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Airbus A350 Technical > Introduction To Airbus > Flashcards

Introduction To Airbus Flashcards

1
Q

What For

The objectives of the procedures are to:

A

Share a common practice, in order to ensure a safe and efficient flight

Organize tasksharing and teamworking

Guide pilots actions (interface between the flight crew and the aircraft).

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2
Q

The procedures are divided into

A

routine, and not-routine procedures.

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3
Q

During the daily normal operations of the aircraft, the flight crew may have to perform actions which are not part of the SOP memory actions, i.e. not frequently done. These actions are identified as not-routine tasks dedicated to not-routine situation (e.g. airframe deicing/anti-icing procedures on ground, manual engine start). The not-routine tasks are supported by the Supplementary Procedures.

The flight crew must perform not-routine actions, using the …….principle, (mainly by PM)

A

READ & DO

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4
Q

ABNORMAL AND EMERGENCY PROCEDURES DESIGN PRINCIPLES
These procedures are not-routine, classified in abnormal or emergency, and prioritized in accordance with the criticality of the situation.

An abnormal or emergency procedure is initiated following:

A

A system failure, or

An operational context.

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5
Q

The design of an abnormal or emergency procedure is defined as:

A MEMORY ITEM, when the flight crew has no time to refer to the ECAM/QRH/FCOM to ensure a safe flight path, or

An OEB IMMEDIATE ACTION, when the flight crew has no time to refer to specific OEB actions to ensure a safe flight path, or

A READ & DO procedure that is handled via the ECAM, QRH, FCOM, or OEB.

The type of procedure is easy to identify:

A
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6
Q

Normal Procedures:

It is the responsibility of the PF to:

FLY

NAVIGATE.

It is the responsibility of the PM to:

MONITOR the flight path, the navigation and the aircraft systems

COMMUNICATE.

However, when necessary, the flight crew may

A

re-allocate the tasks, as required.

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7
Q

SUPPLEMENTARY PROCEDURES
For Supplementary Procedures, the flight crew should use the following tasksharing:

If the procedure is related to engine start, it is recommended to read the entire procedure first, and then:
The PM reads the actions, and

The PF acts on the controls.

For all other supplementary procedures:

A

The procedures should be applied in accordance with the READ & DO principle, i.e. the PM reads the procedure and the PF or the PM acts on the controls, depending on the context.

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8
Q

ABNORMAL OPERATIONS
It is the responsibility of the PF to:

FLY,
NAVIGATE
COMMUNICATE after the initiation of:

The ECAM actions, or
A QRH procedure.

It is the responsibility of the PM to:

MONITOR the flight path and the navigation
Perform ECAM actions or apply QRH/OEB procedure.

Note:
During the ECAM management process or the application of a QRH/OEB procedure, the “COM” task is transferred to the………, as the cognitive skills of the PM are mostly dedicated to the understanding and the application of the ECAM/QRH/OEB actions. Therefore, their situation awareness of the environment and the navigation is less effective than the PF’s one.

A

PF

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9
Q 
GENERAL
The FCU (AFS CP and EFIS CP) and MFD/KCCU must be used in accordance with specific rules, in order to ensure:
A

Safe operation (correct entries made)

Effective inter-pilot communication (knowing each other’s intentions).

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10
Q

AFS CP SELECTIONS
AFS CP entries (selection or target adjustment) are performed by:

The PF, with AP ON, or by the PM (upon PF request)

The PM (upon PF request), with AP OFF (except AP / A/THR that may be selected on by the PF).

A
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11
Q

EFIS CP SELECTIONS

Whatever the status of the AP, the PF and the PM must perform their

A

onside EFIS CP selections.

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12
Q

FMS ENTRIES VIA MFD/KCCU

Below 10 000 ft, entries should be restricted to those that have an operational effect.

Time consuming entries must be performed at all times:

By the PM upon PF request, or

By the PF after

A

a temporary transfer of controls to the PM.

