JOINT AVIATION AUTHORITIES JOINT OPERATION EVALUATION BOARD REPORT. Airbus A330 A & A series 20/12/04

Transcription

1 JOINT AVIATION AUTHORITIES JOINT OPERATION EVALUATION BOARD REPORT Airbus A330 A & A series 20/12/04

2 Révision 00- December 2004 page 2 Contents JAA Operation Evaluation Board Page 3 Preamble Page 4 Executive Summary Page 5 Operational Evaluation Report Page 6 1 Purpose and Applicability Page 6 2 Pilot Type rating requirements Page 6 3 Master Common Requirements (MCR) Pages 6 to Altitude callouts during landing Page Aircraft Approach Categories Page 7 4 Master Differences Requirements tables (MDR) Page 7 5 Operator Differences Requirements Tables (ODR) Page 8 6 Specification for Training Page 6.1 Type rating course (transition course) Pages 9, Area of emphasis Page Type rating course Page Line Flying under supervision Page Purpose of Line Flying Under Supervision (LIFUS) Page LIFUS in case of A330 initial type rating Page Familiarization courses & Familiarization sectors Page Familiarization courses Page Familiarization sectors Page Recurrent training Page 12 7 Specification for Checking Page Skill test following type-rating course (transition course) Page Recurrent Checking Checks Page Line Checks Page 13 8 Currency / Recent experience Page 13 9 Operational recommendations Page 14 Annexes (available on Request to the National Authorities) Annex 1: Airbus Type Rating course Objectives and phases breakdown Annex 2: Airbus recommendations for recurrent training & checking Annex 3: A330/340 JOEB decision dated 28 April 1998 Pages A1-1 to 2 Page A2-1 Pages A3-1 to 3

3 Révision 00- December 2004 page 3 JAA Operation Evaluation Board FCL& OPS Subgroup Captain Pete GRIFFITHS National Resource Manager CAA UK Jean-Pierre MESURE Licensing Division DGAC France Jean BARIL JOEB Co-ordinator - Central JAA Evan NIELSEN Certification manager - Flight Standards - EASA Report prepared and submitted by: Jean-Pierre MESURE, Focal Point

4 Révision 00- December 2004 page 4 Preamble.As no JAA operational evaluation was carried out at the time of the introduction of the A330 into airline service Airbus has requested a catch up process to cover this family of aircraft. This report has been complied by analysis of existing reports from individual national authorities of the JAA and from the FAA FSB report. It includes the differences between the variants which have already been accepted as allowing a single licence endorsement for the A and the A (Appendix 1 to JAR-FCL 1.220) The objective of this catch-up report is to specify the JAA type rating, initial training course, familiarization courses, checking and currency minimum requirements, operational recommendations: - For an initial type rating on the A330, - For pilots already qualified on one A330 variant and moving onto another variant. This catch-up evaluation has been made in compliance with the JAA Terms of Reference, and the JOEB Handbook. Fergus Woods JAA Licensing Division Director Georges Rebender JAA Operations Division Director

5 Révision 00- December 2004 page 5 Executive Summary The evaluation was conducted by the Joint Aviation Authorities (JAA) to meet the JAA requirement for the JOEB. (Catch up process) Airbus requested confirmation that the A and the A share the same type rating and should therefore have a single type rating licence endorsement: A330 for all variants. Also that pilots holding an A330 type rating achieved on the A or the A should be able to qualify on the other variant after completion of familiarization training. The familiarization training included ground school (CBT) to cover technical differences. The Operational Evaluation was conducted in accordance with the processes detailed in the JAA JOEB Handbook, dated December 2002 and JAA Administrative & Guidance Material procedures Section One (General) Part 2 (Procedures), dated 01 February JAR requirements as in JAR-OPS 1 ( 1.940, 1.945, 1.950, 1.965, and including associated appendices, AMCs and IEMs), JAR-FCL 1 ( 1.215, 1.220, 1.225, 1.230, 1.235, and including associated appendices, AMCs and IEMs) have been considered. Airbus provided the Operational Evaluation team with Operator Differences Requirements (ODR) tables to be used as a basis for the evaluation. Previous evaluation made by the France DGAC on behalf the A 330/A340 JAA JOEB in April 98 was also considered (refers to Annex 3). The catch-up process of the Airbus A and the A aircraft by the JAA was completed by November System differences were reviewed and Normal, Abnormal, and Emergency procedures compared for the A and A Sample Operator Difference Requirements were examined and proposed Computer Based Training (CBT) reviewed. The authorities confirm that only "B" level differences (aircraft are functionally similar) exist between the A and the A Ground courseware on CBT/Video/Transparencies is adequate to cover differences when transitioning from: The A variant to the A variant The A variant to the A JAA recommends the approval of the Airbus proposed training courses for initial type rating on the A330 and familiarization training for variants. JAA recommends approval of the Airbus referenced ODR Tables. The CJAA confirms the same type rating, A330 (as single licence endorsement), is applied to all variants of the A330.

