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Airbus 330 > Atlantic Operations > Flashcards

Atlantic Operations Flashcards

(63 cards)

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1
Q

When do ACARS clearance requests need to be sent to ANSPs before entry.

A

Gander: 60-90 mins (Flights departing less than 45 mins from OEP need to send message 10 mins before start up.
Shanwick 30-90 mins
Reykjavik: No earlier than 15 mins
Santa Maria: At least 40 mins before
Bodo at least 20 mins.

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2
Q

RVSM altitude

A

Aircraft should be within +/- 200ft
Climb and descent should be limited to 2000ft per min or 1000 ft per min when within 5nm of other aircraft.

Any deviation of 300ft or an altimeter error of +/-245 ft or greater needs to be reported to the competent authority within 72 hours.

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3
Q

RVSM requirements

A

Two primary altitude measuring systems
One automatic altitude control (holding) system
One altitude alerting device
Operating transponder.

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4
Q

60/60 Rule

A

After certain defects have been rectified aircraft must fly for 60 mins before entering ETOPS airspace

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5
Q

RFFS categories

A

330-300: 9 (E)
330-200: 8 (D)
A321N: 7 (C)
A320N/320: 6 (B)

A330 positioning operations for departure and destination and respective alternates. RFF -2
A330: For passenger ops RFF-1 (RFF -2 still applies to alternates)
With temp downgrade by NOTAM destination and departure allowed RFF-2, alternates RFF -3 both with max downgrade to RFF 4
ETOPS E route alternates allowed RFF 4 with 30 mins notice for all operations.

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6
Q

RVSM requirements

A

1 Altitude Alerting Systems
1 Alt hold system
2 Altimeters
1 SSR Transponder

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7
Q

NAT HLA Requirements

A

FL 285-FL 420
RNP 10 (2 LRNS)
2LRCS: HF and either satcom or CPDLC (FL290-410)
ADS-C (FL290-410)

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8
Q

PBCS requirements

A

(FL 350-390)
RCP 240
RSP 180
RNP4

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9
Q

The following may qualify for a diversion

A

Pilot incap
Engine failure
Rapid decompression
Crew or passenger sickness
Bomb/security threat
Smoke/fire
One hydraulic system remaining
One generator remaining

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10
Q

Three main categories of diversion

A

Immediate descent necessary
Altitude can be maintained followed by gradual descent
Altitude can be maintained

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11
Q

Essential factors to consider when diverting

A

Runway length
Runway condition
Approaches available
Fuel remaining
Familiarity of aerodrome
Weather
ATC available
RFF
Traffic congestion at aerodrome

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12
Q

Ideal things to consider when diverting

A

Engineering support
Passenger handling
Turning circle
Fuel up life facilities
Hotel accommodation for passengers

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13
Q

Approach at airfields without ATC

A

122.7 frequency
Click mic 7 times for full brightness
5 for med
3 for low
More info in this is found in Atlantic procedures for USA and Canada

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14
Q

Medlink

A

Can be a good idea to get cabin crew to call them to reduce Chinese whispers

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15
Q

Good medical facilities

A

CYQX, CYYR, CYXE, CYYT, CYWG
CYYQ has a basic medical centre.

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16
Q

180 degree turns on runway

A

48m for the 330-300
41m for the 330-200
180 degree turns on 60m rays may only be performed in the runway having first briefed for the FCOM and highlighting any threats associated with lights and lack of markings. 45m runway turns without pads are not permitted.

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17
Q

Planning minima ETOPS alternates

A

Weather needs to be above planning minima from earliest arrival time to one after after latest expected arrival

Precision APP: ceiling DA/DH +200ft req vis +800m
NP/RNAV/Circle: Ceiling MDA/DH +400ft Req vis +1500m
NB: The above minima is not mandatory for a cat II/III approach but it is recommended.

Non ETOPS must stay within an hour of the nominated aerodrome.

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18
Q

Weather deviation on route

A

Attempt to get re clearance
If not poss announce LvL POSN and intentions on 123.45 & 121.5
Lights on
Watch for other a/C
Maintain level until 5nm off track then climb descend as appropriate 300ft

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19
Q

Critical Fuel Scenario allows for

A

Immediate descent toFL100 at 310kts
Descent to 1500ft above aerodrome
Hold for 15 mins at 1500ft
IFR approach, GA and VFR approach.
5%contingency and 2% degradation factor
Fuel for MEL penalties
Fuel for icing systems and APU use

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20
Q

Turbulence

A

Leave the automatics in
If autopilot disengages and won’t reengage fly wings level at constant pitch
If large thrust changes disconnect A/THR
Set recommended thrust from chart on back of normal checklist
NB: Thrust above MCT at alt ineffective due perf limitations.

