TECH Flashcards
CSFF:
Extra info: aircraft with no defined lines on upper wing surface: t/o with frost on upper surface is not allowed
Power Transfer Unit
Power Transfer Unit:
The purpose of the PTU is to supply the additional volume of hydraulic fluid needed to operate the autoslats and leading edge flaps and slats at the normal rate when system B engine-driven hydraulic pump is inoperative. The PTU uses system A pressure to power a hydraulic motor-driven pump, which pressurizes system B hydraulic fluid. The PTU operates automatically when all of the following conditions exist:
• system B engine- driven pump hydraulic pressure drops below limits
• airborne
• flaps not up
Landing Gear Transfer Unit
The purpose of the landing gear transfer unit is to supply the volume of hydraulic fluid needed to raise the landing gear at the normal rate when system A engine driven pump volume is lost. The system B engine driven pump supplies the volume of hydraulic fluid needed to operate the landing gear transfer unit when all of the following conditions exist:
• airborne
• No. 1 engine RPM drops below a limit value
• landing gear lever is positioned UP
• either main landing gear is not up and locked.
Circling at night restrictions:
-max surface crosswind is 20kts, Gust values shall not exceed 40kts
-ceiling required: circling minima +300ft
-VASI/PAPI is required
-not allowed for „New“ Captains*
*The following terms are used in Malta Air:
New Captain Malta Air
A captain is ‘new’ until he has completed 100 flight hours and 10 sectors in 120 days or 150 hours and 20 sectors with no time limit since first successful line check. All new Captains are indicated in the Crew Management system by the word NEW’ after the crewcode.
New Captain, what does this mean and what are the restrictions
New Captain Malta Air:
A captain is ‘new’ until he has completed 100 flight hours and 10 sectors in 120 days or 150 hours and 20 sectors with no time limit since first successful line check. All new Captains are indicated in the Crew Management system by the word NEW’ after the crewcode.
Restrictions:
-New CPT and New F/O shall not operate together
-no visual approach unless no other approach available
-no Cat C or Cat B Restricted airfield unless it is the Home Base and Training Module completed
-100m needs to be added on RVR
-no circling approach at night
Short Field Performance Aircraft, what does this mean?
The Short Field Performance Package is designed to improve take-off and landing performance on short runways.
The SFP package includes the following:
•Idle thrust delay is reduced from 5 seconds to 2 seconds to reduce landing distance.
• Flight spoiler and ground spoiler deflection is increased to 60°.
•SFP aircraft are configured with sealed leading-edge slats for all take-off positions to reduce drag. Leading edge devices move to FULL EXT position only at Flaps 30 and 40.
Speed Trim System, how does it work?
Intercepting G/S from above technique:
-capture localizer before descending below cleared altitude or platform altitude
-arm APP mode within one dot of G/S
-G/S capture by 4/ 5nm (VMC/IMC)
Above 80kts I will only reject t/o for:
Fire or Fire Warning
Engine Failure
Predictive Windshear Warning
Airplane is unsafe or unable to fly
Icing and Freezing Conditions:
Icing conditions exist when OAT (on the ground) or TAT (in flight) is 10°C or below and any of the following exist:
• visible moisture (clouds, fog with visibility of one statute mile (1600m) or less, rain, snow, sleet, ice crystals, and so on) is present,
or
• ice, snow, slush or standing water is present on the ramps, taxiways,
or runways.
Freezing Conditions (RYR):
Freezing conditions exist on the ground when the OAT is +3°C or below and any of the following exist:
• visible moisture (clouds, fog with visibility of one statute mile (1600m) or less, rain, snow, sleet, ice crystals, and so on) is present,
or
• ice, snow, slush or standing water is present on the ramps, taxiways,
or runways.
Fuel Leak during engine start:
If, during engine start, the ground crew reports a fuel leak from an engine drain, the engine start may be continued.
• If the fluid leak continues after the engine is stable at idle, do the following:
1. Shut down and restart the engine.
2. If the leak continues on the second engine start run the engine at idle thrust for up to 5 minutes. If the fluid leak stops during this time, no maintenance action is needed.
3. If the leak continues beyond 5 minutes on the second engine start, or at any time becomes significant, shut down the engine. Contact Maintrol. A tech log entry will be required.
What does the F/D command during windshear escape maneuvre:
Takeoff or Go-Around:
If windshear is encountered during F/D takeoff or go-around, the F/D pitch command bar provides commands to maintain the target speed until vertical speed decreases to approximately +600ft/pm. At this point, the F/D pitch bar commands a 15 degree nose- up pitch attitude. If vertical speed continues to decrease, the F/D continues to command a 15 degree pitch attitude until a speed of approximately stick shaker is reached. It then commands pitch attitudes which result in intermittent activation of the stick shaker. As the airplane transits the windshear condition, the F/D programming reverses. As climb rate increases above approximately +600 pm, the F/D commands pitch attitudes which result in acceleration back to the target speed. The A/P and F/D both operate in a similar manner during A/P or F/D go around.
Approach and Landing:
If windshear is encountered during an ILS approach, both the F/D and A/P attempt to hold the airplane on altitude, or on glideslope after glideslope capture, without regard to angle of attack or stick shaker limitations. Airspeed could decrease below stick shaker and into a stall if the pilot does not intervene by pushing the TO/GA switch or disengaging the A/P and flying manually.
WARNING: Although the F/D, A/P and A/T may be performing as
previously described, severe windshear may exceed the performance capability of the system and/or the airplane. In this situation, the flight crew must, if necessary to avoid ground contact, be prepared to disengage the autothrottle, advance thrust levers to the forward stop, disengage the autopilot and manually fly the airplane.
Engine-Out Taxi (EOT) after landing, which conditions must be met?
(Single Engine Taxi)
- Avoid thrust levels in excess of 40% N1
- After Landing Taxi-In Procedure Completed
- No Low Visibility Procedures
- No Freezing Conditions
- No Contamination present (reported or observed) on
Taxiways/Aprons; BA Good - Actual Gross Weight ≤63,000 kgs
- No Conflicting NNC/HIL/MEL/DDPG restrictions impacting braking and/or steering
- Taxiway and Apron slope accommodate use of minimum thrust on one engine and no FOD hazards exist en-route to, or around the stand
- No restrictions for EOT in AFB or arising from WIP promulgated by NOTAM
Practice Cat 2/3 Approaches and Autoland requirements:
Practice CAT I/III approaches are permitted to unprotected runways, with visibility 1,500 m or greater and ceiling 500 ft or higher, including at night.
Verify all Landing Distance Required for all practice autolands. During a practice approach, system malfunction in itself does not require a Go-Around. In a practise CAT I/III approach the captain may decide to take over manually and land provided the approach can be continued safely.
Autoland Upgrade
Ideally the autoland for the purpose of an autoland upgrade will be conducted to an operational and protected CATI/III runway. However a satisfactory autoland for upgrade is valid if conducted on any runway with a serviceable and operational ILS.
Assumed Temperature Reduced Thrust Restrictions
Maximising RTOW order:
Contact OCC if all of the options fail to discuss a/c change, technical stop or leaving payload (bags) behind.
Manual Weather Radar Tilt for different phases of flight?
What conditions would we cycle the flaps during freezing conditions?
Check only required for full travel when aircraft has been exposed to freezing precipitation (snow, slush, ice, FZDZ, FZRA or rain on a cold soaked airframe) following a prolonged stop(>45min)*
*The 45 minutes prolonged stop is an approximate and not absolute limit for the time elapsed with the flaps stationary (retraction after landing until extension for takeoff).
Assess if cycling the flaps is necessary based on intensity and temperature of the wet freezing precipitation and the time lapsed for it to re-freeze and jam/damage the flaps.
1st wave departures; was the aircraft exposed to freezing precipitation over night? If in doubt, cycle the flaps.
Portable Breathing Equipment, what to check and how to use?
Duration?
Stowage, Quantity,check green storage cage intact and indicator is NOT pink
Duration: 15 minutes
Torch PDI‘s:
Stowage, Quantity, Red light flashes at not more than 10 second intervals, otherwise unsatisfactory battery condition.
Duration: 30 minutes to 4hrs
Is the MSA temperature corrected
Yes, at and below 0 degrees it has to be temperature corrected and also each altitude below the corrected MSA.
Accomplish the ABORTED ENGINE START checklist for one
or more of the following conditions:
• No N1 rotation before the engine start lever is raised to IDLE detent.
• No oil pressure indication by the time the engine is stabilized at idle.
.• No increase in EGT within 15 seconds of raising the engine start
lever to IDLE detent.
• No increase in, or a very slow increase in N1 or N2 after EGT indication.
• EGT rapidly approaching or exceeding the start limit.
When will the CPT say „Cabin Crew Arm Slides and Cross Check“ ?