6 Révision 00- December 2004 page 6 Operational Evaluation Report / 1. Purposes and Applicability This report Defines the Type Rating assigned to the A330 family. Proposes Master Common Requirements (MCR). Describes Master Differences Requirements (MDR) for crews requiring differences training Provides reference of acceptable Operator Difference Requirements (ODR tables). Makes recommendations for initial Training Makes recommendations for Familiarization training course Makes recommendations for checking Makes recommendations for currency 2. Pilot Type Rating requirements In reference to JAR FCL1 Subpart F and to the JOEB evaluation procedure, the same Type Rating and, consequently, the same licence endorsement are assigned to the A and A Pilots completing the necessary training and checks in the A or A as per JAR- FCL 1, prescribed by this report, are assigned the A330 type rating. Unless otherwise specified, A330 means A and A variants throughout the report. 3. Master Common Requirements Master Common Requirements (MCR) are requirements common to the A and A The A & 300 variants have been designed with a very high level of commonality in terms of: 1) Cockpit layout 2) System definition and operation, and 3) Handling characteristics

7 Révision 00- December 2004 page 7 This level of commonality has a direct and significant impact on the definition of the training programmes. 3.1 Altitude callouts during landing Use of automatic voice callouts for landing is the same for all A330 aircraft. These callouts may be customized consistent with JARs for low visibility operation (JAR- AWO, JAR-OPS 1) for the intended operation. Operators flying more than one A330 variant fleet should standardize those callouts within the fleet. 3.2 Aircraft Approach Categories: Ref: Appendix 2 to jar-ops 1.430(c) Aircraft Category A C A C 4. Master Differences Requirements tables Master Difference Requirements (MDR) for the A330 aircraft are shown in the table below. The MDRs for the A & 300 variants are based on FAA FSB report ( catch up process). Definitions of the various levels for Training/ Checking/ Currency are the ones from the JOEB handbook, and the relevant definitions are included after the table for reference. FROM TO A A A NA B/A/A A B/A/A NA NA means Not Applicable

8 Révision 00- December 2004 page 8 Difference level definitions Training/Checking/Currency extracted from the JOEB handbooks: Level B Training. Level B difference training is applicable to functionally similar aircraft with system or procedure differences that can adequately be addressed through aided instruction. At Level B, aided instruction is appropriate to ensure crew understanding, emphasize issues, provide a standardised method of presentation of material, or to aid retention of material following training. Level B aided instruction typically employs such methods as slide/tape presentations, Computer Based Training (CBT), stand-up lectures, or videotapes. Level A Checking. Level A checking indicates that no check related to differences is required at the time of differences training. A crewmember is, however, responsible for knowledge of each variant flown, and differences may (and should) be included as an integral part of subsequent recurrent proficiency checks. Level A Currency. At Level A currency is considered to be common to each variant. Thus, assessment or tracking of currency for separate variants is not necessary or applicable. Maintenance of currency at in any one variant or a combination of variants suffices for any other variant. 5. Operator Differences Requirements Tables ODR tables are used to show an operator s compliance method. Detailed Airbus generic ODR tables are on file with the Central JAA. Copies are available on request. These ODR tables are provided as Airbus generic, and therefore may not include items that are applicable to particular operators. The ODR tables assume that pilots are qualified, current and experienced in operating the base aircraft. The Airbus ODR tables have been developed in accordance with AMC 1.980(b) & IEM 1.980(b) of JAR-OPS 1 Subpart N. These ODR tables have been found acceptable by JAA. They represent an acceptable means of compliance with MDR provisions for the aircraft evaluated based on those differences and compliance methods shown. These tables do not necessarily represent the only means of compliance for operators with aircraft having other differences. Operators with a fleet containing more than one A330 variant must have approved ODR tables.

