dd - Memory items Flashcards
The use of Memory Items in different scenarios.
You approach the stand, and when you brake to slow down, nothing happens. What do you do?
Callout: “Loss of braking”
- Apply MAX REV
- Release the BRK pedals
- Request PM to switch off the A-SKID
- Apply pedal BRK once again
- If still cannot stop the airplane: apply PRK BRK.
Can the “Bird” assist you in terms of wind-shear on final approach?
[FCTM/AS/BIRD]
FINAL APPROACH
Associated with the GS mini function, the bird is an excellent indicator of shears, downburst or wind variation.
What does a solid amber circle on the ND means?
[FCTM/AS/TCAS/10 - TCAS]
INTRUDER CLASSIFICATION
TA: Traffic Advisory
Type of collision threat: no threat.
Flight crew response: no evasive maneuver
What does a solid white diamond on the ND means?
[FCTM/AS/TCAS/10 - TCAS]
INTRUDER CLASSIFICATION
Proximate Traffic
Type of collision threat: considered as no threat.
Flight crew response: no evasive maneuver
What does a solid red square on the ND means?
[FCTM/AS/TCAS/10 - TCAS]
INTRUDER CLASSIFICATION
RA: Resolution Advisory
Type of collision threat: collision threat.
Flight crew response: stay out of the red area (VS scale).
At what height are RAs inhibited?
What about TAs?
[FCTM/AS/TCAS/10 - TCAS]
RAs are inhibited if the aircraft is below:
- 900 ft AGL in descent
- 1100 ft AGL in climb.
TAs are inhibited if the aircraft is below:
- 400 ft AGL in descent
- 600 ft AGL in climb.
What must the PF do if the VS indicator remains in the red range?
[FCTM/AS/TCAS/20 - RESOLUTION ADVISORY]
If for any reason during an RA, the aircraft vertical speed does not reach the green area of the vertical speed scale, the PF should disconnect the AP, and override the FD orders, in order to lead the aircraft vertical speed out of the red area of the vertical speed scale.
If necessary, the PF must use the full speed range between Vαmax and VMAX.
What’s the main reason of disconnecting the FD during a TCAS maneuver?
[FCTM/AS/TCAS/20 - RESOLUTION ADVISORY]
BASIC TCAS PROCEDURE
The PF disconnects the AP and requests the disconnection of the FDs, and smoothly and promptly follows the green area of the vertical speed scale within 5 s.
Note:
The flight crew must disconnect the FDs as soon as the APs are disconnected, in order to:
- Ensure that autothrust is in SPEED/MACH mode
- Avoid possible confusion between FD bar orders, and TCAS aural alerts and vertical speed orders.
Can the AP remain engaged during a go-around triggered by a CLIMB RA?
[FCTM/AS/TCAS/20 - RESOLUTION ADVISORY]
MANAGEMENT OF CLIMB RA DURING APPROACH IN CONF 3 OR FULL
If any CLIMB RA (for more information, Refer to FCOM/Aural Alerts) is generated when the aircraft is in approach in CONF 3 or FULL, for both the AP/FD TCAS and the Basic TCAS procedures:
- The flight crew perform a go-around and follow the SRS orders
- The AP and FD can be kept engaged during the go-around
- During the go-around, the flight crew check that the vertical speed remains out of the red area of the vertical speed scale, and take over if necessary. For example, the flight crew should take over if the vertical speed gets back to the red area of the vertical speed scale when the aircraft intercepts the AFS CP selected altitude.
Describe the difference between the MORA on the ND and the one on the VD.
[FCTM/AS/VD/20]
SAFETY ALTITUDE DEFINITION
The MORA information is the grid MORA based on the FMS database. However, the MORA value displayed on the ND and the VD may be different, because the calculation assumptions are different:
- The ND displays the max MORA around the aircraft within a 40 NM fixed radius
- The VD displays the MORA and the MSA along the flight path (i.e. along the F-PLN when in NAV mode, or along the track when in HDG/TRACK mode), in a corridor linked to the RNP value, within the VD range.
You are departing from a location with moderate turbulence expected on the departure segment. On this location, NADP1 is required. How would you manage?
[FCTM/PR/NP/SOP/120]
NOISE ABATEMENT TAKEOFF
The flight crew should not conduct the Noise Abatement Procedures (NADP) in significant turbulence or windshear conditions.
If you have an engine failure during climb out, how do you deselect auto-derate?
[FCTM/PR/NP/SOP/140]
CLIMB THRUST
If an engine failure occurs during an auto-derated climb, auto-derated climb thrust is deselected when the flight crew selects MCT.
