De-ice.

In case of severe icing in the engine intakes

Reduce power in one engine, select ON in one engine anti-ice then
the other.
What is the most common anti-ice liquid?
AEA Type II/75/16.43 local TLS / 19 Dec 99AEA Type II: Type of
fluid used: 75% fluid / 25% water at 16.43: Local time of start of last
application 19 Dec 99
ISO Type I/50:50/06.30 UTC/ 19 Dec 99
50% fluid/water 06.30: Time (UTC) of start of last application Type 1
de icing Type 2 Anti-ice.
Anti-ice time is counting since?
The begining of the last aplication of anti ice liquid
When is the anti ice/de-ice more effetive?
1 Cycle of anti-ice/de-ice
One Step ice removal/anti-icing
Applies a hot de-icing/anti-icing fluid or mixture of fluid and water.
The following variables are considered when making a decisin on
how much fluid or fluid and wter mixture:
-The ambient temperatura
-The weather conditions
Two step ice removal/anti-icing
A two step ice removal/anti-icing process uses the followings steps:
1Aplication of hot water or a hot mixture of de-icing/anti-icing fluid
and water to remove the ice
Inmediately followed with a spray of a de icing/anti icing fluid or a
mixture of this with wter for anti-icing.
This step must be done less than 3 minutes after first step is started.
If it is necessary. The procedure must be performed rea by rea.
Study the relationship between V1 wet and Vx Vy and ASDA
V1 105 % de VMCA
V2 1.2 Vs
VEF +1 SEGUNDO=V1
VMCG menor o igual a VEF menor o igual a V1
Vlof must not be less than 110% de Vmu all engines inop 105% Vmu
determined at the thrust to weight ratio corresponding to the n-1
condition
Take off distance:
a)The take off distance on a dry runway is the greater of the
following values:

TODn-1 dry = Distance covered from the brake relase to a point at

which the aircraft is a 35 feet above the take off surface, assuming
the failure of the critical engine at Vef and recognized at V1.
-1.15 TOD dry= 115% of the distance covered from brake relase to
ta point at which the aircraft is at 35ft above the takeoff surface,
assuming all engines operating.
TODdry= max of (TOD n-1 dry, 1.15 TODn dry)
b) The takeoff distance on a wet runway is the greater of the
following values:
-TOD dry= Takeoff distance on a dry runway (see above)
-TOD n-1 wet= Distance covered from brake relase to a point at
which the aircraft is a 15 feet above the takeoff surface, ensuring the
V2 speed to be achieved before the airplane is 35 ft above the takeoff
surface, assuming failure of the critical engine Vef and recognized at
V1
TODwet = max of (TODdry, TOD n-1 wet)
Runway with clearway
a)Take of run with dry runway is the greater of the following values
The clearway doesnt give any perfomance benefit on a wet runway.
ACCELERATE-STOP DISTANCE (ASD)
The accelerate-stop distance on a dry runway is the greater of the
following values:
-ASDn-1 DRY= SUM OF THE DISTANCES NECESSARY TO:
-ACCELERATE THE AIRPLANE WITH ALL ENGINES OPERATING TO vef,
-Accelerate from Vef to V1 assuming the critical engine fails at Vef and
the pilot takes the first action to reject the takeoff at V1
come to a full stop
Plus a distance equivalent to 2 Second at constat V1 speed
ASD n dry= Sum of the distances necessary to
Accelerate the airplane with all engines operating to V1 assuming the
pilot takes the first action to rejet the take of at V1
Wth all engines still operating come to a full stop
Plus a distance equivalet to 2 seconds at constant V1 speed
TORA TODA ASDA CLEARWAY
TORA= Takeoff run available
TODA= Takeoff distance available TORA+clearway
ASDA= Accelerate stop distance available= TORA+Stopway
CLEAR WAY= 500 pies de anchura obstculo mas alto no mas de un
25% o 1.25
STOP WAY= misma anchura de la pista capaz de soportar el peso del
avin
Relation with TODA y MTOW
-Relation stopway V1 wet and V1 dry.

