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Command Upgrade Interview > CU INTERVIEW - GENERAL KG > Flashcards

CU INTERVIEW - GENERAL KG Flashcards

1
Q

Weather is now not reported/125/50 can you land?

A

No. We need 200/75

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2
Q

V/S difference with other approaches?

A

2 nm level segment before FAF.

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3
Q

Capt Emergency Brief

A

memory

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4
Q

threats associated with 33 kt crosswind ?

A
  • Tailstrike
  • RTO controllability (use of reverses)
  • Veering from runway when landing
  • Flare
  • hard landing
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5
Q

You’re now in a perfectly serviceable aircraft and you have severe turbulence in the cruise, what do you do?

A
  • Set turb penetration N1 on the cruise page (do not chase airspeed)
  • Set CON thrust
  • engage yaw damper
  • use CWS, do not use ALT HLD
  • disengage auto throttle
  • maintain wings level and a desired pitch attitude.
  • allow altitude to vary, do not chase altitude
  • thrust - start switches to FLT. Change thrust only if airspeed variation is extreme.
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6
Q

Tell about yourself.

A
  • I´m Miguel. 27 years old. Married with on kid (a boy).
  • Start flying on ATPL course in 2015-2017
  • Joined Ryanair in 2018
  • Bases: BER, OPO, LIS, FNC
  • Motivated person
  • Love my job
  • seek for professional progression
  • team worker, confident, motivated and responsible
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7
Q

Engine static run up B737-8200?

A

minimum of 50% for a minimum of 5 seconds

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8
Q

Explain MEL categories rectification intervals.

A

Category A: No interval specified, items should be rectified according with MEL conditions
Category B: Item shall be rectified in 3 days
Category C: Item shall be rectified in 10 days
Category D: Item shall be rectified in 120 calendar days

All of the this excludes the day of discovery.

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9
Q

IAS disagree after take off, your actions.

A
  • 400 ft LNAV, state malfunction
  • Unreliable airspeed
  • Delay memory items until MFRA, acceleration altitude
  • memory items
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10
Q

You encounter heavy hail, what do you do?

A
  • ENG START switches to CONT
  • A/T disengage
  • Thrust levers to adjust slowly (avoid changing thrust, maintain a minimum setting)
  • use a slower speed (improves engine tolerance to heavy precipitation intake)
  • Consider starting APU
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11
Q

On departure you get IAS disagree, what do you think is the cause?
What would you do? When would you do these memory items?

A

Airspeed unreliable.
State the malfunction from 400 ft AGL and then action the memory items only after MFRA/acceleration altitude.

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12
Q

(TO config warning) What if it is not parking brake? What do you do?

A
  • At that stage probably is flaps or trim no configured for take off.
  • We need to go back to the stand and pull CVR CB
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13
Q

Weather is -2c and vis is 500m, thoughts?

A
  • Freezing conditions
  • Freezing Fog (Vis less than 1000 m and temperature below 0)
  • Front and real of the fan blades should be checked for ice buildup
  • De/anti ice is mandatory
  • Hot air to remove fan ice if needed.
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14
Q

Positives and negatives of yourself?

A
  • Motivated
  • Teamworker
  • responsible

-Too hard on myself
-not comfortable in public

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15
Q

Green security threat?

A

No credible. Diversion not required. Continue to destination.

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16
Q

During go around the commanded speed cursor automatically moves to which target speed? How is this derived and what are the speeds?

A
  • Target speed for the existing flap setting based on maximum take off weight calculation.
  • The speeds are:
    • Flaps 15: 172/175
    • Flaps 5: 182/185
    • Flaps 1: 202/205
    • Flaps up: 222/225
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17
Q

You just landed, you’re on the runway and the FO (senior) starts “cleaning“ the aircraft. What do you say and how do you say it ?

A
  • I will say to him to standby until we vacate the runway, so we can pay attention to the taxi routing first.
  • I will say in nice but assertive manner
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18
Q

How do you manage a blunder error threat?

A
  • PM sets last updated QNH at destination in cruise
  • PF sets the QNH of ATIS information
  • When cleared to descent to an altitude PM and PF crosscheck both QNH
  • Use VSD on PM side
  • If in doubt confirm with ATC
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19
Q

Destination Alternate planning minima?

A
  • type B approach: DH + 200ft and RVR+800 m
  • type A approach: DH/MDH + 400ft and RVR+1500 m
  • Circling approach: MDH + 400ft and RVR+1500 m

Crosswind limitations should be applied

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20
Q

Minima for take-off for a Captain, FO and inexperienced FO?

A

CPT: 125 m
FO: 550 m
Inex FO: 1000 m

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21
Q

How do you fly an orbit?

A

As a racetrack

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22
Q

What is the F/D indicating on windshear escape manoeuvre?

A

F/D command target speed until ROC 600FPM. Then commands 15º pitch until stick shaker. As ROC increases above 600FPM F/D command go back to target speed.

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23
Q

Take-off birdstrike, engine N1 80, then 50, then 80, then 40. What do you do? And how do you plan after QRH? Flap 15 or 30 ldg? Which checklist to run to help configure?

A
  • At 400 ft engage HDG SEL (We might loose the engine) and call for Engine Limit or Surge or Stall NNC Memory Items
  • Fly the EOSID
  • If we have performance we can continue climbing on SID (leave low altitudes to avoid birds)
  • when flaps up no lights LVL CHG and MAX CON
  • ask for NNC
  • Turn Back if wx and rwy are OK
  • Flap 15 as we are operating with less thrust on one engine and if ldg performance allows it
  • we can use one engine inoperative landing (for a better performance during go around)
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24
Q

Latest memo about TCAS, how do we prevent this?

A
  • Avoiding level bust by using level bust prevention techniques
  • V/S 1000 when 1 to go, 2000 when 2 to go and 3000 when 3 to go.
  • Sterile Flight deck
  • For any altitude change, PF and PM should confirm
  • Look outside when flying to avoid
  • Good situational awareness about other traffic
  • In any doubt, confirm clearance with ATC
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25
Q

Which weather condition equals FZFG?

A

Cold soaked aircraft with wing surface temperature below 0º with reduce visibility.

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26
Q

Which maintenance actions can a captain do?

A

Reset circuit breakers on flight deck, insert a cockpit placard, conduct a BITE reset in the cockpit instructed by maintrol.

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27
Q

TCAS RA FL410.

A

We must follow indications even if we climb.

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28
Q

TCAS RA and thereafter?

A

.

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29
Q

Maximum temperature and minimum for RNP/RNAV approach? which minimum you use?

A

It should be according with the chart. if outside limit, use LNAV minimum instead of LNAV/VNAV minimum.
If no temperature limit reported, -15 OAT would be the minimum.

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30
Q

Do we have to do performance in flight to find a reliable airspeed?

A

No.
- Compare flight instruments from both pilots and standby instruments
- Ground speed is reliable, check GS to crosscheck
- If we cannot find a reliable indication, use the flight with Unreliable Airspeed tables

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31
Q

QRH tells you to pull a CB, where do we find the CB for stick shaker capt and stick shaker FO?

A

CPT P18
FO P6

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32
Q

de/anti-ice on stand? How do we do it? Which checklist?

A
  • We use the de/anti ice prior to engine start
  • It is read and do, FO read challenge and response then CPT action and repeat the response
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33
Q

Descending into class C airspace, ATC tells you to speed below FL100. do you accept? What do you select on FMC?

A

Yes. 250/FL60 (we can be conservative)

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34
Q

What is the Notice to Crew and how is this different to a HIL?

A

HIL - Hold Item List is a list of deferred items in accordance within limits prescribed by MEL.

The notice to the crew is to give notifications to the crew about any system not working, door codes, if RVSM is compliant.

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35
Q

Compressor wash. What are your immediate thoughts?

A

No engine bleed take off to avoid dense smoke in the cabin.

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36
Q

STAB OUT OF TRIM LIGHTS (Max)

A
  • Do not take off
  • Autopilot not trimming properly
  • Partial failure of FCC
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37
Q

Autoland RVR

A

CATIII 200 m - 125m - 75m
CAT II 300-450 m - 125 m - 75m

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38
Q

On ground emergency. Actions of the captain and first officer.

A

Captain:
- stop the aircraft
- set parking brake
- PA “Cabin Crew Standby”

FO:
- Select Flaps 40
- Advise ATC

FO will state the malfunction and proceed with memory items and/or non-normal checklist

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39
Q

What are icing conditions?

A
  • OAT 10º or below
  • Visible moisture: Rain, snow, ice crystals, sleet, fog(1600m VIS or less).
  • Standing water, slush, snow ,ice on the ground
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40
Q

Where can you find the windshear escape manoeuvre?

A

QRH - non-normal manoeuvres

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41
Q

Where do we find HOT?

A

Techlog folder on Docunet

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42
Q

Where can you find the KORA’s?

A

OMA 3.2.4

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43
Q

Fan blade De-Ice procedures

A
  • Should be removed with HOT air
  • sometimes contamination is removed by applying a film of approved fluid on the blades (with a cloth). This is done only by the engineers.
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44
Q

On landing checklist flap showing split between 25 and 30. Land or Go around?

