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LPC 2024 M2 > LPC DAY 1 > Flashcards

LPC DAY 1 Flashcards

1
Q

For operations conducted with fail-operational flight control systems using a DH, what do we need to see on DH?

A

At least one center line light and to be maintained.

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2
Q

What is IR and what does it provide? 8

A

Laser based inertial reference system (aircraft sensors) which provides attitude, heading, aircraft position, track, heading, acceleration, ground speed and the flight path vector.

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3
Q

To operate LVO approaches and take-offs, OPS regulations requires?

A

Aerodrome to be approved and LVP to be enforced.

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4
Q

When do the operator take into account the operating aerodrome minima?

A

Only for CAT II operation because the minimum DH for CAT II is always equal to or higher than any mentioned OCH in the chart.

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5
Q

Which 3 conditions should be meet if we are going to continue the LVO approach past 1000ft AAL when we had a failure before?

A
    1. Failure management procedures (ECAM/RESETS/C/L) completed.
  1. Status of the aircraft = landing capability and management of failure re-assessed and when applicable, corresponding landing minima inserted in MCDU
  2. Approach briefing amended taking into account the new situation.
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6
Q

Holding time above 14000ft and below 14000ft

A

Above 14000ft = 1.5min
Below 14000ft = 1min

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7
Q

Below 1000ft and above alert height, when should we perform a go-around? 2

A

Amber caution (single chime) or landing capability degradation. (tex. from CAT3 DUAL to CAT3 SINGLE).

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8
Q

On which height is the autoland light armed?

Triggered if? 4

A

200ft RA.

BOTH AP´s trip off, excessive beam deviation is sensed, LOC or GS transmitter or receiver fails, RA discrepancy of at least 15ft is sensed.

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9
Q

How can we compare both FMs with GPIRS position if we get NAV/FMS POS DISAGREE?

A

Compare the positions of both FMs with the GPIRS position, on the MCDU POSITION MONITOR PAGE. If one FM position agrees with onside GPIRS position = use associated AP/FD. If both FM POSITIONS DO NOT AGREE with onside GPIRS, GPS DESELECT and use RAW DATA (vectors).

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10
Q

New procedure, when you have a failure and you do the ECAM procedures and come to STATUS on ECAM, always

A

Check that gear is up and flaps are retracted before you continue with ECAM/STATUS

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11
Q

Emergency evacuation checklist, tex. fire in engine

Who´s decision?

A

It is always captains decision when you do emergency evacuation checklist. If you have fire for example on engine = you do ECAM without confiration and if ECAM says emergency evacuation checklist = apply = do it. IF fire extinguishes you do not need to continue with emergency evacuation checklist. It will dissapear from the ECAM when fire is estinguished. You can taxi out with one engine you do not need to shut down both engines on RWY.

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12
Q

When you declare panpan/mayday/emergency medical and you want to know the weather in dest airport

A

Do not take the ATIS from the airport via ATIS, always ask about the latest weather on radio

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13
Q

You have NADP1 on airport for example and ATC cleares you below this NADP altitude

A

If you are going to depart with NADP and ATC clears you do a lower altitude below NADP before TOF, clear the NADP, fly standard 1000/1000ft.

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14
Q

Pushbuttons according to ECAM, overhead panel

A

Always follow ECAM, never push a button again and try if it works again if ECAM do not say so.

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15
Q

FAC 1 + 2 fault, what will we initially think and what will be lost?

A

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 on the PFD = we need to configure aircraft without them = check the placard for flaps and gear and be quickly with configuration!

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16
Q

Circling approach, what is important when turning for base?

A

When you turn base = immediatly start shallow turn with 300-400ft/min, when you see RWY = AP off, FD off, set RWY track and continue descend with 700-800ft/min.

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17
Q

Thumb of rule for holdings: 180kt = 60min which means 180/60 = 3NM/min

A

You need to fly 1 minute in 180kt = corresponds to 3NM.

