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CU Assessment > Deck 1 > Flashcards

Deck 1 Flashcards

(90 cards)

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1
Q

Responsibility of captain

A

Commander takes responsibility for safety of all crew members, passengers and load on board from the moment of getting into plane until leaving the aircraft after flight.

Commander takes responsibility for using and safety of aircraft from the moment
when the aircraft becomes ready for taxi before take off until it stops completely
and turns off the engines.

He shall have authority to give all commands he deems necessary for the purpose of securing the safety of the aeroplane and of persons or property carried therein. All persons carried in the aeroplane shall obey such commands.

Delegation of duties to other crew members in accordance with procedures laid down in the Operations Manual shall in no way affect his ultimate responsibility for the safe conduct of the flight.

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2
Q

SFP differrences

A

-slats full extend only with F30/40 opposed to F10
-ground idle after 2sec opposed to 5sec
-gnd spoliers bigger deflection - 60°

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3
Q

How CU works?

A

Ground school 4 days (commanders responsibility, Operational flight managment training, exams and birdstrike, performance and exam), 5 sim sessions, CLMT command line managment training - 12 sectors, line trg 48 sectors

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4
Q

CSFF release

A

-temp 4°C or more and no visible moisture
-fuel temp -16°C or more
-frost only inside marked area
-no frost/contamination on LE or control surfaces

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5
Q

PTU

A

power transfer unit - to operate autoslats, slats and LE flaps at normal rate, in case of loss of pressure in sys B egine driven hyd pump.
It uses sys A pressure to pressurize sys B fluid by hydraulic motor driven pump.
Conditions: Airborne, sys B engine driven pump press below limit, flaps not up/flaps between 15-up (old)

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6
Q

Landing gear tranfer unit

A

serves to raise ldg gear at normal rate in case of Engine 1 fail.
Conditions: airborne, ENG 1 rpm drops below limit, LDG gear lever UP, either main LDG gear not up&locked

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7
Q

Circling at night, restrictions

A

max X-wind 20G40 kts
vis 2400m
Celling minimums plus 300ft
Prohibited for new captains
PAPI mandatory

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8
Q

short field perf - how leading edge works

A

F1-25 flaps full ext/ slats extend, F30/40 flaps and slats full extend)
(non-SPF slats full ext beyond F5)

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9
Q

Intercepting GS from above

A

first loc capture before arming APP,
GP capture by 5/4NM ring
min F5 & speed max f5+10kts
set alt selector 1000ft AAL,
arm APP only within 1 dot above

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10
Q

take off config on rwy

A

come back to stand (CVR CB, duty pilot)- if its because of park brake - continue

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11
Q

WS escape maneuvre

A

TOGA
disengage AT
apply max thrust
initial pitch 15° & wings level
retract speedbrakes
follow FD
do not change config

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12
Q

Terrain escape

A

disengage AP&AT
apply max thrust
pitch 20° wings level
retract speedbrake
pitch up to PLI/buffet

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13
Q

RTO above 80 knots reasons

A

fire/fire warning, eng fail, predictive WS warning, AC unsafe/unable to fly

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14
Q

reporting

A

ASR, CPTSR, Cabin Crew report, CHIRP (UK)

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15
Q

Icing conditions

A

10°C or less
visible moisture (precipitation, cloud, fog 1600m vis or less)
water, snow, slush, ice on twy/rwy

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16
Q

freezing conditions

A

3°C or less
visible moisture (precipitation, cloud, fog 1600m vis or less)
water, snow, slush, ice on twy/rwy

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17
Q

Criteria for WS

A

uncontrolled changes below 1000ft AGL:
-15kts IAS
-500fpm V/S
-5°pitch
-1 dot GS
-unusual thrust for long time

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18
Q

G/A FMA

A

GA - LNAV - TO/GA
MCP SPD - LNAV - ALT ACQ(ALT HOLD)

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19
Q

White bug

A

v2+15 / vref +20

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20
Q

FUEL LEAK DURING ENGINE START AND WHAT DO YOU DO AND WHICH IS THE MOST PREFERRED WAY

A

start the engine, if leak continue, shutdown and restart the engine, run at idle for 5 min, if still continue shutdown and call maintroll

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21
Q

WHAT DO YOU DO IN ORDER TO PREVENT ANY RUNWAY INCURSIONS

A

verify the position and signage of entry point is correct
never cross lit stopbar
two-phase call before entering rwy (confirm readback)

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22
Q

ON GROUND EMERGENCY (ACTIONS OF THE CAPTAIN AND FIRST OFFICER)

A

CPT- stop the ac and “cc stadby” call
FO - F40 and ATC call

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23
Q

AFTER LANDING WHEN DO YOU START THE AFTER-LANDING PROCEDURE

A

when clear of rwy, taxi instructions recieved, writen so scratchpad, understood by both pilots

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24
Q

T/O but the RTOW is limited by gradient, what could you do?

