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should be encouraged to back up the instructor in this regard and to immediately
inform him of any potential conflict.
7. Next Exercise
The instructor will inform the trainee of the next exercise to be performed during the
downwind leg, and he will confirm the trainees’ understanding of this exercise. During
each approach, the instructor will remind the trainee whether a full stop, a touch and
go, or a go around will be performed.
8. Instructor Take-over
In Flight :
On the A320, there is no intermediate step for corrections between voice
recommendations (oral guidance) and total take-over by pressing the push-button on
the sidestick. Because of the nature of the "fly by wire" system, additive control inputs
by the instructor may be of negative value for instruction purposes and can generate
confusion in the handling of the trajectory. This should be emphasized and reviewed
with the trainees during the preflight briefing. If take-over becomes necessary during
the flight, instructor will clearly call "I HAVE CONTROL" and press sidestick priority
pushbutton. The trainee will acknowledge by calling "YOU HAVE CONTROL", release
the sidestick and observe the red arrow on the sidestick priority panel on the
glareshield. Instructor will keep his side priority pushbutton depressed until the aircraft
is under full control and it is safe to return control to the trainee. However there may
be cases where it is necessary to apply back stick without warning in case of a very
late flare. It must be emphasized that a take-over is a very rare occurence and that if
a take-over is necessary the trainee should not regard this as a negative
development but the normal take-over method for an A320.
On The Ground :
It should be emphasized that the nosewheel steering tiller should NOT be used at
high speeds (GS > 30 kt) because of overcontrolling. Steering inputs from both tillers
are additive, and corrective inputs by the instructor can be confusing and potentialy
dangerous. Should a take-over be necessary, the instructor will immediately call out
"I HAVE CONTROL", and if necessary, be prepared to use differential braking to
regain control or bring the aircraft to a stop.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.01 Page 25
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
GENERAL
CHAP02\01
BASE TRAINING BRIEFING (CONT’D)
03 - EQUIPMENT (CONT’D)
AIRCRAFT (CONT’D) :
E. CONDUCT OF TRAINING FLIGHTS (CONT’D)
b. Flight Training Policy (cont’d)
9. Fuel Management
For normal Flight Training sessions, 15 tonnes will be the normal fuel load for flights
not requiring positioning. If for operational reasons or for training flights requiring
positioning, more fuel is loaded, the auto mode of fuel feeding will be used. This
means that during circuit training the centre tank fuel will not normally be used and a
non-standard fuel loading will result i.e. fuel in the centre tank with inner tank cells not
full. The maximum centre tank fuel added to an average aircraft empty weight will
never exceed the maximum zero fuel weight. If extended circuit training is required,
centre tank fuel may be utilised (if necessary by selecting AUTO/MAN P/B to MAN) at
any part of the flight except the take-off or touch and go. The above procedure is to
be used until the publication of a Flight Manual derogation allowing the centre tank to
feed during training take-offs and touch and go’s.
10.Automatic Landings
For demonstration purposes, instructors may carry out automatic landings provided
the weather and the ILS meet CAT 1 criteria or better. The instructor should be
prepared to take manual control immediately if the flight path or roll out deviate.
Trainees should be reminded of all the conditions and limitations required prior to
conducting an automatic landing during commercial operations.
NOTE : See FCOM references for limitations on the use of the automatic landing
system.
11.FMGS Use
The FMGS should be initialised for the intended flight either by data base company
route e.g. Red or Blue circuit or by waypoint and PBD. Managed lateral navigation
may be used for the first ILS assisted approach and when weather makes visual flight
impossible. All visual circuits should be flown with FDs off and FPA selected. The fact
that the approach and runway will remain displayed is of considerable assistance for
positioning the aircraft on final approch.
12.Cockpit Preparation and Engine Start
The trainee crew will occupy the left and right seat for cockpit preparation with the
instructor supervising from the jumpseat. Just prior to engine start the instructor will
　
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