DAY 1

Question 1

In the briefing room, we are going to get a MEL. Which one and what is not allowed?

Answer 1

FCU channel (1) INOP. MEL 22-81-03-01A. According to MEL, it says RNP is not allowed.

Question 2

In the NOTAM we will find what about destination? What is our remaining options?

Answer 2

Inform us about G/S is U/S at Birmingham.
RNP and LOC but we can´t accept RNP because we have FCU1 fault which means we can only accept LOC approach.

Question 3

Which failures will we get during engine startup? NEO CEO

Answer 3

NEO = EIU fault that requires a reset or CEO = Manual engine start (supplementary procedures on the FCOM).

I have control, I have communication. Confirm failure. Failure confirmed, EIU 2 fault. Clear EIU 2 fault? Clear. Status. Stop ECAM. Any computer resets or paper checklist? Affirm.

NEO = Do the EIU 1(2) fault on SYSTEM RESET TABLE. If it happens when engine started, and when switching from IGN to NORM procedure is = switch from NORM TO IGN, wait 1sec, switch from IGN to NORM.

Question 4

The METAR/TAF shows challenging weather with ,strong winds, rain, and low QNH in the London area including the destination (TEM). What happens during day 1? Start from TOF.

Which is the first failure we will get and what is important to discuss?

We need to decide?

Answer 4

W/S warning activates shortly after TOF. We need to monitor and don´t touch the configuration. It´s going to be turbulent and we are going to loss the communication which requires we don´t bust anything and follow the published altitudes. We will also get PACK1 overheat which we will not prioritize first.

We should discuss that the remaining pack can be overloaded and what we are going to do in case the other one failes.

We need to decide if we are going to divert, coming back to Gatwick or continue to the destination with the remaining pack.

Question 5

We will get 3 questions during the briefing which can be?

Answer 5

LVO management of failures, alert height, EGPWS system.

Question 6

Approach ban, if we get a failure above 1000ft AAL, what should we do?

For a CAT 3 fail passive approach, what is the minimum DH?

Answer 6

It´s the commanders decision if we should continue/request delayed action(holding/delayed vectors)/start diversion but we can try to do all the ECAM procedures until 1000ft AAL.

Minimum 50ft, even if we are going to do a CAT II or CAT III B approach.

Question 7

Which 3 conditions should be meet if we are going to continue the LVO approach past 1000ft AAL when we had a failure before?

Answer 7

1. Failure management procedures (ECAM/RESETS/C/L) completed.
2. Status of the aircraft = landing capability and management of failure re-assessed and when applicable, corresponding landing minima inserted in MCDU
3. Approach briefing amended taking into account the new situation.

Question 8

Below 1000ft and above alert height, when should we perform a go-around? 2

Answer 8

Amber caution (single chime) or landing capability degradation. (tex. from CAT3 DUAL to CAT3 SINGLE).

Question 9

Below 1000ft and above alert height, what should we do in case of master warnings?

Answer 9

Except AP off, we should continue (smoke, fire, engine oil, cab pressure) and action on the failure after landing.

Question 10

If we get red AUTOLAND below alert height (CAT III) or below DH, what should we do?

In that case we continue, what should CM1 do?

Answer 10

Go-around is mandatory except if visual references at the moment of the occurence are sufficient and flying conditions such that a manual and visual landing can be safely performed.

Disconnect the AP and announce CONTINUE and continue the remaining part of the approach manually.

Question 11

What is alert height?
If we get failures above and below it?

When is it relevant?

Answer 11

AH = 100ft RA.
An Alert Height is a height above the runway, based on the characteristics of the aeroplane and its fail-operational
automatic landing system, above which a Category III approach would be discontinued and a missed approach
initiated if a failure occurred in one of the redundant parts of the automatic landing system, or in the relevant
ground equipment.

This means that if get any failure affecting the fail-operation below AH, it would be ignored and the approach continued (because we have two systems, the remaining will take care of the landing = CAT 3 single) EXCEPT if the AUTOLAND warning is triggered. Even there we can continue if we have visual references by disconnect the AP and continue the landing manually.

Relevant when CAT 3 DUAL is displayed on FMA. Refers only to AUTOLAND operations with FAIL OPERATIONAL landing system.

Question 12

The definition of alert height is directly related to?

Answer 12

Related to time remaining until touchdown. Height which below it, the probability that a multiple failure affecting a full operational automatic landing system which could jeopardize the completion of an autoland is low enough to be disregarded.

Question 13

At 100ft RA, what does the FMGC do?

Answer 13

Locks the landing capability until the LAND mode is disengaged or both AP are off. Therefore, a failure occuring below 100ft RA does not change the capability of the system.

Question 14

At DH, the following visual references should be visible and identifiable to the pilot: Fail passive, fail operational with DH and no DH.

Answer 14

1) For operations conducted with fail-passive flight control systems, a segment of at least three consecutive lights,
which are:
* The centre line of the approach lights, or
* Touchdown zone lights, or
* Runway centre line lights, or
* Runway edge lights, or
* A combination of these.

