR AGAIN INSERT EGT INCREASE TO OVERLIMIT.

5. FLIGHT CREW FOLLOWS ECAM AND THEN PERFORM ENGINE

SHUTDOWN DUE TO ABNORMAL ENGINE PARAMETERS.

Failure Effects:
1. EGT INCREASE TO OVERLIMIT
o Exhaust gas temperature adjusts to the selected value at a rate of 10 degrees C/second
When EGT exceeds the redline limit:
o Analog and digital indications are displayed in red

2. HIGH N2 VIBRATION
o When the engine is running, the N2 vibration adjusts to the selected value at a rate of 2
cockpit units/s
o If the N2 vibration level is below advisory (5 Cockpit Units):
 N2 vibration indication pulses green
 Reducing the thrust lever reduces the vibrations but they remain above advisory level

Crew Action:
o Crew applies ECAM actions
o Crew shutdown affected engine due abnormal engine parameters.

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SESSION GUIDE 2A PILOT 1

#9. OTHER ENG FAIL / DUAL ENG FAILURE

DURING DESCENT FROM FL150 TO FL100

INSTRUCTOR INSERT:
OTHER ENG FLAME OUT (WITH DAMAGE)

DEPENDING ON THEIR ASSESSMENT OF THE SITUATION:

THE FLIGHT CREW MUST RAPIDLY DECIDE TO APPLY EITHER THE ENG DUAL
FAILURE QRH PROCEDURE, OR THE EMER LANDING QRH PROCEDURE.
 If the flight crew considers there is sufficient time to attempt an engine relight, they must apply
the ENG DUAL FAILURE QRH procedure.
 If the flight crew considers there is not sufficient time to attempt an engine relight, they must
apply the EMER LANDING QRH procedure. The flight crew must use the remaining time to
fly the aircraft to an appropriate landing spot, and to prepare the aircraft for touchdown
(ditching or forced landing).

NOTE: An all engines failure

situation mainly results in an
emergency electrical
configuration and in the loss of
the green and yellow hydraulic
system.

Document References
o REF: FCTM [PR-AEP-MISC
P 8/34, PR-AEP-MISC P 8/34,
PR-AEP-ENG P 1/22]

ECAM ACTIONS
FOLLOWED BY QRH ENG
DUAL FAILURE (FUEL
REMAINING) CHECKLIST

SESSION GUIDE 2A PILOT 2

MEL ITEM: 22-60-02A FAC 2 INOP
(O) FLIGHT PREPARATION/LIMITATIONS
Maximum landing capability is CAT 3 SINGLE.
ON GROUND
If the AUTO FLT FAC 2 FAULT alert is displayed on the EWD
or
If erroneous speeds are displayed:
‐ AUTO FLT/FAC 2/28VDC (121VU M19) C/B ............................................Pull
‐ FAC 2 pb-sw .................................................................................................. OFF

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SESSION GUIDE 2A PILOT 2

#12. ENG FAIL AFTER V1 / ENG SHUT DOWN

Training Objective
To recognize engine failure and/or fire warning. Take correct actions to maintain a safe trajectory.
To perform correct engine fail or fire after V1 procedure.
Briefing of the following key points
MAIN
o GO/STOP decision making.
o Aircraft control on the ground and at rotation.
o Roll control, sideslip target and "Fly by wire" characteristics.
o Pitch attitude and speed control.
o Specific task sharing procedures.
o Confirmation of non-reversible items with ECAM actions.
o Engine-out profile.
SECONDARY
o A/P engagement / Rudder trim.
o EOSID activation.
o Availability and use of TOGA.
o FD roll limit below green dot speed.

Common Errors
o Over rotation to high pitch attitude.
o Target not fully centered.
o ECAM non-reversible actions carried out without proper crew confirmation.
o SID, EOSID or ATC instructions not accurately followed.
o Poor maintenance and monitoring of required track.
o Lack of task sharing discipline during manual flight (FCU actions).
o Not trimming the rudder.
o Not rotating to correct pitch attitude on go-around.
o Talking to ATC while ECAM action is in progress

Document References
o QRH 70.04 (Engine stall)
o QRH 80.06 (Overweight landing)
o FCOM DSC 27 (Sideslip target)
o FCOM PRO SUP (Supplementary techniques)
o FCOM PRO ABN (Engine fire, Engine fail)
o FCOM PRO NOR (EOSID) if applicable/ EO Procedure.

ENGINE DAMAGE?
REF: FOBN Handling Engine Malfunctions P16
Engine damage can be suspected if some of the following symptoms are observed:
o Rapid increase of EGT above the red line
o Important mismatch of rotor speeds (N, N2) or the absence of rotation.
o Abnormal oil pressure/temperature
o Loud noise
o Fumes or burning smell in the cabin.

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SESSION GUIDE 2A PILOT 2

WHEN ENGINE SECURE, PF: “STOP ECAM”

REFER TO: FCTM AO-020 P 13/28
The flight crew should delay the acceleration for securing the engine. An engine is considered as
secured when the ECAM actions of the procedures are performed until:
 "ENG MASTER OFF" for an engine failure without damage
 "AGENT 1 DISH" for an engine failure with damage
 Fire extinguished or "AGENT 2 DISH" for an engine fire.
INSTRUCTOR will review about task sharing and operating techniques:
 PF DUTIES and PM DUTIES

“IF NO FUEL LEAK: IMBALANCE...MONITOR”

PROCEDURE: In case of engine failure, the crew should check and monitor the fuel gages for any fuel
leaks. If no leaks are established after a while, then the fuel cross-feed is opened to avoid a large fuel
imbalance to develop. Note: If fuel is feeding from center tank, no fuel imbalance will develop initially.

CREW MUST DO FCOM ENGINE SHUTDOWN CHECKLIST AFTER ECAM COMPLETE

FCOM PRO-ABN-ENG P 172/216 PROCEDURE:

 If ENG FIRE PB NOT PUSHED: X BLEED … OPEN
 If ENG FIRE PB PUSHED: X BLEED … SHUT

#15. FAC 1 + 2 FAULT

REF: FCOM PRO-ABN-AUTO_FLT P 8/28
With FAC 1 + 2 inoperative, the rudder travel limit system, rudder trim control, yaw damper and
PFD characteristic speeds are lost.
ALTN LAW: PROT LOST. WHEN L/G DN: DIRECT LAW.
INOP systems: REAC W/S DET, F/CTL PROT, FAC 1 + 2, AP 1 + 2, A/THR, CAT 2.

BECAUSE ALL CHARACTERISTIC SPEEDS (GREEN DOT, S, F…) ON PFD ARE LOST,
CREW HAS TO CHECK THESE SPEEDS IN THE QRH AND SELECT SPEED ON FCU,
(OR ALTERNATELY REFER TO THE MCDU APPROACH PAGE SPEEDS).

#18. FLAP/SLAT FAULT/LOCKED

Training Objective
o To perform the correct procedure to configure the aircraft for approach and landing.
o To carry out actions required by ECAM/QRH procedures.
o To handle the aircraft smoothly during Approach and landing complying with published
procedure for configurations and speeds.
o To respect task sharing requirements throughout.

Briefing of the following key points.

MAIN
o Task sharing and crew coordination.
o Use selected speed.
o ECAM procedure and STS page "APPR. PROC".
o Approach speed and landing distance calculations.
o Speed control for no flaps/no slats approach.
o Approach briefing and abnormal configuration procedure use.

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SESSION GUIDE 2A PILOT 2

SECONDARY
o A/THR management.
o Pitch angle (tail strike) at landing if no flaps.
o Use of autobrake.
o Go around procedure and briefing.
o CONF FULL selected on MCDU PERF page for VAPP calculation.

Common Errors
o Rushing procedure.
o Starting approach before completing all procedures.
o Selected speed not used immediately at failure recognition.
o Wrong VAPP selection on MCDU.
o Rough handling.
o Use of managed speed on final approach
o Incorrect go around procedure.

Document References
o QRH 20.01A (Landing with abnormal Slats/Flaps)
o QRH OPS.02A (Approach Speeds and Landing distance)
o FCOM DCS 27 (Flaps and Slats)
o FCOM PRO SUP (Supplementary techniques)
o FCOM PRO ABN (Slats and/or Flaps fault/locked)

CREW PROCEDURE
1. Pull and Select appropriate speed
2. ECAM Actions
3. Review STATUS
4. QRH Checklist
5. Considerations
a. Fuel penalty factor
b. Fly stabilized approach
c. Configuration during Approach, for Go-Around/Circuit/Diversion
d. SRS mode affected for Go-Around
e. No use of AP below 500FT
f. Ground clearance (possible tail strike)

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SESSION GUIDE 2A PILOT 2

#19. TCAS EXERCISE

INSTRUCTOR INSERT TCAS RESOLUTION ADVISORY

Response to TCAS RA warning:

[MEMORY ITEM]
If a TA is generated:
‐ The PF announces: "TCAS, I have control".
‐ No evasive maneuver should be initiated, only on the basis of a TA.
If a RA is generated:
‐ The flight crew must always follow the TCAS RA orders in the correct direction,
‐ The PF disconnects the AP, and smoothly and firmly follows the Vertical Speed
Indicator (VSI) green sector within 5 s, and requests that both FDs be disconnected.

