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Low Visibility Ops > LVO > Flashcards

LVO Flashcards

1
Q

What is the DH and RVR for CAT I Approach ?

A
  • DH not lower then 200ft

* Visibility not less then 800 or RVR not less then 550m (p.11)

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2
Q

What is the DH and RVR for CAT II Approach ?

A
  • DH below 200ft not below 100ft

* RVR not less then 300m (p.11)

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3
Q

Can a manual landing be planned for CAT II Approach and is it recommended in Wizz Air?

A

• a manual landing can be planned but is NOT recommended in Wizz Air (p.12)

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4
Q

What is the DH and RVR for CAT III A Approach ?

A
  • DH lower then 100ft not below 50ft

* RVR not less then 200m (p.12)

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5
Q

What is the DH and RVR for CAT III B Approach ?

A
  • DH lower then 50ft, or NO DH

* RVR lower then 200m but not less then 75m (p.12)

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6
Q

What type of CAT III B Approach is used in Wizz Air, with or without DH?

A

• CAT III B with DH are NOT approved (NO DH is approved) (p.12)

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7
Q

Realistically what does the CAT III A and CAT III B minima ensure?

A
  • CAT III A permits the pilot to decide if the aircraft will land in the touch down zone
  • CAT III B permits the pilot to ensure safety during the rollout (p.13)
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8
Q

Which Category of Approach is AH for ?

A

• CAT III B only (p.13)

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9
Q

What is Decision Height (DH) ?

A

• is the wheel height above the runway elevation by which a go-around must be initiated unless adequate visual reference has been established (p.13)

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10
Q

What is Alert Height (AH) ?

A

• is the height above touchdown, above which a CAT 3 (DUAL) Autoland would be discontinued and a missed approach executed, if a failure occurred in either the airplane system or the relevant ground equipment (p.14)

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11
Q

What would happen if a failure affecting the fail-operational criteria occurred below AH ?

A

• it will be ignored and the approach continued (p.14)

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12
Q

What would you do if the AUTOLAND Warning Light flashed Red below AH ?

A

• Go-around or take over manually and land only if VISUAL (p.14)

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13
Q

What should you do if at DH no visual reference has been established ?

A

• Go-around (p.14)

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14
Q

What would you do if a failure affecting the fail-operational landing system of a CAT 3 (DUAL) approach happened above AH ?

A

• Go-around (p.14)

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15
Q

Can an operator select an AH higher then the AH indicated on the AFM (AIRBUS) ?

A

• NO, but the operator can select a lower more restrictive AH (p.16)

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16
Q

What are the 3 portions of the runway for which RVR is measured ?

A
  • TDZ
  • MID-zone
  • Stop-End (p.17)
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17
Q

What are the minimum visual segments at DH for CAT III, CAT II automatic land and CAT II manual landing ?

A
  • CAT III is 60m
  • CAT II (Autoland) is 90m
  • CAT II (manual) is 225m (p.17)
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18
Q

Which pilot seat position may greatly reduce the visual segment ? Too high or too low seat ?

A

• too low seat position (p.17)

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19
Q

During a CAT III approach should you turn the Landing Lights ON or OFF ?

A

• OFF, the light can be reflected by water droplets or snow and further reduce visibility (p.18)

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20
Q

Describe a FAIL-PASSIVE Automatic Landing System.

A

• in the event of a failure there is no significant out-of-trim condition or deviation of flight path or attitude, and the landing will be continued manually (p.21)

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21
Q

Describe a FAIL-OPERATIONAL Automatic Landing System.

A

• in the event of a failure below AH, the approach, flare and landing can be completed automatically (p.22)

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22
Q

What is defined as FOG?

A

• the suspension of microscopic water droplets in the air that reduce surface visibility to less then ONE Kilometre (p.23)

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23
Q

What are the two most prominent types of fog in Europe?

A
  • Radiation Fog

* Advection Fog (p.23)

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24
Q

In a typical fog layer the density increase with …….?

A

• height (p.30)

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25
Q

What is the visual segment available with a RVR equal to 125m for the A320 (LVTO)?

A

• 112.5m (p.31)

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26
Q

When a pilot is properly seated the A320 provides how many degrees of vision angle ?

A

• 20º (p.31)

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27
Q

Sitting 1cm too low reduced the cut-off angle of 1º which at 100ft results in a loss of how many meters of the visual segment ?

A

• 10m (p.31)

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28
Q

Encountering turbulence at low lever during an LVO is very uncommon, although what would be the danger specifically during an Autoland ?

A

• Autoland system is not designed to cope with sudden variation of wind direction and velocity (p.33)

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29
Q

What is the minimum and maximum runway length during an LVO ?