After contact with ground crew is established and the area around the aircraft is clear PRIOR to requesting push and start clearance.
Pre Takeoff Contamination Check, how and why is it done?
External Pre Take-off Contamination Check
The Commander shall continually monitor the environmental situation (e.g. precipitation, wind and OAT) after the performed Anti/De-icing treatment.
Prior to take-off the Commander shall assess whether the applied HoT is still appropriate.
When the HoT has been exceeded or if doubt exists regarding the continued effectiveness of the applied Anti-icing treatment, the Commander shall arrange for a pre take-off contamination check to be performed externally by a qualified person* in order to verify that the aircraft’s surfaces are free of contamination. When required, advise ATC/Dispatch that “an external pre-take-off contamination check is required” and they will coordinate to facilitate the local procedure. If this external check cannot be performed just before take-off, the aircraft shall return to a place where re-treatment shall be applied.
Prior to conducting Engine-Out Taxi (OT) After Landing the following conditions must be met:
- Avoid thrust levels in excess of 40% N1
- After Landing Taxi-In Procedure Completed
- No Low Visibility Procedures
- No Freezing Conditions
- No Contamination present (reported or observed) on
Taxiways/Aprons; BA Good - Actual Gross Weight <63,000 kgs*
- No Conflicting NNC/HIL/MEL/DDPG restrictions impacting braking and/or steering
- Taxiway and Apron slope accommodate use of minimum thrust on one engine and no FOD hazards exist en-route to, or around the stand
- No restrictions for EOT in AB or arising from WIP promulgated by NOTAM
-3 minutes engine cooldown recommended
Last 600m of the landin roll, CPT callout?
„Check“ or „I have control“ (CPT if PM will take control)
Driftdown Procedure, when do you select LVL change?
What is RFS A procedure and can you load the FMC meanwhile?
No, you cannot load the FMC.
Planning minima, type A and B approach additives and Circling additives
„OIL PRESSURE“ call on engine start, when do you call it and what is the limit
Oil pressure normally is rising when N2 reaches approximately 16%. There should be an indication latest when stabilized idle is reached. Stabilized Idle is indicated when the EGT start limit line (red line) is removed.
Maximum taxi speeds?
60 kts RET, but RYR recommended is 45 kts for RET
50 kts on rwy, backtracking etc
30 kts on taxiway
15 kts on apron
10 kts when turning 45*+ (also rwy)
5 kts on contaminated rwy + twy
Landing with -2 degress and visibility 800m, what are your thoughts?
-FZFG (vis less than 1000m and temp below 0 degrees = FZFG)
- Cold temperature correction to minima and altitudes below cold temp corrected msa
-monitored approach
-rwy condition and braking action
-engine anti ice
-aircraft must always be deiced if FZFG conditions exist before departure
-after landing flow freezing conditions leave stab in 5 and probes on, with slush on ground flaps should only be retracted to 15
-no single engine taxi because of freezing conditions
-if slippery, taxi with 5kts
Before taxi checklist freezing conditions, what comes first? The flow or the checklist and what is different.
The flow comes first, probe heat should have been switched on already during the preflight procedure. Engine and if not deiced wing anti ice needs to be switched on. Flaps remain in UP position until holding point.
Stabilised Approach Criteria?
8.1.3.4.17
Stabilised Approach Operations
AMCI CAT OPMPA 115 (a)
Approach Flight Technique
The following criteria should be satisfied for all stabilised approach operations:
- The flight management systems and approach aids should be correctly set, and any required radio aids identified before reaching a predetermined point or altitude/height on the approach.
- The aeroplane should be flown according to the following criteria from a predetermined point or altitude/height on the approach:
a. the angle of bank should be less than 30 degrees; and
b. the target rate of descent should be that required to maintain the correct vertical path at the planned approach speed. - Variations in the rate of descent should normally not exceed 50% of the target rate of descent.
- An aeroplane should be considered stabilised for landing when the following conditions are met (the below requirements are satisfied by complying with the LOA Stabilization Criteria for approaches, OMA 8.3.0.3.4):
a. the aeroplane is tracking within an acceptable tolerance of the required lateral path;
b. the aeroplane is tracking within an acceptable tolerance of the required vertical path;
c. the vertical speed of the aeroplane is within an acceptable tolerance of the required rate of descent;
d. the airspeed of the aeroplane is within an acceptable tolerance of the intended landing speed;
e. the aeroplane is in the correct configuration for landing. unless operating procedures require a final configuration change for performance reasons after visual reference is acquired: and
f. the thrust/power and trim settings are appropriate. - The aeroplane should be stabilised for landing before reaching 500 ft above the landing runway threshold elevation.
After push back but before taxi: Master Caution Fault, MEL or QRH?
MEL as aircraft did not move under own power yet
After engine start, the MASTER CAUTION system, annunciator lights, and alerts are used as the primary means to alert the crew to a non-normal system condition.
Illumination of the MASTER CAUTION and system annunciator lights requires accomplishment of the appropriate non-normal procedure. Upon completion of the procedure and prior to takeoff, the Minimum Equipment List Dispatch Deviations Guide (MELDDG) or airline equivalent should be consulted to determine if MEL relief is available. Once the aircraft begins to move under its own power, for the purpose of preparing for take-off, the aircraft is no longer constrained by the MEL. However, the commander must exercise sound judgment in deciding whether to continue.
IAS Disagree on takeoff, when would you do the memory items?
Takeoff
If an unreliable airspeed event occurs during takeoff at or after V1, maintain takeoff thrust, set 15° pitch attitude, retract the landing gear, and maintain flap configuration. Climb at 15° pitch attitude until reaching acceleration height. At acceleration height, do the Airspeed Unreliable NC memory items and checklist.
Airspeed Unreliable (Stick Shaker Deactivation) Memory Items
APU FIRE Memory Items
Cabin Altitude Warning Memory Items
Emergency Descent Memory Items
Engine Fire or Sever Damage or Separation Memory Items
Engine Fire on the Ground Memory Items
Engine Limit or Surge or Stall Memory Items
Engine Overheat Memory Items
Loss of Thrust on both Engines Memory Items
Runaway Stabilizer Memory Items
Approach to Stall or Stall Recovery Memory Items
Terrain Escape Manoeuvre Memory Items
GPWS WARNING
Nose High Recovery Memory Items
Nose Low Recovery Memory Items
Windshear Escape Maneuver Memory Items
How many approached with Windshear
Only two approaches maximum!
Where do you find the FTL, manual and chapter?
OMA Chapter 7
What is the ICAO COMM FAILURE procedure and what is the difference to the special procedure in Dublin?
Maintain last assigned speed and level or MSA if higher for a period of 7 minutes, Squawk 7600
Dublin: 3 minutes instead of 7 minutes
Explain the whole Circling Procedure?
What and why was it changed?
Why was changed answer missing
Indications the airplane is in Windshear?
The following are indications the airplane is in windshear:
• windshear warning (two tone siren followed by
“WINDSHEAR, WINDSHEAR, WINDSHEAR”) Or
• unacceptable flight path deviations.
Note: Unacceptable flight path deviations are recognized as
uncontrolled changes from normal steady state flight conditions below 1000 feet AGL, in excess of any of the following:
• 15 knots indicated airspeed
• 500 fpm vertical speed
• 5° pitch attitude
• 1 dot displacement from the glideslope
• unusual thrust lever position for a significant period of time.
What does the FMA show during a GA?
Go-Around, what is the difference between 1 press TOGA and 2 press TOGA?
1 press = GA with 1000-2000ft/min rate of climb
2 press = full GA N1 thrust limit
What is the white bug?
V2+15kts on take-off
Vref + 20kts on landing
(If an engine fails and thrust for landing flap conditions is not sufficient, retract flaps to 15 and set Vref+20kts which is indicated by the white bug, therefor we have the white bug)
What is KORA and name some of them? Which is the most important KORA for you and your TEM?
How many KORA does RYR have and how many not accounted by Ryanair?
KORA of the month September?
September KORA: PLOC
Ryanair has 10 KORA’s. And for Ryanair Human Factor is already a part of any KORA. Most important for me is HEA.
On Ground Emergency, actions of the CAPT and F/O?
After Landing, when do you start the after-landing procedure?
Taxi In Procedure - Pilot Flying and Pilot Monitoring (RYR ):
When clear of the active runway and taxi instructions have been received, acknowledged, written in FMC scratchpad and understood by both pilots, the first officer accomplishes the following after landing flow:
Why do we have a ne me „arm slides and Crosscheck“ procedure?
To protect ground staff from any slide deployment. (Call comes after contact with ground crew established and area confirmed clear)
What can you do if RTOW is limited and in which order?
T/O minima for CPT and F/Os and Inexperienced F/Os
CPT: 125m
F/O: 550m
Inexperienced F/O: 1000m
How many lights should a CPT see on LVTO?
