2) Normal Procedures Flashcards

Question

Can you test the APU fire system when the APU is running?

Answer 1

ONE PACK OPERATION ON GROUND (#1) PACK FLOW: * LO if the number of pax is * HI for abnormally hot and humid conditions * NORM for all other normal operating cases * If APU is supplying air, HI flow is automatically selected by the system regardless of the switch position

Answer 2

Check if the REGUL LO PR message is NOT displayed. This ensures that the LP valve is OPEN

Answer 3

* Communication to be estabished between CM1 and SCCM * CM1 to give authorisation for the cabin doors to be disarmed and reopened * CM2 to make the PA "Cabin crew, disarm doors for arrival" * CM1 turns seat belt signs off

Answer 4

When receiving the start up clearance

Answer 5

* Run the engine for 5 minutes. If leak stops one can dispatch * If after 5 min still leak but * If after 5 min leak is between 60 and 90 drops/min maintainance is required within 25 cycles * If leakage is \> 90 drops/min, shutdown engine and seek advice from MOC * If leakage is NOT from the drainmast, immediate maintainance action is required

Answer 6

N2 increases Start valve in line (LD) ## Footnote Bleed pressure indic Green (LD) Oil pressure increases (LD) At 16% N2 Indication of active ignitor (LD) At 22% N2 FF increases Max 15 secs after fuel is on: * EGT increases * N1 Increases At 50% N2 Start valve cross line (LD) Ignitor indication off (LD)

Answer 7

1. Abort engine start by MASTER switch OFF 2. Perform a 30 second dry crank (check QRH)

Answer 8

* N1 about 19,5% (20) * N2 about 58,5% (60) * EGT about 390°C (400) * FF about 275kg/h (300) * Grey background on N2 indication disappears

Answer 9

Both engines must have ran IDLE together for a minimum of 5 minutes.

Answer 10

You can remove it by either selecting the Y ELEC PUMP ON or by starting ENG 2

Answer 11

When OAT (on ground and for Take Off) or the TAT (in flight) is 10°C or below and there is visible moisture in the air (clouds, fog with low vis, rain, snow, sleet, ice crystals) or when standing water, slush, ice or snow is present on the run- and/or taxiway

Answer 12

If on the ground in icing conditions for more than 30 minutes Check cold weather operations for procedure

Answer 13

* 30 kts in a straight line * 10 kts for a sharp turn Don't ride the brakes If in IDLE and \>30 kts, brake (one application) to 10 kts

Answer 14

* Selected for Take Off ONLY * If Take Off is aborted system applies max brake pressure if: * Thrust levers are selected IDLE _and_ * groundspeed is \>72kts

Answer 15

* If suddenly ENG A/ICE ON, substract 5°C * If suddenly QNH drops, substract 1°C/2hPa (If only 1 hPa, also substract 1°C) If OAT or TRef is reached by applying these corrections a recalculation on the EFB for TO is required

Answer 16

30m width minimum CM1 turns on the right-hand side, CM2 on the left-hand side 25° divergence of runway axis Max speed 10kts A319: when 2m from runway edge, full right/left turn and set 30-35% N1 (target groundspeed 5-8kts) A320: when physically over edge of runway , full right/left turn and set 30-35% N1 (target groundspeed 5-8kts)

Answer 17

* Actual N1 has reached N1 rating before 80kts * Limit is rating limit -1% * Maximum split between engines is 1% * Check EGT is within limits (TOGA 950°C)

Answer 18

Avoid flying at an altitude requiring a pressurized cabin and return to the originating airport for damage assessment

Answer 19

At 100 ft AAL

Answer 20

1. Selecting Pack ON after reducing take-off thrust decreases the chance of a hight EGT 2. It increases

Answer 21

When cleared to a Flight Level (In general one should wait until CLB is showing on FMA. This means accelleration phase has begun on local pressure altitude. It is not in OM(B) though...)

Answer 22

ENG A/ICE _MUST_ be ON during all flight operations, when icing conditions exist, or are anticipated _execpt_ during climb and cruise when the SAT is

Answer 23

1. ECAM MEMO 2. ECAM SYS PAGES * ENG: Oil pressure and temperature * BLEED: Bleed parameters * ELEC: Parameters, Gen loads/temp * HYD: a slight decrease is normal (Gear, cold soak) * FUEL: distribution * COND: Duct temperature v.s. zone temperature * FLT CTL: No unusual control surface postition

Answer 24

Crew _must_ note: 1. Time of observation 2. FOB remaining 3. EFOB on landing 4. Block Fuel - Used Fuel = FOB * _Shall_ be done on the OFP at TOC _or_ CRZ altitude * Thereafter _shall_ be done (written) at intervals not exceeding 1 hour * Verbal check _shall_ be made at 30 minutes intervals * On shorter flights 1 fuel check shall be recorded on OFP * unless total elapsed time from take-off to landing is

