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A320/ FCTM > General Information/Airbus Operational Philosophy > Flashcards

General Information/Airbus Operational Philosophy Flashcards

1
Q

The FCTM provides the flight crew with:

A

‐ The general Airbus operational philosophy (e.g. design and utilization principles, golden rules for
pilots)
‐ Additional information to the FCOM procedures (the “why” to do and the “how” to do)
‐ Best practices, operating techniques on maneuvers, and handling
‐ Information on situation awareness.
If the FCTM data differs from the FCOM data, the FCOM remains the reference.

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2
Q

The FCTM has 5 sections:

A

GENERAL INFORMATION
AIRBUS OPERATIONAL PHILOSOPHY
AIRCRAFT SYSTEMS
PROCEDURES
PREVENTING IDENTIFIED RISKS

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3
Q

GENERAL INFORMATION section provides information on:

A

The FCTM purpose
The FCTM content
The introduction to the Preventing Identified Risks
The abbreviations.

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4
Q

AIRBUS OPERATIONAL PHILOSOPHY section is divided into four sub-sections:

A
  1. Design Philosophy:
    This sub-section describes the Airbus design and utilization principles of: ‐ The cockpit
    ‐ The fly-by-wire
    ‐ The procedures.
  2. Tasksharing rules and communication:
    This sub-section describes the general tasksharing and communication rules in normal and abnormal operations.
  3. Management of Abnormal Operations:
    This sub-section describes how the flight crew should manage abnormal operations (e.g. Handling of ECAM alerts, QRH, ADVISORY)
  4. Golden Rules for Pilots:
    This sub-section describes the Airbus “GOLDEN RULES FOR PILOTS”.
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5
Q

AIRCRAFT SYSTEMS section provides:

A

supplementary information and operating techniques on the use of specific systems (e.g. BIRD, TCAS)

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6
Q

PROCEDURES section provides

A

normal and abnormal operations: ‐ Best practices (why to, how to, what if not done)
‐ Maneuvers and handling techniques
This section is divided into two sub-sections:
1. Normal Procedures (including Supplementary Procedures) 2. Abnormal and Emergency Procedures

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7
Q

PREVENTING IDENTIFIED RISKS section

A

provides the glossary of the identified risks and potential consequences that the flight crew may encounter.

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8
Q

A safe and efficient flight results from an effective interaction between:

A

‐ The Airbus cockpit philosophy
‐ The procedures
‐ The pilots (human mechanisms and behaviors).

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9
Q

DARK COCKPIT CONCEPT FOR OVERHEAD PANEL
Most of the systems are controlled from the overhead panel via:

A

‐ Pushbutton
‐ Pushbutton switch
‐ Switch
‐ Knob, knob-selector

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10
Q

DARK COCKPIT CONCEPT FOR OVERHEAD PANEL
The general operational rule is:

A

Light out philosophy. The systems are ready and fit to fly.

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11
Q

The information provided on the display units is color coded to indicate:

A

‐ The status of the system (ECAM or FMA)
‐ The status of the mode (FMA)
‐ The nature of the information (e.g. title of an alert, action to be performed, information).

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12
Q

The information provided on the pushbutton/pushbutton switch is also color coded to indicate the status of the system:

A

‐ Amber: Indicates that a system is failed
‐ Red: Indicates a failure that may require an immediate corrective action
‐ Green: Indicates that a system operates normally
‐ Blue: Indicates the normal operation of a temporarily selected system
‐ White: Indicates the abnormal position of a pushbutton switch or maintenance/test result
indication
‐ Blank: The system is fit to fly.

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12
Q

The information provided on the pushbutton/pushbutton switch is also color coded to indicate the status of the system:

A

‐ Amber: Indicates that a system is failed
‐ Red: Indicates a failure that may require an immediate corrective action
‐ Green: Indicates that a system operates normally
‐ Blue: Indicates the normal operation of a temporarily selected system
‐ White: Indicates the abnormal position of a pushbutton switch or maintenance/test result
indication
‐ Blank: The system is fit to fly.