On short final, the “RWY TOO SHORT” auto callout is triggered.
The crew decides to GA.
What is expected from the crew before shooting another APP?
[FCTM/AS/ROWROP]
ROW OPERATING TECHNIQUES
ROW ALERTS DURING FINAL APPROACH
If during final approach, the IF WET: RWY TOO SHORT message is displayed on the PFD, the flight crew must perform a go-around when the runway condition is either not dry or contaminated. If the runway condition is dry, the flight crew can disregard the message and continue the approach.
If during final approach, the RWY TOO SHORT message is displayed on the PFD, the flight crew must perform a go-around. In addition to the message displayed on the PFD, the aural alert “RUNWAY TOO SHORT” triggers below 200 ft AGL to remind the flight crew of the necessity to perform a go-around.
ROW alerts for the relevant runway condition (For more information, Refer to ROW Operating Techniques).
[FCTM/PR/NP/SOP/210/210-1]
CONSIDERATION ABOUT GO-AROUND
DECISION MAKING
The flight crew must consider to perform a go-around if the RWO alert is triggered.
Note:
After the Go-Around, the flight crew should determine the parameters that trigger the ROW alert.
The following parameters can cause a ROW alert:
- Non stabilized approach,
- Shifted OANS aircraft position,
- Abnormal environmental conditions,
- Incorrect runway data (runway length, runway shift),
- Long flare.
Before the flight crew initiates a new approach, the flight crew should confirm the landing performances and correct the identified parameters.
However if the flight crew determines that all approach conditions were met at the time of the approach, the flight crew may decide to attempt a second approach with ROW/ROP deactivated, provided that all conditions are still appropriate to land safely on the runway.
[OMA 8.3.20.2.32.2 Subsequent Approaches Following a Missed Approach]
Following a missed approach, it is the Commander’s responsibility to determine if a subsequent approach is to be conducted to the same runway/airport.
A second approach shall only be conducted if the Commander assesses that there is a high likelihood of a successful approach and landing.
If the second approach was unsuccessful and both missed approaches were due to weather conditions, the Commander shall divert to the alternate aerodrome unless already committed to destination and unable to divert.
A third approach may only be flown when one or both missed approaches was non weather related and the Commander assesses that there is a high likelihood of a successful approach and landing.
[FCTM/PR/NP/SOP/210/210-2]
SECOND APPROACH
The flight crew will ensure the correct waypoint sequencing during the second approach, so that the missed approach route will be available, if another go-around is required.
The flight crew should perform the approach checklist, after revision and/or confirmation of all approach and performance data, before beginning the next approach.
According to the manuals, describe some of the possible indications of WS.
[FCTM/PR/NP/SP/10/10-2]
AVOIDANCE AND RECOGNITION
If a windshear encounter is expected, the flight crew should delay takeoff or landing until the conditions improve (e.g. until the thunderstorm leaves the airport).
The following deviations that may indicate a possible windshear condition:
P.n.: rule of 10 P.n.: picture the PFD, ND & EWD:
- IAS variations in excess of 15 kt
- Ground speed variations
- Wind indication variations on the ND: Directions and velocity
- VS excursions of 500 ft/min
- Pitch attitude excursions of 5 °
- Glide slope deviation of 1 dot
- HDG variations of 10 °
- Unusual A/THR activity.
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
[OMC 10.2.2.1 Windshear]
Pilots shall be alert to the possibility of windshear during departure when studying weather information indicating:
- Thunderstorm cells are in the vicinity of the airfield at a distance of 15 nm or less,
- Frontal speeds exceeding 30 kt are evident,
- The presence of high base convective clouds with high surface temperatures and large dew point spread,
- Strong temperature inversions.
WARNING:
Do not take-off, land or make an approach when there is a “Microburst Alert” for the take-off/landing runway or when it is not possible to maintain at least 3 nm horizontal separation from ‘severe weather’* (refer to the chapter below) when the aircraft is < 1,000 feet AGL. Windshear encountered on take-off or approach must be reported.
[OMC 10.2.2.3 Departure/Arrival Hazardous Weather Decision Aid Fault Tree]
1.
* Severe weather such as:
- ATC report of echo level 5 or greater,
- Heavy rain with convective activity,
- A radar echo with a shadow behind it,
- A magenta radar return,
- Steep and/or asymmetrical radar gradients,
- Notches, hooks, fingers or scalloped.
- Do you judge it safe to continue? Some considerations are:
HIGH microburst/windshear probability:
- Localized strong winds,
- Runway specific “windshear alert”,
- PIREP > 15 kts loss/gain,
- LLWAS* > 20 kts (if available).