A

• It’s an operational limitation not a LVO limitation (p.34)

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30
Q

What is the minimum Runway Width for Autoland ?

A

• equal or more then 45m (p.34)

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31
Q

Why there is a maximum slope change of 2% per 30m limitation before the threshold during Autoland ?

A

• a rapid slope change could disrupt the RA and therefore the automatic landing (p.34)

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32
Q

Which Category of Approach is OCH taken account for ?

A

• CAT II (which is a function of aircraft category A320 Cat C) (p.34)

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33
Q

The Obstacle Free Zone (OFZ) is established to protect CAT II and III approaches below DH and in the even of a balked approach or go-around after DH. If a go-around was initiated beyond the end of the TDZ lighting will you still remain within and be protected by the OFZ ?

A

• NO (p.34)

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34
Q

Describe the colour of Mandatory Signs.

A

• white fonts on red background (p.39)

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35
Q

Describe the colour of Location Signs.

A

• yellow fonts on black background (p.40)

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36
Q

Describe the colour of Direction and Destination Signs.

A

• black fonts on yellow background (p.40)

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37
Q

Describe the position of White, Alternating White and Red and Red centreline lighting.

A
  • White from threshold to 900m from the runway end
  • White and Red the next 600m,
  • Red final 300 m from end of the runway (p.44)
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38
Q

If a runway is less then 1800m where are the Red Centreline Lights positioned?

A

• from the midpoint to 300m from runway end (p.44)

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39
Q

Describe Rapid Exit Taxiway Indicator Lights ?

A

• six yellow lights adjacent to the runway centreline and configured in a 3/2/1 patter spaced
100m apart, the single light is 100m from the start of the turn for the rapid exit taxiway (p.45)

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40
Q

What colour are taxi edge lights?

A

• blue (p.46)

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41
Q

What colour are the taxiway centreline lights used for LVO operations ?

A

• green (p.46)

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42
Q

Can a pilot taxi across a lit Stop Bar ?

A

• never (p.47)

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43
Q

What are the standard ICAO ILS coverage area at 17NM and 25NM ?

A
  • 17NM 35º each side

* 25NM 10º each side (p.49)

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44
Q

What is an ILS Critical Area ?

A

• an area of defined dimension about the localiser and glide path antennas where vehicles, include aircraft, are excluded during ILS approaches (p.50)

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45
Q

What is an ILS Sensitive Area ?

A

• an area extending beyond the critical area where the parking and/or movement of vehicles including aircraft, are controlled to prevent the possibility of unacceptable interference to the ILS signal during operations. (p.50)

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46
Q

What are the “increments” for RVR report for RVR below 400m, 400m to 800m and above 800m ?

A
  • 25m increments when RVR is below 400m
  • 50m increments from 400m to 800m
  • 100m increments above 800m (p.52)
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47
Q

What is the percentage of acceptable unserviceable lights during a CAT II or CAT III approach according to ICAO ?

A
  • approach lights: 5% from threshold to 450m, 15% beyond,
  • 5% of runway centreline, edge and threshold lights,
  • 10% of runway touchdown zone lights
  • 25% of runway end lights (p.52)
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48
Q

Usually two adjacent unserviceable lights are never permitted for CAT II and III approach except …..?

A

• in the same crossbar or barrette (p.53)

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49
Q

What is the maximum switch-over time required for a Secondary power supply for visual aids ?

A
  • 1 sec for approach lights, runway threshold, end, centreline, touch down zone and stop bars lights
  • 16 sec runway edge lights and essential taxiway lights (p.53)
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50
Q

What is the switch-over time of the standby power supply for meteorological measurements ?

A
  • 1 sec for trasmissometers

* 15 sec for ceilometers (p.53)

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51
Q

What is the switch-over time for the Standby ILS system and Standby Power Supply ?

A
  • equal or less then 5 sec for CAT II

* Equal or less then 2 sec for CAT III (p.53)

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52
Q

Which RVR must always be known by the pilot among TDZ, MID, S/END ?

A

• TDZ (p.54)

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53
Q

If the MID and S/END RVR are equal to TDZ RVR which RVR must be reported ?

A

• only TDZ RVR (p.54)

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54
Q

How can an operator be approved to perform CAT II / III or Autoland approaches ?

A
  • aircraft type must approved for this type of ops

* The operator has received from his national authorities the operational approval to perform the type of Ops (p.55)

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55
Q

In a Autoland during Flare how does the computer control the rudder and the de-crab ?

A

• uses the LOC signal (p.56)

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56
Q

In a Autoland after touchdown, as speed decreases, how does the computer keep the plane centred ?

