CRITICAL ITEMS Flashcards
T TANK MODE - AUTO
FCMC controls CG.
T TANK MODE - FWD
(What do you need for a forward transfer??? Open 2, close 2, 1 x pump, no overflow protection to CTR.)
(TATA-PN)
Initiates a manual forward transfer to the centre tank.
By opening 2 valves:
‐ TT ISOL valve, (TTI)
‐ AUX FWD XFR valve. (AFT)
By closing two valves:
‐ TP ISOL valve, (TPI)
‐ AFT XFR valves. (AT)
AND…..
- TT FWD XFR pump operates.
- No overflow protection to centre tank overflow
T TANK MODE - FAULT
(FAULT, it’s EFF’d)
‐ Excess AFT CG (based on the THS position (independent of fuel quantity)
‐ FCMC is unable to carry out the forward transfer
- The FUEL LO TEMP warning
‐ Inner tank < -37 °C, or
‐ Outer tank < -40 °C, or
‐ Trim tank < -40 °C.
T TANK FEED selector - AUTO
STOPS FWD XFR when the trim tank is at low level, to maintain the trim tank transfer line full.
Why??? APU is supplied with fuel through the trim tank transfer line.
T TANK FEED selector - ISOL
(1 x line, 4 x valves + pump)
TT Transfer Line isolated
+
4 valves close:
(2 AFT, 2 FWD)
1. TT isolation valve (TTI)
2. TT Inlet valve (TTI)
3. AUX FWD transfer valve (AFT)
4. Trim pipe isolation valve (TPI)
————————————————
The trim tank forward transfer pump stops.
T TANK FEED selector - OPEN
(x3)
3rd option, 3 valves, 3 mins
Opens 3 valves for a FWD TXFR
TAT3
2 x Manual forward transfer valves
‐ TRIM TK ISOL valve (TTI)
‐ AUX FWD XFR valve (AFT)
AND
- TRIM TK inlet valve (TTI)
The valves remain open, until 3 min after trim tank is low, to allow drainage of the transfer pipe.
OUTR TK XFR pb-sw - ON
(Inlet > transfer > inlet)
Initiates the outer to inner tank transfer by opening: :
‐ The outer inlet valves,
‐ The outer transfer valves,
‐ The inner inlet valves.
OUTR TK XFR pb-sw - AUTO
The FCMC controls the outer to inner tank transfer. 3 500 kg to 4 000 kg inners.
OUTR TK XFR pb-sw - FAULT
IFF
‐ Inner tank low level is reached and the outer tanks not empty, or
‐ FCMC is unable to carry out transfer to the inner tanks, or
‐ The FUEL LO TEMP warning is triggered.
CTR TANK XFR - AUTO
The FCMC controls the centre to inner tank transfer. Between full and 2 000 kg below full.
CTR TANK XFR - MAN
- Initiates CTR to INR transfer by opening the inner tank inlet valves.
- No overflow protection.
CTR TANK XFR - FAULT
‐ Inner tank low level is reached and the center tank not empty, or
‐ FCMC is unable to carry out the transfer to the inner tanks.
L(R) STBY - OFF
Pump is OFF
L(R) STBY - ON
Standby always linked to main pump…
Runs when main pump is:
failed or off.
L(R) STBY - FAULT
- Pressure drops
- Inhibited when:
1. Pump selected OFF, or
2. Main pump is running.
MEMO - TRIM TK XFR
GREEN - appears during trim tank transfer.
MEMO - T TK XFRD
GREEN - trim tank has been emptied following a forward transfer.
Forward fuel transfer stops, when:
- The computed CG = Target CG -0.5 %.
- Inner reaches 5 000 kg
MEMO - OUTR TK XFRD
OUTR tank has been emptied following a transfer into the inner tank.
- Inner tanks contents cycled between 3 500 kg and 4 000 kg
- When tank empy for 5 mins, OUTR TK XFR valve closes
MEMO - OUTR TK XFR
OUTR TK XFR controls the transfer by cycling the associated inner tanks contents between 3 500 kg and 4 000 kg.