NEO TCAS PROCEDURE WITH AP/FD TCAS

o The AP/FD TCAS mode is a vertical guidance mode built into the Auto Flight computer. It
controls the vertical speed (V/S) of the aircraft on a vertical speed target adapted to each RA,
which is acquired from TCAS.

o Please note:
o At any time, the crew keeps the possibility to disconnect the AP and the FDs, and is capable to
respond manually to a TCAS RA by flying according to the “conventional” TCAS procedure
(i.e. flying the vertical speed out of the red band).
o Crews must be reminded that TCAS memory items apply for ALL fleets and they must not
delay their response TCAS orders awaiting the AP/FD TCAS functions of the NEO aircraft.
o The AP/FD TCAS procedures are currently unavailable for SIM training and therefore only the
application of memory items response to TA or RA is available the flight crew in the SIM.

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RKPK/VVCR/VVDN/RJTT TRAINING
[IF REQUIRED]

#21. REPOSITION RKPK VOR 18L/R APPR & LDG

According to the BRAA, airlines must:
o Follow procedure for VOR/DME-A RWY 18L/R when A/C does circling approach.
o Train/announce cockpit crews properly about procedure of VOR/DME-A RWY 18L/R.
o Train cockpit crews strictly with flight simulator system.
o Train crews strictly about other attention of circling approach, flight operation manual,
characteristics of Busan weather.
Busan (RKPK) is a category B airport with circling using the TERPS criteria with high surrounding
terrain near the airport. Crews must pay attention to: the criteria for circling approach for terrain
clearance, the offset visual segment (lead in lights and checkerboard) and maneuvering to the runway,
when to descend below circling minima.
o At D3, a/c must be in Config 3 with landing gear Down, F speed, 1.700ft.
o After D3, change to Visual Flight with reference of chart 19.1-Jeppesen (RWY lead-in
Lighting system – Flash White, Checker Board-Red and White)
o Descend follow the guide lights. Do not exceed north of Namhea express way. PAPI on RWY
18L/R unserviceable beyond 2 NM from PAPI location due to terrain.

#22. 23. REPOSITION VVCR ILS Y 02 APPR/VOR 02 & LDG

VVCR: Due to CAAV requirement: all pilot must be trained (on SIM) before operating ILS and
VOR approaches RWY 02 at VVCR. Brief with them about some special features (G/S 3.5 degree,
ALT constraints, obstacle, etc.). Due to SIM’s terrain database is not correct, TERRAIN PULL-UP
may trigger at low altitude during initial climb out and approach.

#24. REPOSITION VVDN VOR 17L/R APPR & LDG

VVDN: VOR 17L/R approach and landing. CAAV requires that pilots must be trained before using
this procedure.
o DME, FMS required. The initial approach segment can be flown using standard instrument
procedures. Planning the aircraft configuration for a stabilized approach technique is
recommended due to the 3.5Deg descent angle after FAF.
o The minimum crossing altitudes/heights specified on the chart including the FAF and the
prescribed step-down fixes (SDF) at 8.1DME (2910ft) and 6.3DME (2240ft) must be
respected.
o Only apply this procedure when no military operations and only with the approval from the
authorized person of coordination (ATC).
o FON16/080: Please be noted that due to requirement from Civil Aviation of Vietnam (CAAV),
pilots shall only use VOR/DME RWY17L/R approach at Da Nang international when having
the approval from CAAV.

#25. REPOSITION RJTT LDA 22/23 APPR & LDG

RJTT: According to FON 2017/38B SIM training recommended for HANEDA (RJTT) LDA
22/23, VOR A 16L/R.
REFER TO A321 SPECIAL AIRPORTS APPROACH GUIDE

RJTT LDA 22/23:

LDA is a type of localizer-based instrument approach and is considered a non-precision approach. The
LDA approaches at RJTT have offset angle is greater than 30 degrees and therefore only circling

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RKPK/VVCR/VVDN/RJTT TRAINING
[IF REQUIRED]

minima is published. These approaches are considered a "circling" landing. This means that more
pronounced turns (or even a traffic pattern) are needed to align the aircraft before landing on the
runway. Crews also have to calculate the final profile as it is not listed in the chart.
o As LDA app at RJTT is only used when good weather in South wind condition, INST
reposition a/c at BEAST (IF) LDA W RWY 22. There is no procedure in the database, crew
should choose RWY 22 then manual insert LOC frequency 110.1 mHz.

Awareness required for the speed constraints and mandatory altitude required on final,
example RWY 22: (180kts at D8 IKL, 160kts at D3 IKL, 5000ft).

SUGGESTION FOR LDA APPROACH:

o 2NM before IKL D1.1: Config FULL; LDG C/L: done
o 1NM before IKL D1.1: Select TRK 277, FPA: 0, GA ALT: set (4000)
o At IKL D1.1: if the runway is clearly in sight: AP/FD off, set RWY TRK 222, manual
maneuver to the RWY (initial bank angle is ~10 degrees.
o In order to reduce workload, AP disconnection may delay shortly (not more than 30”) PF:
select FPA ~2.0 degrees, TRK~252 degrees, then try to fly manually afterward, follow PAPI-
L
o Make sure crew also use chart 11-2A for visual prescribed track and using ground visual fix
and DME of IKL to turn into final of RWY 22 (change to LOC FREQ 108.1 IAD of ILS 22
could be a good aid). Comply with SPD constraints (IAS 180 Kts at D8 IKL, 160Kts at D3
IKL).

CHART 11-2A VISUAL

PRESCRIBED TRACK

Note: For RJTT: due to extended

GA procedure distances, to
manage SIM session timing
INST should issue radar vectors
for another approach when
crews are established on the GA
track and not wait for
established in the GA holding
pattern.
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RKPK/VVCR/VVDN/RJTT TRAINING
[IF REQUIRED]

RJTT VOR A 16 L/R:

VOR A followed by circle to land 16 L/R. Standard circling approach pattern/proc as per
FCOM.

NO PUBLISHED PROCEDURAL ALTITUDE AT FAF RJTT VOR A 16 L/R

Please note that there is no published Final Approach Fix Altitude for RJTT VOR A 16
L/R. Instead of a published FAF altitude, the Japan State allows for the chart to only have a
depiction of Segment Minimum Altitudes to facilitate Constant Descent Angle (CDA)
approaches. Segment Minimum Altitudes (SMA) are represented by a shaded rectangle
bordered by the two defining fixes. The Segment Minimum Altitudes [SMA] provides
minimum obstacle clearance in each segment of the non-precision approach. These altitudes
are to be considered “do not descend below” altitudes.

Crews must NOT descend below the published SMAs:

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LVO TRAINING (RKSI/RKSI)

[IF REQUIRED]

LIMITATIONS:
Operating Minima:
1. AIRCRAFT (FCOM limitation, Aircraft Tech-log, MEL for preflight check, ECAM&QRH for
in-flight failures)
2. AIRPORT (certified, facilities, LVO in force)
3. CREW (qualified and current)
4. AIRLINE MINIMA
VNA A321 fleet is certified to the following minima:
- LVTO: RVR 150m for Cat C A/C; RVR 200m for Cat D A/C.
- CAT II: DH 100ft, RVR: TDZ 350m, MID 200m, STOP END ADV.
- CAT IIIA: DH 50ft, RVR: TDZ 200m, MID 200m, STOP END ADV or 200m if MID
not available.
- CAT IIIB: DH 22ft, RVR: TDZ 75 m, MID and STOP END ADV.

#26. TAXI LINE UP & LVTO

LOW VISIBILITY TAXI (LVO TAXI):
A taxi in RVR less than 400m is considered as a low visibility taxi. Minimum required RVR for taxi is
75m. Maximum taxi speed 10kts.
 A high degree of attention is required during all low visibility taxi operations, especially on
airports not equipped with taxi guidance systems such as taxiway lighting, surfaces movement
radar, etc.
 All check lists, flight controls check and briefings will be performed with PARK BRK ON
(stationary condition).
 Only RWY TURNOFF lights are recommended during taxi.

