gg - Special procedures (Oceanic, Polar, NAT HLA, and so on) Flashcards
Describe procedures and techniques.
Are there any limitations on flying on MAG HDG at high latitudes?
[FCOM/DSC/22-FMS/10/30/30]
TRUE/MAG REFERENCE
The ADIRS are able to provide TRUE heading (track), regardless of the aircraft latitude.
The ADIRS are able to provide MAG heading (track) between latitudes 82 °30’ N and 60 °30’ S, except in the vicinity of the magnetic pole.
The flight crew selects the TRUE reference by pressing the TRUE/MAG pb, or the change is done automatically when the aircraft enters the polar zone with MAG still selected. In this case, the autopilot may disconnect, and the caution NAV CAPT AND F/O HDG DISCREPANCY (associated with a CHECK HDG message on the PFD and ND) may be triggered (this happens when the IRS do not reach the polar zone simultaneously).
As part of the Updated GPS Interference Supplementary Procedure, the [MFD SURV] TERR SYS is switched off. What are the consequences in regards to GPWS Alerts?
[FCI - Updated GPS Interference Supplementary Procedure]
After switching off the [MFD SURV] TERR SYS, the terrain functions (Terrain Clearance Floor and Terrain/Obstacle Awareness Display) of both SURV systems are not available.
The terrain functions (Terrain Clearance Floor and Terrain/Obstacle Awareness Display) of both SURV systems are disabled to prevent undue ‘predictive’ TAWS alerts.
The GPWS ‘basic’ modes continue to function during GNSS signal interference. Alerts that occur are valid.
[FCOM/DSC/34-20/20/10]
The TAWS has:
- A Ground Proximity Warning System (GPWS) function with five ‘BASIC’ modes (Refer to GPWS)
- A Terrain (TERR) and obstacle function with two modes, including the peaks function (Refer to Terrain Function).
RMK: referred on the FCI (GPS Interference) as “Predictive” TAWS modes. - A TAWS database (Refer to TAWS Database).
GPWS:
The GPWS function monitors the flight path of the aircraft and triggers visual and aural alerts, when the aircraft is in one of the following situations:
- Excessive rate of descent (Mode 1)
“SINK RATE” / “PULL UP”
- Excessive terrain closure rate (Mode 2)
“TERRAIN” / “PULL UP”
- Altitude loss after takeoff or go-around (Mode 3)
“DON’T SINK”
- Terrain clearance not sufficient, if not in landing configuration (Mode 4)
“TOO LOW GEAR” / “TOO LOW FLAPS” /
“TOO LOW TERRAIN”
- Excessive descent below the glide slope (Mode 5).
“GLIDE SLOPE”
TERRAIN FUNCTION:
In addition to the five basic GPWS modes, TAWS also has a TERR function, based on a worldwide database. The TERR function warns the flight crew of potential hazardous conditions with respect to the surrounding terrain.
The TERR function has the following two modes:
- Terrain Awareness and Display (TAD)
“TERRAIN AHEAD” / “TERRAIN AHEAD
PULL UP”
“OBST AHEAD” / “OBST AHEAD
PULL UP”
- Terrain Clearance Floor (TCF).
“TOO LOW TERRAIN”
What’s the strategy to cope with cold fuel temperatures in flight?
[FCTM/PR/NP/SOP/150]
FUEL TEMPERATURE
If the fuel temperature approaches the freezing point, the flight crew should consider to achieve a higher TAT, by:
- Descending or diverting to a warmer air mass.
Below the tropopause, a 4 000 ft descent increases the TAT by 7 °C. In severe cases, the flight crew may need to descent to FL 250
- Increasing the Mach number.
An increase of M 0.01 increases the TAT by approximately 0.7 °C.
In either case, the flight crew can need up to one hour in order to stabilize the fuel temperature. They should consider the fuel penalty associated with either of these actions.
[Own notes]
Polar Ops:
The limitation of fuel temp is what limits the Polar Ops. This means, the moment the fuel temperature approaches the freezing point (i.e. -47° for Jet A1, or - 40° for Jet A), is when the crew is expected to come up with a plan (i.e. speed up, descend, or change route).
[FCTM] Throughout the flight, the Fuel temperature will slowly drop, until it matches with the TAT.
Alerts that might trigger crew action:
- COLD FUEL XFR Memo: triggered when any TK reaches -35°.
- ECAM FUEL LO TEMP: triggered when any TK reaches -40°.Notice that the triggering of the ECAM might be too late already to come up with a plan (cases when flying with more than 90% of Jet A - out of USA).RMK: observe that there is no ADV condition for fuel temperature. The ADV conditions available are only for ENG parameters, Pressurization and APU [FCOM/PRO/ABN/ABN-ADV].