A

Go around. We have an asymmetry. We need to follow the checklist because performance will change as well configuration.

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45
Q

Temp Assumption allowed after De-Ice/Anti-Ice?

A

No. No temperature assumption. Minimum rate 24 k full. This is a tail strike prevention measure.

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46
Q

TCAS RA at FL410, will you climb?

A

Yes. follow tcas advisory, respect stall waring.

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47
Q

Explain Communication Failure procedure

A
  • Try to stablish communication with previous frequency
  • Try to stablish contact on the emergency frequency 121.500
  • Try to stablish communication with other aircrafts
  • Transmitting blind
  • squak 7600
  • IFR flight, maintain the last assigned clearance for 7 minutes
  • proceed according with the flight plan
  • try to land if possible within 30 minutes of the ETA.
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48
Q

Heavy rain on landing on an ungrooved runway. Performance run got RWYCC 5, what do you do? How to make sure you can land?

A
  • In the absence of an updated runway condition report, we assume RYWCC 2 (standing water depth 4mm) when heavy rain on ungrooved runway.
  • We ask the airport for runway condition report close to ETA
  • we can use conservative values to make sure the landing is completed safely.
  • If fuel allows, hold for better conditions.
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49
Q

What do you do to avoid HEA?

A
  • During DALTA make a plan for possible shortcuts
  • Make sure we are 3000 ft AAL, 200kt-180kt and flap 5 by 10 nm final
  • Reduce speed earlier in case of a tailwind approach
  • Ask for holding or vectors to get on profile if needed
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50
Q

Engine Severe Damage or Separation - memory items

A

QRH

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51
Q

V/S speed approach: when to drop the gear and F15? And what is the latest point? Do we cycle the FD?

A

2 nm from FAF. latest point is 5 nm. yes, we do.

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52
Q

How does the cabin crew know the difference between a Engine fire on ground and a RTO?

A
  • During the Engine fire on the ground we advise the cabin during the On ground emergency and during the memory items.
  • On RTO we don´t need to advise because they know non normal is happening according with their procedures.
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53
Q

What are the ground calls?

A
  • “Cabin crew arm slides and crosscheck”
  • “Cabin crew doors to manual and crosscheck”

or Push and start calls

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54
Q

Max and min gradient for autoland

A

2.5%

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55
Q

Tailstrike, what would you do?

A

Level off
If above FL100 descend and Accomplish the Non normal checklist Tail strike.

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56
Q

Which checklist we use on remote to de/anti ice? And after we finish anti ice?

A
  • Remote de/anti icing engines running checklist
  • After the de/anti ice procedure we follow the checklist bellow the “remote de/anti icing engines running” checklist:
    • If freezing conditions exist checklist or freezing conditions not exist checklist (the difference is the TO flap selection)
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57
Q

What are the responsibilities of the commander?

A
  • The commander is responsible for the safety of the flight crew, passengers and cargo from the moment he boards the aircraft until the end of the duty.
  • The commander is responsible for the safety operation of the aircraft from the moment it starts the engines until engines are shutdown.
  • The commander has the authority to give all the commands and take appropriate action for safety
  • The commander has the authority to deny the boarding of inadmissible passengers, deportees, or cargo that may increases the risk to safety
  • The commander has the authority to disembark any passenger or cargo that interfere with the safety of the aircraft and its occupants.
  • Ensure all procedures and checklists are followed and complied by the crew.
  • Ensure all passengers are briefed about the emergency exits.
  • Decide on acceptance of the aircraft according with CDL and MEL
  • Ensure the pre-flight inspection is carried out.
  • Record any defects or suspected defects on the techlog ate ende of the flight/duty.
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58
Q

FZFG, FZDZ, FZRA, FZ MIST

A

FZFG: <1000 m OAT 0º or less (de/anti ice mandatory)
FZMIST: >1000 m OAT 0º or less (Nor reported, only by observation. Consider de/anti icing)
FZRA: Supercooled water particles which freeze upon impact. >0.5mm (only light FZRA is allowed - take-off prohibited beyond that)
FZDZ: Same conditions and requirements as FZRA (but size is < 0.5mm)

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59
Q

Autoland OPT calculations

A

We have to add 140m to flaps 40 and 185m to flap 30

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60
Q

From VNAV SPD when does it go to VNAV PTH?

A

when it catches the profile

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61
Q

What are the reporting systems that we have?

A
  • Air Safety Report
  • Captain Special Report
  • Safety report
  • SHIRP
  • Discretion Report
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62
Q

How to mitigate threat with birds?

A
  • Delay take off or approach if bird activity is on final approach or departure track or runway
  • If an encounter with birds on final, consider to continue
  • Do not retract flaps after bird strike on landing
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63
Q

What are KORA’s?

A

Ryanair Key operational Risk Areas:
- Runway Incursion
- Runway excursion
- Ground Collison
- Bird Strike
- Aircraft fire
- Safety of ground operations
- mid-air collision
- LOC (I)
- CFIT
- HEA
- PLOC
- TCAS avoidance
- TAIL strike
- Level Bust

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64
Q

Nose low

A

QRH

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65
Q

What is the first thing you check on the Techlog?

A

Registration

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66
Q

GRF, how does it works?

A

The global reporting format has 3 ways of reporting:
- Runway condition report ( provided ATS and SNOWTAM, states runway surface condition and its effect on landing and take-off performance.
- Runway condition assessment matrix (allows the assessment of RWYCC with RCR and pilot report of braking action)
- runway condition code (it´s a code that represents the effect of runway surface condition on aeroplane deceleration and lateral control. from 6-1 dry to very slippery).

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67
Q

You have a SPEED TRIM FAIL on taxi. The captain presses Master Caution and the light extinguishes. What do you do?

A
  • NNC not required but should be checked anyway
  • Check info about the light and chack MEL
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68
Q

When do we declare minimum fuel? and Mayday fuel?

A

1 - Ask for EAT
2 - MINIMUM FUEL when committed to land and any change in the existing clearance may result in landing with less than reserves.
3 - MAYDAY FUEL when calculated fuel on landing is less than final reserve fuel.

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69
Q

3 mandatory go around RAAS alerts (FCI)

A
  • UNSTABLE, UNSTABLE!
  • CAUTION TAXIWAY, CAUTION TAXIWAY!
  • LONG LANDING, LONG LANDING!

B373-8200:
OVERRUN, GO AROUND!

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70
Q

RVSM requirements

A

On the ground, before take-off the two altimeters should have a difference of less 75 ft
before entering RVSM airspace, the two primary altimeters must agree within +-200ft (should be reported to ATC otherwise)
One automatic altitude control system (one altitude alerting device and operating transponder)
Not overshoot when level changing by 150 ft.

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71
Q

Red security threat?

A

The threat is credible and the commander should land at nearest suitable airport (designated by commander, ATC or national authorities)

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72
Q

Evacuation command

A

This is an emergency, evacuate the the aircraft using all available exits, repeated once.

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73
Q

You’re above the MAA and need to go around, how?

A
  • Set and confirm MAA
  • Don´t press TO/GA because a climb will be intrusted regardless altitude on MCP
  • If on ils, untune the frequencies to leave the app mode
  • Use V/S less than 1000 ft/min or press alt hold
  • LNAV to fly the route until MAP
  • Bug up and retract flaps if no speed restrictions apply
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74
Q

Grooved runaway. Explain and where to find.

A

Grooved runway is a runaways that has the pavement suitable for water drainage. We find if an runway is grooved on the aerodrome charts (G in center of the runway or a G in the runway and approach light box.

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75
Q

You have a TO Config. What do you do?

A

RTO. Go back to the stand, maximum N1 40%, pull CVR CB, call duty pilot/maintrol.

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76
Q

Engine Fire - memory items

A

QRH

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77
Q

Cabin altitude warning - memory items

A

QRH

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78
Q

Anti-skid on the approach. What do you do?

A

Go around. Non-normal checklist and check OPT for performance.

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79
Q

When do we cycle the flaps during before taxi checklist - freezing conditions?

A
  • If the aircraft has been exposed to freezing precipitation for more than 45 min
  • If doubt exists about exposure to freezing precipitation during night
  • It does not apply to CSFF, FZFG
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80
Q

How many lights should a captain see when he performs a LVTO (minimum RVR)?

A

90m visual segment which is 6 runway centre line lights intervals of 15 m each and that is 7 lights.

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81
Q

Aircraft left unattended. seal is broken on the FAK in flight deck. Action?

A

Security search, check flight deck, wheel well and air conditioning access panel.

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82
Q

With high OAT where do you find the procedure to give the cabin crew fresh air after engine 2 is stable? Do you configure the left pack? you wait for thumbs up?

A

We find that procedure on supplementary procedures air systems isolated pack operation.
- We use Right Pack
- We both engines are stable we position isolation valve to auto and then we wait for thumbs up to start the before taxi flow.

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83
Q

In CWS how do you pitch to lower level?

A

Set an attitude to descend.

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84
Q

RTOW limited by length. What would you do?