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18
Q

When doing Stall manuever, what is important to not forget?

A

Do not forget Flaps 1 below 20000ft. Improtant.

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19
Q

Important always to not forget during emergency descend

A

Doesnt matter if damage or not ALWAYS press the SPEED button after the speed is pulled and fly with SPEED not MACH.

If you hear a loud bang = damage = do not increase speed. Stay with same or decrease speed.

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20
Q

How to insert VREF + 10 or VREF + 15 (flaps 3 landing) in case of failure?

A

When you insert the failure in performance application (ECAM) = it will take this to account! ALWAYS insert the VAPP you see on the performance application. Go to flaps 3 on PERF page and then insert VAPP from PERF page.

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21
Q

How and when is autoland permitted and what about the definition of decision height?
- Cat 3 DUAL
- CAT 3 Single
- CAT 2

A
  • ALERT height 100ft = Fail operational = Autoland permitted without visual references.
  • Fail passive = Autoland permitted with visual references prior to landing (DH = 50ft RA). One RWY centerline light to be seen and maintained. Decision height is defined so a take-over and manual go-around or manual landing can be safely performed.
  • Autoland permitted according to status of systems and auto-rollout according to status of the systems. DH = usually around 100ft, check LIDO. Decision height is defined so a take-over and manual go-around or manual landing can be safely performed.
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22
Q

Landing capability downgrade: When landing capability downgrades, what will happen?

A

Triple click aural warning is activated and FMA shows the new landing capability. Above Alert height, we need to perform go-around, below we can continue to perform the autoland.

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23
Q

What does the FMGC do below 100ft RA?
If failure occurs below 100ft?

A

Below 100ft RA until LAND mode is disengaged or both APs are off, the FMGC freezes the landing capability = if a failure occurs below 100ft RA = landing capability remains unchanged.

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24
Q

Alert height: It refers ONLY to and when is it deifned?

What is the definition of alert height related to?

A

It refers ONLY to Autoland with CAT 3 DUAL = fail operational. It is defined during aircraft certification.

Definition of alert height is directly related to the time remaining until touchdown. Height below which the probability that a multiple failure affecting the fail operation system is low enough to be disregarded.

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25
Q

Why do we perform go-around above the alert height?

We disregard if something happens below alert height, EXCEPT what?

A

Above the alert height a go-around (or manual take-over) should be decided and initiated if a single failure affects the fail-operational landing system because the probability of a second failure remains high and must be considered.

Red AUTOLAND LIGHT (sudden loss of LOC signal, unreliable RA data etc.) and we need to take action here. If visual references met = we can disconnect and continue manually otherwise go-around.

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26
Q

AUTOLAND red light flashes in two modes, which are they and when does it flash?

8 conditions

A

LAND or FLARE mode when RA is below 200ft with at least one AP engaged and one or more of the follow conditions occur:

  • Aircraft gets too far off the beam = LOC ¼ dot above 15ft RA, GS 1 dot above 100ft RA.
  • LOC and GS scales flash on PFD
  • or both AP trips off
  • or Both localizer transmitters or receivers fail above 15ft RA
  • or Both GS transmitters or receiver fails above 100ft RA
  • or difference between both RA greater than 15ft
  • or FMGC detects long flare or untimely flare condition
  • or last autopilot disengages
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27
Q

From the moment AUTOLAND red warning triggers.

A

The system is not able to safely continue the Autoland.

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28
Q

Autoland has been demonstrated within which conditions?
- ILS SLOPE RANGE
- Airport elevation
- ROLL OUT MODE
- AP/APs

A

With CAT II and CAT III ILS beam, with ILS slope inside range of -2.5 and -3.15
- Airport elevation between -1000 and 6500ft.
- ROLL OUT mode has been demonstrated on dry and wet runways.
- One AP must at least be engaged in APPR mode and CAT2, CAT3 single or CAT3 DUAL capability must be displayed on FMA.

