Instructor Notes C3 Rev 00 PDF

INSTRUCTOR NOTES ALL AIRCRAFT TYPES
CYCLE 3
INSTRUCTOR NOTES
April 2020 - September 2020
31st March 2020 Page 1 of 27 Rev 00

Table of Contents
REVISION 00 HIGHLIGHTS - 31st March 2020 ................................................................................................. 4
RECURRENT CYCLE 3 ....................................................................................................................................... 5
STANDARD CREW SYLLABUS ......................................................................................................................... 6
TWO CAPTAINS SYLLABUS ............................................................................................................................. 6
DAY 1 ................................................................................................................................................................... 7
Briefing .............................................................................................................................................................. 7
EVALs ............................................................................................................................................................... 8
EVAL 1: OTHH - OKBK .................................................................................................................................... 8
EVAL 2: OKBK - OTHH (Starts in Flight) ......................................................................................................... 9
MAN VAL: OTHH - F/O Starts ........................................................................................................................ 11
LVO: OTHH .................................................................................................................................................... 12
MAN TRNG: OTHH ........................................................................................................................................ 12
RHS: OTHH .................................................................................................................................................... 12
Day 1 Lack of Time Due to Retraining ........................................................................................................... 12
Debriefing Day 1 ............................................................................................................................................. 13
DAY 2 ................................................................................................................................................................. 14
Briefing ............................................................................................................................................................ 14
SBTs ............................................................................................................................................................... 14
SBT 1 and SBT 2: EGLL - EGKK ................................................................................................................... 15
ISI: (UPRT and Intervention Training) ............................................................................................................ 16
RNP AR Recency ........................................................................................................................................... 16
Mandatory Exercises ........................................................................................................................................ 17

Approach Exercises (All fleets) ...................................................................................................................... 17
Overspeed Exercise (A350 only) .................................................................................................................... 17
Extra Exercises - Optional (time available) .................................................................................................... 17

Engine Fail Exercise EGLL - EGKK (All Fleets) ............................................................................................. 17
Urgency to Return exercise (All Fleets).......................................................................................................... 17
Thessaloniki (A320) ........................................................................................................................................ 18
Engine Vibration exercise (A330) ................................................................................................................... 18
LDA Approach RJTT (A350)........................................................................................................................... 18
Debriefing Day 2 ............................................................................................................................................. 18
LACK OF TIME DUE TO RETRAINING or Simulator breakdowns ............................................................... 19

STAND-IN CREW............................................................................................................................................... 19
APPENDIX ......................................................................................................................................................... 20
(A) Pilot Intervention Model ............................................................................................................................ 20
(B) Engine vibration (A330) ............................................................................................................................ 21
(C) LDA (A350) ............................................................................................................................................... 24
(D) QCAA required items for manual LIC form (cycle 3) ................................................................................ 25
(E) EBT Topics included in this syllabus: ....................................................................................................... 26
(F) Lesson plan malfunction shortcuts (Refer to EBT Lesson Plan Guide) ................................................... 27

REVISION 00 HIGHLIGHTS - 31st March 2020

Initial release

RECURRENT CYCLE 3
The recurrent cycle from April 2020 to September 2020 is designed along the principles of
Evidence Based Training (EBT) with a focus on the nine Competencies associated with EBT.
The Evaluation (EVAL) and Scenario Based Training (SBT) phases in this cycle have been
designed to allow demonstration of the following competencies in particular:
• Communication (COM)
• Knowledge (KNO)
• Leadership and Teamwork (LTW)
• Situational Awareness (SAW)
Data analysis from the past 3 cycles has shown an overall improvement in the performance
of the crews, however, FPM and SAW indicate a slight negative trend. In Cycle 1, data shows
that almost one third of all NYCs and MALs were related to Performance Indicators within
these two competencies, as such they remain in focus.
The training folder on QLOUD/QLOUDWEB/AERODOCS now contains an Airbus and a

Boeing presentation (https://qloud.qatarairways.com.qa/qloudweb/login.aspx). References
for the training topics are given to assist the trainees in their study to prepare for this cycle.
Lesson plans have been created for all in-house simulators. They contain only the initial
weights, weather and reposition for each exercise and a link to the associated IOS page for
you to manually select the malfunctions and criteria as required. This method gives you more
control over the lesson plan while helping save time for the setup. See Appendix (D) for
screenshots for reference. The Lesson Plan Guide is also available on Qloud/AeroDocs
The ATIS will be available for both days.
Except for EVAL 1, the Take-off performance has been calculated for exercises where
needed, to save time. The conditions used are conservative, this should accommodate the
minor software updates which occur within the duration of the cycle.
Some of the simulator EFB databases are out of date (there is an ongoing study to resolve
this), as a result, the trainees may need to use the JeppFD-Pro app on their iPad to view the
latest charts so they can cross-check the FMC (which is normally kept updated) and perform
the briefing.

STANDARD CREW SYLLABUS

DAY 1 DAY 2
EVAL 1 SBT 1
EVAL 2 SBT 2
MAN VAL ISI
LVO RNP AR
MAN TRNG Approach Exercises
RHS Overspeed A350
OTHER
TWO CAPTAINS SYLLABUS

During the briefing on day 1, the two Captains are required to choose who will be PF first.
• The Captain who is PF for EVAL 1 will be CAPT ‘A’ on both days.
• The Captain who is PM for EVAL 1 will be CAPT ‘B’ on both days.
If two Captains are paired for the recurrent training, then both must perform an LVO RTO
from the LHS, at the lowest authorised minima, both must also operate in the LHS when
they are acting as PF.
The sequence of the phases on both days has been amended in the syllabus to minimise the
disruption caused by seat changes.
DAY 1 DAY 2
EVAL 1 Capt A SBT 1 Capt B
EVAL 2 Capt B SBT 2 Capt A
MAN VAL 1 Capt B ISI 1 Capt A
MAN VAL 2 Capt A ISI 2 Capt B
LVO 1 Capt A RNP AR 1 Capt B
LVO RTO Capt B RNP AR 2 Capt A
MAN TRNG 1 Capt A Approach Exercises
MAN TRNG 2 Capt B Overspeed A350 As a crew
RHS A+B OTHER