A

-IC/ext
-Flaps 1
-bleeds off

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25
Minima for TO captain/FO/inexperienced FO
LVTO - CPT 125 LVTO - FO 550/550/550 LVTO - inexperienced FO 1000/1000/1000
26
How many lights should a captain see when he performs a LVTO (minimum RVR)
RVR 125m - 6 intervals - 7 lights (spacing 15m)
27
Single engine taxi requirements?
No LVP No freezing conditions No contamination rwy/twy less than 63t No restrictions in AFB/NOTAM/airport No conflicted MEL/HIL/NNC not more than 40% N1 due slope of apron
28
Planning minima (TO alternate & destination alternate)
Type B (DH less than 250ft) - minima + 200ft / 800m Type A (DH 250ft or more) - minima +400ft / 1500m
29
Definition VMC
more than 5000m vis and ceilling higher than 1000ft AAL
30
Orbit requirements
request an “orbit” that will be executed as racetrack pattern for stability which is subject to the following: 1.Not less than 10nms remaining to touchdown. 2.Descent to not below the MSA or 3,000 ft whichever is higher. 3.Max Flap 10, with speedbrake if operationally necessary. 4.Met conditions VMC.
31
Stabilised app criteria
1.Target speed: VREF to VREF+15. 2.Maximum speed VREF+20. 3.On the glide path (±1 dot). 4.On centreline (±1 dot). 5.Appropriate thrust set. 6.Landing Checklist complete (with the exception of landing lights)
32
Severe turbulence actions
Speed M.76/280kts Turb N1 set FMC N1 limit CON A/T off CWS Yaw damper on Eng start switch FLT
33
Engine limit or surge or stall - conditions
-engine indications are abnormal -engine indications are rapidly approaching or exceeding limits -abnormal engine noises possibly with vibrations -no response to thrust lever movement or abnormal response -flames in engine inlet or exhaust
34
Overweight landing requirements
-serious malfunction -serious illness -directed by qrh land at nearest suitable airport -condition where it would prevent non normal situation to develop into unsafe
35
FZFG
vis 1000m or less OAT -0 or below
36
Maximum time after pre take off contamination check
5 minutes
37
RET speed
60kts max, 45kts recomended
38
Aborted engine start conditions
-EGT rapidly approaching or exceeding limit -no increase in EGT in 15 sec after engine strat lever in idle -no increase or slow increse in N1/N2 after EGT indication -No N1 rotation before engine start lever put into idle -no oil pressure with engine stabilized at idle -EEC abnormal start protection activation
39
CAT 3 min RVR
200m/125m/75m, but for TO 125/125/125
40
How much time you need to wait until 2nd attempt of engine restart
motor the engine for 60sec and then call maintrol
41
MEL categories
A (specified), B (3 days), C (10 days), D (120 days)
42
Ramp 1 Check validity
48hrs
43
Run Up - when required and how performed NG and Max plus callouts
Whenever it's 3°or less and antiice is required NG - "40% stabilized" 70% "stabilized" N1 confirm stable engine operation (recommended 30 sec) Max - "40% stabilized" 50% N1 for 5 sec and confirm stable engine operation
44
Limits Baro-VNAV Approach
temperature restriction specified on the chart
45
MSA Pyrenees and alpes
Max MORA/MSA approximately 20.000ft Apls - cca 18000ft Pyrenees - cca 14000ft
46
QRH Chapters by heart
0-miscellaneous 1-airplane general, emer eq., doors, windows 2-air systems 3-anti ice, rain 4-automatic flight 5-communications 6-electrical 7-engines, APU 8-fire protection 9-flight controls 10-flight instruments, displays 11-flight management, navigation 12-fuel 13-hydraulics 14-ldg gear 15-warning systems
47
Blocked aileron after T/O. Actions taken ? -who controls what and how ?
Disconnect control wheels Cpt ailerons, fo spoilers. Use rudder if needed
48
Windshear warning when it works
Reactive WS warning - GPWS - below 1500ft, begins at rotation Predictive WS warning - WX Radar Scan start Thrust levers set for TO Below 2300/1800RA scan, 25°eaxh side, alerts 1200 -WS AHEAD - during TO within 3nm -GA WS AHEAD - during app, within 1.5NM MONITOR RADAR DISPLAY - to/app within 3NM Inhibit caution 80kts to 400RA Inhibit warning 100kts to 50RA
49
WHAT IS THE FLIGHT DIRECTOR INDICATING DURING WIND-SHEAR ESCAPE MANOEUVRE
Initially it pitch up to keep the speed, when VS reduces to 600fpm, it commands 15° pitch up until stick shaker speed and keeps intermittent stick shaker speed then increase to 600fpm and speed up and keep speed
50
sidestep requirements
only if asked by atc and missed app confirmed daylight VMC PAPI in sight visual vith landing rwy F30/F40 before comencing commence above 1000AAL landing runway treshhold same or further than app rwy landing perf calculation done stabilised app criteria met
51
practice autoland to unprotected rwy criteria
vis 1500m or more ceiling 500ft or more
52
HYD system A
flt controls no1 reverser autopilot A flight spoilers 2 each wing ground spoilers LDG gear PTU nose wheel steering Alternate brakes
53
HYD system B