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LVO TRAINING (RKSI/RKSI)

[IF REQUIRED]

 When approaching an airport for landing or before leaving the parking position the crew shall
brief the expected taxi route, such as direction of taxiway vacation, crossing of runway, etc.
 During taxi crew coordination is necessary. CM1 concentrates on steering taxiing while CM2
concentrates on navigation giving advice from taxi chart (iPad), including heading information
and visual cue to be expected.
 If there is any doubt about the position, the airplane shall be stopped immediately and ATC or
apron control is informed.
 Surface marking shall be followed strictly. Lighted stop bars shall never be crossed.

LOW VISIBILITY TAKE-OFF (LVTO):

Takeoff with RVR less than 400m is considered as LVTO by VAR.
“Low Visibility Operations” must be in force.
 The captain must perform the takeoff.
 Crews must be certified for CAT II/III.
 A takeoff alternate airport (CAT 1 or better weather) must be available.
 No Deferred Defects (MEL) affecting the LVO capability.
 The minimum RVR for takeoff is the higher between the airport minima reported in the airport
chart and 150m.
 All the RVR, Touch Down Zone, Mid Point, Stop End must be equal or above the minima. If
the Touch Down Zone RVR is not available the crew can perform a pilot RVR assessment.
Touch Down Zone RVR Assessment System may be temporarily replaced with midpoint RVR
if approved by the State of the Aerodrome.
 Runway is not contaminated.
 Maximum crosswind component 10kts.
 Strobe light and takeoff light should be switched off for takeoff.
 ILS must be set in view on PFD during the lineup, after the positive check set ILS Pb to off.
 High intensity center line lights [HICL] are spaced 15m or less. High intensity runway edge
lights [HIRL] are spaced 60m or less. Once aligned on the takeoff runway the crew must verify
the RVR and satisfy themselves that RVR is equal or above the minima and that the visual
segment is greater than 90m.
 No rolling take off allowed. Static take off (50% N1 CFM or 1.05EPR thrust stabilized with
pedal brakes ON, then released) will be performed at TOGA/FLEX thrust.

Lost Visibility during Takeoff

 Below 100 kts (low speed) reject the take-off if visibility is lost.
 Above 100 kts (high speed) continue the take-off if visibility is lost unless some other failure
also occurs (such as engine failure) which requires a RTO below V1.
NOTE: The LVTO training should review rejected TO at low and high speed, a drop of
visibility in the takeoff run and an engine failure after V1.

#27. RADAR VECTOR CAT III APPR BRIEFING & CHECK LIST
APPROACH PREPARATION CAT II/ CATIII:
In addition to normal flight preparation, the following planning and preparation must be
performed when CAT II or CAT III approaches are expected:
“Low Visibility Operations” must be in force.

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LVO TRAINING (RKSI/RKSI)

[IF REQUIRED]

 Review NOTAMS and check in the FOM Table 10, 8.1.3/P16 [Failed or downgraded
equipment] effect on landing minima to make sure that the destination airport still meets visual
or non-visual CATII or CAT III requirements:
o Runway and approach lighting,
o Radio navaid availability,
o RVR equipment availability, etc.
 Aircraft Status: Confirm that there are no DEFERRED DEFECTS in the A/C technical
logbook from previous flights that affects required equipment required for CAT II /CAT III. If
there are inoperative systems or A/C systems failed in flight check in the ECAM Status page
or in the QRH OPS04 REQUIRED EQUIPMENT FOR CAT II AND III for the aircraft
landing capability assessment.
 Crew qualification and currency: must be reviewed (both CM1 and CM2 must be qualified
and current).
 Weather information: check that the weather forecast at destination is within flight crew,
runway/airport, company and aircraft minima. Check weather conditions at destination and at
alternates. Required RVR values must be available for CAT II / III approaches. Before the OM
the required RVR values should be transmitted. The selected alternate must have weather
conditions equal to or better than CAT I.
 Fuel planning: additional extra fuel should be considered for possible approach delays.

Automatic approach, landing and roll out

 A321: CAT II and CAT III autoland are approved in CONF 3 and CONF FULL.
A320: CAT II and CAT III autoland are approved in CONF FULL.
CHECK that the FMA displays the aircraft capability (CAT 2 or CAT 3) for the intended ILS
approach. MONITOR the radio automatic callout.
 CAT II operations: the approach shall be flown auto-coupled down to 80 ft AGL followed
either by an autoland or manual landing. Autoland is recommended.
Maximum wind conditions for CAT II automatic approach without autoland:
Headwind 40kt, Tailwind 10kt, Crosswind 25kt.
 CAT III operations: the approach shall be flown auto-coupled down to DH followed by an
autoland (mandatory).
Maximum wind conditions for CAT II or CAT III automatic approach landing and roll out:
Headwind 30kt, Tailwind 10kt, Crosswind 20kt.
 Note: Automatic rollout performance has been approved on dry and wet runways, but
performance on snow covered or icy runways has not been demonstrated.
Task Sharing during CAT II and CAT III:
CM1 and CM2 perform required roles as per VNA SOP task sharing: 13.17 Approach using LOC G/S
Guidance – CAT II Approach or 13.18 Approach using LOC G/S Guidance – CAT III with DH.

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LVO TRAINING (RKSI/RKSI)

[IF REQUIRED]

 At the end of the Rollout:

Disconnect the autopilot.
NOTE: The CAT II /III approach is requiring the crew be particularly focused on the approach.
Following the CAT II/III checklist brief summarizing the approach philosophy. For CAT III
emphasize the Alert Height 100 ft functionality.

Engine Out
 CAT III B: 2 Engines operative and automatic ROLL OUT are required.
 CAT IIIA: with one engine inoperative automatic approach, landing and roll out may be
performed (on FMA: CATIII SINGLE and 50ft minimum DH). REF: ABN-OEI-LDG P 1.
 During automatic rollout with one engine inoperative or one thrust reverser inoperative, the
flight crew can use the remaining thrust reverser, provided that:
o Only IDLE reverse thrust is used
o The crosswind does not exceed 15 kt. REF: LIM-22-20 P 3

Autoland Warning
With “LAND” or “FLARE” green on the FMA and at least one AP engaged, the AUTOLAND red
light appears on the glare shield when the aircraft is below 200 ft RA and one of the following events
occurs:
 The autopilots are lost, or
 The aircraft gets too far off the beam (LOC or G/S flash on PFD), or
 Loss of LOC signal above 15 ft, or loss of glide signal above 100 ft (transmitter or receivers).
 The difference between both radio altimeter indications is greater than 15 ft.
When the Autoland light comes on, autoland must be discontinued.
NOTE: INSTR review the failures and associated actions above and below 1000ft.

IN THE CASE OF
- Amber caution (single chime), or
- Landing capability degradation.

ABOVE 1000 FT AAL

ECAM / QRH PROCEDURE…………………………….COMPLETE
REQUIRED EQUIPMENT……………………………….CHECK
Refer to QRH/OPS Required Equipment for CAT2 and CAT3
APPROACH AND LANDING CAPABILITY…………..CHECK
If required:
RVR……………………………………………………….CHECK
DH………………………………………………………...ADJUST
BRIEFING………………………………………………..CONFIRM

If the flight crew does not complete all the above actions at 1000 ft AAL:
GO AROUND…………………………………………….PERFORM

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LVO TRAINING (RKSI/RKSI)

[IF REQUIRED]

IN THE CASE OF
- Amber caution (single chime), or
- Landing capability degradation.

BELOW 1000 FT AAL

If external visual references are not sufficient:
GO AROUND…………………………………….............PERFORM
Below 100 ft (Alert Height) for CAT 3 DUAL:
Approach may be continued unless autoland light comes on.
In the case of Autoland warning light:
If Visual references not sufficient:
GO AROUND…………………………………………….PERFORM
If Visual references sufficient:
Approach may be continued manually

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LVO TRAINING (RKSI/RKSI)

[IF REQUIRED]

FAILURES BELOW 1000FT AAL: LVO CHECKLIST

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LVO TRAINING (RKSI/RKSI)

[IF REQUIRED]

#28. REVIEW OF LDG CAPABILITY, AUTOFLIGHT MODES AND CAT I/II/III VISUAL
SEGMENTS
APPROACH STRATEGY

VISUAL REFERENCE
Approaching the DH, the PF starts to look for visual references, progressively increasing external
scanning. It should be stressed that the DH is the lower limit of the decision zone. The captain should
come to this zone prepared for a go-around but with no pre-established judgement.

Required conditions to continue:

With DH:
In CAT II operations, the conditions required at DH to continue the approach are that the
visual references should be appropriate to monitor the continued approach and landing and that
the flight path should be acceptable. If both these conditions are not satisfied, it is mandatory
to initiate a go-around.
In CAT III operations, the condition required at DH is that there should be visual references
which confirm that the aircraft is over the touch down zone. Go-around is mandatory if the
visual references do not confirm this.