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29
Q

CAT2
- Minimum decision height
- RVR
- AP
- FMA
- In case of manual landing

A

100ft.
300m.
At least one AP engaged in APPR mode
CAT2 or CAT3 SINGLE or CAT3 DUAL must be displayed on FMA
AP should be disconnected no later than 80ft AGL.

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30
Q

CAT3 SINGLE
- Minimum decision height
- RVR
- AP
- FMA

A

50ft
200m
At least one AP engaged in APPR mode
CAT3 SINGLE/CAT 3 DUAL

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31
Q

Intention autoland, IF wind limitations exceeds the limitations you can find in FCOM limitations for each aircraft?

A

Only CAT II approach WITHOUT Autoland can be performed.

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32
Q

Automatic ROLLOUT LIMITATION: Reversers: With one engine inoperative or one thrust reverser INOP, use of remaining thrust reverser is permitted provided: 3

A
  • No more than IDLE reverse is used
  • Maximum wind conditions for automatic rollout are applied
  • Crosswind component not above 15kt (ONLY for A321).
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33
Q

Autoland with OEI: Configuration limitation for A320 and A321

A

A320 = ONLY CONF FULL
A321 = CONF3 or CONF FULL

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34
Q

Contributing factors for CFIT (usually during NPA approach). 4

Solutions to avoid: 4

A
  • Weather = rain, turbulence, icing which increase workload, poor visibility, night = loss of SA.
  • Approach design and documentation = step down fixes etc. (not permitted in WIZZ AIR).
  • Failure to use standard phraseology leading to confusion and misunderstandning.
  • Pilot fatigue and disorientation.

Solutions to avoid: SOPs, TAWS (terrain avoidance warning system), SA, CDFA etc.

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35
Q

What is the difference between EGPWS and GPWS? What is EGPWS based on and what is the purpose of it?

A

E = Enhanced = forward looking capability for terrain is added. Based on terrain database and FMGC current position, not on radar returns. Purpose is to avoid CFIT and to give enough time to crew to perform avoidance maneuver. Crates two envelopes with FMGS position in front of the aircraft, one for caution other one for warning.

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36
Q

EGPWS get data from? 5

Most caution and warnings are generated as a result of?

A

Get data from RA1, ADIRS 1, ILS1, FMGC1, LGCIU1. Most caution Result of changes in RA heights or the rates of changes.

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37
Q

What is the full name of GPWS?
GPWS includes?

A

Ground proximity warning system

  • GPWS includes: 5 basic modes active up to radio height of 2500ft.
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38
Q

GPWS Mode 1.
- Caution and warning
- Recovery (IMC and VMC)

A

Excessive rate of descend.
- Caution = Sink rate, sink rate,
- Warning = Pull UP
- Above 1000ft AAL in IMC or above 500ft AAL in VMC, flight path = adjust.
Below 1000ft AAL in IMC or below 500ft AAL in VMC, go-around = consider)

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39
Q

GPWS Mode 2
- Caution and warning
- Recovery in case of warning

A

Excessive terrain closure rate (2a = flaps not in landing position + LDG gear up), (2b = flaps in landing configuration + landing gear up).
- Caution = Terrain Terrain,
- Warning = PULL UP

Go-Around perform/TOGA

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40
Q

GPWS Mode 3
- Caution/warning
- Recovery

A

Altitude loss after takeoff or go-around.
- Caution = Don´t sink, Don’t Sink
- Flight path = adjust or consider TOGA

41
Q

GPS Mode 4
- Caution/warning
- Recovery

A

Terrain clearence not sufficient
- 4a = LDG gear up = Caution = TOO LOW TERRAIN, TOO LOW GEAR
- 4b = Flaps not in landing position + landing gear down = Caution = TOO LOW TERRAIN, TOO LOW FLAPS
- 4c = Flaps not in landing position + landing gear up = Caution = TOO LOW TERRAIN

Regardless of configuration, IF not in landing config, Go-around = perform in any case.

