Qatar Assessment

QATAR Airways Assessment Preparation page 1
Technical assessment
Profile drag → profile drag or zero-lift drag is

comprised of form drag, skin friction drag and
interference drag. Increase with the speed
because the faster the aircraft flies, the more
molecules of air it will encounter.
Induce drag → induced drag is caused by creating
lift with a high angle of attack which exposes
more of the aircraft's surface to the airflow.
Spanwise airflow → wing-tip vortices created over
the upper and lower surfaces of a wing. Reduces
aileron efficiency, may contribute to wing-tip
stall. Creates induced drag, create turbulence.
May be prevented using vortex generators and fences
Winglets/sharklets → Aerodynamic efficient surfaces located at the wing-tips designed to reduce
induced drag.
Vmca → VMCA is the minimum control speed in the air for a multi-engine aircraft in the take-off
and climb configuration, at and above which is possible to maintain directional control of the
aircraft around the vertical axis by use of the rudder within defined limits after the failure of an
off-center engine.
Vmca is defined as the minimum control speed in the air, with one engine inoperative (critical
engine on two engine airplanes), operating engine(s) takeoff power, maximum of 5 degrees
bank into the good engine(s).
Vmcg → Vmcg is defined as the minimum control speed on the ground, with one engine inoperative
(critical engine on two engine airplanes), takeoff power on other engine(s), using aerodynamic
controls only for directional control. VMCG mainly depends on: − Engine(s) thrust
− Pressure altitude
If Vmcg/a is limiting for the weight, reduce TO thrust (thus allowing the rudder to counteract
asymmetrical yawing moment in case of loss of thrust
V1 → V1 is the Decision speed (sometimes referred to as critical engine speed or critical engine
failure speed) by which any decision to reject a takeoff must be made. Above V1, the takeoff
must be continued unless there is reason to believe that the aircraft will not fly. An engine
failure identified not later than V1 should always result in a rejected takeoff. If field is not
limiting, the greter the weight of the acft, the greater V1 will be. Wet V1 is lower due reduced
ability to stop the acft within the field limits, and decreases acft capability to takeoff (reduces
screen height). Worst case scenario: losing the upwind engine between V1 and Vr at max
crosswind (keel effect)
Vr → Vr is defined as the speed at which the rotation of the aircraft should be initiated to takeoff
attitude. The rotation speed ensures that, in the case of an engine failure, lift-off is possible
and V2 is reached at 35 feet at the end of the runway (threshold)
Vmu → VMU (Velocity of Minimum Unstick) VMU is achieved by pitching the aircraft up to
the maximum (tail on the runway, for aircraft that are geometrically-limited) during the takeoff
roll. The speed at which the aircraft first lifts off is VMU. Therefore, lift-off is not possible
prior to VMU
page 2 QATAR Airways Assessment Preparation
V2 → Takeoff safety speed: The takeoff

safety speed which must be attained at Vmbe > V1 > Vmcg
the 35 ft height at the end of the required Vmca x 1.05 < Vr ≥ V1
runway distance. This is essentially the
best one-engine inoperative angle of Vmu < Vlo ≥ Vr
climb speed for the airplane and is a Vmca x 1.10 ≤ V2 ≥ Vr
minimum speed for flight in that Vs x 1.20 ≤ V2
condition until at least 400 ft above the
ground.
Vlo → liftoff speed ///// Vso = stall speed at landing configuration
Vmbe → Maximum brake energy speed
VNE → Never exceed speed (associated to propeller aircraft)
VLO → Maximum landing gear operational speed
ASDA → Accelerate-stop distance available = TORA+SWY
TORA → Takeoff run available
TODA → Takeoff distance available = TORA+CWY. TODA is not to exceed 1.5 x TORA.
LDA → Landing distance available
SWY → Stopway: an area beyond the runway which can be used for deceleration in the event of an
aborted takeoff. It must be at least as wide as the runway and capable of supporting the
aeroplane during an aborted takeoff without causing structural damage to the aircraft
CWY → Clearway. Length of a obstacle free area at the end of the runway in the direction of the
takeoff with a minimum dimension of 75 m either side of the extended centerline, that is under
the control of the licensed authority. It is an area over which an aircraft may make part of its
initial climb to a specified height (screen height = 35 ft). Can be water.
DER → Departure end of runway (TERPS = end of ground run, PANS-OPS could be the end of the
clearway). In both PANS-Ops and TERPS the net takeoff flight path clears all obstacles by a
vertical distance of at least 35ft
TORR → Takeoff runway required
CWY → Clearway. Length of a obstacle free area at the end of the runway in the direction of the
takeoff with a minimum dimension of 75 m either side of the extended centerline, that is under
the control of the licensed authority. It is an area over which an aircraft may make part of its
initial climb to a specified height (screen height = 35 ft). Can be water.
Safe take-off distance → RWY+CWY within acft reaches the screen height with no less than V2
Slope → Upslope will increase V1

Surface Conditions → Dry: surface not affected by water, snow, slush or ice
Damp: not dry, no shiny surface (JAA)
Wet: runway is soaked with 3mm of water or less. (FAA: neither dry or
contaminated)
Contaminated: more than 25% of the runway with water patches of 3mm
or more in depth.
ALD → Actual landing distance: distance used to land and brake an airplane to full-stop from a
height of 50ft at the threshold, in a dry runway.
RLD → Required landing distance = ALD x 1.67 (for wet runways, RLD = ALD x 1.92, ie. RLD
dry rwy x 1.15) [FAA and JAA]
Balanced field → Balanced field is when TODA = ASDA. In other words, when the end of the
clearway is the end of the stopway (acft will reach the screen height over the end of the runway
in all cases.
TO performance → Takeoff performance is affected by :
ACFT weight: heavier acft requires greater TODR
Flaps: Larger TO flaps will reduce the takeoff roll but will compromise the second TO segment
due the increase in drag.
AD press alt: high press alt decreases acft TO performance
Air density: higher density altitudes = greater TODR
Humidity: humidity decreases air density, decreasing engine performance and aircraft C L, thus
requiring greater TODR
Wind: headwind decreases TODR. Maximum of 50% headwind and not less than 150%
tailwind should be considered for TO or landing performance
Runway length, surface condition: best → dry long smooth runway ! Upslope will decrease
acft ability to accelerate, but it's beneficial for landing.
Reduced/flex TO → Used to protect the engine life and improve engine reliability and reduce
the noise generated by the ACFT. At higher temperatures (lower air density), fuel flow will be
reduced to maintain the correct air-fuel mixture, developing lower thrust, but enough for a
given TO weight. ASDA is improved due increased effectiveness of full reverser at lower
temperature. Continued takeoff after engine failure is protected by the ability to restore full
power on the remaining engine. Reduced TO will increase the total trip fuel because of a
slower rate of ascent (consequently the acft spends less time at optimum cruise altitude).
Limited by:
1. MTOW (limited by field or obstacle)
2. Maximum OAT
3. Cannot be reduced more than 25% of full TO thrust for MTOW
4. Cannot be used on icy or contaminated runways, with thrust reverser or antiskid INOP and
presence of windshear
Takeoff segments → First: from 35ft (or liftoff) to gear up (positive gradient/TO thr/TO flaps/V2)
Second: gear up to 400ft[min ACC alt] (2.4%/TO thr/TO flaps/V2)
Third: 400ft, leveled up (0%/TO thr/retract flaps/accelerating)
Fourth: from 400ft to 1500ft (1.2%/MCT/flaps up/final climb speed)
Net/gross flight path Gross performance is the average performance that a fleet of aircraft
should achieve if maintained satisfactorily and flown accordingly to AFM. Net performance is
gross performance diminished to allow for variations in piloting techniques, below-average
acft performance, etc. Normally, performance graphs will show net performance.
Climb performance Close obstacle → higher TO flap setting, reduce TO weight, increase V 2
(which will increase TO distance)
Obstacle in the 3rd segment → maintain TO pwr longer (increase acceleration height =
extended V2), reduce TO weight, change flight path (using turns)
Maximum angle climb (VX) → highest gradient, used to clear close-in obstacles
Maximum rate climb (VY) → highest vertical speed that gains height in the shortest time. It's
the economical option. High temperature decrease angle of climb AND rate of climb
Holding entries/speeds →
Up to 14,000 ft → 230 kt
14,000 to 20,000 ft → 240 kt
20,000 to 34,000 ft → 265 kt
> 34,000 → M 0.83
Wake turbulence → The following minimums should be observed (ICAO DOC 4444)
Cruise or arrival Departure
Follower ↓ Preceding Aircraft Preceding Aircraft
Medium Heavy Super Medium Heavy Super
Light 5 6 8 2 2 3
Medium 3 5 7 # 2 3
Heavy # 4 6 # # 2
Super # # # # # #
Distances in NM Time in minutes (add 1 minute if

departing from intermediate point)
Wake turbulence of a heavy aircraft will stay for up to 5 minutes. On landing, if minimum
separation is not attained, consider flying ABOVE leader's path. In cruise, try to stay upwind
leading aircraft.
Lift formula → L = ½ d V2 s Cl
ETOPS → Extended twin operations. An operator may be granted to operate on routes which the
airplane will be more than 60 minutes away from a suitable airport. Normal categories range
from 60 to 180 minutes, but recently some airlines have applied to operate 207 and 240
minutes.
Adequate airport → is an airport which where an aircraft can land (according to the aircraft landing
performance) and is expected to have, by the landing time, ATS, weather reporting, lighting,
emergency services, communications and navaids. In addition, at least one approach navaid
will be available for an instrument approach
Suitable airport → adequate airport where the weather is at or above minima for a safe landing
RVSM → Reduced vertical separation minima: the reduction of the standard vertical separation
required between aircraft flying between FL290 and FL410 inclusive, from 2,000 ft to 1,000 ft.
Requires crew training, airline and aircraft certification.
RVSM Aircraft requirements are:
1. Two independent altitude measurement systems,
2. an altitude alerting system,
3. an automatic altitude control system,
4. transponder and in case of TCAS, must be TCAS II version 7 or later
RVSM altimeter checks:
1. < 75 ft on ground between primary altimeters and known elevation
2. at FL capture, not to over or undershoot by more than 150 ft
3. AP must be able to maintain FL with no more than 200 ft difference
4. 1000 ft prior to achieve a FL, reduce rate of climb/descent to 1500 fpm or less
Contingency procedures - “Quad 4 maneuver” (ICAO DOC 4444)
• Turn 45° away from track, (China = 30º)
• Pick a direction based on alternates, nearby tracks, SLOP, and desired altitude,
• Obtain a 15 NM offset (China = 10 NM, Middle East = 25 NM)
• Pick an altitude 500 ft off if at or below FL 410, 1000 ft if above,
• Broadcast to ATC and nearby aircraft (121.5 or 123.45)
• Light up the airplane.
WX deviation. → In case a clearance cannot be obtained, or deviations of less than 10 NM,
maintain allocated flight level. If the required deviation is of more than 10 NM, follow this:
Route center line track Deviations >10 NM Level change
EAST (000-179 LEFT DESCEND 300 ft

magnetic) RIGHT CLIMB 300 ft
WEST (180-359 LEFT CLIMB 300 ft

magnetic) RIGHT DESCEND 300 ft
Broadcast to ATC and nearby aircraft (121.5 or 123.45)

