OMB 3 Abnormal and emergency procedures Flashcards
Loss of thrust on one engine during cruise?
1) Both thrust levers to MCT + disconnect A/THR
2) Set speed according to strategy ➡️
- STD 300 IAS / .78M (windmill relight envelope)
- Obstacle green dot
3) HDG to keep clear of airway (alternate, terrain, obstacle)
4) Set REC Max EO in FCU (MCDU PROG page)
5) Pull for OPEN DES
6) ECAM actions
7) If v/s < 500 fpm select v/s - 500 + select A/THR on
Loss of braking
1) REV MAX
2) Brake pedals release
3) A/SKID & N/W STRG off
4) Brake pedals press
5) Parking brake short and successive applications
Emergency descent PF 1st loop actions?
Both pilots: Put on oxygen masks and establish communications. This is a 5 step procedure:
1⃣ ALT selector knob ➡️ Turn and pull
2⃣ HDG selector knob ➡️ Turn left and pull
3⃣ Spd/Mach selector ➡️ Pull. Mach/Spd changeover button: push
4⃣ FMAs ➡️ THR IDLE | OPEN DES | HDG
5⃣ Speed brakes: slowly extend (if no structural damage)
Emergency descent PM 1st loop actions?
Both pilots: Put on oxygen masks and establish communications
1⃣ Seatbelt signs ➡️ on
2⃣ Engine mode selector ➡️ Ignition
3⃣ Transponder ➡️ Set Code 7700
4⃣ Radio ➡️ 3 x Mayday, xxx control, EZY xxxx, pressurization problem, emergency descent, standby
5⃣ Pax oxygen mask switch ➡️ on (If cabin altitude is going to exceed 14000’).
Autopilot limitation with abnormal configurations e.g. Flaps/slats jammed?
500’ AGL. Autopilot may be used down to 500’ AGL. It’s not tuned for abnormal configurations.
In the overweight landing checklist you reconfigure the packs to be supplied by the APU to have more thrust available for the go-around.
You press the APU bleed. What happens?
APU bleed valve will open because the bleed system will always priorities the APU bleed provided APU speed > 95%. The engine bleed valves will close and the crossbreed valve will open automatically.
You are cruising at FL360. Dual engine failure in the cruise. No wind. You see a suitable aerodrome at your 12 o’clock 100NM away. Can you make it for a straight in approach?
Answer given in QRH ENG Dual Failure checklist.
Your glide range flying green dot / 220 KTS is approximately 2.5 NM per 1000’ (with no wind). 36 x 2.5 = 90NM so probably not!
Glide range flying 300 KTS (relight) is approximately 2.0 NM per 1000’ (with no wind).
For failures impacting the fuel consumption, fuel predictions from the FMS are not longer reliable. What is the only failure effecting fuel consumption where you can still use the FMS fuel predictions?
How will the aircraft tell you, you need to apply a fuel penalty factor?
OEI condition (QRH Use of fuel penalty factor tables)
1) STATUS page: Increased fuel consump
2) INOP SYS column on ECAM: Flight control surfaces
3) Any failure that impacts the landing gear or landing gear doors retraction.
There is an OEB F/CTL SPLR Fault. Why was this OEB issued?
Because there have been cases of spoiler runaway occurring in flight.
This OEB covers two different situations with associated procedures.
1) Loss of one or more spoilers in the retracted position.
2) One or more spoilers deflected in amber.
It is very important to IDENTIFY the problem correctly by looking at the F/CTL system page.
There is an OEB L/G not downlocked. Why was this OEB issued?
There have been cases of incomplete LDG gear extension during approach. Recycling the L/G lever (different LGCIU) might solve the problem if you are not too low to the ground (stable approach criteria) otherwise GA and trouble shoot.
QRH L/G gravity extension
QRH Landing with abnormal L/G
There is an OEB Erroneous radio alt height indication. What is the issue here and what action does a crew need to take?
Turkish 1951 scenario. Erroneous radio ALT indications can have an effect on the auto flight system (AFS). During an ILS approach early FLARE and THR IDLE modes can engage. You might also get auto land warning and/or retard call out.
Action: Perform a go-around or fly aircraft manually.
There is an OEB No engagement of guidance mode. What is the issue here?
This has all to do with erroneous radio alt height information affecting the AFS. The OEB describes two situations:
1) During a GA aircraft stays in SRS GA TRK. Action = Fly aircraft disconnect AP, FD’s off (HDG-V/S) and re-engage.
2) During subsequent approach do not arm G/S mode.
There are currently 7 OEB’s. Can you name them?
1) Abnormal V Alpha Prot
2) Erroneous radio alt height indication
3) Air ENG 1(2) bleed abnormal pr or Air ENG 1(2) bleed fault
4) Erroneous alternate fuel predictions upon modification of a company route in the alternate flight plan
5) F/CTL spoiler fault
6) L/G gear not downlocked
7) No engagement of guidance mode
After a renetten take-off, if the aircraft comes to a complete stop using auto brake MAX how would you be able to release brakes?
By disarming the spoilers
During a TCAS RA you hear “Adjust Vertical Speed, Adjust”. Actions?
“Adjust Vertical Speed, Adjust” RA always requires a reduction in the vertical rate of the aircraft i.e. to climb more slowly, or to descend more slowly, or to level off.