42
Q

GPS Mode 5
- Caution/warning
- Recovery

A

Excessive descent rate below GS
- Caution = GLIDESLOPE

(Above 1000ft AAL in IMC or above 500ft AAL in VMC, flight path = adjust.
Below 1000ft AAL in IMC or below 500ft AAL in VMC, Go-around = consider).

43
Q

EGPWS panel:
- FLAP MODE
- SYS button pressed
- TERR button pressed

A
  • You press this when procedure tell you to land with further reduced flap setting (less than Flaps 3).
  • All basic GPWS warnings are inhibited
  • Enhanced terrain functions is inhibited but basic GPWS is operative.
43
Q

Predicitve EGPWS (E)
What conditions needs to be meet to assume you are clear of terrain?

How do we go back to normal path?

A

2 conditions must be met: Warning ceases and aircraft above MSA.

  • Similar to Go-around (on reaching ACC ALT) = Pitch 10 degrees, check gear up if applicable, set thrust to CLB, check FMA (CLB/OP CLB or V/S), check A/THR engaged, retract flap on schedule, confirm further clearance with ATC).
44
Q

If TERR on ND switch is off and EGPWS detects terrain ahead

A

It will automatically becomes ON (will light green) and picture on ND will change.

45
Q

2nd EGPWS function, what is it and how is the height and position calculated of the aircraft?

A

Terrain clearence floor envelope for each runway stored in database. Warns if you descend below this floor regardless of aircraft configuration = TOO LOW terrain.

Relative height calculated using captains barometric setting. Position from FMGC1.

46
Q

What happens with EGPWS if the NAV ACCURACY becomes downgraded?

A

The enhanced functions of EGPWS are automatically deselected. Basic GPWS functions remain operative.

47
Q

Why do we set the GPWS G/S mode button to off during LOC approach?

A

Set GPWS G/S mode button to OFF during approach briefing to avoid G/S warning when: G/S is reported U/S or G/S is available but not intended to be used (reported unreliable by NOTAM)

48
Q

What happens if we do not apply the discontuinty approach, we perform normal go-around instead?

A

SRS will engage and aircraft will start to climb, ALT STAR mode will not engage as long as aircraft is not crossing the altitude on the FCU = risk of altitude bust. Therefore it´s better to do discontinued approach technique.

49
Q

Soft go-around mode, why?

Which target ROC/VS will the aircraft have and it depends on? 5

A

We use it because to reduce the high energy of aircraft which is not required. It reduced high vertical speed, high pitch angle and high longitudinal acceleration = all this reduces crews workload.

Because of environmental conditions, weight, altitude, speed and slats/flaps configuration, AFS (auto flight system) via the FMGC computes a thrust target that will enable the aircraft to climb at 2300ft/min (or 2000ft/min depending on the A/C type).

50
Q

In which conditions can we engage the soft go-around mode? 5

A

When both engines are operative, the slats/flaps are extended, aircraft is below the go-around thrust reduction altitude, below 16000ft, aircraft is in flight and not performing a touch and go.

51
Q

Soft go-around, when is it prohibited and what about if we have it engaged and then we get engine failure?

A

When we have OEI.

If its already engaged, soft go-around remains operative on the operative engine, however LVR TOGA appears and requests the crew to set thrust lever of the operative engine to TOGA if one engine fails

52
Q

If our aircraft is not equipped with soft go-around, what can we do and why?

A

We can set the levers to TOGA and then immediately to CLB. Because of low go-around altitude, we don’t need TOGA. We set initially to TOGA because this enables to engage the Go-around phase, with associated AP/FD modes. Then we set to CLB altitude to have benefit of the A/THR = A/THR activates when we set to CLB detent and the thrust is reduced because we don’t need excessive thrust.