a) The accelerate-stop distance on a dry runway is the greater of the

following values;
-ASD n-1 dry = Sum of the distances necessary to:
-Accelerate the airplane with all engines operating to Vef,
Accelerate from Vef to V1 assuming the critical engine fails at Vef and
the pilot takes the first acction to rejet the take off at V1
Come to full stop
Plus a distance equivalent to 2 seconds at constant V1 speed.
-ASD n dry= Sum of the distances necessary to:
Accelerate the airplane with all engine operating to V1, aassuming
the pilot takes the first action to rejet the ataqueoff at V1
With all engines operating to full stop
Plus a distance equivalent to 2 seconds at constat V1 speed
ASD dry= max of (ASD N-1, ASDn dry)
b)The accelerate-stop distance on a wet runway is the greater of the
following values:
ASDdry
ASDn-2 wet= Same definition as ASDn-2 dry except the runway is wet
ASDnwet= same definition as ASDn dry except the runway is wet.
Influence of V1 on ACCELERATE-GO/STOP DISTANCES
For a given take off weight, any increase in V1 leads to a reduccin in
both TODn-1 and TORn-1. The reason is that the all engine
acceleration phase is longer with a higher V1 speed and consequently
in case of an engine failure ocurring at Vef, the same V2 speed can
be achieved at 35ft at a shorter distance.
On the other hand, TODn and TOR n are independent of V1 as there is
no engine failure and thus no consequence on the acceleration phase
and the necessary distance to reach 35 ft.
On the contrary for a given takeoff weight, any increase in V1 leads to
an acceleration segment from brake relase to V1 is longer, the
deceleration segment from V1 to the complete stop is longer, and the
2 second segment at constant V2 speed is longer.
As a result the following graph providing the takeoff/rejected takeoff
distances is achieved at aparticular V2 speed. This speed is called
balanced V1 and the corresponding distance is called balanced field.
-When V1 has to be reduced because of a wet runway the one
engine out obstacle clearance/climb perfomance
Decreases/remain constant because V1 is calcuated with n-1 an
climb performance will be the same.
-If the aircraft take off at the wet V1 instead of the dry V1, What is the
effect on TODR and climb perfomance?
Increases, degrades Because V1wet is at leats 10 seconds less than
V1 and degrades de power reached at the climb with n-1 considered.
-Mach 0.8 when is the TAS/IAS faster?
FL 370 (no explanation on the book about it)

-Factors affecting MACH.

TAS/LSS = MACH
M crit CP moves backwards and tuck under comes.
Less temperature Mach number decreases
DA mach number decrease
Subsonico less 0,7 Transonic 0,7 a 1,2 Supersonic 1.2 a 5 Hipersonic
+5
-When climbing descending at constant M number is IAS/TAS
affected?
CLIMB TAS/ IAS disminuyen, baja la T y ka LSS
Descenso a mach constante, TAS aumenta y IAS aumentan. Sube la
T y la LSS
-When descending when should you selecet engine anti ice?
When descending and temperatura is higher tan -40 clouds etc.
-Flaps Slat maintaining altitude
Slats keep angle of attack and flaps decreases angle of attack
-Spoilers are used for
Spoilers reduces lift with a Little increase in drag,
The speed brake increase in drag without decreasing in lift
They are used for roll control
-Holding Speed Above 140 below 200
up to 14000ft 230Kt//turbulence 280Kt
between 14000-20000 240Kt// Turbulence 280Kt
between 20000-34000 inclusive 265Kt turbulence 280 .80 whichever
is less
Above 34000 .83
-How do you see right PAPI, from left to right.
Two red two whites. Rojas siempre cerca de la pista.
-Difference betwen ATOW and AZFW
ATOW with fuel and AZFW with PayLoad but no fuel
-How is the MRC compared with Lrc
LRC is 99% of the MRC
-Aft centre of gravity
Will reduce stall speed, range increase, more inestability
-Best glide speed
Max L/D ratio es el mnimo ngulo y mejor senda de planeo.
-Relation CG position VS Mach number
Reaching Mach1 CG moves backwards and tuck under occurs.

