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RST6 Flashcards

1
Q

Pilot incapacitation - what are the procedures?

A
  1. “Two Communications Rule” – crew member does not respond appropriately to
    two verbal communications, OR a crew member does not respond to a significant deviation from a standard flight profile.
    1. direct the attention of the PF to departure
    2. Intervene
  2. ACT
    1. take over the controls +check the position of essential controls and switches and maximise use of “automatics”.
    2. “No 1 to the Flight Deck”.
    3. “MAYDAY –, MAYDAY –, MAYDAY –,
      Ryanair ABC –, PILOT INCAPACITATION –, STANDBY”
    4. be restrained and seat will be moved back
    5. CC (2+) to remove the
      incapacitated Flight Crew member from his seat
    6. Prep for landing.
    7. If there is a Company qualified pilot on board
    8. Conduct PIOSEE, NITS, PA and plan to land at nearest suitable airport.
    9. Advise ATC - land at nearest suitable
      airport.
  3. After landing
    1. Stop on RWY
    2. Pull CVR CB
    3. CP or next in command contact RYR OPS and Duty Pilot
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2
Q

Go-Around. What is the

  1. Standard config sequence of actions?
  2. Non-standard sequence of actions?
  3. F/D system annunciations
  4. Flap limit speeds ?
A
  1. Standard Config
    1. Push TO/GA - “GA, F15, Set GAT (90% if MAN)”
    2. >400’ : Roll mode
    3. Acc Ht.: Retract flaps on schedule
    4. App. MAA: Level off - engage AP, After T/O cx
  2. Non-standard config
    1. Not in LDG Config​
      1. Verify MAA set on MCP
      2. Push TOGA – A climb is commanded regardless of MCP
      3. Flaps
        1. If greater than 15, select 15
        2. <=F15 – Leave flaps at current selection
        3. Retract on schedule > 400 feet, or leave flaps for speed restriction
        4. Set Thrust - Set thrust appropriate to aircraft altitude/MAA/cleared altitude
        5. Gear Up
        6. > 400 feet – Select a roll mode.
        7. Retract flaps on schedule, or as needed to comply with speed restriction
        8. Tune radios for missed approach
    2. SE GA
      1. ​Need full GAT
      2. Accel ht 1000’ agl (or Airfield brief)
      3. FUNL > LVL CHG > MCT
    3. Low alt GA - ​gear is not retracted until
      1. positive rate
      2. go-around thrust
      3. go-around attitude,
  3. F/D indications
    1. GA / [] / TO/GA
    2. 400’ agl : GA/ LNAV / TO?GA
    3. app. MAA: MCP SPD / LNAV / ALT ACQ
    4. leveling off MCP SPD / LNAV / ALT HLD
  4. Flap limiting speeds
    1. 15……….172 KTS
    2. 5…………182 KTS
    3. 1…………202 KTS
    4. UP……….222 KTS
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3
Q

Visual Approach:

  1. Conditions
    2.
A
  1. Conditions
    1. VMC (RVR =>800m, >500hrs in RYR)
    2. Double brief
    3. Navaids for positioning set
    4. Don’t fly below G/S
    5. F1 latest by 10nm
    6. Landing cx complete to Lights by 500’ aal
    7. no self manoeuvring/positioning below MSA at night.
    8. Night circling requires PAPI (if no PAPI or LDA < 2000m - NPFO approval). W/V Max 20kts, Clouds - circling minima + 300’
  2. Procedure
    1. ​RX point - >=4nm , 3deg. Make it a hard altitude
    2. Don’t turn final to RX unless w/i +/-400’ of VNAV path
    3. landing gear down and flaps 15 by 4nm from the runway
    4. “500” - MINIMUMS
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4
Q

When can you do Raw data flying / ILS?

A
  1. When you can’t fly
    1. > FL245.
    2. TS/ TCU activity
    3. Areas of known or forecast WS
    4. Areas affected by gale warning
    5. TMAs
    6. Non Normal
  2. How
    1. Prior to LOC intercept F1 / F5; Level Flight; 5.5° - 6.0° NUP; 60%N1
    2. Glide Slope Alive; G/Down; F15; Level Flight; 5.5° - 6.0° NUP; 70%N1
    3. Glide Slope Capture; F30; 1.0° NUP; 57%N1
  3. FCTM guidance
    1. Begin the turn to the
      inbound localizer heading at the first movement of the localizer pointer.
    2. applying proper drift correction + Bank as needed to keep the localizer pointer centered and the track line over the course line. Use
      5° to 10° of bank angle.
    3. (glide slope alive), lower the landing gear, extend flaps 15, match spd
    4. Intercepting the glide slope,
      extend landing flaps and establish the final approach speed.
    5. established on the glide slope, preset the MAA
    6. final approach, maintain VREF + 5 knots or HWC correction
    7. Check altitude crossing the FAF
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5
Q

What are the limist for Crosswind takeoff?

When can you use the maximum limit?

A

TAKE-OFF 33 knot limit only permitted when:
• Flaps 5 or greater
• Centre of Gravity (CG) ≤ 25%**
• Standard runway width ≥ 45 m
• RWYCC is 5

extra info

** OPT: When OPT WEIGHT & BALANCE is used to calculate CG, reduced
crosswind limit is automatically applied when CG is > 25%. Crew must check
limitations of FLAPS, runway COND and WIDTH.
** PAPER LOADSHEET: Enter table below with Aircraft and TOW to find
minimum STAB trim to achieve CG ≤ 25%. Do not use corrected Stab Trim
values (i.e., Flaps and Thrust adjustment table on Loadsheet) to determine if CG
≤ 25%.