2) For operations conducted with fail-operational flight control systems using a DH: at least one centre line light to
be attained and maintained by the pilot.

3) For operations with no DH, there is no specification for visual reference with the runway prior to touchdown.

Question 15

For all CAT III approaches what should be planned?

Answer 15

Automatic landing. Manual landing only permitted if a failure and visual criteria has been aquired.

Question 16

What callouts should we do on automatic landing?

Answer 16

LAND (last callout from CPT) = earliest 400ft, latest 350ft.

Flare/no flare = earliest 40ft RA, latest 30ft RA.
ROLLOUT/NO ROLLOUT = as soon as one of the gears touches the ground.

Crosscheck if CPT disconnect the AP before vacating and report RWY VACATED when the aircraft has passed the yellow/green lights.

Question 17

On which height is the autoland light armed?

Triggered if? 4

Limitation for ILS beam? 3

What happens at 400ft? (LAND)

Answer 17

200ft RA.

BOTH AP´s trip off, excessive beam deviation is sensed, LOC or GS transmitter or receiver fails, RA discrepancy of at least 15ft is sensed.

Glideslope angle between 2.5 degrees and 3.15 degrees, airport elevation at or below 5750ft, below maximum landing weight.

FCU and FMGC is freezed, only way to go out from it is to apply TOGA.

Question 18

Engine failure after TOF.

Answer 18

1. Use the rudder to center the aircraft on centerline.
2. Climb with 12.5 degrees of pitch. TOGA if needed
   and follow SRS.
3. PM calls: Positive climb = PF responds gear up. PM says gear up, cancels master caution and say the title of the failure.
4. PF starts to trim the rudder so the ball is centered.
5. PF will get NAV on FMA = Says pull heading and connects the autopilot. Don´t change the HDG, if you can do FIX INFO extended centerline from threshold 26L and then 257. Keep your track there.
6. 400ft RA = I have controls, I have communication, confirm failure.
7. Mayday X3, engine failure, intention hold over Willow 3000ft.
8. PM confirms the failure and checks the ECAM and overhead. Check if it´s damage or not. If still values on N1 and N2 = no damage. If loud bang, amber crosses, N1 = 0, loss of hydraulic and oil or high EGT = damage. Fire pushbutton lyser = FIRE.
9. PF = ECAM actions.
10. PM: ENG mode SEL = IGNITION,
    THR LEVER 1 idle -> PF: THR LEVER 1 idle confirm? PM: confirmed -> PF: IDLE.
    PM: ENG master 1 off, confirm? -> PF: Confirmed. PM: OFF. (If no damage, engine is secured here).
    PM: ENG 1 fire push button push, confirm? -> PF: Confirmed, PM; pushed.
    PM: Agent 1 discharge = discharged.
    Fire extinguishers and PM says “Engine is secured”. (damage). STOP ECAM.
11. 1100ft QNH (indicated) (turning left 180 YOU DON´T NEED TO SAY STOP ECAM IF ENGINE NOT SECURED JUST INFORM PM YOU ARE TURNING) = L-Turn with heading (approx heading 150-160) towards WILLO, ask PM to activate SEC/F-PLN and then set direct WILLO (AFTER ENGINE IS SECURED).
12. At Engine out acceleration altitude (1700ft) or engine secured, whichever is later = STOP ECAM (if not said before), push to level off. Configure flaps 0 above S-speed.
13. Set altitude you are going to climb to (MSA=2100ft, but climb to 3000) and pull the altitude so you climb with OPEN CLIMB WHEN green dot is reached.
14. LVR MCT flashes on FMA = set to MCT and read FMA.
15. PF = Report intentions to director/approach (special EFP) = WZZ MAYDAY proceeding to WILLO climbing to 3000ft (MSA or higher).
16. PF = Continue ECAM. At STATUS = STOP ECAM. Any computer resets or paper checklists? Negative = continue ECAM. Remove STATUS. ECAM ACTIONS COMPLETED.

CONSIDER START OF APU GENERATOR AND CROSS FEED OPEN for the fuel. (not mentioned in ECAM).

Question 19

If we get engine failure at 1000ft AAL?

If an engine fails after the SID turn?

Answer 19

Select TOGA and climb to MINIMUM 1500ft or as specified and ENGINE SECURED, before clean up.

Continue on the SID, select TOGA and climb to MSA before level off and clean-up.

