A320 CYCLIC C 2

SIMULATOR - 2023
INSTRUCTOR GUIDE – V1.0
 A320 CYCLIC C2 SIMULATOR - 2023

RECORDING OF REVISIONS

DOCUMENT VERSION ISSUE DATE

A320 CYCLIC C2 SIMULATOR- 2023 1.0 01/06/2023

LIST OF MODIFICATIONS

VERSION ISSUE DATE REASONS FOR CHANGE

1.0 01/06/2023 Publication

Prepared by Approved by

CPT. VU ANH TUAN CPT. NGUYEN THANH HAI

Manager of Flight Crew General Manager Operation Training
Development & Human Factors Programs Date: 01/06/2023
Date: 01/06/2023

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 A320 CYCLIC C2 SIMULATOR - 2023

A. INTRODUCTION

Simulator C2 follows OMD, section 7.6

It covers these main items:

• ATA 22 – AUTO FLIGHT

• ATA 35 – OXYGEN
• Low Visibility Operation
• TCAS Warnings
• Windshear Avoidance and Recovery
• ECAM Management
This Instructor Guide should be read in conjunction with the SWAY: Flight Crew Guide and
Formstack Runsheet.

B. LOCATION

• SIM C2 – WSSS

C. SIMULATOR SAFETY AND MODIFICATION STATUS

• We are using FTC/CAE simulator VN-018 as well as BAA simulator VN-035. This is the first
time we commence training/checking on VN-035, it has slightly different IOS interface
than VN-018. Please refer to the simulator manual on the Instructor and DPE FTP server
to familiarize yourself with it.
• The remaining simulators at both facilities are not to be used unless approved by
GMOT/MAFT.
• For FTC Simulator. Log into Pacific Airlines account on the briefing room’s computer using
this info:
o Username: .\PA (dot backslash PA – no case sensitive) o
Password: A320pacific
I will store our training materials there in case you need to use them.
• Due to COVID-19, Oxygen Masks in the simulator should not be used. There are exercises
on C2 require the use of crew oxygen. Instructor to brief crew the protocol to use
between them.

D. CREW COMBINATION
C2: 1 Set of Crew in 1 simulator section. For correct Running sheet for simulator C2, DPE
will be required to select crew combination (STD: CAPT+FO or Non-STD: CAPT+CAPT/

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FO+FO). If Non-STD crew is selected, the running sheets for each captain and FO are
different. DPE select 1 crew member as Captain (FO) 1 and the other as Captain (FO) 2.

E. SIMULATOR C2 – GENERAL

• The LOE in SIM C2 expands on the concept of multiple scenarios,

which provide alternative pathways to achieve desired event(s)
as identified in the Matrix.
• There are 3 scenarios to choose from:
(i) DUAL FCU + LOSS OF BRAKE + MAIN GEAR TIRE BUST
(ii) DUAL FMGC + LOSS OF BRAKE + MAIN GEAR TIRE BUST
(iii) DUAL HYD FAILURE (Should ONLY be selected in T3)
• Even though they are designed with the similar Airbus defined class of equivalence (5) for
their major failures, scenario (i) is very demanding for pilot support role and could be very
good if used to evaluate a more experienced First Officer. The complexity and pressure of
this exercise can be overwhelming for a new cadet. This is only recommendation, DPEs
have the right to use any of these 3 scenarios during an LOE as their discretion.
• With STD Crew Combination with scenarios (i) and (ii) selected, CAPT’s OEI NPA will be
evaluated in the LOE. This is to reduce duplication of exercises and helps time
management.
• If you have any comments or queries about the simulator and/or this guide, please send
an email to me at: [Link]@[Link]

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SIM C2 DETAILS
Sequence: OPC
CLICK TO
PART NO ITEMS
NAVIGATE

1.1 RTO (LVO)

1.2 EFATO (LVO)

1.3 Holding and LVO Failure Management (LVO)

1.4 OEI CAT I ILS – NO AP - LAND

PART 1:
CAPT OPC
1.5 OEI CAT II ILS (LVO)

