FCTM Flashcards
What all information does the FCTM contain?
- Front Matter
- Preliminary Pages
- General Information (includes abbreviations)
- Airbus Operational Philosophy (design, task sharing, abnormal, golden)
- Aircraft Systems (bird, FG, FM, rudder, TCAS, wx radar)
- Procedures (normal, abnormal & emergency)
- Preventing Identified Risks (intro, risk to flight, risk to systems)
A safe and efficient flight results from an effective interaction between:?
- The Airbus cockpit philosophy
‐ The procedures
‐ The pilots (human mechanisms and behaviors).
What is the Cockpit design philosophy?
The Airbus cockpit is designed to achieve the operational needs of the flight crew throughout the aircraft operating environment, while ensuring the maximum commonality within the Fly-By-Wire family.
When does an Alert Trigger?
As a general rule, an alert is required when:
‐ A system failure occurs
‐ The aircraft violates the normal flight envelope
‐ An unexpected event related to safety occurs (e.g. TCAS, TAWS)
‐ An outside message is coming up (e.g. cabin, ATC)
‐ A system automatically changes its mode of operation (e.g. AP auto-disconnection, mode reversion).
How does an Alert trigger?
‐ Trigger visual and/or aural indications
‐ Are ranked by severity and priority
‐ Are inhibited when not relevant in some specific flight phases.
How is an Alert Indicated?
The alerts indications are presented to the flight crew as follows:
‐ Initial indication (visual or aural) via the MASTER CAUTION or MASTER WARNING
‐ The Engine Warning Display (EWD) displays the title of the alert related to the failure
‐ The System Display (SD) automatically displays the affected system
‐ On the overhead panel, the pushbutton/pushbutton switch light of the affected system comes on in amber or red.
What is the Pushbutton/Pushbutton Switch lighting concept?
Each pushbutton/pushbutton switch has one or two lights:
‐ The upper one is dedicated to alert or system status (e.g. FAULT light, OPEN light).
• If no alert or system status is required, two grey dots replace the light
‐ The lower one corresponds:
• On pushbutton switch, to the control selection of the system (e.g. ON, OFF, OVRD), or
• On pushbutton, to the system status (e.g. ENG ANTI ICE).
If no control system selection is required, two grey dots replace the light.
The general operational rule is: Light out philosophy. The systems are ready and fit to fly.
What is the Pushbutton/Pushbutton Switch color coding philosophy?
The information provided on the pushbutton/pushbutton switch is also color coded to indicate the status of the system:
‐ Amber: Indicates that a system is failed
‐ Red: Indicates a failure that may require an immediate corrective action
‐ Green: Indicates that a system operates normally
‐ Blue: Indicates the normal operation of a temporarily selected system
‐ White: Indicates the abnormal position of a pushbutton switch or maintenance/test result indication
‐ Blank: The system is fit to fly.
What is the purpose of the flight control protections?
The purpose of the flight control protections is to:
‐ Give full authority to the flight crew, in order to enable them to obtain the best aircraft performance with an instinctive, immediate action on the related control
‐ Minimize the possibility of over-controlling, overstressing, or damaging the aircraft.
Despite system protections, the PF must not deliberately exceed the normal flight envelope. In addition, these protections are not designed to be structural limit protections (e.g. opposite rudder pedal inputs). Rather, they are designed to assist the PF in emergency and stressful situations, where only instinctive and rapid reactions will be effective.
What should a pilot do if the need arises to Fly in Reconfiguration Laws?
Reconfiguration Laws include:
- Alternate Law
- Direct Law
- Mechanical Backup
When the aircraft is in reconfiguration law at high altitude, the flight crew should consider descending to a lower altitude to increase the margin to buffet. Descending by approximately 4 000 ft below REC MAX ALT reduces significantly the occurrence of stall warning in turbulence.
Handling characteristics in ALTERNATE LAW?
The handling characteristics within the normal flight envelope are identical in pitch with normal law.
Outside the normal flight envelope, the PF must take appropriate preventive actions to avoid losing control, and/or avoid high speed excursions. These actions are the same as those that would be applied in any case of non protected aircraft.
How should the aircraft be handled in DIRECT LAW?
The PF must avoid performing large thrust changes, or sudden speedbrake movements, particularly if the center of gravity is aft.
If the speedbrakes are out, and the aircraft has been re-trimmed, the PF must gently retract the speed brakes to give time to retrim, and thereby avoid a large nose-down trim change.
How should the airplane be flown in MECHANICAL BACKUP?
In such cases, the objective is not to fly the aircraft accurately, but to maintain a safe and stabilized aircraft attitude in order to allow the restoration of lost systems.
The pitch trim wheel is used to control pitch. Any action on the pitch trim wheel should be applied smoothly, because the THS effect is significant due to its large size.
The rudder provides lateral control, and induces a significant roll with a slight delay. The PF should apply some rudder to turn, and wait for the aircraft reaction. To stabilize and level the wings, anticipate by releasing the rudder pedals.
How many types of Procedures are there on the Airbus?
1) Normal Procedures - ROUTINE Procedures
SOP (memory), normal checklists (challenge & response)
2) Normal Procedures - NON-ROUTINE Procedures
FCOM Supplementary Procedures (read & do)
3) Abnormal Emergency Procedures
Memory Items, ECAM, QRH, OEB
* memory item (immediately from memory)
* ECAM, QRH, OEB (when appropriate by read & do)
Responsibility of PF and PM during a normal flight?
PF:
- FLY
- NAVIGATE
PM:
- MONITOR the flight path, navigation, and aircraft systems
- COMMUNICATE
Responsibility of PF and PM during Supplementary Procedures?
For Supplementary Procedures, the flight crew should use the following tasksharing:
If the procedure is related to ENGINE START, it is recommended to read the entire procedure first, and then:
‐ The PM reads the actions, and
‐ The PF acts on the controls.
For all other supplementary procedures:
The procedures should be applied in accordance with the READ & DO principle, i.e. the PM reads the procedure and the PF or the PM acts on the controls, depending on the context.
Responsibility of PF and PM during Abnormal Procedures?
It is the responsibility of the PF to:
‐ FLY,
‐ NAVIGATE
‐ COMMUNICATE after the initiation of:
• The ECAM actions, or
• A QRH procedure.
It is the responsibility of the PM to:
‐ MONITOR the flight path and the navigation
‐ Perform ECAM actions or apply QRH/OEB procedure.
During the ECAM management process or the application of a QRH/OEB procedure, the “COM” task is transferred to the PF, as the cognitive skills of the PM are mostly dedicated to the understanding and the application of the ECAM/QRH/OEB actions. Therefore, their situation awareness of the environment and the navigation is less effective than the PF’s one.
How is an ECAM message triggered?
ECAM procedures are triggered automatically in response to an abnormal behavior of the systems monitored by the Flight Warning System (FWS)
What does LAND ASAP imply?
If red LAND ASAP is part of the procedure, land as soon as possible at the nearest airport at which a safe landing can be made.
Note: Red LAND ASAP information is applicable to a time-critical situation.
If amber LAND ASAP is part of the procedure, consider landing at the nearest suitable airport.
Note: The suitability criteria should be defined in accordance with the Operator’s policy.
What controls should the PF & PM to cross check before taking any action?
In flight, the PF and PM must crosscheck before taking any action on the following controls: ‐ ENG MASTER lever ‐ IR selector ‐ All guarded controls ‐ System reset.
The flight crew must crosscheck the above-listed controls,
in order to prevent any inadvertent action by the flight crew with irreversible effects.
The flight crew must restrict the reset of systems to those listed in the FCOM/QRH.
What is the difference between RED and BLACK guarded switches?
RED guarded switch: irreversible effects.
BLACK guarded switch: the subsequent effect is reversible.
What is the ECAM HANDLING philosophy?
ECAM actions are performed by the PM on ground or in flight once the aircraft trajectory is stabilized and the PF announced “ECAM actions”.
ECAM actions are divided into several steps clearly identified on the EWD and SD pages.
The PM must:
‐ “READ & DO” the ECAM procedures (procedure action lines on EWD)
‐ Analyse the operational impact on the affected system via the SD page. The PM should check/inspect the overhead panel and/or associated SD, in order to analyze and confirm the failure, before they take any action. The flight crew should keep in mind that the sensors on the overhead panel and/or SD may be different from the sensors that trigger the failure.
