Day 2 Flashcards
QRH SUMMARY CHECKLIST, when do PF call for this?
After PM says “ECAM ACTIONS COMPLETED”. Read the cruise and first line of the approach sections.
When do the PM refers to the APPROACH section if we have QRH summary checklist? PF refers to?
PM reminds of what?
When we do the FMS approach preperation.
PF refers to approach, landing and go-around sections to create strategies for how the approach will be flown. It will be used during the A part of the DODAR.
Monitors the approach, landing and go-around items are completed and remind the PF what is coming = “after landing do not select reverse etc.)
What is CFIT?
Accidents occur when and why? 4
Controlled flight into terrain. Airworthy aircraft under complete control fly into terrain, water or obstacle. Pilots are unaware of the danger until it is too late.
Most CFIT accidents occur in approach and landing phase and often associated with non precision approaches. Lack of situational awaraness, terrain, fatigue, weather etc.
Alternate law, low speed stability. The low speed stability replaces the normal? How is it visible on the airspeed indicator?
Available and active when?
Do we have this in direct law and why?
Normal AOA protection.
VLS is the top of the orange, the stall warning VSW = the bottom of the orange.
Available for all slat/flaps configurations, active from about 5kt up to about 10kt above stall warning speed.
The pitch direct law is a direct stick-to-elevator relationship = no trim (manually trim) and no protections are available. We only have the stall warning as for alternate law.
Stall Recovery. What is the most important thing?
What is secondary?
What do we do when stall indications has stopped?
Below FL200 and in clean config, what should we do and why?
To reduce the AOA and regain lift again = We must pitch down the nose immediatly as soon as we get any stall indication (in case of lack of pitch down authority it may be necessary to reduce thrust) and we must simultaneously ensure that wings are level in order to reduce the AOA.
Minimizing the altitude loss is secondary, reduction of the AOA is first priority to regain lift.
We should increase the thrust smoothly and must ensure that the speedbrakes are retracted. The crew can now smoothly recover the initial flight path.
During flight path recovery, if we are at clean config, we must select flaps 1 in order to increase the margin to AOA stall.
What is stall and CLMAX?
Loss of lift is dependant on? 4
Stall warning at liftoff, How is the procedure? 3
If stall warning is still active when safe flight path and speed achieved? 3
Condition in aerodynamics where the AOA increases beyond a point such that the lift begins to decrease = airflow seperates from the wing and lift cofficient decreases. (CLMAX)
On AOA which depends on Aircraft config (slats, flaps, speed brakes), mach, altitude, wing contamination.
Thrust = TOGA (to get maximum available thrust)
Pitch = 15 degrees.
Bank = Wings level.
Spurious. Damage to the AOA probes, ice ridges blocking pitot, wake vortex.
Stall recovery technique: 7
Recovery is only possible by?
- STALL I HAVE CONTROL
- AP OFF, A/THR OFF,
- PUSH to horizon -5 to -10 initially and keep it there. (to reduce AOA)
- Roll wings level
- Increase thrust SMOOTHLY WHEN NO STALL INDICATIONS (otherwise this may generate another stall warning).
- Speed brakes check retracted.
- Flight path = recover smoothly. (If below 20000ft/FL200 = FLAPS 1 must be selected during recovery to increase the margin the margin to AOA stall.
By trading altitude for airspeed.
On Airbus aircrafts, Global Navigation Satellite System (GNSS1) signals are the main inputs used for aircraft positioning. Degradiation of GNSS signals can lead to a performance degradation of the computed aircraft position.
What else do we have?
We have navaids (VOR/DME) and ILS receiver to complement the aircraft position´s accuracy, integrity, availability etc.
Which teqnique whould we use if we perform go-around above the FCU selected altitude?
If FMS has no destination anymore?
DISCONTINUED APPROACH. DO NOT MOVE THRUST LEVERS.
1. Cancel approach.
2. De-select the APPR button
3. Descend with V/S to missed approach altitude.
Go to lateral on one point and enter the airport as destination = select approach (as we do when we prepare secondary on ground).
Minimum climb gradient (One engine INOP, TOGA, GEAR UP, APP CONFIG)
Minimum climb gradient with 2 engines (TOGA, GEAR down, LANDING CONFIG)
2.1 %.
3.2 %.
If no gradient is published below minimas on LIDO = minimum gradient is?
What is a go around gradient?
What is the STD GA ALTITUDE used by flysmart?
2.5 %.
Average gradient up to go around altitude. Average = the gradient at start of climb will be higher (AVERAGE).
1500FT ON A STRAIGHT FLIGHT PATH.
SBT1A and SBT1B: We have MEL 30-31-01B = FO´S PHC inoperative. Describe how PHC works.
How many do we have and what do they do?
When are the probes heated automatically?
According to MEL, what do we do? If icing conditions are encontered?