Question 20

An engine is considered as secured when the ECAM actions of the procedures are performed until:

Answer 20

• ENGINE FAILURE WITHOUT DAMAGE: T/L IDLE, ENG MASTER OFF.
• ENGINE FAILURE WITH DAMAGE: T/L IDLE, ENG MASTER OFF, FIRE P/B PUSHED, 1 AGENT DISCHARGED.
• ENGINE FIRE: T/L IDLE, ENG MASTER OFF, FIRE P/B PUSHED, AGENT 1 (AND 2) DISCHARGED AS REQUIRED

Question 21

EFP STANDARD ENGINE FAILURE PROCEDURE. 5

Answer 21

1. Climb straight ahead at V2 speed
   until the acceleration altitude shown in ft. QNH is attained. Standard acceleration altitude is
   1500 ft above aerodrome elevation.
2. Level off for flap retraction (push to level off) and, at the same time, start a 15° bank turn to the specified navigation aid if required.
3. Accelerate in level flight to final
   segment climb speed.
4. After flap retraction, which may be achieved prior to or after reaching
   the navigation aid, climb with MCT to the desired altitude.
5. The PIC has to determine the
   moment when the climb will be finished for further actions (approach, diversion or holding).
   Nevertheless , the take-off performance calculation assumes a continued climb after flap
   retraction with MCT, Until reaching the specified holding. A bank angle of 25° is assumed
   after reaching clean manoeuvre speed.

Question 22

The minimum level or altitudes of the standard holding patterns as shown on IAL
charts are only?

Answer 22

Valid for all engines operating. By proceeding according to EFP/Special EFP
obstacle clearance is assured. (it says MSA etc.)

Question 23

GO AROUND procedure. 9

What to think about when going around with OEI?

IF SRS engaged or not engaged? OEI

When should the SRS appear?

Answer 23

1. GO AROUND FLAPS and set levers to TOGA.
2. PF READS THE FMA = MAN TOGA, SRS, GA TRK, A/THR BLUE.
3. PM selects flaps 1 step and announce Positive CLIMB, PF = gear up, PM = gear up, flaps 3 and xxxx ft checked.
4. Advise tower. WZZ going around.
5. Select AP2 on.
6. Above F-speed = flaps 1.
7. Above S-speed = flaps up.
8. CLB on FMA = set two step back to CLB from TOGA. (or MCT in case off engine fail).
9. Follow missed approach procedure.

We should press rudder to keep the aircraft straight. If left engine dead = we press right rudder. If right engine dead, we press left rudder. ONLY APPLY TOGA THRUST ON LIVING ENGINE NOT BOTH.

If SRS engaged = follow SRS, otherwise 12.5 degree pitch initially.
YOU WILL HAVE SRS FOR A VERY LONG TIME DURING GO-AROUND. When level reached = go to MCT (OEI) even if not stated on FMA.

Appear if we have CONFIG 1 or more. Otherwise it will not.

Question 24

If the 10 min for TOGA is a limiation, what should we do?

Answer 24

We should consider to clean the aircraft (in level acceleration) only when the SECTOR MSA for the track has been reached = push to level off when above MSA, then resuming the rest of the climb using CLB mode on the thrust levers.

Question 25

What does GPWS mean?
What is the purpose of the GPWS?
Five basic modes active up to?

What is EGPWS mode 6 and 7?

Answer 25

Ground proximity warning systenm.

To warn the crew of potentially hazardous situations.

To a radio height of 2500ft.

6 = bank angle. 7 = reactive windshear.

Question 26

GPWS mode 1. Caution and warning.

IMC 1000ft AAL or above or VMC 500ft AAL or above
IMC 1000ft AAL or below or VMC 500ft AAL or below

Answer 26

Excessive rate of descent.
Caution = SINK RATE, SINK RATE
Warning = PULL UP, PULL UP.

Above 1000ft AAL in IMC or above 500ft AAL VMC = Flight path = adjust.

Below 1000ft AAL in IMC or below 500ft AAL VMC = Go-around (consider)

Question 27

GPWS mode 2. Caution and warning.

Night/IMC 6 and VMC

Answer 27

Excessive terrain closure rate.
Caution = TERRAIN, TERRAIN
Warning = PULL up, Terrain

During night or IMC:
1. AP = off
2. Pitch = pull up (pull to full backstick and maintain that position)
3. Thrust levers = TOGA
4. Speed brake levers = check retracted.
5. Bank = wings level or adjust (aircraft obtain best climb performance when the wings are level = we can adjust bank when climbing provided that turning is the safest action).
6. DO NOT CHANGE CONFIGURATION (slats/flaps, gear) until clear of terrain.

During VMC: Flight path = adjust to silence the alert.

Question 28

GPWS mode 3. Caution

Answer 28

Altitude loss after TOF or go-around
Caution: DON´T SINK, DON´t SINK

Flight path = adjust to silent the alert.

Question 29

GPWS mode 4: 2st. Caution

Answer 29

Terrain clearence not sufficient, if not in landing config.
Caution: 1: TOO LOW TERRAIN, TOO LOW GEAR
2: TOO LOW TERRAIN, TOO LOW FLAPS

Go-Around = perform.

Question 30

GPWS mode 5. Caution

IMC 1000ft AAL or above or VMC 500ft AAL or above
IMC 1000ft AAL or below or VMC 500ft AAL or below

Answer 30

Excessive descent below the glide slope
Caution: GLIDESLOPE

Above 1000ft AAL in IMC or above 500ft AAL VMC = Flight path = adjust

Below 1000ft AAL in IMC or below 500ft AAL VMC = Go-around (consider)

Question 31

PREDICTIVE EGPWS, the Terrain AWARENESS AND DISPLAY (TAD). Caution and warning.