DAY 1
Briefing
The report time for both days will be 1hr 30mins before the session start time.
Make every effort to put the trainees at ease and make it clear that you are there to support
their needs and help them when allowed. When posing questions to confirm the trainee’s
knowledge, do so in an unthreatening way.
The briefing on day 1 should include the following elements:
• Introduction
• Health & Safety
• Checking trainee’s documentation and logbook
• Conduct of the session*
• QCAA Tolerances*
• Confirm understanding of the briefing topics (EFATO/RTO/LVO and Hot Wx
operations) based on your experience and observation of common errors, clarify
any doubts or questions. Do not brief/discuss the scenarios or related
malfunctions of the EVALs
• Confirm understanding of Competencies and Performance Indicators
• Aircraft and simulator differences
• Stress the importance of effective briefing and communications
• Trainees to review briefing pack, decide on fuel etc. and brief, FO will be PF on
EVAL 1 for Standard crews
*These items only need to be covered if the trainees require clarification.
After the introductions and safety briefing, you should ask the trainees if they have any
questions or anything they wish to clarify. Once their queries have been addressed ask one
or two questions on the briefing topics for this cycle to probe their understanding and
knowledge, if required ask them to find the answers in the documentation.
Care should be taken not to ‘coach’ or discuss the EVAL scenarios during the briefing. If the
discussions reveal areas of misunderstanding or doubt then use the time available to give a
short briefing on the subject using the resources in the briefing room, i.e. whiteboard, screen,
company manuals and presentations.
In addition to the trainees, the Instructor is expected to have sound knowledge of the latest
Bulletins, Aircrew Notices and Temporary Revisions.

EVALs
Taking into consideration OM Part A 1.4 point 14 “The Commander should conduct the
landing […] However, this does not prevent the delegation of the conduct of the landing to
another qualified pilot, […]”. For the EVALs and SBTs only, the Commander will be
encouraged to delegate such responsibility to the First Officers/Second Officers whenever
possible.
The RTO exercise of the LVO is incorporated into MAN VAL.
The take-off performance calculations and the briefing for EVAL 1 may be completed in the
briefing room or the simulator. They may be done in the simulator if preferred for added
realism. If done in the simulator, the NOR/NOP’s are to be followed for the LPC/OPT
crosscheck during Pre-flight by the crew.
Noise abatement procedures in accordance with the Briefing charts and the OM Part C are
to be applied.
The FMC flight plans will be saved in the IOS and updated each database cycle, so you
should be able to upload these directly to the FMC when required. In this case the crew will
be required to cross-check the data uploaded.
As with previous cycles, in Cycle 3 there are 2 options (1 and 2) to choose from. Within these
two options, the malfunctions are further titled as 1A,1B,1C and 1D of which A and B are for
the first EVAL 1 and C and D for the EVAL 2. It is important that once an option is selected
(1 or 2), it be adhered to for EVAL 2, in order to remain compliant with the QCAA
requirements.
The EVALs are built around the required QCAA LIC 005 & EBT topics of:
• APU
• Electrical
• Fire & Smoke Management
• Pitot Static system
• Stall warning devices or stall avoidance devices, and stability augmentation devices
Other required topics are also incorporated into the EVALs.
EVAL 1: OTHH - OKBK

The FO will be PF for EVAL 1 (Standard crew). Prepare the simulator (including the overhead
panel) to a point where the crew are ready to proceed with the Before Start Procedure. Upload
the FMC route and data where available.
The weather conditions are typical for summer in OTHH, with a surface temperature of 44C
accompanied by low ambient pressure. The visibility of 2500M is a result of the hazy

conditions. The take-off weight is below the maximum landing weight and there is a request
from MOCC to have the APU running inflight up to an altitude of 10,000 FT. The crew are
required to set up the FMC, verify the loaded flight plan where applicable, brief and continue
with the before start procedure. On completion of pushback, PRIME SMOKE from the IOS if
selecting Option 1 for the EVALs and clear the crew to taxi to holding point (or reposition if
time is a concern). Intersection A2 departure may be offered while the aircraft is approaching
the intersection.
For line up and departure verify that correct RT phraseology is used.
OPTION 1: Following departure, at 3000 FT, activate the first malfunction related to the Pitot
Static System. The malfunction will require some actions to be performed. Meanwhile, clear
the crew to climb to FL180 and increase speed to 300 KTS when able.
At 9000 FT, activate the second malfunction related to Electrical system.
Once the crew complete the related actions, activate the SMOKE malfunction which will
introduce smoke into the flight deck. As soon as the crew detect the smoke and don their
masks, CLEAR the smoke malfunction. The smoke will take a while to stop. (The SMOKE
and the ELEC malfunction are not necessarily linked).
OPTION 2: Following departure, at 3000 FT, activate the first malfunction related to the Stall
warning devices or stall avoidance devices, and stability augmentation devices. The
malfunction will require some actions to be performed. Meanwhile, clear the crew to climb to
FL180 and increase speed to 300 KTS when able.
At 9000 FT, activate the second malfunction related to APU, Extinguishable APU fire.
In the rare instance a crew may decide to continue to Kuwait after extinguishing the FIRE, a
call from MOCC/IOC instructing the crew to return to Doha could be made.
Observe competencies closely. Play a realistic role as any agency that is contacted by the
crew and respond accordingly. While the runway and approach in use will be RNP Rwy 34R,
the ILS on Rwy 16L is available on request. Vector crew by offering the most suitable solution.
It is not intended that EVAL 1 results in an EVACUATION, therefore you may adjust your
responses as cabin crew, ATC etc. accordingly. Should the crew still decide to carry out an
evacuation after landing, inform them that the EVAL is complete as soon as they call for the
checklist.
EVAL 2: OKBK - OTHH (Starts in Flight)