A

• By controlling the nose wheel steering until complete stop (p.56)

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57
Q

During a LVTO what is the minimum height for AP engagement?

A

• 100ft (and 5 seconds after lift-off) (p.56)

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58
Q

During a CAT I landing AP must be disconnected by latest, what height ?

A

• 160ft AGL (p.56)

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59
Q

During a CAT II and III approach AP must be disconnected by latest, what height ?

A

• 80ft AGL (p.56)

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60
Q

How many landing capabilities is the A320 certified for ?

A

• 4 landing capabilities. CAT I, II, III Single, III Dual (p.56)

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61
Q

Is it true that once that the APPR mode and both APs are engaged each FMGS computes its own landing capability ?

A

• YES (p.56)

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62
Q

What does Fail Passive (uncoupled, CAT 3 SINGLE) actually mean ?

A

• that in case of a failure of any part of the system, the Autoland will turn itself off and the crew has to take over (p.56)

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63
Q

What does Fail Operational (coupled, CAT 3 DUAL) actually mean ?

A

• a single failure of any part of the system can be tolerated below Alert Height and will not affect the safe completion of the landing (p.57)

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64
Q

What is the 50ft DH of CAT III A (CAT 3 SINGLE) established for ?

A

• To still be able to safely take over to perform a manual go around or manual landing (p.56)

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65
Q

Does Alert Height refer to both CAT III landing ?

A

• CAT III B (CAT 3 DUAL) (p.58)

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66
Q

What should you do if a single failure which affects the fail-operational landing system happens ABOVE AH ?

A

• a go around should be decided and initiated (p.58)

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67
Q

What should you do if a single failure which affects the fail-operational landing system happens BELOW AH ?

A

• the approach and Autoland can be continued (p.58)

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68
Q

At what height can the AUTOLAND light actually flash ?

A

• from 200ft and below (p.58)

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69
Q

What are the conditions to activate the RED AUTOLAND Light?

A
  • RA below 200 ft with at least one AP engaged:
  • The aircraft get too far off the beam (LOC 1/4 dot above 15ft RA) (GS 1 dot above 100ft RA) for which LOC and GS scales flash on PFD,
  • Both AP fail,
  • Both localiser transmitter or receiver fail above 15ft RA
  • Both glide slope transmitter or receiver fail above 100FT RA
  • Difference between both RA indications greater than 15ft
  • The FMGS detects a long flare
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70
Q

Besides the conditions to activate the RED AUTOLAND Light, what does the activation of such actually mean ?

A

• the plane is not able to safely continue the Autoland (p.58)

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71
Q

Autoland has been demonstrated inside which range of ILS slope angle ?

A

• - 2.5º and - 3.15º (p.59)

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72
Q

What is the minimum and maximum airport elevation to be able to perform an Autoland ?

A

• - 1000ft and 6500ft (p.59)

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73
Q

On which type of runway (dry, wet, contaminated) performance of ROLL OUT has been demonstrated for ?

A

• dry and wet runway (p.59)

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74
Q

If during an Autoland the wind displayed on the ND exceed the company limitations but not the one reported by ATC, which one should you use as a limitation ?

A

• wind reported by ATC (p.60)

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75
Q

What are the wind limitations for A320 CEO with wingtip fence Autoland for CAT II, IIIA, IIIB?

A
  • HW 30kts
  • XW 20kts
  • TW 10kts (p.60)
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76
Q

What are the wind limitations for A320 CEO with sharklets Autoland for CAT II, IIIA, IIIB ?

A
  • HW 30kts
  • XW 20kts (CAT III B is 15kts)
  • TW 10kts (p.60)
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77
Q

What are the wind limitations for A321 CEO with sharklets Autoland for CAT II, IIIA, IIIB ?

A
  • HW 40kts (CAT IIIA/B 30kts)
  • XW 25kts (CAT IIIA/B 20kts)
  • TW 10kts (p.60)
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78
Q

What are the wind limitations for a321 NEO Autoland CAT II, IIIA, IIIB ?

A
  • HW 15kts
  • XW 10kts
  • TW 10kts (p.60)
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79
Q

Are you allowed to use the remaining Thrust Reverser in case of one engine inoperative or one thrust inoperative, and what are the conditions ?

A
  • YES, provided that:
  • No more then idle reverse thrust is used
  • Maximum wind conditions for automatic rollout are applied
  • Crosswind components not above 15kts (only for A321) (p.61)
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80
Q

What are the approved flap settings for One Engine Inoperative CAT II and CAT IIIA Autoland for A320 ?