A
  • Different flaps setting (other than 5)
  • No engines bleed take-off
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85
Q

What is the magnetic dipstick (fuel measuring stick)?

A

It is to compare the fuel quantity between the fuel measuring stick reading and fuel indicators. There are 6 fuel measuring sticks per main tank and 4 on centre tank.

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86
Q

When would you apply Cold temp corrections? To what?

A

When the temperature is below 0. To any altitude at or below MSA during the approach procedure. Includes minimums.

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87
Q

Wind limits autoland

A

HDW: 25 kt
XW: 20 kt
TLW: 10kt

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88
Q

type A and Type B approach

A

Type A MDH/DH: >=250ft
Type B MDH/DH: <250ft

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89
Q

Minimum AP for the Max and NG

A

111 ft and 158 ft respectively.

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90
Q

Max altitude that APU can carry electrical load and a combi of electrical+bleed

A
  • 10000ft
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91
Q

loss of system hydraulic A - affected systems

A
  • Autopilot A
  • Flight spoilers inop
  • Normal landing gear extension and retraction inop (manual extension needed
  • Ground spoilers inop
  • alternate brakes inop
  • eng 1 thrust reverse normal hydraulic pressure inop (slow rate)
  • normal nose wheel steering inop
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92
Q

Single engine taxi requirements?

A
  • 63T or less
  • No freezing conditions
  • No LVO
  • No interference with NNC or MEL
  • Maximum N1 40%
  • Parking stand slop possible to taxi with 40%
  • AFB doesn´t say otherwise
  • no FODs
  • taxi-in procedures completed
  • complex taxi routing
  • 3 min cooldown
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93
Q

Reasons for an RTO above 80 kt?

A
  • Fire or fire warning
  • Engine failure
  • Predictive Windshear
  • The Aircraft is unsafe or unable to fly.
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94
Q

Driftdown procedure. Explain.

A
  • Disconnect auto throttle
  • Set CON on FMC
  • Check eng out crz for the IAS and Altitude
  • Set MAX altitude on MCP and engine out target speed
  • allow the speed to slow to engine out target speed and then press LVL CHG
  • Trim the aircraft
  • Perform the NON normal, advise ATC
  • When level allow the aircraft to accelerate to the single engine long range crz speed.
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95
Q

Explain the 3 stages of fuel calls.

A
  • Request delay information when required. EAT
  • at any time we are committed to land and any change to the existing clearance may result in landing with less than final reserve call MINIMUM FUEL
  • Any time the calculated fuel is less than final reserve fuel.
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96
Q

Fuel leak during engine start. What would you do?

A
  • Continue the normal start
  • When stable at idle confirm with ground crew if it is still leaking
  • If yes, shutdown the engine.
  • Attempt a restart and monitor the engine for 5 min when stable at idle
  • If within 5 min the leak is stopped, continue normal operation
  • If the leak continues after 5 min, shutdown the engine, go back to the stand, call maintenance, maintrol and a tachlog entry is needed.
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97
Q

Tell everything about Runway Excursion.

A
  • One of the Key operational risk areas
  • The avoidance starts with performance planning
  • avoid HEA
  • Use conservative values for performance
  • don’t cancel reverses until the stop is assured
  • comply with speeds
  • go/no go decision
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98
Q

landing gates?

A

1000 ft for IMC
500 VMC
300 for manoeuvre but the aircraft should configured by 500 ft

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99
Q

When do we cycle the flaps?

A
  • When aircraft exposed to precipitation for more then 45 min
  • if in doubt about exposure to freezing precipitation over night
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100
Q

Why do we have a new call to arm and disarm the slides?

A
  • To protect ground staff from any slide deployment. To arm the slides we need all equipment removed and the areas cleared.
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101
Q

On what do you base your FAF call on a VOR approach?

A

It is based on the DME distance.

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102
Q

Vis is 500m can FO take off?

A

No. FO needs a minimum of 550 m

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103
Q

What if there’s no meteorology info at your destination before you dispatch?

A

We need 2 alternates. We should take the fuel for the furthest.
Destination alternates should have a Precision approach.

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104
Q

When do you expect to have CSFF?

A

The cold soaked fuel cools the wings towards the fuel temperature. Then the air surrounding the wing cools to below its dew point, freezes and adheres to the wings.
If moisture is encountered, the accumulation is higher.

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105
Q

why is there a difference in auto brake settings between OPT and QRH?

A
  • QRH distances include 2nd detent reverse thrust. OPT doesn´t.
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106
Q

two phase call when crossing RW? why?

A
  • To make sure both of the pilots ear the correct clearance and is double confirmed so we can avoid runway incursions.
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107
Q

How do you deal with crew issues?

A
  • Avoid conflict
  • Make the other person feel important on the decision making
  • Use Body language to facilitate communication
  • Use evidences to prove your statement
  • Use Assertiveness
  • Work as a team
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108
Q

How do you do the Engine fire on the ground checklist?

A

On ground emergency procedure first
- Captain will stop the aircraft, set parking brake and use the PA system to say “cabin crew standby”
- FO will select flaps 40 and advise ATC
- State malfunction
- perform memory items and checklist

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109
Q

You’re in cruise. All of a sudden thrust on one engine starts to rapidly decrease, what are your actions and what is your plan ?

A
  • Fly the aircraft
  • Use drift down procedure to assure performance
  • Assess the situation (any engine alert, any limit overtaken, do we have n1, n2, how is EGT?)
  • Do the engine failure checklist
  • Restart a relight if condition allows
  • Land at nearest suitable airport.
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110
Q

Going to Dublin rwy 28: wind 270/27G44, what are the threats?

A
  • Possibility of windshear
  • Probability for tail strike increases
  • Veering from the runway if it is contaminated
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111
Q

what do we need to see in order to transition from a WS to GA.

A

The windshear red warning is no longer active

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112
Q

what´s the biggest threat with WS?

A

Loss of control in flight and flight into terrain when low altitude WS is encountered.

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113
Q

Why do we select bank angle 10 when passing FL300? Will the aircraft always maintain 10dg bank angle?

A

Because of the bank angle limiting protection that is only available with LNAV.
No. LNAV sometimes uses more than 10º but the limiting function protects the commanded bank angle from exceeding the current available thrust limit.

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114
Q

What do you do with the QRH during an emergency?

A
  • Confirm with the other pilot the condition and indications of the checklist.
  • The condition is the way we know we are on the correct checklist.
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115
Q

The RTOW is limited by gradient, what could you do?

A
  • Use the IC/EXT on OPT
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116
Q

After clear of windshear, how do you clean up?

A

During a Go around:
- Call Go around flaps 15 set go around thrust
- Reduce thrust
- reduce pitch
- Bug up
- Retract flaps
- comply with go around procedure

Take-off
- Reduce thrust
- reduce pitch
- bug up
- Rectract flaps
- Rejoin SID confirming with ATC

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117
Q

What would you like to improve on yourself?

A

0

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118
Q

Approach ban?

A

It is the limit point where the crew should abandon the approach when the RVR of runway for landing is reported below the applicable minimum.
- Any report below minimum by 1000 ft AAL, a go around shall be commenced
- Any report below minimum after passing 1000 ft AAL, the approach should be continued until DH
- At DH, if there are no visual references, a go around shall be commenced.

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119
Q

LNAV/VNAV Minimum within temperature limit?

A
  • According to the chart. Generally Type A approach (DH 250 or above)
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120
Q

Go Around FMA?

A

GA-Blank (LNAV armed)-TO/GA / MCP-LNAV or HDG-TO/GA

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121
Q

Most important quality of a captain?

A

Good sense of Responsibility. If a captain is responsible, the chances of any failure/error are low.
A responsible person seeks for improvement constantly, follow procedures, comply with rules and so the performance is at high level.

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122
Q

Emergency Descent - memory items/manoeuvre

A

QRH

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123
Q

What is the latest FCI?

A

Latest FCI’s:
- Aborted engine start (contact Maintrol before attempting a restart)
- Trial of RNV V VISUAL COMPANY CODED Approach Procedures
- CSFF relief (After fuelling, Verify frost within CSFF area remains within limits and no clear ice)
- Stowing speed brakes following landing (Disarm autobrake by manual barking not stowing speed brake. Stow speed brakes only when runway vacated and taxi instructions received).
- CPDLC in Cruise (Removing the need to record the frequency on EFL OFP before contacting ATC)
- Progressive taxi concept (Active pilot monitoring during taxi)

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124
Q

Lower limit and upper limit in cruise WX radar?

A

lower is 25000 ft and upper is 4000ft

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125
Q

What are the reasons for Aborted engine start? Can you restart the engine after an aborted engine start?

A
  • No N1 engine rotation before the start lever is moved to idle;
  • No oil pressure indication by the time the engine is stabilized at idle;
  • No increase in EGT within 15 seconds when start lever at idle;
  • no increase or slow increase in N1/N2 after EGT indication;
  • rapidly increase on EGT or approaching limits.
  • EEC abnormal Start protection activation.

Following an aborted engine start, contact Maintrol prior attempting a restart.

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126
Q

What to you do when your high?

