PA-LOD Flashcards
Changes that require dispatcher notification
D3 F2 C4 E2
Deviations - lateral 100nm - altitude 4000' for 30min - ETA 15min Fuel (arrive below FAR mins, high consumption) Changes - destination - alternate - supplementary route - CDR EFB (2 in flight, go file pre dispatch)
takeoff/landing vis requirements location
Airway Manual Ops Specs
takeoff alternate requirement
when flight is unable to return to departure airport with CAT1 mins or better
can dry runway numbers be used on wet grooved runwway?
no
WDR weights: climb / RATOW
climb limit weight
Runway Allowable Takeoff Weight
WDR limit codes APU TRI 2SP ASP BKI IMP
APU - on for pack air (packs off if APU inop) TRI - thrust reversers inop 2SP - 2 spoilers inop ASP - all spoilers inop BKI - one wheel brake or antiskid inop IMP - using improved climb performance
TAKEOFF ENGINE AI PENALTIES APPLIED
anti-ice performance adjustments applied to WDR numbers
when must MEL/CDL be on WDR
if designated “dispatcher approval required”
when MUST flight deck jumpseater occupy jumpseat
STAY AT GATE FOR WDR PERFORMANCE
when is new WDR required
change of 1000lbs (pax/cargo) or 0.5% MAC
how to request new takeoff performance data
ACARS
DAL REQUESTS
PERF TAKEOFF
(or gate agent, ops, dispatch)
reasons takeoff data uplink would be inhibited
- runways with cutbacks
- ICY runway contaminant
- SHIPS obstruction takeoff runway/position overweight
TOPR
takeoff performance request
LTP/LDIST relationship
LTP based on 7 sec air run, always between 1000’ and 3000’
landing beyond LTP reduces 15% safety margin of LDIST
LDIST/LTP parentheses ()
LTP is less than calculated 7sec distance
LPR dashes
15% safety margin cannot be met or data unavailable
manual with approach/landing speeds
ODM approach/landing section
manual with abnormal landing distances
ODM abnormal section
assumptions for abnormal landing distances in ODM
max pedal braking with no 15% safety margin
default modes with AP off when FDs turned on in flight
HDG V/S or TRK FPA
what must be ensured when FDs are turned off?
both are turned off
when is it desirable to have only one FD engaged?
never
what should be done if FDs are not going to be followed
turn them off
autothrust mode with AP and FDs off
speed (or mach)
recommended method for disconnecting autothrust
match levers to thrust then press instinctive button on lever
FD indications
1FD2
1FD1
-FD2
both on, both FMGEC good
FMGEC2 failure
CA FD selected off
INIT b FINAL value
do not enter, FMS will calculate 45 min reserve
column 2 of FMA before takeoff
CLB armed
column 3 of FMA before takeoff
NAV armed or blank if hdg preselected
consequences of takeoff with FDs off
V2 defaults to 100 knots, autothrust will not arm
takeoff FMA column 1 indications with
- climb thrust set
- flex set (flex value entered / not entered)
- toga set
- THR LEVERS NOT SET ecam
- MAN FLX __ / THR LEVERS NOT SET
- MAN TOGA
column 3 FMA after power set for takeoff
- line 1 blank if no localizer
- RWY if localizer
when does NAV become active if no heading preselected on takeoff
30’
initial lateral mode after takeoff when hdg is preselected?
how to provide FD guidance at 400’?
RWY TRK (a/c track at 30’)
pull hdg knob
expected speed during SRS vertical mode (both engines online)
V2+10
how are thrust reduction / acceleration altitudes inserted into t/o perf page?
default initially, then uplinked via TDU
when does SRS disengage? what replaces it?
at acceleration altitude, changes to CLB / OP CLB
or if crew engages another vertical mode
CA/FO responsibilities during ground ops
CA: calling for checklists / taxiing
FO: monitor taxi / checklist reading / communications / tasks requested by CA
procedures for verification of checklist items
- visually verify checklist item
- observe item was completed
- confirm completion with crewmember who accomplished item
normal VHF management
VHF1: ATC
VHF2: ramp / ops / company / 121.5
VHF3: ACARS datalink
stable approach criteria
1000’
500’
1000': - fully configured - stable descent rate <=1000fpm - aligned with runway 500': - on target airspeed - engines stabilized
if stabilized approach criteria cannot be established or maintained…
go around
standard callout prior to descending below 100’
CA: runway in sight
FO acknowledge
taxi clearance verification
captain repeat after FO reads back, write down or in FMS scratchpad if complex
altitude clearance verification
both pilots verify and point at PFD altitude displayed
exterior lights for runway crossing
all illuminated avoid land/nose/strobe if they'll adversely affect other pilots - nose on - rwy turn off on - wing on - strobes on
what to verify during preflight checklist “flight and nav instruments”
- no abnormal flags on PFD/ND
- 1FD2 on FMA
can you check flight controls during taxi with one engine running
no
when may EFBs be placed in sleep mode
TOC, but all EFBs may not be off simultaneously
procedures no later than 5min before TOD
- “prepared the cabin for arrival”
- seat belt signs on
1000’ AGL callout by PM during landing
“cleared to land, all green”
or
“no landing clearance, all green”
FCU pbs for ILS (GS out) or LOC approach
LOC and FPA
procedures when APU is shown on WDR
APU on, APU bleed on (at least 20 sec prior to takeoff thrust)
elec power up
BAT 1/2/APU - auto (lights out)
- ext: EXT A/B avail on - EXT A/B on
- apu:
- APU batt off, check voltage, auto
- APU fire test
- APU master on, check APU page for oil low, start
location of all uplink unavailable procedures
VOL 1 supplementals
icing conditions
OAT (ground) or TAT (in flight) 10C or below AND any of the following:
- visible moisture, fog with vis <1sm/1600m
- ice/snow/slush/standing water on ramps/taxiways/runways