9 Révision 00- December 2004 page 9 6 Specifications for Training 6.1 Initial Rating course (transition course) Area of emphasis Features within the electronic flight control system and its associated side stick controller, the A/THR system, the Electronic Centralized Aircraft Monitoring system (ECAM), warrant special interest and emphasis. NOTE: The following applies to the A330 family but also to all aircraft types and variants that belongs to the Airbus fly by wire family. In light of the unique features of this aircraft family, the JOEB has determined that certain aspects of knowledge, skills and abilities must be emphasized during the initial training process: Fly by wire - Knowledge of flight characteristics and the degree of flight envelope protection provided by the various flight control laws both for pitch, roll and yaw control - Procedural and handling consequences following multiple failures that result in alternate and/or direct law - Knowledge of the use of side stick controller with a special emphasis on the relationship between the two controllers and the transfer of control Use of the Flight Management System - Knowledge of the various modes of automation - Knowledge and skills related to MCDU / FCU use - Recognition of mode awareness and transition modes through the FMA - CRM issue linked to automation (task sharing and crosschecks) Use of ECAM - Knowledge of appropriate use of ECAM in conjunction with system failures - Crew discipline for ECAM actions: respect of the depicted procedure, crosscheck of irreversible actions, aircraft status analysis

10 Révision 00- December 2004 page 10 Auto Thrust system - Knowledge of the thrust control system in conjunction with the non moving throttles - Recognition of all messages associated to Auto Thrust failure, engagement and disconnection Type rating course The Airbus proposed type-rating training (transition course) is in compliance with Appendix 2 to JAR-FCL & and AMC FCL (c) (2). The course is divided in the following phases: - Ground phase - Normal phase - Abnormal/emergency phase - LOFT phase - Skill test (See checking 7 for details) - Flight phase (base training if applicable) All students are Trained to Proficiency. The objectives and phases breakdown are included in Annex 1. They are extracted from the Airbus TRTO documentation and reflect the status of the A330 type-rating course. For a pilot to be qualified onto a specific variant of the A330, several paths exist depending upon simulator availability and are as follows: a) Qualification onto A : Type Rating course conducted on A simulator, or Type Rating course conducted on A simulator then familiarization course from A to A

11 Révision 00- December 2004 page 11 b) Qualification onto A : Type rating course conducted on an A simulator, or Type Rating course conducted on A simulator then familiarization course from A to A In summary, for type rating course on the A330 family, any simulator configuration can be used provided that the familiarisation training for the variant to be flown is subsequently conducted. 6.2 Line flying under supervision (LIFUS) Purpose of Line Flying Under Supervision (LIFUS) There are a variety of reasons why the JOEB may specify LIFUS in conjunction with master difference requirements. One or more of the reasons described below may apply: a. Introduction of new aircraft types or variants b. Introduction of new systems (e.g., FMS, TCAS) c. Introduction of new operation (e.g. oceanic operation) d. Experience for a particular crew position (e.g. PIC, SIC, F/E) e. Post qualification skill refinement (e.g. refining alternate or multiple ways to use particular equipment to increase operating efficiency, operating flexibility, or convenience) f. Special characteristics (e.g. unique airports, mountainous areas, unusual or adverse weather, special air traffic control procedures, non-standard runway surfaces and dimensions, etc.) LIFUS in case of initial type rating onto any A330 variant In the case of an initial type rating onto the A330, a minimum of 10 sectors including a line check is recommended for Line Flying Under Supervision (LIFUS). This may be reduced at the discretion of NAA taking in account relevant factors such as conclusions established by the JAA Cross Crew Qualification / Mixed Fleet Flying (CCQ/MFF) working group and previous experience of the pilots. Where there is a change of operating conditions or route structure this should also be taken into account and may need the addition of sectors to cover these elements.

