05 - Descent preparation to runway vacated Flashcards

Question 1

Q

How do you prepare the box for approaching and landing?

Answer

A

[Technique]

Countdown - 5 screens:
“5” - OIT: 5 items to check
“4” - MFD: 4 items to check
“3” - OANS (ND): 3 items to check
“2” - EWD: 2 items to check
“1” - i-Pad: APP briefing (80 nm before descent [SOP])

“5” - OIT
“WX + charts + SPT”
5. WX (DEST + ALT)
4. Charts
3. SYNC ECAM
2. PERF (LDPA)
1. TEMP (ATMO) {hot or cold}

“4” - MFD
“box + SPT”
4. Box + Fuel to Commit
3. SPD & ALT CSTR {250kts/100AAL}
2. PERF AFFECTED? {CHG Vapp}
1. TRK vs DIST {also validate APP}

“3” - OANS (ND)
“SPB”
3. Shift (set RWY SHIFT if LDA reduced by NOTAM)
2. Prohibited conditions (do not use BTV in case of):
- 35 - LDA vs Chart differs by more than 35m (115’);
Also consider deactivating ROW/ROP:
ARPT NAV Reset pb … pull / On GND (for taxiing) … push
- A - in case of failures “AFFECTING” LDG performance (either LDG PERF “AFFECTED” or LDG DIST “AFFECTED”), i.e. Overweight LDG is not a failure;
- R - in case of REV INOP.
1. BRK (set BTV or Classic A/BRK)
Use BRK HI if RWY contaminated.

“1” - EWD
“LS”
2. LDG ELEV (CRZ Page)
1. STS (review Deferred PROCs + LIMs)

80 nm BFR TOD:
“1” - i-Pad
ARR BRFG

Question 2

Q

After inserting a NPA in the box (or if inserting an ILS, and then deselecting the GS), the message NO FLS FOR THIS APPR is displayed. What can you do?

Answer

A

[SOP]

Fly the NPA without the FLS function (fly with vertical selected guidance - FPA).

Question 3

Q

How do you set an Early Stabilized APP in the box?
When would you elect to fly an Early Stabilized APP instead of a Decelerated APP?

Answer

A

[SOP]

By entering VAPP as a speed constraint at the FDP.
The flight crew may decide to reduce the speed down to VAPP in the landing configuration by the FDP under the following conditions: approach via selected guidance (LOC FPA, NAV FPA, or TRK FPA), high glide path angle, low altitude intermediate approach, etc.

P.n.:
FDP ≠ FAF

Question 4

Q

What’s the meaning of the BTV Upper Banner?

Answer

A

[DSC/34-32/10/20 BTV Upper Banner]

ROT: RWY Occupancy Time.
Takes into account Autoland + BTV

TURNAROUND: MAX REV / IDLE REV
Cooling time to reach 150°. Takes into account BTV + fixed taxi phase

Question 5

Q

During descent preparation, you run the LDPA for RWY WET. Now you are on final APP and it is pouring rain over the field. What do you do?

Answer

A

[Quick picture]
Was LDPA ran with RWYCC 2 (medium-to-poor would be the most conservative), with good results?
Yes.
Proceed the LDG (BRK HI, MAX REV)

If no LDPA for worse RWYCC, then GA.

      \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

[FCTM/AS/BTV/10 Late RWY Cond CHG]

CHG from Dry OR Wet to Contaminated:

If LDPA performed assessing the current RWY Cond. (contaminated), and the LDG performance is in accordance with the LDA, the flight crew must:
- At any time BFR LDG, set the A/BRK selector to HI;
- On GND, select MAX REV without delay.
  Note: if no sufficient time to select BRK HI in flight, select MAX REV without delay after MLG touchdown, & apply full BRK pedals to override BTV.
If LDPA was NOT performed assessing the current RWY Cond. (contaminated), OR if the LDG performance is NOT in accordance with the LDA, the flight crew must GO AROUND.

[FCTM/PR/NP/SOP/160 LDG Perf]

Use of REV:
When the RWY is Wet or Contaminated, Airbus recommends the use of MAX REV.
Idle REV may be used in WET conditions provided the parameters ‘MEDIUM TO POOR’ (standing water) + ‘NO REV’ are used, resulting in a LD within LDA (hence, F-LD may exceed the LDA).

Use of Basic A/BRK:
To avoid LDG with unduly high A/BRK settings, the F-LD with Basic A/BRK may exceed the LDA as long as ALL of the following conditions are satisfied:
- RWYCC ≥ 5
- LD with Basic A/BRK < LDA
- F-LD with MAX MAN Braking < LDA.

Question 6

Q

What’s the company policy in regards of landing distance requirements?

Answer

A

[OMA 8.1.2.6.4.1 In-Flight LDG Distance Requirements – Airbus]

Normal Conditions: LDA > F-LD (Factored In-Flight LDG Distance).

ABN/Non-Normal Situations: F-LD may be disregarded if LDA ≥ LD (In-Flight LDG Distance).

[FCTM/PR/NP/SOP/160 LDG Perf]

Use of REV:
When the RWY is Wet or Contaminated, Airbus recommends the use of MAX REV.
Idle REV may be used in WET conditions provided the parameters ‘MEDIUM TO POOR’ (standing water) + ‘NO REV’ are used, resulting in a LD within LDA (hence, F-LD may exceed the LDA).

Use of Basic A/BRK:
To avoid LDG with unduly high A/BRK settings, the F-LD with Basic A/BRK may exceed the LDA as long as ALL of the following conditions are satisfied:
- RWYCC ≥ 5
- LD with Basic A/BRK < LDA
- F-LD with MAX MAN Braking < LDA.

Question 7

Q

When should the LDPA be ran?

Answer

A

[FCTM/PR/NP/SOP/160 LDG Perf]

LDG PERF at Time of ARR:
LDPA should always be calculated each time conditions have changed from the assumptions made at dispatch:
- In case of RWY CHG;
- If intending to use Basic A/BRK or Autoland (as the RLD only considers MAN Braking);
- If intending to use REV IDLE
- Degradation of the RWY conditions since dispatch;
- In-flight failure affecting LDG performance.

In case of RWY condition degradation, a realistic assessment of the Runway Surface Conditions should be made using all available information reported. This includes assessing how these conditions may degrade BFR it is no longer possible to stop the ACFT within the declared distances. If the flight crew is not sure, they should request a RWY CHG for a more favorable one, or decide that a diversion may be a better option.

Question 8

Q

How do you determine the RWY condition (what source do you use)?

Answer

A

[FCTM/PR/NP/SOP/160 LDG Perf]

RWY COND Reporting:
- When GRF SNOWTAM format is available: reported RWYCC may be used.
- When Non-GRF SNOWTAM information is provided: gather all available information (e.g. ATIS, METAR, SNOWTAM, TAF, NOTAM, Airport Documentation) related to Runway Surface Conditions, THEN use the RCAM to determine the appropriate input parameters for the performance computation.

[LDG PERF at Time of ARR]
The main purpose of the flight crew assessment (for LDG PERF) is to identify the BRK Performance Level with the RCAM, which is a reflection of the RWY COND on the LDPA.

If WX is expected to CHG, in addition to the usual assessment with the BRK Performance Level “5 - Good”, it is safe practice to perform a second assessment with “2 - Medium to Poor”, in order to anticipate the decision to continue the APP (or not) in the event of degraded RWY conditions (e.g. heavy rain).

In case of RWY condition degradation, if the flight crew is not sure whether the airplane can no longer stops within the declared distances, they should request a RWY CHG for a more favorable one, or decide that a diversion may be a better option.

Question 9

Q

During the APP, ATC downgrades the RWYCC to 2. However, you look outside and witness a sky clear condition. Would you trust ATC?

Answer

A

[FCTM/PR/NP/SOP/160 LDG Perf]

RWY COND Reporting:
The flight crew may accept an upgraded RWYCC reported by the airport.
The flight crew should never upgrade a RWYCC on their own initiative.

DN/Upgraded RWYCC:
DNgrade: the airport may report a RWYCC worse than the one according to the RCAM (associated with the reported contamination condition). The information may include, for example, friction measurements, local knowledge, etc.
Note: if any ⅓ is reported RWYCC 0 = RWY must be CLSD.

UPgrade: the airport may report a better RWYCC than the primary one obtained from the RCAM, however UPgrades are permitted only when:
- The RWY COND results in an RWYCC of 1 or 0 according to the RCAM.
Own explanation: according to the RCAM, if the reported RWY COND reflects a BRK PERF (RWYCC) ≤ 1, then the upgraded RWYCC by the airport is acceptable.
- All observations indicate that the braking action is of the order of Good, including friction measurements.
Own explanation: if ALL the observations do not indicate a BRK PERF ≥ 5 (Good), then the upgraded RWYCC cannot be accepted. Refer to the example below.
- The maximum upgraded RWYCC is 3.

Example of LDG PERF Assessments – RWY Covered by Treated Ice (Cold & Dry):
Icy RWYs are in the category of 1 (Poor) or 0 (Less than Poor). The RCAM does not permit unconditional benefit of RWY treatment as, for example, sand, gravel or chemicals. The success of the surface treatment must be validated by friction measurements and supported by all other observations of trained airport personnel.

The upgrade of the LDG PERF may only be performed by the airport.
If on treated cold and dry ice, a surface friction Good or better is measured on all three ⅓ of the RWY, the airport may upgrade the RWYCC to the category of 3 (Medium).

Specially Prepared Winter RWY:
Specially Prepared Winter RWY: RWYCC of up to 4.
Authorization granted by the airport’s National Authority. When a “Specially Prepared Winter RWY” report is applicable, the flight crew may consider a RWYCC of 4, if permitted by the operator policy.

[OMA 8.1.2.6.2 General]

The Commander shall ensure an approach is not continued below 1,000 ft AAL unless, with the runway surface condition information available, the landing performance calculations conducted indicate that a safe landing can be made.

Question 10

Q

What is the RWYCC for the following Snowtam:
02170135 09R 5/5/2 100/100/75 NR/NR/06 WET/WET/SLUSH

Answer

A

2 - Medium to poor

[FCTM/PR/NP/SOP/160 LDG Perf]

Different RWYCC on Different ⅓:
The worst RWYCC should be used, unless a specific operator policy applies.

Question 11

Q

What does it mean each code of the following Snowtam:
02171210 07L 3/3/3 100/100/100 06/06/06 SLUSH/SLUSH/SLUSH

Answer

A

[LIDO MET 1.3.9.5 Runway Condition Report (RCR)]

02171210 - Date & time
07L - RWY
3/3/3 - RWYCC (RCAM)
100/100/100 - Extent (% in ⅓)
06/06/06 - Depth
SLUSH/SLUSH/SLUSH - Contaminant

Question 12

Q

What’s the validity of the new Snowtam (GRF)?

Answer

A

[LIDO MET 1.3.9.4 SNOWTAM Format (GRF)]

A new definition of SNOWTAM has been established, which now also includes hazards due to standing water of more than 3mm depth on the movement areas. This means that SNOWTAM msgs might be published throughout the whole year, and not only in the winter season.
The maximum validity of a SNOWTAM was changed from 24HR to 8HR. After these 8HR, a new SNOWTAM shall be issued until a msg describing the surface condition as WET or DRY can be issued.

Question 13

Q

Define “RWY contaminated”.

Answer

A

[OMA 8.1.2.6.1.4 Contaminated Runway]
[also LIDO MET 1.3.9.2]

A contaminated runway is a runway of which more than 25% of one third of the runway surface area (whether in isolated areas or not) within the length and width being used is covered by one or more of the substances listed under the runway surface condition descriptors.

[LIDO MET 1.3.9.5 Runway Condition Report (RCR)]
Contamination is reported only when the coverage exceeds 10%. RWY contamination affects ACFT performance only when the coverage exceeds 25% in at least one third. Between 10% and 25% of contamination coverage the RCR will publish a coverage of 25%, report the actual contamination type and depth, but assign the RWYCC 6.

[OMA 8.1.2.6.1.5 Runway Surface Condition Descriptors]

a. Compacted Snow
Snow that has been compacted into a solid mass such that aeroplane tires, at operating pressures and loadings, will run on the surface without significant further compaction or rutting of the surface.

b. Dry Snow
Snow from which a snowball cannot readily be made.

c. Frost
Ice crystals formed from airborne moisture on a surface whose temperature is at or below freezing. Frost differs from ice in that the frost crystals grow independently and, therefore, have a more granular texture.

d. Ice
Water that has frozen or compacted snow that has transitioned into ice in cold and dry conditions.

e. Slush
Snow that is so water-saturated that water will drain from it when a handful is picked up or will splatter if stepped on forcefully.

f. Standing Water
Water of depth greater than 3 mm.

g. Wet Ice
Ice with water on top of it or ice that is melting.

h. Wet Snow
Snow that contains enough water to be able to make a well compacted, solid snowball, but water will not squeeze out.

Question 14

Q

At the end of the METAR you observe the following MOTNE:
R26/390294
What does it mean?