A

• Flap FULL (p.61)

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81
Q

What are the approved flap settings for One Engine Inoperative CAT II and CAT IIIA Autoland for A321?

A

• CONF 3 and Flap FULL (p.31)

82
Q

Briefly, what does OM-A 8.4.9 state in regard to things that the commander should be satisfied with before commencing an LVO ?

A
  • status of visual and non visual facilities
  • Appropriate LVPs are in force according to ATC info
  • Flight crew qualification
  • Status of airplane and onboard systems (p.63)
83
Q

Describe a CAT II approach ?

A

• Auto-coupled approach to below DH, with manual flare, landing and roll out (p.70)

84
Q

Describe a CAT IIIA (CAT 3 SINGLE) Approach ?

A

• Auto-coupled approach to below DH, with auto-flare, auto landing and manual roll-out (p.70)

85
Q

Describe a CAT IIIB (CAT 3 DUAL) Approach ?

A

• auto-coupled approach followed by auto-flare, auto landing and auto roll-out (p.70)

86
Q

What is the RVR to consider a TO an LVTO ?

A

• below 400m (p.70)

87
Q

Who can perform an LVTO ?

A

• only CM1 (p.70)

88
Q

Is FLEX Thrust permitted for an LVTO ?

A

• YES (p.70)

89
Q

Should flight crew undergo training for LVTO?

A

• Yes for LVTO below RVR 150m down to maximum RVR 125m (p.70)

90
Q

When should you consider a take-off alternate Aerodrome ?

A

• if meteorological and/or performance considerations preclude return to the departure aerodrome (p.72)

91
Q

Describe the requirements for a Take-Off Alternate ?

A
  • shall be located within one hour (still air flight time) with one-engine-inoperative Crusing speed in ISA, calculated on the actual take off mass.
  • This means 250NM (great circle) distance for A320/321 (p.72)
92
Q

Describe the meteorological requirements for an take-off alternate as per OM-A 8.1.5.4.

A
  • …..appropriate weather report and/or forecast indicates that during one hour before and after ETA, the weather conditions will be at or above the applicable landing minima specified in OM-A 8.1.3.11
  • Ceiling should be taken into account when the only approach available are NPA and/or circling ops.
  • Any limitation related to OEI shall be taken into account (p.72)
93
Q

What is the requirement for at least one of the destination alternate if LVO is expected at destination?

A

• At least one of the destination alternates must be accessible without using LVO (either CAT I/ NPA/Circling Approach as applicable) (p.72)

94
Q

In terms of Fuel Planning what type of traffic scenario would you expect during LVP ?

A
  • Traffic jam
  • Possible holding
  • Postpone departure until weather improves to avoid holding fuel
  • Possible diversion (p.72)
95
Q

What is the allowed RVR for Taxi?

A

• there is no formal restriction (p.73)

96
Q

What is good airmanship and procedure for Taxi during LVP as per OM-B 2.12.11 ?

A
  • ….both pilots stay focus on ground operations
  • PM should have chart ready before taxi
  • Flight control check and TAXI checklist should be done at aircraft stopped (before Taxi or at Holding Point) (p.74)
97
Q

Should you taxi across a Red Lit Stop Bar even if cleared by ATC ?

A

• NO, you should always wait for the Red Bar to be off, unless some problem with switching off the Red Bar where ATC will specifically clear you for (p.75)

98
Q

Why is it good airmanship to switch on the ILS button on the FCU once lined up on a runway ?

A

• it will help confirming the runway identification and proper line up using the LOC signal (p.75)

99
Q

During an LVTO, in what case can the RVR value representative of the initial part of the take-off run (TDZ) be replaced (improve or degraded) by pilot assessment ?

A

• when RVR is 200m or more (both reported on ATIS or by ATC) (p.75)

100
Q

Usually, during an LVTO, when the RVR is 200m or above it can be overridden by pilot assessment if it is reported by only ATIS, only ATC or both ?

A

• both (p.75)

101
Q

If during a LVTO the TDZ RVR cannot be reported due to system failure, this can be replaced by pilot assessment, although what are the minimum RVR for MID-Zone and STOP END ?

A

• must be 200m or greater (p.75)

102
Q

Is it a legal requirement that pilots will confirm the actual RVR with the reported RVR before a LVTO ?

A

• YES (p.75)

103
Q

On a A320/A321 what is the theoretical visual segment available at take off for RVR 125m and RVR 150m ?

A
  • RVR 125m = 112m visual segment = 8 centreline lights (standard spacing 15m)
  • RVR 150m = 137m visual segment = 10 centreline lights (standard spacing 15m) (p.75)
104
Q

What is the minimum visual segment for LVTO ?