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13
Q

In the case of any abnormal or emergency situation, different types of procedures are available:

ECAM Sensed procedures are triggered automatically in response to an abnormal behavior of the systems monitored by the Flight Warning System (FWS)

ECAM Not-Sensed procedures can be manually activated by the flight crew in response to an abnormal event detected by any flight crewmember

QRH Not-Sensed procedures are applied by the flight crew in response to an abnormal event detected by any flight crewmember

Some situations may trigger the application of an OEB procedure.

All the above-listed procedures are of “READ & DO” type, i.e. the PM will “READ & DO” all the actions displayed on the ECAM/QRH/OEB procedure.

However, in some time critical situations, the flight crew has no time to refer to the ECAM/QRH/FCOM to ensure a safe flight path.

Therefore, the flight crew must know, and strictly apply by memory, items, referred to as

A

MEMORY ITEMS.

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14
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

OEB

Sensed ECAM

Not-Sensed ECAM

QRH.

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15
Q

In the case a procedure is available in both the ABNORMAL PROC menu of the ECP and the QRH (e.g. SMOKE / FUMES), the flight crew should preferably select and apply the……… in order to update the WD/PFD limitations and STATUS page, in accordance with the current technical status of the aircraft (e.g. LAND ASAP memo will appear on WD/PFD in the case of SMOKE / FUMES Abnormal Not-Sensed procedure).

A

Abnormal Not-Sensed procedure

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16
Q

The flight crew should apply the QRH procedure if:

A

The conditions in the cockpit are not adequate to perform the ECAM actions (e.g. heavy smoke)

The flight crew considers it is more convenient in time critical situation (e.g. emergency evacuation procedure).

17
Q

ONE PROCEDURE AT A TIME

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).

18
Q

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

The flight crew must crosscheck the above-listed controls, in order to prevent any inadvertent action by the flight crew with irreversible effects (e.g. when the flight crew operates red guarded controls). If the flight crew inadvertently operates a black guarded control, the subsequent effect is reversible. The flight crew must restrict the reset of systems to those listed in the FCOM.

A

ENG MASTER lever
IR MODE selector
All guarded controls
RESET/POWER SUPPLY buttons.

19
Q

TASKSHARING RULES FOR THRUST LEVERS OPERATION
The thrust levers are part of the controls that the PF operates, in order to ensure their “FLY” task.
Therefore, the PM should not operate the thrust levers.
If requested by any ECAM/OEB/QRH procedure, the PM should ask to the PF to operate the corresponding lever.

A

The flight crew should use the following tasksharing method:

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.

20
Q

HANDLING OF OVERHEAD PANEL CONTROLS
The cockpit overhead panels are clearly labeled, in order to help the flight crew to correctly identify all applicable systems and controls.

When the ECAM/QRH/OEB procedure requires the flight crew to perform an action on the overhead panel or when the flight crew performs a system reset, the flight crew is able to rapidly identify and find the correct system panel via the white label (uppercase) that is on the side or on top of each panel.

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

The name of the system

The name of the control, or RESET/POWER SUPPLY button

The action.

E.g. “AIR, XBLEED, CLOSE”.

This method enables the PM to keep the PF informed of the progress of the procedure and reduces the risk of the PM operating the wrong control.

It is important for the flight crew to remember that, most of the time, in the case of a system failure, the FAULT light of the applicable control comes on in amber. This enables the flight crew to correctly identify the applicable system control on the overhead panel.

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).

21
Q

When an abnormal situation is detected by the flight crew, the first priority of the flight crew is to maintain a safe flight path before the flight crew performs any READ & DO actions. For takeoff or go around, the flight crew should delay READ & DO actions until the aircraft reaches a minimum of 400 ft AGL. This is an appropriate compromise between stabilization of the aircraft and a delay in the actions. However, the flight crew may initiate READ & DO actions below 400 ft AGL, provided that the flight path is safe.