6 lights which would be equivalent to 90m
What do you need to do if there is no meteo info at your destination before you dispatch, what about fuel.
You need to select two destination alternates where weather is above planning minima and take fuel for the furthest one.
What is the „approach ban“?
What visual reference do you need during instrument approach Type A and Cat 1 Type B?
Criteria for Sidestep Approach?
How is VMC defined?
VMC = ceiling above 1000ft AAL and met reported visibility of 5000+ meters.
Airspace Classification, information only and not an interview question:
What visual elements should you see at DH to continue during Cat 2 and Cat 3 approach?
Cat2:
- a segment of at least 3 consecutive lights
- lateral element like crossbar or threshold lights
Cat3: -a segment of at least 3 consecutive lights
What is the „Range to Target Speed Dot“ indicating on the VSD?
Maximum altitudes for use of APU electrical, bleed and combination?
10.000ft combined
17.000ft pressure only
41.000ft electrical only
What are the required climb gradients for a Cat2/3 Go Around (Autoland)
Cat II/III Climb Gradients
For instrument approaches with decision heights below 200 ft, before departure verify that the expected landing mass of the aeroplane, taking into account TOW and fuel planned to be consumed in flight, allows a missed approach gradient of climb, with the critical engine failed and with the speed and configuration used for go-around, of at least 2.5%, or the published gradient, whichever is the greater.
Definition of FZFG?
- Freezing Fog (FZFG)
Fog (horizontal visibility reduced to less than 1,000 m) consisting mainly of super-cooled droplets that usually deposit rime or glaze on objects or surfaces with below freezing temperatures. The Outside Air Temperature range for freezing fog is -0. 1°C to -30.0°C.
In freezing fog, reported as FZFG in a METAR or ATIS, or when the horizontal visibility is less than 1,000 m with an OAT below 0°C, the aircraft must be anti-iced (or de-iced if such conditions exist) prior to departure.
Take-off alternate distance?
The take-off alternate must be located within 427 NM for the B737-800 or 416 NM for the B737-700/8200 (OEI specs). One hour flying time at OEI cruising speed.
A take-off alternate shall be selected and specified in the operational flight plan if the weather conditions at the aerodrome of departure are at or below Ryanair’s established aerodrome landing minima for that operation or it would not be possible to return to the aerodrome of departure for other reasons.
Orbit Requirements (when you are high on profile)?
Orbit limitations? Question regularly asked!
Autoland RVR and restrictions for new Captain?
200m/125m/75m
New Captain: +100m RVR for the first 100hrs or 40 sectors
Line Training included
During Go Around the commanded speed curser automatically moves to which target speed? How is this derived and what are the speeds?
What is the difference between normal NG and SFP NG slats?
-SFP sealed leading edge slats, go FULL EXT at Flap 30 and 40 (NG slats go FULL EXT Flap 10-40 already)
Normal NG:
YA573 - YW097
At flap positions 1, 2, and 5 an autoslat function is available that moves the LE slats to full extended if the airplane approaches a stall condition.
YA573 - YW097
The autoslat system is designed to enhance airplane stall characteristics at high angles of attack during takeoff or approach to landing. When TE flaps 1 through 5 are selected, the LE slats are in the extend position. As the airplane approaches the stall angle, the slats automatically begin driving to the full extended position prior to stick shaker activation. The slats return to the extend position when the pitch angle is sufficiently reduced below the stall critical attitude.
SFP aircraft:
YW098 - YW164
At flap positions 1, 2, 5, 10, 15, and 25 an autoslat function is available that moves the LE slats to full extended if the airplane approaches a stall condition.
YW098 - YW164
The autoslat system is designed to enhance airplane stall characteristics at high angles of attack during takeoff or approach to landing. When TE flaps 1 through 25 are selected, the LE slats are in the extend position. As the airplane approaches the stall angle, the slats automatically begin driving to the full extended position prior to stick shaker activation. The slats return to the extend position when the pitch angle is sufficiently reduced below the stall critical attitude.
(Answer not 100% verified)
Severe Turbulence procedure and speed for each phase of flight?
Additional considerations:
-reassurance PA for PAX
-inform ATC
-file ASR
-inform maintrol
When do we need security check or search?
How do you go through the techlog?
1) check a/c registration + techlog registration match
2) previous flights
3) check notice to crew
4) check HIL‘s
5) weight and door code
Antworten sind noch unvollständig
What are the ground calls?
“PARKING BRAKE SET, CLEARED TO DISCONNECT TOWBAR AND BYPASS PIN AND ADVISE WHEN CLEAR.”
“TWO GOOD STARTS, CLEARED TO DISCONNECT HEADSET, HAND SIGNALS LEFT/RIGHT WITH THE PIN.”
Dublin Rwy 28: Wind 270/27G44
What are the threats and how do you manage?
Gusty Wind and Strong Crosswind Conditions
For takeoff in gusty or strong crosswind conditions, use of a higher thrust setting than the minimum required is recommended. When the prevailing wind is at or near 90° to the runway, the possibility of wind shifts resulting in gusty tailwind components during rotation or liftoff increases. During this condition, consider the use of thrust settings close to or at maximum takeoff thrust. The use of a higher takeoff thrust setting reduces the required runway length and minimizes the airplane exposure to gusty conditions during rotation, liftoff, and initial climb.
To increase tail clearance during strong crosswind conditions, consider using a higher VR if takeoff performance permits. This can be done by:
increasing VR speed to the performance limited gross weight rotation speed, not to exceed actual gross weight VR + 20 knots. Set V speeds for the actual gross weight. Rotate at the adjusted (higher) rotation speed. This increased rotation speed results in an increased stall margin, and meets takeoff performance requirements.
Stansted RVR 400m, ceiling 100ft. Can we do a practice autoland?
No,
Practice CAT I/III approaches are permitted to unprotected runways, with visibility 1,500 m or greater and ceiling 500 ft or higher, including at night.
RVR 400m, ceiling 100ft. Cat III approach AP failure at minimums and you are visual, continue or go around? What are the failure limitations?
Go Around
QRH tells you to pull a CB, where do you find the CB for stick shaker CPT and stick shaker F/O
What is „Just Culture“
„A culture in which frontline operators or others are not punished for actions, omissions or decisions taken by them that are equal with their experience and training, but where gross negligence, wilful violations and destructive acts are not tolerated“
You have an Engine Failure NO1 on T/O. What are your thoughts about the gear?
Which RAAS require a Go-Around?
a. 737-NG RAAS
i. “UNSTABLE, UNSTABLE”
il. “CAUTION TAXIWAY, CAUTION TAXIWAY”
ill. “LONG LANDING, LONG LANDING”
b. 737-8200 RAAS/ORW
i. “OVERRUN, GO AROUND”
Why would you need to shut down the engines for de-icing?
-Tactile Check is required
-local airport procedure
How can you check about enroute turbulence?
-OFP shear values, Sigmets, Significant Weather Charts with CB, Turbulence Areas, Jetstreams, Windchart with change in wind direction and speed
The destination weather is below the required minima, what do you need?
- For each IFR flight, two destination alternate aerodromes should be selected and specified in the operational and ATS flight plans, when the safety margins for meteorological conditions of OMA 8.1.5.4 (AMC5 CAT.OP.MPA.182), and the planning minima of OMA 8.1.5.5 (AMC6 CAT.OP.MPA. 182) cannot be met, or when no meteorological information is available for the selected destination aerodrome.
What is a Type A instrument approach and what is a Type B instrument approach?
‘Type A instrument approach operation’ means an instrument approach operation with a MDH or a DH at or above 250 ft;
- ‘Type B instrument approach operation’ means an operation with a DH below 250 ft. Type B instrument approach operations are categorised as:
a. Category I (CAT I): a DH not lower than 200 ft and with either a visibility not less tha 800 m or an RVR not less than 550 m;
b. Category II (CAT II): a DH lower than 200 ft but not lower than 100 ft, and an RVR not less than 300 m;
c. Category III (CAT III): a DH lower than 100 ft or no DH, and an RV less than 300 m c no RVR limitation;
When reaching TOC, the thrust levers are reduced but one engine does not respond and stay: on CLB thrust. What checklist would You ask for?
Engine Limit or Surge or Stall
CSFF procedure: recent FCI change?
Aborted Engine Start: recent FCI changes?
Cold Temperature corrections:
What is corrected during an LNAV/VNAV minima approach and what is the difference to „only LNAV“ minima?
For RNP Approach operations to LNAV/VNAV minima using Baro VNAV:
• Do not commence the approach when the aerodrome temperature is outside the promulgated aerodrome temperature limits for the procedure.
• LNAV/VNAV minima on PFD needs to be cold temperature correctedt but no altitude between FAF and MAPt needs to be corrected
While APV approach would not be available, a NPA to LNAV minima could be conducted provided the correct cold weather temperature corrections are applied.
