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PRO SUP FEB 2016 > Supplementary Procedures - PRO-SUP-91 Adverse Weather > Flashcards

Supplementary Procedures - PRO-SUP-91 Adverse Weather Flashcards

1
Q

062- Except for the Seatbelts What is to be done if Severe Turbulence Occurs during a Flight?

PRO-SUP-91-10 P 1

A

The Flight Crew must Make a Logbook Entry in order to

Initiate a Maintenance Action upon Arrival.

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2
Q

063- What is the Preferred Landing Config. if Severe Turbulence are Expected for Landing?

PRO-SUP-91-10 P 1

A
  • CONF 3 is Preferred
  • It provides More Energy and Less Drag.
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3
Q

063- What is the Preferred Landing Config. if Severe Turbulence are Expected for Landing?

PRO-SUP-91-10 P 1

A
  • CONF 3 is Preferred
  • It provides More Energy and Less Drag.
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4
Q

064- In case of Windshear When to select FLEX or TOGA for T/O?

PRO-SUP-91-20 P 1

A

If Windshear is Forecast but there are No Recent Reports of Actual Windshear:

  • Consider FLEX Thrust
  • Otherwise select TOGA Thrust.
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5
Q

065- What are the Highlight Points to consider in case of Windshear during an APP?

PRO-SUP-91-20 P 1

A
  • Preferably Delay Landing or Divert to Another Airport until

conditions are more favourable

  • Select the Most Favourable RWY conditions with the Most

Appropriate Approach Aid

  • Select FLAPS 3
  • Use Managed Speed during the APP.
  • Keep the A/P ON, for a more Accurate APP when an

ILS is Available.

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6
Q

066- Above What Strength and What is to be done in case of Strong or Gusty Crosswind at Landing?

PRO-SUP-91-20 P 1

A
  • In case of Strong or Gusty Crosswind > 20 Kt:

* Refer to QRH/PER-C VAPP Determin. without Failure

OR

* Use the LDG PERF from App. “Perf TOLD”/ACARS for

VAPP Determination.

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7
Q

067- What is Possible to do in case of Frost Formation on One or Several Areas of the Wing Surfaces?

PRO-SUP-91-30 P3

A
  • The Captain can Request a Local De-Icing Application

for the Affected Areas Only.

  • Both Wings must Receive Symmetrical Treatment

(Even if Frost Formation does Not Affect Both Wings).

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8
Q

068- During De-Icing, What is the Max Recommended Time to Keep the Packs OFF?

PRO-SUP-91-30 P3

A

For Passengers Comfort:

20 Min Max. (Depending on Cabin Temp.).

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9
Q

069- If the Fuselage has been Sprayed, what shall be done to Avoid Specific Odours or Smoke Warnings After the APU Start?

PRO-SUP-91-30 P 4

A
  • Keep the APU Running with the APU BLEED OFF

for about 5 min After Spraying

  • Consider APU BLEED OFF for TakeOff.

Please Note:

Delaying the APU Bleed will delay ENG Start and Reduce the ‘HOT’ Window.

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10
Q

070- What is a Normal Flow for the De-Icing Procedure?

(No Reference)

A
  • Refer to QRH CP-AWO
    1) (Cold Weather / De-Icing - Flight Preparation) 1/2
    2) For HOT Charts Refer to (Chap 8.2.3.10)
    3) (Cold Weather / De-Icing - Cockpit Preparation) 1/2
    4) (De-Icing and Anti-Icing Procedures) 2/2
    5) Consider Columns: De-Icing at Bay OR Remote Bay 2/2
    6) Before Starting to Spray: Use PRO-SUP-91-30
    7) PRO-SUP-91-30 Completed –> Continue QRH CP-AWO
    8) Before T/O C/L IF the “HOT” Protection is Still Valid.
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11
Q

071- In case of Ash, Sand or Dust what are the Elements to Consider during Cockpit Prep?

PRO-SUP-91-40 P 1

A
  • Do NOT Use the APU!

Except if Ground Assistance is Not Available

(Particularly in Case of Volcanic Ash)

  • Do NOT Use the Windshield Wipers
  • Consider the Penalty on Brake Performance
  • Treat TakeOff Performance as if it is Similar to:

* WET Runway (Dry Ash)

* SLUSH (Wet Ash).

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12
Q

072- In Flight, What are the Phenomena Indicating that the Aircraft may be Flying Into Ash Cloud?

PRO-SUP-91-40 P 3

A

In Hours of Darkness or in MET. Conditions that

Obscure Volcanic Dust, consider:

- Smoke or Dust in the Cockpit

- Acrid Odours Similar to that of Electrical Smoke

- The Appearance of St. Elmo’s Fire and Static

Discharges around the Windshield

- Bright White or Orange Glow appearing in the

Engine Inlets

- Sharp, Distinct Beams from the Landing Lights

- Multiple Engine Malfunctions, such as:

* Rising EGT

* Decreasing Power

* Stall or Flame Out

Please Note:

For the In-Flight Procedure, Refer to QRH:

  • Miscellaneous

* VOLCANIC ASH ENCOUNTER 80-10A.