1.6 OEI GO AROUND (LVO)

1.7 OEI CAT II ILS – AUTO LAND (LVO)

1.8 OEI NPA - LAND

2.1 EFATO

2.2 Holding and Management

PART 2:
2.3 OEI NPA (RNP)
FO MBS

1.6 OEI GO AROUND

1.4 OEI CAT I ILS – NO AP - LAND

BREAK 10 MINS

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Sequence: LOE
CLICK TO
PART SCENARIO NO ITEMS
NAVIGATE

3.1.1 MEL APPLICATION – ATA 22

3.1.2 WINDSHEAR AVOIDANCE

3.1.3 TCAS EXERCISE

1. DUAL FCU +
LOSS OF BRAKE
3.1.4 UNRULY PASSENGER

3.1.5 AUTO FLIGHT FCU 1+2 FAULT

3.1.6 LOSS OF BRAKE + MAIN GEAR TIRE BUST

PART
3.2.1 MEL APPLICATION – ATA 22
3: LOE
3.1.2 WINDSHEAR AVOIDANCE

3.1.3 TCAS EXERCISE

[Link] FMGC +
LOSS OF BRAKE
3.1.4 UNRULY PASSENGER

3.2.2 DUAL FMGC 1+2

3.1.6 LOSS OF BRAKE + MAIN GEAR TIRE BUST

3. DUAL HYD 3.3.1 MEL APPLICATION – ATA 21

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FAILURE G+Y
3.3.2 THUNDERSTROM AVOIDANCE

3.3.3 DUAL HYD G+ Y SYS LOW PR

3.3.4 APU FIRE

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EXERCISES
1.1 RTO (LVO)

Description Rejected take-off in LVO

Location WSSS 02LS
ECAM Options as per running sheet
Event Trigger 125 kts
End Point Alert Cancellation
Training and Assessment Criteria

Apply correct FCOM RTO procedure MKE

Technical
Make the “Alert Order”; “Alert Cancellation” PA as appropriate KE
Confirm that an Evacuation is not required and consider the KE
technical status of the aircraft before taxiing (Brake temps,
system integrity etc.)
Effective situation awareness and decision SD
Non-technical
Effective communication with ATC, cabin C
● Ensure ATC be notified with correct RT
● Consider aircraft inspection before taxiing the aircraft (high speed RTO)
● Consider Dome light and Brake Fans once the aircraft has stopped
● Low Visibility During Take Off : EQRH Procedure

Below 100 kts (low speed) reject the take-off if visibility is lost.
Supporting
Information 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.
Distracters ATC calls
Risk to event Incorrect SOP

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1.2 EFATO (LVO)

Description Engine FAILURE at V1 - LVO

Location WSSS 02 L
ECAM Options as per running sheet
Event Trigger At V1
End Point ECAM actions completed
Training and Assessment Criteria

Fly the aircraft within OMD 5 tolerances ME

Technical Effective use of rudder and rudder trim to center the Beta M
target
Correctly identify the failure and complete ECAM KE
Fly the published OCP track within tolerance. KME
Make the best use of the remaining systems KE
Effective communication with ATC C
Non-technical Effective prioritization and task management CLSD
Effective crew decision making and situation awareness SD
Supporting ● If the climb or acceleration performance of the aircraft is less than
Information expected consider using TOGA thrust ( selecting TOGA at a speed below F
can lead to loss of control of the aircraft
● Engine damage or No Damage >> Flight Crew observes two or more
parameter

Distracters ATC and Cabin Crew calls.

Incorrect SOP
Risk to event OCP Tracking and/or poor management of terrain clearance
Poor manipulation including pitch and rudder control when flying OEI.

