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Airbus 330 > Simulator Review Items > Flashcards

Simulator Review Items Flashcards

1
Q

Memory Item: Loss of Braking

A

If no reverse:
PF “Loss of braking”.
REV…..Max
Brake Pedals….. Release
NB release brake pedals before switching off nose wheel steering to avoid harsh brake application when this transfers braking to alternate brake mode.
A/Skid Off….. Order
A/Skid & N/W STRG…. Off
Brake pedals….. press
Max Brk PR….. 1000 PSI
If still no Braking
Park Brake…. Use (accumulator designed to give 7 full applications)
NB: brake accumulator pressure can be applied by the blue electrical pump switch.
Normal braking supplied by green system. Auto brake requires green system.
Blue system supplies Alternate braking, parking brake available via accumulator if G and B system fail.

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2
Q

Memory Item Emergency Descent

A

PF: “Emergency Descent”.
Crew Oxygen Masks…… Use (remember to take headset off and put it on after mask application.
Set to InT on COMMs panel)
Signs……. On
Emer Descent…….. Initiate.
-Alt set to higher of MSA or 10,000ft and pull.
-Heading turn where appropriate.
-Speed increase
If A/THR not active and cannot be reengaged.
THR Levers…… Idle
SPD BRK…… Full
Non memory:

When descent established
Speed…. Max appropriate
If structural damage suspected manoeuvre with care.
ENG start selector…. IGN
ATC…. notify
(Mayday, Emergency ACARS page or SAT COM)
Emergency decent PA …… ATTN ATTN EMER DESC EMER DESC. GET ON OXYGN GET ON OXYGN.
Transponder 7700
Crew OXY mask dilution to Norm
Check alt correct
IF cabin alt above 14000ft
OXY PX mask…. On
2 to go/1to go
Notify cabin crew when descent complete and safe to come off OXY.
ATTN, ATTN EMER DESC complete.

Other considerations
121.5
Lights on
123.45

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3
Q

Atlantic Contingency Procedure

A

If able to maintain altitude.
ECAM actions initiate
ATC re Clearance if necessary.

If unable to maintain altitude…

MCT…. Set
A/THR… off
Turn heading by 30 degrees at least pull
Select SPD
Set green dot
Set 5nm offset in flight plan page.
Reengage NaV
Set required alt with 500ft offset and at green dot pull alt.
Consider delegating ECAM actions to PF at this stage.
When 5nm off set and ready for descent.
Reengage auto thrust.
Set climb on THR/LVRs
Decent to below FL 290 (or max alt in perf page).
Try to regain clearance.
If re clearance allows might not need to do all actions.

If no re clearance obtained
Try ACARS
Lights on
Broadcast MaYDAY on 121.5 and 123.45
Monitor TCAS
Monitor PF
ECAM

After descent complete A/THR on.
Note green dot with OEI is 10kts less than with all Eng inop

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4
Q

Memory Item: Stall Recovery

A

At first indication of stall, aural warning, buffet etc.
PF: “Stall, I have control”
Control column…. push.
Wings…. Roll level
When out of stall Condition
Power… stabilise
Speed brakes, check retracted
Flight path recover smoothly.
If below 20,000ft
Flaps 1… Select.

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5
Q

Stall Warning at liftoff

A

PF “Stall, TOGA 15 degrees”
Thrust…. TOGA
Pitch attitude… 15 degrees
Bank… wings level

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6
Q

Stabilised approach calls

A

At 1000ft above aerodrome:
“Stabilised”
“Not stabilised”
“Speed” (Speed allowed to be Vls +30kts or as modified by G/S mini, provided at Vapp +10/-5 by 500ft.

Vapp can be modified up to VLS +15kts in gusty conditions.

PF response:
“Checked”
“Correcting”
“Continue to 500ft”

At 500ft
“Stabilised” or “Not stabilised”
PF response: “Checked” or “Go Around”

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7
Q

Medium Autobrake recommended for

A

Contaminated Runways
Short Runways
Tail wind
Circle App Landings
Auto-land/Cat II with manual land.
Overweight landing.
Limiting cross wind landings.