A
  • Increase speed,update VNAV profile
  • use speed brake
  • If within 20 nm of TD, reduce speed and configure early (220kt, f5 and SB)
  • Ask for vectors
  • Ask for holding
  • Go around
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127
Q

Ryanair Safety Strategy

A
  • Management of change
  • KORA’s
  • SMS continuous improvement
  • Aviation Security
  • Group operations
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128
Q

What are the skills of a captain?

A
  • Good leadership
  • Spare capacity to absorb all the information
  • High level of responsibility
  • Good situational awareness
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129
Q

Tell the threats associated with NPA and how to avoid them?

A
  • Blunder Error: we start mitigating this threat on cruise when PM sets the last QNH reported at destination; PF takes the ATIS QNH before descent and crosscheck with PM QNH; When cleared for an altitude PF confirms all the altimeters are set with QNH, VSD on PM side.
  • MAA: Set missed approach altitude as per SOP
  • Don´t accept direct vectors to FAF
  • 2 nm needed before FAF
  • make sure we recycle flight directors when runway point is not present and guidance inaccurate.
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130
Q

You are pushing back, tug disconnected you do your flow and with master caution you have a pack light. What do you do?

A

before moving own power we constraint by MEL

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131
Q

When can you enter the runway?

A
  • When the before take off checklist to the line is completed (cabin secure)
  • When clearance is obtained
  • Two phase call to confirm the crew is aware of the clearance
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132
Q

Fly on a T route and centre pumps INOP, considerations?

A
  • Consider a fuel stop to make sure all requirements and needs are covered
  • Centre tank needs to be empty or zero fuel weight adjusted
  • indicator needs to work normally
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133
Q

When do you do the Engine Fire on the ground checklist?

A

When taxing in/out, on the apron, stand. We don´t do it on a RTO.

134
Q

Definition VMC

A

VMC are detailed in ICAO Annex 2. Essentially, they are:

When above 3,000ft or 1,000ft above terrain, whichever is higher:
1500m horizontally and 1,000 ft vertically from cloud;
Flight visibility 5km below 10,000ft and 8km above 10,000 ft.

When below 3,000 ft or 1,000 ft above terrain, whichever is higher:
Clear of cloud and in sight of the surface;
Flight visibility 5km.

135
Q

VOR approach. Which roll mode do you use?

A

LNAV. Yes, if not coded in the FMC.

136
Q

When we need 2 dest Altn?

A
  • When safety margins for meteorological conditions and planning minima cannot be met or when no meteorological information is available for destination aerodrome.
137
Q

Tell me the requirements for an Orbit?

A
  • Not less than 10 nm from threshold
  • Not below 3000 ft AAL
  • Max flap 10
  • VMC conditions
138
Q

What to look for on a capatain?

A

First: Safety
Second: Good operational decisions

139
Q

Taxiing out at the hold point what is 4th and 5th stages of de/anti icing procedure?

A

4th Pre take off check
5th pre take off contamination check

140
Q

How do you fly timed approaches?

A
  • We use FMC nav database.
  • Use LNAV as the magenta line takes into account the timing limitations of outbound leg
  • VNAV should be used subject glidepath published on legs page and MAPt is there.

Approach:
IAF at 220 kt max and F1
Inbound turn with 180 kt F5
Gear and checks by 5 when on VNAV

141
Q

RVR 400m 100ft: Cat III approach AP failure at minimums and you are visual, continue or go around? What are the failure limitations?

A

We can continue as we have a fail passive system that keep the aircraft in a trimmed condition after a failure unless RVR is lower than 300 m.

142
Q

SigWX charts. CAT, tropopause, jetstream.

A
  • CAT is shown by dash lined areas
  • Tropopause is shown within boxes
  • Jetstream is a bold color line. Intensity is 50 (triangle) and 10/5 (bars)
143
Q

Range to dot target speed VSD

A
  • Dot will be blanked within 5kt
  • Dot will reappear if speed increases more than 10kt
  • Dot will be at the end of the profile vector if the speed is not achievable
144
Q

How many pages of HIL?

A

Usually two. It should be checked on the first pages of the tech log.

145
Q

RWYCC 2/2/1 can you take off?

A

No, if we need to use all the runway.
If we can take off on the first 2/3 of the runway we might be able to take off.
We can discount the last third of the runway by reducing TORA on OPT NOTAM (shortening take off distance from lift of end).

146
Q

Engine Fire On the Ground - memory items

A

QRH

147
Q

On ground emergency. Talk me through the actions of everyone. Capt. FO ATC CC. Cabin crew standby call. Memory items.

A

CPT:
- Stop the aircraft
- Set parking Brake
- PA call “Cabin crew standby”

FO:
- When parking brake is set, select flaps 40
- Advise ATC

CC:
- Standby for any further instruction
- If danger is evident (dense smoke in the cabin, fire in the cabin), start evacuation

After this actions FO will state malfunction and memory items will be done if applicable. Otherwise, complete NNC checklist.

148
Q

All alternates in the ofp have bad wx, what do you do?

A
  • Go to OMC appendix C preferred alternates.
  • Check which one is best wx related
  • If no one is suitable, choose the closest with good wx (preference base and maintenance).
149
Q

Do we always have to cycle up-40-up?

A

No. We do it when the aircraft has been exposed to freezing precipitation following a stop of more then 45 min and on 1st wave of departures if we suspect the aircraft has been exposed to freezing precipitation over night.

150
Q

Monitored approach. When do we do it?

A

PA CAT I: RVR 1000 m or less and ceiling 300 ft or less
NPA: VIS 3000 m or less and ceiling 1000 ft or less

Not applicable to circle approaches
Max 1000 fpm unless published procedure

151
Q

What are the differences of the flow of the before taxi checklist - freezing conditions?

A

Flaps, wing anti ice

152
Q

Csff measuring tool what for? When do you use it?

A

To make sure the thickness is less than 3 mm when requirements for CSFF under the wing are not met.

153
Q

What is the white bug ?

A

V2+15 or Vref + 20

154
Q

FZ rain, can we operate?

A

yes. But only with light FZRA

155
Q

MEL/HIL rectification categories?

A

Cat A: no rectification time specified (follow MEL item instructions for time)
CatB: 3 days to rectify
Cat C: 10 days
Cat D: 120 days

156
Q

Tell me about yourself, what got you into flying and how you reached this position?

A

0

157
Q

what will happen when you set those pitch and thrust settings (airspeed unreliable)?

A

The aircraft will mantain an airspeed that is sufficient to remain above stall speed and below overspeed. The settings are biased towards a higher speed than lower. The airplane will stablized within the flight envelope.

158
Q

During taxi atc tells you about fire from your engine, with no indications in the flight deck, what do you do?

A

We action as we have indications of a fire.
We use the on ground emergency procedures and the non normal checklist engine fire on the ground

It is a condition of the Engine fire on the ground checklist: An engine fire is observed or/and engine fire warning.

159
Q

RWYCC 2/2/1 can you land?

A

Yes, but only if the aircraft is able to stop on the first two thirds of the runway. (We have to take the last third from the opt - Notam, landing shortened from lift off end xxxx). This assessment is done according to LDTA (Landing distance at time of arrival)

160
Q

How do you intercept the G/S from above?

A

Establish on LOC
Set MCP altitude no lower than 1000ft AFE
Arm APP mode when within 1 dot
configure the aircraft to establish at least flap 5 configuration, flap 5 speed ( max +010kt) by 2000 ft AFE
Intercept the GS or path capture by 5 or 4 nm

161
Q

Compressor wash? Considerations? when can you configure back to pressurized, in case of engine failure?

A
  • Used to clean the blades when contaminated with ice.
  • NO engine bleed take off to avoid fumes, smokes in the cabin.
  • when above 1500 ft AAL or obstacle clearance high is attained.
162
Q

Loss of Thrust On Both Engines - memory items

A

QRH

163
Q

How do you manage a diversion?

A
  • Confirm fuel requirements
  • Confirm weather is still as planned
  • Confirm with company the best course of action if more than 1 possible alternate
  • advise atc about the intentions and coordination
  • advise cabin and passengers
164
Q

WX avoidance. When should you start the manoeuvre to avoid weather? How many nm should we have as minimum from red core?

A
  • 40 nm to start the avoidance as minimum and 20 nm from red core.
165
Q

What do you check in a load sheet ?

A
  • Weight certificate is up to date
  • Ensure any crew numbers above standard are included
  • Make sure the entered maximum TOW is the calculated RTOW for departure and not maximum certified TOW
  • check for gross errors
  • crosscheck ZFW, TOW, LW against the calculated maximums
  • relevant balance limits are circle
166
Q

How do we fly a visual approach?

A

Using A/T, A/P and flight directors. Modes VNAV and LNAV

167
Q

Take off config warning because of parking brake, what do you do?

A
  • release parking brake, check config again to confirm TO configuration is correct (flaps and trim) and ready to go.
168
Q

Can you take the assumed temperature if you de-ice?

A

No. and we have to use 24 k full minimum rate for tail strike prevention.

169
Q

Reasons for two step de/anti ice?

