LPC DAY 2

Question 1

Prior entering RVSM, following 4 things should be operative normally:

Answer 1

1. Two primary altitude systems. They need to agree within +-60m = 200ft.
2. One automatic altitude-control system
3. One altitude alterting system = TCAS
4. Operating transponder

If any of these fails the pilot should request a new clearence to avoid entering RVSM.

Question 2

When changing levels when flying in RVSM, aircraft should not overshoot/undershoot the cleared level by more than?

Answer 2

45m = 150ft.

Question 3

RVSM, if the pilot is notified by ATC of deviation from assigned altitude exceeding … , then the pilot should take action to return to cleared flight level

Answer 3

90m = 300ft

Question 4

Voice communication failure in RVSM, what should be done? 4

Answer 4

1. Attempt to establish contact on previous channel, if not successful, another channel appropriate to the route.
2. Communication with other aircraft also on same channel.
3. If all these fails then we should transmit twice “TRANSMITTING BLIND”.
4. If nothing works = sellect SSR code 7600 to indicate radio failure.

Question 5

Radio failure if VMC, what should we do?

Answer 5

Continue fly VMC, land at the nearest suitable aerodrome, report its arrival immediatly to ATC

Question 6

Radio failure in IMC, what should we do?

Answer 6

1.Airspace where procedural seperation is being applied, maintain last assigned speed and level, or minimum flight altitude if higher, for a period of 20 min or
2. Airspace where ATS surveillance system is used in provision of ATC , maintain last assigned speed and level, or minimum flight altitude if higher, for a period of 7min

Whichever is later and thereafter adjust level and speed in accordance with the filed flight plan, proceed according to the current flight plan to appropriate NAVAID or fix serving the destination aerodrome, hold over this aid until commencement of descent close as possible to the last EAT or from ETA from current FPL.

Complete normal IAP and land if possible, within 30min after the ETA specified or last acknowledged EAT, whichever is later.

Question 7

Volcanic ash is defined as?

How does it accumulate and what about the weather radar?

What can be indication of volcanic ash?

Answer 7

Small solid particles ejected from Volcano, 2mm or less.

Ash accumulates at higher altitudes in clouds which then drift with the wind. It does not show up on weather radar because of small sizes of the particles.

St ELMOS fire, or smell and dust within cabin.

Question 8

Volcanic ash can result in?

Melting?

How to lower the temperature in the core?

Answer 8

Engine damage and malfunction.

Melting within the engine of ash particles is 1100 C, this is less than the core operating temperature of high bypass turbine engines which at least 1400 C = trend for the core temperature to increase much.
The added ash clogs up the engine airflow and can lead to engine flame out.

Reducing the thrust to idle may lower the core temperature to prevent silicates melting.

Question 9

What is all engines failure? (Engines)
By who and how can it be identified?

Answer 9

Aircraft loses engine thrust and is no longer able to maintain level flight.

By the FWC (flight warning computer) or by flight crew, in most cases we get the ECAM ENG ALL ENGINES FAILURE alert on ECAM.
If FWC does not detect we can see partial loss of thrust (no engine flame out) on one or more engines and N2 may remain slightly above the ENG 1(2) alert threshold.

Question 10

What can we do if the ENG ALL ENGINES FAILURE is not triggered?

Answer 10

We need to rapidly decide to apply either ALL ENG FAIl QRH procedure or the EMER LANDING QRH procedure. If flight crew considers there is sufficient time to attempt an engine relight, they must apply ALL ENG FAIL QRH procedure. If we decide there is not sufficient time to attempt an engine relight, we must apply EMER LANDING QRH procedure.

Question 11

Mainly, the all engine failure situation results in what?

Answer 11

Emergency electrical configuration and in loss of the green and yellow hydraulic systems.

Question 12

Electrical configuration what are lost?

RAT?

What can the emergency generator do?

Answer 12

All the AC and DC busbars are lost

RAT automatically deploys to supply the emergency generator
The EMER GEN supplies both the AC ESS and the DC ESS bus bars

Supply all electrical loads that are necessary for the reminder of the flight. The EMER GEN remains connected even if all the main generators are recovered (follow engines relight), or if the APU is connected.

Question 13

Emergency configuration, what about APU generator?
APU BLEED?
What about batteries?

Answer 13

APU generator can only be started below FL250, and if we starts it the normal electrical configuration partly recovers. = CM2 displays recovers as well.

Important to check if we have enough fuel, we should start the bleed to recover cabin pressurization and to relight engine. Below FL200.

APU start attempts use the aircraft batteries and reduces it´s load. Total flight time on batteries are more than 30min.

Question 14

What about the aileron when hydraulic power is lost?

How is the aileron restored?

What should PF avoid?

Answer 14

Right aileron is lost and goes to its zero moment position. We can balance this with sidestick input then we need to do it in permanent roll (permanent sidestick). PF may use the rudder trim to generate sideslip and therefor compensate for this upfloating aileron.

When APU generator is connected, the control of right aileron is restored due to recovery of ELAC2.

Avoid large and rapid rudder deflections because the hydraulic power is only available from the RAT.

Question 15

Following all engine failure, what is lost in cockpit? 4

After PF establish safe flight path, PM should?

