OMB 4 Performance

Question 0

Runway damp. EFB runway condition input for take off?

Answer 0

Dry. A damp runway may be considered dry for take off performance calculations.

Question 1

For the take-off performance calculation. When would you select A-ICE on?

Answer 1

When the use of a-ice is planned below the one engine out acceleration altitude. OAT is 8 degrees. Cloud base is 800 OVC (reported above GND). AD elevation is 200’. One engine out acceleration altitude is 1200’. Cloud base above MSL is 1000’. So you need A-ICE.

When ATIS reports a PIREP of airframe icing shortly after take-off you also need to select wing A/I for perf reasons.

Question 2

When is a FLEX take-off prohibited?

Answer 2

• Runway contaminated

- Dispatch is planned with the landing gear extended

Question 3

Runway damp. EFB runway condition input for landing performance purposes?

Answer 3

WET

Question 5

When is an engine considered secure?

Answer 5

The engine is considered secure:

After the engine master is placed to off, or in the case of a fire or damage, when the fire switch is pushed and the first agent is discharged (or the second agent if the fire switch remains illuminated).

OM(B) 4.4.4. Engine Failure Procedures (Eng Fail)

Question 6

Take-off thrust time limitation?

Answer 6

TOGA, N-1: 10 minutes

TOGA, N: 5 minutes

Question 6

Engine failure after V1 but below the one engine out acceleration altitude. What would you do?

Answer 6

Join and follow the engine failure procedure.

Question 7

NON-STD EOSID what does it mean?

Answer 7

An early turn MAY need to be performed BEFORE acceleration altitude is reached at a DME distance or a specified altitude

and/or

The accelaration altitude MAY be greater than 1000ft AGL

Question 8

… is the preferred take-off configuration and … is preferred to … due to enhanced accelerate-go margins.

Answer 8

CONF1+F, CONF2, CONF3.

Question 9

Engine failure when following the SID what would you do?

Answer 9

If the engine fails when already established on a SID, turn the nearest way to the ENG FAIL HP.

(Only when established >1500 ft and within a radius of 30 NM. For SID routes surrounded by hight terrain a special ENG FAIL procedure may be published e.a GVA)

Question 10

Definition. Dry runway.

Answer 10

A dry runway is a runway that is neither wet nor contaminated.

Question 11

Definition. Damp runway.

Answer 11

A runway is conspired damp when the surface is not dry, but when the moisture on it does not give it a shiny appearance.

Question 12

Definition. Wet runway.

Answer 12

A runway is considered wet when the runway surface is covered with 3 mm or less of water, or equivalent of slush or loose snow or when there is sufficient moisture on the runway surface to cause it to appear reflective, but without significant areas of standing water.

Question 13

Definition. Contaminated.

Answer 13

A runway is considered to be contaminated when more than 25% of the runway surface area within the required length and width being used is covered by:

> More than 3 mm of surface water, or by slush or loose snow equivalent to more than 3 mm of water.

> Compacted snow.

> Ice, including wet ice.

Question 14

In the rejected take-off case for a dry runway .. credit for reverse thrust is included in the rejected take-off case. The use of … … thrust on the operative engine is assumed in the rejected take-off case for a wet runway.

Answer 14

No, maximum reverse

Question 15

Screen height wet runway?

Answer 15

15 feet above the end of the take-off distance.

Question 16

Screen height contaminated runway?

Answer 16

Same as on a wet runway. 15 feet.

Question 17

Screen height on a dry runway?

Answer 17

35 feet.

Question 18

ATC reports water patches on the runway. What performance information should be used?

Answer 18

Water patches or flooded = standing water. Contaminated performance information should be used i.e. standing water.

Question 19

The maximum allowable thrust reduction (Flexible Reduced Thrust) is ..% of the rated thrust.

Answer 19

25%

Question 20

Flexible take-off is prohibited when:

Answer 20

> The runway is contaminated.

> Dispatch is planned with the landing gear extended.

Question 21

Your destination has got a SNOWTAM reporting braking action UNRELIABLE. How would you determine your crosswind limit?

Answer 21

Check if a Friction Coefficient is reported instead.

With the measured friction coefficient determine the braking action (table in OMB) Knowing the braking action you can now determine your crosswind limit.

This is not the right method to determine your LDR.

Question 22

For contaminated take-off calculations ….. represents the worst case due to its high specific gravity, deriving the lowest hydroplaning speeds and the most significant drag penalties.

Answer 22

Water

Question 23

You have had an engine failure at V1. Everything is under control and you are climbing away safely. What is the earliest the PM can switch on the pack on the operative engine?

Answer 23

Air conditioning shall be selected on only when at or above minimum engine out acceleration altitude and MCT has been set.

Question 24

In the Airbus Flysmart take-off performance computation there is a window T.O CG. There are two options STANDARD and FORWARD.

Standard covers which CG range?
Forward covers which CG range?

Answer 24

Standard > 27% MAC

Forward < 27% MAC

Question 25

What are the dispatch requirements with regards to landing distances?

Answer 25

Requirement from the regulator that for a dry runway you must be able to land and come to a complete stop using only 60% of the available distance. This is where 1.67 factor is coming from. This is further increased by 15% for a wet runway giving a factor of 1.15 * 1.67 = 1.92

During flight test a demonstrated landing distance (actual landing distance ALD) is determined. This is then factorized by the factors above to give a required landing distance (RLD). At the dispatch phase the RLD must be less then the LDA (LIDO chart).

Question 26

What are the in-flight requirements with regards to landing performance?

Answer 26

None. There are no specific landing performance requirements apart from that before commencing an approach you must satisfy yourself that a safe approach, LANDING and/or missed approach can be accomplished.

There is some guidance available.

1) Runway condition assessment matrix
2) QRH IFLD (realistic data) Must be factorized (1.15) or FlySmart
3) FLD (factorized landing distance) for operational use

Question 27

Your destination reports water patches on the runway after a torrential rain shower has passed through. You go into the QRH (runway condition assessment matrix for landing) and determine the braking action which is medium/poor. You determine the LDR. LDR > LDA taking into consideration the 15% factor.

Luckily there is a PIREP of a company aircraft reporting good braking action and with this information you determine that LDR

Answer 27

No! OM-B states: When additional information is available related to the braking and directional control characteristics of the runway, or pilot reported braking actions (PIREPS) are available, these should be used to further refine the assessment of the runway condition, however they MUST only be used to degrade the original assessment based upon the type and depth of the contaminant.