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A320 EZY command prep > FCTM > Flashcards

FCTM Flashcards

1
Q

5% gradient required in a SID.
What rate of climb is needed?

A
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2
Q

What is the approximate way to calculate rate of climb required from climb gradient? Example: 2.5% required.

A
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3
Q

Why do we turn off the NWS & A/skid in the “LOSS OF BRAKING” memory action?

A
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4
Q

In the “ALL ENGINE FAILURE” drill, what is the best configuration and speed for a 65T aircraft when ditching or forced landing?

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5
Q

What can cause an abnormal slat/flaps configuration?

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6
Q

If the wingtip brakes activate, what must you not do?

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7
Q

When a slats/flaps failure occurs in CONF 0, why is it important to have at least CONF 1 selected for the approach?

A
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8
Q

If the flaps are locked, what will happen to the slats when moving the flaps lever?

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9
Q

If landing with a slats or flaps issue, what speed should be flown in the go around?

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10
Q

For a dual RA failure, can you use the APPR pb for an ILS?

A
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11
Q

In an engine tailpipe fire, what must you not do?

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12
Q

If you have a fuel leak, is the fuel from the leaking side ever usable?

A
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13
Q

What are the immediate actions for smoke or fumes?

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14
Q

How might you confirm smoke in the avionics bay?

A
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15
Q

Smoke removal: In EMER ELEC, what is the purpose behind turning the generators back on at 2000ft or three minutes before landing?

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16
Q

You are planning to operate to a runway that is narrow. What failures would necessitate a diversion?

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17
Q

With a stabiliser jam where manual pitch trim is available, what must you select in the EFB landing performance?

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18
Q

List the key points about DUAL RA FAIL.

A
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19
Q

IF WET: RWY TOO SHORT.
Discuss!

A
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20
Q

What are the definitions of LAND ASAP (red) and LAND ASAP (amber)?

A

LAND ASAP (red): land as soon as possible at the nearest airport where a safe landing can be made.
LAND ASAP (amber): “consider landing at the nearest suitable airport”.

25/09/24

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21
Q

What is the minimum speed with ice accretion?

A
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22
Q

Can the aircraft autoland overweight?

A
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23
Q

Fuel penalty for gear down?

A
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24
Q

Fuel penalty for slats stuck down? flaps? Both?

A
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25
Q

Explain how you would discontinue an approach.

A
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26
Q

When should you discontinue an approach if visual references are not sufficient to carry out a RNP approach?

A
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27
Q

If TOO STEEP PATH is displayed in the final descent section of a RNP approach, how should it be flown?

A
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28
Q

How might an untimely flare be detected on an autoland?

A
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29
Q

Describe how you would fly a circling approach.

30
Q

Describe how you would fly a visual approach and go around.

31
Q

What is the maximum recommended rate of climb to avoid TCAS alerts?

32
Q

You get ENG 1(2) FUEL LEAK while flying a NEO. What must you be aware of?

33
Q

What are the normal engine parameters after start?

34
Q

Discuss the stall memory actions.

35
Q

Describe the “glideslope from above” procedure.

36
Q

In the event of a gear or flap issue, would should be the immediate action?

37
Q

When landing after a fuel leak, what important points need to be considered?

38
Q

What is the best rate of climb speed?

39
Q

What are the turbulence speeds?

40
Q

What is the altitude below which a CAB PR: EXCESS CABIN ALT requires donning the oxygen masks?

41
Q

How do you select a manual landing elevation?

42
Q

When may a windshear warning be downgraded by the crew to a caution?

43
Q

How can you easily tell whether you have FMS release 2 at aircraft acceptance?

44
Q

Aircraft acceptance, MCDU INIT:
What should be seen in the “Database” field?

45
Q

Discuss management of emergency descent.

46
Q

Can you use ailerons to prevent wing drop approaching the stall?

47
Q

Calculating Vapp with failure: discuss.

A

Vapp = Vref + ΔVref + Appr corr

Vref can be obtained from the Vls in the FMGC.
The “ΔVREF” is given on the ECAM or the QRH.

Airbus recommend that “ΔVref + Appr corr” be kept to less than 20kt. So any failure which calls for a ΔVref of more than 20kt means that you shouldn’t add any Appr corr.

31/05/24

48
Q

Calculating Vapp normal operations: discuss.

A

Vapp = Vls + appr corr
“appr corr” is the highest of:
* 5kt (ATHR ON)
* 5kt (Ice accretion & CONF F)
* 10kt (Ice accretion & CONF 3)
* ⅓ headwind component, max 15kt

49
Q

If RWY TOO SHORT is displayed on the PFD during final approach, what course of action should be taken?

50
Q

On the landing roll, you hear “BRAKE, MAX BRAKING, MAX BRAKING”. What do you do?

51
Q

If “IF WET: RWY TOO SHORT” is displayed on the PFD, what actions are required?

52
Q

A red RWY TOO SHORT message is displayed on the PFD. What action is required?

53
Q

“Landing Distance Calculation”

Discuss (with reference to safety margin).

