OPC DAY 2 Flashcards
What is the risk when applying the go-around procedure at or above the altitude selected on FCU?
SRS will engage and the aircraft will start to climb, ALT* will not engage as long as the aircraft is not crossing the altitude selected on FCU = risk of altitude bust. Therfore we should apply the discontinued approach procedure.
How do we do discontinued approach? 4
No need to put the thrust levers to TOGA. = FMS remains in approach phase.
1. CANCEL APPROACH.
2. Disarm approach.
3. Continue with heading and V/S.
4. Do not forget to enter a new DEST
How do we do soft go-around?
Soft go-around it enable the aircraft to climb with?
Engages if? 4-
Limitations? 2
Set thrust levers to TOGA to ensure SRS GO mode and then set them back to FLX/MCT to engage GA SOFT mode.
2300ft/min.
Both engines operative, slats/flaps are extended, aircraft is below the go-around thrust reduction altitude and below 16000ft, aircraft is in flight and not performing touch and go.
If landing gear is down, apply ONLY TOGA thrust for go-around and it is also prohibited with one engine operative.
During go-around why do we set the thrust levers back from TOGA?
To activate the A/THR.
Why do we delay the flaps in case of go-around close to the ground?
To avoid sudden early flap retaction, sudden change in configuration may result in high rate of descent.
For all types of approach, except circling approaches, fully stabilized is defined as:
GS and NPA
IAS
V/S
Spoilers
On profile: Within 1 dot GS(ILS), 100ft (NPA), within 1 light high or low on the PAPI.
Landing configuration
IAS =VAPP TARGET (managed or selected) = -5/+10kts.
V/S not higher than 1000ft/min.
Spoilers armed.
Pilot incap, what is the callout?
If incap pilot causes interference with the sidestick?
During TOF?
Approach?
When situation under control?
I HAVE CONTROL, I HAVE COMMUNICATIONS.
Press the sidestick pb for 40s.
Climb to MSA.
Consider go-around.
Request assistance from SCA. PA = CABIN CREW TO FLIGHT DECK.
Clear air turbulence CAT is defined as?
High level turbulence, normally above 15000ft not associated with cumuliform clouds, including thunderstorms.
The pilot controls pitching motion = AOA by?
Elevator. Pitching about CG changes the airplanes AOA and also load factor.
Nose high technique 7
- First pilot to notice = CALL “NOSE HIGH”
- CALL “UPSET, I HAVE CONTROL”
- AP OFF + A/THR OFF APPLY AND CALL
- Apply Nose down and keep it there for a while to around -10.
- Give some thrust so increase the speed.
- Adjust roll.
- Recover.
Nose low recovery technique. 6
- First pilot to notice = CALL “NOSE LOW”
- CALL “UPSET, I HAVE CONTROL”
- AP OFF + A/THR OFF APPLE AND CALL
- ROLL
- Reduce thrust to reduce the speed.
- Recover
Mnemonic teqnique UPRTS (nose high)
U = UPSET I HAVE CONTROLL
P = PUSH
R = ROLL
T = THRUST
S = STABILISE
During nose high, when we push what do we aim for?
Push till speed trend increases and stall buffeting subsides
Unloading a wing. Any maneuvring in pitch or roll will either increase or decrease the load factor from?
Any change of g-load changes the?
At higher g-loads, critical AOA is reached at?
What is VS1?
1g
Stall speed.
Higher speeds.
Stalling speed in steady flight.
Roll during high upset. If all normal pitch control techniques are unsuccessful, keeping the current bank or banking will?
Bank should be reduced to?
Enable the nose to drop below horizon.
60 degrees or less.
Simultaneous push and roll?
Simultaneous pull and roll?
Accepted.
Not accepted.
Thrust in nose high = low energy condition
Thrust in nose low = high energy condition
Up to maximum thrust is available however for aircraft with underwing mounted engines, increasing thrust can reduce the effectiveness of the nose down pitch control. Avoid large thrust changes to avoid engine stall.
Thrust levers = IDLE, speedbrakes = USE.
UPRTS: Stabilise = last step of the recovery. It is started when? 2 conditions must be met
- Aircraft speed is at ot above G.dot (O) or S/F speed.
- Lift vector pointing vertical.
Pull and adjust flight path while avoiding a stall. Pitch should be limited to maximum 3 degrees/s.
Stall warning at liftoff? 3
Spurious stall warnings at T/O may be triggered in the case of? 4
We must fly appropriate thrust and pitch for takeoff in order to ensure a safe flight path and attempt to stop the stall warnings.
