FOM VOL II Flashcards
1
Q
What is the difference between AC206–299, AC301–399, AC601–699, and AC701–799, in other words, which tail numbers correspond with A320 vs A321 and which tail numbers correspond with CEO vs NEO aircraft?
A
AC 206-299: A320 CEO Aircraft.
AC 301-399: A320 NEO Aircraft (LEAP Engines).
AC 701–799: A321 CEO aircraft.
AC 601–699: A321 NEO (Pratt & Whitney Engines).
2
Q
Where can you find a list of abbreviations and symbols?
FOM VOL II, Sec 00.10
A
Chapter 0, abbreviations, and symbols section
3
Q
Where can you find unit abbreviations and a unit conversion table?
FOM VOL II, Sec 00.15
A
Chapter 0, conversions section
4
Q
What does an asterisk * mean on flows and checklist?
FOM VOL II, Sec 3.01
A
Asterisk * items must be checked/accomplished before EVERY flight. If a crew switches aircraft in the middle of their day, every item must be completed again, as it is now the crew’s “first flight in the new aircraft”.
5
Q
When must radio tuning be performed by the pilot monitoring (PM)?
FOM VOL II, Sec 3.01
A
The tuning of radios may be accomplished by either pilot. However, radio tuning must be performed by the PM whenever the auto pilot is not engaged or whenever below FL180.
6
Q
What is RVSM and when does it begin and end?
FOM VOL II, Sec 25.AK
A
Reduced vertical separation, minima or minimum (RVSM) is the reduction, from 2000’ to 1000’, of the standard vertical separation required between aircraft flying between FL290 and FL410.
7
Q
Is the auto pilot required to be engaged during RVSM?
FOM VOL II, Sec 3.01
A
An auto pilot is required to be operative and engaged during operations in RVSM airspace, except when turbulence or other circumstances required disengagement.
While the autopilot is off, the PF must command the PM to make any automation changes necessary.
8
Q
May the pilot flying (PF) engage the auto pilot himself?
FOM VOL II, Sec 3.01
A
The PF may command the autopilot engagement from the PM, or may engage the autopilot themselves.
9
Q
If the Flight Directors are engaged, while hand flying, must the Flight Director orders be obeyed?
FOM VOL II, Sec 3.01
A
Yes. When the PF hand flies the aircraft using the flight director, the flight director orders must be obeyed.
10
Q
Should both flight directors be either on or off? In other words, should one pilot have his FD on and the other pilot have his FD command bars off
FOM VOL II, Sec 3.01
A
Both flight directors should be either on or off, If the PF does not wish to fly the flight Director orders, both pilots must turn off their flight directors.
11
Q
When must A/THR be disconnected for a manual thrust landing?
FOM VOL II, Sec 3.01
A
If the pilot is going to perform the landing using manual thrust, the PF will advise the PM prior to disconnecting the A/THR and ensure A/THR is disconnected prior to 1000’ AFE.
12
Q
What are some of the “Rules of the FMGS“?
FOM VOL II, Sec 3.01
A
– Below FL180, the PM will perform all MCDU entries.
– At or above FL180, the PM will normally perform all MCU entries.
– When route modification is made, the pilot making the change will announce “Confirm” and the other crewmember, once it verified, will reply “ Insert.“
– Verify the AP/FD/ATHR and engagement status on the FMA.
– All FMA changes will be announced by the PF as defined in section 3.40 FMA.
– Monitor the AP/FD/ATHR resulting guidance on the basic flight instrument scales of the PFD (HDG, SPD, ALT, and attitude).
– Use extra vigilance during high workload. Or during an ECAM action – the flight crew will be aware of, and acknowledge transition or reversion mode (e.g., “Triple click “).
– If the PF is not satisfied with the guidance, he or she must.
*Revert to basics.
*Fly the aircraft.
13
Q
Are the sidestick inputs added together?
FOM VOL II, Sec 3.01
A
Yes. The flight crew should keep in mind that sidestick inputs are algebraically added. However, the inputs combined are never more than max deflection from a single side stick.
14
Q
When is the preliminary cockpit preparation performed?
FOM VOL II, Sec 3.07
A
Before the application of electrical power, to avoid inadvertent, operation of systems and danger to the aircraft and personnel. The procedure also includes a PE start, safety, checks, system, status, checks, and the establishment of electrical and pneumatic power.
15
Q
During the preliminary carpet preparation, what should the flight crew check on the PBE?
FOM VOL II, Sec 3.07
A
– Protective, breathing equipment (PBE) stowed and serviceable.
– Check that humidity indicator is “Blue” and “Green” tamper evident seal is installed.
16
Q
Who is responsible to check the expiration date of the emergency equipment?
FOM VOL II, Sec 3.07
A
MCC. 🎚️ Denotes that all inspections placarded compliance dates are the responsibility of the maintenance department.
17
Q
During the preliminary cockpit preparation, and prior to adding electrical power, what must we check regarding battery voltage? Is a battery voltage system check required if the electrical system is supplied with AC electrical power?
FOM VOL II, Sec 3.07
A
Check battery voltage with BAT switches off – 25.5 volts minimum to ensure a charge above 50%. ELEC system is supplied with AC power, BAT VOLTAGE check is not required.
18
Q
During the pre-flight phase, if there is no water pressure in the labs, what could you do to get water pressure?
FOM VOL II, Sec 3.07
A
It may be necessary to use APU bleed air to provide water pressurization.
19
Q
What may occur if the flight crew presses the APU FIRE test PB for more than 3 seconds?
FOM VOL II, Sec 3.07
A
“Warning”
The automatic shutdown of the APU and the discharge of the APU FIRE extinguisher bottles may occur if the flight crew presses the APU FIRE test PB for more than 3 seconds.
20
Q
Will the AP start if BAT1 and BAT2 are selected off?
FOM VOL II, Sec 3.07
A
APU will not start unless BAT 1/2 are in Auto.
21
Q
When is a full a DIRU alignment required? How about a fast alignment?
FOM VOL II, Sec 3.07
A
A complete alignment must be accomplished in the following cases:
– before the first flight of the day.
– When there is a crew change.
– When GPS is not available and NAVAID coverage is poor on the expected route.
– When GPS is not available and expected flight time exceeds three hours.
– All international and Alaska flights.
– Flight in class two airspace.
A fast IRS alignment must be performed. If a complete IRS alignment is not necessary and the difference between the IRS position and the MCDU position is at or above 5nm ( see MCDU POSITION MONITOR page).
22
Q
How long after gate arrival (BLOCK IN) should we wait before selecting the ADIRS to off?
FOM VOL II, Sec 3.07
A
5 minutes, this ensures the FMGC and AOC has entered the pre-flight phase.
23
Q
When any brake temperature exceeds _______, avoid applying the parking brake unless operationally necessary?
FOM VOL II, Sec 3.07
A
500°C , or 350°C with brake fans on, avoid applying parking brake unless operationally necessary, at least one of the pilot stations will be manned anytime the parking brake is released.
24
Q
How can you recharge the accumulator pressure if the accumulator pressure gauge is showing out of the green band? What must you be aware of before recharging the accumulator pressure?
FOM VOL II, Sec 3.07
A
- The ACCU PRESS indication must be in the green band if required use the electric pump on Yellow hydraulic system to recharge the brake accumulator.
-Get ground crew clearance before using the electric pump.
25
During preflight, what should you do if you notice the flight control surface position do not agree with control handle position?
FOM VOL II, Sec 3.07
Check with maintenance crew before applying hydraulic power.
26
During preflight, what is the normal range when performing in the hydraulic reservoir fluid level check?
FOM VOL II, Sec 3.07
– If AC 384–399, 601–699: check the hydraulic fluid level is in the normal range; green fluid level indication is inside the “normal feeling range.“
– If AC 206– 299, 301–383, 701–799: verify the hydraulic fluid level in each system is within the acceptable range.
Note: the volume of the hydraulic fluid in the reservoir may change with the variations in OT and aircraft configuration. Therefore, a fluid level above the normal range, extending up to an equivalent of half the normal range is acceptable.
27
On the preflight check, how should you check the oil quantity on NEO aircraft?
FOM VOL II, Sec 3.07
Set the ENG 1 and 2 FADEC GND PWR PB–SW on the overhead maintenance panel “ON”. Check the levels on the ENG SD page, then shut “OFF” FADEC GND PWR PB–SW on the overhead panel.
28
Should the parking brake be set? 0N or OFF for the exterior inspections, i.e., the walk around?
FOM VOL II, Sec 3.09
The parking brake must be ON during the exterior walk around, in order to enable the fly crew to check the break where indication.
29
During the preflight inspection, i.e. walk around, you notice one or more landing gear doors are open. What should you do?
FOM VOL II, Sec 3.09
Contact MCC through the responsible dispatcher prior to applying hydraulic power
30
During preflight, how do you perform the CVR test?
FOM VOL II, Sec 3.11
*If AC 213 through 299, 301–399, 701–799, and 603–620:
– Loudspeaker volume knob……… Off both sides.
– ACP INT/RAD SW, CA FO………. SET to INT.
– INTERPHONE VOLUME RECEPTION knob CA/FO………. RELEASE.
Turn down the volume to minimum.