Answer 15

AP, FD and A/THR lost.
Alternate law
F/O PFD and F/O ND are lost = CPT PF.
SD lost

PM should perform ECAM actions. EWD remains available and PM can display the SD pages on EWD by pressing and holding the associated system.

Question 16

ENG ALL ENGINES FAILURE provides first key steps of the procedure and then directs the crew to ALL ENG FAIL QRH procedure.

What can we do and keep in mind if we want to relight one engine?

Answer 16

We can increase speed during descend to the optimimum windmilling speed indicated on ECAM but keep in mind that we have alternate law = the overspeed protection is lost and the aircraft speed and MACH upper limits are reduced.

Question 17

If all engine failure is due to flight through volcanic ash, the situation may be associated with?

Answer 17

Unreliable speed indication. QRH includes info and provides the pitch attitude the PF must maintain to target the optimum relight speed.

Question 18

When can we start the APU bleed?
Why do we turn it on?
What is important to relight engine with APU bleed?

Answer 18

Below FL200.

To relight the engine and to recover cabin pressurization.

To fly at a speed below the optimum windmill speed to enable the FADEC to perform starter-assisted engine relight. Green dot is the best speed with starter-assisted.
Also with APU bleed, we can only attempt a relight on only one engine at a time.

Question 19

How can we relight the engines?
Why do we set the engine masters to off for 30s in both cases?

Answer 19

Either with windmill and specific speed or the APU bleed.

In order to ventilate the combustion chamber of the engine between two relight attempts.

Question 20

What is green dot?

Answer 20

Best lift-to-drag ratio speed in order to maximize the remaining time for cabin preperation and distance flown.

Question 21

If we tried everything to relight the engine and nothing works, what should we do?

Answer 21

Prepare the aircraft for a ditching, or for a forced landing, even if a runway can be reached.

Question 22

Ditching and forced landing are similar, what is the difference?

What is only availble for approach during ditching or forced landing?

Answer 22

LDG gear should be up for ditching.

Only slats are availble.

Question 23

Forced landing, why do we extend the gear and how do we do it?

Answer 23

To absorb some energy at touchdown even if landing is planned out of a runway. We do it by gravity.

Question 24

What Should the PF think about during forced landing? Approach and when on ground

Answer 24

Approach: Maintain higher aircraft path than in normal approach, if aircraft to high = speed brakes to generate drag and increase descent rate.

If runway is selected, we may perform visual approach.

Ground: We can apply brake pedals, accumulator provides hydraulic power to the brakes but is limited. A-SKID is not available, brake pressure should be limited to 1000 PSI. Nose wheel steering is lost = PF must use brake pedals at high speeds to maintain runway axis. At lower speeds PF may use differential braking to maintain axis.

Question 25

If relight is succesful, what is recovered?

Answer 25

AC1, DC 1, AC 2, DC2 and normal electrical configuration is restored, except AC ESS BUS and DC ESS BUS remain supplied by the emergency generator.

When at least one engine is restored, green, yellow and blue hydraulic systems are restored

Question 26

Pitot probe obstructed, what is wrong and what is showing correct?

Answer 26

Wrong = Indicated airspeed, AP/FD
Correct = Altitude, VS, FPV, ATC reporting altitude

Question 27

Static probe obstructed, what is wrong and what is showing correct?

Answer 27

Nothing is correct = Indicated airspeed, altitude, VS, FPV, AP/FD, ATC altitude reporting is wrong

Question 28

Which four different configuration do we have regarding the BUSS system?

Answer 28

1. No buss sytem = If affected ADR´s cannot be identified = use pitch/thrust tables
2. Non-reversible BUSS system
3. Reversible BUSS system (two BKUP spd/ALT PB available on the main instrument panel
4. Digital BUSS (DBUSS) system

Question 29

Unreliable speed:
If the safe conduct of the flight is affected?
If the safe conduct of the flight is not affected or once the memory items have been applied?
If the affected ADR can be identified?
If affected ADR cannot be identified or all airspeed indications remain unreliable?

Answer 29

APPLY MEMORY ITEMS

LEVEL OFF above MSA and start troubleshooting.

Fly with the remaing ADR. Unreliable ADR P/B = off

FLY with PITCH/THRUST references. One ADR keep on, two ADRs = turn off.

Question 30

If affected ADR cannot be identified or all airspeed indications remain unreliable, why do we keep one ADR on?

Answer 30

To keep the stall warning protection and to prevent F/CLTS from using two consistent but unreliable ADR data

Question 31

Non-reversible BUSS system, how do we get it on PFD?

How about AOA?

Answer 31

When we turn off all ADRs. We fly with GPS altitude and back-up speed scale.

Provided by the IRs, we have it.

Question 32

Reversible buss sytem, how is activated?

Answer 32

With the two BKUP SPD/ALT PB. Reversible.

Question 33

What is good with the BUSS? Based on?

Answer 33

Decreases the crew workload that replaces the pitch and thrust tables. Based on AOA sensor information (coming from IR) = not effected by erroneous pressure measurements.

Question 34

How can we activate/deactivate the DBUSS?

What should we think about when we have digital buss DBUSS system?

Answer 34

Two BKUP SPD/ALT pushbuttons. The lookout is not the “green” like the others. It shows normally withc VLS, VMO etc. GPS altitude still.