Answer

A

[LIDO 1.3.2.11 – (MOTNE) Decoding METAR/SPECI]

R26/ - RWY
R88: apply to ALL RWYs
R99: previous report is repeated
Rxx+50: (some places) the right RWY is identified by adding 50 (i.e. R75)

3 - Deposit
0: dry
1: damp
2: wet
3: rime
4: dry SN
5: wet SN
6: slush
7: ice
8: compact SN
9: frozen ruts
“/” not reported

9 - Extent
1: ≤ 10%
2: 11-25%
5: 26-50%
9: 51-100%
“/” not reported

02 - Depth
00: < 1mm
01-90: depth in mm
92: 10mm
93(4)(5)(6)(7): …+5mm
98: ≥ 40mm
99: CLSD (i.e. clearing)
“//” not significant (i.e. wet)

94: Friction or BA
Friction: 00-90, e.g. 0.34

BA: 91: (0.25) poor
92: med/poor
93: (0.35 to 0.35) med
94: med/good
95: (0.40) good
99: unreliable

Special cases:
R/SNOCLO
Clearance in progress
R26/CLRD
Contamination no longer applicable.

Question 15

Q

What “AUTO CONF” means on the LDPA?

Answer

A

[PER/LND/LCF/ACC – ACFT CONFIG]

AUTO CONF takes into account both CONF FULL (GA in CONF 3) & CONF 3 (GA in CONF 2 / 1+F for overweight LDG).
If GA in CONF 3 (LDG in CONF FULL) does not comply with the GA Gradient (2.7%), the result displays: LDG CONF 3 (GA in CONF 2 / 1+F for overweight LDG).

Question 16

Q

How would you use the “Bird” on a Final APP?

Answer

A

[FCTM/AS/BIRD]

Position the tail of the bird on the blue track bar to maintain the selected track.

A standard -3 ° approach path is indicated, when the top of the bird’s tail is immediately below the horizon, and the bottom of the bird is immediately above the 5 ° nose down marker.

Question 17

Q

You are flying to a destination where is currently raining. The NOTAM states “slippery when wet”? Which A-BRK would you select?

Answer

A

[SOP - DESCENT PREPARATION]

On contaminated runways, use autobrake mode HI. Do not use BTV.

[FCTM/AS/BTV]

HOW DOES BTV MANAGE THE BRAKING APPLICATION?
BTV is certified to be used on DRY and WET runways only.

Note:
If a “slippery when WET” NOTAM is active, the flight crew must consider the runway as a contaminated runway. In this case, the use of BTV is not permitted.

Question 18

Q

How does the BTV aim the deceleration of the ACFT?

Answer

A

[FCTM/AS/BTV]

The Brake To Vacate (BTV) aims to decelerate the aircraft in order to reach 10 kt at 65 m before the runway exit that the flight crew has selected.

Question 19

Q

According to ICAO recommendations, which speed is possible to vacate on a high speed exit?

Answer

A

FCTM/AS/BTV/10]

According to ICAO recommendations, the geometry of a high speed exit may enable the flight crew to vacate the runway at a ground speed up to 50 kt.

Question 20

Q

What’s the operational recommendation in case of missing the selected exit on BTV (i.e. long flare)?

Answer

A

[FCTM/AS/BTV/10 - MISSED EXIT SITUATION]

OPERATIONAL RECOMMENDATIONS

In the case of missed exit and when the speed is controlled, the flight crew should:
- Deactivate BTV

Roll the aircraft until the next appropriate runway exit
Manage braking manually.

The deactivation of BTV avoids strong braking and full stop of the aircraft on the runway.

Question 21

Q

Can BTV miss the exit if the crew decides to use idle reverse on a WET RWY?

Answer

A

[FCTM/AS/BTV/10 - MISSED EXIT SITUATION]

EXIT MANAGEMENT AND REVERSERS USE

On a dry runway, if the selected runway exit is near the DRY line in the dry zone, BTV is able to reach the selected exit even if the flight crew uses idle reverser thrust.

However on a wet runway, if the selected exit is near the WET line in the wet zone and if the flight crew uses idle reverser thrust, BTV may miss the selected exit. This is because BTV takes into account the use of maximum reverser thrust for WET line computation.

Question 22

Q

What’s the deceleration profile of the BTV?

Answer

A

[FCTM/AS/BTV - MORE INFORMATION ON BTV]

BTV DECELERATION PROFILE

BTV deceleration profile depends on the position of the selected runway exit compared to the DRY and WET lines.

ON RUNWAY DRY

If the runway condition is DRY, the flight crew can select a runway exit before the WET line in the dry zone.

By design, BTV does not know the runway condition. As a result:
- If the flight crew selects a runway exit between the DRY and WET lines (i.e. in the dry zone), BTV considers that the runway is DRY and applies a deceleration profile with a ramp followed by a platform at 0.3 g

If the flight crew selects a runway exit beyond the WET line, although the runway is DRY, BTV considers that the runway is WET. Therefore, BTV applies a deceleration profile with a ramp followed by a platform at 0.2 g instead of 0.3 g.

ON RUNWAY NOT DRY NOR CONTAMINATED

If the flight crew selects a runway exit between the DRY and WET line, although the runway is WET:
- The platform of the deceleration profile is set to 0.3 g

Anti-skid limits the braking. Therefore, BTV cannot reach or maintain a deceleration to 0.3 g, and the flight crew may miss the selected runway exit
When BTV detects the missed exit situation, BTV increases the deceleration up to 0.35 g, in order to attempt to reach the 10 kt target at 65 m from the selected runway exit
The real friction coefficient of the runway is not similar along the entire runway. Therefore, flight crew and passengers may feel deceleration changes during the braking application.

Question 23

Q

In which circumstances does the BTV starts breaking immediately after touchdown?

Answer

A

[FCTM/AS/BTV - MORE INFORMATION ON BTV]

In some cases BTV orders an immediate braking application at touchdown. Two scenarios are possible:
- If the WET line is in the last 100 m of the runway, BTV orders an immediate braking at touchdown, in order to bring back the stop bar before the last 100 m of the runway. In this situation, the runway is considered as WET, and BTV associated to ROP aims to provide sufficient margins toward the runway end. When the stop bar is no more in the last 100 m of the runway, BTV reverts to normal behavior and manages braking application, in order to reach the selected runway exit.
This scenario also applies if the DRY line is in the last 100 m of the runway.

In specific conditions at touchdown (e.g. touchdown speed too high or flare too long), the aircraft may need higher braking application than foreseen to reach the minimum deceleration profile. In this case, BTV may apply immediate braking at touchdown or trigger a ROP alert if the aircraft cannot physically reach the minimum deceleration profile. If the aircraft recovers the minimum deceleration profile, BTV computes again the braking application, in order to reach the selected exit.

Question 24

Q

Which runway state does the ROP uses for its own calculation?

Answer

A

[FCTM/AS/BTV - MORE INFORMATION ON BTV]

BTV DECELERATION PROFILE ON “MARGINAL” RUNWAY

By design, BTV does not know the runway condition. The flight crew has the responsibility to evaluate if the runway is DRY, WET, or CONTAMINATED.

BTV and ROP functions work together, in order to manage braking application and avoid any runway excursion. At touchdown, ROP function evaluates the runway condition, based on the position of the DRY and WET lines compared to the runway end:
- If the DRY and WET lines are on the runway (i.e. before the runway end), ROP considers the runway as WET

If only the DRY line is on the runway (i.e. the WET line is beyond the runway end), ROP considers the runway as DRY.

If the WET line is in the last 100 m of the runway, BTV orders an immediate braking at touchdown, in order to bring back the stop bar before the last 100 m of the runway. In this situation, the runway is considered as WET, and BTV associated to ROP aims to provide sufficient margins toward the runway end. When the stop bar is no more in the last 100 m of the runway, BTV reverts to normal behavior and manages braking application, in order to reach the selected runway exit.

This scenario also applies if the DRY line is in the last 100 m of the runway.

Question 25

Q

What does the crew must do if, at 200 AGL, the ‘RUNWAY TOO SHORT” auto-callout is triggered, and the RWY is dry?

Answer

A

Go around.

[FCTM/AS/ROWROP]

ROW OPERATING TECHNIQUES

ROW ALERTS DURING FINAL APPROACH

If during final approach, the IF WET: RWY TOO SHORT message is displayed on the PFD, the flight crew must perform a go-around when the runway condition is not dry. If the runway condition is dry, the flight crew can disregard the message and continue the approach.

If during final approach, the RWY TOO SHORT message is displayed on the PFD, the flight crew must perform a go-around. In addition to the message displayed on the PFD, the aural alert “RUNWAY TOO SHORT” triggers below 200 ft AGL to remind the flight crew of the necessity to perform a go-around.

Question 26

Q

You are dispatched with one REV INOP. After touchdown, ROP is triggered (“KEEP MAX REV”), however you are struggling to keep directional control. What would you do?

Answer

A

[FCTM/AS/ROWROP]

ROP OPERATING TECHNIQUES

ROP ALERTS ON GROUND IN AUTOBRAKE

If the “SET MAX REVERSE” aural alert triggers, the flight crew must immediately apply and keep maximum reverse thrust.

If the “KEEP MAX REVERSE” aural alert triggers, the flight crew must keep maximum reverse thrust as long as necessary.

Below 70 kt, when the flight crew considers that the aircraft can stop on the runway and the PFD message MAX REVERSE is no longer displayed, the flight crew sets idle reverse thrust. Unless required due to an emergency, it is recommended to avoid the use of high level of reverse thrust at low speed in order to avoid engine stall and excessive EGT.

Note:
In the case of lateral directional control difficulties at low speed in adverse conditions (crosswind on the critical side, low runway friction) with a failure leading to asymmetrical reverse thrust (thrust reverse failure or dispatch with one thrust reverse inoperative), the flight crew should recover directional control and then, follow the “SET MAX REVERSE” and “KEEP MAX REVERSE” aural alerts.

Question 27

Q

After landing, during roll-out, you disengage the A-BRK, triggering the ROP. What was wrong?

Answer

A

[FCTM/AS/ROWROP]

APPROACHING RUNWAY END

In pedal braking, the flight crew should ensure a minimum deceleration rate and reach a groundspeed below 30 kt when the aircraft approaches the runway end.

Question 28

Q

What’s the operational recommendation for the use of rudder?

Answer

A

[FCTM/AS/RUD]

In order to avoid excessive structural loads on the rudder and on the vertical stabilizer, the flight crew must apply the following operational recommendations.

THE RUDDER IS DESIGNED TO CONTROL THE AIRCRAFT, IN THE FOLLOWING SITUATIONS

A. IN NORMAL OPERATIONS, FOR LATERAL CONTROL

During the takeoff roll, when on the ground, particularly in crosswind conditions
During landing flare with crosswind, for decrab purposes
During the landing roll, when on the ground.

B. TO COUNTERACT THRUST ASYMMETRY

Up to full rudder deflection can be used to compensate for the yawing moments that are due to asymmetric thrust.

C. IN SOME OTHER ABNORMAL SITUATIONS

The flight crew may also use the rudder pedals in some abnormal situations. For example:
- Rudder trim runaway: The flight crew uses the rudder pedals in order to return them to neutral

Landing with an abnormal landing gear position, or asymmetric braking: The flight crew uses the rudder pedals for directional control on the ground.

In all of the normal or abnormal situations that are described above, correct rudder pedal use does not affect the structural integrity of the aircraft.

Caution:
Regardless of the airborne flight condition and aircraft speed, the flight crew must not apply sudden, full or almost full, opposite rudder pedal inputs. These inputs can induce loads that are above the defined limit loads, and can result in structural damage or failure.
The rudder travel limitation is not designed to prevent structural damage or failure in the event of such rudder system inputs.

Question 29

Q

When should the pilots run a LDPA?

Answer

A

[FCTM/PR/NP/SOP/160]

LANDING PERFORMANCE

LANDING PERFORMANCE AT TIME OF ARRIVAL

As part of the approach preparation, the flight crew should always make an in-flight performance calculation, each time conditions have changed from the assumptions made at dispatch:
- Runway change
If the runway, planned to be used at time of dispatch, is not known, consider that it was based on the longest runway and no wind. If the runway to be used is shorter, a specific computation is recommended

Diversion
The intended use of basic autobrake or autoland (as the RLD only considers manual braking)
The intended use of REV IDLE
ZFCG
Enter the ZFCG from the loadsheet as aircraft CG
Degradation of the runway conditions since dispatch
In-flight failure affecting the landing performance.

In the case of the degradation of the runway conditions since dispatch, the flight crew should use all available information that is reported to them, to make a realistic assessment of the Runway Surface Conditions. This includes assessing how these conditions may degrade before it is no longer possible to stop the aircraft within the declared distances. If the flight crew is not sure, they should request to change the runway for a more favorable one, or decide that a diversion may be a better option.

Question 30

Q

What ZFCG should be used on the LDPA?

Answer

A

[FCTM/PR/NP/SOP/160]

LANDING PERFORMANCE

LANDING PERFORMANCE AT TIME OF ARRIVAL

Enter the ZFCG from the loadsheet as aircraft CG

Question 31

Q

When running the LDPA, is it a correct practice to check the airplane’s performance to the limit for that specific location?