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8
Q

If on gusty approach speed can be modified to…

A

VApp may be adjusted to between VLS+ 5 to “not above” VLS +15kts.

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9
Q

Glide slope Capture from above

A

You need to make sure you are flap 2 (at least) and gear down.
Press APP p/b
Confirm G/S is armed
Select 1500ft -2000ft per min on V/S
Select FCU alt to above platform alt to avoid alt capture
At G/S capture remember to set G/A alt.

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10
Q

A/THR on APP

A

Auto pilot and A/THR SHOULD remain engaged when in IMC.
If a large speed reduction is anticipated at landing in IMC then A/THR can be disengaged and THR flown manually

If manual thrust to be used A/THR SHOULD be disconnected by 1000ft AAL in VMC.

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11
Q

Gear should be selected down

A

By 5.5 DME to Threshold.

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12
Q

Stabilised approach

A

Bank angle < 7 degrees.
ROD less than 1000ft per min
(Note: ROD can be increased by 150 ft per min per 0.5 degrees of G/S)
LOC or G/S deviation < 1 dot
VOR +/- 1/2 dot or ADF < 5 degrees
RNAV 1 dot vertical scale 0.1nm XTRK
Speed between Vapp +10kts and Vapp -5kts. Can be below VLS +30kts. (This is Allowed in IMC and VMC).
Thrust above Idle

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13
Q

Memory Action: Unreliable airspeed

A

AP: OFF
A/THR: OFF
F/D: OFF
Pitch thrust:
Below THR RED Alt….15 degrees TOGA
Above THR RED Alt ….10 degrees TOGA
ABOVE 10,000ft … 5 degrees CLB
Flaps: If 4 set to 3 otherwise leave
Speed Brake: stow
L/G: UP

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14
Q

Pitch power setting for level flight unreliable airspeed rule of thumb

A

Dirty: 6.9 degrees 69 percent.
Clean: low alt 4 degrees 80 percent
Clean high alt (above FL250) 3 degrees 88 percent.
Note add up to 5% THR if heavy and reduce 5% if light.

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15
Q

Memory Action: GPWS cautions
“TERRAIN TERRAIN” “TOO LOW TERRAIN” “TERRAIN AHEAD”

A

IMC
AP:OFF
PITCH: PULL UP (to full back stick in normal law)
THR: TOGA
Speed Brake: Stow
Bank: wings level or adjust.
Do not change configuration until clear of obstacle.
VMC
When terrain and obstacles clearly in sight.
Flight path: adjust.

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16
Q

MEMORY ACTION: GPWS caution
“DON’T SINK”

A

IMC above 1000ft or above 500ft VMC
Flight path: adjust

IMC below 1000ft or below 500ft VMC
Consider GA

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17
Q

MEMORY ACTION: GPWS caution “DON’T SINK”

A

Adjust flight path

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18
Q

MEMORY ACTION: GPWS caution “TOO LOW GEAR/FLAPS”

A

Go Around

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19
Q

MEMORY ACTION: GPWS caution “GLIDESLOPE”

A

Above 1000ft IMC or 500ft VMC
Adjust flight path

Below 1000ft IMC or 500ft VMC
Consider GA.

When conditions require deliberate approach below glideslope
G/S mode:off

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20
Q

MEMORY ACTION: GPWS/EGPWS WARNING
“PULL UP” “TERRAIN AHEAD PULL UP” “AVOID TERRAIN” “OBSTICLE AHEAD PULL UP”

A

AP: OFF
PITCH: PULL UP (full back stick in normal law)
THR LVRS: TOGA
Speedbrake lever: Stow
Bank: wings level or adjust.

Do. Not adjust configuration until clear of obstacle.