A

• 90m (p.75)

105
Q

Is there a formal requirement to only use centreline lights to check the consistency between actual and reported RVR ?

A
  • NO, because centreline lights might be missing in case of take off before displaced threshold
  • The assessment can be done using any available means like edge lights, runway markings, etc. (p.75)
106
Q

In case runway centreline lights are missing can you use runway edge light and what should be the distance between them to measure visual segment according to reported RVR ?

A

• runway edge light distance of 60m apart (p.75)

107
Q

In case of LVTO with RVR 150m or below for which points along the runway (TDZ, MID, STOP- END) should the required RVR be achieved (required RVR means same as TDZ) ?

A

• it must be achieved for the “relevant” and reported RVR reporting points (p.75)

108
Q

Specifically for an LVTO what does “relevant” RVR actually mean?

A

• RVR for that part of the runway used to accelerate to V1 followed by a rejected take-off and deceleration down to a speed of approximately 60kts. (p.75)

109
Q

Is a Rolling Take Off permitted during a LTVO ?

A

• NO (p.76)

110
Q

If after a landing you find yourself at an airspeed above 100 kts and centreline lights change from white to white and red you should apply full reverse up to what taxi speed ?

A

• 40kts (p.76

111
Q

If after a landing you find yourself at an airspeed above 50kts and centreline lights change to continues red you should apply full reverse until what speed ?

A

• until Full Stop (p.76)

112
Q

If use of reverse was necessary below 70kts what should you do ?

A

• must be recorded in the Tech-Log (p.76)

113
Q

In normal operations up to what speed can Full Reverse be used ?

A

• 70kts (p.76)

114
Q

What are the two Wizz Air documents to be considered for an LVO Approach ?

A
  • Low Visibility Operations and CAT I AUTOLAND Table

* Effect of temporarily failed or downgrade ground equipment on landing minima (when applicable) (p.77)

115
Q

Is it allowed to enter a new DH on FMGS when below 1000ft RA?

A

• NO, it’s prohibited (p.77)

116
Q

Are all the failures which can affect the aircraft’s landing capability monitored by the FMGS (and consequently not reflected on the FMA), and if NO what should you do about it ?

A
  • No, some failures are not monitored

* Refer to QRH (to establish the landing capability if some equipment are listed inoperative) (p.77)

117
Q

What type of Approach can be used if Auto Callout is INOPERATIVE ?

A

• CAT II (p.77)

118
Q

Should a failure occurs before 1000ft RA, all ECAM actions should be completed by which altitude, and if not what should be done ?

A

• by 1000ft RA otherwise Go-around (p.78)

119
Q

Why is Flap FULL recommended for A320 Autoland ?

A

• to improve forward vision from the flight deck (p.79)

120
Q

When the RVR is close to, or below minimum and it is necessary to make a decision either to join/remain in the holding or divert, which RVR should be decided on, ATIS or ATC reported RVR ?

A

• ATC reported RVR (p.80)

121
Q

What should the PF (CM1) reply to the call “ONE HUNDRED” during an Autoland ?

A

• “CONTINUE” (p.80)

122
Q

During a CAT III B No DH approach are the calls “ONE HUNDRED ABOVE” and “MINIMUM” heard ?

A

• No, only for CAT III B with DH (p.80)

123
Q

The Standby Attitude Indicator must be serviceable before starting an approach, although what would happen if a failure of this instrument occurred during an approach ?

A

• it may be ignored and the approach may be continued (p.80)

124
Q

What are the requirements for Approach Mode to be armed (LOC/GS Blue) ?

A
  • ILS and one RA are available
  • An ILS approach is selected in the FMGS
  • Aircraft above 400ft RA
  • ILS frequency and course are identically set on both receivers (p.80)
125
Q

Above what altitude can Approach Mode be disengaged ?

A

• above 400ft RA (p.80)

126
Q

While above 400ft how can you disengage Approach Mode ?

A

• by pressing APPR p/b (disarms LOC and GS)
• By pressing LOC p/b (disarms only GS)
• By pressing HDG/TRK p/b (disarms LOC and GS)
- Go Around(p.81)

127
Q

It is possible to disengage Approach Mode below 400ft and if yes, how ?

A

• Yes by engaging GA Mode (p.80)

128
Q

Until when, during an approach, is it possible to change configuration, wind or VAPP that has been inserted in the PERF page ?

A

• At 700ft DATA Lock and Speed not in Managed mode yet (p.80)

129
Q

What is the requirement for the DATA LOCK at 700ft to happen?

A

• APPR Mode must be Armed or Engaged (p.80)

130
Q

What does the 700ft DATA LOCK actually Locks ?

