8C: OPERATIONAL PROCEDURES STANDARDIZATION Flashcards
Tropopause Level What Tropopause level to be inserted during cockpit preparation? Each Flight has different opinion.
Set highest of the CFP Cruise values, except for the MSNs where Tropopause should not be amended.
System Procedure For a HYD OVHT case, when to put the pump ‘ON’ in case OVHT is out?
It is an airmanship issue. Not too early, as it may possibly lead to the OVHT fault reoccurring at a critical juncture. A practical time would be prior to Configuration during approach and maintain. Follow FCOM procedures.
Cockpit Preparation EFB: Does not give the sequence when to check the EFB charge and data base, crew are confused, some check it first others check after preliminary cockpit PF/ PM flows.
This too is an airmanship issue. EFB should be checked first under Cockpit preparation, as it is a NO GO item without minimum charge and current database. EFB should be checked first. Rest as per EFB SOP.
Short Flight Flight time less than 40 min. E.g: VIDP VIDN, VOCI VOTV. The grey area is that depending on the PIC, different procedures are being followed:
Prepare the FMGC at departure airport, arrival briefing after passing FL 100 during climb.
Take off heading Where is it written to fly runway hdg in case of single engine because the RTOW charts cater for straight climb only?
OM-B chapter2 para 2.1.4.4.1 states that “in case of OEl, unless there is an EOSID, aircraft should be flown along the runway heading for initial climb to a safe altitude”. The Min and Max OE1 Acceleration altitude computed vide Company RTOW charts/ EB is valid only for straight climb after take-off.
What is the correct Crosswind landing Technique to be followed on Airbus A-320/321?
In crosswind conditions, it is recommended to fly a crabbed-approach with wings-level and the aircraft (cockpit) positioned on the extended runway centerline until the flare. The flare technique involves both decrab and slight bank depending upon the crosswind intensity.
What are the considerations for optimized fuel savings during descent?
The FMS computes the Top of Descent (TOD) as a function of the cost index.
Notice that the higher the cost index:
- The steeper the descent path (the higher the speed)
- The shorter the descent distance
- The later the top of descent.
Descent performance is a function of the cost index; the higher the cost index, the higher the descent speed.
Descents are normally performed in three phases on a constant IAS/Mach descent speed schedule, as follows:
- Constant Mach number is maintained until the crossover altitude
- Constant indicated air speed is maintained down to 10000ft
- 250 KT indicated air speed (IAS) is maintained below flight level 100, until the aircraft decelerates for landing
All this shows that the lower the cost index the lower will be the descent speed and the higher will be the time and distance for descent. It has often been speculated that how can a larger descent distance and time give better fuel savings. Do remember that a larger descent distance and time also means a longer time at
reduced thrust setting, which corresponds to higher fuel savings.
ECON descent or the Managed descent is the most fuel-efficient way of carrying out a descent. The pilot can help the FMGC to come to a more relevant and accurate TOD by:
- Inserting the descent winds
- Planning the FMGC correctly with the correct STAR and expected approach.
- Inserting the relevant speed and altitude constraints where applicable.
- Commence descent at the FMGC calculated TOD. A descent commenced 2 mins early (15 NM) can lead to additional fuel burn of up to 50 kgs.
- Use of pseudo waypoints and pseudo constraints to better manage the descent.
Go Around Briefing. PF :
PF I will go TOGA, rotate 15 deg pitch on PFD, simultaneously call “Go Around Flaps”, then follow SRS, Read the FMA, on ‘your’ call of “positive climb” ask for “gear up”, Engage Autopilot and manage Nav. Read and confirm FMA / ND. ‘your actions?”
Go Around Briefing. PM :
PM On your call “Go Around Flaps”, I will select Flaps one notch up (confirming indication on the EWD), monitor and call “positive climb”; on your command select gear up. Cross check FMA, monitor PFD, call out any deviations especially in terms of pitch, bank, track.
‘Positive climb’ call is generally a confirmation of
3 points
(a) Pitch
(b) positive VS
(c) Increase in Baro and Rad alt.
Line Up technique Trainees are confused due to different techniques taught by different Trainers. E.g.: Line up on Runway 28 in Delhi abeam C intersection. Keeping ROT and the damage to the runway surface caused by an abeam (over steer) line up, should we have a standard policy on this.
Remain on Taxiway Centre line. Approaching Runway edge, enter runway at 90 degrees. Over steer should not result in a locked wheel turn. For LVO follow the appropriate ‘lights’.
