Semester 1CD Refresher Qs Flashcards
- How often are Volcanic Ash Advisories issued?
VAA are issued every 6 hours, or more
often if significant new information becomes available.
Reference - BOM VAA
- If no ash cloud or significant activity evident how often are the VAA issued?
When precautionary VAA are being issued, or when
regular information is being received indicating an
eruption is ongoing and ash is not evident on satellite
imagery, VAA may be issued every 24 hours.
Reference - BOM VAA
- Describe the Four (4) color codes for VAA
Red
- Eruption is forecast to be imminent with significant
emission of ash into the atmosphere likely; or
- Eruption is underway with significant emission of
ash into the atmosphere.
Orange
-Volcano is exhibiting heightened unrest with
increased likelihood of eruption; or
- Volcanic eruption is underway with no, or minor,
ash emission.
Yellow
- Volcano is experiencing signs of elevated unrest
above known background levels; or
- After a change from a higher alert level, the
volcanic activity has decreased significantly but
continues to be closely monitored for possible
renewed increase.
Green
- Volcano is in normal non-eruptive state; or
- After a change from a higher alert level, the
volcanic activity is considered to have ceased,
and the volcano has reverted to its normal, non-
eruptive state.
Reference - BOM VAA
- Describe the symptoms of indications of volcanic ash being present.
- Smoke or dust appearing in the flight compartment,
- An acrid odor similar to electrical smoke,
- Multiple engine malfunctions such as power loss, fluctuating N1,
compressor stall, increasing EGTs, flameouts, etc., or - At night, static discharges (also known as Saint Elmo’s fire) can be
observed around the windshield and/or windows, accompanied by a
bright orange glow in the engine inlets.
Reference - FCOM Vol 2 Operation in Volcanic Ash/Dust
- Describe to recommended actions in the event of a Volcanic Ash encounter.
If an inadvertent encounter is experienced, this procedure is
recommended:
(1) Thrust …………………………………………………… Reduce towards IDLE
If altitude permits, engine thrust should be reduced towards idle to maximize
the engine stall margin and lower the EGT. This action would also reduce the
build-up of volcanic material on the turbine vanes.
(2) Reverse course if possible.
Clear air must be regained as soon as possible. Terrain permitting, a
descending 180-degree turn is likely to be the fastest way out of the
contaminated air.
(3) ANTI-ICE, L COWL ……………………………………………………………ON
(4) ANTI-ICE, WING ……………………………………………………………….ON
(5) ANTI-ICE, R COWL ……………………………………………………………ON
These actions (if thrust is at IDLE) increase bleed air extraction from the
engines and further improve the engine stall margin.
(6) EGT ………………………………………………………………………….. Monitor
Closely monitor the EGT and ensure that the limits are not exceeded.
• If it becomes necessary to shut down an engine to prevent exceeding
EGT limits, an engine restart can be attempted once the engine has
cooled down.
• If the engine fails to start, repeated attempts should be done
immediately.
NOTE
A successful start may not be possible until the airplane
is clear of the volcanic ash/dust, and the airspeed and
altitude are within the airstart envelope.
After exiting the area of volcanic ash/dust cloud and the engine(s) are
restarted, systems should be restored to normal operation. ATC must be
advised of the encounter.
− COMPLETE −
Reference - FCOM VOL 2 Operation in Volcanic Ash/Dust
- What is the purpose of IVA approaches?
Independent Visual Approaches (or IVA’s), allow two aircraft to be on adjacent final approach at the same time. This allows for more efficient use of the runway.
- Describe the procedures to be followed once reporting visual with the runway in sight?
- report visual and/or runway in sight as soon as possible
- the vector for final will not be greater than 30 degrees
- do not pass through your assigned runway centreline
- traffic information will be provided if another aircraft is within 1NM on final approach
- accurately track the extended runway centreline
Reference - Airservices IVA Briefing
- During an IVA and a TCAS warning is presented, what are your actions?
- flight crew must respond to any TCAS alerts in accordance with the procedures in the aircraft’s flight manual.
TA - ‘TCAS, I have control’ - Be prepared for potential RA manoeuvre
RA - ‘TCAS RA HUD’ - Disconnect Autopilot, FD OFF, follow guidance box and advise ATC.
Reference - Sydney IVA Briefing + FCOM VOL 2 Procedures
- Can the ILS be followed and protected during an IVA?
Yes ILS can be followed, the critical areas will not be protected so be aware of potential LOC disturbances as A/C cross the runway etc, and be prepared to disconnect automation if it’s doing an insufficient job.
- What is the NJS stabilised height policy?
1000’ HAA (Height Above Aerodrome)
Reference - FCOM VOL 2 Normal Procedures
- When would you discuss an approach strategy? At what part of our SOP?
During the CTWO+ Briefing, as part of the Threat and Error management
Reference - Airbus Safety First Article
- What is a Decelerated Approach strategy?
A continuous slowdown and configuration of the aircraft to ensure stable approach is achieved by 1000’ HAA.
- What is an Early Stabilised Approach technique?
Configuring prior to descent on final approach, this is recommended on approaches that require selected modes I.e LOC/FPA or VOR/FPA
Reference - Airbus Safety First Article
- What is the engine warm up time and engine temperature to allow for a departure?
Take-off must not commence until engine oil temperature has reached a minimum of 49
degrees C per existing FCOM 2 Limitations.
No time restriction applies on departure
Reference - Current INTAP
- What are the actions in the event of an AUTOTHROTTLE FAILURE at 80KIAS when using FLEX?
Using FLEX, thrust levers are to be advanced to MAX and takeoff continued.
- At what height can the Auto Throttle be engaged after take-off?
400’, below which the auto throttle servos are de-powered.
- Describe the purpose of using Section 1 of the MEL/DDG.
Section 1 is the standard method of MEL dispatch relief, as is normally achieved through fault isolation
procedures, and subsequent reference to the dispatch LRU/Component MEL relief.
Usually Section 1 is less restrictive than Section 2, but may require maintenance actions.
Reference - MEL/DDG Introduction
- Describe the purpose of using Section 2 of the MEL/DDG.
Section 2 minimises the requirement for maintenance personnel to be available, largely allowing flight crews to dispatch from the displayed CAS (Crew Alerting System) message, without specifically identifying failed LRUs or components.
Usually section 2 will more restrictive than section 1, but may be more appropriate if no maintenance personnel are available.
Reference - MEL/DDG Introduction
- What are the limitations when using the APU bleed air as a source of BLEED AIR?
APU BLEED must be selected OFF during takeoff when OAT is at or below
15°C (59°F).
and
The altitude limit for APU bleed air extraction is 23000 feet.
- Where is the SMOKE checklist located?
Smoke/fire/fumes checklist is located on the inboard side of the centre pedestal down near the pilots ankles. 1 bound checklist is provided for each pilot.
