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2. OM-B > CPI > Flashcards

CPI Flashcards

1
Q

EasyJet Values

A 
Safety 
One team 
Pioneering 
Simplicity 
Integrity 
Passion
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2
Q

CUSTOMER CHARTER..

A 
Safety is our number one priority 
On your side 
A big smile 
Make it easy 
Open and Upfront
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3
Q

Fuel balance limitations

A

ake off
Inners-full= 500

  • 3000 - 1050
    1450 - 1450

Outer 370

Landing 
Full - 1500 
4300- 1600 
2250 - 2250 
Outer 690 
(I+O = I+O) 
Or Lighter outer, heavier inner. Difference of inner max 3000.
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4
Q

Fuel temp limitations

A

+54

-43

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5
Q

PTU logic

A

PTU switch Auto
And Diff PSI > 500

And Either 
1) both masters On Or 
2 both masters off OR 
3) nose wheel shock absorber extended 
Or 4) park brake off And NWS selector normal
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6
Q

PTU RUNNING LOGICS

A

Inhibited 40 seconds after cargo door operation
Inhibited during first engine start.

Tested during second

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7
Q

When does the authority of commander start?

A

When doors closed

Civil Aviation Act 1982 - section 92/94

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8
Q

When does the flight phase start?

A

With regards to planning purposes (alternate planning minima) Application of take off power

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9
Q

When you select flaps, what happens at each stage?

A

Slats. Flaps
F1 1. Nil (flight)

F2 2. 2
F3 2. 3f.
Full 3(27). F (35/40)

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10
Q

Memory items for single pilot emergency descent?

A

1st PF flow
PM flow

2nd PF flow

Alt - turn pull 
HDG - turn / pull 
SPD - pull 
FMA - announce 
Speed brake - damage? 
Watch VS - avoid AoA protection (as SB retraction and AP disco) 
Signs ON 
Eng Mode sel IGN 
ATC notify 
ATC 7700 
If cab alt > 14000/ man ON

Alt SET
HDG set
SPD set - damage? SPD/MACH PB press
No damage- MMoselect

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11
Q

Difference between management and leadership?

A

Management is more about processes with tangible measurable capabilities .

Leadership is more about behaviour and depends on the way in which a leader uses management methods.
Good leadership depends on attitudinal qualities

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12
Q

What is the process of you have a disruptive passenger?

A

The commander must make a judgement call based on information available he has at the time and assess the level of threat.

Classified as level 1, 2, 3 or 4.OMA 10 now says “for disruptive pax incidents the flight deck door must remain locked for the remainder of the flight”

Also, would remind crew to:

1) de-escalation / calming
2) be aware of different cultures
3) monitor pax for rest of flight
4) physical intervention only if attacked or danger to AC, crew or pax
5) consider seat belts on
6) reasonable measures may include warning pax or diverting

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13
Q

What is the minimum oil QTY?

A

9.5qts + 0.5qts / hour.

Plus (OMA 8.1.7.7)

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14
Q

Leadership triangle / training triangle

A

Attitude (non tech)
Knowledge

Technical skills

“Three areas all equally important. Leadership is about attitude. Unlikely to come out of a book”

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15
Q

What is the benefits of Co-Operation?

A
  • achieve Synergy where crew performance exceeds that of two individuals
  • enhanced ability to detect and correct individual errors
  • safer operation as a result of efficient utilisation of flight management tools
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16
Q

Circling - absolute minima

A

600 ft / 2400m (pan ops)

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17
Q

Circling - visual manoeuvering area

A

4.2nm (radius from threshold)

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18
Q

Call for stall on Take Off

A

“Stall - TOGA 15”

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19
Q

Actions for stall on take off

A

TOGA 15 degrees pitch
Bank - wings level

(Spurious stall warning may sounds in normal law if angle of attack probe damaged. Immediately apply procedure.
When safe flight path and speed achieved and maintained.
If stall warning continues- consider as spurious.

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20
Q

What is the call for discontinued approach?

A

“Cancel approach”

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21
Q

Actions for discontinued approach

A

Disarm approach
1) LAT

2) VETICAL
3) SPEED

22
Q

4 levels of disruptive pax

A

1) disruptive behaviour =Non compliance, irrational, disorderly
2) physically disruptive = Damage to property or A/C. Physical assault
3) life threatening behaviour = threat or actual use of any weapon. Attempt to open aircraft doors.
4) attempted / actual breach of flight deck door = Including violence directed towards the door

23
Q

When is landing assured?

A

When, in judgement of the flight crew, a landing can be safely completed in the event of forecast weather deteriorations and single, plausible failures of ground or airborne equipment.
Plus EAT or maximum delay needs to be known.

