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Emirates Upgrade
BOOK 1
THE PROCESS GUIDE
(AIRBUS - A330)
October 2008
First
Edition
This book has been written and published as a reference book to assist all
Emirates pilots who are going or being in their Upgrade command process.
All materials herein are gathered and collected from pilots with emirates airlines
during their upgrade process, recurrent or line training.
Every effort has been made to ensure the accuracy of the information contained
within this book, however its the responsibility of all pilots to make sure that
the information in this book is up-to-date according to Emiratess latest updates
as per the Company CD, FCIs or any sort of updating venues.
All pilots are highly appreciated to submit their feedback, suggestions, comments
or anything that might be helpful to our colleagues now or in future.
Please send all your correspondences to the following e-mail:
ekupgrade@gmail.com
FOREWAORD
I would like to say a big thank you for all the people who
provided me with this amount of useful information that led
to the publishing of this book, I hope their time, effort and
study will be reflected on all of us during our upgrade
process, I wish you a very successful upgrade.
A.B
October 2008
Index
Pre-Face CONGRATULATIONS
SECTION 1 INTRODUCTION
SECTION 2 OFFICIAL DOCUMENTS EXTRACS
SECTION 3 INTERVIEW PROCESS
SECTION 4 PRE-COURSE NOTES
SECTION 5 COURSE DETAILS
SECTION 6 FULL FLIGHT SIMULATOR
SECTION 7 LOS/LOFT SCENARIO
SECTION 8 FOM STUDY GUIDE
SECTION 9 QUESTIONS BANK
CONGRATULATIONS
Congratulations
CONGRATULATIONS!
Congratulations! as you have been selected for a new role as a Commander of an
Emirates aircraft, this new role requires a lot of study and preparation, Im sure that all of
Emirates Pilots are having the skills and the experience required for the this new
responsibility, during service with Emirates all of us were waiting for this moment which
is a mile stone in our career.
During your service with Emirates you should have heard good stories, bad stories about
the upgrade process, so just put faith in your self and be confident you can do it, just do
your home work and make some effort to achieve your goal which you have always
dreamed off.
This book is intend to give you a hand during your preparation for your upgrade on the
A330 Aircraft, I gathered all available information that made sense to me that it might be
needed and combined them in TWO different books, (BOOK 1 and BOOK 2), Book one
is THE PROCESS GUIDE , which includes most of the official material provided by
the company, and Book 2 SUPPLEMENTARY INFORMATION, which include some
good information collected from Emirates Pilots and a trusted internet sites.
I have tried my best to gather as much information as I can from all my friends,
colleagues, instructors and experienced, knowledged, trusted pilots, and combined them
in this document for the benefit of all of us.
Although this document is updated to the best of my knowledge and up to date, it is
required by all pilots to update this document according to the new revisions/updates
from the company.
I wish all the best for all of us, and hope this document will give some help for all my
colleagues approaching their upgrade time, GOOD LUCK.
A.B
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SECTION 1
INTRODUCTION
Section 1
Introduction
1. INTRODUCTION
How you will be selected for your upgrade
As stipulated in the FOM the minimum experience for normal command are as follows:
1) A minimum of 6,000 hours Total Time.
2) A minimum of 4,000 hours HardTime.
3) Possession of a valid UAE ATPL.
4) A minimum of 3 years of service in Emirates prior to promotion to Captain.
5) A minimum of four PPCs successfully completed on any aircraft type in Emirates fleet.
6) A minimum of 12 months on type, from date of completion of initial line training.
7) Must maintain full Route and Aerodrome qualification recency, including CAT B & C airports.
If you are fulfilling the above requirements, then once your time comes the process is as follows:
1- Each month there is a Fleet Review Meeting which will review your file for an INITIAL
SUITABILITY ASSESMENT (details in Section 1 of this document).
2- Once you have been successfully selected by the Fleet Review Board, you will be notified in
Writing to conduct a DETAILED SUITABILTY ASSESMENT as follows:
-
3- Upon the successful completion of the above requirements, candidate will be invited for
INTERVIEW with Fleet Management (details are listed in Section 2 of this document).
4- Successful candidates will be receive offers for their upgrade course dates.
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Section 1
Introduction
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SECTION 2
OFFICIAL DOCUMENTS
EXTRACTS
Upgrade requirements and process
(Extracts from FOM, OM-D, TM 334-Part 1)
Section 2
Company Manuals Extracts
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Section 2
Company Manuals Extracts
The Fleet management shall advise unsuccessful candidates in writing and shall provide details of the
assessment on which the recommendations are based.
This written notification will also specify the conditions and/or performance criteria necessary for future
upgrade consideration.
The outcome of the Review Meeting will be deemed to be the Flight Operations managements final
decision in this respect.
An upgrade candidate who is successful in the Initial Suitability Assessment will be put forward for
Detailed Suitability Assessment.
3.5.5 Detailed Suitability Assessment
Subject to a satisfactory recommendation from the Initial Suitability Assessment, First officers will
undertake a Detailed Suitability Assessment. Upon completion of the Detailed Suitability Assessment, the
First Officer will be given a written notification of the outcome.
The Detailed Suitability Assessment will consist of the following:
1) Candidates will attend the Psychology Department for psychometric testing.
2) Candidates will be tested on their current technical, procedural and FOM knowledge.
3) Candidates may be required to fly a series of Command Assessment Sectors with a Pilot Standards
Captain where further demonstrations of technical, procedural, handling and FOM knowledge will be
assessed.
4) Upon completion of the above requirements, candidates will be invited for an interview with Fleet
Management where the results of the Assessment Process will be discussed and a decision will be made as
to the candidates suitability to commence the upgrade training program.
Successful candidates will receive offers of command training. Unsuccessful candidates will be notified by Fleet
Management in writing outlining areas of concern that require development Any future consideration for
command upgrade will be determined by Fleet Management upon the candidate meeting the suitability
requirements as outlined in this policy.
3.5.6 Upgrade Command Training
1) On the same type:
Pilots undergoing upgrade on the same aircraft type will undertake a suitable upgrade course as described
in OM-D.
Upgrade PPC with a grading of 3 must be reviewed by VPFT and CFI Airbus/Boeing to decide on the
continuation or termination of Upgrade Training.
2) On a different type (Transition Upgrade):
It is the policy of Emirates not to permit transition upgrades.
3.5.7 Course Failure
3) Upgrade Command Training Failures:
At the discretion of the Fleet Management, after a period of 12 months from an upgrade failure, a First
Officer may be considered for a second upgrade attempt subsequent to satisfactory completion of 2
recurrent PPCs. In determining the suitability of a First Officer for a second attempt, the Fleet Review
Meeting will pay particular attention to Training and Standard performance. The meeting expects to see a
high level of competency demonstrated through PPCs and ALCs.
Before being offered a second upgrade course, the First Officer will undergo an assessment process that
will include a technical quiz and Command Assessment Sectors as determined by the Fleet Standards Dept.
If any developmental training is required this will be identified and the First Officer sent to the Training
Dept to undergo the required training. If the First Officer is determined suitable for his second attempt at
upgrade then he will conduct a final assessment flight with either the Chief Pilot or his nominated deputy.
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2.1.3.5 LOS
See section 5.19 of TM 334 Part1 (Below).
5.19 Line Orientated Simulation
Foreword
This phase consists of 4 FFS sessions, with the emphasis being again on training. The first
3 sessions will be Line Orientated Simulation (LOS), with the last one being the Line
Orientated Evaluation (LOE).
The 4 simulator sessions will be interspersed with normal upgrade line training sectors, during
which time the line training syllabus will be completed to a satisfactory standard. These sectors
have been inserted between the 3 LOS and the 1 LOE session to further enhance the overall
training value, and to generally assist in building the confidence and ability of the upgrade
candidate. The allotted amount of sectors, as per FTPM, will be completed before the LOE,
followed by the Final Line Check (FLC). Training rostering will endeavor to produce a roster,
whereby the candidate will fly between 4 to 8 line sectors from the LHS, between each simulator
session.
Objectives
To observe and develop the ability of the candidate to handle various emergencies
and abnormalities in real time, and realistic operational conditions.
To observe and develop the candidates knowledge in technical and procedural matters.
To observe CRM behaviours and task management when subjected to potentially demanding
scenarios.
To develop the skills, knowledge and the application of knowledge so that upgrade candidates
will have the tools to:
Successfully complete the upgrade training, and
Use sound judgment and make sensible decisions in accordance with Company Policies upon
promotion to Captain.
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Section 2
Company Manuals Extracts
Training Guidelines
During the LOS phase, the emphasis is on training. The scenarios will be run as realistically
as possible, however the TC is encouraged to intervene and discuss pertinent issues as
required to assist in developing the candidate. If necessary the use of the simulator freeze
facility is acceptable for the TC to stress an important point of instruction. During this phase
the candidate must demonstrate a good standard, or show signs of improving towards this,
before being recommended for the LOE. Should the standard not be achieved within the
allocated sessions, then extra training may be scheduled at the discretion of VPFT and/or
CFI/CFE.
During the LOS and LOE sessions, the TC will act as engineer, purser, ATC and any other
character as may be required. The emphasis on training must be maintained during the LOS
phase.
The final LOS is conducted as a Progress Review without any instructor intervention. On
successful completion of this exercise, the candidate will be recommended for the LOE. The
LOE will be run as a normal flight in all aspects.
All LOS and LOE forms consist of 2 pages, filling in and signing of these forms is as per standard
Emirates practice.
Use Of Video
It is recommended that the video equipment be used to record the entire Loft as this gives
increased value to the debriefing. It clearly highlights CRM aspects and in many cases will greatly
assist in getting across an important teaching point. The student should provide a blank 180
minute video tape for each session, if he wishes he can use the same tape and record over it.
The tape must be erased after each session and the student must not be allowed to take it home.
A video eraser is available in briefing room 4 for this purpose.
During the simulator session the instructor should note the times at which items of interest occur
and use this as a guide during replay. Debriefing in this manner may increase the debriefing time
however this method has been well received by the crews that have undergone upgrade training.
LOS Rules
LOS sessions are designed with the following rules:
Only 1 MEL prior to pushback. This may or may not be combined with further failures to affect
the outcome of the flight.
Only 1 failure allowed during taxi. This can be in addition to the MEL above.
After takeoff, only 1 x recoverable failure, and 1 x unrecoverable failure may be given. These
failures may be the secondary result of a primary failure, eg. Hydraulic system failure due to
engine shutdown.
Weather conditions are to be realistic with changes as indicated on the forecast The content
and failure scenarios of each LOS will be at the discretion of the TC in accordance with the
prescribed guidelines in OM-D.
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Section 2
Company Manuals Extracts
LOS/LOE Guidelines
Furthermore, one prescribed scenario will be included in each LOS:
LS1U: the first LOS will include a Monsoon Weather scenario.
LS2U: will include a Cold weather Operation scenario.
LS3U: will include an ETOPS flight.
LOEU: is the Line Orientated Evaluation. The content will be at the discretion of the TRE
in keeping with the above rules.
If a particular LOFT does not take up the entire simulator session, then a second mini-loft may be
introduced and conducted by the TC.
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2.1.3.8 LIFUS
See section 5.21 of TM 334 Part 1 (Below).
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Section 2
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Study: Line Training will require an in-depth knowledge of the FOM and the FCOMs.
Thorough knowledge of all chapters is expected and required. For study purposes we
recommend you give particular emphasis to FOM chapters 11-15 and chapter 20.
Your Training File contains a Line Training Syllabus. Each subject will be covered by your various
Training Captains you must arrive for you flight well prepared. The Line Training Study Guide and
Completion standard is designed to help you study, please use this document to your advantage.
Time Management: Your pick-up will be approximately 2hrs15mins prior to flight (depending on
location check FOM). Arrival time at CBC will vary, however, cabin crew are instructed to depart
CBC for the aircraft at STD -75 mins. The bus ride from CBC to the aircraft can take 15- 20mins
depending on the parking bay. Time Management at the briefing stage is critical.
Prioritisation is essential, make sure you know the minimum requirements FOM 12.2.
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Section 2
Company Manuals Extracts
OM-D Extracts
The following are exact extracts from the OM-D latest version up to date as of October 2008.
Note: Please make sure to update any changes that might happen as per updates on
company CD, FCIs, FCNs.
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Section 2
Company Manuals Extracts
Module 4:
1 simulator session
o LVOPS
o ZFT
o Cat C (if required).
Module 5:
3 LOS simulator and 1 LOE simulator session.
o LOS: a series of line oriented flight training simulator exercises.
o LOE: is a final line oriented simulator check.
o Simulator LOS and LOE sessions will be embedded throughout the Line Training flights. LOS
session 1 must be completed satisfactorily before commencing Line Training and LOE must be
completed before the FLC.
Note: For guidelines on the conduct of LOS/E, refer to the LOS and LOE Appendix.
2.1.3.5.3 Line Training
Refer to the Line Flying Under Supervision and Line Checking Appendix.
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SECTION 3
INTERVIEW PROCESS
Section 3
Interview Process
3. INTERVIEW PROCESS
Upon completion of the requirements stipulated in the FOM and previously stated in Section 1 of
this document, candidates will be invited for an interview with Fleet Management where the
results of the Assessment Process will be discussed and a decision will be made as to the
candidates suitability to commence the upgrade training program.
Successful candidates will receive offers of command training.
The interview panel may consist of:
-Fleet Management.
-Human Resources representative.
-Recruitment representative.
The interview will take about 15 min to 1 hour depending on the panel and your answers .
Questions will vary between personal, technical, operational or daily operation including a real
scenario for a flight with different problems on ground and before departure. Problems will be time
critical and sometimes to judge your awareness of the FOM, decision making process and
company operational policies.
In the following pages you will find a very good summary of some points you need to focus and it
really covers some of the interview questions as well as the experience of many pilots who have gone
through their interview process and would like to share their experience with their colleagues, I tried
to gather as much interview sessions as I can from both Airbus and Boeing pilots respectively so
please if you come across an interview with a Boeing pilot, please disregard the specific type
technical info and procedures.
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Section 3
Interview Process
Limitations
Tech Log, Daily Validity, What must be signed
MEL, Concessions, verbal,
Captain performed items
Company Ops Spec, Where, what does it contain?
Aircraft Documentation Folder
Fuel Policy, extra, when
Reduced Reserve Fuel, conditions, actions
Continue without Alternate, conditions
Fuel uplift check
Tankering, how to maximize calculation
Fuel emergency
AWO Minima, Take-off / Landing
Take-Off Alternate requirements, when, distance
ETOPS, Suitable Alternate, weather deteriorates?
Alternate Airport weather requirements, 2 Alts when?
Circling Minima
Visual requirements
Stable approach criteria
Flight parameter callouts by PNF
Orbit
Autoland
Approach ban point
Company speed limits
Derated Take-off, when must you use TOGA
FO takeoff / landing restrictions, taxi
Minimum cabin crew
Captain Responsibilities, whose authority, when, where (ie)hotel?
ZFW LMC, 300, 700, +700, LMC Fuel? LMC bag weights
New CFP when?
Need to reduce TO weight, priorities
New Captain limits
ASRs, when, GCAA
Fire fighting / Rescue
Capt is PF mandatory when?
Departure / Arrival delays, time, Pax PA, Ops call info
Arming of doors
Autobrakes recommended
Land ASAP (RED) when
Mayday vs PAN
Flight Duty period, local night, max duty with positioning
Flight Duty Period extensions
Latest publication amendments numbers
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Interview
Scenario involved a flight to BAH with considerations for fuel planning, F/O landing
restrictions, dispatch with no engineer, all with a difficult F/O and how I would handle him.
What would you do if the FO was running down the company while you were on duty.
Relate a complex situation you have been involved in.
Non-adherence to SOP's, when/why?
Relate a time you have had to assert yourself.
What do you think of EK command criteria?
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Section 3
Interview Process
30 Nov. 02
3 Panel members
Duration : 20 25 min
1.
If there has been a failed check ride in the past it will come up and be discussed. This may
include any abnormal write up you may have had, not necessarily a failed check ride.
2. What do you think a good Captain is (should be) ?
a. Include Leadership roles.
b. How to motivate crew.
c. Etc.
3. Have you had any difficult situations in the past (could be as Captain or F/O) ? Explain if full
detail.
4. Have you had any conflicting experiences ?
5. What is enroute reserve fuel ? This will lead into the next question.
6. You are in LHR after pushing off the gate and find out you must off load a bag. What are the
considerations ? You notice that you no longer have CFP fuel, what will you do ? Refueling
is not an option. After exhausting your great knowledge on flying at a more economical
speed, closer alternate, blah, blah, you are stuck with what you got and its not enough.
a. LMC
b. RRP
i. New CFP
ii. DP, etc
7. Following through with the above scenerio.you now end up with a medical emergency.
What are your considerations ? How are you going to handle it ? What is your role in this
case ?
8. You are approaching the Lamborne VOR for LHR. Weather is fluctuating above and below
Cat III limits. First of all what are the limits ? And second of all what are you going to do ?
9. Are both autopilots engaged in a autoland ?
10. What considerations must you take into effect for a NPA ? This questions is referring to the
QRH checklist. There is also a question regarding the EK policy that you must fly a NPA at
least once a month and then annotate in the VR.
11. Know EGT limits.
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Interview Process
: FOM Chap 18
: FOM Chap 3
: AFM section 6
: FCOM VOL 2 Special Flight
-What is contained in the Ops Specs & Where are they located : (Docs Folder on board)
-When can the Captain utilise Flt and Duty discretion
: FOM Chap 27
-Outline the Company Circling minima
: FOM Chap 21
-Who can issue a CRS?
: FOM Chap 17
-What is a concession, how many sectors can you operate under one and who can authorize its use?
: FOM Chap 17 & MEL Section 0
-What is the recommended technique if an overspeed occurs in the descent? : SOPs & FCOM 3
Supplementary Procedures
-What would you do if you realize you will be arriving at dest with < CMR fuel : FOM Chap 11
-Incapacitation scenario
: FOM Chap 25 & FCOM 3
-Why do you want to be a Captain?
-What are the qualities you think a Captain should have?
-Tell us about a time you experienced conflict in the flight deck/at work/at home.how was it resolved
-What are the duties and responsibilites of a Captain?
: FOM Chap 1
-Tell us about the worst experience you have had in your aviation career
-Tell us what you were doing prior to joining EK
-What do you think of the EK fuel policyIf ZFW drops prior to departure what would you do re-fuel.,
When would you take extra fuel?
-ATC ask you to maintain 210 kts until 8nm finalwhat would you do?
-On the CFP, how is block time calculated?
-How do you view EK as a company?
-What do you think EK could be doing better?
-Destination Alternate is equipped with a CAT 2 Approach only, what are the weather limits required
at the planning stage
: FOM Chap 12
-Briefly summarise the changes in the latest FOM amendment
-Briefly summarise the changes in the latest SOP amendment
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Thats about it
Good luck
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2. Technical quiz
30 questions in 30 minutes
o These questions are mainly from the multiple choice B 777 questions
o 2 to 4 Dangerous Goods questions
3. Final interview
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Interview Process
2) You reach the airplane and you see that the techlog hasnt been
signed. Only missing the signature. What do you do ?
Call SMNC to know if the captain is still ther ? ( gone)
At the same time, the red cap asks if he can start the boarding
o I ask him to wait 5 minutes, the time to solve my
problem, he says he is going to put my responsibility for
the delay and I accept it .
Obviously, only the signature is missing as all the other boxes
were filled and we decide to go and raise a CSR.
3) APU auto shutdown due to APU controller. You are in the black.
What are your actions?
Check list
Stop boarding + PA
Engineer + MEL
Ground power
S P for engine start
Check if dest has the appropriate equipment
4) NOTOC
5 or 6 containers are loaded with radioactive products( TI = 12.4)
at last minute. What do you do ?
You accept after you checked the TI or
You refuse it because you dont know if it is loaded
on the bottom of the container
5) You have a MEL cat C dated of 10th of june at 17:40. What do you
do?
Dated on the 10th means active from the 11th at 00:00 until the
20th of june 23:59. Then, we can go.
6) And what if you have a split duty in IST and land in Dubai at 01:00
LT ?
As we takeoff before midnight, MEL is a pre dispatch document,
we can go.
7) During taxi, you have a comm message and a new load sheet, final
2
Stop and coordinate with ATC
Contact load control and discover that LMC, - 3 pax and 270
kg ( check that bags are not on board )
No perfo change We continue
8) You arrive at IST, gate 223 and it is really not your day, the ground
kart doesnt connect Neither the second one
The right engine is turning, so, I coordinate with everybody(
Engineer, ground staff, ATC) and connect the bridge on the
left( disembark PAX)
Then, I start the left and shutdown the right. Proceed for bags(
offload and load), cargo and fuel( + 2hrs of fuel( 2.5 tons) to
cover the rest of the ground ops
Start left and shutdown right to allow pax. Arm a second door.
9) The end
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During taxi we got an EICAS TCAS message. We checked the MEL and it says A/C SHOULD
not depart Dubai with a TCAS U/S. We talked to maintenance and there point of view was that we
have been dispatched and it is a SHOULD case and not a MUST case. I checked the
requirement for MNPS airspace and off course it was not required, but I still decided to get it
rectified considering busy airspace in Europe and expected holdings and stacking at LGW. So we
decided to return and that was it.
Stefan said I have no further questions. They told me to wait outside and than after a short while
called me and gave me the good news.
Over all it was a very comfortable environment. Stefans perspective is to see that you know your
stuff very well. The earlier you can make it happen the easier the interview is. So my advice is to
thoroughly understand and remember your books particularly FOM along with all the FCIs plus
all the supplementary procedures.
Best wishes.
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I said to my self: 1 engine has started already so I would disregard that and go.
He said he would do the same.
During taxi we Received Load sheet edition 2. What are your actions?
Stop, ATC evaluate the changes (3 PAX no bags minus 275 KG) Call SMNC to see if theyre part
of a group and continue.
Clear for T/O RVR 150/125/150
I said its below minima cause we need 150 for all the positions.
He said ok now RVR is within minima and you takeoff but you lose visibility at 75 Knots.
I said its below 80 so we Stop. He said ok, now you are airborne and around 2000 ft they tell you
to contact the company ASAP.
I said I would wait till above MSA then handover the control to the F/O and call the Company.
We Have a confirmed bomb on board so what are your actions?
Tell the F/O to stop the climb and reduce the speed, declare a Mayday etc.. etc..
He wanted to know step by step the FOM actions for a RED ALERT in FLIGHT
Also having elected to return to DXB I decided to land below the minima
(Remember ? The weather is still cat 3 but we only have CAT 2 avail in DXB)
And also to use the Autoland that is not certified for overweight landing.
After landing A/C stopped on the RWY, Precautionary Disembarkation.
I was then asked to wait outside for few minutes.
S.P called me back 5 minutes later and gave me the good news.
During the debrief He pointed out a few suggestions.
Instead of asking for radar vectors after declaring an Emergency with the ATC, it would have
been better to ask for a holding on the PPOS so you always know where you are.
Another point was that I assumed that the ATC would have provided the steps for the
precautionary disembarkation and I should have instead asked the Company.
Other than that I found the whole process very professional and relaxed.
They really want you to pass and Im sure they already know if you gonna have problems. So my
advise is, study hard before the Interview and when is your turn, relax, be yourself and its going
to be very easy!........Best Luck!
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Wind 160/22
3mm standing water on rwy
RA, vis 3500m
TEMPO 1218 2500m RA+
DXB
NSC, 200/4,3000m
TEMPO 9999
OOMA
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As you can see, DXB weather is not a factor, but OMAL is because we need circling or
NPA+200ft/1000m.I asked whether there is a circling approach and there was ,so need
1000(round up to nearest 100ft)+5km.Having gone through the Wx, I let the F/O fly if he wants
to. Was asked the criteria for takeoff alternate and FO minimums. If MEL restricts us to 120
Min ,are we still ETOPs? Yes we are. some questions on EETOPS, since I brought it up!
Q : there is a MEL Cat B Item reported on 4 days ago /1620Z.
A : applicable from 0000Z 3 days ago till today 2359Z,so no prob.
Q : what if we are delayed and land in DXB after 2359Z?
A : No problem, MEL is pre dispatch so can go, but defect needs to be addressed in DXB,I will
send MCC an ACARS Msg to remind them.
Q : How to apply for Concession to operate with expiring MEL?
A : Ans in the MEL.
Q : Tech log is all filled in with a defect from the last sector, but not signed.
A ; I said will contact SMNC first to try to contact the Captain or FO,then call MCC to inquire
about any significant downlinks from the aircraft over the past 5 days or so. Eng has done a
transit check, and I will ask him to have a look in the onboard maint(CMC) computer have
any active leg faults that might impact the flight. SMNC calls back that unable to contact the
flight crew .I said I am happy to accept the aircraft as I have verified that the aircraft is fit for
service and will release and accept the aircraft in the tech log.I will also make a note in the
voyage record about what I have done.
Q: Purser comes in to ask to board the pax
A : verify one door with steps and one aerobridge, ok to board
Q: snow blowing into door L5
A: I said close the door and have somebody man the door
Q: do you remove the steps
A: I said No, on the contrary, I will call the Eng and confirm with him that the steps be left in
place until refueling complete.
Q while boarding , APU quits..what are your actions?
A:
1) verify Apu has failed
2)
call for checklist from the QRH(no ECL, dark cockpit)
3)
hand the F/O my torch(if he doesnt have one)
4)
while he looking for chklist, call Purser to stop boarding
5)
make a quick PA to calm the pax
6)
do the chklist,no joy,so call eng to connect me to grnd elecs and gnd air cond and
then come upstairs
7)
Ask for Grnd Air Cond supp procedure before connecting to air con cart
8)
Eng in the cockpit to clear the pages in the Status, cannot fix the APU
9)
OK ,implication on my operationNo Apu on during the remote deicing, flight non
Etops so no problem, need grnd support at Dest. Can it be deferred, yes.
I said I will call ATC to ask for dispensation to deice at the gate. Not allowed. So I said I will
need to keep one Engine running on the side of the aircraft that is not being deiced, ATC
doesnt understand because of English problems : ( , I was on the verge of calling for our
stunning Russian cabin crew to translate : ), But I ask for the deicing chap to come upstairs and
explain my plan, he says no problem. (Ok, saved the stunning Russian for language lessons
later in the cruise!) So push to remote deice spot after 1 eng started at the gate with normal
de/anti ice one side at a time.
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Section 3
Interview Process
During taxi ,due congestion HOT time expired. I explained HOT protocol and said that as long
as a PCI is done before takeoff and the fluid is still effective with the wings clean, we can
takeoff. was asked how I was gonna conduct the PCI as well as the engine runups ( FO does
the PCI ,make sure he knows what he is looking for and eng runup one at a time to 50%N1/60
min)
Finally ,we takeoff and during cruise, of course a passenger falls sick! Medlink contact and page
for doctor, nursestarted looking for possible diversion spots. Purser comes back and informs us
that pax is worsening fast. Medlink prefers we go to Tiblisi. for the purposes of the scenario,
Tiblisi is an approved 777 alternate, wx was ok with Cat 1 ILS. Ran through my diversion
considerations quickly and decided to go to Tiblisi with the intent of dispatching myself out of
there considering FTL, dump if required to get myself no overweight, refueling ,tech support,
parking position if no B777 tow bar etc.went through all the actions step by step with me taking
control for the landing. after landing, considerations for quick getaway e.g: FTL, Captains
authority for refueling, Transit check, new OFP, ATC FLT PLN.
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Section 3
Interview Process
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Section 3
Interview Process
HOT 2310-2330z. Time now is 2340z. what do you do? PCI and if the A/C is clean we can go.
At the hold short load sheet edition No.2: minus 270kgs and 3 pax missing.
I advice ground 3 minutes delay. I call ops and I find out that 2 of their bags are inside the A/C ....
I said that this is a security breach and that I need to off load them.
I request Ops to organize for refueling, deicing again and MC for a concession for the MEL
expiring at 2359z.
S.P. asked me: " Are you sure?"
I said YES again.
He then suggested that I could get in contact with FCDM and security in DXB.
They could have more info about these pax and their bags, like that they were in transit and the
bags travelled already on another flight ... or other details ...
He said that sometimes we need to go outside the FOM lines and be "creative" in order to bring
back an A/C.
He then congratulate me and he gave me a course date.
Good luck.
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Section 3
Interview Process
Scenario:
MNL to DXB
Rain/ wind 120/15-22 (Crosswind)
Dubai weather fine/ Alternate OMAA/with tempo 2000 meter
Who will fly the sector?
Although the weather is border limit I would fly
Then he added that Rwy is contaminate with 3 mm rain.
In this case CA must takeoff
OMAA has a tempo wit 2000 meters , ILS is out, consideration?
Alternate weather is not adequate for a NPA need to get a new alternate (considering both ends of
rwy if ILS is available opposite end)
RAK is elected and since is within 100 nm is not required to have the extra fuel. The new alternate
need to be filed with ATC tough!!
During pushback ,prior to engine start /O push status page and you get a "Hydr Dem right", what
you do?
Ask to be pulled in and get the engineer to fix it.
REFUELING WITH PAX ON BOARD AND PURSER IS NOT HAPPY L5 GETTING PADDLE OF
WATER . Want it closed but ask for another one to be armed>
Close and manned and since there is no other door she needs to accept it.
During taxi TWR advice full length is not available and OPT doesn't;t have the intersection takeoff
point, considerations?
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Section 3
Interview Process
Page 27 of 28
Section 3
Interview Process
During taxi, new load sheet edition 2 from printer ZFW drop 285KG. What do you do?
Contact load control and ask what are the changes. He said 3 pax so you have to make
sure that they have no bags on board and if they are not part of a group
Red bomb warning just after T/O. What do you do in the correct sequence?
Push alt hold verify for obstacles (above MSA) transfer controls to F/O go to PINGO
Declare mayday std-by for intentions, NN check-list, purser to flight deck with NITS
Declare that you go back to DXB in emergency, ask for stairs at designated area
and fire brigade. Disregard overweight landing autoland and wx restrictions, you just want
to land asap. Update info with purser prior landing (precautionary/emergency evac).
That's all I can remember...
Good luck for the interview.
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SECTION 4
PRE-COURSE NOTES
(Company Provided Notes)
Section 4
Pre-Course Notes
4. Pre-Course Notes
1. Introduction
Congratulations on your award of a command assignment!
As you await the commencement of your training in excited anticipation you may well be feeling
somewhat daunted at the amount of work you will have to do in a relatively short time.
These notes are designed to help you focus on the key aspects of your new role and help make your
upgrade training as beneficial as possible.
We certainly do not underestimate the strong base of knowledge, expertise and experience that you have
gained as a First Officer. In many ways, Command Training will not teach you anything new. It will,
however, give you opportunities to develop and improve your leadership and management skills. This
process of improvement does not stop at your check to line. There will always be room for improvement
throughout your career as an Airline Captain.
You will find that your command training is consistent with the type of CRM training you have had in
recent years and it is consistent with the A.A.M. model, (discussed below). It is also useful to consider
how this training fits in with the flight operations mission statement to operate Emirates aircraft in
the safest and most efficient way, and in accordance with our strategic goals:
Safety record among the best in the industry
Respond to the business needs in a flexible and cost effective way
Provide superlative training and flight technical support
Encourage initiative, teamwork and business awareness
Demonstrate concern for the needs of the customers
The safety message is one that we are very well aware of but it is worth emphasising that the pilots are
often the last line of defense. All parts of the Company should be working towards this goal, but there
may be times when you feel that this is not the case. As a Captain you may well have a wider
understanding of, and exposure to, safety issues than others in the organisation. You also have the
authority, supported by company policy and legislative force, to say No!.
As pilots we are often sceptical about cost-saving measures, but the simple fact is that we have to run an
airline cost efficiently, over time, if we are to stay in business. There are a number of ways that you, as a
Captain, will be able to contribute to this efficiency. Our industry has always been a competitive one and
this fact is unlikely to change. As a company we need Captains who are up to the challenge of making
their contribution towards improvements in efficiency. How we attract and look after customers is also
an important part of the profit equation. Whilst we do not have a great deal of face-to-face contact with
customers we should not underestimate the effects (positive and negative) of our communications with
them in building customer value.
In any company, especially large ones, maintaining staff motivation is a challenge. You may well
recognise periods in your career when personal motivation has slumped but as you are about to take the
most significant step in an Airline Pilots career your motivation level is probably high. As a Captain it is
worth reflecting on how you motivate those around you. The way you go about your job has the potential
to significantly enhance the people you work alongside. It affects not only your First Officer and Cabin
Crew, but also Engineers, Ground Staff and others.
