Command Phase 2 Notes. Flashcards
(20 cards)
At the start of the flight tell cabin crew
Length of the flight
Length of taxi
How long in the flight to expect turbulence
When doing a PA to the passengers, Remember on the USA flights to say
It is our duty to ask you as per the U.S. Transport Safety Authority regulations to not congregate in the aisles or galleys of the aircraft.
When talking through the load sheet
Place in the centre of the console.
Remember upper figure is the MZFW c of g lower figure is the trim setting.
Weather radar setting on departure for most aircraft
Plus 8 gain with a tilt angle of plus 4-5 degrees
PBCS airspace
Check on flight plan where this applies. You require ADS-C and CPDLC
ADS-C is RSP 180 and RCP240.
PBCS airspace also requires RNP 4 capability to operate in.
This requires
2 x FMGEC
2 x MCDU
2 x IRS
2 x Nav Display (temp display of PF/ND switch allowed on PM side)
1 x GPS
If one of the following messages is displayed the crew should resume navigation with the FMGEC that provides the correct aircraft position:
GPS PRIMARY LOST (on one ND/MCDU)
NAV ACCUR DOWNGRAD (on one ND/MCDU).
If one of the following MCDU or ECAM messages is displayed the flight crew should cross check the data using the the position monitor page, the IRS 1,2,3 pages and the GPS monitor page in order to identify which FMGEC position is correct.
GPS PRIMARY LOST (on both NDs/MCDUs)
FMS 1/2 POS DIFF
CHECK IRS 1 (2) (3)/FM POSITION
CHECK A/C POSITION
NAV FM/GPS POSN DISAGREE
The flight crew should resume navigation with the correct FMGEC.
If NAV ACCUR DOWNGRAD remains displayed on both sides crew should inform ATC that RNP 4 capability is lost.
If there is not much to mention in the brief
Brief a random memory item and talk about complacency as a threat.
Review temp abnormal behaviours in the QRH
Make a note of ones that are a potential threat to the aircraft and commonly occour
Estimated fuel on board is a frequent problem.
During arrival briefing
Talk about FRPPSF
F is the fuel plan for what you are going to do.
Put these figures into the FMS including the routing if required.
When on the ocean tracks
Always actively look out for other traffic. Wake descends at 500ft per min to about 1000 ft below. We are flying at ????
Where you see a steep trough in the tropopause.
Be especially temperature and turbulence aware.
If there is a tailwind, you are heavy or the runway is wet.
Consider a flap 2 departure.
If the APU is on for an overweight landing be aware
That this results in the wing anti ice being lost so you will need to do a bleeds off landing.
Consider operationally what can happen at a destination alternate
You can fuel and go if required.
If you are utilising the overweight landing checklist.
Unless you are very tight in performance, don’t wind off the speed at the last second. Bear in mind that if the landing is below 350ft per min or below MTOW then no inspection is required.
You can do a deferred defect on the event if you pushing back before taxiing away.
Need to contact maintenance before doing this.
Transit check if at an outstation before ETOPS flight.
Can be carried out by a crew member. Need to check the blow out panel in the cargo containers before ETOPS dispatch.
If there is a sick passenger on board to be attended by paramedics on arrival.
Leave the seat belt signs on and do a quick PA to the passengers.
Before leaving the flight deck and upon arrival.
Clear any old messages.
Before leaving the flight deck and upon arrival.
Clear any old messages.
Upon arrival at any aerodrome.
Look for tailwind on approach, makes sure you include in brief.
Get down and slow down particularly in BOS.
