1
FFS1
UPRT COURSE
EDITION 1 30TH
A-320 REVISION 0 November
FLIGHT INSTRUCTOR URPT COURSE DATA
2024
TIME DISCUSSION ITEM BRIEFING
00:05 INTRODUCTION
00:03 SECURITY/ HOUSE KEEPING/ SAFETY INFORMATION
00:02 OBJECTIVE OF THE SESSION INFORMATION
00:05 NORMAL LAW FACILITATION
00:06 PROTECTION IN NORMAL LAW FACILITATION
00:05 ALTERNATE LAW AND AIRCRAFT RESPONSE FACILITATION
00:04 PROTECTIONS IN ALTERNATE LAW FACILITATION
00:05 DIRECT LAW AND AIRCRAFT RESPONSE FACILITATION
00:10 UPRT PREVENTION AND RECOVERY FACILITATION
TIME DURATION EVENTS PF TRAINEE 1
00:00 00:05 1 CREW INSTALLATION FPV AP FD A/THR
• Performance preparation by instructor
• Cockpit preparation by instructor
• FMS preparation by instructor OPKC–OPIS, FL 350/-46, CI 30, Head Wind Comp 25 kts
• ZFW 50 tons, Fuel 14 Tons, ZFW CG and TOCG as per IOS, fuel freeze
• Weather wind 160/10kts, temperature 31 C, QNH 1013, Visibility 8 KM, Cloud base 800
feet cloud top 36000 feet
• Take Snap shot for the next session
00:05 00:07 2 TAKE OFF WITHOUT AUTO FLIGHT SYSTEM-CLIMB FPV AP FD A/THR
FL 100 RWY 25L
Objective: to practice departure with no AP, No FD, No A/THR (basic pitch and thrust flight)
On the IOS fail AP, FD, A/THR
Facilitate in procedure.
• Fly the SID without the automation
• Thrust reduction/ pitch change
• Acceleration/ pitch change
• Clean up and accelerate to 250 Kts
• CLEAR MALFUNCTIONS FOR NEXT EXERCISE
00:12 00:06 3 USE OF AUTO FLIGHT SYSTEMS FPV AP FD A/THR
Objective: To prevent aircraft upset due to improper use of the automation
Reposition at FL 100 IAS 250 Kts
• Ask PF to Disengage Reengage AP and FDs while respecting task sharing and standard
callouts. Repeat till proficiency
• A/THR disconnection and activation
Ask PF to disconnect the A/THR by instinctive push button
Ask pf to engage A/THR
• FOR DEMOSTRATION ONLY When the trust is at idle HILIGHT THAT DOING SO IS NOT
RECOMENDED BY AIRBUS Instructor presses the A/THR on the FCU
• Comment on thrust lock function, the indicators and the locked thrust
• Ask the PF to announce the reference thrust and bring back the thrust levers to the
reference.
• Ask PF reengage A/THR and reduce speed to Green Dot so the thrust comes to Idle.
• Highlight potential risk of THR LK at idle. If not detected the speed will continue to decrease
below target speed.
00:18 00:08 4 FLIGHT GUIDANCE AND MODE REVERSION FPV AP FD A/THR
Objective: To prevent some potential causes of upset linked to the misuse of flight guidance
1. Misusing the flight guidance
2. Mode reversions
Reposition at FL 150 IAS 250 Kts ask to turn on a heading of 180 (to avoid GPWS)
1. Misuse of flight guidance
• Ask the PF to pull first then turn the altitude knob to Initiate a climb or descend.
2. Mode Reversions
• Ask PF to proceed direct to NH in NAV mode and descend to FL 100, pull heading see mode
reversion in V/S and observe double clicks.
• Ask PF to proceed direct to NH in NAV mode and climb then pull heading see mode reversion
in V/S and observe double clicks.
• Ask the to Climb or descend. At ALT* ask them to change altitude and see mode reversion
• IAS 250 Kts ask to turn on a heading of 180 (to avoid GPWS)
• Ask PF to descend to 2000 with ROD -6000
• Show when VMAX is reached the V/S is boxed in amber and speed does not exceed VMAX
00:26 00:07 5 HIGH AND LOW SPEED AT LOW ALTITUDE WITH FPV AP FD A/THR
NO AUTOFLIGHT SYSTEM
Objective: To fly the aircraft at high and low speeds at low altitude
1. To remind normal law and protections
2. To understand FPV and angle of attack awareness
3. To fly at high an low speed and study energy management at low altitude
Reposition at FL 100 IAS 250
1. Normal law and associated protections
• Remind the behaviour of the aircraft in normal law
• Facilitate in reminding the protections available in normal law.
