Flights

Question 1

Why is it important to change to change altitude level on PROG page if we for example don’t get the flight level we wish?

Answer 1

To get soft mode on the A/THR. The power will spool down and we will get ALT CRZ on the FMA.

Question 2

When is it good to check OPT altitude?

Answer 2

After the cruise winds. Take a point after TOC and insert the cruise winds. Then check OPT altitude.

Question 3

If we are going to anti-ice/de-ice, what should we request from tower?

Answer 3

Request pushback for anti-ice/de-ice. Not startup because we start the engines after the anti-ice/de-ice.

Question 4

If you call ATC and they answer someone else and then they say “other station” what does it mean?

Answer 4

It means who called before (us), speak up.

Question 5

We are climbing and ATC says pass Simba at FL210, what do we do?

Answer 5

We go to vertical reversion on Simba, we insert FL210 there then we go to selected speed and reduce our speed to increase the ROC. We can try 230kt, etc. we then check the F-PLN page to check on which FL we will pass Simba and adjust after that. When we pass Simba, we go to manage speed AND Vertical speed of 500-600ft/min to catch the managed speed again. When managed speed are catched = open climb.

Question 6

Landing: 200ft? 50ft? 30ft?

Answer 6

200ft = go to centerline, look up only. Visual reference = PAPI and aimingpoint only.

50ft = flare mode = check opposite threshold

30ft = IDLE, pump with the stick
Visual reference = opposite threshold.

Question 7

During turbulence, why is it not good to climb to higher?

Answer 7

Because the margin between the VLS and the VMO/MMO will increase when you go to higher altitudes = risk when turbulence.

Question 8

What is good to do with the speed if you have turbulence?

Answer 8

We press the speed to indicated and go with selected speed, Tex. 260kt. The A/THR will add and de-add power to keep this speed constantly.

Question 9

If we experience turbulente with MACH, and we fly 0.76 managed. What can we do?

If we fly Mach 0.77?

Answer 9

We should not decrease the speed below Mach 0.76. We can instead go to IAS selected speed, Tex 260kt.

Then maybe we can go to Mach 0.76.

Question 10

If speed drops to green dot/near green dot and we have turbulence what should we do?

Answer 10

We should immediately increase the speed selected to 0.77-0.78 Mach and then manage it when we catch the speed.

Question 11

If we experience turbulence, we should always descend or climb?

Answer 11

We should always descend because if we climb the margin between VLS and MMO will decrease and we can over speed.

Question 12

If we have gusty wind, it is better to?

Answer 12

Better do choose lower flex = we will get higher speeds = more energy if we get wind shear.

Question 13

Which speed should we go to if we experience turbulence during climb?

Answer 13

We have a table on FCOM but 275 IAS or Mach 0.76 is good. This means we should decrease the speed selected to around 275kt.

Question 14

When pitch above 10 degrees, what is important regarding the seatbelts?

Answer 14

We should never turn them off if we have a pitch higher than 10 degrees.

Question 15

If we are going to fly the route in F-PLN we should use the DES mode. What should we do if we descend with DES mode and we are high on the profile?

Answer 15

We should go to selected speed, increase it to maybe 270-280 IAS, when profile catched = the brick in middle = we should manage the speed. The target will now be to stay on the profile.

Question 16

If we have speed constraint during departure or class E airspace, what should we do?

Answer 16

We should check the green dot, otherwise we should set green dot - 10kt as a preselected speed.

Question 17

You are descending on a STAR and the ATC clear you to 3000ft. BUT you have 2 points ahead, one with a constraints of 6000ft (SIMBA) and the other with 4000ft constraint (DIMBA) What should we set on the FCU?

Answer 17

We set 6000ft first even if ATC has cleared us to lower. When we pass SIMBA (right corner on ND), we set 4000ft on FCU. When we pass DIMBA, we can now set 3000ft on the FCU.

Question 18

What is NADP 2 / ICAO B

Answer 18

Standard, 1000/1000

Question 19

What is NADP 1?

Answer 19

1000AAL/3000AAL

Question 20

What is NADP A/ICAO A?

Answer 20

1500AAL/3000AAL

Question 21

Maximum tailwind for TOF and landing

Answer 21

TOF = 10kt.
Landing = 15kt.

Question 22

RVSM, maximum difference between PFD and standby around FL200?

PFD1 and PFD2 gets it values from the?

Answer 22

PFD = 90ft, Standby = 295ft.

From ADR1 (PFD1) and ADR2 (PFD2).

Question 23

When is autoland light armed?
When does it come on?

Answer 23

Below 200ft.

1. Both AP’a trip off
2. Discrepancies between the RA’s of more than 15ft.
3. ILS beam (LOC or G/S) fails

Question 24

Visibility and ceiling requirements for visual approach.

What do we need to check with tower when performing visual approach?

Answer 24

5km visibility and 2500ft ceiling.

Traffic around the airport and confirm the missed approach procedure.

Question 25

We are climbing, passing FL220 and we are climbing to FL270. ATC says, expect further climb in 4 minutes. What should we do?

