FCTM

Question 1

A stabilized approach is essential for achieving successful landings. It is imperative that the flare height be reached at the appropriate

Answer 1

airspeed and flight path angle

Question 2

When the aircraft is close to the ground, high sink rate should be avoided, even in an attempt to maintain a close tracking of the glideslope. Priority should be given to the

Answer 2

attitude and sink rate.

Question 3

From stabilized conditions, the flare height is about

Answer 3

30 ft

Question 4

After touch down, the pilot must “fly” the nosewheel smoothly, but without delay, on to the runway, and must be ready to counteract

Answer 4

any residual pitch up effect of the ground spoilers

Question 5

In crosswind conditions, a crabbed-approach wings-level should be flown with the aircraft (cockpit) positioned on the

Answer 5

extended runway centerline until the flare.

Question 6

The objectives of the lateral and directional control of the aircraft during the flare are:

Answer 6

‐ To land on the centerline, and ‐ to minimize the lateral loads on the main landing gear.

Question 7

The recommended de-crab technique is to use all of the following:

Answer 7

‐ The rudder to align the aircraft with the runway heading during the flare ‐ The roll control, if needed, to maintain the aircraft on the runway centerline. Any tendency to drift downwind should be counteracted by an appropriate lateral (roll) input on the sidestick.

Question 8

to further reduce potential odors in the Cabin, the APU Bleed may be selected

Answer 8

3 minutes after APU start

Question 9

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

Answer 9

5 s. Then, the flight crew sets the IR mode selectors to the NAV mode.

Question 10

During a fast alignment, IRSs reset the

Answer 10

ground speed and some internal filters to 0, but IRSs do not estimate the aircraft position.

Question 11

The one-engine-out acceleration altitude must:

Answer 11

• 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

Question 12

The maximum brake temperature limitation for takeoff ensures that, in the case of a hydraulic leak,

Answer 12

any hydraulic fluid that touches the brake units does not ignite in the wheel well after the landing gear retraction.

Question 13

Configuration

Usually, the flight crew selects the configuration that provides the

Answer 13

maximum FLEX temperature. This is done to prolong engine life.

Question 14

On medium or long runways, the second segment limitation becomes the limiting factor, and CONF 2 or CONF 1+F becomes the optimum configuration, in term of FLEX temperature. In these cases, the tail clearance at lift off depends on

Answer 14

the configuration. The highest flap configuration gives the highest tailstrike margin.

Question 15

At the acceleration altitude, the FD pitch mode changes from SRS to

Answer 15

CLB or OP CLB mode.

Question 16

At acceleration speed, The speed target jumps:

Answer 16

• 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).

Question 17

Noise abatement 1: close to airport

Answer 17

Power reduction at 800ft

Retracted flaps on schedule

Question 18

Noise abatement type 2:

Answer 18

Accelerate and reduce power

Question 19

The managed climb speed, computed by the FMGS, provides the most economical climb profile as it takes into account

Answer 19

weight, actual and predicted winds, ISA deviation and Cost Index (CI)

Question 20

The crew should be aware that the optimum Mach number will vary according to the above mentioned parameters, e.g. it will increase with an increasing headwind, e.g. +50 kt head wind equates to

Answer 20

M +0.01.

Question 21

OPT FL displayed on the MCDU is the cruise altitude for minimum cost when ECON MACH is flown and should be

Answer 21

followed whenever possible

Question 22

Descending or diverting to a warmer air mass may be considered. Below the tropopause, a 4 000 ft descent gives a

Answer 22

7 °C increase in TAT. In severe cases, a descent to as low as 25 000 ft may be required.

Question 23

Increasing Mach number will also increase TAT. An increase of M 0.01 produces approximately

Answer 23

0.7 °C increase in TAT.

Question 24

In case of strong or gusty crosswind greater than 20 kt, VAPP should be at least

Answer 24

VLS +5 kt; the 5 kt increment above VLS may be increased up to 15 kt at the flight crew’s discretion.

Question 25

If in emergency, limit the sum (ΔVREF + APPR COR) to

Answer 25

20 kt

Question 26

MANAGED DESCENT SPEED PROFILE The managed speed is equal to:

Answer 26

‐ The ECON speed (which may have been modified by the crew on the PERF DES page before entering DESCENT phase or, during DESCENT phase depending on FMGS standard), or ‐ The speed constraint or limit when applicable.

Question 27

The managed descent profile from high altitude is approximately

Answer 27

2.5 °

Question 28

The default hold speed is the lowest of the following:

Answer 28

‐ Maximum Endurance speed ‐ ICAO limit holding speed ‐ Speed constraint (if any).

Question 29

For initial approach:

Answer 29

Check navigation accuracy

Select approach type and strategy

Question 30

For intermediate approach:

Answer 30

Manage aircraft deceleration according to the strategy (early stabilized or decelerated)
Manage final approach path interception
Select flying reference

Question 31

For final approach:

Answer 31

Monitor correct engagement of intended approach modes
Monitor trajectory according to the approach strategy
Be stabilized at 1,000 ft (500 ft)

Question 32

To achieve a constant deceleration and to minimize thrust variation, the crew should extend the next configuration when reaching the current configuration maneuvering speed +

Answer 32

10 kt (IAS must be lower than VFE next), e.g. when the speed reaches green dot +10 kt, the crew should select CONF 1. Using this technique, the mean deceleration rate will be approximately 10 kt/NM in level flight. This deceleration rate will be twice i.e. 20 kt/NM, with the use of the speedbrakes.

Question 33

Intermediate approach

Speedbrakes can also be used to increase the deceleration rate but the crew should be aware of:

Answer 33

‐ The increase in VLS with the use of speedbrakes ‐ The limited effect at low speeds ‐ The speed brake auto-retraction when selecting CONF FULL (A319, A320) or CONF 3 (A321 only) There is no speed brake auto-retraction on A318.

Question 34

Final

If ATC gives a new wind for landing, the flight crew will

Answer 34

update it on MCDU PERF APPR page.

Question 35

ILS

the flight crew should press the APPR pb When cleared for the ILS and

Answer 35

on the intercept trajectory for the LOC.

Question 36

If the ATC clears for approach at a significant distance, e.g. 30 NM, the flight crew should be aware that the G/S may be perturbed and CAT 1 will be displayed on FMA till

Answer 36

a valid Radio Altimeter signal is received.

Question 37

As a rule of thumb, an incorrect seating position which reduces the cut-off angle by 1 ° reduces the visual segment by approximately

Answer 37

10 m (30 ft).

Question 38

It is recommended to arm FINAL APP mode when

Answer 38

the TO waypoint is the FDP.

Question 39

Visual approach

Set go around altitude

Answer 39

abeam runway

Question 40

Go around near ground

If the aircraft is on the runway when the PF applies TOGA thrust, CONFIG ECAM red warning(s) may transiently trigger. The flight crew should

Answer 40

disregard these alerts.

Question 41

Go around with FD

The SRS mode guides the aircraft with the highest speed of VAPP or IAS at time of TOGA selection (limited to maximum of

Answer 41

VLS +25 with all engines operative or VLS +15 with one engine inoperative with FMS 2) until the acceleration altitude where the target speed increases to green dot.

Question 42

The GA TRK mode guides the aircraft on the track memorized at the time of TOGA selection. NAV mode engages as soon as

Answer 42

the aircraft is aligned on the F-PLN

Question 43

APU bleed is not immediately available in the case of an

Answer 43

engine tailpipe fire.