B-Procedures Flashcards
Which items shall the PM check during the Safety Exterior Inspection?
-Wheel chocks…Check in Place
-Landing Gear Doors…Check Position
-APU area…Check
If all doors closed aircraft not powered and external LP source connected:
-Outflow Valve…Check open (If not open, disconnect external LP source)
Is the battery voltage check required every time a „complete“ cockpit preparation is performed?
No, it is not. It is required only if the aircraft has not been electrically supplied for 6 hours or more.
During the foreseen check of battery voltage, the flight crew discovers the battery at 24.3V. What is expected action from the flight crew?
The batteries shall be switched to AUTO and EXT PWR shall be connected. A charging cycle of about 20 minutes is required.
During an APU start, an APU auto shutdown occurs due to a “No Flame” failure. What is the expected tasksharing of the crew?
After APU auto shutdown due to „NO FLAME“, two additional start attempts with one minute in between are permitted to be performed by the flight crew.
What is the minimum required engine oil quantity?
A320: 9.5 qt + 0.5 qt/h
A319: 11 qt + 0.3 qt/h
How is an Alternating Braking System test performed?
The Alternating Braking System is performed by the PM:
PARK BRK handle…Off
Brake Pedals…Press (with full pedal deflection symmetrically between 2000 PSI and 2700 PSI)
Brake Pedals…Released
PARK BRK handle…On
How many minutes after the APU start should APU bleed selected?
The APU Bleed may be selected 3 minutes after APU start. This APU warm-up time enables the seals to reach their optimum performance and eliminates oil traces in the APU airduct.
For the simplified LMC balance assessment, how many index units have to be considered per 100 kg LMC weight
The ZFW CG must be clear of the fwd and aft ZFW envelope limits by 2 IU per 100 kg LMC weight.
Index Units are read by drawing a vertical line from the displayed CG.
During climb, ATC confirms that the received cleared altitude readout from the FCU is erroneous. What can the flight crew do, to correct the erroneous output?
Upon ATC notification of an incorrect barometric reference value, the flight crew can select manually a barometric reference of 1 013 hPa and set again STD on the EFIS control panel.
During a Brake Check operating an aircraft not equipped with ABCU (Alternate Braking Control Unit) the pressure in the triple break indicator rises briefly to 1700 PSI. How should the flight crew react?
Although green hydraulic power supplies the braking system, each time pedals are quickly pressed, a brief brake pressure indication may appear on the BRAKE PRESS indicator. No maintenance action is required if the pressure peak is less than 2000 PSI.
What is the correct procedure that the flight crew shall follow eveytime the park brake is set?
1) Check accumulator pressure in the green band
2) Set Parking Brake Selector to on
3) Check that sufficient brake pressure is applied
4) Release brake pedals
Technique:
During taxi a takeoff runway change is assigned. What are the required considerations by the cockpit crew?
The recommended memory template is the FMS approach preparation sequence:
- F/PLN
1) Modify T/O RWY
2) Validate F/PLN
3) Confirm FCU altitude
4) Adjust Fix Info - RAD/NAV
- PERF
1) Takeoff Performance
2) Climb Speed - SEC F/PLN
A319:
Which % N1 defines the Keep-Out-Zone of the IAE engines and what are the associated risks to it?
The keep-out-zone is only applicable on ground. It is defined by an approximate 60% to 74% N1 range. The EEC prevents the engine stabilizing at this range to provide fan flutter. This may induced a non linear thrust response that may lead to a directional control risk.
Under which wind conditions has the pilot to apply full forward stick during takeoff?
In case of tailwind or crosswind greater than 20 kt.
During takeoff, with a crosswind of 21 kt, how should take off thrust be set by CM1?
A320:
CM1 rapidly increases thrust to about 70 % N1 then progressively to reach takeoff thrust by 40 kt ground speed.
A319:
CM1 increases thrust progressively to reach takeoff thrust by 40 kt ground speed.
During a departure preparation, you notice in the AOI, that an NADP 1 procedure should be followed. How should the THR RED/ACC ALT be modified on the MCDU?