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6
Q

What are the limits for crosswind landing?

What about autoland ones?

What about tailwind?

A

Autoland Wind Limitations
Wind limits for Cat II/III autoland operations are:

  • Max headwind component: 25 kt
  • Max crosswind component: 20 kt
  • Max tailwind component: 10 kt
  • AFM maximum certified TWC -15 kt.
  • normal TWC Take-Off / Landing -10 kt.
  • TWC Take-Off / Landing of between -11 kt / -15 kt only when if in AFB.
  • TWC Take-Off using an RTOW chart -10 kt.
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7
Q

Terrain clearence - what are the precautions when it comes to terrain clearence and EGPWS warnings?

A

OM-A - terrain

  1. Direct To clearances shall not be accepted until at or above the current
    MSA.
  2. All altitudes require cold weather compensation correction when not under radar
    control, when self positioning, or when levelling off after an emergency descent

OM-A EGPWS

  1. crew reaction to a “Hard Warning” shall be instantaneous in all cases
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8
Q

GPWS Caution:

What does any of these require you to do?

  • SINK RATE
  • TERRAIN
  • DON’T SINK
  • TOO LOW FLAPS
  • TOO LOW GEAR
  • TOO LOW TERRAIN
  • GLIDESLOPE
  • BANK ANGLE
  • CAUTION TERRAIN
  • CAUTION OBSTACLE
  • AIRSPEED LOW
A

Correct the flight path or the airplane configuration.

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9
Q

When can you cancel the GPWS below G/S Caution?

A

• LOC approach, day or night
• circling approach from an ILS, day or night
• when conditions require a deliberate approach below glideslope,
daylight VMC only
• unreliable glideslope signal, daylight VMC only.

Note: If a terrain caution occurs when flying under daylight VMC, and
positive visual verification is made that no obstacle or terrain
hazard exists, the alert may be regarded as cautionary and the
approach may be continued.

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10
Q

What does

“PULL UP”,

“OBSTACLE OBSTACLE PULL UP”

Require you to do?

A

Pilot Flying

  1. AP OFF/ AT/OFF
  2. AGGR - MAX THR
  3. Roll + Pitch - 20*
  4. SPB STOW
  5. If req. = PLI or Shaker
  1. Keep config until clear of terrain
  2. Monitor RadALT
  3. Clear of terrain - decrease pitch + Accelerate

**Do not use flight director commands

PM

  1. Assure MAX THR
  2. Actions + Omissions
  1. Monitor V/S and ALT
  2. Call out trends
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11
Q

Jammed flight controls

  1. Reasons
  2. Symptoms
  3. Actions
A
  1. Reasons
    1. Dirt
    2. Ice
    3. Wear
    4. Component failure
    5. Foreign objects
  2. Symptoms
    1. ​AP Disco unexpectedly
    2. Cannot engage AP
    3. AP Level off ALT under/overshoot
    4. High forces during Manual control (config, elow, speed up etc.)
  3. Actions
    1. ​Jammed/Restricted Flt CTRL NNC
    2. If due ice - move to warmer air
    3. Apply force to both CW - the one with greatest control - non-jammed
    4. Sel RWY for LDG with MIN XWC
    5. Assess damage before attempting to land if at all possible. Assess handling characteristics
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12
Q

Dual engine failure.

What do you do (other than panic)?

A
  1. Memory actions
    1. ST SW (both)……FLT
    2. ST LEV (both)…..C/O
    3. When EGT decreases - ST LEV (both)…..IDLE
    4. If EGT - redline or no incr in 30s….ENG ST LEV (aff) … CONF… C/O then Idle. Repeat as needed
  2. Establish airspeed for windmill restart
  3. If unsuccessful, start APU for subsequent attempts to start engines

**Higher altitudes may require descent before a start attempt is possible

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13
Q

What are the narrow RWY limitations?

A
  1. CP only TO and LDG
  2. Vmcg+5kts for TO PERF
  3. No AUTOLAND
  4. NW STRG, REV, A/SKD must be operatve
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14
Q

FMC Fail, which systems do you (could you) lose?

A
  1. LNAV
  2. VNAV
  3. EGPWS
  4. RNP indication
  5. VSD
  6. SPD Ref
  7. N1 Ref
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15
Q

How does PM diagnose Engine Malfunction (except for fire) ?

A
  1. Upper DU indicatioons
  2. Lower DU inndications (+engine VIB) - oil press - most imp. No minimal oil quantity
  3. Fire Panel (OVHT status, Lit fire handles)

For fire - sufficient to point out Fire switch to confirm Fire.

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16
Q

When do you accomplish the Eng Failure (flameout) NNC?

A

after the flaps have been
retracted and conditions permit.

17
Q

Eng Fire / Sev DMG / Separation - when do you accomplish memory items and reference items?

A
  • Memory items > 400’ agl
    1. A/T……OFF
    2. THR (Conf) ….. Close
    3. St SW (Conf)….C/O
    4. Fire SW (Conf)….Pull
    5. (If illum) Fire SW (Conf)…Rotate
  • Reference items - after FUNL and conditions permit
18
Q

Eng Tailpipe fire - what’s the plan of action?

A
  1. NNC Cx
  2. Motor the Engine
  3. Notify CC so no EVAC
  4. Notify GND crew / ATC

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