2. Use of FPV
• Ask the flight crew to note the angle of attack.
3. Energy Management
• Set climb thrust
• Observe the angle of attack reduction and acceleration capability
• Observe the High-Speed Protection and ask the PF to counter the pitch up and maintain
height till the speeds settles at VD then pitch down authority reduces.
• Ask PF to set the side stick in neutral position. Aircraft comes back in the normal envelop.
Overspeed warning stops.
• Set thrust lever to idle
• Observe the augmentation in the angle of attack and rate of deceleration ask the PF to
extend the Speed Brakes and see deceleration and affect on VLS
• Observe High Angle of Attack protection with side stick neutral and then with full back
deflection
00:33 00:06 6 ALTERNATE/DIRECT LAW HANDLING AT LOW FPV AP FD A/THR
ALTITUDE
Objective: To fly the aircraft at low altitude in reconfiguration control laws
Reposition at FL 100 IAS 250, Bird on A/THR on ALTERNATE LAW from IOS (UPRT-ALTERNATE LAW)
1. F/CTL ALTN LAW (PROT LOST)
• Facilitate indication of alternate law on PFD and on ECAM
• Ask PF to turn either way and increase speed while maintaining level flight. Ask PF to feel
the trim wheel and observe that auto trim is available.
• Ask PF to reduce speed while maintaining level flight. Ask PF to feel the trim wheel and
observe that auto trim is available.
• Ask PF to reduce speed to Green dot, configure the aircraft for flaps 2 while reducing the
speed then Gears down.
2. F/CTL DIRECT LAW (PROT LOST)
• Facilitate indication of direct law on PFD and on ECAM
• Configure aircraft with configuration 3 and Gears Down.
• Decelerate to F speed
• Ask PF to maintain 3 deg path with ROD 700 ft/min
• When stabilized in the descent ask the crew to execute a go around
• Emphasise on the use of manual pitch trim
• When gears are retracted the aircraft goes in ALTN LAW
00:39 00:15 7 STALL RECOVERY AT LOW ALTITUDE WITH ASE FPV AP FD A/THR
FUNCTION
Objective: To practice stall recovery at first stall indication at low altitude
Reposition at FL 100 IAS 250 bird on, ALTERNATE LAW from IOS (UPRT-ALTERNATE LAW)
On IOS select load factor vs Airspeed diagram. REMIND LOSS OF ALTITUDE IS NOT A CONCERN
1. Stall recovery clean configuration at first stall indication
• Aircraft in clean configuration
• PF decelerates UPTO 25 deg of bank
• During deceleration the PM announces Angle of Attack
• At first stall indication PF Calls “Stall I have controls” and applies the stall recovery procedure
• Point out that PF must reduce the Angle of attack first before recovering the bank. (lateral
input leads to spoiler deployment and loss of lift.
• Altitude can not be maintained and altitude loss is not of importance.
• Pitch up effect with increase in thrust
• Keep flaps 1 selection in recovery
2. Stal recovery in flaps 2 configuration (take-off configuration)
• Same as Exercise 1
3. Aircraft in flap 3 and landing gear down configuration (landing configuration)
• Same as Exercise 1
4. Aircraft in flap 3 landing gear down configuration (facilitate) REMIND CREW THAT WE
RECOVER THE AIRCRAFT AT THE FIRST INDICATION OF STALL THIS IS FOR TRAINING
PURPOSE ONLY THAT WE WILL DEMONSTRATE HOW DEEP STALL LOOKS LIKE AND HOW TO
RECOVER
• Ask the PF not to touch the side stick and till I say to recover
• On IOS select load factor vs Airspeed diagram
• On IOS UPRT select STALL
• With no side stick inputs the aircraft automatically decelerates to Full stall then stabilizes
without freezing.
• Facilitate in identifying aerodynamic buffet and then stall buffet
• Ask the flight crew to apply the stall recovery procedure.
