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A300-600 SCHOOL FLIGHT

The content contained in this statement is not intended to take place of instructions in the company manuals or government regulations.
Index

Introduction

Since some maneuvers during S/F is potentially dangerous, therefore full attention from all persons occupying cockpit seats must be paid to the flight profile. The
flight instructor may be so pre-occupied. While giving instructions to the pilot student, that he unintentionally omits some vital parts of flight monitoring. Such as
bank angle during base or final turn. Special attention must be paid in this regard by other persons in the cockpit to the unusual attitude or altitude. They must not
hestitate to give a warning when the A/C is in a potentially dangerous attitude or position. Daring a preflight briefing, the F/I should point out that if any one should
detect any discrepancies during S/F maneuvering, he must make the situation known to the F/I immediately. The F/I should not hestitate to take over the control of
the A/C as soon as, in his opinion, the situation is becoming eventually uncontrollable. The F/I should set a criteria in mind as to what extent he will allow mistakes
to go on.

Objectives

The objectives of S/F training is to,


1. Make pilots familiar with the A/C, with regards to the position of the instruments, switches, the visual segment, prior being trained in revenued flight.
2. Make sure that pilots are capable of handling the A/C manually and automatically, during take off, climb out, approach and lending before going on en route
train.
3. Make sure that pilots are familiar with standard operation procedures, standard callouts and standard communication philosophy, task sharing etc. prior to
training en route.
4. Make sure that pilots are familiar with the A/C performance to a required extent.
5. Increase self-confidence.
6. Be able to be certified by competent authority (DOA).
7. Fulfill flight operation requirements (CAT II + SOP + SCP etc.)

Preparation

- Check that the competent authorities have been notified of the school flight sessions (eg: AAT, ATC CENTRE, etc.)
- Check that there is a second A/D that is approved for a S/F training in case the training at the intended A/D is not suitable to be carried out any longer due to
weather, traffic situation, etc.

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- Check that the weather at both A/Ds fulfill the minimum requirement for a training flight
- Order the fuel uplift and check that the CG is within suitable operating limits
- Sign the loadsheet (at OW).
- Perform necessary preflight briefing.
- Remind all C/M to secure, coffee makers, bins, containers and other loosed objects before commencing a school flight session.
- Reconfirm the catering uplift.
- Check the A/C technical status.
- Make sure that integral lights and markings of the stab trim are in good condition in order to prevent misreading of the stab setting during Touch-and-Go's.
- Check that pilots' boomsets are fully serviceable.

Preflight briefing

- Remind all pilots that the following maneuvers could lead into a dangerous situation if not properly carried out.
- Point out to all pilots that the flight instructor could be so pre-occupied that he might miss out some vital monitoring.
o
- Ask pilots to give a warning as soon as any of them detect any discrepancies (especially when bank angle exceed 30 during any phase of flight).
- Remind the P/S that the "GO LEVER" must be triggerred during a pull up even with one engine operating. (In order to obtain the SRS command in a manual
go-around).
- Remind (The extra pilot if available) to
* Pull idle control CB R-70 for Touch-and-Go's.
* Push idle control CB R-70 for a full stop landing.
- Make known to P/S that spoilers must not be armed and reverse thrust must not be activated during a Touch-and-Go landing.
- Before a fullstop landing spoilers must be armed.
- During Touch-and-Go, when the A/C is positively on the ground, P/I takes charge of the T/T's adjustment. Ask P/S to keep directional control of the A/C via
rudder pedals and lower the nose wheel quickly but gently on to the ground.
- Both pilots should set both radio altimeters to 150 ft. except during a CAT II approach.
- A/C performance and characteristic and A/C's control technique could be worth mentioning.
- Brief other operational aspects as required.

Monitoring during schoolflight session

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- Speed
- Bank angle
- Attitude
- Position
- Fuel balance
- WX and altimeter setting
- Flight profile in general
- Action taken by P/S
- ATC's messages with regards to potentially involved traffics, etc.