24
Q

Requirements for a visual approach

A

800m straight in (converted from IFR)

or 2500ft cloud base (or circling minimum if higher) -5000m vis

25
Q

On an IFR flight, a commander shall not:

A

1) commence take off, not continue beyond a point from which a revised flight plan applies in event of flight replanning unless
- information available indicating that the expected weather at destination / alternate pews ones in approved wardrobes are at or above the planning minima described

8.3.2.4
Flight procedures - VFR/ IFR policy

2) continue towards planned destination unless last information available indicates that at the expected time of arrival, weather conditions at destination or at least one alternate are at or above applicable operating minima

26
Q

What is the easyJet fuel conservation policy?

Definition

A

easyJet fuel policy is to carry the minimum amount of fuel necessary to safely and efficiently complete the flight while meeting regulatory requirements and maintaining operational flexibility.

27
Q

Practical meaning of the fuel policy:

A

1) specific reason to load extra
2) load OFP unless sound operational reasons
3) basic fuel planning the norm. Payload or Perf restrictions - alternate planning
4) total fuel sufficient for flight and safe margin for contingencies
5) block fuel for flight specified on OFP
6) OFP includes extra where experience on route shown flight level or dest holding common
7) OFP contains initial Terain Clearance (ITC) fuel added into trim fuel calculated and noted in remarks if direct climb on track precluded
8) commander retains final responsibility for adjusting block fuel if operationally justified
9) even with best planning information and practices, not all factors can be foreseen. If flight well planned and executed, a diversion is not considered a failure. The occasional weather related diversion is preferable and less expensive than an overly conservative fuel carriage philosophy.

28
Q

Barriers to Co Operation?

A

1) Personality
2) culture
3) status
4) fatigue
5) workload
6) conflict
More

29
Q

What are your actions if passenger have to be banned from flying?

A

To get a passenger banned, the disruptive passenger must be positively identified (including individually if in group).

1) member of crew, easyJet employee or ground team is shown photographic identity and clearly shows identity of disruptive pax
2) member of crew, easyJet employee or ground team has passed the identity of the disruptive pax by police

Seat numbers and: or passenger manifests must not be relied on

30
Q

Tell me about OEB 48

A

abnormal V ALPHA prot

1) anytime, with speed above VLS, a/c goes into continuous nose down pitch rate that can not be stopped with backward side stick inputs
2) if ALPHA MAX covers ALPHA PROT completely in stabilised, wings level flight (without increase in load factor)
3) if ALPHA PROT rapidly moves by >30kts during flight maneuvers (increase in load factor) with AP on and speed brakes retracted

Risk: erroneous display of VSW strip
Consider FpV

31
Q

Initial pitch / powers:

A 
Clean: 5.5 / 55% 
- Flap 1: 6.5 / 58% 
- 1+F: 5 / 58% 
2: 5.5 / 58% 
3: 7 / 60% 
3 + GD: 7 / 64% 
3 on approach: 4 / 50% 
Higher levels: 
FL100: 4 / 60% 
Fl200: 4 / 66% 
Fl300: 3 / 76 
FL350: 3 / 80% 
400: 3 / 86

For 60t A320 (it’s same pitch but +/= 4% for 10T weight)

32
Q

How is the hydraulic reservoir pressurised?

A

Normally, HP bleed air from engine 1 pressurises the hydraulic reservoirs automatically.

If bleed pressure is too low, system takes bleed air from the crossbleed duct.

System maintains a high enough pressure to prevent their pumps from cavitating.

33
Q

What are the slap / flap angles for each position?

A

Flaps 1 = 18 / 0
Flaps 1 + F = 18 / 10

FLAPS 2 = 22 / 15
Flaps 3 = 22 / 20
Flaps FF = 27 / 35 (a319) / 40 (a320)

34
Q

What flaps do you get going from CONF 2 or CONF 3 on take off or go around?

A

Flaps 1+F if airpseed is below 210

If 2 / 3 / full not selected previously. 1+F only available if airspeed drops below 100 knots

35
Q

What are the minimas for LVO approaches including CAT 1 LTS

A

Cat 1 = 200 / 550 - 125 - 75 (if reported)
Cat 1 LTS = 200 / 400(450) - 125 - 75 (if reported)

CAT 2 = 100 / 300 - 125 - 75
CAT 3 A= 50 / 200 - 125 - 75
CAT 3B DH= company / 75 - 75 - 75
CAT 3B NO DH = 0 / 75 - 75 - 75

1) Multiple RVRs not required for CAT 1 / LTS cat 1
2) Only relevant mid point and stop end need to be accounted for
3) For aeroplanes using roll our guidance, the min RVR for mid point shall be 75m.