– CVR TEST PB……….. PRESS AND MAINTAIN
The CVR test is successful when an audio test signal is heard through the loudspeakers and the CVR TEST PB is pressed and maintained. Depending on the CVR model, the audio test signal is either continuous or a short repetitive tone/beep every 4 seconds. The audio test signal stops when the CVR TEST PB is released.
– Note: on some aircraft, the audio test signal may be muted and hard to hear. Listen carefully to ensure the tone is discernible.
– The flight crew may also hear an acoustic feedback during the test. The test is still valid even if the acoustic feedback is Hurd
– The acoustic feedback can also be reduced by preventing the cockpit ambient microphone from picking up the ambient sound, by temporarily covering it during the test.
* If AC 621–699.
– HEADSET/BOOM SET CVR ……………. PLUG IN.
– INT/RAD SW CA and FO ………………. SET to INT.
– INT reception knob, CA and FO…………. PRESS OUT.
Turn down the volume to the minimum.
– CVR TEST PB PRESS and MAINTAIN.
The CVR test is successful. When audio test signal is heard through the headset/boom set and the CVR TEST PB is pressed and maintained.
Depending on the CVR model, the audio test signal is:
– A short tone
– A short tone, and a beep every four seconds.
– Two short tones, and a beep every four seconds.
– The audio test signal stops when the CVR TEST PB is released.
31
Why do we place the NO SMOKING/SIGNS selector in the AUTO position?
FOM VOL II, Sec 3.11
The AUTO position allows the emergency exit lights to charge when the gear is retracted.
32
When do we select LO vs NORM vs HI PACK FLOW?
FOM VOL II, Sec 3.11
LO: if the number of passengers is below 141 (AC216–299 and, 301–399) or 168 (601–699).
NORM: for normal operating conditions.
HI: for abnormally, hot and or humid conditions.
AC 701–799
– ON: for ECON flow if the number of passengers is below 168.
– OFF: for no normal flow.
33
If the APU is supplying the PACKs, PACK controllers automatically select what flow independent of the selector position?
FOM VOL II, Sec 3.11
AC 216–299, 301–399 and 601–6999:
Note: if the APU is supplying the PACKs, PACK controllers automatically Salek HI flow independent of the selector position.
AC 701–799:
Note: if the APU is supplying the PACKs, PCK controllers automatically select 120% of the normal flow independent of the push button position.
34
If LP or H P. Ground air is connected, should we use APU bleed?
FOM VOL II, Sec 3.11
No
35
How do we perform the battery charging cycle during Cockpit preparation?
FOM VOL II, Sec 3.11
– (C/F), ELECTRICAL PANEL……………………………. CHECK
Scan and check that there are no Amber alert except GEN FAULT lights.
– ELEC PB (ECAM control panel)…………………….. PRESS
– BAT1 PB and BAT2PB……………………..OFF then ON
This action initiates a charging cycle of the batteries. 10 seconds after setting all BAT PB ON. Check the ELEC SD page that the current charge of the battery is below 60 A and is decreasing, if the charge of the last battery is not below 60 A, wait until the end of the charging cycle of the batteries and perform this check again.
36
During refueling, what might happen if the FUEL MODE SE LPB – SW is left in the MAN position on the ground and the CTR TK L XFR PB – SW and CTR TK R XFR PB – SW are not in the off position?
FOM VOL II, Sec 3.11
There is a possibility of fuel spillage in this configuration. The center tank fuel transfer will not stop when the wing tanks become full.
37
In AC 216–229, what procedure should we apply? If FUEL CTR TK PUMPS LO PR caution appears on the ground or in when the center tank is less than 440 LBS.
FOM VOL II, Sec 3.11
FUEL MODE SEL pb…………………………..MAN
CTR TK PUMP 1 PB and CTR TK PUMP 2 PB…………………………….OFF
38
Why do we set the PA to ON, on ACP 3?
FOM VOL II, Sec 3.11
This allows cabin attendant announcements to be recorded on the CVR. For proper recording, set at or above medium range.
39
What do we do if we notice a PB is illuminated on the maintenance panel?
FOM VOL II, Sec 3.11
Check all lights are out on the maintenance panel. If not out, the crew will contact MCC to the responsible, dispatcher and verify that no work is being done before selecting the PB switch to OFF.
40
After initial electrical power – up, how long should we wait before pressing any push buttons? Why?
FOM VOL II, Sec 3.11
At electrical power-up, FMGSs and FCU run through various internal tests. Do not press any push buttons until the test are complete; we approximately 3 minutes.
41
The characteristic speeds displayed on the MCDU (green dot, F, S, VLS) or computed based on what information?
FOM VOL II, Sec 3.11
They are computed using the ZFW/ZFWCG entered by the crew on the INIT B page
42
During your preflight check, Grant speed on your ND check should be less than _______kts?
FOM VOL II, Sec 3.11
5 knots
43
When should brake fans be turned on?
FOM VOL II, Sec 3.11
Breaks temperatures > 300°C and aircraft is on the ground. Flight crew should also coordinate with ground crew to ensure the wheel area is clear.
44
During pre-flight checks, what do you do if the ACCU PRESS indicator is not in the green band? What should you be cognizant of while you are restoring pressure and why?
FOM VOL II, Sec 3.11
The ACCU PRESS indicator must be in the green band. If required, use the electric pump on the Yellow hydraulic system to recharge the brake accumulator. Get ground crew clearance before using the electric pump. Activating the yellow electric pump may activate hydraulic surfaces and injure ground personnel.
45
What VHF radios are available in emergency electrical configuration?
FOM VOL II, Sec 3.11
Use VHF 1 for ATC, VHF 2 for ATIS and company frequencies. VHF 3 is normally devoted to ACARs.
46
During preflight carpet, preparation, you notice an incorrect landing field elevation for the destination airport on the ECAMPRESS page. What would you do?
FOM VOL II, Sec 3.11
Note: the landing field elevation of the destination airport may not be correctly displayed on the ECAM CAB PRESS page. It is automatically corrected after first start.
47
Why do we match ATC transponders with AP 1/2?
FOM VOL II, Sec 3.11
To ensure ATC receives the operating autopilot air data
48
During carpet preparation, what are the maximum altitude tolerances to check between ADR 1 and ADR 2 (on PFD1/2)? How about any ADR 1/2/3 to the ISIS?
FOM VOL II, Sec 3.11/FMO VOL II, Sec 5.50
– 20‘ between ADR1/2/3
– 100‘ between ISIS and ADR, 1/2/3
FL/SPEED: GND CHECK
ADR1/2 on PFD: 20’
ADR3 and ADR 1 or ADR 3 ADR 2 on PFD: 20’
ISIS and any ADR one/2/3: 100’
49
Give me a departure brief.
FOM VOL II, Sec 3.11
– Logbook
– Weather
– Runway/airport surface conditions.
– Pilot flying and planned departure runway.
– Tax considerations.
– Clearance
– Abnormal/emergency procedures.
RTO procedure.
Engine out procedure
– Terrain awareness.
– Potential threats
– Review MGS entries (DIFRIPS
50
If ACARS is not available, what are the important items we must manually input into the FMGC?
Know how to input a manual W/B if AWP or ACARS is unavailable.
FOM VOL II, Sec 3.13/FOM VOL II, Sec 7.01
– ZFW/ZFWCG/THS; can be obtained from cFDP iPad app.
– FLAPS/Flex Temp; can be obtained from the TLR.
– V1,VR, V2; can be obtained from the TLR.
The cFDP iPad app can be used to obtain the ZFW/ZFWGC/THS if ACARS is inoperative. The TLR provides the FLAP/FLEXTEMP settings, as well as V1, VR, V2. The CFP, along with the TLR provides the crew all takeoff performance information for the PERF TAKEOFF page if ACARS is inoperative.
51
When entering the passenger and bag/cargo information into the AOC load, sheet and cabin detail pages, must both crewmembers in true accuracy of those entries?
FOM VOL II, Sec 3.13
Yes. The CA will convey the passenger/bag/cargo information to the FO for entry into the AOC load sheet and cabin detail page both crewmembers shall ensure accuracy.
52
Just prior to pushback, if the NW STRG DISC is not displayed on the ECAM, but the ground crew confirms that the steering selector bypass pin is in the towing position, what must the flight crew do?
FOM VOL II, Sec 3.13
A logbook entry must be made, and the flight crew will contact MCC through the responsible dispatcher.
53
Will the engine start if the thrust levers are not in the idle position?
FOM VOL II, Sec 3.13
Yes, thrust will rapidly increase to the corresponding, thrust lever position, causing a hazardous situation
54
During agent start with the parking brake on, if the aircraft starts to move due to a parking brake failure, what should the flight crew do and why?
FOM VOL II, Sec 3.13
Immediately release the parking BRK handle to restore, breaking by pedals. Do not use brakes during pushback unless required due to an emergency, e.g. towbar disconnect.
The yellow hydraulic system provides pressure to the parking brake. Releasing the parking brake restores, hydraulic pressure to the green system, which intern pressurized the brake pedals. You are transferring, breaking from the Yellow system back to the Green system.
55
Single engine taxi is prohibited when?
FOM VOL II, Sec 3.13
Contaminated and slippery taxiways
56
Can either engine be used for single engine taxi?
FOM VOL II, Sec 3.13
Only engine 1 shall be used for single engine taxi.
57
Is the APU required for single engine taxi? If the APU is not used, what may be lost in the case of generator failure?