5. Aircraft in flap 3 landing gear down configuration (Exercise)
• In this recovery as the crew to identify aerodynamic buffet and then stall buffet
• With no side stick inputs the aircraft automatically decelerates to Full stall then stabilizes
without freezing
• Ask the flight crew to recover
00:54 00:06 8 UPSET RECOVERY NOSE HIGH ATTITUDE AT LOW FPV AP FD A/THR
ALTITUDE
Objectives:
1. To recognize and confirm the upset situation
2. To practice the upset recovery nose high with and without bank at low altitude
AP OFF, FD OFF, Bird OFF, A/THR ON ALTERNATE LAW
During Upset recoveries display on IOS select Load Factor vs Airspeed diagram this should be
monitored to determine if appropriate flight control inputs have been applied during the recovery.
• Ask the trainees to close their eyes while the Simulator settles in the upset position
1. Select nose up wings level then select altitude then execute
• When the simulator settles SELECT A/THR unfreeze and ask the flight crew to recover.
• The flight crew shall become situational aware and analyse the situation meaning asseses
energy state, attitude and communicate with the other crew member before applying the
recovery.
• Ask the trainees to close their eyes while the Simulator settles in the upset position
1. Select nose up bank left or right then select altitude then execute (bank more than 90 deg
should never be used to avoid negative transfer of training)
2.
• When the simulator settles SELECT A/THR unfreeze and ask the flight crew to recover
• The flight crew shall become situational aware and analyse the situation meaning assesses
energy state, attitude and communicate with the other crew member before applying the
recovery.
01:00 00:06 9 UPSET RECOVERY NOSE LOW ATTITUDE AT LOW FPV AP FD A/THR
ALTITUDE
Objectives:
1. To recognize and confirm the upset situation
2. To practice the upset recovery nose low with and without bank at low altitude
AP OFF, FD OFF, Bird OFF, A/THR ON ALTERNATE LAW
During Upset recoveries display on IOS select Load Factor vs Airspeed diagram this should be
monitored to determine if appropriate flight control inputs have been applied during the recovery.
• Ask the trainees to close their eyes while the Simulator settles in the upset position
1. Select nose low wings level then select altitude then execute
• When the simulator settles SELECT A/THR unfreeze and ask the flight crew to recover.
• The flight crew shall become situational aware and analyse the situation meaning assesses
energy state, attitude and communicate with the other crew member before applying the
recovery.
• Ask the trainees to close their eyes while the Simulator settles in the upset position
2. Select nose low bank left or right then select altitude then execute (bank more than 90
deg should never be used to avoid negative transfer of training)
• When the simulator settles SELECT A/THR unfreeze and ask the flight crew to recover
• The flight crew shall become situational aware and analyse the situation meaning assesses
energy state, attitude and communicate with the other crew member before applying the
recovery.
01:06 00:10 10 ILS WITHOUT AUTO FLIGHT SYSTEMS RWY 25l FPV AP FD A/THR
Objectives: Too practice instrument approach with no AP, No FD, No A/THR (basic pitch and thrust
flight)
AP OFF, FD OFF, Bird OFF, A/THR, FPV OFF via IOS in the malfunctions NORMAL LAW
• Select flaps 1 so that speed settles at correct speed. Thrust levers back at the selected
position.
• Position on the intercept heading release when the crew is comfortable
1. Fly an early stabilized approach
• When stable in the approach tell them that you will induce a bounce at touchdown facilitate
with the bounce procedure.