MEDIUM microburst/windshear probability:
- Rain shower,
- Moderate turbulence,
- Lighting,
- Frontal Activity,
- Virga,
- LLWAS < 20 kts (if available),
- Temp/Dewpoint spread > 16°C,
- Dewpoint > 10°C.
- Low Level Windshear Alert System (LLWAS): This system consists of anemometer sensors geographically spaced around the aerodrome. This spacing may not allow for detection of all microburst or windshear events in the aerodrome area. The system is prone to false alarms because of station sheltering, stationary thermals, and gust winds.
What tools and protections are available to the pilots to cope with WS?
[FCTM/PR/NP/SP/10/10-2]
STRATEGY FOR COPING WITH WINDSHEAR
- FPV & VAPP variations: Inform of unexpected air mass variations;
- “SPD, SPD, SPD” / “WS, WS, WS”: Warn of significant loss of energy;
- High AOA protection, SRS mode, GS Mini & α-floor: Provide tools to escape the WS:
- SRS pitch mode ensures the best aircraft climb performance.
- High AOA protection enables the PF to safely pull full back-stick.
You are taxiing out. Some convective WX approaches the airfield (around 15 nm away). A new D-ATIS is released stating “microburst alert”. What do you do?
[OMC 10.2.2.3 Departure/Arrival Hazardous Weather Decision Aid Fault Tree]
Do not TKOF (or LND) until conditions improve.
You are cleared to line up. You scan the path ahead, and the return is quite strong 3 nm away from the airport. What do you do?
[OMC 10.2.2.3 Departure/Arrival Hazardous Weather Decision Aid Fault Tree]
Do not TKOF (or LND) until conditions improve.
You are taxiing out. After you turn on the WXR you see strong echoes around the airfield, and shadow behind. Lightning activity is observed too. What do you do?
[OMC 10.2.2.3 Departure/Arrival Hazardous Weather Decision Aid Fault Tree]
Do not TKOF (or LND) until conditions improve.
You are taxiing out.
Convective WX approaches the aerodrome (within 15 nm), but no microburst alert has been issued, and after assessing all indications you judge it is safe to depart.
What WS precautions would you take to continue in this case?
[PER/TOF/THR/TGA – Recommendations]
If WS is expected along TKOF path, TOGA is recommended.
P.n.: also consider forcing CONF 1+F to improve the 2nd seg.
[FCTM/PR/NP/SOP/120]
The flight crew should not conduct NADP
in significant TURB or WS conditions.
In case of WS detected by the crew, OR reactive WS alert, what are the pilots’ actions?
[Own summary]
BFR TKOF: no callout
Identified by: pilots only
P.n.: line up on the RWY and perform
a WXR scan of the DEP path.
Refer to OMC 10.2.2.3 for decision
making.
FCTM/PR/NP/SP/10/10-2 – WS
Avoidance: listen to TWR reports.
During TKOF (BFR V1): callout: “STOP”
Identified by: pilots only
Significant variations in IAS and in
airspeed trend.
Airborne (AFTR V1): callout: “WS TOGA”
(Bear in mind between V1 and 50’ apply the Reactive WS procedure if WS detected by the pilot)
Identified by: the pilots, or by the system
(alerts, as per below).
System alerts: PFDs display WINDSHEAR \+ “WS WS WS” aural alert.
Procedure application:
PF:
1. Set TOGA
2. Keep AP ON
3. Follow SRS
4. Do not CHG flaps & LG
PM: call out wind variations (ND) + V/S.
When clear of the WS, report the encounter to the ATC.
Can you explain how does the Reactive WS work?
[Quick summary]
System description:
[DSC/22-27/20]
Detected by the PRIMs.
AVAIL from 50’ or 3s after liftoff, until 1300’ (for LDG: 1300’ to 50’), provided the ACFT is not in clean configuration.
[PRO/ABN/SURV]
WS may be detected either by the system (PRIMs) or by the pilots.
Can you explain how does the Predictive WS work?
[Quick summary]
System description:
[DSC/34-20/30/10 – PWS Function]
The WXR is featured with the PWS Function.
The PWS function is available if:
- PRED W/S button is set to AUTO, and:
- WXR is operative, or at TKOF, if the WXR is OFF
- Below 1500 AGL (up to 50’).RMK: Warning & Caution alerts are AVAIL
from 1200 AGL (as per picture)
System alerts:
[DSC/34-20/30/10 – PWS Function]
The PWS Function detects & triggers WS alerts (up to 8 simultaneously) as per below:
- Warning WS alert: aural “WS ahead, WS ahead” + PFD displays W/S AHEAD + ND displays dashed red circles
Scope: Up to 100 kts: path: within 0.25nm (each side); range: within 3nm / Above 50’: path: same; range: within 1.5nm
- Caution WS alert: PFD displays W/S AHEAD + ND displays dashed red circlesScope: Up to 100 kts: path: from 0.25nm (each side) until 25°; range: within 3nm / Above 50’: path & range: same.