EVAL 2 starts inflight, level 8000 FT over position EGNUG. If option 2 is selected, then PRIME
SMOKE once the repositioning is complete. Set up simulator for the phase of flight and upload
the flight plan if available. Sequence the flight plan to track direct position SIDMU and ask

the crew to set up for the approach including calculation of landing performance as
applicable.
Once the briefing is complete, inform crew that the cabin is NOT secured and ask them to
complete all checklists down to landing. The APU will be running to comply with the request
from MOCC. Inform crew as ATC that they are cleared for the BAYAN 1E arrival for RNP
approach Rwy 34R. The first malfunction is required to be activated before position SIDMU
or MUXED (fleet specific). At the appropriate time, advise crew the cabin is secure.
During the approach, passing the Approach Ban Point, as ATC inform crew the RVR is now
600M. The objective is to verify the awareness of the crew regarding the applicability of the
Approach Ban on any instrument approach. Setting the surface visibility as per the syllabus
will result in a Go Around. Following the missed approach, notify crew of a change of runway
and approach to ILS Rwy 16L and of improvement in visibility. The second malfunction is to
be activated after the Go Around. The details of the two options are as follows:
OPTION 1: During the arrival, the malfunction related to the Stall warning devices or stall
avoidance devices, and stability augmentation devices, will require crew actions and may
require landing performance re-calculation. The second malfunction related to the APU, is a
Non-Extinguishable APU FIRE, to be activated after flaps retracted or inbound to position
GOMBO (Fleet specific) after the missed approach.
OPTION 2: The first malfunction is related to the Pitot Static System and will require a brief
action during the arrival. The second malfunction related to the Electrical System is to be
activated after the Go Around. Once the crew complete the related actions, activate the
SMOKE malfunction which will introduce smoke into the flight deck. As soon as the crew
detect the smoke and don for their masks, CLEAR the smoke malfunction to stop the flow of
smoke. The smoke will take a while to stop.
Provide crew with radar vectors TOVAN for the ILS approach Rwy 16L. At 500 FT on the ILS,
disconnect the autopilot from the IOS to result in a manual landing. The landing is expected
to be followed by evacuation on the runway.
For the APU fire option, ATC or the Fire Trucks advise the APU fire is still present.
For the SMOKE option following the Electrical malfunction, the CSD may inform the flight
deck, that the smoke is present in the cabin and getting worse.
The objective is to lead the crew into an EVACUATION after landing.
Smoke is a challenging exercise and the crew will demonstrate many competencies.
Note: When crew declare a MAYDAY, ATC would request FOB, number of Persons on board
and any dangerous goods.

MAN VAL: OTHH - F/O Starts

The emphasis of this phase is on handling skills during the critical phase of the manoeuvres.
Reposition between manoeuvres to save time and ensure fuel freeze is ON. Advise the crew
that the aircraft is empty with no passengers or Cabin Crew. Allow the crew time to familiarise
themselves with the EOSID, set up the FMC and perform a short briefing.
Remind crew that when they are in VMC conditions they should consider and brief for a
possible VMC return (aided by radar vectors) in the event of an Engine failure, as mentioned
in the Airbus EFB FSA Users Guide/Boeing EFB OPT Users Guide.
The sequence will be:
Engine Failure at Take-off (EFATO) - The malfunction for this exercise will be an engine
failure with damage during take-off at close to MLW (simulator weights). When/if you upload
the FMC data cross-check the data especially the speeds and thrust rating/setting. Which
engine to fail is at your discretion. However, on the A340/A380/B747 the critical engine is the
outer engine, so one of these must be failed. The exercise will be complete once the engine
is secured for Airbus/memory items are completed for Boeing.
One Engine Inoperative ILS (OEI ILS) - This exercise is to be flown manually with the
autopilot failed. Reposition on right base Rwy 34R on an intercept heading, ensure that you
allow for sufficient track miles to intercept and confirm following with the crew:
• The correct minima

• The approach speed and configuration
• The go-around procedure
• The go-around Flap
One Engine Inoperative Go-Around (OEI GA) - The autopilot is available for engagement
after initiation of Go-Around and the manoeuvre is considered complete after passing 500 FT
AGL for both crew members.
Non-Precision Approach (OEI NPA) - Provide short vectors or reposition to left base for the
LOC Rwy 34R (First Officer), Conduct an RNP Rwy 34R (Captain) with AP, FDs, and A/THR
available. Confirm the following with the crew:
• The automation mode to use. (i.e. LNAV/VNAV)

• The flight plan correctly sequenced
• The correct minima
• The approach speed and configuration
• The go-around procedure
• The go-around Flap
One Engine Inoperative (OEI) Landing