DO not use MACH because it shows wrong on Mach.

Question 35

Unreliable speed indication has two objectives

Answer 35

1. To fly the aircraft.
2. TO identify and isolate affected ADRs to fly pitch/thrust or backup speed.

Question 36

Limitation reversible BUSS or DBUSS?

Answer 36

Reversible BUSS = below FL250
DBUSS = usable at any altitude

Question 37

When do we use Pitch/thrust tables?

Flying technique pitch/thrust

Answer 37

No BUSS system available, or it´s available but the the level is above FL250

If the pitch to maintain level flight is above the pitch target of the table = the aircraft is slow = increase thrust

If the pitch to maintain is below the pitch target of the table = we are fast = reduce thrust.

Question 38

Unreliable speed: If no affected ADRs can be identified? What will happen if we don´t do this and what will be lost?

Answer 38

Switch off 2 ADRs without ECAM doesnt matter which one. Otherwise if we don´t do this OVERSPEED protection will kick in, in normal law which pitchs up the aircraft and you can stall.

When we switch 2 ADRS off, we have no AP.

Question 39

Unreliable speed: PITOT OBSTRUCTION. What about ECAM and what should we do?

Answer 39

No ECAM will come up. We need to crosscheck PFD 1, PFD 2 and ISIS. If two same = we use it. We need to turn on the switching panel and turn OFF faulty ADR on overhead without ECAM! OTHERWISE we will get VLE EXCEEDENCE warning on ECAM (spurious) in this case.

Question 40

Unreliable speed, how should we communicate with each other?

Answer 40

If you suspect unreliable speed first thing is to call out numbers! It means “I HAVE 150KT” CPT will say what he sees on his PFD. Then you crosscheck quickly with ISIS, if two same = switch controls immediatly and fly normaly. Do not apply memory items immediatly.

Question 41

What happens with our speed in case of complete PITOT blockage?

Answer 41

• Airspeed will remain frozen as long as aircraft stays in level flight and will increase or decrease if aircraft climbs/descends.

Question 42

When we fly the BUS what is good to do during configuration?

Answer 42

Go to the lower area of the green (reduce thrust) and configure and then follow same values from pitch/thrust tables.

Question 43

Memory items UNRELIABLE SPEED. 9

Answer 43

1. AP OFF
2. A/THR OFF
3. FDs off
4. Below Thrust reduction altitude = TOGA, Pitch 15
5. Above thrust reduction altitude and below FL100 = CLB, 10 degrees
6. Above thrust reduction altitude and above FL100 = CLB, 5 degrees
7. Flaps if CONF 0, 1, 2, 3 = maintain current config. If FULL = select flaps 3 and maintain
8. Speed brakes check retracted
9. L/G = up

Question 44

What about tailwind on visual approach?

Answer 44

If forecasted tailwind is more than 10kt, decelerated approach is not allowed and speed should be stabilized around VREF + 5kt in final.

Question 45

What about the bank and configuration for visual?

Answer 45

Turn into base leg with a maximum of 30 degrees and decend with FPA, in flaps 2, at F-speed.

Question 46

Energy states, three sources which are?

What about trades?

Answer 46

1. Kinetic energy = increases with increasing speed.
2. Potential energy = proportional to altitude
3. Chemical energy = fuel from tanks that can be converted to thrust.

These energies can be traded or exchanged:
1. Airspeed can be traded for altitude = kinetic to potential
2. Altitude can be traded for airspeed = potiential to kinetic.
3. Thrust can be converted to airspeed and/or altitude = Chemical to either kinetic or potential.

Basically the kinetic energy is shows as AIRSPEED on PFD, the potential energy as altitude on PFD and checmical as the ENGINE values (N1/N2) on SD.

Question 47

Lift is a function of? 4

Answer 47

Speed, density, wing area, AOA

Question 48

What is critical AOA?

Answer 48

The flow above the wing breaks down and the surface is considered stalled.

Question 49

What about swepts wings? (AOA)
Exceedence of critical AOA?

Answer 49

Stalls at higher AOA and the stall is not so well defined. Exceedence of the critical AOA = will stall and the lift will decrease instead of increase.

Question 50

Three angles reffered in the longitudinell axis is?

Only which angle determines if the aerodynamical surfaces are stalled or not?

Answer 50

1. AOA (difference between the pitch angle and the flight path angle with no wind = can be displayed by BIRD ON).
2. FLight path angle (angle between flight path vector and the horizon)
3. Pitch angle (angle between the longitudinal axis and the horizon)

Only AOA angle.

Question 51

Only what knows the AOA?

Answer 51

Only the wing knows it. It doesnt matther if the aircraft is upside down, the difference between Flight path angle and Pitch angle.

Question 52

Stall is characterized by? 4

Answer 52

Buffeting
Lack of pitch controll
Lack of roll controll
Inability to control descend rate

Question 53

Relationship between AOA and mach?

Answer 53

AOA at which a wing stalls also reduced with increasing mach, so at high mach (high high altitude), an airplane will stall at an AOA that is less than AOA for stalling at lower machs.

Question 54

What is dihedral?

What about the wind?

Changes in wind?