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13
Q

The relationship between the pilot input on the sidestick, and the aircraft response, is called the

A

control law.
The control law determines the handling characteristics of the aircraft.

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14
Q

The purpose of the flight control protections is to:

A

‐ Give full authority to the flight crew, in order to enable them to obtain the best aircraft performance
with an instinctive, immediate action on the related control
‐ Minimize the possibility of over-controlling, overstressing, or damaging the aircraft.

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15
Q

NON BACK-DRIVEN THRUST LEVER CONCEPT

A

‐ The flight crew can easily and intuitively monitor the energy of the aircraft via current energy
cues (speed, speed trend, engine parameters), and not via ambiguous
thrust levers movement
‐ When the autothrust is engaged, the Thrust Lever Position determines the maximum authorized
thrust that may be commanded by the autothrust
‐ When the flight crew uses manual thrust, the Thrust Lever Position determines the current thrust
(as on any aircraft not equipped with autothrust).

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16
Q

The flight crew should keep in mind that sidestick inputs are

A

algebraically added. Therefore dual inputs must be avoided, and will trigger aural and visual alerts.
Either flight crew can make an input on their sidestick at any time.
Either flight crew can deactivate the other flight crew’s sidestick by pressing on their sidestick pb.

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17
Q

When the aircraft is in re-configuration law, the flight crew should consider the following:
‐ At high altitude, descend to a lower altitude to increase the margin to buffet. Descending by
approximately ___ reduces significantly the occurrence of stall warning
in turbulence.

A

4 000 ft below REC MAX ALT

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18
Q

Depending on the
re-configuration law, the pitch control law can have different modes, but the roll control law will always be in

A

direct law.

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19
Q

DIRECT LAW
The PF must avoid performing large thrust changes, or sudden speedbrake movements, particularly if

A

the center of gravity is aft.

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20
Q

MECHANICAL BACKUP
In such cases, the objective is not to fly the aircraft accurately, but to

A

maintain the aircraft attitude safe and stabilized, in order to allow the restoration of lost systems.

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21
Q

SOP UTILIZATION PRINCIPLES
The flight crew should perform SOP actions by memory. The flight crew can also decide to refer to the QRH, in order to perform both

A

the Preliminary Cockpit Preparation and Securing the Aircraft procedures.

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22
Q

The not-routine tasks are supported by the Supplementary Procedures. The flight crew must perform not-routine actions, using

A

the READ & DO principle.

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23
Q

For Supplementary Procedures, the flight crew should use the following tasksharing: If the procedure is related to engine start, it is recommended to

A

read the entire
procedure first, and then:
‐ The PM reads the actions, and
‐ The PF acts on the controls.

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24
Q

For all other supplementary procedures:
The procedures should be applied in accordance with

A

the READ & DO principle, i.e. the PM reads the procedure and the PF or the PM acts on the controls

25
Q

EFIS CP SELECTIONS
Whatever the status of the AP, the PF and the PM must perform their onside

A

EFIS CP selections.

26
Q

FMS ENTRIES VIA MCDU
Below 10 000 ft, entries should be restricted to those that have an operational effect:

A

‐ PERF APPR
‐ DIR TO
‐ NAVAIDS
‐ Late change of runway
‐ Activate SEC F-PLN
‐ ENABLE ALTN.

27
Q

FMS ENTRIES VIA MCDU
Time consuming entries must be performed at all times:

A

‐ By the PM upon PF request, or
‐ By the PF after a temporary transfer of controls to the PM.

28
Q

A longer, more detailed briefing may be necessary and adapted to the flight crew experience, such as in the following situations:

A

‐ A flight crew not familiar with the airport or the approach
‐ Complex airport (e.g. CAT C)
‐ Procedures or techniques that are rarely flown or applied.

29
Q

A shorter briefing restricted to the minimum items is possible. For example:

A

‐ Operating at a well familiar airport
‐ Repetitive operations by the same crew
‐ No or limited threats identified.