- TOGA
- Pitch 15 initially
- WINGS level
Damage to the AOA probes, Ice ridges degrading pitot and AOA, wake vortex
Mode reversions AP/FD
CLB engaged? Loss of lateral managed mode NAV
DES engaged? Loss of lateral managed mode NAV
OP CLB engages
V/S engages
Mode reversions AP/FD
Speed protection when FD orders are not follow by the flight crew (AP not engaged)
FD engaged with: AP off and OP DES, DES, A/THR active (IDLE thrust): IAS
FD engaged with: AP off, OP CLB, CLB: IAS
IAS = VLS-2kt = FD bars dissapear, SPEED mode on the A/THR = thrust increases to revocer speed target
IAS = VMAX+4kt = FD bars dissapear, SPEED mode on the A/THR = thrust decreases to recover the speed target
LQSA special ILS X 11. Reposition on final, we set up the approach. CHALLENGING airport.
Crew must brief two procedures for MISAP, brief actions in case of engine failure prior and after 1.3D BHS.
STD MISAP = Balked landing (delay flaps callout) and engine fails after passing 1.3D BHS flight freeze inbound KIS. = standard MISAP
Go-around below DA, engine fails shortly after TOGA application and before 1.3D BHS. Flight freezes inbound KG. = rejected landing procedure.
- All go aorunds shall be executed?
- With all engines operative at D1.3D BHS?
- If engine fails passing 1.3D outbound BHS?
- We are in approach and we perform a go-around and then we get engine failure. We are prior to 1.3D BHS. What do we do?
- Engine fails prior/below 1.3D outbound BHS.
- All go-around for RWY 11, irrespective of altitude or engine status, shall be executed in lateral HDG mode to 1.3D outbound BHS before commencing the published MISAP or the the rejected landing procedure.
- With all engines operative, at 1.3D outbound BHS, the published MISAP shall be regained and followed.
- Should engine failure occur passing 1.3D outbound BHS, the published MISAP shall be continued. Do not attempt to regain the rejected landing trajectory if engine fails while on published MISAP.
- PULL HDG, activate SEC F-PLN and follow the rejected landing trajectory = fly to 1.3D BHS with heading. After passing 1.3D BHS turn with heading and then follow rejected landing procedure.
- At 1.3D BHS, left turn (min 15 degree bank, max 152kt) to KG. 113 INBD, LT non published holding. Go-around altitude = same as for the MISAP of intended approach. No change in ALT.
Read about Sarajevo in OMC. What about APU?
Packs? During landing and in case of MISAP
After FL150 flow = APU START
After FL100 flow = APU BLEED ON
After ECAM MEMO called and confirmed on final = PACKS OFF, after landing = PACK 1 on.
MISAP = at selection of THR LVR to CLB detent = PACKS on.
Final APP, what is VIP?
When using FINAL APP during approach, it is important to indentify?
How does the FMGC calculate contraint on FAF?
VIP = Vertical intercept point
FPA and VIP.
FMGC calculates a CDFA path between IF and FAF. It calculates we will descend to FAF altitude from the IF. All the minimum altitudes are crossed at or above the value indicated on the chart.
If a takeoff is initiated without FDs? 4
How is the procedure?
No FD bars, no A/THR arming, target speed on the PFD is that selected on FCU or defaulted to 100kt, setting the thrust levers to the CL detent does not activate A/THR.
Initial climb of 15 degrees.
When reaching the thrust reduction altitude = SELECT a climb speed (250kt), set thrust levers to CL detent, activate autothrust and turn on the FDs.
What is rime ice?
Formed when small, supercooled water droplets freeze rapidly on contact with the surface. It formes mainly on leading edges of the wings, engines and horizontal stabilizer.
What is clear/glaze ice?
Formed by larger supercooled water droplets of which only a small portion freezes immediately. Results in runback of the remaining liquid = forming over larger area.
Ice accretion on critical parts of an airframe can modify the airflow pattern around airfoil surfaces such as wings and propeller blades leading to?
Loss of lift, increased drag and a shift in the airfoil centre of pressure.
SBT1. Arrival to Sarajevo. Distractions and interruptions associated with ATC requests and wake turbulence.
A = Deteriorating runway conditions = Important to observe if the crew can unsure good SA while arriving for the approach by reducing workload (buying time, delaying approach). During approach = DC ESS BUS FAULT will require the crew to assess the situation, prioritize their actions and then apply appropriate procedures. It may be challenging for the crew to understand how the failure affects the communication system.