[OMC-OFP Decodes]
Dispatch will not plan any route segments exposed to -65° for more than 90 min.
P.n.: a SAT of -68° would most likely produce a TAT of -40°.
So, the real problem is flying out of US (where Jet A is used). Out of Dubai is not a real concern (Jet A1).
What’s the harm of flying into sand/dust?
[FCTM/PR/NP/SP/10/10-4]
VOLCANIC ASH, SAND, OR DUST
Sand and dust can also degrade the engine and damage the aircraft surfaces.
If it is not possible to avoid these airports, operators should Refer to FCOM/Preliminary Cockpit Preparation.
If the aircraft encounters sand or dust after take off, or during the flight, minimize the time spent in the sand or dust cloud.
What are the situations the crew may decide to perform MAN ENG start rather than AUTO ENG start?
[Quick answer]
Whenever bleed performance is impaired.
MAN ENG start can provide a better air/fuel mixture.
[FCTM/PR/NP/SP/40]
MANUAL ENGINE START
The automatic engine start is designed to cover all the operational cases. It was tested extensively in high altitude, hot and cold conditions, and with different bleed air pressures.
Nevertheless, the manual engine start is maintained to cover some very remote cases, and is considered as a backup of the automatic engine start. The flight crew can decide to perform a manual engine start in the following cases:
- When the bleed performance are degraded due to very hot conditions, or at high-altitude airfield in extreme weather conditions, or
- When the performance of the external pneumatic power units is very low, or
- When an engine has a reduced EGT margin in hot conditions, or at high altitude airfields.
The automatic start sequence has fixed parameters for the injection of the fuel (i.e. EA: 20 % N2 / RR: 25 % N3). The 20 % N2 / 25 % N3 target for fuel injection may not be the most appropriate motoring speed for fuel ignition in the above conditions.
In manual engine start, the flight crew can wait for the maximum motoring speed (i.e. N2 acceleration is less than 0.2 % in approximately 3 s) that may provide a better air/fuel mixture.
The manual engine start procedure is a “read and do” procedure.
To ENTER an RNAV/RNP airspace, the RNAV/RNP capability is based on which requirements?
(Quick answer):
To ENTER:
E - Equip RQRD
N - Nav Accur
C - Chart (any local requirements)
…
[FCOM/PRO/SPO/PBN]
RNAV/RNP CAPABILITY
Before the aircraft enters an RNAV/RNP airspace, RNAV/RNP capability is based on:
- The required RNAV/RNP equipment that is described in each RNAV/RNP section of the FCOM
- Navigation Accuracy HIGH displayed on the FMS POSITION/MONITOR page
- Any specific local requirements published in the Aeronautical Information Publication (AIP).
After inside an RNAV/RNP airspace, the RNAV/RNP capability is based on which requirements?
(Quick answer):
After inside:
N - Nav Accur
C - Chart (any local requirements)
…
[FCOM/PRO/SPO/PBN]
RNAV/RNP CAPABILITY
When the aircraft flies in RNAV/RNP airspace, RNAV/RNP capability is based on:
- Navigation Accuracy HIGH displayed on the FMS POSITION/MONITOR page
- Any specific local requirements published in the Aeronautical Information Publication (AIP).
P.n.:
Pay attention to the difference:
[LIDO 1.5.7.2.7.4]
PBN Overview Table: the RNAV/RNP Airspaces are split into the following areas of application:
Oceanic/remote;
En-route;
Terminal;
Initial APP; and
Approach.
So, the rules stated here (before entering / after inside) are applied for all those areas, except for “Approach”.
Specifically for the “Approach” area, the equipment must be operative.
Refer to the following sub-chapters, especially “RNP APCH”.
What should the Flight Crew do if any navigation equipment (PBN) becomes degraded prior to dispatch?
(Quick answer)
- Can we dispatch? (MEL / FCOM - RNAV RNP section)
- Can we fix it? (Maintenance action)
- Can we re-route? (Flight Dispatch)
…
[FCOM/PRO/SPO/PBN]
NAVIGATION EQUIPMENT DEGRADED:
If any navigation equipment becomes degraded prior to dispatch, the Flight Crew should:
ON GROUND
- Consult the MEL for guidance on number required for operations, including associated MEL notes.
- Consult the applicable RNAV/RNP section to confirm airspace requirements.
- Consider requesting maintenance action If equipment requirements are not met or,
- Contact Flight Dispatch to assess the impact on planned route.
What should the Flight Crew do if any navigation equipment (PBN) becomes degraded in-flight?
(Quick answer)
- Can we operate? (FCOM - RNAV RNP section)
- Can we re-route? (Flight Dispatch)
…
[FCOM/PRO/SPO/PBN]
NAVIGATION EQUIPMENT DEGRADED:
If any navigation equipment becomes degraded prior to dispatch, the Flight Crew should:
IN FLIGHT
- Consult the applicable RNAV/RNP section to confirm airspace requirements.