- Advisory WS alert: only ND displays dashed red circlesScope: NOT AVAIL during TKOF roll (AVAIL on GND BFR TKOF) / Above 50’: path: up to 40° (each side); range: within 5nm
During taxi out, both crew discuss the low likelihood of WS on DEP, since WX is surrounding the AD.
What would be the pilot’s actions in case of PWS alerts being triggered, or WS is suspected?
[Own summary]
BFR TKOF: no callout
In case of PWS alert (any, including
Advisory WS alert) or Suspected WS:
pilots MUST delay TKOF.
During TKOF (inhibited from 100 kts until 50’): callout: “STOP” or “GO”
In case of PWS Warning: pilots MUST
RTO.
In case of PWS Caution: pilots may either continue (MUST apply TOGA in this case), or RTO.
Airborne (AFTR V1): NO callout
(Apply Reactive WS Proc If WS Detected
by the crew)
In case of PWS alert (any, including
Advisory WS alert):
1. MUST apply TOGA;
2. Ensure NOT to fly through
suspected areas;
3. Changing config. is acceptable
[FCTM/PR/NP/SP/10/10-2 OPS Recommendations]
- Immediate action:
PWS Warning,
Reactive WS, or
WS detected by the pilot (Apply Reactive
WS Proc If Detected by the crew) - Anticipation for possible WS:
PWS Caution, or
Suspected WS (ATC, pilot report, or flight crew observation).
Note: when a PWS aural alert is triggered (“WINDSHEAR AHEAD” or “GO AROUND WINDSHEAR AHEAD”) [PWS Warning alerts], if there is no hazard, the flight crew can disregard the alert, as long as both the following apply:
- No other signs of possible WS conditions
- The Reactive WS system is operational.
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
System alerts:
[DSC/34-20/30/10 – PWS Function]
The PWS Function detects & triggers WS alerts (up to 8 simultaneously) as per below:
- Warning WS alert: aural “WS ahead, WS ahead” + PFD displays W/S AHEAD + ND displays dashed red circles
Scope: Up to 100 kts: path: within 0.25nm (each side); range: within 3nm / Above 50’: path: same; range: within 1.5nm
- Caution WS alert: PFD displays W/S AHEAD + ND displays dashed red circlesScope: Up to 100 kts: path: from 0.25nm (each side) until 25°; range: within 3nm / Above 50’: path & range: same.
- Advisory WS alert: only ND displays dashed red circlesScope: NOT AVAIL during TKOF roll (AVAIL on GND BFR TKOF) / Above 50’: path: up to 40° (each side); range: within 5nm
What’s the company policy in terms of seat belts and turbulence forecast?
[FCTM/PR/NP/SP/10/10-3]
INTRODUCTION
If turbulence is expected, the flight crew must turn on the seatbelt signs, in order to prepare passengers and prevent injury.
[OME 4.3.4 - Procedures]
- Anticipated LIGHT Turb.:
1. Advise purser when to expect
2. Belts … on
3. Coordinate with purser which service
I.e. avoid hot beverages.
- UNanticipated LIGHT Turb.:
- & 3.
- Anticipated MOD or SEV Turb.:
- & 2.
P.n.: Consider selecting MISC SEV
TURB IN CRZ.
III. Advise dispatch
IV. Report to ATC:- OMA 8.3.8.4.1 (mnemonic: “PAW”)
a. ACFT position;
b. Altitude or FL;
c. Wind direction and velocity. - LIDO 1.6.5.3: SPECIAL AIREP to ATC
(datalink or voice)
V: IF SEV Turb., report on TechLog
- OMA 8.3.8.4.1 (mnemonic: “PAW”)
- & 2.
- UNanticipated MOD/SEV Turb.:
I. Belts … on
II. PA … “Cabin Crew take your seats now”.
III, IV & V.
[OME 4.3.3 - Levels of Turbulence]
- Light:
- Slight and rapid movements
- NO changes of altitude/attitude
- Moderate:
- Rapid bumps or jolts
- Moderate changes of altitude/attitude
ACFT remains under control ALL the
time
- Severe:
- Abrupt changes of altitude/attitude
ACFT out of control for a SHORT PERIOD.
- Abrupt changes of altitude/attitude
