Question 1

Antiskid is not AVAIL at what speed?

Accepted Answer

[FCOM/DSC/32/10/30/20 - Antiskid] Below 10 kts.

Question 2

What's the speed limit for taxiing?

Accepted Answer

[OMA 8.3.20.1.7 Taxi] The following taxi speeds shall not be exceeded: - Surfaces not reported as slippery: 30 - Slippery or contaminated surface: 10 - Low Visibility Operations: 10

Question 3

What's the limitation for taxiing from the right-hand side?

Accepted Answer

[OMA 8.3.20.1.7 Taxi] Taxiing from the right-hand seat is not allowed if: a. The parking guidance system is calibrated for the left-hand seat. In this case the left-hand seat pilot shall taxi the aeroplane before the final turn to parking is initiated, or b. A 180-degree turn is required.

Question 4

Describe the actions for turning on a turning pad.

Accepted Answer

[SOP] [FCTM/PR/NP/SOP/100] CM1 only + not allowed on contaminated RWYs 1) GS of 5 kts (don’t let it drop) 2) Turn 30⁰ (onto the Turning Pad) 3) Apply THR 10% on OUTR ENG (ENG #1) 4) When the magenta side dot hits the Turn Line: apply full tiller The flight crew begins the turn using the arrows painted at the outside of the ITAC turn pad. The flight crew must start the turn when the 'virtual' line indicated by the direction of the arrow crosses the shoulder of the Pilot Flying (PF). 5) Use differential BRK + OUTR ENG as needed

Question 5

Describe the actions for turning 180⁰ on a 60m-wide RWY.

Accepted Answer

[SOP] [FCTM/PR/NP/SOP/100] CM1 only + not allowed on contaminated OR BWS fault 1) GS of 5 kts (don’t let it drop) 2) Turn 20⁰ (to the side of the RWY) 3) Apply THR 20% on OUTR ENG (ENG #1) 4) At 1.5m to RWY edge: full tiller In approximately 3s. 5) On the turn: apply MAX inside pedal BRK [Technique]: The moment you press the BRKs, the ACFT slowly stops. If you use full rudder pedal instead, the NSW increases the angle 6⁰ (76⁰ total), and the ACFT does the turn without any additional THR (light ACFT). If the SPD starts to increase throughout the turn, smoothly press the BRK (INNR BRK). Tell the CM2 to keep calling you the GS throughout the turn (i.e. every second). Visual reference: Use the following visual references to determine the position at which to begin the turn, in comparison to the runway edge: For a turn to the right: - CM1: The CM1's view of the runway edge corresponds to a diagonal line that is in the pilot's field of view, and that passes through the CM1 glareshield at the bottom of the hump, then through the CM1 PFD all the way to the right lower corner of the OIT. - CM2: The CM2's view of the runway edge corresponds to a diagonal line that is in the pilot's field of view, and that passes through the CM2 PFD to the upper right corner of the glareshield.

Question 6

Is the ETACS compulsory for 180-turns, or turns on turn-pad?

Accepted Answer

[FCTM/PR/NP/SOP/100] Both procedures does not require the use of the ETACS.

Question 7

What's the operational recommendation for the use of rudder?

Accepted Answer

[FCTM/AS/RUD] In order to avoid excessive structural loads on the rudder and on the vertical stabilizer, the flight crew must apply the following operational recommendations. THE RUDDER IS DESIGNED TO CONTROL THE AIRCRAFT, IN THE FOLLOWING SITUATIONS A. IN NORMAL OPERATIONS, FOR LATERAL CONTROL - During the takeoff roll, when on the ground, particularly in crosswind conditions - During landing flare with crosswind, for decrab purposes - During the landing roll, when on the ground. B. TO COUNTERACT THRUST ASYMMETRY Up to full rudder deflection can be used to compensate for the yawing moments that are due to asymmetric thrust. C. IN SOME OTHER ABNORMAL SITUATIONS The flight crew may also use the rudder pedals in some abnormal situations. For example: - Rudder trim runaway: The flight crew uses the rudder pedals in order to return them to neutral - Landing with an abnormal landing gear position, or asymmetric braking: The flight crew uses the rudder pedals for directional control on the ground. In all of the normal or abnormal situations that are described above, correct rudder pedal use does not affect the structural integrity of the aircraft. Caution: Regardless of the airborne flight condition and aircraft speed, the flight crew must not apply sudden, full or almost full, opposite rudder pedal inputs. These inputs can induce loads that are above the defined limit loads, and can result in structural damage or failure. The rudder travel limitation is not designed to prevent structural damage or failure in the event of such rudder system inputs.

Question 8

What happens if the ENG START selector remains in IGN after engine start?

Accepted Answer

[FCTM/PR/NP/SOP/90] [EA] ENG START SELECTOR After the engines start, the flight crew should set the ENG START selector to NORM. If the ENG START selector remains in the IGN START position: - This prevents from a continuous ignition on ground - In flight, after liftoff, the engine igniters are continuously electrically supplied. This should be avoided because it reduces the lifetime of the igniters.

Question 9

Which control surfaces are included on the "one-pixel rule" during the flight control check?

Accepted Answer

Ailerons and elevators only. [FCTM/PR/NP/SOP/90] FLIGHT CONTROLS On the F/CTL SD page, the full travel of one or more ailerons or elevators may not reach the maximum deflection indicator. The full travel is achieved, if no more than one pixel line is missing between the aileron or elevator indication and the maximum deflection indicator. [DSC/27/10/20 – F/CTL System Display] The full deflection is achieved, if no more than one pixel line is missing between the aileron indication and the maximum deflection indicator.