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1.3 Holding and LVO Failure Management

Aircraft will be prepared for a CAT II approach – return to WSSS 02 L. After crew
reported ‘Ready’ for CAT II Approach, Automation malfunction will lead to
Description
landing capability downgrade to CAT I or maintain CAT II after crosscheck
Require Equipment for CAT 2 and CAT 3
Location WSSS 02 L
ECAM N/A
Event Trigger ECAM Actions completed
End Point Commencement of Approach
Training and Assessment Criteria

Assess whether desired approach capability is affected by A/C KE

systems, crew limitations or ground facilities (NOTAMs etc.)
Calculate FLYSMART landing distance, assess relevant chart(s) for KE
approved runway LVO exits (if applicable) and determine relevant
auto brake setting
Technical Complete the briefing utilizing company LVO documentation (can KE
be done in briefing room)
Correctly identify the landing capability downgrade when KE
failure(s) happens

Apply the correct steps in CPH – LVO Failure Management E

Effective communication between crew members including CE
briefing when downgrade
Non-technical Effective prioritization and task management CLSD
Effective crew decision making and situation awareness SD
regarding landing capability downgrade
• Consider and brief the limitation when using auto land with OEI
(Configuration and Reversers)
Supporting
• Due to significant climb gradient required on the Missed approach
Information
tracks, considerations should be given to which procedure to be
followed in case of a Go Around.
Distracters ATC calls.
Risk to event Incorrect SOP and/or not apply CPH

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1.4 OEI CAT I ILS (NO AP)

Description OEI ILS CAT I – AP OFF

Location WSSS 02 L RNAV Transition
ECAM N/A
Event Trigger 8nm RWY 02L or in real time from previous sequence
End Point Aircraft stopped on the RWY
Training and Assessment Criteria

Complete an ILS approach manually flown in accordance with SOP

and within the required tolerances
Technical

• Ensure correct use of rudder and rudder trim.

• Crew should not select the gear down too early ,as large amount of
Supporting
power will be required to maintain level flight at high weight
Information
• When visual, ensure the aircraft tracks the localizer and does not
descend below the G/S (duck under)

Distracters ATC instructions.

Incorrect SOP
Risk to event Poor Pitch and Rudder handling
Go Around

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1.5 OEI CAT II ILS (LVO)

Description OEI ILS CAT II (LVO) – followed by a Go Around

Location WSSS 02 L

ECAM N/A

Event Trigger 6nm RWY 02 L

End Point Missed Approach

Training and Assessment Criteria

Complete an ILS CAT II in accordance with SOPs and within the MEA
Technical
required tolerances.
Supporting CAT II : minimum decision height 100 ft ( FCOM LIMITATTIONS)
Information At least one autopilot must be engaged in APPR mode / for manual
landing , AP should be disconnected no later than 80 ft AGL

Distracters ATC instructions.

Risk to event Incorrect SOP

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1.6 OEI GO AROUND

Description Missed approach – Engine out

Location WSSS 02 L
ECAM N/A
Event Trigger At CAT II Minima
End Point After Take-off/Climb Checklist
Training and Assessment Criteria

Follow the correct procedure (Missed approach or OCP) including ES

Tracking, Acceleration Altitude …
Technical
Complete engine out go-around in accordance with SOPs KME
(corrected sequence)
Effective Crew SA and decision making SD
Non-technical
Effective Communication with ATC (especially when flying OCP) C

• Rotate the aircraft to the engine out pitch attitude (FD pitch bar
provides accurate guidance)
• In manual flight, to apply sufficient rudder pressure to center the Beta
target and then trim the rudder pressure to zero
Supporting • Retain the AP if selected, otherwise re-engage once the rudder trim is
Information reset
• FMA calls (Ensure NAV / GA TRK as required)
• Consider appropriate procedure to follow based on CLB gradients,
missed approach initiation altitude, available navigation…
• Sufficient call for ATC / passenger

Distracters ATC calls

Incorrect SOP
Risk to event
Poor Pitch and Rudder handling if in manual flight

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1.7 OEI CAT II ILS – AUTO LAND (LVO)

Description OEI ILS CAT II (LVO) – followed by an Autoland

Location WSSS 02L
ECAM N/A
Event Trigger 6nm WSSS 02 L

End Point Aircraft stopped on the runway

Training and Assessment Criteria

Complete an ILS CAT II in accordance with SOPs and within the MEA
required tolerances.
Technical During the landing rollout, keep the auto pilot engaged until KE
ready to leave the runway centerline (localizer centerline tracking
protection)
Effective crew situation awareness and decision making SD
Non-Technical