Light up the airplane.
TERPS → US Terminal Instrument Procedures (TERPS), are used in USA and in certain other
countries. These include Canada, Korea, Saudi Arabia and Taiwan
PANS-OPS → PAN-OPS are rules for designing instrument approach and departure
procedures. PANS-OPS procedures are the international standard and are used throughout
Europe and in many other countries world-wide (ICAO DOC 8168)
MNPS → It is a requirement that aircraft carry navigational equipment which permits an
enhanced degree of accuracy, especially as regards tracking. The vertical dimension of MNPS
Airspace is between FL285 and FL420 (i.e. in terms of normally used cruising levels, from
FL290 to FL410 inclusive). Aircraft flying in MNPS airspace have to meet standards of
navigation, crew training and procedures and also be RVSM approved.
Lateral separation applied is 60 NM (with a lateral track error of not more than 6.3 NM)
Longitudinal separation is 10 minutes (80 NM) for acft in the same route at same speed and 15
minutes for crossing tracks. If the aircraft in front is going faster by at least M0.02, and it is
possible to ensure that the time interval exists using radar or another approved means, the
separation can be progressively reduced down ultimately to 5 minutes if the one in front is
M0.06 faster
For unrestricted operation in the MNPS Airspace an aircraft must be equipped with two fully
serviceable Long Range Navigation Systems (LRNSs). Long Range Navigation Systems may
be INS, IRS/FMS or GPS.
OTS → Organized Track System. Used on North Atlantic routes (NAT tracks).
The traffic flows is Westbound during the day and Eastbound overnight
NAT track routings are issued on a daily basis taking account of the predominately westerly
prevailing winds. Each North Atlantic Organised Track is identified by a letter.
The westbound tracks begin with the letter A as the most northerly track and continue
vertically down with B, C, D, and so on (from 1130 to 1900 UTC)
The eastbound tracks begin with Z as the most southerly track and continue vertically upward
with Y, X, W etc. (from 0100 to 0800 UTC)
NavData coding → Single approach procedure Multiple approach procedures
FF →
Final approach fix Fx → Final approach fix
AF →
Initial approach fix Ax → Initial approach fix
IF →
interm. approach fix Ix → interm. approach fix
CF →
final app. course fix Cx → final app. course fix
MA →
missed approach fix Mx → missed approach fix
Procedures types (x)
I → ILS D → VOR/DME
N → NDB S → VOR
METAR/TAF → METAR and TAF wind are TRUE

ATIS/TWR information is magnetic
RWY designators are magnetic
Performance → Basic weight: weight of the aircraft, equipment plus unusable fuel and oil.
Variable load: crew+baggage, catering etc.
APS weight: aircraft prepared for service. APS = basic weight + var. load
Payload = passengers + cargo
ZFW = a wing loading structural maximum weight. ZFW = payload+APS
Center of gravity → CG is the point through which the total weight will act. CG must be kept
in it's range limits to avoid effects like: nose or tail too heavy, ease pitch control, avoid
excessive tailplane deflection (keep it streamlined with the airflow to minimize induced drag).
CG position Forward Aft
Stability more less
Stick force more less
Drag more Less
Stall speed Higher Lower
Fuel burn More less
For maximum range, it's preferred to load the aircraft AFT of the CG, which will give the acft
a nose-up attitude.
Critical Mach nr → is the lowest aircraft Mach number at which the airflow over some part of the
aircraft will reach the speed of sound
Dutch-roll → is an oscillatory instability associated with swept wing jet aircraft. It's a
combination of yawing and roll motions. Prevented with yaw-dampers. In case of failure of
yaw-dampers, recovery technique: apply opposite aileron to the direction of the roll.
VOR range → Where: H1 is transmitter
height and H2 is the receiver height.
Answer will be given in NM
DME range → DME accuracy, by ICAO, has to
be within ½ NM or 3%, whichever is greater, in
slant measurement.
ILS Loc limits→ G/S normal envelope (ICAO) is within 10 NM, +/- 8º of the centerline. Airbus
limits G/S engagement to RA signal validity (8,200 ft – TRT, 5,000 ft - Honeywell).
Altimeter → A pressure altimeter measure static air pressure. As the aircraft ascends, the static
pressure in the instrument case decreases, which allows the enclosed capsule to expands and
this in turn the needle in the instrument, through an intricate system of gears and levers. For
PFD info, data comes from sensors (pitot probes, AOA sensors, total air temperature sensors
and static pressure probes) → 8 ADM (air data module [converts pneumatic data from probes
to numerical data]) → ADR
QFE → station pressure. Aircraft altimeter set to QFE should read zero at that station.
QNH → is a local altimeter setting that makes the altimeter indicate the aircraft's altitude AMSL and
therefore, airfield elevation. It uses ISA values for the calculation
QNE → QNE is the standard setting (1013.25 hPa or 29.92 in hg). Use for ATC above the transition
layer, will indicate flight level. Also used in very high altitude airports where QFE pressure is
so low it cannot be set on the altimeter subscale.
Height → distance measured above the ground (QFE)
Altitude → distance measured above local pressure setting, or above MSL
Flight level → measured pressure above the 1013 hPa datum
Pressure altitude → altitude corrected to the standard pressure. For every milibar (or hPa), altitude
varies 30 ft approximately. For every in hg, 1,000 ft.
What is ISA → International Standard Atmosphere
Tª = 15ºC at sea level, lapserate -2ºC/1,000 ft
Pressure = 29.92 in hg or 1,013.25 hPa
Density = 1225 g/m3
DALR (dry adiabatic lapse rate) -3ºC/1,000 ft (to calculate cloud base → cloud
base = (Tª – dew point)/3 x 1000
Celsius to Fahrenheit → ºF = ((ºC x 2 -10%) +32
Weather and altimeter → In lower temperatures (or pressure system), aircraft will be lower than
indicated., remember: Flying from high to low, lookout below !
Press. Altitude → QNH = 1034 hPa, airfield elev. = 2340 ft, calculate press. Altitude:
True altitude → True alt = ind. Alt. + (4 x ind. Alt./1000 x ISA dev) +(27 x (QNH-subscale))
Actually, if altimeter is set to QNH, true altitude is approximately indicated altitude.
Altim. instrument errors → instrument errors Barometric error
pressure error (var. of static pressure near source) Temperature/density error
Time-lag error Blocked static port
1) If the pitot tube gets blocked (static port open), the speed indicator will function as an altimeter:
during climb speed will increase and vice-versa
3) If pitot tube gets blocked and the drain hole is open (static port open), airspeed will read zero.
IAS → Indicated airspeed, It's a measure of dynamic pressure translated to speed (usually in knots).
Since the airspeed indicator is calibrated to ISA, IAS = CAS in ISA at MSL
CAS/RAS → Calibrated airspeed/rectified airspeed: it is IAS corrected for instrument (friction of
moving parts ) and pressure errors.
EAS → Equivalent airspeed: is CAS corrected for compressibility errors
TAS → the actual speed of an aircraft through the mass of air it's flying. It depends on air density →
the lower the air density (less resistance of the air), higher the TAS
TAS Calculation Divide your indicated altitude by 1000, multiply this figure by 5, and add this
number to your indicated airspeed. Ex:30000/1000= 30*5= 150+280= 430 is your TAS.
GS → ground speed: TAS relative to the ground
Rule of thumb for 3º descent: multiply your GS by 5. ROD (ft/m) = GS (kt) x 5
(ICE Tea)
LSS → Local speed of sound. Decreases with the temperature. At MSL (ISA), it's equal to 661. kt
Where absolute temperature = actual temp (ºC) + 273 (LSS in Kt)
Mach number →M = TAS/LSS
Anti-ice usage → Visible moisture and temperature at or below freezing point. Visible moisture is
defined as any moisture reducing the visibility to 1 SM or less. Icing is not likely to be formed
in Cirrus clouds
Rime ice → Rime ice is the most common form of icing.

Rime ice is formed when small supercooled water
droplets freeze on contact with a sub-zero surface.
Because the droplets are small, they freeze almost
instantly creating a mixture of tiny ice particles and
trapped air. The ice deposit formed is rough and
crystalline and you can’t see through it. Because of its
crystalline structure, rime ice is brittle. Rime ice also
significantly increases the weight of the aircraft. It will
accumulate and spread slowly.
Atmosphere →
Worst ice accretion =

clear ice
Tropopause
-56.5ºC
Clouds → Clouds can be classified according:

Form (type) Height
• Curriform • Cirro (high level), cloud base > 16,500 ft (no icing !!!)
• Cumuliform • Alto (medium level), cloud base > 6,500 ft
• Stratiform • No prefix (low level), cloud base < 6,500 ft
• Nimbus
Altocumulus castellanus → mid atmospheric Cumulunimbus (CB) → hail
instability Altocumulus lenticularis → mountain wave
Nimbostratus or altocumulus → virga
Relative humidity → is a measure of the amount of water vapor present in a parcel of air. Saturated
air is 100%. Warmer air can support more water.
Dew point → is the temperature a parcel of air becomes saturated.
Windshear → is any variation in wind speed and/or direction in a short period of time. It's found
usually below 3,000 ft AGL, in the presence of:
1. CAT (clear air turbulence)
2. Frontal passage
3. Microbursts and thunderstorms gusts (+/- 4 km, 1-5 minutes)
It is detected by identifying a a difference in wind and/or temperature between two places or
identifying certain phenomenas (like Cbs). It affects the acft lift and the dynamic speed.
Headwind component increases → acft performance increases → overshoot aiming point
Headwind component decreases → acft performance decreases → undershoot aiming point
For light windshear (small variations, like like less than one dot localizer or G/S =
manageable), it's acceptable to use normal power and pitch to correct. Stronger windshear
requires a go-around. Windshear found on TO: → before V1, reject TO, after V1, follow FD
with full power.
Time of Useful Conciousness (TUC)
Altitude Time
15,000 ft 30 minutes or more
25,000 ft 3-5 minutes
30,000 ft 1-3 minutes
35,000 ft 30-60 seconds
40,000 ft 9-15 seconds
Engine failure in cruise: As soon as the engine failure is recognized, the PF will simultaneously:
• Set all thrust levers to MCT
• Disconnect A/THR
Then, PF will
• Select the SPEED (min clean – green dot or 320 kt for ETOPS)
• If appropriate, select a HDG to keep clear of the airway
• Select the appropriate EO altitude and descend
• do the required emergency checklist
Evacuation → for acft with more than 44 seats: 90 seconds with half the exits
ILS CAT 1 minimums: DA = 200 ft, vis = 800 m, RVR 550 m
ILS CAT 2 minimums: DH = 100 ft, RVR 350 m
Glide range does not depend on the acft weight, provided it will be flown at correct AOA and speed.
NOTAMS → (D) distant, (L) local, FDC (flight data center). Class I → distributed by
telecommunication, class II → other means
Swept wings → Thin, minimal chamber, swept wings: this is a high speed acft wing. Efficient and
increases Mcrit.
Boundary layer → a thin layer of air next to the surface of the airfoil with a reduced airspeed due
the air viscosity.
ACFT movement axis → longitudinal (roll), lateral (pitch), vertical (yaw)
Spoilers decrease Cl max and increase drag coefficient
MORA → minimum off-route altitude. 10NM to each side of AWY, give a clearance of 1,000 ft over
terrain up to 5,000 ft and 2,000 ft over terrain of 5,001 ft or above. Does not provide navaid or
communications coverage. State provided figures provide 1,000 ft clearance ove non-
mountainous area and 2,000 ft over mountainous areas.
MEA → minimum enroute altitude. is the lowest published altitude between radio navigation fixes
that assures acceptable navigational signal coverage and meets obstacle clearance
requirements 5 NM to each side of airways
MOCA → minimum obstacle clearance altitude. 5NM each side of airways
GPWS → works from 50 ft to 2,500 ft
Mode Condition Aural Alert Aural Warning
1 Excessive descent rate "SINKRATE" "PULL UP"
2 Excessive terrain closure rate "TERRAIN TERRAIN" "PULL UP"
3 Excessive attitude loss after T/O or go-around "DON'T SINK" (no warning)
4a Unsafe terrain clearance: gear not locked down "TOO LOW - GEAR" "TOO LOW - TERRAIN"
4b Unsafe terrain clearance: landing flap not selected "TOO LOW - FLAP" "TOO LOW - TERRAIN"
"TOO LOW -
4c Terrain rising faster than aircraft after take off (no warning)
TERRAIN"
5 Excessive descent below ILS glideslope "GLIDESLOPE" "GLIDESLOPE"
(for example) "ONE
6 Advisory Callout of Radio Height (no warning)
THOUSAND"
6 Advisory Callout of Bank Angle "BANK ANGLE" (no warning)
7 Windshear protection "WINDSHEAR" (no warning)
"TERRAIN TERRAIN
Terrain Proximity "CAUTION TERRAIN"
PULL UP"
Runway lighting
Light signals from tower to aircraft
Light Aircraft in flight Aircraft on ground