RTO for Captains – Last exercise for the MAN VAL will be an RTO in LVO conditions.
Reposition the aircraft for T/O Rwy 34R, change RVR to 125m and ARM ENG FAIL at 120kts.
The manoeuvre is complete after the parking brake is set and “Attention crew at stations” PA
is made. This exercise is conducted at the end of the MAN VAL to transition into the LVO
section while complying with other QCAA requirements.
Note: For Airbus crews, discuss how they would prepare for another Take Off following an
RTO. (Refer to the procedure in FCTM PR-AEP-MISC TAKEOFF FOLLOWING RTO).
Note: When Two Captains are scheduled together, MAN VAL has to be performed by both
Captains in the LHS.
Note: ATPL check, some exercises to be continued until the After Takeoff checklist is
complete (No Autopilot) as indicated on the syllabus. Also, a Raw Data ILS to be flown with
No Autopilot, No FDs from an intercept heading. Also for 4 engine aircraft, reposition short
final for a two-engine inoperative (same side) landing.
Whenever the aircraft is repositioned it is vital that the crew is briefed on any changes - the
weather, weight, position, etc. - before the simulator is released. The Instructor is responsible
for the correct configuration of the aircraft and FMS before releasing the simulator to the
trainees, including inserting the correct performance and minima.
LVO: OTHH
The LVO section is a stand-alone section conducted at OTHH Rwy 34R. It will commence
with an LVO take-off followed by a reposition for CAT 3B approach to be followed by a missed
approach due to an autopilot malfunction. The last exercise would be an ILS CAT 3B
approach and landing from a reposition on approach.
MAN TRNG: OTHH

Both exercises will be conducted with no autopilot, no autothrottle/thrust and no flight
director. The Captain will conduct a go-around from DH followed by a visual circuit to land
followed by the First Officer carrying out a high energy Go-Around from between 1500-1000ft
to stop climb at a lower altitude than the published and planned missed approach altitude.
RHS: OTHH
The RHS phase is to be ‘train-to-proficiency’ for all Captains and all exercises are to be
conducted as per the syllabus requirement.
Day 1 Lack of Time Due to Retraining

Retests (after appropriate retraining) may be required and this will limit the time available for
the remainder of the session, a retest should be done right after the MAN VAL, before
conducting MAN TRNG or RHS.

If time is insufficient to complete the whole syllabus these last exercises may be omitted to
complete the mandatory items from day 1. Any remaining exercises from Day 1 could be
done after the required exercises on Day 2 or the crew member will be rostered to complete
the omitted exercises at a later date (but allowed to return to the line in the meantime).
Debriefing Day 1
The debriefing will mainly revolve around the crew performance in the EVAL phase and the
discussion will be focused on the competencies and their associated performance indicators,
not purely on the tasks.
As part of setting the agenda, at the start of the debriefing, the crew should be asked to
identify the competencies that they think were demonstrated in the EVAL phase. The main
objective is to discuss the ‘how and why’ of the eventual outcome, relating it to the
competencies and the associated performance indicators.
One copy of the completed FRM.LIC.005 indicating the result, and where applicable any
notification of failure, shall be printed and signed by both the applicant (trainee) and the
examiner. The completed and signed form should be scanned and emailed to the applicant
and the examiner. There is no need to print additional copies as the digital version will suffice
for personal records.
For skill test/proficiency check conducted at Doha, the helpdesk at ITC/NITC will assist in
scanning and emailing the completed and signed FRM.LIC.005 to the applicant and the
examiner. For skill test/proficiency check conducted at an outstation facility; this action shall
be completed on return to Doha.
The procedure described above meets the requirement of QCAR Part FCL.1030 ‘Conduct of
skill tests, proficiency checks and assessments of competence’, since the required
documents, including originals, are submitted to the QCAA by the licensing department and
not the individual pilot.
If the PTRMS system is not available, you may have to fill in the LIC.005 form manually.
Please refer to Appendix (D) for a guide to the mandatory items for Cycle 3, to help identify
which parts of the form need to be filled.

DAY 2
Briefing
The reporting time will be 1hr 30mins before the session start time.
The briefing on Day 2 is an opportunity to reinforce the learning from the debrief on the
previous day. Make every effort to put the trainees at ease and make it clear that you are
there to support their needs and help them when allowed. When posing questions to confirm
the trainee’s knowledge try and do so in an unthreatening way.
It is recommended that you conduct briefings while seated and in the form of a conversation.
Do not read from the script; use your own words and monitor the response from the trainees.
The briefing on day 2 should contain the following elements:
• Introduction
• Health & Safety
• Review the day 1 session report with the Trainees
• Check understanding of briefing topics
• Aircraft and simulator differences
• A discussion or knowledge check about the topics of day 2 (except for those in the
SBT scenarios), e.g. Stall Recovery, Glideslope intercept from above
• Line Events briefing (new) using the Classroom presentation
• Review the Intervention Model with the crew (Appendix A)
• Take care to not ‘coach’ or discuss the SBT Scenario topics during the briefing.
SBTs
During this phase of training, the Instructor should intervene whenever the Captain decides
to take over the controls from the First Officer in accordance with OM Part A 1.4 point 14 and
allow the First Officer to remain as PF until the end of the exercise.
The objective of the SBTs is to develop the competencies seen on day 1, the emphasis
should not be on the technical malfunctions themselves. Rather than briefing or coaching the
trainees through the scenarios, allow them to learn through their mistakes with timely
intervention where needed. In contrast to the evaluation phase, you should interrupt where
necessary to enable the development of the crew’s competencies or enhance their learning
experience. Remember Day 2 is a Training Day.
To save time it is recommended to use the provided performance figures.