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13
Q

073- On a Fluid Contaminated Runway what is the Correlation Between the Risk of Ingestion and the Depth of the Contaminant?

PRO-SUP-91-50 P 1

A

The Risk of Ingestion is Independent of the Depth of the Contaminant.

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14
Q

074- What’s particular with the Antiskid and Fluid Contaminated Taxiways?

PRO-SUP-91-50 P 1

A
  • The antiskid does Not Operate at Low Taxi Speed
  • It’s then Very Important to Keep the Speed as Low as

Possible and Turn Smoothly in order to Obtain a

Minimum Radius.

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15
Q

075- What is to be done regarding the Flaps Before T/O if the Taxiways are Contaminated?

PRO-SUP-91-50 P 1

A
  • To Avoid the Contamination of the Slats/Flaps Mechanism,

Keep Slats/Flaps Retracted until the A/C Reaches the

Holding Point on the T/O RWY

  • Hold the “BEFORE T/O C/L” at “FLAP SETTING”
  • Resume the C/L after the Extension of the Slats/Flaps.
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16
Q

076- Where to Find the Information on How to Retract the Flaps after ENG Shutdown?

PRO-SUP-91-50 P1

A

SUPPLEMENTARY PROCEDURES

(Adverse Weather - Fluid Contaminated Runway)

(Taxiing)

PRO-SUP-91-50 P1.

Please Note:

This procedure might be used After Having Taxi on

Contaminated Taxiways

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17
Q

077- What happen to the Radio Altimeter Indications when Taxiing on Contaminated Taxiways or Runways?

PRO-SUP-91-50 P2

A
  • The Radio Altimeter Indications may “Fluctuate”
  • “NAV RA 1(2)(1+2)” Fault ECAM may be Triggered
  • It’s Also Possible with the Presence of De-Icing Fluid on

the Antennas

Please Note:

Taxi Time Should be Enough to “Dry” the Antenna and

for Any ECAM Warning to Disappear.

18
Q

078- In Case of Invalid LGCIU Information, what ECAM Alerts shall be Disregarded?

PRO-SUP-91-50 P2

A
  • ENG DUAL FAILURE
  • ANTI ICE CAPT (F/O) TAT
  • L/G SHOCK ABSORBER FAULT.
19
Q

079- What Thrust to consider in Case of Contaminated RWY?

PRO-SUP-91-50 P2

A

Select TOGA Thrust.

20
Q

080- What to do in Case of Failure Below V1 on a Contaminated RWY?

PRO-SUP-91-50 P2

A
  • Do NOT Abort TakeOff for Minor Deficiencies even at Low Speeds.
21
Q

081- What is Recommended regarding Antiskid & AutoBrake when Landing on a Contaminated RWY?

PRO-SUP-91-50 P3

A
  • Avoid Landing on Contaminated Runways if the Antiskid

is Not Functioning

  • The use of Autobrake LOW or MED is Recommended

provided that the Contamination is Evenly Distributed.

22
Q

082- What are the Recommendations during Taxi in LVO?

PRO-SUP-91-60 P1

A
  • Do not Taxi > 10 Kt
  • X-Check Expected HDG with PFD/ND & ARPT Charts
  • Complete the Before TakeOff procedures:

* Before Taxiing

OR

* Upon Reaching the Holding Point.

23
Q

083- What are the Recommendations during Line Up in LVO?

PRO-SUP-91-60 P1

A
  • Select the LS / ROSE LS on the EFIS CTL to Monitor the

Localizer on the PFD/ND

  • Confirm that the A/C is Lined Up with the Centreline of

the Correct Runway.

24
Q

084- What are the Recommendations Before Landing in LVO?

PRO-SUP-91-60 P1

A
  • Check the ECAM STATUS Page for any Degraded

Approach Capability

  • Check any System Fault against the Table that Lists

the Equipment Required for the Various Landing

Capabilities.

25
Q

085- Where to Find additional info on the LVO Normal OPS?

PRO-SUP-91-60 P1

A

SUPPLEMENTARY PROCEDURES

(Adverse Weather - Low Visibility Operations)

(Low Visibility Operations)

PRO-SUP-91-60 P1

AND

QRH CP-LVO 1/2 & 2/2.

26
Q

086- Where to find the Additional Elements required for a Proper Arrival Briefing in case of LVO APP?

PRO-SUP-91-60 P2

A

QRH CP-LVP 1/2.

27
Q

087- What to do regarding the Lights during a LVO APP?

PRO-SUP-91-60 P3

A

Landing Lights should Not be used during Low Visibility Approaches.