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LVO TRAINING (RKSI/RKSI)

[IF REQUIRED]

Loss of visual reference

With DH before touch down:
If decision to continue has been made by DH and the visual references subsequently become
inappropriate a go-around must be initiated.
A late go-around may result in ground contact. If touch down occurs after TOGA is engaged,
the AP remains engaged in that mode and A/THR remains in TOGA. The ground spoilers and
auto-brake are inhibited.
With DH after touch down:
If visual references are lost after touch down, a go-around should not be attempted. The roll-
out should be continued with AP in ROLL OUT mode down to taxi speed.

#29. GO AROUND
GO AROUND STRATEGY
The crew must be ready mentally for go-around at any stage of the approach. Should a failure occur
above 1 000 ft RA, all ECAM actions (and DH amendment if required) should be completed before
reaching 1 000 ft RA, otherwise a go-around should be initiated. This ensures proper task sharing for
the remainder of the approach.

#30. REPOSITION TO FINAL CAT III APPR AND LANDING

#31. ENGINE FIRE & EVACUATION EXERCISE

AIRCRAFT/PARKING BRK.............................................................................. STOP/ON

ATC ………………………………………………………………………………… (VHF1) NOTIFY
In the case of an emergency evacuation subsequent to a rejected takeoff, the F/O (instead of the captain)
advises the ATC.
CABIN CREW (PA)...........................................................................................ALERT
PA: “COCKPIT SPEAKING, CABIN CREW TO YOUR STATIONS”
ΔP (only if MAN CAB PR has been used)............................................CHECK ZERO If not zero, MODE
selector on MAN, V/S CTL FULL UP.
In automatic pressurization mode, the CPC ensures that the differential pressure is at zero, therefore the
Delta P check is therefore not applicable.
ENG MASTERS (ALL).........................................................................................OFF
FIRE Pushbuttons (ALL: ENG and APU)..........................................................PUSH AGENTS (ENG and
APU)...........................................................................AS RQRD
When applying the EMERGENCY EVACUATION procedure, the F/O can select the engine masters
OFF and push the FIRE PB, without any confirmation from the Captain.
If evacuation required:
EVACUATION.............................................................................................. INITIATE
The Captain:
• Notifies the cabin crew to start the evacuation,
PA: “EVACUATE, EVACUATE!”
• Activates the EVAC command,
• Advises ATC
As soon as the evacuation order is triggered, this decision is irreversible. When aircraft is on batteries
power, the crew seats can only be operated mechanically.
If evacuation not required:
CABIN CREW and PASSENGERS (PA)....................................................... NOTIFY
As long as the evacuation order is not triggered, the crew may differ or cancel the passengers'
evacuation.
PA: “CABIN CREW AND PASSENGERS REMAIN SEATED”
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EXTRA TRAINING

#32. CONTAMINATED RWY OPERATIONS

(DISCUSS IN BRIEFING ROOM)
o TAKE OFF/LANDING PERFORMANCE
• USE OF RTOW CHARTS/FCOM VS FLYSMART
• BRAKING ACTION
• DIRECTIONAL CONTROL
o TAXI OUT/180 DEG TURN ON RUNWAY
o CROSSWIND LIMITS
o ACTUAL LANDING DIST VS REQUIRED LANDING DIST
Document References
o FCTM

#33. RVSM FIR PROCEDURE: PREFLIGHT, BEFORE RVSM AND WITHIN RVSM
(DISCUSS IN BRIEFING ROOM)
o REQUIRED EQUIPMENT
o FLIGHT PREPARATION
o IN-FLIGHT
• BEFORE ENTERING RVSM AIRSPACE
• IN RVSM AIRSPACE
• AT THE END OF THE FLIGHT
o RVSM ABNORMAL/EMERGENCY PROCEDURE
Document References
o FCOM PRO-SPO-50 P 1/4

#34. RNP 4 FIR PROCEDURE: PREFLIGHT, BEFORE RNP4 AND WITHIN RNP4
(DISCUSS IN BRIEFING ROOM)
o REQUIRED EQUIPMENT
o PROCEDURE BEFORE ENTERING RNP4 AIRSPACE
o MANAGEMENT OF DEGRADED NAVIGATION
o LEAVING RNP 4 AIRSPACE
Document References
o PRO-SPO-51 Required Navigation Performance

#35. CIRCLING APPROACH

REF: FCTM PR-NP-SOP-190-GUI P 19/28

NOTE: Circle to land at VHHH airport is prohibited.

Instructor reposition SIM to another airport to perform circling EX: VVTS.

MAIN POINTS
o CREW PREPARATION AND PROCEDURE [FCTM]
o CIRCLING MINIMA:
• OBSTACLE CLEARANCE
• MAXIMUM INDICATED SPEEDS: CAT C 180KTS, CAT D 205KTS
• BANK ANGLE. CAT C/D: 20-25 DEG
• HIGH TERRAIN
• HIGH AIRPORT ELEVATION LEADING TO HIGH TRUE AIRSPEEDS

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EXTRA TRAINING

o TERPS VS PANS OPS DIFFERENCES:

o ADVERSE WEATHER:
• VISIBILITY CLOSE TO MINIMUM
• STRONG WINDS
• SIGNIFICANT LOW LEVEL TURBULENCE
o REQUIRED VISUAL REFERENCE
• WHEN TO DESCEND?
o RESTRICTIONS TO CIRCLING APPROACHES
• CIRCLING APPROACHES AT NIGHT
• HIGHER THAN MANDATORY MINIMA
• USE OF THE NEXT HIGHEST CATEGORY OF MINIMA
o FLIGHT CREW COORDINATION
]SUGGESTION: WHERE PERMITTED]
• CAPTAIN FLY CIRCLING APPROACH WITH LH DOWNWIND
• F/O FLY CIRCLING APPROACH WITH RH DOWNWIND
o USE OF CIRCLING APPROACH LIGHTS
• USE OF ‘LEAD IN’ LIGHTS
o GOING AROUND FROM CIRCLING APPROACH
• SPEED CONTROL TO REMAIN WITHIN THE PROTECTED AREA
CREW PROCEDURE:

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EXTRA TRAINING

#36. 15KTS TAILWIND LANDING OPERATIONS TRAINING [IF REQUIRED]

In accordance with Airbus Service Bulletin A320-00-1043: [CERTIFICATION - CERTIFY LANDING

OPERATIONS WITH 15 KNOTS TAILWIND]
1. All of VNA A321 aircraft have already been certified for landing capability with 15 knots
tailwind.
2. This Service Bulletin provides manual landing capability with a 15 knots tailwind, which requires
updating of the Flight Manual (FM) and Flight Crew Operating Manual (FCOM).
3. PLEASE NOTE: The AFM limitations chapter has already been updated (AFM: AA-TLWD P1)
however the FCOM only shows this 15 knots tailwind landing capability for VNA345-347 and
A321 NEO A/C VNA 616-8
REF: LIM-AG-OPS P3. The FCOM will be updated for all of the AC in the A321 fleet shortly.
4. Now CAAV approved in VNA SOPs 1.3.2

CREWS ARE NOT TO IMPLEMENT 15 KTS TAILWIND UNTIL FURTHER NOTICE.

MAIN POINTS
 15 kts tailwind for landing apply to manual landing:
o For Automatic landing and rollout, refer to AFM/FCOM.
 Effect of a Tailwind on Landing Distance:
o A tailwind velocity that is 10 percent of the landing airspeed produces a general effect of a
21 percent increase in the landing distance.
 Critical Condition Combinations:
The most critical conditions of landing performance are combinations of:
o High gross weight, high density altitude,
o Wet/contaminated runway,
o Tailwind landing,
o Downhill slope,
o Less than maximum landing flap, and
o Short runway.

 Stabilized Approach Criteria: [Configure Early]

o Before beginning final descent it is recommended to stabilize speed around VREF + 5 kt
and FLAPS FULL for landing. AC deceleration rate is reduced with tailwind. Decelerated
approaches are not allowed.
o Crews must go around if un-stabilized below 1000ft AAL even if in VMC conditions.
o Glidepath deviations are more likely to occur during a non-precision
approach than on a precision approach.
 Rate of descent:
o Use of 5×GS to get the estimated rate of descent in fpm for 3 deg slope.
o A high rate of descent on final approach may trigger a GPWS ‘sink rate’
warning at low altitude.