• see photo below for the rest
Landing RVR for touchdown zone is reported: —/175/175
Can You land?
What is the controlling RVR
No, as it is below 200m limit.
Minimum RVR for Continuation of Approach:
AMC1 CAT.OP.MPA.305 (a)
1. The touchdown RVR should be the controlling RVR.
2. If the touchdown RVRis not reported, then the midpoint RVR should be the controlling RVR.
3. Where the RVR is not available, CMV should be used except for the purpose of continuation of an approach in LVO in accordance with OMA 8.1.3.4.9 Table 16.
When do you clean up the aircraft after landing? (Latest FCI)
RAAS calls and actions at 900m and 600m after landing?
What is a balked landing/rejected landing and latest point to initiate the Go-Around?
Additional Question: What speed?
Rejected Landing: GA below DH, remember to advance thrust lever becaus A/T TO/GA might be already inhibited,
Balked Landing: after touchdown, but BEFORE Reverse Thrust! Smoothly advance Thrust as TO/GA is inhibited, stow the speedbrake and climb with not less than Vref in Landing Flaps Configuration
Monitored Approach Criteria?
Airborne and we get an Engine Overheat, what do you do?
-Follow EOSID
-Memory Items and return back or go to take off alternate.
-GA probably as single engine GA????
Would you do an overweight landing after Engine Overheat?
What are other reasons for an overweight landing?
F30 or F40?
What manual explains overweight landing?
Do an Overweight landing as this could lead to an Eng Fire which would be more serious.
For an Engine Overheat F15 landing is probably the best course of action.
More from FCTM:
Use of flaps 30 rather than flaps 40 is recommended to provide increased
margin to flap placard speed.
Analysis has determined that, when landing at high gross weights at speeds associated with non-normal procedures requiring flaps set at 15 or less, maximum effort stops may exceed the brake energy limits. The gross weights where this condition can occur are well above maximum landing weights. For these non-normal landings, maximize use of the available runway for stopping.
Static Run Up on the NG and MAX? When, how and with the lower DU open or not?
The requirement for a static run-up prior to takeoff must be coordinated with ATC, especially at High Intensity Runway Operations Airports, and communicated in advance of accepting a line-up clearance to ensure arriving traffic is not affected.
In heavy snow, wet snow or freezing fog conditions a “full” run-up may be required while in less severe or more stable winter conditions it is likely that a “short” run-up will be sufficient.
On many occasions the static run-up prior to takeoff will also cover the requirements for preventive/fan blade ice removal procedures on ground in paragraph 6.3.4 above.
The lower display unit should remain de-selected when initiating the static engine run-up. Any secondary engine parameter that exceeds normal operating range during the static runup will cause the secondary engine indications to display.
P.F: “Timing”
• P.F: Thrust levers advance to 40% N1
• Observe symmetric thrust P.M: “40% Stabilised”
• Thrust levers advance to NG= 70% N1(no time specified or up to 30 seconds)/ MAX = 50% N1 (5 sec)
Observe no excessive vibration and ENG readings (no red, amber or white reverse video; e.g., secondary engine parameters remain blanked)
P.M: “Stabilised”
• Smoothly release the brakes o Push TOGA
Engine vibration may indicate above the normal operating range up to the maximum display value during ice shedding, however, this will have no adverse effect on the engine.
CSFF:
When do you have to measure the depth with the card?
It is 3 degrees and there is also frost on the upper side, what do you do?
How do you de-ice with only CSFF and what areas?
If all of the above conditions are not met, takeoff with light coatings of frost, up to 1/8 inch (3 mm) in thickness, on lower wing surfaces due to cold fuel is allowable; however, all leading edge devices, all control surfaces, tab surfaces, winglet surfaces and control surface balance panel cavities must be free of snow, ice and frost.
Frost on the lower wing surface can be measured using the CSFF measuring tool together with the procedure to operate the B737-8200 aircraft with Cold Soaked Fuel Frost (Measuring tool and guidance available in the Techlog).
With only 3 degrees and frost on the Upper Side we have to deice.
If contamination is observed during the exterior inspection but there is no forecasted or reported weather condition that could contaminate the aircraft prior to takeoff it may be sufficient to just de-ice the aircraft. In some conditions only parts of the aircraft need treatment. See: Removal of Local Area Contamination 2.4.3.
When no precipitation is falling or expected, a “local area” de-icing may be carried out under the below mentioned or similar conditions. This type of contamination will generally be found on the wing and/or stabilizer leading edges or in patches on the wing and/or stabilizer upper surfaces. For example NEI/CSFF or ice on the not heated outboard LE slats or Stabiliser LE.
In some cases a full or complete de-icing is not necessary. When the presence of frost and/or ice is limited to localised areas on the surfaces of the aeroplane, the contaminated areas will require treatment.
Ground Power Unit bursts on fire at a few metres from the aircraft, what do you do? What are the Calls?
Rapid Disembarkation and if necessary upgrade to an Evacuation.
A rapid disembarkation happens when the aircraft is on the ground and an immediate disembarkation is required. Rapid disembarkation shall be applied when a non-normal situation arises that requires disembarkation but is not life-threatening. Possible reasons for a rapid disembarkation include a security alert, smoke or fumes in the cabin, overheating PEDs, a fuel spillage, a fire outside the aircraft which could threaten the aircraft, etc.
The Flight Crew member (or CSS if Flight Crew is not available) will initiate rap disembarkation by making the following PA:
„Disembark the passengers immediately using all available doors, disembark the passenge immediately using all available doors.“
CC shall disembark all passengers as quickly and efficiently as it is possible. If the situation deteriorates during rapid disembarkation, Flight Crew (or CSS in case Flight Crew is not available) may decide to initiate emergency evacuation.
In case of Emergency developing-> Evacuation:
“THIS IS AN EMERGENCY, EVACUATE THE AIRCRAFT USING ALL AVAILABLE EXITS, THIS IS AN EMERGENCY, EVACUATE THE AIRCRAFT USING ALL AVAILABLE EXITS.”
You get a RAAS long landing callout at what distance?
33% of the runway
Speedbrake limitations?
-NEVER below 1.000ft AGL
-use with flaps greater than 10 should be avoided and speedbrak immediately stowed
‘Use of Speedbrake between the down detent and flight detent can result in rapid roll rates and norm should be avoided.’ This is particularly true with flap 15 or greater, therefore Ryanair Group does advocate this configuration as it can be a precursor to the key operational risk area (KORA), LOC-I.
If circumstances dictate the use of speedbrakes with flaps extended, high sink rates during the approach should be avoided. Speedbrakes should be retracted before reaching 1,000 feet AGL.’
Late descent, what does (common) VNAV do and what would you do?
It would dive for the path, neglecting speed, there is overspeed protection but it would be better to go into LVL Change, increase speed (if not restricted by atc) up to 330kts. Speedbrake is also an option.
You come on the aircraft before everybody else, a bit early, so you decide to put your bar sandwich in the oven and the oven bursts on fire. What do you do? Where do you find a halon extinguisher and how do you use it? Where do you find the nearest water glycol extinguisher on the max?
Close oven door, switch off oven and pull CB. Put on Fire gloves, use Halon, consider use of PBE.
Located above jumpseats in the front in the NG and in the forward Galley G2.
Operation - Halon/Halotron:
1. Remove pin.
2. Hold extinguisher upright.
3. Hand under handle and thumb on top of lever, squeeze the lever downward with thumb.
4. Test squirt.
5. Direct at base of the fire.
6. Use in short, sharp bursts.
Range - Halon/Halotron: 6-10 feet. (approx. 2-3meters)
Duration - Halon/Halotron: 12-14 Seconds.
Explain the Safety Management System (SMS) in Ryanair
-conduct our operations safe
Safety Management System (SMS)
The SMS enables a flow of information from the line operation and training process to managers who can then identify any trends that need to be addressed. The main source of information are OFDM, ASR, CSR, LASG and statistics from Training and Checking.
Key Operational Risk Areas (KORA)
A number of KORAs have been identified in the strategy as areas where Ryanair considers that extra vigilance and focus is needed to ensure the continuation of ou far, excellent safety record.
PBE: check and how to use, how many?
7 PBE in total
(1 PBE in flight deck)
(6 PBE in cabin)
Additional Info: pink means humidity inside
Pre Takeoff Contamination Check, how many minutes maximum before you depart?
5 minutes
Cruise: Pax having heart attack, your calls and actions?
PAN CALL, coordinate diversion, next call give pax details
Crosswind Limitations for Take-Off?
Additional restriction: If runway width or cleared width (eg. snow on the side) is less than 40 m, reduce the crosswind limit by 1 kt for every 1 m reduction in width below 40 m
Crosswind Limitations for Landing?
