General Q,s Flashcards
Qantas requirements with approaches and missed approaches?
- limit the WX related missed approaches to 2. A third should not be attempted unless the PIC believes here is a high probability of success or a greater operational requirement exists.
- must not continue beyond 1000’ in low vis app if controlling RVR is less than min.
- a normal approach must not continue past 1000’ if the pilot in command believes on reasonable grounds that the required vis will not be attained.
When is a Takeoff alternate required?
Whenever the weather conditions at the departure airport are below the lowest published usable landing minima
- may be a main alternate or adequate airport within
60 min at SE speed for non-etops ops. Or within the published etops time for flights operating to etops criteria. - the forecast must be valid for the time it will be used and above the adequate minima.
- Qantas also have AV2 requirement to non Australian ports of a mandatory takeoff alt within 60 mins at single engine cruise speed.
What height can we commence the third segment (level flight acceleration)?
Qantas
1000’ min
800’ after a missed approach
Stable Approach criteria?
Must be stable by 1000’ IMC and 500’ VMC
- Briefings and checks complete - fully configured for landing - established on normal vertical app path. - unless specified on the procedure, the aircraft is tracking the extended center line of the runway with all manoeuvring completed by 500' - The airspeed, thrust and ROD are correct for the configuration and conditions - only small changes in heading and pitch are required to maintain vertical and lateral paths.
Tolerances During Approaches
LOC - PFD or ADI
-down to 300’ = greater than 1 dot normal scale
-below 300’ = greater than 1 dot expanded scale
- for Autoland = below 100’ = greater than 1/2 a dot
expanded scale.
LOC - ND or HSI
- Down to 300' greater than 1 dot
- below 300' greater than 1/2 dot
Glideslope
- 1 dot
VOR
- +/- 5 degrees off nominated track
NDB
- +/- 5 degrees off nominated track
DME arc
- +/- 2nm
Speed
- above Vref + 20kts at 500' or lower
- below vref + 5kts
- continually below 500'
Rate of decent
-more than 1000’/min below 1000’
VASI/PAPI
- Any significant deviation from nominated visual
approach path.
What are the modes of GPWS?
1) Excessive Sink Rate
2) Excessive terrain closure rate
3) Loss of height after takeoff
4) Unsafe terrain clearance with Gear and Flap not selected
5) Glideslope deviation below
6) Callouts altitude, bank angle ect
7) Windshear
What is the difference between GPWS and EGPWS?
EGPWS uses GPS and a DATA base to give it look ahead functions
GPWS is just look below.
Indications of Windshear?
Unacceptable flight path deviations; recognised as uncontrolled changes from steady state flight conditions below 1000’ AGL in excess of any:
- 15 kts IAS
- 500 fpm vertical speed
- 5 degrees pitch
- 1 dot displacement from glideslope
- unusual thrust lever position for a significant
period of time.
What do you do if you encounter windshear on the takeoff roll?
Prior to V1 there may not be enough runway to stop if an RTO is initiated at V1. At Vr, rotate at a normal rate to 15 degrees. Once airborne perform the windshear escape manoeuvre
If encountered near rotate there may be insufficient runway remaining to accelerate back to rotate speed. initiate a normal rotation at least 2000’ before the end of the runway even is speed is low. Higher than normal attitudes may be required and ensure max thrust is set.
What system does the predictive windshear system use?
WX radar
where does the PWS scan?
up to 3nm and 25 degrees either side of the nose.
How does the PWS work?
It detects disturbed air ahead of the aircraft which contains moisture or particulate matter that fits its known patterns of windshear.
Time shared with the WX radar.
Automatically adjusts tilt and gain regardless of control panel setting for optimum windshear detection
Alerts are available 12 secs after scan start.
when is the PWS enabled?
auto enabled = in flight below 2300’ AGL
= on ground when thrust is set for takeoff
= on ground with WXR selected on EFIS
control and any mode except test on the
WX control panel.
= below 1200’ AGL auto pop up regardless of WXR being selected or not.
PWS inhibits
Warnings = between 100kts and 50’ AGL
Cautions = between 80 kts and 400’ AGL
also inhibited by - windshear immediate alert
- GPWS immediate alert
- GPWS look ahead alert
Tolerance during RNP approach?