FOM VOL II, Sec 3.13
The APU is not required for single engine taxi. If not used, no wheel steering is lost in case of a generator failure without the APU electrical source.
58
How long must the engine to be running and stabilized before takeoff?
FOM VOL II, Sec 3.13
AC 216–299, 701–799; 2 minutes
AC 301–399; 3 minutes
AC 601–699; 5 minutes
if the engines have been shut down for more than two hours allow ample time to complete all required checklist items, so as to not be rushed after the minimum engine stabilization time.
59
Why must the engines be stabilized before takeoff?
FOM VOL II, Sec 3.13
To avoid thermal shock and extend engine life, and ensure both engines are fed from separate wing tanks
60
Should we wait for the amber crosses and messages to disappear on the engine parameters before moving in ENG MASTER switch to on?
FOM VOL II, Sec 3.15
Yes, do not turn the ENG MASTER switch ON before all amber crosses and messages have disappeared on the engine parameters on the upper and lower ECAM displays.
61
What should the flight crew to if the ground crew reports a fuel leak from the engine drain mask during engine start?
FOM VOL II, Sec 3.15
AC 216–299, 301–3 99701–799:
Run the engine at idle for 5 minutes. If leak disappears during these 5 minutes, the aircraft can be dispatched without maintenance action, if leak persist shut down the engine, contact MCC.
AC 601– 699:
Support the engine start sequence, contact MCC.
62
When is the indication COOLING displayed on the E/WD for one or both engines along with the expected engine cooling time (601–699)?
FOM VOL II, Sec 3.15
COOLING is displayed on the E/WD for one or both engines with the expected engine cooling time indicated for dry cranking engine cooling, depending on the engine thermal state.
63
For engine start, when is the Dual Cooling function available (AC 601/699)?
FOM VOL II, Sec 3.15
The dual cooling function becomes available when the required cooling times of both engines is displayed.
64
For engine start, when should you set the DUAL COOLING PB switch to ON?
FOM VOL II, Sec 3.15
Wait until the indication COOLING is displayed for both engines before setting the DUAL COOLING PB SW to ON.
65
What should the flight crew do if the electrical power supply is interrupted during the engine starts sequence?
FOM VOL II, Sec 3.15
Abort to start by setting ENG MASTER levers to OFF. Then perform a 30 second dry crank.
Referred to section 5.10 engine ventilation (dry cranking).
66
How do you perform a Manual Dry Crank Cycle?
FOM VOL II, Sec 3.15, Sec 5.10
Before dry crank:
ENG MASTER (affected engine)……… CHECK OFF
ENG MODE sel……..CHECK NORM
ENG MAN START PB SW (affected engine)………CHECK OFF
Dry crank:
ENG MODE SEL……… CRANK
ENG MAN START PW SW (affected)………..ON
When the dry crank is completed:
ENG MAN START PW SW (affected engine)………OFF
ENG MODE sel …………NORM
67
When does the idle stabilization period. Begin after an engine start?
FOM VOL II, Sec 3.15
When the gray background on the N2 indication disappears after the second engine start.
68
What may happen if the second engine is started within 40 seconds following the operation of a cargo door? Why might this occur?
FOM VOL II, Sec 3.15
A PTU, fault is triggered. Referred to the aircraft specific you are age, abnormal and emergency procedures section – HYD PTU FAULT for more information.
69
When starting an engine with Crossfade, how much bleed pressure should the supplying engine be providing?
FOM VOL II, Sec 3.17
AC 216–299 and 701–799:
Adjust the thrust of supply engine to obtain a bleed pressure of 30 psi before start initiation, a minimum of 25 psi during the start sequence is required.
AC 301–399, 601–699:
Maintain thrust lever at idle. Thrust will automatically increase on the operating engine to approximately 35% N1.
70
Why do we turn the Y electric pump on for single engine taxi?
FOM VOL II, Sec 3.17
This pressurizes, the yellow hydraulic system, providing nose wheel, steering without using the PTU.
71
During TAXI, when is pilot monitoring “heads down“ activities permitted?
FOM VOL II, Sec 3.19
PM “heads down“ activities are only permitted during street taxi, i.e., no turns
72
Avoid exceeding________ % and one during Taxi?
FOM VOL II, Sec 3.19
40% N1, Exceeding this setting may result in exhaust blast damage or foreign object damage. Thrust should be normally used symmetrically.
73
What is the max taxi speed?
FOM VOL II, Sec 3.19
30 kts
74
What TAXI technique should be applied while taxing to manage speed below 30 kts?
FOM VOL II, Sec 3.19
When 30 knots is exceeded with idle thrust, apply brake smoothly and accelerate to 10 knots, release the brakes and allow the aircraft to accelerate again. As the ground speed is difficult to assess, monitor ground speed on ND. Avoid “riding“ the brakes.
75
If use of RADAR and TERR are required, who displays RADAR and who displays TERR?
FOM VOL II, Sec 3.19
PF will display RADAR on his/her ND while the p.m. will display TERR on his/her display
76
Give me a takeoff brief.
FOM VOL II, Sec 3.19
The takeoff brief must include, and be conducted in the following:
1. Takeoff runway (PER TAKE OFF page)
2. Flap setting (PERF TAKE OFF page is in agreement with E/WD indication).
3. Thrust setting/FLEX, TOGA, or BUMP (indicated on the E/WD).
4. PACKs setting – ON or OFF (as required by AWP solution).
5. Initial Altitude (FCU and PFD).
6. NAV or HDG (FCU and PFD).
7. V speeds – V1, VR, V2 (indicated on PERF TAKE OFF page and cross check on PFD)
8. Review Engine Out Procedure for the departure runway.
Additional takeoff briefings are required if takeoff data over the departure, runway changes and following entry of performance information into the MCDU. Refer to section 3.21 Last Minute Changes Before Takeoff for more information.
77
Should the flight control check be accomplished prior to the start of engine two
FOM VOL II, Sec 3.19
No. This check is to be accomplished after the second engine is running.
78
Just prior to takeoff, when would we set the ENGMODE select to IGN?
FOM VOL II, Sec 3.19
SELECT IGN If the runway has standing water, heavy rain is falling, or heavy rain, or moderate turbulence is expected after takeoff.
79
Explain what you would do if the takeoff conditions change after the departure brief or during the TAXI phase, and if the previous performance computation is no longer appropriate.
FOM VOL II, Sec 3.21
Reference the “last minute changes before takeoff“ Card on the back of the normal checklist.
80
Is the last-minute changes before takeoff reference card required? Where is it located?
FOM VOL II, Sec 3.21
While not required, this card may be referenced to assist the FO in completing the updates, as well as assist in the CA and verifying the updates to the FMGS and performance data. It is on the back of the normal checklist card.
81
Our brake fans permitted to be ON for takeoff?
FOM VOL II, Sec 3.23
BRK FANS must be OFF for takeoff
82
Brake temperature must be below what temperature prior to takeoff?
FOM VOL II, Sec 3.23
300°C
83
The decision to reject the takeoff, and the abort action, is made by who?
FOM VOL II, Sec 3.25/FOM VOL II, Sec 4.30
The CA
84
Managed lateral guidance (in AV) arms automatically at takeoff unless HDG preset is in the FCU. If a heading is assigned by ATC prior to takeoff, preset the _______HDG on the FCU to disarm NAV mode. No turn in HDG mode will be commenced below ______FT AFE (VMC) or _____FT AFE (IMC); unless otherwise required by the departure procedure.
FOM VOL II, Sec 3.25
Runaway
400’
1000 ‘
85
What is the target pitch attitude after rotation for normal takeoff question how about for an engine failure at V1 question how about if wind is encountered immediately after takeoff question
FOM VOL II, Sec 3.25
Normal T/O: 15°, then follow SRS orders.
Single engine: 12.5°, then follow SRS orders.
Windshear 17.5°, then follow SRS orders
86
What is the target rotation rate for normal takeoff?
FOM VOL II, Sec 3.25
3° per second towards a pitch attitude of 15° (12.5° if one engine is failed).
87
What should you be mindful of if a tail strike occurs during takeoff?
FOM VOL II, Sec 3.25
Avoid flying at an altitude, requiring a pressurized cabin, and returning to the originating airport for damage assessment. Reference the aircraft specific QRH for applicable procedures.
88
What needs to be reset in the event of a reject TOGA or FLEX thrust and why?
FOM VOL II, Sec 3.25
The Flight Directors must be reset in order to re-arm the Auto thrust system.
89
What would you do after you had to reject a takeoff line?
FOM VOL II, Sec 3.25
1. Complete the after landing flow and checklist.
2. Set FCU as necessary.
3. Restart standard operating procedures from the after start checklist.
If a runway changes is required, following a rejected takeoff, and the FMGS has already entered the takeoff phase (indicated by the takeoff RWY disappearing from L1 of the flight plan and the V – speed displayed in green, the flat crew will need to:
1. Entered the secondary flight plan.
2. Insert the new runway into the secondary flight plan.
3. Activate the secondary flight plan.
4.Takeoff performance will now need to be re-entered and the flight plan. Verified to ensure accuracy.
90
What is the target speed if expedite climb is pushed? How do you get out of EXPED climb?
FOM VOL II, Sec 3.29/FOM VOL III, Sec DSC-22_30-10, pg 8-12
– The target speed is “Green Dot” speed.