Additional restriction: If runway width or cleared width (eg. snow on the side) is less than 40 m, reduce the crosswind limit by 1 kt for every 1 m reduction in width below 40 m
Flying into Sweden, RCC 2 and Dry snow 3mm. Tell me about your considerations?
-Crosswind limit 17kts on landing, 15kts on T/O, even less if cleared width of rwy is less than 40m
-Do not take a thrust reverser credit on a Non-DRY Rwy when crosswind component is above 15kt (due to potential directional control problem during landing roll on a slippery Rwy with crosswind, which may require reduction of reverse thrust to reverse idle)
It is of the utmost importance to use the correct landing technique:
• Plan a F40 landing
- Cross the threshold at 50 ft
• VREF 40 touchdown speed
-Touchdown at the aiming point (ICAO 400m from threshold)
-Use AUTOBRAKE Max, and consider overriding by MAX manual braking
-Use Maximum engine reverse
• Be prepared to manually raise the speed brake if it does not extend automatically.
-only cancel reveres thrust until stopping is assured
Maintain maximum braking effort until reaching taxi speed for slippery/contaminated surfaces or even until a full stop. The aircraft must be decelerated completely irrespective of the location of the RWY exit.
Taxi with maximum 5kts on a slippery or a contaminated surface/RWYCC 3.
Consider bringing the aircraft to full stop before initiating the turn off the RWY to assess the braking action. TWY’s often have lower priority for snow clearing than the WY and may have significantly lower braking action than the RWY.
Snowing in Stockholm, 1 step or 2 step deicing and which fluid?
2 step, less diluted Type 2 or Type 4 with the longest possible holdover time
1) What are the threats with deicing?
2) What to do if HOT expired?
3) What to do if unsatisfactory?
1) application of procedure, change of conditions, configuration of the aircraft (flaps, pressurisation etc.)
2) Pre-Take Off Contamination Check if possible
3) go back to stand/deicing, refuel probably, 2 step deicing again
Aircraft Equipment: Not a question but just an overview
Halon / Halotron Fire Extinguisher:
PDIs, how many, how to use, range and duration?
4 in total
(1 in the flightdeck)
(3 in the cabin)
Water Glycol: how many, PDIs, how to use, range and duration?
1 in the cabin
Responsibility of the Commander?
Birdstrike inspection: What are you looking for?
Evidence at radome, engin, wings etc.
Tyre / Tire Burst with 120kts on a long runway, what would you do and what are FCTM recommendations?
Below 80kts T/O may be rejected, ABOVE 80 kts CONTINUE, unless severe damage is expected (unsafe to fly). Breaking capability and directional control greatly reduced!
also continue to destination if long rwy is available to burn fuel.
Airspeed unreliable: considerations after memory items?
Thrust and pitch setting might change altitude, let atc know about this via Mayday Call and ask for block altitude and tell them you cannot comply with SID
(Best answer not verified)
1) Dispatch factor wet and dry?
2) Landing Factor?
3) Non Normal Factor?
4) Minimum Landing Distance for non normal?
1)
• Dry Rwy LDR = Actual Dry Rwy LD × 1.67
• Wet Rwy LDR = Dry Rwy LDR × 1.15
Note: 1.67 × 1.15 = 1.92
• Contaminated wy LDR = The greater of the Wet wy LDR and the Calculated LDR for the contaminant type × 1.15
Note: This calculation/comparison is performed automatically by OPT.
2) OPT Landing-Enroute
(CAT.POL.A.200)
OPT LANDING ENROUTE calculates Landing Distance Required (LD) to ensure safe landing for the conditions actually existing at time of arrival.
A 15% = 1.15 landing distance factor is added to all normal configuration landing distances.
Runway surface condition (COND) must be selected. Refer to the Runway Surface Condition -
Performance Assessment Guidance Table.
3) Unfactored ie. actual distances are shown, multiply by 1.3
4) THE MINIMUM LDA ACCEPTABLE FOR NON-NORMAL OPERATIONS IS 1900 m
Command Upgrade Process and Stages?
1) Day 1 - Commanders Responsibilities: regulations, authority, legal responsibilities
2) Day 2 - Operational Flight Management Training: scenario presentation, knowledge of operational and non-normal procedures
3) Day 3 - Tech, SOP and RTC Examination and Bird Strike Inspection Training: exams!
4) Day 4 - Performance Training and Examination: performance calculation and exams
5) CU Simulator Training: 3 training days, Day 4 is LOFT where you are either recommended or not and Day 5 is the LST/LPC
6) CLMT over 12 sectors
7) Line Training 48 sectors with 3 Progress Assessments
8) 4 sector Check flight
CFIT: how to mitigate?
-terrain on map
-VSD on approach (The terrain profile relative to the aircraft is based on the terrain database - immune to QNH
Blunder Error)
-10nm rule
-landing gate
-monitored approach
-double briefing
-500 Call
-Go Around -> No blame policy
-Cold Temperature Correction 0* and below
Pilot Incapacitation at the 80kts call: what are your actions and how do you deal with it?
„80kts, 90kts“ no answer -> reject.
At higher speeds, there is no right or wrong, but continue might be better.
Without delay:
Simultaneously close the thrust levers, (disengage the autothrottles, if needed) and apply maximum manual wheel brakes or verify operation of RTO autobrake.
If RTO autobrake is selected, monitor system performance and apply manual wheel brakes if the AUTO BRAKE DISARM light illuminates or deceleration is not adequate.
Raise SPEED BRAKE lever.
Apply reverse thrust up to the maximum amount consistent with conditions.
Continue maximum braking until certain the airplane can stop on the runway.
-Set Parking Brake, select F40
-Advice ATC of reject
-Start the APU
-Call No1 to the flight deck, NO1 should enter with the code?!
Put APU on bus and shut down engines, remember also anti colission light below 20!
-make PA to passengers to remain seated to let medical personnel through
-cabin disarm slides and open doors for medical personnel
80 kts call on T/O, what 3 things are we checking?
-Incapacitation check
-Speed Crosscheck / Airspeed Reliable
-high speed/low speed rto boarder
-> fire/failure/pws/unsafe to fly?
What procedure do you use when it’s really hot in the cabin during engine start and what is the flow?
When do you pull the CVR CB?
Climb and Descent Mode FCI?
Emergency Equipment on Board the aircraft?
(More information than a question)
Total Power Loss: What is still available?
Hydraulic System?
(More overview and information than a real question)
TCAS: symbols, times and vertical distance?
When can you not do an approach if there’s weather near the airport?
An aircraft shall avoid making an approach if a thunderstorm is active over the airfield or there are cells on the final approach centre line within 3 nautical miles of the field. Crews shall be particularly aware of windshear conditions, and shall review the windshear escape manoeuvre if such conditions exist.
PIC Discretionary / Extra Fuel: When do you take extra?
• Volcanic Ash Event in progress or operations in close proximity to areas known to contain increased levels of volcanic ash;
• Thunderstorms are forecast;
• Operational landing limits are forecast or reported to be 2/3 or less of the forecast VR, for example landing VR 600 m and forecast is 900 m RVR or less.
• An unscheduled runway closure, affecting the arrival rate, for example: Freezing precipitation (runway treatment) - Moderate to heavy intensity snowfall (snow removal);
• Crosswinds in excess of 2/3 of limiting value;
•Contaminated runway limitations (it may be desirable to reduce landing weight and not increase by loading extra fuel in these conditions);
• Forecast en-route adverse meteorological conditions.
Tell me about the OPT All Engine Tab. How do we improve our performance and in what order?
Effective Thursday the 2nd of February 2023, All Engine calculation functionality will be introduced in OPT. This function will be available via the TKO All Engine tab and will allow crew to calculate all engine climb performance based on input weather conditions, aircraft configuration and noise abatement departure procedure.
The All Engine calculation function serves as an advisory tool for crew to assess compliance with
SID climb gradients. In exceptional cases, Airfield Briefs will mandate an OPT All Engine calculation for those SIDs with restrictive or complex climb gradients (e.g. EDDK/CGN AFB).
Can I use a destination alternate aerodrome with only RNP approach?
(Answer not verified yet)
when do we do a pre takeoff contamination check?
A Pre-Takeoff Contamination Check is required when:
-Instructed in the holdover charts
-The HOT has expired
-Operating in heavy snow conditions (see 6.3.3)
-If for any other reason there is doubt about the effectiveness of the anti-ice fluid
What is final reserve fuel?
Final reserve fuel that shall be the amount of fuel that is calculated at holding speed at 1500 ft (450 m) above the aerodrome elevation in standard conditions according to the aeroplane estimated mass on arrival at the destination alternate aerodrome, or destination aerodrome when no destination alternate aerodrome is required, and shall not be less than (for turbine-engined aeroplanes) the fuel to fly for 30 minutes;
What does the „alternate fuel“ cover?
You are planning to fly to skavsta and RWCC is 1, what do you do?