Explain the fuel feed system:
- CTR to INNERS
- INNERS empty down to 4 000 kg
- TRIM TANK to INNERS
- INNERS empty down to 3 500 kg
- OUTERS to INNERS
If required for CG control, the trim tank may be emptied earlier
AFT transfer STOPS when:
AFT - A Fast Train STOPS in:
Chang Mai (CHIT-MAI)
- CG = Target -0.5 % , or
- Trim tank high level sensor wet, or
- Inners 6 250 kg, or
- T TANK MODE pb FWD, or
- Manual transfer from the centre or outers to inners, or
- Automatic transfer from centre to inners.
- If inner tanks unbalanced by > 500 kg, the transfer will stop on the lightest side, and related AFT transfer valve will automatically close until fuel balance is restored.
AFT fuel transfer STARTS when ALL of the following conditions are met:
(x6)
What would be the very first transfer during a flight??? FL 255 - then work out the rest.
- FL 255
- Gear retracted
- Slats retracted
- Trim tank not full
- Inners > 6 250 kg
- CG not on target.
FWD Transfer STARTS, if ONE of the following conditions are met:
Start CITEing
- CG = Target CG.
- Inner tank decreases to 4 000 kg.
- Time to dest is 35 mins or below FL 245 (or 75 mins with TT FWD transfer pump failure)
- Electrical emergency configuration.
FWD Transfer STOPS, if ONE of the following conditions are met:
5 & 5
- Computed CG = Target CG -0.5 %.
- One inner tank reaches 5 000 kg.
L(R) CTR TK - FAULT
PTMO
- pressure, failed open, manual, outer/inner
- Pressure drops, or
- TP ISOL valve failed open, or
- Manual transfer from center tank required (failure of automatic transfer) and both INNERS > 17 000 kg, or
- One outer or one inner inlet valve is failed open and both INNERS are > 17 000 kg.
It is inhibited when OFF position is selected.
To keep it simple… what does AUTO mean on the FUEL pb’s?
FCMC controls the respective transfer except…..
> > > T TANK FEED…….
- Stops FWD XFR when Trim Tank is at low level, to maintain the TT transfer line full.
- Why??? APU is supplied with fuel through the trim tank transfer line.
Class E Main Cargo Compartment by regulations:
Class E fire protection relies on oxygen starvation by aircraft depressurization.
- Smoke detection system
- Smoke barrier
- Fire suppression system
- Ventilation - smoke and crew oxygen requirements
Class C Cargo Compartment by regulations:
Class C fire protection relies on detecting the fire early and suppressing it for the duration of the flight
- Smoke detection system
- Smoke barrier
- Fire extinguishing system
Big picture with the T Tank area of the OHP FUEL section?
Responsible for manual FWD transfers.
1. Feed is for valve manipulation
2. Mode is to command the transfer
Explain the fuel transfer system:
- CENTRE to INNERS.
* AUTO TXFR cycles fuel between FULL and 2 000 kg below full - TRIM to INNERS.
* AUTO TXFR FWD and AFT to optimise CG - OUTERS to the INNERS.
* Auto TX cycles fuel between 3 500 kg and 4 000 kg
EGT - Starting on ground
750
(75 like flight number - grounded)
EGT - Starting in-flight
975
(Still 75 but higher)
EGT - MCT
(just below starting temp 975)
940
EGT - TO and GA
AEO - 975 (5 mins)
OEI - 975 (10 mins)
Oil temp - Max continuous
160
Oil temp - Maximum transient temperature (15 min)
175
(transient / transit, QF75XX)
Oil quantity - Minimum
12 qt + estimated consumption
0.6 qt / hr
Oil pressure - Minimum and normal
Min 10 PSI
Normal 30 PSI
Consult chart in limitations
Severe ice accretion - definition
5mm
Brake temperature - max for takeoff
300 degrees
(150 with fans on)
Crosswind - max demonstrated
45 kts (gust included)
Tailwind - Greater than 10 kts - landing consideration
Flaps full landing
Cargo doors - max wind speed
40 kts (covers everything)
Flaps 1 - maximum speed
240 kts
Flaps 2 - maximum speed
196 kts
Flaps 3 - maximum speed
186 kts
Flaps Full - maximum speed
180 kts
Wipers - maximum speed
230 kts
FO Crosswind Limit
20 kts including gust for the first 12 months after line check
FAM 4.11.2
Newly Qualified Captain
Experienced FO until 12 sectors + 100 hours
FSO
The maximum crosswind for takeoff LVO is __ kt.