Answer 25

* IRS ONLY navigation * The PROG page shows LOW accuracy * "NAV ACCUR DOWNGRAD" appears on the MCDU

Answer 26

1. On the RAD NAV page, manually tune VOR (VOR/DME or ADF) to a station within range and select associated needles on the ND 2. Check that the needle overlays the blue navaid (FM computed) in the ND and check DME distance 3. Insert a VOR/DME ident in BRG/DIST TO field on PROG page and compare computed BRG (DIST) with raw data on ND * If check * If check \>3Nm: FM position is not reliable

Answer 27

VLS + 15 kts in case of strong crosswinds of \>20 kts In case VLS is increased, Landing distance performance MUST be performed!

Answer 28

VLS + 5 If VAPP (VAPP = VLS + 1/3 of the headwind component)

Answer 29

Flap 3 SHOULD be used for normal landings provided: * Care MUST be excercised to achieve a stable appr * No technical defects affecting landing performance (unless required) * NO contamination * The computed IFLD from EFB/QRH+15% * FLAP 3\* is selected in LDG CONFIG on PERF APP * The GPWS LDG FLAP 3 pb is selected ON

Answer 30

* Landing distance v.s. autobrake level * Dry, normal length: LO is recommended, idle reverse * Contaminated, short length: MED is recommended * LOW VIS: check length v.s. required exit * If very long runway, autobrake is not necessary

Answer 31

* Do not use DES mode and speedbrakes * If AP + 315 kts/M.75, rate of retraction is low (25 seconds full cycle). SPD BRAKES in amber * Deselect speedbrakes 2000 ft prior altitude capture

Answer 32

* If "FM/GPS POS DISAGREE" ECAM: use selected guidance to continue appraoch with radio NAVAID raw data * If "GPS PRIMARY" is lost, NAV and FINAL APP can be used to continue the appraoch provided radio NAVAID shows correct navigation

Answer 33

* +/- 75 ft or 3/4 index fly up and down If these values are exeeded a Go Around _MUST_ be flown!!!

Answer 34

* Navigation database must be current * The appraoch is stored in the nav database * GPS primary _MUST_ be available * Conventional aids _MUST_ be displayed

Answer 35

* Navigation database must be current * The appraoch is stored in the nav database * GPS primary _MUST_ be available * Conventional aids _MUST_ be displayed * NO temperature correction needs to be applied * The final approach is not revised by the crew in the MCDU (Final descent point to MAP) * Trajectory is LAT and VERT intercepted prior FDP * LAT and VERT trajectory are monitored agains raw data

Answer 36

* SHOULD be stable at 1000' TDZE, MUST be stable by 500 ft RA (exept bank angle in case of circling) * Aircraft in Landing Configuration * Target Vapp +10/-5 * * ILS LOC and GS +/- 1 dot * Bank Angle * Transient deviations due to atmospherical conditions are acceptable if corrected in a timely manner * Circling at 400' RA max 15°AOB withing +/-30° of track * BY 1000' _TDZE_: A/C in landing config and speed * BY 500' _RA_: Stable criteria achieved and maintained, landing checklist completed

Answer 37

This is the standard technique for: * ILS * Approach flown via FINAL APP

Answer 38

Basis: speed for appraoch is reduced down to VAPP in landing config at the FDP Examples: * Approach via selected/selected guidance * high glide path angle * low altitude intermediate approach Select VAPP in MCDU as speed constraint at FDP!!!

Answer 39

If AT or ABOVE FCU altitude you CAN apply the DISCONTINUED method: * Announce "CANCEL APPROACH" * If ILS or FINAL APP, press APPR pb/LOC pb to disarm * Select lateral mode as required (NAV or HDG) * Select vertical mode as required (V/S) * Select SPEED and adjust (You can ALWAYS elect to use the GO AROUND method)

Answer 40

Yes but ONLY in severe icing conditions Otherwise switch it off after landing flap selected

Answer 41

* Speed lower than target speed - 5kts * Speed greater than target speed + 10 kts * Pitch +10° * AOB \> 7° * A descent rate \>1000'/min (or +150'/min for every 0.5° GPA)

Answer 42

1. ILS promulgated as LTS CAT 1 and minima published 2. A/C _MUST_ be capable of Autoland & it _MUST_ be performed 3. CAT 1 DA and LTS CAT 1 RVR apply 4. Visual references required are the same as for CAT 2 5. LVP's _MUST_ be in force 6. No OFP publication that restricts LTS CAT 1 for the intended runway