Steady green Cleared to land Cleared for takeoff
Steady red Give way to other ACFT & circle STOP
Green flashes Return for landing Cleared to taxi
Red flashes Aerodrome unsafe, do not land Taxi clear of landing area in use
White flashes Land at this AD and proceed to apron Return to the starting point on the AD
Not withstanding any previous From acft, pilot needs

Red pyrotechnic instruction, do not land for time being immediate assistance
Left and right lights = 5 candelas

Tail light = 3 candelas
Friction (μ) Braking action

0.4 or above Good
0.39 – 0.36 Medium to good
0.35 – 0.30 Medium
0.29 – 0.26 Poor to medium
0.25 and below Poor
What is a barrete → it's 3 or more ground lights closely spaced together to appear as a set of a bar
of lights
Loop or pigtail → Pigtail is used on a steam line to convert steam vapour phase into water. It avoids
high temperatures to contact the instruments like pressure gauges or transmitters. It avoid
vibration in impulse lines. It's also called syphon.
Control valves → are valves which opens or close partially or fully to control flow, temperature,
pressure and liquid level. It responds to signals from controllers and can be electrically,
pneumatically or hydraulically actuated.
De-ice → fluids type I, II, III and IV. Usually de-ice will use heated type I fluid and anti-ice
(precautionary procedure) use fluid type II or IV (or a mix). A one-step de/anti-icing will use
heated anti-ice fluid. The best procedure is a 2 step de/anti-icing. Holdover time starts at the
beginning of the second step (anti-icing)
Classes of fire →
Class Material Example Extinguisher
A
Water
flammable solids wood, paper, clotth foam
dry powder
B
Foam
dry powder
flammable liquids gas, alcohol, spirits
CO2
Do NOT use water
C
Dry powder
electrical CO2
Do NOT use water
D Flammable metals Magnesium, sodium

Dry powder
Do NOT use water
Transponder → works in conjunction with the SSR (secondary surveilance radar). 4096 codes
Mode C → 2000 on TXP over areas with no ATC TXP requirements. Mode S = more information
GPS → global positioning system. Constellation of 24 satellites (+6 spares) at approximately 11,000
NM above earth's surface
Ground Signals
Signals in the signal area
White “T”show the direction of

A white disc added to the
landing. Landing direction (as
“T”means take-off and landing
indicated) is from the base to the
do not necessarily coincide
cross of the “T”
A white dumb-bell indicate that 2 black stripes in dumb-bell means

aircraft is to maneuver only in TO/LDG must be on RWY, but
paved or hardened surfaces movt. isn't confined to pavements
A red panel with a yellow cross A red panel with a diagonal

signifies that the aerodrome is yellow stripe means the
unfit for aircraft movement and maneuvering area is poor and
landings are prohibited pilots must exercise special care
Red and yellow striped arrow

White “H” means helicopters are
show right hand circuit is in
to land in the designated area
force
A red “L” over a white dumb-

bell means that light aircraft are A whit double cross means
allowed to land on a runway or a gliders are flying
designated area
Two or more white crosses Two or more yellow crosses

indicate that the section of the indicate that the section of the
runway is unfit for aircraft taxiway is unfit for aircraft
movement movement
Two yellow broken lines & two

parallel continuous line indicates
The yellow “ladder” indicates a
the holding point closest to the
holding point closest to the
runway. It's the closest point
runway. Outside ATC hours can
(outside ATC hours) an ACFT
be ignored. Pattern B.
can approach the RWY to allow
other takeoff or land. Pattern A
AIS. Black “C” on yellow

Yellow St. George's cross marks
square. This is the point a
the position that ropes and
visiting pilot can report on
banners can be dropped.
arrival.
At least 3
groups
METAR and TAF

Below is an example METAR code
041750Z EGBB 25032G53KT 210V280 0800 R15/0800 R33/P1500 +TSRA SCT009 BKN015CB
05/M01 Q0975 BECMG 9999 NSW SCT015
Section
nr. Code Description
1 041750Z This section is the date and time.
2 EGBB This section is the ICAO Airport Identifier.
wind direction and speed. DddssGgg (avg wind spd for 2 min, dir is VRB if it varies
3 25032G53KT
60 degrees or more, gust is a variation of 10kt or more between peak and lulls
4 210V280 variable wind direction
visibility in meters. 9999 = 10km or more, 3000 = 3000m, 0800 = 800m, 0000 = Less
5 800
than 50m
RVR. Is usually only given if the visibility is 1500m or less.
R15 is the runway number.
/0800 is the visibility in metres.
P = more than N = unchanged
6 R15/0800 R33/P1500
D = decreasing U = increasing
Sometimes RVR's will be quoted as varying between 2 visibilities (a maximum and
minimum in the 30 minute period). This is shown like this... 0800V1200 (varying
between 800m and 1200m)
Current weather
DZ= DRIZZLE FU= SMOKE
RA= RAIN SS= SANDSTORM
SN= SNOW DS= DUSTSTORM
GS= SMALL OR SOFT HAIL PO= DUST DEVILS
GR= HAIL DU= DUST
PE= ICE PELLETS SA= SAND
IC= ICE CRYSTALS SQ= SQUALL
7 +TSRA TS= THUNDERSTORM FC= FUNNEL CLOUD (Tornado or
HZ= HAZE Waterspout or similar)
BR= MIST UP= UNKNOWN PRECIPITATION
FG= FOG
Intensity/variation
- = LIGHT FZ= FREEZING
(no symbol)= MODERATE BL= BLOWING
+ = HEAVY DR= DRIFTING
RE= RECENT
Clouds
CLR, SKC, NSC → sky clear VV → sky obscured, followed by vertical
FEW → few clouds (1/8 or 2/8) visibility (/// = not measured, 000 = below
8 SCT009 BKN015CB SCT → scattered (3/8 or 4/8) 100 ft, 002 = 200 ft
BKN → broken (5/8 to 7/8) If TCU or CB are present, it will be
OVC → overcast (8/8) indicated at the end
9 05/M01 Temperature and dew point. Negative temperatures are prefixed by M
10 Q0975 QNH
Trend for the next 2 (two) hours

BECMG = Becoming NSW = no significant weather
TEMPO = Temporarily – temporary FM = from (certain time)
11 BECMG 9999 NSW
fluctuations which last for less than one TIL = until (certain time)
hour PROB30 → 30% probability
NOSIG = No Significant Change. PROB40 → 40% probability
Ceiling → The height above the ground or water of the base of the lowest layer of cloud below 6000
meters (20,000 feet) covering more than half the sky (broken or overcast)
CAVOK → no clouds below 5,000ft AAL, vis 10 km or more, no precipitation, TS or fog
Sublimation → vapor to ice immediately when temperature is less than 0ºC
ASHTAM
Pans-ops circling approaches→ A circling approach is an extension of an instrument approach

procedure which provides for visual circling of the aerodrome prior to landing. (ICAO Doc
8168: Procedures for Air Navigation Services - Aircraft Operations (PANS-OPS)
ACFT Cat. C D
MOC 394 ft 394 ft
Visibility 3.7 km 4.6 km
IAS to comply with max circling radius (approx.
3NM)
180 kt 205 kt
Turn bank 20º
Alternate minima →
Type of approach Planning minima
CATII/III Cat I minima (RVR)
CATI Non-precision app minima (ceiling/RVR or vis)
Non-precision Non-precision app minima + 200’/1,000m (MDH + 200’/RVR or vis
+1,000 m)
Circling Circling minima
ETOPS Alternate minima →(EASA)

Type of approach Planning minima
Airport with ONE runway and ONE navigational • DA/MDA + 400 ft
facility • min. visibility + 1,500 m
Airport with at least 2 (TWO) different runways (2 • DA/MDA + 200 ft
different surfaces) with 2 navigational facilities • min. visibility + 800 m
Some formulas
Density altitude DA = PA + 120 x (ISA dev)

TA difference = IA (thousands) x 4 x ISA dev. If temperature colder than
True altitude
ISA, then your TA is LOWER.
Load factor 1/cos (bank angle). Ex.: 1/cos 60 = 2G
ETP = (total distance x GSH) / (GSO + GSH)
ETP
where GSH = ground speed home and GSO = ground speed out
PNR (point of no PNR = total endurance x [(GSO x GSH) / (GSO + GSH)]
return)
Bank angle Bank angle for std rate turn = IAS/10 + ½ IAS/10
Sine of any angle ≈ [(angle /10) + 2] / 10.
Sine
Ex.: sin 60 ≈ 0.6+2 = 8 / 10 = 0.8
1 NM = 6,080 ft
Descent angle at Take GS(nm / min) add 00 x gradient
other then 3%: Exp. ILS glide path = 4%, GS = 120kts so 120 / 60 = 2(nm / min) add 00 = 200 x 4 = 800ft/min
Required rate of Multiply % gradient x GS

climb / descent
Base of clouds [(Tª – dew point) / 2.5] x 1000 ft
Required gradient Gradient (%) = height of obstacle / dist (in ft)
Weight shift (w/W) = CG shift/arm
Best endurance At low altitude
Best range At high altitude
T/O distance Increases +/- 15% for 1,000 ft altitude
Disruptive passengers → loaded before all pax !!!
Seat belts on cockpit → at all time you're at your station
Civil twilight → sun is 6º below the celestial horizon
Temperature inversion = air stability
Freezing rain occurs → when rain falls into a layer of air temperature below 0ºC
MEL Rectification time