• Select environment/wind shear BOUNCE
• Set CRASH INHIBIT to ON
01:16 00:04 11 GO AROUND AFTERR A HIGH BOUNCE FPV AP FD A/THR
Objectives: To practice Go Around in case of a high bounce
1. At touchdown loudly ANNOUNCE “BOUNCE” just to remind the flight crew to execute a go
around
• PF executes a Go Around related to high bounce
• Do not try to avoid the second touchdown during after the bounce
• Delay flaps and landing gear retraction until safely established in the go around tragectory
01:20 00:02 12 STARTLE EFFECT FPV AP FD A/THR
Objectives: To evaluate the flight crew’s capability to manage emotions following a startle effect
1. DO NOT INFORM THE CREW OF UPCOMMING STARTLE EFFECT
• After Clean up from the Go Around Give them turn left or right and give recovery
• UPRT/ RECOVERY SENARIOS/ BANK LEFT OR RIGHT
01:22 00:09 13 HIGH ALTITUDE AERODYNAMICS FPV AP FD A/THR
Objectives: To Fly manually at high altitude and study energy management
1. Loss of automation at high altitude
2. High altitude turns and effect of g-load at high altitude
3. Effect of speed brake extension at high altitude
4. Flight at green dot
5. Flight at VLS (behind the power curve)
FL 350 Ap on, FD on A/THR ON. Increase weight to 73 tons or more so that CRZ altitude is very near
to the MAX REC
• Highlight the reduced margins between VMO and V Alpha Max compared to at low
altitude
1. Insert AUTO FLIGHT AP 1+2 off
• At high altitudes and high Mach numbers it is very important to adopt an especially calm
and flexible attitude without aggressiveness
• Remind that minimal inputs are required to maintain the safe flight path in case of loss of
automation at high altitudes
• Ask PF to select FDs off A/THR off. For training purposes keep FPV Off
• Note pitch and N1 Thrust settings. highlight their use in case of unreliable airspeed
indications in cruise
• Knowledge of the standard pitch and thrust values in cruise is of high importance
2. High altitude turns and effect at high altitude
• Ask pf to do a 20 deg bank turn either side
• See the V Alpha PROT coming up
• Ask PF to increase the bank until buffet occurs. Observe the impact of V Alpha Max and V
Alpha Prot
• Ask PF to maintain wings level
3. Ask PF to extend the speed brakes
• Highlight impact of VLS, V Alpha Max and V Alpha Prot.
4. Ask PF to reduce the speed to Green Dot by disconnecting A/THR
• At Green Dot not the pitch and thrust settings.
• Ask the PF to set climb thrust while highlighting the low rate of acceleration
5. Ask PF to decelerate to VLS
• At VLS ask them to note pitch and thrust settings.
• Emphasise on the high thrust and pitch settings to maintain altitude.
• Ask PF to set climb thrust, then MCT and then TOGA. Highlight there is no difference in
thrust ratings at this altitude.
• Facilitate there is no acceleration since the aircraft is on the back side of the Total Drag Curve.
Where drag has increased due to low speed. Highlight that there is no other way to
accelerate other than to lower nose and lose a little height.
01:31 00:04 14 ALTERNATE/DIRECT LAW AT HIGH ALTITUDE FPV AP FD A/THR
Objectives: To manually fly the aircraft at high altitude in reconfiguration control laws.
Reposition at FL 350 IAS Mach .78, Bird on A/THR on ALTERNATE LAW from IOS (UPRT-ALTERNATE
LAW) set weight to 64.5 Tons.
1. F/CTL ALTN LAW (PROT LOST)
• Remind that high altitude descending by approximately 4000 ft below the REC MAX ALT
reduces significantly the occurrence of stall warning in turbulence (FCTM)
• Facilitate indication of alternate law on PFD and on ECAM
• Ask PF to turn either way and increase speed while maintaining level flight. Ask PF to feel
the trim wheel and observe that auto trim is available.
• Ask PF to reduce speed while maintaining level flight. Ask PF to feel the trim wheel and
observe that auto trim is available.
Set Direct Law from IOS
2. F/CTL DIRECT LAW (PROT LOST)
• Facilitate indication of Direct Law on PFD and on ECAM
• Ask PF to make shallow turns and trim as required
01:35 00:10 15 STALL AT HIGH ALTITUDE WITH A.S.E FUNCTUON FPV AP FD A/THR
Objectives:
1. To practice Stall recovery at First indication of Stall
2. To practice full stall recovery
Reposition FL 350 IMC GW to MLW, Alternate law no Turbulence, Bird on, A/P off A/THR off. Display
on IOS LOAD FACTOR vs AIRSPEED diagram this V-n diagram should be monitored to determine
weather appropriate flight control inputs are applied during stall recoveries
For Operational training only: (DO NOT APPLY FOR LICENSE TRAINING). Each crew member has to
complete these exercises as PF “from each seat in which his/her Airline duties require him/her to
Operate” (EASA ORO.FC.220 & 230)
1. Stall recovery at first indication (STALL BUFFET AT HIGH ALTITUDE COMES BEFORE THE
STALL WARNING) Hight Loss is not of any concern
• Aircraft clean configuration
• PF decelerates in level flight
• Ask PF to give Angle of Attack continuously
• Facilitate in identifying aerodynamic buffet then stall buffet
• On the onset of STALL BUFFET PF applies the recovery
2. Recovery from full stall (facilitate)
• Ask the PF not to touch the side stick and till I say to recover
• On IOS UPRT select STALL
• With no side stick inputs the aircraft automatically decelerates to Full stall then stabilizes
without freezing.
