OPC DAY 1 IMPORTANT CARDS

Question 1

First scenario: On ground in Malpensa to Bologna.
MEL: 21-52-01D AIR CONDITIONING PACK 1.
We should discuss in briefing room about this MEL, what do to in case of the second one fails and also the weather at destionation is close to maximum crosswind.

The weather will get worse, and we will have maximum RVR = 125m. OVC001. winter scene, temperature -5 degrees. If crew asks for de-icing it is done with HOT 30min.

RWY35L, IRKED7A OSKOR6Z transition

What will examiner do on ground (before cockpit preperation)?
What will the ground say before pushback?
What will happen turing takeoff (SID)? What is important to consider?
What will happen at FL100?
What will happen later? 2
What about during arrival?
During approach?
After landing?

Answer 1

He will leave one off the FDs off.

All check are done and they are ready but the PIN is not inserted.

At 2300ft indicated, Speed upset = will decrease without giving us any windshear warning. We should consider to use the windshear memory items even if a warning is not triggered.

At FL100 we will loose the other pack. We should either return to Malpensa and perform autoland or continue to destination and perform VOR approach. Check the table what is required equipment for autoland.

Once the crew continues to selected airport, ATC advises WX update is not more available due to equipment failure or we will get unruly passenger and one cabin crew will be injured.

We will arrive via part of the STAR and ATC will clear us to descent to platform altitude but we should still descent to the next constraint.
Here ATC will create either high-energy descent or tailwind on final (not reported).

ILS will not be available and GPS lost on both NDs = only NPA VOR approach is available or ATC reports runway edge lights INOP. Weather on MXP will be RVR 75/75/75 so it is better to divert in this case.

Taxi to stand = APU FIRE (UNEXTING). Follow ECAM, push APU FIRE P/B, discharge agent after 10s, master switch to off.

Question 2

Second scenario: Start on FL350. Crew encounters pressurization problems forcing to Emergency descent.

LIMC17L DCT ODINA FOR ODINA3K.

We can get two scenarios, either PRESS/AIR COND/VENT door leakage (2000FPM) = SCA calls to report whistling noise from door 4L or PRESS/AIR COND/VENT structure damage.

1. Procedure for emergency descent, PF 6, PM 5
2. We need to perform emergency descent what will happen during the descent? 2
3. Emergency descent, what about descent profile? OMB 4.3 enroute performance strategies in cruise.

Scenario finishes when aircraft established on safe flight path, all actions completed and crew has made a decision.

Answer 2

Positive confirmation of high cabin altitude and/or V/S:
1. CALLOUT: EMERGENCY DESCEND
2. Keep headset on, take the oxygen mask. On the ACP press the INT to green and increase loudspeakers.
3. Altitude = turn pull, heading = turn away and pull, speed = pull.
4. Change from MACH to SPEED mode.
5. READ FMA.
6. Speed brakes if needed.
7. Finetune the settings when descent established and continue with either ECAM or QRH checklist.

1. Same as PF with the mask.
2. SIGNS ON
3. Callout: CC EMERGENCY DESCENDX2
4. Confirms FMA
5. Informs ATC, WZZ123 EMERGENCY DESCEND

Either clear air turbulence moderate/severe between FL320-FL200 or ATC gives descent below applicable MSA. We need to check terrain on ND before we descent to that given level.

You can descend to FL180 and fly 7 minutes. After that you must descend to FL140 and you can fly 30minutes on FL140.

Question 3

Engine failure at V1, LIMC35L. 16

Answer 3

1. Control the aircraft with the rudders.
2. VR = Rotate initially to pitch 12.5/SRS. If no good climb rate = set TOGA on both engines.
3. PM = Positive climb = gear up = gear up, cancel master caution and reads the first line of the title.
4. PF will get NAV on FMA = pull heading.
5. Start TRIM the rudder, when trimmed engage AP.
6. PF = 400ft AGL or when necessary before = ECAM actions.
7. PF = Tower, WZZ XXX, MAYDAYx3, engine failure standby.
   - PM = Engine failure confirmed, with damage ENG X and start ECAM actions.
8. At 3DME BLM = turn left on track 180 to intercept R198 outbound MMP. IAS 181kt maximum. MSA is 3000ft at IBSAP (good idea to put MMP 198 and IBSAP on fix info, so you see the line and when line reached follow it until you reach IBSAP).
9. PM = When engine is secured, PM says the EFP procedure/ monitors EFP (trigger that engine is secured).
10. PF = Stop ECAM.
11. Engine secured or ENG OUT ACC whichever is later = 2300ft = push to level off.
12. PF = Activate secondary, set direct IBSAP.
13. Above S-speed = flaps 0. When green dot reached = pull to OPEN CLB.
14. THR MCT flashes on FMA = If TOGA = one step down. If FLX = One step down to CLB and then one step up back to MCT.
15. PF = Continue ECAM
16. Status. Stop ECAM. Any QRH checklists?
17. PM = ECAM actions completed.