When the flight crew performs a “READ & DO” ECAM/QRH/OEB procedure, they must:

A

Correctly read and apply the ECAM/QRH/OEB actions

Appropriately share tasks

Carefully monitor and crosscheck.

22
Q

Tasksharing Rules

The PF usually remains the PF for the entire flight, unless the Captain decides to re-allocate tasks differently, or in the case of failure that impacts the “FLY” task of the PF.

In addition to the routine tasks “FLY” and “NAVIGATE” performed by the PF, it is the responsibility of the PF to perform all the following actions:

Initiate ECAM/QRH/OEB actions that the PM must perform
Communicate after ECAM/QRH/OEB actions are initiated and until the PM announces:
“ECAM actions completed” or
“XXX procedure completed”, in the case of QRH or OEB procedure.

In addition to the routine task “MONITOR” performed by the PM, it is the responsibility of the PM to manage the ECAM/QRH/OEB actions after the PF announces “ECAM ACTIONS”, or “Check ECAM Not-Sensed”, as follows:

A

Read & Do the ECAM/QRH/OEB actions and checklist in a spoken voice
Obtain PF confirmation before clearing any ECAM action.

23
Q

Handling of ECAM Procedure

The ECAM actions are actions that the PM must perform on ground or in flight following an ECAM alert, once the aircraft trajectory is stabilized and the PF announced “ECAM actions”.

The ECAM actions are divided into several steps, which are clearly identified on the WD and SD pages. The PM must:
“READ & DO” the ECAM procedures, identified as procedure action lines on the WD
Analyze the operational impact on the affected system via the SD page
Read the STATUS page, including associated deferred procedures.

If an ECAM procedure requests the flight crew to apply a QRH procedure, the flight crew should:
Keep the procedure displayed on the ECAM
Apply the requested procedure
When the requested procedure is completed, tick the action line (e.g. FIRE/SMOKE PROC…APPLY).

The objective is to avoid the flight crew to be disturbed with subsequent ECAM alerts that may trigger with.

A

less priority

24
Q

TASKSHARING FOR ECAM SENSED PROCEDURE
The flight crew should apply any OEB that affects an ECAM alert. To apply the ECAM procedure, the flight crew should use the following tasksharing method:

A
25
Q

TASKSHARING FOR ECAM NOT-SENSED PROCEDURE
If the flight crew needs to review, or discuss a Not-Sensed procedure, they must use the FCOM. The flight crew must not activate a Not-Sensed procedure to review or discuss a procedure for the following reasons:

If limitations or memos are associated with this procedure, they will appear on the WD or on the PFD

If the ECAM Not-Sensed procedure is unduly activated without intention to apply it, avionics systems (including FWS alerting system) will reconfigure their system behavior in accordance with the activated Not-Sensed procedure.

When the flight crew needs to activate a not-sensed procedure that is not requested by an ECAM procedure, they should use the following tasksharing method:

A

The flight crew can stop any abnormal not-sensed procedure if the conditions for its application disappear.

26
Q

TASKSHARING FOR DEFERRED PROCEDURE

To activate a deferred procedure, the flight crew should use the following tasksharing method:

A
27
Q

STOP ECAM
When necessary, the flight crew should stop the ECAM actions when they need to perform actions which require acknowledgement, check or crosscheck from both flight crewmembers (e.g. communication to ATC, request of configuration change, baro setting).
Then, they should continue with ECAM actions.

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

Perform the After Takeoff/Climb C/L or any normal C/L, if applicable.
The flight crew must perform the pending normal C/L at this stage as it is a good compromise between the necessary application of ECAM procedures and system analysis and the delay in the check of systems status (e.g. in the case of failure after takeoff, flaps and landing gear retracted)

Consider any system reset.