A
  • Used when there is contamination on the aircraft
  • Precipitation or other icing conditions are forecasted or expected prior take off
  • used when HOT is required (no point to do if HOT is not needed

Step 1 for removal
Step 2 for protection (HOT starts on the commencement of the 2nd step)

170
Q

When do we need check or search?

A

Security Search is needed when:
- The aircraft arrives from a 3rd country and that country is not recognized as applying standards equivalent to the regulations
- The aircraft is departing from outside a critical area
- Aircraft was moved from outside a critical area to a critical area
- Unauthorized person had access to the aircraft

171
Q

How to perform a Go around on short final (circling)?

A
  • Call Go around Flaps 15, Set GO around thrust
  • Call for HDG SEL and keep runway track until circling altitude
  • Turn to proceed over the field by the circling side ,maintaining flaps 15 and max speed 180 kt
  • When on the intercept HDG, select LNAV and follow missed approach procedure.
  • When on the missed approach procedure track, ask for bug up and retract flaps on schedule.
  • Engage the automatics
172
Q

LAM?

A

Landing attitude modifier. To maintain acceptable nose landing gear contact margin (nose gear struct longer the NG). It deploys flight spoilers on approach to reduce lift and increase AoA.

173
Q

PIOSEE

A
  • Problem - How the failure/issue affect us
  • Info
  • Options
  • Select
  • Execute
  • Evaluate
174
Q

TCAS FAIL in cruise

A

We continue to destination and then apply MEL. there is no requirement to advise ATC.

175
Q

Which checklist to run if you start the engine to go to remote stand to de/anti ice?

A

Before taxi checklist - freezing conditions
or Before taxi

Then, do the remote de/anti ice engines running.

176
Q

Why do we need to run up?

A
  • if fan/core ice is suspected after engines start
  • must be carried out during taxi out and prior to take off
  • in freezing conditions should be use as prevention
  • 30 seconds at 70% at intervals no greater than 30 min
177
Q

Windshear escape manoeuvre ?

A

QRH

178
Q

Where do you find what to report ?

A

Chapter 11 OMA (11.3.4)

179
Q

When would you de/anti ice?

A
  • When surfaces are contaminated
  • Aircraft has been exposed to contamination
  • CSFF doesn´t met the requirements to dispatch
  • If suspected of clear ice
  • if in doubt, de/anti ice
180
Q

RTO actions

A

QRH

181
Q

Max altitude that APU can pressurise cabin during a no engine bleed take off

A
  • 17000 ft
182
Q

APU Fire - memory items

A

QRH

183
Q

Max winds for ground Ops and procedures

A
  • 60 kt is the maximum. Air stars must be stowed and all equipment protected
  • Stabilizer trim set to zero
  • Parking brake set and wheels double chocked .
  • Aircraft fuel to at least 7000 kg
  • DO NOT DE ICE placard on captain window (trim 0)
184
Q

contingency, alternate and final reserve fuel

A

Contingency fuel - used for unforeseen factors during a flight (wx avoidance, delay in flight, extended taxi times - not less than 5% of planned trip fuel, or 5 min holding speed at 1500 ft above destination aerodrome)

Alternate fuel - fuel for missed app at destination; fuel to climb from missed app to cruise altitude; fuel from TOC to TOD; fuel from TOD to where app is initiated and fuel for the app and landing.

reserve fuel: 30 minutes of holding at 1500 ft at destination alternate airport.

185
Q

What are the steps of the command upgrade?

A

1.Ground School:
- day 1: Commander Responsibilities
- day 2: Operational Flight Management Training
- day 3: Bird Strike training, CU theory examination and Tech examination.
- day 4: Performance Training and examination

  1. SIM
    - SIM 1,2,3: LOS - Normal and abnormal procedures, manoeuvres, instructor input training
    - SIM 4: CRM LOFT: Evaluation of CRM skills during normal and non normal operation.
    - Sim 5: RST
  2. Line training:
    - Command line management training: 12 sectors
    - Line training: 48 sectors
186
Q

Pack light which extinguishes upon master caution reset (no maintenance base). What do you do? Prior taxi and after?

A
  • As stated on configuration check on QRH, after engine start and before take-off if an amber caution light illuminates during master caution recall, but extinguishes after master caution reset, NNC is not required as a redundant system took place.
  • If before taxi I will check MEL
  • If after taxi check MEL and QRH if the light doesn´t rest upon recall
187
Q

What are the limits on use of speed brake?

A

The use of speed brake with flaps extended should be avoided, if possible.
With flaps 15 or greater speed brake should be retracted.
Speed brake should be retracted before reaching 1000ft AGL

188
Q

Visual approach. Go around?

A

Flight directors should be on. Crew should agree the missed approach with ATC and use TOGA, HDG SEL/LNAV, MCP altitude.

189
Q

What are the threats associated with airspeed unreliable?

A
  • LOC (I)
  • Fly pitch and power by the table can lead a loss of control
  • TO/GA unreliable for GO-Around
  • Stick shaker sound erroneously
  • No autopilot
190
Q

Weather in Dublin 200,125,50 can you land?

A

No. We need 200/125/75 minimum

191
Q

Amber security threat?

A

credibility uncertain. Flight will continue to destination or suitable en route alternate (designated by commander, atc or national authorities).

192
Q

Tell me the short field performance differences.

A
  • Flight and ground spoilers deflection of 60º
  • Idle thrust in 2 seconds instead of 5 seconds to reduce the landing distance
  • Sealed leading edge slats to reduce take off distances.
  • Leading edge devices full extend by flap 30 or 40 instead of 10.
193
Q

Rapid disembarkation command

A

Disembark the passengers immediately using all available doors, repeat once.

194
Q

Why do we have the call cabin crew arm slides and crosscheck?

A
  • To make sure all area around the aircraft is clear in case of slide deployment so we protect all the ground crew and equipment from injury.
195
Q

Flap malfunction light on approach. What do you do?

A
  • Perform a Go Around
  • Assess the situation
  • Complete NNC Checklist
  • We might consider Complete the NNC checklist on route to alternate. Maximum FL200, max speed 230kt (conditions at destination no good with the failure - CATIII, Gusty, Contamination, short runway). Higher fuel burn, decision making should be in our minds as soon as possible.
196
Q

How many GA for WX can you do?

A
  • Two GAs.
  • We´ll try the 3rd approach if weather improves by a factor of 2 (double)
  • Two GA only if Windshear
197
Q
  • What do you do if you don’t have the weather required to go to your destination?
A

Take two alternates

198
Q

do you need to confirm the fire switch? (engine fire on the ground)

A

no

199
Q

What do we do to prevent runway incursions?

A
  • TEM during RIBETS to identify hotspots and threats on taxi route and how to mitigate those
  • Write down the taxi clearances and confirm
  • Any doubt, stop.
  • Use the two phase call before crossing active and non-active runways
  • sterile cockpit
200
Q

Differences of before taxi freezing conditions.

A
  • Eng anti ice always on
  • wing anti ice
  • APU bleed OFF
  • Flaps (up-40-up)
  • Flight controls
201
Q

What is the chapter for FTL (flight time limitations)?

A

Chapter 7

202
Q

Engine Overheat - memory items

A

QRH

203
Q

What qualities make a good captain?

A
  • sense of responsibility
  • spare capacity
  • team worker (use all resources available)
204
Q

If pitot tube is blocked, what do you expect to see?

A
  • Airspeed increases with altitude (becomes an altimeter)
205
Q

Airspeed Unreliable - memory items

A

QRH

206
Q

What are the Cat III RVR for takeoff?

A

125 m 125m 125m

207
Q

Take off, on climb out pitch is 10 degrees and speed keeps increasing, what is going on?

A

Airspeed unreliable condition (behaving as an altimeter)

208
Q

Engine Limit or Surge or Stall - memory items

A

QRH

209
Q

Aborted Engine Start - memory items

A

QRH

210
Q

taxi speed non active runway?=

A

30 kts (used as taxiway)

211
Q

Where is the driftdown procedure written?

A

FCTM 4.12 - Engine inoperative cruise.

212
Q

What are the Taxi speeds?

A
  • 50 kt on the runway
  • 30 kt on the taxiway
  • 15 kt on the apron
  • 10 kt during turns >45º
  • 5 kt contaminated surfaces
213
Q

Requirements practice autoland.

A
  • Minimum of 1500 m of RVR or above
  • ceiling 500ft or above
214
Q

Does the de/anti ice for CSFF need to be written in the Techlog?

A

Yes, with the fluid type, mix and N/A on start time because HOT is not applicable.

215
Q

ICAO speed restrictions

A
  • Below FL100 - speed 250kt maximum airspace class A,B,C ATC has discretion to offers faster (not applicable on D,E,F,G)

standard speeds : 220 IAF 180kt on base 180 kt final approach track 160 kt from 8 nm to 4nm.

216
Q

-Difference on on ground emergency between MAX and 800

A

No 3 picks up interphone and says: “Cabin to Flight deck, No 3 standing by!”

217
Q

Circle to land procedure. When do you select HDG SEL? When do you select MAA? Why was there a change?