– To exit EXPED, push (if NAV) or pull (if HDG) the ALT knob.
Use EXP only for short term situations. For the best overall economy, fly at ECON IAS.
91
How often should we cross check the Alers in cruise to ensure they are within tolerances? Where would we find the alternator tolerances?
FOM VOL II, Sec 3.31
At first level of in RVSN airspace, and every hour thereafter.
Per Section 5.25 RVSM Operations and Section 5.50 Flight Instrument Tolerances
92
What is the RNP requirement on Q and T routes?
FOM VOL II, Sec 3.31
Navigation accuracy check is not required, as long as GPS primary is available. RNP 2.0 is required on Q/T routes. Reference to section 5.25 NAV accuracy check for more information.
93
How would you quickly determine if you could take shortcuts off your file route if you are dispatched via method 2?
FOM VOL II, Sec 3.31
At and below the following weights, Frontier aircraft are capable of maintaining a gross altitude above all MORAs and MEAs across the system. At or below the following weights, cruise are authorized to accept/request, routing changes, without performing and enroute terrain analysis.
AC 213–299; 157,000 LBS.
AC 301–399; 167,000 LBS.
AC 601–699; 193,000 LBS.
AC 701–799; 167,000 LBS
Figure 3.31.1 terrain analysis aircraft weights
94
Where could you quickly find the terrain analysis chart above?
FOM VOL II, Sec 3.55
On the back of the A320 series normal checklist.
95
If the current aircraft weight is above the applicable weight listed above, can you still take shortcuts off your filed route if dispatched via Method 2? If so, explain how you would verify that the aircraft gross altitude capability will clear all obstructions across the proposed route.
FOM VOL II, Sec 3.51 FOM VOL II, Sec 8.01
Determine the single engine, gross ceiling, utilizing the FlySmart + Inflight – DES OEI application.
Compare this ceiling to the applicable altitude published on the en route IFR chart across the proposed route:
If Direct routing: the Grid MORA
If on an airway: the MEA on the applicable LOW/HIGH Airway
This will ensure the aircraft will maintain obstruction clearance across the route. If the level off altitude (QRH) is lower than the Grid MORA/MEA across the route, the flight crew will not accept the shortcut.
Reference section 8.01 in route engine out planning and terrain analysis for more information.
It is recommended that if a terrain analysis is required, flight crews should perform this analysis at first level off to determine if route modifications may be accepted. If the crew determines the altitude capability is sufficient throughout the flight (geographic area covered), the crew may accept all modifications. If the altitude is not sufficient, additional terrain analysis must be completed during the flight to ensure gross altitude capability meets the requirements of any new proposed routing.
96
What is the Acronym Frontier uses to help remember items that must be performed during Descent Preparation, Descent, and Approach?
FOM VOL II, Sec 3.33
“ABBAA“
ATIS.
Build.
Brief.
Approach Checklist.
Activate the Approach.
97
Why don’t we insert wind gust values into the MCU when we are calculating approach speed for landing performance?
FOM VOL II, Sec 3.33
During approach, the Ground Speed MINI function (Managed Speed Mode) takes into account the instantaneous gust.
98
When and why are autobrakes recommended? When are autobrakes unnecessary?
The use of auto break is recommended because it provides one break application with a constant deceleration rate, and temperature optimization to improve brake life.
Use of MAX mode for landing is prohibited.
On a short or contaminated runways, use MED mode.
Autobrakes are recommended when landing in a high crosswind.
On the very long runways were brake use is not anticipated, use of autobrakes is unnecessary
99
What altitude should you set on the FCU for a visual missed approach?
FOM VOL II, Sec 3.33
The FCU, altitude Shelby set to the published mist approach altitude.
If briefing a “Visual Approach” with no procedure back up as reference: the FCU altitude shall be set to 1500’ AFE, round up to the nearest 100’.
100
For an RNAV GPS approach, do we enter .3 on the PROG page and de-select navaids? How about for an RNAV RNP approach?
FOM VOL II, Sec FOM VOL II, Sec 6.15
All RNAV: enter 0.3 on PROG page, for all RNAV (RNP), de-select RADIONAV.
– RNAV GPS – only enter 0.3 on PROG page.
– RNAV visual (VFP) – only enter 0.3 on PROG page.
– For RNAV RNP – enter both 0.3 on PROG page and the de-select, the Navaids
101
Why do we enter 0.3 and de-select NAVAIDS for RNAV RNP approach?
“Need to find official reference.“
Manually entering, RNP 0.3 on the PROG page insures that the S stays in .3 for the missed approach rather than defaulting back to RNP 1.0. Manually entering 0.3 does not make the navigation system more accurate, but rather, it alerts the crew if the system exceeds 0.3, and then in position accuracy (NAV ACCURACY DOWN GRADE appear on the MCDU).
De-selecting navaids de-selects DME/DME for position updating in the event of loss of GPS. In the event of loss of GPS, Airbus wants us in IRS only NAV for position updating during missed approach. This is intentional. DME updating would potentially increased total system error vs IRS only NAV for a short period of time.
102
What is the latest point on an approach that you can accept a last-minute Mary or approach change?
FOM VOL II, Sec 3.33
No runaway or approach changes will be accepted by the flight crew inside the Final Approach Fix (FAF).
If time does not allow for a brief and verification of proper FMGS/cockpit set up, the flight crew should ask for extended vectors, or holding until briefing/set up can be accomplished.
103
Where can the last-minute runway or approach change checklist be found?
FOM VOL II, Sec 3.33
On the back of the normal checklist card.
104
On an arrival with crossing restrictions, what must we do and be aware of if we “Select” our vertical profile, rather than “Manage”the vertical flight path?
FOM VOL II, Sec 3.35
With V/S mode selected, the altitude constraints will NOT be honored. In this case, the pilot will set each altitude to ensure the constraints will not be violated. In any case, when a pilot engages, a selected descent mode, the FCU will be set to each applicable altitude constraint to ensure they are honored.
105
What is the target speed if expedite is pushed?
FOM VOL II, Sec 3.35/FOM VOL III, DSC-22_30-10 pg. 8-12
The lesser of .80 MACH or 340 KTS. Use this mode with caution if turbulence is expected.
106
What should you be aware of if speed brakes are used above 315KTS/M.75 with the AP engaged?
FOM VOL II, Sec 3.35
The rate of retraction is low, total time from full extension is approximately 25 seconds. The ECAM memo page displays speed brakes in Amber until retraction is complete.
107
If cleared for a hold, what speed should we hold at Mark?
FOM VOL II, Sec 3.37
If a hole is to be flown, provided in AV mode is engaged, and the speed is managed, and automatic speed reduction will occur to achieve the whole speed when entering the holding pattern. The default, hold speed is the lowest of the following:
– Maximum endurance speed (green dot).
– ICAO limit holding speed.
– Speed constraint (if any).
When no specific speed limit applies, default speed is the maximum endurance speed, which is approximately equal to green dot and provides the lowest hourly fuel consumption. Fuel consumption will be increased, when holding in anything other than clean configuration and maximum endurance speed.
108
Things to be mindful of while in holding pattern.
FOM VOL II, Sec 3.37
When in the holding pattern, LASTEXITUTC/FUEL information is displayed on the MCDUHOLD page. These predictions are based upon the fuel policy requirements specified on the MCDUFUELPRED, page with no extra fuel, assuming the aircraft will divert. The crew should be aware that this information is computed with defined assumptions
– Aircraft weight being equal to landing weight at primary destination.
– Flight at FL220 if distance to ALT is less than 200 MM, otherwise FL310 performed at maximum range speed.
– Constant wind (as entered in alternate field of the DES WIND page).
– Constant, Delta ISA (equal to delta, ISA at primary destination).
– Airway distance for accompany route, otherwise direct distance.
109
Explain 3 ways to exit a holding pattern.
FOM VOL II, Sec 3.37
To exit the holding pattern, the crew should select either:
– IMM exit (the aircraft will return immediately to the hold fix, exit the holding pattern and resume its navigation).
– HDG if radar vectors.
– DIR TO if radar vectors
110
May we use the APU bleed if we anti-ice is on? Why or why not?
FOM VOL II, Sec 3.41
Use of APU bleed is not authorized if wing anti-ice is to be used.
111
What is Frontier’s stabilized approach policy?
FOM VOL II, Sec 3.43
Frontier defines a stabilized approach as steady state, un-accelerated flight in the approach phase. All straight in or sidestep approaches are to be flown in compliance with the following criteria. If any of the listed criteria is exceeded at or below the altitude limit (1000’ AFE/500’ AFE), the PM will direct go around by announcing “Go Around.”
Circle to land maneuvers may not comply with the following stabilized approach criteria. In this case, stabilized approach criteria must be attained upon commencing the final approach to landing.
Section 6.15 Circle–To–Land Maneuvers for more information.
112
Does frontier fault its pilots for go round?
FOM VOL II, Sec 3.43
No, Frontier employs a “No-Fault” Missed Approach/Go Around policy intended to discourage continue an approach, deemed impudent, for any reason, do not attempt to land from an unstabilized approach. The decision to go around is not an indication of poor performance, but rather good judgment.
113
ECAM memo will not be displayed until the aircraft is below________’ RA? If the landing checklist is called for above 2000’ the checklist must be held at the ECAM memo.