A

• the ILS frequency and course (p.80)

131
Q

What MODE must engage at 400ft to freeze FCU ?

A

• LAND MODE (p.82)

132
Q

How can LAND MODE be disengaged ?

A
  • by engaging GA MODE

* By pressing APPR p/b when aircraft has been on the ground and the AP OFF for more then 10sec (p.82)

133
Q

At what altitude is the AUTOLAND RED LIGHT Armed ?

A

• At 200ft RA (p.82)

134
Q

At what altitude does the Landing Capability Lock happen ?

A

• at 100ft RA (Alert Height) (p.82)

135
Q

At 100ft RA (Alert Height) the Landing Capability is locked until….?

A
  • LAND mode is disengaged or

* Both AP are OFF (p.82)

136
Q

Does the FLARE MODE always engages at 40FT RA and if NO why ?

A

• it engages at 40FT or below depending on the Rate of Descent (p.82)

137
Q

During an Autoland when does THR IDLE usually appears ?

A

• at 30ft or below (p.82)

138
Q

Is the RETARD auto-callout an order or a indication(suggestion) for a Manual landing, and at what height (RA) does it usually come ?

A

• it’s an indication, at 20ft RA (p.82)

139
Q

What should you do if passing below DH visual reference become inappropriate?

A

• go around (p.83)

140
Q

What is the requirement to permit TOGA and AP to remain engaged after the aircraft has had contact with the ground during a late go-around ?

A

• TOGA must have been engaged before ground contact (p.83)

141
Q

If during a late go around ground contact is experience but TOGA stayed connected what would happened to spoilers and auto brake ?

A

• they will be inhibited (p.83)

142
Q

During ROLL OUT in an autoland the AP gives steering orders via FACs to what, via ELACs and BSCU to what and via SECs to what ?

A
  • FACs to rudder
  • ELACs and BSCU to nose wheel
  • SECs activation of spoilers (p.83)
143
Q

During a go-around what is the target speed of SRS ?

A

• highest of VAPP or current speed when go-around was initiated (p.84)

144
Q

When go-around is initiated what type of Lateral Navigation is engaged?

A

• GA TRK (current track at go-around, NAV Mode is Armed (p.84)

145
Q

What is the maximum VS parameters during Glide Beam capture?

A

• +500 ft/min or 1250 ft/min (p.84)

146
Q

Describe the flight parameter exceedance during the final approach of a precision approach ?

A
  • speed below target - 5kts or above+ 10kts (“SPEED”)
  • Pitch below - 2.5º or above 10º (“PITCH”)
  • Bank Angle greater then 7º (“BANK”)
  • Descent Rate greater then 1000 ft/min (“SINK RATE”)
  • Too much LOC or GLIDE deviation (“LOCALIZER” or “GLIDE”) (p.84)
147
Q

If the AUTOLAND WARNING Light flashes RED should you perform a go-around if visual ?

A

• NO, you may continue (p.89)

148
Q

How is the warning of excessive beam deviation shown in the cockpit to pilots?

A

• Flashing of the LOC and GS scale on the PFD and ND ROSE ILS (p.89)

149
Q

How does the failure of both localiser and glide slope receivers appear to pilots in the cockpit?

A
  • If the ILS p/b is pressed green, the PFD and ND (ILS ROSE) display RED LOC and GS flags
  • If the ILS p/b was not pressed the LOC and GS scales disappear from PFD
  • If LOC and GS modes are engaged and at least one AP/FD is engaged:
  • AP disengage
  • FD reverts to its HDG-V/S or TRK-FPA modes(p.89)
150
Q

Once the localiser and glide slope are captured are a failure of their transmitters shown in the cockpit ?

A
  • corresponding index is lost
  • LOC and GS scales flash
  • Corresponding FD bars flashes (p.89)
151
Q

Within how many seconds and above what RA height can FMA retain LOC and GS mode in case of a transmitter failure ?

A

• If a failure lasts less then 7 seconds above 200ft RA (p.89)

152
Q

What should you do in case during a CAT II/III approach you experience Amber Caution or Landing capability degradation when below 1000ft ?

A

• go around unless visual (p.91)

153
Q

In any case, to continue the LVO approach past 1000ft AAL which conditions must be fulfilled ?

A
  • failure management (ECAM - RESET - C/L) completed
  • Aircraft’s Status especially landing capability
  • Approach briefing amended (p.91)
154
Q

What actions should be taken in case of Master Warning Below 1000ft ?

A

• except of AP OFF, continuation or interruption of the approach and Autoland remains crew decision (p.92)

155
Q

What is the best course of action when below 1000ft a failure regarding SMOKE -FIRE - ENG OIL -CAB PRESS happens?