A
  • At FMA ALT HLD, PF will call “ALT HLD”, check the MAA on legs page on the PM FMC, set the MAA on MCP, then set HDG to brake the approach and select HDG SEL.
218
Q

Stansted RVR 400m 100ft. Can we do a practise Autoland?

A

No. We need 1500 m VIS and 500 ft ceiling or above.

219
Q

(flap assimetry or skew or disagree) Regarding the latest memo, what is something we should not do?

A
  • Recycle the flaps or move flap lever without QRH instructions.
220
Q

How do you prepare for the upgrade?

A
  • Reading the main manuals (FCOM, QRH, OMA, OMB, Winter Ops…)
  • Using the decision making method during daily operations (eg what would i do if this happens?)
  • For the first interview I focused to much on SOP, Emergency procedures, manoeuvres. Not much on OMA and Winter ops.
  • I should have delayed the interview for a while. But my confidence and motivation betrayed me.
221
Q

Talk about WX avoidance

A
  • To avoid a storm, make a decision while 40 nm from it
  • Deviate upwind, if possible
  • Avoid yellow, red or magenta wx radar returns by at least 20 nm
  • Avoid green, yellow, red and magenta returns of cells taller than 28000 ft by 20nm
  • More than 20 nm should used for cells taller than 35000ft
  • do not overfly the top of a cell at or above 25000 ft (turbulence/ice crystals)
  • Do not attempt to penetrate a cell or clear its top by more than 5000 ft to avoid severe turbulence
  • Do not fly under a thunderstorm (avoid windshear, microburts)
222
Q

Contaminated taxiway. Any consideration on after landing flow?

A

Yes. Retract flaps to 15 to do an inspection. Taxi speed 5 kt

223
Q

When do you start doing the memory items (Airspeed unreliable)?

A

Above acceleration height

224
Q

What is the CSR?

A

Captain special report. It is made when the commander wishes to draw attention of the Flight operations management to any matter of significance which does not expose the operation to non compliance, safety, security or operational risks. (STN CDA non compliances)

225
Q

Wx on final. tell about it.

A
  • We should avoid making an approach with a thunderstorm active over the field or there are cells on the final approach centre line within 3 nm of the field.
226
Q

Why Do you feel you are ready to be a captain?

A
227
Q

Fuel planning: when and why to take extra? Time or quantity?

A

Extra fuel is needed when:
- Thunderstorms
- Crosswind 2/3 of the limit
- Contaminated runway
- Volcanic ash
- forecast en-route adverse meteo conditions
- Operational landing limits are forecasted or reported 2/3 or less of the forecast RVR.
- Unscheduled runway closure
- NOTAM´s that may influence the rate of arrivals

Fuel is decided in time, always.

228
Q

Planning minima for take-off alternate and destination?

A

We apply landing minima
- For type B RVR/ VIS or above
- For type A or Circling RVR/VIS and Ceiling or above

Take off alternate, the landing minima should be CAT I considering OEI.

229
Q

What are the main differences between Engine fire, severe damage or separation checklist and engine fire on the ground checklist?

A
  • The need to advise the cabin
  • The omission of the confirmation process (as we are on the ground)
  • One should be used for RTO and other for the on ground emergency procedure.
230
Q

WS reported on departure. What do you do?

A
  • Brief the FO during RIBETS
  • Talk about roation and tailstrike prevention
  • Use OPT windshear rate
  • Consider use full runway
  • Consider delaying departure
231
Q

descending on VNAV PTH, you press SPD INTV. what happend?

A

VNAV PTH

232
Q

Freezing fog. Considerations.

A
  • It is necessary to check the rear and front side on fan blades for ice build-up prior engine start.
  • In all cases of freezing fog, de/anti ice must be completed.
233
Q

Take-off alternate distance?

A
  • One hour flight with OEI:
  • 427 (NG)/416(MAX) nm
  • 400 nm over water
234
Q

Visyal app, what important think to take into account?

A

Spot-elevations in the approach/manoeuvre path

235
Q

at 800 ft you realize the speed brake is still out, what do you do?

A

Retract and arm, and if stable continue. If not happy with the approach, go around.

236
Q

What are freezing conditions?

A
  • OAT 3º or below
  • Visible moisture: rain, snow, fog (1600m vis or less), jce crystals, sleet
  • Standing water, slush, snow, ice on the ground
237
Q

UPRT nose low high bank recovery tecnique? Are you allowed to use the speedbrake if needed?

A

QRH
- it says adjust thrust and drag as required, so yes.

238
Q

Credit for reverse on non dry runway.

A
  • Take it only if crosswind is not higher than 15 kt
  • No credit for reverse should be taken above 15 kt crosswind on a non dry runway
239
Q

What is the speed trim system?

A

The speed trim system is speed stability augmentation system that improves the flight condition at low weight, aft cg and high thrust settings. It returns the aircraft to a trimmed speed returning the stabilizer to the opposite position of the speed change. This is mostly used during take off, go around and climb.

240
Q

If C1 is not listed, what could you do?

A
  • We have more alternates. Not just C1.
  • Check NOTAMS, WX. If C1 is suitable call operations to include it on OFP.
  • Not suitable at the planning stage
241
Q

loss of system hydraulic B - affected systems

A
  • Autopilot B
  • Flight Spoilers
  • yaw damper inop
  • TE flaps normal hydraulic system inop
  • LE flaps and slats normal hydrauclic system inop
  • Autobrake inop
  • Normal brakes inop
  • Eng 2 reverse thrust inop
  • Alternate nose wheel steering inop
242
Q

What would you bring to the flight deck?

A
  • A proactive attitude
  • Use the entire crew as team, taking advantage of their experience and knowledge, making everyone feel important
  • I´ll work to get better every day, enhance my skills, and do the same for my team.
  • I´m motivational and supportive
  • My priority is safety
  • I´ll bring a nice, happy and easy attitude.
  • Friendly environment, using CRM as our main tool.
243
Q

What is the Landing Transfer Unit?

A

The landing transfer unit is a system that uses fluid/volume from hydraulic system B to pressurize hydraulic system A in order to retract the landing gear when the engine driven hydraulic pump A is inoperative.
Conditions:
- Airborne
- N1 engine RPM below limit
- Landing gear lever up
- Landing gear not up and locked

244
Q

What do you see on PFD when you engage autopilot B

A

CMD

245
Q

Ramp 1 validity?

A

48 hours (it is done every 24 hours)

246
Q

You are flying and see orange glow on the window, sulphur smell. What´s happening? Your actions?

A

We have a Volcanic ash encounter.
- Set reciprocal heading
- Press HDG SEL
- Set lower altitude on MCP
- Press LVL CHG
- Disengage A/T
- Close thrust levers
- During descend maintain speed 275 kt until passing FL 270, then accelerate to 300 kt. This helps restarting the engines if needed.

Ask for Volcanic ash NNC

247
Q

What are the dangerous of Evacuation?

A
  • Injury and in some cases death of passengers, crew and ground staff
  • the stress evolved makes people to panic and worsen the situation
248
Q

bird strike on approach, not enough thrust to maintain the speed, how do you manage this situation?

A
  • ## retract flaps to 15 to help performance and reduce drag
249
Q

You take off when can you not have the weather radar on?

A

Day VMC condicions.

250
Q

Bird strike on departure with ENG LIMIT SURGE, explain your actions.

A
  • Fly the airplane
  • Ask for Engine Limit or Surge or Stall NNC memory items
  • Continue climbing
  • Think bout the flaps (consider weather locally, runway condition, performance), if we keep them or not
  • Consider land at the nearest suitable airport
251
Q

On the TO run, at 100kts, Master Caution DOORS and FWD ENTRY, what do you do? Continue or RTO? If you continue what do you do next?

A

Continue. Then by 400ft we state malfunction. Continue on SID considering pressurisation (not continue above 10000ft if checklist not completed)
If the door is closed and pressurisation normal, continue normal
If the door is open land at the nearest suitable airport
If the door is closed but pressurisation is not normal plan to land at the nearest suitable airport.

252
Q

Whta is BRM ?

A

Bowed Rotor Motoring. It lasts between 6 - 90 seconds on ground only. BRM straightens N1 and N2 shafts which will bow due to thermal build up after engine shutdown.

253
Q

What do you think is expected of you on the LOFT day 4?

A

On day 4, normal procedures, non-normal procedures, profiles, checklists and manoeuvres should be known.
Day 4 CRM is the main goal. The crew should deal with any issue or non-normal situation by themselves, using all available means and using CRM skills such as good communication, situational awareness, teamwork, resilience, capacity for workload management, decision-making, etc…

Basically, show we are capable of dealing with any situation, being safety the goal number 1.

254
Q

definition of level bust

A

unauthorized vertical deviation of more than 300 ft from the ATC cleared level.
We have several SOPs to mitigate Level Bust:
- Confirmation of Stop altitude on SID briefing
- FMC LEGs stop altitude agreed with MCP altitude
- Take of briefing during before take off checklist
- Change of MCP altitude. PF set the altitude and wait for Pm confirmation on FMA
- 1000 2000 3000 ft V/S approaching level

255
Q

Which RWYCC equals ‘contaminated’?