30
Q

A DEBRIEFING should be considered at the end of each flight. This is in order to check

A

how the plan and the management of expected and unexpected threats and errors worked, and to see if it is possible to enhance next time in a similar scenario.

31
Q

At the aircraft, the following parts of the SOP contain items to be discussed and agreed by both pilots:

A

‐ Aircraft acceptance
‐ Preliminary performance calculation
‐ Last part of cockpit preparation after FMS preparation by the PF.

32
Q

DEPARTURE BRIEFING
(5) MISCELLANEOUS is intended to consider additional items e.g.:

A

‐ Intended use of automation after takeoff
‐ Supplementary Procedures if not yet briefed
‐ Observer safety briefing and duties
‐ Dangerous goods on board.

33
Q

ARRIVAL BRIEFING
(5) MISCELLANEOUS is intended to consider additional items e.g.:

A

‐ Special Operations
‐ Supplementary Procedures if not yet briefed.

34
Q

Below-listed procedures are performed using the “READ & DO” principle (except MEMORY items or OEB immediate actions):

A

‐ ECAM procedures, are triggered automatically in response to an abnormal behavior of the
systems monitored by the Flight Warning System (FWS)
‐ QRH procedures, are applied by the flight crew in response to an abnormal event detected by any
flight crewmember
‐ OEB procedures, are triggered in some situations.

35
Q

In the case of abnormal or emergency situations, the flight crew should apply the procedures in the following sequence, as appropriate:

A

‐ MEMORY ITEMS or OEB immediate actions
‐ OEB
‐ ECAM
‐ QRH

36
Q

When the flight crew applies a procedure, they must complete the procedure, unless:

A

‐ An action requests to apply/consider another procedure,
‐ The flight crew needs to update their situation assessment due to an unexpected abnormal or
emergency situation (e.g. Smoke detected by the cabin crew or volcanic ash encounter).

37
Q

If red LAND ASAP is part of the procedure, land as soon as possible at the nearest airport at which a

A

safe landing can be made.
Note: Red LAND ASAP information is applicable to a time-critical situation.

38
Q

If amber LAND ASAP is part of the procedure, consider landing at the

A

nearest suitable airport.

39
Q

In flight, the PF and PM must crosscheck before any action on the following controls:

A

‐ ENG MASTER lever
‐ IR MODE selector
‐ All guarded controls
‐ CockpitC/Bs.

40
Q

If the flight crew inadvertently operates a black guarded control,

A

the subsequent effect is reversible.

41
Q

To confirm the operation of
‐ ENG MASTER lever
‐ IR MODE selector
‐ All guarded controls
‐ CockpitC/Bs.
the flight crew should use the following tasksharing method:

A

‐ The PM indicates the related control and requests confirmation from the PF
‐ The PF verifies the control designated by the PM and gives confirmation to the PM
‐ The PM operates the related control, as required.

42
Q

If requested by any ECAM/QRH/OEB procedure, the PM should ask to the PF to operate the corresponding lever. The flight crew should use the following tasksharing method:

A

‐ The PF indicates the related thrust lever and requests confirmation from the PM
‐ The PM verifies the thrust lever indicated by the PF and gives confirmation to the PF ‐ The PF operates the related thrust lever, as required.

43
Q

HANDLING OVERHEAD PANEL CONTROL
To perform any action requested by a procedure, the PM should indicate the related panel and control and announce in sequence:

A

‐ The name of the system
‐ The name of the control, or system reset
‐ The action.
E.g. “AIR, XBLEED, CLOSE”.

44
Q

After the selection of a control, the PM should check

A

the SD page, in order to verify that the selected action was performed (e.g. The closure of the crossbleed valve should change the indications that appear on the SD page).

45
Q

For takeoff or go around, the flight crew should delay READ & DO actions until the aircraft reaches a minimum of

A

400 ft AGL
However, the flight crew may initiate READ & DO actions below 400 ft AGL, provided that the flight path is safe.

46
Q

For each ECAM procedure; The PM should check/inspect the overhead panel and/or associated SD, in order to

A

analyze and confirm the failure, before they take any action. The flight crew should keep in mind that the sensors on the overhead panel and/or SD may be different from the sensors that trigger the failure.