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Section 4
Pre-Course Notes
2. Human Factors
You bring a unique combination of knowledge, skills and attitude with you as you embark upon your
training. These are all equally important, but it is fair to say that with the correct attitude, the other
factors will, in all likelihood, fall into place. It is therefore appropriate to spend some time focussing on
some of the human factor aspects of Captaincy.
2.1. Leadership
Leadership is a concept that is easier to recognise than it is to define. Leadership is not a quality that
you either have or dont have. It is a complex set of skills that can be learnt and continually improved,
upon with reflection and application. The whole of your command training is about leadership but here
are a few preliminary points to think about:
Command leadership is much more than occupying the left-hand seat.
Leaders plan, organise and evaluate the work that is done.
A good leader needs to be competent at a task to inspire confidence.
Leaders help keep others motivated.
Leaders create the conditions in which others can excel at their job.
Leadership requires patience.
Leaders facilitate interpersonal interaction and positive working relations.
As a Captain you will hold an important leadership role by virtue of the authority vested upon you in that
position. It is important that you develop your own leadership style and have the confidence to back your
own judgement. You will have seen a variety of leadership styles and techniques throughout your career.
It is worthwhile thinking over some of the challenging situations that you have been involved in as a
crewmember. Were there particular techniques that the Captain used that were effective or ineffective?
Think of ways to incorporate the useful techniques in your own operation.
It is also important to recognise that different leadership styles are needed in different situations.
Normal operations may allow for a participative style that would not be appropriate in an emergency. As
a Captain you must be able to quickly adapt to the situation. A laissez-faire style in an emergency will
only exacerbate the problem, whilst an autocratic style in normal operations will cause resentment and
frustration. One particular challenge that some of you will face is to be a newly qualified Captain flying
with First Officers that have thousands of hours more than you on type.
It is important that you do not abdicate your leadership. You have the authority that goes with your
position. Remember also that the First Officer is a very useful resource available to you.
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Section 4
Pre-Course Notes
2.3. Communication
The importance of effective communication will not be new to you but there are some points that are
worth emphasising as you focus on your new role. In Emirates we have a disciplined approach to using
standard terminology. This is vital as it is driven by the number of differing nationalities on the flight
deck. Miscommunication will occur, but being standard in your speech will keep these instances to a
minimum. The benefit of standard phraseology is that it defines a common vocabulary and provides
specific direction to deal with many operational situations. It is important, however, not to let our
communication be limited in situations where standard phraseology does not provide guidance. It is also
important to recognise that there is a wide variety of communications that occur on the flight deck.
Here are some examples:
Commands
Crew obligatory statement
Crew suggestions
Queries
Preferences
Hints
Self-directives
Permission-seeking questions
Communication is not simply about passing information. There is also a social / relational aspect. You
are probably aware that as a First Officer you frequently used indirect communications to good effect.
As a Captain you need to be aware that much of the communication that you receive from subordinates
and other airline staff will be indirect. There may be times that you have to ask people to be more
specific with the information they provide if you think they are being too socially sensitive.
You, as the Captain, must establish a very open style of communication. You should share the plan
with your crew. This does not in any way undermine your authority. If fact it enhances it and promotes
the flow of information that will contribute to sound decision making.
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Section 4
Pre-Course Notes
2.4. Decision-making
As a Captain, you make the decisions, but the process of decision making involves other crewmembers
and resources. The aim is to minimise risk whilst maximising the effectiveness and efficiency of the
operation. The decisions you will have to make will vary greatly in complexity and importance.
Sometimes your decision will be the first acceptable option (e.g. land ASAP in an emergency). At other
times it may be to find the optimal decision after taking into account many variables (e.g. A diversion
due to weather or maintenance requirements).
In your decision-making, keep in mind the operating priorities of Safety, Economy, Comfort, and
Schedule. It is always important to approach decisions in a thorough and constructive manner. A useful
mnemonic may help. The one that is provided in Emirates is A.A.M.
Firstly, when a problem occurs concentrate on flying the aircraft, then ensure a safe trajectory/phase of
flight and finally communicate. Aviate - Navigate - Communicate are the golden rules.
A -Assess the problem. (ANC, Stay below the line, time management)
A -Action the problem. (ECAM / EICAS / Recalls / Checklist / Plan)
M -Manage the needs. (Prioritise - Individual / Task / Group-Communicate)
Further essential reading is contained in your CRM course notes and in the Route Manual chapter one.
Remember that you are now the leader / manager of the situation, something you may have not practised
for some time. As the situation develops do not forget to evaluate your actions at each significant point,
or decision, in the ongoing situation.
You may also find it helpful to think about decision- making in the following terms:
Risk
Information
Time
Perspective
Remember that it is your job to analyse the situation and find the critical limiting factor. It may one of
many things such as; time, fuel, runway length or even the weather. Stay below the line, ask questions
and ensure that you have all the relevant information, prior to embarking on a course of action. Some
seconds spent gathering information; planning and directing the instigation of that plan will save many
minutes later in the operation.
An important point to emphasise with regard to evaluation is what happens after the situation has been
dealt with. Some events require you to de-brief the crew at an appropriate time and place. You may also
have reporting requirements. For you own benefit, you should also evaluate your decisions that do not
require a formal report. Ask yourself what you did well and what you could do have done better to
handle a similar situation in the future.
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Section 4
Pre-Course Notes
Indeed as pert of your preparation you should study other Commanders decisions. You should analyse
their situations, with the benefit of hindsight, and without the stressor of time, to see if you agree with
the decisions made, and if not, decide what you would have done in similar circumstances. Indeed, if you
did not agree with their decisions you should also analyse why you did not agree and decide, perhaps at a
later date after further consideration, why you did not agree.
2.6. Cognition
Our brain is exceptionally powerful but typically limited to dealing consciously with one issue at a time.
It is easily overloaded and can also produce biased results. Restrictions in attention and filtering may
reduce the processing of sensory inputs therefore thought awareness and training we can implement
ways of overcoming these shortfalls. Some examples are: avoiding information overload, task sharing,
avoiding mindsets and practising psychomotor skills (motor-actions).
2.7. Stress
Recognising the effects of stress in yourself and others is important if you are to understand that the
effect stress has on team performance. Stress is caused by a combination of external factors, workplace
factors and personality. Some level of stress is inevitable and, in fact, desirable in our workplace.
However, beyond a certain point, the cumulative effects of stress will cause performance to decline
possibly in a very rapid manner. There are many symptoms of acute and chronic stress and individuals
will vary in how they react.
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Section 4
Pre-Course Notes
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Pre-Course Notes
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Section 4
Pre-Course Notes
3. Commercial Environment
We are working in an industry that has become increasingly volatile. Companies come and go. Fleet
structure and schedules change very rapidly here at Emirates. Whether we like it or not, we are business
managers in a very challenging economic environment. It is important that we understand the
commercial environment to ensure that we can make decisions that are appropriate. It is also important
to understand the public relations/customer satisfaction impact of our decisions. We may not need to
know a great deal about the balance sheet or profit and loss statement, but we should all have a clear
understanding of how our decisions can affect Emirates profitability.
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Section 4
Pre-Course Notes
4. Resource Base
As a Captain you have many resources available to you. These may be in the form of crewmembers;
ATC and manuals carried on the aircraft. There is also the resource of the Integrated Operations Centre
(IOC) available to you, SMNC, MCC and conference call facilities, and DNATA Movement Control
(MOCON). It is important that you have a good understanding of how the IOC and MOCON work and
what they can offer you.
It is anticipated that you will be given the opportunity to visit the IOC, MOCON and Engineering at
some stage in your training, (non-official personal visits are also allowed). In the meantime make sure
you are familiar with the various ways that you can contact them.
5. Knowledge Base
As an experienced airline pilot you already have a very solid knowledge base. A good understanding of
regulations, procedures and policies will help you to make consistently sound decisions. There are some
things that you should know from memory. Other areas require a working knowledge. There are also
things that you should not attempt to memorise, but should be able to be referenced efficiently when the
need arises. If it is not clear what sort of information fits into each category, your Training Captains will
help clear up any ambiguity.
Depending on your background and previous experience, your knowledge requirements will vary
slightly. You should however have a working knowledge of the OM-A (FOM), the LIDO and the
FCOMs. You should concentrate on revising the areas that will affect you specifically as a Captain.
The sections below provide some general guidance.
5.2. LIDO.
A good knowledge with particular emphasis on these areas:
- Chart Legends, Definitions (especially MORA, MOCA, and MSA)
- Notam and Weather decodes
- Country Specific Normal and Emergency Procedures
- Aircraft Speeds
- Flight Planning
- Meteorology
- Rules of the Air
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Section 4
Pre-Course Notes
6. Skills
Manipulative skill is generally not a major point of difficulty in command training. You will have plenty
of opportunity for practice and, of course, a very good standard is expected. You may find however, that
as you settle in on the line your manipulative standard drops slightly as you are concentrating on the big
picture aspects of the operation. It is important that you maintain your standards for a number of
reasons. One of which is to inspire confidence from your First Officer and the rest of the crew. You may
have to pick which sectors you fly to make sure you keep in practice. You should also bear in mind
recency requirements when planning your flying for the day.
7. Conclusion
These notes do not provide you with a recipe for success in your command training. Rather they are
designed to get you thinking about the general principles involved, so that you can prepare these
principles prior to putting them into place during your training and after your check to line. You will find
flying as a Captain very satisfying and enjoyable, but command is not without its challenges and
frustrations. You will have to be thoroughly conversant with a Captain's duties and responsibilities, and
be developing a high level of knowledge and understanding of many topics. Through training you will be
able to develop you skills and show an attitude that meets the companys expectations.
We are all different and some people will pick up some aspects of the job quicker than others.
The important thing as a Captain is to put it all together. Do not hesitate to seek extra assistance if you
need it. Your Training Captains and your Fleet Training Manager are in a position to help, should you
call upon them. We also recognise that the Captains position is not an easy one. Not every decision that
you make will be perfect, but it is important not to let fear of making a mistake inhibit you from
exercising confident command leadership.
All the very best with your command training and enjoy the view from the left-hand seat!
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MEMORANDUM
Flight Operations Training
1 copy - valid Passport copy - with passport holder's picture & details page.
1 copy - valid UAE visa page - The UAE visa endorsed page, please check if visa is not expired.
1 copy - valid & current UAE licence copy (ATPL) - showing both sides of the card on same page.
1 copy - valid & current UAE medical certificate or Temporary medical cert - showing both sides of the card on same
page.
1 colour passport size colour photograph on white background
On arrival at the College, please collect the visitors swipe card from the Security Desk in exchange of your ID or any other
identification card to gain access to Flight Operations Training. Please ensure you collect your ID card and return the
swipe card prior to leaving the College.
Required Documentation and Pre-reading
1.
A paper copy of the FOM will be available for use during the ground school. The FOM can be collected from the
Flight Training Content Management on day 1 of your ground school. Please ensure you return the FOM on the
last day of your ground school.
2.
3.
The Crew Portal > Home Page > Training - Generic > Nomination as Commander, containing pre-reading
information on Command Preparation, Aviation Law and Rights of a Commander is to be reviewed before the
ground school.
4.
Please familiarise yourself with A330 Nomination as Commander Training Manual which may be viewed on
Crew Portal > Home Page > Training Manuals > A330 Training
The transportation arrangements can be viewed from: Crew Portal > Main Menu > Training - Generic > Transport
Arrangements.
Note: In the event that a Flight Crew has to leave the Ground School Training session for any urgent reason/s, he/she must
inform either the FTSM or the relevant Training Chief before leaving the Training College.
As per the Companys regulations you are required to attend in your Uniform.
Flight Training Department
Office Hours:
07:00 to 15:30 Sunday to Wednesday
07:00 to 15:00 Thursday
Page 1 of 4
Sep-08
Type Memo
MEMORANDUM
Flight Operations Training
American Airlines
Swissair 111 Investigation Report Exec Summary
CRM Pre-reading
2005.pdf (333 ...
The transportation arrangements can be viewed from: Crew Portal > Main Menu > Training
Generic> Transport Arrangements
As per the Companys regulations you are required to come in your Uniform.
Office Hours:
07:00 to 15:30 Sunday to Wednesday
07:00 to 15:00 - Thursday
Page 2 of 4
Sep-08
Type Memo
MEMORANDUM
Flight Operations Training
Pick up from Training College at 1200hrs to arrive at the new EK Engineering Gate-EK II near
Hangar D for IOC (NCC)/Engg. visits at 1230hrs.
Contact: IOC (NCC) - SMNC on Tel: 04-2182201 or 04-2991011/6061 at the security gate for
prior notification.
Contact: Engineering Base Shift Manager on 050-6458762 or 04-208 5259 for prior
notification and approximate finishing time at NCC.
Contact: Mr. Francis T/ Mr. Sajith Thayath on Tel: 04-2181216/8, if you face any problems at
the Security. Mr. Ayman Murad El Hag (for gate passes) on Tel: 04-2181221.
Return from IOC (NCC) / Engineering visit to Training College at 1515 hrs (approximately,
coordinate with bus driver).
If you foresee any delay or if you finish prior to the scheduled time, you can call Central Services on
2184538/2184539/2184540.
As per the Companys regulations you are required to come in your Uniform.
Note to Flight Crew:
Visits should be strictly followed in the order as given below(timings are approximate):1st Visit - To IOC (NCC): 1230 - 1345
2nd Visit - To Engg. area: 1345 - 1500
Please call the contact numbers mentioned above of the respective areas for tour co-ordination.
Please contact the new Police EK II Gate Tel: 04-2151563 for the Gate passes, if delayed or if not
yet available at the Gate.
Sep-08
Type Memo
MEMORANDUM
Flight Operations Training
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Sep-08
Type Memo
Upgrade Ground
School Syllabus
DAY ONE
INTRODUCTION
Guidance will be given on how to be prepared and what expectations are to be anticipated,
however the Upgraders are to show that they are developing proficiency toward their new position. A
full description of the upgrade programme from Day 1 until the final line assessment is to be provided
by the Instructor.
COMPANY PROCEDURE
A FOM review; emphasis is placed on an Emirates Captains responsibilities and duties. Also
discussed are specific areas of the FOM where guidance is specified in how to conduct routine and
non-routine flight operations; the policies and procedures to be followed and circumstances where the
Captain, in the interest of safety, may take whatever course of action he deems necessary.
1.0
30/07/03
Author: D. Granter
Upgrade Syllabus
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Upgrade Ground
School Syllabus
ENGINEERING
A visit to Network Control (IOC) and Engineering is conducted so that a wider understanding of
the whole operation is achieved and also provides the opportunity to ask operational and maintenance
related questions.
DAY TWO
FLIGHT SAFETY
The General Manager Flight Safety presents a summary of the departments functions. Procedures in
the case of an incident or accident, the requirements for reporting of air safety incidents are discussed
and a visual presentation of the FOQA programme. Specific areas and recent trends of ASIR are
highlighted; further discussion is invited from the participants.
LIDO FLIGHT PLANNING
The Flight Dispatch Manager provides the Flight Dispatch Department gives an informative briefing
on LIDO flight planning and EK dispatch principals with elaboration on the methods of application.
In-flight assistance, i.e. flight with landing gear down, re-routings, significant profile changes and the
principals of ETOPS planning are discussed to update overall LIDO understanding.
DANGEROUS GOODS
This is a review of dangerous goods procedures and an update of new information in the new
IATA Dangerous Goods Manual. A Captains responsibilities in relation to the carriage of these goods
and applicable operational considerations are to be understood.
1.0
30/07/03
Author: D. Granter
Upgrade Syllabus
Page 2 of 5
Upgrade Ground
School Syllabus
AIR LAW
Legal responsibilities, the boundaries and authority bestowed upon an Aircraft Commander
derived from International and Local Law are clarified with a review of the Chicago, Warsaw and
Tokyo conventions. The outcomes of recent legal cases in relation to notification of seatbelt usage are
discussed along with proposed changes to the UAE law, specifically in the handling of disruptive
passengers.
DAY THREE
CREW RESOURCE MAMAGEMENT (CRM)
This CRM day provides a review of Emirates CRM principals and tools which aid towards
maintaining a high level of safety and efficiency.
Emphasis is also given towards the development of leadership skills and the use of authority
dynamics. Demonstration is made in the application of the companys Threat Management Model
(AAM). Finally Live application of CRM techniques is practised during roll play in the F3D
trainer, which is videoed to provide effective feedback.
DAY FOUR
PERFORMANCE
This is a review of FAR/JAR, ICAO, and Jeppesen requirements together with FCOM and EK
performance criteria and its practical application.
The review is assisted through the aid of a questionnaire to be completed as part of home study before
the course. The questions refer to various performance sections within the FCOMs, which arent
usually employed in normal operations, however a detailed knowledge would be required in abnormal
situations.
Operational knowledge and the correct use of the laptop (BLT / LPC) in normal and abnormal
configurations is heightened through realistic examples.
1.0
30/07/03
Author: D. Granter
Upgrade Syllabus
Page 3 of 5
Upgrade Ground
School Syllabus
SUITABLE AIRPORTS
Instruction is given on guiding principals in the selection of adequate and suitable alternate
airports in cases of technical and non-technical related in-flight abnormal/emergency situations, i.e.
where to go, how to proceed, continue, return or divert.
DIVERSIONS
Once the decision has been made divert, the procedures for operations to EK and non-EK station
airports are considered, i.e. re-plan a continued flight or preparing for an unscheduled night stop.
Guidance is provided on how and what expected tasks must be completed by the crew in an
unscheduled night stop at a non EK airport.
FUEL MANAGEMENT
Details of fuel planning, normal and RRSV planning, plus in-flight considerations and
procedures when the flight is forecast to land with less than the Company Minimum Reserve (CMR)
requirement. Examples of various situations are given so that unnecessary diversions are avoided.
DAY FIVE
ABNORMAL PROCEDURES
Major emergency and abnormal procedures/checklists are clarified. For example:
1. Emergency Electrical configuration
2. Dual engine flame out
3. Smoke / Toxic fumes
4. Fuel leak
5. Volcanic ash
6. Unreliable airspeed
Current Operational Engineering and FCOM Bulletins are reviewed.
1.0
30/07/03
Author: D. Granter
Upgrade Syllabus
Page 4 of 5
Upgrade Ground
School Syllabus
MEL
A revision of the various sections in the MEL, specifically guidance is given in the practical
operational use of the MEL.
If there isnt a reference in the MEL then how next do you proceed?
1.0
30/07/03
Author: D. Granter
Upgrade Syllabus
Page 5 of 5
An introduction to International
Aviation Law
InternationalAviationLawIntro_v2.0.doc
V2.0
9/12/03
Hodges
UG_Aviation_Law
Page 1 of 15
A term of imprisonment not exceeding one year and a fine not exceeding fifty
thousand dirhams for piloting an aircraft when drunk to such an extent as to impair his
capacity to pilot the aircraft. Also the same penalties are legislated against a pilot-incommand who has failed to enter the required information in the documents or record
of the aircraft, or who has altered such information (Article 69)
A term of imprisonment not exceeding three years and a fine not exceeding one
hundred thousand dirhams, or either penalty, for carrying munitions or weapons of
war, or committing smuggling (or the intent to smuggle), (Article 70)
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Annex 14 - Aerodromes
Annex 15 - Aeronautical Information Services
Annex 16 - Environmental Protection
Annex 17 - Security - Safeguarding International Civil Aviation against Acts of
Unlawful Interference
Annex 18 - Safe Transport of Dangerous Goods by Air
Of particular relevance to the Airline Commander are Annex 2 Rules of The Air, and Annex
11 Air Traffic Services. Extracts from both of these Annexes are found in the Jeppesen
Manual, Air Traffic Control Section.
Extracted from ICAO Document 8168 (Procedures for Air Navigation Services - Aircraft Ops.
[PANS-OPS].)
Outlines the parameters that instrument procedures are based on, to emphasise the
necessity of compliance with charted procedures.
JEPP. ATC ICAO RULES OF THE AIR - ANNEX 2 (300 SERIES)
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In Summary
The Aircraft Commander is legally responsible for the disposition and safe operation of the
aircraft (Annex 2 and Annex 6). It is his responsibility to ens ure that all legal requirements
have been met before accepting flight plans and accepting the aircraft from maintenance.
The Company has a legal obligation to the local regulatory authority to ensure that
appropriate protocols are in place to meet all legal requirements, however, the Aircraft
Commander must remember that in most areas, he bears final legal responsibility.
Failure to take all reasonable actions to ensure all legal requirements are met could be
considered as negligence, or breach of "duty of care". Deliberate failure to observe any rule
could be considered as reckless conduct or wilful misconduct.
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carrier or its agents acted negligently or did not perform an act that was contributory to the
damages claimed against.
The Warsaw Convention primarily provided protection for carriers, and specified limitations of
liability for carriers. The Montreal Convention howeve r primarily protects the rights of
passengers and consignors. The carrier is burdened with the requirement to prove that it or
its agents did not act in a negligent manner to preserve limits of liability.
For the Montreal Convention to apply, the following tests must be satisfied:
the plaintiffs injury or damages are directly related to the flight in question (for
passenger injury or death, the event must occur on the aircraft, or in the
process of embarkation or disembarkation [Article 17]).
Under the Warsaw Convention, plaintiffs had to prove that the Carrier or its agents acted
recklessly. Historically Courts have found Aircraft Commanders to have acted recklessly
under the following circumstances
For failure to switch on the seat belt sign when entering an area of
forecast turbulence (Goldman v. Thai Airways International, [1983])
The Judge's finding in this case was predicated on the fact that the
Airline's Flight Operations Manual (which was presented as evidence
in Court) stated explicitly that the seat belt sign was to be switched
on before entering an area of forecast turbulence.
In all these cases, having proved wilful misconduct or reckless conduct (depending on
whether the Warsaw Convention or the amending Hague Protocol applied), the plaintiff was
then able to claim damages in excess of the Warsaw Convention limits of liability. In the U.S.,
particularly, the pecuniary damages awarded may be extraordinarily high, as the U.S. law
system allows the award of punitive damages to express societal disapproval.
The implications to the Aircraft Commander are obvious, be aware of the fact that your best
defence in the event of an accident or incident is to prove that you followed manufacturers,
and company procedures to the letter! Any procedural shortcut could be considered grounds
for negligence in a Court of Law.
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protocol's intent is to ensure that such acts do not go unpunished. States party to this
Convention are obligated to take all measures to restore control of the aircraft to its
commander, or to preserve his control of it.
The Tokyo Convention defines the acts to which its provisions apply:
1. This Convention shall apply in respect of:
(a) offences against penal law;
(b) acts which, whether or not they are offences, may or
do jeopardize the safety of the aircraft or of persons or property therein or
which jeopardize good order and discipline on board.
2. Except as provided in Chapter III, this Convention shall apply in respect of
offences committed or acts done by a person on board any aircraft registered
in a Contracting State, while that aircraft is in flight or on the surface of the
high seas or of any other area outside the territory of any State (The Tokyo
Convention, Article 1)
The Tokyo Convention makes specific reference to the powers of the Aircraft Commander.
1. The aircraft commander may, when he has reasonable grounds to believe
that a person has committed, or is about to commit, on board the aircraft, an
offence or act contemplated in Article 1, paragraph 1, impose upon such
person reasonable measures including restraint which are
necessary:
(a) to protect the safety of the aircraft, or of persons or property
therein; or
(b) to maintain good order and discipline on board; or
(c) to enable him to deliver such person to competent authorities or
to disembark him in accordance with the provisions of this Chapter.
2. The aircraft commander may require or authorize the assistance of other
crew members and may request or authorize, but not require, the assistance
of passengers to restrain any person whom he is entitled to restrain. Any crew
member or passenger may also take reasonable preventive measures without
such authorization when he has reasonable
grounds to believe that such action is immediately necessary to protect the
safety of the aircraft, or of persons or property therein. (The Tokyo
Convention, Article 6)
Additionally specific licence is granted to the Aircraft Commander to disembark any person,
suspected of committing any act as specified in Article 1:
1. The aircraft commander may, in so far as it is necessary for the purpose of
subparagraph (a) or (b) or paragraph 1 of Article 6, disembark in the
territory of any State in which the aircraft lands any person who he has
reasonable grounds to believe has committed, or is about to commit, on board
the aircraft an act contemplated in Article 1, paragraph 1(b).
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2. The aircraft commander shall report to the authorities of the State in which
he disembarks any person pursuant to this Article, the fact of ,and the reasons
for, such disembarkation. (The Tokyo Convent ion, Article 8)
The powers of the Aircraft Commander take effect when the aircraft is in-flight, the exact
definition of when the aircraft is in-flight is found in Article 5:
2. Notwithstanding the provisions of Article 1, paragraph 3, an aircraft shall
for the purposes of this Chapter, be considered to be in flight at any time from
the moment when all its external doors are closed (The Tokyo Convention,
Article 5)
For any action taken in accordance with this Convention, complete exemption from liability is
specified:
For actions taken in accordance with this Convention, neither the aircraft
commander, any other member of the crew, any passenger, the owner or
operator of the aircraft, nor the person on whose behalf the flight was
performed shall be held responsible in any proceeding on account of the
treatment undergone by the person against whom the actions were taken.
(The Tokyo Convention, Article 10)
The UAE
The UAE is a signatory to the Tokyo Convention (Effective date 15/7/81). The Tokyo
Convention is mentioned specifically in the introduction the UAE Civil Aviation Law
document where reference is made to Federal Decree No. 9 (1981), which recognises the
UAEs accession to the Tokyo Convention.
The Tokyo Convention is also specifically mentioned in the UAE Civil Aviation Regulations,
Part 7, the relevant section is reproduced below:
1.2.5
The UAE is a contracting party to the three principal conventions
concerning aviation security; these are:
(a) Tokyo Convention 1963: contracting states recognise offences committed on
board aircraft on international flights, acknowledge powers accorded to aircraft
commanders, and undertake to restore an aircraft subject to unlawful interference
to its lawful commander; they also accept a range of procedures for bringing
offenders to justice;
(b) Hague Convention 1970: contracting states agree to make the seizure of an
aircraft by force or intimidation - "hijacking" - an offence punishable by severe
penalties; and to make offenders subject to prosecution or extradition;
(c) Montreal Convention 1971: contracting states agree to make an increased
range of offences relative to the safety of aircraft (acts of violence against persons
on board, destruction or damage of an aircraft or navigational facility,
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Notice under paragraph one, that an act of violence is mentioned specifically in relation to
possible danger to the safety of the flight!
Aircraft Commanders should also be aware that in the event of a passenger suffering injury or
death whils t under restraint, civil action would probably be taken against the Aircraft
Commander for breach of his duty of care to the passenger. The implications of this are
obvious, should a passenger be restrained, ensure that he/she is placed under close
supervision for the remainder of the flight!
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In Summary
The Aircraft Commander has the power to restrain any passenger who he/she suspects
of committing, or being about to commit an offence, or any act that compromises good
order and discipline on board the aircraft.
Pursuant to this Convention, the Aircraft Commander has the right to have any person
disembarked in a signatory country. All signatory States agree to receive any passenger
offloaded in such circumstances.
According to this Convention, the Aircraft Commander's authority takes effect the moment
the external doors are closed.
In the event of action being taken against a passenger, make careful notes of the events,
preferably with a timeline, and take the names of passengers who could supply evidence
at any later enquiry.
Taxying Accidents/Incidents
Should the aircraft suffer an accident or incident during taxy, the local legislation of the State
I which the aircraft is located would apply. No International Conventions would be applicable
in this instance.
The UAE
In the UAE, an accident during taxy which resulted in death/injury or damage to property
would be treated in a similar manner to a road accident! The Local Police authorities would
take action based on the Statutes relating to road law.
Dubai Airport (November 99)
In conversation with the Dubai Airport Safety Officer, it was verified that agreement has been
reached between Dubai Police and the Airport Safety Officer, that the Safety Office will
exercise jurisdiction in any incident related to aircraft ground taxying
In Summary
In the event of a taxying accident, remain with the aircraft (quoting safety concerns), until
the Company has been notified of the circumstances, and appropriate legal assistance
has been obtained.
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If a passenger requests to disembark the aircraft, and this can be done without major
disruption or inconvenience, you must allow them to do so. Failing to allow a
passenger to disembark in these circumstances could conceivably result in a civil action
against the Aircraft Commander for "false imprisonment".
Diplomats
Diplomats enjoy a high level of immunity from legal process. The specific document of
International Law which documents this is the Vienna Convention on International
Relations and Optional Protocols (1961). This document, of course, does not relate
specifically to aviation, but deals with the way that diplomats, diplomatic mail, and
diplomats possessions are dealt with, and the immunities that they enjoy.
Carrying Deportees
In some jurisdictions (e.g., Australia and Singapore), the Aircraft Commander shares
responsibility with the Operator for landing an individual with unsatisfactory
documentation.
If you are required to carry a deportee, ask to see the notice of deportation. (Note: The
Flight Operations Manual [FOM] specifically states that the Captain must be informed
when Deportees [DEP] or Inadmissible [INAD] passengers are carried.)
The Immigration authorities can authorise the offload of a commercial passenger to allow
the carriage of a deportee.
In Air Law there is no "right of innocent passage" as in Maritime Law. All transits of
another State's airspace must be pre-arranged in bilateral negotiations. Be able to quote
overflight clearances when queried.
Every State has the right to search any aircraft. In the event of being involved in such a
search, ensure the authorites are accompanied by aircraft crew, (quoting safety
concerns).
Any State has the right to demand that an aircraft in its airspace land and be searched.
Customs Authorities
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Customs Authorities have broad reaching powers to search and detain. Unlike the Police
they do not have to show reasonable cause to conduct a search. Co-operate at all times,
if they wish to search an aircraft, ensure that they are accompanied by aircraft crew.
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When interviewed - cooperate fully with the accident investigator and the Police.
Limit your statements to descriptions of events, do not speculate, or attempt to
apportion blame in any way.
Disclaimer
The material presented in this document is presented as information to promote awareness of legal
matters. The above does not constitute legal advice per se. To obtain legal advice consult an
accredited Aviation Lawyer!
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http://icarus.iasl.mcgill.ca/
For information on ICAO, refer to the following Internet address:
http://www.icao.org/
Books
Diederiks-Verschoor, I.H.Ph. (1997), An introduction to air law (6th. Ed.). The Hague, The
Netherlands: Kluwer Law International
Gifis, S.H. (1996), Law dictionary (4th Ed.). New York: Barron's Educational Series
Goldhirsch, L.B. (2000). The Warsaw convention annotated: A legal handbook. The Hague,
The Netherlands: Kluwer Law International
Pengilley, W & McPhee, J. (1994), Law for aviators. Sydney, Australia: Legal Books
Unmack, T. (1999). Civil aviation: Standards and liabilities. London, U.K.: LLP Professional
Publishing
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Article 11
The pilot-in-command shall be responsible for the operation and safety of the aircraft, and
the safety of all persons on board during flight time. He may take necessary measures to
maintain order on board the aircraft and must comply with the applicable rules in this respect.
The following references are drawn from the United Arab Emirates Civil Aviation
Regulations, issue 2003-2, issued 1/7/2003, valid until 1/1/04.
UAE CARS
(ISSUE 2003-2)
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(a) Deviation from track: if the aircraft is off track, action shall be ta ken
forthwith to adjust the heading of the aircraft to regain track as soon as
practical.
(b) Variation in true airspeed: if the average true airspeed at cruising level
between reporting points varies or is expected to vary by plus or minus 5
per cent of the true airspeed, from that given in the flight plan, the
appropriate ATC unit shall be so informed.
(c) Change in time estimate: if the estimate for the next applicable
reporting point, flight information region boundary or destination
aerodrome, whichever comes first, is found to be in error in excess of three
minutes from that notified to ATC, or such other period of time as
prescribed by the appropriate ATS authority or on the basis of air
navigation regional agreements, a revised estimated time shall be notified as
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Emirates
Induction CRM Course
Pre-reading
Page 0
Contents
Page 2-3
6 Generations of CRM
Page 5-6
Qantas 1, Bangkok
Page 7-8
Page 9-12
Page 13-15
Page 16-17
Page 18-19
Page 20-21
Note, wherever possible, all accident reports are taken from the official findings, edited for sake of brevity
Page 1
models
Page 2
Page 3
QANTAS 1 Summary
Overview
On 23 September l999, at about 2247 local time, a Qantas Boeing 747-438 aircraft registered VH-OJH (callsign
Qantas One) overran runway 21 Left (21L) while landing at Bangkok International Airport, Thailand. The overrun
occurred after the aircraft landed long and aquaplaned on a runway which was affected by water following very
heavy rain. The aircraft sustained substantial damage during the overrun. None of the three flight crew, 16 cabin
crew or 391 passengers reported any serious injuries.