Question 4

GO AROUND procedure. 9

Answer 4

1. GO AROUND FLAPS and set levers to TOGA.
2. PF READS THE FMA = MAN TOGA, SRS, GA TRK, A/THR BLUE.
3. PM selects flaps 1 step and announce Positive CLIMB, PF = gear up, PM = gear up, flaps 3 and xxxx ft checked.
4. Advise tower. WZZ going around.
5. Select AP2 on.
6. Above F-speed = flaps 1.
7. Above S-speed = flaps up.
8. CLB on FMA = set two step back to CLB from TOGA. (or MCT in case off engine fail).
9. Follow missed approach procedure.

Question 5

Circling approach final LIMC35L, landing LIMC17R. You are approaching minima, what is important?

What is next actions? 9

Answer 5

100ft above minima = PUSH TO LEVEL OFF. = 1750ft.
If no visual reference = initiate go-around and follow published MAP.

1. Select TRK-FPA.
2. Preselect a track of 45 degrees away from the final approach course to the right = select 346+45=030 and turn to that track.
3. Wings level = start chrono.
4. After 30s select the downwind track parallel to landing runway = 346 and turn.
5. Activate the secondary F-PLN to display landing runway and to take credit of the GS mini function.
6. Abeam threshold = start chrono. The time abeam threshold to beginning of base turn depends on height above touchdown. Approx 3s/100ft = 1650-700 = 1000ft = 10x3 = 30s.
7. Start shallow descend during turn and disconnect the AP and FD at the latest before starting the descent toward the RWY.
8. To maintain final turn, initially maintain 25 degrees bank angle and maintain altitude until visual reference for the intended runway are visible.
9. Set RWY track (166), flaps full, landing checklist.

Question 6

Circling approach. On primary F-PLN we prepare?

Secondary F-PLN?

Circling approach minima at Wizz Air?

Answer 6

Selected instrument approach with associated runway. Insert minima but there is no immediate transition from descent to a missed approach, 30ft is not added to the minimum.

Copy of active F-PLN with revision for the landing runway. Ensure it is sequenced so that when activated, it is ready to use. Does not require minimum because this part of the approach is visual.

VIS = 4000m
Ceiling = 1000ft or applicable landing minima, if higher.

Question 7

Emergency landing, what about:
Callout at 2000ft AGL? Only applicable?
Callout at 500ft AGL?
Callout when aircraft comes to stop?
Callout after the situation is evaluated? 2 options

Answer 7

2000ft = FINISH PREPERATION X2. Note: This callout is only applicable for prepared emergency landings. if it is unprepared emergency landing, they are not to be used.

500ft = BRACE FOR IMPACT X2.

Aircraft stopped = ATTENTION CREW AT STATIONS x2.

After situation is evaluated = CABIN CREW AND PASSENGERS, REMAIN SEATED X2 or EVACUATE x2.

Question 8

Procedure for windshear?

When does AP disengages?

Out of SRS mode/windshear?

Answer 8

1. WINDSHEAR TOGA
2. Set thrust levers to TOGA
3. Initially pitch 17.5 if FD does not appear.
4. Follow SRS.

If AOA value goes above VA prot.

FD should be correct.
Pitch 10 degrees,
Check gear up,
Thrust levers to CLB,
Check FMA (open des/clb, V/S etc)
Check A/THR engaged.
Retract flap on schedule.

Question 9

LIMC35L.
1. First thing we do is engine failure at V1, which type?
2. Second approach?
3. Third approach?
4. Fourth approach?

Answer 9

1. Eng serious damage and APU fault when we start the APU when reviewing the electric page.
2. 3D APP 35L, Base leg RNP35L. OEI go-around at DA. Keep AP all the way so you do go-around with AP = no need to push rudder. Be careful, maximum 200kt during initial turn.
3. 2D approach, FINAL VOR35L. OEI Landing. Add 30ft to minima and reset rudder at 50ft. BE CAREFUL, VOR located 13 degrees OFF. VOR 359, runway 346 = runway will be 13 degrees on our left side at minima.
4. ILS approach 35L, FINAL ILS35L. Go-around two engines operative. REJECTED LANDING/WINDSHEAR. ATC will say go-around when thrust is set to IDLE = push to TOGA and delay flaps callout or WINDSHEAR MEM items.