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21
Q

Recommended buffet margins

A

Severe Turb: 2.0g
Moderate Turb: 1.5g

A descent if 1500ft will only increase margin by 0.1g
Do not plan to fly through severe turb
REC max alt in FMS 1.3g. Should plan to fly at least 1000ft below this. Tables much more conservative.

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22
Q

Separation from convective weather

A

Do not fly less than 5000ft above an area of convective weather
@FL 300 20 mile separation is required
@FL 250-300 15 mile separation is required
@FL 200-250 10 mile separation is required.

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23
Q

Weather radar usage

A

Normal setting is the calibrated setting
When there is no cal setting set to +8 gain below FL 150
Set to +4 degrees for T/O
When multi scan switch set to WX and TURB this is equivalent to WX+TURB+HZD

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24
Q

Wind direction

A

In ATIS is magnetic 🧲
In forecasts it’s true

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25
LVPs in the States/Canada
Pilot RVR assessment is not allowed TOFF min lowest is 150m (500ft) vis Refer to LIDO CCI pages for applicable minima.
26
Max latitude
70 degrees North due to lack of survival equipment and training. NB: if you go between 2 points 70N you will go above 70N.
27
Loss of comms.
If loss of comms encountered after ocean entry. Maintain level and assigned speed till exit unless safety related. If not entered but with clearance proceed as cleared. If you loose comms before then you can divert to Shannon.
28
Overspeed at altitude
Try to keep A/P and A/THR in Select speed Wind back speed VERY small amounts of speed brake if required If speed continues to exceed VMO/MMO speed recovery proc.
29
Under speed at altitude
Set MCT ATR disengage Descend Heading change of above VLS 500ft offset from tracks until re-clearence avail.
30
Unreliable airspeed
AP off ATHR off FD off Below MFRA TOGA 15 Above MFRA but below 10,000ft CLB 10 Above 10,000ft CLB 5 Flap 4 to 3 otherwise leave Speed brake stowed Gear retracted
31
Ball park pitch power setting in event of unreliable airpseed
Dirty 69% 6.9 degrees Clean @ FL100 4 degrees 70% Clean @ FL200 4 degrees 75% Clean @ FL250 4 degrees 80% Clean @ FL300 3 degrees 85% Clean @ FL350 3 degrees 90% (2.5 degrees 92% to be precise) +/- 5% THR depending if heavy or light. AT FL 400 you WILL be light so 85%
32
Overweight landing checklist
Packs off or supplied by APU to improve GA perf Brake fans ON after landing Minimise flare at touchdown
33
Land ASAP
RED land ASAP at nearest suitable airport!! Amber consider landing ASAP at nearest suitable airport!!!
34
Smoke in the cockpit
Land ASAP Get on OXY if required 100% emer Vent EXT… OVRD Can FANS…. OFF Galley…. OFF Note as ECAM same as QRH academic which you complete first. If smoke immediately obvious isolate If not divert Descent 10,000ft Consider immediate landing if unmanageable
35
Smoke in the cockpit checklist split into parts
Source of smoke: 1) Aircon 2) Cabin equip 3) Avionics & other At any point can 4) Removal of smoke/fumes 5) Set Emer Elec config
36
Significant items in emer elec config
Emer gen powered by EDP (green sys) or RAT EDPs used in event of loss of AC BUS 1&2 RAT deploys if both engines lost in addition.
37
Systems left when in emer elec config
if emer gen running AP1 and ALTN LAW Screens approach aids and comms on capt side If RAT powered No AP only PFD no FMGC so STBY NAV nav. No HF.
38
Back up nav
Stores up to 150 waypoints in event of FM failure
39
Upset recovery
All recovery manoeuvres need to be done with a 1/2 G push Upset I have control Push Roll Power Stabilise Flap (if below 20,000ft) Speed brake retract Never do a full rudder reversal!
40
Engine failure in the cruise
MCT …. SET A/THR …. OFF Spd/Mach…. Push button, pull dial select Green dot HDG …. PULL and turn by 30 degrees ALT… dial in 21,000ft ish +/-500ft and pull at green dot. OFFSET 5 nm press nav Consider ECAM actions and securing the engine. When 5nm off track: THR LVRS… CLB Engage A/THR NB:4000ft below OEI ceiling so as to not over stress engine. OEI green dot speed -10kts with both ENG Constantly check fuel burn and balance. Drift down and OEI cruise tables in perf manual.
41
Fuel management
Imbalance warning if imbalance greater than 3000kg ECAM warning if expected fuel on board is 3500kg less than it should be???
42