Important reminder

- Ask P/S to keep his hand from T/T's after touchdown in a Touch-and-Go session.
- Turn on to base LEG 25 sec after passing the THR for a normal visual circuit.
- In 1-ENG visual circuits, select flaps to full position when the A/C is approx. on final.
Otherwise 10 kts of speed must be added to v .
A

Note:

o
- During practice of raw data information flying, due consideration must be paid to close monitoring of flight profile. Banking angle must be kept below 30
during all turns.
- Approach other than CAT II or CAT III; consider setting radio altimeter at 150 ft.
- Below 1500 ft. AGL 1/P must have his hands on throttles and controls, his feet on rudder pedals.
- In a transition training include approach and landing with abnormal flaps/slats setting.
- During a 1-engine out operation, P/S is urged to keep speed between +0 to+10 kts
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- At short final the A/C must be brought on the norminal G/S of approx. 3 to ensure acceptable sink rate (approx. 700 to 800 fpm).
- Stay on R/W centerline by small correction on ailerons.
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- Below 100 encourage the P/S to look outside for abnormal sink rate and lateral drift.
- Bring the A/C onto centerline by banking towards the R/W centerline then align the A/C's longitudinal axis to the R/W by using rudder pedals. Thereafter

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keep wings level if cross wind is not too great.


- Initiate flare before reducing PWR.
- Sink rate should not be increased below 100 ft RH.

Cautions
Touch-and-Go / After-Touchdown procedure
- Once the A/C is settled on the ground, P/S keeps directional control of the A/C by the use of rudder pedals.
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- P/I trims the A/C nosedown to precalc. value approx. 1-2 or called "SET" by extra pilot
- Do make sure that the trim is set correctly (never in the nosedown range).
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- Flaps 20 shall be set.
- At set speed {flaps 20} P/I calls out “ROTATE”, there after P/I triggers – “GO LEVER" for N1 + SRS, then the engine failing can be done if desired.
- After a positive R/C is established, check that “GEAR UP” has been ordered.
- Do not pail an engine until the required power of the other engine is reached and until the A/C is airborne.
- In a Touch-and-Go landing excercise, one- third of the RWY must be left available after the A/C has been airborne.

Remind (Check by extra pilot if available)

Check and set rudder trim to zero during flare (1-ENG)....…...............………………...........…………..P/I


o
Flaps 20 .......................................(Prepared also take off speed for flaps 20.).………………………..P/I
Set stab trim for T/O....................................…………………………….P/I sets, E/P calls – “5,4,3,2,SET”
Apply T/O or flex N1 by triggering "GO LEVER”….............................................................……………P/I

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1-ENG operation reminder

- Keep wings level & ball centered.


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- Intercept LOC with flaps 15 or 20
- VIs+5 kts.
- Retrim during flare.

Excercise

Schoolflight training excercise shall include:


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- Takeoff with flaps 0
- Takeoff with all engines operating with autopilot engaged and performing an ILS Approach and landing (this is to demonstrate the normal attitude of the A/C
at various phases of flight)
- 2-ENG manual approach and Touch-and-Go landing (instrument and visual)*
- 1-ENG approach and Touch-and-Go landing (instrument and visual)*
ST
- 1 takeoff with engine failure ATV1+ and engine relighting rejoining ILS auto CAT II appr.; disengagement of A/P is done at 80 ft and a Touch-and-Go
landing performed.
- 1-ENG failure after airborne: performing full clean up procedure (at least once); joining ILS CAT II approach and pulling up at min with 1-ENG inoperative and
loss of AP after an automatic pullup.
- Close circuit-circling approach following an instrument let down.
- Instrument and visual approach with only raw data information.
- Circling approach briefing.
- Arc approach briefing

Common mistakes made by P/S

- Being too far from RW on downwind


- GA PWR is not quite in A/Accordance with that shown on thrust computer in a pull-up resulting in speed-drop.
- P/S do not call out “FULL PWR”

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- P/S do not trigger “GO LEVER" both during 1- ENG and 2 -ENG pull-ups.
- Pulling control column too abruptly during takeoff and pullup resulting in speed-drop.
- P/S often reduce the engine thrust too fast by chopping of the PWR during landing, and they often take the power off before flare initiation resulting in a hard
lending.
- P/S do not keep the same attitude below 100 ft during landing as when on nominal AA.
- P/S landing on one side of the RW due to being to conscious with wings leveling at high attitude.
- Too high speed during 1-engine operation.
- Diving down on the RW after crossing THR at too high attitude.
- Not understanding the whole process of basic inst.flying (fly ADI).
- Not totally understand all approach procedures.

Index
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