During the SBT phase, it is expected that one crew member will act as PF for the entire
scenario. Any crewmember can be PF for either of the scenarios which can be conducted in
any sequence.
The SBTs are built around the required EBT topics of:
• Navigation
• Degradation of Flight Controls
• Management of Consequences
SBT 1 and SBT 2: EGLL - EGKK

Both SBTs must be completed but can be done in any order. They both commence at the
take-off position on Rwy 27L. Upload the route to the FMC if available. If not, ask the crew to
enter the SID to DET and the expected approach into EGKK 26L along with the remaining
data and conduct a take-off briefing. Once the briefing is complete, set up the cockpit to the
point where the crew are ready to conduct their take-off review. Ensure crew have considered
the noise abatement procedure for their aircraft type as mentioned in the OM Part C.
SBT 1
After departure, on initial contact with London Control, inform the crew that “radar service is
not available within London FIR” and advise them to “continue with the DET2G departure”.
At 1000 FT, introduce the Navigation malfunction which will cause the RNP capability of
the aircraft to become downgraded, resulting in a loss of navigation capability for the
aircraft/airspace. This may take some time to manifest itself depending on the fleet.
Introduce a TCAS RA at any time during the SBT when on a steady heading and altitude.
Approaching EPSOM, changeover to Gatwick Director, and advise crew to report 15 NM

inbound DET with ETA. Monitor how the crew ensure the integrity of their reported position
and navigate. When they report 15 DME to DET, clear them direct to OLEVI for the
RNAV(GNSS) Rwy 26L. With the loss of navigation system integrity, the crew will be unable
to fly the GNSS approach.
When they report that they are unable to comply with the PBN requirements for the terminal
area or approach, inquire about their intentions and allow them to find a solution. SRA
approach is not available. Ultimately, offer ILS approach for Rwy 08R (with a tailwind) via
MAY VOR. They will need to track a radial 275 from MAY VOR using basic navigation to 23
NM then turn onto an intercept heading to capture the ILS. The scenario will be complete
after a successful landing on Rwy 08R.
The exercise is an opportunity for the crew to experience the implications of loss of GPS
signal resulting in a Navigation Accuracy Downgrade with respect to the airspace and
approach capabilities. It is also an opportunity for them to navigate using only the VORDME.

SBT 2
After departure, on initial contact with London Control, (Airbus - “Radar Contact”) (Boeing -
“Radar Service is unavailable within London FIR”) and advise them to “continue with DET2G
departure”. At 3000 FT, introduce Flight Control Malfunction. This will require the crew to
fly the airplane with degraded flight controls. The failure will result in an increased workload
until landing. Once the landing is completed, reposition the aircraft to 12 NM right base to
expose the other crew member to the handling of the aircraft with degraded flight controls.
Specific simulators at outside vendors, namely the A340 and B747 will have slightly different
options/scenarios due to the limitations of those devices.
ISI: (UPRT and Intervention Training)

You will occupy one of the pilot seats as either PF or PM for this phase.
Note: Captains to conduct the Stall recovery in Landing Configuration exercise from
both seats. The IRP needs only to conduct the recovery from the RHS this cycle.
It is recommended to use the remote IOS tablet from the operating seat or use the appropriate
freeze switch on the flight deck panel.
There is one Intervention exercise in this cycle, Mismanaged Glideslope Intercept from
above.
Please highlight that ‘glideslope intercept from above’ is practised to reduce the threat within
such a manoeuvre should the situation occur unintentionally. It is important that crew
make their best effort to avoid being high on the approach by carefully considering vectors
and clearances from ATC versus energy management. Threats from using the intercept from
above on a regular basis include the increased chance of a false glideslope capture and
higher descent rates at relatively low altitudes.
RNP AR Recency
On the fleets where RNP AR recency is required, it will be conducted at the following airfields:
• A320 - FSIA RNAV (RNP) Z Rwy 13

• A350 - ENGM RNAV (RNP) X Rwy 19L and 01R
• B777 - KJFK RNAV (RNP) Rwy 13L
• B787 - RJTT RNAV (RNP) Rwy 23
Two RNP AR approaches are required (one as PF, the other as PM as specified in the
syllabus).

Mandatory Exercises
Approach Exercises (All fleets)

The approach exercises comprise of two sets of practices.
The first exercise is glide slope interception from above. The objective of this exercise is to
re-enforce the correct sequence of actions to be taken by the crew if encountered accidentally
during line operations and to better understand the capabilities of the aircraft. Verify and
emphasize to the crew, the weights and ambient conditions. All crew required to be stabilised
as per OM Part A criteria.
The second exercise is to practice landings in crosswind conditions at the limit for the
respective crew member (gust conditions for the Captain, Senior First Officer to A/C limit).
Overspeed Exercise (A350 only)

Practice the recommended technique to recover from an Overspeed, remind crew of the
conditions that are usually factors in Overspeed events.
Extra Exercises - Optional (time available)

The full time available in the simulator must be used. These extra exercises are for you to
include after the mandatory phases are completed. They have been designed from evidence
within the company and can be used to develop competencies from previous exercises.
Engine Fail Exercise EGLL - EGKK (All Fleets)

Engine failures during different phases of flight, your choice:
• Engine failure after the turn on the SID (Verify correct thrust setting post failure)
• Engine failure during the climb out after SID
• Engine failure during initial approach
• Engine failure during final approach
• Engine failure on missed approach
The objective of this exercise is to introduce an element of surprise.
Urgency to Return exercise (All Fleets)

Exercise starts on OTHH Rwy 34R. Engine fire after V 1 which will extinguish only after the
second agent discharge.
The objective of this exercise is emphasizing LAND ASAP (Airbus) or Plan to Land at the
Nearest Suitable Airport (Boeing) and the importance to carry out the required actions as
dictated by the emergency, without losing time for unnecessary tasks. You should use
references from the FCOM and FCTM and the company Policies as stated in OM Part A 8.3.0
…., for example:

• Engine Shutdown in-flight

• In-flight Abnormalities
• Fuel Jettison
• Overweight Landing
Facilitate a discussion about holding a long way from the airport or holding on the departure
end of an airport rather than on the approach side. Requesting radar vectors to allow the
completion of procedures whilst positioning for the approach.
Facilitate a discussion about considerations when the failures have performance implications,
such as an overweight landing and the threats posed by the high approach speed or a go-
around with that failure.
See also the Cycle 3 Instructor Guidelines provided by Standards for more details and
the objectives of this exercise.
Thessaloniki (A320)
LGTS VOR Z Rwy 34 should be practised for training.
Engine Vibration exercise (A330)