Answer

A

Yes, it is.

[FCTM/PR/NP/SOP/160]

LANDING PERFORMANCE

LANDING PERFORMANCE AT TIME OF ARRIVAL

In the case of the degradation of the runway conditions since dispatch, the flight crew should use all available information that is reported to them, to make a realistic assessment of the Runway Surface Conditions. This includes assessing how these conditions may degrade before it is no longer possible to stop the aircraft within the declared distances. If the flight crew is not sure, they should request to change the runway for a more favorable one, or decide that a diversion may be a better option.

Question 32

Q

As per Company Policy, in normal conditions, the F-LD has to be less than the LDA.
In EMER, the F-LD may be longer, but the LD has to be less than the LDA, or equal.
RMK: F-LD = LD + 15%
When preparing for an Approach, and expecting wet RWY on arrival, the PF decides to go for Idle REV.
The PM runs the LDPA considering Standing Water (RWYCC 2), and no REV, resulting in a F-LD longer than the LDA.
Is it possible to LND on this RWY?

Answer

A

[OMA 8.1.2.6.4.1 In-Flight LDG Distance Requirements – Airbus]

Normal Conditions: LDA > F-LD (Factored In-Flight LDG Distance).
ABN/Non-Normal Situations: F-LD may be disregarded if LDA ≥ LD (In-Flight LDG Distance).

[FCTM/PR/NP/SOP/160]

LANDING PERFORMANCE

USE OF REVERSE THRUST

When the runway is wet or contaminated, Airbus recommends the use of maximum reverse thrust.

The flight crew may use idle reverse in wet conditions, when it is ensured that a safe stop with spoilers and wheel braking alone can be made on a runway contaminated with standing water. The LDA should therefore exceed the factored LD without reverse for the braking action corresponding to standing water (RWYCC 2, Braking Action Medium to Poor).

USE OF ‘BASIC’ AUTOBRAKE

To avoid LDG with unduly high A/BRK settings, the F-LD with Basic A/BRK may exceed the LDA as long as ALL of the following conditions are satisfied:
- RWYCC ≥ 5
- LD with Basic A/BRK < LDA
- F-LD with MAX MAN Braking < LDA.

Question 33

Q

Would it be enough to assess the LDG performance solely based on the ROW Dry and Wet Lines?

Answer

A

[FCTM/PR/NP/SOP/160]

LANDING PERFORMANCE

ROW LANDING DISTANCE

The flight crew should not use the expected landing distance determined by the ROW and displayed on the ND as a single source to perform an in-flight check.

The ROW provides an expected landing distance for the reported conditions on the destination runway, but it may not take into account all operational choices made by the flight crew (e.g. basic autobrake mode).

In addition, it does not check go-around constraints that are also part of a full landing performance assessment.

Question 34

Q

How should the LDPA be used?

Answer

A

[FCTM/PR/NP/SOP/160]

LANDING PERFORMANCE

USE OF THE RCAM

The flight crew gathers all available information (e.g. ATIS, METAR, SNOWTAM, TAF, NOTAM, Airport Documentation) related to Runway Surface Conditions.

The flight crew makes a ‘primary’ assessment based on Runway Condition information (i.e. runway state, contaminant type, depth, temperature). This results in a primary Braking Performance Level.

Then, the flight crew downgrades this primary Braking Performance Level, if:
- A SNOWTAM includes a lower RWYCC

Complementary information is available and is related to a possible degradation of the Runway Condition.

The flight crew may accept an upgraded RWYCC reported by the airport (p.n. refer to the sub-chapter below).

DOWNGRADED OR UPGRADED RWYCC

DNgrade
The airport may report a RWYCC worse than the one according to the RCAM (associated with the reported contamination condition). The information may include, for example, friction measurements, local knowledge, etc.
Note: if any ⅓ is reported RWYCC 0 = RWY must be CLSD.

UPgrade
the airport may report a better RWYCC than the primary one obtained from the RCAM, however UPgrades are permitted only when:
- The RWY COND results in an RWYCC of 1 or 0 according to the RCAM.
Explanation: according to the RCAM, if the reported RWY COND reflects a BRK PERF (RWYCC) ≤ 1, then the upgraded RWYCC by the airport is acceptable.

All observations indicate that the braking action is of the order of Good, including friction measurements.
Explanation: if ALL the observations do not indicate a BRK PERF ≥ 5 (Good), then the upgraded RWYCC cannot be accepted. Refer to the example below.
The maximum upgraded RWYCC is 3.

Example of LDG PERF Assessments – RWY Covered by Treated Ice (Cold & Dry):

Icy RWYs are in the category of 1 (Poor) or 0 (Less than Poor). The RCAM does not permit unconditional benefit of RWY treatment as, for example, sand, gravel or chemicals. The success of the surface treatment must be validated by friction measurements and supported by all other observations of trained airport personnel.

The upgrade of the LDG PERF may only be performed by the airport. If on treated cold and dry ice, a surface friction Good or better is measured on all three ⅓ of the RWY, the airport may upgrade the RWYCC to the category of 3 (Medium).

Question 35

Q

You start the APP, and out of nowhere a heavy precipitation starts over the airfield. What do you do?

Answer

A

[FCTM/PR/NP/SOP/160]

LANDING PERFORMANCE

RISK OF DEGRADING RUNWAY CONDITION

If meteorological conditions may change, or under active precipitation, the flight crew should consider a backup assessment of the in-flight landing performance.

In addition to the usual assessment with the Braking Performance Level “5 - Good”, it is safe practice to perform a second assessment with “2 - Medium to Poor”. If the result of the second assessment shows that the runway is too short, it enables the flight crew to anticipate, in the event of degraded runway conditions (e.g. heavy rain), an appropriate decision to continue or not the approach.

Question 36

Q

Which RWYCC should the pilots use for “Specially Prepared Winter Runway”?

Answer

A

[FCTM/PR/NP/SOP/160]

LANDING PERFORMANCE

SPECIALLY PREPARED WINTER RUNWAY

When this type of report is applicable, the flight crew may consider a RWYCC of 4, if permitted by the operator policy.

Question 37

Q

When the Snowtam displays different RWYCCs, which one should the crew consider for LDPA calculation/XW limitations?

Answer

A

[FCTM/PR/NP/SOP/160]

LANDING PERFORMANCE

DIFFERENT RWYCC ON DIFFERENT THIRDS

The airport may report a different RWYCC for different subsections of the runway that correspond to a third of the runway length. The flight crew should use the worst RWYCC for the landing performance assessment, unless a specific operator policy applies.

The flight crew should use the lowest RWYCC to determine the maximum acceptable crosswind, as even short sections of very slippery conditions can induce a loss of control.

Question 38

Q

What data should be crosschecked by both pilots during the LDG PERF DATA Crosscheck?

Answer

A

Picture the LDPA page.

[FCTM/PR/NP/SOP/160]

CONTENT OF A LANDING PERFORMANCE DATA CROSSCHECK
When SOPs request a crosscheck of landing performance data, both the PF and the PM must verify all of the following values:
- Runway ident
This ensures that the runway used for the computation in the OIS and/or inserted in the FMS is the same

Runway length
This ensures that the flight crew took into account any NOTAM that affects the runway length
Airport Weather Information (Wind, QNH, Temperature, Runway condition)
Landing Weight
FLAPS
FLD
VAPP.

Question 39

Q

Which temperature margin is expected to avoid brake oxidation?

Answer

A

[FCTM/PR/NP/SOP/160]

BRAKES OXIDATION

Two different factors affect the life of carbon brakes:
- The wear of the discs

The oxidation of the discs.

The oxidation may degrade rapidly the carbon brakes and may cause the rupture of a brake disc.

The main cause of oxidation is the repetitive high temperature of the brakes (particularly above 400 °C).

Question 40

Q

What’s the latest time to obtain the info and prepare the box for ARR?

Answer

A

[FCTM/PR/NP/SOP/160]

APPROACH PREPARATION
The flight crew should obtain the latest information for landing (weather, runway state, braking action, etc.) at the latest 15 min before the descent. Then, they should prepare the FMS for the descent and the arrival.

Question 41

Q

How does the FMS calculates the descent profile? From the TOD to which point?

Answer

A

[FCTM/PR/NP/SOP/170]

COMPUTATION PRINCIPLE

T/D AND PROFILE COMPUTATION

The FMS calculates the Top of Descent point (T/D) backwards from a point that is 1 000 ft high on the final approach with a speed at Vapp.

Question 42

Q

Throughout the descend in managed mode, why does the FMA display THR DES instead of THR IDLE?

Answer

A

[FCTM/PR/NP/SOP/170]

COMPUTATION PRINCIPLE

T/D AND PROFILE COMPUTATION

The idle segment assumes a defined managed speed flown with idle thrust plus a small amount of thrust. This provides some flexibility to keep the aircraft on the descent path if engine anti-ice is used or if winds vary. This explains the THR DES display on the FMA.

Question 43

Q

After being cleared for a shortcut on ARR, how can you keep the previous ALT/SPD CSTRs and use the DIR TO function?

Answer

A

[FCTM/PR/NP/SOP/170]

DESCENT CONSTRAINTS
Descent constraints can be automatically included in the route as part of an arrival procedure or they may be manually entered by the flight crew via the FMS ACTIVE/F-PLN page. The aircraft tries to respect those constraints as long as DES mode is engaged.

The flight crew should be aware that an ATC clearance to perform a DIR TO revision automatically removes the requirement to comply with the speed/altitude constraints assigned to the waypoints that are deleted from the F-PLN. However, if intermediate waypoints are appropriate, e.g. for terrain awareness, the flight crew should use the DIRECT WITH ABEAM option. Then, they can enter the constraints associated with these waypoints, if required.

Question 44

Q

What does the Energy Circle displayed on the ND mean?

Answer

A

[FCTM/PR/NP/SOP/170]

GUIDANCE AND MONITORING

The energy circle appears in HDG or TRACK modes and indicates the required distance to descend, decelerate and land from the present position.

Question 45

Q

What’s the slope of the managed descent profile?

Answer

A

[FCTM/PR/NP/SOP/170]

GUIDANCE AND MONITORING

MANAGED VERTICAL MODE

The slope of the managed descent profile from high altitude is approximately 2.5°.
P.n. 2.5° = 4nm/1000ft.

The flight crew should estimate the distance to touchdown in order to monitor the descent profile.

Question 46

Q

The Path Intercept Point (blue re-intercept arrow) assumes which airplane configuration to compute the DES profile?

Answer

A

[FCTM/PR/NP/SOP/170]

GUIDANCE AND MONITORING

■ If the aircraft is higher than the computed descent path:

 - A path intercept point, which assumes half speedbrake extension, appears on the ND descent track;

 - If speed brakes are not extended, the intercept point moves forward. If it approaches a waypoint associated with an altitude constraint, then EXTEND SPD BRK appears on the PFD and on the MFD.

Question 47

Q

What’s the Maximum Endurance Speed on a Hold?

Answer

A

[FCTM/PR/NP/SOP/180]

HOLDING SPEED AND CONFIGURATION

If the flight crew flies a holding pattern, an automatic speed reduction occurs to reach the maximum endurance speed when entering the holding pattern, provided NAV mode is engaged and the speed/Mach is managed. The maximum endurance speed is close to green dot + 25 kt and provides the lowest fuel consumption.

Question 48

Q

What should the pilots do if the Maximum Endurance Speed (managed speed when entering the Hold) is greater than the State Maximum Holding Speed?

Answer

A

[FCTM/PR/NP/SOP/180]

HOLDING SPEED AND CONFIGURATION

If maximum endurance speed is greater than the ICAO or state maximum holding speed, the flight crew should select flap 1 below 20 000 ft and fly S speed.

Question 49

Q

What’s the ICAO Holding Speeds?

Answer

A

[LIDO RAR 1.4.5.7.2 HLD Proc. (ICAO PANS-OPS)]

Max SPDs
HLD patterns shall be entered and flown at or below the SPDs given below.

 FL/ALT	         Normal WX    	   Turbulent

≤ 14000 230 kts 280 kts
170 kts (CAT A/B) 170 kts (CAT A/B)

> 14000 - 20000 240 kts 280 kts or M0.80
whichever is less

> 20000 - 34000 265 kts 280 kts or M0.80
whichever is less

> 34000 M0.83 M0.83

Bank/Rate of Turn
25⁰ or 3⁰/sec, whichever requires less bank.

Time
≥ 14000 ft: 1 min / < 14000 ft: 1.5 min

[LIDO RAR 1.4.6.3 HLD Proc. (TERPS)]

Max SPDs
The ACFT should be at or below the maximum HLD SPD prior to initially crossing the holding fix to avoid exiting the protected airspace.
ALT (MSL) SPDs
≤ 6000 200 kts
> 6000 230 kts
> 14000 265 kts

Question 50

Q

By looking at the FINRES, can you tell how many holds do you have available?
Let’s say, you have a FINRES of 4.5t (around 30 min).