B = Engine malfunction = Crew will need to prioritize their actions and manage the increased workload during the approach. Probably rejected landing. Problems with the engine will continue and while the crew is trying to troubleshoot them, the engine fire warning will call for immediate actions. In addition the essential bus fault will result in communication loss and the crew will have to manage heavy workload and make decisions under stress and demanding situation.
SBT 2: Both scenarios commence on arrival to Larnaca.
A = Crew will be notified that ILS is unservicable just shortly before commencing approach. Exepected to assess and discuss alternatives, consider threats before making the decision to continue or to delay the approach. Later on we will encounter predictive windshear warning = normal go-around.
B = Loss of navigation, crew need recognize situation and make short term decisions under pressure and stress. Aircraft position can only be established and approach completed by using visual references or conventional navigation. On short final, predictive W/S and failure of second IR will require the crew to focus.
SBT 1A. PF = Instructors choice.
LQSA RWY11, day time. Start over TIMID, HLD FL110.
By the crew: Special ILS X 11 via TIMID. Fuel NEO = 2.2T.
Wind = 01012G20kt 10KM, OVC005.
We are holding over TIMID FL110. What will happen next?
What happens initially on final?
What happens when we initiate GS from above?
Stop the scenario once the crew have completed required procedures and made a decision.
Delay the descend and then “Clear for approach and to descend to 4200ft”. TL110. (observe if the crew respects the alt constraints). = we should not descend below 5400ft because platform is 5400ft. Instructor requests to maintain minimum clean speed. If high = configure. Notify that +SHRA are passing over runway but runway condition code is same.
When aircraft turns on final = “Cancel approach clearence, intercept LOC and standby for approach clearence”. Good to configure here at least until F3 because we will do GS FROM ABOVE.
Major malfunction: DC ESS BUS FAULT. Go-around. We have both engines so we pull HDG and fly to D1.3BHS. From there we follow the published missed approach procedure. Manage NAV after D1.3BHS. We are not allowed to turn before D1.6BHS. Climb 6500ft.
Diversion info:
1. LQSA 01016G22kt 5000 -SHRA OVC004
2. LQBK 03006kt, CAVOK
3. LYBE 16005kt, CAVOK
LQSA training.
1. Vectors on final for Special ILS X 11. Discuss high terrain and the approach and the missed approach procedure vs the rejected landing procedure. Release for approach, insert 150ft AAL UPRT: Low speed upset.
When going around?
Vectors on final for Special ILS X 11. Discuss high terrain and the approach and the missed approach procedure vs the rejected landing procedure. 100ft AAL = ground traffic vehicle on the runway or request G/A at 50ft AAL. Practice either STD MISAP (two engines GA) or practise of the rejected landing procedure.
When going around?
A/C established in climb and PRIOR to 1.3D outbound BHS = ENG SERIOUS DAMAGE ABRUPT POWER LOSS ENG and either ENG EXTINGUISHABLE FIRE BY FIRST AGENT (stop when at KG/ECAM procedures completed) or ENG UNEXTINGUISHABLE FIRE (continue to approach and landing). = Rejected landing procedure because we are prior to 1.3D and we got engine failure.
A/C established in climb and PRIOR to 1.3D outbound BHS = ENG FLAME OUT with damage. Continue to inbound TIMID or KG. I would say rejected landing procedure because we are prior to 1.3D BHS.
SBT1B. PF = Instructors choice.
LQSA RWY11 day time. Start on final.
Special ILS X 11. Fuel NEO = 2.1T.
01012G20kt 10km, OVC005 RWYCC 5.
Below 4000ft?
At 1000ft AAL?
At 300ft AAL?
During go-around?
When troubleshooting?
When crew sets ENG 2 MASTER to OFF?
Where can we divert?
ENG 2 Vibration N1 INC so that airframe vibration can be felt.
Low level turbulence intensity moderate.
Wind changes to 33040G45kt = go-around.
ENG 2 compressor STALL at TOGA selection. If before D1.3BHS = fly heading to 1.3BHS and then follow rejected landing procedure.
ENG 2 extinguishable fire by second agent.
We need to perform ECAM actions.
ELEC ESS DC BUS FAULT .
LQSA, LQBK, LYBE. Stop scenario when crew have completed required procedures and made a decision.
SBT2A. PF = Instructors choice.
LCLK RWY22 night time. ILS S 22. FL110 40NM N of AD DCT SOBOS.
NEO = 2.5T fuel.
11008G15kt, CAVOK RWYCC 5.