53
Q

What is the climb gradient in case of go-around with both engines operative?

A

3.2%.

54
Q

What is the climb gradient in case of go-around with one engine?

A

2.1%

55
Q

Required climb gradient if:
- No obstacles?
- Small obstacles?
- High obstacles?

A
  • 2.5% (usually this one everywhere)
  • 4%
  • 7%
56
Q

Aircraft performance in case of airport on sea level?
- All engines
- Soft go-around
- Acceleration phase
- OEI

A
  • 19%
  • 14%
  • 5.8%
  • 5.3%
57
Q

Which pitch should we keep in case of go-around and why? Both/OEI

A
  • Initially 15 degrees
  • OEI = 12.5 degrees.

This values allow us to get a positive rate of climb then follow SRS flight director pitch orders.

58
Q

What does MAN TOGA means on FMA when we perform normal go-around?

A

It means MANual thrust mode, if still MAN TOGA at ACCEL ALT = risk of VFE exceedance when in ALT STAR because the thrust is still in manual mode if we don’t set to CLB to activate A/THR.

59
Q

Requiriments for RNP, 8

A

One FMGC, one GPS, One MCDU, one FD, ONE PFD on PF side, TWO IRS, Two NDs, TWO FCU channels

60
Q

RNP requiriment during cruise on MCDU PROG PAGE?

A

2.0NM

61
Q

When is GPS PRIMARY displayed on MCDU PROG page?

A

As long as the GPIRS position fulfils both the integrity and the accuracy criteria, GPS PRIMARY is displayed on the MCDU PROG page.

62
Q

RNP FINAL APP limitations

A

No modifications including altitude constraints beyond FAF are allowed. When FAF is the TO point, the FROM point must not be cleared.

Direct to FAF is not permitted by procedure.

63
Q

RNP approach, what should we check on the altimeters?

A

Check that the differences of the two altimeters are within 100ft.

64
Q

RNP approach, when armed, what about the arrows?

A

When armed check the blue arrow is displayed where final descent will begin. If the arrow is shown in white, at least one engagement condition is not fulfilled and FINAP APP will not engage.

65
Q

RNP approach, deviation calls? 2
GO-around? 4

A
  • Deviation calls: XTK > 0.1NM, VDEV > 0.5 dot
  • VDEV > ¾ dot below path, XTK > 0.3NM, degraded guidance, loss of required equipment
66
Q

RNP, when do we have degraded guidance, 3

A

GPS PRIMARY lost on both ND, NAV FM/GPS POS DISAGREE on ECAM, NAV ACCUR DOWNGRADE on both FMGC

67
Q

Avoiding all red/magenta and yellow* on ND by:
0-25000ft

A

Avoid all red/magenta and yellow¤ areas by 5NM, preferable 10NM

68
Q

Avoiding all red/magenta and yellow* on ND by:
25000-30000ft

A

Avoid all red/magenta and yellow¤ areas by 15NM

69
Q

Avoiding all red/magenta and yellow* on ND by:
Above 30000ft

A

Avoid all red/magenta and yellow¤ areas by 20NM

70
Q

How to avoid severe turbulence? Vertically/laterally

If radar inoperative?

A

To avoid severe turbulence a CB cloud should be cleared by a minimum of 5000ft vertically and 20NM laterally.

Avoid by 10 miles any storm that by visual inspection.

71
Q

Definition of trip fuel?

A

Amount of fuel that is required to enable the aeroplane to fly from take-off or from the point of in-flight re-planning, to landing at the destination aerodrome.

72
Q

Definition of Contingency fuel?

Wizz Air level of priority when selecting contingency fuel:

A

Unforeseen factors are those that could have an influence on the fuel consumption to the aerodrome.