Night or IMC
VMC

Answer 31

Computes a caution and a warning envelope. When the boundary of these envelopes conflicts with the terrain or with an obstacle the system generates the relevant alert.

Caution: TERRAIN AHEAD, OBSTACLE AHEAD
Warning: TERRAIN AHEAD, PULL UP, OBSTACLE AHEAD, PULL UP.

During night or IMC:
1. PULL UP TOGA.
2. AP = off
3. Pitch = pull up (pull to full backstick and maintain that position)
4. Thrust levers = TOGA
5. Speed brake levers = check retracted.
6. Bank = wings level or adjust (aircraft obtain best climb performance when the wings are level = we can adjust bank when climbing provided that turning is the safest action).
7. DO NOT CHANGE CONFIGURATION (slats/flaps, gear) until clear of terrain.

VMC = flight path adjust to silent the alert.

Question 32

PREDICTIVE EGPWS, What is TCF and what does it do? (TCF)

Answer 32

Terrain clearence floor.
Envelope stored in the database for each runway for which terrain data exist. Warns if we descent below this floor regardless of the aircraft configuartion.

If aircraft descends below this floor = TOO LOW TERRAIN aural warning is annunciated.

Question 33

The TAD and TCF funtions using the? (position)

Answer 33

Pure lateral GPS position and the FMS1 position as backup.

Question 34

What should the PF and PM do in case of activation of TAD and TCF? 6

What does PM do?

Answer 34

PF = PULL UP TOGA, AP OFF, PULL UP FULL BACKSTICK, TOGA, SPEED BRAKES = CHECK RETRACTED, BANK = WINGS LEVEL.

PM = WIZZAIR XXX, EMERGENCY CLIMB DUE TERRAIN.

DO NOT CHANGE CONFIGURATION (slats/flaps/gear) until clear of obstacle.

Question 35

When we perform a LOC approach or G/S not working, what should we do?

Answer 35

We should set the G/S button to OFF, increase MDA by 30ft, LS button on. On base select bird ON. Continue with FD´s and AP. 1NM to descend point = Preselect -3.0 FPA. Descend point (0.3NM) = pull altitude to descend. Continue with table. When comfortable = AP OFF, FD´s, bird on, set RWY track.

Question 36

What is Windshear?
It can be associated with? 5

Answer 36

Sudden change in either wind speed or direction, or both over a relatively short distance.

With jet streams, mountain waves, inversion layers, thunderstorms, microbursts.

Question 37

Characteristics of microbursts;
Size
Intensity
Duration
Visual signs

Microbursts are either:

Answer 37

Covers an area less than 2.5NM.
Downdrafts are 40kt (4000ft/min), horizontal winds between 45-100kt.
Approx. 15min.
Often associated with heavy thunderstorms, embedded in heavy rain.

Either dry (little or no rain raches ground) = you may not see them or WET usually within a downpour.

Question 38

Flying through microburst you will typically encounter 3 phases:

Answer 38

Updraft part: It will first warn you by headwind gust = increases A/C airspeed and thus lift.

Downburst part = sudden surge of downdraft and the aircraft will sink and the AOA will increase.

Outburst part = shift from headwind to tailwind which further decreases the aircraft lift and airspeed.

Question 39

On-board predictive wind shear system PWS is a function of? Available from? (landing, tof roll, tof)

Predictive windshear alerts are inhibited when?

Answer 39

The weather radar.

1. From 1800/2300ft to 50ft during approach,
2. Up to 100kt on take off roll
3. From 50ft up to 1800/2300ft during take-off.

(1800/2300 depends on WX radar standard.)

Aircrafts speed is above 100kt and up to 50ft.

Question 40

How does the PWS system work?

During TOF roll, up to 100kts?

Answer 40

The system scans the airspace, withing a range of 5 NM ahead for windshear. When it detects windshear depending on the range selected on ND a warning, caution or advisory message appears on ND. Predictive windshear warnings and cautions are associated with aural warning. (WINDSHEAR AHEAD)

Both warnings and cautions are available withing a range of 3NM up to 100kt. Also applicable during taxi when CAPT or F/O display mode is different from OFF.

Question 41

PWS during final approach. Downgraded?

Answer 41

Visual and aural warning alerts are downgraded to caution alerts between 370ft AGL and 50ft AGL and range between 1.5NM and 0.5NM.

Question 42

Predictive windshear triggered during initial climb: 4

What is reactive windshear?

Answer 42

1. WINDSHEAR TOGA, follow SRS or pull more back to not overspeed.
2. Closely monitor the speed and the speed trend.
3. Ensure that the flight path does not include areas with suspected windshears.
4. Change the aircraft configuarion, provided that the aircraft does not enter the windshear.

Reactive = we already have enetered the windshear = WINDSHEAR TOGA, read FMA and don´t touch the configuration.

