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EZY OM(B) (Airbus A320 Family) > 4) Performance > Flashcards

4) Performance Flashcards

1
Q

What systems/documentation is our performance based on?

A
  • OCTOPUS program in FLY SMART
  • Operational/Environmental/gross weight LIMITATIONS from the FCOM
  • Additional performance data in FCOM and QRH
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2
Q

What is the best thing to do when you have selected MEL items and continue with the performance?

A

Check if the items have been transferred correctly

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3
Q

The Max Allowable TOW is the lowest of the AFM limited MTOW and which other requirements?

A
  • Rwy length and conditions
  • Climb Gradients
  • Obstacle clearance
  • Tyre speed
  • Brake energy
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4
Q

Is the line up method from an holding point taken into account for the take off calculations?

A

Yes

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5
Q

What are the Second and Final take off Segment Gross climb gradients?

A

Second Segement: 2.4% Gross

Final Segment: 1.2% Gross

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6
Q

What are the requirements for not having to follow the EOSID if necessary (either on ATC or crew’s request)?

A
  1. MSA has been reached (IMC)
  2. Flight crew can VISUALLY confirm obstacles are cleared (VMC)
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7
Q

What is the requirement for accelerating and cleaning up the aircraft in a N-1 situation?

A

SHOULD not be commenced if engine is NOT secure

or

when specific, non-standard procedure dictateds acceleration at a specific point

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8
Q

When is the engine considered to be secure in case of an engine failure/fire at or after V1?

A
  1. Failure: when ENG MASTER is placed to OFF
  2. Fire/Damage: FIRE SWITCH is pushed and first agent is discharged (or second switch if FIRE SWITCH stays illuminated)
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9
Q

Next to the altitude limitation for acceleration altitude, what is the other limitation?

A

Take Off Thrust time limitation

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10
Q

Describe the main points of a STD eng fail proc:

A
  • Climb on rwy track
  • Maintain V2 or actaul speed but not more than V2 + 20 until clean up
  • After eng secure and >1000’ AAL or published acceleration alt, push to level, accelerate and clean up
  • Above 1500’ AAL, turn to ENG FAIL HP
  • +/- 30 Nm in a straight line for whole procedure
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11
Q

If you have to perform a NON STD engine fail procedure, what do you have to do if you have to make a turn below acceleration altitude (1000’ AAL)?

A

Perform the turn with V2 and take off flaps setting

In all cases the ENG OUT ACC altitude from Fly Smart MUST be respected!!! Always check!

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12
Q

What is your action if you have an engine failure during the intial climb, after V1 but below the engine out acceleration altitude?

A

Join and follow the engine failure procedure

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13
Q

What do you do if you have an engine failure above 1500’ AAL and you are on the SID surrounded by normal terrain?

A

If above 1500’ AAL and within 30 Nm from the runway, obtacle clearance is assured in case of an engine failure.

When already established, turn the nearest way tot the ENG FAIL HP

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14
Q

What is the arrangement for ENG FAIL procedures for aerodromes without a SID?

A

Special procedure will be stated for that specific aerodrome and the respective runways

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15
Q

In what ways are the EOSID procedures available to the flight crew?

A
  • ​Fly Smart Take Off module
  • EOSID in FMGS nav database
  • FMGS will detect N-1 and will display the EOSID as a yellow line on the ND
  • If there is a common point between active FP and the EOSID (SEC FP) it will show the SEC FPL and can be inserted. In most cases this is not the case and you will see the yellow line and have to activate SEC FPL
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16
Q

When should you use OPT CONF for take off calculations?

A

When TOW is a consideration at height weights

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17
Q

What is the discription for DAMP and what do you use for take of in Fly Smart?

A

Damp: when sufrace is not dry but does NOT have a shiny appearance

Use DRY

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18
Q

When is a runway considered WET?

A
  • Rwy surface is covered with 3 mm or less of water, equivalent of slush or loose snow, frost
  • Or there is sufficient moisture on the runway to give it a reflective appearance but without significant areas of standing water
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19
Q

RTO, dry runway: what is not included in the performance calculation?

A

No credit for reverse thrust

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20
Q

What is assumed and taken into account for a RTO on a WET runway?

A

The use of reverse thrust on the operative engine

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21
Q

What is the screen height that is taken into account for for an engine failure take off performance on a WET or contaminated runway?

A

15 feet aove the end of the take-off distance

If the failure is close to V1 this will be as much as 20 feet but may clear close in obstacles by only 15 feet!

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22
Q

What does the Dry Check in the Fly Smart system do?

A

When selecting WET for performance calculations, the Fly Smart runs the DRY CHECK.

This means that it checks that the TOW on a WET rwy does not exceed the TOW permitted on a DRY rwy under the same conditions

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23
Q
A
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24
Q

In which cases of runway statements by ATC or documentation should you consider OM(B) consultation? (contamination or wet considerations)

A
  • Water patches
  • Flooded
  • Critical portions of the rwy stated contaminated
  • Slippery when WET (not necessarily contaminated)
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25
Q

What are the advantages of Flexible/Reduced Thrust?