15 kt.
21A.43.3
Crosswind - GOOD / 5
45 kt
Crosswind - GOOD to MEDIUM / 4
27 kt
Crosswind - MEDIUM / 3
20 kt
Crosswind - MEDIUM to POOR / 2
20 kt
Crosswind - POOR / 1
15 kt
Any FAULT light on fuel pump
Pressure drops
How is fuel transferred FWD if the FWD transfer pump fails?
FWD XFR occurs by GRAVITY.
The FCMC:
‐ Inhibits the FWD XFR by closing the TRIM PIPE ISOL VALVE, when aircraft pitch exceeds 3.4 ° for > 1 minute.
‐ Restarts the FWD XFR, when the aircraft attitude is lower than 3.4 ° for > 1 min.
What are the in-flight fuel requirements from CH16?
(T-CHAFF)
- Trip Fuel to proceed to a Category A or B Airport;
- Contingency Fuel;
- Holding Fuel, when required; and
- Arrival or Approach Allowance;
- Final Reserve Fuel;
- Fuel, if necessary, to meet other mandated fuel requirements, e.g. CDL/MEL requirements.
What must you have at the EEP before passing?
- Two-way communications with ATC;
- Two-way communications with Flight Dispatch;
- In-flight Fuel Requirement met;
- No serviceability issues with the aircraft
- NOTAMS and messages for the relevant EDTO Alternates have been reviewed;
- EDTO Alternate(s) useability and weather, via an updated weather forecast
What is a significant systems failure?
ELFOO
- Engine failure;
- Land ASAP on ECAM
- Increased fuel consumption exceeding available reserves
- Only one generator remaining
- Only one main generator remaing and GREEN system affected
- Any other situation presenting adverse safety on flight
(eQRH CPS)
LOSS OF BRAKING
“LOSS OF BRAKING”
(RBA-BMP - “RBA Bump” in the runway… )
REVERSE - MAX (okay until full stop)
BRAKE PEDALS - RELEASE (avoids brutal braking in alternate braking mode)
A/SKID - OFF
BRAKE PEDALS - PRESS
MAX PRESSURE- 1,000 PSI
If still no braking…
PARK BRAKE - USE (short successive applications)
(use short & successive applications)
EMERGENCY DESCENT
“EMERGENCY DESCENT”
(CSETS)
CREW OXY MASKS - USE
SIGNS - ON
EMER DESCENT - INITIATE
(THR LEVERS IF A/THR OFF - IDLE)
SPD BRK - FULL
STALL RECOVERY - EBF
(EBE no “STALL STALL” on PFD)
“STALL, I HAVE CONTROL”
(NBWTSFF)
NoBody Will Think Stalled Flight Is Fun
NOSE DOWN PITCH CONTROL - APPLY
BANK - WINGS LEVEL
When out of stall (no longer stall indications)…
THRUST - INCREASE SMOOTHLY
SPEEDBRAKES - CHECK RETRACTED
FLIGHT PATH - RECOVER SMOOTHLY
If in clean configuration and below 20 000 ft:
FLAP1 - SELECT
STALL WARNING AT LIFTOFF
“STALL, TOGA 15”
(TPB The Pitch Bitch)
THRUST - TOGA
simultaneously…
PITCH ATTITUDE - 15°
BANK - WINGS LEVEL
(thrust, pitch, bank, that’s all you can do)
UNRELIABLE AIRSPEED
”UNRELIABLE SPEED”
(everything off and start from basics)
(AAF-PT-CSG)
All Airspeeds Fucked, Pitch, Thrust, Config, Speedbrakes, LG)
AP - OFF
A/THR - OFF
FD’s - OFF
PITCH & THRUST
< THR RED - 15°/TOGA
> THR RED - 10°/CLB
> 10,000 - 5°/CLB
CONF
0-3 - NO CHG
FULL - CONF 3 & MAINT
SPEEDBRAKES - STOW
GEAR - RETRACT
EGPWS - Caution (Anything with “Terrain” or “Obstacle”
(At night or IMC)
“PULL UP, TOGA”
(APT-SBC All Possible Terrain Should Be Considered)
AP - OFF
PITCH - PULL UP TO FULL BACKSTICK
THRUST LEVERS - TOGA
SPEEDBRAKE - CHECK RETRACTED
BANK - WINGS LEVEL OR ADJUST
CONFIG - NO CHANGE
EGPWS - Caution (Anything with “Terrain” or “Obstacle”
(Day + VMC with obstacles clearly in sight)
Take-Off
T.O = F(light path)
FLIGHT PATH - ADJUST
(Adjust pitch, bank and thrust to silence the alert)
EGPWS - Caution “SINK RATE”
2 words = 2 options
Above 1 000 ft AAL in IMC or above 500 ft AAL in VMC:
FLIGHT PATH - ADJUST
(Adjust pitch and thrust to silence the alert.)