The accident flight
The first officer was the handling pilot for the flight. The crew elected to use flaps 25 and idle reverse as the
configuration for the approach and landing. in accordance with normal company practice (since December 1996).
At various stages during the approach to runway 21L, the crew were informed by air traffic control that there was a
thunderstorm and heavy rain at the airport, and that visibility was 4 km (or greater). At 2240, a special weather
observation taken at Bangkok airport noted visibility as 1,500 m and the runway visual range (RVR) for runway 21
Right (21R) as 750 m. The Qantas One crew was not made aware of this information, or the fact that another
aircraft (callsign Qantas 15) had gone around from final approach at 2243:26. At 2244:53, the tower controller
advised that the runway was wet and that a preceding aircraft (which landed at approximately 2240) reported that
braking action was good.
The Qantas One crew noted no effect from the weather until visibility reduced when the aircraft entered very heavy
rain as it descended through 200 ft on late final approach. The aircraft then started to deviate above the 3.15 degree
glideslope, passing over the runway threshold at 169 kts at a height of 76 ft. Those parameters were within company
limits. (The target speed for the final approach was 154 kts, and the ideal threshold crossing height was 44 ft.)
When the aircraft was approximately 10 ft above the runway, the captain instructed the first officer to go around. As
the first officer advanced the engine thrust levers, the aircrafts mainwheels touched down (1,002 m along the 3,150
m runway, 636 m beyond the ideal touchdown point). The captain immediately cancelled the go-around by
retarding the thrust levers, without announcing his actions. Those events resulted in confusion amongst the other
pilots, and contributed to the crew not selecting (or noticing the absence of) reverse thrust during the landing roll.
Due to a variety of factors associated with the cancellation of the go-around, the aircraft's speed did not decrease
below the touchdown speed (154 kts) until the aircraft was 1,625 m or halfway down the runway.
The investigation established that, during the landing roll, the aircraft tyres aquaplaned on the water-affected
runway. This limited the effectiveness of the wheelbrakes to about one third of that for a dry runway. In such
conditions and without reverse thrust, there was no prospect of the crew stopping the aircraft in the runway distance
remaining after touchdown. The aircraft overran the 100 m stopway (at the end of the runway) at a speed of 88 kts,
before stopping 220 m later with the nose resting on an airport perimeter road.
The depth of water on the runway when the aircraft landed could not be determined but it was sufficient to allow
dynamic aquaplaning to occur (i.e. at least 3 mm). The water buildup was the result of heavy rain on the runway in
the preceding minutes, and possibly because the runway was ungrooved.
During the examination of the performance of the aircraft on the runway, it became evident that the flaps 25/idle
reverse thrust landing procedure used by the crew (and which was the 'preferred' company procedure) was not
appropriate for operations on to water-affected runways. The appropriate approach/landing procedure was flaps
30/full reverse thrust. This had the characteristics of a lower approach speed, of being easier to fly in terms of speed
control and runway aim point (for most company pilots), and of providing maximum aerodynamic drag after
touchdown when the effectiveness of the wheelbrakes could be reduced because of aquaplaning Had this
configuration been used, the overrun would most probably have been avoided.
As with other company B747-900 pilots, the crew had not been provided with appropriate procedures and training
to properly evaluate the potential effect the Bangkok Airport weather conditions might have had on the stopping
CRM Course Pre Reading
Page 4
performance of the aircraft. In particular, they were not sufficiently aware of the potential for aquaplaning and of
the importance of reverse thrust as a stopping force on water-affected runways.
Post-accident events and cabin safety issues
The main areas of damage to the aircraft were the lower forward fuselage, the nose and right wing landing gear and
landing gear bays, and the engines. Numerous cabin fittings dislodged during the accident sequence. As a result of
the nose landing gear collapsing rearwards and upwards into the lower fuselage, the cabin passenger address system
and the interphone system for communications between the flight deck and the cabin became inoperable.
No evidence of fire was found during the post-accident examination of the aircraft.
After the aircraft came to a stop, the flight crew initiated a process of gathering information from the cabin
concerning the extent of the aircraft damage. The failure of the passenger address and cabin interphone systems was
a major hindrance to the crew s efforts to assess the situation in the cabin. Some important information regarding
the cabin environment and the external condition of the aircraft did not reach the flight crew. In addition, there were
gaps in the information available to the flight crew, the possible significance of which was not considered by them
in deciding whether or not to keep the passengers on the aircraft. The captain assessed that the appropriate response
was to wait for outside assistance and then conduct a precautionary disembarkation, rather than initiate an
immediate evacuation.
Normal radio communications between the aircraft and the control tower were lost for a few minutes after the
aircraft came to a stop. Additionally, the aircraft could not be seen from the tower because of the reduced visibility
and the emergency response vehicles were restricted to sealed surfaces by the wet conditions. These issues
contributed to the emergency response vehicles arriving at the aircraft about 10 minutes after the accident.
Approximately 20 minutes after the accident, the crew initiated a precautionary disembarkation from the right side
of the aircraft using the emergency escape slides. Although the disembarkation was achieved largely without
incident, there were arguably sufficient 'unknowns' concerning the condition of the aircraft, and possible related
hazards, for an earlier evacuation to have been conducted
Page 5
Page 6
At 1927:23, the captain instructed the first officer to Tell him to do a 360 left (orbit). The first officer complied
and the request was approved by Bahrain Tower. The left turn was initiated 0.9 nm from the runway, 584 feet AGL,
and an airspeed of 177 knots. During the airplanes left turn, FDR data showed the flap configuration going from
flaps two to flaps three and then to flaps full.
At 1928:17, the captain called for landing checklist.
At 1928:28, with the airplane approximately half-way through the left turn, the first officer stated, landing
checklist completed. After three-fourths of the 360 turn, the airplane rolled out to wings level. FDR data showed
that the airplanes altitude during the left turn ranged from 965 feet to 332 feet AGL, and that the airplanes bank
angle reached a maximum of 36 degrees.
At 1928:57, after being cleared again by Bahrain Tower to land on Runway 12, the captain stated, we overshot
it. FDR data then showed the airplane beginning to turn left again, followed by changes consistent with an increase
in engine thrust.
At 1929:07, the captain stated, tell him going around and FDR data indicated an increase to maximum TOGA
engine thrust. Bahrain Tower responded with, I can see that. 072 sir uh.would you like radar vectors.for final
again? The first officer accepted, and Bahrain Tower instructed the crew to, fly heading 300, climb (to) 2,500
feet. The first officer acknowledged the transmission. During this time, the flaps were moved to position three
and the gear was selected up. FDR data showed that the gear remained retracted until the end of the recording.
At 1929:41, with the airplane at 1054 feet AGL, at an airspeed of 191 knots, and having just crossed over the
runway, the CVR recorded the beginning of a 14-second interval of the aural Master Warning 11 (consistent with a
flap-overspeed condition), followed by the statement from the first officer, speed, overspeed limit
Approximately two seconds after the beginning of the Master Warning, FDR data indicated a forward movement of
the captains side stick. The captains side stick was held forward of the neutral position for approximately 11
seconds, with a maximum forward deflection of 9.7 degrees reached. During this time, the airplanes pitch attitude
decreased from 5 degrees nose-up to 15.5 degrees nose-down, the recorded vertical acceleration decreased from
+1.0 G to +0.5 Gs, and the airspeed increased from 193 knots to 234 knots.
At 1929:51, with the airplane descending through 1004 feet AGL at an airspeed of 221 knots, the CVR recorded a
single aural warning of sink rate from the Ground Proximity Warning System (GPWS), followed by the repetitive
GPWS aural warning whoop whoop, pull up, which continued until the end of the recording.
At 1929:52, the captain requested, flaps up.
At 1929:54, the CVR indicated that the Master Warning ceased for about 1 second, but then began again and lasted
about 3 seconds. Approximately 2 seconds after the GPWS warnings began, FDR data indicated movement of the
captains side stick aft of the neutral position, with a maximum aft deflection of approximately 11.7 degrees
reached. However, the FDR data showed that this nose-up command was not maintained and that subsequent
movements never exceeded 50% of full-aft availability. FDR data indicated no movement from the first officers
side stick throughout the approach and accident sequence.
At 1929:59, the captain requests, flaps all the way and the first officer responded, zero. This was the last
comment from the crew recorded on the CVR, which stopped recording at 1930:02. The FDR data showed
continuous movement of the flap position toward the zero position after the captains flaps up command. The last
flap position recorded on the FDR was 2 degrees of extension. The last recorded pitch attitude was 6 degrees nosedown and last recorded airspeed was 282 knots. FDR data indicated that TOGA selection and corresponding
maximum engine thrust remained until the end of the recording. FDR data indicated that during the go-around after
selection of TOGA thrust, GF-072 was initially at a 9 degree nose-up pitch attitude. However, the pitch attitude
gradually decreased to 5 degrees nose-up over the next 25 seconds, where it remained until the captains forward
sidestick commands resulted in nose-down pitch changes.
Note: All information collated from, official accident investigation findings on the Bahrain Airport Official Website
Page 7
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All three fire trucks went to the approach end of runway 4R. Eight minutes later, fire truck two called the tower to
report the aircraft was not there. Should they sweep the runway? After a five second delay, the controller sent them
to the departure end of 4R where they located the aircraft.
The delayed emergency response was among several factors investigators examined during a 28-month inquiry into
the crash by the US National Transportation Safety Board (NTSB).
The NTSB found the delayed emergency response was a result of a communication failure between the tower
controller and the rescue response team. The team was directed by the tower controller to go to the end of runway
4R which they interpreted as going to the 4R painted on the runway. The misunderstanding took them away from
the crash site.
The Safety Board considered whether a shorter rescue response time could have prevented any fatalities, but
concluded passenger lives would not have been saved if emergency responders had arrived on the scene earlier.
The NTSB report recommended annual briefings between airport tower and fire and rescue personnel, to ensure
they had a common understanding of the local airport emergency plan.
Investigators found the immediate reason the aeroplane roared off the far end of runway 4R was the crews failure
to arm the spoilers prior to landing. In the 26 seconds between touchdown and flight data recorder shut-off, there is
no indication that the crew took belated action to manually deploy the spoilers.
Procedures: The investigation also found American Airlines procedures regarding spoiler operation at the time of
the accident, differed from other carriers operating DC-9/MD-80/MD-90 series aircraft.
At American, the practice was for the pilot not flying to arm the spoilers by moving the handle on the centre
console to the armed position, and then moving the appropriate switch on the carriers mechanical landing checklist
to indicate that the spoilers had been armed.
The process did not require a verbal call-out and read-back between both pilots, the practice at other carriers. Nor
was a positive call-out of spoiler deployment required at American, as it was at other carriers operating the same
type of aircraft.
NTSB investigators found a variance between practices taught during simulator training sessions, and actual
practice flying the line. In simulator training, the pilot not flying would arm the spoilers, but during actual flight
operations where the captain was the pilot flying, the captain would often arm the spoilers, as the handle is on the
left side of the console.
The pilot not flying might not notice, due to the absence of a requirement for positive verbal dual-confirmation that
the spoilers were armed. Flight crews should verbally confirm arming of the spoilers, and conduct a call-out of
spoiler deployment after touchdown.
Without spoilers, Flight 1420 was doomed to overrun. The aircraft touched down about 2,000ft from the threshold
of the 7,200ft runway. As the pilot flying, the captain had elected to use manual brakes, but delayed using them
until 11 seconds after touchdown. He made aggressive use of reverse thrust, exceeding the maximum 1.3 engine
pressure ratio (EPR) authorised for landing on wet runways.
Overrun: In a last minute effort to maintain control, as the aeroplane swerved down the runway, the right engine
recorded a maximum 1.9 EPR, and the left hit 1.7 EPR. Because the spoilers were not deployed, the aircraft could
not stop in time.
Computer simulations showed if the spoilers had been used, even with an 11 second delay in braking and the use of
reverse thrust as actually recorded during the incident, the aeroplane could have been stopped with about 700ft to
spare.
Investigators were also concerned that the landing was attempted at all in the face of the severe thunderstorms
moving across the airfield. Flight 1420 flew into a wall of thunderstorms on its final descent to runway 4R
Comments on the cockpit voice recorder indicate that the flight crew was aware of the weather and wanted to
expedite the arrival. However, the cockpit voice recorder did not contain any discussion about the possibility of
holding to allow the storm to pass or diverting to one of the alternative aerodromes.
Page 9
A Massachusetts Institute of Technology study of airline thunderstorm penetrations published just two days after
the crash at Little Rock, found pilots were more likely to penetrate convective weather when they were:
Near the destination airport rather than further away.
Following another aircraft.
More than 15 minutes behind where they ought to be, based on the nominal flying time scheduled for the
trip.
Flying after dark.
Factors: Three of these four factors were present in the case of Flight 1420. The flight was more than two hours late
departing, it was dark, and the convective weather blanketed the airport and its immediate surroundings.
Investigators believe the final approach to runway 4R should have been aborted. Among the many reasons they
cited, was the aircrafts unstabilised approach. Twenty seconds before touchdown the first officer (not flying)
remarked, Were way off.
The final flap setting to 40 degrees, which should have been completed as the aeroplane descended through 1,000ft
above ground level (AGL), was not completed until 900ft AGL. Nor was the aeroplane on a proper flight path for
imminent landing, as shown by the computerised reconstruction of the final descent, and by the first officers belief
that the aircraft was not stabilised for landing at 400ft AGL. Among its nearly 40 conclusions, the NTSB said, It is
imperative that air carriers have specific approach criteria
Fatigue: The crash occurred after the crew had been on duty for 13.5 hours, and awake for more than 16 hours.
Flight 1420 was the end of the first day of a three-day sequence for the flight crew.
As the aeroplane descended for landing at Little Rock, first on Runway 22L, then on Runway 4R, the crews
apprehensions about the situation mounted. They became task fixated as a result of fatigue and stress. Despite
having plenty of fuel to abort the landing, they painted themselves into a corner.
Evan Bryne, a human factors expert with the NTSB, cited three examples of fatigue at work in the events leading to
the accident:
Checklist improper execution of the pre-landing checklist, in which the spoilers were not armed, possibly due to
the forgetfulness, distraction and inattention to detail that are some of the effects of fatigue.
Recall the momentary confusion of the final flap setting before landing. Twelve seconds after the crew had
descended through 1,000 feet, the first officer said:
Want 40 flaps? when the flaps were set to 28 degrees. The captain replied: Oh yeah, I thought I called it.
Failure to confirm that the landing gear was down and locked is another indication of forgetfulness aggravated by
fatigue. The captain commanded gear down at 1147:44, but positive confirmation, as required by the carriers
procedures, was never given.
CRM Course Pre Reading
Page 10
Information processing Byrne pointed to a readback error regarding wind direction as a further suggestion that
fatigue was at work. Little Rock tower told the crew that the wind was ~three five zero, gusts four five i.e. 3Okt,
gusting to 45kt from a direction of 350 degrees.
The First Officer replied zero three zero at four five 330 rather than 350 degrees. It is possible the first officer
momentarily confused wind speed which was reported at 30kt, for wind direction. The tower controller should have
corrected the error in acknowledgement, but this was not done.
Perhaps an even greater indication of fatigue was the extensive discussion between the pilots about the crosswind
limits for landing.
At 1147:22, the runway visual range was reported as 3,000ft, with crosswinds of more than 30kt. The captain
declared, We cant land on that? He was correct the company crosswind limit was 20kt.
About 50 seconds later, the tower controller advised that the runway visual range was now just 1,600ft. Declaring,
Were established on final the captain continued the approach.
Conclusion:
The NTSB concluded that the probable causes of the accident were the flight crews failure to
discontinue the approach when severe thunderstorms moved into the airport area, and the crews failure to ensure
that the spoilers had extended after touchdown.
Contributing to the accident where:
The flight crews impaired performance resulting from fatigue and the situational stress associated with the
intent to land under the circumstances.
Continuation of the approach to a landing when the companys maximum crosswind component was exceeded.
Use of reverse thrust greater than 1.3 engine pressure ration after landing.
In the wake of the Little Rock disaster, American Airlines and Little Rock National Airport have started making
important safety changes to minimise the chances of another such accident. American now offers its pilots fatigue
countermeasure programs and pilots have the right to refuse a flight if they feel fatigue is stopping them from
performing to the best of their ability.
Page 11
At 2142 (est) on December 20, 1995, American Airlines Flight 965 (AA965), a Boeing 757-223, on a
regularly scheduled passenger flight from Miami to Cali, Colombia, operating under instrument flight rules
(IFR), crashed into mountainous terrain during a descent from cruise altitude in visual meteorological
conditions (VMC). The accident site was near the town of Buga, 33 miles northeast of the Cali VOR
(CLO). The airplane impacted at about 8,900 feet mean sea level (msl), near the summit of El Deluvio
and approximately 10 miles east of Airway W3. Of the 155 passengers, 2 flightcrew members, and 6
cabincrew members on board, 4 passengers survived the accident.
Both the captain and first officer were in his office about 40 minutes before the required check-in time,
and appeared to be in good spirits.
According to the AA flight dispatcher at MIA, AA965 was delayed about 34 minutes, waiting for the arrival
of connecting passengers and baggage. The flight departed the gate at 1714, and then experienced
another ground delay of 1 hour 21 minutes that the flight dispatcher stated was related to gate
congestion due to airport traffic. AA965 departed MIA at 1835, with an estimated time enroute to Cali of 3
hour 12 minutes.
AA965 was cleared to climb to flight level (FL) 370 [3]. The route of flight was from MIA through Cuban
airspace, then through Jamaican airspace, and into Colombian airspace, where the flight was cleared to
fly direct from BUTAL to the Tulua VOR (ULQ)
At 2103, AA965 Bogota Center again cleared the flight from its present position to ULQ, and told the
flight to report when they were ready to descend. At 2110, AA965 communicated via ACARS with AA's
System Operations Control (SOC) center, asking for weather information at Cali. At 2111, Cali weather
was reported as clear, visibility greater than 10 kilometers, and scattered clouds. At 2126:16, AA965
requested descent clearance. The flight was initially cleared to FL 240 and then to FL 200. At 2134:04,
the flight was instructed to contact Cali Approach Control (Approach).
AA965 contacted Approach at 2134:40. The captain, making the radio transmissions said, "Cali
approach, American nine six five." The approach controller replied, "American niner six five, good
evening. go ahead." The captain stated, "ah, buenos noches senor, American nine six five leaving two
three zero, descending to two zero zero. go ahead sir." The controller asked, "the uh, distance DME from
Cali?" The captain replied, "the DME is six three." The controller then stated, "roger, is cleared to Cali
VOR, uh, descend and maintain one, fve thousand feet. altimeter three zero zero two.... no delay expect
for approach. report uh, Tulua VOR." The captain replied, "OK, understood. cleared direct to Cali VOR.
uh, report Tulua and altitude one five, that's fifteen thousand three zero.. zero.. two. is that all correct
sir?" The controller stated, "affirmative." The captain replied at 2135:27, "Thank you. At 2135:28, the
captain informed the first officer that he had "...put direct Cali for you in there."
At 2136:31, Approach asked AA965, "sir the wind is calm. are you able to [execute the] approach [to]
runway one niner? ( "VOR DME Rwy 19" and "ILS RWY 01") The captain responded, "uh yes sir, we'll
need a lower altitude right away though." The approach controller then stated, "roger. American nine six
five is cleared to VOR DME approach runway one niner. Rozo number one, arrival. report Tulua VOR."
The captain, replied, "cleared the VOR DME to one nine, Rozo one arrival. will report the VOR, thank
you sir." The controller stated, "report uh, Tulua VOR." The captain replied, "report Tulua."
At 2137:29, AA965 asked Approach, "can American airlines uh, nine six five go direct to Rozo and then
do the Rozo arrival sir?" The Cali approach controller replied, "affirmative. take the Rozo one and runway
one niner, the wind is calm." The captain responded, "alright Rozo, the Rozo one to one nine, thank you,
American nine six five." The controller stated, "(thank you very much) [8].... report Tulua and e'eh, twenty
one miles ah, five thousand feet." The captain responded, "OK, report Tulua twenty one miles and five
thousand feet, American nine uh, six five."
Page 12
At 2137, after passing ULQ , during the descent, the airplane began to turn to the left of the cleared
course and flew on an easterly heading for approximately one minute. Then the airplane turned to the
right, while still in the descent. At 2139:25, Morse code for the letters "VC" was recorded by navigation
radio onto the airplane's CVR. At 2139:29, Morse code similar to the letters "ULQ" was recorded. At
2140:01, the captain asked Approach, "and American uh,
thirty eight miles north of Cali, and you want us to go Tulua and then do the Rozo uh, to uh, the runway,
right to runway one nine?" The controller answered, "...you can [unintelligible word] landed, runway one
niner, you can use runway one niner. what is (you) altitude and (the) DME from Cali?" The flight
responded, "OK, we're thirty seven DME at ten thousand feet." The controller stated at 2140:25, "roger.
report (uh) five thousand and uh, final to one one, runway one niner."
The CVR recorded the flightcrew's conversations as well as radio transmissions. At 2140:40, the captain
stated, "it's that [expletive] Tulua I'm not getting for some reason. see I can't get. OK now, no. Tulua's
[expletive] up." At 2140:49 the captain said, "but I can put it in the box if you want it." The first officer
replied, "I don't want Tulua. let's just go to the extended centerline of uh...." The captain stated, "which is
Rozo." At 2140:56, the captain stated, "why don't you just go direct to Rozo then, alright?" The first
officer replied, "OK, let's...The captain said, "I'm goin' to put that over you." The first officer replied, "...get
some altimeters, we'er out of uh, ten now."
At 2141:02, Cali Approach requested the flight's altitude. The flight replied, "nine six five, nine thousand
feet." The controller then asked at 2141: 10, "roger, distance now?" The flightcrew did not respond to the
controller. At 2141:15, the CVR recorded from the cockpit area microphone the mechanical voice and
sounds of the airplane's ground proximity warning system (GPWS), "terrain, terrain, whoop, whoop." The
captain stated, "Oh [expletive]," and a sound similar to autopilot disconnect warning began. The captain
said, "...pull up baby." The mechanical voice and sound continued, "...pull up, whoop, whoop, pull up."
The FDR showed that the flightcrew added full power and raised the nose of the airplane, the spoilers
(speedbrakes) that had been extended during the descent were not retracted. The airplane entered into
the regime of stick shaker stall warning, nose up attitude was lowered slightly, the airplane came out of
stick shaker warning, nose up attitude then increased and stick shaker was re-entered. The CVR ended
at 2141 :28.
The wreckage path and FDR data evidenced that the airplane was on a magnetic heading of 223
degrees, nose up, and wings approximately level, as it struck trees at about 8,900 feet msl on the east
side of El Deluvio. The airplane continued over a ridge near the summit and impacted and burned on the
west side of the mountain.
When entering navaid information into the database, the navaid identifier is used as the key identifier.
This means that the letter R is the default value for the Romeo NDB and the Rozo NDB. Since the
Bogota city and airport is larger than Cali, the larger airports are entered sequentially at the beginning to
satisfy the greatest amount of users. The letter R was entered for the Romeo NDB as the "key" to the
navaid. Therefore, when using most FMSs, entering the letter R when in Colombia will call up the Romeo
NDB since it is the identifier for the Romeo NDB.
When the Rozo NDB was entered into the database, the letter R was attempted, but the computer
rejected the letter R since it had already been used for the Romeo NDB. According to the ARINC 424
standards, when a duplicate exists, the name of the NDB can be used as the identifier for entry into the
database. In the case of Rozo, since the name is four letters or less, the complete name of Rozo was
used as the identifier.
Simulations found that when R was entered into the CDU, a white dashed line pointed off the map
display towards the east-northeast. When R was "executed," the airplane turned towards R (in the City of
Bogota) and the white dashed line turned to a solid magenta colored line on the display.
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CTRL Maintain five thousand on reaching it and until ANDLO, the QNH is one thousand twenty three
PNF QNH one thousand twenty-three, maintaining five thousand.
PF The distances there ... er! ... Ah yes, there (*) overhead the 250 moving out to eleven STR, we repass ANDLO
on the track and we leave at eleven STR .. 4500 feet, nine STR, 3800, seven, three,two hundred. In case of go
around we climb on the centreline
CTRL Delta Alpha, six nautical radial two hundred ninety for Strasbourg
PNF Received Delta Alpha
PF The coud-break is made on zero fifty. It's a slope of 3 point five er! five point five ... That is three (*) three.
PF We'll select anti-ice (*).
PF And the lot, the wings as well.
PNF Yes
PF What's up?
PNF It's nice and new, but that's what's wrong
PF Yes, yes, there is ice on it.
PF It's crazy, eh? When you're not ready the time it takes to get to five thousand feet to ANDLO flat out. It doesn't
work eh? And also at ... what ... ten miles from final.
CTRL Air Inter Delta Alpha turn left (*) heading ninety, zero nine zero
PNF Heading ninety, zero nine zero to the left Delta Alpha
PF Flaps to one
PNF Flaps to one. (*) One
CTRL Air Inter Delta Alpha continue left turn to establish yourself on zero fifty one, you are four miles from ANDLO,
passing left of ANDLO
PF OK
PNF Received, we will call established on QDM zero fifty one
CTRL Affirmative sir
PNF We will (*) (*)
PNF Il aurait fallu qu'tu ouvres au zero sept zero
PF Yeah, yeah
PNF At least
CTRL Air Inter Delta Alpha passing right of ANDLO, authorized (*) final approach VOR DME zero five
PNF Delta Alpha
PF Flaps to two
PNF Flaps to two, (*) two
PF Gear down
PNF I'll prepare the lights without putting them on
CTRL Delta Alpha call the VOR on final
PF OK
PNF Call the VOR on final (*) pass eight hundred feet
PF (*)
PNF On centerline. (*) Half a dot from centerline. There is is, it had been at sixty, it's good, you see here
[Two hundred] - radio altimeter callout
End of Recording
Follow-up / safety actions:
As a result of this accident Airbus made some design improvements to the FCU giving the digital VS mode read-out
4 digits and the FPA read-out just 2. Furthermore, 34 safety recommendations were issued by the French
BEACockpit voice recorder transcript of the February 20, 1992 accident of Air Inter Flight 148, an Airbus A320 near
Strasbourg (France).
Page 17
Page 18
resetting philosophy and procedures varied considerably among manufacturers, operators, flight
crews, and maintenance personnel throughout the industry. While considerable standardization
has taken place during the course of the investigation, the Board is calling for clearer guidance
from regulators.
Fire Detection and Suppression
Airflow patterns in the aircraft and fire propagation scenarios were analyzed to assess cues that
may have been available to the pilots during the early stages of the fire. It was determined that
the small amount of odour and smoke first noticed by the pilots originated from a small creeping
fire propagating aft from the area of the initial ignition, toward the area above the forward
passenger cabin ceiling.
As the fire propagated aft, it is likely that the associated smoke temporarily stopped migrating
forward into the cockpit. As the aircraft was not required to be equipped with built-in fire detection
in the hidden area where the fire was located, the pilots were not alerted to the presence of the
fire. The Board concluded that the actions by the flight crew in preparing the aircraft for landing,
including their decisions to have the passenger cabin readied for landing and to dump fuel, were
consistent with them being unaware that an on-board fire was under way. A theoretical descent
profile calculation, conducted by the TSB during the investigation, confirmed that, because of the
rapid progression of the fire and its adverse effects on various aircraft systems and the cockpit
environment, they would not have been able to complete a safe landing in Halifax, even if they
had undertaken to do so at the time of the PAN PAN urgency radio communication at 10:14 p.m.
ADT.
The Board issued several recommendations to mitigate against potential fires in hidden areas of
aircraft, including a recommendation that appropriate regulatory authorities, together with the
aviation community, review the methodology for establishing designated fire zones within the
pressurized portion of the aircraft, with a view to providing improved smoke and fire detection and
suppression capability.
Adequacy of In-Flight Firefighting
The available information indicates that, by the time the aircraft crew became aware that there
was an in-flight fire, the fire had developed to a condition where it is unlikely that available
firefighting equipment and methods would have been effective. The Board concluded that
industry-wide changes are necessary to provide aircraft crews with effective means to detect and
suppress fires in hidden areas, including the provision for ready access to hidden areas for the
purpose of firefighting.
There was no integrated in-flight firefighting plan in place for the accident aircraft, nor was such a
plan required by regulation. Therefore, the aircraft crew did not have procedures or training
directing them to aggressively attempt to locate and eliminate the source of the smoke, and to
expedite their preparations for a possible emergency landing. In the absence of such a firefighting
plan, the aircraft crew concentrated on preparing the aircraft for the diversion and landing.
Additional Safety Risks Identified
During the course of this investigation, some additional risks that have the potential to degrade
aviation safety were identified. Although these factors could not be shown to have played a direct
role in this occurrence, the associated deficiencies could potentially lead to other accidents if the
deficiencies are not rectified.
Areas of Concern
- checklists that do not adequately deal with smoke conditions;
- aircraft designs that do not facilitate the rapid de-powering of electrical systems;
- MD-11 map light design and installation;
- lack of clarity in guidance material and regulations regarding wire separation in confined areas;
and
- inadequacy of Supplemental Type Certificate standards to ensure that add-on equipment is
compatible with the aircraft's type certificate
Page 19
A330 PERFORMANCE
Performance Notes
VMCG
VMCG, assuming that the path of the AC accelerating with all engines
operating is along the centreline of the runway, its path from the point
at which the critical engine is made inoperative to the point at which
recovery to a direction parallel to the centreline is completed, may not
deviate more than 30 ft laterally from the centreline at any point.
Determination of VMCG:
Lateral deviation under 30 ft
VMCG must be established, with:
The AC in each take-off configuration or, at the option of the
applicant, in the most critical take-off configuration;
Maximum available take-off power or thrust on the
operating
engines;
The most unfavourable centre of gravity;
The AC trimmed for take-off; and
The most unfavourable weight in the range of take-off weights.
VMC[A]
VMC[A] is the calibrated airspeed, at which, when the critical engine is
suddenly made inoperative, it is possible to maintain control of the AC
with that engine still inoperative, and maintain straight flight with an
angle of bank of not more than 5 degrees.
Upgrade Notes
[Version1.0]
March 2006
Author: R J Capps
Type- [Information]
Page 1 of 18
A330 PERFORMANCE
VMCL
VMCL, the minimum control speed during approach and landing with all
engines operating, is the calibrated airspeed at which, when the critical
engine is suddenly made inoperative, it is possible to maintain control of
the AC with that engine still inoperative, and maintain straight flight
with an angle of bank of not more than 5.
VMCL must be established with:
The AC in the most critical configuration (or, at the option of the
applicant, each configuration) for approach and landing with all
engines operating;
The most unfavourable centre of gravity;
The AC trimmed for approach with all engines operating;
The most unfavourable weight, or, at the option of the applicant,
as a function of weight.
Go-around thrust setting on the operating engines
Upgrade Notes
[Version1.0]
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Author: R J Capps
Type- [Information]
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A330 PERFORMANCE
Stall Speed
Vs1g: Identified stall speed for the Airbus fly by wire Aircraft (JAR
25) corresponds to the maximum lift drag (just before the lift starts
decreasing). The load factor is still equal to one.
Upgrade Notes
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Author: R J Capps
Type- [Information]
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A330 PERFORMANCE
Upgrade Notes
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A330 PERFORMANCE
_________________________________________________
Upgrade Notes
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A330 PERFORMANCE
RM Ch 5
A330 Fuel Index Table:
NON STD refueling
page 24 .. Uses INDIVIDUAL tanks & Index as applicable. (nb.
assumes fuel density 0.80 kg/ltr) (Additional ref , Blank
Documents folder on AC behind FO - Caution this is a photocopy
ref & may not be as up to date as Route Manual)
Based on .