flt controls no2 reverser autopilot B flight spoilers 2 each wing flaps and slats autoslats yawdamper LDG transfer unit alternate nose wheel steering Brakes
54
What is Just culture
Oragnizational culture where people wont be punished for mistakes and ommisions proprtional to their training and experience, but where gross negligence and vilfull violations will not be tolarated
55
What RAAS calls require a go around?
Long landing, caution taxiway, unstable Overrun goaround (on max)
56
Cold temp correction during an LNAV/VNAV.. what is corrected and what is not and why
in LNAV/VNAV dont correct from FAF to MAPt, we correct minima in LNAV we correct everything and minima
57
Monitored approach criteria
CAT 1 - vis 1000m / ceiling 300ft AAL NPA - vis 3000m / ceilling 1000ft AAL
58
security search -countries not applying security standards equivalent to EC300/2008
Specified in restricted memo - outside EU+GB+TGD(Podgorica)+BEG(Belgrade) = Morocco, Israel, Jordan, Egypt, Turkey
59
LDR calculation reversers crosswind limitation
for non-dry rwy no credit for rev with X-wind more than 15kts
60
Crosswinds limit LDG
6-4: 33kts 3: 25kts 2: 17kts 1-0: prohibited ldg
61
crosswind limit TO
6-5: 33kts 4: 22kts 3: 20kts 2: 15kts 1-0: prohibited TO
62
antiskid inop
prohibited takeoff on non-dry rwy prohibited use of ATRT prohibited on narrow rwy autobrakes not allowed speedbrk manual
63
APU limitations
electric FL410 bleed air FL170 electric+bleed FL100
64
trip reset button
resets BLEED TRIP OFF/BLEED, PACK, ZONE TEMP, related valve opens
65
wing body overheat
its caused by leak in bleedair duct - -engine strut -inboard leading edge -air conditioning bay -keel beam -bleed duct from apu
66
V/S with flaps not up conditions
delayed flaps retraction due speed restriction on sid and already on that speed vs needs to be managed to comply wit company restrictions AFDS engaged above MFRA
67
speedbrake limits
not recommended with flaps 15 or more prohibited below 1000AAL prohibited f40 and spdbrake on MAX
68
Visual app without instrument proc
RX point al least 4 NM 3 deg slope, hard altitude on RX point Turn to RX point only when +-400ft of path
69
when no assumed temp
contaminated rwy deicing xwind more than 10kts no bleeds TO prohibited by AFB antiskid inop reverser inop potential windshear EEC alternate mode
70
Speed trim system
operates during manual flight and trim the airplane for the selected speed
71
When do we have takeoff config warning
parking brake set flaps not 1-25 trim out of TO range speedbrake not down TE assymetry/skew LE devices not in configured for TO spoiler control valve is open - providing hydraulic fluid to ground spoiler interlock valve
72
Blunder error - what sop do we have to avoid
QNH from dest set in cruise on PM side crosscheck with atis and atc VSD on
73
Contingency fuel
5% of trip fuel or 5 min whichever is higher 3% with enroute alternate or 5 min
74
What do we have to do if we lost engine during final approach
VMC/IMC above 1000ft continue if stable and retract flaps to 15 if not enough thrust for f30 and increase speed by 20kts imc below 1000ft mandatory GA
75
What is trim air
adding hot air from the engine bleed to cold air from pack/mix manifold to mainain desired temp in cabin
76
When do you have to do Go around
stabilised app criteria not met eng fail below 1000ft IMC if approach aid or aircraft system is suspected to malfunction, unless VMC significant deviation below 1000ft nit corrected instructed by atc discretion of capt flap load relief after landing gate TOO LOW GEAR/TOO LOW FLAPS RAAS calls: -unstable, ustable -caution taxiway -long landing -overrun goaround
77
5 de icing steps
contamination check de/anti icing post treatment check pre takeoff check pre takeoff contamination check
78
TEM in your base
HEA CFIT - high terrain to sw RE - reduced brakingv performance GCOL - masts on apron
79
Kora of the month - last three
nov - descent modes and tcas oct - gcol sep - loc-i
80
circling procedure
alt acq -nothing alt hold - MAA set set hdg 45 deg to side HDG SEL 20sec - half tailwind turn downwind abeam treshhold 3xheight time - half tailwind time out - flap 25-40, turn to rwy on papi disconnect and land ldg gate 300
81
PTU why do we need it
to compy with climb gradient in third segment
82
max contamination on rwy
slush/standing water/wet snow 13mm dry snow 100mm
83
V/S approach differences
2NM level segment ring 5NM always
84
RVSM altimeter difference
75ft on ground 200ft prior entering RVSM
85
321 rule at 10NM
3000ft 200kts flap 1
86
max deviation to direct to Rx point
+-400ft
87
visual app minima
land alt plus 500ft
88
upset recovery
nose low - wings level, pull to level flight nose high - push, then wings level
89
bleed air system
5 and 9 stage of compressor 4 and 10 on max
90
SMS
systematic approach to managing safety - structures/accountabilities/policies/procedures ASR, CSR, GSR, ESR, SAFA, audit, external report, CHIRP

CU Assessment (2 decks)

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