Problem Solving Flashcards
What is your guidance for rejecting a take off before/after 80 kts?
Before 100kts, Captain’s discretion, abort is highly recommended
below 72kts, no autobrakes, idle reverse, manual braking
above 72kts, use autobrakes, full reverse
After 100kts but before v1:
1) Use reversers, auto brakes
2) Limit RTO to the following failures
a) Fire, severe damage
b) Sudden loss of engine thrust
c) Unambiguous indications that the aircraft will not fly safely
d) Red ECAM warning
e) Amber ECAM warning such as:
1) Sidestick fault
2) Engine failure
3) Reversers fault
4) Reversers unlock
5) Thrust Lever Fault
*Tire damage at V1 - 20, EGT exceeding rise not a reason to RTO at V1
At and above V1, Go!
What would you do if a tire blows before V1?
Airbus: before v1-20, abort. After v1-20, continue the take off
Walk me through some basic descent planning?
Not on Finals
Current speed - target speed = answer x 3 is altitude to lose
300-250 is 50. 50 x 3 = 1,500’. We need to be below the profile by 1500’ to lose the speed and still remain on the profile. Have the level off arrow 5nm before the target speed and altitude
Track miles x 3 (60 x 3 = 18,000’) less 1,500’ = 16,500’.
If Tailwind, prepare to use speed brakes or increase profile
On Finals and green dot or below
DME X 3
What would you do if you blew a tire at 110kts on takeoff?
V1 - 20, stop.
Passed V1 - 20, go.
What would you do if there was frost on the wing while your preflighting but your captain wants to go anyways
Remind the captain that it is against the company’s policy and expose everyone on board to an unnecessary risk. If he insists refuse to fly and as the last resort call to a MOD or chief pilot. Make sure to make some photos to back your story up
Remind the captain, that just like ice, frost will a”ect the characteristics of the wing and a”ect lift. It needs to be removed prior to depart
What is the procedure for a dual engine failure?
If altitude too low, no chance for restart:
1. Fly (AP, FD - off, bird on, ATHR - Idle) - green dot speed
2. Start APU
3. Nav (where to land/ditch)
4. Communicate
5. Get emergency landing/ditching checklist
If at a high altitude:
1. AP, FD - off, bird on
2. Get off the airway
3. ATC
4. ECAM action / QRH
A. If relight is possible (with Fuel Remaining):
Above FL200:
300kts for windmilling restart
FL250 - APU On
Recycle both Engine Master Switches every 30 sec
Below FL200:
Bleed On
Green Dot speed for obstacles clearance
SRecycle one engine at a time
If engine relight successful - use engine
else - get the emergency landing/ditching checklist
B. If relight not possible (without Fuel Remaining):
1. Start with 300kts due to pressurization danger
2. FL200 Green Dot speed for obstacle
3. Get the emergency landing/ditching checklist
How fast do you have to fly from HNL-SYD to never see the sun set?
The earth spins at 1,000 mph west to east. So traveling 1,000 mph east to west would leave the sun in the same position in the sky
Look at approach chart - ATC leaves you high and fast. What can you do to get slow and low?
Request from ATC any of the following to lose altitude:
Slow down (then drop the flaps) or
Vectoring or
Orbit
If you were high and slow , how would you increase airspeed?
Pitch down
Volcanic ash is reported at the airport of your arrival. It is night time, how would you know if you flew into a volcanic ash cloud? What would you do?
Airbus:
Indications. Reported NOTAMS on Volcanic activity, increase of engine performance, smell of smoke or sulfur. St. Elmos fire display
Procedure: Turn 180 deg, inform ATC. Get the QRH for Volcanic Ash procedure
On a SID you have a restriction at 15,000ft and another one at 17,000ft, what would you do if after you crossed the 15,000ft one you realize you don’t have the profile to cross at 17,000ft at next waypoint?
Notify ATC that you’re unable to comply with the 17,000’ restriction and request alternate departure instructions