‐ Read the STATUS page, including associated procedures.
If an ECAM procedure requests the flight crew to apply a QRH procedure, the flight crew should:
‐ Keep the procedure displayed on the ECAM
‐ Apply the requested QRH procedure.
The objective is to avoid the flight crew to be disturbed with subsequent ECAM alerts that may trigger with less priority.
Where are QRH summaries used?
- ELEC EMER CONFIG
- DUAL HYD FAILURE
How many sections does the QRH summary have?
QRH summaries are divided into 4 sections:
CRUISE
APPROACH
LANDING
GO-AROUND
What does the CRUISE section of a QRH summary highlight?
CRUISE section of QRH summary highlights:
- remaining systems
- main limitations
- flight capability of the aircraft
The CRUISE section helps the flight crew to assess the situation and to select an appropriate runway for landing.
As indicated in the CRUISE section, the flight crew should refer to the EFB/QRH for:
‐ The evaluation of increased fuel consumption
‐ The landing performance computation at the selected airport
How does the Pilot use the QRH summary for Approach Preparation?
Approach Preparation with the QRH Summary:
- review STATUS
- use APPROACH, LANDING, GO-AROUND sections to support approach preparation
The flight crew should use the APPROACH, LANDING, and GO-AROUND sections of the QRH summary to perform the approach briefing, while they crosscheck the associated FMS pages and the STATUS page
How does the Pilot use the QRH summary for flying an Approach?
To perform the approach, the flight crew should refer to the APPROACH section of the QRH summary.
When the aircraft is in final configuration, the flight crew can rapidly review the LANDING and GO-AROUND sections, as a reminder (braking, NWS, reversers, and L/G retraction in the case of a go-around).
Finally, the PM should check the STATUS page and check that all the APPR PROC actions are completed.
What is Fly-by-Wire Control Law?
The relationship between the pilot input on the sidestick and the aircraft response, is called the control law.
The control law determines the handling characteristics of the aircraft.
What are the Airbus GOLDEN RULES?
- Fly. Navigate. Communicate: In this order and with appropriate tasksharing.
- Use the appropriate level of automation at all times.
- Understand the FMA at all times.
- Take action if things do not go as expected.
What is the BIRD?
The BIRD = Flight Path Vector (FPV)
What is the correct flight reference for TO or GA?
The ATTITUDE flight reference should be used for dynamic manoeuvres, for example, take-off or go-around.
An action on the sidestick has an immediate effect on the aircraft attitude. The flight crew can monitor this flight reference directly and accurately during these manoeuvres.
How is FPV computed? What are its errors?
The FPV is computed from IRS DATA, therefore, it is affected by ADIRS errors.
An error may be indicated by a small track error, usually of up to ± 2 °. This can be easily determined during the approach.
The FPV is also computed from STATIC PRESSURE information. Therefore, the bird must be considered as not reliable, if altitude information is not reliable.
The “bird” only indicates a flight path angle and track, and does not provide guidance to a ground-based radio facility
What is FPD?
The TRK-FPA Flight Director (FD) is particularly useful for guiding the aircraft during non-precision approaches, although, it can also be used at other times.
When using this mode of the FD, the pilot places the FPV symbol in the center of the flight path director (FPD) symbol.
If the FCU is set on the correct track and flight path angle, and if the FPV and the FPD are aligned, they will guide the aircraft along a trajectory that is stabilized with respect to the ground.
How do you use the BIRD during a VISUAL Approach?
On the downwind leg, the flight crew should position the wings of the “bird” on the horizon, in order to maintain level flight.
The flight crew should position the tail of the “bird” on the blue track index on the PFD , in order to maintain the desired track downwind.
On the final inbound approach, a standard 3° approach path is indicated, when the top of the bird’s tail is immediately below the horizon, and the bottom of the “bird” is immediately above the 5° nose down marker.
What are the benefits of flying the BIRD?
The “bird” is a very useful flight reference, because it provides the trajectory parameters, and quickly warns the pilot of downburst.
In addition, together with the GS MINI protection, it is an excellent indicator of shears or wind variations.
The position of the “bird” in relation to the fixed aircraft symbol provides an immediate indication of the wind direction.
Therefore, when approaching the minimum, the flight crew knows in which direction to search for the runway.
If the target approach speed symbol moves upward, this indicates that there is headwind gust. If the “bird” drifts to the right, this indicates that there is wind from the left.
What are the Auto Flight modes?
MANAGED MODE & SELECTED MODE
The choice of mode is a strategic decision taken by the PF
What is the main interface between the Pilot and the Aircraft i.e. AP/FD.
There are two main interfaces with the AP/FD:
MCDU - Long term interface
FCU - Short term interface
What is the recommended practice for AP engagement?
Before engaging the AP, the flight crew should:
‐ Fly the aircraft on the intended path
‐ Check on the FMA that the Flight Director (FD) is engaged with the appropriate guidance modes for the intended flight path.
If not, set the FD on, and the appropriate guidance mode(s) as required
‐ Center the FD bars with the aircraft symbol on the PFD.
While flying manually and not following FD orders, why should you switch the FD’s Off?
If not using FD orders, turn off the FD.
It is strongly recommended to turn off the FDs to ensure that the A/THR is in SPEED mode if the A/THR is active.
When is the ATHR active?
The A/THR can only be active, when the thrust levers are between IDLE and the CLB detent. When the thrust levers are beyond the CLB detent, thrust is controlled manually to the thrust lever Angle, and the A/THR is armed (A/THR appears in blue on the FMA).
During one-engine inoperative situation, A/THR can be active when thrust levers are set between IDLE and MCT.
Here, the thrust levers will be in MCT detent for remainder of the flight. This is because MCT is the maximum thrust that can usually be commanded by the A/THR for climb or acceleration, in all flight phases (e.g. CLB, CRZ, DES or APPR ).
What is the recommended ATHR practice for Approach?
The recommended practice is to use autothrust for approaches.
On final approach, it usually gives more accurate speed control, although in turbulent conditions the actual airspeed may vary from the target speed, by as much as five knots.
If the pilot is going to make the landing using manual thrust, he should disconnect the A/THR by the time he has reached 1000 ft on the final approach.
During landing, what happens if a pilot makes a short flare with the ATHR engaged?
If the pilot makes a shallow flare, with A/THR engaged, it will increase thrust to maintain the approach speed until he pulls the thrust levers back to idle.
What is the recommended practice to set ATHR OFF?
The recommended technique for setting A/THR to off is:
‐ Return the thrust levers to approximately the current thrust setting, by observing the TLA symbol on the thrust gauge
‐ Press the I/D pb.
- OR, If thrust levers are set to IDLE, A/THR is set to off. This technique is usually used in descent, when the A/THR is in THR IDLE, or at landing.
If the I/D pushbutton is pressed when the thrust levers are in CL detent, thrust will increase to MAX CL. This will cause an unwanted thrust increase and may destabilize the approach.
How can the ATHR be re-engaged?
The A/THR can be reactivated by pressing the pushbutton on the FCU, and returning the thrust levers to the applicable detent.
The thrust levers should be immediately returned to the applicable detent, in order to avoid an ECAM “AUTO FLT A/THR LIMITED” alert.
When does the aural Alert “RETARD” sound?
As a reminder, a “RETARD” aural alert will sound during landing.
Normal landing during flare at 20 ft.
Autoland during flare at 10 ft.
What happens when you switch OFF the ATHR from the FCU PB?
Use of the FCU pushbutton is considered to be an involuntary A/THR off command (e.g. in the case of a failure).
When pressed, thrust is frozen and remains locked at the value it had when the flight crew pressed the A/THR pushbutton, as long as the thrust levers remain in the CLB or MCT detent. If thrust levers are out of detent, thrust is manually controlled and, therefore, unlocked.
An ECAM caution and an FMA message trigger during thrust lock:
‐ THR LK appears in amber on the FMA
‐ The ECAM caution is: AUTO FLT A/THR OFF
THR LEVERS ……… MOVE
and then, if the thrust levers are not moved within 5 s:
ENG THRUST LOCKED
THR LEVERS ……… MOVE
In this case, when the flight crew moves the thrust levers out of detent, full manual control is recovered, and the THR LK message disappears from the FMA.
What is ALPHA FLOOR?