  1. Statictical contingency fuel (SCF)
  2. 3% ERA
  3. 5 minutes (MINCONT)
  4. Reduced contingency fuel
  5. 20 minutes
73
Q

Standard contingency fuel: These FOUR, whichever is higher:

A

Either (not less than 3% of the planned trip fuel, or amount of fuel sufficient for 20-minutes flying time based upon the planned trip fuel consumption or an amount of fuel based on a statictical fuel method SCF that ensures an appropriate statictical coverage of the deviation from the planned to the actual trip fuel.)

OR an amount to fly for 5 minutes at holding speed at 1500ft (450m) above the destination aerodrome in standard conditions.

74
Q

Definition of alternate fuel?

A

The amount of fuel required to fly from the destination aerodrome to the destination alternate aerodrome including:
- Fuel for a missed approach from the DA/H at the destination aerodrome to the missed-approach altitude, taking into account the complete missed approach procedure.
- Fuel for climb from the missed approach altitude to the cruising level
- Fuel for cruising from TOC to TOD
- Fuel for descend and approach and landing at destination alternate aerodrome

75
Q

Definition of final reserve?

A

Holding speed 1500ft(450m) above the aerodrome elevation, shall not be less than 30min

76
Q

Definition of additional fuel?

A

Enable aeroplane to land at a fuel en-route alternate(ERA) aerodrome in the event of aircraft failure (engine failure/loss of pressurization etc) that increases the fuel consumption at the most critical point along the route, to hold there for 15min at (1500ft) make an approach and land. Not less than fuel to fly for 2h at normal cruise consumption above the destination aerodrome, including final reserve.

77
Q

What is PDP? When do we have PDPs?

A

Pre-determined point procdedure. When you reach there you need to decide, either fly to destination or the destination alternate. Usually we have this when the distance is long between destination and the alternate.

78
Q

How is TAKE OFF defined as LVO?

A

When RVR is below 550m.

79
Q

For operations conducted with fail-passive flight control systems, a segment of

A

At least three consecutive lights,
which are:
* The centre line of the approach lights, or
* Touchdown zone lights, or
* Runway centre line lights, or
* Runway edge lights, or
* A combination of these.

80
Q

LAND on FMA comes when? What happens when this comes?
FLARE on FMA comes when?
ROLLOUT on FMA comes when?

A

Earliest 400ft, latest 350ft. FCU and FMGC is freezed, only way to come out of it is to apply TOGA
Earliest 40ft, latest 30ft
When at least one of the gears touches the ground

81
Q

An engine is considered as secured when the ECAM actions of the procedures are performed until:

A
  • 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
82
Q

GO AROUND procedure. 9

A
  1. GO AROUND FLAPS and set levers to TOGA.
  2. PF READS THE FMA = MAN TOGA, SRS, GA TRK, A/THR BLUE.
  3. PM selects flaps 1 step and announce Positive CLIMB, PF = gear up, PM = gear up, flaps 3 and xxxx ft checked.
  4. Advise tower. WZZ going around.
  5. Select AP2 on.
  6. Above F-speed = flaps 1.
  7. Above S-speed = flaps up.
  8. CLB on FMA = set two step back to CLB from TOGA. (or MCT in case off engine fail).
  9. Follow missed approach procedure.
83
Q

What to think about when going around with OEI?

IF SRS engaged or not engaged? OEI

A

We should press rudder to keep the aircraft straight. If left engine dead = we press right rudder. If right engine dead, we press left rudder. ONLY APPLY TOGA THRUST ON LIVING ENGINE NOT BOTH.

If SRS engaged = follow SRS, otherwise 12.5 degree pitch initially.
YOU WILL HAVE SRS FOR A VERY LONG TIME DURING GO-AROUND. When level reached = go to MCT (OEI) even if not stated on FMA.

84
Q

What is the limitation time for TOGA?
If the time is limiting, what should we do?

A

10 minutes.

We should consider to clean the aircraft (in level acceleration) only when the SECTOR MSA for the track has been reached = push to level off when above MSA, then resuming the rest of the climb using CLB mode on the thrust levers.