Answer 54

We have it on jet aircraft wings. Angle formed between the lateral axis of an airplane and a line that passes through the center of the wing. Contributes to the lateral stability of an airplane. A wing with dihedral will develop stable rolling moments with sideslip.

If the wind comes from one side of the wing = the wing into the wind is subject to increase in AOA = increased lift. The wing away from the wind is subject to a decrease in AOA = decrease in lift.

Changes in lift creates a rolling moment, tending to raise the windward wing = dihedral contrubutes a stable roll due to sideslip.

Question 55

What is sideslip?

Answer 55

Angle between the longitudinal axis of the airplane and relative wind. Measure of wether the airplane is flying straight into the wind. Exception of crosswind landings, transport airplanes are typically flown at or very near zero sideslip.

Question 56

What is static stability?

Answer 56

Defined as the initial tendency to return to an undistrubed state after a disturbance. All transport aircrafts demonstrate positive static stability in at least some sense.

It will cause the airplane to recover from a divergence without any pilot input.

Question 57

How is pilots controlling pitching motion?

What about roll?

What baout yaw?

Answer 57

By means of the elevator. Changes the airplanes AOA and also the load foactor. Additionally there will be pitch effects from thrust changes when engines are offset from the CG.

Ailerons and roll spoilers are the primary control in roll.

Yaw = movement about vertical axis. By the rudder.

Question 58

Airplane loaded toward forward center of gravity limits? Aft?

Answer 58

Will be more stable. The more stable an aircraft becomes, the less maneuverable it will be.
Aft = less stable. Less force is required by the tail to counteract the nose down pitching moment.

Question 59

What will ising on the wing do?

Answer 59

Increase drag, decreasethe ability of an airfoil to produce lift and degrade control authority.

Question 60

What is load factor?

Formula?

Normal g?

Answer 60

(n) = measure of loads on the airplane structure during flight. Reffered in terms of acceleration of gravity.

n = Lift/weight.

When aircraft wing is producing lift equal to 1 times the weight it is oriented in a direction opposed to the gravity vector and is reffered as a load factor of 1g.

Question 61

What happens with the lift in a turn?

Answer 61

Result of increasing bank (rolling) is a re-orientation of the lift vector from the vertical which in turn decrease the vertical lift component. Acceleration due gravity still points toward the earth = imbalance in vertical forces develops.

Question 62

How do we maintain altitude in a banked turn?

Answer 62

The lift produced by the airplane must be more than the weight of the airplane. The increase of lift required is a function of bank angle and therefore the load factor will increase.

Question 63

What happens when mach increases?

Answer 63

Airflow over parts of the airplane begins to exceed the speed of sound. Shock waves with local supersonic flow can interfere with normally smooth flow over the lifting surfaces causing local flow seperation and buffet.

Question 63

What is speed below green dot?
Above green dot?

Answer 63

Back side of the power-drag curve = unstable with respect to speed and thrust/power curve. If total drag exceeds total thrust/power, airplane will be unable to maintain altitude and only remaining option to exit slow flight is to initiate a descent.

Above = considered as normal flight.

Question 64

Optimum altitude for a weight and atmospheric conditions are based upon?

Answer 64

Temperature and operating speed margins.

Question 65

Load factor is automatically limited to:

Answer 65

Clean configuration = +2.5 g to -1 g
Other configuration = +2 g to 0

Question 66

Pitch attitude protection enhances? 3

Answer 66

High speed protection, high load factor protection, and high AOA protection.

Question 67

What will aircraft to when we get high speed protection?

When will the aircraft go to normal pitch if we press full forward stick?

Answer 67

Automatically recovers. Sidestick nose-down is reduced and a permanent nose-up order is applied to aid recovery to normal flight conditions.

At VMO+16kt the pitch nose down reduces to zero (but it doesnt mean aircraft stabilizes at that speed).

Question 68

How can we apply the overspeed prevention technique? 4

Answer 68

Keep AP and A/THR engaged.
Decrease the speed target in order to increase margin to VMO/MMO
After selection of lower speed target, monitor the speed trend arrow
If aircraft continue to accelerate, use small ammount of speed brakes.

Question 69

What is VaPROT?

When does the alpha protection strip on PFD move upwards?

Answer 69

Speed corresponding to the maximum AOA at which alpha protection becomes active. Only dispayed in normal law.

AOA value of the alpha protection decreases as mach number increases. When it decreases, it moves upward on PFD.

Question 70

What is VaMAX?

Answer 70

Maximum AOA speed which means maximum AOA the aircraft can fly at in normal law. It means that it decreases when mach increases.

Question 71

VaPROT and VaMAX are mainly computed based on and may vary with?

VaPROT and VaMAX comes from?

Answer 71

Based on the AOA, therefore may vary with configuration (higher pitch), weight and load factor.

CAS, Left PFD = FAC 1, right PFD = FAC 2.

Question 72

How is aPROT and aMAX calculated during flight?

Answer 72

Actual AOA is compared to aPROT or aMAX and the difference of AOA is then converted to speed and applied on each PFD. Difference between current speed and VaPROT and VaMAX represents the actual margin.

Question 73

How much maximum will the F/CTL computers maintain without pilot input in case of we go below VLS and which protection will activate?