High engine vibration
If icing suspected: ATHR off One engine at a time idle then increase to 80% N1. If Eng anti ice off switch on one engine at a time when Eng at idle fan speed. If icing not suspected Reduce until below N1 <5.7 N2 <5.6
43
APU available
For single pack pressurisation: below 22,500ft For Eng start: below 20,000ft For Dual pack pressurisation: below 17,500ft Note APU pressurisation not allowed for wing anti ice
44
Rapid Decompression
Oxy… ON Cross check HDG… pull and turn 30degrees min ALT…. Turn and pull Select speed p/b and dial in high speed Speed break IGN Can consider extended of gear PM Px signs Lights 7700 ATC clearence PA… Attn Attn Emer descent x2 Announce posn lvl inten 121.5 and 123.45 Monitor 2 to go 1 to go PA emer descent complete
45
Greenland
Consider transition alts above greenland use back up altimeter if required
46
Loss of cabin pressure controller
If one lost other will take over If both fail valve will command shut Cabin will climb at 300fpm Descent at 2-3000ft per min should lead to sufficient alt loss in time. OXY Emer on automatically above FL 300 If on emer for full descent may not be sufficient left for crew Px oxygen above 14000 ft
47
Sigmets USA
KBOS KCHI KMIA KDFW KSLC KSFO
48
Minimum fuel
To be declared when aircraft has to carry out approach without undue delay. USA do not understand PaN PaN Mayday when expecting to land with final reserve fuel.
49
If fuel expected to be below required for altn aerodrome
Assess Traffic Weather Operational conditions
50
Fuel tank temps
Rate of cooling in the region of 3 degrees per hour but can be as much as 12 degrees. Low fuel temp -37 outer tank -40 inner tank Jet A freezes -40 Descent leads to increase of 7 degrees per 4000ft below tropopause. Can take time for fuel to warm
51
Hijack
7500 Passive resistance Ask lots of questions Let them talk Calm and persuade them Give them problems to solve
52
If CPDLC or ADS C lost mid Atlantic
Try to reconnect If unsuccessful speak to ATC for reclearence
53
Ocean entry
Shanwick, shamrock 123 CPDLC gander next
54
OCA boundary HF with Gander
Gander shamrock 123, CPDLC, Track SELCAL (selcal code)
55
If voice clearance required on ocean
Shanwick, shamrock 123 Request clearence Estimating resno at Mach .77 FL350 able FL370 Go ahead.
56
US RVRs
Touchdown RVR is controlling in all cases. CAT 1 Mid point and roll out RVR must not be les than the TO minima CAT II TDZ RVR and either mid point or roll out RVRs are required. They must not be less than 250ft. (75 m) CAT III TDZ MID and Roll out RVRs are required. Roll out RVR must not be less than 250ft 75m Approach ban works as it does in Europe except it only applies to the TDZ and MID RVR minima.
57
Canadian planning alternate weather minima requirements.
Two or more useable precision approaches: 400ft or 1sm above the lowest usable height above touchdown and vis, whichever is greater. One Usable precision approach: 600ft or 2sm above the lowest usable height above touchdown and vis, whichever is greater. Non Precision Approach: 800ft-2sm above the lowest usable height above touchdown and vis, whichever is greater. No IFR approach: Forecast weather to be no lower than 500ft above a minimum IFR altitude that will permit a VFR approach and landing.
58
U.S.A Take off mimima
All three RVRs are controlling however if only two RVRs this is allowed and both are controlling. If TDZ RVRs not available the commander shall make a visual assessment that 12 runway CL lights spaced 50ft (15m) I.e a 90m visual segment with slant are visible. Note: USE AOI. Ceiling and RVR minima must be reviewed for the individual departure on the CCI. Note: The visual segment cannot be used if the RVR is more limiting.
59
When in RVSM the rate of climb/Descent should be limited to
1000ft per min when operating within 5nm and 200ft of other aircraft.
60
When in RVSM cross check altimeters
Every hour and at the RVSM midpoint as well as before entering or when climbing into RVSM airspace.
61
For planning purposes when RNP approaches are required at ETOPS alternates
The the NP planning minima are to be utilised.
62
Codes on the flight plan
W = RVSM approved R = PBN approved X = MNPS/NAT HLA approval
63
In the states of cleared for a visual approach the. The instrument GA
No longer applies. GA instructions should be issued immediately or requested if not issued.

Airbus 330 (14 decks)

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