FCAP

Question 1

If there is any conflicting information in Standard Operating Procedures - SOPs, the information in

Answer 1

FCAP prevails.

1.2.

Question 2

In some cases the SEL indicator light will come on in amber on both RMPs. It only indicate that

Answer 2

a transceiver normally associated with one RMP is tuned by another.

2.1.2.

Question 3

When Crew changes, all SOPs

Answer 3

shall be performed even if aircraft is in “Through Flight” configuration.

2.2.1

Question 4

If additional fuel is necessary, assess

Answer 4

performance and check the underload value on OFP.

2.2.4. Operational Flight Plan Applicable to: PR-AIT, PR-AIU, PR-AIV, PR-AIW, PR-AIX, PR-AIY, PR-AIZ, PR-AIS

Question 5

If additional fuel is necessary, assess

Answer 5

performance, check the underload value on OFP and the TAKEOFF FUEL DETERMINATION table on QRH, due to the variable MZFW. After consulting the table, if unable to ADD extra fuel, contact flight dispatcher (DOV).

2.2.5. Operational Flight Plan Applicable to: PR-ANZ, PR-ANY

Question 6

The APU start should be delayed until

Answer 6

5 minutes prior to the estimated time of departure or when doors close, whichever occurs first.

2.2.7

Question 7

Flight Crew may disregard fuel analysis required by FCOM, as long as,

Answer 7

total distance between the FMS (DIST) and the OFP (GND DIST) is verified.

2.2.6.

Question 8

Additionally, on INIT-B page, use the function

Answer 8

FUEL PLANNING (as a reference only) to verify that the minimum required fuel is in accordance with the OFP.

2.2.6.

Question 9

The APU may be started earlier in the following conditions: a) When no external power unit is available; b) When there’s no ACU available and the cockpit/cabin temperature is above

Answer 9

26°C or at or below 17°C; c) In order to reduce cabin temperature, after APU start, select both packs to ON until the temperature drops below 26°C then select PACK 1(2) OFF according the day of the flight. Change between the packs on each flight, in order to prevent excessive wear of one pack.

2.2.7

Question 10

Check that the oil quantity is at or above

Answer 10

6 qt + estimated consumption (average estimated consumption = 0.7 qt/h) but not lower than 15 qt.

2.2.7

Question 11

If the oil check is performed between 10 min and 60 min after the engine shutdown, the oil quantity should be at or above

Answer 11

18 qt for flight time below 10h, or 20 qt for ETOPS flights or flight time at or above 10h.

2.2.8. Preliminary Cockpit Preparation Applicable to: PR-ANZ, PR-ANY

Question 12

SID Departure gradient and restrictions should be considered during D2 selection. It is acceptable in some cases to select

Answer 12

normal climb thrust (No DRT).

2.2.9.2

Question 13

FMS

Idle Factor: should be

Answer 13

0,0

2.2.9.2.

Question 14

Perf Factor: should be the OFP DEG

Answer 14

• 1%

2. 2.9.2

Question 15

If a RWY change is expected, the SEC F-PLN can be used to consider another active T.O RWY/SID. In this case EO-SID could be filled in

Answer 15

FIX INFO PAGE.

2.2.9.2

Question 16

2.2.9.3. Pedestal Applicable to: PR-ANZ, PR-ANY

FMS PERF DRT CLB

Answer 16

The crew must not insert DRT CLB on PERF CLB MCDU page during FMS preparation;

Question 17

FINAL LOADSHEET

CM2: • Insert LOADSHEET ZFW, ZFWCG and THS on FMS; • Compare ECAM CG and Loadsheet CG; • Update ATOW on FlySmart, if necessary. • Validate all data entered on FMS with CM1

Answer 17

2.2.10

Question 18

Last Minute Change: • LOADSHEET

Answer 18

900 KG

2.2.10.

Question 19

Maximum difference between Operational Flight Plan and Loadsheet (AZFW greater than EZFW) is

Answer 19

1800 kg

2.2.10.

Question 20

Fuel burn for each 1800 kg per hour

Answer 20

60 kg/hr

2.2.10.

Question 21

Set ATC to AUTO when

Answer 21

clear to start the pushback.

2.2.10.

Question 22

“CLEAR TO DISCONNECT” should be done during

Answer 22

increase of EGT. It´s not necessary to wait AVAIL indication.

2.2.13.