Answer 43

1. At least ONE autopilot is coupled down to DH 2. CAT 2, CAT 3 SINGLE or CAT 3 DUAL is displayed on FMA 3. Published charts and minima to be used 4. Autoland is the normal way of landing on a CAT 2 Note: (CAT 2 appraoch capability has been demonstrated on CAT 2 and CAT 3 quality ILS beams)

Answer 44

1. At least ONE autopilot is coupled for approach and automatic landing 2. CAT 3 SINGLE or CAT 3 DUAL is displayed on FMA 3. In case of absolute minima: 50' RA, 200m RVR 4. Autoland capability has been demonstrated on CATII and CAT III ILS beams

Answer 45

1. At least TWO autopilots are coupled for approach and automatic landing AND roll-out 2. CAT 3 DUAL _MUST_ be displayed on FMA 3. In case of absolute minima: NO DH, 75m RVR 4. Autoland capability has been demonstrated on CATII and CAT III ILS beams

Answer 46

1. Aircraft Status check 2. Weather: RVR at destination _MUST_ be available for CAT 2 and 3 approaches 3. Approach Ban 4. ATC Call: either LVP's on ATIS or confirmation of CAT2/3 facilities in order 5. Seat Position: line up with red/white ball 6. Use of landing lights: on or off due to glare 7. RVR's SHOULD be given prior 1000' TDZE 8. CM1 = PF, CM2 = PM

Answer 47

The FINAL APPROACH segment MAY NOT be continued beyond 1000ft if the reported RVR is below the published minima for the required transmissometers. After 1000ft, if RVR becomes lower than the minima, the approach MAY be continue

Answer 48

1. 1 FMS _MUST_ be operative in GPS PRIMARY 2. 1 MCDU (PF) 3. 1 FD (PF) 4. 1 PFD (PF) 5. 1 ND (PF) 6. _BOTH_ FCU channels

Answer 49

* 0.1 degree difference vertical path * 1 degree difference lateral track * 3 degrees difference for conventional navaid approach * 100 ft

Answer 50

* NAV/FPA, if the vertical guidance is not satis * TRK/FPA, if the lateral AND vertical guidance are not statis

Answer 51

* GPS PRIMARY LOST on one ND * NAV ACUR DOWNGRAD on one FMGS

Answer 52

1. 'GPS PRIMARY LOST' on BOTH ND's 2. XTK \> 0.3 Nm 3. 'NAV FM/GPS POS DISAGREE' on ECAM 4. 'NAV ACCUR DOWNGRAD' on both FMGS 5. In case of LNAV/VNAV minima in case of deviation of \>75ft below the vertical path (V/DEV \> 3/4 dot)

Answer 53

* Within 10 Nm * +/- 8° of the ILS glide path * up to 1,75° and down to 0,3° nominal glide path angle

Answer 54

* APPR pb on FCU........................ensure pressed * V/S MODE..............................select - 1500 ft/min * FCU Altitude....................set above A/C altitude Note: When reachting VFE, the AP maintains VFE and automatically reduces V/S _without_ MODE REVERSION

Answer 55

In the touchdown zone which is either: * The first 1000m _or_ * The first 1/3rd of the runway, whichever is less Else initiate a balked landing

Answer 56

EFB defaults to both reversers operating (MAX REV) for all runway conditions. If you want to know the distance without reversers, select: Aircraft Status - ALL REV INOP or NO reversers This is also the case for using IDLE REV on landing!!! Check landing distance in-flight!

Answer 57

AUTO BRAKE will not be activated

Answer 58

1. Decelleration is felt by the crew AND 2. confirmed with the speed trend on the PFD

Answer 59

* Upon reaching taxi speed * On snow-covered grounds prior 25 kts due to snow ingestion

Answer 60

* All hydraulic systems working normally * APU + APU GEN + GEN 1 are correctly operating * NSW steering and braking action has been normal * Cooling time of 3 minutes (N1 * Taxiways are not slippery or contaminated with snow or ice * PF confirms actions of the PM (incl "At parking" items) * The actions are done in a straight line

Answer 61

Chocks prior shutting down ENG #1

Answer 62

* Causes smoke in the cabin at the next flight * If the batteries are off when the APU runs, there is NO APU fire extinguishing

Answer 63

"CHECK....."