Question 43

Predictive windshear during approach, we expect but still no warnings, what should we do? 4

WINDSHEAR AHEAD, 3

Answer 43

1: Assess the weather severity with radar display,
2: Select flaps 3 for landing in order to optimize the climb gradient capability in the case of a go-around,
3: Use managed speed because it provides the GS mini function.
4. We may increase VAPP displayed on MCDU PERF PAGE up to a maximum VLS+15kt. In case of strong or gusty crosswind greater than 20kt = use the LDG PRF application for VAPP determination.

1. Go-around flaps, set TOGA, read FMA.
2. We can change the configuration as normal go-around provided that the windshear is not entered.
3. Full backstick should be applied to follow SRS or to minimize the loss of height.

Question 44

Windshear/downburst can be recognized by? 3

Answer 44

1. Abnormal pitch attitude, abnormal V/S,
2. Large and uncharacteristic speed and/or SPEED TREND VECTOR changes,
3. Significant changes in wind direction and speed,

Question 45

On-board reactive wind shear system RWS, warning provided by? Active when?

Answer 45

By the FAC.

At takeoff = 3s after liftoff up to 1300ft RA
At landing = from 1300ft RA to 50ft RA
AT LEAST CONFIG 1 selected.

WINDSHEAR red message on PFD for minimum 15s and aural voice announcing “WINDSHEAR” three times.

Question 46

If we detect reactive windshear “WINDSHEAR WINDSHEAR” during takeoff before V1 and after V1 (6).

During approach?

Answer 46

Before V1 = TOF should be rejected only if Captain decides there is sufficient runway remaining to stop the airplane.

After V1 = PF = 1. WINDSHEAR TOGA,
2. Reaching VR = rotate
3. SRS = follow (if necessary we can pull the sidestick fully back) and if no SRS (FD´s) = move toward initial pitch of 17.5 degrees.
4. Don´t touch configuration until out of the windshear. (operating LDG = causes additional drag)
5. PM monitors the wind and announce, call speed, V/S, and when out of shear to increase PF´s SA (Out of shear = wind stable, speed trend stable) and reports to TWR.
6. AP on, start to configure with Gear up and flaps 0 above S-speed.

1. WINDSHEAR TOGA.
2. AP if engaged = keep engaged.
3. SRS orders follow. (if necessary pull stick fully back).
4. Don´t touch configuration
5. PM monitors and call out everything (speed close to VMO, the wind etc). and reports out of shear.
6. AP on, start to configure with flaps one steep, gear up, flaps 1 (above f-speed) and flaps 0 above S-speed.

Question 47

When we are out of shear, what should we do? 7

Answer 47

1- PM recover smoothly to normal climb and the PM should report to ATC “out of shear”.
2. Pitch 10 degrees or follow FD
3. Check gear up,
4. Thrust levers CLB
5. Check FD mode (CLB/OP CLB/V/S)
6. Check A/THR engaged
7. Retract flap on schedule

Question 48

For RNP operations, the flight crew should check before flight that GPS PRIMARY is available. How do we check?

GPS PRIMARY MEANS?

If we are going to fly LNAV and we have radar vectors, how do we do?

Answer 48

Go to PROG PAGE and then on the left side press PREDICTIVE GPS.

Means both the integrity and the accuracy is correct.

ONLY LATTERALY MANAGED AND VERTICALLY SELECTED = We are on heading, when cleared for approach, we push to NAV and then we do NAV/FPA. Turn bird on = we don´t arm the approach, 1 mile to descent point = preselect -3.0 and descent point = pull -3.0. If you are going to fly fully managed LNAV = just increase minima by 30ft and arm approach as normal.

Question 49

How many FCU channels do we have?

FCU 1 fault. How do we solve it and what does the ECAM show in case of we get it?

If both fails?

Answer 49

2 channels, if one inop = the other takes over.

Only 1 FCU fault = ECAM says: Baro ref = X check. We check the barometric reference on FCU and compare it with PFD. We can use the QRH system reset table to solve it.

FCU will be blank, NO AP, NO FD, NO A/THR available. no FMA, on ND rose mode only with 80NM range, The barometric altitude goes to 1013. RA available but not the minimum/100 callout/ (50, 40, 30, 20, 10 etc.) PM should call them via the ISIS.

Question 50

We will depart from 26L with poor visibility, gusty wind etc. ATC will tell us FRANE1M when we request clearence, 6000ft (warning step climb) squawk 4556. What should we set on the FCU?

What will we get during TOF?

Answer 50

We should set 4000ft.

NON predictive windshear (means reactive windshear) = PF = Windshear TOGA, read FMA, don´t touch the configuration.
PM = reports the trend of the airspeed, the wind etc. And reports out of shear to PF and ATC.

Question 51

During engine start we will get EIU fault. What is EIU?

Loss of EIU? 4

Answer 51

Engine interface unit = Connection betwen the FADEC and different sources. Receives data from the engine start system, auto-thrust system, the LGCIUs and feeds it to its releated FADEC.

Loss of EIU = Loss of auto thrust, reverser on affected side, idle control (only APP idle avail) and start for affected engine.

Question 52

We follow the FD´s during the windshear on departure and continue on SID then vectors followed by DCT point. Which failure will we get? Important to discuss?

