Big 89 Flashcards
When is an alternate required?
- 1-2-3 Rule
- Supplemental
- Offline Charter
- RNAV only airport
- Marginal Wx
- International-single runway
- Flag Ops over 6 hrs
- Exemption 3585
Explain Captain/Dispatcher joint responsibility?
The captain and dispatcher are jointly responsible for the preflight planning of each flight. They shall determine the suitability of weather, field, traffic and airway facilities.
Both the captain and the dispatcher have the authority to delay a flight. During the course of operations, if the PIC or dispatcher determine that a flight cannot be completed safely, the PIC may not allow the flight to continue to the planned destination.
Explain Flaps optimized between 3 and 4?
This is commonly associated with enroute icing conditions where the possibility exists that the aircraft will experience ice accumulation that will affect the approach climb limit weight and require a Flaps 3 landing configuration. If the forecast enroute icing conditions are not encountered, then the weight reduction for this condition will not be required. It is also possible that the performance data will not require this weight reduction for the actual arrival. If the crew chooses to perform a FULL flaps landing, they will need to obtain landing distance and approach climb limit information.
Explain method 1 vs method 2?
- Method 1 requires the aircraft to take off at a weight that ensures that, if an engine failure occurs anywhere from V1 to the destination, the aircraft’s net altitude capability will clear all obstructions 5 SM either side of the intended route by 1,000 feet until reaching the destination.
Method 2 (driftdown) requires that, if an engine failure occurs at cruise altitude, the aircraft be able to divert to at least one suitable airport from normal cruise altitude and the aircraft’s net driftdown altitude will clear all obstructions 5 SM either side of the route of flight by 2,000 feet until reaching the diversion airport.
Standard strategy vs obstacle?
Typically, the Standard Strategy would be associated with being dispatched Method 1.
- Descent to Ceiling: M.78/300KT at MCT
- Cruise: LR ceiling at LR speed
- Descent to Landing: IDLE/M.78/300KT/250KT
Typically, the Obstacle Strategy would be associated with being dispatched Method 2.
- Descent to Ceiling: Green Dot Speed at MCT
- Cruise: Obstacle not cleared:Maintain GreenDot Speed at MCT
Obstacle cleared: Revert to standard strategy - IDLE/M.78/300KT/250KT
Where would we see Method 1 and Method 2 listed?
Dispatch Release-Performance Section
Explain Normal-Law Flight Mode?
When the airplane is fully electrically and hydraulically powered-
The normal-law flight mode is a load-factor-demand mode with automatic trim and protection throughout the flight envelope.
Following normal law, the sidestick controllers set the elevator and THS to maintain load factor proportional to stick deflection and independent of speed.
With the sidestick at neutral, wings level, the system maintains 1g in pitch (corrected for pitch attitude), and there is no need for the pilot to trim by changing speed or configuration.
Pitch trim is automatic both in manual mode and when the autopilot is engaged. In normal turns (up to 33 degrees of bank) the pilot does not have to make any pitch corrections once the turn is established.
The flight mode is active from about five seconds after takeoff to landing.
Explain Alternate Law?
Depending on the failures occurring to the flight control system, or on its peripherals, there are 3 levels of reconfiguration:
– Alternate law
There are two levels of alternate law: with and without reduced protections.
– Direct law
– Mechanical
In flight, the alternate law pitch mode follows a load-factor demand law much as the normal law pitch mode does, but it has less built-in protections
Bank-no prot Yaw-damping(sometimes) Pitch-no prot AoA-no prot(low speed stab) Load-same as normal Speed-no prot(Hi speed stab) Vmo 350-320
Explain Direct Law?
This is identical to alternate law except that it does not include the low-speed stability or the high-speed stability. It includes only the load factor limitation.
PITCH: The pitch direct law is a direct stick-to-elevator relationship (elevator deflection is proportional to stick deflection).
ROLL: The roll direct law is a direct stick-to-surface-position relationship. System gains are set automatically to correspond to slat/flap configuration.
