FCTM

Question 1

5% gradient required in a SID.
What rate of climb is needed?

Question 2

What is the approximate way to calculate rate of climb required from climb gradient? Example: 2.5% required.

Question 3

Why do we turn off the NWS & A/skid in the “LOSS OF BRAKING” memory action?

Question 4

In the “ALL ENGINE FAILURE” drill, what is the best configuration and speed for a 65T aircraft when ditching or forced landing?

Question 5

What can cause an abnormal slat/flaps configuration?

Question 6

If the wingtip brakes activate, what must you not do?

Question 7

When a slats/flaps failure occurs in CONF 0, why is it important to have at least CONF 1 selected for the approach?

Question 8

If the flaps are locked, what will happen to the slats when moving the flaps lever?

Question 9

If landing with a slats or flaps issue, what speed should be flown in the go around?

Question 10

For a dual RA failure, can you use the APPR pb for an ILS?

Question 11

In an engine tailpipe fire, what must you not do?

Question 12

If you have a fuel leak, is the fuel from the leaking side ever usable?

Question 13

What are the immediate actions for smoke or fumes?

Question 14

How might you confirm smoke in the avionics bay?

Question 15

Smoke removal: In EMER ELEC, what is the purpose behind turning the generators back on at 2000ft or three minutes before landing?

Question 16

You are planning to operate to a runway that is narrow. What failures would necessitate a diversion?

Question 17

With a stabiliser jam where manual pitch trim is available, what must you select in the EFB landing performance?

Question 18

List the key points about DUAL RA FAIL.

Question 19

IF WET: RWY TOO SHORT.
Discuss!

Question 20

What are the definitions of LAND ASAP (red) and LAND ASAP (amber)?

Question 21

What is the minimum speed with ice accretion?

Question 22

Can the aircraft autoland overweight?

Question 23

Fuel penalty for gear down?

Question 24

Fuel penalty for slats stuck down? flaps? Both?

Question 25

Explain how you would discontinue an approach.

Question 26

When should you discontinue an approach if visual references are not sufficient to carry out a RNP approach?

Question 27

If TOO STEEP PATH is displayed in the final descent section of a RNP approach, how should it be flown?

Question 28

How might an untimely flare be detected on an autoland?

Question 29

Describe how you would fly a circling approach.

Question 30

Describe how you would fly a visual approach and go around.

Question 31

What is the maximum recommended rate of climb to avoid TCAS alerts?

Question 32

You get ENG 1(2) FUEL LEAK while flying a NEO. What must you be aware of?

Question 33

What are the normal engine parameters after start?

Question 34

Discuss the stall memory actions.

Question 35

Describe the “glideslope from above” procedure.

Question 36

In the event of a gear or flap issue, would should be the immediate action?

Question 37

When landing after a fuel leak, what important points need to be considered?

Question 38

What is the best rate of climb speed?

Question 39

What are the turbulence speeds?

Question 40

What is the altitude below which a CAB PR: EXCESS CABIN ALT requires donning the oxygen masks?

Question 41

How do you select a manual landing elevation?

Question 42

When may a windshear warning be downgraded by the crew to a caution?

Question 43

How can you easily tell whether you have FMS release 2 at aircraft acceptance?

Question 44

Aircraft acceptance, MCDU INIT:
What should be seen in the “Database” field?

Question 45

Discuss management of emergency descent.

Question 46

Can you use ailerons to prevent wing drop approaching the stall?

Question 47

Calculating Vapp with failure: discuss.

Answer 47

Vapp = Vref + ΔVref + Appr corr

Vref can be obtained from the Vls in the FMGC.
The “ΔVREF” is given on the ECAM or the QRH.

Airbus recommend that “ΔVref + Appr corr” be kept to less than 20kt. So any failure which calls for a ΔVref of more than 20kt means that you shouldn’t add any Appr corr.

31/05/24

Question 48

Calculating Vapp normal operations: discuss.

Answer 48

Vapp = Vls + appr corr
“appr corr” is the highest of:
* 5kt (ATHR ON)
* 5kt (Ice accretion & CONF F)
* 10kt (Ice accretion & CONF 3)
* ⅓ headwind component, max 15kt

Question 49

If RWY TOO SHORT is displayed on the PFD during final approach, what course of action should be taken?

Question 50

On the landing roll, you hear “BRAKE, MAX BRAKING, MAX BRAKING”. What do you do?

Question 51

If “IF WET: RWY TOO SHORT” is displayed on the PFD, what actions are required?

Question 52

A red RWY TOO SHORT message is displayed on the PFD. What action is required?

Question 53

“Landing Distance Calculation”

Discuss (with reference to safety margin).

Question 54

In the emergency descent, what is meant by SPEED: MAX APPROPRIATE?
What might you consider, and why?

Question 55

Stall on takeoff: what is the pitch attitude target?

Question 56

Reactive windshear: what is the pitch target if the flight director bars are not displayed?

Question 57

In the fuel leak checklist, why do we not select reversers?

Question 58

Brief a baulked landing.

Question 59

Brief manual gear lowering

Question 60

LPC EFATO profile

Answer 60

1. Engine fails at V1
2. PF: Rotate with normal rotation rate to 12.5° then follows SRS
3. PM: Cancel warning/caution
4. PF: Positive climb => gear up
5. PF: Use rudder to centre ß target
6. PF: Trim (16-18 units) then engage AP
7. PF: At 500ft, confirm the failure
8. PM: “ENG1(2) - fail”
9. PF&PM: Verify on overhead panel, ENG SD pages etc.
10. OEBs - considered
11. PF: My radios, ECAM actions ENG 1(2) FAIL
12. ECAM actions:
    * Eng mode sel - IGN (PM)
    * Thrust lever - IDLE (PF)
    (wait 30s for FADECs to attempt automatic relight)
    * Eng master - OFF (PM)
    * If damage (high vibration, N2 <10%), or fire: Eng fire PBS - push & agent 1 discharge. Then if fire persists, agent 2 discharge
13. When engine secure, “STOP ECAM”
14. When above OEI acceleration altitude, push VS to level off.
15. At S Speed - Flap 0 (+ spoilers, lights)
16. When speed trend arrow hits green dot, pull for OP CLB
17. Set MCT to control speed. If already in MCT, select CL then FLX/MCT to stop “LVR MCT” flashing.
18. Continue ECAM
19. Secondary failures - review
20. PM: “Status”
21. PF: “Stop ECAM… Checklists (eQRH: “One Engine Inoperative - Straight in approach”), Resets (start APU), Additional Procedures (ENG1(2) SHUT DOWN)”
22. PF: “Read status”
23. Status will be:
    * Inop sys: CAT3 DUAL
    * ENG1(2) BLEED
    * MAIN GALLEY
    * GEN1(2)
    * G(Y) ENG1(2) PUMP
    * WING A.ICE
    * GA SOFT
24. If ENG1 FIRE pbs has been pushed, the APU bleed must not be used. If ENG2 FIRE pbs has been pushed, APU bleed may be used providing the X BLEED rotary selector is SHUT.