Answer

A

[Technique]

It is required to know which ALT the Hold will be flown to calculate the time spend on it, because of the time spent on each turn.
This is what I personally use as reference:
- 35000 ft: 3.5 min per turn
- 30000 ft: 3 min per turn
- 25000 ft: 2.5 min per turn
- 20000 ft: 2 min per turn
- 15000 ft: 1.5 min per turn
Plus 1.5 min per leg, OR as per ATC request.

Example: each a Hold at FL200 would take 7 min.

Now, back to the scenario:
FINRES = 4.5t
Let’s say the HLDs are done at FL150

Each HLD would take around 6 min.

30/6 = 5 HLDs can be expected

Each Hold would burn around 900 kgs.

Question 51

Q

In the HLD, ATC challenges you about your latest possible exit time. Can you check it somewhere?

Answer

A

[FCTM/PR/NP/SOP/180]

IN THE HOLDING PATTERN

When in the holding pattern, last exit time and fuel information is displayed on the FMS ACTIVE/F-PLN/HOLD page. This is the latest time to depart the hold with the required minimum reserves. These predictions are upon the fuel policy requirements specified on the FMS FUEL & LOAD page with no extra fuel, assuming the aircraft will divert. The flight crew should be aware that this information is computed with defined assumptions, e.g.:
- Aircraft weight being equal to landing weight at primary destination

A cost index equal to zero (minimum fuel consumption)
A flight level, depending on the alternate flight plan distance:
- FL 100 if the alternate flight plan distance is less than 100 NM
- FL 220 if the alternate flight plan distance is equal to or higher than 100 NM and less than 200 NM
- FL 310 if the alternate flight plan distance is 200 NM or more.
Constant wind as entered in the alternate field in the DES panel of the WIND page
Constant delta ISA equal to delta ISA at primary destination
Airway distance for a company route, otherwise direct distance.

Question 52

Q

According to the Green Ops, what’s the Optimum Holding SPD?

Answer

A

[FCTM/PR/NP/SP/50/50-1]

HOLDING

OPTIMUM SPEED

In clean configuration, the flight crew should fly at Green Dot speed + 25 kt, in order to optimize the hourly fuel consumption.

[LIDO RAR 1.4.5.7.2 HLD Proc. (ICAO PANS-OPS)]

Max SPDs
HLD patterns shall be entered and flown at or below the SPDs given below.

 FL/ALT	         Normal WX    	   Turbulent

≤ 14000 230 kts 280 kts
170 kts (CAT A/B) 170 kts (CAT A/B)

> 14000 - 20000 240 kts 280 kts or M0.80
whichever is less

> 20000 - 34000 265 kts 280 kts or M0.80
whichever is less

> 34000 M0.83 M0.83

Bank/Rate of Turn
25⁰ or 3⁰/sec, whichever requires less bank.

Time
≥ 14000 ft: 1 min / < 14000 ft: 1.5 min

[LIDO RAR 1.4.6.3 HLD Proc. (TERPS)]

Max SPDs
The ACFT should be at or below the maximum HLD SPD prior to initially crossing the holding fix to avoid exiting the protected airspace.
ALT (MSL) SPDs
≤ 6000 200 kts
> 6000 230 kts
> 14000 265 kts

Question 53

Q

Which CI does the FMS use to calculate diversions?

Answer

A

[FCTM/PR/NP/SOP/180]

IN THE HOLDING PATTERN

When in the holding pattern, last exit time and fuel information is displayed on the FMS ACTIVE/F-PLN/HOLD page. This is the latest time to depart the hold with the required minimum reserves. These predictions are upon the fuel policy requirements specified on the FMS FUEL & LOAD page with no extra fuel, assuming the aircraft will divert. The flight crew should be aware that this information is computed with defined assumptions, e.g.:
- Aircraft weight being equal to landing weight at primary destination

A cost index equal to zero (minimum fuel consumption)
A flight level, depending on the alternate flight plan distance:
- FL 100 if the alternate flight plan distance is less than 100 NM
- FL 220 if the alternate flight plan distance is equal to or higher than 100 NM and less than 200 NM
- FL 310 if the alternate flight plan distance is 200 NM or more.
Constant wind as entered in the alternate field in the DES panel of the WIND page
Constant delta ISA equal to delta ISA at primary destination
Airway distance for a company route, otherwise direct distance.

Question 54

Q

Which FL does the FMS use to calculate diversions?

Answer

A

[FCTM/PR/NP/SOP/180]

IN THE HOLDING PATTERN

When in the holding pattern, last exit time and fuel information is displayed on the FMS ACTIVE/F-PLN/HOLD page. This is the latest time to depart the hold with the required minimum reserves. These predictions are upon the fuel policy requirements specified on the FMS FUEL & LOAD page with no extra fuel, assuming the aircraft will divert. The flight crew should be aware that this information is computed with defined assumptions, e.g.:
- Aircraft weight being equal to landing weight at primary destination

A cost index equal to zero (minimum fuel consumption)
A flight level, depending on the alternate flight plan distance:
- FL 100 if the alternate flight plan distance is less than 100 NM
- FL 220 if the alternate flight plan distance is equal to or higher than 100 NM and less than 200 NM
- FL 310 if the alternate flight plan distance is 200 NM or more.
Constant wind as entered in the alternate field in the DES panel of the WIND page
Constant delta ISA equal to delta ISA at primary destination
Airway distance for a company route, otherwise direct distance.

Question 55

Q

What does “IMMEDIATE EXIT” means?

Answer

A

[FCTM/PR/NP/SOP/180]

IN THE HOLDING PATTERN

To exit the holding pattern, the flight crew should select either:
- IMMEDIATE EXIT* on the ACTIVE/F-PLN page, or

HDG if radar vectors, or
DIR TO if cleared to a waypoint.

*IMMEDIATE EXIT: The aircraft returns immediately to the hold fix, exits the holding pattern and resumes its navigation.

Question 56

Q

What would be a safe practice on APP, in regards to the QNH setting.

Answer

A

[Technique]
XCK on final ALT vs DIST: 1000’ - 3 nm

[FCTM/PR/NP/SOP/190/GEN]

BAROMETRIC SETTING

Approach flown in FINAL APP or FLS requires a precise barometric setting. Wrong barometric setting leads to an incorrect vertical profile and potential obstacle clearance reduction.

During final approach, if the radio altimeter value unexpectedly decreases to a very low value, this could be the sign of a wrong barometric setting.

P.n.: when you hear the auto-callout 1000, crosscheck if the ND (TO WPT) displays 3 nm to the RWY THR.

Question 57

Q

When does the INITIAL APP starts, and what do you do at this stage?

Answer

A

[FCTM/PR/NP/SOP/190/GEN]

(figure)

The Initial APP starts at the IAF.
- Check NAV ACCUR*
- Select APP Type (i.e. arm the APPR) & Strategy (Early or Decelerated)

[FCTM/PR/NP/SOP/190/CONF]

FINAL APPROACH

For guidance modes using the FLS function, the navigation accuracy is directly indicated via the FLS capability on the FMA: F-APP, F-APP + RAW, and RAW ONLY.

Question 58

Q

When does the INTERMEDIATE APP starts, and what do you do at this stage?

Answer

A

[FCTM/PR/NP/SOP/190/GEN]

(figure)

The Intermediate APP starts at the DECEL point.
- Manage ACFT deceleration as per the Strategy (Early or Decelerated)
- Manage Final APP interception
- Select flying reference

Question 59

Q

When does the FINAL APP starts, and what do you do at this stage?

Answer

A

[FCTM/PR/NP/SOP/190/GEN]

(figure)

The Final APP starts at the FAF.
- Monitor correct engagement of APP modes
- Monitor trajectory
- Be stabilized at 1000 ft (500 ft)

Question 60

Q

What’s necessary for the FLS beam to be corrected for cold temperature?

Answer

A

[FCTM/PR/NP/SOP/190]

COLD WEATHER OPERATIONS

FLS BEAM

The virtual FLS beam is corrected for temperature below ISA due to the ground temperature entered in the APPR panel of the FMS ACTIVE/PERF page.

The FMS trajectory is not corrected for temperature below ISA. This may lead to low ISA for the non-superposition of the FMS trajectory to the FLS beam.

When the F-G/S mode engages, the FMS trajectory (green) moves toward the FLS beam trajectory (magenta).

The altitude corrections for cold weather operation should still be applied:
- During approach, before being established on the F-G/S beam (p.n. for instance, at the platform altitude)

When the FLS capability is F-APP+RAW or RAW ONLY, for the altitude/distance check
On the value of the minima entered in the FMS.

[FCTM/PR/NP/SP/10/10-1]

IN FLIGHT

APPROACH

FLS CONSIDERATION

Since the FLS provides low temperature compensated guidance, FLS vertical guidance can be used, regardless of the charted minimum temperature.

Question 61

Q

When flying an FLS in Cold WX, what altitude corrections should still be applied?

Answer

A

Since flying FLS, apply ALT CORR only:
- Before being established on the F-GS beam (i.e. platform ALT); and
- The BARO MIN value;

If flying selected vertical guidance (FPA):
- Also correct the ALTs on the table ALT vs. DIST

[FCTM/PR/NP/SOP/190]

COLD WEATHER OPERATIONS

FLS BEAM

The virtual FLS beam is corrected for temperature below ISA due to the ground temperature entered in the APPR panel of the FMS ACTIVE/PERF page.

The FMS trajectory is not corrected for temperature below ISA. This may lead to low ISA for the non-superposition of the FMS trajectory to the FLS beam.

When the F-G/S mode engages, the FMS trajectory (green) moves toward the FLS beam trajectory (magenta).

The altitude corrections for cold weather operation should still be applied:
- During approach, before being established on the F-G/S beam (p.n. for instance, at the platform altitude)

When the FLS capability is F-APP+RAW or RAW ONLY, for the altitude/distance check
On the value of the minima entered in the FMS.

[FCTM/PR/NP/SP/10/10-1]

IN FLIGHT

APPROACH

FLS CONSIDERATION

Since the FLS provides low temperature compensated guidance, FLS vertical guidance can be used, regardless of the charted minimum temperature.

Question 62

Q

When flying an FLS APP, is the Minimum Temperature depicted on the chart a limitation for the FLS APP?

Answer

A

[FCTM/PR/NP/SP/10/10-1]

IN FLIGHT

APPROACH

FLS CONSIDERATION

Since the FLS provides low temperature compensated guidance, FLS vertical guidance can be used, regardless of the charted minimum temperature.

Question 63

Q

WHEN DOES THE FLIGHT CREW HAVE TO CORRECT THE ALTITUDE?

Answer

A

[OMC 10.4.1 General – Cold Temperature Altitude Corrections]

An altitude correction due to cold temperature is not needed for the following conditions:

While under ATC radar vectors,
When maintaining an ATC assigned flight level (FL),
When the reported aerodrome temperature is above 0°C,
When the ISA temperature deviation at the applicable minimum altitude is less than stated in OM-C 10.4.1.1 (en-route), or
When the aerodrome temperature is at or above the minimum published temperature for the procedure being flown (refer to A380 below).

A380
If FLS available, regardless of the charted temperature limits, use (LNAV/VNAV Approach Minima if available, or LNAV Approach Minima) and apply cold temperature altitude corrections according OM-C 10.4.1.2.

If FLS not available, Use LNAV Approach Minima, and apply cold temperature altitude corrections according OM-C 10.4.1.2.

[OMC 10.4.1.2 ALT CORR - Approach]

Apply the altitude correction table when needed:

Apply corrections to all published minimum approach altitudes as per the table. Advise ATC of the corrections.

Note:
Do not apply corrections to the FMC/FCU coded altitudes of less than 100 feet.
P.n.: apply the ALT CORR on the FCU, not on the FMS (except for the MDA/DA , and MISAP ALT, if below corrected MSA)

Apply corrections to the published missed approach altitude only when below the temperature corrected Minimum Safe Altitude (MSA), and with prior ATC approval.
MDA/DA settings shall be set at the corrected minimum altitudes for approach.

[FCTM/PR/NP/SP/10/10-1]

IN FLIGHT

APPROACH

WHEN DOES THE FLIGHT CREW HAVE TO CORRECT THE ALTITUDE?

Even if the aircraft is radar vectored, the flight crew must apply altitude correction for the following published altitude:
- Minimum En route Altitude (MEA) and Minimum Safe Altitude (MSA)

Altitudes constraints during the Approach or Missed Approach
Procedure turn altitude (as applicable)
Final Approach Fix (FAF) and Final Approach Point (FAP) altitude
Step-down altitude(s) during approach without vertical guidance
Altitudes checks during final approach (check altitude versus distance or outer marker check altitude, as applicable)
Barometric minima, i.e. MDA(H) or DA(H) for CAT I ILS approach.

WHEN DOES THE FLIGHT CREW HAVE NOT TO CORRECT THE ALTITUDE?

Usually, when the aircraft is radar vectored, the flight crew must not correct the altitude provided by the ATC. The air traffic controller has the responsibility to provide altitudes or flight levels corrected to take into account the minimum clearance with the terrain. However, the flight crew must confirm this responsibility with the ATS in charge.