Answer 25

We need to climb 5000ft in 4 minutes because we don’t want to level off. 5000/4=1250ft/min = 1300ft/min. We climb with selected V/S 1300ft and we increase the speed selected to maybe 300/310kt to not let the engines spool down. Remember, during climb, if you select higher speed = your ROC will decrease.

Question 26

Weather radar, if colour is green? Yellow? Red? Magenta? Vertical and horizontal distance to avoid CB?

Answer 26

Green = water droplets only, drizzle Yellow = wet snow Red = wet hail/strong rain Magenta = Severe turbulence 5000ft vertical and 20NM horizontal.

Question 27

What is mach? Mach 1 = how many kt? Local speed of sound varies with? Is mach 1 on mean sea level and Mach 1 on 40000ft the same?

Answer 27

At which speed you are flying compared to the speed of sound. Mach 1 = 661kt. (In standard atmosphere) Varies with temperature. When you climb = temperature decrease = the lower the temp = the lower speed of sound. No, because LSS will decrease at higher altitude and lower temp = at sea level Mach 1 = 661kt but at 40000ft mach 1 = maybe 400kt.

Question 28

How can we calculate mach? What is the risk of flying on IAS instead of Mach?

Answer 28

Mach = TAS/LSS Risk is that we can fly above mach 1 because the value of mach 1 decreases with colder temp (LSS decreases).

Question 29

What is cost index?

Answer 29

Flying costs (everything) / fuel costs. Optimize the aircraft’s speed which results in lowest total cost.

Question 30

What is DPO?

Answer 30

Descend profile optimization. Steeper ROD, TOD is reached later and before the FAF, level off distance is shorter. If we are high when we have DPO = we really need to do something about it.

Question 31

If we descend on DES mode, when is the +-20kt speed margin not displayed?

Answer 31

Not displayed when we are on the profile. If displayed = we are high or low.

Question 32

What is SRS? When does it engage and disengage?

Answer 32

Speed reference system. Managed mode used at take-off it go-around to maintain SRS speed = V2+10kt in case of engine failure etc. Engage when we set thrust to FLX and Disengage at acceleration altitude.

Question 33

How is the VAPP calculated?

Answer 33

VAPP = VLS + 1/3 of the TWR headwind component or VAPP = VLS+5kt whichever is higher.

Question 34

Wind direction and the track we see to the next waypoint in the ND is referenced to?

Answer 34

Wind direction = True north The arrow = magnetic north Waypoint = True track.

Question 35

Descent FL220 15NM prior/before Idesi

Answer 35

You type Idesi/-15 or fix info Idesi and radius of 15NM. Put this point on Idesi. Then on this point you go vertikal revision and insert 22000 as a constraint. Then you put your arrow on the line that appears. Or you go to fix info, Insert the point with radius 15 and then press the radius key again (*), put your arrow there.

Question 36

If we fly on a SID that has a constraint of 220kt. After the TOF ATC clear us for HDG310. Speed is 220kt on managed mode. What should we do?

Answer 36

Since the ATC clear us in a heading it means that the SID is cancelled. But since we are on heading, the Flightplan will not sequence itself. This means that it will continue on speed 220 managed. We can select a speed of 250kt selected (because we are below FL100) and ask PM to ask if we have any speed restrictions. If not = clear the speed limit on F-PLN.

Question 37

You are approaching and on ATIS they say moderate icing is reported. What do we do with the wing anti ice, APP speed and flaps after landing? How can we retract the flaps?

Answer 37

We turn the wing anti ice on when we are in the clouds and we see ice on the stick. We turn them off when we are out of the clouds. We add 5kt to the APP speed because of the ice and we don’t retract the flaps until we have parked and checked the flaps. Yellow elec pump on, blue pump ovvr on. Retract the flaps and turn off the pumps again.

Question 38

What can we do regarding the winds and the CPDLC on ground?

Answer 38

We can take the cruise and the descend winds on ground. We go to a point after TOC, vertical reversion and take the winds. It doesn’t matter because it says when we check the message “next update 22:00 etc.). We can preselect the CPDLC so when we are above FL100 = we can connect with them.

Question 39

How should the PF say when he wants extended centerline?

Answer 39

Set direct IBSAP with radial in and then do not forget to pull the heading.

Question 40

How should we remove the speed limit?

Answer 40

Go to vertical reversion on the speed limit and clear it. This is better because it will not jump.

Question 41

How can we change a managed speed?

Answer 41

We can only change it in the MCDU if we don’t fly the mode = for cruise we can change it during climb etc. otherwise we can’t.

Question 42

How can we insert the route in case of diversion? How do we activate it?

Answer 42

We go to OFP and we have the route there. Then we go to the bottom of F-PLN page and insert the route with SID/STAR etc. We press lateral reversion and then press ENABLE ALTN = becomes active F-PLN.

Question 43

How do we prepare our route in SEC F-PLN?

Answer 43

We delete the primary SEC F-PLN. We first go to INIT and request the route with flight number. If not working we insert everything and the F-PLN. Then we go to DATA, second page, store the route on “stored routes”, give it a name. Then we go to secondary and copy active.