12 Révision 00- December 2004 page Familiarization courses & Familiarization sectors Familiarization courses The transition between A and A is assessed as requiring training level B. Familiarisation training is based upon clearly defined learning objectives and addresses all differences as identified in the ODR tables. Airbus familiarization courses provided under Computer Based Training (CBT) have been assessed and found acceptable. JOEB recommend approving the Airbus familiarization training courses: Familiarization sectors Following familiarization training between A330 variants, JOEB does not find any need for familiarization sectors. NOTE: Familiarization sectors differ from LIFUS, as a line check is not required following completion of those familiarization sectors, when required. 6.4 Recurrent training. The recurrent training program must comply with JAR-OPS All A330 variants are under the same license endorsement; as a consequence, recurrent training on one variant is valid for all, provided that the differences between variants are covered. Differences between A 330 variants are identified in ODR tables, as specified under JAR- OPS Differences between the A330 variants have been assessed at level B which means that recurrent training shall be addressed through aided instruction such as: - Slide / tape presentations - Computer Based Training (CBT) which may be interactive - Video - Classroom instruction As a consequence recurrent training can be conducted on any A330 simulator, provided that the differences are covered as per the proposed matrix in Annex 2.

13 Révision 00- December 2004 page Specification for Checking 7.1 Skill test following type-rating course (transition course) In addition to the mandatory items from the skill test as per Appendix 2 to of JAR-FCL the following features must be checked: - Use of side-stick controller - Knowledge of the various mode of automation - Knowledge and skills related to the use of MCDU/ FCU and crosschecks using the FMA - Use of ECAM - Use of auto thrust system 7.2 Recurrent Checking Checks Proficiency checks must be conducted in compliance with JAR-FCL and JAR-OPS JOEB and CJAA confirm that a proficiency check conducted on one variant is valid for all variants, provided that the differences have been covered during the recurrent training, as per the enclosed Table in Annex 2. Consequently proficiency checks can be conducted on any A330 simulator. 7.3 Line checks As all A330 variants share same type rating (single licence endorsement), a line check on any of them is valid for all. 8. Currency / Recent experience Compliance with JAR-OPS or JAR-FCL as appropriate is required for recent experience. Concerning the A330 family, JAA concluded that take-offs and landings performed on one A330 variant, within ninety days, are valid for all variants. This means that for pilots flying more than one A330 variant, the recent experience requirement is satisfied as soon as they achieve 3 take-offs and landings, as handling pilot, regardless the variant flown.

14 Révision 00- December 2004 page Operational recommendations JOEB and CJAA recommend that operators, of A330 fleets with different variants use a unique cockpit configuration for the following safety related items: - Unit system (metric or non metric) on all displays. - Altimeter settings (QNH/QFE) - Callouts - FMS specifications and functions (software and hardware) ***********************

15 Annex 1 A330 Airbus type Rating Course Objectives and Phases breakdown Extracted from the approved TRTO documentation TITLE GENERAL OBJECTIVES MEDIA In accordance with Appendix 2 to JAR-FCL & PHASE 1 GROUND COURSE - Welcome To clarify all administrative aspects of trainee involvement while at Airbus Training Center. To present Airbus Training Center. - Presentation of course and documentation To introduce the instruction system and the instructors. Trainees are briefed on the evaluation method and necessity for some "home-work" with the FCOM and the FCTM. To present the documentation. To present the philosophy of the new aircraft systems. -Systems Study To provide trainees with technical information on system knowledge. To provide the knowledge required for the execution of all Normal, Abnormal and Emergency procedures. - Performances To make the trainee able to: - use performance data in the Airbus documentation, or the FOVE software from his laptop, - review theory and acquire knowledge on limitations, - calculate Take-off, Landing and Go-Around performances, - calculate Engine out performances, - calculate operational performances. -Safety, Cabin Presentation To be familiarized with location and operation of safety equipment doors, exits, and use of escape slides. - Walk-around visit (self study on laptop) To give the necessary knowledge to perform an exterior inspection. - Examination Systems and Performance To demonstrate the level of knowledge required for the safe operation of the aircraft. - Airbus CRM - OPTIONAL To reinforce basic cockpit resource management skills. Video CBT FMGS free play 3D FBS Cabin Mockup.