A

• the adequate response is to continue the approach and deal with the failure/malfunction after landing (p.92)

156
Q

What should you do in case two seperate attempts to land to an airport have both resulted in a go-around, and what are the exceptions?

A
  • diversion must be initiated,

* Unless: in an emergency or when it has been a significant change in reported weather (p.92)

157
Q

Describe the Approach Ban (commencement and continuation of approach) ?

A
  • the commander may commence and instrument approach regardless of the RVR/VIS down to 1000ft AGL or into the final approach segment (where DA/H or MDA/H is more then 1000ft AGL), if at 1000ft AGL the RVR/VIS is below the minima a go-around must be initiated.
  • If the RVR/VIS is above the minima he must continue below 1000ftAGL
  • If after passing below 1000ft AGL the RVR/VIS falls below the minima he may continue to DH/A, if no visual reference is establish a go-around must be initiated (p.92)
158
Q

If the RVR for an aerodrome is not reported is there any way to derive RVR ?

A

• it can be derived by converting the reported visibility OM-A 8.1.3 (p.93)

159
Q

Which RVR shall always be controlling ?

A

• TDZ (p.93)

160
Q

TDZ is always controlling, is there any case where MID-ZONE and STOP-END are as well controlling ?

A

• if reported and “relevant” MID-ZONE and STOP-END shall also be controlling (p.93)

161
Q

For a CAT II/IIIA the minimum RVR for MID-ZONE is 125m, is there any case for which it can be lower ?

A

• if the RVR required for the TDZ is less then MID-ZONE can have the same value (p.93)

162
Q

ATC might issue clearance to depart and land when the visibility is below the required minima, so what is the commander duty and authority in this regard ?

A

• to ensure that the applicable and required visibility and RVR are met (p.93)

163
Q

In regard to task-sharing during an approach what should the CM2 focus on when passing below 1000ft ?

A

• remain head-down until end of roll out and continuously monitor instruments, being ready to immediately announce any deviations, downgrade or failure (p.93)

164
Q

Describe the calls regarding LAND MODE.

A

• CM1 calls “LAND” at 350ft or “NO LAND” by 300ft by either CM1 or CM2 if not engaged (p.93)

165
Q

Describe the calls regarding FLARE MODE.

A

• CM2 calls “FLARE” at 40ft or “NO FLARE” by 30ft (p.93)

166
Q

Describe the calls regarding ROLL OUT.

A

• CM2 should announce “ROLL OUT” which usually engages at main wheels touchdown, or “NO ROLL OUT” if by nose gear touch down the mode fails to engage (p.94)

167
Q

What is the usual height and latest height by which AP must be disconnected during a CAT II approach ?

A

• 80ft RA usually, latest by 50ft RA (p.94)

168
Q

Immediately after touch down what should the CM2 carefully monitor ?

A

• pitch attitude not exceeding 7.5º otherwise CM2 will call “PITCH” (p.95)

169
Q

If after touch down following an Autoland CM2 calls “PITCH” what should be the captain reaction ?

A
  • disconnect the AP

* Apply forward stick as necessary (p.95)

170
Q

What is the only action that will absolutely prevent for a go-around to be initiated, especially after inadvertently ground contact during a late go-around?

A

• as long as reverse thrust has not been selected (p.95)

171
Q

If due to a late go-around ground contact is experience, after how long can you re-engage AP ?

A

• 5 seconds after lift off (p.95)

172
Q

If after engaging a go-around you acquire visual reference, can you revert it back ?

A

• go-around is irreversible (p.95)

173
Q

What would be the first action if Auto Thrust malfunction is experienced ?

A

• try to re-engage it by the p/b on FCU (p.96)

174
Q

If an engine failure is experienced above Alert Height what should you do?

A

• go-around (p.96)

175
Q

If an engine failure is experienced below DH or Alert Height what should you do ?

A

• the approach can be continued (autoland will still be possible with lower minima CAT III A) (p.96)

176
Q

When should CM2 call “LOC” ?

A
  • when Localiser signal is lost or

* When deviation is at or above HALF DOT (p.96)

177
Q

When should CM2 call “GLIDE” ?

A
  • when Glide Slope signal is lost or

* When deviation is at or above HALF DOT (p.96)

178
Q

If during an Autoland CM1 hears CM2 calling for “LOC” or “GLIDE” what should he do ?

A

• monitor AP responds, if excessive deviation shows up (scale flashes) or remains like this below
1000ft, go-around (p.96)

179
Q

What are the requirements according to Wizz Air for a Simulated CATIIIB approach/Autoland in CAT I or better conditions ?