Answer 73

It will maximum stay at VaPROT, at the threshold of this speed it will trigger high AOA protection = resulting in a nose down pitch rate.

Question 74

When can we get Afloor and what is it?

How can we disconnect it?

Answer 74

Between VaPROT and VaMAX, usually triggered just after entering VaPROT = A/THR function = orders TOGA immediatly.

By any disconnect pushbutton on the A/THR as soon as a safe speed is regained.

Question 75

Which protection has priority over all other protections?

Answer 75

High AOA protection.

Question 76

What is the maximum bank angle in normal lfight envelope?

Maximum bank angle if pilot overrides?

When does the AP disconnect and FD bars disappear?

Answer 76

33 degrees. If we go above it and release the stick, it will go back to 33 degrees.

Maximum 67 degrees.

If bank angle exceeds 45 degrees.

Question 77

Which five things must be confirmed by both pilots before pressing it?

Answer 77

ENG LEVER
ENG MASTER
IR MODE SELECTOR
ALL GUARDED CONTROLS
COCKPIT C/Bs.

Question 78

What should PM call when OEB applies to a procedure?

Answer 78

“OEB APPLIES”. OEB overrides ECAM actions.

Question 79

Let´s say we had engine failure and we want to relight the engine, when is it done?

Answer 79

When all ECAM is done, before starting the STATUS procedures and we are above MSA.

Question 80

What is important to not forget with DODAR?
What is DODAR?

Answer 80

FDODAR, always review the fuel first.
D = Diagnose = situation
O = Option = what options do we have? Continuing, diverting, returning
D = Decide = What is your opinion?
A = Assign = NITS briefing = Nature, Intention, Time, Special, Approach briefing
R = Review = Has anything changed? Fuel, weather, Have we forgotten anything? Are we ready for the approach? If everthing OK = tell ATC ready for approach and do the approach checklist.

Question 81

When do we do the summary checklist in QRH?

Answer 81

AFTER PM SAYS “ECAM ACTIONS COMPLETED”. PF says read the cruise and first line of the approach sections. (covers F part on FDODAR)
- PM refers to the approach section to do the FMS approach preperation.
- PF refers to approach, landing and go-around sections (covers A on FDODAR)

PM monitors the approach, landing and go-around are completed and remind PF of what is coming “tex. after landing do not select reverser and no nose wheel steering and accumulator braking”.

Question 82

Which three category of bomb threat do we have?

Answer 82

Category RED = Requiring immediate protective measures, diversion or disembarkation. Danger to people, serious threat.

Category AMBER = Doubful credibility. Warning that be releted to one or more targets. May involve danger.

Category GREEN = No immediate action is required. Warning which may not identify a target.

Question 83

Who is informing the commander which level of bomb threat it is?

Commander will not normally be advised of any threat assessed as?

In flight it can only be?

Answer 83

OCC

Green.

RED or GREEN. AMBER in flight is reffered as RED.

Question 84

RED/AMBER threat received on stand?

RED/AMBER threat on taxi?

RED in flight?

Answer 84

Advise passengers as “operational reasons”, quick disembarcation

Advise passangers as “operational reasons”.
Return to stand
Quick disembarcation

Less than 30min to nearest airport = decleare an emergency and divert

More than 30min to nearest airport = follow below steps as per OMA.
- In flight initial search = lavatory, galleys and cockpit
- In flight FULL search for explosive device = BOMB SEARCH (if no findings during initial).

Question 85

SBT1A, PF = instructors choice, EDLW RWY24 threshold (DOMEG2U SID)

What can we expect during TOF roll?

What about after TOF?

What is required for us to do?

What is required for us to do?

Answer 85

Wind shift with tailwind at 80kt (060/15kt) and turbulence with crosswind. We can have a storm can be set up NE of AD an. Actions? Not good to abort the take-off at high speed. We should monitor the acceleration and tailwind and set TOGA.

HYD Y ENG 2 PUMP LO PR and ATC error = “Stop below next minimum altitude and “forget” to approve further climb, tex. before LW100 stop climb 3000ft or ATC vector may leads to TCAS TA.

Further when loss of Y HYD system decision what to do has been made, we will get HYD G OVHT. Which means we will loose both green and yellow hydraulic. During troubleshooting = bomb threat will come in.

Land and divert due to short runway in Dortmund, quick disemberkation is not possible, because airport does not provide steps to the aircraft. Scenario stops before the crew action the EMER EVAC C/L to allow practice taxing without NWS, easy to vacate but diccicult to maneuver to get to stand. It is better to ask for towing, parking brake may not be available.

Question 86

SBT1B, PF = instructors choice, EDLW RWY24 threshold (DOMEG2U SID)

1. What can we expect during TOF roll?
2. What about after TOF?
3. What about above FL100?
4. What is required for us to do?

Answer 86

1. Gusts and increase of x-wind slightly above maximum limit.
2. On SID = ATC requests frequent alt changes + hard clearence (tex. passing altitude xxxx DCT XXX or fly HDG XXX)
3. We will get the bomb threat, placed in one of the underbelly panels.
4. When crew are prepering diversion, we will get on ECAM “PRESS STRUCTURE DAMAGE” and SCC will report that loud bang could be heard in cabin. 2 minutes later we will get HYD Y ENG 2 PUMP LO LVL followed by HYD G ENG PUMP LO LVL. Scenario stops before the crew action the EMER EVAC C/L to allow practice taxing without NWS, easy to vacate but diccicult to maneuver to get to stand. It is better to ask for towing, parking brake may not be available.