-Winglets
Reduce induced drag, fuel consumption improve perfomance
-When wing tip vortex are bigger? Take-off Rotation
-And Wake Turbulence? Take-off and full configured final approach
-Isolated or remote Aerodrom
Combustible suficiente para volar dos horas a consumo normal de
vuelo sobre el aerdromo incluyendo el combustible de reserva final
-El aerdromo de alternativo en despegue
No debe de estar a una hora de vuelo a velocidad de crucero con n-1.
El pronstico tiene que estar +-1 hora antes de la ETA las condiciones
meteorolgicas iguales o superiores a los mnimos de aterrizaje.
-Destino alternativo: MBO 301 Aqu empiezan
Se requiere destino alternativo a menos que se cumplan;
-El tiempo al destino no exceda las 6 horas y;
-Las condiciones meteorolgicas buenas +-1 hora de la ETA, 2000
pies de techo, altura de circuito+500 pies si es una altura mayor y la
visibilidad en tierra ser de 5 Km mnimo o;
-El destino quede aislado.
Se requieren dos alternativos de destino cuando;
Pronstico +-1 hora de la ETA, las condiciones meteorolgicas estarn por debajo de
los mnimos de planificacin aplicables, o;
-No haya disponible informacin meteorolgica.
Sin alternativo de destino, el fuel ser volar en espera durante 15 minutos a 1 500 pies
AGL del aerdromo de destino en condiciones normales.

-Alternate Aerodrome for destination Standard

1500 ft 30 minutos holding speed +- una hora y una categora
inferior
-Estimated fuel on landing.
El combustible estimado a bordo al aterrizar SER menor que la
reserva final ms 400 kg y PUEDE SER menor que la reserva
final.
-MAYDAY Fuel
El combustible estimado a bordo al aterrizar SER menor que la
reserva final o si el combustible real a bordo es menor que la
reserva final.
-Eleccin de aerdromos alternativos MBO 301
Son necesarios dos aerdromos alternativos aceptables cuando:
1)El pronostico o informes meteorolcgicos del destino, en cualquier
combinacin, indique que durante un peridod que comienza desde 1

hora antes de la hora estimada de llegada y finaliza una hora despus

de la hora estimada de llegada, las condiciones meteorolgicas
estarnpor debajo de los mnimos de planificacin aplicables, o
2) no haya disponible informacin meteorolgica.
Cuando un vuelo se realice sin un aerdromo de destino alternativo,
el combustible adicional ser la cantidad necesaria para mantenerse
en espera durante 15 minutos a 1500 ft sobre la elevacin del campo.
Aerdromo alternativo en ruta (ERA)
Aerdromo adecuado a lo largo de la ruta:
Aquel como alternativo seleccionado con el popsito de reducir
combustible de contingencia.
5% del trip (contingency) not required route alternate
aerodrome
-Mnimos de planificacin para aerdromo alternativo de
destino.
Las condiciones deben de ser mas menos una hora de la hora
estimada de llegada las condiciones debern ser iguales o superiores
a los mnimos de planificacin.
RVR visibilidad espefcificada de acuerdo con el manual de ruta, y para
realizar una aproximacin de no precisin o aproximacin en circuito,
el lmite debe ser igual o superior a la altura mnima de descenso o se
seleccionan dos aerdromos de destino alternativos.
Se podr realizar un vuelo sin alternativo si la duracin del vuelo no
excede de horas y hay dos pistas separadas disponibles la
meteorologa deber de ser 2000ft o circling height +500ft el que sea
mayor y la visibilidad mayor de 5Km.
O el destino est tan aislado que no hay posibilidad de proceder a un
alternativo
Sern necesarios dos aerdromos alternativos en el caso en que en
destino no se pueda garantizar una hora antes y despus el
aerdromo va a estar en buenas condiciones meteorolgicas.
Mnimos de planificacin para aerdromo alternativo en ruta
Si se preveen que las condiciones van a ser mas menos una hora
iguales o superiores a los mnimos.
Mnimos de despegue
NIL (Day only)500
Runway edge lighting and or centreline marking (at least at runway
edge and runway end light
requiered.250m
Runway edge and centre lighting ..200m
Runway edge centre and RVR150m

