Not Memory Items But Need To Know Flashcards
Describe the CRITICAL TERRAIN SCENARIO, if you had a depressurization in cruise.
In case of depressurization, the following profile must be followed to meet the requirements of the Critical Terrain Scenario:
- Start the timing at the pressurization failure;
- Descend to FL180 at MMO/VMO;
- Maintain FL180 at VMO until 12 min after the pressurization failure;
- Descend to FL130 or 13000 ft;
- Maintain FL130 or 13000 ft at VMO until 42 min after the pressurization failure occurred; then
- Descend to FL100 or 10000 ft at VMO.
REJECTED TAKEOFF - DECISION MAKING - Below 100 kts
The decision to reject the takeoff may be taken at the CM1’s discretion, depending on the circumstances.
The CM1 should seriously consider discontinuing the takeoff, if any ECAM warning/caution is activated.
REJECTED TAKEOFF - DECISION MAKING - Above 100 kts
Rejecting the takeoff at these speeds is a more serious matter, particularly on slippery runways. It could lead to a hazardous situation, if the speed is approaching V1. At these speeds, the CM1 should be “go-minded” and very few situations should lead to the decision to reject the takeoff:
- Fire warning, or severe damage
- Sudden loss of engine thrust
- Malfunctions or conditions that give unambiguous indications that the aircraft will not fly safely
- Any ECAM alert.
Exceeding the EGT red line or nose gear vibration should not result in the decision to reject takeoff above 100 kt.
In case of tire failure between V1 minus 20 kt and V1, unless debris from the tires has caused serious engine anomalies, it is far better to get airborne, reduce the fuel load, and land with a full runway length available.
The V1 call has precedence over any other call.
Describe the STANDARD STRATEGY
Set speed target 0.82 M/300 kt.
The speed of 0.82 M/300 kt is chosen to ensure the aircraft is within the stabilized windmill engine relight in-flight envelope.
Describe the OBSTACLE STRATEGY
To maintain the highest possible level due to terrain, the drift down procedure must be adopted. The speed target in this case is Green Dot. The procedure is similar to the standard strategy, but as the speed target is now Green Dot, the rate and angle of descent are reduced.
The MCDU PERF CRZ page in EO condition displays the drift down ceiling (one engine out gross ceiling at Green Dot speed is also available in the performance application of the EFB).
When clear of obstacles, revert to Standard Strategy.
Describe the FIXED SPEED STRATEGY
ENGINE FAILURE DURING CRUISE
Simultaneously:
THRUST LEVERS - MCT
A/THR - OFF
HDG - SET PULL
SPD - SET PULL
ALT - SET PULL
As soon as the engine failure is recognized, the PF simultaneously:
- Sets all thrust levers to MCT
- Disconnects A/THR.
In cruise, the PF:
- Sets a HDG as appropriate and pulls
- Determines the engine out recovery altitude.
When ready for descent, the PF:
- Sets the SPEED and pulls
- Sets the engine out recovery altitude and pulls to engage for OPEN DES.
When appropriate, the PF requires the ECAM/OEB actions.
At high flight levels, close to the weight limits, the aircraft speed quickly reduces. Thus, the flight crew should not delay to descent. The crew must not decelerate below Green Dot.
The A/THR is disconnected to avoid any engine thrust reduction when selecting speed according to strategy or when pulling for OPEN DES to initiate the descent. With the A/THR disconnected, the target speed is controlled by the elevator when in OPEN DES.
Carrying out the ECAM actions should not be hurried, as it is important to complete the drill correctly.
When the V/S becomes less than 500 ft/min, select V/S -500 ft/min and A/THR on. Once established at level off altitude, long-range cruise performance with one engine out may be computed in the performance application of the EFB.
ENGINE FAILURE AFTER V1
(PM) POSITIVE CLIMB - ANNOUNCE
(PF) L/G UP - ORDER
(PM) L/G lever - SELECT UP
If applicable, follow Special Departure Procedure
(PF) RUDDER TRIM - ADJUST
(PF) AP - AS RQRD
(PF) Consider TOGA
Except for Special Departure Procedure:
(PF) HDG - SET PULL
(PF) Request ECAM ACTIONS
(PM) Perform ECAM actions until ENGINE SECURE
(PF) Request STOP ECAM
At ENG OUT ACC altitude:
(PF) LEVEL OFF - PERFORM
At green dot:
(PF) ALT - PULL
At LVR MCT on FMA
(PF) THRUSTS LEVERS - MCT
(PF) Request CONTINUE ECAM
(PM) Continue ECAM actions until STATUS
(PF) Request STOP ECAM
(PF) TASK MANAGEMENT
Departure Briefing Contents
Cockpit door closed - Set an environment with no distraction
PM
Plan:
- T.O RWY (Intersection)
- SID designator
- First cleared altitude
- MSA/MORA for climb trajectory
- Extra fuel and time
PF
Plan:
- Hotspots of planned taxi route
- Stop margin for RTO
- Engine out trajectory
- Return/diversion considerations
- Special operation
- Non-standard operation
Threats
Mitigation
Misc. (ie. Intended use of automation after takeoff,
Supplementary Procedures if not yet briefed,
Observer safety briefing and duties,
Dangerous goods on board.)
ARRIVAL BRIEFING Contents
Set an environment with no distraction
PM
Plan:
- MORA/MOCA/MSA for planned trajectory
- STAR
- Runway and type of approach
- Approach minimum
- Go-around trajectory
- Extra fuel and time
PF
Plan:
- Guidance for approach
- Landing flaps setting
- Stop margin
- Use of reverse thrust
- Use of autobrake
- Planned runway exit
- Hotspots for taxi-in
- Special operation
- Non-standard operation
Threats
Mitigation
Misc (ie. Intended use of automation, Low Visibility Procedures, Review of CAT II/III APPROACH REVIEW, Review of APPROACH USING FINAL APP GUIDANCE, Review of the “Management of Degraded Navigation”, Special Operations, Supplementary Procedures if not yet briefed.)
Wingspan
197ft 10”
Required Battery Voltage for APU Start on Battery only
23.5V
ENG Fuel Burn - In Flight (Average)
93kg/min
ENG Fuel Burn - On Ground (Average)
28 kg/min
APU Fuel Burn - On Ground (Average)
215kg/hour