47
Q

In all cases, the flight crew must stop the ECAM actions before reading the STATUS page, in order to:

A

‐ Perform any normal C/L, if applicable.
‐ Consider any system reset.
‐ Consider application of the ENG RELIGHT procedure after an engine failure with no damage.

48
Q

If an ECAM warning disappears while a procedure is being applied,

A

the warning can be considered no longer applicable. Application of the procedure can be stopped.

49
Q

The flight crew can stop any abnormal QRH procedure if

A

the conditions for its application disappear.

50
Q

When the ECAM/QRH/OEB actions are completed, the flight crew should:

A

‐ Resume the Normal Operations Task sharing rules
‐ If time permits, review the FCOM for additional information on the applicable procedure(s).
However, the flight crew should not prolong the flight to refer to the FCOM.
‐ Assess the situation
When convenient, recall the STATUS page, in order to assess the situation:
* Check any fuel penalty factor, and check the remaining fuel at destination or diversion airport
* Check any landing distance penalty, and compute the landing distance at destination or
diversion airport
* Consider all the operational, maintenance and commercial aspects.
‐ Make the decision
‐ Inform the ATC, the cabin crew, the passengers, and airline operations as required.

51
Q

The ADVISORY enables the flight crew to

A

monitor the drifting parameter. The sensors used to trigger an advisory may be different from those used by the FWS to trigger an ECAM alert.

52
Q

The flight crewmember that first notices an advisory announces “ADVISORY on XYZ system”,
‐ Then, the PF requests the PM to monitor the drifting parameter. If time permits,

A

the PM may refer
to the QRH, in order to:
* Check the advisory triggering conditions in various advisory situations
* Find the associated recommended actions.

53
Q

Any spurious caution can be deleted with the

A

EMER CANC pb . When pressed, the EMER CANC pb deletes both the aural alert, and the caution for the remainder of the flight. This is indicated on the STATUS page, by the “CANCELLED CAUTION” title.
The EMER CANCEL inhibits any aural warning that is associated with a red warning, but does not affect the warning itself.

54
Q

The QRH summaries are QRH procedures created to help the flight crew to perform actions in the case of

A

an ELEC EMER CONFIG or a dual hydraulic failure.
The QRH summaries are divided into four sections: CRUISE, APPROACH, LANDING, and GO-AROUND.

55
Q

Situation Assessment with the QRH Summary
As indicated in the CRUISE section, the flight crew should refer to the performance application or the corresponding chapters of the QRH for:

A

‐ The evaluation of increased fuel consumption
‐ The landing performance computation at the selected airport.

56
Q

Approach Preparation with the QRH Summary

A

While the flight crew checks the STATUS page (step 6), they should use the APPROACH, LANDING, and GO-AROUND sections to support the approach preparation.
When appropriate, the APPROACH, LANDING, and GO-AROUND sections include the LANDING WITH SLATS or FLAPS JAMMED procedure and the L/G GRAVITY EXTENSION procedure that the flight crew must apply during the approach, landing, and go-around phases.

57
Q

Approach Briefing with the QRH Summary
The flight crew should use the APPROACH, LANDING, and GO-AROUND sections of the QRH summary to

A

perform the approach briefing, while they crosscheck the associated FMS pages and the STATUS page.

58
Q

Approach with the QRH Summary
When the aircraft is in final configuration, the flight crew can rapidly review

A

LANDING and GO-AROUND sections, as a reminder (braking, NWS, reversers, and L/G retraction in the case of a go-around).
Finally, the PM should check the STATUS page (step 12) and check that all the APPR PROC actions are completed.

59
Q

The following four Golden Rules for Pilots are applicable to all normal operations, and to all unexpected or abnormal/emergency situations:

A
  1. Fly. Navigate. Communicate: In this order and with appropriate tasksharing.
  2. Use the appropriate level of automation at all times.
  3. Understand the FMA at all times.
  4. Take action if things do not go as expected.

A320/ FCTM (3 decks)

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