Question 23

According to operational conditions, Flexible takeoff method should be used. However, it is not permitted on

Answer 23

contaminated runways.

2.2.1

Question 24

When operating within _____________ of other aircraft, reduce the rate of climb to 1000 fpm (feet per minute) to avoid the generation of TAs and RAs.

Answer 24

5 NM and 2.000ft

2.2.19

Question 25

The following are part of the PF flight progress check:

Answer 25

a) Weather: Destination and alternates weather conditions (ACARS and VOLMET); b) Step Flight Level: Prior to executing a step climb the TROPO value should be updated according to the region of the flight. Manage the optimum flight level considering best fuel consumption, wind and turbulence; c) TCAS: Can be selected to BELOW position during cruise at any FL; d) Sec FPL: During cruise, SEC FPL may be used to simulate step climbs, alternate, and contingency routes, such as redispatch route.
2. 2.21.

Question 26

The following are part of the PM flight progress check:

Answer 26

a) OFP: Should be filled up by PM and verified by both Pilots during flight; b) Wind Data: Wind entries should be made at waypoints when there is a difference of either 30° or 30 kt for the wind data and 5 °C for temperature deviation; c) Flight Monitoring: After the first flight hour ACARS free text message must be sent with the following information:

Last Waypoint + Time Over + ETA (e.g. REMIG 1000 VCP 1130)

2.2.21.

Question 27

After the first message, Flight Monitoring messages should only be updated in the following situations:

Answer 27

• change in ETA greater than 10 minutes (e.g. NEW ETA 1030); • unforecast turbulence encounter (e.g. LGT/MOD/SEV TURB FL390 OVER POS); • weather deviations exceeding 40 Nm of track. (e.g. XW DEV 45NM R/L); • one hour prior to redispatch point with ETO / Estimated fuel on board / CI / FL (e.g. POPMA 18:00 17.5T CI40 FL400); • report of failures that occurred during flight (e.g. AIR ENG 1 BLEED FAULT).

2.2.21

Question 28

Approach type and add on:

ILS Cat I or II and VNAV BAROV NAV / LOC, VOR, NDB

Answer 28

No add on / 40ft

2.2.22

Question 29

Go around Acceleration Altitude and Thrust Reduction should be

Answer 29

1. 000 ft AGL (minimum). ENG OUT ACC should be 1.000 AGL unless a higher altitude is specified on IAC.
2. 2.22

Question 30

IDLE may be displayed on E/WD in order to adjust

Answer 30

VAPP. However, IDLE THRUST cannot be displayed on FMA.

2.2.25.2

Question 31

The Flight Crew must operate the engines at or near idle thrust for a cooling period of ______before engine shutdown, in order to thermally stabilize the engines.

Answer 31

1 min

2.2.26

Question 32

The APU MASTER pb-sw must be turned ON at least _______ before pushing the APU START pb-sw to avoid fuel starvation during start.

Answer 32

2 minutes

2.2.26

Question 33

XPDR after landing

Answer 33

Keep ATC AUTO and XPDR Assigned Code

2.2.26

Question 34

2.2.27. After Landing Applicable to: PR-ANZ, PR-ANY

The Flight Crew must operate the engines at or near idle thrust for a cooling period of _____ before engine shutdown, in order to thermally stabilize the engines.

Answer 34

5 min

Question 35

One Engine Taxi is the normal TAXI-IN procedure. It must be disconsidered if any of following situations apply:

Answer 35

a) Overweight landing / High gross weight; b) Slippery taxiways; c) Uphill slopes; d) Low visibility conditions; e) Hi workload after landing; f) MEL ITEM related to: • AIR CONDITIONING; • APU; • ELETRICAL POWER; • HYDRAULIC POWER; • PNEUMATIC.
2. 2.27.1

Question 36

APU………………………………………………………………………………………..START/2MIN

When the APU indicates

Answer 36

AVAIL and during taxi in a straight line:

2.2.27.1

Question 37

2.2.28. Parking Applicable to: All

APU BLEED pb sw…………………………………………………………………………………….ON

Select APU bleed ON, just

Answer 37

before engines shutdown, to prevent engine exhaust fumes from entering the air conditioning.

Question 38

2.2.29. Securing The Aircraft

When the aircraft is supplied by GPU only, the batteries

Answer 38

should be selected OFF in order to minimize the risk of discharging.