What´s going to happen on our important point D29 DET? And continue the scenario until SID is completed.

After SID? Trap?

Answer 52

AIR COND PACK 1 OVHT (when compressor outlet temp rises above 260 degrees). ECAM = PACK (AFFECTED) = OFF. When PACK OVHT OUT = PACK (AFFECTED) = ON. We just need to switch off PACK 1. If we turn it ON again, it will fail again. We need to fly with PACK 1 off. ‘what if’ plan (remaining pack failure) is discussed (very important) = PACK 2 can be overloaded, if it fails = we can not pressurize the cabin and need to descend to FL100/MEA-MORA.

We need to have 4000 or below at point D29DET, which means we set 5000ft after that (next constraint). Here the controller will tell us to switch to London CTL 127.1 = TRAP (wrong frequency). It will be no response. We go back to previous frequency and still no response. We should strictly follow the SID profile. We need to use 121.5 on ACP2 (my side) and call them there. Here we wil get either correct frequency or at 121.5 they will tell us climb FL70 contact London CTL 134.250. WE SHOULD NOT SET STANDARD yet because our constraint at FRANE is 6000ft and not FL! Again, it´s a trap. When we pass FRANE at 6000ft we can climb to FL70 and set standard.

We will get CLIMB FL160. 2000ft before = Clear air turbulence SEVERE = V/S will be flactuating = TRAP AGAIN. We should not select lower speed because we will get higher V/S if we do it = altitude bust. Best option is to PUSH TO LEVEL OFF and inform the ATC that we have severe turbulence.

Question 53

After the SID we can get three different failures/scenarios. Which failures can we get? 4

Answer 53

1. Engine EIU 2 fault (A/THR lost, reverse 2 lost).
2. AIR COND PACK 2 OVHT (we have PACK 1 overheat fault from before, pack one is already off) = both packs will be failed. (turn off both packs, max FL = FL100/MEA-MORA, cockpit and cabin temperature = fixed).
3. SCA informs that passanger found a suspicious item (small packade under a seat), SCA will cause distraction and increase workload. Later on the item will be identified as a laptop belonging to a passanger.
4. DOOR FWD CARGO DOOR OPEN (SWITCH) = spurious. (No crew action required as long as cabin pressure is normal, if ABN CAB V/S = MAX FL = 100/MEA-MORA).

Question 54

ENGINE EIU 2 FAULT. What will we get on ECAM/STATUS?

Should we continue?

Answer 54

ECAM:
ENG 2 EIU FAULT (bus between EIU and ECU fails)
AUTO FLT A/THR LOST
THR LEVER MOVE (disconnect from buttons on A/THR)
ENG THRUST LOCKED
THR LEVER MOVE

STATUS:
GA THR = TOGA ONLY (NO SOFT GO-AROUND)
ENG 2 APPR IDLE ONLY
CAT 2 ONLY

INOP SYSTEMS:
A/THR
CAT 3
REVERSE 2
ENG 2 start.
GA SOFT

Depends, we can either continue to Birmingham or return to Gatwick with manual thrust.

Question 55

AIR COND PACK 2 OVHT. (we have PACK 1 failed from before) = both are lost.

What cause that we get PACK OVHT?

What will we get on ECAM/STATUS?

PACK 1+2 FAULT

Should we continue?

Answer 55

Pack compressor outlet above 260 degrees, or above 230 degrees four times during one flight. Pack flow control valve is closed automatically = both the compressor temp and the valve (disagree with the PB switch position) is amber on bleed page. Also since pack valve is closed = the supply line from the pack to the mixer unit has turned amber because there is no air flow from the pack to the mixing unit.

ECAM:
PACK 2 OFF. (High flow is automatically selected on the remaining pack).
When PACK OVHT out (remains on overhead whilst overheat condition persist)
PACK 2 ON.
PACK 2 fault
PACK 2 OFF.

When PACK 1+2 FAULT = We are not able anymore to pressurize the aircraft. Residual cabin pressure will leak at a slow to very fast rate.

PACK 1 = OFF
PACK 2 = OFF
DESCENT TO FL100/MEA-MORA

When DIFF PR < 1 PSI and FL below 100:
RAM AIR = ON (Guarded, ask for confirmation first) it will come on, on the ECAM BLEED page and supply the mixing unit (both PACKS are off(not working).
MAX FL = 100/MEA-MORA
IF FAULT was due to an overheat: AIR PACK 1 (2) OVHT
WHEN PACK OVHT OUT (check pack on overhead): PACK AFFECTED = ON

We should not continue, we should return back to Gatwick.

Question 56

DOOR FWD CARGO DOOR OPEN (switch)

Should we continue?

Answer 56

IF ABN CAB V/S: MAX FL = 100/MEA-MORA (if door warning is accompanied by abnormal increase of cabin altitude, flight crew must reduce cabin DELTA P and altitude by descending).

In our case it´s going to be spurious only = we can check cabin DELTA P in normal values.

We can continue to destination, only spurious.

Question 57

After we get one of the four failures, we can decide to continue, return or divert to nearby airport. What will happen?