When the aircraft’s angle-of-attack goes beyond the ALPHA FLOOR threshold, this means that the aircraft has decelerated significantly (below ALPHA PROT speed):
A/THR activates automatically and orders TOGA thrust, regardless of the thrust lever position.
When the aircraft accelerates again, the angle-of-attack drops below the ALPHA FLOOR threshold. TOGA thrust is maintained or locked.
TOGA LK appears on the FMA to indicate that TOGA thrust is locked. The desired thrust can only be recovered by setting A/THR to off, with the instinctive disconnect pushbutton.
When is ALPHA FLOOR available?
ALPHA floor is available, when the flight controls are in NORMAL LAW, from liftoff to 100ft RA at landing. It is inhibited in some cases of engine failure.
How can one monitor the ATHR?
A/THR should be monitored via the:
‐ FMA: SPEED / SPEED TREND on the PFD
‐ N1/N1 command (EPR) on the ECAM E/WD.
What is the Navigation Accuracy Crosscheck technique?
The principle consists in comparing the FMS position with the RADIO position (aircraft real position).
Navigation Accuracy Crosscheck
The flight crew inserts a radio ident in MCDU PROG page (which provides a bearing/distance relative to FMS position). Then, the flight crew compares these values with raw data received from the NAVAID that indicates the real position of the aircraft . This enables to quantify the error ε.
On the ND, the flight crew compares the position of the needle and its associated DME distance (the real position of the aircraft) with the position of the NAVAID symbol and its associated distance, indicated by the range markers (these markers provide a bearing/distance, in relation to the FMS position).
What is the recommended technique for Position Update?
In case of a map shift noticed by specific messages such as “CHECK A/C POSITION, FM1/FM2 POS MISMATCH”,
the aircraft position may be updated on the MCDU PROG page.
Two techniques are available:
(1) The recommended technique is to carry out a FMS update over a beacon by pressing the UPDATE prompt once estimating that the aircraft overflies the beacon using the associated needle. The potential error induced is approximately 4 to 5 NM. When the position update is achieved, the EPE is automatically set to a higher value and the navigation accuracy is low.
(2) The second technique consists in updating the FM position when flying over a Point/Bearing/Distance (P/B/D) with reference to beacon raw data (Needle + Distance) rather than the beacon itself. The potential for error is far less when the distance is greater than 60 NM. The flight crew will keep in mind the potential 180° error on bearing.
How are GW & CG calculated?
The aircraft Gross Weight (GW) and Centre of Gravity (CG) are computed independently by the FM and FAC.
What are FM & FAC computed GW & CG values used for?
Mostly:
• FM predictions and speeds
• Computation of characteristic speeds (VLS, F, S, GD) for display on PFD
• Flight control laws
MSN 5437, 5460-7961
- GW and CG values FM computed are used for:
• FM predictions and speeds
• ECAM (GW)
• MCDU (GW and CG)
• Computation of characteristic speeds (VLS, F, S, GD) for display on PFD
‐ GW and CG values FAC computed are used for:
• Flight control laws
MSN 1767-5426, 5449
‐ GW and CG values FM computed are used for:
• FM predictions and speeds
• ECAM (GW)
• MCDU (GW and CG).
‐ GW and CG values FAC computed are used for:
• Flight control laws
• Computation of characteristic speeds (VLS, F, S, GD) for display on PFD.
How does FAC compute GW data?
The FAC computes its own GW and CG from aerodynamic data.
GW and CG FAC computed are used for
- minor adjustments on the flight control laws.
‐ On ground, FAC uses the GW FM computed.
‐ In flight, at low altitude (below 15000 ft), low speed (below 250 kt) and flight parameters stabilized, GW FAC computed comes from aerodynamic data. If these conditions are not met, GW FAC computed equates to the last memorized GW - fuel used.
When is the “CHECK GW” message triggered?
If the GW FM computed and FAC computed differs from a given threshold, a “CHECK GW” message appears on the MCDU scratchpad.
Where is the FOB on ECAM provided from?
The FOB on ECAM is provided from FQI data.
The fuel figure is updated once the engines are started.
What should you do when the “CHECK GW” message is triggered?
The crew will compare the Load and Trim Sheet (LTS) figures with the FM GW and fuel used:
‐ If an obvious entry error is detected, FM GW will be updated on the MCDU FUEL PRED page.
‐ If FM and LTS GW are in accordance and appear to be correct, the FAC computed GW should be suspected (AOA sensor problem).
‐ If FM and LTS GW are in accordance but LTS GW is suspected, characteristic speeds should be extracted from QRH.
What is the function of the Rudder?
In flight, the rudder controls the yaw, and the vertical stabilizer ensures directional stability.
The rudder and the vertical stabilizer are designed to :
‐ Provide sufficient lateral/directional control of the aircraft during crosswind takeoffs and landings, within the certified crosswind limits
‐ Provide aircraft control in the case of an engine failure, and maximum asymmetric thrust at any speed above the minimum control speed on ground (VMCG).
Flight crew controls the rudder via a conventional mechanical rudder control. FACs computers provide:
‐ Yaw damping
‐ Rudder travel limitation.
When is the Rudder used in normal Operations?
‐ During takeoff roll, when on ground, particularly in crosswind conditions
‐ During landing flare with crosswind, for decrab purposes
‐ During the landing roll, when on the ground.
On Airbus aircraft, the rudder control system includes a turn coordination function to achieve acceptable turn coordination.
What is the limit of Rudder deflection to counteract asymmetric thrust?
Up to full rudder deflection can be used to compensate for the yawing moments that are due to asymmetric thrust.
Note: At high speed (i.e. slats retracted), thrust asymmetry (eg. due to an engine failure) does not have a significant effect on the yaw control of the aircraft. The rudder deflection required to counter an engine failure and center the sideslip is small.
What Abnormal Situations requires the use of the Rudder?
The flight crew may also use the rudder pedals in some abnormal situations. For example:
‐ Loss of both yaw damper systems. The flight crew uses the rudder pedals as deemed necessary, for turn coordination to prevent excessive sideslip.
‐ Rudder trim runaway. The flight crew uses the rudder pedals in order to return the rudder to neutral
‐ Landing with an abnormal landing gear position: The flight crew uses the rudder pedals for directional control on the ground.
In all of the normal or abnormal situations that are described above, correct rudder pedals use does not affect the structural integrity of the aircraft.
When should the Rudder not be used?
The Rudder should not be used:
‐ To induce roll
‐ To counter roll, induced by any type of turbulence.
Regardless of the airborne flight condition, aggressive full or nearly full opposite rudder pedal inputs must not be applied. Such inputs can lead to loads higher than the limit, and can result in structural damage or failure. The rudder travel limiter system is not designed to prevent structural damage or failure in the event of such rudder system inputs.
What should you do during a Dutch roll on A320?
For dutch roll, the flight control laws combined with the neutral aircraft damping are sufficient to correctly damp the dutch roll oscillations.
Therefore, the flight crew should not use the rudder pedals in order to complement the flight control laws.
What happens when inappropriate Rudder inputs are detected?
The “STOP RUDDER INPUT” aural alert and red PFD message associated with MASTER WARNING light is triggered when inappropriate rudder inputs are detected.
These alerts advise the flight crew to avoid excessive rudder load. The flight crew should react and immediately release the rudder pedals.
What is the correct way to set TCAS in flight?
The flight crew should select:
‐ ABV in climb (+9 900 ft/-2 700 ft or +7 000 ft/-2 700 ft, depending on the type of TCAS control panel)
‐ ALL in cruise (+2 700 ft/-2 700 ft)
‐ BELOW, if the cruise altitude is within 2 000 ft of FL 410, or in descent (+2 700 ft/-9 900 ft or +2 700 ft/-7 000 ft, depending on the type of TCAS control panel)
‐ THRT in heavy traffic terminal area
‐ TA, in the case of:
• Engine failure
• Flight with landing gear down (if applicable)
• In case of known nearby traffic, which is in visual contact
• Operations at specific airports, and during specific procedures that an operator identifies as having a significant potential for not wanted and not appropriate RAs, e.g. closely spaced parallel runways, converging runways.
What is the correct way to level off at an altitude?
The flight crew should limit the vertical speeds to 1500 ft/min during the last 2000 ft of a climb or descent, especially when they are aware of traffic that is converging in altitude and intending to level off 1000 ft above or below the flight crew’s assigned altitude.
