OPC DAY 2 IMPORTANT CARDS Flashcards
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
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?
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.
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.
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.