Question 10

After engines are started, and the scan flow is performed, it is noticed that the rudder trim is blue, with a deflection of +0.3°. What's wrong?

Accepted Answer

[FCTM/PR/NP/SOP/90] FLIGHT CONTROLS After the F/CTL checks, the rudder trim returns to a position between ±0.3 °. As a result, the rudder trim check at neutral in the AFTER START C/L may appear as not completed (I.e. in blue)

Question 11

Engines have been started, and because it’s raining outside you quickly tell the engineer “4 good ENG start” so he can walk away and cover himself. During the F/CTLs check, the flaps are still deploying, and you notice the spoilers are slightly deflected. What's happening?

Accepted Answer

[FCTM/PR/NP/SOP/90] FLIGHT CONTROLS If the flight crew starts the flight controls check when the slats/flaps are moving to the takeoff configuration: - The ailerons at neutral are deflected 5 ° down in high lift configuration, and between 0 ° and 5 ° down during flaps extension to configuration 1+F - The spoilers at neutral are extended 5 ° up on ground, when the flaps are fully retracted or moving to configuration 1+F.

Question 12

In terms of taxiing guidance, what should the PM do when the visibility is reduced?

Accepted Answer

[FCTM/PR/NP/SOP/100] AIRPORT NAVIGATION When the visibility is reduced, the PM should announce when the aircraft approaches the active runways.

Question 13

What should be the latest stage to deselect the OANS from the ND?

Accepted Answer

[FCTM/PR/NP/SOP/100] AIRPORT NAVIGATION Both flight crewmembers should deselect the OANS on both NDs before the line up, at the latest.

Question 14

What's the reason for the 'Brake Check' after start? What are you checking?

Accepted Answer

[FCTM/PR/NP/SOP/100/100-1] BRAKE CHECK When cleared to taxi, the PF should set the PARK BRK handle to OFF. When the aircraft starts to move, the PF should check the efficiency of the normal braking system by smoothly pressing the brake pedals, to ensure that the aircraft slows down. The PM should also check the triple pressure indicator to ensure that brake pressure remains at zero . This indicates a successful changeover to the normal braking system.

Question 15

What's the correct taxiing technique to reduce brake wear?

Accepted Answer

[FCTM/PR/NP/SOP/100/100-1] CARBON BRAKE WEAR Carbon brake wear depends on the number of brake applications and on brake temperature. It does not depend on the applied pressure, or the duration of the braking. The temperature at which maximum brake wear occurs depends on the brake manufacturer. Therefore, the only way the pilot can minimize brake wear is to reduce the number of brake applications. TAXI SPEED AND BRAKING On long straight taxiways and without any constraint from the ATC or other ground traffic, the aircraft can accelerate up to 30 kt. The PF should then use one smooth brake application to decelerate to 10 kt. The PF should avoid continuous brake application. For 'sharp' turn, the PF should reduce the taxi speed to 8 to 10 kt before initiating the turn. The Body Wheel Steering (BWS) limits the drag during the turn and therefore, the aircraft speed during the turn should not decrease and the flight crew does not need to modify the thrust.

Question 16

On a wide turn, does the PF need to reduce the GS to 10 kts?

Accepted Answer

[FCTM/PR/NP/SOP/100/100-1] TAXI SPEED AND BRAKING For 'sharp' turn, the PF should reduce the taxi speed to 8 to 10 kt before initiating the turn. The Body Wheel Steering (BWS) limits the drag during the turn and therefore, the aircraft speed during the turn should not decrease and the flight crew does not need to modify the thrust.

Question 17

Why is the BRK temperature limited to 300 °C for takeoff?

Accepted Answer

[FCTM/PR/NP/SOP/100/100-1] BRAKE TEMPERATURE The maximum brake temperature for takeoff is 300 °C. This limitation ensures that in the case of an hydraulic leak, any hydraulic fluid that touches the brake units does not ignite in the wheel well after the landing gear retraction.

Question 18

What's the meaning of the amber arc on the BODY ACCU pressure indication?

Accepted Answer

[FCTM/PR/NP/SOP/100/100-1] BRAKING ANOMALIES If the BODY ACCU pressure drops out of the green arc, the parking brake can, quite suddenly, become less efficient. This is the meaning of the amber arc on the BODY ACCU pressure indication.

Question 19

What's the maximum amount of THR allowed during taxi, as per FCTM?

Accepted Answer

[FCTM/PR/NP/SOP/100/100-2] THRUST LEVERS Up to 15% THR may be required at heavy weight on specific runways with an uphill taxi slope and with a high runway friction.

Question 20

You start taxiing, and the wheels feel "squared". Is that normal?

Accepted Answer

[FCTM/PR/NP/SOP/100/100-2] THRUST LEVERS If the aircraft was parked for a long time (i.e. more than 6 h) in high tire temperature conditions and with a high aircraft weight, then the flight crew can feel a ”square wheel effect” when the aircraft begins to move.

Question 21

Sitting on the correct position, how far can the pilot be able to start seeing ahead?

Accepted Answer

[FCTM/PR/NP/SOP/100/100-2] TAXI TECHNIQUE When the seating position is correct, the cut-off angle is around 19 °, and the ground geometry provides a non visible segment of about 68 ft (i.e. 21 m).

03 - Pushback to 10000 ft Flashcards

Describe procedures, limitations and techniques.

Brainscape's Knowledge GenomeTM

03 - Pushback to 10000 ft Flashcards

Describe procedures, limitations and techniques.

Brainscape's Knowledge Genome^TM