Lateral = advisory at 0.1 nm = “cross track error”
= At limit at 0.3nm = “outside limits” / “go around”
Vertical = Advisory at =/- 50’ = “Vertical track error”
= At limit at =/-75’ = “ Outside limits”/ “ go around”
What RNAV and RNP approvals does your operation have?
DEP/ARR
= RNP 1
= RNAV 1 and RNAV 2
ENROUTE = RNP 4 = RNP 2 = RNP 10 = RNAV 5
APP
= RNP APCH LNAV
= RNP APRCH LNAV/ VNAV
RVSM tolerances?
In-flight +/- 200’ difference between capt and first officer
On Ground
sea level = 40’ max diff between capt and FO
= 75’ max diff between capt and FO and field
elevation
5000’ = 45’ and 75’
10000’ = 50’ and 75’
Supp procedure:
inflight: FL300 = 135’ Cpt and FO/ 115’-615’ Cpt or FO and
Stby
as you get higher the tolerances become larger
RVSM preflight?
for flights between FL 290 - FL410
1) two independent primary altimeter systems
2) a mode C capable SSR transponder
3) an altitude alert system
4) an Auto pilot with height lock
- also external check of area around static ports
- before departure altimeter checks.
What is TCAS 2?
Traffic and collision avoidance system.
It interrogates operating transponders in other aircraft, analyses the replies, predicts flight paths and designates possible conflicting aircraft as a “traffic Aircraft”. TCAS then provides you with situational display and potentially aural annunciation and flight path guidance.
Explain a RA?
Resolution advisory;
- intruder aircraft will enter the TCAS collision airspace in 20-30 seconds
- need altitude of other traffic to generate.
- voice alert
- vertical guidance
- Red square displayed with altitude and climbing or descending arrow
- auto displays on HSI
- A decent RA should NOT be followed below 1000’
how long do you have to complete an RA manoeuvre?
- 5 sec to complete the .25g manoeuvre
- 2.5 sec to achieve a reversed corrective action or increase strength RA
Explain a TA?
Traffic Advisory;
- 35- 40 secs away
- voice alert
- amber circle with altitude and climbing or descending arrow
- auto displays symbol on HSI
When do TA and RA auto display?
- A TA or RA occurs, and
- neither pilot has pushed the TFC switch, and
- HSI mode selector is on VOR, APP or MAP mode, and
- TCAS mode selector is in TA or TA/RA
Explain proximate and other traffic?
- Within 6nm laterally and 1200’ vertically
- filled white diamond for proximate traffic with altitude and arrow for climbing and descending
- hollow diamond for other traffic
What are the TCAS inhibits?
- INCREASE DESCENT RAs are inhibited below 1450’ Rad Alt
- DESCEND RAs below 1100’ Rad Alt
- RAs below 1000’
- below 1000’ with TA/RA selected TA mode is enabled automatically.
- All TCAS voice annunciations below 500’
- PWS annunciations
- GPWS immediate alert
- windshear immediate alert
Define Icing conditions?
10 deg c or below and;
- visible moisture (vis less than 1nm= 1600m)
- ice, snow, slush or standing water is present on ramps, taxiways or runways
What are some cold WX ops considerations?
During start;
- oil pressure slow to rise
- initial oil pressure rise may be higher
- additional warm up time may be needed.
- when engine anti-ice is required and temp below 3 degrees, do engine run up to minimise ice build up. 60%n1 for 30 secs no longer apart than 30 min.
- Remember cold weather corrections required when reported OAT is below 0
- flight control check as part of before takeoff procedure
- If taxi through ice, snow or slush in low temps = flaps up
- in-flight is eng start switches are in cont then eng anti ice is auto on.
What are Holdover times?
The estimated time the anti-icing fluid will prevent the formation of ice and frost and the accumulation of snow on the protected (treateed) surfaces of the aircraft.
This time begins from the commencement of the fluid application.
What are the Takeoff/ climb segments?
First Segment;
-from 35’ (screen height) through to gear up at constant V2. Positive climb gradient.