Due to occurrences during line operations on the A330, a separate exercise has been
developed to expose crew to some of these vibration scenarios. See the Appendix (B) for
details of the exercise and a presentation on the same.
LDA Approach RJTT (A350)

For training purposes on the A350. Two approaches will be flown to RJTT - LDA W Rwy 22
via BACON arrival. See Appendix (A) for details.
Debriefing Day 2
The debriefing is important for maximising the training benefit of the SBTs. It should revolve
around the crew performance in the SBTs, the discussion will focus on competencies and
their associated performance indicators, and not purely on the tasks.
At the start of the debriefing, as part of setting the agenda, the crew should be asked to
identify the competencies that they think were relevant in the SBT phase. The main objective
is to discuss the ‘how and why’ of the eventual outcome, relating it to the competencies and
the associated performance indicators.

LACK OF TIME DUE TO RETRAINING or Simulator breakdowns

If time is insufficient to complete the whole syllabus some exercises may be omitted to
complete the mandatory items from Day 2. For all fleets, the ‘Extra exercises’ are the lowest
priority. If even more time is required, RNP AR may be omitted as required. The crew member
will then be rostered to complete these exercises at a later date (but allowed to return to line
in the meantime).
STAND-IN CREW
When a crew member has been called to act as a stand-in there are a number of mandatory
items that must still be observed. The table below clarifies the manoeuvres to be conducted.
Note: In the event of a stand-in crew, use the STD Crew syllabus.
The standard company jeopardy briefing should be given to stand-in and the policy applied if
required.
DAY 1
EVAL 1
Both EVAL’s must be conducted (to observe trainee as PF and PM)
EVAL 2
MAN VAL 1 Must be conducted by trainee as PF
MAN VAL 2 Not required
LVO All manoeuvres must be conducted (to observe trainee as PF or PM if trainee is an FO)
MAN TRNG Trainee must conduct their respective PF manoeuvre only
RHS Not required if the trainee is an FO.
DAY 2
SBT 1
Both SBT’s must be conducted (to observe trainee as PF and PM)
SBT 2
ISI Should be conducted by trainee only (from both seats if required)
RNP 2 approaches must be conducted (to observe trainee as PF and PM)
Approach
Must be conducted by trainee as PF
Exercises
Overspeed Should be conducted by Trainee as PF (A350 only)
Optional
Must be conducted by trainee as PF
Exercises

APPENDIX
(A) Pilot Intervention Model
Example given during approach but could be used in any phase of flight.

(B) Engine vibration (A330)

The exercise will include engine vibrations on initial climb, cruise and finally a landing with an
engine at reduced thrust. It is expected that the trainees will follow the correct ECAM/QRH
handling when dealing with these events.
As an example, after receiving an Advisory of N1 equal to or greater than 5.7 the crew should
refer to the QRH ECAM ADVISORY CONDITIONS, this will then lead them to the statement,
refer to QRH ABN-17 HIGH ENGINE VIBRATION. Upon referring to this procedure, they will
need to check if icing could be a factor or not, but in both cases, they need to reduce thrust
of the affected engine.
It is important to follow the QRH Procedures even if vibrations are not felt by the crew. An
engine N1 vibration indication may generally but not always, be accompanied by airframe
vibrations. QRH procedures also call for correct crew coordination and task-sharing.
With reference to Airbus Golden Rules: Fly, Navigate, Communicate
FLY the aircraft:

For example, are we able to maintain Airspeed above Green Dot in level flight? If not, a
descent must be initiated. Is there conflicting traffic below us? Is Grid MORA a factor, etc?
FMA MUST BE reviewed by the PF to assure correct automation mode is engaged.
NAVIGATE:
For example, can we maintain the airway if we need to descend? Are we affected by high
terrain? Are we in the proximity of a neighbouring FIR or prohibited areas? Are there any
local procedures or policies, for example, Iran, Atlantic or Indian Ocean, etc? Is weather a
factor?
COMMUNICATE:
Establish correct communication and task sharing between PF and PM.
When the PF calls for ECAM ACTIONS, new communication rules will be established.
Advise ATC of the problem. If necessary, declare PAN or MAYDAY. If over a remote area
with no VHF coverage, consider transmitting a MAYDAY on 121.5. You may also consider
the In-flight broadcast frequency if applicable. Effective communication between flight deck
crewmembers, and further interaction with Cabin crew, IOC and ATC is of paramount
importance.
If the vibration still exists and QRH Abnormal Procedures are completed, the decision-making
process will now commence based on DODAR.
DODAR is not a monologue. It is a fact-finding and decision-making process using active
participation between the crew members.

DIAGNOSE: Diagnose the problem utilizing all available resources. Determine the Urgency
level.
OPTIONS: Look at all possible options. Fuel remaining, Weather, NOTAMs, Aircraft
capability, Performance limitations. LPC calculations shall be made with OEI conditions.
Once weather and performance have been considered, if time is not critical, the crew must
consult with IOC.
Crew should provide IOC with two or more options that are deemed suitable by the crew, and
then coordinate to choose the best alternative. If the decision is made to divert rather than
to continue then this will ensure that the diversion aerodrome not only satisfies operational
and safety requirements, but also protects the company brand. Communications with IOC /
MOCC should follow the guidelines given in OM Part A 8.3.0.14.5 Management of in-flight
Abnormalities.
DECISION: Make your decision. Include Threat and Error Management and consider all the
facts. Any decision may be modified if conditions change.
ASSIGN TASKS: Prepare and implement your plan. If the decision has been made to divert,
you must inform ATC, cabin crew, IOC and passengers.
PF: You have control and communications