16 Révision 00- December 2004 page A 1-2 Annex 1 (continued) A330 Airbus type Rating Course Objectives and Phases breakdown Extracted from the approved TRTO documentation TITLE GENERAL OBJECTIVES MEDIA In accordance with Appendix 2 to JAR-FCL & PHASE 2 NORMAL OPERATIONS - Normal procedures To execute normal procedures with each crewmember performing the tasks specific to his operating capacity (PF/PNF), including crew coordination. To make each trainee capable of performing the tasks in normal flight conditions (no failures). - Normal flight conditions To demonstrate aircraft characteristics in flight without failures, from "basic" manual flight to "managed" (from lowest to highest level of automation). Normal procedures are practiced until the trainee reaches proficiency in all phases of flight. - Progress Check FMGS free play 2D. FBS FFS PHASE 3 ABNORMAL EMERGENCY OPERATIONS - Abnormal/Emergency procedures To use the Abnormal/Emergency procedures with each crewmember performing the tasks specific to his operating capacity (PF/PNF), including crew coordination. FMGS free play 2D. FBS FFS PHASE 4 ALOFT TYPE RATING SKILL TEST PHASE 5 BASE TRAINING - Abnormal/Emergency flight conditions To demonstrate aircraft characteristics in flight with failures. Abnormal/emergency procedures are practiced until the trainee demonstrates proficiency in all phases of flight. - Progress Check - Loft To perform ALOFT session taking into account CRM objectives including decision making and crew coordination. ALOFT is used to reinforce the trainees' confidence in an operational environment prior to the operation of the aircraft. Type Rating Skill Test Type rating skill test: to demonstrate the skills required for the safe operation of the aircraft. Flight training to proficiency. FFS Aircraft Or FFS (for operators who have this authorization from their National Aviation Authority)

17 Révision 00- December 2004 page A 2-1 Annex 2 A330 Recurrent Training Matrix between variants A <> A Differences Level Dimensions: Length: -200: 58.4 m -300: 63.7 m General Height: -200: 17.8 m -300: 16.8 m Max passenger capacity: A -200: : 440 Limitations Operation Max take off weight ( basic) -200: 230 t ( lb) -300: 215 t ( lb) Max landing weight: (basic) -200: 180 ( lb) -300: 177 t ( lb) CG limits: B -200: 17% to 41% -300: 14% to 42% For weight, refer to Flight Manual Taxi: -200: Decreased distance between nose wheel and main gear ATA 22 Alerting FMA and triple click ( if not retrofitted ) A On the A center tank is added Transfer logic ( auto and manual ) ATA 28 Gravity feeding B Control panel: additional Push buttons Additional ECAM warnings Jettison ( option ) ATA 70 Depending of engine type ( GE, PW or RR ) Engine parameters Engine start logic B EPR Fault ( N1 rated or unrated modes ) Relight envelope A /300 Enhanced ATA Differences Level ATA 22 PITCH TRIM/MCDU/CG DISAGREE caution B Electrical rudder ATA 27 Back up Control Module (BMC ) and associated warnings B Automatic TRIM setting (option) ATA 29 Automatic activation of the Blue Elec pump with Engine 1 Failure if aircraft is dispatched with PRIM 3 Fault B ATA 31 PFD,ND and ECAM DU s: new LCD A St By Instruments replaced by ISIS A ATA 34 EGPWS: Peaks mode and new warnings B

18 Révision 00- December 2004 page A 3-1 Annex 3

19 Révision 00- December 2004 page A 3-2

20 Révision 00- December 2004 page A 3-3