Supplementary Procedures - PRO-SUP-91 Adverse Weather

Question 1

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

PRO-SUP-91-10 P 1

Answer 1

The Flight Crew must Make a Logbook Entry in order to

Initiate a Maintenance Action upon Arrival.

Question 2

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

PRO-SUP-91-10 P 1

Answer 2

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

Question 3

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

PRO-SUP-91-10 P 1

Answer 3

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

Question 4

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

PRO-SUP-91-20 P 1

Answer 4

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

• Consider FLEX Thrust
• Otherwise select TOGA Thrust.

Question 5

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

PRO-SUP-91-20 P 1

Answer 5

• 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.

Question 6

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

Answer 6

• 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.

Question 7

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

Answer 7

• 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).

Question 8

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

PRO-SUP-91-30 P3

Answer 8

For Passengers Comfort:

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

Question 9

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

Answer 9

• 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.

Question 10

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

(No Reference)

Answer 10

• 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.

Question 11

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

PRO-SUP-91-40 P 1

Answer 11

• 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).

Question 12

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

PRO-SUP-91-40 P 3

Answer 12

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.

Question 13

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

Answer 13

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

Question 14

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

PRO-SUP-91-50 P 1

Answer 14

• 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.

Question 15

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

PRO-SUP-91-50 P 1

Answer 15

• 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.

Question 16

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

PRO-SUP-91-50 P1

Answer 16

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

Question 17

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

PRO-SUP-91-50 P2

Answer 17

• 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.

Question 18

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

PRO-SUP-91-50 P2

Answer 18

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

Question 19

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

PRO-SUP-91-50 P2

Answer 19

Select TOGA Thrust.

Question 20

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

PRO-SUP-91-50 P2

Answer 20

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

Question 21

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

PRO-SUP-91-50 P3

Answer 21

• 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.

Question 22

082- What are the Recommendations during Taxi in LVO?

PRO-SUP-91-60 P1

Answer 22

• 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.

Question 23

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

PRO-SUP-91-60 P1

Answer 23

• 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.

Question 24

084- What are the Recommendations Before Landing in LVO?

PRO-SUP-91-60 P1

Answer 24

• 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.

Question 25

085- Where to Find additional info on the LVO Normal OPS? PRO-SUP-91-60 P1

Answer 25

SUPPLEMENTARY PROCEDURES (Adverse Weather - Low Visibility Operations) (Low Visibility Operations) PRO-SUP-91-60 P1 **AND** QRH **CP-LVO** 1/2 & 2/2.

Question 26

086- Where to find the Additional Elements required for a Proper Arrival Briefing in case of LVO APP? PRO-SUP-91-60 P2

Answer 26

QRH **CP-LVP** 1/2.

Question 27

087- What to do regarding the Lights during a LVO APP? PRO-SUP-91-60 P3

Answer 27

Landing Lights should Not be used during Low Visibility Approaches.

Question 28

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

Answer 28

A G/A is Mandatory unless there are Sufficient External Visual References.

Question 29

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

Answer 29

- 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.

Question 30

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

Answer 30

- 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**.

Question 31

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

Answer 31

- 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**.

Question 32

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

Answer 32

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

Question 33

093- In **CAT 3 DUAL Fail Operational** mode when is a G/A Mandatory? PRO-SUP-91-60 P3

Answer 33

- 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".

Question 34

094- During an LVO APP In the Event of Pilot Incapacitation what can be done? PRO-SUP-91-60 P4

Answer 34

- 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.

Question 35

095- Where to Find the Task Sharing and Std Calls for an LVO APP? PRO-SUP-91-60 P4

Answer 35

Task Sharing for LVO PRO-SUP-91-60 P4.

Question 36

096- What are the Std Calls for AUTOLAND? PRO-SUP-91-60 P4

Answer 36

- 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".

Question 37

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

Answer 37

- After Landing Keep **Flaps 1** or More **\*** Do NOT Retract them Completely! - This Procedure applies following Engineering Advice Only.

Question 38

098- During Typhoon conditions What is the Recommended Procedure in Case of Large Speed Variations on Final? PRO-SUP-91-80 P1

Answer 38

- 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.

Question 39

099- During Typhoon conditions What is the Recommended Procedure in Case of Very Gusty Conditions on Final? PRO-SUP-91-80 P1

Answer 39

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.

Question 40

100- During Typhoon conditions What are the Maximum Acceptable Wind Gusts for Landing? PRO-SUP-91-80 P1

Answer 40

**Gusts ≤ 54 Kt** for LDG (This will Reduce the Potential Damage to an A/C by Wind-Blown Ground Equipment).