YAW: The pilot controls yaw with the rudder pedals.The yaw damping and turn coordination functions are lost.
Explain Flare Mode?
The flight mode changes to flare mode when the aircraft passes 50 feet RA as it descends to land.The system memorizes the attitude at 50 feet, and that attitude becomes the initial reference for pitch attitude control.As the aircraft descends through 30 feet, the system begins to reduce the pitch attitude, reducing it to 2 degrees nose down over a period of 8 seconds. This means that it takes gentle nose-up action by the pilot to flare the aircraft.
Explain Pitch and Bank Protections in Normal-Law
Pitch attitude is limited to:
– 30 degrees nose up in Conf 0 to 3 (progressively reduced to 25 degrees at low speed).
– 25 degrees nose up in Conf FULL (progressively reduced to 20 degrees at low speed).
– 15 degrees nose down (indicated by green symbols “=” on the PFD’s pitch scale).
Inside the normal flight envelope, if the pilot releases the sidestick at a bank angle greater than 33 degrees, the bank angle automatically reduces to 33 degrees. Up to 33 degrees, the system holds the roll attitude constant when the sidestick is at neutral. If the pilot holds full lateral sidestick deflection, the bank angle goes to 67 degrees (indicated by a pair of green bar lines “=” on the PFD) and no further.
Explain High/Low speed and High AOA protections?
The aircraft automatically recovers following a high speed upset. Depending on the flight conditions (high acceleration, low pitch attitude), the High Speed Protection is activated at/or above VMO/MMO.When it is activated:
– The pitch trim is frozen on the A319; or
– On the A320, the THS setting is limited between the setting at the aircraft’s entry into this protection and 11 nose up.
– With the sidestick released, the aircraft always returns to a bank angle of 0.
– The bank angle limit is reduced from 67 to 40.
– As the speed increases above VMO/MMO, the sidestick nose-down authority is progressively reduced, and a permanent nose-up order is applied to aid recovery to normal flight conditions.
The autopilot disconnects when High Speed Protection goes active.
High Speed Protection is deactivated when the aircraft speed decreases below VMO/MMO, where the usual normal control laws are recovered.
Under normal law, when the angle of attack becomes greater than Aprot, the system switches elevator control from normal mode to a protection mode (Aprot) in which angle of attack is proportional to sidestick deflection. That is, in the Aprot range, from Aprot to Amax, the sidestick commands A directly. However, the angle of attack will not exceed Amax, even if the pilot gently pulls the sidestick all the way back. If the pilot releases the sidestick, the angle of attack returns to Aprot and stays there.
Explain Alpha Lock?
This function inhibits slat retraction at high angles of attack and low speeds.The SFCCs use corrected angle-of-attack (alpha) or airspeed information from the air data inertial reference units (ADIRUs) to key the inhibition of slat retraction.If alpha exceeds 8.5 degrees or the airspeed falls below 148 knots, retraction from position 1 to position 0 is inhibited. The inhibition is removed when alpha falls below 7.6 degrees or when the speed exceeds 154 knots.
This function is not active if:
– Alpha exceeds 8.5 degrees or the airspeed falls below 148 knots after the pilot has moved the lever to 0.
– The aircraft is on the ground with its speed less than 60 knots.
Explain Groundspeed Mini
During the approach, the FMGS continuously computes the speed target, using the wind experienced by the aircraft, in order to keep the ground speed at or above the “Ground Speed Mini”.
The lowest speed target is limited to VAPP, and its upper limit is VFE of next configuration in CONF 1, 2 or 3 and VFE - 5 in CONF FULL.
What is the minimum battery voltage and what does that voltage ensure?
25.5 V which ensures a charge above 50%
What indication do you get when performing an engine fire test with AC power?
• A continuous repetitive chime sounds.
• The MASTER WARN lights flash.
– ENG FIRE warning appears on ECAM.
On the FIRE panel:
– The ENG FIRE pb lights up red.
– The SQUIB lights come on white if discharge supplies are available.