1. Return to Gatwick. (what is good to discuss)
2. Continue to Birmingham. (what type of approach and why?)
3. In case of inflight diversion (LTN or STN)

We are going to get high energy approach on every approach we do here.

Answer 57

1. If we return = high energy approach. DCT MAY descend FL90 (later on speed 230kt). (place us high on profile). We can ask for delayed vectors but ATC will refuse and only give if we ask several times. Examiner will check if we are aware of the distance and altitude (TEM). What “if plan”? If we can´t make it, we will perform go-around etc. POSSIBLE DISCONTINUED APPROACH OR A GO-AROUND (DUE TO UNSTABILIZED APPROACH)

SET WIND: 30016G34KT (strong wind and crosswind)
REPORT: EGKK 30016G28KT 3000 RA OVC008 15/10 Q0981 RWY WET

2. They will offer RNP and we should not accept (FCU1 fault from MEL). We can only fly the LOC because G/S U/S from the NOTAM.

ATC creating a high-energy descent with the need to capture the optimum profile to complete the
approach in a stabilized configuration for RWY 33.
DCT ‘PUFAX’ DESCENT FL90 FOR HEMEL 1B, LATE DESCENT CLEARANCE, THEN HDG FOR
STRAIGHT IN APPROACH (THAT FURTHER SHORTENS THE ROUTE AND PLACES A/C HIGH ON
PROFILE). POSSIBLE DISCONTINUED APPROACH OR A GO-AROUND (DUE TO UNSTABILIZED APPROACH)

SET WIND: 01018G38KT
REPORT: EGBB 01018G30KT 5000 RA OVC007 15/10 Q0985 RWY WET

3. LTN – X-WIND EXCEEDING LIMITATIONS (maximum 38kt on dry and 33kt on wet).
   STN – Offer RNP (should not be accepted due to FCU 1 N/A), LOC04 AVAILABLE O/R
   ATC creating a high-energy descent with the need to capture the optimum profile to complete the
   approach in a stabilised configuration:
   DCT ‘BPK’ DESCENT FL080, THEN HDG 080 FOR STRAIGHT IN APPROACH (THAT PLACES A/C
   HIGH ON PROFILE (DUE AIRSPACE/TRAFFIC RESTRICTIONS)),
   APPROACHING IAF, CLEARED FOR APP, 2 MIN LATER: REDUCE SPEED 230KT. POSSIBLE DISCONTINUED APPROACH OR A GO-AROUND (DUE TO UNSTABILIZED APPROACH)

REPORT: EGSS 36017G30KT 5000 RA OVC010 15/10 Q0985 RWYCC 5/5/5 RWY WET/WET/WET
EGGW 35013G25KT 5000 +RA OVC004 14/10 Q0996 RWYCC 2/2/2 (4MM WATER 100%)

Question 58

We get high energy approach after the SID, doesn´t matter if we return, continue to dest or divert to Stansted. We can request for delayed vectors (not approved but will be approved if we ask several times), we can get three possible scenarios during approach, which are they? 3.

Answer 58

1. SCA informs that a passenger found an unidentified item – situation escalates, item is hot when touched
   and produces smell – create disruption, increased workload and immediacy – Depends, either we land or hold to check up the item. (check if we have fuel).
2. Destination airport not available due to other traffic landed with one L/G up – We need to check fuel and choose another airport for landing.
3. On short final Activate ATA 70 ENG 2 SERIOUS DAMAGE WITH ABRUPT POWER LOSS (bird strike) = Go-Around. We need to press ruder on living engine, go around, follow the missed approach procedure and do the ECAM and everything and land with OEI.

Question 59

PF = CPT.
1. 26L, RVR 125m. What will we get at 80kt? Actions from FO?

2. At V1 = what will we get?
3. Base leg 26L, OEI?
4. Final RWY26L. 2D. OEI

Answer 59

1. Airspeed channel ADR1 fault = rejected TOF.
   Spoilers, reverse green, decel, 70kt, WZZXXX Stopping. ECAM actions and prepare EMER EVAC checklist.
2. ENG FLAME OUT (with damage) at V1. We say positive climb = gear up, cancel master caution and reads the title of the failure.
3. OEI 3D approach RNP 26L/OEI go-around. Set minima 580ft. A/P will be failed when approaching base-leg = manually flown. Read the table and arm APP when K26LF is the TO point. RWY track is 257. During manual go-around PUSH the rudder ON LIVING ENGINE to compensate.
4. LOC approach 26L. Set minima 590ft. Read the table. 1 mile to descend point (6.5IWW). (PF sets the bird on and preselects -3.0 on FCU. 0.3NM before = descend point (D5.8IWW) (PF = pulls). Below go-around = set GO-around altitude = in this case we set 3000ft because platform is 2000ft. OEI landing. Don´t push the rudder when you disconnect the AP! It´s already correct trimmed. Before landing tell the PM to reset rudder trim so u can use the rudder for the landing.

Question 60

PF = F/O.
1. EFATO between V1 and V2.