The ECAM procedure may consider reset of computer/system by switching OFF then ON the associated computer/system via the usual cockpit control (e.g. PRIM).
However some systems can be reset only via the RESET/POWER SUPPLY buttons.
This action may not be requested by the ECAM procedure.
Therefore it is the flight crew responsibility to consider any computer/system reset via a RESET/POWER SUPPLY button at this stage (provided the system reset is permitted, Refer to FCOM/PRO-ABN-ABN-RESET [RESET] System Reset Table), in order to recover the operation of the affected system.
If the reset is successful, the STATUS page will disappear.

A

The flight crew must not apply the system reset procedure from memory.
They must refer to the FCOM.
In flight, the flight crew should restrict the system resets to the ones listed in the operational documentation

Consider activation of the ENG RELIGHT ABN PROC after an engine failure with no damage.
The flight crew should consider performing the ENG RELIGHT procedure at this stage as if the relight is successful the STATUS page will disappear.

28
Q

STATUS PAGE
The purpose of the STATUS page is to provide an overview of the technical status of the aircraft in all flight phases. Therefore, it is important that the flight crew checks the whole STATUS page information, in order to correctly assess the situation and subsequently make appropriate decision.

The STATUS page may contain some actions, also referred to as…….. that should be performed by the flight crew at a more appropriate time.
The flight crew should read the deferred procedures during the STATUS page review.
At this stage, the purpose of reading the content of the deferred procedures is to evaluate and anticipate the workload for each flight phase.

A

deferred procedures

29
Q

IF THE ECAM WARNING (OR CAUTION) DISAPPEARS WHILE APPLYING THE PROCEDURE
If an ECAM warning disappears, while a procedure is being applied, the warning can be considered no longer applicable. Application of the procedure can be…….

For example, during the application of an engine fire procedure, if the fire is successfully extinguished with the first fire extinguisher bottle, the ENG 1(2) FIRE warning disappears and the procedure no longer applies. Any remaining ECAM procedures should be performed as usual.

A

stopped.

30
Q

DISPATCH PAGE
The purpose of the DISPATCH page is to provide the list of the dispatch messages that are currently sensed by the Flight Warning System (FWS).

A

On-ground, the appearance of a new dispatch message on the DISPATCH page is indicated to the crew via one of the two following cockpit effect:

An ECAM alert that indicates a system failure (e.g. AIR PACK 1 FAULT) with or without ECAM action(s).
This occurs when the system failure has an impact both on the on-going flight and on the next dispatch.
A system failure has an impact on the on-going flight when a flight crew action or awareness is needed (e.g. F/CTL SPEED BRAKES FAULT).

Note:
Some ECAM alerts do not have any associated dispatch message on the DISPATCH page.
This occurs when the ECAM alert does not indicate a system failure (e.g. BRAKES PARK BRK ON) or when the ECAM alert is the consequence of a primary alert (e.g. AIR ABNORM BLEED CONFIG).

For more information, Refer to MEL/GEN-HDM Content of the MMEL Entries Section.

A generic DISPATCH PAGE UPDATE alert when the failure has only an impact on the next dispatch.
This occurs when the system failure does not require immediate crew action or awareness.

Note:
In flight, the DISPATCH PAGE UPDATE alert is inhibited. This alert is used only on-ground to inform the flight crew of the detection of a failure that has an impact only on aircraft dispatch.
Therefore, the consultation of the DISPATCH page during the flight is left at flight crew’s discretion or Operator’s policy.
When the MEL must be consulted and applied, as defined by the operational rule and the Operator’s policy (e.g. until start of the taxi), it is important that the flight crew checks the whole DISPATCH page content when a new dispatch message appears.
This consultation eases the dispatch assessment since the dispatch message is the entry point into the MEL for the failures sensed by the FWS.

31
Q

HANDLING OF QRH PROCEDURE

When the flight crew needs to apply a QRH procedure, the PM should use the QRH/Abnormal and Emergency table of contents in order to search and select the applicable procedure.

The flight crew can stop any abnormal QRH procedure if

A

the conditions for its application disappear.