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21
Q

MEMORY ACTION: TCAS traffic advisory

A

TCAS:
“I have control”
check armed
“TCAS, TCAS blue”

If A/THR is off set to on

Note: this insures AUTO FLT A/THR limited alert. At the automatic autothrust Activation that occurs in TCAS RA.

DO NOT perform action on TCAS advisory alone
Don’t cancel any audio alt alerts as this may silence subsequent TCAS warnings.

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22
Q

MEMORY ACTION: TCAS RA

A

At TCAS advisory set A/THR to on if not already on.
“TCAS I HAVE CONTROL” or “TCAS”
If TCAS not armed
AP:OFF
FDs: Off
V/S Adjust or maintain. Pitch change 4 degrees at low alts, 2 degrees at high alts.
PM advises ATC of RA.
When clear of conflict.
Level off
FDs on
AP on
A/THR: re engage.

If an RA during an approach in conf 3 or full. Perform GA.

PM to advise ATC when clear of conflict.

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23
Q

TCAS RA/RA reversion gives pilot how much time to respond?

A

5 seconds and 2.5 seconds respectively.

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24
Q

MEMORY ACTION: Windshear warning

A

If before V1 reject Take off.

If after V1.
THR/LVRs TOGA
AP: keep in if engaged
FD orders follow (if no FDs pitch to 17.5 degrees initially and increase if required)

Do not change aircraft config until clear of windshear.

PM to call rate of climb/descent.

Smoothly recover when out of windshear.

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25
Q

MCDU pages for approaches

A

PF is PerF
PM is F-PLN
Unless otherwise required for tactical reasons.

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26
Q

When flying 3D approaches

A

Flap 2 to be taken before TOD point
Push NAV when cleared to intercept
Arm APP when cleared for app.
Check for blue down arrow
If no brick check ILS not selected in panel.
If no FINAL app select TRK FPA and suitable FPA. (Also do this is FM/GPS pos disagree).
Max 3 degrees difference allowed.

When visual.
AP: OFF
FDs: OFF
TRK FPA If applicable
Set RWY TRK.

Note: if MAP occurs at minima no need to do the above.

In the event of FM/GPS POSN disagree or 2 x NAV ACCUR DWNGRAD or 2x GPS PRIMARY lost on both NDs Go around. If only on one ND, continue approach on good AP.

3D approaches are able to be flown down to MDA provided temp is greater than 0 or temp on chart.

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27
Q

When flying a VOR approach

A

PF use ROSE VOR with inbound course set. (Remember to check this before start of approach.
ATHR should be used
Use managed speed.

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28
Q

Selected NP approach

A

Set TRK/FPA when on in bound track
Push for NAV when cleared for the approach.
At 1DME to TOD select rate of descent.
Pull at 0.3 DME to TOD
Set GA alt
PM to call out all altitudes on the way down.
Aircraft should be in landing config by FAF

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29
Q

In the case of managed approaches and cold weather ops approach must not be fully managed if temp below….

A

0 degrees
Or if approach is an RNAV approach and there is a minima is indicated on the plate below this value.

30
Q

For RNP approaches if FINAL APP does not appear at TOD

A

Approach must be discontinued unless the required visual reference can be obtained and maintained

31
Q

Discontinue RNP approach in the case of

A

GPS PRIMARY LOST on both NDs
XTRK > 0.3 NM
Vertical deviation greater than +75ft.
NAV FM/GPS POS DISAGREE on ECAM
NAV ACCUR DOWNGRAD on both FMGS

32
Q

Can continue RNP approach if

A

NAV ACCUR DOWNGRAD on one FMGS
GPS PRImARY lost on one ND
However it must be flown from the unaffected side and this can be affected without disturbing flight path.

33
Q

Limitations for RNP approaches

A

XTRK max 0.5nm up to FAF and after MAPT
XTRK max 0.15nm after FAF up to MAP
Brief deviations up to maximum of twice these limits in turns are allowable.

Deviations in excess of +/-75ft not allowed. 75ft GA is PM call. (Transient deviations are again acceptable)
If deviation get to +/- 50ft PM must call 50ft high/low.