Answer 64

"CROSSCHECKED"

Answer 65

"-name of checklist- CHECKLIST"

Answer 66

PM: " ONE THOUSAND TO GO" PF: "CHECKED"

Answer 67

"CHECKED - BELOW SAFETY ALTITUDE"

Answer 68

_During ground_ operation when an emergency evacuation MAY BE required _In fligt_ it is used to alert the Cabin Crew that an event has occured and the Flight Deck are dealing with it. Crew are to stow any unnecessary equipment, return to their assined position and await further instructions

Answer 69

"Cabin Crew and Passengers be seated immediately"

Answer 70

_On the ground:_ when the potential for an emergency evacuation NO more excists _In Flight_: when the cabin crew can resume normal cabin operations

Answer 71

"CABIN CREW, TAKE UP LANDING POSITIONS"

Answer 72

"ATTENTION! BRACE, BRACE"

Answer 73

"EVACUATE! UNFASTEN YOUR SEAT BELTS AND GET OUT!"

Answer 74

"UNABLE (designator) DEPARTURE/ARRIVAL, DUE EQUIPEMENT"

Answer 75

Approaches with a flight path angle of between \>3.5° and

Answer 76

- 4.5° Everything lower than this is considered normal

Answer 77

* CAT I (LOC+GS) * LOC without GS (LOC/FPA or V/S) * NPA's * Visual Approaches _with_ PAPI's Limits to remain unchanged: * MLW * FWD and AFT CG limits * Max landing elevation * TW & CW limits * Single Engine operations are allowed!!!

Answer 78

Stabilized appraoch procedure

Answer 79

* AUTOLAND NOT APPROVED * CAT II/III NOT APPROVED

Answer 80

* 2 ADR's + 2 main altitude indications * 1 ATC xpdr * 1 AP in ALT and OPEN CLB/DES modes * FCU altitude selection and (OPEN) CLB/DES slection * 1 FWC for altitude alert function

Answer 81

* Failure of BOTH AP's * Loss of altimeter redundance and only 1 remaining * Excessive dicrepancy of altitude indications * Encounter of severe turbulance * Abnormal situation preventing A/C to maintain assigned FL

Answer 82

One RNAV system, which means: General * 1 FMGC * 1 MCDU * 1 VOR _or_ 1 GPS receiver for FM navigation update * 1 DME _or_ 1 GPS receiver for FM navigation update * 1 IRS Specific * On PF side: PFD and ND _must_ be operative * On PM side: at least 1 of the 2 EFIS _must_ be operative (backup for temporary display if of ND info via PFD/ND switch

Answer 83

* NAV ACCUR DOWNGRAD * FMS1/FMS2 POS DIFF * CHECK IRS 1 (2)(3)/FM POSITION * ECAM: FM/GPS POS DISAGREE (if GPS installed)

Answer 84

* Inform ATC * If only the accur check confirms only 1 FMGC position is incorrect, resume navigation with other FMGC In INERTIAL NAV BRNAV compatibility is maintained for 2 hours, independently of the estimated accuracy displayed on the MCDU

Answer 85

* 1 FMGC * 1 MCDU * 1 GPS receiver, _or_ * 1 VOR + 1 DME (in both cases procedure might prescribe GPS mandatory) * 2 IRS's * 1 FD in NAV mode * On PF side: PFD + ND _must_ be operative * On PM side: at least 1 of 2 EFIS screens _must_ be operative

Answer 86

* Enroute: 2.0 Nm * Terminal: 1.0 Nm * Approach: GPS 0.3 Nm * Approach: Other 0.5 Nm

Answer 87

Circle of 15 Nm radius from the airport (if no appraoch procedure) or 5 Nm to the first waypoint of the approach procedure

Answer 88

The area outside of the approach area and within 51 Nm from departure or destination airport or out of the approach area and

Answer 89

The out of the appraoch and terminal area

Answer 90

The Representative Surface: * Landing gear well * Black lines on upper surface of the wing * # 1 spoiler * Representative surface inner wing, front to back

Answer 91

* Wing Leading edge * Wing Trailing edge * Wing Spoilers to check fluid condition

Answer 92

Is done when icing conditions exceed 30 minutes on the ground or significant engine vibration is encountered * Accellerate to 70% N1 * for 30 seconds * repeat at intervals not greater than 30 minutes and prior high thrust operation When in Freezing rain/drizzle/fog or heavy snow, repeat every 10 minutes If aircraft starts to move, close thrust levers immediately!

Answer 93

* Inform ATC (due to jetblast) * Consider informing the crew and pax * Consider TO CONFIG warning if procedure is done with Flap 0

Answer 94

* DUAL ENG FAILURE * ANTI ICE CAPT TAT FAULT * ANTI ICE F/O TAT FAULT * L/G SHOCK ABSORBER FAULT Yes, you may disregard during taxi but you MAY NOT take off with these ECAM warnings!!!

Answer 95

From -10°C aerodrome temperature

2) Normal Procedures Flashcards

(142 cards)