36
Q

Tell me about your development as a pilot since you joined easyJet?

A

based in TXL, SXF, AGP, PMI
- Seen different cultures, personalities, ways of operating

  • Great learning opportunity and life opportunity too
  • Have grown from a young FO into hopefully a rolemodel.
  • Fantastic training. Always learnt a lot.
37
Q

What is the maximum speed during a circling approach?

A 
215 knots (allowing for a 25 knot wind factor)
= 185 knots no wind.
38
Q

What is the holding speed below 14,000ft?
In turb?

Above 14,000 ft?
In turb?

Above 20,000ft?
In turb?

A
  • 230 knots / 280
  • 240 / 280
  • 260 / 280 / 0.81 (whichever less)

Hold times when above 14000 1.5 minutes

39
Q

Summarise ICAO Loss Of Coms

A

VMC:
a) Continue to fly VMC

b) land at nearest suitable airport
c) Report its arrival by most exped. means

IMC (or when conditions are such that it does not appear likely that pilot will complete the flight IAW VMC proc)

A) Procedural = Speed and level (OR MFA) for 20 minutes following A/C failure to report over compulsory reporting point.

B) ASP where ATS surveillance system is used. maintained the last assigned speed and level (or MFA) for a period of 7 minutes following:
1) TIme last assigned level or MFA reached OR
2) TIme transponder set to 7600
3) A/C failure to report pos over compulsory report point
WHICHEVER COMES LATER.
- Thereafter adjust level and speed IAW flight plan

C) WHEN BEING VECTORED or having been directed by ATC to proceed offset using RNAV without specified limit - proceed most direct manner possible to rejoin current flight plan route no later than next sign. point (cons. MFA)

D) Proceed IAW flight plan to appropriate designated nav aid or fix serving destinatio, and when required to ensure compliance with E, hold over fix until commencement of descent

E) Commence descent from NAVAID at or as close as possible to, the EAT last received and ackn. OR if no EAT has been received and ackn. at or as close as possible to ETA resulting from currently FPL (ATC page is -10)

F) Complete normal IAP as specified for designated NAVAID

G) Landing within, if possible, 30 mins after the ETA specified or the last acknowledged EAT whichever is later

40
Q

What are some of the UK and LGW differences for loss of comms?

A

UK:
- ATC will expect an IFR flight following ATS route structure to adopt IMC procedure. If there is an overriding safety reason, pilot may adopt VMC procedure.

IMC DURING APPROACH DIRECT BY RADAR:
- Transponder to 7600
- Continue either visually or by means of IAP to land
(If not practical, carry out MISAP and continue to holding facility appropriate to the airfield of intended landing for which an instrument approach is notified and then carry out that procedure)

OTHERWISE:

  • 7600
  • Maintained for 7 mins, current speed, last assigned level or MSA. (7 mins starts at 7600 - as soon as detected)
  • If fail occurs when a/c following departure procedure should be flown IAW with published lateral / vertical profile including step climbs until last position fix or wpt. Then for remaining of 7 mins, maintain current speed and last assigned level or MSA.
  • Following 7 minutes, adjust speed and level IAW current flight plan and continue flight to appropriate designated landing aid serving destination. ATTEMPT POS REPORTS and altitude / flight level on appropriate FREQ when over routine reporting points.
  • IF BEING RV or proceeding offset according to RNAV without specified limit, continue IAW ATC instructions last ackn. for 3 minutes only and then proceed in most direct manner possible to rejoin current flight planned route.
    (pilot should ensure they remain at or above MSA)
  • Comply with loss of comms procedures notified on AOI pages
  • Arrange flight to arrive over designated landing aid as closely as possible to the ETA last ackn. If no such ETA ackn. the pilot should use an ETA derived from last ackn. position report and flight planned times.
  • Arrange flight to arrive over appropriate designated aid servicing destination at highest notified MSA taking account of enroute terrain clearance req
  • If following notified STAR, after 7 mins, pilot should arrange descent AS CLOSE AS POSSIBLE to published descent planning profile. If no descent profile is published, pilots should arrange descent to be at minimum published level at appropriate designated AID
  • On reaching aid, begin further descent at last acknowledged EAT. If no EAT ackn. the descent should be started at ETA or close as possible.
    If necessary remain withinhold until MHL. ROD in holds should not be less than 500fpm. If “DELAY NOT DETERMINED” given, do NOT attempt to land at destination.

GATWICK:
BEFORE ETA / EAT when this has been received and ACKN = fly to app. hldg point. Hold until ackn ETA + 10 minutes or EAT when receievd and ackn. Comment descent IAW approach procedure and land within 30 mins (or later if able to land visually)

AFTER report to ATC when reaching holding:
- Maintain last assigned HLD level until: ATA over HDLG + 10 minutes or 10 minute after last acn. com with ATC, which is later OR EAT when received and ACKN.