– The DISCH lights come on amber.
On the ENG panel (pedestal):
– The FIRE lights come on red.
When performing an engine fire test with just DC power what indications are lost?
CRC
ECAM
If brake accumulator pressure is out of the green band, how can it be charged?
By turning on yellow electric pump with ground personnel clearance?
At the gate with engines off, you turn on the yellow electric pump. Will this action pressurize the green hydraulic system?
No, the PTU is inhibited until after one engine is started?
How do you perform an alternate brake check?
– (F/C) Y ELEC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
– (F/C) CHOCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK IN PLACE
– (F/C) PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
– (F/C) BRAKE PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Apply maximum pressure on both pedals.
– (F/C) BRAKE PRESSURE (on BRAKE press indicator). . . . . . CHECK
Pressure build-up should occur symmetrically and without delay on both sides. With full deflection of the left and right pedals, pressure must be between 2000 and 2700 psi.
– (F/C) BRAKE PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
– (F/C) PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
The parking brake must be on during the exterior inspection to allow the flight crew to check brake wear indicators.
Minimum engine oil quantity for flight?
9.5 Qts plus .5 Qts per hour of scheduled flight time
When performing an normal brake check, the FO announces “pressure zero” indicating that?
Normal braking utilizes the green hydraulic system, with no pressure in the yellow system indicator it verifies normal braking is working correctly.
During single engine taxi, the #2 engine should be started a minimum of how many minutes prior to take off and why?
2 minutes for engine idle stabilization and to ensure the engines are feeding from their respective wing tanks.
What temp and conditions must engine ice be turned on and in what phase of flight?
OAT (ground) or TAT (air) is at or below 10C
Visible moisture exists and water,slush, ice or snow is present on taxiways/runways
Always on in descent in icing conditions regardless of temp
What ways can you get a valid W&B?
- AWP
- Computer Generated W&B sheet
- Flight Crew Readback Form
What do the FACs do?
The aircraft has two flight augmentation computers (FACs) that perform four main functions: – Yaw function – Flight envelope function – Low-Energy Warning function – Windshear detection function
When is a TO Alternate required?
When weather conditions at the departure airport are below Category 1 landing minimums for that airport, a takeoff alternate airport is required.
What are the time and distance requirements for a TO Alternate?
When a takeoff alternate is required, a maximum time of 1+00 (normal cruise speed, single engine, still air) and a maximum distance of 330 nm may be used.
When is the AP required for an approach?
When the weather is less than 4000 RVR (3/4 mile) and the autopilot is available for use, the approach must be coupled.
When is an autoland required?
The approach must be briefed and flown as an autoland with the captain acting as the pilot flying when:
- the ATIS-reported RVR/visibility is at or below 2400 RVR or 1/2 sm,
- a CAT II or CAT III runway is available,
- the aircraft is autoland capable, and
- both crewmembers are trained,
In flight, when will the speedbrakes automatically retract?
If an inhibition occurs when the speedbrakes are extended, they retract automatically and stay retracted until the inhibition condition disappears and the pilots reset the lever. (The speedbrakes can be extended again 10 seconds or more after the lever is reset).
What does centering the beta target with the bank index do?
get the best climb performance.
If you lose the blue hydraulic system fluid, is the RAT available?
No
What protections are available in Normal Law, Alternate Law, Direct Law?
Normal-
Bank-67,33,45
Yaw-damping, turn coordination
Pitch-20-30 nose up, 15 nose down
AoA-Vls,Aprot,Afloor,Amax
Load-2.5g to -1g, 2g to 0g
Speed-Vmo +6/Mmo +.1M
Vmo +30/Mmo +.7M
Alternate- Yaw-daming depending on failure AoA-Lo Speed Stab Load-same as Normal Speed-Hi Speed Stab 350-320KTS
Direct-
No Prot
Is Alpha Floor available in Alternate or Direct Law?
No
What color is the NW STRG DISC?
Green with no engines started
Amber with at least one engine started
