CUG Interview (Q & A) Flashcards
Good Captain…
The Commander should:
Lead by example;
Motivate the crew;
Develop the skills of the flight crew;
Demonstrate and support team working;
Engender a good working atmosphere;
Monitor flight crew performance and give constructive advice to the crew members;
Involve flight crew in the operation and decision making process;
Ensure appropriate decisions are made and implemented;
Create a climate for open communication and listen effectively;
Co-ordinate inter-related activities concerning the flight;
Establish good working relationships with all staff related to the flight;
Demonstrate an understanding for the work of other staff involved in the flight;
Encourage cabin crew and ground staff optimum performance and feedback observations; and
Clearly communicate intentions and required standards.
OVERWEIGHT POLICY
It is permitted to land an aircraft exceeding the Maximum Landing Weight (Overweight Landing) in the below circumstances:
In an emergency situation or any condition where the safety of the aircraft and/or its occupants might become compromised by prolonged flight.
Under certain operational conditions (such as when required to conduct an in-flight turn back), an overweight landing may be performed at a suitable aerodrome under A) or B) below:
In coordination with IOC/MOCC for operational impact assessment.
If NO coordination with IOC/MOCC is possible; the Commander shall assess the operational impact before deciding to perform an overweight landing.
Overweight landings may be safely accomplished by using normal landing procedures and techniques. There are no adverse handling characteristics associated with overweight landings. Aircraft specific overweight landing procedures must be followed.
While the below list is not exhaustive, the following items should be considered when performing an overweight landing:
Landing performance calculation and available landing distance for the expected landing weight.
Weather conditions: IMC/VMC, OAT, crosswind and turbulence.
Runway environment and surface condition: elevation, slope, obstructions, width and braking action report.
Aircraft systems serviceability: Decelerating devices, hydraulic systems and flaps.
Maintenance action required after an overweight landing.
An Aircraft Technical Log entry indicating the actual landing weight followed by a maintenance inspection with release to service is required after an overweight landing.
GA SOFT
The flight crew performs a soft go-around when the thrust levers are set to TOGA then to FLX-MCT detent:
- The flight crew sets the thrust levers to the TOGA detent:
‐ The A/THR arms
‐ The engines thrust increases to TOGA
‐ MAN TOGA appears on the FMA
‐ The SRS GA vertical mode engages on the FMA - Then, the flight crew sets the thrust levers to the FLX-MCT detent:
‐ The A/THR remains armed
‐ The engines apply a computed thrust to target a vertical speed of approximately 2 300 ft/min, or TOGA if 2 300 ft/min cannot be reached
- MAN GA SOFT appears on the FMA
‐ The SRS GA vertical mode remains engaged
- When the aircraft reaches the thrust reduction altitude, LVR CLB flashes, and the flight crew sets the thrust levers to the CL detent:
‐ The A/THR activates
‐ THR CLB appears on the FMA.
Note: ‐ The soft go-around function is only available with both engines operative. Therefore, if
one engine is inoperative, the flight crew must apply and keep TOGA during go-around.
Then, to activate the climb phase, the flight crew must set the thrust levers to the
FLX-MCT detent.
‐ If an engine failure occurs when the soft go-around function is engaged, LVR TOGA
flashes on the FMA.
The GA SOFT mode engages if all the following conditions are applicable when the flight crew sets the thrust levers to TOGA, then to the FLX-MCT detent during the go-around:
‐ The Slats or flaps are extended
‐ Both engines are operative
‐ The aircraft is below the go-around thrust reduction altitude
‐ The aircraft is not performing a touch and go
‐ The aircraft is below 16 000 ft.
SRS
The Speed Reference System (SRS) mode is a managed vertical mode. This mode is applicable
during takeoff and go-around. This chapter is only about the SRS mode during go-around, also referred to as SRS GA mode.
The FMA displays SRS, when the SRS GA mode engages.
The SRS GA controls the speed target via the elevators.
The guidance law also includes:
‐ A flight path angle protection, that ensures a positive climb
‐ A pitch angle protection to reduce the aircraft nose-up (15 ° of maximum pitch attitude).
‐ A speed protection, that ensures the aircraft does not exceed VFE.