A
  • Engine reliability
  • Engine operating costs reduction
  • Aircraft dispatch reliability
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26
Q

What is the limit for thrust reduction?

A

25% of the rated thrust

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27
Q

When is it prohibited to use FLEX for take off?

A
  • Contaminated runway
  • Dispatch is planned when landing gear extended
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28
Q

If it is only stated “slippery when wet”, and no other information about the reason or condition of the runway is available, what are your considerations?

A

Take off’s in wet conditions SHOULD only be considered when TODA > or = TODA required for an Icy Runway

29
Q

What are the limitations for “slippery when wet”?

A
  • Do NOT use the main rwy state braking action when only a portion of the runway is reported “slippery when wet”
  • Max 25 kts xwind when “may be slippery when wet”
  • Max 15 kts xwind when “may be slippery when wet” when parts of runway braking action is unidentified
30
Q

A runway is considered contaminated when?

A

25% of the runway surface area within the required runway length and width being used is covered in:

  • >3mm of surface water
  • slush, loose snow equivalent to >3mm of water
  • Compacted snow
  • Ice
31
Q

What is accounted for when choosing “STANDING WATER/SLUSH”

A
  • Acceleration: contaminent drag as a function of ground speed. Includes friction reduction due to aquaplaning
  • Deceleration: contaminent drag as a function of ground speed. Reduced wheelbraking due to aquaplaning
32
Q

What is accounted for when taking off from compacted snow/icy?

A
  • Acceleration: Normal, no additional drag due to runway state
  • Deceleration: Reduced aeroplane tyre to ground friction at predetermined levels
33
Q
A
34
Q

What are the Does and Don’ts for a take off from a contaminated runway?

A

DO:

  • Take off with TOGA
  • Captain is PF

DON’T:

  • Take off with >12.7 mm standing water or slush
  • Take off with >25.4 mm of wet snow
  • Take off with >101.6 mm of dry snow
  • Take off with layer of contaminent on compacted snow or ice
    *
35
Q

What is the maximum height/width considering snowbanks at the sides of the runway?

A
  1. 0
    1. 0 1.5 |
    0. 3 0.6 | | |

————–|_______|_______|_______|________|

       0.3        5m          5m          5m           5m
36
Q

When is dispatch from/to a narrow runway NOT possible?

What can you NOT do on a narrow runway on landing?

A
  1. Nosewheel steering inop
  2. One brake or more inop

​ Autoland is not permitted

37
Q

Does the Fly Smart take into account the increase in Vmcg for take off on a narrow runway?

A

Yes but only when the runway is stored in the database

38
Q

When do you use the TEMP RWY for the rwy computations and what is important to do?

A

When there is a temporary runway length due to i.e. works on the runway

It is important to check the available rwy length v.s. published, temporary values

39
Q

When do you use FUNCTIONS => MODIFY RWY?

A

When runway length (NOTAM) published is not in correspondance with the Fly Smart value

In case of uncertainty ask ATC

40
Q

Does OAT have an influence on the FLEX?

If so how, if not what does it influence?

A

NO

It influences the performance limited take-off weight

41
Q

When do we select the PACK on after an engine failure?

A

Only above minimum engine out acceleration altitude AND MCT has been set

42
Q

When do you select ENG ONLY or ENG and WING for take off performance?

A

If their use is planned at or below the one engine out acceleration altitude (1000’ AAL)

43
Q

On the A320, when do you need to use FWD CG in the performance calculation?

A

When the take off CG in the LOADSHEET module is <27% MAC. FORWARD will be automatically selected and MUST be used!

44
Q

What does the MTOW represent in the PERF calculation on the FlySmart Take Off performance?

A

It represents the LIMIT WEIGHT based on TOGA THRUST

Above this weight perf regulatory requirements can NOT be fulfilled

45
Q

Which LIMITATION codes for the take off calculations can be displayed?

A
  • TOW - limited by take off weight
  • RWY 0 - limited by TOD 0 eng inoperative (2 eng ops)
  • RWY 1 - limited by TOD 1 eng inoperative
  • Vmcg - limited by minimum control speed ground
  • BRK - limited by brake energy
  • TIRE - limited by tire speed
  • 2SEG - limited by the 2nd take off segment
  • Vmu - limited by minimum unstick speed
  • OBS - limited by obstacles
46
Q

What information on the FlySmart TO perf does the T.O. SHIFT give?

A

It gives distance from the threshold/full length

It shows 0 when full length is used

It shows distance to the threshold when an intersection is used

47
Q

What are the useful items to be found under F10: MORE in the FlySmart TO PERF page?

A
  • MAX FLEX
  • Max Eng Out Acceleration Altitude
  • Thrust Reverse setting used for computation (T/R FOR COMPUTATION)
48
Q

If you do a FLEX take-off, actual performance with regards to the ASD will be better than calculated. What is the calculation methode for the actual ASD needed?

A

FLEX ASD can be reduced by:

3%/10°C difference between FLEX and OAT

49
Q

What is the function of the En-Route section of the FlySmart system?