A

Code 3

256
Q

If you have to go around due to low vis, what would be your next action and what would you think about!???

A
  • If it was CAT I approach, I´ll ask for a CAT II/III approach if authorized by the airport
  • if it was already a CAT II/III, I will only try another approach if RVR and/or ceiling has increased (we can try 2 times and a 3rd if WX has improved by a factor of 2) and Only if I believe if the second approach will lead to a successful landing.
  • Check how much fuel we have left, if time to wait we might wait depending on the present conditions. Think about the alternate, how is the present weather there and be ready to alternate.
257
Q

Fuel policy. Pre-flight fuel requirements.

A
  • Taxi fuel not less than the amount expected to be used before take off
  • Trip fuel to assure the aircraft fly from take off, or from a point in-flight, to landing at destination aerodrome.
  • contingency to compensate for unforeseen factors
  • destination alternate fuel (if no alternate, 15 minutes minimum to hold at 1500 ft at destination - Ryr doesn´t operate without alternates).
  • Final reserves (fly/hold for 30 minutes at 1500 ft)
  • additional fuel for ERA
  • extra fuel to anticipate delays or operational constrains
  • discretionary fuel, if required by the capt

No Ryanair revenue flight shall be planned to arrive at destination with less than 1800 kg of fuel.

258
Q

What is the terrain escape manoeuvre?

A

QRH

259
Q

Severe turbulence encountered during climb. What do you do?

A
  • Fly speed M0.76/280kt
  • Start switchs to FLT
  • Yaw dumper ON
  • Select CON thrust
  • A/T disengage
  • Autopilot, optional, if engaged use CWS. Do not use ALT HLD
260
Q

CSFF - Cold Soaked Fuel Frost dispatch

A

Upper wing:
- OAT 4ºC or above
- No visible moisture or precipitation
- Tank fuel temperature -16ºC or above
- CSFF is in within the box (defined area for permissible CSFF)

Lower Wing:
- OAT 4º or above
- No visible moisture or precipitation
- Fuel tank temperature -16º or above
- All devices and surfaces are free of contamination
- If any of this conditions are not met, take off with CSFF on the lower wing is allowed if 3 mm or less of thickness but the devices and surfaces are free of contamination.

261
Q

What is approximately engine out max level ?

A

FL240

262
Q

Runaway Stabilizer - memory items

A

QRH

263
Q

CSFF FCI

A

the idea is to enhance the CSFF requirements to dispatch.
If we meet the requirements and allowed to go with CSFF on upper wing after fuelling we should confirm from the inside that CSFF is still within the area and if more than 30 min delay for departure check again to avoid going with clear ice. mitigation of clear ice.

264
Q

No engine bleed take off followed by engine failure, actions?

A

State malfunction by 400ft
by 1500ft AAL (obstacle clearance) N2 engine bleed ON, Apu bleed OFF, N1 engine bleed ON, isolation valve AUTO. Supplementary procedures Air systems.

265
Q

Engine static run up B737-800?

A

minimum of 70% stable (30 seconds recommended)

266
Q

Range rings 4/5 nm?

A
  • 4 nm range ring for VMC conditions
  • 5 nm range ring for IMC Conditions
267
Q

Arriving at the destination, weather is -2⁰ and 500 m visibility. Considerations?

A
  • Freezing conditions (different checklist and procedures)
  • Freezing fog (Aircraft must be de/anti iced)
  • if runway contaminated leave the flaps at 15 during clean up
  • CSFF on the wings
  • Probably contaminated surfaces
268
Q

Cold temperature correction?

A
  • we do it when the temperature is zero or below on the ground.
  • the table is available on the EFB
  • we apply the correction to any altitude at or below MSA (minimums, FAF, missed approach, departure stop altitude)
  • if on radar vectors, ATC is responsible for it.
269
Q

Which word to avoid after line up clearance received?

A

Cleared

270
Q

How do you go through the Techlog?

A
  • Registration is correct
  • Confirm that maintenance checks are completed/recorded
  • check last 3 flights
  • Certified Weight (do we need weight change?)
  • Check Notice to crew
  • Check hold item list
271
Q

Leadership skills

A

Advocacy - Speak up your position
Inquiry - Ask questions, clear your doubts, get info
Conflict resolution - What is right not who is right
Critique - Evaluating performance and decisions
Listening - open to other ideias

272
Q

RFS B qualified person on flight deck. What actions would he be able of initiating?

A

emergency procedures for fire protection and firefighting, communications, initiating and directing an evacuation, rapid disembarkation.

273
Q

Limitations for a new captain?

A
  • Not allowed to fly with a inexperienced FO (< 100 h)
  • Circling at night not permitted
  • RVR for Cat II/III approaches should be increased by 100 m
  • must not operate to CAT B RYR restricted or CAT C airports
  • Cannot carry a Visual approach, unless no other approach available
274
Q

At outstation Maintrol directs you to reset CBs in E&E bay. Do you do it?

A

No. We can reset it in the flight deck but not in the E&E bay.

275
Q

Can we use engine wing anti ice after de/anti ice?

A

Yes, only with fluid type I

276
Q

How do you descend in severe turbulance?

A

Descend in CWS, au throttle disengaged, and target speed 280 kt or .76 . Set an attitude and maintain until alt hold and then deselect alt hold again.

277
Q

Severe turbulence on climb?

A
  • Start switches to FLT
  • Speed max .76 or 280kt
  • Autopilot if possible use, with CWS
  • authrothe disengage
  • CON thrust
  • yaw damper on
  • maintain wings leveled
  • do not chase the speed
  • do not chase altitude
  • do not use alt hld
278
Q

Nose down

A

QRH

279
Q

what are the circling at night restrictions?

A
  • Maximum crosswind 20kt, gust 40kt
  • Ceiling required should be minimums plus 300ft
  • New Captains may not conduct circling at night
280
Q

Where do you find information about taxi the aircraft?

A

FCTM 2.3 ground operations, taxi general

281
Q

Explain the parts of the freezing conditions checklist and how we action it?

A

Differences:
- Wing anti ice needed or not ( type II or IV)
- APU bleed OFF
- Check flaps UP-40-UP
- Flight controls check might be delayed subject to ice accumulation.

We action it as a normal checklist. FO will read-listen-look and CP will accomplish the actions.

282
Q

Tell me about your life leading up to your aviation career?

A
283
Q

What does trigger the take off config?

A
  • Trim outside green band
  • TE flaps not on TO range
  • LE Flaps/slats no extended for TO
  • TE or LE asymmetry, skew or uncommented motion
  • speed brake lever not in down detent
  • parking brakes not released
  • Air/Gnd sensor in GND mode
  • either or both thrust lever angle > take off position
284
Q

Tactile check? When? How?

A
  • During the post treatment check (normally visual) when clear ice was present or suspected prior to de/anti ice
  • If on stand, we requested and it will be completed prior engine start (post treatment check)
  • If on remote stand we need to accomplish the remote de/anti ice engine shutdown (tactile check only allowed with engines shutdown)
285
Q

class D airspace. ATC tells you to speed up below FL100?

A

We cannot accept.

286
Q

Why do we driftdown

A

Clear high MSAs, reach coast if in Oceanic…

287
Q

What’s the PTU?

A

The Power Transfer Unit is a system that uses fluid/volume from hydraulic system A to pressurize system B to retract flaps and slats when the engine driven hydraulic pump B fails.
Conditions:
- Airborne
- Flaps not up
- Engine driven hydraulic pump B inoperative.

288
Q

After engine overheat at 200 ft, what do you do? Will you continue on SID?

A
  • Wait for 400 ft to state malfunction and apply memory items
  • Because we are reducing thrust and terrain is an issue around the airport I’ll comply, initially with EOSID.
289
Q

Immediate level of steps?

A

Alt Hold
Set altitude
LVL change
Adjust mode as required

290
Q

Before taxi checklist - freezing conditions - who and how we do the checklist?

A
  • PF accomplishes the procedures and FO completes the checklist
  • After completion, FO clips checklist on control column 8not configured for TO)
291
Q

Birdstrike short final, what are your actions ?

A
  • Continue the approach
  • a go around will increase the probability of a bird strike (but if it’s really needed, we should do it).
292
Q

Tell the requirements for a Sidestep approach?

A
  • Threshold of the landing runway should be equal or further away from the approaching runway
  • Maneouvre should be commenced before 1000 ft AAL
  • Landing flaps should be selected before sidestep
  • day VMC conditionsand PAPI
  • ATC request and missed approach confirmed.
293
Q

What would you do if you go to MRS and no ILS and no RNAV?

A
  • The destination alternate should have a approach that doesn´t rely on GNSS.
  • minimum RVR for visual approach is 800 m
  • We would use ILS coded route on FMC, use all the restrictions, fly it LNAV/VNAV but minimums would be Airport elevation plus 500 ft.
294
Q

Why do you want to be a Captain?

A
  • Professional progression
  • Challenges are important to fight against complacency
  • To be a better professional
  • To develop my knowledge
  • Life is made of steps (professionally and personally), this is one more step for me.
295
Q

What are the challenges for a new captain?