ZERO WIND / MAX ZFW / Max
Structural TOW / FLT PLAN ALT is Departure AP
(user instructions are on front page of DFL
Computerised Load Sheets List of Approved Stations
RM Ch 5 page 13 . MANUAL Loadsheet currently only
stations Hyderabad, Jeddah & Khartoum
______________________________________________________
Upgrade Notes
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A330 PERFORMANCE
Take Off
dry
Upgrade Notes
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A330 PERFORMANCE
TOR
wet
With wet RWY, TOR with 1 eng out is always equal to TOD
______________________________________________________
Upgrade Notes
[Version1.0]
March 2006
Author: R J Capps
Type- [Information]
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A330 PERFORMANCE
Accelerate-Stop Distance
Upgrade Notes
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A330 PERFORMANCE
Line Up Corrections
LPC accounts for line up corrections for 90 deg & 180 deg &
shown depending on which is used
(Ref FCI 2005-130 AIRBUS LPC WT & RWY LINE UP
MODIFICATION INPUTS)
Take Off flight path ends at 1,500 above the take off
surface
Upgrade Notes
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Author: R J Capps
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A330 PERFORMANCE
(FCOM 3.01.70)
Upgrade Notes
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A330 PERFORMANCE
Upgrade Notes
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A330 PERFORMANCE
Runway Definitions
EK references: * FOM Ch18 p21 (Adverse & All Wx Ops)
Runway Surface Condition
* FOM Ch 18 p22
Perf Basis for a given RWY state
Operational Limitations
Captains Considerations
* FCOM 2.04.10 (Special Operations)
Fluid Contaminated Runway
(particular reference given to
TakeOff Performance & use of the
Equivalence Tables
* A330 max Xwind FCOM 2.04.10 p4
& QRH S 3
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A330 PERFORMANCE
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A330 PERFORMANCE
dry, but when the moisture on it does not give it a shiny appearance.
when more than 25% of the runway surface area within the required
length and width being used is covered by
Standing water
Slush
Wet snow
Dry Snow
Compacted snow
Ice (See also EK FCI 2006-003 Icy Rwy Definition)
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Upgrade Notes
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A330 PERFORMANCE
A330-200 EK AC
MCDU DATA PAGE ENG TRENT 772B-60
Upgrade Notes
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Upgrade Notes
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SECTION 5
COURSE DETAILS
Section 5
Course Layout
5. COURSE LAYOUT
Basically the course will consist of the following phases:
12345-
Daily Program
After the successful completion of the above mentioned phases you will congratulated for being a
new Commander on Emirates Airbus Fleet .
Unofficial Document
Page 1 of 14
Section 5
Course Layout
Course Details
1. Ground School
Foreword
The Upgrade Ground School forms the initial part of the Upgrade training programme. During
the course a variety of topics will be addressed in the form of lectures, presentations, discussions
and practical application thereof.
Thorough preparation is required by the upgrade candidate. Candidates are required to log on to
the Crew Portal, Training / Generic / Upgrade, as required pre-reading and questionnaires must
be downloaded from the crew portal Topics, summarized below will be presented in a modular
format.
Please refer to the downloadable course footprint and timetable sent by Flight Training Administration
for the exact dates and times.
Objective
At the end of the modular ground school candidates should:
1. Show enhanced knowledge of the duties and responsibilities of a Captain,
2. Understand company policy and procedures to be applied in normal and emergency situations and
3. Demonstrate sound management skills, decision-making abilities and leadership traits expected of
a newly-upgraded Captain.
Unofficial Document
Page 2 of 14
Section 5
Course Layout
Unofficial Document
Page 3 of 14
Section 5
Course Layout
Module 6 Fleet
To enable better understanding of the airlines operation, briefings are conducted by representatives
from the flowing departments in Flight Operations, Fleet Planning, Network Control and Flight Safety
representatives.
Unofficial Document
Page 4 of 14
Section 5
Course Layout
Unofficial Document
Page 5 of 14
Section 5
Course Layout
F2U
Lesson Summary
This session is conducted in Zurich. The focus of the lesson is on engine starting supplementary
techniques, aircraft handling and abnormal/emergency procedures.
The APU is unserviceable so the engines are started using external pneumatic power and a cross
bleed start.
Reactive and predictive windshear events are encountered on takeoff and approach.
Selected and Managed non-precision approaches are flown to runways 16 and 28, a circling
approach is flown to RWY 28.
A generator 1 + 2 fault results in flight in electrical emergency configuration and a raw data
approach is flown to runway 16.
The final exercise involves smoke in the cabin/cockpit, a diversion to EDDM with approach and
landing in electrical emergency configuration.
Training Objectives
To review Engine Start with External Pneumatics and Cross-Bleed Start procedure.
To review the correct avoidance and recovery procedure for Windshear and Windshear Ahead.
To review the correct procedure for flying a Non Precision Approach.
To review the correct procedure for handling the Electrical Emergency Configuration.
To review the correct procedure for Smoke/Fumes/Avionics Smoke and Smoke Removal.
To revise the correct procedure for flying a ILS approach Raw Data.
Unofficial Document
Page 6 of 14
Section 5
Course Layout
F3U
Lesson Summary
This session is conducted in Johannesburg. The focus of the lesson is on aircraft handling
(heavy weight with high density altitude), engine failure and abnormal/emergency procedures.
Engine failure after V1 results in a return to JNB with fuel jettison due to approach climb limitation.
A VOR/DME approach is flown to runway 21R (single engine) followed by a go- around. After
cleanup from the go-around, the engine and all effected systems are restored.
A Green hydraulic reservoir low level followed by Blue system low pressure (Yellow system for
2nd trainee) leads to a non-precision approach to runway 21R (No Auto pilot).
The aircraft is repositioned to runway 03L and during takeoff suffers unreliable airspeed, resulting
in return to JNB and an ILS approach to runway 03L.
Training Objectives
To review and practice engine inoperative handling and procedures, including non- precision
approach and go-around.
To review the correct procedure for fuel jettison.
To review the correct procedure Single and dual hydraulic Failures.
To review the correct procedure for handling of unreliable airspeed.
To review and perform a rejected takeoff and emergency evacuation.
Unofficial Document
Page 7 of 14
Section 5
Course Layout
Objectives
To observe and develop the ability of the candidate to handle various emergencies and abnormalities
in (real time), and realistic operational conditions.
To observe and develop the candidates knowledge in technical and procedural matters.
To observe CRM behaviours and task management when subjected to potentially demanding scenarios.
To develop the skills, knowledge and the application of knowledge so that upgrade candidates will have
the tools to:
Successfully complete the upgrade training, and
Use sound judgment and make sensible decisions in accordance with Company
Policies upon promotion to Captain.
Training Guidelines
During the LOS phase, the emphasis is on training. The scenarios will be run as realistically as
possible, however the TC is encouraged to intervene and discuss pertinent issues as required to assist
in developing the candidate. If necessary the use of the simulator (freeze) facility is acceptable for the
TC to stress an important point of instruction. During this phase the candidate must demonstrate a good
standard, or show signs of improving towards this, before being recommended for the LOE. Should the
standard not be achieved within the allocated sessions, then extra training may be scheduled at the
discretion of VPFT and/or CFI/CFE.
Unofficial Document
Page 8 of 14
Section 5
Course Layout
During the LOS and LOE sessions, the TC will act as engineer, purser, ATC and any other
character as may be required. The emphasis on training must be maintained during the LOS
phase.
The final LOS is conducted as a Progress Review without any instructor intervention. On
successful completion of this exercise, the candidate will be recommended for the LOE. The LOE
will be run as a normal flight in all aspects.
All LOS and LOE forms consist of 2 pages, filling in and signing of these forms is as per standard
Emirates practise.
Use Of Video
It is recommended that the video equipment be used to record the entire Loft as this gives
increased value to the debriefing. It clearly highlights CRM aspects and in many cases will greatly
assist in getting across an important teaching point. The student should provide a blank 180
minute video tape for each session, if he wishes he can use the same tape and record over it.
The tape must be erased after each session and the student must not be allowed to take it home.
A video eraser is available in briefing room 4 for this purpose.
During the simulator session the instructor should note the times at which items of interest occur
and use this as a guide during replay. Debriefing in this manner may increase the debriefing time
however this method has been well received by the crews that have undergone upgrade training.
LOS Rules
LOS sessions are designed with the following rules:
Only 1 MEL prior to pushback. This may or may not be combined with further
failures to affect the outcome of the flight.
Only 1 Failure allowed during taxi. This can be in addition to the MEL above.
After takeoff, only 1 x Recoverable Failure, and 1 x Unrecoverable Failure may be given.
These failures may be the secondary result of a primary failure, eg. Hydraulic system failure
due to engine shutdown.
Weather conditions are to be realistic with changes as indicated on the forecast The content
and failure scenarios of each LOS will be at the discretion of the TC in accordance with the
prescribed guidelines in OM-D.
Unofficial Document
Page 9 of 14
Section 5
Course Layout
LOS/LOE Guidelines
Furthermore, one prescribed scenario will be included in each LOS:
LS1U:
LS2U:
LS3U:
LOEU:
is the Line Orientated Evaluation. The content will be at the discretion of the
TRE in keeping with the above rules.
If a particular LOFT does not take up the entire simulator session, then a second mini-loft may
be introduced and conducted by the TC.
Unofficial Document
Page 10 of 14
Section 5
Course Layout
Sanaa Familiarisation
Overview
This is an airport familiarisation of a category C airfield, with a great deal of emphasis on training.
As this training takes place after a LOS session there is little time available for a formal briefing.
The instructor is required to ensure that the student has had a complete review of the route
manual briefing for the destination.
During the simulator session the instructor is to highlight important aspects and
considerations required to operate at Sanaa.
Unofficial Document
Page 11 of 14
Section 5
Course Layout
Seychelles Familiarisation
Overview
This is an airport familiarisation of a category C airfield, with a great deal of emphasis on training.
As this training takes place after a LOS session there is little time available for a formal briefing.
The instructor is required to ensure that the student has had a complete review of the route
manual briefing for the destination.
During the simulator session the instructor is to highlight important aspects and considerations
required to operate at Seychelles.
Unofficial Document
Page 12 of 14
Section 5
Course Layout
Unofficial Document
Page 13 of 14
Section 5
Course Layout
Study: Line Training will require an in-depth knowledge of the FOM and the FCOMs.
Thorough knowledge of all chapters is expected and required. For study purposes we
recommend you give particular emphasis to FOM chapters 11-15 and chapter 20.
Your Training File contains a Line Training Syllabus. Each subject will be covered by your various
Training Captains you must arrive for you flight well prepared. The Line Training Study Guide and
Completion standard is designed to help you study, please use this document to your advantage.
Time Management: Your pick-up will be approximately 2hrs15mins prior to flight (depending on
location check FOM). Arrival time at CBC will vary, however, cabin crew are instructed to depart
CBC for the aircraft at STD -75 mins. The bus ride from CBC to the aircraft can take 15- 20mins
depending on the parking bay. Time Management at the briefing stage is critical.
Prioritisation is essential, make sure you know the minimum requirements FOM 12.2.
Unofficial Document
Page 14 of 14
SECTION 6
FFS Details
(F1U, F2U, F3U, Skill Test,
CAT C Aerodrome Training)
INSTRUCTOR NOTES
AVIATE
NAVIGATE
COMMUNICATE
Assign Duties
Any immediate notification required (ATC, CC)
If Appropriate
Complete immediate Checklist Action
Verify Failure/Malfunction
Apply Checklists if Applicable
Available Information
Sources**
Radio/ACARS/Phone
Manuals
ATC
SMNC
Flight Tech
Fleet
Engineering
Medical
Factors/Considerations**
TASK Needs
Aircraft
Time
Fuel
Performance
Configuration
En-Route
Wx
Terrain
Action
Communicate decision
Action Decision
Manage
Manage the effects of your decision
Organise resources
Consider Task, Group and individual Needs**
FOM
MEL
AFM
FCOMs
Route Manual
Jeppesen/LIDO
Laptop
AIRSPACE
ETOPS
RVSM
Landing
NAV Aids
Runway
Lighting
ATC
RFF
Go Around
GROUP Needs
Pax-(Pax Handling)
Crew
Company
Hotel
Transport
Food
INDIVIDUAL Needs
Control stress
Medical assistance
** Information Sources, Factors and considerations are not limited to those listed
SECTION 7
LOS/LOFT SCENARIOS
- LOS Guide Lines
- LOS Instructor Notes, Common Errors
- LOS Candidates Notes
Section 7
LOS/LOFTs
Objectives
To observe and develop the ability of the candidate to handle various emergencies and abnormalities
in (real time), and realistic operational conditions.
To observe and develop the candidates knowledge in technical and procedural matters.
To observe CRM behaviours and task management when subjected to potentially demanding scenarios.
To develop the skills, knowledge and the application of knowledge so that upgrade candidates will have
the tools to:
Successfully complete the upgrade training, and
Use sound judgment and make sensible decisions in accordance with Company
Policies upon promotion to Captain.
Training Guidelines
During the LOS phase, the emphasis is on training. The scenarios will be run as realistically as
possible, however the TC is encouraged to intervene and discuss pertinent issues as required to assist
in developing the candidate. If necessary the use of the simulator (freeze) facility is acceptable for the
TC to stress an important point of instruction. During this phase the candidate must demonstrate a good
standard, or show signs of improving towards this, before being recommended for the LOE. Should the
standard not be achieved within the allocated sessions, then extra training may be scheduled at the
discretion of VPFT and/or CFI/CFE.
Unofficial Document
Page 1 of 84
Section 7
LOS/LOFTs
During the LOS and LOE sessions, the TC will act as engineer, purser, ATC and any other
character as may be required. The emphasis on training must be maintained during the LOS
phase.
The final LOS is conducted as a Progress Review without any instructor intervention. On
successful completion of this exercise, the candidate will be recommended for the LOE. The LOE
will be run as a normal flight in all aspects.
All LOS and LOE forms consist of 2 pages, filling in and signing of these forms is as per standard
Emirates practise.
Use Of Video
It is recommended that the video equipment be used to record the entire Loft as this gives
increased value to the debriefing. It clearly highlights CRM aspects and in many cases will greatly
assist in getting across an important teaching point. The student should provide a blank 180
minute video tape for each session, if he wishes he can use the same tape and record over it.
The tape must be erased after each session and the student must not be allowed to take it home.
A video eraser is available in briefing room 4 for this purpose.
During the simulator session the instructor should note the times at which items of interest occur
and use this as a guide during replay. Debriefing in this manner may increase the debriefing time
however this method has been well received by the crews that have undergone upgrade training.
LOS Rules
LOS sessions are designed with the following rules:
Only 1 MEL prior to pushback. This may or may not be combined with further
failures to affect the outcome of the flight.
Only 1 Failure allowed during taxi. This can be in addition to the MEL above.
After takeoff, only 1 x Recoverable Failure, and 1 x Unrecoverable Failure may be given.
These failures may be the secondary result of a primary failure, eg. Hydraulic system failure
due to engine shutdown.
Weather conditions are to be realistic with changes as indicated on the forecast The content
and failure scenarios of each LOS will be at the discretion of the TC in accordance with the
prescribed guidelines in OM-D.
Unofficial Document
Page 2 of 84
Section 7
LOS/LOFTs
1. LOS/LOE Guidelines
Furthermore, one prescribed scenario will be included in each LOS:
LS1U:
LS2U:
LS3U:
LOEU:
is the Line Orientated Evaluation. The content will be at the discretion of the
TRE in keeping with the above rules.
If a particular LOFT does not take up the entire simulator session, then a second mini-loft may
be introduced and conducted by the TC.
1 MEL requirement. If not already in the tech log would get a problem on taxi / start
requiring you to check MEL (especially if ETOPS).
Usually a start problem or an abnormal start (on bat / ground cart etc)
Either, Passenger problems / Boarding problems, ATC slot or VIP movements to put
pressure on you. Remember not to try and fix everything yourself. Make it the station
managers problem.
No sudden changes in weather or any bullshit like the old days. If the forecast was good it would
be good.
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Page 3 of 84
Section 7
LOS/LOFTs
Page 4 of 84
Section 7
LOS/LOFTs
Using the above information, a LOS scenario can be constructed based on the Emirates rules. A
trainee is normally required to cover Monsoon, Cold Weather and ETOPS conditions during
upgrade training. This is usually achieved by assigning a different topic for each LOS session.
Constructing Scenarios Using Emirates Rules
Instructors will assign specific training objectives to each scenario. These training objectives will be
based on the particular needs relevant to Emirates operations and the trainees progress. A variety
of scenarios can be constructed by choosing different combinations of elements and manipulating
conditions (i.e. failures) however, these manipulations will be carried out while adhering to Emirates
rules.
The following are Emirates LOS training/evaluation rules (Ref: OM-D 5.19), which
instructors are to follow when creating and conducting any LOS/LOE session:
Only one MEL item active before pushback. This may or may not be combined with further
failures to affect the outcome of the flight.
A start malfunction or alternative start procedure.
Only one failure allowed during taxi. This can be in addition to the MEL above.
After takeoff, only one recoverable failure and one unrecoverable failure may be given. These
failures may be the secondary result of a primary failure e.g. hydraulic system failure due to an
engine shutdown.
Some performances commonly observed from trainees are:
A high level of knowledge leading to instant solutions, or failing to involve the other crewmember
in effective communication.
A high stress level leading to poor flight deck management, either through poor communication
or poor resource management.
Poor preparation demonstrated by an observed lack of technical knowledge, operational
resource management or prioritisation.
Some common trainee errors are listed below:
Poor task prioritisation and planning.
Not delegating tasks during high workload.
No structure in flight management.
Under confident / over confident.
Not prepared and poor knowledge of systems and procedures.
Additional Guidelines
Realism
Scenarios will contain realistic circumstances e.g. messages from ATC, cabin crew or operations.
Just as crewmembers cannot anticipate all flight operational situations, instructors will try to
prevent crewmembers from anticipating the entire content of the scenarios.
ATC
Air traffic control actions will be reasonable. If radar vectors would normally be available, and the
local system is not affected by NOTAM, then radar vectors will be available. If the crew requests
help from ATC, and help would normally be available at a chosen destination, then that help will
be available.
Weather
All weather parameters will be realistic. The actual weather experienced in the simulator will
reflect the weather in the forecast. Airfield conditions will reflect the NOTAM.
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Page 5 of 84
Section 7
LOS/LOFTs
Time Management
The instructor will not use Speedx2 or Speedx4 and will allow the flight to proceed in real time.
The instructor will not use, position freeze to give the crew extra time to get through an exercise.
The trainee must learn to create time for himself, perhaps by slowing down, or holding. In the
same sense, fuel freeze will not be used to give the crew extra time. Fuel management is an
essential part of normal operations.
Distractions
These may be used to good effect. This could be an unruly passenger, a failure that requires
ECAM action but does not affect the overall flight e.g. loss of a fuel pump or generator or ATC
instructions to report abeam, or track DIR to a specific WPT, etc.
Weather avoidance or TCAS TA events are other suitable examples of distractions.
Role Playing
Instructors will brief First Officers to act normally. They are not to play a role. If the trainee is
losing situational awareness because of overload, or perhaps poor cooperation from his First
Officer, the instructor may wish to allow the trainee to regroup to better assess the problem and to
provide necessary guidance without distraction.
When this situation occurs, and instructor guidance is required, it is acceptable to freeze the flight
or the position. This is not the same as freezing the position just to complete preparation for an
approach, or something similar. Freezing in these situations is counter-productive. Time
management is part of the training, and the trainee has to learn to manage the time normally
available to him.
Pre-flight Planning Documents and Activities
Pre-flight planning documents such as weather reports, flight plans, NOTAMs and load sheets will
be prepared by instructors in advance with the particular training objectives in mind.
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Page 6 of 84
LOS
Instructor Notes, Common Errors
Section 7
LOS/LOFTs
SCENARIO
LOS 1
WX: 6km OVC 1500 (Or at TCs discretion)
MEL - PRIM 1 INOP
Non-standard Fuel distribution (if short route used, use Normal Distribution)
Low Oil pressure ENG #2, or high oil temp S/E diversion & landing. NPA app
Other possibilities, Eng Stall, Eng high Vibration.
LOS 2
Wx: 6km BKN 1000 (Or at TCs discretion)
MEL: APU U/S
TR 1 FAIL
AVIONICS SMOKE with Loss of CM1 probe icing. CM2 as PF
LOS 3
WX Fair
R.OUTER INLET VALVE stuck closed during refuelling R.OUTER TANK
empty - Non-standard Fuel Distribution
During taxi PRIM 2 Fault RESET OF COMPUTERS checklist
IR ROLL DRIFT on takeoff
Birds reported on final Approach
Possible ENG SEVERE DAMAGE + loss of Green Hyd fluid (RAT Level)
Unofficial Document
ALTERNATIVE
ROUTES
MXP-DXB
MAN-DXB
LGW-DXB
BOM-DXB
(Choose from
available CFPs)
LGW-DXB
ZRH-DXB
MXP-DXB
(Choose from
available CFPs)
Any short sector,
or
(Choose from
available CFPs)
Page 7 of 84
LOS 4
Wx Rain and cross winds
Red BOMB warning, EIU Fault (Man Thrust) Flaps Jam
LOS 5
Wx Fair
MEL EPR indication fault N1 Rated Mode
Avionics Smoke (AC BUS 2) Emerg Descent, High Altitude airport
LOS 6
Wx: Winter Ops
TCAS
GREEN HYD LOW LEVEL
PAX heart attach
BLUE HYD LOW AIR PRESS recoverable at low level
LOS 7
WX: Fair
MEL APU BLEED INOP
After Start STANDBY ATTITUDE FAIL (MEL)
FUEL LEAK decision making
LOS 8
WX: Fair
MEL Nil
ETOPS Procedures
ENG STALL ON START
ENG VIBRATION
ENG OIL LEAK
ENG SHUTDOWN
NPA,
LOS 9
WX; Fair
TAXI: RAD ALT 1 FAULT (MEL)
TAKEOFF: RH MLG ABNORMAL
Return to land management, APP CLB, jettison
LOS 10
WX: Monsoon
On takeoff FLAPS JAM
Runway closed due crashed aircraft
Divert to another AD with FLAPS JAM
Diversion AD requires a NPA approach
Unofficial Document
Section 7
LOS/LOFTs
DAR-NBO
SAH-DXB
ZRH-DXB
(Choose from
available CFPs)
SAH-DXB
JNB-DXB
NBO-DXB
THR-DXB
(Choose from
available CFPs)
MXP-DXB
LGW-DXB
MAN-DXB
(Choose from
available CFPs)
FCO-DXB
KHI-DXB
(Choose from
available CFPs)
CMB-DXB
JNB-DXB
MRU-DXB
(ETOPS)
If Non ETOPS
(Choose from
available CFPs)
SAH-DXB
JNB-DXB
NBO-DXB
ZRH-DXB
SAH-DXB
NBO-DXB
NBO-DAR
(Choose from
available CFPs)
Page 8 of 84
SCENARIO
LOS 11
WX: Rain and low cloud
MEL - ENG 2 BLD INOP
R INR TK FUEL LEAK finally causing ENG 2 FLAMEOUT
Diversion and landing
LOS 12
WX: Good with HZ
Pre-Departure Pax wanting to carry gun on board
TCAS
TOD ATTITUDE DISCREPANCY
F/O becomes sick incapacitation
Runway lighting failure missed approach
Return for landing
LOS 13
Wx Low Cloud
MEL SLAT SYS 2 INOP (GREEN)
After T/O SLAT SYS 1 FAULT, Slats stuck in extended position
Sick PAX
Return for Ldg unable due wx
Diversion and landing
LOS 14
Wx above circling minima.
MEL - APU u/s
GPU failure, requiring a START ON BATTERY POWER
TAXI - FMGS 1 FAIL, RESET OF COMPUTERS checklist & reset OK
CRUISE Gen 1 Over Voltage (single gen ops) Considerations. (Possibly
Lightning strike causing EMERG ELEC CONFIG. OR
ENG 2 HIGH VIBRATION (Within limits at Idle Thrust)
single GEN ops
Diversion airports require circling or have high crosswinds.
LOS 15
WX: CBs
MEL: SATCOM U/S
Enroute LIGHTNING STRIKE causing AC BUS 2 FAIL and total loss of
comms
Approach NBO, heavy rain causes go-around and diversion to Alternate(fuel
state)
LOS 16
Wx: Monsoon OR Winter Ops.
MEL: APU INOP
GEN 1 FAULT
DC ESS BUS FAULT
Engine shutdown required via Fire Handle
Unofficial Document
Section 7
LOS/LOFTs
ALTERNATIVE
ROUTES
MXP-DXB
FCO-DXB
ZRH-DXB
LGW-DXB
(Choose from
available CFPs)
DAR-NBO
NBO-DAR
(Choose from
available CFPs)
DXB-MCT
DXB-KWI
FCO-MXP
(Choose from
available CFPs)
ETOPS?
MRU-DXB
CMB-DXB
NBO-DXB
JNB-DXB
Non ETOPS
(Choose from
available CFPs)
DAR-NBO
Any short route
(Choose from
available CFPs)
SAH-DXB
KHI-DXB
BOM-DXBq
Or can use this as
a Winter Ops
scenario using:
LGW-DXB
ZRH-DXB
MAN-DXB
Page 9 of 84
SCENARIO
LOS 17
WX: CBs
MEL APU INOP
LIGHTNING STRIKE causing GEN 1 FAULT single GEN operations
If no diversion (no Galleys/PES etc), then IDG OVHT ADVISORY
Return, jettison, and landing (Refer to Los. #15)
If Non ETOPS, considerations, Part Galley, PES, Length of flight, Routing, etc
LOS 18
WX: TCs Discretion.
MEL Nil
Tire burst on T/O causing BLUE HYD LO LEVEL
ENG 2 LO OIL PRESS causing ENG 2 shutdown DUAL HYD LO PR
If used on a short route (due time) consider ENG 2 HIGH VIB or ENG STALL
Eng Ops OK at Idle Thrust
LOS 19
WX: Good for return.
LH MLG STUCK DOWN
Diversion considerations, depending on Airfield. Landing, NPA App.
Unofficial Document
Section 7
LOS/LOFTs
ALTERNATIVE
ROUTES
(ETOPS)
MRU-DXB
NBO-DXB
JNB-DXB
CMB-DXB
(NON-ETOPS)
LGW-DXB
MAN-DXB
ZRH-DXB
FCO-DXB
MXP-DXB
LGW-DXB
MAN-DXB
ZRH-DXB
FCO-DXB
JNB-DXB
(Choose from
available CFPs)
JNB-DXB
NBO-DXB
MAN-DXB
ZRH-DXB
SAH-DXB
Page 10 of 84
Section 7
LOS/LOFTs
DISPATCH/MEL
PRIM 1 INOP
NON-STANDARD FUEL DISTRIBUTION
APU U/S
EPR FAIL RATED N1 MODE
APU BLD
RAD ALT FAIL
ENG BLD INOP
FLIGHT FAILURE
LOW OIL PRESSURE
TR 1 FAIL
AVIONICS SMOKE - 2
IR ROLL/ATTITUDE DRIFT
BOMB OB BOARD - 2
TCAS - 2
GREEN HYD LOW LEVEL
BLUE HYD LOW PRESS
STANDBY HORIZON FAIL
FUEL LEAK - 2
FADEC FAIL
RH MLG ABNORMAL
FLAPS OR SLATS JAM - 3
INCAPACITATION
EIU FAULT
SICK PAX
ENG 2 HIGH OIL TEMP
AC BUS FAULT = 2
NO COMMS
ENG GEN INOP
DUAL HYD LO PR
ROUTES:
AIRPORTS:
FCO-DXB
MAN-DXB
DXB-MAN
NBO-DXB
ZRH-DXB
DXB-KWI
BOM-DXB
DXB-MCT
NBO-DAR
DAR-NBO
KHI-DXB
JNB-DXB
SAH-DXB
MRU-DXB (new route)
THR-DXB
FCO-MXP
MXP-DXB
CMB-DXB
LGW-DXB
FCO
MAN
DXB
NBO
ZRH
LGW
KHI
JNB
SAH
MRU (new AD)
DAR
BOM
ETOPS CONSIDERATIONS:
ETOPS scenarios:
Smoke - Cargo smoke caused by Dangerous Goods?
EMERG ELEC
Engine Fail with full driftdown and diversions considerations
Depressurisation
Unofficial Document
Page 11 of 84
Section 7
LOS/LOFTs
ETOPS routes:
CMB-DXB
JNB-DXB
MRU-DXB
WINTER OPERATIONS:
Routes:
ZRH-DXB
LGW-DXB
MAN-DXB
THR-DXB
Unofficial Document
Page 12 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
FCO-DXB
MXP-DXB
MAN-DXB
LGW-DXB
BOM-DXB
(Choose from
available CFPs)
LOS 1
WX: At TCs discretion, depending if a diversion or return to departure airfield is required,
MEL PRIM 1 INOP (Check MEL as a recent Mod allows certain of our aircraft, dispatch)
Non-standard Fuel distribution
Low Oil pressure ENG #2, S/E diversion & landing
OBJECTIVES:
1. To observe the trainee correctly interpret the MEL and correctly carryout the necessary
actions.
2. To Observe the trainee use the non-standard fuel distribution chart and work out a new trim
sheet.
3. To Observe the trainee manage an ENG Low oil pressure, correctly diagnosing the problem.
4. To Observe the trainee conduct a single engine diversion and landing.
If using a short
route, ignore NON
STD FUEL
Distribution
DETAILS:
1. MEL PRIM 1 INOP. Consider MEL dispatch requirements. MEL is quite involved with an
extensive flight control check required prior to start.
2.
Ensure that after refuelling, no fuel is present in the Trim tank (or approx 600Kgs) by
manually inserting each tank quantity. Engineers advise they have been unable to sort out
the problem. This should cause the TOMAC to be outside the 2% limit. This will require a
non-standard Fuel distribution calculation and a new Trim sheet. Ensure CG inserted in IOS
3.
Approaching TOC or in cruise reduce ENG 2 OIL QTY and increase ENG 2 OIL TEMP.
Reduce OIL QTY until 4 qts, at which time the ECAM advisory will activate. ECAM OIL
TEMP HI warning occurs at 190C. Observe troubleshooting and decisions. Reduce OIL
QTY to zero, or reduce Oil Press to 0.
4.
ENG 2 will need to be shutdown. Diversion required for an overweight landing. Jettison
may not be necessary. Arrange for an NPA to be required at diversion airport.
COMMON ERRORS
Unofficial Document
Page 13 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
MAN-DXB
LGW-DXB
ZRH-DXB
MXP-DXB
(Choose from
available CFPs)
LOS 2
Wx: 6km BKN 1000 or at TCs discretion.
MEL: APU U/S
TR 1 FAIL
AVIONICS SMOKE with Loss of CM1 probe icing. CM2 as PF.
OBJECTIVES:
1. To observe the trainee correctly interpret the MEL.
2. To observe the trainee deal with TR1 Failure.
3. To observe the trainee manage the avionics Smoke and Removal procedure.
DETAILS:
To be truly effective this LOS should be conducted in WINTER enroute weather conditions that contain
icing. It is not necessary for full winter weather operations to be present at departure airport. If using a short
route, have Rain and CBs
1.
MEL APU INOP. GPU and External Pneumatics required for departure.
2.
Provide Slot time to give pushback requirement of 1 hour after entering simulator.
3.
FCOM procedure of ENG START WITH EXTERNAL PNUEMATICS required. If one engine is
started on stand and the GPU disconnected, the PES is lost and cannot be rebooted until after 2nd engine
start. This reboot may take up to 20 mins. This means that Safety video cannot be used after the 1st
engine is started. Purser to advise Captain by Interphone of this problem if it occurs. Options:
Ask Purser for crew to conduct a Manual Safety demonstration for Pax.
4.
5.
6.
7.
In cruise, insert AVIONIC SMOKE with cockpit smoke until AC BUS 1 is isolated. Regulate the
amount of smoke in the cockpit by selecting the failure on and off. This will allow the crews to go for
bus isolation as opposed to directly jumping into Emerg Elec Config. Crews to divert and conduct and
Emergency Descent.
8.
A lot of systems are affected, including the anti-icing of CM1 and STANDBY probes. On descent
introduce a blockage of these probes due to icing. CM2 should become PF.
9.
If diverting to an airport in the JEPP Other Airports Manual, there is only one set of approach plates,
so good crew co-ordination required.
GPU is required for Electrics note that BUS TIE should be OPEN to isolate AC BUS 1 before
using GPU as this caused the smoke
External Pneumatics should be used if readily available to ensure air is available in case of a
problem during shutdown of the second engine
Common Errors
Unofficial Document
Page 14 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
Any short sector.
LOS 3
Wx: At TCs discretion
R.OUTER INLET VALVE stuck closed during refuelling
Non-standard Fuel Distribution
PRIM 2 Fault
IR ROLL DRIFT
Birds reported on final of one of the runways
Possible ENG SEVERE DAMAGE on final app.
Choose from
available CFPs
OBJECTIVES:
To Observe the trainee make use of the non standard fuel distribution table and Trim Sheet.
To Observe the trainee use the reset computers checklist.
To Observe the trainee correctly deal with a CHECK ATT problem.
To Observe the trainee deal with a multiple bird strike, leading to a Dual Hyd Failure
DETAILS:
1. During refuelling R. OUTER INLET VALVE reported stuck closed by engineer. No reset
possible. Not possible to get fuel into R.OUTER TANK. There is 1.0T of fuel in L.OUTER
TANK at that stage. Engineer asks Captain what to do?
