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MCC/APS > APS Groundschool day 1 > Flashcards

APS Groundschool day 1 Flashcards

1
Q

Checklist handling (3 items)

A

1 (Red) = Read
2 (Green) = Look
3 (Back) = Listen
remember RLL

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2
Q

Meaning ‘‘TEMPO’’ in metar

A

Temporary, minimum 30 minutes, maximum 2 hours

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3
Q

Time limit METAR

A

MAX 60 minuten, normaal gesproken 30 minuten

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4
Q

Meaning ‘‘SPECI’’

A

Significant weather change, wordt dus eerder uitgegeven dan 30 minuten (wanneer nodig)

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5
Q

Time limit TAF 2 options

A

TAF short = 9 hours

TAF long = 24 hours

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6
Q

Meaning ‘‘TAF’’

A

Terminal Aerodrome Forecast, is dus een weersverwachting voor een bepaalde aerodrome

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7
Q

Operating Minima table

A 
DH/DA       RVR
CAT IIIA -->    50ft            200m
CAT II -->       100 ft          300m
CAT I -->        200 ft         550m
NPA -->        DA400 ft         800m
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8
Q

Planning Minimum table

A

Ceiling RVR/visibility
CAT II/III –> x CAT I (550m)
CAT I –> NPA MDH NPA VIS/RVR
NPA –> NPA MDA + 200ft NPA VIS/RVR + 1000m
Circling –> Circling MDH Circling Visibility

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9
Q

Wanneer takeoff alternate nodig en voorwaarden

A

Wanneer je niet kunt terugkeren naar je departing aerodrome omdat deze onder de minima ligt.
The takeoff alternate has to be within 1 hour flying with N-1 engines = ongeveer 350 NM

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10
Q

Wanneer destination BELOW minima is OF no weather available

A

Dan heb je 2 destination alternates nodig die wél boven de minima zijn

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11
Q

Wanneer gebruik je planning en operating minima

A

during operating phase you always use the operating minima. During the planing phase, you use also the operating minima. Exept with the enroute alternate and destination alternate, there you use the planning minima

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12
Q

MEL meaning + wanneer gebruik je MEL

A

Minimum Equipment List
Is voor de binnenzijde van het vliegtuig en wordt gebruikt TOT het vliegtuig beweegt op eigen kracht. Gaat daarna over in de QRH

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13
Q

CDL meaning + wanneer gebruik je CDL

A

Configuration Deviation List

Is voor de buitenzijde van het vliegtuig (bv flaps). De hele reis (voor movement en na movement) blijft het CDL

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14
Q

Verschil QRH en MEL

A

QRH is probleemoplossend en de MEL geeft extra marge om de operatie voort te zetten

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15
Q

Rectification interval (MEL) 4 categorien

A 
A = no standard interval
B = within 3 consecutive days
C = within 10 consecutive days
D = within 120 consecutive days
dat betekent dat binnen 3 dagen de reparatie moet plaatsvinden
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16
Q

Taxi fuel

A

Fuel consumed before takeoff

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17
Q

Trip fuel

A

Fuel to reach destination

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18
Q

Contingency fuel

A

at least 5% of trip fuel

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19
Q

Final reserve fuel

A

fuel to fly minimum 30 minutes at 1,500 feet AGL

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20
Q

Alternate fuel

A

fuel to reach destination alternate, via destination

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21
Q

Extra fuel

A

extra needed fuel by commander

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22
Q

additional fuel

A

exrta needed fuel by operator

23
Q

FMC Reserve Fuel

A

Alternate Fuel + Final Reserve Fuel (weten!)

24
Q

Voorbeelden Contingency Fuel

A

Deviations from expected fuel consumption
Deviations from forecast Meteo conditions
Deviations from planned routings and cruising level

25
Q

An operator must select at least one destination alternate, unless:

A
  • planned flight time takeoff to landing is less than 6 hours
  • 2 seperated runways are available at destination
  • forecasted visibility is 5000meter or more
  • cloudbase is higher than:
    • circling height + 500 ft
    • 2,000 ft
26
Q

ETOPS

A

Extended Twin Operations –> kunnen landen binnen 1 huur ZONDER ETOPS

27
Q

The fuel remaining on arrival at ‘‘destination’’ aerodrome must not be less than either:

A

1 Final Reserve + Alternate fuel

2 Final Reservice (if no alternate aerodrome is required –> see requirements)

28
Q

The commander shall declare an emergency when the calculated usable fuel upon landing at the nearest adequate aerodrome, where a safe landing can be performed, is less than

A

FINAL RESERVE FUEL

29
Q

Threat and Error Management TEM (kaas model)

A

Threat –> Error –> UAS Undesired Aircraft State –> Safe operation OR Accident

30
Q

The TEM model considers three categories of threats:

A 
1 = Anticipated threats (expected to known) --> thunderstorms, congestion, complex SID, terrain
2 = Unanticipated threats (occur suddenly) --> malfunctions, TCAS RA, ATC ambiguity, unforecasted adverse weather
3 = Latent threats (not directly obvious) --> fatigue, optical illusions, stress or lack of experience
31
Q

ENVIRONMENTAL THREATS (3 categorien + voorbeelden)

A

Environmental Threats
Weather –> thunderstorms, turbulence, icing, windshear
ATC –> traffic congestion, TCAS RA, ATC error
Airport –> contaminated/short runway, lack of markings, complex surface navigation

32
Q

ORGANIZATIONAL THREATS (3 categorien + voorbeelden)

A

Environmental Threats
Operational Pressure –> Delays, late arrivals, equipment changes
Aircraft –> malfunctions, automation event, MEL/CDL
Cabin –> Flight attendant error, cabin event distraction, interruption, cabin door security

33
Q

Error is defined as

A

Actions or inactions by flight crew, that lead to deviation from organizational or flight crew intentions or expectations

34
Q

TEM model, ERROS (3 categorien + voorbeelden)

A

Aircraft handling errors –> incorrect altimeter setting, incorrect configuration, speed deviations
Procedural errors –> missed items checklist, incorrect callouts, wrong MEL, wrong weight and balance
Communicational errors –> miscommunication, incorrect phraseology, misinterpretation

35
Q

A mismanaged error is defined as an error that is linked to or induces an additional error or UAS

36
Q

UAS er defined as

A

3D positie ten gevolg van een error, dus: a position, speed, attitude or configuration of an aircraft that: results from flight crew error, actions, or inaction and clearly reduces safety margins

37
Q

ASR

A

Air Safety Report

38
Q

TEM model, UAS (3 categorien + voorbeelden)

A
  • Aircraft handling –> vertical/lateral/speed deviation, unstable approach, unauthorized airspace
  • Ground navigation –> proceeded to wrong taxi/runway, entering wrong taxiway, ramp, gate etc
  • Incorrect Aircraft Configurations –> incorrect config of systems, flight controls, automation, engine and mass an balance
39
Q

TEM MODEL, Threats (2)

A

Organizational

Environmental

40
Q

TEM MODEL, Errors (3)

A

Aircraft handling
Procedural
Communicational

41
Q

TEM MODEL, UAS Undesired Aircraft State (3)

A

Aircraft handling
Ground navigation
Incorrect Aircraft Configuration

42
Q

TEM MODEL, OUTCOME (3)

A

Incident
ASR (aircraft safety report)
Accident

43
Q

TSAT + window of time

A

Target Startup Approval Time –> window +/- 5 minutes)

44
Q

TOBT

A

Target Off Block Time

45
Q

EOBT

A

Estimated Off Block time

46
Q

CTOT + window of time

A

Calculated Takeoff Time (is een slot) –> window +10 minutes / - 5 minutes

47
Q

TTOT

A

Target Take Off Time –> based on TSAT

48
Q

AOBT

A

Actual Off Block Time

49
Q

FMA aanunciations (LVL change)

A

Speed mode Pitch mode
During Climb N1 MCP speed
During Descent Retard –> ARM MCP speed

50
Q

Aborted Engine Start, if one of these occur (4)

A
  • Hung Start
  • Wet Start
  • Hot Start
  • no oil pressure indication by the time that the engine is stable at idle
51
Q

Hung Start

A

N1 or N2 does not increase or increase very slowly after the EGT increases

52
Q

Wet Start

A

EGT does not increase by 10 seconds after the engine start lever is moved to IDLE

53
Q

Hot Start

A

EGT quickly nears to exceeds the start limit

54
Q

When is engine stabilzed?

A 
2, 4, 6, 3
20% N1
400 degrees EGT
60% N2
0,3 FF

MCC/APS (8 decks)

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