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EXTRA TRAINING

 Floating during landing:

o An extended flare may also result in an increase in pitch attitude which may lead to a tail
strike.
 Wake vortices and tailwind:
o In a tailwind, the wake from the previous AC may be blown back onto the glide slope,
making an encounter more likely than under normal headwind conditions. Also, tailwind
condition can move the vortices of the preceding aircraft forward into the touchdown zone.
 Wind information available to the flight crew:
1. Automatic Terminal Information Service (ATIS),
2. Tower wind report
3. Flight Management System (FMS) computed wind.
 ATIS wind reporting
 The wind information in the ATIS is based on observations from wind sensors located
along the runway. Normally a cup anemometer is used for measuring the wind speed.
The wind direction can be measured using a weather vane. The wind is normally
measured at a 10-meter height.
 Tower wind reporting
 On short final the pilot may obtain a wind report from the tower. This wind report is
also based on the same wind sensors as for the ATIS wind. However, the tower wind
report is more accurate than the ATIS report since it is based on a two-minute period
preceding the pilot's contact with the control tower.
 FMS wind
 The FMS wind is computed as a vector difference between the airspeed aligned to the
aircraft heading and the ground speed aligned to the ground track. The FMS-calculated
wind vector is
normally displayed on the Navigation Display (ND). FMS computations are filtered,
resulting in a typical time delay of 3-5 seconds. The FMS calculates the wind for the
altitude the aircraft is actually flying.
Note that tailwind limits and the tailwind used for field performance refer to the
wind measured at a 10-meter (30ft) height
 Go around gradient effects:
o Obstacle clearance and climb gradients must be carefully examined.

37. HANDLING/DECISION MAKING EXERCISES IN ADVERSE WX CONDITION

NOTE:This training is MANDATORY.

INSTRUCTOR INSERT ADVERSE WEATHER:

o MODERATE/SEVERE TURBULENCE FOR TAKEOFF/LANDING

o STRONG/GUSTY WINDS
o LOW/MARGINAL CEILINGS
o POOR VISIBILITY IN RAIN/FOG
o REDUCED AIRCRAFT PERFORMANCE FROM ADVERSE WEATHER: WINDSHEAR
o THUNDERSTORMS OVER RUNWAY, OR IN VICINITY OF AERODROME
o REMIND CREWS TO USE TS AVOIDANCE CHECKLIST [EDOC]

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END OF SESSION FFS 2A

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CHECK SESSION GUIDE FFS 2B

FFS CHECK BRIEFING

Purpose of the Check:

1. To issue/ renew/ revalidate: OPC, Aircraft rating, Instrument rating, CAT 2/3, and Captain in
RHS.
2. Duration of the flight check 4 hours: 1 hour for LOFT and 3 hours for LVO/Skill test.

Examiner role:
1. CAAV Designated Check Pilot.
2. During the session, the Check Pilot will play the role as: Purser, Ground engineer and ATC.
3. In case of repeat items or SIM time constraint, the Check Pilot may reposition, speed up and
position freeze as required.

CAAV IFT/ PPC assessment standards used for check:

1. SIM assessment is made for both PF and PM duties in normal and non-normal situations.
2. For all phases of flight, the aircraft is to be flown in accordance with VNA: FOM, SOPs, AFM
and FCOM requirements.
3. FORMS grading:
o SIM Syllabus for the check: The Mandatory completion items are marked as “M”
o Company SIM assessment form: Marked as Satisfactory/Unsatisfactory.
o CAAV Form 541: Marked Approved/ Disapproval of License renewal
o CAAV Form 544: Marked Proficient/ Needs Training
4. If a flight procedure/maneuver is unacceptable, the CAAV permit flight maneuvers in each
section to be repeated up to 2 times.
5. CAAV Tolerances for tracking, heading, altitude and speed as follows:

REF: EDOC CAAV AC 07-009

STS INSTRUMENTS FOR CHECK TOLERANCES

CAAV CHECK TOLERANCES

Heading
Instrument takeoff
Engine failure during takeoff ±5 degrees

Departure procedures
Standard terminal arrival/ Flight management system
Procedures ±10 degrees
Holding
Precision approaches
Prior to FAF
Non-precision approaches
±5 degrees
Missed approach
Asymmetric Prior to FAF
Circling

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FFS CHECK BRIEFING

Speed
Instrument takeoff
Engine failure during takeoff ±5 knots

Departure procedures
Steep turns
Standard terminal arrival/flight management system ±10 knots
Procedures
Holding
Precision approaches
Prior to FAF
Non-precision approaches
Precision approaches
From FAF to DA/DH
Non-precision approaches
±5 knots
Circling approach
Missed approach
Asymmetric Prior to FAF ±10 knots
Stabilized approach ±5 knots
Maneuvers
Steep turns Bank angle ±5 degrees
Circling approach Angle of bank < 30 degrees
Altitude or Height
Departure procedures
Steep turns
Standard terminal arrival/ Flight management system ±100 feet
Procedures
Holding
Precision approaches
Prior to FAF
Non-precision approaches
NPA Minimum Descent Altitude/Height -0 +50 feet
Circling approach -0 +100 feet
Missed approach ±100 feet
Asymmetric Prior to FAF ±100 feet
Tracking
Departure procedures
Standard terminal arrival/flight management system
Accurately tracks a course, radial, or bearing
Procedures
Holding
Precision approaches Prior to FAF
From FAF to DA/DH ± 3/4 scale deflection of GS or LOC
Non-precision approaches ± 3/4 scale deflection CDI or ±5°
Missed approach Accurately tracks a course, radial, or bearing

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FFS CHECK BRIEFING

o Whenever possible, Instrument checks should include a mix of radar-vectored and

procedural instrument approaches.

PM Standard Callouts:
APPROACH
During approach, the PM announces:
‐ "SPEED" if the speed decreases below the speed target -5 kt or increases above the
speed target +10 kt
‐ "SINK RATE" when the descent rate exceeds 1 000 ft/min
‐ "BANK" when bank angle becomes greater than 7 °
‐ "PITCH" when pitch attitude becomes lower than -2.5 ° or higher than +7.5 ° ‐ "LOC"
or "GLIDE" when either localizer or glide slope deviation is:
• ½ dot LOC
• ½ dot GS.
‐ "COURSE" when greater than ½ dot or 2.5 ° (VOR) or 5 ° (ADF)
‐ "__ FT HIGH (LOW)" at altitude checks points.

LANDING
During landing, the PM announces:
‐ "PITCH PITCH", if the pitch attitude approaches the tail strike pitch limit indicator, or
reaches 7.5 °
‐ "BANK BANK", if the bank angle reaches 7 °.

GO-AROUND
During a go-around, the PM announces:
‐ "BANK", if the bank angle becomes greater than 7 °
‐ "PITCH", if the pitch attitude becomes greater than 20 ° up or less than 10 ° up
‐ "SINK RATE", if there is no climb rate.

Documentation and equipment:

1. Pilot license, instrument rating, medical validation, pilot training file checked [as required].
MONITORING PILOT’S LICENSE EXPIRY:
FCD919Connect Application

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FFS CHECK BRIEFING

2. Simulator serviceability for the check and highlight any known SIM faults.
 In case of SIM fault, confirm with SIM MEL that the check may be carried out.
3. SIM differences between A320 FFS vs A321 CEO/NEO A/C within VNA fleet.
4. Normal use of simulator equipment: O2 masks [if required will be confirmed usable with
engineering 30mins before the session], Headsets, seatbelts/shoulder harnesses, and
radios/ frequencies use will be the same as normal line operations.
5. Full motion simulator safety: location of motion stops, SIM emergency equipment,
escape paths and technician/emergency telephone contact information and FTC
building emergency evacuation plan.

Dispatch with Inoperative MEL items:

1. Use of the MEL for dispatch will be the same as normal line operations.
2. Assume fault detection in SIM is real unless otherwise advised.
Dispatch and In-Flight Weather:
1. Check the weather carefully for dispatch and prior to each approach that it is not below
applicable minimums.

Procedures: Normal procedures:

1. Normal crew coordination and use of SOPs are expected at all times.
2. Given parking location, weather, departure runway and SID.
3. TOWCG given in the SIM.
4. LOFT: Perform a full cockpit preparation. Crew briefing done in SIM.
5. LVO/Skill test: Perform a transit check procedure. Crew briefing done in SIM.
6. Instrument cross-checks and normal checklists are done in simulator.
Abnormal / Emergency Procedures:
1. TEAMWORK: Share FLYING, KNOWLEDGE, PROCEDURES.
2. Airbus Golden Rules: Fly, Nav, Com, Manage in that order.
3. Use of auto-flight systems is as per normal line operations.
4. Transfer of controls: Done in a positive manner: “I have control/you have control”.
5. Time management: Do not rush but don't waste time in SIM.
6. Flight management of pilot errors: decision, action or inaction, mistakes, oversights,
lapses in judgment, gaps in training, adverse habits, and failures to exercise due
diligence in a pilot's duties.
7. It is recommended to ask/clarify with ATC if any uncertainties exist.
8. Any situation caused by the candidate's incorrect or inappropriate action or response will not
be corrected by the examiner.

