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AB6 TYPE RATING TRAINING GUIDE

SESSION S4
Index
1. SESSION OBJECTIVE
- To familiarize the trainees with all engines flame out and electrical emergency situations.
- To introduce and practice avionics smoke and smoke removal procedure.
- To introduce and practice landing in reduced electrical supply.
- To practice more single engine procedure and handling.
- To improve crew coordination/crew communication during emergency drills.

2. SESSION PROFICIENCY CRITERIA

- Good procedure and handling for single engine approach, go around and landing.
- Acceptable procedure and handling in both engine flameout and reduced electrical supply.
- Acceptable procedure for avionics smoke and smoke removal.
- Acceptable procedure during drift down.

3. PREPARATION
- Loss of both engine generator procedure
- Both engine flameout procedure
- Avionics smoke and smoke removal procedure
- Landing in reduced electrical supply
- Drift down procedure
- Overweight landing procedure
- Holding pattern entry and hold, use of FMS for holding
- VTSP (Phuket) and VTSB (Surat Thani) AD chart

4. SESSION GUIDE
In this FFS session pilot trainees will continue to practice ECAM action, task sharing and single engine procedure and handling. Some electrical system
malfunctions will also be introduced in this session.
The flight will operate from HKT to BKK with TOW 150 tons. Before first takeoff at HKT, there might be heavy rain over the AD and ATIS would report RWY
contaminated with water up to 2.5 mm. Pilot trainees shall prepare takeoff data for VTCC RWY27 with contaminated RWY and present to instructor during
pre-flight briefing.

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Trainee will also practice start valve malfunction during engine start. If the start valve fails to close, our most concern is to save starter shaft from shearing
which means we will lost it for next start. Immediate actions required are to turn engine start selector to off, then shut off all the bleed supply including APU
bleed, bleed air from its own engine and external pneumatic if being used.
The first exercise will be single engine operation after takeoff caused by high EGT or engine stall. The aircraft will then be cleared for VOR/DME approach
RWY27 at HKT followed by a single engine go-around and visual pattern back to land RWY27 at above MLDW.
The instructor will then bring the aircraft up to FL100 to introduce some electrical malfunctions, loss of both engine generators, both engine flameout and
smokes, followed by radar vector for ILS approach in reduced electrical supply.
Electrical malfunctions are very difficult to detect because there would be several warnings after the malfunction and ECAM might not be working properly.
Some warnings which are actually secondary failures as the result of electrical malfunction might be more dominant and might distract pilots from the real
cause. Pilot usually takes a short while before being able to detect that it’s an electrical malfunction. In most case the ECAM will not be able to cope with the
electrical malfunction and pilot will be required to refer on paper checklist.
Loss on both engine generators and both engines flameout will be demonstrated and practiced in this session. Both malfunctions have quite similar
indications, lost of electrical supplies and indications including RP PFD and ND, both pilots’ CDU, all cockpit lights except dome light behind RP, all navigation
displays except VOR1 and LP VOR RMI. If standby generator is working LP ND and CDU will also be available. The best indications that can distinguish the
two malfunctions are engine thrust and speed. In both engines flameout the aircraft will loss thrust on both engines and speed will start to decrease, while in
loss of both engine generators engines still produce thrust and speed can be maintained.
Smoke will be another situation that good crew coordination is seriously required, even in simulator that doesn’t have real smoke. Both pilots must be able
share their workload, take care of their own part, assist each other, control stress, monitor the flight progress, maintain situation awareness, plan the flight and
make the right decision. Primary concerns of PF are to fly and navigate the aircraft safely. But PF should not just flying the aircraft and ignoring the technical
side. A good PF should be able to fly and navigate the aircraft safety, and at the same time, be able to follow ECAM/checklist progress partly especially when
they affect aircraft indication, performance or configuration. PNF, who acts primarily as safety pilot that should normally monitor the flight and assist PF still
have to do the job. A good PNF should not just head down on ECAM or paper checklist and ignoring flight progress. PNF should run the ECAM/checklist and
at the same time continue monitoring the flight progress, give warning and assist PF as much as he could. When the ECAM/checklist require decision or will
affect aircraft performance/configuration PNF shall make sure that PF aware of the situation.
If engine is flameout during climb or CRZ, pilot trainee shall check if the aircraft is able to maintain that altitude/FL, or if drift down procedure is required. This
can be checked by using FMS or by consulting chart folder. Drift down procedure may be performed either in PROF mode or in basic mode.
In case engine flame out occurred during climb or cruise, immediately select MCT on TRP. Selecting of MCT on the remaining engine will help the speed to
decrease slower and allow more time for planning. Pilot shall then check one engine max altitude that the aircraft can be maintained at that weight. One engine
max altitude can be obtained from:
- Chart folder or AOM VOL 2
- FMS with ENG OUT condition COFIRM* prompt pressed.
If aircraft altitude is higher than one engine max altitude then the aircraft must descent. In order to obtain forward distance while keeping altitude above terrain,
drift down procedure should be performed.
Check GRID MORA/MEA/MOCA for safe altitude. In high terrain follow the prescribed escape route in RM.
The aircraft has to land at nearest suitable airport. Check aircraft position from navaids and FMS then select the nearest suitable airport from en route chart.
CLOSEST AIRPORT page, which can be reached via REF INDEX page, will provide 4-letter code of some airports near by. All destination and alternate
airports in THAI A300-600 route net can be used and an emergency airport. Some other airports that can be used as an emergency airport are listed in RM.

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To drift down, the aircraft will descent at drift down speed with thrust set at MCT. Green dot speed is normally used as drift down speed. If green dot speed is
not available, consult chart folder or AOM VOL 2.
To perform drift down in basic mode:
- Select or verify MCT on TRP.
- Set green dot speed
- Select ATS off and set thrust MCT manually.
- Set ALT to one engine max altitude, GRID MORA/MEA/MOCA, altitude prescribed in escape route or other safe altitude as appropriate.
- Select LVL/CH mode.
In PROF mode, select or verify MCT on TRP and select or verify CONFIRM ENG OUT* prompt on the CDU has been pressed. Select desired ALT then press
PROF P/B. The aircraft will maintain green dot speed and drift down.
After drift down the aircraft will require to land at nearest suitable airport. Check aircraft position with reference to en route chart to locate the nearest suitable
airport. If time is limited, do not depended too much on FMS because it might distracts pilots from flight monitoring. FMS will be good navigation equipment if
pilot have enough time to pre-program it. In some situation using of basic NAV AIDS raw data such as VOR/DME to identify aircraft position and to track
airways or airport might be more effective. When time and workload permit pilot can then program the FMS later.

oOo
Index

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