The speed target is the memorized aircraft speed at SRS GA engagement.
The lower limit of the target is the VAPP that the PRIMs memorize at 700 ft RA.
The higher limit of the target is the lowest value between:
‐ 25 kt above VLS (or 15 kt above VLS when one engine is inoperative)
‐ 5 kt below VMAX.
Note: At SRS GA engagement, the speed becomes managed.
SRS GA engages when all of the following conditions are applicable:
‐ The flight crew sets a thrust lever at the TOGA detent
‐ The slat or the flaps are extended, or the flap lever is not at the 0 position
‐ The aircraft is airborne, or on ground for less than 30 s.
SRS GA mode can be engaged regardless of the vertical mode (except SRS TO).
SRS GA can disengage only when the aircraft is above 100 ft RA.
MEL Applicability
The MEL is not a troubleshooting guide or a pre-flight checklist.
Before the flight, the MEL is intended to give guidance to the Flight Crew and Engineering of items that affect dispatch and airworthiness of the aircraft.
The MEL is applicable until the start of aircraft pushback (or when all doors closed, if the aircraft is at a power in, power out parking), refer to the MEL Applicability Time Line for details.
If a failure occurs after aircraft pushback (or when all doors closed, if the aircraft is at a power
in, power out parking) but before the application of take-off thrust, the flight crew shall first
accomplish any associated non-normal/abnormal procedure indicated on ECAM or FCOM
then followed by the MEL applicability procedure to assist with the decision-making.
Return to Stand is required if:
• MEL item is indicating a NO DISPATCH condition, or
• MEL items requires a maintenance procedure (m) to be performed, or
• Advised by IOC, or
• Safe flight not assured
A Flight may continue if:
• The failure is clearly identified and confirmed, and
• Associated Operational Procedures (if any) are applied, and
• The MEL is not associated with a maintenance procedure (unless it is a PPM procedure and the reset was accomplished by flight crew successfully), and
• The safety assessment performed by flight crew is acceptable
Join Briefing
The Commander is required to conduct a pre-flight joint briefing with the Cabin Crew before every duty or change of cabin crew. Every effort shall be made to perform the briefing before leaving to the aircraft and latest when onboard the aircraft before passenger boarding.
The Joint briefing should be no longer than 3 to 4 minutes and not interfere with pre-flight activity.
In the case of significant delay / disruption the Commander may convey the necessary information to the Crew via the CSD / CS or through the PA system.
The commander shall brief any significant weather, turbulence, operational factor, technical issue etc. that may impact flight safety, passenger comfort and any other relevant items specific to that particular flight.
Any other items, specific to that particular flight.
When a joint briefing is not conducted Commander must provide the reason in the e-Journey Log.
Ground Speed Mini
The Ground Speed Mini function takes advantage of the aircraft inertia, when the wind varies
during the approach in order to provide an adequate indicated speed target (i.e. the managed
speed target represented by the magenta triangle). When the aircraft flies this indicated speed target, the energy of the aircraft is maintained above a minimum level ensuring standard aerodynamic margins versus stall.
The minimum energy level is the energy level that the aircraft will have at touchdown with an
indicated airspeed equal to VAPP, and with the wind equal to the tower reported wind as inserted on the APPR panel of the FMS PERF page. The ground speed then equals the Ground Speed Mini.
During the approach, the FG continuously computes the managed speed target in order to take into account the gusts or wind changes.
Minimum Number of Cabin Crew
A350-900 / A350-1000 HD = 8
A350-1000 = 9
Whenever there are passengers onboard, embarking or disembarking, the minimum Cabin Crew complement must be onboard. The minimum number of Cabin Crew members shall be the greater of the following:
The number of Cabin Crew members established during the aircraft certification process specified in the certification documentation; or
If the number under (point 1 above) has not been established, the number of Cabin Crew established during the aircraft certification process for the maximum certified passenger seating configuration reduced by 1 for every whole multiple of 50 passenger seats of the aircraft cabin configuration used by the operator falling below the maximum certified seating capacity; or
One Cabin Crew member for every 50, or fraction of 50, passenger seats installed on the same deck of the aircraft to be operated.