2. RNP 26L, OEI.
3. FINAL 26L. 2D. OEI
4. Final 26L, 3D.
5. When we maintain 2000ft from previous go-around, what will happen?
6. Threshold 26L.

Answer 60

1. ENG FAIL (no damage).
2. OEI go-around. Set minima 580ft. AP will be failed during turning final = manually flown. CPT read table, arm APP when K26LF is the TO point. FD off, bird on set RWY track (RWY track is 257). Follow brick and 700ft/min. 500ft AAL = NAV FM/POS DISAGREE = go-around. During manual go-around PUSH the rudder ON LIVING ENGINE to compensate. GO-AROUND FLAPS AND SET TOGA AND PUSH RUDDER and READ FMA. ABOVE F-speed = flaps 1, above S-speed = flaps 0. Follow missed approach procedure.
3. LOC 26L, OEI landing. Set minima 590ft. CPT says 1 mile to descent point = bird on, preselect -3.0. (plattform and go-around altitude = same) Descent point = PULL -3.0. AP off, FD´s off, set rwy track. OEI landing. Don´t push the rudder when you disconnect the AP! It´s already correct trimmed. Before landing tell the PM to reset rudder trim.
4. Go-around with two engines (WINDSHEAR)/flare height (go around altitude 2000ft) = ATC request go-around/UPRT SCENARIO. In case of windshear = WINDSHEAR TOGA, read FMA and follow FD´s. In case of balked landing = Go-around, READ FMA, delay flaps callout and then flaps, gear up. Above F-speed = flaps 1. Above S-speed = flaps 0.
5. Glass mountain will apear in front of us = GPWS. : If the “Glass Mountain” or spurious GPWS warning is not available, ask the crew to demonstrate the GPWS [MEM] to complete this item.
   SIMULANEOUSLY:
6. AP = off
7. Pitch = pull up (pull to full backstick and maintain that position)
8. Thrust levers = TOGA
9. Speed brake levers = check retracted.
10. Bank = wings level or adjust (aircraft obtain best climb performance when the wings are level = we can adjust bank when climbing provided that turning is the safest action).
11. DO NOT CHANGE CONFIGURATION (slats/flaps, gear) until clear of terrain.
12. ENG FAIL (DAMAGE) OR ENG ACCESSORY
    GEARBOX FAIL ABOVE V2. END = ENGINE-OUT PROCEDURES COMPLETED. (FCTM = similiar do engine failure after V1 procedure. If the failure occurs above V2. maintain the SRS commanded attiude. In any case, minimum speed must be V2 and continue the engine failure procedure from that point = no compensation for rudder trim needed if AP on, probably above 400ft = I have control, I have communication confirm failure and continue to follow the special EO SID on performance application.

Question 61

PF = CPT.
1. FINAL ILS26L. CAT 2

2. FINAL ILS26L. Cat 3 with DH
3. After go-around, what will happen?
4. FINAL ILS26L. LVO landing CAT 3 with no DH.
5. Continues from previous landing.

Answer 61

1. CAT 2 with manual landing. Minima 101ft RA. I don´t need to say callouts like flare/no-flare, rollout/no-rollout. Spoilers, reverse green, decel, 70kt.
2. LVO/APP CAT 3 with DH 50ft = go-around. AUTO FLIGHT FAC 1 FAULT, PRESELECT ATA 34 NAV RA 1 FAULT AT 200FT.
3. Continues with Glass mountain like before.
4. CPT says LAND at 400ft or no land at 350ft. F/O need to be headdown from here. I say Flare/no-flare earliest 40ft RA, latest 30ft RA. Rollout/no Rollout when one of the gears touches the ground. Spoilers, reverse green, decel, 70kt. Check CPT disconnect the AP and reports RWY vacated when the aircraft have passed the green/yellow lights.
5. We will taxi to stand and we will get APU FIRE. Alert triggers when fire is detected by both loops.
6. APU FIRE P/B = push (APU fire pushbutton remains on as long as fire is detected.
7. AGENT after 10S = DISCH (10s delay allows the airflow to decrease, thich increases the effect of the agent).
8. Master SW = OFF.

Question 62

When we have low QNH (981 etc.) what should we do? FEEDBACK DURING REAL SESSION

Answer 62

Low QNH = set standard early (above MSA and cleared for FL) to not bust any altitutde/flight level.

Question 63

In case of TCAS RA how do we tell the tower? FEEDBACK DURING REAL SESSION

Answer 63

WZZ1EP TCAS RA
WZZ1EP CLEAR OF CONFLICT

NEVER SAY CLIMBING TCAS RA OR CLEAR OF CONFLICT DESCENDING TO FL390.

Question 64

IF WE ARE GOING TO DEPART AND TWR SAYS PREVIOUS AIRCRAFT REPORTED WINDSHEAR. WHAT SHOULD WE DO? FEEDBACK DURING REAL SESSION

Answer 64

EVEN IF WE PLANNED FOR FLEX, WE SHOULD USE TOGA FOR TAKEOFF TO HAVE MAXIMUM THRUST IN CASE OF WINDSHEAR.