Combustible
Contingencia ser el 5% del Trip fuel y no menos del 3% la reserva
final
Hold 5 minutos sobre el aeropuerto de destino a 1500ft
Para alternativo:
Frustrada en destino, ascenso a crucero volar a velocidad de crucero,
descenso aproximacin y aterrizaje. Reserva final 1500ft 30 min.
Si hay dos aerdromos alternativos, se utilizar para calculo aquel
que requiera mayor consumo de combustible.
-Altitudes.
MEA Min. En-route Altitude lenght 100NM OC 1500 blw 5000ft OC
2000 above
-MSA Minimum Sector Altitude 25NM 1000ft, 2000 mountanous
rea (considered mountanous area above 5000ft elevation)
Clase Operativa A320.
Aeronave tipo clase A de funcionamiento al ser Jet y mayor a
5700kg.
Aeronave tipo clase C de Vapproach 121-140kt
Category A: Speed 90 knots or less.
Category B: Between 91 and 120 knots.
Category C: Between 121 and 140 knots.
Category D: Between 141 knots and 165 knots.
Category E: Speed 166 knots or more.

-Absolute ceeling service celing

Absolute celing roc=0
Service celing roc=100ft/min
FAP final approach point for precisin approach
FAF final Aprroach fix for non-precisin approach
ILS
LOC range 25NM GP range 10NM
RVSM pag 510
2 Altimeters, Altitude deviation warning A/Pilot SSR transponder the
altimeters must indicate a diference lower than 200ft xcheck 290-410
In case of being unable to maintain RVSM report unable to maintain
RVSM
Se recuerda la necesidad de insertar la letra "W" en la casilla 10 del
Plan de Vuelo para aquellas aeronaves aprobadas RVSM

-BRNAV: Precisin de +-5NM durante el 95% del vuelo. Plan de vuelo

letra R
-MNPS: FL285 a FL420 desde el paralelo 27N al Polo Norte.
-Anex 14, 10.
1 Personnel licensing
2 Rules of the air
3 Meteorological Services for International Air navigation
4 Aeronautical charts
5 Unit messuarement to be used in Air and Ground Operation
6 Operational of aircraft
Part I International Commercial Air Transport- Aeroplanes
Part II International General Aviation Aeroplanes
7 Aircraft nationality and registration marks
8 Airworthiness of Aircraft
9 Facilitation
10 Aeronautical comunication
11 Air traffic services- Air traffic control service, Flight
information service and alerting service
12 Search and resscue
13 Aircraft accident and incident investigation
14 Aerodromes
15 AIS (Aeronautical Information Service)
16 Enviromental protection
17 Security: Safeguarding International Civil Aviation against
Acts of unlawful interference
18 Safe transport of dangerous godos by air
19 SMS Safety management
-Resolution Advisory against ATC orders
Follow RA, COMM; unable Ra advisory when clear; clear of conflict
return to FL
-Oxigen pag 630
Se debe de garantizar el oxigeno cuando la altitud de cabina exceda
de 10000 pies durante un periodo superior a 30 minutos siempre que
la altitud de cabina exceda de 13000ft.
*100% of passengers (infants included--- 10 minutes or the entire
flight time (the greater when pressure altitude excedes 15000ft)
*30% of passengers ( Infants included)--- entire flight time when the
cabin pressure altitude excedes 14000 ft but does not exceed
15000ft.
*10% of passengers ( Infants included)--- Entire flight time when the
cabin pressure altitude excedes 10000ft but does not exceed
14000ft after the first 30 minutes at these altitude.

-What kind of entry for this holding 350 heading and radial
060.
Offset
-In case of an engine fired on ground
Captain will report cabine crew
First officer will perform QRH
Captain wil report to ATC
ALL PREVIOUS CORRECT*****
We can consider to delay the descend if we have. -Head wind,
High Speed, Low weight
-Is the range affected by the head wind?
Yes
50% en cara 150% en cola
-Low cost index
Increase range decrease fuel consumption, cheaper flight.
-Fuel flow decrease
If Altitude increases
-In case of descend and altimeter static port blocked
1/Altimeter read same altitude
Pitot tube
Partially blocked static vent from actual experience . .1/ Take off roll normal indications
2/ Climb - airspeed steadily reducing with height gained, past stall,
past zero, to minus 140 kts. VSI close to zero, Altimeter indicating the
altitude corresponding the height of the blockage (with a partial
blockage it very slowly climbs at a lesser rate than the aircraft.
3/ Cruise - Everything slowly comes back to normal as the pressure
equalises to the correct outside pressure.
4/ Descent - The exact opposite to climb, the airspeed indication
increased past VNE and right on past zero again. In the circuit 180 kts
on final, touched down 140 kts and turned into the taxiway indicating
80 kts (Piper Comanche)
-What does PMR mean?
Person mobility reduced
Must not occupate emergency exist and the number of PMR should
not overpass the number of persons capable to assist them in an
emergency evacuation.
-In IMC you will reasume flight plan 7 minutes after?
last heading received, last flight level received, since 7600 selected,
whichever comes last

