AOR Questions Flashcards

Question

What is the purpose of an altitude callout at the outer marker or fix?

Answer 1

* To confirm that you’re not capturing a ghost beam * Altitude callouts are called off the PM’s altimeter * The ghost beam appears above the normal beam and its path is double that of the normal glide path

Answer 2

* Below 1000ft above field elevation * “Airspeed” calls should be made 10kts above or 5kts below target approach speed (with landing flaps)

Answer 3

* In a non-precision approach there are no standard callouts after calling “continue” at MDA, and the PF continues to descend of circle with the runway in sight * The PF should make a callout to show of his intention and clarify his intentions to the situation, such as “Landing”, or “Flaps 25/30”

Answer 4

* To give attention to the PF that the maximum speed is now 300kts and maximum decent rate is now 2500fpm * Even if a speed limit is not specified

Answer 5

* To notify the PF of reaching optimum descent point for landing in a non-precision approach

Answer 6

* When the PF descends more than 50ft from MDA

Answer 7

* When approaching VR, reduce the forward pressure to make it neutral at VR

Answer 8

* Smoothly and continuously at a rate of 2 to 2.5 degrees per second

Answer 9

Generally, at an altitude of 1000ft and below, it could be said that windshear causes deviations from normal steady flight conditions in excess of the following: * 15kts indicated airspeed * 500fpm vertical speed * 5 degrees pitch attitude * 1 dot displacement from the glide slope * Unusual thrust lever position for a significant period of time

Answer 10

The following may be used to assess the possibility of low-level windshear: * A thunderstorm in the vicinity of the airport, especially when accompanied by heavy rain, and when generally in the vicinity of 5 to 6 miles, (sometimes up to 12 miles) * When a passing front has a temperature difference of over 5c before and after the front and is moving at over 30kts * When virga is present

Answer 11

* To begin with, maintain 15 degrees nose-up and if a drop in altitude is still seen, bring the pitch to that prior to occurrence of the stick shaker

Answer 12

* It has been indicated that when encountering severe windshear, the higher the pitch attitude is, the higher the windshear recovery ability is, but at the same time it has been confirmed that stick shaker margin becomes a factor * For this reason, compromising on both recovery ability and stick shaker margin, 15 degrees was adopted as an initial pitch target

Answer 13

* 20kts, but not above the V1 for the performance limited take-off weight, so that obstacle clearance and climb gradient can still be met, whilst avoiding an overrun during the take-off

Answer 14

* 2 meters behind the pilot position

Answer 15

* 45 degree turn: Turn when the pilot’s eye position intersects the outer edge of the taxiway you are entering * 90 degree turn: Turn when the pilot’s eye position intersects the extended centreline of the taxiway you are entering

Answer 16

* Fly first * Assure secured and reliable operation * Achieve effective and efficient operation * Promote standardised and uniform operation

Answer 17

* Secured operation means establishing procedures that are immune from mistakes * Reliable operation means employing fail-safe features and procedures to prevent mistakes

Answer 18

* Constantly reviewing (or establishing new) procedures with operational and technological improvements and advancements

Answer 19

* With various combinations of flight crew, small variations in individual procedures in the cockpit could greatly compromise safety * Therefore uniform standard operating procedures are established that are built on practical reasoning and clear-cut concepts that all flight crew can accept and carry out

Answer 20

As follows: (TCCMWD) * Task sharing * Crew coordination * Crew communication * Monitor and cross-check * Workload management * Discipline

Answer 21

* The present concept can be described as PF / PM roles based on area of responsibility * PF mainly controls the aircraft, and PM mainly does tasks other than flying the aeroplane * The concept is consistent throughout all phases of flight * Tasks are assigned to PF / PM according to the accessibility of a panel or a switch position * The Captain maintains the ultimate responsibility

Answer 22

* Safe flight is not assured without well-coordinated teamwork * ‘Mind your own business’ does not apply * Good coordination consists of timing and proceeding with due consideration to your colleagues progress Major elements of crew coordination are: * Use of checklists: Checklists are the last guard to ensure secured and reliable operation, and there are procedures in place to detail how to start the checklist, how to challenge and respond, and what to do when the checklist is interrupted etc * Confirmed actions: The more critical the situation, the more imperative secured operation and good coordination become. A cross-check procedure is employed when shutting down a failed engine in the air due to damage or fire, even if it may be time consuming