Check limitations do not allow more than 1.7T in L.OUTER TANK.
Obtain T/O CG and STAB using Non-Standard Fuel distribution table.
MEL (28-25-04d) states Flt Ops performance section to calculate new CG, but Captain is
to be asked to do this manually using the A330 Fuel Index Table for Individual tanks, the
manual Loadsheet, and the CFP computer loadsheet for LIZFW.
2.
During taxi after the checklist has been completed, insert PRIM 2 FAULT. After a RESET
OF COMPUTERS checklist, the fault clears, but a new FLT CTL check is required. If the
QRH is not referenced, a flight control check may not be done as required.
3.
ATC to give revised T/O clearance immediate left turn after takeoff to intercept a radial or
Hdg. Pre-set failure IR ROLL DRIFT variable of 60 deg/sec at 120 kts for PF IRS.
Revert initially to STBY HORIZON, determining which IR is at fault, and then handing
over control when flight path is safe.
ATT HDG switching will resolve problem.
4.
Common Errors
Misinterpreting non-standard fuel table.
Not following the correct reset of computer QRH procedure.
Too slow to use standby horizon on CHECK ATT problem and Transfer of controls.
Not positively taking control of the aircraft after the bird strike.
Unofficial Document
Page 15 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
LOS 4
Wx Heavy rain and crosswinds at the departure airport.
EIU FAULT A/THR LOST
RED BOMB warning
FLAPS JAMMED
OBJECTIVES:
To Observe trainee deal with complicated procedures while flying with MAN THR
To Observe task management and CRM during high workload and time pressure
To Observe communication and handling of Cabin Crew and Pax with regard to sensitive information
and panic control.
2.
Normal takeoff. During climb passing approx. FL200 ENG EIU FAULT leading to loss of A/THR.
Operational considerations, and flight should continue.
3.
Just before TOC or in cruise (depending if diversion to another airfield) ACARS message from
company advising RED BOMB WARNING.
BOM-DXB
DAR-NBO
ZRH-DXB
THR-DXB
KHI-DXB
(Choose from
available CFPs)
If a bomb search is conducted, a suspicious article is found in the forward toilet behind the waste bin.
4.
Diversion considerations:
5.
Flight using manual Cabin Pressure control and manual thrust requires close attention.
6.
About 20 mins from landing further information provided by ACARS that device is probably a timeactivated device and is due to explode at his ETA + 10 mins.
7.
After CONFIG 1 has been set, insert FLAPS JAM.(use more criteria on IOS) This will become
apparent when CONF 2 is selected for landing.
8.
After landing consider Pax evacuation using slides or waiting for steps. Slides are the preferred
alternative, due time constraints.
Common Errors:
Page 16 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
NBO-DXB
SAH-DXB
JNB-DXB
THR-DXB
LOS 5
Wx TCs discretion
MEL EPR indication fault N1 Rated Mode (control mode MEL 2.73.3)
AVIONICS SMOKE (AC BUS 2)
OBJECTIVES:
1. To Observe the trainee deal with the operational and performance considerations with thrust
control in N1 mode.
2. To Observe the handling of the Smoke drill and subsequent emergency descent.
3. To Observe the considerations of high terrain and high altitude operations.
4. To Observe task management and CRM in a high workload situation.
(Choose from
available CFPs)
DETAILS:
1. During cockpit preparation insert ENG EPR INDICATION FAULT.
This requires a takeoff procedure with A/THR re-engaged at LVR CLB in N1 rated
Mode.
Performance penalties for takeoff, and approach climb performance penalties for a
possible return, need to be considered prior to takeoff, especially due to the high altitude
of the airport.
2.
Depending on choice of diversion airports, insert AVIONICS VENT SMOKE with small
amounts of visible smoke in the cockpit.(control this by modulating the failure on the IOS
panel)
Arrange with sim technicians prior to the session to ensure smoke is available and that
they isolate the smoke warning for the building.
Do not insert too much Smoke as crew may be tempted to revert directly to EMER ELEC
CONF. The intent is to isolate only AC BUS 2.
3.
4.
5.
High altitude, overweight landing, and performance requirements will need to be considered.
Go Around weight penalty due to N1 Rated mode.
6.
Evacuation requirements and options to be considered after landing. If normal landing has
occurred an evacuation should not be required.
Common Errors:
Trainee not familiar with N1 Thrust tables
Incorrect handling of Smoke Drill refer to FCTM.
Not commencing a diversion when smoke drill presented on ECAM.
If initiated, not conducting Emergency Descent correctly
Not appreciating the performance aspects of high altitude operations and its affect on aircraft
speeds
Unofficial Document
Page 17 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
ZRH-DXB
MXP-DXB
LGW-DXB
MAN-DXB
LOS 6
Wx: Winter Ops
TCAS
GREEN HYD LOW LEVEL
PAX heart attack
BLUE HYD LOW AIR PRESS
(Choose from
available CFPs)
OBJECTIVES:
To Observe the trainee prepare the aircraft in cold weather following the correct procedures.
To Observe decision making process and task management with the single hydraulic failure.
To Observe how the trainee manages the diversion, particularly planning, delegation, and
communication.
To Observe how the trainee copes with a deteriorating situation after the second hydraulic system Low
Air Press.
DETAILS:
This flight involves cold weather operations with low cloud, snow, and low visibility at the departure airport..
1.
Full cold weather operations are required for departure, with instructor adding pressures regarding deicing, hold over times, and slot times.
2.
After takeoff, introduce some FMGS exercises followed by a TCAS RA ( Aircraft must be in level
flight). Approaching TOC insert a SLOW GREEN HYD SYSTEM LEAK ( approx 3 lts/min)leading to
a complete loss of green hydraulic fluid (no RAT available).
Dubai Engineering should be consulted as part of decision making process for information and
recommendations.
3.
After a further 10-15 min of cruise, Purser advises of a sick passenger (suspected heart attack).
MEDILINK and any on-board doctor should be consulted. They recommend a diversion ASAP.
4.
5.
Once diversion has been initiated a BLUE HYD LO AIR PR leads to a loss of Blue Hydraulics
If trainee does NOT recover Blue Hydraulics then landing with GREEN + BLUE HYD LO PR will
occur.
If Blue Hydraulics are recovered, then landing with GREEN HYD inop. will occur
6.
Common Errors:
Trainee diverting with the single hydraulic failure rather than obtaining more information and
continuing.
Unofficial Document
Page 18 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
DXB-KWI
FCO-DXB
KHI-DXB
SAA-DXB
LOS 7
WX: TCs discretion
MEL APU BLEED INOP
After Start STANDBY ATTITUDE FAIL (MEL)
FUEL LEAK decision making
(Choose from
available CFPs)
A short sector
works well.
OBJECTIVES:
To Observe the management of engine start with external pneumatic power.
To Observe the trainees correct use of the fuel leak procedure.
To Observe how the trainee manages the diversion, particularly planning, delegation and
communication.
DETAIL
Non tanking sector.
ADD APU bleed fault leading to an external pneumatic & cross bleed start.
After engines have been started, standby Attitude indicator fails ( acceptable MEL 34 22 01 )
ATC requires deviation 10nm miles north of track. Passenger reports seeing vapour from wing
area. Crew investigate and a fuel leak. Is confirmed.
Leak not from engine or leak not located
Diversion and Landing at a Suitable airfield.
COMMON ERRORS
1.
2.
3.
4.
Unofficial Document
Page 19 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
(ETOPS)
CMB-DXB
JNB-DXB
MRU-DXB
LOS 8
WX Tcs Discretion (NPA)
NOTAMS ILS at most likely diversion airport is u/s
ETOPS procedures
ENG STALL ON ENG START
ENG VIBRATION
ENG OIL LEAK
ENG SHUTDOWN
NPA
OBJECTIVES:
To observe the trainees understanding of ETOPS planning, pre-flight, & enroute procedures
and considerations.
To Observe the trainees handling of an engine vibration and oil leak communication,
contingency planning.
To observe the trainees workload and task management and prioritisation with regard to a
single-engine diversion.
To observe the correct execution of a non-precision approach.
DETAILS:
The flight involves full use of all normal ETOPS procedures during flight planning and aircraft
preparation.
1.
During pre-flight preparation, introduce a distraction of an FOM related item (pregnant Pax,
firearms etc.)
2.
During engine start introduce an ENG 1 STALL that clears during the subsequent engine auto
start. Normal taxi and takeoff
3.
In cruise after 20-30 mins (consider using SPEED x 2 and FUEL FLOW x 2), introduce a
VIBRATION ADVISORY for ENG 1. This in turn results in a SLOW LEAK of ENG 1 OIL
QUANTITY.
Crew should consider operational options and also contact Engineering on SATCOM,
whilst making contingency plans for a possible diversion
Engine should not be shutdown while sufficient oil remains.(this needs to be set through
the IOS panel)
Eventually ENG 1 OIL QTY reduces sufficiently to require an ENG SHUTDOWN and a
diversion.
Observe workload management and communication techniques in handling diversion.
4.
NOTAMs indicate a NPA is required at the diversion airport. If another airport is selected for
diversion, ATC advice ILS is temporarily unserviceable.
5.
Common Errors:
Trainee not being familiar with ETOPS procedures and planning considerations.
Poor flight management techniques and workload management when implementing the
diversion.
NPA approach procedures conducted incorrectly.
Shutting down of engine on advisory condition only.
Unofficial Document
Page 20 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
LGW-DXB
SAH-DXB
JNB-DXB
NBO-DXB
MAN-DXB
ZRH-DXB
LOS 9
WX; TCs discretion
TAXI: RAD ALT 1 FAULT (MEL)
TAKEOFF: RH MLG ABNORMAL
Return to land management, APP CLB, jettison
OBJECTIVES
To observe the trainee deal with all the precautions required for an emergency landing and
evacuation.
To allow the trainee to deal with the problem in real time and complete the full drill.
To observe the trainees knowledge of approach climb limits.
Observe handling of the fuel jettison system.
(Choose from
available CFPs)
DETAIL
On taxi out, RAD ALT 1 fault for MEL discussion. GPWS, High terrain Airfields.
On gear retraction, RH main landing gear shows abnormal indication, does not recycle and shows
unsafe. Crew must prepare for landing with abnormal gear, however in this instance it is a false
warning and gear locks on touchdown.
COMMON ERRORS
Failure to hand over control of the aircraft and effectively manage the situation.
Incorrect calculation of the approach climb limits.
Not using all available resources, under the circumstances.
Unofficial Document
Page 21 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
BOM-DXB
SAH-DXB
NBO-DXB
NBO-DAR
LOS 10
WX: Monsoon.
On takeoff FLAPS JAM.
Runway closed due crashed aircraft.
Divert to another AD with FLAPS JAM.
Diversion AD requires a NPA approach.
(Choose from
available CFPs)
OBJECTIVE
To observe the trainee deal with the Flap locked problem during the acceleration phases
and manage for another approach.
To observe the decision making process and task management when the runway closes and
diversion implemented.
To check trainees knowledge of limitations and performance restrictions in this configuration.
To observe the trainee demonstrate use of QRH tables and FCOM references as above to
deduce new burn off and alternate decision.
To observe FMGS reprogramming and execution of diversion.
To observe a NPA approach with uneventful landing.
DETAIL
This exercise is a flight during the monsoon season. The weather is typical with heavy rain, storms
in the area and associated turbulence. Normal pre-flight, engine start, taxi and takeoff. Flap2 or 3
config for takeoff. On flap retraction, flap stuck between 3 and 1. Slats are still operative.
Whilst aircraft is manoeuvring for holding or an approach, a B747 has a runway excursion on
landing and closes airport for an indefinite period.
Diversion to available alternates. NPA approach to be flown. ILS is notamed inop.The weather is
around NPA minima. Fuel is critical due to cruise now at FL200 (flap limit) and increased fuel
burn. The CM 1 needs to analyse all the information before arriving at an alternate decision.
QRH 4.13 burn off
FCOM 3.02.27 p4 x 2.2
COMMON ERRORS
Trainee failing to fly the aircraft accurately and getting a VFE exceedence
Not flying a selected speed as soon as the problem occurs
Incorrect task management when implementing diversion. Someone must always fly the
aircraft
Incorrect use of FCOM and QRH to solve performance considerations.
Poor alternate chosen, as being fuel critical.
Incorrect programming of FMGS for diversion.
Unofficial Document
Page 22 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
MXP-DXB
FCO-DXB
ZRH-DXB
LGW-DXB
LOS 11
WX: Rain and low cloud, cross winds
MEL - ENG 2 BLD INOP
R INR TK FUEL LEAK finally causing ENG 2 FLAMEOUT
Diversion and landing
(Choose from
available CFPs)
OBJECTIVES
DETAILS
Rain and low clouds with crosswinds of 15kts. Rwy wet. Braking action MED
MEL- ENG Bleed 2 Inop.
During climb, Fuel Leak from Right Inner tank.
1.
MEL Bleed Inop. 36-11 Requires APU to be left running for the entire flight. Fuel
considerations!
2.
3.
4.
5.
During climb or in cruise, depending on diversion airfields available. Fuel Leak form right
inner tank. Crew may notice this, if not, then during ECAM advisory, or Pax report of white
vapour from Rt. wing. This should draw the crews attention to the fuel leak procedure.
6.
7.
8.
9.
10. Landing on a wet Rwy, with a crosswind of 15 kts. Reverses not usable as per fuel leak C/L
Common Errors
Not allowing enough fuel for APU use due Bleed Inop.
Not using the weather radar correctly.
Trainee not familiar with the fuel leak proc.
Trainee not descending to correct altitude for fuel gravity feeding.
Insufficient considerations given to fuel imbalance and limitations.
Using reverse after touch down
Ineffective communication with crew and Pax
Unofficial Document
Page 23 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
DXB-MCT
DAR-NBO
NBO-DAR
LOS 12
WX: Good with HZ
Pre-Departure Pax wanting to carry gun on board
TCAS
TOD ATTITUDE DISCREPANCY
F/O becomes sick incapacitation
Runway lighting failure missed approach
Return for landing
OBJECTIVE
To observe the trainee handle the attitude discrepancy and deal with it accordingly without
losing control of the aircraft.
To conduct a lightweight, low level missed approach.
To successfully fly and land aircraft safely as single pilot with incapacitated F/O
DETAIL
This exercise is based on a short flight at night. In this exercise the trainee actually completes the
flight without diverting.
Prior to departure FOM related problem ( body guard carrying gun etc )
All ops normal with FMGS or TCAS exercises at instructors discretion. At top of descent, when
the A/C pitches down for descent, insert attitude discrepancy on IRS flying autopilot.
Recovery is possible with proper analysis, crosschecking and switching.
Descending through 7000ft F/O complains of severe abdominal pains ( appendix ) and dashes to
the toilet immediately. Does not come back !
Approach to minima where the runway lights fail ( wayward driver smashes into relay station )
resulting in a missed approach.
Trainee to conduct another approach as single pilot IFR with slight improvement in the weather
and lights back on standby generator . Runway lights strength 3 to allow landing.
COMMON ERRORS:
Unofficial Document
Page 24 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
NBO-DAR
DXB-MCT
DXB-KWI
FCO-MXP
LOS 13
WX: Low cloud and visibility at minimum for NPA
MEL SLAT SYS 2 INOP (GREEN) 27-81
After T/O SLAT SYS 1 FAULT, Slats stuck in extended position
Sick PAX
ILS U/S at Departure and Destination Airfield
Return to Departure,G/A - due wx
Diversion and landing, NPA
A short route will highlight the fuel problems.
(Choose from
available CFPs)
OBJECTIVES:
DETAILS
The flight involves Weather at NPA minimum at Departure and Destination.
A MEL with Slat sys 2 INOP.
After takeoff and at Flap retraction,Slat Sys 1 fault, causing the Slats to be stuck.(insert this fault
using the more criteria on IOS)
Initially speed management is important. This fault will manifest itself with the flap lever in
the 0 position, with the slats actually stuck at position 1. Thus having a speed limit.
After ECAM and reference to QRH with C/L completed, Purser advises of a passenger
suffering from severe stomach pains.
Normally a decision to return would be made and a NPA flown. The Visibility being on the
low side will necessitate a Go Around.
A diversion to a suitable airfield is to be made, before fuel becomes a problem.
Considerations, Max Altitude with Slats out (200000 Ft.). Fuel burns (3.02.27 pg 4. 1.5
times) Sick passenger?
ILS inop at diversion, requiring a NPA (At the instructors discretion. If the first one went
well, then continue for an ILS, or a selected if the first was managed)
Common Errors
The trainee is not familiar with the S/F jam procedure and as per ECAM Status reads it from
Go Around.
NPA procedures not being followed correctly.
Overspeed with Slats stuck out.
Not observing the 20000-ft altitude limit with Slats stuck out.
Poor fuel management.
Poor workload management when handling the sick passenger options.
Unofficial Document
Page 25 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
LOS 14
WX - above EK circling minimas at departure airport
ETOPS diversion airports have high crosswinds that approach the 80% limit for ETOPS planning purposes.
ETOPS procedures
MEL APU GEN INOP
GPU failure, START ON BATTERY POWER
GEN 1 OVERVOLTAGE
EMERG ELEC CONFIG considerations, Or Eng 2 high Vibration (OK at idle thrust)
Diversion & landing
OBJECTIVES:
To observe the trainees understanding of ETOPS planning, pre-flight, & enroute procedures and
considerations.
To observe the trainee handle the associated ground problems on a battery start and running one engine
on the ground during boarding etc..
To observe the trainees workload and task management and prioritisation with regard to a diversion to a
non-ETOPS routing..
ETOPS
MRU-DXB
CMB-DXB
NBO-DXB
JNB-DXB
DETAILS:
The flight involves full use of all normal ETOPS procedures during flight planning and aircraft preparation.
1.
During pre-flight planning the ETOPS diversion airport should have crosswinds approaching the 80%
limit for planning pruposes. The crew should detect this and note that the airports are still available.
2.
The management, planning, considerations, communications with ground crew, cabin crew and
passengers result in a busy time.
One engine needs to be running while checks are completed. Possibly IRS align and resetting of
CIDS for Cabin crew to use video equipment.
During climb introduce some FMGS exercises.
In cruise after 20-30 mins (consider using SPEED x 2 and FUEL FLOW x 2), but before entering the
ETOPS sector, Company ACARS message advises that crosswinds at ETOPS airport are approaching
32 kts.
Are they in the ETOPS sector? If so then no route changes are required, but if not then a re-routing
to a non-ETOPS route may be required.(fuel requirements)
3.
4.
5.
Introduce a GEN 2 OVERVOLTAGE causing a loss of GEN 2 before entering the ETOPS sector.
Crew should consider operational options and also contact Engineering on SATCOM, whilst
making contingency plans for a re-routing or diversion.(1 Gen. means no PES and part Galley)
Does crew have enough fuel for non-ETOPS routing? If not, then a diversion is required.
6.
During the diversion, Lightning strike takes away Gen. 1 leaving the Aircraft with EMERG
ELEC CONFIG. OR Eng. 1 High Vibration or Eng Stall (Both OK at Idle Thrust)
7.
If diversion does occur the crew arrange for a circle-to-land to be required at the diversion airport.
Common Errors:
Trainee not being familiar with ETOPS procedures and planning considerations.
Poor flight management techniques and workload management when considering and implementing rerouting or diversion.
Not ascertaining that the electrical status of the aircraft is getting critical single generator ops.
Not considering best diversion options in case EMERG ELEC CONFIG becomes required.
Page 26 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
DAR-NBO
FCO-MXP
LOS 15
WX: CBs
MEL: SATCOM U/S
Enroute LIGHTNING STRIKE causing AC BUS 2 FAIL and total loss of comms
Approach Destination, heavy rain causes go-around and diversion to Alternate
(Choose from
available CFPs)
OBJECTIVES
To observe the trainee take the necessary precautions with regard turbulence and
thunderstorm avoidance.
To observe the trainee carry out the correct actions associated with an AC BUS 2 fault.
To observe the trainee conduct the promulgated ICAO loss comms procedure
To observe the trainee correctly manage a low fuel state.
To observe the trainee execute a safe go around and diversion to an alternate.
DETAIL
The flight is short sector, The aircraft has a Tech log MEL SATCOM u/s.
The weather is typical rainy season, with thunderstorms (with associated problems of heavy rain
and low vis). There are CBs to avoid en route and the weather at alternates fair, but reducing to
2000m in rain.
After reaching top of climb CB avoidance. During this phase the aircraft experiences a lightning
strike causing an AC BUS 2 fault. The flight continues but now they have lost comms completely.
No responses from any radio call.
The LOS continues to develop with the crew having to carry out the proper procedure for total
loss of comms. The correct course of action is continuing the flight.
On arrival at Dest heavy rain is experienced and a PWS is activated, resulting in a go around and
subsequent diversion due marginal WX and fuel state.
They should execute a diversion without delay otherwise a low fuel situation will develop.
COMMON ERRORS
Unofficial Document
Page 27 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
BOM-DXB
SAH-DXB
KHI-DXB
LOS 16
Wx: Monsoon
MEL: APU INOP
GEN 1 FAULT
DC ESS BUS FAULT
Engine shutdown required via Fire Handle.
OBJECTIVES
DETAIL
The A/C has an MEL item APU u/s. This necessitates an external pneumatic start with all relevant
Precautions being taken.
In climb there can be FMGS exercises or weather avoidance as required.
Once in the cruise introduce GEN 1 fail. Observe comms and decision to continue or divert. Pax
comfort, Part galley and no PES.
Some time later when well established en route introduce DC Ess Bus Fail. AP 2 is still available
The A/c has a severely degraded electrical system and a decision must be made on whether a
diversion should be made.
ACP 1 & 2 are u/s and the a/c has no wing A/I no L WINDOW heat so a winter scenario can
prove interesting.
The A/C is CAT 1 only due to loss of standby horizon.
Captain has lost his flight instruments.
Common Errors
Unofficial Document
Page 28 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
(ETOPS)
JNB-DXB
MRU-DXB
CMB-DXB
LOS 17
WX: CBs
MEL APU INOP
LIGHTNING STRIKE causing GEN 1 FAULT single GEN operations
If no diversion back to JNB (no Galleys/PES etc) then IDG OVHT ADVISORY
Return to JNB, jettison, landing
OBJECTIVES
To observe the trainee carry out the correct procedures associated for an ETOPS flight
To observe the trainee accomplish an external pneumatic start.
To observe the trainee manage a departure in thunderstorms and rain.
To observe the trainee handle a GEN problem and manage a diversion with all the necessary
procedures being followed.
(NON-ETOPS)
LGW-DXB
MAN-DXB
ZRH-DXB
FCO-DXB
MXP-DXB
DETAIL
If used on an ETOPS sector the trainee should carry out the extra pre flight duties. (Refer to LOS
14)
APU is inop, so a start with external sources is required.
Numerous CBs are encountered on departure and all the relevant precautions with regard weather
avoidance and turbulence must be undertaken.
Once established in the cruise the aircraft experiences a lightning strike which results in a GEN 1
FAULT. The trainee must decide whether to continue or return to departure airfield. The purser
will complain about lack of galley power and the fact that a number of passengers are angry
because their IFE is not working.
Once a decision has been reached, as to whether to continue or return
An IDG OVHT ADVISORY on GEN 2 could also be introduced leading to Emerg Elec
Config
Or an Eng problem eg. High Vib, Eng Stall, that requires no Eng shutdown and the thrust to
remain at Idle.
The trainee must now return to departure airport with all the considerations of performance,
weather, runway state, fuel jettison etc.
COMMON ERRORS
Unofficial Document
Page 29 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
LGW-DXB
MAN-DXB
ZRH-DXB
FCO-DXB
JNB-DXB
LOS 18
WX: TCs Discretion
MEL Nil
Tire burst on T/O causing BLUE HYD LO LEVEL
ENG 2 LO OIL PRESS causing ENG 2 shutdown DUAL HYD LO PR
OBJECTIVES
(Choose from
available CFPs)
To observe the trainee prioritise his actions in the event of a tire burst.
To observe the trainee manage a Blue Hydraulic low level.
To observe the trainee carry out the correct actions for an ENG LOW OIL PRESS.
To observe the trainee manage a DUAL HYD LO PR
DETAILS
On the T/O run (20kts below V1) a tire burst on the LH MLG. The decision should be GO.
Possible consideration is leaving the MLG down (FOM ch 25-13) performance permitting.
As the tyre burst is very subtle most trainees will probably retract the MLG.
The damaged tyre causes a leak in the blue hydraulic system and during the climb out the A/C
experiences a BLUE HYD LOW LEVEL.
If the MLG is down the trainee will have to decide whether to return to point of departure or
divert, but continuing en route would probably not be a good option. All issues should be
considered, fuel, landing weight, performance, unsafe gear, etc.
If the MLG has been retracted the trainee should gather as much information as possible as to
whether he should divert or continue. It is a single failure so continuing is a consideration but as
much information about possible further damage caused by the tyre should be sought i.e. ATC
should be asked about Tyre deposits on the runway. Engineering asked about likely further
damage engineering response should be that if there is no vibration and that if all other system
parameters are normal, then the a/c should continue.
Only when a decision on whether to divert or continue has been made ENG 2 LO OIL PR should
be introduced. This will result in Engine being shut down with the ensuing loss of the yellow
hydraulic system
DUAL HYD LO PR Despite this being LAND ASAP the trainee must consider ,landing weight,
Performance, fuel jettison, etc before deciding where to go. The procedure for DUAL HYD LOW
PR must be methodically run through handing over control where necessary.
As this is a very demanding situation, radar vectors to an ILS should be made available.
If the LOS is used as a short exercise, the Low Oil Press can be replaced by Eng High Vib or Eng
Stall, leaving the aircraft with one Eng in Idle Thr. and a single HYD Sys Lo Press.
Common Errors
Unofficial Document
Page 30 of 84
Section 7
LOS/LOFTs
SCENARIO
ALTERNATIVE
ROUTES
SAA-DXB
ZRH-DXB
JNB-DXB
LOS19
Wx : Variable
MEL Nil
LH MLG Stuck Down
Diversion consideration and landing, NPA approach
OBJECTIVES
To observe the trainee initially concentrate on flying the a/c during climb out and not be
distracted by MLG problem.
To observe the trainee gather information prior to either Landing or diverting
To observe a NPA being flown.
DETAIL
On T/O LH MLG will not retract. Trainee should fly the a/c making sure all altitude constraints
for the SID are met.
Once at a safe height ECAM actions can be completed the outcome being the MLG is stuck down.
With the excessive vibration a quick PA to the Pax should be made to reassure them.
This scenario is not time critical and the trainee should stay below the line whilst making a
decision on where to divert.
This scenario works best at airfield with large performance penalties: Go around & landing
distance.(SAH RWY 18)
The trainee will have to calculate whether he can achieve go around climb gradient with the gear
down, whether he should use higher minima, circling app, divert with gear down etc.
Good comms with SMNC/Engineering are required
Approach should be via NPA.
Common Errors
Failing to fly the A/c and getting too preoccupied with the gear problem.
Failing to establish all the facts (particularly) performance, before committing to a diversion
or return.
NPA approach procedures not being adhered to.
Unofficial Document
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Section 7
LOS/LOFTs
Unofficial Document
Page 32 of 84
LOS
Candidates Notes
Section 7
LOS/LOFTs
RAK is the alternate on the flight plan, there are no charts for RAK in the sim so change alternate to
OOMS, gives excuse for extra fuel.
Route manual company NOTAMs cannot use Ahmedabad as an alternate on A330. Remember, in an
abnormal situation can disregard. If airborne and want to divert there, then call the company and find out
why cant use it. Maybe just no handling agreement.
Start Fault. Manual start Valve operation.
Thunderstorm activity whilst boarding. Briefed for windshear and checked to see if rwy contaminated.
Passenger trouble. Ask CSD if wants to off load passenger or not? Involve station Manager. Make it
someone elses problem.
BMC Fault at holding point. Drunk passenger, over assertive SFS wanting to Man handle pax. Get purser
involved.
Lots of very bad weather around. Divert L and R. Keep ridiculously clear or get severe turbulence! Dont
get flight level, start running tight on Fuel. Review fuel policy.
BMC 1 + 2 Fault. Now have no bleed monitoring so wont know if have an overheat until the pack auto
shuts down! Sent ACARS to engineering to warn them, decided to continue to DXB.
Sick passenger, establish if genuine or Indian sick. If genuine call Medlink on Sat phone before calling for
doctor on board. Prepare secondary incase divert to KHI or MCT.
Lightning strike and lose radome. Resulting in unreliable airspeed. Establish flight path hand over to F/O,
so can run QRH (obscure location 5.05) and monitor. Elect to divert to KHI. Fully configure in level flight
on a very long final.
Check GS on ND. Or from Radar. +/- wind component to get IAS.
Can only use FPV if altitude info is ok. Get block Altitude clearance.
Check Altitude on GPS monitor page (Data / GPS monitor). Or with Radar.
Unofficial Document
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Section 7
LOS/LOFTs
BOM-DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
BOM - DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Thunderstorms
Pack 1 u/s Restricted to Fl310, took extra gas
GPS 1 and 2
Failure 3
FMGEC independent operation
Failure 4
Unofficial Document
Page 34 of 84
Section 7
LOS/LOFTs
BOM DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
Slats or Flaps dont retract on T/O. Run ECAM, do checklist, return. Traffic ahead blows tyres on runway.
ATC says 1 hr to clear. Dont trust them. Check status of cross runway. Immediately start heading towards
KHI, (AMD is basically on the way). On the way calculate divert fuel (KHI 455nm away, AMD is 240nm)
with slats or flaps out. Refer 2.05.50. Corrections from FCOM3.02.10 p8., QRH 4.13 gives the same.
455nm = 6,800 kg + (19 * 40) = 7,560 kg = 7,600kg.
Slats Extn
7,600 kg * 1.5 = 11,400 kg
Flaps Extn
7,600 kg * 2.2 = 16,720 kg
Slats & Flaps
7,600 kg * 2.5 = 19,000 kg
+Final fuel
240nm = 4,169 kg + (19 * 40) = 4,929 kg = 5,000 kg.
Slats Extn
5,000 kg * 1.5 = 7,500 kg
Flaps Extn
5,000 kg * 2.2 = 11,000 kg
Slats & Flaps
5,000 kg * 2.5 = 12,500 kg
+Final fuel.
BOM DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
Double IRS failure on take off. Return, runway blocked, Go-around divert to KHI.
Unofficial Document
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Section 7
LOS/LOFTs
Unofficial Document
Page 36 of 84
Section 7
LOS/LOFTs
BOM - DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
De-Brief
-
Unofficial Document
Page 37 of 84
Section 7
LOS/LOFTs
BOM - DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
-
Failure 3
Failure 4
ON GROUND DURING COCKPIT PREP "APU BLEED LEAK" (ECAM, THEN FCOM 3)
MAN ENG START WITH EXTERNAL BLEED (DUE PRESSURE <25PSI ), START
MALFUNCTION WITH HIGH EGT, MANUAL SHUT DOWN (REMEMBER, ONCE ABOVE
700C, MAINT. REQ)
DURING TAXI, PRIM 1 FAULT, USE QRH RESET OF COMPUTERS
ATIS STATED RVR OF 550M IN MOD RA (T/O MINIMA FOR F/O 2 KM, ALSO CHECK MIN
T/O VIS IN BOM ON JEPP PLATES)
LOTS OF WX ON DEPT SECTOR (MONSOON COND), ND SETTING FOR WX CHECK MIN 40
NM
CONF 3 T/O, AFTER COMMAND "FLAPS 1", ECAM "F/CTL FLAPS LOCKED"
ENTERED THE HOLD OVERHEAD BBB, ASKED FOR WX, RVR WAS LESS THAN REQ FOR
CAT 1 LANDING, NO IMPROVEMENT, WX KHI AND AMD NOT BRILLIANT, BUT OK
USED SEC FLIGHT PLAN TO FIGURE OUT DISTANCE ALONG AWY'S TO OPKC (~465NM),
VAAH(~230NM), I WAS WESTBOUND MINDED, FORGOT TO CONSIDER VOHY(~334NM),
(TURNED OUT THAT HYD RWY LENGTH SIGN. LESS THAN AMD AND WX WAS WORSE)
USED THE TABLE FCOM 3.02.27 P4 AND THE ALTN FLIGHT PLANNING TABLES
INITIALLY, KHI WAS TO TIGHT, DECIDED TO PROCEED TO AHMEDABAD
CLIMB TO FL 200, THEN AGAIN COMPUTATION OF FUEL REQ ACCORDING ACTUAL FF
INFORMED PUR, PAX AND COMPANY
UNEVENTFUL LANDING IN AMD
TOTAL TIME CA 3 HRS, THEREAFTER TWO MINI LOFTS (1. UNRELIABLE SPEED DURING
ROTATION AND 2. ELEC EMER CONFIG DURING INITIAL CLIMB)
Unofficial Document
Page 38 of 84
Section 7
LOS/LOFTs
BOM-DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
Wx: TS and rain over the field although Vis > Cat 1
Notams 14/32 closed for works
MEL: ENG 1 EPR Mode fault (rated mode)
Dispatch in N1 rated mode, lots of consids in the MEL
A few pax probs, ENG STALL on start, auto restart OK
Had another computer reset on taxi, cant remember what it was but straight forward from the QRH.