A
  • More responsibility
  • Left hand changes (handling)
  • Spare capacity to absorb all the information from different sources, sometimes at the same time
  • Confidence (not at high level in the beginning)
296
Q

Ground/FlightDeck communication during push&start

A

memory

297
Q

pack light logic NG vs MAX
bleed light logic NG vs MAX

A

Pack light on NG means pack trip off or failure of both Primary and standby pack controls
If during master caution reset the light extinguishes then only one has failed.

Pack light Max - trip off or both failed, flow control valve failed to open or incorrect configuration (both illuminate)

bleed light NG -excessive air temperature or pressure

bleed light max - excessive temperature or pressure, a failure within the bleed air system or an incorrect configuration (both illuminate)

298
Q

Aircraft starts to drift off the runway. How do you recover?

A
  • Reverse thrust to idle
  • release the brakes
  • Use rudder pedal steering and differential braking to prevent over correcting
  • When back on centreline apply maximum braking and symmetrical reverse thrust to stop the aircraft
299
Q

Fuelling and boarding limitations

A
  • We need all Cabin Crew on board
  • Fuel supervision
  • Suspend fuel if CB activity in the vicinity
  • We need 1 cabin crew per 50 passengers
  • No1 at the front, No2 at the back and N3 at over wing exits
300
Q

Explain progressive taxi FCI

A

It means that PM should adopt an active pilot monitoring during taxi.
Use a proactive approach announcing all ATC instructions sequentially with detail, including routings, turns and clearance limits.

301
Q

When do we need an evacuation?

A
  • For any fire or fire warning
  • Dense smoke inside the aircraft
  • Anytime the life of passengers and crew is at risk
302
Q

CB avoidance. distance and how?

A

we should start the avoidance manoeuvre at leats 40 nm before and we should avoid a cell with 20 nm or more. we should fly upwind.

303
Q

When do you start the after landing procedure?

A
  • Runaway vacated
  • taxi clearance acknowledged and confirmed by both pilots
  • No doubts about taxi routing
  • No non-normal situations
304
Q

Limitations of new FO

A
  • Crosswind more than 2/3 limited value
  • Runway is performance limited (full thrust required or AB MAX/MAX MANUAL required)
  • Take off and landing VIS less than 1000 m
  • Ceiling less than 100 ft above DH 200 ft above MDA (NPA)
  • Contaminated runway
  • abnormal procedures, due to system defects
  • Landing with more than 15 kt no permitted
  • Windshear reported
305
Q

with engine failure. you first reconfigure air-conditioning panel or first QRH checklist for engine failure (no engine bleed take-off)?

A

We should reconfigure first.
order: Memory items, after take off no engine bleed checklist, QRH checklist.

306
Q

How much extra fuel is 15min of extra in KG?

A

600 kg

307
Q

F/D pitch indications after T/O?

A

After takeoff F/S pitch command is to maintain MCP Speed plus 20 Kt (normally is V2 plus 20kt).

308
Q

Pack light on holding point, going outstation without maintenance. what are your considerations? which manuals to consult? Can you call someone at holding point for this? and who?

A
  • First we should accomplish non normal checklist for Pack light
  • Consult MEL to check operational procedures
  • Contact base maintenance and ask for guidance
  • At the outstation we should contact maintrol and follow procedures
  • Check fuel at destination with FL240/250
309
Q

How much extra fuel do you take ?

A
  • Extra for holding
  • furthest alternate
  • ERA
310
Q

Bird strike on approach, how would you leave the flaps?

A
  • Same position until the inspection
311
Q

difference between RNP & RNAV departure. & what do you need for RNP departure

A

The RPN is a improved RNAV by using an active monitoring and alerting system of the precision and performance of the on board navigation system.

If RNP 1 departure and if aircraft not equipped with navigation performance scales, PM will select progress page 4 on FMC when clear to line up to make sure does not exceed half of the cross track error during departure.

312
Q

Hydraulics A failure on cruise, describe your thinking.

A
  • Time left for destination
  • Fuel at destination
  • Do we have any other associated failure?
  • Weather at destination
  • Chances for a missed approach?
  • Manual gear extension
  • Longer landing distance
  • Is the destination base with maintenance?
  • the failure is because of a leak or pump?
  • How much fuel do we have?
  • Can it be related with the engine?

Depending on weather, type o failure and distance, i might continue to destination (Weather needs to be good, no hydraulic leak and one hour or less to destination).
We can take an ERA with maintenance, land, take care of the issue and make a plan with operations.

313
Q

Planning minima for alternate. Do you take into account crosswind?

A

Yes. According with runway contamination and table 1 of OMA 8.1.5.2

314
Q

How did you prepare for the course?

A

0

315
Q

Take-Off FMA?

A

N1-HDGSEL(LNAV ARMED)-TO/GA then at 84 kt THR HLD-HDGSEL-TO/GA

316
Q

WindShear indications?

A
  • Speed 15kt variation
  • 500ft/min V/S variation
  • 1 dot G/S variation
  • unusual thrust lever position for some time
  • 5º pitch attitude variation
317
Q

After landing how can you make the FO understand he can start clean up without saying a word?

A
  • when the runway vacated, clearance received, acknowledged and understood by both pilots, we stow the speed brakes, turn off runway lights and wx radar off. The FO will understand.
318
Q

You are flying to Stansted with good weather, but your FO insists on taking extra fuel, what do you?

A

Weather isn´t the only reason for extra fuel, so if the FO explains why he wants extra fuel, and the explanation is good (operational reasons, notams, bad wx at alternate, something I didn´t catch), I will say yes to extra fuel.
If there is no reason for extra, I will tell the FO that there is no operational reason for extra and if we end up on the alternate, there is no problem, is not a failure. We cannot foreseen some situations.

319
Q

What is Ryanair’s method for threat and error management?

A
  • TEM is used as a preventive tool. We should identify the threat, make a plan to mitigate that threat so we avoid the error.
  • Anticipate - Recognize - Recover
320
Q

Visual elements during CATIII and II approach?

A
  • it’s a segment of three consecutive lights or a combination of:
    • Approach center line lights
    • Runway edge lights
    • Runway center line lights
    • TDZ lights
321
Q

What is the most important KORA in your opinion? Why?

A

HEA. I think HEA is for me one of the most important KORA’s because if the energy of the approach is not well manage it can lead to other KORA’s. eg High speed on the approach can lead to runway excursion ; high rates of descent on final approach can lead to CFIT as the plane may not be established on vertical navigation or slope, LOC (I) due to high energy on a critical phase of flight.

322
Q

When do you retract the flaps after contamination inspection?

A
  • when the inspection is completed and the flaps are free of contamination.b
323
Q

What is the step 4 and 5 of de/anti ice?

A

Step 4: Pre take off check
- This check is done by the Flight Crew from the flight deck to validate HOT before take off with no delay expected.
- When this check is completed, DAR-01 form is removed from control column
- We should pay attention to the factors that affect HOT:
> Changes to precipitation intensity or type
> Combination of precipitations
> Blowing snow
> OAT changes
> Exposure to jet blast
> dilution of anti ice fluid due to +RA

Step 5: Pre take-off contamination check, required when:
- Instructed by the HOT tables
- HOT expired
- +SN conditions (no HOT, step 5 always required)
- Any other reason in doubt about the effectiveness of anti-ice fluid

Condition to complete step 5:
- Completed within 5 minutes prior TO
- Completed from outside by qualified person
- Location should be wide enough to allow vehicles to safely manoeuvre around the aircraft. (Taxiway, holding point, de/ice apron)
- Step 5 is only valid for 5 min
- The procedure must be applied only when HOT is minimum 20 minutes

324
Q

Stop ALT 090 do you fly through green returns? and red?

A

Yes for green
No for red

325
Q

Stabilised criteria

A
  • correct flight path
  • only small changes required to maintain correct flight path
  • Approach speed deviations (+10 -5)
  • correct landing configuration
  • sink rate no greater than 1000 fpm, if required by app brief accordingly
  • appropriate thrust setting for airplane configuration
  • briefings and checklists completed.
326
Q

what is the Regulated take off weight RTOW?

A
  • The maximum weight for take-off on a specific runway with specific weather conditions. The RTOW prevails on MTOW to calculate loadsheet.
327
Q

Differences in Icing and Freezing conditions?

A

Temperature:
-> 10º or less (icing)
-> 3º or less (freezing)

328
Q

Do we do the same or different checklist after a RTO (Engine fire)?

A
  • Different checklist. In case of Engine fire during take off and after RTO we do the Engine fire or severe damage or separation NNC memory items.
  • If we have an Engine Fire during taxi (apron, taxiway, entering the runway, parking), we apply the On ground emergency and then engine fire on the ground NNC
329
Q

What KORA´s are related with progressive taxi FCI?

A

Ground collision, Runway/taxi way incursion

330
Q

Engine failure IMC below 1000ft and above it.

A

If an engine fail occurs below 1000 ft and IMC a go around should be performed.
If above and the aircraft is under control and stable, continue.

Command Upgrade Interview (1 decks)

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