Note:
When an aircraft is radar vectored, the interception altitude of an ILS should only be corrected by the flight crew if it is the minimum interception altitude published.

Question 64

Q

Does the FPA required any correction due cold temperature?

Answer

A

Yes. A slight increment is necessary to fly in Cold Temperature conditions.

[FCTM/PR/NP/SP/10/10-1]

IN FLIGHT

APPROACH

FPA CORRECTION

In low temperature condition, the barometric altitude displayed in the cockpit is higher than the physical altitude of the aircraft. The selected FPA displayed in the cockpit uses the same references as the altitude, barometric references. Therefore, the selected FPA displayed in the cockpit is higher than the geometric one. If the flight crew needs to fly a FPA, the flight crew should increase slightly the selected FPA value in the cockpit to take into account low temperature effect to fly the desired geometric FPA.

In any case, the check “altitude (corrected in temperature) versus distance” remains the reference. The flight crew will adjust accordingly the selected FPA.

Answer 65

A

[FCTM/PR/NP/SOP/190]

APPROACH SPEED TECHNIQUE

EARLY STABILIZED APPROACH

This technique refers to an approach where the aircraft reaches the FAF in the landing configuration at VAPP. This technique is recommended for non-precision approach flown without the FLS function.

P.n. in other words, when flying in vertical selected guidance (FPA).

[FCTM/PR/NP/SOP/190]

INITIAL APPROACH
APPROACH PHASE ACTIVATION

If the tailwind at landing reported by ATC or ATIS is more than 10 kt, decelerated approach is not permitted. The approach speed should be stabilized around VLS+5 kt in final approach.

Answer 66

A

[FCTM/PR/NP/SOP/190]

INITIAL APPROACH
APPROACH PHASE ACTIVATION

If the tailwind at landing reported by ATC or ATIS is more than 10 kt, decelerated approach is not permitted. The approach speed should be stabilized around VLS+5 kt in final approach.

Answer 67

A

[FCTM/PR/NP/SOP/190/]

DISCONTINUED APPROACH
The discontinued approach is an alternative technique to the GO AROUND procedure to interrupt an approach when the aircraft is at or above the selected FCU altitude.

Contrary to the GO AROUND procedure, the discontinued approach technique does not require the flight crew to set the thrust levers to TOGA detent.

[Gap for mistakes]
What if the GA ALT is above the ALT selected on the FCU as well?

Own suggestion: when approaching the MAPT, either:
- If flaps still down: set TOGA, then back to MCT (proceed on a standard GA maneuver), or
- If flaps retracted: pull ALT for OP CLB.

Answer 68

A

LOC/GS
LOC (BC)/FPA
TRK/FPA*
*P.n.: TRK/FPA is only authorized for VOR APPs.

[FCTM/PR/NP/SOP/190/CONF]

FINAL APPROACH
FINAL APPROACH MONITORING

The final approach must be monitored with the available data.

The data to be monitored depends on the guidance modes. For:

Guidance Modes Data monitored

LOC/GS LOC, G/S deviations
LOC (BC)/FPA LOC, Altitude vs Distance
TRK/FPA Raw data, Altitude vs Distance

P.n.: observe the data to be monitored are independent from the FMS navigation, and completely based on raw data.

Answer 69

A

NAV/FPA (VOR APPs only, not RNAV, unless between the FAF and the RWY), and
Approaches using vertical FLS guidance:
- F-LOC/F-GS (once again, for conventional APPs only, not RNAV, unless between the FAF and the RWY), and
- LOC (BC)/F-GS

[FCTM/PR/NP/SOP/190/CONF]

FINAL APPROACH
FINAL APPROACH MONITORING

The final approach must be monitored with the available data.

The data to be monitored depends on the guidance modes. For:

Guidance Modes Data monitored

NAV/FPA Altitude vs Distance,
XTK, and raw data
F-LOC/F-GS F-LOC, F-G/S deviations,
and raw data
LOC (BC)/F-GS LOC, F-G/S deviation

Answer 70

A

Lateral mode: LOC
Vertical mode: either FLS (managed), or FPA (selected)**.

The actions required would be, respectively:
- LOC/F-GS: by pressing the LS pb* and arming the APPR
- LOC/FPA: by NOT pressing the LS, and arming the LOC

*LS pb: [SOP - DES PREP - APP USING F-LOC F-GS GUIDANCE]

When the LS pb is pressed, the PFD/ND display the FLS data:
- PFD:
* The anchor point
* The course of the F-LOC / LOC beam
* The slope of the F-G/S beam.
P.n.: after the LS is pressed, the FMA also displays the FLS Capability: F-APP, F-APP+RAW, or RAW ONLY

ND:
Displays the FLS beam on the final approach.

** Vertical Selected guidance: [SOP]
Whenever using selected vertical guidance (2D APP), fly the Early Stabilized strategy.

Answer 71

A

[SOP]

APPROACH USING FPA GUIDANCE
GENERAL

RNAV(GNSS) approaches using mixed NAV FPA guidance with LNAV minima only**

The approach is flown in TRK FPA when:

The approach is not stored in the database*, or
NAV accuracy is LOW.
P.n.: also when the APP cannot be validated.

** [FCOM/LIM/AFS/10 - USE OF NAV MODE, AND FLS FUNCTION]

NAV mode may be used:
- For an RNAV(GNSS) approach with LNAV Minimum provided NAV PRIMARY is available.

Answer 72

A

It’s possible to fly LOC F-GS, but in two different ways (check below).
In all cases, the arrival briefing should include a review of the strategy in the case of degraded navigation.

ILS G/S OUT APP:
Keep the ILS procedure in the box.
Keep the APPR armed, then deselect the glide slope on the FMS POSITION/NAVAIDS page, to activate the F-G/S for the approach.
The F-G/S computation is based on the glideslope of the ILS approach.

P.n.: the procedure flown will be exactly the same as the ILS, but with a virtual vertical profile (F-GS).

LOC only APP:
Change the ILS procedure in the box for the LOC (only) procedure.
Re-insert the BARO minima for the LOC procedure.
Re-arm the APPR.

P.n.: bear in mind sometimes ILS and LOC are different procedures, i.e. have different glide path angles, different MISAPs, and so on. So, let ATC know in case you decide to fly a LOC only APP.

References:
[SOP - FCOM/PRO/NOR/SOP/180-Bis/C/B - DESCENT PREPARATION]

[FCTM/PR/NP/SOP/190/FLS/NPA-2 - APPROACH PREPARATION]

Answer 73

A

VAPP + 10 (VLS + 15)

[FCTM/PR/NP/SOP/190/CONF - SPEED CONSIDERATION]

In the case of strong or gusty crosswind greater than 20 kt, VAPP should be at least equal to VLS + 5 kt. The 5 kt increment above VLS may be increased up to 15 kt at the flight crew’s discretion.

Answer 74

A

[FCOM/DSC/22-27/10/40]

VREF
Definition: VREF is the reference speed used for normal approach and landing.
This speed is used to compute the regulatory landing performance of the aircraft.
It is also used as a reference when computing landing performance with failures.

Display: VREF is not displayed on the PFD.
It is displayed on the APPR panel of the FMS PERF page.

Computation: VREF is equal to the VLS of CONF FULL.

VAPP
Definition: VAPP is the final approach speed.

Display: There is no specific indication for the VAPP. It is displayed as the speed target during the approach phase.

Computation: VAPP is computed by the FMS.
VAPP = VLSLDG CONF+ (5 ≤ headwind/3 ≤ 15)
The VAPP can be updated by the crew on the APPR panel of the FMS PERF page.

Answer 75

A

[FCOM/DSC/22-27/10/10]

VLS
Definition: VLS is the lowest selectable speed.
The speed target on the speed scale cannot be set below VLS.
VLS provides a margin against stall at low speeds, and towards buffet at high Mach number (PRO-NOR-SOP-150-Flight Progress: VLS ensures a 0.30g margin with respect to the buffet. No additional margin is necessary in CRZ). (VLS = 1.3 VsMIN).

Display: VLS is displayed in flight only.
VLS appears three seconds after liftoff and disappears at touchdown.

Computation: VLS is computed by the PRIMs.
It is a function of:
- Vs1g
- The flight phase (takeoff, after takeoff, cruise, landing or go-around)
- The speed brake position

DURING TAKEOFF
VLS is the greater of:
- 1.15 * Vs1g, or
- The minimum of V2/1.05 or 1.05 * VMCA

DURING ALL OTHER FLIGHT PHASES
As soon as the flaps configuration changes (crew action on lever or activation of the ARS), the computation of the VLS becomes the following:
- In CONF 1, after flaps auto retraction, VLS is the greater of:
o 1.18 * Vs1g
o VMCL (or VMCL-2 when two engines are inoperative on the same wing)

In all other configurations, VLS is the greater of:
o 1.23 * Vs1g
Note: 1.19 * Vs1g in the case slats or flaps are jammed or failed.
o VMCL (or VMCL-2 when two engines are inoperative on the same wing)

Answer 76

A

[FCOM/DSC/22-27/10/10]

Vs1g
Definition: Vs1g is the stall speed of the aircraft with a load factor of 1g, and idle thrust.
Vs1g is used as reference speed for the computation of other operational speeds (VLS, S, F, VREF).
For conventional aircraft, the reference stall speed, VsMIN, corresponds to the conventional stall (i.e. when the lift suddenly collapses). At this moment, the load factor is always smaller than 1. This results in a VsMIN, which is lower than Vs1g.

Because of the high angle of attack protection (that the flight crew cannot override), the Airworthiness Authorities have reconsidered the definition of stall speed. It has been agreed that VsMIN = 0.94 * Vs1g.

Display: Vs1g is not displayed.

Computation: Vs1g is computed by the PRIMs.
It is a function of:
- slats / flaps position
- aircraft weight & CG
- aircraft altitude
- landing gear position
It is also computed by the FMS, for performance prediction, and characteristic speeds displayed on the MFD.

Answer 77

A

[FCOM/DSC/22-FG/60/20/A]

GROUND SPEED MINI FUNCTION

When the aircraft flies an approach in managed speed, the managed speed target, displayed by the magenta triangle on the PFDs, is variable. This managed speed target is VAPP, displayed on the APPR panel of the FMS PERF page, and corrected by the Ground Speed Mini function.

Activation conditions:
The speed target is VAPP, corrected by the Ground Speed Mini function, when the speed is managed, and:

F-G/S, G/S, LAND or FLARE is engaged, or
The FMS flight phase is the approach phase.

In this case, the AP(s) and/or FDs may be on or off.

Managed Speed Target Computation:
The FG continuously computes the managed speed target that is equal to VAPP plus an additional variable gust:

Managed speed target = VAPP + 0.33 * gust

The gust is the instantaneous difference between the CURRENT HEADWIND COMPONENT and the TOWER HEADWIND COMPONENT. The TOWER HEADWIND COMPONENT has a limit of 10 kt, as a minimum value. The gust has a limit of 0, as a minimum value. The VAPP is corrected by a third of the variable gust to avoid too high speeds during the flare.

The managed speed target has the following limits:

VAPP, as the minimum value;
VFE NEXT, in configuration 0, 1, 2, 3, VFE - 5 kt in configuration full, as the maximum value.

Answer 78

A

“x FT HIGH (LOW)”

Answer 79

A

“Rule of 10”

[FCTM/PR/NP/SOP/190/CONF]

FINAL APPROACH MONITORING

IAS: VAPP +10 kt / -5 kt —– “SPEED”
VS: above 1 000 ft/min —– “SINK RATE”
Pitch: +7 °/ -3 ° —– “PITCH”
Bank: 5 ° —– “BANK”
LOC/F-LOC: 1/2 dot PFD —– “LOC”
GS/F-GS: 1/2 dot PFD —– “GLIDE”
Course: 1/2 dot on ND (or 2.5 ° (VOR) —– “COURSE”
XTRK: XTK greater than 0.2 NM —– “CROSS TRACK”
Altitude at check points: “x FT HIGH (LOW)”

Go-around
P.n.: may also suit during EOP, specially
“SINK RATE”:

“SINK RATE” … no rate of CLB
“BANK” … bank angle not appropriate (not more than 5° close to the GND)
“PITCH” … above 20⁰ or below 10⁰

Answer 80

A

[FCTM/PR/NP/SOP/190/GUI]

USE OF THE VD

Within 25 NM around the navaid in relation to the selected arrival or the approach procedure, the displayed minimum altitude switches from MORA to MSA. MSA displayed on VD is associated with the navaids of the selected procedure.

The flight crew should keep in mind that crossing the safe altitudes during an approach is not always a constraint violation, as long as the flight monitoring is supported by another means, e.g. the radar control. This is why the safe altitude does not appear as a red line (but as a magenta line). However, crossing the safety altitude should alert the flight crew regarding the aircraft position and the ATC clearance, i.e. “I will go below if I am sure of my position and if I am allowed to do it (radar or procedure)”.

Answer 81

A

[FCTM/PR/NP/SOP/190/GUI]

APPROACH DEVIATION INDICATIONS

The flight crew checks the LS pb is pressed in the first stage of the approach.