T/O into the wx and FLAPS fault on retraction somewhere between 2 and 1. Return for landing BOM but
another jet runs off the runway and 09/27 blocked.
Diverted to VAAH with slats flaps out as not the gas for anywhere else, landed via NPA to 23 (notam
effecting ILS).
BOM DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
Unofficial Document
Page 39 of 84
JNB to DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Section 7
LOS/LOFTs
Bomb Threat
Failure 3
Failure 4
Bomb Threat must descend aircraft immediately as per the checklist to get the cabin within 1
PSI of the outside air pressure. Minimizes explosive damage.
- do not jettison fuel, explosion could ignite fuel that is being dumped
Bomb Threat (or avionics smoke) go direct to nearest suitable airport, immediately and
declare an emergency, then follow the checklist.
Rudder Jam use FCOM 3 as there is a reset procedure that should fix the problem
EMERG ELEC CONFIG this scenario occurred right after take-off.
- fly the aircraft (Capt) and remember to get the autopilot back on, use the FMA to help
- landing gear lever was stuck down, both LGCIUs are off line Land Recovery gives back
LGCIU # 1.
- If this is the only problem, use the summary page in the QRH
- In the event of a go-around, turn off the Land Recovery P/B to regain use of autopilot
Unreliable airspeed scenario was that we flew through a locust swarm
- all 3 ADRs became blocked, thus, as you climb, the indicated airspeed increases
- this then results in the aircraft pitching up to combat the apparent overspeed, even if you
push forward on the stick. If you climb higher the problem gets worse.
- The only way out of this scenario (aircraft continuously pitches up) is to turn off all 3
PRIMs. This results in Alternate Law and the Overspeed protection is disabled
Climb Performance Charts
- FCOM 3 provides S\E Climb Gradient charts
- QRH has Approach climb gradient charts for overweight approach and landing
- AFM contains 2 engine climb gradient performance charts
Dual Engine Failure the AFM states that relight is not possible until aircraft is below FL300,
but continue to follow the procedure on ECAM or the QRH if necessary.
- if you get one of the engines back (ie) #2 , even though you have green hydraulics, still
use the Gravity extension for the gear.
- Reason is that the green system could be overloaded by the excess demand and the
Emergency generator (in the green system) is still powering the essential buses at this
stage. An over demand on the green system could stall the emergency generator.
African airspace use the 1NM offset to the right in African airspace
- utilize the blind broadcast procedures ( 126.7)
- have all approach plates ready for Harare, Dar and JNB
- need both HFs so test them both
Unofficial Document
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Section 7
LOS/LOFTs
High Altitude Airport calculate your return weight for emergency landing
- calculate runway distance needed for emergency (remember Press Alt correction)
- S/E Climb Gradient for Go-Around
- Maximum true airspeed for tires Vr + 2KTS per 1000 ASL ?????????
- Max tire speed is 195 knots
These are my LOFTS, there were a number of minor things along the way in each of them but I
have just included the main items. (Thats all I can remember anyway!)
Unofficial Document
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Section 7
LOS/LOFTs
APU dropped off line just before Start check the FMGEC again use the Hat
Cabin in dark, make PA to Pax
Had to get ground Elec cart start one on stand then push
Pax problem new the Sheikh wanted to carry his hunting rifle on board no way in the cabin
Normal T/O after airborne lost FCU Red Alt and Spd on PFD A/P and A/thr gone you get the Bird
so fly this set manual thrust say 85% N1 10 deg pitch up
Get clearance from ATC for heading and block clearance cancel Sid
Restore using QRH reset Computers
Thunderstorms avoidance
In cruise smoke, Descend and carry out drill mask on etc
Smoke would not go away so you get to the Smoke removal checklist we did not want to slow
down so elected not to do the checklist till near JNB but you can get Ram air to help so do the
checklist to Ram air ie packs off and carry out to Ram air on
Remember that you also have Harare as and airport use ETP page to keep aware of Alternates
Keep O2 cover area clear
Call a May Day
Unofficial Document
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Section 7
LOS/LOFTs
Failure 3
Failure 4
Had APU Gen U/S in brfg>> no effect on ETOPS capability. Given max ZFW of 168 T for
departure. Wx in DXB was not good. Elected to take reduced reserve to carry the load as Muscat
wx was good.
After takeoff & following gear retraction, had low tire press. Got tower to check out runway and
indeed had left shredded rubber on runway>>> burst tire. No problem. kept on going to DXB &
consulted with MCC on SATCOM. MCC suggested review low tire press limits in FCOM 3.01good info.
Through FL 200, had blue hyd fail. Kept going to DXB & called MCC again to advise/consult.
Around 250 mi N of JNB had severe eng vibrations & eng shutdown leading to dual hyd failure
& Land ASAP in amber. Driftdown proc. Although I was closer to Harare (by about 75mi) and
the wx was good in both places I elected to turn back to JNB rather than go to Harare. Was good
decision as I needed lots of time to dump fuel anyway. Advised Purs, Pax, Company etc.
Continued to JNB dumping fuel. Use ETOPS diversion procedure from FCOM 2. Yes, I said FCOM 2 !
Could not dump below 180T because of hvy ZFW so elected to land slightly O/W (183 T)
Vectors back for ILS 03L (better than 03R)
Landed & stopped on Runway due to burst tire. Engineers inspected & shutdown on rwy due lack
of NWS (gravity gear ext).
Unofficial Document
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Section 7
LOS/LOFTs
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
MEL R/H Landing Light U/S (Etops restriction) concession granted by MCC
Pregnant passenger FOM
During Taxi, Spoiler Fault, OEB, reset procedure PRIM 1
Tire Burst at rotation
Blue Hydraulic Loss
Oil Leak #2 Engine TOC
Returned to JNB using high speed strategy
S/E ILS 21L (one engine at idle thrust)
De-Brief
-
read the MEL carefully, the R/H Landing light issue could possibly apply to either light
tire blown after takeoff, discussed possible damage to aircraftgood
at TOC check, FO missed the low oil quantity and I missed it 5 minutes later. MCC
advised that they could see the problem and advised us to retard the thrust lever in an
attempt to save the engine, it did.
Utilized high speed profile single engine back to JNB. Harare and Lilongwe were closed
at night and Biera was too short to help us.
CAREFUL, if Biera were unuseable, then the first leg out of JNB would have to be
considered an ETOPS sector. More than 420 nm from a suitable airport.
Continue to use the diversion checklist in the QRH, helped a lot.
Fuel dumped enroute down to 180 tonnes. Enough for alternate and a few circuits at JNB
and under max landing weight.
Considered the possibility of losing the low oil engine, effects on approach, further
diversion to Gabarone, Dual Hydraulics failure, etc.
Discussions about landing and the sister tire blows, land on the right side of the runway,
idle reverse on good engine.
Taxi with blown tire procedures 7 knots for 1 tire blown, 3 knots for 2 tires blown
Unofficial Document
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Section 7
LOS/LOFTs
JNB-DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
SCENARIO:
Failure 3
Failure 4
ESTIMATED ZFW 168T, FUEL LOAD REQD WITH 2800 ALL-WX ADDITION
WAS VERY HIGH---60T. UNABLE TO LIFT THAT WT AT 20*C, TOLD LOAD TO
STANDBY, REQUESTED REDUCED RESERVE FLT PLAN. NO COMMS WITH
DUBAI---NEW FLIGHT PLAN NOT FORTHCOMING. DECIDE TO REDUCE FUEL
BY 3T, TO TAKE AS MUCH LOAD AS POSSIBLE. (STILL LEFT 1 CONTAINER
BEHIND).
PNEUMATIC GND AIR AND ELECTRICS USED FOR STARTING 1, THEN XBLEED START ON 2 DURING PUSHBACK. DURING THE PUSHBACK, ECAM
PRIM 2 AND SEC 2 FAULT. RESET OK.
TOGA TAKE-OFF UNEVENTFUL, DURING CLIMB OUT THE YELLOW
HYDRAULIC LEVEL SLOWLY REDUCED UNTIL ECAM HYD YELLOW LO
PRESS.
APPROACHING OVANA, HEAVY VIBRATION---ENGINE 2, N3 WELL ABOVE 4
UNITS. THROTTLE REDUCED, EVENTUALLY TO IDLE THRUST. RETURN TO
JNB, DUMPING ALL THE WAY IN. LANDS VIA ILS 03L.
MINI-LOFTS
1.
ENGINE FAILIURE ON TAKE-OFF, CANNOT LAND BACK DUE WX, DIVERT TO CLOSE
ALTERNATE, LOC APPROACH AND LANDING.
2.
3.
Unofficial Document
Page 45 of 84
Section 7
LOS/LOFTs
JNB DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
JNB-DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
Unofficial Document
Page 46 of 84
Section 7
LOS/LOFTs
KHI DXB.
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
APU power cart failure. Start on Batteries. Hand signals only available for start. Cant see the bottom
ECAM screen. Can check it by switching. Pressing ALL key. Would have been better to call the bridge
back and ask the engineer how long to get another cart. Company preference is to take the delay rather than
start on batteries. No Communications with engineer so use hand signals. PA to PAX about the lights
flickering on / off etc.
On taxi out FM1 failed, carried out switching. Forgot to try reset procedure as per QRH. Would have got it
back if had!
Depart KHI from rwy 07L. Weather avoidance / direct to Enroute etc.
Eng 1 Thrust lever Fault. The MN note in the FCOM is mach number. Effectively when the slats are
extended the engine will be commanded to idle (like a simulated engine failure except cannot get the thrust
back when cleaned up) inform ATC purser and company.
Eng 2 Low oil pressure. Unable to shut down engine as would become a glider at slats extend. Diagnosed
the fault as being a faulty oil press transmitter so elected not to go to Muscat. Which had a NPA and
Xwind. Continued to DXB.
Failed to keep ATC adequately in the loop so they blocked the runway to force a go-around. Went around
stayed in the circuit kept Flap 1 1500 and landed.
Unofficial Document
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Section 7
LOS/LOFTs
MEL
Failure 1
Failure 2
Problems
Fuel
KHI 070/15-20 kts vis 5000m, DXB Cavok, MCT 350/20 gusting 25 kts Cavok
KHI Rwy 25R/07L closed.Taxiways F+B closed
MCT G/S rwy 26 u/s
AUH
Aerodrome closed until 1400hrs due VIP movements (ie still
closed at the time we would need it if we had to divert there from Dubai)
APU Gen u/s
Failure 3
Failure 4
Took Extra 3 tons
At planning stage Cfp had OMRK as primary alternate. No charts in sim for OMRK. Second alternate was
OMAA but closed at expected time of arrival due VIP movements. No other alternates listed on Cfp. Had
wx and Notams for OOMS, fuel difference was roughly 3 tons between OMRK as an alternate and OOMS.
Told KHI Atc to change our filed alternate to OOMS and briefed F.O that our first option would be to
check with ATC to see if OMAA had re-opened should we need it. Ordered CFP fuel plus 3 tons.
On board, confirmed GPU available and that DXB had been advised we would need a GPU on arrival.
Normal set up. Problem with a family who had not been seated together, Purser asked me what she should
do, I asked her and the F.O what they thought was the best idea, between them they came up with the
solution.(Which was to move our engineer from Business into First and then bring the 2 kids seated down
the back to join their folks in business)
On start, eng #1 start pressure initially good (30psi) but rapidly decayed to around 8psi.Confirmed no N1
Rotation with engineer.
Apu air had given up the ghost. Refer to Mel and dispatch without APU.
Request ground air.
Start eng #1 on gate with GPU and Gnd pneumatic air, push back and x-bleed start the other engine.
Normal taxi.
On line up IRS#3 fault.
Request to hold position. Run ecam. Not really enough info. Refer to Vol3 3.02.34 pg4a. Attempt the reset
procedure mentioned in the note on the page but no success. Refer to MEL and off we go.
Advise Ek engineering via ACARS of IRS fault.
Airborne and wx radar picks up large cell on track at about 60nm.Ask ATC about it and they report new
met info indicates a tropical storm enroute. (Not on wx briefing)
Divert Left of track by approx 50nm to clear wx by approx 40nm.Talk to purser and advise her that will
release the crew (light turb only at this point) but keep pax seat belts on. Passing approx FL150, moderate
turbulence. Sit the crew down. PA to pax advising I have instructed the crew to take their seats and may be
a while before the service starts.
FMS!/FMS2 position mis match picked up by F.O on MCDU screen.
Ran accuracy check on KHI VORboth FMGCs check o.k.
Held down to FL310 due traffic. (Requested level 390).Fuel still o.k at 310 but only just for OOMS by
approx 200kg.
Another FMS!/FMS2 pos mis match. Confirmed GPS still primary, ran another accuracy check on MCT
Vor and asked Muscat to confirm our radial and distanceall checked o.k.
Pushing for higher level but no go by ATC
AC Bus 2 fault. All goes blank on F.Os side. Shortly after, #2 eng gen u/s.
Down to one eng gen and emer gen only with AC bus 2 lost.
Approx 100nm from OOMS and 220nm from OMDB
Sort out failure which basically is just a very long list of minor inop systems and nothing left on the F.Os
side (no screens or FM),overhead switch internal light failures but the switches are still working, reverse 2
U/S and in manual thrust due N1 mode reversion.
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Section 7
LOS/LOFTs
Quick discussion with F.O, get OOMS weather and OMDB weather. Same conds as when left KHI. Decide
to continue to OMDB but if we lose another gen source will divert to either OOMS or OMDB whichever is
the closest.
Cant handover of course so instruct F.O to advise Purser of situation and that she has lost partial galley
systems and continuing to DXB etc. Get F.O to do P.A and advise Dubai. Discussion on what to say to
ATC. We decide to tell them we have a technical difficulty but not to declare an emergency or raise a Pan.
Ask F.O to review Vol3 for both AC2 Bus fault and also EPR mode fault to obtain N1 values for Toga and
MCT in the event we are reverted back to N1 unrated mode for any eason.
Rest of cruise is just setting up for arrival etc.
Passing through 4000 feet and cleared to intercept LLZ 30R (for the ILS) and lose IRS#2.
Altn Law, no AP, no F.D, no A.thrust.
Got F.O to stop ecam and ask ATC for hold in current position at 3000. Confirmed that Atc had us under
radar and clear of terrain.
Ran the Ecam. Very quick procedure and only change was now for a config 3 landing. Fuel had just gone
under CMR for OOMS so got F.O to check if OMAA had re-opened and it had so re-nominated OMAA,
got F.O to change alternate in MCDU 3 .
Radar heading from ATC to manually flown ILS and Landing 30 R.
No reverse 2 , selected idle reverse only on 1 and low auto brake.
Multiple glasses of bubbly later
Debrief points:
Nil
FINE.
APU GEN INOP.
FUEL LEAK
Failure 3
Failure 4
ALL WENT SMOOTHLY THEN JUST AFTER DOORS CLOSED WE HAD GPU FAILURE. NO
OTHER GPUS HANDY SO HAD TO DO BATTERY START. FOLLOW BATTERY START
CHECKLIST AND MANUAL START CHECKLIST.
NO PROBLEMS ON THE TAXI AND TAKE-OFF.
ON THE CLIMB OUT GOT AN ENGINE BLEED LEAK. ECAM DONE, DECIDED TO STOP CLIMB
AT 350.
APPROACHING ALPOR CSD REPORTS VAPOUR COMING OFF THE LEFT WING. CHECKED
FUEL AND SURE ENOUGH FUEL FROM THE LEFT SIDE DIMINISHING RAPIDLY. GOT THE
CHECKLIST OUT. UNABLE TO CONFIRM ENGINE LEAK SO DESCENDED TO GRAVITY FUEL
FEEDING CEILING. (YOU HAVE TO GO TO GRAVITY FUEL FEEDING PROCEDURE QRH 2:08).
IN THE MEANTIME STARTED DIVERSION TO OOMS, AND DECLARED AN EMERGENCY.
WHEN GRAVITY FUEL FEEDING CEILING WAS REACHED SWITCHED OFF ALL LEFT FUEL
PUMPS. QRH THEN STATES THAT IF ENGINE FLAMES OUT WHEN THERE IS STILL FUEL IN
THE TANK, GO BACK TO THE LEAK FROM ENGINE PROCEDURE. ENGINE CARRIED ON SO
ASSUMED WING DAMAGE AND CONTINUED THE DIVERSION. ACCORDING TO THE
INSTRUCTOR, IT WAS ACTUALLY AN ENGINE LEAK AND IT DOESNT ALWAYS FLAME
OUT? WHILST BUSY WITH THE CHECKLIST GOT AN ECAM WARNING, WING TANK LO LVL.
BE CAREFUL AS THIS IS ONE CASE WHERE ECAM LEADS YOU UP THE GARDEN PATH. IT
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Section 7
LOS/LOFTs
TELLS YOU TO SWITCH ON FUEL X-FEED WHICH IS THE LAST THING YOU WANT WITH
FUEL POURING OUT OF THE WING.
ABOUT 5MINS OUT OF MUSCAT, LEFT ENGINE FLAMED OUT, NO MORE FUEL IN LEFT
WING TANKS. SORTED IT OUT, WENT IN AND LANDED ON 08, 3.5 TONS OF FUEL LEFT IN
THE RIGHT SIDE. STOPPED ON THE RUNWAY SO THAT AIRCRAFT COULD BE CHECKED
OUT BY FIRECREW.
MY MISTAKES.
CONSIDER SWITCHING IRSS OFF BEFORE BATTERY START AS THEY USE A LOT OF BATT
POWER.
COULD HAVE TROUBLESHOOTED MORE WITH REGARDS TO ESTABLISHING WHETHER IT
WAS AN ENGINE OR WING LEAK.
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Section 7
LOS/LOFTs
Unofficial Document
Page 51 of 84
Section 7
LOS/LOFTs
KHI-DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
090/15kts 5k 1000
Nil Sig at KHI, no glides slope ILS 26 OOMS
APU Gen INOP
Failure 3
Failure 4
GPU Tripped off line at engine start, no others available so battery start.
FM 2 failed on taxi, reset OK via QRH
T/O normal.
ENG 2 vibes in cruise, reduced at idle. LO OIL PRESS 2 a few minutes later so shut down, diverted to
OOMS LOC 26. SIM placed the R/W in the wrong place so stayed vis at 1000 and circled back onto 26 for
land.
KHI - DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
-
Failure 3
Failure 4
DURING COCKPIT PREP, PUR CAME AND SAID, FIVE MEN ARE CARRYING 10 FALCONS
IN FIRST CLASS, ARE WE ALLOWED? (GAVE F/O FOM TO LOOK FOR APPROP. PAGE AND
CLARIFIED)
CHECK ATT MESSAGE CAME ONTO PFD'S, AFTER EVAL RESETTED IRS 1, PROBLEM
CURED
AFTER T/O: HYD Y RSVR LO LVL, AFTER HYD ECAM, ANOTHER ECAM WARNING
STATED WHEEL TIRE LO PR (ON THE WHEEL PAGE TWO TIRES HAD LO PR)
ATC CONFIRMED TIRE DEBRIS ON THE RWY, WE DIDN'T NOTICE ANYTHING LEADING
US TO TIRE BURSTS (SIM ), SO GEAR WAS ALREADY UP, CONTINUED TO DXB
A MINUTE LATER HYD G RSVR LO LYL CAME UP
STOPPED CLIMB AT 8000FT, DECLARED EMERGENCY, RETURNED TO KHI.
IT IS A TRICKY THING TO DETERMINE THE LDG DISTANCE, G+Y HYD = X 1.7, NO TIRE
PROBLEMS INDICATED IN CHART QRH 2.26
CHOSE BRK RELEASE FAULT, WHICH IS X 1.4, SO TOTAL LDG DIST REQ IS FOR 2 FLAT
TIRES: 1,4X1,4X 1,7=3,332
ZWF WAS 168TO AND EVEN WITH E.G. 170TO LW THE REQ LDG DISTANCE WITH THIS
FACTOR WOULD HAVE BEEN MORE THAN THE AVAILABLE 25R 3200M(25L CLOSED)
SO DIDN'T JETT FUEL, LW CA 180TO, BRIEFED F/O THAT I WILL FLY BELOW THE GS
WHEN VISUAL AND ALMOST ON TOP OF THE RWY IN ORDER TO LAND ON THRESHOLD
TO GAIN MORE DISTANCE
LANDING AND BREAKING WITH ACCUMULATOR WAS NO PROBLEM, STOPPED AFTER
2/3RD OF THE RWY, ACC TCE SIM DOESN'T REFLECT THE LDG DIST PROBLEM
PROPERLY
ONE ENG FAILURE AFTER T/O MINI LOFT
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Section 7
LOS/LOFTs
KHI DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
GPU FAILS
KHI-DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
090/15kts 5k 1000
Nil Sig at KHI, no glides slope ILS 26 OOMS
APU Gen INOP
Failure 3
Failure 4
GPU Tripped off line at engine start, no others available so battery start.
FM 2 failed on taxi, reset OK via QRH
T/O normal.
ENG 2 vibes in cruise, reduced at idle. LO OIL PRESS 2 a few minutes later so shut down, diverted to
OOMS LOC 26. SIM placed the R/W in the wrong place so stayed vis at 1000 and circled back onto 26 for
land.
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Section 7
LOS/LOFTs
LGW DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
when you decide on final fuel be sure to advise mechanic downstairs, check fuel page at
this time. You may catch a trim tank problem at that time
some discussion about what altitude to set in the FCU for the SID. I briefed the final
altitude FL 60 and using the managed climb, the enroute constraints would be respected.
Further investigation in the FCOM , SOPs and FCTM does not give guidance about this
procedure. Peter agreed with our selection.
RVSM discussion enroute. Are we at the right altitude? Usually, the CFP Is correct and
the charts can confirm the altitude. Be careful in Africa, instructor may give wrong
altitude for direction of flight. You have to correct it.
anytime you have a problem at altitude, consider, Belts ON and Eng A/I ON!
STATUS page, give it a quick review even though it is flashing. It may help you decide
where to divert. The status page may be interrupted during the descent because of the
higher airspeed and resulting windmilling. The hydraulics page will cycle because of
pressure fluctuations in the descent.
if PNF has control, plan to take control back at a better time. Not at a high workload
point, (ie) crossing the FAF. As long as it is done by 1000 AGL.
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Section 7
LOS/LOFTs
LGW-DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
LGW OVERCAST AT 400, RAIN, TEMP 4*. MOST OF LONDON AIRPORTS ARE
FORECASTING MUCH THE SAME.
NORMAL LOADS OF INFO, BUT NOTHING TO DIRECTLY INFLUENCE THE
FLIGHT.
NIL
Failure 3
Failure 4
SCENARIO:
SLOW BOARDING, DIFFICULT PAX, SLOT TIME. CHECK FOR ICE, WORK WET
FIGURES. ON TAXI, RA 1 FAILS---NOT RECOVERED.
DURING CLIMB, LANDING GEAR WOULD NOT RETRACT. RECYCLED, NOW
WOULD NOT EXTEND. (RIGHT MAIN JAMMED IN INTERMEDIATE POSITION).
REQUESTED HOLD AT MAYFIELD VOR, ASSESSED THAT WOULD NEED TO
DUMP ABOUT 40 TONS OF FUEL AND ALSO REDUCE FUEL LOAD IN RIGHT
WING AS MUCH AS POSSIBLE. REQUESTED VECTORS TO JETTISON AREA,
HELD FOR ABOUT 45 MINS, DUMPING FUEL. USED TIME FOR COMMS WITH
EK AND TO BRIEF PURSER ON REQUIREMENTS FOR LANDING WITH
ABNORMAL GEAR. GATWICK ADVISED WE COULD LAND ON 26 R, AFTER
APPROACH ON LEFT. BURNT AS MUCH FUEL AS POSSIBLE FROM RIGHT
WING, THEN BRIEFED FOR AND FLEW APPROACH, WITH LAST MINUTE SIDE
STEP. EVACUATED ON SIDE OF RUNWAY, (WE HAD GROUND LOOPED OFF
THE RUNWAY).
RMK:
LGW DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
when you decide on final fuel be sure to advise mechanic downstairs, check fuel page at this time.
You may catch a trim tank problem at that time
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LOS/LOFTs
some discussion about what altitude to set in the FCU for the SID. I briefed the final altitude FL
60 and using the managed climb, the enroute constraints would be respected. Further investigation
in the FCOM , SOPs and FCTM does not give guidance about this procedure. Peter agreed with
our selection.
RVSM discussion enroute. Are we at the right altitude? Usually, the CFP Is correct and the charts
can confirm the altitude. Be careful in Africa, instructor may give wrong altitude for direction of
flight. You have to correct it.
anytime you have a problem at altitude, consider, Belts ON and Eng A/I ON!
STATUS page, give it a quick review even though it is flashing. It may help you decide where to
divert. The status page may be interrupted during the descent because of the higher airspeed and
resulting windmilling. The hydraulics page will cycle because of pressure fluctuations in the
descent.
if PNF has control, plan to take control back at a better time. Not at a high workload point, (ie)
crossing the FAF. As long as it is done by 1000 AGL.
These are my LOFTS, there were a number of minor things along the way in each of them but I have
just included the main items. (Thats all I can remember anyway!)
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Section 7
LOS/LOFTs
LGW DXB:
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Ice
Unreliable Airspeed/Alt
Failure 3
Failure 4
Take Off, company calls and asks you to divert to LHR to pick up passengers because of a broken B777.
Get authorisation from them to dump fuel as we are way over weight. Co-ordinate with ATC and go and
dump to Max ldg weight. Go to LHR, have to hold due traffic. Ice starts to build rapidly. In close
succession lose airspeed and altitude info. Run the unreliable airspeed QRH.
Cant control pitch when visual due to ice. Try other stick i.e. F/O. Conduct a very gentle go-around incase
cant control pitch. Inc speed to get more control. (VLS +15kts FCOM 3.04.91).
Conduct a high speed approach and land.
Confirmed with engineer that the aircraft had no ice on arrival so therefore no deice required.
Eng a.ice on for T.Off.
Slot time given, asked F.O to load FMGS to speed things up.
Normal start up, after start Blue electric hyd pump u/s
Checked MEL and continued.
During taxi, Rad Alt #1 fault. Stopped on taxiway to sort out. MEL checked and o.k to go but also
implicates to GPWS. Checked MEL for this also and it states that you should not leave either DXB or any
place that the GPWS can be repaired at. We had already dispatched so MEL did not apply. Quick chat with
the F.O and we checked with engineering in LGW to ensure they were happy for us to continue or would
they prefer to repair it. We continued.
On departure Land gear retraction fault (Right main L.Gear), briefed to continue on track hoping we
could sort it out initially. Limited speed to 230 kts (250 max) and altitude to FL210.
F.O ran ecam and after recycling still no good so ecam says put gear down.
Now we end up with Land gear not downlocked fault. Ecam says to recycle for this fault also, ran the
recycle and still not locked down. Stopped the ecam procedure at this point,handed over control to F.O,
discussion with F.Oobviously not going to be able to continue to DXB stacks of fuel on board so no
hurry to do anything, got weather for LHR,MAN and LGW. Only one with good wx was LGW (improved
to 1000 base) Requested vectors to a suitable hold and asked ATC to liase with other control centers to
establish who would be most likely to accept an aircraft with the possibility of an abnormal landing gear
problem.They cleared us to LYD holding position and said they would get back to us.
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Chat to Purser to tell not sure of nature gear status yet but definitely not continuing to Dxb, released her and
the crew but said dont start service yet. PA to pax telling them of technical difficulty and to reamin seated.
Advised LGW station manager of problem and asked him to contact Dubai and to liase with our engineers
there and we would keep a listening watch on the frequency.
Returned to ecam procedure.
Lower ecam screen now fails (S.D).Switched Ecam N.D to Capt postn and it did not recover S.D on my
N.D. Reset the switch. Located QRH and ran QRH2.10 (which said to do exactly what I had just done) and
this time it did recover the screen on my N.D.
Quite confusing and difficult to monitor the F.Os flying and run the ecam via screen switching. Decided to
wait until safely established in hold before continuing ecam actions. Atc advise that LGW would be in a
position to accept us if we end up with a gear problem. Entering hold ( had stopped climb at FL150) realize
that we are above the freezing level and with gear hanging out thats not a good thing so ask for descent to
6000 as are probably going to have to burn a lot of fuel off anyway. Started descent to FL60 in hold.
Finally return to ecam and after the second manual gear extension procedure (ecam says to do twice) gear
is still not locked down.
Dragged out Vol3 and find a note saying that if second attempt unsuccessful refer to Landing with
abnormal gear procedure
Located this in Vol3 and briefed that although it is also in the QRH Vol3 has more notes and so will read it
from Vol 3 and then do the actions when required from the QRH for the approach.
Now that we knew we for sure had a gear that we couldnt get down we declared an emergency and
requested emergency services. Asked which runway to expect, ATC advise 26R , quick talk to F.O and
refuse as dont want to side step to smaller rwy near buildings etc. Cleared to use 26L.
Returned to Vol3.Worked out we needed to dump around 30tons of fuel. Asked ATC for vectors to an area
to dump fuel, held at FL60 in 5 min race pattern dumping fuel. Used time to brief Purser and Pax and
company etc programme FMGS and finish Vol3.
Reset the fuel dump at 8 tons, opened up X-feed and started fuel imbalance procedure as per Vol3.
When finished, took control again, transferred S.D to F.Os side got clearance for radar vectored ILS and
got F.O to run the QRH 2.13 from where it says Approach. Attention crew at stations at 2000 and
Brace Brace at 1000.
Landed on 26L stopped ,completed the QRH procedure and evacuated on the rwy.
Debrief points:
Have a very good look after landing at the state the aircraft may be in.
In my case I followed the QRH all the way which automatically lead to an evacuation being announced.
I must admit that I was surprised we had remained on the runway as I was expecting quite a vicious ground
loop. In actual fact the gear didnt collapse and when the right hand Mlgear finally came down (as I had
been holding up the right wing on touchdown) I thought that the thump was the engine pod touching the
runway. It was just because I had finally run out of airspeed holding the wing up and the MLGear came
down harder than normal.
Therefore an evacuation was probably not necessary.(I am sure you would notice this if it happened for
real)
Miniloft
Ex 26L LGW for DXB.
Airborne and #1 eng fire, Pan Call.
Fire didnt go out ,Mayday.
Mid down wind , engine seperates and lose B+G hyds.
Fire light still on, quick check with Purser confirms engine gone, so reasoned at least no more engine fire.
Downgraded to Pan call but still wanted emer services obviously. Asked F.O to go straight to status page to
tell me what config I needed for landing and quickly what we had left.
Config 2 for app and land.
Gear collapses on touchdown and I get to see what a ground loop really does!
Evacuate on the grass.
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Debrief point:
Discussion on downgrade to Pan Call. Probably a fair comment, should have left it at a Mayday.
NO DE-ICE.
SLOT TIME.15 MINS TO DO SET-UP..GOT FO TO DO PANEL WHILE I DID FMS.
NORMAL START AND PUSH THEN CONFIG FOR MEL.
NOISE ABATEMENT CLIMB 3000 AND S SPEED FOR TURN.
TOC ADV FUEL IMBALANCE.
CALCULATIONS INDICATE LOSS OF 6T FUEL. RECHECKED, PURSER TO INVESTIGATE.
FUEL LEAK CHECKLIST.RETURN TO LGW.
COULDNT PINPOINT ENG/WING LEAK LEFT SIDE SO KEPT ENGINE SO AS NOT TO
DEPRESSURIZE DUE MEL.
OVERWEIGHT LANDING @187T
HAD TO CONVINCE FO NOT TO RUN FUEL IMBALANCE CHECKLIST AND NOT TO SHUT
DOWN THE ENGINE.
VECTORS ILS 26L FULL STOP.
SHUTDOWN #1 ON RWY..CLEARED ON TAXIWAY.SHUTDOWN STAIRS FOR PAX.