34
Q

When temperature above 30 degrees

A

Departure with APU bleed on is recommended to avoid EGT limit being exceeded on departure.

35
Q

After an engine failure during a turn.

A

During aircraft turns AP/FD limits the bank angle when below manoeuvring speeds.
15 degree limit at Manoeuvring speeds -10kts to a max of 25 degrees at Manoeuvring speeds -3kts.

Turns to be progressively done in heading manually to ensure required rate of turn and terrain clearance.

36
Q

Engine Failure After Take Off. Status

A

APU remember to turn on if prudent.

37
Q

Engine Failure After Take Off. Status

A

APU remember to turn on if prudent.

38
Q

Engine failure at take off

A

PM: V1, Rotate
PM: “Engine failure Engine #1/#2” silences warning.
PM: “Positive climb”
PF:Gear Up
Adjust rudder position to centre the beta target.
PF: Pitches slowly to achieve a continuous pitch rate of 12.5 initially, then follow the SRS.
PM: “Mayday x3 Eng fail climbing straight ahead. Standby”
PF: TOGA, trim AP in. Pulls heading Calls FMA
PM: Checked
PF: I have control my radios confirm the failure. Are there any OEBs?
Primary ECAM actions.
PM: Primary actions complete.
PF: Above MFRA, Push alt to level off
Retract flaps.
At green dot: pull alt, set MCT.
Continue ECAM
Status stop ECAM
Any checklists (After take off) computer resets relevant procedures
APU on

39
Q

After landing with alternate landing gear extension

A

There is no nose wheel steering so you will need to be possibly towed off the runway.

40
Q

Green dot

A

Do not fly below this speed.

41
Q

Golden rules

A

Aviator navigate communicate
Use appropriate levels of automation.
Understand the FMA at all times
Take action if things do not go as expected.

42
Q

Golden rules

A

Aviator navigate communicate
Use appropriate levels of automation.
Understand the FMA at all times
Take action if things do not go as expected.

43
Q

Continue return or divert decision

A

Based on fuel
Weather at destination
Runway length at alternate/dest
Approaches available at airfields
Approach capability of aircraft.

After this review status
Notify ATC crew and passengers if plans in the form of a NITS brief.

44
Q

In the event of certain failure scenarios Vapp = VLS +xkts

A

Check calculated Vapp on EFB is minimum this value.

45
Q

Make sure you read the LAAND ASAP and other items on the right of the ECAM

A

Before proceeding to the system status synopsis

46
Q

Make sure you read the LAAND ASAP and other items on the right of the ECAM

A

Before proceeding to the system status synopsis

47
Q

Auto pilot can be engaged

A

100ft or 5 seconds after take off
Above 500ft all other phases (not including approaches)

48
Q

If there is a green arrow on the ECAM

A

Look at systems on the right and browse through ECAM to determine problem.

49
Q

Overweight landing configuration

A

Green dot for the current config may be at or above the VFE conf 1 in this case select VFE next -5kts (but not below VLS) and select next as speed decreases through VFE next. Once completed speed should be managed

50
Q

When landing in overweight landing config. Braking…

A

Use maximum runway length available. To limit possibility of brake overheat.

51
Q

For overweight landing the engine bleeds

A

Must either be selected off or commanded to off by APU bleed on selection. This maximises thrust for go around.

52
Q

Predictive windshear alert during take off

A

“Monitor radar display” aural warning. Coupled with W/S ahead in PFD

Up to capt whether to reject Take off if triggered in the take off toll or continue take off, considering TOGA. Alert Inhibited after 100kts G/S to 50ft

If experienced in the climb set ToGA. Monitor aircraft speed.

53
Q

Windshear warning on take off

A

Reject if below V1
If after V1 select TOGA
DO NOT CHANGE CONFIG
Fly SRS pitch smoothly and rapidly. 17.5 degrees if no FD.
Option to pull fully back on the Sidestick.
PM should call out variations on the ND and V/S. also needs to announce when clear and report to ATC.