7 MINUTOS, 7600 VOLVER AL PLAN DE VUELO, ULTIMO RUMBO

O NIVEL ASIGNADO O MSA LO QUE SEA MAS ALTO, LLEGAR
ENCIMA DEL IAF Y EMPEZAR LA APROXIMACION A LA LTIMA
HORA DE APROXIMACIN RECIBIDA Y COLACCIONADA O SI NO
SE HA RECIBIDO A LA HORA ESTIMADA DE APROXIMACIN EN
EL PLAN DE VUELO PARA ATERRIZAR DENTRO DE LOS 30
MINUTOS SIGUIENTES LA HORA DE APROXIMACIN.
-In case of any emergency what is first action?
Fly the plane
-In case of any fire signal on the ground the captain have to
Ask the cabin crew
Inform the cabin crew
Ask ATC
All above
-Check MEL and kind of deffect by category
EMPIEZAN A LAS 0000 DEL DA SIGUIENTE AL QUE SE HA ANOTADO EL
DEFECTO
A Deben de ser reparados dentro del lapso de tiempo especificado en
el articulo correspondiente
B 3 DIAS
C 10 DAS
Extensibles en tiempo bajo excepcin B y C
D 120 DIAS
-Who is autorized to change any tem in the MEL?
ingeniere
-Mirar METAR TAF
-What kind of fire extinguisher are there in the cockpit?
BCF gas alon bromoclorodifluorometano.
Clases de fuego
CLASS A combustible slido (madera, papel, basura, alfombras)
CLASS B combustibles lquidos o semilquidos (queroseno, grasa,
gasolina, aceite)
CLASS C gases en estado natural ( hidrgeno, butano, propano, O2
CLASS D metales combustibles (aluminio, zinc, titanio)
CLASS E Elctricos
Cantidad de extintores BCF obligatorio en un avin
De 7-30 asientos 1
De 31-60 asientos 2
De 61-200 asientos 3
De 201-300 asientos 4
De 301 a 400 asientos 5
De 401 a 500 asientos 6
De 501 a 600 asientos 7

De 601 o mas asientos 8

-Microburst
1-5 km de 1 a 5 minutos
It has 1000 ft per minute donwards up to 6000 ft/min and 50Kt
horizontally. The windshear headwind to tailwind may be between 50
and 90 Kt. They are largely caused by descending rain drops which
cool the surrounding air by evaporation thehigher density
accelerating the down draught still further
-Windshear time and where
The most critical phases are approah and initial climb
Is a change in wind velocity with height. Its mesuared in knots per
100ft.
Thunderstorm
Front passing
Low level currents breezes
Orographic obstacles
-In case of received taxi clearance
Read back taxi clearance, co-pilot do inside the cockpit the taxi
checks, confirm X.check
-Minor is a kid
bebe 2 nios12 aos adultos mas de 12
-Reduced/Flex take-off and Derated TO
will increase the engine life and first can add power, derated no more
power useful.
-ISA CALCULATION
FL*2= x-15
-Sintomas de cenizas volcnicas
smell like electrical fire
engine malfunction
engine flame out
-Procedure in case of volcanic ashes
Reduce power and 180 turn
Notas:-No se continuar una aproximacin mas all de la OM o
1000pies sobre el aeropuerto si se reporta una visibilidad inferior a la
requerida para la aproximacin o pasada la OM hasta mnimos.
A fin de garantizar la idoneidad en el franqueamiento del
terreno, las altitudes mnimas permitidas o FL se aumentan
en un 4% por cada 10 C cuando la temperatura exterior del
aire est por debajo de la temperatura estndar.