A
  • ceiling above 1000 feet AAL
  • Visibility above 5000 m
  • Runway is equipped with CATII/III(p.98)
180
Q

During a Simulated CAT IIIB approach on CAT I weather conditions, when should you insert NO DH and what Minima is initially inserted ?

A
  • initially insert CAT I

* Before passing 1000ft, and if visual insert NO DH (p.99)

181
Q

Describe briefly the concept of TAKE OFF MINIMA ?

A

• take off minima shall not be less then landing minima for the same airport unless a take off alternate airport is available which meets all the relevant requirements (p.102)

182
Q

If RVR or Visibility is not available what can the commander do to be able to take off?

A

• if he determines the the actual conditions satisfy the applicable take off minima he can decide
to take off (p.102)

183
Q

For a LTVO when is it mandatory for cloud ceiling be reported as well ?

A

• if on departure there is a requirement to see and avoid obstacles (p.102)

184
Q

What does the minima RVR for a LVTO ensures ?

A

• sufficient guidance to control the aeroplane in case of RTO and EFTO with clearance of obstacles to a height a 1500ft AGL (p.102)

185
Q

Is it possible to convert visibility to determine RVR for LVTO ?

A

• NO (p.102)

186
Q

Will it be always allowed to taxi out with a RVR below 400ft ?

A

• it depends on different airport restrictions (p.103)

187
Q

What are the requirements for an LVTO with RVR below 150m but not less then 125m ?

A
  • high intensity runway centreline lights spaced 15m or less apart
  • High intensity edge lights spaced 60m or less apart
  • A 90m visual segments (available from the flight deck) at the start of the take off run
  • The required RVR achieved for all the relevant RVR reporting points
188
Q

What is the CAT II DH and RVR minima ?

A
  • DH below 200ft but not lower then 100ft

* RVR not less then 300m (p.104)

189
Q

What is the visual reference for a CAT II approach to be able to continue below DH ?

A
  • A segment of at least 3 consecutive lights being:
  • Centreline of the approach lights, or
  • Touchdown zone lights, or
  • Runway centreline lights, or
  • Runway edge lights, or
  • A combination of these is attained and can be maintained
  • This visual reference must include a lateral element of the ground pattern, like:
  • An approach lighting crossbar, or
  • Landing threshold, or
  • Barrette of the touchdown zone lighting (p.105)
190
Q

What is the CAT IIIA DH and RVR minima ?

A
  • DH lower then 100ft not below 50ft

* RVR not less than 200m (p.105)

191
Q

What is the visual reference for CAT III A to be able to continue the approach below DH?

A
  • At least 3 consecutive lights being:
  • centreline of the approach lights, or
  • Touchdown zone lights, or
  • Runway centreline lights, or
  • Runway edge lights, or
  • A combination of these is attained and can be maintained (p.106)
192
Q

What is the CAT III B DH and RVR minima?

A
  • DH lower then 50ft or NO DH

* RVR lower then 200m but not less than 75m (p.106)

193
Q

What is the visual reference for CAT III B with DH and NO DH ?

A
  • with DH at least one centreline light

* With NO DH there is no requirement of visual contact before touch down (p.106)

194
Q

What is the “relevant” RVR for take-off ?

A

• RVR for that part of the runway used to accelerate to V1 followed by a rejected take off and deceleration down to a speed of approximately 60 kts (p.107)

195
Q

What is the “relevant” RVR for landing?

A

• RVR for that part of the runway I used during landing run down to a speed of approximately 60 kts (p.107)

196
Q

What is the “controlling” RVR ?

A
  • the TDZ RVR is always controlling for any instrument approach
  • If reported and “relevant” the MID-POINT and STOP-END RVR are also controlling (p.107)
197
Q

What are the 3 cases in which the conversion table form Visibility to RVR shall not be used ?

A
  • when reported RVR is available,
  • For the purpose of calculating Take-off Minima,
  • For any RVR minima less then 800m (p.108)
198
Q

If the RVR is reported as being above maximum value assessed by the aerodrome operator, e.g. “RVR more then 1500 meters” it is not considered to be a reported RVR, can the Conversion Table of Vis to RVR be used ?

A

• YES (p.109)

199
Q

If failures of ground equipment other than the primary approach aid in use occurs below 1000ft can the approach be continued or a go-around should be made ?

A

• at such a late stage an approach can be continued (p.109)

200
Q

If failures of ground equipment other than the primary approach happens before departure or anyway before passing below 1000ft which Table and restriction should you consider ?

A

• Effect of Temporarily Failed or Downgrade Ground Equipment on Landing Minima (p.109)

Low Visibility Ops (1 decks)

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