Question 87

What is the major difference between SBT1A and SBT1B?

Answer 87

SBT1A bomb does not explode, we get DUAL hydraulic failure.
SBT1B bomb explodes and we get dual hydraulic failure.

Question 88

We will do some UPRT at FL380, what is good to remember?

Answer 88

All automation off.

1. We will to normal turns, 15 up to 30 degrees of bank, show how turns increase g-load.
2. Descent/Climb at constant speed with IDLE THR/CLB thrust. Effect of g-loading on VaPROT/VaMAX. How aircraft handles at high altitude compared to low altitudes (at high = quick loss of energy, ONLY MINIMAL inputs are required to maintain flightpath.
3. Critical mach number and the stall, pitch behaviour, minimal inputs are required to maintain safe flight path in such a case.
4. Select MCT and then TOGA to observe limited thrust availability at high altitude.
5. Deploy and retract spoilers and observe deceleration rate, effect on VLS value, slow retraction rate at high altitude.
6. Decelereate to VLS in level flight, next set TOGA to accelerate in level flight and descent. Explore back-side of the drag/power curve. Experience that descent mat be necessary to recover initial target mach.

All automation on.

7. TCAS RA at high altitude. Probably TCAS blue will not be able to react so we need to disconnect and apply memory items and do it manually.

ALTERNATE LAW (ADR1 and ADR2 to off, we need to use the AIR DATA SWTG to 3 depending on who is the PF).

8. Bank up to 30 degrees in alternate law, observe indications on PFD, no bank angle protection or pitch limit protection available. Yaw damping is available.
9. Unreliable speed at high altitude = partial pitot blockage. Review required pitch/thrust, handle the aircraft at high altitude by the guidance from QRH “unreliable speed indication procedure”. When aircraft is stable = we will increase pitch by degrees and do 15 degrees turns and we can get STALL warning = stall recovery procedure must immediatly be applied.

Question 89

At low altitude when will overspeed protection be active?

When can acceleration no more be achieved?

Max bank angle is?

Answer 89

VMO + 4kts/MMO +M0.006

At VMO+15kt.

40 degrees.

Question 90

SBT2, Volcanic ASH encounter, PF = Instructor choice. LMML RWY 31 night. Reposition FL370 over SODMO.

What can we first expect?

What can we expect once we have reached our new FL?

After 3min?

What should we do now?

Answer 90

Adverse wetaher, cloud top up to 380. Turbulence moderate to occasionally severe. We need to change level and ATC says 350 should be smooth. When we descend = HIGH SPEED INCREASE. We can either push to level off, reduce speed immediatly.

When we recover SA, we will get VOLCANIC ASH. Sound of ASH particles hitting the aircraft is heard, visibility drops to 1 statue mile.

(N1 INC/DEC ENG 1(2): Engine thrust reduces and cruise can not be maintained.

(TOTAL PITOT BLOCKAGE), Airspeed is frozen as long as aircraft stays in flight level and increase/decreases if aircraft climbs/descends = blocked PITOT tube. Actions? Important to remember that BUSS is not available above FL250. We should go to tables immediatly for unreliable speeds.

If a smoke generator installed, puff of smoke occurs as the aircraft enters the ash cloud. Forward cargo fire warning occurs.

After 3 min, EGT rises above the red band, followed by an engine stall leading to engine flameout = ENG 1 + 2 FAIL. Engine attempts within the cloud are unsuccessful. Actions? Very important to leave the VA clouds so relight can be possible. When we leave the VA area, it is possible to relight one engine only.

We should make all the procedures including briefing and F-DODAR and divert to a suitable airport. Catania closed, but we have LMML/MALTA, LICA/LAMEZIA, LICJ/PALERMO, LIBR/BRINDISI. We should make approach and landing.

Question 91

Crew may not reliaze it is volcanic ash scenario. How can we know this before?

Answer 91

NOTAM says CATANIA is closed due to ETNA activity on the briefing room we can read this.

Question 92

We will do some narrow runway approaches on LHPR RWY29 (GYOR) without AP and A/THR. What is the maximum crosswind limit for FO below 1500h? What type of approach?

Then we will continue with visual approaches without A/THR to LIMC ILS RWY35L, wind 290kt/30kt. What can we expect?

Offset approach, LIMC RWY35L, reposition RH base for VOR 35L approach and landing.

Answer 92

15kt.
Raw data + no A/THR and on last landing, 180 degree on the RWY.

Go-around at flare height. Delay flaps retraction. We can possibly connect AP and A/THR now. On our way to holding, crew is asked to perform approach briefing for visual approach without AP and A/THR. We enter the hold. IMPORTANT TO DISCUSS THE THREATS). Then we will get vectors when airport in sight, clear for visual and ask crew to disconnect the AP and the A/THR.

Question 93

If required to turn ALL ADR´s off to activate the buss, what will happen?

Answer 93

MAP on ND freezes which can cause that we do not reliaze the position on the ACFT.