FOM VOL II, Sec 3.45
2000’
114
What can we do to notify the FAs that they did not press the “Cabin Ready” switch?
FOM VOL II, Sec 3.45
The seatbelt sign two-tone chime may be used to signal the flight attendants that the “Cabin Ready“ indication has not been received. (Replies to aircraft with the cabin, ready button on the FAP).
115
During the flare on landing, the PM will monitor the pitch attitude on the PFD and call “____“ whenever approaching or reaching what pitch attitudes?
FOM VOL II, Sec 3.45
“Pitch”
A320: 10° pitch attitude.
A321: 7.5° pitch attitude.
The “Pitch, Pitch” synthetic voice audio indicator is installed, and will activate when reaching an excessive pitch attitude during the flare and landing.
The Tailstrike pitch limit indicator (i.e., Yellow, Chevron displayed on the PFD) is installed, indicating the pitch value corresponding to the max pitch angle to avoid a tail strike with main landing gear compressed. This indication appears when the altitude is less than 400’.
116
A tail strike will occur in an A320 or A321 if which pitch attitudes are exceeded?
FOM VOL II, Sec 3.45
Main gear position A320 A321
Fully extended 13.5° 11°
Fully compressed 11° 9.7°
117
Explain how you would handle a light bounced landing versus a high bounced landing.
FOM VOL II, Sec 3.45
In case of a light bounce at touchdown, maintain pitch attitude and complete, the landing at idle thrust. Do not increase pitch attitude, particularly following a firm touchdown with a high pitch rate.
In case of a high bounce, maintain pitch attitude and initiate a go-round, do not try to avoid a second touchdown during the go-round. As long as pitch attitude is maintained, the second touchdown should be soft enough to prevent damage to the aircraft. Only when safely established in the go around, retract the flaps one step. After go around flaps are set and a positive rate of climb is established, retract the landing gear. Landing should not be attempted immediately after a high balance, as thrust may be required to soften the second touchdown, and remaining runway length may be insufficient.
118
Must we use reverse thrust after touchdown for normal landings?
FOM VOL II, Sec 3.45
Yes. Select reverse thrust appropriate to the conditions immediately after the main landing gear touchdown. A minimum of idle reverse must be selected and is normally sufficient for most conditions.
119
The flight crew must immediately select REV MAX what conditions occur anytime during landing?
FOM VOL II, Sec 3.45
An emergency.
The deceleration is not as expected.
A failure affects the landing performance.
Along flare or a long touchdown.
An unexpected tail wind.
120
What is the PM call out upon landing for thrust reverses deployment?
FOM VOL II, Sec 3.45
“Reverse Green“ (for both reversers indicated deploy)
“One Green“ (if only one reversed deploy)
“No Green“ (if no reversers deploy)
121
Maximum reverse thrust will not be used______ KTS.
FOM VOL II, Sec 3.45
70 kts
122
If the FO is the PF, when should the transfer of controls take place after landing?
FOM VOL II, Sec 3.45
Once reaching 70 KTS and thrust levers placed at REV IDLE, the crew must perform a positive transfer of controls.
123
After landing, when does the time for the 3MIN engine cool down begin?
FOM VOL II, Sec 3.45
The engine cool down period of 3 minutes starts after reverse idol has been selected.
124
Why should you avoid using high levels of reverse thrust at lower speed?
FOM VOL II, Sec 3.45
The distortion of airflow caused by gases re-entering the compressor can cause engine stalls that may result in excessive EGT.
125
Are we permitted to use reverse thrust to control aircraft, speed while Taxing?
FOM VOL II, Sec 3.45
Only in an emergency
126
On contaminated runaways, reversers should be stowed at what speed?
FOM VOL II, Sec 3.45
On snow-covered ground. Reversers should be stowed when the aircraft speed reaches 25KTS. When de-selecting REV, be careful not to apply forward thrust by moving the thrust levers beyond the FWD IDLE position.
127
After landing, auto brakes should be disengaged by what speed? How should we disengage the auto brakes?
FOM VOL II, Sec 3.45
Before 20 KTS.
Apply manual brakes as necessary to control, deceleration and deactivate auto brakes. Do not use the AUTO/BRK PB switch to disengage the autobrakes.
128
When should the after Landing Checklist be called for?
FOM VOL II, Sec 3.47
After clearing the runway, and the aircraft is safely, established on a taxiway, but not before taxi/runaway crossing restrictions are clearly understood by both crewmembers.
129
After landing and upon taxing to the gate, what is Frontier’s policy regarding flap retraction in icing conditions or if the runaway is contaminated with slush or snow?
FOM VOL II, Sec 3.47
If the Approach was made in icing conditions, or if the runway was contaminated with slush or snow, do not retract the flaps and slats, until after engine shut down, and after confirmation that the flaps and slats are clear of obstructing ice.
130
After landing, select flaps 1 when OAT is above______ degrees Celsius? Why?
FOM VOL II, Sec 3.47
30°C
On the ground, hot weather conditions may cause overheating to be detected around the bleed ducks in the wings, resulting in “AIR L(R) WING LEAK” Warnings. Such warnings may be avoided during transit by keeping the slats in configuration one when the OAT is above 30°C.
131
After landing, how long should we wait to start the APU? why?
FOM VOL II, Sec 3.47
Delay the start until at least 2 minutes after stowing the thrust reversers. This technique will avoid potential nuisance ENG 1/2 OVTHR PROT FAULT ECAMs.
132
Are N1 idle speeds increased when ENG anti-ice is ON? If so, what is the purpose of increasing idle speeds? Does the N1 limit (Amber tick) increase or decrease when ENG anti-ice is ON?
FOM VOL II, Sec 3.45
Yes. Idle N1 is automatically increased to give better protection against flameout. If engine anti-ice is used, take care to control TAXI speed, especially on wet or slippery surfaces (N1 ground idol is increased). If in idle decent, the decent path angle is reduced because of higher idle speeds.
The N1 limit (amber tick) is automatically reduced because air from the engines is taken from anti-icing.
133
After taxi in and during parking, you attempt to shut down an engine. However, the engine does not shut down. What would you do?
FOM VOL II, Sec 3.49
Switch the affected master lever ON then OFF. If the engine still fails to shut down, press the affected ENG FIRE PB. The successful shut down via the LP Fuel Valve can take up to 2 minutes and 30 seconds.
134
After arriving and parking at the gate, you perform an IRS performance check. You notice the difference in one or more IRS positions to the FMGC positions exceeds 5nm on your 1:30 minute flight from Salt Lake to Denver. What do you do?
FOM VOL II, Sec 3.51
“Unsure how to interpret chart seek help”
135
After parking the aircraft, you notice a maintenance status message (class two message). Minutes later, the class two message disappears. Is a logbook write up required for the past two message that appeared.
FOM VOL II, Sec 3.51
Yes, all maintenance status message (class two messages) must be recorded in the logbook. This requirement applies, even if such a message appears only temporarily. The crew will contact MCC through the responsible dispatcher after any logbook entry.
136
When should the “Securing” checklist be accomplished?
FOM VOL II, Sec 3.53
When a flight is terminating, or whenever an aircraft is to be left unattended for more than 45 minutes.
137
When performing the “Securing” checklist, what things should be considered before turning the A.D. IRS off?
FOM VOL II, Sec 3.53/FOM VOL II, Sec 3.07
After having switched off the A.D. IRS, wait 10 seconds before switching off the electrical supply to ensure the ABD IRS memorize the last data.
Wait at least 5 minutes after block in to accomplish the securing procedure to allow the FMGC/AOC to complete the DONE PHASE and enter the PRE-FLIGHT PHASE.
Page 145 of study guide
138
Switching off the cabin signs and emergency exit lights, permits the emergency batteries to be charged.
True or false?
True
139
When performing the securing checklist, why do we wait two minutes after the APU available light extinguishes before turning the batteries off?
FOM VOL II, Sec 3.53
Switching the batteries off before the APU flap is closed may cause smoke in the cabin during the next flight.
140
Does the AU have fire extinguisher protection if the batteries are off while the APU is running?
FOM VOL II, Sec 3.53
No. If the batteries are off while the APU is running, there is no APU fire extinguisher.
141
What FMA changes will be announced below FL180? How about at and above FL180?
, FOM VOL II, Sec 3.59
Below FL180, all FMA changes will be announced.
At or above FL180 vertical and lateral mode changes will be announced by PF.
142
What is the proper terminology for climbing and descending through FL180?
FOM VOL II, Sec 3.59
Climbing through FL180:
PM: “Pull Standard,” and state altitude passing.
PF: “Standard Pulled,” “ altitude, checked.”
Descending through FL180:
PM: “PUSH QNH,” and state altitude passing.
PF: “QNH Pushed” altitude checked.
143
Where can you find NON-ECAM procedures that are not found in the eQRH?
FOM VOL II, Sec 4.01
VOL II, Chapter 4 Abnormals – Emergencies.
144
In flight, should a crewmembers along with maintenance control attempt to troubleshoot in operative systems or reset system faults beyond procedures, listed in VOLI, VOLII, or the eQRH?
FOM VOL II, Sec 4.01
No. Troubleshooting inoperative systems or reset system faults beyond procedures listed in this manual is prohibited in flight.