Answer 23

* Many accidents are attributed to ineffective human redundancy due to poor expression, failure to hear correctly, or lack of understanding among crewmembers Major elements of crew communication are: * Standard response to order: It is basic operational procedure that crewmembers respond to an order by repeating the order before initiating the action. The crewmember then carries out the action, and then reports to the PF on completion of the action * Standard callouts: Standard callouts play a role as a fail-safe function, and to make crew members aware of the current flight situation * Briefing: The PF makes his intentions clear to all crewmembers and lets them participate in verifying the plan. It is done especially for take-off and landing where a considerable amount of vital information must be gathered

Answer 24

* Bad weather or failure of systems and equipment in flight tends to draw entire crewmember’s attention, and can lead to a lack of monitoring of aircraft status Major elements of monitor and crosscheck are: * Scan pattern and instrument monitor during approach: This prevents the danger of simultaneous head-down, or simultaneous head-up * Speed and descent rate during descent and approach: Particularly at low attitude * Verification of autopilot and autothrottle engaged mode: It is important for crew to keep aware of exactly what systems are currently controlling, and what the system is doing, so engaged modes, armed modes and their changes should always be verified * CDU or MCDU operation: Both pilots simultaneous concentration on the CDU operation should be avoided, and to avoid erroneous data entry a mutual crosscheck of the data before and after entry should be made

Answer 25

* Workload may increase during take-off and landing, as well as when experiencing bad weather or system malfunction * Workload management is defined as establishing task priorities or changing task assignment to keep workload within the controllable range * Workload management is basically left to flight crew discretion, however effective use of auto flight systems supports the “fly first” and affords the pilots time to make comprehensive decisions Workload management can broken into: * Flying the aeroplane: The more critical the condition becomes the more correct judgement and operation becomes necessary, so positive use of the auto flight system in an urgent situation in recommended * Use of auto flight systems: In approach and landing under low visibility, autoland is recommended in addition to effective use of the auto flight system in other situations

Answer 26

* Flight crew are expected to conduct themselves in a professional manner * It is important to confirm all actions using reliable references, which is standard operating procedures * Intentional deviation from standard operating procedures will upset crew coordination and deteriorate mutual monitoring that could result in mistakes and greatly impair secured and reliable operation * The most important discipline is strict adherence to standard operating procedures.

Answer 27

* According to the NAV database coding rules, a “RWXX” (which is at the runway threshold) is coded on the final approach course of the VOR approach * This means that the coded approach to the runway threshold could be parallel to the published chart course * There will be an increase in deviation from the published chart as you gradually approach the runway

Answer 28

* Raw data should be monitored and the course deviation should be within 5 degrees which is 1 dot on the HSI

Answer 29

* Change LNAV to HDG SEL in order to modify the course * Except if visual reference is already established

Answer 30

* Full manual braking

Answer 31

* Pressure altitude 0 Sea level Temperature: * 30 degrees (dry/wet runway) * 0 degrees (snow/ice/slush)

Answer 32

* Crosswind * Tailwind * Wind components for autoland (Headwind, tailwind, crosswind) * Crosswind for Cat I, Cat II and III operations

Answer 33

* When take-off clearance is received

Answer 34

* No * Decision to land must be made based on the reported runway winds by the tower

Answer 35

* When landing clearance is received * If the reported wind when receiving a landing clearance is over the allowable values approach may be continued * The updated surface wind must be within the allowable values before reaching 500ft AGL

Answer 36

* Proceed with the landing, regardless of the wind condition reported thereafter * As long as it is judged that the airplane can land safely

Answer 37

* At low altitudes below 500ft, flight crew should concentrate on the control of the airplane rather than the complicated procedure of confirming whether the reported wind is within the allowable values or not * The airplane must however be in a stabilised condition and able to approach and land safely

Answer 38

* On thin slush of less than 2mm, slushplaning cannot arise and slipperiness is similar to braking action in “good” conditions * Current measuring devices cannot measure reliable friction coefficient in slush conditions, therefore **braking action will not be reported**

Answer 39

* Displacement drag: The drag created when the aircraft wheels push through standing water, snow or slush * Spray impingement drag: Is a secondary drag created when water or slush is sprayed by the spinning wheels against the fuselage and wing * It is possible to cause damage to the wheels, flaps etc