PHC = PROBE HEAT COMPUTER. We have three of them and they automatically control and monitor: Captain probes, F/O probes and STBY probes. They protect against overheating and indicate failures.
The probes are heated automatically when at least one engine is running, manually when the flight crew switches ON the Probe/window head PB.
According to MEL: AIR DATA selector = F/O = 3.
If icing conditions are encountered. ADR 2 PB = OFF. (When ADR = off = takeoff in CONF+1 is not permitted, maximum landing capability is CAT 3 SINGLE. The ADR2 switch must be off for the reminder of the flight.
ALL SBT scenarios starts at final approach. Shortly after G/S interception, what happens and how do we do it? 6
ATC cancels approach clearence and we need to discontinue the approach. We are at maximum config 2 and gear down.
We don´t need to set the thrust levers to TOGA.
1. PF CALL CANCEL APPROACH.
2. Leave the thrust levers on CL detent.
3. De-select APPR mode.
4. Aircraft goes into HDG mode. Depending of what ATC gives either fly on HDG or push to NAV to follow missed approach procedure.
5. Select V/S to descend to the missed approach altitude.
6. Enter new DEST on the F-PLN and activate the approach phase for a new approach.
SBT1A, SBT1B, SBT1C.
After the discontinued approach, what will happen?
During 2nd approach?
WEATHER? 1A, 1B and 1C.
We will fly the missed approach procedure = either with heading or push to NAV to follow it. We need to re.configure the aircraft. Gear up (if it was selected DN before), flaps 1, flaps 0.
Vectors for short final. If we need we should ask for delayed vectors so we are fully stabilized.
During the 2nd approach, adverse wind conditions are encountered (wind shift close to ground (SBT 1 A&B), reactive windshear (SBT 1C)). It forces a go-around or W/S recovery
maneuver during which another ADR’s speed channel fails (SBT 1A&B) / remaining both ADRs become inoperative = tripple ADR failure (SBT 1C).
In SBT 1A the weather supports return to destination airport as the SHRA/gusty wind has moved away.
In SBT 1B the adverse WX continues to affect approaches to the destination, and the crew
needs to carefully assess remaining fuel, manage workload and consider a diversion
SBT 1C is most challenging as the speed indication is lost on both PFDs, L/G cannot be
retracted and flight controls revert to Direct Law due to triple ADRs fault, all this happens
during W/S recovery. In addition, airport is surrounded by high terrain and map on ND is
frozen, which greatly impairs crew’s situational awareness.
SBT1A. PF = CPT. LIRF RWY 16L, 12NM final. MEL 30-31-01B, F/O PHC inoperative = complete procedures.
Callsign WZZ2SB.
ATC = ROMA ARR 125.500
FUEL = 3000kg (neo)
Which MEL?
What will ATC say after GS interception? Continue until second approach.
What happens during second approach? Which failures?
Air data selector F/O = 3 and ADR2 off (icing conditions was encountered during departure = therefore ADR2 is off).
We need to insert ILS W for RWY 16L and everything on the FMGC. Minima = 290ft.
After GS*: ATC: “CANCEL THE APPROACH CLEARANCE, DESCENT TO 2000 FT ALT, THEN FOLLOW THE STD MISAP.
- Cancel approach and descending 2000ft and then follow MISAP, WZZ2SB.
When we get GS* we set the missed approach altitude on FCU.
- If ATC tells us to cancel approach clearence above this FCU selected altitude = discontinue approach technique (cancel approach, disarm APPR button, descend with V/S etc.)
- If ATC tells us to cancel approach CLEARENCE below this FCU selected altitude = normal go-around perform (Go-around flaps, apply TOGA and then immediate back to CLB if we are close to the go-around altitude.
NO TURNS BEFORE RWY THR! We continue until the RWY THR and then turn (either heading or push to NAV). Max speed is 200kt = we stay at flaps 1. When we pass D15CMP we should climb to 4000ft because it says between 3000ft and 4000ft when D10 CMP and 4000ft during the APP. Don´t forget to enter LIRF as new destination and activate approach phase. It will be short vectors for a new approach, if we need more time = request delayed vectors but CHECK THE FUEL, we don´t have so much.
During the second approach, we will be forced for a second Go-around. Either att 100ft we will get UPRT scenario, airspeed increase etc or on ATC request. We perform normal go-around (delayed flaps callout) and joins the MISAP again. During the go-around we will get NAV airspeed channel ADR1 fault = dual ADR fault. F/O compares the speed with ISIS = correct = takes over the flight, MY CONTROLS.
Both AP off, A/THR off (manual thrust) THR LK on FMA = move, alternate law (when landing gear down = direct law). Good to go with non standard flaps 3 and then gear down. I have control, I have communication, ECAM actions.
When all the procedures are done we request a third approach = SHRA has moved away and the weather is fine now for landing. NO DIVERSION IN FCO. Enter LIRF as new dest and activate approach face.