The flight crew checks that:
- Deviation scales are displayed on the PFD

The IDENT is properly displayed on the PFD.

Answer 82

A

[FCTM/PR/NP/SOP/190/GUI]

INTERCEPTION OF FINAL APPROACH COURSE

The VV pb may be pressed, to display the small black bird, as a TRK/FPA information. It is particularly useful for crosswind or gusty conditions, to improve the situation awareness and smoothen the transition from instrument references to visual references.

Answer 83

A

[FCTM/PR/NP/SOP/190/GUI]

INTERCEPTION OF FINAL APPROACH COURSE

The final approach course interception in NAV mode is possible if NAV is PRIMARY or NAV is ACCUR HIGH.

Answer 84

A

[FCTM/PR/NP/SOP/190/GUI]

GO-AROUND ALTITUDE SETTING

When established on final approach, the flight crew should set the go-around altitude on the AFS CP. This can be done at any time when G/S or F-G/S mode engages. However, for an approach with a selected guidance (either FPA or V/S), the flight crew must set the missed approach altitude only when the current aircraft altitude is below the missed approach altitude, in order to avoid inappropriate ALT* engagement.

Answer 85

A

[FCTM/PR/NP/SOP/190/ILS]

APPROACH PHASE ACTIVATION

For a standard ILS approach, the flight crew should plan a decelerated approach. However, if the G/S angle is greater than 3.5° or if forecast tailwind at landing exceeds 10 kt, an early stabilized approach is recommended.

Answer 86

A

[FCTM/PR/NP/SOP/190/ILS]

ILS RAW DATA

ILS raw data technique refers to an ILS flying technique without AP/FD, with the use of the ILS raw data indications (on the PFD and ND in ROSE-LS).

Answer 87

A

[FCTM/PR/NP/SOP/190/ILS]

ILS RAW DATA

It is recommended to select TRK FPA on the AFS-CP, as the flying reference.

The flight crew will fly the green bird.

Answer 88

A

[FCTM/PR/NP/SOP/190/ILS]

ILS RAW DATA

When established on the LOC, the tail of the bird should be aligned with the blue selected track symbol. This method allows accurate LOC tracking taking into account the drift.

Answer 89

A

[FCTM/PR/NP/SOP/190/GS]

GLIDE SLOPE INTERCEPTION FROM ABOVE

Only authorized down to the charted FDP OR the ATC cleared approach intercept altitude.
Arm the APPR. Check F-G/S (G/S) armed, and F-LOC (LOC) ENGAGED.
Select the FCU altitude to either FDP or ATC cleared altitude.
Select V/S -1500 ft/min initially. Avoid increasing more than -2000 ft/min.
Taking into account the ground and the obstacles, and if ATC permits, it may be appropriate to perform a 360 ° turn before resuming the approach.

Answer 90

A

FMS Landing System

Answer 91

A

[FCTM/PR/NP/SOP/190/FLS]

FLS PRINCIPLE

The virtual FLS beam is characterized by:
- An anchor point
The ident of the anchor point:
* The ICAO code of the airport if it is located on the runway threshold, followed by the threshold runway identifier (i.e. LFBO32L)
* The End Point (EP) in the others cases, followed by the threshold runway identifier (i.e. EP33L).

A slope
An approach course.
The approach course is displayed as a double course pointer on the PFD heading scale.

Answer 92

A

[FCOM/DSC/31-CDS/20/20/110/30]

LS INFORMATION

The MMR, the DME, and the FMS provide the LS information.

For FLS:

If the Anchor Point is the RWY THR (example below)

LFBO32L
3.0°
8.0 NM

Indicates:

 * The FLS anchor point identification, when the anchor point is on the runway threshold

 * The FLS beam slope

 * The distance to the anchor point. The FMS computes this distance.

If the Anchor Point is an End Point (not on the RWY THR) (example below)

EP33L
3.0°
8.0 NM

Indicates:

 * The end point

 * The anchor point is called end point when it is not located on the runway threshold.

 * The FLS beam slope

 * The distance to the end point. The FMS computes this distance.

Answer 93

A

[FCTM/PR/NP/SOP/190/FLS]

APPROACH CAPABILITY

The approach capability is displayed on FMA, when the flight crew presses the LS pb.

Answer 94

A

[FCTM/PR/NP/SOP/190/FLS]

APPROACH CAPABILITY

F-APP: Rely on FLS deviations and F-G/S, F-LOC guidance

F-APP+RAW: Refer to FLS deviations AND cross-check with navaid raw data (i.e. VOR and/or DME)

RAW ONLY: Disregard FLS information and refer exclusively to NAVAID raw data i.e. VOR and/or DME.

Answer 95

A

[Quick reference]

B - BRG/DIST TO
R - RQRD Equip.
A - APP Validation
S - Strategy (degradation)
I - If ILS GS OUT
L - LS pb (FLS data)

[SOP - APP USING F-LOC F-GS GUIDANCE - DES PREP]

Check required equipment, as per FCOM/PRO/SPO/PBN - RNP APCH / RNAV(GNSS)
FMS ACTIVE/F-PLN page ……… CHECK
(P.n.: validate the APP)
- 0.1 ° of difference between the FMS ACTIVE/F-PLN page and the charted final vertical path is acceptable
- 1 ° of difference between the FMS ACTIVE/F-PLN page and the charted final lateral track is acceptable
- 3 ° of difference between the FMS ACTIVE/F-PLN page and the charted lateral track is acceptable for approach in overlay to a conventional radio NAVAID.
FLS DATA ……… CHECK
Press the LS pb to display FLS data on PFD and ND.

Check the following FLS data against the published approach chart :
- The anchor point
- The course of the F-LOC / LOC / LOC B/C beam
- The slope of the F-G/S beam.
On the ND, check the compatibility of the FLS beam with the final approach leg of the flight plan.

FMS POSITION/MONITOR page ……… COMPLETE
Insert the reference waypoint or runway threshold in the BRG/DIST TO entry field for position monitoring during approach.
GO-AROUND STRATEGY ……… REVIEW
The arrival briefing should include a review of the strategy in the case of degraded navigation.
For ILS G/S OUT:

G/S ……… DESELECT
Deselect the glide slope on the FMS POSITION/NAVAIDS page to activate the F-G/S for the approach.

The F-G/S computation is based on the glideslope of the ILS approach.

Answer 96

A

Quick answer:
- FD bars flash
- LOC and/or GS index disappears (both sides)
- LS INFO (bottom left) flags red ILS

                \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

[Own explanation, based on FCOM/DSC/22-FG/90/30/GWAR]

Indications of failure of ground equipment (LOC and/or GS transmitters):

IMPACT ON PFD AND ND (IN ROSE-LS MODE):
- LOC and/or GS ‘index’ disappear on both PFDs/NDs;
- If below 200’: LOC and/or GS ‘scale’ flashes on both PFDs/NDs (in case LOC/GS, LAND or FLARE mode is engaged).

 P.n.: notice the indications will happen on both CM1 and CM2 sides simultaneously.

FD BARS:
- FD bars flash on both PFDs when the ILS transmitter fails (in case LOC, LOC, LOC B/C, LOC B/C, G/S*, G/S, LAND, FLARE mode is engaged)

AP AND FD ENGAGEMENT STATUS:
The AP automatically disengages, if the ILS transmitter fails when:
- Above 200 ft RA, and
- LOC, LOC, LOC B/C or LOC B/C is engaged.

The ILS transmitter failure must be confirmed for 7 s.

If the FDs were engaged, HDG/TRACK and V/S / FPA engages.

                \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Difference in indication between ground equipment (transmitters) and ACFT equipment (receiver, or MMR function):

Presence of RED flags:
Any ACFT’s equipment failure (either receiver or MMR function) would be indicated by a red flag (LOC and/or GS) replacing the specific scale (LOC and/or GS).
Ground equipment failure does not trigger red flags (with the exception of the LS INFORMATION data - refer to the info down below).

Also, ACFT equipment is redundant, which means a single side may fail, but dual failure (both sides) is very unlikely. Hence, if one PFD displays a red flag, use the same side ND in ROSE-LS to display the ILS data from the other side (healthy equipment).
In the unlikely event of both sides failing together, the AP trips off immediately. If the single failure sustains, simply use the AP from the healthy side. In case of transmitter failure, takes 7s for the AP to trip off.

                \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

[FCOM/DSC/31-CDS/20/20/110/30]

LS INFORMATION
(on the bottom left hand-side of the PFD)

A ‘red ILS’ appears during an ILS approach, if the LOC signal (or G/S signal) is not available.
A ‘red LS’ appears if the MMR sends inconsistent information.
Temporarily flashes, then remains steady.

[Own explanation]

If the LOC and/or GS ‘indexes’ disappear, and the LS INFORMATION displays a red ILS flag, this confirms the transmitter failure.

If the LOC and/or GS ‘scales’ are replaced by a red LOC/GS flag, and the LS INFORMATION displays the ILS data (ILS Identification, frequency and DME), this confirms the ACFT equipment failure.

In both cases, the FD bars flash.

                \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

What about the ISIS?

[FCOM/DSC/34-10/20/20/50/10]

LOCALIZER SCALE AND INDEX

When the flight crew presses the LS/DIR TO pb, the SFD displays the localizer scale and index.

An amber LOC and LS flag both appear, in replacement of the localizer scale and index, when the LOC receiver is failed.

GLIDESLOPE SCALE AND INDEX

When the flight crew presses the LS/DIR TO pb, the SFD displays the glideslope scale and index.

An amber G/S and LS flag both appear, in replacement of the glideslope scale and index, when the LOC receiver is failed.

[Own explanation]

So, if the amber flag appears on the SND, is means the receiver is faulty.
Try using the other SFD as SND.

If the LOC (or GS) index disappear, it means the transmitter is faulty.

[MEL/ME/COBS/34]

LS, LOC, OR G/S FLAG ON SFD

The ISIS uses the LS function from the Multi Mode Receiver 1.

Answer 97

A

[OMA 8.3.20.2.32.1 Missed Approach Initiation]

A go-around shall be initiated:

f. If any required element of the ground navigation system or airborne equipment becomes inoperative OR is suspected to be malfunctioning while in IMC conditions.

Answer 98

A

[FCOM/DSC/34-10/20/20/50/10]

The flight crew cannot display FLS deviations and FLS information on SFD.

Answer 99

A

[FCOM/DSC/34-10/20/20/10/10]

LS/DIR TO PB

CAUTION:
As the ISIS/SFD displays the LOC B/C deviations in the wrong direction, do not use the ISIS/SFD LS for:

A back-course takeoff
A back-course localizer approach.

Answer 100

A

[FCTM/PR/NP/SOP/190/FLS]

FLS PRINCIPLE

F-G/S DEVIATION REFERENCE

Unlike the ILS G/S, the F-G/S deviations are barometric referenced (i.e. a 1 hPa altimeter setting error will move the F-G/S vertical profile 30 ft up or down). The flight crew should therefore pay particular attention to the altimeter setting. Any altimeter setting change during the approach must be reflected both on EFIS-CP and on the FMS ACTIVE/PERF page.

Answer 101

A

[FCTM/PR/NP/SOP/190/FLS]

FLS PRINCIPLE

F-G/S DEVIATION REFERENCE

The virtual FLS GS beam is always based on QNH. The QNH value used for FLS beam is either:
- The QNH value entered on the APPR page of the FMS ACTIVE/PERF page (as long as STD is used for barometric reference), or

The QNH value entered on EFIS-CP (when QNH is used for barometric reference).

Answer 102

A

[FCTM/PR/NP/SOP/190/FLS]

FLS PRINCIPLE

EARTH CURVATURE EFFECT

When the FLS function is used, the final path crossing altitudes are geometric altitudes referring to the anchor point. When intercepting the final approach path, and due to the earth curvature effect, a slight altitude deviation between the altimeter and the published approach chart may be noticed. Typically, at FAF, the F-G/S virtual beam is about 50 ft higher.

Answer 103

A

[SOP - DES]

BARO REF ……… SET/CROSSCHECK

The maximum acceptable discrepancy between altimeters is 100 ft.

Answer 104

A

[SOP - INITIAL/INTERMEDIATE APP]

Press the APPR pb when cleared for the approach and on the intercept trajectory for the final approach course.

[Personal note]
CAUTION: on some approaches, the Final CRS differs from the CRS immediately before the FAF. In other words, there is a turn after passing the FAF. In this case, DO NOT arm the APPR unless establish on the CRS immediately before the FAF.

Example: KJFK RNAV GPS X 22L

On the APP, the Final CRS is 234°, and the CRS before the FAF is 232°. If you are cleared for the APP, let’s say, while on the PARCH3 ARR (on CRS 302° towards CAPIT), and you arm the APPR before turning onto CRS 232° (before passing CAPIT), in this case the airplane will ignore the “intermediate” CRS, and fly straight to intercept the final CRS (234°), busting the APP horizontally.