What should a pilot do if an RA is generated?
If a RA is generated:
‐ The flight crew must always follow the TCAS RA orders, even:
• If the TCAS RA orders are in contradiction with the ATC instructions
• At the maximum ceiling altitude with CLIMB, CLIMB or INCREASE CLIMB, INCREASE CLIMB TCAS RA orders
• If it results in crossing the altitude of the intruder.
CAUTION If a pilot does not follow a RA, he should be aware that the intruder may be TCAS equipped and may be maneuvering toward his aircraft in response to a coordinated RA. This could compromize safe separation.
How should the crew fly an RA order?
‐ The PF disconnects the AP, and smoothly and firmly follows the Vertical Speed Indicator (VSI) green sector within 5s, and requests that both FDs be disconnected.
(Both FDs must be disconnected once APs are disconnected:
‐ To ensure autothrust speed mode
‐ To avoid possible confusion between FD bar orders and, TCAS aural and VSI orders)
‐ The PM disconnects both FDs, but will not try to see intruders.
‐ The PF will avoid excessive maneuvers, and keep the Vertical Speed outside the red area of the VSI and within the green area. If necessary, the PF must use the full speed range between Valpha max and Vmax.
‐ The PM must notify ATC.
‐ The flight crew should never maneuver in the opposite direction of the RA, because TCAS maneuvers are coordinated.
‐ In final approach, i.e. “CLIMB”, “CLIMB NOW”, “INCREASE CLIMB”, the flight crew will initiate a go-around. When clear of conflict:
‐ The flight crew must resume normal navigation, in accordance with ATC clearance, and using the AP, as required.
What is the basic principle of a weather radar?
Weather detection is based on the reflectivity of water droplets. The weather echo appears on the ND with a color scale that goes from red (high reflectivity) to green (low reflectivity). The intensity of the weather echo is associated with the droplet size, composition and quantity (e.g. the reflectivity of a water particle is five times more than an ice particle of the same size). The flight crew must be aware that the weather radar does not detect weather that has small droplets (e.g. clouds or fog), or that does not have droplets (e.g. clear air turbulence). Weather Radar Principle
The purpose of the weather radar is to help the flight crew detect and avoid storm cells (e.g. cumulonimbus). Due to its large vertical expansion, a storm cell does not have the same reflectivity depending on the altitude. The quantity of liquid water in the atmosphere decreases with the altitude. Therefore the reflectivity of a storm cell decreases with the altitude.
What is Radar Top?
The upper detection limit of the weather radar is called the radar top. The flight crew must be aware of both of the following:
‐ The radar top is not the visible top of the storm cell
‐ The storm cell and associated turbulence extend significantly above the radar top.
What is “blind alley effect”?
The flight crew should monitor both the long-distance and short-distance weather, in order to be able to efficiently plan appropriate course changes, and to avoid the “blind alley effect”.
How does weather radar accuracy differ with range?
At long distance ahead of the aircraft, the accuracy of the weather displayed is low, due to both of the following:
‐ The increase in the width of the weather radar beam
‐ Signal attenuation.
Therefore, the accuracy of the weather displayed is better for short-distance weather.
Define ‘tilt angle’ for weather radar?
The tilt refers to the angle between the antenna beam centerline and the horizon. The radar uses data from the IRS to stabilize its antenna. Therefore, the antenna tilt is independent of the aircraft pitch and bank angle.
To obtain a correct display of a storm cell, the flight crew must use the tilt knob to point the weather radar beam to the most reflective part of the storm cell. A correct tilt setting prevents the overscanning of the storm cell.
At high altitude, a storm cell may contain ice particles that have low reflectivity. If the tilt setting is not correct, the ND may display only the upper (less reflective) part of a storm cell (overscanning). As a result, the flight crew may underestimate or not detect a storm cell.
What is the formula to estimate weather using the tilt angle?
When flying towards a cell, the flight crew can estimate the vertical expansion of the cloud above/below the aircraft altitude with the following formula:
Ht(ft) = d(Nm) x tilt(degrees) x 100
h(ft) is the difference between the radar top altitude and the aircraft altitude.
d(NM) is the distance between the aircraft and the storm cell.
Tilt(°) is the tilt setting for which the storm cell image disappears from the ND.
Example: A weather return that disappears from the ND at 40 NM with a tilt setting of 1 ° down, indicates that the top of the storm cell is 4 000 ft below the aircraft altitude.
What is the difference between weather cell readings over a large water body and over land?
Particle reflectivity of a storm cell is independent of the potential weather hazard in the storm cell. There can be a high percentage of humidity in the atmosphere, when near the sea. In this case, thermal convection will produce clouds that are full of water. These clouds will have a high reflectivity, but may not necessarily be a high threat.
On the other hand, in equatorial overland regions where specific converging winds produce large-scale uplifts of dry air. As a result, these storm cells have lower reflectivity than mid-latitude storm cells, and therefore can be difficult to detect. However turbulence in, or above these clouds may have a higher intensity than indicated by the image on the weather radar display. The flight crew must not underestimate a storm cell with a high vertical expansion, even if the weather return is low.
What information does weather shape provide?
The flight crew should carefully observe shapes, more than colors, in order to detect adverse weather conditions.
Areas of different colors that are near to one another usually indicate zones of severe turbulence.
Some shapes are good indicators of severe hail and signify strong vertical drafts.
Shapes that change quickly, whatever form they take, also indicate high weather activity.
Examples of potential threat shapes:
- closely spaced colors
- fingers
- hook
- u-shape
- scalloped edges
On a weather radar display, the flight crew should always consider a black hole behind a red area as a potentially very active zone.
How is ‘manual gain’ useful for weather analysis?
To assess the general weather conditions, the flight crew can use manual gain. Manual gain adjusts the color calibration of the radar. Therefore, the weather will appear either stronger (gain increased) or weaker (gain reduced).
When operating in heavy rain, the weather radar picture can be saturated. In this case, manually reduce the gain will help the flight crew to identify the areas of heaviest rainfall, that are usually associated with active storm cells.
Note: After a storm cell analysis, the flight crew must set the GAIN knob back to AUTO/CAL.
What is ‘spoking’ or ‘alien radar’?
Radar interference may also be known as ‘spoking’ or ‘alien radar’.
High power external radio frequency sources that operate at a frequency next to the frequency of the weather radar may create interferences. These interferences may result in a not usual return display on the ND. The radar return will appear as a single wedge that extends out along the ND toward the source of interference.
The width and color of the interference may differ on the ND, depending on the distance to the source and its strength.
This interference does not damage the radar system, and will disappear as soon as the source of interference is outside the limit of the radar scan zone.
Avoidance technique for Operations in convective weather?
Consider a minimum distance of 40 NM from the convective cloud to make the decision for avoidance maneuver.
Avoidance technique:
‐ If possible, perform lateral avoidance instead of vertical avoidance. Vertical avoidance is in general not recommended, particularly at high altitude, due to the reduction of buffet and performance margins. In addition, some convective clouds may have a significant and unpredictable build-up speed.
‐ Lateral avoidance:
• If possible, deviate upwind instead of downwind. Usually, there is less turbulence and hail upwind of a convective cloud
• If possible, avoid the identified “area of greatest threat” by at least 20 NM
• Apply an additional margin if the convective clouds are very dynamic
‐ Vertical avoidance:
• Avoid flying below a convective cloud, even in visual conditions, due to possible severe turbulence, windshear, microbursts, lightning strikes and hail. If an aircraft must fly below a convective cloud, the flight crew should take into account all indications (visual judgement, weather radar, weather report, pilot’s report, etc.) before they take the final decision
• For flight above a convective cloud, apply a vertical margin of 5 000 ft from the identified “area of greatest threat”.
What is the effect of ice-crystals on aircraft at high altitudes?
Areas of ice crystals are usually next to, or above the core of convective clouds that have high-intensity precipitation. However, areas of ice crystals may sometimes even be several nautical miles away from the core of the associated convective cloud.
When ice crystals get in contact with a hot surface, they melt. Depending on the type of surface, a water film may appear. On the windshield, this water film creates not-expected appearance of “rain” at temperatures too low for liquid water to exist. If there is a specific airflow towards a zone of the aircraft where water can build up, accretion may occur and create a block of ice.