A

It is a DISPATCH tool to establish if with a given weight and corrections to the MORA with regards to wind, temperature and pressure, one can dispatch.

If NOT, take off weight MUST be reduced

50
Q

How would you shortly describe the way to use FlySmart in the dispatch phase?

A
  1. Start up FlySmart
  2. Fill out TO performance for rwy in use and check limiting weight
  3. Fill out the loadsheet
  4. In case of flight over high terrain (Alps) fill out En-route
  5. In case of hight weight and unknown, limiting or unknow runway state of destination and/or alternate, fill out Landing-Dispatch (Landing distance and Weights, altitude and temp (WAT))
51
Q

What is the definition of the Actual Landing Distance? (ALD)

A

The necessary horizontal distance

to land and come to a full stop

from a point 50 ft above the rwy surface

(THIS IS NOT THE LEGALY REQUIRED DISTANCE!!!)

52
Q

What assumptions are made and have been demontrated with regards to ALD?

A
  • Final Appraoch speed = Vref
  • Smoot, level, hard surfaced runway
  • ISA temp and press (15°C/1013hPa @sealevel)
  • Brake peddals depressed at Touchdown
  • Full use of grnd spoilers and antiskid
  • NO reverse thrust (unless otherwise stated)
53
Q

What is the Required Landing Distance?

A

It is the ALD multiplied by legaly set factors for DRY and WET runways. These factors are safety margins for planning purposes

54
Q

How is RLD calculated for both DRY and WET runways and what are the factors applied?

A

RLD DRY = ALD * 1.67

RLD WET = ALD * 1.92

55
Q

In the planning phase, what are the planning requirements with regards to RLD?

A

​MLW at an aerodrome, limited by RLD is the lower of:

  1. The MLW for the most favourable rwy in still air
  2. The MLW for the most likely rwy to be assigned taking into account: wind, a/c handling characteristics and other considerations

If 2. can not be achieved with forecast wind, dispatch is still permitted provided an alternate is designated that fully complies

In case requirements for a single rwy aerodrome in still air can’t be met due to wind component reliance, 2 alternates that fully comply are necessary

56
Q

How many WAT climb requirement (min climb gradients) are used and which are they?

A

4

  1. ​Appraoch Climb: 2.1%, N-1, TOGA on live eng, Gear Up
  2. Lnd Climb: 3.2%, 2 ENG, TOGA, Gear Down, Lnd Conf
  3. Low Vis Climb: 2.5%, N-1, DH<200’
  4. High MAP Climb: published %, N-1, Gear Up, TOGA
57
Q

What is the DISPATCH LANDING ASSESSMENT

A

It is recommended to check RLD against the in flight landing distance calculation (it renders a more limiting landing weight) prior to departure

58
Q

What is the LDA and where can you find it?

A

LDA = Landing Distance Available

You can find it in LIDO on the AFC and IAC charts. It is the number displayd on the runway symbol

59
Q

What are the DO’s and DON’Ts and limitations for landing on contaminated runways?

A
  1. CM1 MUST be PF
  2. Do not land: >12.7mm standing water or slush
  3. Do not land: >30mm of wet snow
  4. Do not land: >130mm of dry snow
  5. Do not land: snowbanks > than standard values

Consider:

  • Whether appropriate guidance is avialable (lighting, markings)
  • Performance margins when tankering fuel
60
Q

What is the factor used by the FlySmart system to calculate the Factored In Flight Landing Distance (IFLD)?

A

IFLD * 1.15

61
Q

Are the Landing Distance numbers in the QRH factored?

If yes, what is the factor applied?

If not, what factor do you have to apply on those numbers?

A

NO

You need to multiply the calculated/found distance times 1.15

62
Q

Where do we find the Runway Condition Assessment Matrix?

A

QRH-FPE-IFL

63
Q

What are the triggers for doing an In Flight Landing distance Check?

A
  • Wet Runways
  • Contaminated Runways
  • Deterioration runway condition since dispatch
  • Rapidly changing weather conditions
  • Landing planned with autoland/autobrake if in dispatch phase manual landing and braking was anticipated
  • A change of runway
  • In flight system failure impacting landing performance
  • Preparation of alternate runways if chance is likely
64
Q

How can you ensure a safe go around performance in the dispatch phase?

A
65
Q

Why is it important to to a landing distance check when conducting an autoland?

A

The system is designed to avoid hard landings on upward sloping runways and to maximise pax comfort in gusty conditions. This might increase the air distances

66
Q

If you do a DISPATCH landing calculation, how should you establish the runway condition?

A

By using the Runway Condition Determinator Table (OMB, PERFORMANCE)

67
Q

If you do an IN-FLIGHT landing distance calculation, how do you establish the correct runway condition input?

A

By using the RCAM table (QRH)

68
Q

If you do a DISPATCH landing distance calculation, what weight do you use?

What weight do you use in cas of a IN-FLIGHT LD calculation?

A

Max Landing Weight

Expected Landing Weight

69
Q
A

EZY OM(B) (Airbus A320 Family) (12 decks)

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