- Consider an alternative routing in coordination with the Flight Dispatcher, if equipment requirements not met.
Can you tell which piece of equipment are RQRD for PBN Ops?
[FCOM/PRO/SPO/PBN]
REQUIRED RNAV 10 (5) (2) (1) (RNP 4…) EQUIPMENT
(Mental picture):
MFD + ND + KCCU (+ FD)
Mnemonic: “MoNKey”
Must be operational:
MFD:
- The MFD itself(Now visualize the POSITION menu):
- FMS (POSITION/MONITOR)
- IRS (POSITION/IRS)
- GPS [RQRD for RNP] (POSITION/GNSS)
- VOR/DME [RQRD for RNAV] (POSITION/NAVAID)
ND:
- The ND itself (PFD/ND sw is permitted)
KCCU:
- Either a Cursor or Keyboard operational
FD:
For Terminal Procedures (RNAV 2 and 1, and RNP 1), the FD must be operational.
Which MFD msg, or ECAM alert, tells the crew that the FMS Position is not accurate, requiring the crew to XCK the FMS Position with Raw Data information, in order to find which FMS holds the reliable FMS Position?
[FCOM/PRO/SPO/PBN]
- NAV PRIMARY LOST on both sides
- FMS1 / FMS2 POSITIONS DISAGREE
- CHECK IRS 1(2)(3) / FMS POSITION
- NAV FM / GPS POS DISAGREE.
You are in CRZ phase. AP1 is on.
The ECAM NAV FM / GPS POS DISAGREE is triggered.
What do you do?
If GPS is not jammed:
- XCK the POS 1 (FMS Position 1) with the GPIRS 1 and 2 positions.
- Then XCK the POS 2 (same way).
If POS 2 is more accurate, then switch AP 1 to 2.
If GPS is jammed (spoofed):
- On MFD 1, insert the closest VOR on the BRG/DIST slot, then XCK with the same VOR Raw Data displayed on the ND.
- Then, do the same XCK on MFD 2.
If MFD 2 is more accurate, then switch AP 1 to 2.
Reference:
[FCOM/PRO/SPO/PBN]
PROCEDURE
MANAGEMENT OF DEGRADED NAVIGATION
Flight crew should check the navigation accuracy with NAVAID raw data via the FMS POSITION/MONITOR page in order to identify which FMS position is correct.
The flight crew should resume navigation with the FMS that provides the correct position.
You are in CRZ phase. AP1 is on.
Suddenly, NAV ACCUR DOWNGRADED displays on MFD 1.
What do you do?
Switch to AP2.
…
[FCOM/PRO/SPO/PBN]
PROCEDURE
MANAGEMENT OF DEGRADED NAVIGATION
If one of the following messages is displayed on only one ND/MFD, the flight crew should resume navigation with the FMS that provides the correct position:
- NAV PRIMARY LOST
- NAV ACCUR DOWNGRADED.
If NAV ACCUR DOWNGRADED is displayed on both sides:
The flight crew should inform the ATC that the RNAV (X) capability is lost.
You are in CRZ phase. AP1 is on.
Suddenly, NAV ACCUR DOWNGRADED displays on both MFDs.
What do you do?
[FCOM/PRO/SPO/PBN]
PROCEDURE
MANAGEMENT OF DEGRADED NAVIGATION
If NAV ACCUR DOWNGRADED is displayed on both sides:
The flight crew should inform the ATC that the RNAV (X) capability is lost.
P.n.: first check the RNP value displayed on the POSITION page. If the RNP in the box is more restricted than the current airspace, increase the RNP value (i.e. RNP 10 in case of flying on a RNAV 10 AWY).
Can you tell which piece of equipment are RQRD for RVSM Ops?
Mnemonic: 6 A’s:
A² - ADR (2x)
A² - Altimeter (PFD) (2x)
A - ACFT Position (XPR)
A - AP (+command locking device)
A - AFS CP (1 channel, or Backup)
A - Altitude Alert (FWS)
…
[FCOM/PRO/SPO/RVSM]
REQUIRED EQUIPMENT AND FUNCTIONS
The RVSM regulation requires that the following equipment or functions be operative:
- Two ADRs
- Two PFDs
- One transponder
Refer to MEL for dispatch conditions. - One autopilot function
Refer to MEL for dispatch conditions.:
*Autopilot
*Sidestick AP Locking Device.
*Rudder Pedals AP Locking Device. - One AFS CP channel or AFS CP backup (for the altitude target selection and the OP CLB or OP DES mode engagement)
- One FWS (for the altitude alert function).