85
Q

When we perform a LOC approach or G/S not working, what should we do?

A

We should set the G/S button to OFF, increase MDA by 30ft, LS button on. On base select bird ON. Continue with FD´s and AP. 1NM to descend point = Preselect -3.0 FPA. Descend point (0.3NM) = pull altitude to descend. Continue with table. When comfortable = AP OFF, FD´s, bird on, set RWY track.

86
Q

If we are going to fly LNAV and we have radar vectors, how do we do?

A

ONLY LATTERALY MANAGED AND VERTICALLY SELECTED = We are on heading, when cleared for approach, we push to NAV and then we do NAV/FPA. Turn bird on = we DON´T arm the approach, 1 mile to descent point = preselect -3.0 and descent point = pull -3.0.

If you are going to fly fully managed LNAV = just increase minima by 30ft and arm approach as normal.

87
Q

When can we set standard from QNH?

A

When above MSA and cleared for flight level.

88
Q

LFSB15, what about go-around NADP?

RNP15?

A

We should climb to 3800ft prior to LVL acceleration. Go-around should be set to 1900/3800.

Climb maximum to 4000ft before first point, keep 200kt = flaps 1 during turn. We set 4000ft on the FCU before.

89
Q

What are indications of Engine damage?

When do we do not have engine damage?

A

N1 and N2 = 0. Amber crosses, HIgh EGT, Loss of oil/hydraulic fluid, loud noise/vibration/buffeting,
repeated/unctrolled engine stalls.

If we have values on N1 and N2.

90
Q

LFSB15, AP fails on base, RNP15 3D approach, go-around with OEI.

Arm?
Which rudder?
AP after go-around?

A

Arm approach when you are cleared for approach and FSB15 is the TO point. Tell PM to arm.

If left engine is dead, we press right rudder on Go-around. If right engine is dead = we press left rudder on go-around.

Due to manual go-around, before you engage the AP, trim the rudder and then ARM it. Flaps 1 above S-speed, keep flaps 1 due to 200kt restriction on first turn.

91
Q

What about if we fly 2D approach, LNAV?

A

Do not arm the approach. Continue with NAV on FMA, and then 1mile to descend point, descend point etc like a LOC.

92
Q

LFSB, what about NADP?

A

Set 1900/5000ft. Special TOF and initial climb procedure.

93
Q

Distances from the threshold we can intercept G/S AND LOC

A

Distance 17 = 35 degrees
Distance 25 = 10 degrees.

94
Q

If we are going to land with one engine, what should we do with the rudder when we disconnect autopilot with 1 engine inoperative?

A

IMPORTANT: Even if you disconnect the AP, the aircraft is already trimmed so don’t puss the rudder! Just leave it. At 50ft over threshold PM will reset the rudder and then for landing you can use it to maintain directional control.

95
Q

OEI at V1, what about the acceleration?

What is engine out acceleration altitude?

A

FCTM says that crew should control the aircraft trajectory as a priority. We should delay acceleration phase only for the purpose of securing the engine. If decision hasbeen made to delay the acceleration phase, crew must not exceed the maximum engine out acceleration altitude.

Maximum altitude that can be achieved with OEI and the other engine operative at takeoff thrust for a maximum of 10min.

96
Q

Manual flight OEI, what should PF remember as speed increases?

A

The rudder input to center the beta target decreases.

97
Q

What is engine stall?
FADEC?
Why do we turn the anti-ice on in case of engine stall?

A

Disruption of the airflow in a turbine engine. When the blades of the engine compressor stall, they are no longer able to compress the air from the front to the rest of the engine.

Fadec can recover from an engine stall without crew action by modifying the airflow.

Increase bleed demand = reduces the pressur at the exit of the compressor and helps the airflow to circulate in the engine turbine from front to rear.

LPC 2024 M2 (4 decks)

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