2 destination alternates required
-Slush 15mm at destination, can you land? What else do you need?
Maximum Contaminant Depth:
It is prohibited to Take-Off or Land in Slush Standing Water/Wet Snow with a depth greater than 13 mmm, or Dry Snow with a depth greater than 100 mm due to possible airplane damage from impingement on the airplane structure and increased drag to the wheels.
-2 suitable destination alternates
When do you select wing anti-ice on the OPT? What are the performance implications of it?
OPT Anti-ice Corrections - Take-off:
RTOW will be adjusted for Engine and Wing Anti-Ice requirements selecting A/I OFF, ENGINE or ENG + WING as appropriate. ENG + WING is only required when wing anti-ice is expected to be used after take-off, and below the MSA.
How would you deal with the threat of Runway Excursion?
Name 3 TEM for rwy excursion?
-Performance calculation with weather and rwy conditions
-Stabilised Approach
-Landing Gate
-Land in TDZ
-Go Around on RAAS Long Landing
-Do not cancel reverse thrust until stopping assured
-Do not delay reverse thrust and braking
-Don’t press on, Press TOGA
Explain the fuel stages, when you are in a hold, when do you declare a Mayday for fuel?
Explain the fuel stages, when you are in a hold, when do you declare a Mayday for fuel?
In the back they found an engineer taking pics, with ID but before boarding, what do you ask for?
Security Check
Describe PIOSEE. Any problem with the PIOSEE?
Doing it already minded up.
Minimum RVR for landing? What if the last third of the rwy is below minima?
200/125/75, you can only land if you come to a full stop within the first two segments.
Ryanair Fuel Policy: minimum planned fuel on destination?
LIDO as the flight planning service provider complies fully with the Malta Air fuel scheme. No Malta Air revenue flight shall be planned to arrive at destination with less than 1800 kg of fuel. This means that the DEST Fuel in the PROGRESS page of the FMC shall indicate not less than 1800 kg at dispatch.
1) How do you know you’re out of WS?
2) After the WS manoeuvre what are you doing when you encountered it on T/O and on Approach?
Before V1 always reject the T/O for a predictive Windshear Warning ☝️
1) You both confirm together that you are out of the Windshear. Basically this means that your speed, v/s normalizes.
Indications for a Windshear are an excess of the following:
-15kts indicated airspeed
-500ft/min vertical speed
-5-degree pitch attitude
-1 dot displacement from the glideslope
-Unusual thrust lever position for a significant period of time
2) RETURN TO NORMAL FLIGHT
After windshear is cleared, the aircraft will be in a situation with high thrust and increasing performance capability. Evidence from training shows that the recovery from this situation is very challenging and careful consideration should be given to a transition back onto the takeoff profile or into the go around depending on the stage of flight in which the windshear was encountered.
Once clear of windshear after takeoff, a return to the SID should be made as promptly as possible. One problem that can be encountered is that with the high thrust setting from the windshear escape manoeuvre combined with an increasing headwind component, an excessive pitch attitude might be commanded by the FD’s in order to achieve the commanded speed of V2 on the MCP. In order to avoid this, takeoff thrust should be set, which will lead to a reduction in thrust, combined with a maximum of 20 degree’s pitch attitude. Once the aircraft has stabilised the normal callouts for the departure should be continued with focus on the gear, roll mode and the bug up call. Once the bug up call is made the FD’s should then give sensible pitch command information.
Once clear of windshear on an approach, a transition should be made into the go around.
Again, a challenge here is that the aircraft will have a high thrust setting and an increasing headwind component. Therefore, very prompt action is required in order to avoid a flap over-speed. Once the windshear is clear, a call of “GA, FLAP 15, set GA thrust” should be made by PF. It is then imperative that flap 15 is promptly set, followed by reducing the thrust from maximum to the required go around thrust. Further flap retraction will be made as per the standard go around procedure after 400ft. Good crew communication and coordination alongside effective task management will be especially important with managing this manoeuvre and recovery.
When is the crosswind limit for T/O 33 knots on a WET Rwy?
How is the Shear Value calculated on the OFP?
What is the maximum Stab Trim difference between FMC and OPT?
If it is in Limits, which one do we set?
0.25 difference is the limit. Within limits we set the FMC calculated stab trim.
1) How do we know the intensity of the snow?
2) How would you calculate the holdover times for Heavy-moderate snow?
1) Last page of the RA173 Holdover Tables there is the Snowfall Intensity Table as visibility plays a major role in this.
2) For moderate Snow eg Kilfrost ABC-S Plus, I would use the lower number of the time for the condition. For Heavy-moderate snow there does not exist a holdover time. Wait for conditions to improve.
(Answer not fully verified)
1) Flying from DUB to STN having the standard fuel, what fuel do you expect to land with at?
2) STN tells you to go around, talk me through your planning and you actions?
3) What would the situation now be if you been told you will be number 5 in the cue for you alternate?
1) Final Reserve + Alternate Fuel
2) Check how much fuel we have more than Final Reserves + Alternate, which will be not much and then we have to make a decision if we commit to STN or go to the ALTERNATE. If weather conditions are perfect in STN and the go-around had nothing to do with minima and weather and there is no rwy blockage I would stick to Stansted.
3) check if other alternates can be reached with fuel remaining without touching Final Reserves. Otherwise „Request EAT“ and check time and fuel available for holding. When fuel remaining is approaching to touch Final Reserve Fuel declare „Minimum Fuel“. If you touch Final Reserve Fuel declare a fuel Emergency using „Mayday, Mayday, Mayday, fuel, RyanairXXX“
(Answers not yet verified)
Aircraft just came from marroco, external inspection what do you check extra?
Security Search required as this is a thirs world country.
Pilots check external air conditioning bay, wheel well and any panel or hatch that have signs of interference, also check flightdeck as usual
Conditions for a third approach?
-No 2 windshears on the previous approaches
-and weather has to double improve in terms of wind, ceiling and visibility
Engine Failure during the cruise, what do you do?
Do the Driftdown procedure and during that the QRH NNC Engine Failure or Shutdown
1) Departing Bergamo inbound Sofia, runway has 113mm of dry snow, considerations.
2) Sofia has the runway clear now, but you go around at minimums, you end up in the hold, what would you do know?
1) Maximum Contaminant Depth
It is prohibited to Take-Off or Land in Slush/Standing Water/Wet Snow with a depth greater than 13 mm, or Dry Snow with a depth greater than 100 mm due to possible airplane damage from impingement on the airplane structure and increased drag to the wheels.
2) „If a missed approach has been executed for meteorological reasons, another approach shall only be commenced if the Commander has reason to believe that a second approach will lead to a successful landing.“
Enter holding if you have taken extra fuel and wait for improvement if forecasted. Don’t hold forever, maybe 10-20 minutes. If no improvement expected go to the alternate.
(Answer not fully verified)
Wake Turbulence Separation from an intersection
3 minutes from heavy and 4 minutes from A380
What if there is a 250kg fuel difference in the tech log and actual fuel?
Maximum tolerance is 200kg, if there is doubt use drip stick. For the drip stick the tolerance is also 200kg
APU inop: What are your considerations?
Ground Air Start, Crossbleed Start, destination temperatures etc
Generator failure in Cruise with APU inop: Considerations?
Land at nearest suitable airport as only one A/C Source remains, no autoland available (APU would count as second independent power source), select an aerodrome with suitable weather
What is the purpose of the Tailpipe fire checklist?
Hydraulic System Overview:
(Not a question but good to know)
What are the 4 types of reports?
-CSR
-ASR
-Confidential report
-National Reporting System
What does trigger the CONFIG warning on T/O and at what speeds would you reject?
Configuration Warning
Takeoff configuration warning is armed when the airplane is on the ground and either or both forward thrust levers are advanced for takeoff. Takeoff configuration warning activates if:
• trailing edge flaps are not in the flaps 1 through 25 takeoff range, or
• trailing edge flaps are in a skew or asymmetry condition, or have uncommanded motion, or
• leading edge devices are not configured for takeoff or have uncommanded motion, or
• speed brake lever is not in the DOWN position, or spoiler control valve is open providing pressurized hydraulic fluid to the
ground spoiler interlock valve, or
• parking brake is set, or
• stabilizer trim not set in the takeoff range.
When would you prefer one step de/anti-icing instead of two steps?
One Step for removing of CSFF, or general removing of frost without any precipitation and acceptable temperatures.
Two step for very cold moist weather, rain, snow, fog in freezing conditions.
(Answer not fully verified)
Moderate Freezing Rain: Considerations?
Hold Over Time guidelines have not been assessed for Moderate and Heavy Freezing Rain.
Therefore, the aircraft is not protected from freezing precipitation and takeoff is prohibited.☝️
1) What is a PWS aural alert?