(in calendar days, excluding the day of discovery)
A B C D
No standard
interval 3 10 120
Holdover time
← Best Worst →
Very light Freezing fog moderate freezing freezing rain rain or cold
snow or ice crystals snow drizzle soaked wing
Missed approach climb gradient → 2.5% (all engines), 2.1% (single-engine)

Minimum radar separation → not less than 3 NM !!
ACFT weight categories

Light Medium Heavy Super
L M H J
MTOW <= 7,000 kg or 7,000 kg < MTOW <
MTOW > = 136,000 kg A380
less 136,000 kg
Intercepting signals
Initiated by intercepting aircraft
Series Intercepting aircraft Meaning Intercepted aircraft Meaning

Day or night. Rocking aircraft and
flashing navigational lights at Day or night. Rocking aircraft,
irregular intervals from slightly You have been flashing navigation lights at
Understood. I
1 ahead and above and normally to the intercepted. irregular intervals and following. will comply.
left side of the intercepted aircraft Follow me.
Day or night. An abrupt break away

and climbing 90 degree turn or more You may Understood. I
2 Day or night. Rocking aircraft.
not crossing the intercepted aircraft's proceed. will comply.
path.
Day or night. Lowering landing
Day or night. Lowering landing gear
gear (if possible), turning on the
(if possible), turning on the landing Land at this Understood. I
3 landing lights and, after flying
lights and overflying the runway in aerodrome. will comply.
over the runway, landing if it is
use.
considered safe.
Initiated by intercepted aircraft
Series Intercepted aircraft Meaning Intercepting aircraft Meaning

Day or night. If it is desired to
Day or night. Raising landing gear, land the aircraft at an alternate
flashing the landing lights and aerodrome, the intercepting Understood.
passing over the runway in use at an aircraft raises its landing gear and Follow me.
altitude between 1 000 and 2 000 ft proceeds with series 1 signals for
and continuously to circle the Aerodrome you intercepting aircraft.
4 runway in use have designated
is inadequate. Day or night. If it is decided to
release the intercepted aircraft, the
If unable to flash landing lights flash intercepting aircraft raises its Understood. You
any other lights available. landing gear and proceeds with may proceed
series 2 signals for intercepting
aircraft.
Day or night. Regular switching on
Day or night. The intercepting
and off all available lights in a I can not
5 aircraft uses series 2 signals for Understood.
manner that is distinct from flashing comply.
intercepting aircraft.
lights.
Day or night. The intercepting
Day or night. Irregular flashing of all
6 I am in distress. aircraft uses series 2 signals for Understood.
available lights.
intercepting aircraft.
Chicago Convention
52 signatories states has to abide
Article 1: Every state has complete and exclusive sovereignty over airspace above its territory.
Article 5: The aircraft of states, other than scheduled international air services, have the right to make flights
across state's territories and to make stops without obtaining prior permission. However, the state may require
the aircraft to make a landing.
Article 6: (Scheduled air services) No scheduled international air service may be operated over or into the
territory of a contracting State, except with the special permission or other authorization of that State.
Article 10: (Landing at customs airports): The state can require that landing to be at a designated customs
airport and similarly departure from the territory can be required to be from a designated customs airport.
Article 12: Each state shall keep its own rules of the air as uniform as possible with those established under
the convention, the duty to ensure compliance with these rules rests with the contracting state.
Article 13: (Entry and Clearance Regulations) A state's laws and regulations regarding the admission and
departure of passengers, crew or cargo from aircraft shall be complied with on arrival, upon departure and
whilst within the territory of that state.
Article 16: The authorities of each state shall have the right to search the aircraft of other states on landing or
departure, without unreasonable delay...
Article 24: Aircraft flying to, from or across, the territory of a state shall be admitted temporarily free of duty.
Fuel, Oil, spare parts, regular equipment and aircraft stores retained on board are also exempt custom duty,
inspection fees or similar charges.
Article 29: Before an international flight, the pilot in command must ensure that the aircraft is airworthy, duly
registered and that the relevant certificates are on board the aircraft. The required documents are:
• Certificate of Registration • Journey Logbook
• Certificate of Airworthiness • Radio Licence
• Pax names, place of boarding and destination • Cargo manifest
• Crew licences
Article 32: the pilot and crew of every aircraft engaged in international aviation must have certificates of
competency and licences issued or validated by the state in which the aircraft is registered.
Article 33: (Recognition of Certificates and Licences) Certificates of Airworthiness, certificates of
competency and licences issued or validated by the state in which the aircraft is registered, shall be recognised
as valid by other states. The requirements for issue of those Certificates or Airworthiness, certificates of
competency or licences must be equal to or above the minimum standards established by the Convention.
Article 40: No aircraft or personnel with endorsed licenses or certificate will engage in international
navigation except with the permission of the state or states whose territory is entered. Any license holder who
does not satisfy international standard relating to that license or certificate shall have attached to or endorsed
on that license information regarding the particulars in which he does not satisfy those standards".
Annexes
•Annex 1 – Personnel Licensing Investigation
•Annex 2 – Rules of the Air •Annex 14 – Aerodromes
•Annex 3 – Meteorological Service for International •Annex 15 – Aeronautical Information Services
Air Navigation •Annex 17 – Security: Safeguarding International
•Annex 8 – Airworthiness of Aircraft Civil Aviation Against Acts of Unlawful Interference
•Annex 10 – Aeronautical Telecommunications •Annex 18 – The Safe Transport of Dangerous Goods
•Annex 13 – Aircraft Accident and Incident by Air
HPL
First aid → is the immediate and temporary care given to a casualty until the services of a doctor or
paramedic can be obtained.
CARE → Confident and calm, Alert, Resourceful, Efficient and empathy
3P → preserve life, prevent complications, promote recovery
DRABCD → Danger
Response Adult Child Infant
Airway
Breathing Breathing 16-20 20-24 24-28
Circulation rate breaths/min breaths/min breaths/min
Defribillation Pulse rate 60-80 bpm 80-100 bpm 100-120 bpm
Problem Indications Treatment

Pale face, nausea, cold sweat Loosen cloth, lean forward, open
Fainting
air vents
Pale face, dizzy, sweating, shivering Oxygen, loosen clothes, lie down,
Shock (loss of blood)
do not give anything by mouth
Severe chest pain, pain in the arms, DRABCD, oxygen at hi flow, seat
Heart attack
cyanosed, sweating back reclined, monitor vitals
Headache, red face, blurred vision, Oxygen, loosen clothes, lie down
Stroke slurred speech, paralysis in one side, with head slightly raised, monitor
disoriented vitals
Difficult speech, cyanosis, coughing, DRABCD, loosen clothes,
Asthma
wheezing sound of breathing oxygen, inhale asthma pump
Hyperglycaemia (lack Dry, warm face, sweet fruity breath, Insulin injections
of insulin) rapid weak pulse, vomiting
Hypoglycaemia (lack Pale face, sweating, shivering, anxiety Offer sweet drink, monitor
of sugar)
dizzy feeling Flushed face, tingling Breath in and hold or breath in a
Hyperventilation
sensation in face and limbs, cramp in paper bag. Calm down
(shortage of CO2 in
hands and feet, visual disturbances, emotionally and reduce rate of
the blood)
muscular spasms breathing
Impaired judgement, cyanosis, OXYGEN !
Hypoxia
euphoria, fatigue
Decompression sickness (do not fly for 24 hours after diving below 30 ft – 12 hours if less than
30 ft)
the BENDS Pressure pain in and around joints
(in the joints)
Pain and symptons should be
The choke Blockage of pulmonary blood vessels relieved after aircraft descent
(in the lungs) with burning pain avoid exercise
The creeps Warm/cold feeling, intense irritation of keep affected area immobile
(under the skin) skin provide first aid for shock
Visual disturbances, headaches,
The staggers
difficulty in walking
A320 Systems
Circuit breakers → green CB = monitored by ECAM. CBs on the overhead paner are associated
with systems that can be powered while in the EMER ELEC.
Fuel pumps CBs and the 4 red WTB on the aft panel should never be cycled or reset by the
crew
IR on Bat →one or more ADIRU is on the ships battery. ADIRU 2 and 3 will remain on battery for
5 minutes. ADIRU 1 will remain on battery till until generator power can be restored or
batteries fail.
IR provides ADR provides
F → flight path vector B → baro ALTitude

A → airplane position O → overspeed warning
T → track A → AOA
T → temperature
H → heading S → speed/mach
A → attitude
A → acceleration
G → ground speed
STBY instruments→ADR 3 feeds stby instruments. ALL ADR fault is a paper checklist which
states: FLY THE GREEN (BUSS installed). For BUSS to be available, all ADR must be off or
faulty. Speed info will be provided by the AOA sensor while altitude (less the last 2 digits) will
be available on PFD via GPS (GPS altitude is higher because it displays density altitude.
Errors will be negligible (about 10%) below 10,000 ft. Altitude displayed will be HIGHER
than normal indicated ALT in most cases (OAT > ISA)
IR 1+2+3 Fault → NO ECAM, but there is status and landing distance procedure to apply.
IR FAULT flashing → IR may be recovered in ATT mode. If the light is steady, the platform is not
recoverable
Auto brake → ABRK low → 4 seconds delay, deceleration rate is 1.8 m/s2
ABRK med → 2 seconds delay, deceleration rate is 3.0 m/s2
SRS → Speed reference system, controls pitch mode to keep the aircraft at a speed defined by the
SRS guidance law. Available from TOGA or FLX/MCT setting on the thrust levers (in the
presence of V2 in PERF page, slats extended, acft on ground for at least 30 sec) to ACC ALT
or ALT CST* or if the crew engages another vertical mode.
Data lock → When the aircraft reaches 700 feet RA with APPR mode (LOC and GIS) armed or
engaged, the ILS freq and course are frozen in the receiver. Any attempt to change the ILS
frequency or CRS, via the MCDU or RMP, does not affect the receiver. If the speed is
managed, the system does not accept any modifications the flight crew may enter on the PERF
APPR page (surface wind, selected landing configuration, or VAPP) for speed guidance
purposes below this altitude. When the aircraft reaches 400 feet RA, LAND mode engages.
The flight crew can only disengage this mode by engaging the GO AROUND mode.
A320 Normal Law
Flight controls are electrically controlled and hydraulically actuated (except for mechanical backup,
where rudder and stabilizer may be mechanically controlled)
Protection Normal Law Alternate law Direct law

Load factor +2.5G to -1G clean configuration
Similar to normal law Not available
limitation: +2G to 0 for other configurations
Pitch 30º nose up conf 0 to 3
attitude 25º nose up in conf FULL Not available Not available
protection: 15º nose down
High angle Low speed stability is avble