This is why flight in areas of ice crystals may result in various effects, for example engine vibrations, engine power loss, engine damage, or icing of air data probes.
How can ice crystals be detected by the pilots?
Areas of ice crystals are usually associated with visible moisture. Ice crystals can be indicated by one or more of the following:
‐ Appearance of rain on the windshield at temperatures too low for rain to exist. This “rain” is usually associated with a “Shhhh” noise
‐ Small accumulation of ice particles on wipers
‐ Smell of ozone or Saint Elmo’s fire
‐ Aircraft TAT indication that remains near 0 °C (due to freezing of the TAT probe)
‐ Light to moderate turbulence in IMC at high altitude
‐ No significant radar echo at high aircraft altitude, combined with:
• High-intensity precipitation that appears below the aircraft, or
• Aircraft position downwind of a very active convective cloud.
What are the type of system alerts one can expect while inadvertently flying through ice crystals?
If the aircraft encounters ice crystals precipitation despite avoidance action, and if this results in engines or probes misbehaviors, the published procedures and recommendations apply, and in particular:
‐ ECAM alerts related to engine failure or engine stall
‐ ECAM alerts related to probe failure
‐ QRH procedures such as the ones linked to unreliable airspeed indication, engine vibrations, engine relight in flight…
What is cross-cockpit communication?
The term “cross-cockpit communication” refers to communication between the PF and the PM.
This communication is important for any flight crew. Each time one flight crewmember adjusts or changes information and/or equipment on the flight deck, the other flight crewmember must be informed, and an acknowledgement must be obtained.
Such adjustments and changes include: ‐ FMGS alterations ‐ Changes in speed or Mach ‐ Tuning navigation aids ‐ Flight path modifications ‐ System selections (e.g. anti-ice system).
When using cross-cockpit communication, standard phraseology is essential to ensure effective flight crew communication.
What is the difference between Secured Sop & Transit Stop?
The aircraft is:
‐ in TRANSIT STOP when the last check list performed by the flight crew is the PARKING C/L
‐ in SECURED STOP when the last check list performed by the flight crew is the SECURING THE AIRCRAFT C/L
The flight crew performs only the items indicated by an asterisk (*) in the Standard Operating Procedures (SOP’s) when there is no flight crew change and after a TRANSIT STOP. Otherwise, the flight crew performs all the items of the SOP’s.
What is the purpose of the Normal Checklist?
Airbus’ NORMAL CHECKLIST takes into account ECAM information, and includes only those items that can directly impact flight safety and efficiency, if actions are not correctly performed.
These checklists are of a “non-action” type (i.e. all actions should be completed from memory before the flight crew performs the checklist).
The NORMAL CHECKLIST includes 9 flight phases.
The BEFORE START, BEFORE TAKEOFF, and AFTER TAKEOFF checklists are divided in two sections: The “Down to the Line” section, and the “Below the Line” section. This format is designed to help flight crews to manage the workload.
The checklist actions are referred to as “challenge/response”-type actions. The PF “responds” to the “challenge” only after checking the current status of the aircraft. When both pilots have to respond, “BOTH” is indicated.
If the configuration does not correspond to the checklist response, the PF must take corrective action before “responding” to the “challenge”. If corrective action is not possible, then the PF must modify the response to reflect the real situation (with a specific answer).
What is the objective of the preliminary cockpit preparation?
The objectives of the preliminary cockpit preparation are:
‐ To ensure that all safety checks are performed before applying electrical power:
• The RCL pb is pressed for at least 3 s to display the cautions and warnings from the previous flight.
• The technical logbook and MEL are checked at this stage.
‐ To check the liquid levels i.e. oil, hydraulic and oxygen pressure
- To check the position of surface control levers and parking brake.
During the Preliminary Cockpit Preparation, the flight crew must also review all OEBs applicable to the aircraft.
What is the purpose of aligning IRS?
The flight crew performs the alignment or realignment of the IRS during the cockpit preparation. This action enables the IRS to operate in the NAV mode and to continually provide the aircraft position.
The IRS alignment or realignment includes following two steps:
‐ Alignment: Gyro and accelerometers prepare for the NAV computation. ‐ Position Initialization: Navigation starting point is set.
COMPLETE IRS ALIGNMENT: During a complete alignment, IRSs use the gravity and earth rotation to determinate the aircraft attitude and true heading, and IRSs estimate a current aircraft latitude. The IR mode selectors must be OFF for more than 5 s.
FAST IRS ALIGNMENT: During a fast alignment, IRSs reset the ground speed and some internal filters to 0, but IRSs do not estimate the aircraft position. The flight crew sets the IR mode selectors to OFF then, back to the NAV mode within 5 s.
What is the sequence for FMGS preparation?
DIFSRIP
- Data
- Init A
- FPln
- Sec FPln
- Rad nav
- Init B
- Perf
This sequence of entry is the most practical. INIT B should not be filled immediately after INIT A, because the FMGS would begin to compute F-PLN predictions. These computations would slow down the entry procedure.
After Engine start, the INIT B page is no longer available. How can the flight crew insert weight and fuel data if required?
After Engine start, the INIT B page is no longer available. The flight crew should use the FUEL PRED page for weight and fuel data insertion, if required.
What are the requirements the need to be met for OEI acceleration altitude?
The one-engine-out acceleration altitude must:
- Be at least 400 ft above airport altitude
- Ensure that the net flight path is 35 ft above obstacles
- Ensure that the maximum time for takeoff thrust is not exceeded.
Therefore, there are generally a minimum and a maximum one engine out acceleration altitude values.
The minimum value satisfies the first two criteria.
The maximum value satisfies the last one.
Any value between those two may be retained.
What is the SOP in case of failure after V1?
In case of failure after V1:
- continue TO,
- no actions before 400 ft AGL except gear up
- reaching 400 ft AGL, ECAM actions
reaching EO ACC altitude:
‐ If the engine is secured, level off, accelerate and clean up
‐ Otherwise continue climbing until the engine is secured (but not above EO maximum acceleration altitude)
at green dot: OP CLB, MCT.
resume ECAM, after TO C/L, status ENG OUT routing: EOSID, SID, radar vector, immediate return …
What is the correct seat positioning and adjustment of rudder pedals?
To achieve a correct seating position, the aircraft is fitted with an eye-position indicator on the centre windscreen post. The eye-position indicator has two balls on it. When the balls are superimposed on each other, they indicate that the pilot’s eyes are in the correct position.
The pilot should adjust the outboard seat armrest, so that the forearm rests comfortably on it, when holding the sidestick. There should be no gaps between the pilot’s forearm and the armrest. The pilot’s wrist should not be bent when holding the sidestick.
The flight crew must have their feet in a position so that full rudder deflection combined with full braking, even differential, can be applied instinctively and without delay.
What is the correct taxi and braking technique?
On long, straight taxiways, and with no ATC or other ground traffic constraints, the PF should allow the aircraft to accelerate to 30 kt, and should then use one smooth brake application to decelerate to 10 kt.
The PF should avoid continuous brake applications.
The GS indication on the ND should be used to assess taxi speed.
Why is there a maximum brake temperature limitation for takeoff?
The maximum brake temperature limitation for takeoff ensures that, in the case of a hydraulic leak, any hydraulic fluid that touches the brake units does not ignite in the wheel well after the landing gear retraction.
How can flight crew identify braking anomalies?
BRAKING ANOMALIES:
If the ACCU PRESS drops below 1500 PSI, the flight crew should be aware that the Parking Brake can, quite suddenly, become less efficient. This explains the amber range on the hydraulic pressure gauge of the ACCU PRESS.
If the flight crew encounters any braking problems during taxi, they should set the A/SKID & N/W STRG sw to OFF. They should not apply pressure to the pedals while setting the A/SKID & N/W STRG sw to OFF. Then, the PF should refer to the triple brake indicator and modulate the pressure as necessary.
How do the brake fans work?
Brake fans cool the brakes, and the brake temperature sensor. Therefore, when the brake fans are running, the indicated brake temperature will be significantly lower than the indicated brake temperature when the brake fans are off. Therefore, as soon as the brake fans are switched on, the indicated brake temperature decreases almost instantaneously.
On the other hand, when the brake fans are switched off, it will take several minutes for the indicated brake temperature to increase and match the real brake temperature.