Answer 105

A

[Quick reference]

All NPA stored can be flown in FLS provided:
“ORCC”
- Offset: less than 50°
- RQRD Equip.: at least 1 FM and 1 MMR
- Capability: at least F-APP or F-APP+RAW
- Construction: NO FLS FOR THIS APPR message does not appear on the MFD.

Nevertheless, the STS will display the availability of the FLS function.

      \_\_\_\_\_\_\_\_\_\_

[FCTM/PR/NP/SOP/190/FLS/NPA]

FLS FUNCTION USE

All published NPA coded in the FM database may be flown using the FLS function provided that:
- The offset between final approach course and runway course does not exceed 50 °

At least one FM and one MMR are available
The approach capability is at least F-APP or F-APP+RAW.

If the FLS function is not available due to the approach construction, NO FLS FOR THIS APPR message appears on the MFD when the flight crew selects the approach on the ACTIVE/F-PLN/ARRIVAL pages of the FMS.

If the FLS function is not available or limited (e.g. F-APP+RAW or RAW ONLY) due to system failures, this is displayed on the ECAM STATUS page.

Answer 106

A

[FCTM/PR/NP/SOP/190/FLS/NPA-2]

APPROACH PREPARATION

LOC ONLY APPROACH
The flight crew selects the LOC or LOC B/C approach as required in the FMS during the approach preparation.

ILS WITH G/S OUT APPROACH
The flight crew selects the ILS approach in the FMS during the approach preparation.

As the G/S deviation and guidance modes are not available, the flight crew should use the vertical FLS deviation (double diamond) and F-G/S mode. The flight crew selects the “DESELECT GLIDE” prompt in the MFD POSITION/NAVAIDS page, “TUNED FOR DISPLAY” tab.

Answer 107

A

[FCTM/PR/NP/SOP/190/FLS/NPA-2]

DESCENT (CROSSING FL100)

When the flight crew presses the LS pb during the descent, they check:
- FLS approach capability (only related to the vertical mode)

The LOC (LOC B/C) deviation
Displayed as single diamond (radio data)
The F-G/S deviation
Displayed as a double diamond (FMS computed data)
On the LS INFORMATION (bottom left corner): the LOC ident, the frequency and the DME distance.

Answer 108

A

[FCTM/PR/NP/SOP/190/FLS/NPA-2]

FINAL APPROACH

If the approach capability reverts to F-APP+RAW:
The lateral navigation (LOC or LOC B/C deviations) remains reliable.

The vertical navigation (F-G/S deviations) must be crosschecked with navaid raw data (distance/altitude).

If the approach capability reverts to RAW ONLY:
The F-G/S vertical deviation remains displayed but must be disregarded.

The flight crew will select a Flight Path Angle. This will disengage the F-G/S mode.

Answer 109

A

[OMA 8.4.2.1 CAT II/III Approaches without LVP]

Training or practice of CAT II/III approaches including autoland without LVP in force shall not be conducted during normal operations.

However, CAT II/III approaches followed by an autoland may be conducted when required during flight test or ‘an emergency’. When conducting CAT II/III procedures in weather conditions of CAT I or better, LVP will not be in force. Flight Crews should be alert to the possibilities of beam deflection by aeroplane or vehicles on the ground and preceding traffic in the air. Therefore, pilots shall closely monitor the required system performance and intervene immediately should any abnormality occur.

ATC shall be notified prior to such an approach and autoland.

[FCOM/LIM/AFS/30]

AUTOMATIC LANDING

Automatic landing in CAT I, or better weather conditions is possible on CAT I ground installation, or on CAT II/III ground installations when ILS-sensitive areas are not protected, if the following precautions are taken:

The airline has checked that the ILS beam quality, and the effect of the terrain profile before the runway have no adverse effect on autopilot guidance. In particular, the effect of terrain discontinuities within 300 m (984 ft) before the runway threshold must be evaluated
The flight crew is aware that LOC or G/S beam fluctuations, independent of the aircraft system, may occur. The PF is prepared to immediately disconnect the autopilot, and to take the appropriate action, if guidance is not acceptable
At least LAND2 capability is displayed on the FMA and CAT II/III procedures are used
Visual references are obtained, at a DH appropriate for the CAT I approach being flown, or a go-around is performed.

Note:
Depending on the situation (e.g. emergency or other) and provided that the runway is approved for automatic landing, the flight crew can decide to perform an autoland up to the maximum takeoff weight.

Answer 110

A

The autoland cannot be conducted for 2 reasons:
- The existence of a CCI is the proof the airline has checked that the ILS beam quality is satisfactory;
- The absence of an IAC with LVO minima does not fit into the “execution of a CAT II/III procedure” condition.

      \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

[OMA 8.1.5.3.3.1 Precision Approaches]

An LVO approach shall not be planned or conducted unless:

a.
The applicable minimum for the CAT II/III approach is published in the respective Lido CCI, Low Visibility Operations section,

Note:
For CAT II approaches, the CCI will refer to the respective minimum published on the approach chart, and

b.
The applicable CAT II/III approach category is published on the approach chart.

Note:
If CAT IIIB minimum available, CAT IIIA minimum will not be shown.

[OMA 8.4.2.1 CAT II/III Approaches without LVP]

Training or practice of CAT II/III approaches including autoland without LVP in force shall not be conducted during normal operations.

However, CAT II/III approaches followed by an autoland may be conducted when required during flight test or ‘an emergency’. When conducting CAT II/III procedures in weather conditions of CAT I or better, LVP will not be in force. Flight Crews should be alert to the possibilities of beam deflection by aeroplane or vehicles on the ground and preceding traffic in the air. Therefore, pilots shall closely monitor the required system performance and intervene immediately should any abnormality occur.

ATC shall be notified prior to such an approach and autoland.

[FCOM/LIM/AFS/30]

AUTOMATIC LANDING

Automatic landing in CAT I, or better weather conditions is possible on CAT I ground installation, or on CAT II/III ground installations when ILS-sensitive areas are not protected, if the following precautions are taken:

The airline has checked that the ILS beam quality, and the effect of the terrain profile before the runway have no adverse effect on autopilot guidance. In particular, the effect of terrain discontinuities within 300 m (984 ft) before the runway threshold must be evaluated
The flight crew is aware that LOC or G/S beam fluctuations, independent of the aircraft system, may occur. The PF is prepared to immediately disconnect the autopilot, and to take the appropriate action, if guidance is not acceptable
At least LAND2 capability is displayed on the FMA and CAT II/III procedures are used
Visual references are obtained, at a DH appropriate for the CAT I approach being flown, or a go-around is performed.

Note:
Depending on the situation (e.g. emergency or other) and provided that the runway is approved for automatic landing, the flight crew can decide to perform an autoland up to the maximum takeoff weight.

Answer 111

A

[FCTM/PR/NP/SOP/190/FPA]

FINAL APPROACH

The PF must disengage the AP (if not previously done) and orders the PM to:

Set the FDs off
Set the runway track.

Answer 112

A

Aim: to fly on a precise trajectory (no overshooting is expected).

Threats: any maneuver that may cause an overshot, i.e.:
- High SPD on a turn coded as RF, impending the ACFT from banking further due the normal envelope:
- 30° with all ENGs
- 25° with OEI

 - High SPD on a turn coded as RF, caused by strong winds, impending the ACFT from banking further due the normal envelope.

 - If using DIR TO without the CRS IN function.

      \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Reference:
[FCTM/PR/NP/SOP/190/RF-LEG - RADIUS TO FIX (RF) LEG]

Answer 113

A

Unless approved by Fleet, circling APP cannot be conducted.

      \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

[FCTM/PR/NP/SOP/205 - CIRCLING]

The circling approach is the visual phase of an instrument approach to bring an aircraft into position for landing on a runway which is not suitably located for a straight-in approach (e.g. due to wind conditions).

[OMA 8.3.20.2.22.4 Circling Approach]

A circling approach is the visual phase of an instrument approach to bring an aeroplane into position for landing on a runway which is not suitably located for a straight-in approach.

Circling approaches without enhanced coding are not permitted unless approved by DSVP-FO or his designee.

[OMC 6.2 Enhanced Coded Approach Procedures]

When deemed necessary, Flight Crew will be provided with FMC/FMS stored enhanced coded approach procedures and associated charts as appropriate.

ATC is not aware of these enhanced coded approach procedures. Therefore, pilots shall use the name of the conventional approach procedure during ATC communication or as depicted on the specific enhanced coded approach chart.

The FMC/FMS procedure identification, weather, and navigation requirements, as applicable, can be found on the respective Lido approach charts or other authorized publications labelled as “EK ENHANCED PROCEDURE XXX”.

Answer 114

A

[FCTM/PR/NP/SOP/205 - CIRCLING]

The circling approach is the visual phase of an instrument approach to bring an aircraft into position for landing on a runway which is not suitably located for a straight-in approach (e.g. due to wind conditions).

APPROACH PREPARATION

F-PLN

Insert the F speed as constraint at FAF (since the circling approach will be flown in CONF 3, landing gear down and F speed)

SEC F-PLN

Revise the destination and insert the landing runway in the ARRIVAL page

Keep the F-PLN discontinuity.

ARRIVAL BRIEFING

Direction of circling, if restricted according to the Approach chart, e.g. due to terrain. It is preferable that PF should be on the same side as the direction of circling, e.g. for circling to the left, PF should be CM1
Action in the case of loss of visual references (GA in selected mode, towards the MISAP from the IAC).

CIRCLING APPROACH

CAUTION
The flight crew must conduct the flight within the circling area, while maintaining required visual references at all times.

Note:
The flight crew should maintain F speed during the circling procedure to ensure that the aircraft remains within the safe circling area (defined in ICAO PANS-OPS). In regions where FAA TERPS criteria apply, the circling areas and limit speeds are more restrictive.

When breaking visual for circling:

Press ALT (level off) not lower than the MDA
Select TRK-FPA (“Bird on”)
Set 45 ° away from the final approach course (or as required by the published procedure)
When wings level, start the CHRONO
After approximately 30 s select the downwind track parallel to the landing runway
On the downwind leg, activate the SEC F-PLN to display the landing runway and to take credit of the Ground Speed Mini function in final approach when managed speed is used
When abeam the RWY THR, start the CHRONO. The time from abeam threshold to the beginning of the base turn depends on the height above touchdown: Approximately 3 s /100 ft.
Disconnect the AP and remove the FDs at the latest before starting the descent toward the runway. Keep the A/THR active
Final turn: initially maintain 25 ° bank angle and maintain the altitude until the visual references for the intended runway are distinctly visible and identifiable
Set the landing configuration when appropriate, but ensure early stabilization in final
When fully configured for landing: complete LANDING C/L.

If, at any time during the circling procedure, the required visual references are lost, the main objective is to climb and to leave the circling area into the missed approach of the initial instrument approach, while remaining within the obstacle-free area, unless otherwise specified.

When the SEC F-PLN is activated, the go-around procedure in the FMS is associated with the landing runway, and not with the instrument approach. Therefore, if visual references are lost during the circling approach, the flight crew should fly the go-around using selected guidance, following the pre-briefed missed approach procedure, unless otherwise specified.

Answer 115

A

[FCTM/PR/NP/SOP/200 - VISUAL APPROACH]

At the beginning of the downwind leg:
- AP/FD off

“Bird on”
Use A/THR in managed speed (SPEED appears on the FMA)
Managed speed enables to take benefit of the Ground Speed Mini function.
Set the downwind track on the AFS CP to assist in downwind tracking

Set the downwind track altitude on the AFS CP.

INTERMEDIATE/FINAL APPROACH

Abeam RWY THR: +/- 1 second/kt of head/tailwind to turn base:
1500 ft AAL circuit = 45 s
Initially the rate of descent should be 400 ft/min, increasing to 700 ft/min when established on the correct descent path.

The aircraft should be configured for landing at VAPP by 500 ft AAL, at the latest. If the aircraft is not stabilized, the flight crew should perform a go-around.

Answer 116

A

[FCTM/AS/ROWROP]

ROW OPERATING TECHNIQUES

ROW ALERTS DURING FINAL APPROACH

If during final approach, the IF WET: RWY TOO SHORT message is displayed on the PFD, the flight crew must perform a go-around when the runway condition is either not dry or contaminated. If the runway condition is dry, the flight crew can disregard the message and continue the approach.

If during final approach, the RWY TOO SHORT message is displayed on the PFD, the flight crew must perform a go-around. In addition to the message displayed on the PFD, the aural alert “RUNWAY TOO SHORT” triggers below 200 ft AGL to remind the flight crew of the necessity to perform a go-around.

ROW alerts for the relevant runway condition (For more information, Refer to ROW Operating Techniques).

[FCTM/PR/NP/SOP/210/210-1]

CONSIDERATION ABOUT GO-AROUND

DECISION MAKING

The flight crew must consider to perform a go-around if the RWO alert is triggered.

Note:
After the Go-Around, the flight crew should determine the parameters that trigger the ROW alert.

The following parameters can cause a ROW alert:

Non stabilized approach,
Shifted OANS aircraft position,
Abnormal environmental conditions,
Incorrect runway data (runway length, runway shift),
Long flare.

