LPC2024 DAY 2

Question 1

1. Aircraft category is based on? And what about A320 family?

Answer 1

• THRESHOLD IAS (VREF or 1.3 x stall speed). Cat C = between 121kt but less than 141kt.

Question 2

2. Side stick priority button: How do we de de-activate the other one permanently?

Answer 2

By pressing and keeping red button and permanently = for 40s until any flight crewmember presses their sidestick PB.

Question 3

3. What is important to say and do when we take over the controls?

Answer 3

“I have control” and important to press the take over button until transfer has been confirmed or for 40s, whichever is shorter.

Question 4

4. When is MEL applicable?

Answer 4

Until aircraft commences the flight = parking brake released. In Wizz = Should be applied until beginning of TOF roll.

Question 5

5. Vaprot, Vafloor, VaMAX and VSW (stall warning) varies with? 2

Answer 5

Weight and configuration.

Question 6

6. What is low speed stability we get in alternate law? Depends on?

Answer 6

Low speed stability replaces the normal AOA protection. Active from 5-10kt above stall warning depending on aircraft´s gross weight and slats/flaps configuration.

Question 7

7. What is direct law and what happens with protections? Varies with?

Answer 7

Direct stick-to-elevator relationship and varies as a function of CG. Sensitive if CG forward and not-too-sensitive with CG aft. Manual trim, no protections available but the overspeed and stall warnings remains.

Question 8

8. How many FACs do we have and what do they do?

Answer 8

• We have 2 FACS = flight augmentation computer. It controls rudder, rudder trim and yaw damper inputs. Computes data for the flight envelope and speed functions. Also provides warning for low-energy and windshear detection. All VaPROT (AOA protection speed), VaMAX(maximum AOA speed), VSW (stall warning speed) and VMAX are all computed by FAC.

Question 9

9. Why will the PFD and ECAM indicate alternate law when we loose FAC 1 + 2? What happens with flight controls?

Answer 9

• Due to loss of yaw damper. The flight controls in pitch and roll remain in normal law which provide dutch roll damping though ailerons. Therefore, although ALTN LAW is indicated to flight crew, aircraft does not revert to DIRECT LAW when LDG gear is extended. We will loose AP and A/THR.

Question 10

10. VaPROT (AOA protection speed), VaMAX(maximum AOA speed), VSW (stall warning speed) and VMAX are all computed by FAC. They are only used?

Answer 10

• For display on PFD and not for flight control protection = activation of the protections is computed by ELAC.

Question 11

11. What is yaw damping? After for example engine failure?

Answer 11

• Yaw damping stabilizes aircraft in yaw and coordinate its turns. After engine failure when AP connected it assists rudder application after an engine failure.

Question 12

12. During NAV FM/POS DISAGREE, how can we check accuracy?

Answer 12

• When possible 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 position = GPS press DESELECT and use raw data = HDG/TRK. During ILS = NAV mode do not use, continue approach.

Question 13

13. How can we check what we have GNSS loss and GNSS interferences and what should we do?

Answer 13

• Go to GPS monitor page. If it displays dashes on GPS positions and/or number of tracked satellites may be lower than 5 = GPS interference.

We should keep the GPS selection on SELECTED NAVAIDS page = allows aircraft to recover degraded or lost functions based on GPS data as soon as aircraft is out of the interference. Before the interference area, CLOCK = INT. After interference area, GPS MODE check and CLOCK = GPS. If no NOTAMs indicates GPS interference area = Advise ATC, if ATC time different from time displayed on clock = CLOCK = set and CLOCK = INT.

Question 14

14. Airspeed channel fault after take off. What do we still have left?

Answer 14

• We still have attitude, V/S and MACH and also we should compare our speeds with each other and ISIS to check if two is same.

Question 15

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

Answer 15

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

Question 16

16. Pitch thrust tables. Flaps 1+F. GW = 65T

Answer 16

• Flaps 1+F = Pitch = 5 degrees. Thrust = 60%

Question 17

17. Pitch thrust tables. Flaps 2. GW = 65T

Answer 17

• Flaps 2 = Pitch = 5.5 degrees. Thrust = 60%.

Question 18

18. Pitch thrust tables. Flaps 3 + gear down. GW = 65T

Answer 18

• Gear down + Flaps 3 = Pitch = 7 degrees. Thrust = 65%.

Question 19

19. Pitch and thrust on 3 degrees glide path with flaps 3 and gear down? GW = 65T

Answer 19

• Pitch = 4 degrees- Thrust = 50%.

Question 20

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

Answer 20

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

Question 21

21. Maximum tailwind for landing?

Answer 21

15kt.

Question 22

22. Pitch/thrust table: If pitch above the target pitch?

Answer 22

• Increase thrust and maintain altitude. When pitch reaches the target pitch, adjust the thrust to keep this target pitch.

Question 23

23. Pitch/thrust table: If pitch below the target pitch?

Answer 23

• Decrease the thrust and maintain the altitude. When pitch reaches the target pitch, adjust the thrust to keep this target pitch.

Question 24

24. What does ENG STALL mean? Symptoms?

Answer 24

• When the blades of the engine compressor stall, they are not longer able to compress the air from the front to the read of the engine. Symptoms of this during TOF = One or more very loud bangs, instant loss of thrust, increase of EGT, engine vibrations etc.

Question 25

Circling approach LWSK.
Which approach do we insert on primary flightplan?

Answer 25

ILS for RWY 34 with circling minima 2200ft. 30ft increasement is NOT ADDED.

Question 26

Circling approach LWSK.
Which approach do we insert on secondary flightplan?