2) At which altitude is PWS and Reactive armed?
3) Which system issues pws?
4) When can the approach be continued (only with spurious PWS)
5) Which one needs the Windshear Escape Manoever?
1) Predictive Windshear Alerts are identified by the following Aural Alerts “WINDSHEAR AHEAD, GO AROUND WINDSHEAR AHEAD or MONITOR RADAR DISPLAY” and should not be confused by the Two-tone siren followed by “WINDSHEAR” which is indicative of a Reactive Windshear Warning.
2) inflight below 1800ft AGL, and on ground engine at T/O thrust setting
3) Weather Radar
4) see picture
5) Warning with „Two Sirene Tone Windshear, Windshear“
RTO due to T/O CONFIG Warning: what do you do?
Config Warning for incorrect flaps or stab trim not in T/O position require CVR Retention, go back to stand and pull cvr and call duty pilot.
Maximum LMC on loadsheet?
Max 500kg otherwise new Loadsheet required
Free Gate Bag Policy, what is the maximum?
15
How long does it take for weather to improve?
winds related to storms 20-30 min unless big front it takes many hrs or even a day. In these windy cases you take fuel for number of attempts not holding fuel
Fuel for windshear GA ~800kgs
What is Contingency Fuel?
For contingency fuel, calculate for unforeseen factors either:
a. 5% of the planned trip fuel or, in the event of in-flight re-planning, 5% of the trip fuel for the remainder of the flight; or
b. an amount to fly for 5 minutes at holding speed at 1500 ft (450 m) above the destination aerodrome in standard conditions,
Whichever is higher
See further restrictions on photo. Does not need to be known by hard.
How long is the ramp 1 validity?
48hrs but generally done every 24hrs
(Answer not verified)
Fuelling and Boardin:
1) how many CC?
2) Wheelchair?
3) CB or Thunderstorm?
4) Phone Usage?
5) Cabin Crew Positions when fuelling finished?
When we fuel we need to have all cc on board. We need also to fuel monitor. Nowadays we are allowed to board or disembark a wheelchair passenger during fueling if ok from the airport, Consider to suspend the fueling if CB activity is overhead.
No mobile phone usage within 3.5 m of the hose.
For boarding we need one cc per 50 passenger. Initially one cc need to be outside and guiding the passengers. When we have 150 passengers onboard the last cc needs to go up.
Number one always need to be at the front doors, number 2 at the aft door and number 3 at the overwinter exits.
(Answer not 100% verified)
New F/O and inexperienced F/O limits?
First 100 hours not to fly with a new captain.
F/O is inexperienced until 500hrs.
CB and Thunderstorm Avoidance?
CB avoidance
We may fly over a cell if the tops are not greater than 25000 feet and we need to overfly it with at least 5000 feet. We need to avoid all amber, red and magenta cells that are smaller than 28000 feet with 20 miles and all green, Amber, red and magenta cells larger than 28000 feet with 20 miles. It’s recommended that we we do the avoidance 40 m prior and to the upwind if possible.
Cells greater than 35000 feet should be avoided with more than 20 miles.
What is the APS weight?
Aircraft Prepared for Service Weight (APS Weight):
APS Weight includes standard crew and catering configuration. Any additional crew in cockpit and in cabin crew seats and any additional catering weight in forward and/or aft galleys are not included in APS weight.
42.605 would be a rough APS weight
1) Definitions of ZFW, MTOW, RTOW
2) What is the maximum Landing Weight for the NG an MAX
1) see photo
2)
B737-8200 Operational Limits:
MTW 76427 KG
MLW 68174 KG
MZFW 64818 KG
B737-800W Operational Limits:
MTW 78217 kg
MLW 65317 kg
MZFW 61688 kg
What happens at 400ft AGL with the trim on an autoland?
Nose Up Trim for the case of GA or Autopilot fail.
Windy circling, you are blown out of the 4.2nm ring: What are your actions and what is the procedure and limits?
Go Around on the missed approach procedure of the previously approached rwy. This might require a turn on the circling side. Remember speed limit of 180kts which requires to maintain flap 15 setting until maneuvering is completed.
Flap Disagree on approach: What are your actions?
Thoughts on the approach in terms of performance?
Go Around as Performance is not suitable, do not move flap leaver, take care of flap limit speeds.
If Flaps less than 30 -> higher rate of descent, so 4 degree glide like in SKG is not the best option
(If you divert -> higher burn)
Note: If the gear is retracted during a go-around and flap position is greater than 25, a landing gear configuration warning occurs.
(Answer not fully completed)
We took off in 1800 m, can we land back on that rwy?
Yes, we can always land in less distance with Flaps 30 and 40.
What type of fluids would you use on 1-step and 2-step?
1 step: Type 1 if there is CSFF or Frost and no precipitation
2 step: Type 4 like Killfrost ABC-S Plus for long holdovertime with precipitation
Engine Tailpipe Fire: What is the purpose and when would you do it?
When Ground Crew on engine start or ATC would tell you about flames coming from engine without any fire indication in the flightdeck.
Purpose of the checklist: cut off fuel, avoid smoke in the cabin, fire extinguishing like in the Fire Checklist would not be effective as the Fire is in the Tailpipe
How would you calculate the holdover times for Heavy snow?
No hold overtime for:
Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail
-> No T/O allowed
Can I use a destination alternate aerodrome with only RNP approach?
No, only if there is a non RNP approach at the destination aerodrome.
(Answer not verified)
What to do if you have Eng overheat above 80knots
CONTINUE, at 400ft HDG sel, if necessary fly EOSID, state malfunction and Engine Overheat Memory items and if necessary also Engine Fire Memory Items
Difference on on ground emergency between MAX and 800 ?
There is no difference except that the No3 also picks up the interphone at MED and saying „ Cabin to flightdeck, No3 Standing by“
CB on the EOSID, what would you do?
When CB’s around tell atc you need 30 seconds on rwy to scan for weather, then make a plan for SID and EOSID.
Find maybe a holding/waypoint/track clear of weather in the area with the lowest MSA sector as an alternative EOSID. Obiviously depends a bit on airport/terrain etc.
Requesting radar vectors would also be possible
(Answer not verified)
What chapter do you find FTL?
OMA Chapter 7
How do you avoid High Energy Approch
-Anticipate shortcuts
-Anticipate tailwind
-3 times altitude = distance + speed +/- wind
-speedbrake, flaps, gear
-delay vectors or orbit
-landing gate
-go around
Threats on NPA and how to avoid?
-blunder error, preselect expected qnh, compare atis, listen at when cleared to altitude, altimetry setting procedure, cross check altitudes and distance
-double briefing
-cold temperature corrections below cold temp corrected msa
-vsd shows correct rwy location in comparison to terrain
-altitude and distance crosschecks
WHAT IS THE FIRST THING YOU DO DURING AN EMERGENCY WHILE READING THE QRH ?
MAKE SURE YOU READ THE CORRECT CHECKLIST BY CONFIRMING WITH THE CONDITIONS AND THE INDICATIONS
Fan Blade Ice: How do you remove it?
Check engine inlets and engine fan blades. Ensure free rotation of the fan and if required the fan blades should be de-iced by low-pressure warm air and not by spraying de-icing fluid.
Snow or ice that accumulates on the fan spinner or fan blades as a result of operation in icing conditions, such as during approach or taxi in is allowed for dispatch provided the fan is free to rotate and the snow or ice is removed using the ice shedding procedure during taxi out and before setting takeoff thrust.
Operations in High Winds:
When is Ground OPS suspended and when do we put „DO NOT DE-ICE“ in window?
Loss of System A or B: what is still working
Stabilized Approaches (500 Continue / 500 Go-Around)
Call (RYR) / FCOM
Criteria in FCOM?
In order to make the “500 Continue” call, the PM must have established the following:
• Speed - VREF to VREF + 15 knots (maximum speed VREF+20)
• Vertically - on glidepath (#1 dot or 3 reds or 3 whites)
• Laterally - on localizer (‡1 dot)
• Vertically APV BARO-LNA/VNAV - on glidepath (‡75 ft or 3 reds or 3 whites)
• Laterally RNAV - on centerline (1/2 RNP value)
• Appropriate thrust set
• Landing checklist completed (except landing lights)
• Vertical speed is proportional to the current ground speed, but not more than 1000 pm unless briefed prior to the approach.
If any of these parameters cannot be confirmed, the call shall be “500 GO-AROUND.
Note: The landing gate for a circling approach/sidestep is 300 ft AAL.
The aircraft must be fully configured by 500 ft AAL and maneuvering completed by 300 ft AAL. The “300 Continue/300 Go-Around “ call is made at 300 ft AAL.
1) Memory items for Fire on ground and what is the purpose of that new checklist?
2) Changes in the on ground emergency
3) What is the difference between engine fire on ground and engine fire severe damage or separation?