• Facilitate in identifying aerodynamic buffet and then stall buffet and stall warning
• Ask the flight crew to apply the stall recovery procedure.
3. Recovery from full stall (Exercise)
• Ask the PF not to touch the side stick and till I say to recoverOn IOS UPRT select STALL
• With no side stick inputs the aircraft automatically decelerates to Full stall then stabilizes
without freezing.
• Flight crew identifies aerodynamic buffet and then stall buffet and stall warning
• Ask the flight crew to apply the stall recovery procedure.
01:45 00:06 16 UPSET RECOVERY NOSE LOW ATTITUDE AT HIGH FPV AP FD A/THR
ALTITUDE
Objectives:
1. To recognize and confirm the upset situation
2. To practice the upset recovery nose low with and without bank at high altitude
For Operational training only: (DO NOT APPLY FOR LICENSE TRAINING). Each crew member has to
complete these exercises as PF “from each seat in which his/her Airline duties require him/her to
Operate” (EASA ORO.FC.220 & 230)
AP OFF, FD OFF, Bird OFF, A/THR ON ALTERNATE LAW
During Upset recoveries display on IOS select Load Factor vs Airspeed diagram this should be
monitored to determine if appropriate flight control inputs have been applied during the recovery.
• Ask the trainees to close their eyes while the Simulator settles in the upset position
2. Select nose low wings level then select altitude then execute
• Remind trainees that at high altitudes and high Mach numbers it is very important to
adopt an especially calm flexible flying attitude without aggressiveness.
• When the simulator settles SELECT A/THR unfreeze and ask the flight crew to recover.
• The flight crew shall become situational aware and analyse the situation meaning assesses
energy state, attitude and communicate with the other crew member before applying the
recovery.
•
• Ask the trainees to close their eyes while the Simulator settles in the upset position
3. Select nose low bank left or right then select altitude then execute (bank more than 90
deg should never be used to avoid negative transfer of training)
• When the simulator settles SELECT A/THR unfreeze and ask the flight crew to recover
• The flight crew shall become situational aware and analyse the situation meaning assesses
energy state, attitude and communicate with the other crew member before applying the
recovery.
01:51 00:06 17 UPSET RECOVERY NOSE HIGH ATTITUDE AT LOW FPV AP FD A/THR
ALTITUDE
Objectives:
1. To recognize and confirm the upset situation
2. To practice the upset recovery nose high with and without bank at High altitude
For Operational training only: (DO NOT APPLY FOR LICENSE TRAINING). Each crew member has to
complete these exercises as PF “from each seat in which his/her Airline duties require him/her to
Operate” (EASA ORO.FC.220 & 230)
AP OFF, FD OFF, Bird OFF, A/THR ON ALTERNATE LAW
During Upset recoveries display on IOS select Load Factor vs Airspeed diagram this should be
monitored to determine if appropriate flight control inputs have been applied during the recovery.
• Ask the trainees to close their eyes while the Simulator settles in the upset position
1. Select nose up wings level then select altitude then execute
• When the simulator settles SELECT A/THR unfreeze and ask the flight crew to recover.
• The flight crew shall become situational aware and analyse the situation meaning asseses
energy state, attitude and communicate with the other crew member before applying the
recovery.
• Ask the trainees to close their eyes while the Simulator settles in the upset position
2. Select nose up bank left or right then select altitude then execute (bank more than 90 deg
should never be used to avoid negative transfer of training)
• When the simulator settles SELECT A/THR unfreeze and ask the flight crew to recover
• The flight crew shall become situational aware and analyse the situation meaning assesses
energy state, attitude and communicate with the other crew member before applying the
recovery.
1:57 00:10 BREAK 10 MIN