AOA proportional to sidestick deflection for all configurations, (5 to
of attack (on α prot range) 10 kt above stall warn.speed.
Stall warning
protection NO α floor protection
High speed Overspeed warning Overspeed warning
Activated at or above VMO/MMO.
protection available. available.
SPEED SPEED SPEED. Comes up
before alpha floor, available with config
Low energy
> 1. Takes in account acft conf, Not available Not available
warning horizontal deceleration rate and flight
path angle
Positive spiral stability for bank angles
above 33º (returns to 33º)
Up to 33º → maintain bank
Bank angle No yaw damping and no turn
It won't go beyond 67º (45º if AOA Not available
protection coordination
protection is active, 40º if hi-spd
protection is active – in this case is
positive spiral stability is from 0º)
LAF
(load Alleviate wing structure loads. Available
Not available Not available
alleviation with clean configuration
function)
Flight control computers → SEC → normally controls the
spoilers (SEC 1 controls 2 for
speed brake and roll)
Spoilers 5 = ground spoilers,
4 (outboard) = roll,
3(middle)=speed brake
ELAC 1, SEC 1 and FAC 1 are
powered from ESS bus
FAC 1 (primary) and FAC 2 (stby) →
rudder and yaw damping, flight
envelope and speed protection,
windshear protection
One single computer failure =
NORMAL LAW. Dual failure =
ALTERNATE law
SFCC 1= slats, SFCC 2 = flaps. If
one fails, the other takes over,
however, flaps and slats will
operate at half speed
FCDC= flight control data
concentrator (send data from ELAC
and SEC to EIS + CFDS (centralized
fault display system),
Speed brake inhibited
S → SEC 1 and 3 fault
A → AOA protection active
ELAC 1 → normally controls the F → full flaps
ailerons E → elevator fault
ELAC 2 → normally controls the
elevators and horizontal
stabilizer
Electrical system
AC system (3 phase, 115/200 V, 400 Hz)
1. 2 Engine → IDG → eng. driven generators (90 kva each)→ GCU (gen. Ctrl unit) → AC busses
2. 1 APU → APU generator (90 kva) → GAPCU (ground and aux. Power control unit) → AC busses
3. Ext. power → GAPCU → AC busses
4. EMERG generator (5 kva) (blue hyd) → GCU → AC essential bus
5. Battery 1 → static inverter (1 kva) → (part of) AC essential bus
DC system → 28 VDC
1. AC busses → TR 1, TR 2 → DC busses (200 A max)

2. EMER gen → ESS TR → DC essential bus
3. Batteries 1 & 2 (23 Ah) → hot battery busses
Priority
• GEN 1/GEN 2 → APU → ext. pwr (ext pwr have priority over APU when EXT PWR pb pushed)
• One engine gen, the APU or ext power can supply the entire network
• Generators cannot be connected in paralel
Hydraulic system
The aircraft has three continuously operating hydraulic systems (blue, green and yellow). Each system has its
own reservoir. Normal operating pressure is 3000 PSI (2500 PSI when powered by RAT). Hydraulic fluid
cannot be transferred from one system to another.
• Green pump driven by engine 1

• Blue pump is electrical. A pump driven by the RAT pressurize the system in emergency
• Yellow system has one engine driven (eng 2) pump, an electrical pump and a hand pump to
operate cargo doors in case no electricity is available.
• PTU (power transfer unit) automatically comes on when differential pressure between green and
yellow system is greater than 500 PSI.
• RAT deploys automatically if AC BUS 1 and 2 are lost
• Priority valves cut off hydraulic power to heavy load users if hydraulic pressure in a system gets low
• Accumulators maintain constant pressure by covering demands during normal operation
Limitations
General
Flight maneuvering load acceleration limits
• Clean configuration........................................................................-1 g to +2.5 g
• Not Clean ......................................................................................0 g to +2.0 g
Weight limitations
• Maximum taxi weight 1.................................................................75900 kg
• Maximum TO weight 1..................................................................75500 kg
• Maximum taxi weight 2.................................................................73900 kg
• Maximum TO weight 2..................................................................73500 kg
• Maximum landing weight..............................................................66000 kg
• Maximum ZFW.............................................................................62500 kg
• Minimum weight............................................................................37230 kg
Environmental envelope
• Maximum flight altitude................................................................39800 ft
• Maximum runway altitude.............................................................9200 ft
• Minimum runway altitude.............................................................-2000 ft
• Runway slope.................................................................................+/- 2%
• Nominal runway width..................................................................45 m
• Max demonstrated crosswind........................................................38 kt
• Maximum tailwind (for TO & ldg)................................................15 kt
• Maximum wind for pax door operation.........................................65 kt
• Maximum wind for cargo door operation......................................40 kt (50 kt if acft nose into the wind)
• Max x-wind for rwy damp or wet..................................................38 kt
• Max x-wind for rwy contaminated (3mm of water/slush/snow).. .29 kt
• Max x-wind for rwy slippery when wet.........................................25 kt
• Max x-wind for rwy w/ more than 3mm of water or slush............20 kt
• Max x-wind for rwy w/ ice (cold and dry).....................................15 kt
• Takeoff not recommended on the following runway conditions:
• wet ice / water on top of compacted snow / snow over ice
Maximum speeds
• Flaps 1............................................................................................230 kt
• Flaps 1+F.......................................................................................215 kt
• Flaps 2............................................................................................200 kt
• Flaps 3............................................................................................185 kt
• Flaps full........................................................................................177 kt
• Gear extended (VLE).....................................................................280 kt/M 0.67
• Gear extension (VLO extension)...................................................250 kt
• Gear retraction (VLO retraction)...................................................220 kt
• Maximum altitude to extend gear..................................................25000 ft
• Maximum tyre speed.....................................................................195 kt
• Max wiper speed............................................................................230 kt
• Cockpit window open....................................................................200 kt
• Taxi speed: taxi weight > 76000 kg...............................................max 20 kt in a turn
Air Conditioning and pressurization

• Ram air inlet...................................................................................diff pressure < 1 PSI
• Do not use A/C from packs and LP ground unit simultaneously
• Airflow from ground cart < 1.2 kg/s
• Do not use HP ground unit together with APU bleed aircraft's
Cabin pressure
• Maximum positive differential pressure........................................9.0 PSI
• Maximum negative differential pressure.......................................-1.0 PSI
• Safety relief valve setting..............................................................8.6 PSI
Avionics ventilation
• On ground, electric power supply with avionics ventilation system in normal conf, max for:
◦ OAT = 49 ºC → no limitation ◦ OAT = 60 ºC → max 1 hours
◦ OAT = 55 ºC → max 2 hours ◦ OAT = 64 ºC → max ½ hours
Autopilot function
• Min height for AP on TO with SRS mode.....................................100 ft
• Straight-in NPA..............................................................................MDA
• Straight-in LNAV/VNAV app........................................................DA
• Circling..........................................................................................MDA -100 ft
• ILS (without CAT2 or CAT3 displayed)........................................160 ft AGL
• PAR approach................................................................................250 ft AGL
• Go-around......................................................................................100 ft AGL
• All other phases.............................................................................500 ft AGL
• OPEN DES or DES mode not allowed for approach unless FCU altitude is set to MDA or
500 ft, whichever is higher
• Autothrust use approved with or without AP/FD in selected or managed mode
Takeoff in GPS primary
• For certain airpots where the difference between the local coordinates system and WGS 84 is
not negligible, incorrect NAV guidance may occur. Deselect GPS for TO from these airports
ILS CAT2
• Minimum DH.................................................................................100 ft
• At least on AP in APPR mode and CAT2, CAT3 SINGLE or CAT3 DUAL must be displayed on FMA
• Maximum winds (head/xwind/tail)........................................................ 30/20/10 kt
Engine Out
CAT II or CAT III fail passive autoland are only approved in configuration FULL, and if engine-out
procedures are completed before reaching 1,000 ft on approach.
Autoland
• CAT2 and CAT3 autolands are approved in conf 3 or full
• Autoland demonstrated:
◦ with CAT2 and CAT3 ILS beams ◦ a or below MLW
◦ slope angle from -2.5º to -3.15º ◦ Vapp = VLS + wind correction
◦ airport elevation at or below 2500 ft
• NOT allowed below -1000 ft pressure altitude
• Rollout approved on dry and wet runways, but not demonstrated in snow or ice covered rwys.
• Autoland not approved in Johannesburg 03R/21L runways
Electrical
• MAX continuous load per generator.............................................100% (90 kva)
• MAX continuous load per TR........................................................200 A
Flaps and slats

• Maximum altitude with flaps and/or slats extended is 20000 ft
Fuel
Maximum imbalance
Inner tanks (outer tanks balanced)

Heavier tank Maximum allowed imbalance
Full 1500 kg
4300 kg 1600 kg
2250 kg 2250 kg
Outer tanks
Maximum allowed imbalance 690 kg
• Minimum fuel quantity for takeoff................................................1500 kg

• WING TK LO LVL warning must NOT be displayed on ECAM for takeoff
• Tanks must be emptied: center tank first then wing tanks
• Takeoff on center tank is prohibited
• Minimum temperature (JET A1)....................................................-43 ºC

• Maximum temperature (JET A1)...................................................54 ºC
Hydraulic
• Normal operating pressure.............................................................3000 PSI +/- 200
Brakes and landing gear

• Maximum brake temperature for takeoff.......................................300 ºC
• Taxi with deflated tyres: one tire on one or more gears.................max 7 kt on turns
• Taxi with deflated tyres: two tires on same gear............................max 3 kt on turns, max 30º
steering
• Nose wheel steering

• Nose wheel steering max angle.....................................................75º
• Nose wheel steering angle for pushback........................................95º
• Towbarless pushback.....................................................................85º
Navigation
Inertial Reference System
• Ground alignment demonstrated between 73º north and south
• NAV mode prohibited: depends on MSN and magnetic variation table
EGPWS
• Acft navigation not to be predicated on the use of terrain display
• Database do NOT take in account man made obstacles
• Predictive function should be inhibited when acft is less than 15 NM from airfield where
runways are not incorporated in the database
ISIS
• If both PFD are lost, ISIS bug function must not be used
Cockpit Fixed Oxygen System

Minimum flight crew oxygen pressure
Ref. Temperature (ºC) -10 0 10 20 30 40 50
Min. 2 crewmembers 468 486 504 522 540 558 576
bottle 2 crewmembers + 1 obs 606 629 652 675 698 721 744
pressure
(PSI) 2 crewmembers + 2 obs 759 788 817 846 875 904 933
• Ref. Temperature on ground = (OAT + cockpit temp) / 2
• Ref. Temperature in flight = CAB temp - 10 ºC
• Min. bottle pressure to take in account:
◦ preflight checks
◦ use of oxygen when only one crewmember is in the cockpit
◦ unusable quantity
◦ normal system leakage
AND
◦ protection after loss of cabin pressure, regulator on NORMAL
▪ emer descent → all crewmembers for 13 min
▪ cruise at FL100 → 2 crewmembers for 107 min
◦ or
▪ protection in case of smoke, 100% OXY → all crewmembers for 15 min at CAB ALT
of 8000 ft
APU
• LOW OIL LEVEL on ECAM advisory.........................................maintenance needed after 10
h of APU operation
• Starter duty cycle...........................................................................3 attempts, 60', 3 attempts
• Rotor speed....................................................................................max 107%
• EGT max........................................................................................675 ºC
• Maximum for start (below 35000 ft).............................................1090 ºC
• Maximum for start (above 35000 ft)..............................................1120 ºC
• BLEED+ELEC..............................................................................max 22500 ft
• ELEC only.....................................................................................up to 39800 ft
• APU battery restart limit................................................................25000 ft
Power Plant
Thrust setting/EGT limits
Operating Condition Time limit EGT limit Note