At the emergency part he asked me to go though the memory items for on ground e question: do you need to confirm the fire switch?
2) now we have to wait 30sec to use the second fire extinguisher
3) Explained we do one while taxing and no “confirm” for the start lever and fire switch and explained why the procedure was brought in
4) NO
(Answers not fully verified)
Taxing and ATC inform you there are flames coming from your engine, what you do?
Engine fire on ground or Engine Tailpipe Fire with no abnormal indications in the cockpit.
(Answer not fully verified)
Criteria for Windshear?
How to calculate Vr+20 with OPT for T/O in gusty wind conditions?
increasing VR speed to the performance limited gross weight rotation speed, not to exceed actual gross weight VR + 20 knots. Set V speeds for the actual gross weight. Rotate at the adjusted (higher) rotation speed. This increased rotation speed results in an increased stall margin, and meets takeoff performance requirements.
You’re above the MAA and need to go around, how?
Set MAA, VS -1000ft, Bug Up or Bug next Flap speed or press TOGA? at level? Go Around Flap 15, Gear Up, LNAV, F5, F1, Flaps UP.
(Answer not verified)
What skills do you think we are looking for on LOFT exam (day 4 of sim training) ?
Thinking outside the box using your knowledge, effective decision making
CAPT Emergency Briefing?
Initial Emergency Briefing - Captain and First Officer
(RYR )
Captain (always, first flight of the day only)
“Above 80kts I will only reject the takeoff for:
• Fire or fire warning
• Engine failure
• Predictive windshear warning
• Airplane is “unsafe” or “unable to fly.”
“Before VI, if I call “STOP” I will:
• Simultaneously close the thrust levers and disengage the autothrottle
• Apply maximum manual braking or verify operation of RTO autobrakes
• Manually raise the speedbrake lever
• Apply maximum reverse thrust and stop the aircraft. I will set the parking brake
1) Rejected Takeoff: Actions?
2) What do you have to take into account?
1) see picture
2) Consider the following:
• The possibility of wheel fuse plugs melting.
• The need to clear the runway.
• The requirement for remote parking.
• Wind direction in case of fire.
• Alerting fire equipment.
• Not setting the parking brake unless passenger evacuation is needed.
• Advising the ground crew of the hot brake hazard.
• Advising passengers of the need to remain seated or evacuate.
• Completion of Non-Normal checklist (if appropriate) for conditions which caused the RTO.
1) Bird strike on approach, not enough thrust to mantain the speed, how do you manage this situation
This is the same question but just with an engine failure:
2) Engine Failure on Final approach
1) Your destination on time of departure is below minima, how many Alternates do you select?
2) C3 is chosen as alternate to which Commercial do you go in case you need to divert?
1) you select two suitable destination alternates above planning minima
2) lowest ranked C alternate if suitable. Remember that fuel has to bentaken for the furthest though. This can be negotiated with ATC. If suitable higher ranked C1 is not listet, inform OPS to get it planned.
Alcohol on breath of Crewmember: what are your actions?
Ask the crewmember if he is fit to fly.
Ask other crewmembers if they have the same impression.
Offload the crewmember if it is visble that he is under the influence of alcohol.
(Answer not verified)
Why is there a difference in auto brake settings between OPT and QRH?
Because opt enroute is factored +15% or x 1.15 ??
(OPT dispatch is even factored more)
(Answer not fully verified)
F/D pitch indications after T/0:
1) all engines?
2) one engine inop?
1) After liftoff, the flight director commands pitch to maintain an airspeed of V2 +20 knots until another pitch mode is engaged.
Any speed between V2 + 15 and V2 + 25 knots results in approximately the same takeoff profile. Crosscheck indicated airspeed for proper initial climb speed.
2)After LIFT-OFF:
• if an engine failure occurs, the pitch command target speed is:
• V2, if airspeed is below V2.
• existing speed, if airspeed is between V2 and V2 + 20.
• V2 + 20, if airspeed is above V2 + 20.
Techlog:
1) How many pages of HIL
2) Different category of HIL and validity
3) example of hil and notice to crew
4) What is the Notice to Crew and how is this different to a HIL
1) Usually 2, to be checked at the front of the techlog
2) in accordance with MEL, different Categories A / B / C
3) HIL eg. Birdstrike, Notice to Crew eg. fixed T/O weight
4)
Notice to Crew: equipment of the aircraft
HIL: defects of the equipment iaw MEL
(Answer not verified at all !!! )
Visual Approach: Rules and Procedure?
-not allowed for CPT in his first 100hrs
-not allowed for F/O less than 500hrs
-RVR above 800m
-visual reference to rwy and ground required
-Gear + F15 at 4nm final latest
-A/P should be disconnected before 500ft AAL
-Landing Gate 500 AAL
-Minimums set Land alt + 500ft
-select Flaps 1 latest 10nm from Touchdown
-Double Briefing required
1) What would you do if you go to an airport and no ILS and no RNAV??
2) if alternate is RNAV approach only, what do you need?
1) visual approach
2) another type of app available. ( new FCI)
(Answer not verified at all)
What’s the limitations for the speed bug on the approach?
Vref + 15 oder flap placard -5kts
When making adjustments for winds, the maximum approach speed should not
exceed VREF + 15 knots or landing flap placard speed minus 5 knots, whichever
is lower.
What do you see on PFD when you engage autopilot B?
CMD
Autoland:
-single channel initially
-CMD appears below 1500ft ag! if both autopilots are engaged for autoland
(Answer not verified at all)
Latest FCI CPDLC and KORA
KORA September: PLOC
Basically now you first check in to atc and then record the frequency in the EFL
End of Pushback FCI:
Procedure has not really changed but highlighted the importance of checking all equipment is gone.
If you have to go around due to low vis., what would you be your next action and what would you think about!???
-How much time/fuel left before we need to divert
-is there reason to believe a second approch would encounter better visibility conditions
-current weather at the alternates and if it would be better to use the extra fuel on another approach at destination or to go directly to the alternate
(Answer not fully verified)
You’re in cruise. All of a sudden thrust on one engine starts to rapidly decrease, what are your actions and what is your plan?
Aviate, take control of the aircraft and do the Driftdown procedure and NNC
Could be either Engine Failure or Engine Limit Surge or Stall…
(Answer not fully veriefied)
When do we need an evacuation?
-the urgency of the situation, including the possibility of significant
injury or loss of life if a significant delay occurs the type of threat to the airplane, including structural damage, fire,
reported bomb on board, etc.
the possibility of fire spreading rapidly from spilled fuel or other
flammable materials
the extent of damage to the airplane
the possibility of passenger injury during an emergency evacuation
using the escape slides.
-QRH Checklist directs
1) take off rvr 125/125/70, can u take off?
2) Landing rvr not for touch down zone/ 175/175.
1) Yes, if you do not need the last 3rd of the runway for your landing. Fullstop before is required (see Winter Ops Guide) Check OPT Landing Distance Required.
2) No, the mid point RVR is controlling and it is below 200m
(Answers not fully verified)
‘Do not use FMC fuel predictions with any flaps/slats extended’ & ‘Do not use FMC fuel predictions with gear extended’. A rule of thumb calculation that can be used?
When the FMC fuel predictions are unreliable, calculate endurance by dividing fuel on board, less reserve, by fuel flow.
• For example,
FOB 6000 kg
Reserve 2000kg = 4000kg.
• Fuel flow = 4000 kg/hr, therefore Endurance = one hour
On departure you get the Engine overheat what would you do?
How will be the rest of the flight?
On SID, follow EOSID, 400ft HDG select or LNAV to follow EOSID, state malfuntion, Memory Items, if required also Memory Items for Engine Fire as this might lead to it.
If OVHT light extinguish, follow EOSID with reduced Thrust and MFRA Bug up, Flaps Up No light, Level Change, MCT, Automatics, QRH, After T/O Checklist, PLAN NITS PA.
You would not continue with reduced thrust on engine, return or go to T/O alternate
(Answer not fully verified)
Explain holding policy:
Which hold first?
How many in hold?
Altimeter Differences?
In flight: 200ft between CAPT and F/O
Gradients:
All Engine SID gradient?
SE SID gradient?
Two engine GA gradient?
SE GA gradient?
Cat 3 Autoland GA Gradient?
Threshold crossing heights?
Two engine T/O?
SE T/O?
All Engine SID gradient: 3.3% or more
SE SID gradient: 2.4% or more?
Two engine GA gradient: 3.2% or more
SE GA gradient: 2.5% or more
Cat 3 Autoland GA Gradient: 2.5% or more
Threshold crossing heights:
Two engine T/O:
SE T/O: 35ft DRY, 15ft WET
Landing: 50ft
Where do you find the security threat checklist?
On Docunet, checklists, 737-8200
Where is the Least Risk Bomb Location? (LRBL)
At the R2 door