Below 1 000 ft AAL in IMC or below 500 ft AAL in VMC:
GO-AROUND - CONSIDER
EGPWS - Caution “DON’T SINK”
FLIGHT PATH - ADJUST
EGPWS - Caution “TOO LOW GEAR/FLAPS”
GO-AROUND - PERFORM
EGPWS - Caution “GLIDE SLOPE”
Glide Slope = 2 words = 2 options
Above 1 000 ft AAL in IMC or above 500 ft AAL in VMC:
FLIGHT PATH - ADJUST
(Adjust pitch and thrust to reduce the vertical deviation from the glideslope.)
Below 1 000 ft AAL in IMC or below 500 ft AAL in VMC:
GO-AROUND - CONSIDER
EGPWS - Warning (Any “PULL UP”)
“PULL UP, TOGA”
(APT-SBC)
AP - OFF
PITCH - PULL UP TO FULL BACKSTICK
THRUST LEVERS - TOGA
SPEEDBRAKE - CHECK RETRACTED
BANK - WINGS LEVEL OR ADJUST
CONFIG - NO CHANGE
TCAS - WARNING (RA)
(Except CLIMB RA during app in CONF 3 or FULL)
“TCAS, I HAVE CONTROL”
(AFV - an a/c is f vertical)
AP - OFF
FD’s - OFF
VS - ADJUST or MAINTAIN (speed range between Vamax (solid red) and Vmax (tigers tail) okay)
TCAS - WARNING (RA)
(Climb RA during approach in CONF 3 or FULL)
What would you usually do on approach??? Go-around….
(GVA-CALA - Get Vertical ASAP CALA)
GA - PERFORM (Follow SRS)
VERTICAL SPEED - MONITOR
ATC - NOTIFY
When “CLEAR OF CONFLICT” sounds….
ATC - NOTIFY
LATERAL & VERTICAL GUIDANCE - ADJUST
AP/FD - AS REQUIRED
WINDSHEAR WARNING - Reactive, Takeoff <V1
Reject
WINDSHEAR - Reactive, Takeoff >V1
“WINDSHEAR TOGA”
(TRS) The Real Shear
THRUST LEVERS - TOGA
REACHING VR - ROTATE
SRS - FOLLOW (full backstick available)
WINDSHEAR WARNING - Reactive, Airborne, initial climb or landing
“WINDSHEAR TOGA”
(TAS) Think wind, TAS etc
Thruts levers - TOGA
AP (if engaged) - KEEP ON
SRS - FOLLOW (17.5° if no FD bars. Full backstick also available)
(Autopilot disengages, if the angle of attack value goes above alpha prot.)
RTO
“STOP”
(TRA-RPAE)
THRUST LEVERS - CLOSE
REVERSE THRUST - MAX AVAIL
Aircraft Stopped.
REVERSERS - STOWED
PARKING BRAKE - ON
ALERT PA
ECAM ACTIONS
TCAS - Caution
“TCAS, I have control”
EDTO - When must you consider diverting?
SEI - Single Engine Incident
- Significant system malfunction
- EDTO Alt Airport becoming unusable for any reason
- Increase fuel consumption where the in-flight fuel requirements will not be satisfied
EDTO - Significant System Failure
ELFOO
- Engine failure
- Land ASAP ECAM
- Fuel consumption increased exceeding reserves
- One generator
- One main generator with Green system issue (LP, LL or OHT).