PM: I have control and communications.
PF on PA: CSD to flight deck, CSD to flight deck.
The Captain will now brief the CSD in accordance with NITS guidelines, after which, if the
decision was to divert, the Captain will do a PA to passengers based on Pilot PA Briefing
guide:
REVIEW: Crew will keep reviewing their decision as the flight progresses.
When an aircraft in-flight has an identified engine problem or abnormal condition which
precludes the application of go-around power, the aircraft should be configured for an engine
inoperative approach and landing. Prolonged flight with an engine abnormality is not
recommended. OM Part A 8.3.0.16.3
For further information, Fleet Training has provided the following presentation from GE that
deals with engine vibrations during descent and is producing a video as guidance to
emphasise the correct procedural steps, i.e. Fly, Navigate, Communicate, Manage the failure,
Manage the mission.

What Are ToD Vibes?

CF6-80C2 & -80E1 idle speed vibration has been evident since introduction
of the CF6-80C2 in 1983
• The vibration is primarily a result of
core architecture
• Large span across HPCR
• Overhung Turbine Rotor
• Appears at 70 – 80% N2 (right in F/I

region)
• Does not always repeat flight to flight

CF6-80E1 Top of Descent Vibrations • Affects ~5-10% of 80C2 population,
SEP 2018 smaller population of 80E1
Thermal changes during engine transients magnify the build influencing

factors
Flight Operations Engineering Department QTR/FO/1218 Rev 00 Flight Operations Engineering Department QTR/FO/1218 Rev 00
2
Copyright © 2017,Qatar Airways W.L.L. All Rights Reserved Copyright © 2017,Qatar Airways W.L.L. All Rights Reserved
What Are ToD Vibes? CF6-80E: N2 Vibrations in Descent

• TOD vibes are inversely correlated with throttle movements Pilot Perspective
– Indicates the relationship to thermal state Descent Vibration Characteristics
– Differentiated from vibes caused by mechanical damage, which tend to be directly correlated • Vibrations typically occur with flight idle selected (70-80% N1) after dwelling at
higher thrust setting
• 2 QTR engines have multiple N2 vibe mechanical advisories: 811-261 (Amiri)
and 811-185 • Vibrations are inversely correlated with throttle movements
– Small throttle increase can decrease magnitude of vibrations below threshold
LEGEND for 811-261 data plots:
Blue line = N2 vibe units on primary axis ; Red line = %N2 on secondary axis
• Increasing the throttle tends to increase the total duration of the vibration
episode
• A large study of CF6-80 engine data characterized the vibration durations:
50th Percentile 95th Percentile
(Median)
Duration of
Vibrations Above 23 91
Threshold (sec)
Feb 25 Feb 26
3 4
Available Guidance Summary

GE Recommendations based on FCOM/QRH
1. Check engine parameters
✓ Flight crews are advised to always follow FCOM/QRH
2. Maintain throttle setting at idle if engine otherwise procedures when facing engine vibrations.
running normally
3. As long as vibrations return to normal levels, no
need to shut down the engine earlier than normal
Vibrations that persist or increase in intensity with ✓ Coordinate with MOCC/IOC as required.
throttle movements may be of a different nature and
should be investigated by maintenance after the flight
1
2
3
5 6

(C) LDA (A350)

Preparation:
• Crew select LDA Y or W, on the ACTIVE/F-PLAN/ARRIVAL page for Rwy 22 or 23.
• The FLS function is not available for LDA (refer to DSC-22-FG-70-80-00 P 6/10).
• Due to system design and limitation, the "NO FLS FOR THIS APPR" message will not appear on the
FMS message area.
• Crew must review the 10-9S chart for the applicable minima.
Flying Technique:
Following the selection of the LS switch, APPR 1 appears in FMA approach capability column.
• Stabilized approach technique is recommended.

• Lateral Guidance: LOC
• Vertical Guidance: FPA (FCTM PR-NP-SOP-190-FPA) – Use of Open Descent Mode is not allowed.
Use the ‘FPA / LOC guidance mode’ to fly the approach to the minima. Specific DME/Altitude ribbons are
presented in the briefing notes for all the LDA approaches.
Notes:
Do not use the APP P/B (to arm the approach).
Do not manually tune the offset LOC frequency in POSITION/ NAVAID page.
The FLS beam does not appear on the ND/VD upon selection of the LDA approach.
Crew must set the missed approach altitude only when aircraft altitude is below the missed approach
altitude. This will avoid inappropriate ALT* engagement. (PR-NP-SOP-190-GUI) (Refer to left image
below).
Margin between the selected speed (180 kts) and Vmax is more when F3 is selected for landing. However,
the crew must have assured that RLD has been satisfied. (Refer to right image below)

(D) QCAA required items for manual LIC form (cycle 3)