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Section 7
LOS/LOFTs
LHR - DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
NIL
Failure 3
Failure 4
WX, AS ABOVE.
A MINI-LOFT WITH AN UNEVENTFUL TAKE-OFF. ON DEPARTURE, PASSING
THROUGH 5000 (IMC) MASTER WARNING, NO1 ENGINE ON FIRE. CARRIED OUT
ECAM ACTIONS, FIRE BECAME UNCONTROLLABLE, SO ASKED FOR VECTORS
BACK FOR THE ILS. APP AND LANDING UNEVENTFUL AND CARRIED OUT
EMERGENCY EVAC ON THE RUNWAY.
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Failure 3
Failure 4
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Section 7
LOS/LOFTs
MAN-DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
AT AIRCRAFT, TIGHT SLOT, TRY AND GET A NEW SLOT AT LEAST 20MIN BEFORE OLD
SLOT EXPIRES. DE-ICING NOT REQUIRED. ON AUTO START, NO LIGHT UP ON NO2, FADEC
SORTED IT OUT AND SECOND START SUCCESSFUL. TAXIED WITH EAI DUE TO ICING
CONDITIONS, BE CAREFUL AS SPEED PICKS UP VERY QUICKLY.
TAKE-OFF UNEVENTFUL, ON FLAPS RETRACTION GOT A FLAPS LOCKED WARNING.
ACCORDING TO THE INDICATOR FLAPS WERE ALL THE WAY UP, SO DECIDED TO
CONTINUE TO DXB AND CARRY OUT A NO FLAP LANDING THERE. JUST TO BE SURE,
ASKED F/O TO GO BACK AND CHECK VISUALLY. THIS TURNED OUT TO BE A SIM FAULT AS
THE INDICATOR WAS SUPPOSED TO SHOW SOME FLAP STILL DOWN. ROD DULY GAVE F/O
THIS MESSAGE. STOPPED CLIMB AT FL200, INFORMED ATC AND ASKED FOR WX. MAN
RUNWAY HAD BECOME BLOCKED; LHR, LGW AND LSS WERE ALL OVC WITH RAIN AND
HOWLING X-WINDS. ORIGINAL FORECAST FOR AMSTERDAM WAS FINE, BUT ON REQUEST
ATC NOW INFORMED US THAT IT WAS CLOSED, FREEZING RAIN ETC!!! STANSTEAD WAS
THE BEST OF A BAD BUNCH, SO DIVERTED THERE AND ENTERED THE HOLD AT LOGAN.
GAVEF/O CONTROL AND RAN THROUGH THE CHECKLISTS AND SET UP THE APP. DECIDED
NOT TO JETTISON FUEL AND RATHER TAKE THE OVERWEIGHT LANDING, AS I DIDNT
WANT TO END UP DIVERTING FROM SS WITH LESS FUEL AND FLAPS STUCK DOWN. TOOK
OVER AND CARRIED OUT APP AT SS.
MY MISTAKES.
TERMINOLOGY, STANDARD LEFT/RIGHT SEAT TAKE-OFF IS NOT RECOGNIZED ON A330
FLEET.
CHECK X-WIND LIMITS FOR WET RUNWAY TAKE-OFF.
ENTERED THE HOLD AT LOGAN AT 230KTS, F/O FLYING BUT I SHOULD HAVE PICKED IT
UP. TAKE SLATS TO SLOW DOWN AS O SPEED AT THAT WEIGHT WAS 230.
ADDED SPEED INCREMENT FOR FLAPS PROCEDURE TO VAPP INSTEAD OF VLS.
LEFT IT TOO LATE TO ASK FOR REVISED SLOT.
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LOFT Check
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Section 7
LOS/LOFTs
MAN DXB
Most of UK was just hazy , Western EUR was below cat 1 clearing to the west.
NPA only at LGW, one r/w at LHR, 16/34 closed at LSZH
AP 2 u/s (Cat III single)
Failure 3
Failure 4
Pax probs with school football team (UMs)
Failure 3
Failure 4
LOFT Check
Weather
Notams
MEL
Failure 1
Failure 2
Problems
MAN DXB
most of UK was just hazy , Western EUR was below cat 1 clearing to the west.
NPA only at LGW, one r/w at LHR, 16/34 closed at LSZH
AP 2 u/s (Cat III single)
Failure 3
Failure 4
Pax probs with school football team (UMs)
Fuel
EPR MODE FAULT in climb out (rated)
Held low for ages, re-routing required to get higher level.
Double Eng flame out (unknown reason), only one restarted when APU available. Diverted to
LSZH for VOR r/w 28. (Wind was from the west with 15kts down wind on 14, could go either
way but no app climb probs off 28)
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LOS/LOFTs
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Section 7
LOS/LOFTs
NBO-DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
Gen 2 fault
DC ESS BUS
APU shut down on start. Start on Ground cart. Check MEL. Depart MEL inop.
Just before line up. ACP 2 fails (F/O cant transmit and no lights). Switching carried out. Again forgot to
check QRH reset procedure. Would have got it back! Check MEL as not allowed ETOPS?
Blue HYD overheat on departure. Pumps switched off. ECAM doesnt call for Blue elec pump off, whereas
VOL 3 does. This is because the ECAM knows that the Blue elec pump is not on, Vol 3 does not!
Gen 2 fault. Tried reset no joy so now single Gen ops. Could have tried one more reset, certainly no more
though. Decided not to continue all the way to DXB on one Gen and over Africa. Returned to NBO. Forgot
to check Vol 3 Gen Fault.
On return. Lost DC ESS BUS. Loads of important stuff in Vol 3, such as no gear indications, no brake
indications (stop on taxi way, apply power to check brakes ok), no shut down with MSW so use Fire
handles, plus no interphone to speak to engineer / purser this combined with losing VHF1 and ACP 1 and
ACP 2, made life difficult. Had to call engineer via radio to organise ground cart so could shut down (no
APU MEL, and no APU because of DC problem).
PAN call as had a serious electrical problem. Got F/O to fly so could monitor and do checklist. Didnt
adequately explain to the F/O why I wanted him to fly, causing confusion.
Restored Blue HYD. So got the Slats back for landing. Non standard switched Blue pumps off again so
would not get an overheat in the go around which would mean divert to Mombassa with Slats extended.
Ended out going around because of confusion over whether the gear was extended. (Lack of system
knowledge again). Pulled out Vol 1 to check whilst downwind. Gear was safe returned to land.
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NBO - DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
ONLY PROBLEM ON THE STAND WAS AN IRATE FEMALE PAX, CAUSED LOTS OF
PROBLEMS AND EVENTUALLY THREW A TANTRUM. (VERY REALISTICALLY DONE BY
ROD!!!). TOLD GROUNDSTAFF TO SORT IT OUT AND EVENTUALLY OFF-LOADED HER WITH
HER BAGGAGE.
START AND TAXI OUT ALL NORMAL.
AFTER T/O AT LVR CLIMB, GOT A MASTER CAUTION WITH A THRUST LOCK WARNING.
EPR INDICATION FAULT (NO2). FAILED IN N1 RATED MODE. ECAM TELLS YOU TO PUT N1
MODE 1 AND 2 ON BUT DOES NOT TELL YOU TO BRING THE POWER BACK TO 1.1 EPR TO
AVOID AN OVERBOOST. QUITE STRAIGHTFORWARD, EXCEPT THAT YOU HAVE TO GO
INTO THE IN-FLIGHT PERFORMANCE TABLES TO GET YOUR N1 THRUST SETTINGS. ALSO
YOU DONT GET AUTO-THRUST BACK, SO MONITOR SPEED.
TOC, MASTER WARNING AVIONICS VENT SMOKE. STRAIGHT FORWARD PROCEDURE
EXCEPT REMEMBER TO PUT THRUST LEVERS TO IDLE FOR THE EMER DESCENT, AS YOU
HAVE NO AUTO-THRUST DUE TO THE EPR PROBLEM. TURNED BACK TOWARDS NBO,
ONCE FINISHED WITH THE CHECK-LISTS, DECIDED THAT WX THERE WAS BELOW LIMITS
FOR A NPA, SO GOT MOMBASA AND DAR WX. MOMBASA OK BUT HAD A GUSTY X-WIND,
DAR MUCH BETTER SO ELECTED TO GO THERE FOR THE COMPANY SUPPORT. FUEL WAS
NO PROBLEM AS WE HAD FUEL FOR DXB, PLUS I HAD TAKEN EXTRA FOR FORECAST FOG
AT DEST. GOT THE F/O TO PROGRAMME FMS AS I COULD NOT GIVE HIM CONTROL DUE TO
THE FACT THAT HE HAD NO INSTRUMENTS. (AC BUS 2 WAS OFF DUE TO THE SMOKE
PROCEDURE). THIS PROVED QUITE TRICKY WITH HANDS ACROSS THE COCKPIT WHILST I
WAS CONTROLLING THRUST.
SELECTED VOR APP INTO DAR. COULD HAVE DONE MANAGED BUT WE HAD LOST GPS
PRIMARY AND WERE GETTING A HIGH DRIFT RATE ON THE IRSS.
MY MISTAKES.
EVEN THO NOT ACTUALLY REFUELING, L4 SHOULD STILL BE ARMED WHEN THE BOWSER
IS CONNECTED.
LOADSHEET WASNT SIGNED.
LOOKOUT FOR WINDCHANGES BEFORE TAKE-OFF MAY NEED TO GO BACK INTO RTOW
CHARTS.
ENSURE BRIGHTNESS ON ND TO SEE THE CBS BETTER.
MAYDAY GIVE CALLSIGN, POSITION AND INTENTIONS. MORE INFO TO ATC.
RATHER NOT INTERRUPT ECAM ON THE SMOKE PROCEDURE. NEED TO GET TO THE
SOURCE OF THE PROBLEM ASAP.
DOWNGRADE THE EMERGENCY TO PAN.
CALL COMPANY REGARDING THE DIVERSION. ASK ATC IF NECESSARY.
MUST DO ACCURACY CHECK WHENEVER GPS PRIMARY IS LOST.
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LOS/LOFTs
NBO DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
All the usual diverts were hovering around NPA minimas, NBO was at minimas for VOR 06.
Heaps, check all the available aids at NBO and ALTS and how they effect approaches, I
made a list which helped.
MMR 1 and 2 U/S
Failure 3
Failure 4
DEPO pax problem B4 start (FOM for guidance)
Failure 3
Failure 4
HDAM weather not suitable, no other available or useable, ETOPS, new Flt Pln
TRW +, contaminated runway
MEL Inner Fuel Tank Unreliable indications
APU failed during pushback, halfway through #1 Start
Return to gate for Ground Air Start
Weather avoidance after takeoff
At Cruise, intermittent high vibrations N3
Vibration worsened, engine back to Idle
Returned to NBO, weather improving
45 minute transit, planned on Mombassa as alternate (9000MEA)
ILS 06 via NV
CB to the west of approach course causing large wind variations
Autopilot could not hold the LOC, Go-Around
Second attempt, same problem
Asked for radar vectors, did a hand flown ILS and landed
Rolled to a stop , check ride done
De-Brief
-
Read the MEL operational requirements carefully, Trim Tank forward switch was not
selected Forward before departure
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If APU fails during engine start, cockpit goes black and the first priority is the Eng
Master selected to OFF, then save the battery, IRS off, etc. Good.
- Take time to ensure everyone is aware of how the start on pneumatics will be done, good
brief, have the Engine Start faults FCOM ready, elected to do a Manual start, NBO, high
altitude, low pressure cart etc.
- No refuel needed because I took lots to start with due to TRW, +1500KG
- Normal departure, weather avoidance, try to tell ATC but no answer, did a few avoidance
vectors anyway but did a blind broadcast
- After AVITU, IFBP for African airspace, 1nm right of track
- Some high vibrations, called MCC on SAT, got worse during the conversation and told
MCC to stay on the line, used QRH to retard thrust lever, in cruise shutdown procedures
but engine was running at idle
- Mayday declared routing direct NV
- Asked MCC if they see any more damage to engine, should we shut it down, NO was the
reply.
- 3 approaches to get in to NBO, remember to mention FOM limit of 2 approaches
talk to passengers
(EVAL) NBO - DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
-
Failure 3
Failure 4
NO GROUND PROBLEMS
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GPWS RECOVERY, BUT CLIMBED ONLY 1000FT, KEPT (WITH TERR BUTTON ON) THE
TERRAIN IN THE GREEN, LINE-UP ONTO THE LOC AND INTERCEPTED THE GS,
LANDING
I SUSPECTED THE GPWS WAS A FALSE WARNING AS I DON'T THINK THE GPS ALT IN
GPS PRIMARY IS 3500FT WRONG, SWITCHED OFF THE GPWS ONCE EST. ON ILS AND
VISUAL
ACC TCE IT WASN'T HIS SELECTED FAILURE, THE SIM SOFTWARE MADE A 70C
TEMPERATURE JUMP AND CORRUPTED ALL STATIC PRESSURE INSTR.
BREAK, I THOUGHT, NICE THAT'S IT, BUT TCE SAID NOW WE WILL DO HIS LOFT
SCENARIO, SO BACK INTO THE TUBE
SAME DEPARTURE, HYD B OVHT, ECAM, INTENTION WAS TO LEAVE THE PUMP
OFF UNTIL LDG IN DXB ALTHOUGH OVHT DISAPPEARED
THEN IDG OIL LO PR, DID ECAM , NOW IN SINGLE GEN CONDITION, DECIDED NOT TO
CONTINUE TO DXB DURING NIGHT OVER AFRICA
CONTACTED SMNC AND ENGINEERING AND STATED INTENTIONS, THEY TRIED TO
CONVINCE ME THAT THEY NEED THE A/C URGENTLY IN DXB, DIDN'T CHANGE PLANS
PUR, PA BLA BLA BLA
ILS NBO IN THE MEANTIME ON MAINTANANCE, BRIEFED FOR A VOR DME APPR 06, 100
NM OUT NO DME INDICATION, QUERIED ATC, ANSWER: VOR+DME OK, THE LOC WILL
BE AVAILABLE SOON
DIDN'T CHANGE PLANS (NO FAITH IN LOC), TOLD F/O THAT WE PLAN FOR VOR/DME
AND IF THE DME IS NOT AVAIL AT 50 NM, SWAP TO LOC APPR (LOC SERV IN THE
MEANTIME)
EXACTLY THAT HAPPENED, PROCEDURAL LOC OUT OF NV (NO DME AGAIN SIM
PROBLEM)
5 NM BEFORE VOR ECAM ELEC DC ESS BUS FAULT, (NASTY FAILURE)
LOST ND ON MY SIDE, BUT DDRMI STILL AVAIL, F/O STILL HAD HIS ND, BUT I
CHOSE NOT TO HANDOVER CTRL + MADE THE F/O TO SELECT NV ON STBY NAV,
THEN F/O STARTED ECAM AND I ENTERED A RAW DATA HOLD WITH F/O ND BACK UP
AT NV
AP AND A/THR GREEN LIGHT ARE NOT WORKING ON FCU, STATUS OF BOTH ONLY
AVAIL ON PFD
COMMS IS A BIG PROBLEM, ECAM SAYS "USE VHF 2 OR 3", RMP 1 +2 AND ACP 1+2 U/S,
NBO TRIED TO CALL US SEVERAL TIMES, TOOK SOME TIME TO FIGURE OUT THAT
ONLY RMP/ACP 3 ARE WORKING
AFTER ECAM COMPLETED, HANDED OVER TO F/O TO FLY THE APPR BECAUSE HE HAD
THE ND AVAIL AND TOOK HIS HAND-MIKE TO COMMUNICATE WITH ATC
AFTER WE BECAME VISUAL, TOOK OVER CONTROL AND LANDED
TAXIED ONTO STAND, CONNECTED GROUND POWER AND SHUT THE ENG DOWN W/O
CHECKING THE SPOOLING DOWN
PUR TO COCKPIT:"CLEARED TO OPEN DOORS?" INITIALLY SAID "YES", BUT CALLED
HER IMMEDIATLY BACK TO STOP OPENING THE DOORS (SOMETHING STROKE MY
MIND JUST IN TIME),
BIG MISTAKE NOT TO READ THE FCOM 3 DC ESS BUS FAULT, A LITTLE NOTE SYAS
:"TO SHUTDOWN THE ENG ON GROUND YOU HAVE TO USE THE FIRE PB"
Unofficial Document
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Section 7
LOS/LOFTs
NBO DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
Wx: All the usual diverts were hovering around NPA minimas, NBO was at minimas for VOR 06.
Notams: Heaps, check all the available aids at NBO and ALTS and how they effect approaches, I made a
list which helped.
MEL: MMR 1 and 2 U/S
DEPO pax problem B4 start (FOM for guidance)
Start was normal for a change
T/O normal although heavy, TCAS on climb out.
AVIONICS VENT SMOKE ECAM, nothing in the cabin, returned to NBO, smoke cleared with AC Bus 2
isolation.
Managed VOR 06 then NAV ACC Down grade so continued selected.
NBO - EBB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
During refueling the engineer advised that the right outer tank refuel valve had failed closed and he is
unable to place any fuel in the rt outer.(Tank showing zero fuel) Checked Vol 3 limits for Max allowable
fuel imbalance on takeoff in outer tanks and asked for left left outer to be filled to 1500kg.Suspected that
might mean that the load sheet would be incorrect with non std fuel distribution. Referred to Mel and Mel
tells you to do a manual trim sheet with non std fuel distribution anyway. Obtained the trim sheet and fuel
index tables from the blank forms folder and waited for the load sheet.
Load sheet arrives, sure enough >2% discrepancy so re did a manual trim sheet to find new ZFWMAC and
TOWMAC and trim position, entered all in MCDU and back within limits. Got engineer to complete tech
log with Mel.
On push back ATC advise a new departure clearance. Re-entered and re-briefed.
After second start PRIM fault, reset and continued.
On line up left Outboard aileron (Yellow) fault. Aircraft at 10nm final. Asked to hold position. Reset fault
via QRH5.03 Flt Ctl Architecture diagram and Prim 3 and then QRH 2.29 Prim reset procedure and
subsequent Flt ctl and pitch trim check.
On rotate my PFD Check Att. Used Standby A.H until rotate complete and then handed over to F.O and I
took the radios. Yet another departure clearance change onto a radial for an intercept, set that up. Ensured
well away from the ground and ran Ecam actions ending up with Att and Hdg switch Capt on 3.
After T.Off chks.
Couldnt find any reason for the fault, all IRs indicating O.K, left switch where it was and continued. Re
took control.
Unofficial Document
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Section 7
LOS/LOFTs
Normal climb.
Changeover to Ebb in cruise wind favouring VOR for 35 (rwy 35 in use) but less than 10 kt tailwind if we
needed the ILS onto 17 for any reason. Briefed for full Managed VOR from overhead for 35. Cleared for
the descent earlyqueried them re the 100nm notam and remained at cruise level until normal descent
point. Ebb advise bird activity reported around 35 approach area, asked if the ILS17 was available and it
was, so reset up and briefed for ILS17, tailwind less than 10kts still. At TOD wind swings and increases to
20 kt northerlies, reset up for VOR35 and rebrief again. Crossing overhead the VOR at 7000 we broke
visual with excellent visibility, elected to fly the full procedure as I had never been to Ebb even though
could have asked for a vis app.
Managed Vor app to 35 (codes accurately) visual with the runway from 10 nm out and wind now less than
5 kts.
Approx 700 feet and multiple heavy bird strikes, lose engine #1 and Blue and Green hyd systems
instantaneously.(No NWS and max1000psi brakes)
Hand fly, selected man thrust for good control, kept it straight and decided to land as unsure as to how
badly damaged the remaining engine#2 may have been in the event of going round and aircraft nicely
stable and handling well.
Landed on 35.
Debrief points:
Might have considered the option of going round to fully ascertain all services lost.
Failure 3
Failure 4
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Section 7
LOS/LOFTs
NBO-DAR
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
SCENARIO: START NORMAL, TAXI NORMAL. IN THE CLIMB, DURING CLEAN-UP, SLAT#1
FAULT, SLATS STUCK. ENTERED HOLD, TRIED TO RECONFIGURE, SET UP
FOR VOR APPROACH ONTO 06 AND BRIEFED. SHOT SELECTED APPROACH--DUE CODING ABNORMALITY, NOT VISUAL AT MINIMA, GO AROUND TO
NON-STANDARD VOR HOLD. ELECT TO DIVERT TO MOMBASSA (CLOSER
THAN DAR AND MORA ACCEPTABLE, UNLIKE DAR ROUTE). LEVEL
RESTRICTED TO FL 200, SPEED TO 205 KTS. CHECKED FUEL CONSUMPTION
IN QRH 4.13. SICK PAX, REQUIRING IMMEDIATE OPERATION ACCORDING
TO MEDLINK.
MOMBASSA ILS U/S, BRIEFED FOR AND LANDED VIA MANAGED VOR APP. (+2800KGS FUEL REMAINING).
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Section 7
LOS/LOFTs
Failure 3
Failure 4
Filed alternate Entebbe however no sim pubs for Entebbe fuel for Mombasa on flight plan so
advised station staff to changed alternate to Mombasa with DAR ATC
MEL SATCOM u/s
Weather package indicated tempo 800m +R in Nairobi, NOTAMs indicated possible ATC
disruptions due to labor unrest
Kenya has special Jepp procedures for lost comm following a missed approach
Took additional 1500kg fuel for weather
On taxi FM 1 fault QRH reset successful
After departure FM1 fault QRH reset unsuccessful Re enter Weight/CG message on scratch
pad the weight/CG will be displayed on the FUEL PRED page in small font just overwrite
with the same data
Minor deviations for weather
Advised to contact Nairobi at GABSO no contact
Moments later DC Bus 2 fault resulting in FM1+2 Fault no AP, A/THR, FD use B/U NAV
Once ECAM all sorted out still no contact with Nairobi contacted another EK 761 enroute to
JNB and they had no contact with Nairobi either decided that with possibly no ATC, weather
forecast, minimal automation and potentially insufficient fuel to reach alternate considering the
lost comm procedure that an immediate diversion to Mombasa was prudent
Broadcast intentions on 121.5 and 126.9
Used back up nav only to proceed direct Mombasa VOR and climbed 1000 feet for appropriate
direction could have climbed much higher but considered it unnecessary as fuel state excellent,
had fuel state been a problem or enroute weather been an issue would have climbed higher
Able to contact Mombasa once in range and received descent clearance for full procedure
VOR/DME approach flew a selected approach using the NPA 10 to eyeball the descent profile
broke out at 1000 and followed VASIS to uneventful landing
ECAM required us to manually set cabin altitude for Nairobi dont forget to change it to
Mombasa we almost did
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Section 7
LOS/LOFTs
NCE DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
RH bleed inop. Photocopy procedure from MEL. Quite a lengthy procedure make a list of the items that
will require you to close the x-feed valve.(list in Abnormal bleed config). Restrict FL to 370, as per the
MEL, take extra fuel for APU use (FCOM 2). Raining, check contamination. Went Contaminated. TOGA.
Check if ZFW limited.
Passengers drunk. ATC Slot. Make it the station managers problem. Not your aircraft until the doors are
closed.
Weather bad. Briefed Windshear recovery.
Had RMP preset with the VOR freq and course incase of FM failure. Got exactly that on departure. Just
select Rose VOR and continue no probs. Did switching after the checklists. At safe alt ran the reset
procedure from the QRH and got FM 1 back.
Flashing fuel advisory in cruise. Fuel imbalance, added fuel up and confirmed leak from left hand side. Ran
the checklist started descent towards Rome. At gravity feed alt, pumps off. Left hand engine flamed out
(know no bleed), APU bleed on. Finished checks. Called Aeroma advised were on our way, told pax,
purser etc.
16L closed, 16R LOC approach. Did 2 laps of CMP hold then approach. Elected to land overweight as
didnt want to dump fuel with a leak. Plus there were CBs around. Landed ok. Forgot to stop on rwy to get
Fire services over to check if was large fuel leak / fire hazard.
NCE - DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Nice Wet and windy (not contaminated) 04R in use. Rome O.K South easterly
winds. TS and Turb forecast in Nice and Rome Firs
Nice 04L/22R closed.
Eng #2 bleed valve u/s
Failure 3
Failure 4
Extra 2 tons (1200kg for Mel and 800kg one level below)
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Section 7
LOS/LOFTs
Photocopied the operational procedure and took that with us into the sim so that if we had a problem we
werent diving around trying to remember what to do.
The operational procedure also refers you to FCOM Vol 3.02.36 page 2 once you are on board and the
upshot of that is that from the Fcom you also have to set the Pack flow to low for the flight.
In a nutshell, some non standard air switching on the overhead panel, the APU running for the whole flight
and a procedure to follow should you lose the other bleed.
We were flight planned at FL370 and with the potential for a mask drop problem I elected to fly at FL330
hence the fuel for one level below and the fuel for the Apu running.(Conservative 6 hours @ 200kg /hr)
On board, given a slot time (approx 45 mins )
Set up for flex take off, wet rwy, x-wind (checked limits were o.k), removed the de-rate for the TS activity.
Elected for flex t.off but discussed windshear recovery if encountered and the option to use TOGA.
During refueling the engineer advised that the refuel truck had broken down and cant pump any more fuel.
Asked for another refuel truck , none available. Checked the fuel quantity and 1500 kg less than what we
asked for on board at the time of the truck failure. Discussion with F.O. Decided to go with fuel as it was
after rebriefing that APU burn at altitude is really only about 60kg/hr (Vol 2.05.10 pg3) which allowed
approx 800kg less and the rest could be covered by the route reserve. Briefed to still use FL330 with the
option of the climb to FL370 if we needed to for fuel.
Normal start and taxi and met the slot time in the last minute.
Weather avoidance in the climb.
At TOC ran the Ecam scan. Checked the fuel on arrival at Dxb and at FL330 still had CMR. Just as I was
advising that to the F.O the fuel on arrival dropped from 6.7 tons to 5.9 tons. Asked for him to check the
fuel page and discovered a fuel imbalance with approx 1 ton less in the right inner tank. Retained control
and asked him to check the fuel used vs on board etc, then to add each tank individually and re-check.
Handed over control and I also did the same to ensure our figures agreed.2 ton difference by now. Let F.O
keep control and I checked QRH 2.08 fuel imbalance which leads to Fuel leak procedure.
Contacted Purser and asked her to observe both wings/engines and be very particular about describing what
she saw in terms of possible spray/ smell etc.
While she was off doing this got weather from Rome and Nice, Rome o.k with ILS16R and Nice crappy.
Slightly closer to Nice but elected to go to Rome.
Quick discussion with F.O and diversion to Nice let him continue flying, declared a Pan as still had plenty
of fuel. Purser returns with news that spray observed from RHS but unsure from where. Brief her while she
is there re the diversion. Run the leak not located fuel procedure.
Descend to gravity feed ceiling of 15000 feet (had been airborne for 26 mins) and turn pumps off.
Finish procedure, brief for Config 3 landing in case engine flames out ,that way already set up, plenty of
runway length, brief no reverse on landing and selected med a.brake.
PA to pax.
Over wt landing checklist and all other checks etc. Advise Rome to contact our ground handling agents in
Rome and advise Dub of our situation.
F.O flies to a landing onto ILS16R. Engine never flames out.
On ground, Attn crew at stations. Brake fans on.
Stop on rwy, talk to Fire officer, confirms that a large leak from RHS and fuel flowing onto rwy.
Elect to shut down engines on rwy while fire services spray away the fuel.
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Section 7
LOS/LOFTs
Talk to purser about possible steps disembarkation of pax on rwy.Cabin crew revert to normal operations.
P.A to pax to remain seated.
Fire services advise fuel leak stopped.
Request tug to tow us off rwy to a taxi way, Fire service advise leak totally stopped now and are happy to
tow us to gate.
Towed to gate. Almost forgot to dis- arm doors!caught just in time.
Debrief points:
Could have used just Low a.brake rather than medium as lots of runway and rescue fire probably down at
the other end anyway and with Low a.brake the brake temps would have been lower (they got to around
250 degrees) in case of fuel leaking around hot brake areas on rwy.
MiniLoft
Ex Rome Rwy25 for DXB, Cavok conditions.Rome ILS16 R for arrivals.
Passing 14000 Avionics Smokestarted ecam and almost immediately extremely dense smoke. Turned
back , Mayday etc etc. Ran dense smoke procedure, set Emer Elec config , vectors downwind , Rwy 25
visually in sight.
Disconnected AP and requested priority for visual onto 25
So much smoke that I couldnt see F.O, when it came for Land Recovery on he couldnt see the switch due
to the smoke so I set it on. Had to ask him to confirm gear was down as I couldnt see the ecam or
indicator lights and he needed a torch to do the manual gear extension. Masks fogged up, PFD and N.D
covered in condensation due to the smoke.
Landed on 25 and evacuated.
NCE-DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
SCENARIO:
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Page 77 of 84
Section 7
LOS/LOFTs
THR - DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
ATC TRIED TO KEEP ME LOW AFTER T/O DUE INB TRAFFIC, BEWARE OF TERRAIN (MSA)
HAD TO LEVEL-OFF LATER AT FL 260 (AGAIN TRAFFIC), INB TRAFFIC WAS ACC TCAS
ONLY 600 FT ABOVE AND MASKED BY ANOTHER TRAFFIC 6000FT ABOVE , DIV IMMED
TO THE RIGHT AND AVOIDED TCAS RA
- EST IN FL 370, PASSED IFN (AIRFIELD CLOSED), THEN DISCOVERED THAT ARR FUEL
DROPPED FROM 5,5 TO 4.2TO (CMR 4.5TO), STARTED FUEL LEAK PROC
- LEFT INNER TANK HAD ALREADY 2TO LESS, UNABLE TO RECTIFY WHERE THE LEAK
IS (LEAK NOT LOCATED PROC)
- STARTED TO DO A HIGH SPEED DESCEND TO GRAVITY CEILING (FLIGHT TIME >30MIN)
AND DIVERTED TO SHIRAZ, NO WAY TO MAKE DXB OR KWI
- DURING DESC INFORMED PUR AND PAX, COMPANY
- ENG 1 FLAMED OUT DURING SHORT HOLDING OVERHEAD SYZ
ALTHOUGH SYZ MISSED APPR CLIMB GRADIENT IS 6%, LACK OF FUEL COMMITTED US TO
LAND, SELECTED ILS WITH THE VOR DME MINIMUM (VOR APPR CL GRAD 5%), CEILING
WAS 800FT IN SNOW, FUEL WAS ONLY AVAIL FOR A SECOND SHORT APPROACH, WOULD
HAVE CONTINUED DOWN TO 50FT BUT GOT VISUAL AT 700FT, LANDING TOTAL TIME
AGAIN ~3HRS, THEREAFTER 1 MINI LOFT (I ASKED FOR ANOTHER UNRELIABLE SPEED)
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Section 7
LOS/LOFTs
ZURICH TO DUBAI.
Weather
BAD ALL OVER EUROPE. ZRH WAS DRIFTING SNOW AND FOG
PATCHES, TEMP 1C, LOTS OF ICE ON THE AIRCRAFT.
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
RUNWAY IN USE 28. HAD TO GO INTO THE CONTAMINATED RUNWAY CHARTS AND
DECIDED TO TAKE A TAILWIND OF 5KTS FOR RWY16 AS WE WERE LESS LIMITED FOR
MTOW STILL HAD TO OFFLOAD 5 TONS OF FREIGHT IN ORDER TO GO. HAD A 28 MIN
HOLDOVER TIMEFOR THE ANTI-ICE AND WITH A TAXI SPEED OF 10KTS, MADE IT BY
2MINS.
DID ICE-SHEDDING ON THE RUNWAY, FOLLOWED BY UNEVENTFUL DEPARTURE. ON
CLIMB OUT GOT A GREEN HYD LEAK FOLLOWED BY LO LEVEL. DID ECAM ACTIONS AND
DECIDED TO CONTINUE TO DXB. STILL ON CLIMB OUT, CSD INFORMED ME OF A VERY
SICK PAX, GIVING HIM OXYGEN BUT HE WASNT LOOKING GOOD. OBTAINED WX WITH
MUNICH BEING THE ONLY PLACE WE COULD POSSIBLY GO TO. TOLD THE CSD TO USE
THE CABIN PHONE TO MEDILINK AND OBTAIN ADVICE, ALSO CHECK FOR ANY QUALIFIED
MEDICAL PERSONEL ON BOARD. MEDILINK ADVISED US TO DIVERT. CARRIED OUT
DIVERSION TO MUNICH TO HOLD AT MIQ. STARTED TO PROGRAMME FMS AND THEN GOT
A BLUE HYDRAULIC OVHT.