5 min
Takeoff and go-around 950 ºC
10 min In case of engine failure
MCT Unlimited 915 ºC
Starting 725 ºC
Oil
• Max continuous temperature.........................................................140 ºC
• Max transient temperature (15 min)..............................................155 ºC
• Minimum starting temperature......................................................-40 ºC
• Minimum temperature for takeoff.................................................-10 ºC
• Minimum oil quantity....................................................................9.5 qt + 0.5 qt/hour
RPM
• N1 max...........................................................................................104%
• N2 max...........................................................................................105%
Starter
• 4 consecutive cycles of 2 min, followed by a pause of 20 sec. After the 4 th attempt: 15 cooling
(2-20, 2-20, 2-20, 2-15 min)
• No running engagement of starter with N2 > 20%
Reverse thrust
• not permitted in flight
• not permitted to back up the aircraft
• maximum reverse should not be used below 70 kt
Reduced takeoff thrust
• Thrust reduction must not exceed 30% (or 25%) of full rated takeoff thrust. Flex temperature
cannot be higher than ISA + 70 ºC (or ISA + 53 ºC)
• Not permitted on contaminated runways
• Assumed temperature cannot be lower than flat rate or OAT
Rate of descent limits (AirAsia OM-A 8.3.1.11.3)

Altitude above terrain Maximum rate of descent
5,000 ft 2,000 fpm
4,000 ft 1,500 fpm
3,000 and below 1,000 fpm
Stabilized criteria
At 1,000 ft AAL (IFR app) or 500 ft AAL (visual app)
1. Acft on correct flight path 6. sink rate no greater than 1,000 fpm
2. gear down, flaps at landing configuration 7. no more than 1 dot deviation on LOC or GS
3. speedbrakes retracted and spoilers armed 8. on NPA, less than 5º deviation from inbound
4. approach speed no more than Vapp “bug course
speed” + 15 kt 9. visual approach segment, less than full high
5. engines spooled up or full low indication
EMERGENCY DESCENT
1) announce: “Emergency descent !” → Advise cabin crew via PA
2) masks ON → communication established
3) signs ON
4) DESCEND:
1. TURN ALT and PULL
2. TURN HDG and PULL
3. PULL SPD
4. THR levers (check FMA idle or set idle)
5. SPD BRK full
5) request to insert 15 NM X-TRK on FMGS
6) stabilized on descend, ECAM ACTIONS
TCAS
1) TA: “Traffic, traffic” = “TCAS, I have control !”
2) TCAS RA
1) Announce: “TCAS ! AP OFF, FD OFF !”
2) AP OFF
3) FD OFF
4) follow the green, positively, not agressively
5) notify ATC: “XXXX control, Asian Express XXX, TCAS RA !”
WINDSHEAR
1) announce: “Windshear, TOGA !!!”
2) THR levers to TOGA detent
3) follow SRS orders
4) DO NOT change configuration !
5) maneuver is complete when back to normal (speed increases, safe altitude and wind
condition normalizes)
Note: SA → if passing 1,000 ft on approach and parameters go wild, consider
windshear and apply procedure, even without any warning triggered.
GPWS
1) SA → look for indications of terrain proximity. Ask ATC about safe altitudes. Request
F/O to check MSA and climb MINIMUM to MSA !!!
2) announce: “PULL UP, TOGA !”
3) AP off
4) pitch: PULL UP (sidestick full back)
5) THR levers → TOGA detent
6) speedbrakes retracted
7) bank → wings level
LOSS OF BRAKING
1) if autobrake ON: brake pedals → press
2) if no braking, announce: “LOSS OF BRAKING !”
1. reverser → maximum
2. brake pedals → release
3. request ANTISKID & NOSE WHEEL STEERING → OFF
4. brake pedals → press (max 1,000 PSI)
3) if still no braking: parking brake → short and successive applications
FLT CTL
1) If slats/flaps jammed, immediately pull speed !
ENG OUT during cruise
1) THR MCT + A/THR OFF
2) assess the situation. If OBSTACLE (driftdown) or STANDARD strategy (M 0.78/300
kt)
BOMB ON BOARD
1) if noticed during climb, STOP climbing !
LOSS OF ELECTRICAL SUPPLY DURING ENG START
1) abort engine start
UNRELIABLE SPEED INDICATION
1) AP OFF
2) FD OFF
3) PITCH/THRUST:
1. below THR RED ALT → 15º/TOGA
2. from THR RED ALT to FL100 → 10º/CLB
3. above FL100 → 5º/CLB
4) flaps → maintain CONF
5) speedbrakes → check retracted
6) landing gear → UP
When above MSA or circuit altitude, level off for troubleshooting
Interview
Introduce yourself briefly.
I'm Aurelio, 41, I'm brazilian …. Married, one 14 years old boy. I've been flying commercially for 15 years, I'm
a captain for the last 3 years. I like diving, hiking and bike riding, as well as watching movies with my family. I
also like technology, gadgets and photography.
Hard working, enthusiast, honest and responsible. I always try to see the bright side of everything. I love to be
among friends and family... and I talk too much
Tell us about your family?

They are above all things. I married my wife almost 20 years ago and we'll be together for good. She's the
most attentive and caring person I ever met, she supports me and my son in everything. My son has inherited
all this attributes from his mom, and he is probably my best friend.
Does your wife approve your job in Qatar?

100%
Why Qatar Airways?

We've lived in ME for 3 years and all of us enjoyed the time. My wife and I decided that we were reaching a
point we should give the next step forward, planning the future. Qatar Airways is one of the most successful
companies in these days and is able to provide us the stability we are looking for: a good package, a firm and
steady job and career possibilities. In addition, we have lots of friends living here.
What do you know about Qatar Airways?

Qatar Airways (QR) → established in 1993, is the state's flag carrier. Own 50% by Qatar government and the
rest by private investors. CEO is Akbar Al-Baker.
17,000 employees (+13,000 on subsidiaries)
Fleet →
On Order
A320/321/319 A330 A340 B777 B787 A380 Challenger/Global Total
(777/787/350/320Neo)
45 42 4 35 6 1 (2014) 6 139 >240
Destinations → all over the world

Americas Africa Europe Middle East Asia Oceania
Sao Paulo Cape Town London Salala Mumbai Perth
Buenos Aires Lagos Manchester Sana Chennai Melbourne
Houston Alexandria Madrid Riyadh Delhi
Miami Cairo Milan Jeddah Kuala Lumpur
Washington Casablanca Geneva Kuwait Singapore
Chicago Nairobi Zurich Dubai Bangkok
NYC Paris Abu Dhabi Hanoi
Montreal Berlin Tehran Ghuangzou
Muscat HKG
Tokio
Moscow
Jakarta
1993 → one airplane wet leased (767) 2007 → ordered 60 B787

1997 → first own acft (A300) 2009 → first revenue flight with natural gas (A340)
1999 → first A320 2012 → first flight w/ 787
2002 → withdrew from GF 2013 → joined Oneworld
2007 → launch customer of A350 (80 orders)
Oneworld → founded in 1999, about 3,300 acft. Some members: AA, British, Cathay, MAS, JAL, Lan, TAM,
Qantas.
Natural gas → option to kerosene due increasing prices. Qatar is the largest exporter of natural gas, would be
a good profit maker, however, some experts say it's not viable due expensive production process.
The Oryx fly green → (oryx = a species of antelope, big horns, vulnerable species)
• fuel optimisation (reduced acft weight, more economical routes, T/O and LDG procedures, on gnd acft
power options),
• environmental protection → reduce, recycle, reuse
• NDIA (new Doha international airport) → partly over the sea. Hub of QR, A380 ready, state-of-art
facilities, hi levels of service, accommodate the needs of 50 years and beyond. Energy efficient. Set
to open april 2014 (fully operational in 2015). Soft launch january 2014
What do you expect from Qatar Airways?

I hope the company continue expanding as planned and offer me a chance to grow in my career. I hope this is
the company in which I will retire.
What can you bring to the company?

I can bring my humble experience and all my hard work and team spirit. You may expect my best to comply
with company standards and rules
How long time do you need to notify your company?

3 months
Do you currently have a bond with your company?

Yes. Around 22k USD
Why should we hire you instead of other applicants?

I can't tell about the other candidates, but I believe I have all the qualities you're looking for and I will commit
100% to achieve your expectations. So far I have no complaints from my previous employers and that's what I
intend to maintain.
Why do you wan to leave your current job?

The company I work for is well known and an excellent place to work for. However, I believe that I'm a bit far
from my ultimate goal, which is to fly a widebody in a large carrier, which is something I may not get there due
political choices. Also, my family and I miss the chance to visit our fiends and family in our home country,
something that Qatar can offer us.
Tell us 10 good/bad things about you?

Bad Good
• I tend to be perfectionist • like doing friends
• I talk too much (some people don't like) • I love to learn and teach
• I don't like incompetence • I'm very reliable, always on time
• • Resourceful
• •
What makes a good/bad Captain/First Officer? Why

1. good CRM. Must know how to interact with people, how to communicate, promote a nice and open
working environment, and think safety is paramount
2. good airmanship. Not a simple measure of skill and technique, but also a measurement of the pilot's
awareness of the aircraft, the environment, and his/hers own capabilities and limitations
3. knowledgeable. Must know the aircraft systems and limits, as well as company's rules and
procedures. Important to know where to find the information whenever necessary
4. good listener. Not only know when and what to listen, but also how to filter and use colleagues inputs
5. must be a leader. Leadership defined by his/her attitude rather than rank
Have you flown with a demanding Captain? Give an Example

I remember my very first training flight when I was upgrading to captain. I was away from flying for almost 8
months (previous company shutdown ops, work permit delays) and I was starting in a new airplane, in a new
position, new company, new culture and flying to new destinations. On top of that, a bit nervous (I knew
beforehand the TRI's behaviour). I was lagging a bit behind the aircraft and a bit confused with ATC accent.
The TRI did not bother with that and kept pushing me with paperwork and questions and demanding
efficiency. Although I had prepared for the flight, I thought he was unfair, after all, was my first flight. It was
conducted safely, but apparently I didn't meet his standards. The second sector was flown by him, I monitored
and fought my own instincts and tried to learn as much was possible from the situation. The third sector was a
challenging one: KUL-SIN, a short sector with less than perfect weather to a busy new destination. He asked
me if I was ready to fly it and I had to reassure myself, so I did it, and did it nicely. He congratulated me and
told me I showed a great improvement, just to make my life miserable again in the 4 th and last sector. A couple
of weeks later, when I finished my training, we were talking over a coffee and he apologized for that flight and
admitted he was expecting too much and also admitted I was his first student captain (he was only training
F/Os till that time). He was demoted a couple months later due attitude problems.
Give us an example you gave positive feedback to the crew and why?
Some time ago one of our most profitable and busiest destination (BKI) had a power outage which lasted for
about 3 days. Power was going on and off frequently and all flights experiencing huge delays (and many
flights being cancelled). BKI is a tourist destination and many travellers plans were disrupted. My crew and I
were caught amidst this situation, flying there in a time everything should be working, although delays could
be expected. Sure enough we experienced another power surge while on ground, which lasted for almost 2
hours and complicating the whole situation even further. We had a flight full of passengers which were
boarding when that happened. Instead of sending them back to the lounge, we decided to keep them onboard
where they would at least enjoy the A/C. Lots of them were angry with the situation, but my crew and I were
able to provide a bit of relief, keeping them posted on the situation and also serving them some refreshments.
The SFA had the idea to serve water and other drinks for free, which I approved. Our duty limit was
jeopardized, but I inquired each one of them and we decided to continue the flight to the limit of our FDP and
extension. We finally made out of there, landed home safely and tired, but happy for helping 180 passengers
make their destinations. I invited all of them for a coffee before we left home where I thanked them for the
professionalism and recommended an appreciation letter on the voyage report. Later that week our CEO
acknowledged our crew's effort as well as others, through email.
Give us an example when you had made a decision initially and then at the advice of somebody else
you changed that decision?
TRZ → Trichi, APU auto shutdown, try to restart it to the limit (3x, 1 hour) with no joy. Tried the GPU (3 of
them), no success. Tried GAPCU CB reset, nothing. I decided to deplane all pax through the right side (dead
engine) while running engine 1 (authorized by tower). Called MOC, talked to engineer, nothing helped. We got
clearance to board the pax with engines running, but not to refuel the acft (procedure which is available on
company manuals). Since we didn't have enough fuel not even to reach an alternate airfield where we might
have a good GPU and we were more than one hour on ground, I was about to shutdown the remaining engine
and cancel the flight when the engineer alerted me we could try another APU start, which, voilá, worked. We
proceeded with refuelling and continued the flight, with a huge delay, but arrived safely home.
Give us an example where you had to adapt to somebody's work rules?