End of check:
1. Advise crew whether check is passed or failed.
2. Post session pilot debriefing and discussion of issues/questions pilots may have.
3. Filling of the paperwork.
4. Encourage direct feedback to flight management/FTC to improve training and checking
procedures. Crews may download and use the training feedback form.

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FFS CHECK BRIEFING

Personal Logbook:
1. INSTRUCTOR SIGN AND STAMP ENTRY PAGE OF THE TRAINEES LOGBOOK

2. INSTRUCTOR FILL, SIGN AND STAMP PAGE 139 OF THE TRAINEES LOGBOOK

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NOTAMS

RKSI TDZ TRANSMISSOMETER RWY 33L U/S

[REFER TO FOM 8.1.3 P16]

PART 1: LOFT ASSESSMENT

PLEASE NOTE: THIS TRAINING IS MANDATORY.

o Please complete training and enter the trainee grade as appropriate for the exercises that are
performed.
o Please DONOT leave these items blank!
o INST should assign PF/PM role base on the experience level of trainees. INST should let the
crew perform without interruption. And debrief to crew of CRM and abnormal/emergency
handling procedure after.
o As IOSA requirements and provisions that’s specified in FCTP 3.1.1.1.3, flight crew members
shall complete training and, when applicable, an evaluation in CRM including Threat and
Error Management, using facilitators that have been trained in human performance and human
factors principles.

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PART 1: LOFT ASSESSMENT

The VNA SOPs have been changed to include TEM as follows:

SOPs 2.1.8 Briefings

In addition to the items in the briefing, crew should cover the potential threats and errors that
may affect the flight as follows and mitigating action to be taken into account.

a) Threats:
 1. Weather – Thunderstorms, turbulence, poor visibility, wind shear, icing conditions,
IMC;
 2. Airports – Poor signage, faint markings, runway/taxiway closures, INOP
navigational aids, poor braking action, contaminated runways/taxiways;
 3. ATC – Tough-to-meet clearances/restrictions, reroutes, language difficulties,
controller errors;
 4. Environmental operative pressures – Terrain, traffic, TCAS TA / RA, radio
congestion;
 5. Airline threats:
 i. Aircraft – Systems, engines, flight controls, or automation anomalies or
 ii. Airline operational pressure – On-time performance pressure, delays, late
arriving
 iii. Cabin – Cabin events, Cabin Attendant errors, distractions, interruptions;
 iv. Dispatch/Paper work – Load sheet errors, crew scheduling events, late
paperwork,
 v. Ground/Ramp handling – Aircraft loading events, fueling errors, agent
 vi. Ground maintenance – Aircraft repairs on ground, maintenance log
problems,
 vii. Manuals/charts – Missing information or documentation errors;
b) Errors:
 1. Experience;
 2. Proficiency;
 3. Disciplines;
 4. Stress;
 5. Fatigue
o A landing is not required after each exercise.

MEL ITEM: 34-10-02B NAV ADR 2 FAULT

May be inoperative provided that:
1) The IR 1, IR 3, ADR 1 and ADR 3 are operative, and
2) The takeoff is not performed in CONF 1+F.
Operational procedure
FLIGHT PREPARATION/LIMITATIONS
For aircraft with the RNP AR capability, RNP AR operations are not permitted. Maximum
landing capability is CAT 3 SINGLE.
DURING COCKPIT PREPARATION
‐ ADR 2 pb-sw...................................................................... OFF
‐ AIR DATA SWITCHING selector.................................... F/O 3
‐ 121VU N C/B......................................................................Pull AFTER ENGINE START
Takeoff in CONF 1+F is not permitted.

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PART 1: LOFT ASSESSMENT

LOFT-CFP, WX AND NOTAMS: LOFT CFP, LOFT WX, LOFT NOTAMS are included in
Crew SIM package for Crews to use for SIM preparation and for use during the LOFT session.
The Instructor will choose from ONE out of the THREE listed Loft Assessment scenarios.

LOFT SCENARIO 1
M 1 FULL A/C PREP, CHECK LISTS, BRIEFING, START UP, TAXI
M 2 TAKE-OFF RNAV 1 SID, T/STORM AVOID WITH HEAVY RAIN
M 3 MAP SHIFT
M 4 MCDU 1 + 2 FAULT
M 5 ILS APPR/LANDING (MIS-HANDLING DURING FLARE TRAINING)
LOFT SCENARIO 2
M 1 FULL A/C PREP, CHECK LISTS, BRIEFING, START UP, TAXI
M 2 TAKE OFF, THUNDERSTORM AVOIDANCE WITH HEAVY RAIN
M 3 DMC 1 + 2 FAULT
M 4 SEVERE ICE ACCRETION
M 5 FLAP/SLAT FAULT/LOCKED
M 6 ILS APPR/LANDING
LOFT SCENARIO 3
M 1 FULL A/C PREP, CHECK LISTS, BRIEFING, START UP, TAXI
M 2 TAKE-OFF RNAV 1 SID, T/STORM AVOID WITH HEAVY RAIN
M 3 CAB PRESS SYSTEM FAULT
M 4 DOOR LEAKAGE
M 5 ILS APPR/LANDING

#2. TAKE OFF, THUNDERSTORM AVOIDANCE WITH HEAVY RAIN

Crews must comply with VNA FOM and SOPs policies for:
o FOM 8.3.8 ADVERSE AND POTENTIALLY HAZARDOUS ATMOSPHERIC
CONDITIONS
o SOPS 2.1.9 Captain Takeoffs and Landings Captain must be PF when:
X-Wind ≥ 15kts, Gusting > 10kts, VIS: ≤ 3000m with TS/RA and Cross Wind ≥ 10kts. Flight
crew must cancel the Approach or reject the Landing when: Visibility <=1500m with HEAVY
TS/RA and Cross Wind >= 15kts.

PART 2: LVO AND SKILL TEST PILOT 1

MEL ITEM: 27-23-01A RUDDER TRAVEL LIMITER SYSTEM 1 INOP

One may be inoperative.

This part is low visibility operation for both crew and is skill test part for CM1.
IF LVO FFS CREW OF TWO F/O
Examiners will check pilot proficiency in their assigned seat position (RHS for F/O).
Any inappropriate crew action by the F/O in the left-hand-seat during LVO training or
checking will ONLY be debriefed by the Instructor.

#6. QUICK A/C PREPARATION + LVO CHECKLIST

REFER TO: LVO TRAINING (RKSI/RKSI) FFS 2A SESSION

#7. REJECTED T/O

For the rejected take-off procedure: Instructors should avoid freezing the SIM right after crews
stop the aircraft on the runway. The Rejected Take -off should be taken to its full conclusion. e.g.
would the aircraft taxi onto stand? Was brake cooling, evacuation or a further takeoff considered? etc.

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PART 2: LVO AND SKILL TEST PILOT 1

#9. THR LEVER FAULT / DISAGREE

NOTE: IF CREW DECIDES TO CONTINUE THE FLIGHT, INSTR ADVISE
OPS REASON TO RETURN TO DEPARTURE AIRPORT
THR LEVER DISAGREE THR LEVER FAULT
THE FOLLOWING INFORMATION IS FOR THE AFFECTED ENGINE ONLY
Both TLA sensors not in agreement on one No validated TLA for one engine thrust lever
engine
On ground: FADEC automatically selects On ground: FADEC automatically selects
IDLE power (or FLX if both TLA not at IDLE power
TOGA /MCT)
In flight: At take-off FADEC maintains In flight: At take-off FADEC maintains
TOGA/FLX until THR RED, then max TOGA/FLX until SLATS RETRACTION,
available thrust is CLB for IAE engine. With then it selects CLB for IAE engine. With
A/THR engaged (recommended) thrust is auto A/THR engaged (recommended) thrust is auto
managed between IDLE and higher TLA managed between IDLE and MCT (CLB for
position. IAE engine)
In approach: FADEC commands IDLE thrust In approach: FADEC commands IDLE thrust
when slats are extended no matter what when slats are extended no matter what
A/THR condition is. The affected thrust A/THR condition is. The affected thrust
remains at IDLE, even for go-around. remains at IDLE, even for go-around.
Reverser IS available. Reverser is NOT available.
For approach The crew must consider single engine operation from the time slats are extended, also
for go-around. PLEASE NOTE for Item 11. GO AROUND – ENG FAIL/FIRE Instructor must ensure
that the inserted engine failure is on the same side as the THR LEVER FAULT / DISAGREE.

#10 RADAR VECTOR FOR CAT II/III APPR / ON-GRND EQUIPMENT FAIL
To comply with IOSA requirements: Instructor (ATC) advise crew of failed or downgraded equipment
prior to commencement of the approach.
Failures such as: HIRL (edge lights), or Threshold lights, or Approach lights failed. The crew must
check the FOM table 8.1.19 and apply the effect on landing minima if applicable.