● Autoland with OEI should only be done with Flaps Full (Limitation –
A320) and Aircraft weight is below the maximum landing weight.
● Auto Rollout with OEI should only be done provided that: no more
than idle thrust is used (Limitation)
● 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.
Supporting
Maximum wind conditions for CAT II automatic approach without
Information
autoland
● Task Sharing during CAT II: CM1 and CM2 perform required roles
● The CAT II approach is requiring the crew be particularly focused on
the approach.
Following the CAT II checklist brief summarizing the approach
philosophy EQRH FALURE MANAGEMENT

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⮚ FOR CAT II ,CAT III OPERATION

IN THE CASE OF:
Amber caution (single chime),
or - Landing capability degradation.
ABOVE 1000 FT /BELOW 1000 FT

Distracters ATC instructions.

Risk to event Incorrect SOP

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2.1 EFATO

Description Engine FAILURE at V1

Location WSSS 02L

ECAM Options as per running sheet

Event Trigger At V1

End Point ECAM actions completed

Training and Assessment Criteria

Fly the aircraft within OMD 5 tolerances ME

Effective use of rudder and rudder trim to center the Beta target M
Technical Correctly identify the failure and complete ECAM KE
Fly the published OCP track within tolerance. KME
Make the best use of the remaining systems KE
Effective communication with ATC C
Non-technical Effective prioritization and task management CLSD
Effective crew decision making and situation awareness SD
Supporting NIL
Information
Distracters ATC and Cabin Crew calls.

Incorrect SOP
Risk to event OCP Tracking and/or poor management of terrain clearance
Poor manipulation including pitch and rudder control

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2.2 HOLDING AND MANAGEMENT

Description Aircraft will be prepared for a RNP Approach returning to WSSS 02L
Location WSSS 02L
ECAM N/A
Event Trigger ECAM Actions completed
End Point Commencement of Approach
Training and Assessment Criteria

Assess whether desired approach is affected by A/C systems, SKE

crew limitations or ground facilities (NOTAMs etc.)
Technical
Calculate FLYSMART landing distance ( any function relate with E
ECAM , G/A gradient % Min (std)
Effective communication between crew members CE
Non-technical
Effective prioritization and task management CLSD

• Failure Management Process >> > Priority assesement >> making

decision process
Supporting • Due to significant climb gradient required on the Missed approach
Information tracks, considerations should be given to which procedure to be
followed in case of a Go Around.
• Consider EQRH: One Engine Inoperative – Straight-in Approach

Distracters ATC calls.

Risk to event Incorrect SOP and/or not apply CPH

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2.3 OEI NPA

Description RNP approach may be flown as both 2D or 3D Approach

Location WSSS 02 L
ECAM N/A
Event Trigger Hold Exit
End Point Missed Approach
Training and Assessment Criteria

Technical Complete a RNP approach (2D or 3D) in accordance with SOPs KEA
Non-technical Effective communication between crew members CE
• Slope should be continuously if commencing Selected Vertical.
Supporting
• If commencing Selected vertical (2D) modes (LOC FPA, NAV FPA, TRK
Information
FPA) recommended approach technique is Early Stabilized (FCTM)
Distracters ATC calls.
Risk to event Incorrect SOP

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3.1.1 MEL APPLICATION – ATA 22

ATA 22 – resulted in MEL: 22-81-03-01A applies (O) procedure FLIGHT

Description
PREPARATION/LIMITTATION
Location WSSS 02 L threshold
Event Trigger At the start of LOE
End Point N/A
Training and Assessment Criteria

MEL is applied correctly with (o) procedure EK

RNP APCH operation are not permitted SKE
Technical For aircraft with the RNP AR capability , RNP AR operation are not
permitted

NIL CE
Non-technical

● One FCU channel lost : crosscheck the barometric reference setting on

the FCU and PFDs
Supporting
● RVSM regulations requires the following equipment /function in oder to
Information
be operative : 1 FCU channel ( for altitude target selection and OP CLB/
OP DES mode engage )
Distracters Nil
Risk to event Incorrect or insufficient MEL (O) procedures being applied.