145
With regard to task, sharing in the handling of the OEBs, ECAMs, or eQRH procedures, what actions are the PF responsible for in addition to routine tasks?
FOM VOL II, Sec 4.05
The pilot flying is responsible for:
Thrust levers.
Control of the flight path and airspeed.
Aircraft organization, (request configuration change)
Communication
146
Inflect, the PF and PM must crosscheck what controls before any action is taken?
FOM VOL II, Sec 4.05
Engine Master Lever
IR selector.
All guarded controls.
Thrust levers.
Computer Reset; e.g., those listed in the eQRH
147
On the ground, who is always considered the “pilot flying” for the purpose of ECAM actions?
FOM VOL II, Sec 4.05
The Captain
148
What is the order of operation when addressing an abnormal or emergency situation?
FOM VOL II, Sec 4.05
Memory items
OEBs
ECAM
EQRH
EQRH abnormal/emergency procedures (time permitting).
149
In the event of a dual engine failure, what actions do you apply first? ECAM or eQRH?
FOM VOL II, Sec 4.05/FOM VOL II, Sec 5.15
In most cases, the Flight Warning Computer (FWC) will detect all engine failure conditions and displays the ENG ALL ENGINES FAILURE ECAM alert. In this case you would perform the ECAM first, which will guide you through the eQRH procedures.
In some cases, the FWC may not detect do engine failure, because of a partial loss of thrust, and not a flame out. in this case, the flight crew must perform the ALL ENGINES FAILURE eQRH procedure. If time permits afterwards, clear, ECAM warnings and check the ECAM status page.
150
When may a single engine autoland be accomplished? What configurations have been approved/certified by the AFM?
FOM VOL II, Sec 2.10 / FOM VOL II, Sec 4.05 / FOM VOL II, Sec 6.30
The flight crew may use emergency authority if it is determined to be the safest course of action.
A320 series are certified and capable of completing an auto land with one engine inoperative in CONFIG FULL.
151
What is the difference between LAND ASAP in “Red” vs LAND ASAP in “Amber”?
FOM VOL II, Sec 4.05
Red LAND ASAP: “Land As Soon As Possible” at the nearest suitable airport for which a safe landing can be made (critical situation).
Amber LAND ASAP: Land At The Nearest Suitable Airport.
* Determining suitability consider; actual and forecast weather, location of airport, and reference to terrain, available, NAV, and approaches, approach minimums, length of runway(s), and NOTAMs, emergency equipment, and passenger handling facilities.
152
For an abnormal procedure during takeoff, which do you perform first, After Takeoff Checklist, or the ECAM procedure?
FOM VOL II, Sec 4.05
First do the After Takeoff Checklist, then ECAM/ANORMAL procedure or checklist. Unless, but not below 400’AGL. Perform ECAM first for engine fire, oil low press, Engine over limit, engine failure, engine stall.
153
For an abnormal procedure during approach, which do you perform first. The Normal Checklist or ECAM procedure?
FOM VOL II, Sec 4.05
The ECAM/ABNORMAL procedure or checklist, Then the NORMAL Checklist.
* for certain abnormal situations occurring on short final, it may be better for the pilot to continue the landing before dealing with the failure. Before 400’ AGL, the pilot should take no action except to cancel audio warnings.
154
When the flight crew performs a “READ/DO“ OEB/ECAM/eQRH procedure, they should wait until what altitude before performing the procedure.
FOM VOL II, Sec 4.05
400’ AGL
155
If an ECAM procedure request the flight crew to apply eQRH procedure, should we finish the EACM first, then apply the eQRH?
FOM VOL II, Sec 4.05
No, keep the procedure displayed on the EACM then apply the requested eQRH procedure.
*This is not the case when an ECAM procedure requested crew to “consider “ an eQRH procedure.
156
What are some of the non-inhibited warnings during takeoff?
FOM VOL II,Sec 4.05
APU FIRE
ENG 1/2 FIRE
DUAL INPUT.
L+R ELEV FAULT
FWC 1+2 FAULT
ENG DUAL FAILURE
157
While performing and ECAM for an engine failure, the pilot flying will call “stop ECAM, actions” prior to the pilot monitoring reading the_________ page in order to complete the after takeoff checklist.
FOM VOL II, Sec 4.05
STATUS page.
The flight crew will stop ECAM actions before reading the STATUS page in order to perform After Takeoff Checklist and any Normal Checklist if applicable. Consider any system reset. Consider application of the ENG RELIGHT procedure after an engine failure with no damage.
158
What do you do if an ECAM Warning or Caution disappears while performing the ECAM procedure?
FOM VOL II, Sec 4.05
Procedure no longer applicable, continue flying
159
Is the flight crew permitted to stop any abnormal EQRH procedure if the conditions for its application disappear?
FOM VOL II, Sec 4.05
Yes
160
What is the purpose of an ECAM advisory?
FOM VOL II, Sec 4.05
The ADVISORY enables crew to monitor drifting parameters. The flashing advisory informed crew that a parameter is approaching a limitation.
161
Where can the flight crew find triggering conditions for various AVISORY situations or associated recommendations for an ECAM ADVISORY?
FOM VOL II, Sec 4.05
The eQRH procedure section.
162
If ADVISORY is triggered due to a failure, (e.g., ENG 1/2FIRE may cause an IDG temperature advisory) when should the advisory be reviewed?
FOM VOL II, Sec 4.05
The advisory should be reviewed after ECAM actions are complete.
163
Should you use the EM ER CANCPB to avoid or cancel normal auto pilot audio warnings?
FOM VOL II, Sec 4.05
No
164
What is the purpose of the “Summaries” section within the eQRH? What two systems do the “Summaries” section apply to?
FOM VOL II, Sec 4.05
They help flight crews perform actions in case of ELEC EMER CONFIG or a dual hydraulic failure.
The ECM will be applied first, both the procedure and the status page review.
165
If a flat crew member becomes incapacitated in flight, where can you find guidance on how to handle the situation?
FOM VOL II, Sec 4.30
FLIGHT CREW INCAPACITATION; FOM VOL II, Sec 4.30
166
During any evacuation, who is the last person off the plane?
FOM VOL II, Sec 4.30
Captain:
Is the last person to leave the cockpit, proceeds to the cabin and assist passenger evacuation as situations dictate
Checks the aircraft to ensure all persons have been evacuated.
On the ground, takes command of operations until the arrival of the rescue units.
FO:
Proceeds to the cabin.
Evacuate the aircraft through any suitable exit.
Assist passengers on the ground and direct them away from the aircraft.
167
If you get an odd odor in the cockpit or cabin, do you apply the Smoke/Fumes/Avionics smoke procedure? What other procedures might you apply instead?
FOM VOL II, Sec 4.30
Apply Smoke/Fumes/Avionic Smoke procedure when Avionic Smoke ECAM appears. There is smoke coming from the abiotic, air conditioning, system, and or cabin equipment. There are fumes with the smell similar to that of orange peels or pine needles. You may want to consider.“Elimination of odors in the Cockpit/Cabin,“ VOL II, section 4.30.
168
ECAM inhibits the warnings that are not essential on takeoff from_______ to_______?
FOM VOL II, Sec 4.30
80KTS to 1500’ or 2 minutes after lift off.
169
ECAM inhibits the warnings that are not essential on landing from when to when?
No reference available, must find
800 FT to 80KTS
170
With regards to a rejected takeoff, explain your decision-making process from speed below 100kts, above 100kts to below V1, and above V!.
Below 100 KTS: Captains discussion, depending on circumstance
The captain should seriously consider discontinuing takeoff if any ECM warning/caution is activated.
Above 100 KTS below V1:
Fire warning or severe damage.
Sudden loss of thrust.
Malfunctions or conditions giving ambiguous indications the aircraft will not fly safely.
Loss of control
Any RED EACM warning
Any AMBER ECAM caution F/CTL Sidestick Fault, ENG FAIL, ENG REVERSER FAULT, ENG REVERSE UNLOCKED, ENG 1/2 THR LEVER FAULT.
Above V1: takeoff must be continued. It may not be possible to stop the aircraft on remaining runway.
171
If I takeoff is rejected prior to____ KTS, the auto brakes will not activate. Why?
FOM VOL II, Sec 4.30/FOM VOL III, Sec DSC-32-30-10, pg 4-12
72KTS, auto-break activation is based on ground spoiler deployment and will not activate below the speed.
172
Is the flight crew permitted to reset a tripped circuit breaker on the ground? How about in-flight?
FOM VOL II, Sec 5.05
On the ground:
DO NOT re-engage fuel pump CB of any fuel tank. Crew may reengage any other dripped. CB provided coordination with maintenance and the cause of the trip circuit breaker has been identified.
In flight:
DO NOT re-engage any CB that has tripped by itself unless the Captain judges it necessary for the safe continuation of the flight. Only one reset should be attempted.
* Circuit breakers are extremely reliable, any trip circuit breaker should be an indication of a significant system malfunction.
173
On the ground, do not reengage what tripped circuit breakers?
FOM VOL II, Sec 5.05
Fuel pump CBs of any fuel tank
174
Where can the flight crew find the system reset table?
FOM VOL II, Sec 5.05
The eQRH > QRH procedures > System reset
175
Can you perform System Reset on the ground? How about in the air?