Or
Have you ever flown with a captain who was not following SOPs? What did you do? Why?
In a previous company I worked for, I use to fly with a couple of captains who, although very skilled, didn't
care too much for SOPs, so, it was common to take-off or to land without doing a proper briefing. Instead of
challenging them and knowing their attitudes, I preferred to do a mental self briefing every time and stick as
much as possible to the SOP and limits.
Give an example when you had to go outside of SOPs. What did you do? Why? Do you think it was the
good choice?
Give us an example where you disagreed with a decision?

It happened a couple of times where FO was operating, not stabilized on approach and asked him what was
his intention, he replied he would continue because he was visual and then visual approach minima would
apply. I told them to discontinue the approach because we were not doing a visual approach, although VMC.
What will change in your life when you will join?

I'll be very motivated to learn new things and review so many things I already know. I'm excited with the
opportunities that await for me. It's an upgrade and I'll have the chance to improve myself as a professional
and person.
In which aircraft do you see yourself? Why?

So far, I see myself flying the A320, which is an amazing machine and I'm comfortable with. My goal in life is
to become a widebody captain, and any of Qatar's fleet aircraft will make me happy, but I have a special wish
which is to fly the A350. It's a whole new aircraft, bringing new technologies and new challenges.
Give us an example where politely but forcefully had to tell somebody to do something?
It's common, flying with junior FOs, to see them making some mistakes or avoiding to step out their comfort
zone, either jeopardizing safety or efficiency. What I always try to do is to question them if that is the best
approach to the issue, or if they can do that a bit different. Example: ATC cut you short, you're fast and high, I
first try to make them realize the situation and what to do to correct it, if it gets to the point that we might loose
the approach, I suggest politely to drop the landing gear and start configuring the aircraft.
Any time a Captain or First Officer didn't agree with you?
Have you had someone to misinterpreting you? Give an Example
State your company procedure for a given emergency situation? What do you think about it? What
would you change?
Have you ever faced an emergency or abnormal situation in flight? What did you do? Why?
Thanks God, only minor abnormals, like pack INOP, generator INOP, IR INOP. Everything I have to do was to
comply with the ECAM/checklists. Might mention bounced landing in KCH.
What cause you stress? How do you cope with it? Give an example when you were under stress?
What did you do? Why
What makes you angry? Give an example when you were angry. What did you do?
I don't get angry easily. I used to, when was a teenager. A lot of talking with friends and my dad made me
realize it wasn't healthy. I learned that people have limitations, sometimes lower than what I expect, and I
must understand and respect. So, I do get disappointed sometimes, but I cope with my instincts and try my
best not to demonstrate anger, which can be misunderstood by my colleagues, friends and colleagues.
In Qatar Airways there are many different cultures and religion. How will you cope with that?
It's the most common thing these days, working in a global environment. I'm used to work with people from
different religions and cultures, and rather than just respect them, I try to learn new things, when people are
open to that. In this way I fulfill my purpose of being a better person, more knowledgeable. Regarding the
differences in religion, I learned that in college, had the chance to apply it from 6 years ago and so far haven't
had any problems with that.
What your colleagues would say about you?

They will probably say I'm very helpful and responsible, and also a “family guy”.
It is possible that you will not be on the fleet that you requested. Is that a problem for you?
Not at all.
–
On take off and while on high speed you realize your tires are deflated. What do you do? and how
does it affect the breaking performance?
If tyre is deflated only, before V1, reject the TO. Breaking performance will decrease. After V1, continue the
TO, burn fuel to decrease landing weight and return for landing with slowest possible speed. If the TO field is
too short, you may elect going to an alternate airport with longer runway or even to your destination, provided
you're sure the tyre is only deflated, not burst (due L/G retraction)
If tyre had burst within 20 kt of V1, unless debris of it cause engine parameters fluctuations, is better to get
airborne, lower the weight and return for a landing with full runway available.
Circling approach:
The circling area which ensures obstacle clearance is based on a maximum speed of 180 kt for Category C
aircraft (ICAO PANS-OPS and JAR OPS). Maintaining F speed during the circling procedure ensures that the
aircraft remains within the safe circling area.
1. Select STAR and approach procedure. Set F speed on FAF (circling is done with conf 3 and gear
down)
2. Waypoints maybe inserted to help fly the circling, but cannot be flown in NAV mode
3. Select the opposite runway on secondary flight plan
4. Check which side will be used. Select PF according to the side. Example: left turns, PF = CM1
(except where SOPs mandate different)
5. Shoot the approach, level off at circling MDA. If not visual, go-around
6. If VMC, turn 45º, fly for 30 sec
7. Fly the downwind leg, always visual with terrain and airfield
8. Activate SEC fpln (at the latest, to keep the GA procedure available in case of IMC)
9. Time abeam THR (3 sec/100 ft)
10. Turn base, set landing flaps, AP off, FD off.
11. If visual reference is lost, turn into the runway climbing and perform the original GA. If happens after
SEC FPLN selection, fly the GA selected (raw data)
If you have a bomb in the airplane what do you do?

• Stop climbing on discovery.
• If possible, land and evacuate in 30 min.
• If not possible to land immediately:
◦ Avoid sharp maneuvers
◦ Select manual pressurization and maintain CAB ALT. If necessary, start descent to the CAB
altitude + 2500 ft (that will maintain ΔP = 1PSI, in case of blast the debris will go outwards the
cabin)
◦ Notify ATC and company (7700)
◦ Page for EOD (explosive ordnance disposal). Only person familiar will be aware.
◦ Move the bomb to LRBL (The least risk bomb location for aircraft structure and systems is center
of the RH aft cabin door.). Do NOT open the bomb, do NOT cut any wires, secure the bomb
against slip and shock.
◦ Move passengers away from device
◦ Follow the company procedures (checklist)
What is the definition of safe take off distance?

I would say is a distance, within the rwy+cwy where you can attain the screen height at V2.
Or, TOD ≤ TODA and ASD ≤ ASDA
What are the five major elements in a emergency descent?

1. oxy masks and communications
2. announce descent
3. initiate descent (10k or 14k, 90º turn, speed accordingly [damage or not]). Speed brake
4. advise ATC – sqwack 7700
5. check pax oxy
What is MNPS Alt Limits?

FL285 to FL420 (check above)
Stabilized criteria
At 1,000 ft AAL (IFR app) or 500 ft AAL (visual app)

1. Acft on correct flight path
2. gear down, flaps at landing configuration
3. speedbrakes retracted and spoilers armed
4. approach speed no more than Vapp “bug speed” + 15 kt
5. engines spooled up
6. sink rate no greater than 1,000 fpm
7. no more than 1 dot deviation on LOC or GS
8. on NPA, less than 5º deviation from inbound course
9. visual approach segment, less than full high or full low indication
Procedures for missed approach 2 engine?

1. Select TOGA thrust while calling “go around, flaps”
2. set go around flaps
3. if single engine, apply rudder
4. check FMA (SRS, GA TRACK). SRS will command the highest of: IAS at the time of GA or Vapp,
limited by Vls + 25 or Vls + 15 (single-engine) until ACC ALT, where target speed increases to green
dot.
5. follow SRS commands on FD (if not available, 15º pitch, 12.5º if single engine))
Note: GA is a dynamic maneuver, that's why, if TRACK/FPA was selected, it will be replaced by FD
bars
6. at positive rate, gear up
7. select NAV, HDG or follow ATC instructions
8. climb to GA AROUND altitude
9. At THR RED ALT, bring thr levers to CLB (dual engine)
10. At ACC altitude (usually 1,500 AGL), push to level off if single engine, accelerate to green dot. Trend
arrow reaching green dot, OPEN CLB than THR levers MCT
Evasion maneuver for ground approximate?

If daylight, VMC, check for obstacles and consider the caution and need for evasion, at night, evasion
maneuver is mandatory
1. call “Terrain, TOGA“

2. AP off
3. pull up on the sidestick (full back)
4. THR levers TOGA
5. check speedbrakes retracted
6. wings level
7. when flight path is safe and no more warnings, accelerate
8. speed above Vls, clean up as required
Evasion maneuver for windshear? Limitations

If on TO, before V1, reject TO. After V1, follow SRS (or pitch 17.5º)
1. call “Windshear, TOGA“

2. Keep AP on
3. pull up on the sidestick (full back)
4. THR levers TOGA
5. DO NOT change configuration (even LG, because in case of ground contact, LG may reduce
damage)
6. when flight path is safe and no more warnings, accelerate
7. speed above Vls, clean up as required
Accident description – TC-JGE (TK 1951, 25 feb 2009)