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3.1.4 UNRULY PASSENGER

After finish flow 10000 ft , distraction from Cabin crew and information
Description
UNRULY PASSENGER
Location En-route
ECAM Nil
Event Trigger Nil
End Point Deviation completed
Training and Assessment Criteria

Crew should discuss implication of UNRULY PASSENGER .CM KE

Technical inform flight desk , need to medical assistance , PA doctor on
board
Information provided by the CM , Captain can continue or divert C
Contact security assistance at destination
Non-technical

Effective crew decision making and situation awareness SD

Supporting Refer to OMA and ASPM :
Information Aircrew shall apply appropriate measures including:
a) CM must report PIC the factual incident and advise PIC to take appropriate
actions (if required)
b) Appropriate measures shall be applied by PIC according to his/ her authority
including to suspend the flight (if necessary) for safety and security assurance;
c) Notify airline representative the unruly passenger on aircraft. Airport
security and airport authority must be notified by airline representative for
cooperation in handling;
d) Complete the Incident Statement Report PA/OF-7204 by witnessed cabin
crew;

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e) Offload the violator and his/ her baggage. Airport security shall be requested
(by PIC) to access passenger cabin to escort the violator in case the violator
involuntarily leave the aircraft;
f) Hand over the violator and the Incident Statement Report PA/OF-7204 to
Airport Authority at the aircraft;
g) Perform passenger and baggage reconciliation;
h) Submit OSCAR.

CTRM Counter Threat Response Model

Level 1 Verbal Abuse · Verbally defuse.
Level 2 Physical Assault · Verbally defuse. · Use all available resources – ABPs. ·
Use necessary force to manage the threat. · Evasion and separation.
Level 3 Life Threatening LOCKDOWN · Evacuation or escape. · Use all available
resources – ABPs. · Use necessary force to manage the threat. · Evasion and
separation. · Hostage survival techniques – delay tactics.
Level 4 Attack on Flight Deck · Evacuation or escape. · Use all available
resources – ABPs. · Use necessary force to repel and subdue the
Distracters ATC
Incorrect SOP
Risk to event
Concentrate to much handle situations, forgot flight aircraft

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3.2.2 FMGC 1+2 FAULT

Description When crew have started decision making from previous fail
Location En-Route
ECAM
Event Trigger FL 250 DUAL FMGC FAULT
End Point Commencement of ILS WSSS runway 02L or continue
Training and Assessment Criteria

Identify the problem and apply correct initial actions SKE

Complete ECAM related to AUTO FLT/CAB PR LDG ELEV FAULT ELC
Technical
Make the best use of the remaining systems SKD
Effective management of system
Effective startle management SL
Prioritization and task management L
Coordinate with crew during handle control C
Non-technical
Effective crew decision making and situation awareness. SDL
Especially generate and evaluate the options of airports
(Suitable/Contingency/Emergency)
1. SINGLE FMGC FALURE :
● Flight crew can recover the AP by selecing the oder AP
,the ATHR remain operative
● Flight plan information om the affected ND may be
recovered using the SAME RANGE as the opposite ND
● >>>> Crew consider a FMGC reset as detailed in QRH
Supporting
Information 2 DUAL FMGC FAILURE :
○ AP/FD and A/THR are lost
○ FMCGC (TIME OUT ) display on both MCDU
○ Both NDs display “MAP NOT AVAILABLE
○ Fly raw data

GOLDEN RULES :

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○ Loss of AP/FD and A/THR manual fly