NAV transmitter fault LOC and NAV transmitter fault GS on ECAM or fail station ILS “ILC”.
First problem?
1 min later?
Final?
Established on MISAP?
What should we discuss and avoid about during our route if we perform go-around?
Clear descent to 9000ft, QNH984 = low QNH important to switch early and distraction request to report speed, request to high speed as long as possible = check what MSA+2000ft is.
DCT LCA, descend to 5000ft. Report ready for visual approach. If crew request ILS = not working.
Predictive windshear caution follow by warning = start normal go-around and later on if you get windshear warning = memory item procedure apply.
Major failure, IRS 1+2 fault. NAV ATT DISCREPENCY PITCH 1 and when ECAM procedure complete = NAV ATT DISCREPENCY PITCH 3 or 2 fault. Continue to approach and landing. We should be able to land in LCLK.
CB cell in the go-around area, we ned too avoid it.
SBT2B. PF = instructor choice.
LCLK RWY04, Night, S of AD 6000ft DCT BOSIS. VOR DME Z 04.
Fuel = NEO 2.5T
11008G15kt.
When aircraft joins the ARC?
On final?
What should we discuss and avoid about during our route if we perform go-around?
NAV IR 1 FAULT and 1 minute later = A/FLT RNP LOSS OF NAV mode/APP NAV mode. ATC offers visual approach if requested.
On final = NAV IR 2 or 3 fault = we loose two of them. Possible to get predictive windshear at low level as well. However we will perform a go-around and troubleshoot everything.
CB cell in the go-around area. We need to avoid it.
DC ESS BUS FAULT (SBT1A + SBT1B)
What is lost initially? 2
Aural warnings?
What do we do on the audio switching panel located overhead and how can both CM1 and CM2 recover communication?
ECAM will tell us BARO REF CHECK. WHat do we check?
What can we see on the HYD page?
What on the F/CTL page?
What is good to now about STATUS page (braking, arming approach)?
What about when shutting down the engines?
AP1 is lost if it was connected, AP2 is still availble so connect it and blue hydraulic system is lost.
No aural warnings because both loudspeakers are lost. Once correct setting (VHF2 or VHF3) is set on the ACP, CM2s loudspeakers will recover.
Turn it to F/O 3. This will allow F/Os sidestick PTT pushbutton to work and communicate with ATC. Only way that both hear the communication is this setting + loudspekar on F/O side increased.
We compare the baro reference between FCU and PFDs.
BLUE is amber as it is lost however all the pressure indicators are lost (amber) in all three systems but the traingle is green on the green and yellow system = indicates that we have more than 1450PSI and they are working.
HYD indicators to respective flight control is lost and also spoilers 3 are amber = lost on each wing.
Alternate brake is inop. It says on STATUS CAT 3 single only however the real one is CAT2 and it will be displayed on FMA when arming the approach. AUTO BRK should work because it is not listed on the secondary failures.
HP fuel-shut off valves are INOP, only way to shutdown the engines are to use the fire pushbuttons on respective engines. These will close LP valves and process takes 1min because there is some residual fuel inside still.
NAV ATT DISCREPENCY PITCH 1+2 or 1+3 fault
IR 1+2 fault (SBT2A + SBT2B)
What will we loose immediatly?
What will the ECAM tell us to do?
When L/G down?
We will loose AP1+2 and A/THR. Alternate law and manual flight.
ATT HDG SWTG = CPT3 = Attitude information is lost on first officer´s PFD.
Reverts to direct law.
Manual TCAS. 4
- TCAS I HAVE CONTROL.
- AP OFF
- BOTH FDs OFF
- V/S pitch to the green.
What about heading change of more than 180 degrees requested by ATC?
Always pull heading and then turn, otherwise it will take the shorter way = you can turn to the wrong direction.
ENG COMPRESSOR STALL. SBT1B
Some symptoms? 5
What about FADEC?
One or more bangs, slow or no thrust lever response, fluctuations of engine parameters (EPR/N1, N2), increase of EGT, engine vibrations.
FADEC regualtes the airflow through the compressor to prevent engine stalls and tries to recover from engine stall without crew action by modifying the airflow. FADEC is not able to detect an engine stall in all cases, therfore crews are requested to follow the QRH ENGINE STALL PROCEDURE if they suspect some of the symptoms above and the FADEC does not generate any ECAM warning.
GPS PRIMARY LOST and we are going to fly FINAL APP VOR approach. What is the accuracy we need?
Accuracy HIGH. = 0.5 in APP without GPS, 0.3 in APP with GPS.