28
Q

088- In case of LVO APP, If LAND is NOT Annunciated by 350 Ft RA, What is to be done?

PRO-SUP-91-60 P3

A

A G/A is Mandatory unless there are Sufficient External

Visual References.

29
Q

089- What to do for Any System Fault that does Not incur a Landing Capability Downgrade on ECAM STATUS or FMA?

PRO-SUP-91-60 P3

A
  • Refer to QRH/OPS Required Equipment for CAT2 and CAT3 - Check the Fault against the Table that Lists the Equipment Required for the Various Landing Capabilities.
30
Q

090- What to do if a Reversion to a Degraded Approach Capability occurs and the RVR is Within Limits of the New Capability?

PRO-SUP-91-60 P3

A
  • Above 1000 Ft AAL:

* Complete ECAM Actions

* Amend the DH in the PERF APPR Page

* Continue the APP

  • Below 1000 Ft AAL:

* G/A is Recommended.

31
Q

091- What to do if a Reversion to a Degraded Approach Capability occurs and the RVR is Below the Minima of the New Capability?

PRO-SUP-91-60 P3

A
  • Above 1000 Ft AAL:

* The APP may be Continued to 1000 Ft in Anticipation

of an Improvement in RVR

* Complete ECAM Actions

* Amend the DH in the PERF APPR Page

* Continue the APP

  • Below 1000 Ft AAL:

* G/A is Mandatory.

32
Q

092- What to do in CAT 3 DUAL Fail Operational mode if a Single Failure that does Not Illuminate the AUTOLAND Warning Light Happen?

PRO-SUP-91-60 P3

A

As a General Rule, it does Not Require a G/A.

33
Q

093- In CAT 3 DUAL Fail Operational mode when is a G/A Mandatory?

PRO-SUP-91-60 P3

A
  • If the AUTOLAND Warning Light Illuminates
  • If during an Autoland:

* FLARE is Not Annunciated by 30 Ft RA

In this case, the PM Shall Call “NO FLARE”.

34
Q

094- During an LVO APP In the Event of Pilot Incapacitation what can be done?

PRO-SUP-91-60 P4

A
  • The APP may be Continued as long as the PFD

Annunciates CAT 2 or Better

  • The Pilot Incapacitation checklist Must be Actioned

After Completion of the Landing Roll.

35
Q

095- Where to Find the Task Sharing and Std Calls for an LVO APP?

PRO-SUP-91-60 P4

A

Task Sharing for LVO

PRO-SUP-91-60 P4.

36
Q

096- What are the Std Calls for AUTOLAND?

PRO-SUP-91-60 P4

A
  • Passing 350 Ft RA and LAND GREEN displayed on FMA

PF — “Land Green”

PM — “Check”

Applicable to CAT 1, 2, 3A

  • 100 Ft above MDA/DH“Hundred Above” (Auto callout)

PF — “Check”

  • MDA/DH “Minimum” (Auto callout)

PF — “Continue”

Or

“Go-around, Flaps.”

Only Applicable to CAT 3B NO DH

  • 100 Ft RA “One Hundred” (Auto callout)

PF — “Continue”

PM Calls in All Cases —

“FLARE” Annunciate on FMA — “Flare”

FLARE NOT Annunciated by 30 Ft RA — “NO Flare”

“ROLLOUT” Annunciated on FMA — “Rollout”

ROLLOUT NOT Annunciated on FMA — “NO Rollout”.

37
Q

097- In some Specific Cases, What is to be done with the Flaps when the OAT is >30° C and the Expected Transit Time is > 1 Hour?

PRO-SUP-91-70 P1

A
  • After Landing Keep Flaps 1 or More

* Do NOT Retract them Completely!

  • This Procedure applies following Engineering Advice Only.
38
Q

098- During Typhoon conditions What is the Recommended Procedure in Case of Large Speed Variations on Final?

PRO-SUP-91-80 P1

A
  • An Initial Approach Speed of VLS +20 Kt to +30 Kt

is Acceptable

  • On the Final Stage, with Speeds Significantly in Excess

of the VAPP at the Threshold a G/A is Mandatory.

39
Q

099- During Typhoon conditions What is the Recommended Procedure in Case of Very Gusty Conditions on Final?

PRO-SUP-91-80 P1

A

In Very Gusty Conditions:

  • MANUAL THRUST (To Dampen Harsh Thrust Reactions)
  • MANAGED SPEED (To Benefit from the In Built

Protections of the FMGS) are Recommended.

40
Q

100- During Typhoon conditions What are the Maximum Acceptable Wind Gusts for Landing?

PRO-SUP-91-80 P1

A

Gusts ≤ 54 Kt for LDG

(This will Reduce the Potential Damage to an A/C by

Wind-Blown Ground Equipment).

PRO SUP FEB 2016 (16 decks)

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