SOPs, Flows and Other Operational Factors

Question 1

Describe the default approach gates

Answer 1

35nm
- FL100 / 250kts

~ Selected speed
~ Activate approach phase
~ Approach checks
~ 210kts

20nm / Downwind
- FL60 / 210kts

~ 180kts (spd rest.)
~ Managed spd (no spd rest.)

5nm to Centre Line / Base

• P+1000 / 180kts (spd rest.)
• P+1000 / G Dot (no spd rest.)

~ F1
~ 160kts (spd rest.)

P

• F1 / 160kts (spd rest.)
• F1 / S spd (no spd rest.)

2500

• F1 / 160kts (spd rest.)
• F1 / S spd (no spd rest.)

~ F2
~ Gear down
~ F3
~ Ff
~ Landing checks

1000
- Stable

Question 2

What are the T/O Stop items an FO can call Stop for?

Answer 2

• Fire warning or severe damage
• Sudden loss of engine thrust
• Any red ECAM
• Any of the following 5 amber ECAMS:
  ~ F/CTR: SS Fault
  ~ ENG: THR LVR Fault
  ~ ENG: REV Fault
  ~ ENG: REV Unlocked
  ~ ENG Fail

If FO is PF then also:

• Obviously blocked RWY
• Flight control difficulties

Question 3

Describe PF and PM roles in the generic Abnormal Procedure

Answer 3

Event occurs
- PM: Silence any alarms
- PM: State issue title
- PM: Check overhead panel for information
- PF: FNC
~ FMA's
~ Current law
~ Current position and path

• PF: Request check OEB’s
• PF: Request ECAM actions
  ~ Radios (need to inform ATC?)
• PM: ECAM actions
  ~ Confirm: guarded, fuel, engine masters
  ~ PF: THR LVR’s

System pages

• PM: Read and describe each page
• PM: ‘Clear __?’
• PF: ‘ Clear __’

Status page displayed

• PM: ‘Status available’
• PF: ‘Stop ECAM’
• PF: ‘Any normal CL, resets, additional procedures?’
• PF: ‘Continue ECAM’
• PM: Read out status page
• PM: ‘Remove status?’
• PF: ‘Remove status’
• PM: ‘ECAM actions complete’
• PF: FNC / PPP

TDODAR

Question 4

Before start flows: Describe for both PF and PM

Answer 4

Push-back and start approved

• PF: Windows and doors check
• PF: THR LVRs: Idle
• PF: Accumulator pressure check
• PF: Nose wheel steering disconect
• PM: Beacon on
• PM: XPDR on
• PM: Windows and doors check

Question 5

After start flows: Describe for both PF and PM

Answer 5

Eng 1 (2) finished starting
- PF: Eng Start switch to Normal

• PF: APU bleed off
• PF: Anti-ice as required
• PF: APU off
• PM: Spoilers arm
• PM: Zero rudder trim
• PM: Flaps set
• PM: Trim set
• PM: Door page display

Question 6

Explain 2D approaches using TRK/FPA

Answer 6

At least 15nm out
- Ensure that the ‘box’ is correctly coded using CASA
~ Check coding (1 degree TRK / 0.1 degree FPA)
~ Activate the approach phase
~ Sequence the flight plan
~ Arm the approach (only when TO way point is the final descent point)

Approach to be flown in an early stabilised config

• 5nm: Flap 1
• 3nm: Flap 2
• 2nm: Gear down / Flap 3
• 1nm: Set FPA (as per the plate)
• 0.3nm: Pull to descend

On the final descent

• PM: Calls out distance / height and _ high / low
• PF: Adjusts FPA 0.1 degree per 10 ft out
• PF: Set Go-around alt and check
• PF: Landing checklist
• PF: Position check

Visual and control handed over

• PF: AP off
• PF: FD’s off, Bird on

Question 7

3D approach OEI: What are the main differences of flying a 3D approach with OEI compared to all engines running?

Answer 7

The main difference when flying a 3D approach with OEI is the effect on trim and the need for rudder control for configuration:

• The amount of rudder trim for Flap 1 / S spd is the same for Flap 3 / Gear down / Vapp
• Therefore, when changing configuration on the slope, the change in trim can be held on the rudder peddles between Flap 1 and Flap 3
• If landing Flap full, then a change in trim is required

The other effect is that OEI will make the controls feel more sluggish:

• This can make corrections slightly harder

Question 8

After landing flows: Describe for both PF and PM

Answer 8

Landed and vacating the runway:

• PM: Lights (landing and strobe off)
• Call for taxi instructions

Taxi route agreed:

• PF: Disarm spoilers
• PM: Wx radar off
• PM: Flaps up (unless contaminated)
• PM: TCAS standby
• PM: APU start
• PM: Anti-ice as required
• PF: After landing check list

Question 9

Early Stabilised Approach: How and when is the AC configured to achieve this?

Answer 9

The aim of an Early Stabilised Approach is to have the AC in the LDG configuration and at Vapp by the final descent point.

To achieve this:

• AC is flown in Managed speed
• 5nm: Flap 1 / S speed
• 3nm: Flap 2 / F speed
• 2nm: Gear down / Flap 3 / Vapp

If on a 2D approach:

• 1nm: Set FPA
• 0.3nm: Pull FPA

One established on the descent:
- Flap Full (if required)

Question 10

Taxi flows: Describe for both PF and PM

Answer 10

The order that the taxi flows are done is dependent on the situation.

Start taxiing:

• PF: Lights on (Nose, RWY turn off)
• Clear L/R
• PF: Break check
• PM: Pressure 0

Flight control checks (both engines running):

• PF: Runs through
• PM: Runs through
• PM: Auto break max

Late close-out procedure (loadsheet received):
- PM: Checks
~ Looking for compliance with
~ // signify a change
- PM: ‘Late close-out procedure complete’
- PM: ‘What weight do you see?’
- PM: compare weight on AC with loadsheet

Taxi flow:

• PM: Wx radar on
• PM: TCAS: TARA
• PM: Terrain as required

Departure brief:

• PF: TO Rwy (ND vs Real world)
• PF: Initial turn
• PF: SID
• PF: Stop altitude
• PF: Additionals

Question 11

Rwy line up flows: Describe for both PF and PM

Answer 11

Clearance to line up is given
PF: Check approach path
PF: Check correct Rwy
PF: Line up

PM: Check approach path
PM: Check correct Rwy
PM: Lights (Ldg, Strobe, Nose)
PM: CC signal (smoke)
PM: Brake fans
PM: Pax (as required)

Question 12

FL100 (CLB) flows: Describe for both PF and PM

Answer 12

Pass FL100

• PF: Altimeter check
• PM: Lights
• PM: Seat belts
• PM: EFIS Airports
• PM: Check memos
• PM: Update GW
• PM: Secondary FP
• PM: Nav Aids
• PM: Check optimum flight level