When the fans are running, the difference between the indicated and the actual brake temperature can range from 50 °C (when the actual brake temperature is 100 °C) to 150 °C (when the actual brake temperature is 300 °C). Therefore, before takeoff, if the fans are running, the flight crew should refer to the indicated brake temperature. When the indicated brake temperature is above 150 °C, takeoff must be delayed.
Brake fans should not be used during takeoff, in order to avoid Foreign Object Damage to fans and brakes.
What is the procedure for the Flight Control Check?
At a convenient stage, before or during taxi, and before arming the autobrake, the PF silently applies full longitudinal and lateral sidestick deflection.
On the F/CTL page, the PM checks and calls out full travel of elevators and ailerons, and correct deflection and retraction of spoilers.
As each full travel/neutral position is reached, the PM calls out:
‐ “Full up, full down, neutral” ‐ “Full left, full right, neutral”
The PF silently checks that the PM calls are in accordance with the sidestick order.
The PF then presses the PEDAL DISC pb on the nose wheel tiller and silently applies full left and full right rudder and then returns the rudder to neutral. The PM follows on the rudder pedals and, when each full travel/neutral position is reached, calls out: ‐ “Full left, full right, neutral”
Full control input must be held for sufficient time for full travel to be reached and indicated on F/CTL page.
What do we check “NWS DISC” ECAM memo before taxi out?
Before taxi, check that the amber “NWS DISC” ECAM message is off, to ensure that steering is fully available.
How are the rudder pedals and nose wheel related for taxi?
Pedals control nosewheel steering at low speed (± 6 ° with full pedal deflection).
Therefore, on straight taxiways and on shallow turns, the pilot can use the pedals to steer the aircraft, keeping a hand on the tiller. In sharper turns, the pilot must use the tiller.
What is the guideline given for steering technique?
STEERING TECHNIQUE
The Nosewheel steering is “by-wire” with no mechanical connection between the tiller and the nosewheel. The relationship between tiller deflection and nosewheel angle is not linear and the tiller forces are light.
Therefore, the PF should move the tiller smoothly and maintain the tiller’s position. Any correction should be small and smooth, and maintained for enough time to enable the pilot to assess the outcome. Being over-active on the tiller will cause uncomfortable oscillations.
What is the taxi and steering SOP?
On straight taxiways, the aircraft is correctly aligned on the centerline, when the centerline is lined-up between the PFD and ND.
When the seating position is correct, the cut-off angle is 20 °, and the visual ground geometry provides an obscured segment of 42 ft (12.5 m). During taxi, a turn must be initiated before an obstacle approaches the obscured segment. This provides both wing and tail clearance, with symmetric thrust and no differential braking.
What is the taxi speed limit during turns both with and without deflated tires?
With one tire deflated, the aircraft speed is limited to 7 kt and nosewheel steering can be used.
With two tires deflated, the aircraft speed is limited to 3 kt and nosewheel steering angle should be limited to 30 °.
For turns of 90 ° or more, the aircraft speed should be less than 10 kt.
What is the SOP for 180 degree turns on the runway?
IF THE PF IS THE CREWMEMBER IN THE LEFT HAND SEAT:
Taxi on the right hand side of the runway.
Maintain a ground speed between 5 kt and 8 kt during the entire maneuver.
Note: On wet or contaminated runway, it is recommended to maintain a speed of 5 kt during the entire maneuver.
Turn left, maintaining a 25 ° divergence from the runway axis. Monitor the approaching runway edge. When the CM1 is physically over the runway edge:
‐ Turn right, up to full tiller deflection
‐ If necessary, use asymmetric thrust (IDLE on ENG 2) and/or differential braking (more brake pressure on the right side) to maintain a constant speed.
When the 180 ° turn is complete, align with runway centerline and release the tiller to neutral position before stopping.
How do you fly a PACKS ON take-off?
If the takeoff has to be achieved without air bleed fed from the engines for performance reasons, but air conditioning desired, the APU bleed may be used with packs ON, thus maintaining engine performance level and passenger comfort.
In case of APU auto shut down during takeoff, the engine thrust is frozen till the thrust is manually reduced. The packs revert to engine bleed which causes an increase of EGT to keep N1/EPR.
If the takeoff is performed with one pack unserviceable, the procedure states to set the failed pack to OFF. The takeoff may be performed with the other pack ON (if performances permit) with TOGA or FLEX thrust, the pack being supplied by the onside bleed. In this asymmetric bleed configuration, the N1 takeoff value is limited to the value corresponding to the bleed ON configuration and takeoff performance must be computed accordingly.
What is it Keep-Out-Zone?
The Electronic Engine Control (EEC) computer prevents the engine stabilizing between an approximate range of 60 to 74 % N1, in order to protect against fan flutter. This range is called the Keep-Out-Zone, and the flight crew may notice a non-linear thrust response to thrust lever movement. If one lever is moved out of the Keep-Out-Zone before the other, a very slow movement of the levers may lead to asymmetric engine acceleration.
What is the correct take-off technique?
Once the thrust is set, the PF announces the indications on the FMA. The PM must check that the thrust is set by 80 kt and must announce “Thrust Set”.
The Captain must keep his hand on the thrust levers when the thrust levers are set to TOGA/FLX notch and until V1.
On a normal takeoff, to counteract the pitch up moment during thrust application, the PF should apply half forward (full forward in cross wind case) sidestick at the start of the takeoff roll until reaching 80 kt. At this point, the input should be gradually reduced to be zero by 100 kt.
The PF should use pedals to keep the aircraft straight.
Is the NWS available during the take-off roll?
The nosewheel steering authority decreases at a pre-determined rate as the groundspeed increases (no more efficiency at 130 kt) and the rudder becomes more effective.
The use of the tiller is not recommended during takeoff roll, because of its high efficiency, which might lead to aircraft overreaction.
Wings must be level.
Describe Rotation on the A320?
Rotation is conventional.
During the takeoff roll and the rotation, the pilot flying scans rapidly the outside references and the PFD (the better the visibility, the higher the priority given to outside references).
Initiate the rotation with a smooth positive backward sidestick input (typically 1/3 to 1/2 backstick). Avoid aggressive and sharp inputs. The initial rotation rate is about 3 °/s. Avoid low rotation rates as this will have an impact on takeoff performance by increasing the takeoff ground run.
Once airborne, the PF must then refine and control the pitch attitude on the PFD using FD bars in SRS mode which is then valid.
During rotation, the crew must not chase the FD pitch bar, since it does not give any pitch rate order, and might lead to overreaction.
The fly-by-wire control laws change into flight normal law, with automatic pitch trim active.
What all factors can lead to a Tail Strike?
- adverse weather (crosswinds, turbulence, windshear etc)
- early rotation (technique or wrong speeds)
- configuration (higher flap configuration gives the higher tailstrike margin)
- take-off trim setting (forward CG: heavy to rotate, aft CG: early autorotation)
- crosswind take-off (care should be taken to avoid using large deflection, resulting in excessive spoiler deployment. A direct effect of the reduction in lift due to the extension of the spoilers on one wing will be a reduction in tail clearance and an increased risk of tailstrike.)
- oleo inflation
What are the actions in case of a tailstrike?
If a tailstrike occurs at take-off, flight at altitude requiring a pressurized cabin must be avoided and a return to the originating airport should be performed for damage assessment.
What happens to the FD at acceleration altitude?
At the acceleration altitude, the FD pitch mode changes from SRS to CLB or OP CLB mode.
The speed target jumps:
- Either to the managed target speed e.g. speed constraint, speed limit or ECON climb speed
- Or to the preselected climb speed (entered by the pilot on the MCDU PERF CLB page before takeoff).
What happens if GD is higher than the managed target speed constraint in the FMS?
If green dot speed is higher than the managed target speed (e.g. speed constraint 220 kt) displayed by the magenta triangle on the PFD speed scale, the AP/FD will guide the aircraft to green dot (as per the general managed speed guidance rule). If required by ATC, the crew will select the adequate target speed (below green dot) on the FCU.
What aircraft protections may get activated during a take-off at heavy weight?
If take-off is carried out at heavy weight, two protections may intervene:
‐ The Automatic Retraction System (ARS)
‐ The Alpha Lock function
What is the ARS?