-Un avin puede continuar al aeropuerto de destino cuando se

compruebe que quedar una cantidad de combustible en el destino
menor que la VSR siempre que:
Si no se conoce por anticipado el retraso mximo y no se ha recibido
la ETA, adems del destino es posible alcanzar un aeropuerto
alternativo donde el aterrizaje puede ser asegurado con una cantidad
de combustible no inferior a la reserva final antes de tomar tierra.
------Se conoce por anticipado el retraso mximo o se ha recibido la
ETA: El vuelo puede continuar hacia el destino o esperar hasta que el
aterrizaje en el destino est asegurado y sea posible alcanzar un
aeropuerto alternativo con una cantidad de combustible no inferior a
la reserva final al tomar tierra.
-----Dos o mas pistas paralelas, el vuelo puede continuar hacia el
destino o esperar hasta que el aterrizaje en el destino est asegurado
y es posible alcanzar el destino con una cantidad de combustible no
inferior a la reserva final.
Condiciones atmosfricas peligrosas
-Se debe de chequear la meteorologa a intervalos no superiores a 60
min.
Aquaplaning = psi neumatico principal *9
-Evitar CB al menos 20Nm, evitar volar debajo
PESOS MBO 336
BEM: Peso en vaco mas elementos standard, equipo y los lquidos
del sistema que se consideran como parte integral de una aeronave,
aceite, fuel no usable...
BM: Peso bsico mas el equipo suelto y de versin del Operador.
DOW peso operativo seco: peso total de la aeronave lista para un
tipo especfico de operacin excluyendo todo el combustible utilizable
y trfico.
Consta de:
Tripulacin y equipaje, equipo de catering y ventanas a bordo, agua
potable y productos qumicos
DOI: Dry operating index: Indice aplicable correspondiente al DOW
especfico que indica la posicin del centro de gravedad en unidades
de ndice.
MZFW: El peso mximo permisible de una aeronave sin combustible
utilizable.
MTW taxi weight: El peso mximo permisible de una aeronave en la
rampa
MTOW: El peso mximo permisible de una aeronave al inicio de la
carrera de despegue bajo condiciones normales.
MOTOW: Maximum operational take off weight: el peso mximo
permisible de una aeronave al inicio de la carrera de despegue,
obtenido a partir del Manual de perfomances PM para un aeropuerto
especfico.

MLW: Maximum landing weight.

MOLOW: Maximum operating landing weight.
Payload (PL): El peso total de la carga de ingreso, incluyendo el
peso de los pasajeros (con su equipaje de mano), el equipaje y/o la
carga de los pasajeros.
Traffic Load (TL): La suma de la carga de pago ms la carga que no
genera ingresos (co-mail, piezas de repuesto para el mantenimiento,
etc.).
Useful load is traffic load + usable fuel. Or, in other words, the
difference between the TOM and DOM.
Pesos standard MBO 339
Hombre 88kg mujer 70kg todos los adultos 84Kg
Nios 35
Tripulacin de vuelo 85Kg
Tripulacin de cabina 75Kg
El peso mximo permisible de LMC son 1000Kg
First aid kid
0-99.1
100-199.2
200-299..3
300 o mas.4
azafatas una cada 50 asientos
Categora de aproximaiones MBO 571
DH
RVR
CAT1
200
550m
CAT2
200-100
300m 3 App. Lights - 2 RVR min. TDZ y
Centreline
Autoland preferred
CAT3a
100-50
200m 3 App. Lights 3 RVR min. TDZ,
Centreline
and Runway End
CAT3b
50-20
200-100m 1 App. Light 3 RVR min. TDZ,
Centreline & runway End
(lowest Value)
-Cantidad mnima requerida de fuel declarada por Vueling es
1200kg
-Alert Height. MBO 568 Altura por encima de la cual hay que
frustar con fallos, en el A320 es de 100 feet y est certificada por el
fabricante.
Procedimientos anti ruido
Clculos de carga y centrado, carga de palets etc
Errores de ADF, PET, PNR
PERFORMANCES

Take-Off: TOD+15% for calculations all engines or n-1 critical at V1

the longer
Go-Around: A gradient not less than 3,2% all engines and 2,1% n-1
Landing distance dry: Not exceding 60% of the LDA
Landing distance wet: Not exceding 69% of the LDA
TORA = Runway
ASDA = Runway + Stopway
TODA = Runway + Clearway
Clearway = Max TORA (Class A) TODA = MAX 1,5 x TORA