Question 94

Proceudre to perform 180 turn on RWY.

Answer 94

Taxi on the left hand side of the RWY. GS between 5-8kt. Turn right 25 degree heading from the runway axis. When physically over runway edge = turn with full tiller deflection. If necessary, use assymetric thrust and or differential braking.

Question 95

Overspeed prevention?

Overspeed recovery?

What will happen in case of severe overspeed? How is this visibile on the PFD?

What is important to know about the speedbrakes?

Answer 95

1. KEEP AP AND A/THR ON.
2. SELECT LOWER SPEED/MACH but above green dot
3. MONITOR SPEED TREND
4. USE SPEED BRAKES CAREFULLY AS REQUIRED.
5. KEEP AP AND A/THR ON.
6. USE SPEEDBRAKES AS REQUIRED
7. MONITOR IDLE THRUST.

AP automatically disengages and high speed protection kicks in normal law = aircraft encounters automatic pitch up. As green bars that represents the threshold when the high speed protection activates. Improtant to disregard the FD orders when this protection is active because the FD does not take into the account the high speed protection.

When speed is below VMO/MMO with sufficient speed margin, the crew should retract the speed brakes. DOING it close to VMO/MMO the speed may exceed VMO/MMO again at speed brake retraction.

Question 96

AOAstall depends on? 3

First important thing to do in case of stall?

Answer 96

Aircraft configuration (slats, flaps, speed brakes), mach and altitude, wing contamination.

IMMEDIATE ACTION TO REDUCE THE AOA = enable the wing to regain lift. Will be achieved by applying nose down pitch order on the sidestick.

Simultanesously the crew must ensure wings are wings level in order to reduce the lift neccessary for the flight = required AOA. As AOA reduce below the AOAstall = lift and drag will return to their normal values.

Question 97

Stall warning at liftoff, what to do?

Answer 97

Fly appropriate thrust and pitch for takeoff in order to ensure safe flight path.

TOGA, target pitch of 15 degrees. maintain wings level. Then, when safe flight path are achieved, if stall warning is still active, crew must consider this as spurious warnings.

Question 98

Stall procedure, high nose

Low nose

Answer 98

1. “STALL I HAVE CONTROL”
2. AP and A/THR OFF
3. NOSE DOWN PITCH IMMEDIATLY, below the horizon (-5 to -10) and keep there.
4. BANK = wings level.
5. Increase thrust smoothly when no stall indications
6. Speed brakes check retracted.
7. Recover smoothly. Below FL200 = flaps 1 to gain lift.
8. “STALL I HAVE CONTROL”
9. AP and A/THR OFF
10. BANK = wings level.
11. NOSE UP PITCH IMMEDIATLY
12. Reduce thrust smoothly when no stall indications
13. Speed brakes check retracted.
14. Recover smoothly. Below FL200 = flaps 1 to gain lift.

Question 99

In case of CARGO smoke, what about the ventilation and how can we see the alert?

What are we going to do according to procedure?

Answer 99

It is air-tight and fireproof in order to contain a fire. The ventilation is designed to prevent cargo smoke from coming to cockpit/cabin.

Only with the SMOKE light illuminated on the CARGO smoke panel overhead, or if installed we can get it on ECAM as well.

CAB FANS = OFF, AGENT = DISCHARGE. Do not expect the SMOKE WARNING to dissapear as the detectors are sensitive.

Question 100

In case of dual hydraulic failure (FCTM), what will happen with AP/FD and A/THR?

When do we do the QRH?

What about the gear?

Answer 100

AP will not be available but both FD and A/THR still remain.

After completion of the ECAM procedures, before STATUS.

Will be gravity extension. Fuel will increase by 180% = 2.8 more. IMPORTANT IS THAT WE CONFIGURE to CONF 3 and VAPP before we extend the gear (non-standard) according to QRH summary. We will get on ECAM “USE MANUAL PITCH TRIM” but it is lost so disregard it.

Question 101

HYD Y ENG 2 PUMP LO PR and HYD G RESERVOIR OVHT is minor if we get it one by one, just fly ECAM to turn of the associated pump.

If we get G+Y hydraulic fault, we will loose a lot of things. Like what?

Answer 101

N/W steering = we can not taxi but vacate from rwy can be possible. Anti-skid, auto brake and normal braking lost = we have alternate brakes with ACCU only which means maximum 1000PSI (7 FULL brake applications only). All spoilers lost except number 3 on each wing. One part of the aileron and elevators, both reversers lost.

Slats are slow, we land flaps 3, gravity extension of the gear (no retracting available in case of go-around), Only load factor limitation and high/low speed stability are provided.

Question 102

Slats/Flaps jammed, what will happen in managed speed?
What is important for us to do?
What about the AP?
Maximum flight level?

Answer 102

Managed target will become manoeuvring speed = S speed when selecting flaps 1 etc.

To fly with selected speed, VFE next -5kt. We can reduce more but not below VLS.

Should be used to 500ft AGL. DO not go below this with AP.

20000ft/FL200 with slats/flaps extended.

Question 103

When we get ALL ENG FAIL we will go into ELEC EMER CONFIGURATION, what is lost on CM2?