54
Q

Predictive windshear on approach
“Monitor radar display”

A

Assess severity of weather on display
Select most appropriate runway.
Select flaps 3 for landing.
Use managed speed for the G/S mini function.
VAPP can be increased to a max of VLS +15 kts. In case of strong or gusty wind greater than 20kts.

In the event GA wind shear ahead triggered select TOGA and GA.
Config can be changed as long as W/S is not entered.

The auto pilot will disengage if AOA goes above alpha prot.

55
Q

Primary ECAM actions EFATO.

A

Eng fail: master off
Eng severe damage: agent 1 discharge
Engine fire: fire extinguished agent 1 discharge or agent 2 discharged.

56
Q

Primary ECAM actions EFATO.

A

Eng fail: master off
Eng severe damage: agent 1 discharge
Engine fire: fire extinguished agent 1 discharge or agent 2 discharged.

57
Q

Selecting INR TK SPlIT

A

Selected after EFATO
Splits the tank into two parts FWD and AFT. 33%:66% accounts for rotor failure and splitting of the tank causing fuel loss.

Usually the fwd prt of the tank that punctures. Fuel in the aft section can be used via the stdby pump as required.

58
Q

Selecting INR TK SPlIT

A

Selected after EFATO
Splits the tank into two parts FWD and AFT. 33%:66% accounts for rotor failure and splitting of the tank causing fuel loss.

Usually the fed pet of the tank that punctures. Fuel in the aft section can be used by the stdby pump as required.

59
Q

In the event of an ENG 2 failure the yellow elec hyd pump:

A

will run automatically to assist with flap retraction.
This will run until engine shutdown.

60
Q

In event of engine shutdown FCOM ENG shut down procedure states.

This is different to the eng fail procedure.

A

Switch off the yellow pump when in clean config if running automatically.
If windmilling engines induce transient HYD SYS LO PR warnings it is recommended the flight crew turn off the pumps associated with that engine.

61
Q

In event of engine shutdown FCOM ENG shut down procedure states.

This is different to the eng fail procedure.

A

Switch off the yellow pump when in clean config if running automatically.
If windmilling engines induce transient HYD SYS LO PR warnings it is recommended the flight crew turn off the pumps associated with that engine.

62
Q

Auto land is available

A

With one engine inoperative.

63
Q

When beta target turns from yellow to blue

A

Aircraft is approaching its maximum thrust capability.

64
Q

When doing a OeI approach

A

Delay selection of conf 2 until just before commencement of descent to landing.

65
Q

When doing a OeI approach

A

Delay selection of conf 2 until just before commencement of descent to landing.

66
Q

OEI go around

A

Compensate for increased yaw with rudder input
Pitch to 12.5 degrees initially if SRS not available.

67
Q

Land ASAP

A

Red LAND ASAP: land as soon as possible at nearest suitable airport
Amber LAND ASAP: consider landing at the nearest suitable airport.

68
Q

Emergency Stop

A

Capt:
Thr lvrs idle, max reverse, cancel rev at stop.
Park brake on
Order ECAM actions
Attn atten remain in your seats remain in your seats. Cabin crew to stations.
Assess situation
Emer EVAC if necessary.

FO: spoilers rev green decel.
100kts 70kts.
Mayday/pan pan call
ECAM actions when ordered.
Emer EVAC CL.

69
Q

In emergency stop Captain is to avoid pressing the pedals

A

As this will override max auto brake function.

70
Q

TCAS RA times

A

Initial instruction you have 5 seconds
Corrective instruction you have 2.5 seconds.

Above/below +/- 9900ft in designated direction. 2700ft in other
All +/-2700ft.

71
Q

In the event of engine failure 2 altitudes displayed in the MCDU

A

PROG page. Will display Recommended max engine out cruise altitude (LRC alt with anti ice off)
PERF page OEI gross ceiling at green dot. Set this until clear of obstacles.

Airbus 330 (14 decks)

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