54
Q

In the emergency descent, what is meant by SPEED: MAX APPROPRIATE?
What might you consider, and why?

55
Q

Stall on takeoff: what is the pitch attitude target?

56
Q

Reactive windshear: what is the pitch target if the flight director bars are not displayed?

57
Q

In the fuel leak checklist, why do we not select reversers?

58
Q

Brief a baulked landing.

59
Q

Brief manual gear lowering

60
Q

LPC EFATO profile

A
  1. Engine fails at V1
  2. PF: Rotate with normal rotation rate to 12.5° then follows SRS
  3. PM: Cancel warning/caution
  4. PF: Positive climb => gear up
  5. PF: Use rudder to centre ß target
  6. PF: Trim (16-18 units) then engage AP
  7. PF: At 500ft, confirm the failure
  8. PM: “ENG1(2) - fail”
  9. PF&PM: Verify on overhead panel, ENG SD pages etc.
  10. OEBs - considered
  11. PF: My radios, ECAM actions ENG 1(2) FAIL
  12. ECAM actions:
    * Eng mode sel - IGN (PM)
    * Thrust lever - IDLE (PF)
    (wait 30s for FADECs to attempt automatic relight)
    * Eng master - OFF (PM)
    * If damage (high vibration, N2 <10%), or fire: Eng fire PBS - push & agent 1 discharge. Then if fire persists, agent 2 discharge
  13. When engine secure, “STOP ECAM”
  14. When above OEI acceleration altitude, push VS to level off.
  15. At S Speed - Flap 0 (+ spoilers, lights)
  16. When speed trend arrow hits green dot, pull for OP CLB
  17. Set MCT to control speed. If already in MCT, select CL then FLX/MCT to stop “LVR MCT” flashing.
  18. Continue ECAM
  19. Secondary failures - review
  20. PM: “Status”
  21. PF: “Stop ECAM… Checklists (eQRH: “One Engine Inoperative - Straight in approach”), Resets (start APU), Additional Procedures (ENG1(2) SHUT DOWN)”
  22. PF: “Read status”
  23. Status will be:
    * Inop sys: CAT3 DUAL
    * ENG1(2) BLEED
    * MAIN GALLEY
    * GEN1(2)
    * G(Y) ENG1(2) PUMP
    * WING A.ICE
    * GA SOFT
  24. If ENG1 FIRE pbs has been pushed, the APU bleed must not be used. If ENG2 FIRE pbs has been pushed, APU bleed may be used providing the X BLEED rotary selector is SHUT.
61
Q

How do you carry out a supplementary procedure?

A

Generally, this is a “read and do” by the PM. The only exception is during an engine start, where the start levers are are actioned by the PF.

25/09/24

62
Q

When may EXPED pbs on FCU not be used?

A

Above FL250

29/09/24

63
Q

Describe the glideslope from above procedure.

A

FCTM says that you should lower the landing gear and select at least CONF2.
Check that ATHR is in SPEED mode
Check that LOC has engaged and that G/S is armed
Select an altitude above present aircraft altitude
Select VS of 1500fpm initially (maximum 2000fpm)

09/10/24

64
Q

How do you execute a 180° turn on a runway?

A
  1. Move at 5-8kt continuously
  2. Turn the aircraft 25° off the runway axis
  3. Proceed until you are:
    A319: 2m away from the runway edge (the nose wheel will be about 3.6m from the edge)
    A320: over the runway edge (nosewheel will be about 1.6m from the edge)
  4. Use full nosewheel steering and N1 around 30-35%.

The closest the nosewheel will come to the opposite edge is 7.5m (A319) or 6m (A320).

If the runway is wet, use assymetryic thrust & differential braking.

65
Q

What is meant by a master warning and what is meant by a master caution?

A

WARNING -
operating procedure or technique that may result in personal injury or loss of life if not followed

CAUTION -
operating procedure or technique that may result in damage to equipment if not followed

66
Q

How can you increase payload/takeoff weight? What other considerations might you have?

A

Use TOGA
Consider a different runway

67
Q

What are the approximate fuel burn figures for:
- APU on ground
- Holding
- Approach

A

APU: 2kg/min
Holding: 40kg/min
Approach: 17kg/min

68
Q

How much extra fuel does operating with the anti ice systems on use?
(climb, cruise, holding)

A

Think “1-2-3”
Climb & cruise: 1 & 2
Holding: 2 & 3

Climb: 1.1kg/min and 2.0kg/min
Cruise: 1.0kg/min and 2.0kg/min
Holding: 2.0kg/min and 3.0kg/min

69
Q

Unreliable airspeed: when levelling off to troubleshoot, what thrust setting should be adopted?

A

Clean aircraft, 2 engines:

50% N1 + FL/10
eg., at FL300, 80% N1.
Then refine as per QRH.

70
Q

What speeds should be flown if ice accretion is suspected?

A

Generally, Vls + 10kt.
The only exception is if wing anti ice is operative and in CONF FULL, in which case the speed to fly is Vls + 5kt.

25/09/24

A320 EZY command prep (36 decks)

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