DURING RV:
Initial approach:
- Continue visually or by means or appropriate final approach aid. If not possible proceed at 3000ft or last assigned level (if hgher) to MAY

Intermediate or final approach:
- Continue visually or by means of appropriate final appaoch aid. If not possible follow MISAP to MAY.

MISAPS and LEAVING routes defined also.

41
Q

What are all the abnormal callouts:

A

9 of them

“PULL UP TOGA”

“WINDSHEAR TOGA”

“UNRELIABLE SPEED”

“TCAS, I HAVE CONTROL”

“EMERGENCY DESCENT”

“LOSS OF BRAKING”

“STALL, I HAVE CONTROL”

“STALL, TOGA 15”

“SMOKE / fUMES EMERGENCY PROCEDURE”

42
Q

Calls in turb to cabin?

A

“Cabin Crew and Passengers, be seated immediately”

43
Q

Examples for VALUES

A

Safety = As simplicity

Integrity = Always honest. Don’t call sick for fun as seen by my records

Passion = Love my job. Always go into DO where safe to do so. Help old ladies with bags!

One team = Always help my colleagues. Perhaps after the duty to clean cabin or when they need help with manuals. Base mentor!

Simplicity = Got an ECAM after take off. Can’t remember what it was. But captain before change over with comms and before clean up and prior ECAM grabbed QRH and started leafing through for re-set.

1) Selected speed to protect A/C
2) Asked captain if we can check in / clean up / get safe prior to procedure
3) He was a bit shocked with himself that he did it and said sorry afterwards. And thanked me for bringing the situation back to normal.

44
Q

Tell me about SLIPPERY WHEN WET for Take off

A

TAKE OFF:
- Whole runway:

1) RWY COND = ICY when OAT at / below 5
2) STANDING WATER = WHEN OAT ABOVE 5

  • One / Multiple portions:
    1) Sum total length notified
    2) Single RWY computation and MODIFY RWY
    3) Subtract from TOTAL LENGTH from RWY START
    4) Select WET
  • Max 25 knots
  • If ay section notified as “slippery when wet” includes runway with POOR or UNREPORTED braking action, crosswind 15
  • Mean braking actions MUST NOT be used. May mask issue.
45
Q

Tell me about SLIPPERY WHEN WET for LANDING DISPATCH

A
  • Whole runway:
  • Select STANDING WATER
  • Part of runway:
  • Sum parts
  • Single rwy - MODIFY rwy
  • Subtract affected length from Total length
  • conditions = WET
46
Q

Tell me about SLIPPERY WHEN WET for LANDING IN FLIGHT

A

Whole runway:
* Conditions MEDIUM

Part of runway:

  • SUM total
  • Single rwy - modify
  • Subtract affected length from total
  • conditions: GOOD
47
Q

X wind limits?

A

DRY / DAMP / WET (up to 3mm) = 38

SLUSH (up to 3mm) 
DRY SNOW (up to 3mm) 
Wet snow (up to 3mm) 
Frost = 29

Compacted snow (OAT at or below -15) = 29

DRY SNOW (more than 3mm) 
Wet snow (more than 3mm) 
Compacted snow (temp above -15) 
Slippery when wet = 25 
Water = more than 3mm 
Slush = more than 3mm = 20

Ice (cold and dry) = 15

Wet ice
Water on top of compacted snow
Dry snow or Wet snow ON ICE = NO T/O

48
Q

Describe some ANO rules for prohibited behavior

A

137- person must not arecklessly or negligently act in a manner likely to endanger an AIRCRAFT or any person in an aircraft.

138- person must not have recklessly or negligently cause or permit an aircraft to engaged any person or property

139-
May not enter while drunk or be drunk on aircraft
- crew member may not be drunk or drug to extends impairs their capacity to act

140-
Notices when smoking prohibited in every aircraft so visible to each passenger seat
- a person must not smoke at time when smoking is pho bites

142-
Every person in aircraft shall obey all lawful commands which commander gives for purpose of securing the safety of aircraft and persons or property carried or the safety, efficient and regulatory of air navigation

142-
A person must not
1) use threatening, absuive, insulting words towards a crew member
2) behave in a threatening, abusive, insulting or disorderly manner towards a crew member
3) intentionally interfere with performance of crew Members duties

49
Q

What is the Chicago Convention?

A

Signed in 1944

Established ICAO

50
Q

What is the Tokyo Convention

A

Convention on Offences and Certain Other Acts Committed on board an aircraft

1963

2. OM-B (13 decks)

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