FOM VOL II, Sec 5.05
Reference eQRH > [RESET] System Reset to determine what systems may be reset on the ground or in the air.
176
What is the purpose of the FMGS back up NAV system?
FOM VOL II, Sec 5.07
The MCDU features of backup navigation function, which provides simplified point-to-point GPIRS and IRS base navigation in case of a dual FM failure.
177
Where can you find Frontier’s procedure for a Manual ENG Start, ENG Start with an Air Start Unit, Cross Bleed ENG Start?
FOM VOL II, Sec 5.10
FOM VOL II– Supplementals: section 5.10 Engines
178
When is Emmanuel engine start recommended?
FOM VOL II, Sec 5.10
After aborting a start because of
Engine Stall,
Engine EGT Over Limit,
Low Start Air Pressure,
Hung Start (AC601–699).
When expecting a start ab board because of degraded bleed performance due to hot conditions or at high altitude airfield. An engine with a reduced EGT margin in hot conditions or at high altitude, airfield marginal performance of the external pneumatic power group. Intermittent ECAM ENG 1/2 IGNA FAULT alert, during the first start of the day (AC216–299, and 701–799).
179
Who performed the required actions for a manual start?
FOM VOL II, Sec 5.10
First Officer
180
During a manual engine start, the flight crew suspects an engine start malfunction. What must the crew do?
FOM VOL II, Sec 5.10
Abort start procedure
181
You are in an A320 NEO aircraft an ENG 1 IGN A FAULT ECAM is triggered during the automatic start attempt. What should you do? Is a logbook entry required?
FOM VOL II, Sec 5.10
Reference engine start following ENG 1/2 IGN A/B FAULT due to delayed light off procedure.
182
When would you consider the use of APU bleed for air takeoff or approach?
FOM VOL II, Sec 5.10
When aircraft performance requirements do not allow the PACKs to be supplied by the engines for takeoff or approach, and operating in heavy rain or high.
183
If I takeoff was performed with the APU supplying bleed air, when should you transfer the bleed source from APU to engines?
FOM VOL II, Sec 5.13
After Thrust Reduction Altitude, and the thrust has been reduced from TOGA/FLEX to CLB thrust.
184
If the APU is supplying, bleed air, should you use wing anti-ice?
FOM VOL II, Sec 5.13
No. APU bleed not uthorized when an ice is to be used
185
Where can you find frontiers procedure on Engine Out Standard Instrument Departures (EOSID’s) as well as Complex Missed Approaches utilizing an EOSID? Understand how to apply these procedures.
FOM VOL II, Sec 5.15
FOM VOL II– Supplementals: Sec 5.15 special operations pg 1-8
186
The MGS considers the aircraft to be in an engine out condition when one of the following conditions is present and the aircraft has not commenced takeoff or is in flight?
FOM VOL II, Sec 5.15
One engine master switch off
N2 below idle
One thrust lever angle is below 5° with the other above 22°.
The FADEC shows an engine fault
187
What is the diversion point with regards to an EOSID?
FOM VOL II, Sec 5.15
It is the last point if any, that is common to both the SID and engine out EOSID. If no common leg between the SID and the EOSID in the database, by default it is the runway threshold.
188
In the case of gear retraction failure, what is the max airspeed with landing gear down? What is the max airspeed with the landing gear in the extended position with no gear failure?
FOM VOL II, Sec 5.15/FOM VOL II, Sec 2.05
235KTS/M0.60 – landing gear down after gear retraction failure
280KTS/M0.67 – landing gear down with no gear failure.
* Caution; in the case of continuation of the flight, after a gear retraction failure, the flight crew cannot access, the VMO/MMO switch. Therefore, the Airspeed/Mach number must be carefully monitored in order not to exceed 235kts/M 0.60 as there is no alert if the aircraft is limitation.
189
If the landing gear is extended a while, in alternate law, the aircraft degrades________ law?
FOM VOL II, Sec 5.15
Direct Law
AC 301–399, 601–699: failure cases, which would normally lead to ALT Law, will degrade F/CTL, Laws down to Direct Law, if landing gear is extended (except for the Yaw Damper loss, where the controls remain in Alternate Law).
AC 220, 227–238, and 701–799: failure cases, which would normally lead to alternate law, will degrade F/CTL Laws down to Direct Law, if landing gear is extended (except for Yaw Damper loss where the controls remain in Alternate Law).
AC 206–219, 221, 223: failure cases, which would normally lead to ALTN Law, will degrade F/CTL, laws down to Direct Law, if the landing gear is extended
190
Where can you find detailed information on how to use the ACARS?
FOM VOL II, Sec 5.20
FOM VOL II– Supplementals: Sec 5.20 ACARS
191
What is the difference between green, blue, and Amber coloring in the ACARS?
FOM VOL II, Sec 5.20
Green: data received from the FMGS.
Blue: data that may be entered, or changed by the crew.
Amber: Required entry.
192
What weight is used for “extra weight” items in the cabin? For example, a passenger decides to purchase an additional seat for his guitar.
FOM VOL II, Sec 5.20
EXTR WT: 90 lbs
*A wheelchair stowed in the cabin is not considered cabin cargo.
193
When should an ACARS Fuel Bump report be submitted?
FOM VOL II, Sec 5.20
When fuel load was increased above the original planned amount.
Reference, FOMVOLI, chapter 20.38 for additional information
194
Should we send an ACARS report after a TOGA or Thrust Bump takeoff?
FOM VOL II, Sec 5.20
Yes, for both a TOGA or Thrust Bump takeoff.
195
What is the purpose of the ACARS Post flight report?
FOM VOL II, Sec 5.20
To transmit crewmember takeoff and landing credit information to crew Quals and provide maintenance and engineering with an indication that an auto has been completed.
196
When must you select YES for enroute icing conditions when performing the AOC Landing Performance Assessment?
FOM VOL II, Sec 5.20
Select Yes when icing conditions are encountered during the flight and OAT at the airfield is 10°C or below and there is evidence of significant ice accretion. This is to take into account formation on the non-heated surfaces.
197
When looking at the AOC landing distance solution, does NONE, LOW, and MEDIUM auto brakes include a 15% additive to the displayed values in the landing solution?
FOM VOL II, Sec 5.20
They do not include the 15% safety margin additives. LOW and MEDIUM values will only be displayed if a landing can be safely accomplished considering the safety margin. Even though the margins are not included in the display values. Dashes will replace distance values for LOW and MEDIUM if runway length is insufficient for the respective auto break selection. in this case, the crew will not utilize that auto break selection for landing.
198
When looking at the AOC landing distance solution, pages 3–6, does the MIN RQRD LENGTH include a 15% safety margin additive to the NONE landing solution?
FOM VOL II, Sec 5.20
Yes.
199
Frontiers’ new ACARS AOC – 541 has the capability to calculate landing distances with up to four separate in-flight failures by inputting specific codes into the AOC. Where can these codes be found?
FOM VOL II, Sec 5.20
The Checklist and Briefing Cards section of DocNet or the Library of Aviobooks.
* These codes are for in-flight failures that the aircraft was not originally dispatched with. AeroData already incorporates any performance penalties associated with applicable MELs or CDLs.
200
What is the required equipment to fly in RVSN?
FOM VOL II, Sec 5.25, pg 1.
FWC.
FCU.
Auto pilot.
Transponder.
PFDs – 2.
ADRs – 2 (ADR 1 is always required).
DMCs –c2.
201
Must be aircraft be stationary while aligning the IRSs? Should Engines start be avoided while the IRSs are aligning?
FOM VOL II, Sec 5.25
The aircraft must be stationary while alignment is in progress, avoid alignment during ENG starts. This will prevent the alignment from restarting due to power interruptions during transfer or aircraft movement.
202
How long does a complete IRS alignment take?
FOM VOL II, Sec 5.25
Approximately 10 minutes
203
How do you perform a complete IRS alignment?
FOM VOL II, Sec 5.25
IR selectors must be turned OFF for more than 5 seconds, then switched to NAV mode.
204
How long does a fast IRS alignment take?
FOM VOL II, Sec 5.25
Approximately 30 seconds
205
How do you perform a fast IRS alignment on the ground?
FOM VOL II, Sec 5.25
By moving the IR mode selector to OFF, then back to NAV within 5 seconds.
During a fast alignment, IRSs reset the ground speed and some internal filters to 0, but IRSs do not estimate the aircraft position.
206
When are NAV Accuracy Checks required?
FOM VOL II, Sec 5.25
They are not required as long as GPS PRIMARY is displayed on the PROG page
IRS only navigation.
The PROG page displays LOWACCY.
NAV ACCUR DOWNGRAD appears on the MCDU.
As required per Oceanic and Remote Continental Navigation Procedures.
207
What are the NAV accuracy tolerances? What should you do if the tolerances is exceeded?
FOM VOL II, Sec 5.25
Error < or = 3nm, FM position is reliable.
Use ND (ARC or NAV) and managed lateral guidance
-Error > 3nm FM position is not reliable.
-Use raw data for navigation or monitor it.
-With the significant mismatch between the display and the real position, disengage MANAGED NAV mode and use raw data navigation. (possibly switching to ROSE VOR so as not to be misled by FM data).
-Class II navigation prohibited.
208
What are the tolerances for the Compass Deviation check prior to entering Class II airspace?