Answer 26

Copy the active F-PLN and modify LDG RWY on the RWY you actually are going to land on = 16 in this case with no approach only 16. Don´t insert any minima.

Question 27

What is the reqruiments to fly circling approach in WIZZ AIR?

Answer 27

Visbility minimum 4000m and ceiling 1000ft minimum or applicable landing inima, if higher.

Question 28

Circling approach, what additional items is good to brief?

Answer 28

Circling minima, which direction, obstacles, action in case of loss of visual references.

Question 29

Circling approach: What should we have on stabilization altitude 1000ft AAL? = 1800ft indicated in LWSK. 5 items

Answer 29

Gear down, flaps 3, F-speed, V/S not higher than 1000ft/min and spoliers armed.

Question 30

Circling approach: When do we push to level off?

Answer 30

100ft above MDA = at 2300ft Indicated.

Question 31

Circling approach LWSK, which direction is recommended?

Answer 31

Right hand patterns recommended due to terrain.

Question 32

How do we fly circling approach? LWSK

Answer 32

0. 100ft above MDA = push to level off.
1. Select TRK-FPA,
   2.Preselect a track of 45 degrees away from the final approach course and start turn. = 341+45= track 026.
2. When wings level, start chrono.
3. After approx 30 s select the downwind track parallel to landing RWY and start turn. = fly track 341.
4. Any time during downwind = activate SEC F PLN to display LDG RWY and to take credit of GS mini function in final approach when managed speed is used.
5. When aircraft abeam the RWY threshold = start chrono again. Time from abeam threshold to beginning of base turn depends on height above touchdown = 3s/100ft. We are flying at 2200ft - 800ft för elevation = 1400ftx3 = 42s.
6. Disconnect AP, remove FDs and set RWY track at the latest before starting the descend toward the RWY. Bank of 25 degrees.
7. MAINTAIN ALTITUDE UNTIL VISUAL REFERENCES for the intended RWY are visible and identifiable = the threshold. And then start your descend with 700-800ft/min.
8. Request flaps full and LDG checklist, ensure you are early stabilized on final.
9. If for any reason during circling approach, required visual references are lost, climb and leave the circling area into the missed approach of initial instrument approach. Keep in mind, when Secondary is activated, the go-around procedure is wrong because it´s for the landing RWY which means we need to fly the go-around using selected guidance, following the pre-briefed missed approach procedure.

Question 33

Why is it important to activate secondary flightplan on circling approach on downwind?

Answer 33

To take credit of the GS mini function in final approach when managed speed is used.

Question 34

Circling: When weather is hot and you have engine failure, aircraft may not be able to maintain flight level in CONF 3 and gear down. What can we do?

Answer 34

We can check QRH procedure One engine inoperative- circling approach and in case of we are heavy we can delay gear down until established on final approach.

Question 35

Slats/flaps locked: What is the first thing we do very important when we see this?

How do we configure?

What about the speed in config full?

Answer 35

Pull speed.

Always VFE next -5kt selected and then configure.

Decelerate to calculated VAPP, use selected speed all the way. Set the speed on FCU you see on APPR page in FMGC.

Question 36

Slats/flaps locked. What is good to discuss during TEM? 3

Answer 36

We will have increase landing distance and high pitch = tail strike avoidance + whats the plan in case of go-around.

Question 37

Slats/flaps locked: Go-around.

Answer 37

Also in case of go-around according to table in QRH. We need to find our speed we are going to fly maximum and then we go either to “slats locked” or “flaps locked” so in flaps case it says recommended speed = max - 10kt = we deduct 10 from first table and THEN we call for flaps. Use selected speed. If from table we find 190kt = we accelerate to 190kt after go-around and then call for flaps one step up. If circuit = keep config.

Question 38

Windshear procedure?

Answer 38

Windshear TOGA, read FMA, follow SRS and do not touch configuration

Question 39

If no FD bars during WS, what is the initial pitch?

Answer 39

17.5

Question 40

What should we do after, if we perform rejected landing due to windshear?

Answer 40

FDODAR.
Check fuel and discuss everything and don´t forget the fuel!

Question 41

WHat is DODAR?

Answer 41

D = diagnose = what is the problem
O = options = hold, divert, immediate landing etc
D = decide = which option
A = act or assign = carry out appropriate action and to assign tasks to people who are to carry them out.
R = review = new information, change something etc.

Question 42

RNP approach if we loose GPS primary on one side, what can we do?

Answer 42

We can switch to the other AP.

Question 43

If we have stabilizer jam, how do we configure according to STATUS page?

Which law?

Answer 43

If manual trim not available = we go non standard flaps 3 and then gear down.
If manual trim is available = we configure normally.

It will be direct LAW but we will have the A/THR.

Question 44

Stabilizer jam: How is the go-around flown?

Answer 44

Max pitch 15 degrees
THR LVR = TOGA THEN MCT

Question 45

Stabilizer jam: How can we check if we have MAN PITCH TRIM?

Answer 45

We move the pitch trim wheel and if it can be moved we have it. If it is available = trim it to zero position = 0.0 UP (you will see on SD page).

Question 46

Stabilizer Jam: If the procedure is present on ECAM, it menas?

When do we use QRH?

Answer 46

Procedure in QRH is not applicable.

If pitch trim wheel is jammes = ELAC may not detect stabilizer jam, then we can use the QRH.

Question 47

Stabilizer jam: When we calculate performance in landing application, what should we choose if manual pitch trim is available?

Answer 47

Then we choose F/CTL - direct law, there is no other option when manual pitch trim is working.