#14. RUDDER TRAVEL LIMITER 2 FAULT

REFERTO FCOM PRO-ABN-AUTO_FLT P 20/28

PART 3: LVO AND SKILL TEST PILOT 2

MEL ITEM: 32-42-01A #3 MAIN WHEEL BRAKE INOP

FOR TAKEOFF
The autobrake function, even if available, must not be used.
In the case of engine failure at takeoff:
Retract the landing gear when positive climb.
Vibrations may occur during 1 or 2 min after the retraction of the landing gear.
If both engines are operative:
Keep the landing gear down for 1 min.
FOR LANDING
The autobrake function, even if available, must not be used.

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PART 3: LVO AND SKILL TEST PILOT 2

#23. [RUNWAY EXCURSION] – EMER EVACUATION

BEFORE LANDING INSTRUCTOR INSERT:
o RUNWAY CONDITION: 3MM WATER AND
o DIRECT 20KTS CROSSWIND AND
o RIGHT OR LEFT TIRE BURST ON GROUND AND
o LOSS OF BRAKING

PART 4: INST/CAPT on R/H SEAT

As per the FCTP.

PART 5: ADDITIONAL TRAINING

#28. HIGH ALTITUDE G/AROUND/ CANCEL APPROACH

[REF: FCTM-NO-110 P10/10]
This is an alternative technique to the GO AROUND procedure to interrupt an approach when a/c is at
or above the selected FCU altitude.
o This technique does not require the flight crew to set the thrust levers to TOGA detent.
o Flight crew initiate this technique with the callout: “CANCEL APPROACH”.
o First action: disengage and disarm any AP/FD approach mode, by pressing on the APPR
pushbutton or LOC pushbutton.

[REF: FCOM-PRO-SOP-18-A P 4/4]

 If at or above the FCU altitude:
Announce “CANCEL APPROACH”.
To disarm any AP/FD approach mode, press APPR pb or LOC pb.

Note: Valid only for ILS/MLS/GLS/FLS or FINAL APP guidance.

Select lateral mode as required (NAV or HDG mode).
Select vertical mode as required (level off or adjust V/S).
Select SPEED and adjust.

 If F-PLN has no destination anymore:

Perform a LAT REV at the last waypoint and redefine the destination in the NEW DEST field.

PART 5: ADDITIONAL TRAINING

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PART 3: LVO AND SKILL TEST PILOT 2

REFER SAFETY NOTICE MAY 1, 2018

FCTM PR-NP-SOP-260 and FCOM PRO-NOR-SOP-20

If TOGA thrust is not desired during go-around for any reason, e.g. an early go- around
ordered by ATC, it is essential that the thrust levers are set momentarily but without delay, to
the TOGA detent (i.e. the full forward thrust levers position), in order to ensure proper
activation of the SRS GA and the Go-Around phase (i.e. guidance modes and FMS flight
phase). Then, the flight crew should set the thrust lever to CL detent to take advantage of the
A/THR (the A/THR follows a speed target).

Note: If the thrust levers are not set briefly to TOGA detent, the FMS does not engage the
GOAROUND phase, and flying over, or close to the airport will sequence the Destination
waypoint in the F-PLN.

END OF SESSION FFS 2B

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A321 RECURRENT CHECKING SUMMER 2019 - FFS 2AB

QUESTIONNAIRE

PILOT’S NAME: …………………………………………………………………………..……………

MARK: ……………… %

INSTRUCTOR’S NAME: ………………………………………………………………………………

This questionnaire is a part of recurrent training/checking. The pass mark is 80%. Complete answer of
questions consists of the answer itself and reference to the relevant documents. This questionnaire
should be submitted to your DPE before the first training session.

FLEET NOTICES

Q1. Using the system reset table, only the unsuccessful reset of each ELAC or SEC must be
recorded in the TECH LOG BOOK.
A. True.
B. False.
A1. B. False. Each ELAC or SEC reset, if it is successful or not, must be recorded in the TECH
LOG BOOK.
Ref: A321 FLEET BULLETIN OCT 2018

Q2. The current procedure to retract slats before all ADIRS are simultaneously set to OFF still
applies to ALL CEO aircraft in VNA A321 fleet.
A. True.
B. False.
A2. A. True.
Ref: A321 FLEET BULLETIN OCT 2018

Q3. All crew members must have a working personal torch when on flight duty and for all
simulator sessions.
A. True.
B. False.
A3. A. True.
Ref: A321 FLEET BULLETIN NOV 2018

Q4. All pilots and instructors must have their personal license, medical and logbook for both:
1. On flight duty and; 2. During simulator training and simulator checking.
A. True.
B. False.
A4. A. True.
Ref: A321 FLEET BULLETIN NOV 2018

SOPS

Q5. When climb/descent constraints are part of a departure/arrival clearance such constraint
altitude(s) should be entered in the FMGC but not set in the altitude alert system.
A. True.
B. False.
A5. B. False. Such clearance such constraint altitude(s) should be set in the altitude alert system
even though the constraints are also entered in the FMGC.
Ref: SOPS 2.1.6.2 ALTITUDE ALERT SYSTEM

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Q6. In flight, when below 10000 ft above airport elevation, all actions on MCDU may be made by
PF at the discretion of the PIC.
A. True.
B. False.
A6. B. False. In flight, when below 10000 ft above airport elevation, all actions on MCDU should
be made by PM.
Ref: SOPS 2.1.9 TASK SHARING

Q7. One engine taxi-out procedure is applicable only in case of:

_________________________________________________________________________
_________________________________________________________________________
A7. One engine taxi-out procedure is applicable only in case of: AUTO START with APU BLEED
Expected long taxi time.
Ref: SOPS 2.1.16.2 GUIDELINES FOR FUEL ECONOMY

Q8. When shall announcement NOT be carried out?

_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
A8. When flight crew is in high work load situations, busy communicating with ATC or aircraft is
unstable. When alone in the cockpit or there are more important tasks that have to be
completed.
Ref: SOPS 2.1.17 COCKPIT ANNOUNCEMENT AND PASSENGER GREETING

Q9. What is the crew procedure when approaching the parking position?
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
A9. Approaching parking position, crew has to identify and crosscheck gate position / aircraft type
displayed on VDGS then reduce speed accordingly to avoid overrun during docking.
Ref: SOPS 2.11 TR1 PARKING AND SECURING THE AIRCRAFT

Q10. During takeoff, in case of engine failure/fire after V1 and before the landing gear is selected up,
the PF may set TOGA on the thrust levers to improve climb performance.
A. True.
B. False.
A10. B. False. It is strictly prohibited for The PF to place his/her hand on the thrust levers after V1
UNTIL THE LANDING GEAR IS SELECTED UP.
Ref: SOPS 3.6 ENGINE FAILURE/FIRE

Q11. After having the loadsheet, the Flysmart will be used for takeoff performance calculations.
The pilots calculate takeoff performance TOGETHER using the FlySmart application then
insert the results into the FMS.
A. True.
B. False.
A11. B. False. Both pilots must INDEPENDENTLY calculate takeoff performance using FlySmart
application then cross-check the results before inserting into FMS.
Ref: SOPS 11.2.2 ELECTRONIC FLIGHT BAG PREFLIGHT

FON

Q12. According to the FON18/ 031B [10 AUG 2018], in case of TCAS inoperative, what is the
condition of dispatch for Vietnam FIR?
_________________________________________________________________________
A12. May be inoperative for 10 consecutive calendar days.
Ref: FON FON18/ 031B [10 AUG 2018],
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Q13. According to the FON18/ 002A [13 FEB 2018] procedure, for parking the CM2 turns of BOTH
ENG bleeds 10 seconds after ENG shutdown.
A. True.
B. False.
A13. B. False.
Ref: FON18/ 002A [13 FEB 2018]

Q14. According to the FON19/ 037A [02 APR 2019] NEO engine start procedure when APU bleed
inoperative, when using the crossbleed to start the second engine do not advance the thrust
lever of supplying engine above idle position if bleed pressure is LESS than 30PSI.
A. True.
B. False.
A14. B. False. Do not advance Thrust Lever of supplying engine above IDLE position if bleed
pressure ≥ 30PSI.
Ref: FON19/ 037A [02 APR 2019]

Q15. According to the FON19/ 020 [25 JAN 2019] If high engine vibration advisory appears above
5.0 cockpit units in the NEO Aircrafts, at the discretion of the flight crew the thrust level is
reduced to maintain vibration level below the amber threshold, then it is mandatory to
shutdown the engine.
A. True.
B. False.
A15. B. False.
Ref: FON19/ 020 [25 JAN 2019

FOM

Q16. Select the correct statement below:

A. MEL is only used on ground until the aircraft is moving by its own engine for the purpose
of take-off.
B. MEL is used on ground until the aircraft is moving by its own engine for the purpose of
take-off or during taxi if required by PIC judgment.
A16. B. MEL is used on ground until the aircraft is moving by its own engine for the purpose of
take-off or during taxi if required by PIC judgment.
Ref: FOM 8.3.17.23 AIRCRAFT MONITORING AND CREW ALERTING SYSTEM

Q17. According to the FOM, what is the Company policy regarding the reset of a tripped circuit
breaker in flight?
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
A17. A tripped circuit breaker should not be reset in flight unless doing so is consistent with explicit
procedures specified in the FCOM/OM/QRH or in the judgment of the PIC, resetting the circuit
breaker is necessary for the safe completion of the flight.
Ref: FOM 8.3.17.9 CIRCUIT BREAKER TRIP/RESET

Q18. The carriage of a flight crew or cabin crew who is ill could prejudice the Company's position in
what ways?
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
A18. 1) Violation of International health regulations;
2) Liability to the cabin crew concerned, should a serious illness ensue;
3) Invalidation of the insurance of the aircraft.
Ref: FOM 6.1.1.3 ILLNESS OR INCAPACITATION WHILST ON DUTY

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Q19. What is the maximum take-off alternate distance for:

A321 NEO? _______________________________________________________________
A321 CEO? _______________________________________________________________
A19. A321 NEO 400 NM
A321 CEO 390 NM
Ref: FOM 8.1.2.3.2 TAKE-OFF ALTERNATE AIRPORT

A321 NEO QUICK GUIDE

Q20. According to the A321 NEO quick guide, there is no EVAC panel (21VU) installed on the
overhead panel of the A321 NEO aircrafts.
A. True.
B. False.
A20. A. True.
Ref: A321 NEO QUICK GUIDE P1

FCOM

Q21. What condition causes MCDU message TO SPEED TOO LOW?

_________________________________________________________________________
_________________________________________________________________________
A21. The inserted V1, VR, V2 speeds do not satisfy the existing regulatory conditions regarding
VMCG/VMCA and VS1G speeds.
Ref: FCOM DSC-22_20-50-20-35 P 9/10

Q22. The FMGS considers the aircraft to be in an engine-out condition (IAE engines), when one of
the what conditions is present and the aircraft has commenced takeoff or is in flight?
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
A22. ‐ One engine master switch off for CFM engines, one engine shut down for IAE engines,
‐ N2 below idle, or
‐ One thrust lever angle is below 5 ° with the other above 22 °, or
‐ The FADEC shows an engine fault.
Ref: FCOM DSC-22_20-60-40 P 4/16

Q23. The rudder travel limiter on lower ECAM display (Indicated ‘B’ below) is normally in green. It
becomes amber when?

_________________________________________________________________________
_________________________________________________________________________
A23. When travel limiter 1 and 2 are faulty. Two TLU messages are displayed in amber when the
TLU indexes are suppressed.
Ref: FCOM DSC-27-20-30 P 18/22

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Q24. In case the windshield is dirty (dry windshield) the flight crew can spray a rain repellent liquid
on the windshield to improve visibility.
A. True.
B. False.
A24. B. False. In moderate to heavy rain, the flight crew can spray a rain repellent liquid on the
windshield to improve visibility.
Ref: FCOM DSC-30-60-10 P 1/2

Q25. For the PFD back-up speed scale, what does the red SLOW area (shown below) indicate?

_________________________________________________________________________
_________________________________________________________________________

A25. Normal margin to stall. This area indicates the too low speed range while reducing the margin
to the stall speed.
Ref: FCOM DSC-31-40 P 59-60/62

Q26. On PW engines (NEO aircraft), before a start (automatic or manual) or before a manual dry
crank cycle, the FADEC can command an automatic dry cranking (engine cooling) to prevent
what?
_________________________________________________________________________
A26. To prevent any potential bowed rotor condition.
Ref: FCOM DSC-70-80-40 P 8/10

Q27. What is the EGT red limit (indicated below) on:

PW Engines (NEO aircraft)? __________

IAE Engines (CEO aircraft)? __________
A27. PW Engines (NEO aircraft) 650 °C.
IAE Engines (CEO aircraft) 1 083 °C.
Ref: FCOM DSC-70-90-40 P 10/26; LIM-ENG P 1/6

Q28. During cockpit preparation, if the FUEL MODE SEL pb-sw is unduly left in the MAN position
on ground, when the CTR TK L XFR pb-sw and CTR TK R XFR pb-sw are not in the OFF
position, what may occur?
_________________________________________________________________________
_________________________________________________________________________
A28. There is a possibility of fuel spillage. In this configuration, the center tank fuel transfer will not
stop when the wing tanks become full.
Ref: FCOM PRO-NOR-SOP-06 P 6/24

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Q29. What is the procedure to perform a DISCONTINUED APPROACH if above the FCU altitude?
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
A29. Announce "CANCEL APPROACH".
To disarm any AP/FD approach mode, press APPR pb or LOC pb.
Select lateral mode as required (NAV or HDG mode).
Select vertical mode as required (level off or adjust V/S).
Select SPEED and adjust.
Ref: FCOM PRO-NOR-SOP-18-A P 5/6

FCTM

Q30. For aircraft equipped with AP/FD TCAS if for any reason during an RA the aircraft vertical
speed does not reach the green area of the vertical speed scale, what should the PF do?
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________

A30. The PF should disconnect the AP, and override the FD orders, in order to lead the aircraft
vertical speed out of the red area of the vertical speed scale. If necessary, the PF must use the
full speed range between Vαmax and Vmax.
Ref: FCTM AS-TCAS P 7/8

Q31. According to the FCTM, when flying an approach using FINAL APP guidance, when is it
recommended to arm FINAL APP mode?
_________________________________________________________________________
A31. When the TO waypoint is the FDP (final Descent Point).
Ref: FCTM PR-NP-SOP-190-GUI P 8/28

Q32. The Reversible BUSS on NEO aircraft can be activated and deactivated at flight crew
discretion:
‐ On Captain side only, or
‐ On F/O side only, or
‐ On both sides at the same time.
A. True.
B. False.
A32. A. True.
Ref: FCTM PR-AEP-NAV P 10/22

JEPPESEN

Q33. What is the separation minimum distance in NM based on ADS-B coverage area (out of radar
coverage) applied in Ho Chi Minh FIR?
_________________________________________________________________________
A33. 30 miles NM.
Ref: JEPP ATC VIETNAM - RULES AND PROCEDURES

Q34. During the period of 2017-2018, what is the minimum ADS-B separation within Ha Noi FIR
which is compatible with radar separation:
For enroute? ________________
For approach? _______________
A34. For enroute: 10 NM
For approach: 5 NM
Ref: JEPP ATC VIETNAM - RULES AND PROCEDURES
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Q35. What is the meaning of this symbol on a SIGMET chart?

_________________________________________________________________________
A35. Widespread smoke
Ref: JEPP METOEROLOGY

SPECIAL OPERATIONS

Q36. In RNP4 airspace, if GPS PRIMARY LOST on both NDs/MCDUs the flight crew should:
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
A36. The flight crew should crosscheck the position data using the POSITION MONITOR page, the
IRS 1(2)(3) pages, and the GPS MONITOR page in order to identify which FMGC position is
correct.
Ref: FCOM PRO-SPO-51 P 6/12

Q37. DIRECT TO clearances may be accepted to the Final Approach Fix (FAF) provided that the
resulting track change at the IF does not exceed 45 degrees.
A. True
B. False
A37. B. False.
Ref: VNA SOP 2.7.6.1.4C APPROACH PROCEDURES, INITIAL APPROACH

Q38. When the landing capability of the aircraft is impacted by an inoperative item, the associated
MEL operational procedure provides the maximum landing capability.
A. True
B. False
A38. A. True
Ref: MEL HOW P 15/24

CLASS 1 EFB

Q39. What is the pilot procedure if both EFBs failed in-flight?

_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________

A39. - Personal IPAD with up to date database could be used as replacement (refer to 5.1.2).
- Use the necessary information from FMS
- Request the necessary information from ATC or Dispatchers via VHF frequency, ACARS
- Back up Approach Procedures
- Voice Communication Checklist
Ref: CLASS 1 EFB MANUAL 5.2.2.4 ABNORMAL PROCEDURE

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Q40. Using the FlySmart takeoff software, red dashes “---” are displayed in the results page.
This means:
A. Takeoff is possible: Actual TOW equal to or below MTOW(PERF)
B. No takeoff is possible: Actual TOW above MTOW(PERF)
C. Takeoff is possible if TOGA is selected.
A40. B. No takeoff is possible: Actual TOW above MTOW(PERF)
Ref: FLYSMART PER USERGUIDE R02A 40i.20.30 P9

Happy Training!

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