DAY2 SIMULATOR Flashcards
How do you perform a rejected takeoff? 4
PM?
- STOP
- Thrust levers idle = max reverse. (stow at 70kt if enough runway left)
- When aircraft stopped = parking prake on
- PA = Attention crew at stations, attention crew at stations
- I have control, I have communication. ECAM actions.
PM announce the spoilers, reverse green, decel 70kt. “QATARI001 Stopping. Locates the emergency crew checklist and starts ECAM.
Emergency landing: What do you say 1500ft above aerodrome? 500ft AAL?
Emergency stations, emergency stations
Brace Brace
Memory items UNRELIABLE SPEED. 9
- AP OFF
- A/THR OFF
- FDs off
- Below Thrust reduction altitude = TOGA, Pitch 15
- Above thrust reduction altitude and below FL100 = CLB, 10 degrees
- Above thrust reduction altitude and above FL100 = CLB, 5 degrees
- Flaps if CONF 0, 1, 2, 3 = maintain current config. If FULL = select flaps 3 and maintain
- Speed brakes check retracted
- L/G = up
What is important to not forget with DODAR?
What is DODAR?
FDODAR, always review the fuel first.
D = Diagnose = situation
O = Option = what options do we have? Continuing, diverting, returning
D = Decide = What is your opinion?
A = Assign = NITS briefing = Nature, Intention, Time, Special, Approach briefing
R = Review = Has anything changed? Fuel, weather, Have we forgotten anything? Are we ready for the approach? If everthing OK = tell ATC ready for approach and do the approach checklist.
DOHA, ENGINE FAILURE. EFP = Straigh ahead, 4000ft. 17
- Control the aircraft with the rudders.
- VR = Rotate initially to pitch 12.5/SRS. If no good climb rate = set TOGA on both engines.
- PM = Positive climb = gear up = gear up, cancel master caution and reads the first line of the title.
- PF will get NAV on FMA = pull heading.
- Start TRIM the rudder, when trimmed engage AP.
- PF = 400ft AGL = I have control, I have communication. Confirm failure.
- PF = Tower, QATARI001, maydayx3 engine failure standby.
- PM = Engine failure confirmed, with damage ENG - PF = ECAM actions
- PF = Tower QATARI001 mayday, intention climb straight ahead 4000ft.
- PM = Engine secured.
- PF = Stop ECAM.
- Engine secured or ENG OUT ACC whichever is later = 1600ft = push to level off.
- PF = Activate secondary-
- Above S-speed = flaps 0. When green dot reached = pull to OPN CLB.
- THR MCT flashes on FMA = If TOGA = one step down. If FLX = One step down to CLB and then one step up back to MCT.
- PF = Continue ECAM
- PM = ECAM actions completed.
An engine is considered as secured when the ECAM actions of the procedures are performed until:
- 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
GO AROUND procedure. 9
- GO AROUND FLAPS and set levers to TOGA.
- PF READS THE FMA = MAN TOGA, SRS, GA TRK, A/THR BLUE.
- PM selects flaps 1 step and announce Positive CLIMB, PF = gear up, PM = gear up, flaps 3 and xxxx ft checked.
- Advise tower. QATARI001 going around.
- Select AP2 on.
- Above F-speed = flaps 1.
- Above S-speed = flaps up.
- CLB on FMA = set two step back to CLB from TOGA. (or MCT in case off engine fail).
- Follow missed approach procedure.
2D approach OTHH RWY34R LOC OEI landing. Distances are from AZM.
On base? 5
On final? 4
What about go-around?
GWPS G/S button ON.
L/S button on
Onside AP only
Base = bird on.
When cleared for APP = LOC press.
1 mile do descend point = D8.8 AZM = preselect -3.0 FPA.
Descent point = D8.1 AZM = Pull -3.0 VS. Fly tables.
Set 3000ft on FCU.
At minima = AP off, FDs off, set RWY track (336).
Climb initially 3000ft. Later on 4000ft.
ADR1+3 fault.
First thing to do is? And why?
What happen when we perform the line ATC/XPDR SYS 2 on ECAM?
What did we turn off that does not come on the ECAM?
Which QRH procedure should we refere to?
Why is speed limited to 320kt?
ADR1+3 fault, the operating speeds is now driven by X on both PFDs?
When should we extend the LDG GEAR via gravity? In case of go-around?
You loose the A/THR so THR LCK will be displayed on FMA. We need to move the thrust lever and put the BLUE on the indicated VALUE on N1. AP will be disconnected as well and turn off the FD, bird ON.
The line will not dissapear on ECAM since it is not monitored by the aircraft.
GPWS TERR FAULT light as the enhanced functions of the EGPWS are inhibited because ADR1 is lost.
LDG GR GRAVITY EXTENSION procedure on QRH.
Because we are in alternatw law = high-speed protection is lost.
FAC2.
When landing clearence is obtained because we can not retract it in case of go-around. After that we set the normal gear lever to DOWN.
We should still have direct law in case of go-around.
TCAS MANUAL PROCEDURE
TCAS I HAVE CONTROL
AP OFF
FD OFF
PITCH UP/DOWN TO THE GREEN
CLEAR OF CONFLICT = RETURN TO THE PATH, PM SETS AP ON etc.
PM = QATARI001 TCAS RA
PM = QATARI001 CLEAR OF CONFLICT
FAC 1+2 FAULT. What will we initially think and what should we do?
First thing to do is? And why?
What about when we turn the FAC buttons ON then OFF and then turn the FACs off?
What about gear extension?
Initially always we will think it is unreliable speed but thats not the case. Call out numbers immediatly “I have 150kt” etc and if all three = PFD1, ISIS and PFD2 shows same speed = we do not have unreliable speed. BE CAREFUL, all the S-speeds, F-speeds, overspeeds etc. are gone = we need to configure aircraft without them = check the placard for flaps and gear and be quickly with configuration!
You loose the A/THR so THR LCK will be displayed on FMA. We need to move the thrust lever and put the BLUE on the indicated VALUE on N1. AP will be disconnected as well and turn off the FD, bird ON.
They are non monitored = they will not dissapear from the ECAM when we perform the action. We need to clear it.
We do not perform manual gear extension, we take the gear down normally and it reverts to direct law. If we perform go-around = we will go into alternate law again.
Engine failure. Once we see that one of the generators are not working when reviewing the secondary pages, what should we do?
If fuel permits, we should start the APU GENERATOR to assist the only engine generator left and to to unshed the main galleys.
Engine failure, we are going to confirm the failure, there is no values on N1 and N2 and fuel flow is zero and we DO NOT have any amber crosses, what does it mean?
Engine is damaged, it is not even windmilling. Assess carefully if you have damage or not.
Procedure for discountuinity approach, 7
- Does not require crew to set THR levers to TOGA.
- “Cancel approach”
- Disengage/disarm AP/FD approach mode by de-pressing APPR PB or LOC PB.
- Manage aircraft trajectory = Altitude/HDG/VS
- Select SPEED and adjust
- Manage the configuration = flaps, LG etc,
- If required, enter a new DEST = LAT REV on any point and enter on NEW DEST (like we do in SEC-FPLN). When aircraft overflies the last waypoint, FMS does not keep the destination on active F-PLN. Why? Because thrust levers are not set to TOGA detent, FMS remains in approach phase.
First action when SLATS/FLAPS locked
Always pull the speed!