EVALS
1.1 Performance calculation
Use of checklist prior to starting engines, starting procedures, radio and navigation equipment check,
1.4
selection and setting of navigation and communication frequencies.
1.6 Before Take-Off checks.
3.4.2 Pitot/static system
3.4.4 Electrical system
3.4.9 Stall warning devices or stall avoidance devices, and stability augmentation devices
3.4.14 Auxiliary power unit
3.6.1 Fire drills including evacuation
3.6.2 Smoke control and removal
3.9.1* Adherence to departure and arrival routes and ATC instructions.
MAN VAL
2.5.2* Take-off with simulated engine failure between V1 and V2. (IMC).
2.6/6.1 Rejected take-off at a reasonable speed before reaching V1, with minimum authorized RVR.
3.4.0 Engine
3.4.8 Autopilot/Flight director
3.4.11 Radios, Navigation equipment, Instruments, Flight Management System.
3.6.3 Engine failures shut down and restart at a safe height.
(ATPL Check only) Precision approaches down to a decision height (DH) of not less than 60m
3.9.3.1*
(200ft), manually, without flight director
Precision approaches down to a decision height (DH) of not less than 60m (200ft), manually, with
3.9.3.4* one engine simulated inoperative; engine failure has to be simulated during final approach before
passing the (OM) until touchdown or through the complete missed approach procedure.
3.9.4* Non-Precision Approach down to MDH/A
Manual go-around with the critical engine inoperative after an instrument approach on reaching DH,
4.3* MDH or MAPt.
5.5 Landing with critical engine simulated inoperative.
5.6 (ATPL Check only A340/380/B747) Landing with two engines inoperative at one side.
LVO
ILS approach down to applicable DH, using flight guidance system. Standard procedures of crew
6.2* coordination (task sharing, call out procedures, mutual surveillance, information exchange and
support) shall be observed.
Go-Around on reaching DH. The training shall also include a go-around due to (simulated)
6.3* insufficient RVR, wind shear, aeroplane deviation in excess of approach limits for a successful
approach, and ground/airborne equipment failure prior to reaching DH and, go-around with simulated
airborne equipment failure.
Landing with visual reference established at DH following an instrument approach. Depending on the
6.4*
specific flight guidance system, an automatic landing shall be performed.

(E) EBT Topics included in this syllabus:

EBT Priorities Freq A
Adverse weather
Automation management
Competencies non-technical (CRM)
Compliance
Error Management
Go-Around management
Manual aircraft control
Mismanaged aircraft state
Monitoring & cross-checking
Unstable approach
EBT Priorities Freq B

Adverse Wind
Aircraft System Malfunction including operations under MEL
Approach, Visibility close to minimum
Workload, Distraction, pressure
EBT Priorities Freq C

Fire & Smoke Management
Navigation
Upset Recovery (ISI)
Characteristics of Malfunction
Degradation of Aircraft Control
Management of Consequences
LIC 005 Topics & OM Part D

APU
Autopilot/Flight Director
Electrical
Engine
Engine failures, shutdown and restart at a safe height
Other EMER procedures as outlined in the AFM
Pitot/static system
Radios, navigation equipment, instruments, flight management system
Stall warning devices or stall avoidance devices, and stability augmentation devices

(F) Lesson plan malfunction shortcuts (Refer to EBT Lesson Plan Guide)
Lesson plans available on all in-house simulators

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INSTRUCTOR NOTES ALL AIRCRAFT TYPES

31st March 2020 Page 1 of 27 Rev 00

RECURRENT CYCLE 3 ....................................................................................................................................... 5

STANDARD CREW SYLLABUS ......................................................................................................................... 6

TWO CAPTAINS SYLLABUS ............................................................................................................................. 6

Mandatory Exercises ........................................................................................................................................ 17

Extra Exercises - Optional (time available) .................................................................................................... 17

LACK OF TIME DUE TO RETRAINING or Simulator breakdowns ............................................................... 19

31st March 2020 Page 2 of 27 Rev 00

31st March 2020 Page 3 of 27 Rev 00

REVISION 00 HIGHLIGHTS - 31st March 2020

31st March 2020 Page 4 of 27 Rev 00

The training folder on QLOUD/QLOUDWEB/AERODOCS now contains an Airbus and a

The ATIS will be available for both days.

31st March 2020 Page 5 of 27 Rev 00

STANDARD CREW SYLLABUS

MAN VAL ISI

MAN TRNG Approach Exercises

RHS Overspeed A350

TWO CAPTAINS SYLLABUS

EVAL 2 Capt B SBT 2 Capt A

MAN VAL 1 Capt B ISI 1 Capt A

MAN VAL 2 Capt A ISI 2 Capt B

LVO 1 Capt A RNP AR 1 Capt B

LVO RTO Capt B RNP AR 2 Capt A

MAN TRNG 1 Capt A Approach Exercises

MAN TRNG 2 Capt B Overspeed A350 As a crew

RHS A+B OTHER

31st March 2020 Page 6 of 27 Rev 00

The briefing on day 1 should include the following elements:

*These items only need to be covered if the trainees require clarification.

31st March 2020 Page 7 of 27 Rev 00

The RTO exercise of the LVO is incorporated into MAN VAL.

Other required topics are also incorporated into the EVALs.

EVAL 1: OTHH - OKBK

31st March 2020 Page 8 of 27 Rev 00

For line up and departure verify that correct RT phraseology is used.

At 9000 FT, activate the second malfunction related to Electrical system.

EVAL 2: OKBK - OTHH (Starts in Flight)

31st March 2020 Page 9 of 27 Rev 00

The objective is to lead the crew into an EVACUATION after landing.

31st March 2020 Page 10 of 27 Rev 00

MAN VAL: OTHH - F/O Starts

The sequence will be:

• The correct minima

• The automation mode to use. (i.e. LNAV/VNAV)

One Engine Inoperative (OEI) Landing

31st March 2020 Page 11 of 27 Rev 00

MAN TRNG: OTHH

Day 1 Lack of Time Due to Retraining

31st March 2020 Page 12 of 27 Rev 00

31st March 2020 Page 13 of 27 Rev 00

The briefing on day 2 should contain the following elements:

To save time it is recommended to use the provided performance figures.

31st March 2020 Page 14 of 27 Rev 00

SBT 1 and SBT 2: EGLL - EGKK

Approaching EPSOM, changeover to Gatwick Director, and advise crew to report 15 NM

31st March 2020 Page 15 of 27 Rev 00

ISI: (UPRT and Intervention Training)

• A320 - FSIA RNAV (RNP) Z Rwy 13

31st March 2020 Page 16 of 27 Rev 00

Approach Exercises (All fleets)