ARS = Automatic Retraction System
While in CONF 1+F and IAS reaches 210 kt, the ARS is activated. The ARS automatically retracts flaps to 0 °.
The VFE displayed on the PFD change from VFE CONF1+F to VFE CONF1. As the aircraft accelerates above S speed, the flap lever can be selected to 0.
If IAS decreases below VFE CONF1+F, the flaps will not extend back to 1+F.
What is the Alpha Lock function?
The slats alpha/speed lock function will prevent slat retraction at high AOA or low speed at the moment the flap lever is moved from Flaps 1 to Flaps 0.
“A. LOCK” pulses above the E/WD Slat indication.
The inhibition is removed and the slats retract when both alpha and speed fall within normal values.
This is a normal situation for take-off at heavy weight. If Alpha lock function is triggered, the crew will continue the scheduled acceleration, allowing further slats retraction.
When is an over speed warning triggered during slats/flaps transition
During the Slats/Flaps transition, the flight crew must respect the VMAX displayed on the PFD.
The VMAX value displayed on the PFD speed scale is based on the Slats/Flaps control lever position.
The OVERSPEED WARNING is based on the actual Slats/Flaps surface position.
Therefore, during Slats/Flaps transition, the dynamic acceleration of the airplane may lead to a temporary OVERSPEED WARNING even if the current speed is out of the red and black strip displayed on the PFD. In this situation, there are no operational consequences. The flight crew must report any type of overspeed event.
What happens during a low altitude level off?
If the aircraft is required to level off below the acceleration altitude, ALT* engages and target speed goes to initial climb speed. The “LVR CLB” message flashes on the FMA.
In this case, the crew should expect a faster than normal acceleration, and be prepared to retract the flaps and slats promptly.
What are the Climb Modes?
The AP/FD climb modes may be either:
‐ Managed (CLB along the cleared FPLN)
- Selected (OP CLB, V/S and EXPED)
What happens when the crew selects a high V/S on Climb?
Whenever V/S is used, pilots should pay particular attention to the speed trend as V/S takes precedence over speed requirements.
If the crew selects a high V/S, it may happen that the aircraft is unable to climb with this high V/S and to maintain the target speed with Max Climb thrust, for performance reasons. In that case, the AP/FD will guide to the target V/S, and the A/THR will command up to Max Climb thrust, in order to try to keep the target speed; but the aircraft will decelerate and its speed might reach VLS. When VLS is reached the AP will pitch the aircraft down so as to fly a V/S, which allows maintaining VLS. A triple click is generated.
What happens with EXPED in climb mode?
The EXPED mode is used to climb with maximum vertical gradient i.e. the target speed becomes green dot.
Its use should be avoided above FL 250.
What is the benefit of flying MANAGED Climb speed?
The managed climb speed, computed by the FMGS, provides the most economical climb profile as it takes into
- account weight
- actual and predicted winds
- ISA deviation
- Cost Index (CI).
The managed climb speed also takes into account any speed constraints, e.g. the default speed limit which is 250 kt up to 10 000 ft.
What happens to FMS predictions when SELECTED speed is flown?
When selected speed is used, the predictions on the F-PLN page assume the selected speed is kept till the next planned speed modification, e.g. 250 kt /10 000 ft, where managed speed is supposed to be resumed. Consequently, the FM predictions remain meaningful.
When IAS is selected in lower altitude, there is an automatic change to Mach at a specific crossover altitude.
What is ‘max rate of climb’?
The speed to achieve the maximum rate of climb, i.e. to reach a given altitude in the shortest time, lies between ECON climb speed and green dot. As there is no indication of this speed on the PFD, a good rule of thumb is to use turbulence speed to achieve maximum rate.
What is ‘max gradient of climb’?
The speed to achieve the maximum gradient of climb, i.e. to reach a given altitude in a shortest distance, is green dot. The MCDU PERF CLB page displays the time and distance required to achieve the selected altitude by climbing at green dot speed.
What vertical performance predictions does the MCDU give?
The MCDU PROG page provides the crew with the MAX REC ALT and with the OPT ALT.
This information is to be used to rapidly answer to ATC: “CAN YOU CLIMB TO FL XXX?”
The MCDU PERF CLB page provides predictions to a given FL in terms of time and distance assuming CLB mode. This FL is defaulted to the FCU target altitude or it may be manually inserted.
This information is to be used to rapidly answer to ATC: “CAN YOU MAKE FL XXX by ZZZ waypoint?” Or 10 NM before ZZZ point?”
What is soft altitude?
When at cruise FL, the AP altitude control is soft. This means that the AP will allow small altitude variation around the cruise altitude (typically ± 50 ft) to keep cruise Mach before a readjustment of thrust occurs. This optimizes the fuel consumption in cruise.
When should wind and/or temperature entries be updated?
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. This will ensure that the FMS fuel and time predictions are as accurate as possible.
How can the crew use the ETP function?
ETP function should be used to assist the crew in making a decision should an en-route diversion be required.
Suitable airport pairs should be entered on the ETP page and the FMS will then calculate the ETP. Each time an ETP is sequenced, the crew should insert the next suitable diversion airfield. The SEC F-PLN is a useful tool and should be used practically. The ETP should be inserted in the SEC F-PLN as a PD (Place/Distance) and the route to diversion airfield should be finalized. By programming a potential en-route diversion, the crew would reduce their workload should a failure occur. This is particularly true when terrain considerations apply to the intended diversion route.
When an ETP is sequenced, the crew will:
‐ Access the ETP page
‐ Insert the next applicable diversion airfield with associated wind
‐ Read new ETP
‐ Insert new ETP as a PD
‐ Copy active on the SEC F-PLN
‐ Insert the new diversion as New Dest in the SEC F-PLN from new ETP.
How can the crew use the CLOSEST AIRPORTS page?
For diversion purpose, the crew can also use the CLOSEST AIRPORT page which provides valuable fuel/time estimates to the four closest airports from the aircraft position, as well as to an airport the crew may define.
The fuel and time predictions are a function of the average wind between the aircraft and the airport.
How can the crew use the REPORT page?
If ATC requires a position report, the crew will use the REPORT page which can be accessed from PROG page.
What is the benefit of ABEAM facility while performing a DIR TO?
The DIR TO with ABM facility allows both a better crew orientation and the previously entered winds to be still considered.
What is Cost Index?
The Cost Index (CI) is used to take into account the relationship between fuel and time related costs in order to minimize the trip cost. The CI is calculated for each sector.
From an operational point of view, the CI affects the speeds (ECON SPEED/MACH) and cruise altitude (OPT ALT).
CI=0 corresponds to maximum range whereas the CI=999 corresponds to minimum time.
The SEC F-PLN can be used to check the predictions associated with new CI. If they are satisfactory, the crew will then modify the CI in the primary F-PLN.
What does optimum M# depend on?
When the cruise altitude is reached, the A/THR operates in SPEED/MACH mode. The optimum cruise Mach number is automatically targeted. Its value depends on:
‐ CI ‐ Cruise flight level ‐ Temperature deviation ‐ Weight ‐ Headwind component (e.g. +50 kt head wind equates to M +0.01)
What factors can cause a speed decay during cruise with Ops Norm?
A continuous speed decay during cruise phase may be due to:
‐ A large and continuous increase in tailwind or decrease in headwind, in addition to an increase in the Outside Air Temperature (OAT), that results in a decrease of the REC MAX FL
‐ A large downdraft with a vertical speed of more than 500 ft/min, when the flight crew flies (parallel and) downwind in a mountainous area, due to orographic waves will require the flight crew to climb in order to maintain altitude, and the pitch angle and the thrust value increase. Without sufficient thrust margin, the flight crew may notice that aircraft speed decays, but the REC MAX FL is not modified.
- The maximum available thrust decreases when there is an increase in altitude. The nearer the aircraft is to the REC MAX FL, the smaller the thrust margin.
What is REC MAX FL?
REC MAX FL is displayed on MCDU PROG page and reflects the present engine and wing performance and does not take into account the cost aspect. It provides a 0.3 g buffet margin.
If the crew inserts a FL higher than REC MAX into the MCDU, it will be accepted only if it provides a buffet margin greater than 0.2 g. Otherwise, it will be rejected and the message “CRZ ABOVE MAX FL” will appear on the MCDU scratchpad.