What about AP and A/THR?
How do we confirm ELEC EMER CONFIG?

What is the RAT supplying?

Answer 103

NO PFD, NO ND on CM2 side.

BOTH AP lost, A/THR lost with THRUST LK, we need to move it. On ECAM it is the last item so it will chime every 5s, we need to do it before we reach on ECAM.

Check the ELEC PAGE, press and hold it to get it to E/WD because even SD display is lost.

Supplying the EMER GENERATOR down to 125kt, except during the flare. EMER GENERATOR supplies both the AC ESS and DC ESS bus bars.

Question 104

What is meant by starter-assisted relight?

Answer 104

It is engine start with the APU.

Question 105

When green and yellow hydraulic systems are lost, what about the RAT?

Answer 105

It automatically deploys to pressurize the blue hydraulic system.

Question 106

ALL ENGINE FAILURE, ECAM

1. Why do we set the EMER ELEC PWR MAN ON PB according to ECAM?
2. OPT RELIGHT SPD? Volcanic ash
3. Why do we need to reset FAC1 during ECAM procedure?
4. What about the STATUS page when we are done with ECAM?
5. After ECAM what do we do?
6. Windmilling procedure relight?
7. APU relight?

Answer 106

1. To enable the RAT extension and the emergency generator connection.
2. In case of a speed indication failure due to volcanic ash, the pitch attitude for optimum relight is provided in QRH, follow it.
3. It restores rudder trim function and recovery of the characteristics speeds displayed on PFD.
4. STATUS page should come on SD but the display is lost, so we need to hold and press the STS button.
5. We need to decide if we can relight one engine or not. If we can = we relight the engine at optimum relight speed (280kt) this is windmilling or the APU
   - If we can not = descend with green dot speed
   Then we need to decide, either forced landing or ditching if nothing works to relight the engines.
6. You can try on both engines together.
7. One engine at a time.

Question 107

ALL ENGINE FAILURE, for approach, what is available?

What about ditching or forced landing?

Answer 107

Only slats available.
We must choose one of them even if a runway can be reached. If runway can be reached = forced landing.

Question 108

When do we use the ENG relight procedure in QRH?

Answer 108

When one engine is relighted and the ENG ALL ENGINES FAILURE is gone on ECAM and instead we have ENG 1(2) FAIL, procedure on ECAM will direct us there.

Question 109

What about the ELEC EMER CONFIG procedure on ECAM in case of ENG ALL ENGINES FAILURE on ECAM?

Answer 109

It inhibits the ELEC EMER CONFIG ECAM alert.

Question 110

What is the purpose of ENG ALL ENGINES FAILURE ECAM procedure?

What is the purpose of the QRH ALL ENGINES FAILURE procedure?

Answer 110

Secure both the automatic extension of RAT and the automatic connection of the emergency generator.

If engine relight can be attempted or engine relight cannot be attempted. If answer is no = either forced landing or ditching.

Question 111

How can we avoid activation of an altitude-sensitive bomb?
What should we do to reduce the effects of explosion?
1 PSI corresponds to?
How are these conditions achieved?

Answer 111

Cabin altitude should not exceed the value at which the bomb has been discovered.

Aircraft should fly as long as possible with differential pressure 1 PSI to help the blast go outwards, if bomb explodes.

2500ft difference between the aircraft and the cabin altitude.

By using manual pressure control.

Question 112

What is the first thing we do in case of bomb onboard?

What about further descend?

What about approach?

Answer 112

We maintain the cabin altitude using manual pressure mode. While maintaining cabin altitude, we descend the aircraft to cabin altitude + 2500ft to maintain delta P at 1PSI. So if cabin altitude is 6000ft = we descend to 8500ft.

Maintain delta P at 1 PSI using the cabin V/S target selector.

We use automatic pressure mode in order to reduce the differential pressure to zero at touchdown.

Question 113

BOMB on BOARD
Procedure tell us to press the CABIN PRESS MODE SEL, why?

Procedure says “MAINTIAN CAB ALT”, why?

ATC/COMPANY NOTIFY, mainly why?

Again procedure will tell us “MAINTAIN CAB ALT”

When at CAB ALT + 2500ft, it says “MAINTAIN 1 PSI Delta P

Answer 113

To immediately prevent the cabin altitude from increasing, in order to avoid activation of an altitude-sensitive bomb.

Use MAN V/S CTL sw to maintain the cabin altitude at the value it had when the bomb was discovered.

To obtain expert advice from explosive specialists.

Use MAN V/S CTL to adjust delta P to 1 PSI. Initially UP input should be required, be careful to not increase the cabin altitude.

Use MAN V/S CTL to adjust delta P to 1 PSI. DN input should be initially required to set 0ft/min cabin vertical speed

Question 114

EMER EVACACUATION
When do we discharge the agents?

What about DELTA P check zero?

Answer 114

Only when use of agents is required = ENG FIRE or APU FIRE is displayed. Otherwise we do not need.

If MAN CAB PR has been used, if not at zero = Mode selector on MAN and V/S CTL FULL UP, to fully open the outflow valve.

Question 115

Emergency evacuation: What do you say 1000ft above aerodrome? 500ft AAL?

Answer 115

Cabin crew at stations, cabin crew at station
Brace brace