Second Segment;
- From end of first segment through to 400 ‘ min 1000’ max at a constant V2 speed. Gross climb gradient 2.4%
Third Segment;
- assumes a level-flight acceleration during which flaps are retracted. Gross climb gradient of 1.2%
Fourth Segment;
- from the end of the third segment to 1500’ or more with flaps up and max continuous thrust. Gross climb gradient not less than 1.2%
Note: Net climb gradient = gross - 0.8%
Comm Failure Procedure (AUS)?
If IFR or in CTA;
- Squawk 7600
- Listen out on navaids and/or ATIS
- Prefix “transmitting blind”
- If no clearance than continue on last route clearance and climb to planned level.
- If given a clearance altitude, maintain for 3mins then continue to planned level or maintain LSALT for 3min what ever is higher.
- If on a vector then maintain for 2 mins then continue with the latest route clearance acknowledged.
- If holding complete one more holding pattern
- Descend in accordance with normal operating procedures
- Conduct the most appropriate approach to the circling minima if visual and if able to obtain an ATIS or Clearance (green light) continue straight in to minima and land. if you can’t get a clearance or ATIS and visual then circle and land.
- If not then go-around and depart to alternate or hold and conduct additional approaches.
What are the Cat D Approach Speeds?
Initial = 185kts - 250kts Final = 130kts- 185kts Missed App = 205kts Circling = 265 kts Vat = 141kts- 165kts
What are the holding speeds and times?
Up to FL 140 = 230kts and 1min
FL140 - FL200 = 240kts and 1.5 min
FL200 > = 265kts and 1.5 min
What is the CAT D circling area?
5.28NM arcs
What are the circling criteria?
- Remain within the circling area
- VIS along the intended flight path is greater than or equal to the circling min
- Remain visual with the runway
- By night remain at circling altitude until intercept a normal decent for a normal approach and landing
- By day can descend to 400’ (jepps) or 1000’ (767 qantas)
What are the Visual App criteria?
- within 30nm by day
- clear of cloud
- continuous reference to ground or water
- 5km or greater VIS
- By night; remain at MVA/ LSALT until within the circling area and intercept a position on downwind base or final where a normal decent and approach can be made. or,
- 5NM not below slope on PAPI or TVASI
- 7NM for a runway equipped with a ILS
- 10NM established not below glide path and less than half scale deflection on the ILS (14nm for 16L and 34L SSY)
When is a flight classified as ETOPS?
Whenever it is planned to take the aircraft beyond 60 min SE , still air in ISA (415 NM) from a Main, Alternate or Adequate airport.
What is the Max diversion time that the 767 is approved for?
180 min still air in ISA.
= 1200nm
What is the 767 ETOPS Single Engine cruise speed?
0.80 M / 310 KIAS
What are the diversion times and distances for the 767?
180min = 1200NM 120min = 800NM 60min = 415NM
note: all OEI and In ISA and still air.
What qualifies a airport to be used as a Adequate Airport?
- Available
- Overflight and landing autherisations
- Ground operational assistance ( ATC, MET, Lighting, ect )
- At least 1 suitable instrument approach
- ATC must be available for ops outside Australia
- Non controlled can be used within AUS provided;
they have PAL if they require lighting.
-ARFFS must be available if ops outside AUS (30min call out is acceptable)
What qualifies a airport to be a Usable Adequate?
- Available (as per NOTAMS)
- Satisfy ETOPS Adequate minima for 30 min before and after ETA
- X-Wind acceptable fro engine inop
note:
- If pre-flight forecast not available then can depart provided a forecast is obtained prior to sole reliance on airport
- in flight once first forecast has been obtained then the WX only needs to be above the landing minima.
What is considered before a airport becomes a nominated Adequate airport?
- WX and Wind
- any WX less than PROB 40 is ignored
- MEL’s and NOTAMS
When must you remain non ETOPS?
Prior to the EEP a change in any of the following;
- Comms = must remain in constant contact with ATC
- Aircraft performance. i.e, Speedbrake may preclude the use of a adequate.
- Nav facilities at Adequate.
- ETOPS required equipment
NOTE:
if any change in status occurs after EEP there is no requirements to plan alternate course of action.
What are the ETOPS critical systems failures and what are the required actions?
- Engine Failure
- Electrical systems failure that results in power being available from not more than 1 primary source ( engine driven GENS and APU. HDG not included for 767)
- Failure of any of the above precludes ETOPS and requires en-route diversion