SWITCHED OFF BLUE PUMPS AND DID ECAM ACTIONS FOR DUAL HYD FAILURE. BRIEFED
THE APP FOR THE WORST CASE SCENARIO, LANDING WITH DUAL HYD FAILURE. AT THE
SAME TIME, A LOT OF PRESSURE PUT ON ME BY CSD REGARDING THE URGENCY OF THE
CONDITION OF THE SICK PAX. MUCH OF THIS INVOLVED FOM KNOWLEDGE. THE IDEA IS
NOT TO LET THEM RUSH YOU AND THEREFORE JEOPARDIZE THE WHOLE AIRCRAFT FOR
ONE PAX.
COMMENCED THE APP FROM MIQ, GOT BLUE HYD BACK, DOWNGRADED EMERGENCY TO
PAN, AND CONTINUED FOR ILS 08L. DUMB FIRE ENGINE DRIVER GOT STUCK ON THE
RUNWAY, SO HAD TO GO AROUND AT MINIMA, GEAR STUCK DOWN BECAUSE OF
GRAVITY EXTENSION, SO GOT VECTORS FOR ANOTHER GO AND THIS TIME LANDED
SUCCESSFULLY. PARKED ON THE RUNWAY, ADVISED PAX TO REMAIN SEATED WHILST
THE MEDICS BOARDED AND REMOVED THE SICK CASE, THEN ASKED FOR THE TOW TO
THE STAND.
ALL DECISIONS WERE MARKED DOWN AS CORRECT, BUT COULD HAVE CONSIDERED THE
FOLLOWING:
ASK DUBAI TO REROUTE US FOR A REFUELING STOP IN ISTANBUL SO THAT WE CAN TAKE
THE ENTIRE LOAD OUT OF ZRH.
WITH NO GREEN HYDRAULICS YOU HAVE NO EMER GEN. A POINT TO CONSIDER FOR
ETOPS.
THERE ARE NO FUEL TABLES FOR A DIVERSION WITH GEAR DOWN AFTER A GRAVITY
EXTENSION.
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Section 7
LOS/LOFTs
ZRH - DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
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Section 7
LOS/LOFTs
ZRH DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
200/15 1700m SNSH +0/-4 1022, runway recently cleared and reported DRY?
Fuel
De-Brief points
-
Departing ZRH, 10,000 checks on climb out are AGL. Should have done it at 11,400.
Consider RWY 28 for shorter taxi time
Remember to ask for NOTAMS affecting landing runway when deciding to divert or review
NOTAM from briefing folder
LOFT stuff, have all possible diversion plates in the mini folder ready (cheating!)
Briefed all the approach climb gradient items including gear down penalty and then realized after
that we were 2 engines. Aircraft is never limited on 2 engines.
Consider fuel dumping enroute to EDDM
Be sure to use the new de-icing form every time you de-ice
Remember the big ones
o Delay flaps until runway
o Consider Wing Anti-ice airborne
o Take-off within 5 minutes of the PCI
o Run up engine to 50% N1 for 10 seconds then idle before takeoff
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Section 7
LOS/LOFTs
ZUH-DXB
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
Weather cold ops with snow weather in Europe pretty shitty only Munich not to bad.
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Section 7
LOS/LOFTs
DXB/LHR EK5
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
Failure 3
Failure 4
Remember to liaise with the CSD re turb and the service consult F/O for opinion
Normal start and push back had AIR Abnormal Bleed which had us selecting low flow on the
packs concern re long flight and lots of Pax the AIR abnormal bleed check list could be reviewed
prior to push back and get confirmation that this is OK
+ Windshear reported on T/O elected to go TOGA remember + is an increase of speed
Some FMGEC exercises remember that you can get the expected height from the FPLAN page as
long as the track is correct so use DIR to and keep it on heading if you need to climb then selected
spd 260kts and the FMGEC will work out the expected height remember that wind play a part as
you have probable not put in the winds yet
Remember to set the weather radar T/S around normal around 10,000ft
We then had flame out on the RH engine so no bleed except APU so rather then green dot speed
should desend as quick as possible to get down to stop cabin climbing,
( NB: keep aware that with only one bleed it will always be a quick desent and get the
APU bleed on below FL230.).
Always chech the PFD as to what is going on and read the ECAM AUTO FLT A/thr
Is not the autopilot only the A/thr has dropped out.( Sim fault) BE sure to FLY the Aircraft and
that you are flying what you want delay the ECAM actions get the F/O to help to confirm the you
our flying safely
With this problem it happened just short of Shriaz so desend quickly and once a/c is safely flying
turn back to Shiraz do not fly away as in be a little more postive with you intial plan (important in
cruise to keep a plan in your mind of what airport you our going to go to so you can intiate this
early in the case of an emergency)
Once you are safely on the way consider manual control of cabin as some pax medical situation
could be improved by a lower cabin Alt the diff is very low but cabin at about 5000ft
Tried eng relight but no fuel flow do not leave the master on too long as it use the bleed air not
enough for the cabin. So it will start climbing
CBs and poor weather in Shriaz opted to go to DXB as no engine anti icing and no ILS in Shiraz
weather on NPA Min
Overweight landing into DXB use full length once the stopping is assured so as to help brake
temps
If on one eng then configure a little later so as to not have high power settings.
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Section 7
LOS/LOFTs
NIL
Failure 3
Failure 4
NO MEL
MAX TAKE OFF WEIGHT.
OVER IRAN TCAS RA AND WX AVOIDANCE.
NEAR ZAJ OIL LOW QTY ENG 2.
DIVERTED TO THR, DURING DESCEND ENG 2 SHUT DOWN.
NO JETTISON DUE TO THUNDERSTORMS IN THE AREA.
LANDING IN THR MARGINAL WX, WET RUNWAY IN LIGHT SNOW.
ONLY TABRIZ AND TEHERAN AVAILABLE AS ENROUTE ALTERNATES.
DXB-MCT
Weather
Notams
MEL
Failure 1
Failure 2
Problems
Fuel
NIL
Failure 3
Failure 4
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SECTION 8
FOM STUDY GUIDE
Section 8
FOM Study Notes
Note:
COMPANY FOM IS THE OFFICIAL
DOCUMENT AT ALL TIMES.
THESE STUDY GUIDES CAN NOT
REPLACE THE FOM AND ARE MEANT
TO BE FOR GUIDANCE ONLY.
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Section 8
FOM Study Notes
Command requirements:
- 6000 Total time
- 4000 Hard time
- Valid UAE ATPL
- 3 years in Emirates
- 4 PPCs
- 12 months on type
- Full Route and Aerodrome recency
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FOM Study Notes
Ops / Capt may restrict or suspend operations to an A/Field they/he feels is unsafe.
Capt may not continue to that airport unless he feels that the problems will be
corrected before arrival or in an emergency
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Section 8
FOM Study Notes
Augmented Crew:
Where Crew Scheduling has not nominated a particular pilot as Augmenting, this will be
done by the PIC.
The Second in Command must hold a valid UAE ATPL.
Augmenting FOs will be trained in - Rapid Decompression & rapid descent
- Engine Failure with drift down
- TCAS RAs
When the Captain is resting with a 2 FO crew, the FO in the right seat (qualified operating
seat) will be PF.
The PIC should contact his operating crew the day before the flight to draft an in-flight
rest plan.
T/O crew must be in their seat prior to Pre-flight Checklist
Before changing seats the incoming crew must be fully briefed on A/C, Destination, Alt,
ATC, WX status
When changing seats, A/P engaged, speaker on and docs ready
PIC must brief crew on severity of situation for his disturbance before retiring
Admission to Flightdeck
- The following people are allowed to the F/D
Sheik Ahmed
Flanagan
Clark
Al Redha
Stealy
They are however not allowed while in UK airspace
- The Capt decides on who gets vacant crew seats
- Only 1 flight deck jumpseat may be occupied by a non-crewmember
- Vacant crew jump seats are not to be used for T/O and landing
- Flight crew resting should be no more than 40 min, then 10 min to regather
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Before Take-off
Cannot dispatch if maintenance check expires before the planned time of arrival at next
station
Daily Check, valid 48 hours (cannot expire during flight)
Transit checks, can be performed by a Captain on a contingency basis
Flight Crew should be aboard no later that STD-35
Cabin Crew should be aboard no later that STD-55
Emergency briefing: on a multiple-sector day, the Reject briefing need only be briefed
for first take off.
Cabin Crew will ARM doors as soon as the A/C moves or on ODD occasions at Capts
discretion
A delay is Off Chocks Time later than STD+3 minutes
(FCI 2005-98) Runway data validation check
Taxi
- Max 30 KIAS, Max 10 KIAS on slippery surfaces
- When A/C is brought to a complete stop, Park Brake must be set
- CM1 must taxi A/C when
Final turn onto stand until parked
180 deg turn required
No published Taxi guidance available
Take-off and Climb
GCAA Ops Specifications states minima for take off as
Ceiling = Zero and minimum RVR as follows:
Facilities
RVR/Visibility (Note 3)
Nil (day only)
500M
Runway Edge Lighting and/or Runway Centre Line Marking
250/300M (Notes 1&2)
Runway Edge Lighting and Runway Centre Line Lighting
200/250M
(Note 1)
REL and Runway Centre Line lighting RVR Information
150/200M
(Note 1&4)
Notes:
1. The higher values apply to Category D aircraft.
2. For night operations at least runway edge and stop end lights are required.
3. The required RVR/visibility value representative of the initial part of the takeoff run can
be replaced by pilot assessment when no reported RVR or visibility is available. The
takeoff run shall not be commenced unless it can be determined that the actual
conditions satisfy the applicable minima.
4. The required RVR value must be achieved for all relevant RVR reporting points with the
exception in note 3
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Section 8
FOM Study Notes
- AWO are below the values above, down to the values on the 10-AWO chart (typically
RVR 125/150m)
- When no RVR or visibility is reported, a Captains assessment based on 60m runway
edge lights is OK.
- Turns shall normally not be initiated below 500 AGL unless mandated by a SID or noise
abatement.
- Max bank for all phases of flight is 30 deg
- Comms with the company if not AUTO by ACARS should be done above 20 000at
Capts discretion
Cruise
A 1-mile offset is not approved:
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Section 8
FOM Study Notes
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FOM Study Notes
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FOM Study Notes
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Section 8
FOM Study Notes
- If smoking in the cabin is noted, an instruction to stop will be issued by a Cabin Crew
member.
- If the instruction is not followed, the Purser & PIC must be informed, and the Purser must
raise a VR.
- If a passenger is caught smoking in the toilet the PIC must be informed, and the Purser
must raise a VR.
- If a passenger has tampered with the Smoke Detector in the toilet, the PIC must be
notified. The PIC will then call SMNC to request Police meet the aircraft on arrival.
- Life vest DEMO must be done if flight over water, 50 nm from off-shore and over water
beyond gliding dist.
- 2 Therapeutic O2 bottles can be carried but NO xtra portable O2 bottles may be
carried
- Diplomatic bags (max 75 kg) will not be screened and must be placed on the seat
cushion & fully secured.
- INAD passengers - no threat, no limit on number.
- DEPO passenger - no more than 1 unescorted on any one flight (except for families).
- More than 1 DEPO requires prior approval from Chief of Group Security.
- No more than 8 DEPO requiring escort on any one flight. More than 8 requires prior
approval from CGS.
- PRISONER passengers - escorted at all times, usually in some form of physical constraint.
- C15 form must be completed and distributed to Purser & PIC for all 3 of the above and
the station should ensure that the Purser has all of their travel documents.
- It is the PICs responsibility to ensure that a DEPO does not disembark within the country
of refusal. DEPO and INAD pax may however disembark at other countries with approval
from the concerned authorities
Pregnancy: (FCI 2005-88)
- Uncomplicated pregnancy until the end of 27 weeks - no medical certificate required
- From the start of the 28th week a Medical certificate (written within 7 days of travelling
and stating delivery date) is required from a doctor or mid-wife.
- The limitations on these are:
Uncomplicated single pregnancies accepted up to the end of the 36th week
Multiple (twin etc) pregnancies accepted up to the end of the 32nd week
Travel beyond these dates requires special authorization and they must use MEDIF system
Medical assistance on Arrival in Dubai:
DNATA Ramp on 131.6 must be advised with all pertinent details.
OPS Control on 132.6 must be advised that DNATA Ramp has been contacted.
Medical Emergency Diversion:
Cabin Crew should provide First Aid. Medlink should be contacted if needed.
Only if Medlink is not contactable should a Passenger PA for medical personnel be done.
The PIC will normally not give assurance of responsibility of Emirates to accept cost of
medical care.
Medlink will advise the PIC of suitable enroute diversion airport. The PIC will advise
Medlink of ETA, and
Medlink will arrange all medical services to meet the aircraft and follow-up treatment.
Unofficial Document
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Section 8
FOM Study Notes
Passenger misconduct.
Can be of many types, abusive/suggestive language, refusal to comply with instructions,
indecent exposure, drunkenness, drugs, threatening with physical violence, etc.
Cabin Crew will warn passenger, ending in a Formal Warning from the Captain.
PIC is responsible that appropriate written reports from the crew are submitted.
The authority to use Passenger Restraining Devices rests solely with the PIC.
Illness, Birth or Death
- Someone aiding must produce a valid qualification
- Cabin crew may not give a pax an injection
- Cabin crew may open EMK without Capts permission
- For an in-flight birth a doctor or nurse must be requested and if non available, help from
female cabin attendants. The PIC shall make a lengthy report with his signature and 2
other crew members. This report shall be copied & attached to the VR.
- Suspected death:
A passenger is never declared dead, but considered Very seriously ill. After landing a
lengthy report must be filed by the PIC in conjunction with the Purser and Station
Manager and handed over to the police. A copy of this report must be filed with the
ships papers.
Loadsheet: (FCI 2005-100) New ACARS loadsheet at all MACS stations
- It is the PICs responsibility to check that the certificate number & signature is written on
the loadsheet, and also periodically inspect such certificates for validity (valid 2 years).
- Exception is in Dubai where a gate-printed loadsheet will only bear a name & licence
number.
- The PICs signature is his confirmation that he is satisfied with the loadsheet.
LMC:
<= 300 kg; no change to loadsheet
>300 to 1000 kg; amend ZFW, TOW and LW on loadsheet
> 1000 kg; new computer loadsheet.
If manual loadsheet is used, amend it & make a new trim sheet.
It is acceptable to use 20 kg. as standard passenger baggage.
Special loads:
- List of animals and compartments in the table provided
- Falcons; up to 15 can be carried, must be hooded & chained to handler.
In Economy or Business class, only 1 falcon pr. handler. If a further seat is paid for, an
additional 2 falcons.
In First class, only 2 falcons pr. handler. If a further seat is paid for, an additional 3 falcons
can be carried.
DFO may grant exceptions for VIP passengers.
All weapons and ammunition, incl. replica & knives must be carried in the cargo hold.
If a NOTOC was received and crew changed at a transit stop, the departing crew will
leave a message to new
crew regarding the NOTOC.
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Section 8
FOM Study Notes
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Section 8
FOM Study Notes
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Section 8
FOM Study Notes
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Section 8
FOM Study Notes
- If surface mean winds are => 60 kts, the airport must be considered closed.
- On approach, 4 nautical miles between heavy aircrafts are acceptable.
- Avoid cells by more than 10 miles above 20 000
AWOPS
- AWOPS refers to T/O below T/O minima 150/200 and Landing below CAT I minima
- LVPs come into force when RVR falls below 550 m and ceiling below 200
- AWO pilot qualifications remain valid between PPCs.
- CAT II / III new Capt limits are 50 hrs or 20 sectors, add 100m to RVR minima
TAKE-OFF:
AWO qualified crews may reduce take-off minima to 125m (C) / 150 (D) provided:
- LVP in force
- Rwy Centre Line Lights spaced 15m or less and High Intensity Edge Lights spaced 60m or
less.
- 90m visual segment available from the flight deck at the take-off point
- Required RVR for all reporting points as shown on the 10-AWO chart
Abandon take-off if visual reference is lost below 100 KIAS.
Reduced thrust take-off is permissible.
APPROACH:
- For an AWO approach, the 10-AWO must be used.
- Aircraft must be stabilised at the latest by 1500 AGL during an AWO approach.
- RVR for the Stop end (Roll Out RVR) is at Captains discretion, but never below 75m
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FOM Study Notes
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Section 8
FOM Study Notes
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FOM Study Notes
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FOM Study Notes
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Section 8
FOM Study Notes
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Section 8
FOM Study Notes
Maximum FDP:
Standard reporting times for Flight Deck Crew in Dubai & outstations is STD -1:00
Standard reporting times for Cabin Crew in Dubai is STD -1:30, and at outstations STD -0:45
For Acclimatised Flight Deck Crew on 1 sector, Max FDP is 11-13 hrs, depending on starttime.
For Acclimatised Flight Deck Crew on 2 sectors, Max FDP is 10:15 -12:15 hrs, depending on
start-time.
For Acclimatised Flight Deck Crew on 3 sectors, Max FDP is 9:30 -11:15 hrs, depending on
start-time.
Cabin Crew has Max FDP 1 hour more.
For Non-Acclimatised Flight Deck Crew on 1 sector, Max FDP is 11:30-13 hrs, depending on
preceding rest.
For Non-Acclimat. Flight Deck Crew on 2 sectors, Max FDP is 11:00 -12:15 hrs, depending on
preceding rest.
For Non-Acclimat. Flight Deck Crew on 3 sectors, Max FDP is 10:30 -11:15 hrs, depending
on preceding rest.
Cabin Crew has Max FDP 1 hour more.
For 2 Flight Deck Crew on a sector scheduled for more than 7:00 hours, it is considered a
multi-sector flight.
A table on p. 27 then defines how many sectors this flight will be considered as, generally
2-4 sectors.
Variations Dubai (page 49) deals with reducing additional sectors for flights over 7:30
hours leaving Dubai, and is a bit confusing. It makes a DXB - MNL flight of FDP 10:05 legal,
since it reduces the 4-sector limit to a 3-sector limit.
Minimum rest for Flight Deck:
At least as long as preceding Duty Period or 12 hours, whichever is greater.
Exceptionally at Home Base, the Company may ask a crewmember to reduce rest up to
1 hr (min 12 hrs).
Away from Home Base, the rest may be reduced by 1 hr if total travel time is less than 60
minutes.
Extension of Duty:
Commanders discretion can be used if he is satisfied that the flight can be made safely,
and up to max 3 hrs.
If a Flying Duty Period involving 2 or more sectors, a max of 2 hrs discretion can be used
prior to first sector.
Immediately prior to the last sector (or first sector on a 1 sector flight), full 3 hrs. discretion
may be used.
Unofficial Document
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Section 8
FOM Study Notes
A Commander may only exceptionally extend a FDP after a reduced rest period, and
then GCAA will be informed as well as the Company.
If the Commander extended a FDP up to 2:00 hours, he must inform the Company via a
Discretion Report.
If the Commander extended a FDP from 2:01 - 3:00 hrs, he must inform the Company via
a Discretion Report, and the Company will inform the GCAA within 14 days of the aircraft
returning to base.
A Commander may reduce rest to a minimum of 10 hours IN ROOM.
A Discretion Report must be filed, and if the rest was reduced by more than 1 hr, the
Company informs GCAA.
Extension of Duty by In-Flight Relief (Flight Deck & Cabin Crew):
If rest is taken in a seat: 1/3 of the rest time (min. 3:00 hrs) extension up to a max FDP of 15
hrs (16 C/C).
If rest is taken in a bunk: 1/2 of the rest time (min. 3:00 hrs) extension up to a max FDP of
18 hrs (19 C/C).
Extension of Duty by Split Duty (Flight Deck & Cabin Crew):
Time for post-flight duties (normally 30 minutes) can not be included in the below.
Rest less than 3:00 hrs - no extension
Rest 3:00 - 6:00 hrs - extension of half of rest taken, and rest in a quiet place is adequate.
Rest 6:01 - 10:00 hrs - extension of half of rest taken, and rest in suitable accommodation
is required.
Extension of FDP by Variations (ex: DXB - DAC - KUL):
FDP +30 minutes. When a planned sector does not exceed 7:30 hrs, operators may plan
30 minutes extra on the allowable FDP obtained from Table A - Acclimatised (page 25).
Flight Crew members must be acclimatised and off-duty by 22:00 hrs local on the day
prior.
Commanders normal Discretion to extend a FDP is reduced to 2:30 with no more than
1:30 being exercised prior to departure.
A maximum of 4 extended FDP flights may be undertaken in any consecutive 28 day
period.
Unofficial Document
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Section 8
FOM Study Notes
Unofficial Document
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SECTION 9
QUESTIONS BANK
Section 9
Questions Bank
Unofficial Document
Page 1 of 8
Section 9
Questions Bank
8. Who is responsible for the timely renewal of medical and keeping caccinations up to date ?
a.
medical
b.
flight ops
c.
the individual
d.
HR
(answ c)
9. What is correct ref factor vis ?
a.
HIAL available 1.5 by day 2.0 by night
b.
ALS available 1.5 by day 2.0 by night
c.
HIAL available 2.0 by day 2.5 by night
d.
ALS available 2.0 by day 2.5 by night
(answ a) ( I looked it up it is correct)
10. What is not correct ref destination alt minima ?
a.
CAT III app use Cat I minima
b.
Cat II app use Cat I plus 100ft / 300m
c.
NPA use comp circling min or if not avail NPA plus 200ft/ 1000m
d.
CAT II app use CAT I plus 300ft 100m
(answ d)
11. What is the min legal number of cabin crew on an aircraft that has 434 seats with
401 passengers and 10 emergency exits ?
a.
8
b.
9
c.
10
d.
11
(answ c)
12. Diagram of pfd with speed just below Vls at the orange = but above alpha prot, high
roc. What is acft doing ?
a.
alpha floor
b.
hi aoa prot
c.
nothing
d.
load ctl
(answ c)
13. What is true about the IDG push button ?
a.
hold in till the light goes out but less than 10 secs
b.
hold in till the light goes out but less than 3 secs
c.
hold in till the light goes out but more than 10 secs
d.
hold in till the light goes out but more than 3 secs
(answ b)
14. How may you legally extend FDP ?
a.
split duty
b.
captains discretion
c.
relief crew
d.
all of the above
(answ d)
Unofficial Document
Page 2 of 8
Section 9
Questions Bank
Unofficial Document
Page 3 of 8
Section 9
Questions Bank
Unofficial Document
Page 4 of 8
Section 9
Questions Bank
I looked at it this way, I could afford to get 9 wrong which is a lot and I was pretty happy I could Jag 21.
Unofficial Document
Page 5 of 8
Section 9
Questions Bank
Unofficial Document
Page 6 of 8
Section 9
Questions Bank
TECHNICAL QUESTIONS
1- Do you need a ceiling for t/o alternate at planning stage?
2- When can you use factoring to arrive at an RVR equivalent?
3- What are the factoring figures to be used....they give you different options so just
know the numbers.
4- You have no engineer and no defect so do you need a CRS?
5- How much can you extend an FDP by?
6 -What is min fuel for landing with commitment to destination, destination and
alternate.....they gave me two of these options, can't remember which.
7- They gave me 3 different questions with pictures of a PFD and asked me what law
we were operating under.....didn't like those at all, just couldn't remember that stuff.
8- Picture of ECAM fuel page with jettison showing on left wing and in Amber....what is
happening here?
9- What initial actions for unreliable airspeed?
10- What is initial attitude for double engine flameout and is it weight dependant?
11- ECAM fuel page with aft transfer occurring and upper ECAM showing "trim tank
transfer"....why?
12- How do you check if battery voltage is acceptable?
13- At what temp do you correct DH/DA (cold weather)?
14- When can you dispatch without contingency fuel, never or when using decision
point procedure?
15- What's true about dest alternate, need one navaid if weather is Cavok, weather
below Cavok you need 2 navaids or both of the above?
16- For taxi you have toe brake pressure applied and you release the park brake. The
triple indicator drops to zero...is this normal?
17- Do tempo or prob30/40 of a transient nature have influence on dest alternate
weather when assessing at planning stage?
18- Max alts for gear and flap operation?
Unofficial Document
Page 7 of 8
Section 9
Questions Bank
Unofficial Document
Page 8 of 8
Upgrade
A330 Performance
Questionnaire
Whilst answering the following questions, you will explore various performance
sections contained in Company and Aircraft documentation and manuals.
1. Calculate the percentage TOMAC and the corresponding Stabilizer Trim Setting for
the following two situations using A6- EKS (three class configuration):
a)
ZFW
ZFW Index
Fuel SG
160 000kg
110
.80 kg/l
F.O.B
39 000 kg
Answer
b)
ZFW
ZFW Index
Fuel SG
Standard Fuelling
160 000kg
110
.80 kg/l
Inner Tank
Trim Tank
Answer
2,400 kg
17,100 kg
Nil
2. Where can the performance decrements if a winglet is missing be found, and what
are those decrements?
Answer
3.
a) What is the optimum all engine holding altitude for an A330 at 180 tonnes?
Answer
b} What is the fuel burn at this altitude ?
Answer
..
[1.1]
02/10/07
Author: D. Granter
Upgrade
A330 Performance
Questionnaire
c}
Answer
..
d} Above what Altitude will the all engine holding efficiency generally decrease? Why is
this?
Answer
4. Calculate the MTOW and speeds for the following conditions;
ZRH runway 28. Runway wet.
Wind calm. 1500m in drizzle. Temperature 5C, QNH 1005.
One thrust reverser inoperative.
Answer .
7. What would be the Density Altitude, in DXB, in summer with a QNH of 998 and a
temp. of 45C?
Answer ..
[1.1]
02/10/07
Author: D. Granter
Upgrade
A330 Performance
Questionnaire
8. At 200 tonnes over Iran, ISA +20, What is the Net ceiling of the A330 on one engine?
Answer ..
9. On a 50C day using reduced thrust, the assumed temperature is 62C.
Approximately, what is the effective derate, in percentage terms, compared to an
ISA day ?
Answer
10.
a) What is the approach climb capability at 5000ft Pressure altitude, ISA + 15C at
MLW ?
Answer
b) What is the minimum Jeppersen missed approach gradient if not specified on the
chart?
Answer
c) Why is the SAH Missed Approach Climb Gradient limiting weight calculated on a
3.9% climb gradient.
Answer
11. What would the Flap Setting, Flex Temp and Take Off speeds be in the following
situation. Technical Fault, MEL Eng 1 REV U/S, locked out.
VABB RWY 27 Int H
TOW 195,000Kgs
Calm OVC 020 +RA +28 C / +23 C 995
RWY Contaminated 6mm Water.
Answer
[1.1]
02/10/07
Author: D. Granter
Upgrade
A330 Performance
Questionnaire
Answer:
12. What is the decode of the following codes at the end of a METAR (SA)?
a) 75490394
b) 25590592
Answer:
[1.1]
02/10/07
Author: D. Granter
A330 Performance
Questionnaire
1. Calculate the percentage TOMAC and the corresponding Stabiliser Trim Setting for
the following two situations using A6- EKS (three class configuration):
a)
ZFW
ZFW Index
Fuel SG
160 000kg
110
.80 kg/l
F.O.B
39 000 kg
Answer
b)
ZFW
ZFW Index
Fuel SG
Standard Fuelling
160 000kg
110
.80 kg/l
Inner Tank
Trim Tank
Answer
2,400 kg
17,100 kg
Nil
2. Where can the performance decrements if a winglet is missing be found, and what
are those decrements?
Answer
3.
a) What is the optimum all engine holding altitude for an A330 at 180 tonnes?
Answer
b} What is the fuel burn at this altitude ?
Answer
c}
..
Answer
..
[1.0]
30/07/03
Author: D. Granter
A330 Performance
Questionnaire
d} Above what Altitude will the all engine holding efficiency generally decrease? Why is
this?
Answer
4. Calculate the MTOW and speeds for the following conditions;
ZRH runway 28. Runway wet.
Wind calm. 1500m in drizzle. Temperature 5C, QNH 1005.
One thrust reverser inoperative.
Answer .
5. At low weights what is the relationship between V2 and Vmca ?
Answer ..
6. Calculate the MTOW and speeds for the following conditions;
a) ZRH runway 16.
25mm of dry snow, braking action medium.
Temperature 2C. QNH 1005. 5kts of headwind.
Answer
..
7. What would be the Density Altitude in DXB in summer with a QNH of 998 and a temp.
of 45C?
Answer ..
8. At 200 tonnes over Iran, ISA +20, What is the Net ceiling of the A330 on one engine?
Answer ..
9. On a 50C day using reduced thrust, the assumed temperature is 62C.
Approximately, what is the effective derate, in percentage terms, compared to an
ISA day ?
Answer
C:\To be deleted\A330 Performance Questionnaire.doc
[1.0]
30/07/03
Author: D. Granter
A330 Performance
Questionnaire
10.
a) What is the approach climb capability at 5000ft Pressure altitude, ISA + 15C at
MLW ?
Answer
b) What is the minimum Jepp missed approach gradient if not specified on the
chart?
Answer
c) Why is the SAH Missed Approach Climb Gradient limiting weight calculated on a
3.9% climb gradient.
Answer
11. What would the Flap setting, Flex Temp and Take Off speeds be in the following
situation.
Mumbai { VABB } RWY 27H
TOW 195,000Kgs
Calm OVC 020 RA 28 / 23 995 Rwy WET
Answer
12. In the following situation what is the flap setting, associated speeds and Flex Temp.
Manila (RPMM) RWY 24
TOW 230T
240/10 SCT 030 RA 30/27 996 WET
Answer
13. Decode the following SNOTAM.
SWUU0041 UUEE 1031 1435
SNOWTAM 0041
A) UUEE
C:\To be deleted\A330 Performance Questionnaire.doc
[1.0]
30/07/03
Author: D. Granter
A330 Performance
Questionnaire
B) 0010311435 - 0011011435
C) 25R F) 5/5/6 H) 3/3/2
T) RWY CONTAMINATION - 100 PER CENT.
TWY, MAIN TWY, ACFT STANDS AND APRON - SLUSH.
Answer:
14. What is the decode of the following codes at the end of a METAR (SA)?
a) 75490394
b) 25590592
Answer:
[1.0]
30/07/03
Author: D. Granter
Policy and
Procedures
Questionnaire
While answering the following questions, you will need to explore various
sections of the Company Documentation and manuals pertaining to Policy and
Procedures.
General
1.
2.
3.
4.
5.
What does the Flight Operating Manual section of the FOM / OM-A state
in regard to more conservative operations?
6.
Destinations
7.
8.
9.
10. For what type of approach does the company require higher landing
minima than that charted?
11. What are the flight planning fuel requirements, if the destination
forecast is below minima?
Alternates
12. What are the different types of alternate airports?
13. When do you require a takeoff alternate?
14. Within what distance must it be situated?
15. For what period must the takeoff alternate be available?
1.1]
02/10/07
Author: D. Granter
A330 UP GS
Page 1 of 3
Policy and
Procedures
Questionnaire
16. What must the minimum forecast weather be for the T/O alternate?
17. What are the forecast weather requirements for a Destination Alternate?
18. What are the forecast weather requirements for an ETOPS Alternate?
19. Is ETOPS Alternate minima required if the departure or destination are
used as ETOPS Alternates?
20. What minima are required for these airfields in question 19?
21. When does TEMPO and PROB apply?
22. Do TEMPO and PROB apply to ETOPS Alternates?
Take Off
23. Where are takeoff minima specified?
24. Could you still take off if there is no reported meteorological visibility or
RVR is available?
25. What will you use to assess the RVR?
Approach
26. Is an approach allowed to be commenced if the weather is less than
approach minima?
27. Is the cloud ceiling required to be considered for an approach?
28. If intending to carry out the landing manually when must the autopilot
be disconnected?
29. There are three targets for stabilization, when do they apply?
30. What are the stabilization requirements?
31. What is the minimum visibility for radar assisted visual contact
approaches?
32. When can a visual approach be conducted?
33. What are the requirements for a visual approach?
34. Is an orbit during a visual approach or instrument approach allowed?
35. If an orbit is required, what criteria must be met?
1.1]
02/10/07
Author: D. Granter
A330 UP GS
Page 2 of 3
Policy and
Procedures
Questionnaire
Go Around
45. How many approaches may be attempted?
46. Are there any exceptions?
Taxiing
47. What is the maximum speed on a high speed taxi way after landing?
48. What is the maximum Company permitted taxing speed.
Restrictions
49. What are the F/O restrictions?
50. What restrictions are applicable to a new Commander in Emirates?
1.1]
02/10/07
Author: D. Granter
A330 UP GS
Page 3 of 3