○ Remove FD flag ( FDs….OFF )
○ Use the bird (FPV) ( TRK/FPA ….SELECT)
○ THR LK : READ N1 , then move the thrust levels ( O ) accordingly
COMPUTER RESET :
○ A recovery may result in the loss of all pilot -entered data (FPL,GW,CRZ
FL , CI…)
○ NAV B/UP MODE :
○ IF The reset of both FMGCs are unsucceful, use the back-up navigation
degraed mode

Distracters ATC calls

Flight manually using with Bird

Standard call out when excess parameter from PM support
Risk to event
Handling (over control)
Instrument scanning

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1.8 OEI NON-PRECISION APPROACH AND LANDING

OEI NON-PRECISION APPROACH and LANDING. This is a mandatory item for

Description
pilot’s OPC but carried out at the end of his/her LOE.
Location WSSS 02L RNP APP
ECAM N/A
Event Trigger Commencement of Approach
End Point Aircraft stopped on the runway
Training and Assessment Criteria

Technical NPA flown in accordance with SOPs within OMD tolerances KE

Non-Technical Effective Crew SA, decision making, communication SD

● Brief and check all requirements using CPH (LNAV Approach) •

FCOM Limit altitude for using AP on an NPA
Supporting
● Management of Degraded Navigation briefing with more
Information
detail and give solution incase downgrade

Distracters ATC calls

Incorrect SOP
Risk to event
Go Around

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3.3.3 DUAL HYDRAULIC (G+Y)

Description DUAL HYD FAILURE ( G+Y )

Location En-Route
ECAM HYD G+Y SYS LO PR
Event Trigger Fl 250
End Point Aircraft stop on the runway
Training and Assessment Criteria

Correctly identify and apply ECAM procedure KE

Correctly use HYD G+Y SYS LO PR SUMMARY OF THE QRH KE
Technical
KE

Use the fuel penalty factor table of the QRH KE

Manually fly the aircraft within OMD 5 Tolerances with no AP and M
degraded flight controls
Non-technical Correctly apply LANDING WITH SLATS OR FLAP JAMMED , EQRH E
procedure
Correct VAPP determination with failure and compute the KE
landing distance with failure
• When in CONF 3 and VAPP: stabilize at VAPP before L/G down, to be
trimmed for APP .
Supporting
• EQRH procedure L/G gravity extension.
Information
• Landing with NO Reverse and NO NOSEWHEEL Steering ( consider
request ground equipment support after landing
Distracters ATC calls
Risk to event Incorrect SOPs

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3.1.5 DUAL FCU 1+2 FAULT

After VENT EXTRACT FAULT and when crew have started decision making from
Description
previous failure
Location En-Route
AUTO FLIGHT FCU 1+2 FAULT
ECAM

Event Trigger DESCEND TO ENROUTE ALTITUDE

End Point Commencement of NPA (WSSS or WMKP)
Training and Assessment Criteria

Identify the failure and initiate fly the aircraft due to lose AP ,FD SKE
and ATHR are LOST

Complete ECAM procedure E

Make the best use of the remaining systems SKD

● All FCU display windows and lights blanks ,controls are

Technical inoperative
● On PFD :
▪ FMA is blank except in GO AROUND and LAN TRACK
mode
▪ Flight path vector is displayed
▪ ALT SEL flag appears
● On ND : ROSE mode with map ( 80 NM ) displayed
● The weather radar image may be lost ,if the image
remains displayed it must be disregarded,red “WXR RNG
“message
Holding Position for trouble shooting SDL
• Option Generation :Continue /Divert/Return
Non-technical
• Decision Making Process
Effective communication between crew members. C

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● Both FCU channel failed , barometer reference automatically goes

to 1013 hpa .USE STANDBY ALTIMETER , do not insert MDA( MDH)
value on the MCDU PERF APPR /The PM must perform the standard
Supporting callouts (HUNDRED ABOVE and MINIMUM) using the STBY
Information altimerter

Distracters ATC and cabin calls

Not complete checklist
Risk to event
Not Request ATC instruction Long Final for Direct Law