NADP 1:
1000 / 3000 AGL
Info: NADP 2: 1000 / 1000 AGL NADP A 1500 / 3000 AGL NADP B 1000 / 1000 Green dot to 3000 AGL
What is the maximum pitch attitude that does have be observed, after the seatbelts have been turned off?
7° NU.
Which conditions require a calculation of the Required Landing Distance (RLD) during dispatch?
-Runway lenght:
A320-214:
2200 m
A319-132:
1900m
-Runway is contaminated
Two calculations have to be performed:
- Landing with actual conditions on the runway most likely to be assigned (If contaminated two calculations required: Wet + contaminated: the surface is contaminated, according EU VO 965/2012 the operators must use the longer of the RLD for wet runway and the RLD for the applicable contaminant for dispatch. This crosscheck must be done by the crew.)
- Landing on the most favorable runway with actual conditions but in still air (If unable to comply with this point two alternates have to be filed)
Which general Pitch / Thrust values guidelines can be used on A320 for initial setting:
Level flight:
With flaps/slats out: 6°NU / 60% N1
At or below FL250 clean: 4°NU / 60% N1
Above FL 250 clean: 3°NU / 80% N1
Descent clean: 1°NU / Idle
Final Approach Flaps 3: 4°NU / 50%
When receiving a direct clearance by ATC, the PF presses “DIR TO” in the FMS. At that point the FMS freezes and the “A/C POSITION INVALID”is displayed on the MCDU. What is expected from the flight crew?
The flight crew should consult the FMS Temporary Abnormal Behaviors Chapter in the OM-B under Aeroplane System.
The procedure to counteract this procedure is to attempt a Manual FMGC reset.
ATC clears a flight to a waypoint ahead. The flight crew inserts it in the MCDU, even though the clearance is not associated to any shortcut therefore no heading change is performed. Shortly later they notice on the PM ND an erroneous Cross Track Error associated to a wrong FD display order. How should the flight crew behave.
The flight crew should consult the FMS Temporary Abnormal Behaviors Chapter in the OM-B under Aeroplane System.
By inserting an new DIR TO the error should clear.
During preflight the flight crew notices, that the fuel predictions calculated by the FMS differ by +1.5 T from the fuel calculated in the operational flight plan. How should the flight crew react to this discrepancy?
The flight crew should consult the FMS Temporary Abnormal Behaviors Chapter in the OM-B under Aeroplane System.
If the flight plan has two altitude constraints for the descent with a required deceleration in between, the FMS may consider half speed brake for the entire segment. In order to correct this behavior, the flight crew should delete on of the constraints.
When cleared for the approach, the aircraft is in a 20° converging track to the LOC axis. Due to the logics of the LOC Converging function, the aircraft turns and does not follow the intended trajectory. How should the flight crew react?
The flight crew should revert to HDG/TRK mode, and intercept the LOC axis with the HDG/TRK mode engaged and the LOC mode armed.
When commencing initial descent to destination, the PF engaged DES but the aircraft climbs and the speed decreases. How should the flight crew react? What did the crew do wrong?
In the case the aircraft unexpectedly climbs at Top of Descent (T/D), the flight crew must disengage the DES mode or disconnect the AP/FD. DES mode can then be re-engaged when the aircraft is back on the FMS vertical profile.
The tropopause altitude entered or uplinked on MCDU/INIT A page must be different from the final FMS cruise flight level by at least 10 ft. For example, if the tropopause altitude is 37000 ft, then the value 37010 ft or 36990 ft must be entered or uplinked on MCDU/INIT A page.
The crew has prepared an RNAV departure in the FMS which has a constraint at the last waypoint. While receiving route clearance, ATC clears the flight via a conventional departure which has a lower constraint at the same last waypoint. During departure the flight crew misses the constraint. What did the crew do wrong?
When the flight crew changes the SID or the STAR procedure, the FMS may keep a constraint of the previous procedure after the change.
The condition of occurrence is that both SID(STAR) procedures have the same last(first) waypoint but with different associated altitude constraints.
As per SOP, the flight crew must compare the inserted SID(STAR), including constraints, with the charts and make corrections if necessary.
