LPC DAY 1 IMPORTANT Flashcards
LFSB15, Engine failure. 4 DME BLM.
- 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, WZZ XXX, pan pan pan engine failure standby.
- PM = Engine failure confirmed, with damage ENG - PF = ECAM actions
- At 4DME BLM = turn right with heading towards ALTIK. IAS 178 maximum. Set 7000 on FCU (MSA = 6400ft). PF = PANPANPAN WZZ XXX turning towards ANDIK, intention hold 7000ft.
- PM = Engine secured.
- PF = Stop ECAM.
- Engine secured or ENG OUT ACC whichever is later = 2600ft = push to level off.
- PF = Activate secondary, set direct ANDIK.
- 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.
New procedure, when you have a failure and you do the ECAM procedures and come to STATUS on ECAM, always
Check that gear is up and flaps are retracted before you continue with ECAM/STATUS
Predictive EGPWS (E), 1st function?
- Caution/Warning
- Procedure (VMC/IMC-NIGHT)
- Configuration
- How dow PM say it?
Predictive EGPWS = TAD = terrain awareness and display = Computes a caution and a warning envelope when boundary conflicts with terrain or with an obstacle.
Caution = Terrain, terrain, Too low terrain, Terrain ahead, Obstacle ahead
Warning = Terrain ahead, pull up, obstacle ahead pull up
Daytime and VMC with terrain and obstacles clearly in sight = Flight path = adjust. If adjustment of flight path is required = PF = “I HAVE CONTROL” and immediately adjust flight path to stop the warning.
NIGHT or IMC:
Callout: PF = “PULL UP TOGA”, AP off, pull with full backstick (if required), set TOGA, speedbrakes check retracted, Bank = wings level or adjust. Aircraft achieve best climb performance when wings are level, crew can adjust bank while climbing provided turning is safest action.
PM = “WIZZAIR xxx, EMERGENCY CLIMB DUE TERRAIN”.
- DO NOT CHANGE CONFIG UNTIL CLEAR OF OBSTACLE.
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.
Soft go-around, how do we apply the procedure?
Set thrust levers to TOGA to ensure SRS GA mode, Then, set thrust levers one step down = FLX/MCT to engage GA SOFT mode. Anytime, if TOGA is required = set it to TOGA detent. As soon as MAN GA SOFT is displayed on FMA = AP/FD orders target ROC.
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. WZZ 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.
EVAL1: PF = FO.
LFSB15, REPOS at GATE, OLBEN7S, NADP by OMC = 1900/5000 for T/O and 1900/3800 for G/A.
What can we expect after TOF?
What will examiner do on gate?
What will we get during taxi?
What about the line up?
What scenarios can we get during TOF/climb out? 3
What scenarios can we get for approach and landing? 6
What can ATC do?
Leave one of the switches in a non-std position (for example XPDR OFF, One FD selected off, radar brightness off, minor item to see if crew scans panels well.
STORM on radar which will force us to fly towards high terrain.
AUTO FLIGHT FMGC 1 FAULT. (reset unsuccessful). NTC amends the procedure for dispatch under MEL ITEM for WZZ pilots).
ATC will cleare us for immediate TOF, traffic on short final. If we see weather on radar, we should deny this to assess the weather.
- Bird strike (engine stall) and an engine failure during initial climb. If we have not turned on SID, we follow EFP for RWY15. Otherwise we continue on SID and request a hold close to the airport.
- TCAS RA = Level off during climb/descend. We should have auto TCAS.
- ATC requests speed below GD and to level off at 4000ft, continue on SID and below MSA. We should either reject it or stay flaps 1 on the GD issue.
- Departure airport (in case of return) or destination airport (if we decide to continue) closed due to TS activity.
- During arrival, ENG BIRDSTRIKE - Engine STALL = go-around perform.
- LOC only approach is available due to GS failure (NAV TRANSMITTER FAULT (glide).
- AP2 failure during arrival. Swtich to AP1 if you possible, fly manually.
- After passage of TSRA, wind speed decreases, temperature drops and ceiling is close to minima.
- Same as (5) but we are not visual at minima = go-around.
ATC also provides wrong QNH (1022 instead of 1012).
EVAL 2, PF = CPT.
LSGG RWY04, REPOS INBOUND SOVAD AT 7000ft.
ULMES1N, ILS04
What will we expect from ATC?
What can we expect after the hold?
What can we expect during approach?
What can we expect close to DA? 2
What can we expect during go-around? 3
What can we expect for the second approach? 5
DCT SOVAD to join holding over PITOM, inbound course present HDG, expect 10-15min delay. We should make a plan of our fuel and also speak about the airport closure. How long can we stay in the hold? When examiner happy, we cancel hold and proceed via arrival to ILS04.
TCAS (descend and then increase descent) which means maybe we need to disconnect AP and do it manually.
Unstable approach, 10kt tailwind (not reported) + F/CTL SLATS SYS 1 FAULT at flap lever = 1 (when crew moves flaps lever).
- Heavy rain, previous aircraft reported poor braking action due to runway flooding. Go-around.
- Approaching 1000ft AGL = low level turbulence, previous traffic reported heavy turbulence and W/S on short final. Go-around.
- Go-around will be forces however by instructor if we decide to continue the approach. - At TOGA = EGT and/or N1 above limit (ENG EGT INC and or ENG N1 INC = both above red limit.
- ENG OIL QTY INC = 0 at ACC ALT.
- (1) requires engine shutdown (engine parameters continue over limit).
- CB moves away from airport, another aircraft landed and reported fair conditions. Land.
- Another landing aircraft reported gusty winds and turbulence, but no W/S. Other airports in vicinity with no significant weather. Land.
- CB moved over the airport with crazy gusty wind, wind VRB18G37KT +TSRA. Other airports in the vicinity with no significant weather. Divert.
- RNP or LOC only approach is available. Land
- During approach, visibility deteriiorates and ceiling lowers close to minima. Land.
2D approach LFSB15 LOC OEI landing. Distances are from MH.
Minima?
On base? 5
On final? 4
What about go-around?
Set 1230+30=1260ft.
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 = D10.5 MH = preselect -3.0 FPA.
Descent point = D9.8MH = Pull -3.0 VS. Fly tables.
Set 4000ft on FCU.
At minima = AP off, FDs off, set RWY track (152).
Set go-around page as = 1900/3800. Maximum 220kt and below 4000ft on first point.
What are indications of Engine damage?
When do we do not have engine damage?
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.
Rejected TOF.
CPT SAYS STOP. The controls transfers automatically to CPT he don’t need to say my controls here. Spoilers, reverse green, decel, 70kt. WZZ1EP STOPPING. PREPARE evacuation checklist.
F/CTL SLAT SYS 1 fault, when is it triggered?
When there is a failure of the slat channel in one SFCC. Awareness only that slats are slow. We have the flaps, but slats are moving in half speed only.
Procedure with Auto TCAS and without Auto TCAS.
In case of TCAS RA how do we tell the tower?
“TRAFFIC TRAFFIC”
- Auto: PF guards the stick and read FMA = TCAS BLUE
“CLIMB CLIMB” = PF reads FMA, TCAS - TA: PF guards the stick and say “TCAS I HAVE CONTROL”
RA: A/P off, FD´s off, follow the green immediatly.
- When clear of conflict, descent to previous level, ask PM to set FD and AP on.
WZZ1EP TCAS RA
WZZ1EP CLEAR OF CONFLICT
NEVER SAY CLIMBING TCAS RA OR CLEAR OF CONFLICT DESCENDING TO FL390.
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.