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3.1.6 LOSS OF BRAKING

Description IOS SET ATA 32 LANDING GEAR >> LOSS OF BRAKING

Location Landing at WSSS /WMKP/WMKK

ECAM NIL

End Point The aircraft on the ground , complete stop on the Runway

Training and Assessment Criteria

Identify the sitituaion perform MEMORY ITEMS SKE

Reference FCOM-ABN-MEM
Technical
Correct technique applied task sharing PF continue flight aircraft , E
PM can handle and monitor Aircraft Deceleration
Effective startle management crew concentrate to the procedure SL
Prioritization and task management L
Non-technical
Effective communication between crew members. C
Effective crew decision making and situation awareness. SDL
● Normal braking and autobrake are Lost
● Pressing the pedals has no effect on braking action
● After switching of the A/SKID SW alternate braking is
operational
Supporting
PARKING BRAKE : if possible delay use of parking brake until
Information
low speed , to reduce the risk of tire burst and lateral control
difficulties

Distracters ATC and cabin calls

Crew disregard ECAM

Crew apply the Procedure incorrectly
Risk to event Using of high level of reverse thrust at low speed , in order to
avoid engine stall and excessive EGT

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3.1.6 EVACUATION ON GROUND

Description Evacuation on Ground after landing due to Uncontrollable Fire/ Wheel tire lo pr
Location WSSS 02L
ECAM WHEEL TIRE LO PR
Event Trigger Main Gear Touch Down
End Point Evacuation initiated
Training and Assessment Criteria

Correctly identify and apply ECAM Procedure E

“Alert Order” to cabin crew when the Aircraft has stopped on KELS
Technical
RWY
Emergency Evacuation Checklist is carried out correctly E
Effective with ATC to request Fire Service and other supports on C
ground. Clear and precise communication to ATC when initiate
Non-technical the Evacuation
Effective Crew SA and decision making to evacuate with SD
uncontrollable fire

Supporting
• Refer to ASPM 9 for details
Information

Distracters ATC and Cabin Crew calls

Incorrect SOP
Risk to event
Poor Communication

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STALL RECOVERY

Description Stall Recovery (Skill Test - T3 ONLY)

Location 10.000ft
ECAM Nil
Event Trigger Level at 10.000ft
End Point Level at 10.000ft
Training and Assessment Criteria

Technical Identify and apply the correct Stall Recovery Techniques KE

Non-technical Effective crew communication C
• Put Aircraft into Alternate Law. On IOS select: ATA 27 – Demonstration
of alternate law
• AC-07013 Requirements on skill test:
THREE approaches to stall (announce and recover at the first indication) are
Supporting required, as follows:
Information 1. One in the takeoff configuration or approach configuration.
2. One in a clean configuration.
3. One in a landing configuration.
One of these approaches to a stall must be accomplished while in a turn using a
bank angle of 15 to 30°.
Distracters Nil
Risk to event Incorrect technique.

PACIFIC AIRLINES TRAINING DEPT V1.0

 A320 CYCLIC C2 SIMULATOR - 2023

STEEP TURNS

Description Turn at Minimum 45 degree bank angle (Skill Test - T3 ONLY)

Location 10.000ft
ECAM Nil
Event Trigger Level at 10.000ft
End Point Level at 10.000ft
Training and Assessment Criteria

Technical Fly the Steep turns within Tolerances M

• Rolls into a coordinated turn of 180° or 360° with a bank of at least 45°.
Maintains the bank angle within ±5° while in smooth, stabilized flight.

• Applies smooth coordinated pitch, bank, and power to maintain the

specified altitude within ±100 feet and the desired airspeed within ±10
knots.

Supporting • Rolls out of the turn (at approximately the same rate as used to roll into
Information the turn) within ±10° of the entry or specified heading, stabilizes the
airplane in a straight-and-level attitude or, at the discretion of the
examiner, reverses the direction of turn and repeats the maneuver in
the opposite direction.

• Avoids any indication of an approaching stall, abnormal flight attitude,

or exceeding any structural or operating limitation during any part of
the maneuver.

Distracters Nil
Risk to event Incorrect technique.

PACIFIC AIRLINES TRAINING DEPT V1.0