Answer 40

* Company standard: Threshold speed Ref + 15kts Touchdown point 2000ft Transition time 3 seconds * AFM Wet: Threshold speed Ref + 0 Touchdown point 950ft Transition time 0.3 seconds

Answer 41

* Runway conditions are generally not issued from airport authorities, and so flight crew or flight dispatch officers should make the final judgement for runway conditions, based on information such as visual observation, intensity of precipitation, and METAR code

Answer 42

* Runway surface is damp but not glittering, meaning no water film

Answer 43

* Runway surface is sufficiently wet and glittering

Answer 44

* If the intensity of precipitation is more than 30mm/hr the runway is considered to be flooded * In Japan, if more than 30mm/hr. precipitation is observed the met office will issue a METAR code with RI++

Answer 45

* Ponding is a locally flooded condition that results from a geographical shape of the runway

Answer 46

* A runway covered with snow or ice is issued a “SNOWTAM” by the airport authorities, so the flight crew makes the decision for operations based on the report * In case the official information is not available, then the reports from other flight crew or flight dispatch may be used as an alternative

Answer 47

* In the SNOWTAM, the runway is divided into 3 segments and for each segment the snow depth is measured at more than 2 points at relatively flat snow surface 2 to 8 meters on both sides of the runway centreline, then the average snow depth is reported on each segment

Answer 48

* Take-off / landing restriction by snow depth: Apply the performance for the worst condition of all three segments * Braking action: Use the worse of the last two segments

Answer 49

GENERAL: * Situations resulting from mid-air collision, bomb explosion, catastrophic failure, or other major malfunction * Selected elements of several different checklists may need to be applied to fit the situation BASIC AERODYNAMICS AND SYSTEM KNOWLEDGE: * Aileron control to serve as rudder control and vice versa - If both aileron and rudder control affected, the use of asymmetrical engine thrust may aid roll and directional control * If elevator control is affected, stabiliser trim, bank angle and trust may be used to control pitch * Pitch up with thrust increase, pitch down with thrust decrease * Flight control break-out feature is incorporated onto the 767 * There should be no concern about damaging the mechanism by applying too much force to the control columns during break-out * Limit bank angle to 15 degrees if manoeuvring capability is in question * Trading airspeed for altitude and vice versa should be considered FLIGHT PATH CONTROL: * Take whatever action is necessary to maintain a safe flight path * Fuel jettison (if installed) should be a primary consideration is performance appears to be critical * If operation of flaps is in doubt, leading and trailing edge devices should not be changed unless performance requires such action * Anytime an increased rolling moment is experienced during flap transition (indicating a failure to automatically shutdown an asymmetric flap situation), return the flap handle to the previous position * On the ground during landing, aggressive differential braking and / or use of asymmetrical reverse thrust, in addition to other control inputs, may be required to maintain directional control CHECKLISTS WITH MEMORY STEPS: * Only after the flight path control has been established, do the memory steps of the appropriate non-normal checklist * Complete all non-normal checklists prior to beginning final approach * There may be times where two non-normal checklists conflict with directions. The intended course of action should be consistent with the damage assessment and handling evaluation COMMUNICATIONS: * Establish flight deck communications as soon as possible. This may require use of the interphone, or in extreme noise levels, hand signals and gestures * Declare an emergency with ATC to assure priority handling and declare emergency services on the ground * If possible, organise a discrete radio frequency to minimise distractions and frequency changes * Squawk 7700 * Communications with the cabin crew and with the company are important, but should be accomplished only as time permits DAMAGE ASSESSMENT AND AIRPLANE HANDLING EVALUATION: * If possible, attempt to take time to assess the effects of the damage before attempting to land * Make configuration and airspeed changes slowly * Conduct the damage assessment and handling evaluation at an altitude that provides safe margin for recovery should flight path control be inadvertently compromised * If structural damage is suspected, attempt to access the magnitude of the damage by direct visual observation from the flight deck and / or passenger cabin * Consider contacting the company and use them as a valuable source of technical information if required from expert sources * If controllability is in question, consider performing a check of the airplane handling characteristics. The purpose of this check of to determine minimum safe speeds and the appropriate configuration for landing LANDING AIRPORT: * The following items should be considered when selecting an airport for landing: * Weather conditions (VMC preferred) * Enroute time * Length of runway available (Longest possible runway preferred, wind permitting) * Emergency services available * Flight crew familiarity * Other factors dictated by the specific situation

AOR Questions Flashcards

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