• Last updated: 3 December 2013
• Status: Final
• Date: Wednesday 25 February 2009
• First flight: 2002-01-24 (7 years 1 months)
• Crew: Fatalities: 4 / Occupants: 7
• Passengers: Fatalities: 5 / Occupants: 128
• Airplane damage: Destroyed
• Location: 1,5 km (0.9 mls) S of Amsterdam-Schiphol International Airport (AMS)
• Departure airport: Istanbul-Atatürk International Airport (IST/LTBA), Turkey
• Destination airport: Amsterdam-Schiphol International Airport (AMS/EHAM), Netherlands
Narrative:
Turkish Airlines Flight TK1951, a Boeing 737-800, departed Istanbul-Atatürk International Airport (IST)
for a flight to Amsterdam-Schiphol International Airport (AMS), The Netherlands. The flight crew consisted of
three pilots: a line training captain who occupied the left seat, a first officer under line training in the right seat
and an additional first officer who occupied the flight deck jump seat. The first officer under line training was
the pilot flying. The en route part of the flight was uneventful.
The flight was descending for Schiphol and passed overhead Flevoland at about 8500 ft. At that time
the aural landing gear warning sounded.
The aircraft continued and was then directed by Air Traffic Control towards runway 18R for an ILS
approach and landing. The standard procedure for runway 18R prescribes that the aircraft is lined up at least
8 NM from the runway threshold at an altitude of 2000 feet. The glidepath is then approached and intercepted
from below. Lining up at a distance between 5 and 8 NM is allowed when permitted by ATC.
Flight 1951 was vectored for a line up at approximately 6 NM at an altitude of 2000 feet. The glide
slope was now approached from above.
The crew performed the approach with one of the two autopilot and autothrottle engaged.
The landing gear was selected down and flaps 15 were set. While descending through 1950 feet, the
radio altimeter value suddenly changed to -8 feet. And again the aural landing gear warning sounded.
This could be seen on the captain’s (left-hand) primary flight display. The first officer’s (right-hand)
primary flight display, by contrast, indicated the correct height, as provided by the right-hand system. The left
hand radio altimeter system, however, categorised the erroneous altitude reading as a correct one, and did
not record any error. In turn, this meant that it was the erroneous altitude reading that was used by various
aircraft systems, including the autothrottle. The crew were unaware of this, and could not have known about it.
The manuals for use during the flight did not contain any procedures for errors in the radio altimeter system.
In addition, the training that the pilots had undergone did not include any detailed system information that
would have allowed them to understand the significance of the problem.
When the aircraft started to follow the glidepath because of the incorrect altitude reading, the
autothrottle moved into the ‘retard flare’ mode. This mode is normally only activated in the final phase of the
landing, below 27 feet. This was possible because the other preconditions had also been met, including flaps
at (minimum) position 15. The thrust from both engines was accordingly reduced to a minimum value
(approach idle). This mode was shown on the primary flight displays as ‘RETARD’. However, the right-hand
autopilot, which was activated, was receiving the correct altitude from the right-hand radio altimeter system.
Thus the autopilot attempted to keep the aircraft flying on the glide path for as long as possible. This meant
that the aircraft’s nose continued to rise, creating an increasing angle of attack of the wings. This was
necessary in order to maintain the same lift as the airspeed reduced.
In the first instance, the pilots’ only indication that the autothrottle would no longer maintain the pre-
selected speed of 144 knots was the RETARD display. When the speed fell below this value at a height of 750
feet, they would have been able to see this on the airspeed indicator on the primary flight displays. When
subsequently, the airspeed reached 126 knots, the frame of the airspeed indicator also changed colour and
started to flash. The artificial horizon also showed that the nose attitude of the aircraft was becoming far too
high. The cockpit crew did not respond to these indications and warnings. The reduction in speed and
excessively high pitch attitude of the aircraft were not recognised until the approach to stall warning (stick
shaker) went off at an altitude of 460 feet.
The first officer responded immediately to the stick shaker by pushing the control column forward and
also pushing the throttle levers forward. The captain however, also responded to the stick shaker commencing
by taking over control. Assumingly the result of this was that the first officer’s selection of thrust was
interrupted. The result of this was that the autothrottle, which was not yet switched off, immediately pulled the
throttle levers back again to the position where the engines were not providing any significant thrust. Once the
captain had taken over control, the autothrottle was disconnected, but no thrust was selected at that point.
Nine seconds after the commencement of the first approach to stall warning, the throttle levers were pushed
fully forward, but at that point the aircraft had already stalled and the height remaining, of about 350 feet, was
insufficient for a recovery.
According to the last recorded data of the digital flight data recorder the aircraft was in a 22° ANU and
10° Left Wing Down (LWD) position at the moment of impact.
The airplane impacted farmland. The horizontal stabilizer and both main landing gear legs were
separated from the aircraft and located near the initial impact point. The left and right engines had detached
from the aircraft.
The aft fuselage, with vertical stabilizer, was broken circumferentially forward of the aft passenger
doors and had sustained significant damage. The fuselage had ruptured at the right side forward of the wings.
The forward fuselage section, which contained the cockpit and seat rows 1 to 7, had been significantly
disrupted. The rear fuselage section was broken circumferentially around row 28.
Weather reported about 09:40 UTC (10:40 local):

EHAM 250925Z 20010KT 4500 BR SCT007 BKN008 OVC010 04/03 Q1027 TEMPO 2500=
EHAM 250955Z 21010KT 4500 BR BKN007 OVC008 05/04 Q1027 TEMPO 2500=
The Dutch Safety Board has reached the following main conclusion:
During the accident flight, while executing the approach by means of the instrument landing system
with the right autopilot engaged, the left radio altimeter system showed an incorrect height of -8 feet on the left
primary flight display. This incorrect value of -8 feet resulted in activation of the ‘retard flare’ mode of the
autothrottle, whereby the thrust of both engines was reduced to a minimal value (approach idle) in preparation
for the last phase of the landing. Due to the approach heading and altitude provided to the crew by air traffic
control, the localizer signal was intercepted at 5.5 NM from the runway threshold with the result that the glide
slope had to be intercepted from above. This obscured the fact that the autothrottle had entered the retard
flare mode. In addition, it increased the crew’s workload. When the aircraft passed 1000 feet height, the
approach was not stabilised so the crew should have initiated a go around. The right autopilot (using data
from the right radio altimeter) followed the glide slope signal. As the airspeed continued to drop, the aircraft’s
pitch attitude kept increasing. The crew failed to recognise the airspeed decay and the pitch increase until the
moment the stick shaker was activated. Subsequently the approach to stall recovery procedure was not
executed properly, causing the aircraft to stall and crash.
My observations from the final report:
• PF = F/O in LFUS
• safety pilot fails to check speed
• AP2 coupled
• Inputs for A-THR from left RA, which was INOP (indicating -8 ft)
• conditions for RETARD mode:
◦ RA < 27 ft
◦ flaps >= 15º
• RA problem reported on DDG (dispatch deviation guide) which states AP and A-THR should not be
used for approach and landing. Problem already reported by many airlines to Boeing (they were
aware of possible consequences)
• ATC instructs TK1951 to intercept LOC at 5.5 NM (instead of 6.2 NM) at 2,000 ft, leading the crew to
intercept G/S from above which ends up masking the A-THR being in FLARE mode (because to
maintain speed and descend in order to intercept G/S THR must be at idle)
• AP tries to maintain G/S, pitching UP because A-THR = IDLE (+/- 750 ft AGL)
• initial APP speed = 144 kt reduces without crew noticing
• crew did not monitored (or failed to perceive) decreasing speed

• crew did not monitored (or failed to perceive) acft was pitching up
• non-stabilized approach at 1,000 ft (IMC) → no GO-AROUND
1. at 460 ft, stick shaker, F/O responds as trained

2. at same moment, captain takes over, F/O releases the THR levers without disconnecting A-THR, A-
THR commands IDLE
3. captain disconnects A-THR but delays MAX THR selection, which was only selected 9 seconds after
first sign of stick shaker. At this point the acft stalls at a height of approximately 350 ft and crashes 1.5
km from threshold
Questions:
1) What do you believe were the main issues from the command perspective ?
• Captain might have overlooked the operational procedures for the MEL item (RA INOP)
• Captain was the instructor, could give more inputs to the F/O
• captain failed to recognise the safety pilot input about the INOP RA
• captain failed to call a go-around when they weren't stabilized at 1,000 ft
• when taking over, captain didn't follow the procedure entirely (not disconnecting A-THR and selecting
max thrust
2) How would you have handled the situation differently ?

• A better preflight check, verifying the inoperative items and making use of a third pilot aboard,
instructing him to reminding me about the particulars of the approach (which should be flown
manually)
• since he was PNF, thus in charge of communications, either avoid being pushed by ATC for a short
approach under IMC or at least remind the F/O that in that case an early stabilization would be
preferred (in that case, being stabilized above 1,000 ft AGL it might be easier to recognize the acft
behaviour)
• a more thorough observation of SOP, which mandates a go-around at 1,000 ft if not stabilized
• on the approach briefing, highlight the importance of the safety pilot, allowing him to speak freely at
any moment
3) What lessons can be learned regarding crew behaviour ?

• First of all: crew was complacent at many levels:
◦ not checking properly techlog and related procedures
◦ not following SOPs (non stabilized approach)
◦ not monitoring acft behaviour; reminds me some of Airbus golden rules:
(5) know your FMA at all time
(6) when things don't go as expected, take over
(7) use the proper level of automation for the task
• it's not clear, but it might have a certain level of power distance involved, since the safety pilot wasn't
assertive enough to alert the other pilots
• Bottom line, if any of the pilots is not comfortable with the situation, speak up. If in doubt, go-around
and assess the problem

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QATAR Airways Assessment Preparation page 1

Profile drag → profile drag or zero-lift drag is

V2 → Takeoff safety speed: The takeoff

Slope → Upslope will increase V1

Medium Heavy Super Medium Heavy Super

Distances in NM Time in minutes (add 1 minute if

Route center line track Deviations >10 NM Level change

EAST (000-179 LEFT DESCEND 300 ft

WEST (180-359 LEFT CLIMB 300 ft

Broadcast to ATC and nearby aircraft (121.5 or 123.45)

METAR/TAF → METAR and TAF wind are TRUE

Where absolute temperature = actual temp (ºC) + 273 (LSS in Kt)

Mach number →M = TAS/LSS

Rime ice → Rime ice is the most common form of icing.

Worst ice accretion =

Clouds → Clouds can be classified according:

Time of Useful Conciousness (TUC)

Light signals from tower to aircraft

Light Aircraft in flight Aircraft on ground

Steady red Give way to other ACFT & circle STOP

Green flashes Return for landing Cleared to taxi

Not withstanding any previous From acft, pilot needs

Left and right lights = 5 candelas

Friction (μ) Braking action

D Flammable metals Magnesium, sodium

White “T”show the direction of

A white dumb-bell indicate that 2 black stripes in dumb-bell means

A red panel with a yellow cross A red panel with a diagonal

Red and yellow striped arrow

A red “L” over a white dumb-

Two or more white crosses Two or more yellow crosses

Two yellow broken lines & two

AIS. Black “C” on yellow

METAR and TAF

2 EGBB This section is the ICAO Airport Identifier.

9 05/M01 Temperature and dew point. Negative temperatures are prefixed by M

Trend for the next 2 (two) hours

Pans-ops circling approaches→ A circling approach is an extension of an instrument approach

ETOPS Alternate minima →(EASA)

Density altitude DA = PA + 120 x (ISA dev)

Required rate of Multiply % gradient x GS

MEL Rectification time

Missed approach climb gradient → 2.5% (all engines), 2.1% (single-engine)

ACFT weight categories

Initiated by intercepting aircraft

Series Intercepting aircraft Meaning Intercepted aircraft Meaning

Day or night. An abrupt break away

Initiated by intercepted aircraft

Series Intercepted aircraft Meaning Intercepting aircraft Meaning

Problem Indications Treatment

IR provides ADR provides

F → flight path vector B → baro ALTitude

A320 Normal Law

Protection Normal Law Alternate law Direct law

High angle Low speed stability is avble

AC system (3 phase, 115/200 V, 400 Hz)

1. AC busses → TR 1, TR 2 → DC busses (200 A max)

• Green pump driven by engine 1

Air Conditioning and pressurization