AOR Questions Flashcards
What is the RTO policy of calling out any malfunction during the take-off roll?
- The crewmember recognising a malfunction before V1, deeming the takeoff should be rejected shall call it out clearly
- Although callout for all other malfunctions shall be left to the crewmember’s judgement depending on circumstances
- Care should be taken for not causing an unnecessary high-speed RTO
- In the case of engine failure, it is enough to call out only “Engine Failure” without mentioning the engine number
What is the minimum amount of braking required during an RTO if there is a failure of the RTO braking system?
- Maximum manual braking must be applied, until the airplane is sufficiently decelerated
Can reverse thrust be used on an RTO following an engine fire indication?
- Yes
- Use all reversers even where there is an engine fire warning
When should the V1 call be made?
- As the airspeed needle is observed within 5kts of V1 and completed by V1
Who has control of the aircraft during an RTO?
- Captain decides, he calls “Reject”, assumes control and initiates the procedure
- The Co-pilot shifts to perform the PM duty
- The call of “Reject” should also be interpreted as “I have control”
Following a “Go” decision, until when are the thrust levers the Captain’s area of responsibility?
- Until the landing gear lever is placed to UP
What are some considerations following an RTO?
- Necessity of passenger evacuation
- Passenger notification (PA)
- Necessity of brake cooling
- Use of parking brakes
- Risk of tire burst with ground crew in the vicinity
- Necessity for brake energy calculation prior to another attempted take-off
An RTO executed at V1 + 4kts will cross the threshold at what speed?
- 65kts
Explain the required V1 take-off performance standard:
- Airplane will be able to attain a height of 35ft over the end of the runway when an engine failure occurs before V1 (VEF) and the take-off is continued
- Also requires that the airplane will be able to stop on the runway without using reverse thrust when an RTO is initiated at V1
What is the “Balanced field length concept”?
- V1 is selected so that the accelerate stop distance is equal to the take-off distance
How should the initiation of a non-normal procedure be made?
- Do not start reflex reaction even if checklist includes memory items
- Captain must verify condition then select an appropriate procedure according to situation and decide whether to take over PF duty
- Then Captain shall command required non-normal procedure at the right time
Is a wind correction required during autothrottle use?
- No
- The autothrottle automatically adjusts thrust for any wind speed changes at varying altitude
- A 5kt tolerance is added on the approach path though
Describe the basic PF and PM task assignment during a non-normal procedure:
- PM takes charge of all the operations except for those directly related to vertical / lateral navigation (such as special escape procedure / rapid depress manoeuver / requirement to enter the holding pattern etc)
- When the Captain instructs to commence a non-normal procedure, the PF concentrates on the flight path
What are the confirmed action switches and how are these performed?
- Procedures to be carried out only after confirmation by the other crew member
- Confirmed actions are those that are hard to recover or irreversible such as:
- Engine fire switch
- APU fire switch
- Cargo fire arm switch (NOT the discharge switch)
- Generator drive disconnect switch
- Engine shutdown (i.e. fuel control switch)
- But this does not apply during the DUAL ENGINE FAILURE checklist
Why is a wind correction to target approach speed required?
- Generally, wind speed is lower closer to the ground surface so airspeed decreases during approach in a headwind, possibly leading to a short touchdown
What is the wind correction on target approach speed formula?
- Basic target approach speed is BUG + (1/2 Headwind + all the Gust)
When should the wind correction on target approach speed be held until?
- The nearer the aircraft approaches the threshold; the less important it becomes to maintain the ½ head wind speed additive to prevent a short landing
- When passing through the threshold, airspeed of BUG + Gust will be appropriate
- Due to landing performance, unnecessary speed additive should be eliminated, gradually and not forcibly during approach
What target approach speed is used when wind is reported as calm?
- BUG + 5
Can the engine pod ever scrape the runway with a nose-up attitude?
- No
- Nose down attitude must be greater than minus 1, and roll angle must be 12 degrees or greater
Which parts of the aircraft are suspect to ground contact during inappropriate landing pitch and roll values?
- Nose gear
- Engine nacelle
- Leading edge slat
- Wing tip
- Elevator
- Tailskid
- Aft body
At what pitch angle is there a possibility of tail contact on landing?
- Struts extended = 9.5 degree when roll is zero
- Main gear compressed = Decreases by approximately 2 degrees to 7.5 degrees
What is the definition of “standard callouts”?
- Minimum required callouts relating to the following items:
- Altitude / Position / Speed / Significant deviation in flight path / speed / descent rate / Flight and navigation instruments / Autopilot system status
- Information to aid judgement for making a landing or missed approach
- Excludes callouts that instruct specific operation (i.e. Gear Up / V1):
What are the main objectives of standard callouts?
- To confirm information on altitude, position, speed and system status and enhance crew coordination, common recognition, and fail safe function
What is the purpose of acknowledging a crew callout?
- To ensure that the PF has understood the message
- Also an effective way of quickly detecting incapacitation
What is the purpose of an altitude callout at the outer marker or fix?
- To confirm that you’re not capturing a ghost beam
- Altitude callouts are called off the PM’s altimeter
- The ghost beam appears above the normal beam and its path is double that of the normal glide path
Below what height should deviation calls related to speed be called? What is the tolerance for these speeds?
- Below 1000ft above field elevation
- “Airspeed” calls should be made 10kts above or 5kts below target approach speed (with landing flaps)
What is the PF’s callout after “continue” at the MDA?
- In a non-precision approach there are no standard callouts after calling “continue” at MDA, and the PF continues to descend of circle with the runway in sight
- The PF should make a callout to show of his intention and clarify his intentions to the situation, such as “Landing”, or “Flaps 25/30”
What is the purpose of the 5000ft standard callout?
- To give attention to the PF that the maximum speed is now 300kts and maximum decent rate is now 2500fpm
- Even if a speed limit is not specified
What is the purpose of the VDP standard callout?
- To notify the PF of reaching optimum descent point for landing in a non-precision approach
When is the “Altitude” callout made when attempting to maintain MDA?
- When the PF descends more than 50ft from MDA