This message may also be triggered in case of temperature increase leading the aircraft to fly above the REC MAX FL.
What is OPT FL?
OPT FL is displayed on MCDU PROG page and is the cruise altitude for minimum cost when ECON MACH is flown and should be followed whenever possible. It is important to note that the OPT FL displayed on the PROG page is meaningful only if the wind and temperature profile has been accurately entered.
What is STEP CLIMB?
Since the optimum altitude increases as fuel is consumed during the flight, from a cost point of view, it is preferable to climb to a higher cruise altitude when the aircraft weight permits. This technique, referred to as a Step Climb, is typically accomplished by initially climbing approximately 2 000 ft above the optimum altitude and then cruising at that flight level until approximately 4 000 ft below optimum.
The MCDU STEP ALT page may be called by a vertical revision from the MCDU F-PLN page or from the MCDU PERF CRZ page.
The optimum step computation will be accurate if a vertical wind profile has been properly entered.
It may be advantageous to request an initial cruise altitude above optimum if altitude changes are difficult to obtain on specific routes. Before accepting an altitude above optimum, the crew should check REC MAX FL and projected flight conditions such as turbulence, standing waves or temperature change.
What is Fuel Freeze?
Fuel freeze refers to the formation of wax crystals suspended in the fuel, which can accumulate when fuel temperature is below the freeze point (-47 °C for jet A1) and can prevent proper fuel feed to the engines.
Fuel temperature will slowly reduce towards TAT. The rate of cooling of fuel can be expected to be in the order of 3 °C per hour with a maximum of 12 °C per hour in the most extreme conditions.
What happens if Fuel temperatures reach minimum values in flight?
If fuel temperature approaches the minimum allowed, the ECAM outputs a caution. Consideration should be given to achieving a higher TAT:
- Descending or diverting to a warmer air mass may be considered. Below the tropopause, a 4 000 ft descent gives a 7 °C increase in TAT. In severe cases, a descent to as low as 25 000 ft may be required.
- Increasing Mach number will also increase TAT. An increase of M 0.01 produces approximately 0.7 °C increase in TAT.
In either case, up to 1 h may be required for fuel temperature to stabilise. The crew should consider the fuel penalty associated with either of these actions.
What is ALD?
ACTUAL LANDING DISTANCE (ALD)
The ALD is the distance to come to a complete stop from a point 50 ft above the landing surface. The ALD is a regulatory landing distance established during flight tests in non-operational conditions (rate of descent, piloting skills…), not representative of daily operations.
What is RLD.
REQUIRED LANDING DISTANCE (RLD)
The RLD is a regulatory landing distance based on the Actual Landing Distance multiplied by a regulatory coefficient. It is used for dispatch only.
RLD (Dry) = ALD / 0.6
RLD (Wet) = 1.15 x RLD (Dry)
RLD (Contaminated) = greatest of [1.15 x ALD (Contaminated) OR RLD (Wet)]
What is LD?
LANDING DISTANCE (LD)
The LD is the landing distance calculated in-flight (also called in-flight landing distance). LD wants to be more representative of the landing technique followed by line pilot and so more representative of daily operations.
What is FLD?
FACTORED LANDING DISTANCE (FLD)
The LD calculated in flight does not include margins. It assumes a stabilized approach in outside conditions consistent with the computation assumptions. In order to cover the variability in flying techniques and unexpected conditions at landing, the flight crew should apply an appropriate margin to the in-flight landing distance (either determined with or without failure).
It is the airline responsibility to define the margins that the flight crew should apply on top of the in-flight landing distance. The Airbus recommendation is to add a margin of 15 % to the in-flight landing distance. Under exceptional circumstances, the flight crew may disregard this margin.
What is RCAM?
THE RUNWAY CONDITION ASSESSMENT MATRIX (RCAM)
The RCAM provides the flight crew with a combination of all available information (Runway Surface Conditions: State or / and Contaminant, Pilot Report of Braking Action (PIREP) or Estimated Surface Friction (ESF)) in order to assess the Related Landing Performance Code - Level.
The RCAM provides six Landing Performance Codes - Levels: ‐ 6 - Dry ‐ 5 - Good ‐ 4 - Good to Medium ‐ 3 - Medium ‐ 2 - Medium to Poor ‐ 1 - Poor
The RCAM also provides the maximum demonstrated crosswind value (gust included) for each landing performance.
What are the steps required to assess landing performance without failure?
In order to assess the landing performance without failure (or in the case of a failure that does not affect landing performance), the flight crew should follow the three main steps described below:
- Determine the Landing Performance Code - Level using the RCAM,
- Determine the VAPP by referring to the VAPP computation table without failure of the QRH,
- Calculate the In-Flight Landing Distance with the IFLD tables without failure of the QRH.
How is Vapp defined?
The VAPP is defined by the flight crew to perform the safest approach. It is function of the aircraft:
- landing weight
- slats/flaps configuration
- wind conditions
- use of A/THR
- icing conditions.
In most cases, the FMGC provides a correct VAPP value on the MCDU PERF APPR, when tower wind and FLAPS 3 or FLAPS FULL landing configuration have been inserted.
In a general manner, the VAPP value is the sum of the VLS and the APPRroach CORrection (APPR COR).
What is REF DIST?
REFERENCE DISTANCE (REF DIST)
The flight crew should determine the REF DIST depending on the landing configuration (CONF 3 or CONF FULL) and the braking mode (Maximum manual braking, Autobrake LOW or MED).
The QRH provides REF DIST for a given aircraft landing weight (the Maximum Landing Weight (MLW) of the aircraft family), at sea level, in ISA conditions, no wind, on runway with no slope, without reverse thrust, in manual landing and at a VAPP equal to the VLS of the corresponding configuration.
What are the corrections that need to be applied to the REF DIST?
When the REF DIST is determined, flight crew applies, when relevant, the corrections for each parameter having an effect on the in-flight landing distance:
‐ WGT ‐ SPD - ALT - WIND ‐ TEMP ‐ SLOPE ‐ REV ‐ OVW
What are the steps required to assess landing performance with failure?
In order to assess the landing performance in the case of a failure that affects landing performance (LDG DIST … PROC APPLY displayed on ECAM), the flight crew should follow the three main steps described below:
- Determine the Landing Performance Code - Level using the RCAM,
- Determine the VAPP by referring to the VAPP computation table with failure of the QRH,
- Calculate the In-Flight Landing Distance with the In-Flight Landing Distance tables with failure of the QRH.
How do failures affect Vapp?
Some failures affect the approach speed:
‐ Some failures (typically slats or flaps failure) increase the VLS. In this case, the VLS displayed on the PFD (if available) takes into account the actual configuration,
‐ In some others failures, it is required to fly at speed higher than VLS to improve the handling characteristics of the aircraft. This speed increment is to be added to the VLS displayed on the PFD when the landing configuration is reached.
VAPP = VREF + ΔVREF + APPR COR
What factors affect the life of carbon brakes?
Two different factors affect the life of carbon brakes:
‐ The wear of the disks
‐ The oxidation of the disks.
Oxidation may rapidly degrade the carbon brakes and may cause the rupture of a brake disk. The main cause of oxidation is the repetitive high temperature of the brakes (particularly above 400 °C). Therefore, the flight crew should preferably use autobrake LO when performance permits.
Why do we do an Approach Briefing?
The main objective of the approach briefing is for the PF to inform the PM of his intended course of action for the approach.
- It should be concise logical
- It should be given at a time of low workload if possible, to enable the crew to concentrate on the content
How does the FMGS calculate TOD?
The FMGS calculates the Top Of Descent point (TOD) backwards from a position 1 000 ft on the final approach with speed at VAPP. It takes into account any descent speed and altitude constraints and assumes managed speed is used. The first segment of the descent will always be idle segment until the first altitude constraint is reached. Subsequent segments will be “geometric”, i.e. the descent will be flown at a specific angle taking into account any subsequent constraints.
What is the “yoyo”?
As a general rule when DES mode is used, the descent is monitored using VDEV called “yoyo” on PFD, or its digital value on the PROG page, as well as the level arrow on the ND.
When is the energy circle visible?
As a general rule when OP DES or V/S modes are used, the descent is monitored using the Energy Circle.
The Energy Circle is displayed in HDG or TRK modes and indicates the required distance to descend, decelerate and land from present position on the ND.