32
Q

ECAM/QRH/OEB ACTIONS COMPLETED

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

A

Resume the Normal Operations Tasksharing 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

When convenient, recall the STATUS page and assess the situation, taking into account the following aspects:

Operational aspects:
LAND ASAP or LAND ANSA
Aircraft limitations
Weather conditions
Check any fuel penalty factor and remaining fuel at destination or diversion airport

For more information, Refer to PR-AEP-FUEL Fuel Penalty.

Check any landing performance penalty, and compute the landing performance at destination or diversion airport
For more information, Refer to PR-AEP-LDC Landing Computation.

Reduced Vertical Separation Minimum capability (RVSM)
Required Navigation Performance (RNP) capability
Approach and landing capability
Dispatch aspects
Commercial aspects

This list is not exhaustive. The operator or the flight crew should consider any other relevant aspects.
Make the decision
Inform the ATC, the cabin crew, the passengers, and airline operations as required.

33
Q

HANDLING OF ADVISORY

The flight crew should keep in mind that the ECAM advisory is a monitoring function provided by the CDS. Therefore for a given system, the sensors used to trigger an advisory may be different from those used by the FWS to trigger an ECAM alert.

Under normal FWS operation, the ADVISORY (i.e. Green pulsing parameter) indicates that a monitored parameter of an aircraft system starts to deviate from its usual operating range, but does not reach its abnormal range and associated ECAM alert level.
The ADVISORY enables the flight crew to monitor the drifting parameter.
However, as long as the parameter does not reach the abnormal indication associated to the triggering of the ECAM alert, no specific crew action is required.

TASKSHARING RULES
The flight crew should use the following tasksharing method:

A

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, the PM may refer to the FCOM, in order to:

Check the advisory triggering conditions in various advisory situations

Be informed of the associated ECAM alert that may subsequently trigger, should the parameter keep on excessively drifting and reach the ECAM alert level.

34
Q

HANDLING OF DISPATCH MESSAGES
The purpose of the DISPATCH page is to provide the list of dispatch messages that are active in the Flight Warning System (FWS).

For more information on the DISPATCH page, Refer to FCOM/DSC-31-CDS-60-10-50 DISPATCH Page.
For more information on dispatch messages inhibition, Refer to FCOM/DSC-31-CDS-60-10-10 ECAM Flight Phases.

One of the two following cockpit effects indicates the display of a new dispatch message on the DISPATCH page:

A

The ECAM displays an alert related to a system failure (e.g. AIR PACK 1 FAULT) with or without ECAM action(s). This occurs when the system has an effect both on the on-going flight and on the following dispatch.
The flight crew should complete the ECAM actions before any check of the associated dispatch message.

Note:
Some ECAM alerts do not have any associated dispatch message on the DISPATCH page. This occurs when the ECAM alert does not indicate a system failure (e.g. BRAKES PARK BRK ON) or when the ECAM alert is the consequence of a primary alert (e.g. AIR ABNORM BLEED CONFIG).
For more information, Refer to MEL/GEN-HDM Content of the MMEL Entries Section.

The ECAM displays the generic DISPATCH PAGE UPDATE alert on ground, when the failure has only an effect on the following dispatch. This occurs when the system failure does not require immediate crew action or awareness.

Note:
In flight, the DISPATCH PAGE UPDATE alert is inhibited. This generic alert is used only on ground to inform the flight crew of the detection of a failure that has an effect only on aircraft dispatch.

35
Q

USE OF THE DISPATCH PAGE ON GROUND AND IN FLIGHT
On ground, it is important that the flight crew checks the DISPATCH page when a new dispatch message appears.
This consultation eases the dispatch assessment since the dispatch message is the main entry point to the MEL for the failures that the FWS monitors.

In flight, the flight crew……

A

may decide to consult the DISPATCH page for anticipation of the effect of the dispatch messages on the following dispatch.

36
Q

FLUCTUATING CAUTION

Any fluctuating caution can be deleted via the

A

EMER CANC pb.

37
Q

Golden Rules for Pilots:-

A

Airbus A350 Technical (36 decks)

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