Before the flight crew initiates a new approach, the flight crew should confirm the landing performances and correct the identified parameters.

However if the flight crew determines that all approach conditions were met at the time of the approach, the flight crew may decide to attempt a second approach with ROW/ROP deactivated, provided that all conditions are still appropriate to land safely on the runway.

[OMA 8.3.20.2.32.2 Subsequent Approaches Following a Missed Approach]

Following a missed approach, it is the Commander’s responsibility to determine if a subsequent approach is to be conducted to the same runway/airport.

A second approach shall only be conducted if the Commander assesses that there is a high likelihood of a successful approach and landing.

If the second approach was unsuccessful and both missed approaches were due to weather conditions, the Commander shall divert to the alternate aerodrome unless already committed to destination and unable to divert.

A third approach may only be flown when one or both missed approaches was non weather related and the Commander assesses that there is a high likelihood of a successful approach and landing.

[FCTM/PR/NP/SOP/210/210-2]

SECOND APPROACH

The flight crew will ensure the correct waypoint sequencing during the second approach, so that the missed approach route will be available, if another go-around is required.

The flight crew should perform the approach checklist, after revision and/or confirmation of all approach and performance data, before beginning the next approach.

Answer 117

A

Avoid excessive rotation (prevent tailstrike)
LG may touch the RWY. If it does, the CONFIG ECAM red warning(s) may transiently trigger. Disregard it if it happens.
Only retract 1 step when safely airborne.

[FCTM/PR/NP/SOP/210/210-1]

GO-AROUND NEAR THE GROUND

The PF must not initiate a go-around after the selection of the thrust reversers.

If the PF initiates a go-around, the flight crew must complete the go-around maneuver.

If the flight crew performs a go-around near the ground, they should take into account the following:
- The PF should avoid excessive rotation rate, in order to prevent a tail strike. For more information, Refer to Tail Strike Avoidance.

A temporary landing gear contact with the runway is acceptable.
Only when the aircraft is safely established in the go-around, the flight crew retracts flaps one step and the landing gear.

Note:
If the aircraft is on the runway when the PF applies TOGA thrust, CONFIG ECAM red warning(s) may transiently trigger. The flight crew should disregard these alerts.

Answer 118

A

[FCTM/PR/NP/SOP/210]

AP/FD GO-AROUND PHASE ACTIVATION

In GA SOFT mode, the SRS GA mode remains engaged with a vertical speed target of approximately 2 000 ft/min.

Answer 119

A

There are 3 ways:
- If the RTE to ALTN was set: on the TO WPT, select ENABLE ALTN.
P.n.: if you select another WPT along the route to select ENABLE ALTN, all WPTs before it will be erased.

If SEC was used to set an ALTN (i.e. enroute diversion): swap SEC to ACTIVE, and DIR TO for sequencing.
If nothing was done: once safe on the MISAP, make a lateral revision at the TO WPT to insert a NEW DEST and finalize the ALTN F-PLN.
```
    \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
```

[FCTM/PR/NP/SOP/210/210-2]

DIVERSION

Once the aircraft path is established and clearance has been obtained, the flight crew will enter the ALTN F-PLN as ACTIVE F-PLN:
- If the flight crew has prepared the ALTN F-PLN in the active F-PLN, on selecting the ENABLE ALTN prompt on the TO WPT revision menu, the lateral mode reverts to HDG if previously in NAV. The aircraft will be flown towards the next waypoint using HDG or NAV via a DIR TO entry.

If the flight crew has prepared the ALTN F-PLN in one SEC F-PLN, the MFD SEC INDEX page will be accessed and SEC F-PLN for diversion will be swapped to active. The flight crew will use the DIR TO function as required to sequence the F-PLN.
If the flight crew has not prepared the ALTN F-PLN, climb will be initially flown in OP CLB mode. Once established in climb and clear of terrain, the flight crew will use the “DIR TO” function to the next cleared waypoint, make a lateral revision at this waypoint to insert a NEW DEST and finalize the ALTN F-PLN. The route and a CRZ FL (on PERF page) can be updated as required.

Answer 120

A

[FCTM/PR/NP/SOP/220]

TRANSITION TO VISUAL REFERENCES

At 50 ft, one dot below the glide slope is 7 ft below the glide slope.

[Technique]
Hence, maintain a stabilized flight path down to the flare. Do not chase the GS.

Answer 121

A

[FCTM/PR/NP/SOP/220]

FLARE AND TOUCHDOWN

The PM monitors the rate of descent and should call “SINK RATE” if the vertical speed is excessive before the flare.

Answer 122

A

[FCTM/PR/NP/SOP/220]

FLARE AND TOUCHDOWN

Compared to typical flare heights at sea level associated with flat and appropriate runway lengths, the flight crew should be aware of factors that require an earlier flare, particularly:
- High airport elevation

Steeper approach slope (compared to the nominal 3 °)
Tailwind
Increased runway slope.

Answer 123

A

[FCTM/PR/NP/SOP/220]

LATERAL AND DIRECTIONAL CONTROL

In the case of strong crosswind during the decrab phase, the PF should be prepared to add small bank angle into the wind to maintain the aircraft on the runway centerline. The flight crew can land the aircraft with a partial decrab (i.e. a residual crab angle up to about 5 °) to prevent an excessive bank. This technique prevents wing tip or engine nacelle strike caused by an excessive bank angle.

As a consequence, this can result in touching down with some bank angle into the wind, therefore, with the upwind landing gear first.

Answer 124

A

[FCTM/PR/NP/SOP/220]

ROLLOUT

CROSSWIND CONDITIONS

The reversers destabilize the airflow around the rudder and therefore, decrease the rudder efficiency. In addition, they create a side force in the case of a remaining crab angle, which increases the lateral skidding tendency of the aircraft. This adverse effect is noticeable on contaminated runways with crosswind. If a lateral control problem occurs during high crosswind landing, the flight crew should consider to set the reverser levers back to REV IDLE.

Answer 125

A

[FCTM/PR/NP/SOP/220/220-1]

WHEEL BRAKES

DECEL that appears on the lower part of the airspeed scale of the PFD indicates that 80 % of the selected deceleration rate is achieved, when the basic AUTO BRK is active. For example, DECEL may not appear when the basic AUTO BRK is active on a contaminated runway, because the deceleration rate is not reached whereas the basic AUTO BRK is operating.

In other words, DECEL is not an indicator of the basic AUTO BRK operation as such, but it indicates that the selected deceleration rate is reached.

Answer 126

A

[FCOM/DSC/32/10/30/20]

BASIC AUTOBRAKE

LO ……… 4 kt/s ……… 2 m/s
2 ……… 5 kt/s ……… 2.5 m/s
3 ……… 6 kt/s ……… 3 m/s
HI ……… 7 kt/s ……… 3.5 m/s
RTO ……… MAX BRK Performance limited by A-SKID

Answer 127

A

[FCTM/PR/NP/CL]

APPROACH

Checklist trigger: Below 10 000 ft AAL and barometric reference set.

Answer 128

A

[FCTM/PR/NP/CL]

APPROACH

The PF announces e.g. “BARO Four hundred fifty feet” or “RADIO One hundred sixty feet”.

Answer 129

A

[FCTM/PR/NP/CL]

LANDING

Checklist trigger: LDG CONF set and cabin report received.

Answer 130

A

[FCTM/PR/NP/SP/10/10-5]

WAKE TURBULENCE

If the aircraft encounters wake turbulence, pilot input can amplify the effect of the vortices. All of the following is therefore recommended:
- Do not use the rudder: Use of the rudder does not reduce the severity of the encounter, nor does it enhance the ease of recovery.

Keep the AP ON: The AP is able to correctly manage roll and pitch movements that are generated by wake turbulence. However, if the aircraft encounters severe wake turbulence, the AP may disconnect.
If the AP was set to OFF by the flight crew or automatically disconnected, release the controls and wait for a reasonable stabilization of the aircraft.

When the aircraft is stabilized perform both of the following:

 - Roll wings level

 - Establish again the trajectory.

Answer 131

A

[FCOM/DSC/22-FG/70/90/50]

GENERAL

The LAND mode is a common mode: LAND tracks the LOC and G/S beams of the ILS(GLS) from 400 ft RA to approximately 60 ft RA.

ENGAGEMENT CONDITIONS

LAND automatically engages, when all the following conditions occur:

The approach and landing capability is LAND 1(2)(3)
G/S and LOC are engaged
The landing gear, the slats or the flaps are extended
The aircraft reaches 400 ft RA
The aircraft is below 400 ft for more than 1s.

DISENGAGEMENT CONDITIONS

LAND automatically disengages, when the aircraft reaches approximately 60 ft RA: FLARE engages.

When LAND is engaged, no action on the AFS CP can disengage LAND.
P.n.: observe that the SPD knob is still operational.

The flight crew can only disengage LAND by performing a go-around. SRS GA and GA TRK will engage.

Answer 132

A

[FCOM/DSC/22-FG/70/90/60]

GENERAL

The FLARE mode is a common mode:

Lateral guidance: The FLARE mode reduces the slideslip angle, such that the aircraft will be aligned with the runway centerline at the aircraft touchdown
Vertical guidance: The FLARE mode decreases the descent rate, in order to ensure a comfortable transition between the glide tracking, and the aircraft touchdown.

[FCOM/DSC/22-FG/70/90/60]

ENGAGEMENT CONDITIONS

FLARE engages, when LAND is engaged, and the aircraft reaches approximately 60 ft.

Additional conditions must be met:

The landing gear is down
The aircraft is not in clean configuration.

DISENGAGEMENT CONDITIONS

FLARE automatically disengages, when the aircraft touches down. ROLL OUT engages.

The flight crew can only disengage FLARE by performing a go-around.

Answer 133

A

Press arm.

[FCOM/DSC/22-FG/70/90/20]

ARMING CONDITIONS

LOC arms, when the flight crew presses the APPR pb, or the LOC pb, and one of the following conditions is met:

The flight crew has selected an ILS(GLS) approach on the FMS ARRIVAL pageNote:
For ILS approach, the flight crew may have deselected the G/S on the FMS POSITION NAVAIDS page (Refer to FMS / Deselect Glideslope Button)
The flight crew has manually-tuned an ILS(GLS) on the FMS POSITION NAVAIDS page (Refer to FMS / Landing System Identifier Entry Field)Note:
If the flight crew has selected a different ILS(GLS) approach on the FMS ARRIVAL page:*The aircraft will fly the manually-tuned ILS(GLS)*The MFD displays the RUNWAY / LS DISAGREE message.
The flight crew has manually-tuned the frequency(channel) and course of an ILS(GLS) on the RMP (Refer to How to Tune Navaids in Standby RadNav)
The flight crew has selected a LOC only approach on the FMS ARRIVAL page.

Answer 134

A

[E-learning]

8.7%

Answer 135

A

[E-learning]

5.5%

Answer 136

A

[E-learning]

2.9%

Answer 137

A

[E-learning]

Use the “ECAM” airport.

Rmk:

 - The RWY selection represents the ELEV.

 - Length is 10000m, hence disregard the stop margin

 - The wind is set by HD or TL.

Answer 138

A

[FCOM/PRO/NOR/SOP/230/A]

GO-AROUND

PF: Simultaneously apply:
- THR LVRs … TOGA, then FLX/MCT
- Rotation … 12.5 (10 if EO)
- “GA, Flaps” … announce
  RMK: avoid excessive rotation rate near the GND to prevent tailstrike.
PM: Parameters … monitor
- Announce deviations, and obtain PF response
- Take immediate corrective action to bring the parameter back into stabilized.
PM: Flaps … retract 1 step
Exception: LDG Flap 3 and overweight. In this case retract to Flap 1.
PF: FMA … read
“MAN GA SOFT / SRS / NAV”
PM: “Positive CLB” … announce
PF: LG UP … order
PM: GA ALT … check

ADV TWR the MISAP:

If requested by TWR: “Going around, EK xxx”
If initiate by the crew: “EK xxx, going around”

Answer 139

A

[FCTM/PR/NP/SOP/190/GEN]

DISCONTINUED APPROACH

The discontinued approach is an alternative technique to the GO AROUND procedure to interrupt an approach when the aircraft is at or above the selected ‘FCU’ altitude.

(visualize the loop):

PF: “CANCEL APP” … announce
PF: APPR/LOC pb … press (disarm)
PF: lateral mode (NAV or HDG) … select as RQRD
PF: vertical mode … select as RQRD
P.n.: PF & PM monitor ALT engagement.
PF: SPD … select and adjust
P.n.: when ALT engages, and after “puling the SPD”, proceed with the GA actions:
- PF: “Pull SPD xxx” … announce
- PM: Flaps … retract 1 step
  Exception: LDG Flap 3 and overweight. In this case retract to Flap 1.
- PF: FMA … read
  “SPEED / ALT / NAV”
- PM: “Positive CLB” … announce
- PF: LG UP … order
- PM: GA ALT … check

If F-PLN has no destination anymore:

PM: perform a lateral revision at the last WPT and redefine the DEST in the NEW DEST field.

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