FOM VOL II, Sec 5.25
All headings should be within 5° of each other. If not verify, the most accurate system is steering the aircraft.
209
What is SLOP?
FOM VOL II, Sec 5.25
Strategic lateral offset procedures (SLOP) should be used in oceanic airspace outside of the range of VHF coverage. Cruise must only utilize SLOP up to 2nm right of course in NAV mode. SLOP left of course is prohibited.
(New York Oceanic airspace within the WAT)
Refer to FOMVOLI, chapter 35 – international procedures for more guidance on SLOP.
210
When dis-selecting RADIONAV in the FMS, are all RADIONAV input selected? Could you still perform an ILS or VOR approach with the RADIONAV selected in the FMS?
FOM VOL II, Sec 5.25
RADIONAV the selection only the selects radio NAV for positional computation. You still get ILS or VOR data on the PFD/ND.
211
If you deselected RADIONAV in the FMS, when does the RADIONAV automatically revert to the default status of “SELECTED”?
FOM VOL II, Sec 5.25
Upon transitioning to the DONE phase within the FMS.
212
When would you use the Standby Navigation function (the NAV key on the RMP)?
FOM VOL II, Sec 5.25
When both MCUs or both FMGSs are in operative.
The emphasis of this procedure is to determine present location, verify, safe, altitude, increase situational awareness, and find a location to land.
213
What may occur if only one FMGC is operative and the Standby NAV is being used?
FOM VOL II, Sec 5.25
When at least one FMGC is operative, use of NAV key on RMP while the LOC update is active may freeze the FM position during approach, and must be avoided.
214
If performing a VOR or ILS approach, must the flight crew always confirm the correct tuning via the audio system (i. e. check the Morse code)?
FOM VOL II, Sec 5.25
Not always, when a station has either been autotune or tuned manually by a crewmembers entering the associated ident on the MCDURADNAV page, and the decoded ident appearing on the ND is the wrong one. A crewmember has tuned the station manually on an RMP, or by entering the frequency on the MCDU RAD NAV page.
215
Suppose you are operating a charter flight to airport that are not in the database. Where would you find how to build runways for those airports?
FOM VOL II, Sec 5.25
FOM VOL II– Supplementals, Sec 5.25 Navigation, page 12
216
I’ll fix in the SNAV database is labeled D049T? What does D049T mean?
FOM VOL II, Sec 5.25
D – DME fix
049 – radio
T – DME 20 T is the 20th letter of the alphabet.
This labeling will often be used when flying approaches into Cancun for example.
217
Must the flight crew always comply with the resolution advisory (RA)?
FOM VOL II, Sec 5.30
The crew must always follow the TCASRA orders in the correct direction, even: if the TCASR orders are in a contradiction with the ATC instructions, if the result is crossing the altitude of the intruder
218
When would you consider selecting the enhanced functions of the EGPWS to off while in flight (i.e. select TERR PB to off)?
During climb, decent, approach, and go around phases, when GPS PRIMARY is not available and the navigation accuracy check prevents the crew from using the NAV mode in a phase of flight, the TERR push button must be switched to off. The ECAM message “NAV GPWS TERR DET FAULT” is displayed.
219
What is the minimum runway with and maximum ground speed to make a 180° turn on a runway?
FOM VOL, Sec II 5.35
Minimum runway with: 100 feet
Maxwell groundspeed: 10 knots
220
Explain the recommended procedure for making 180° turn on the runway.
FOM VOL, Sec II 5.35
Taxi on the right of the runway and turn left, maintaining 25° of divergence from the runway axis.
Physically over the edge of the runway.
Turn the nose fully right?
ENG 1, set in one between 30% and 35%
ENG 2 to idle.
221
What order do the fuel tanks fill up in during automatic fueling?
FOM VOL, Sec II 5.40
Wing tanks outter cell, then overflows into the inner wing cells, if selected fuel load exceeds wing tank capacity. Center tanks will be fuel simultaneously.
222
Approximately how long does it take to fully refill from empty tanks?
FOM VOL, Sec II 5.40
Refueling time at normal pressure is approximately 17 minutes for the wings and 20 minutes for all tanks.
223
Should we avoid electrical transfers during refueling? Why?
FOM VOL, Sec II 5.40
Electrical transient may cause refueling to stop.
224
Is your feeling permitted while one engine is running?
FOM VOL, Sec II 5.40
Yes. Reference the refueling with one engine running procedure VOL II Sec 5.40 Ground Operations. The procedure requires flight crew to reset circuit breakers after refueling in order to re-initialize the fuel used values on the SD/EWD.
225
When is cold weather inspection required?
FOM VOL, Sec II 5.45
Inspect for icing, contamination, anytime icing may occur due to ambient conditions, no icing may occur, even if frozen precipitation is not presently falling.
226
Should the PROBE/WINDOW HEAT be selected to on for a cold weather inspection?
FOM VOL, Sec II 5.45
Yes
227
If the engines and or landing gear need to be deiced, what action must be taken?
FOM VOL, Sec II 5.45
Make a logbook entry and contact MCC through the responsible dispatcher.
228
All services of the aircraft (critical services, including leading edges and upper surfaces of wings, vertical and horizontal stabilizers, all control services, slacks and flaps) must be clear of snow, frost and ice for takeoff. However, certain areas of the aircraft are permitted to have hoarfrost or slush/snow with certain tolerances. What are these areas and what are their tolerances?
FOM VOL, Sec II 5.45
Thin hoarfrost on the upper surface of the fuselage.
A frost layer 1/8 and an inch in or less on the underside of the wing, in the area of the fuel tanks.
Snow/slush on the landing gear acquired during taxi operations. Do not allow landing gear to be deiced with the ice fluid.
229
For AC 601–699, what action must be completed before takeoff if the OAT is below -40°C (-40°F)?
FOM VOL, Sec II 5.45
Thrust reversers………Perform 5 Cycles
Perform one cycle, put throttle levers to REV IDLE and maintain until REV indication on the Engine/Warning display becomes green. Then put levers back to idle and wait for the REV indication to disappear before the next cycle.
Takeoff has to be initiated within 1 can I get dude minute after the last thrust reverse cycle.
If takeoff is not performed within 1 minute or less cycle, perform 5 more thrust reverse cycles.
230
Should the Engines/APU be running or shut down during De-ice/Anti-ice?
FOM VOL, Sec II 5.45
The engines and APU may be running or shut off during the process. However, engines and APU should not be started while fluid is being sprayed.
Reference DI/anti-reference card for proper configuration.
231
Are you permitted to move flaps or slats, flight control, services, or trim services if they are not free of advice?
FOM VOL, Sec II 5.45
No, do not move any flight control services if they are not free of advice.
232
Must Type I fluid always be applied prior to using Type IV fluid?
FOM VOL, Sec II 5.45
If repeated anthesis necessary, grout groom, must deice the services with a hot fluid mixture before applying a new layer of anti-ice fluid.
233
What is the engine run up procedure prior to takeoff? If icing conditions for CEO/NEO aircraft? Where can these engine run up procedures be quickly found?
FOM VOL, Sec II 5.45
*Takeoff in moderate or heavy, freezing rain is prohibited
*Procedures below can be found on the bottom of page 1 of the A320 De-ice/Anti-ice referenced.
CEO AC216-299, 701-799
If ground surface conditions permit accelerate engines to approximately 70% N1 for 30 seconds at intervals, not greater than 30 minutes. This should also be performed just before takeoff, with particular attention to engineers to ensure normal engine operation.
If ground surface and environment do not permit acceleration of agents to 70% N1, then power setting and dwell time should be as high as practical. When operating in conditions of freezing rain, freezing, drizzle, freezing fog, or heavy snow, ice shedding, may be enhanced by additional run ups at intervals not to exceed 10 minutes. Advancing thrust lovers to 70 N1 momentarily, (no hold overtime). If airport surface conditions and conditions do not permit acceleration of the engines to 70% N1, then power settings and duration should be as high as practical up to maximum of 30 seconds.
NEO AC301-399
Ground conditions permitting. Accelerate engines to approximately 50% N1 for 5 seconds no greater than 60 minutes.
Engine engine acceleration should also be performed prior to takeoff monitoring engine parameters for normal operation. If ground surfaces do not permit acceleration to 50%, N1, power and dwell times should be as high as practical.
Operating in fog icing conditions, engine inspection should be performed in accordance with GMM if takeoff is not performed within 120 minutes.
NEO AC601-699
Ground conditions, permit, parking brake, and accelerate engines to 60% and one at intervals no greater than
30 min if OT is below 3°C but above -9°C.
120 min OT is below -9°C.
There is no requirement to maintain the high thrust settings. This engine acceleration should also be performed just before takeoff with the attention to engine parameters to ensure normal operation.
234
Define icing conditions.
FOM VOL II, Sec 2.10
Icing conditions exist when the OAT (on ground) or TAT (in Flight) is at or below 10°C and visible moisture in any form is present.
235
When was engine anti-be used?
FOM VOL II, Sec 5.45
Engine anti-ice must be on during all ground and flight operations, when icing conditions exist or anticipated, except during climb and cruise when the SAT is below -40°C. Engine anti-ice must be on during a descent in icing conditions, even if the SAT is below -40° C.
236
When should Wing Anti-ice be used? How would you determine if airframe icing exists?
FOM VOL II, Sec 5.45
Wing and ice may either be used to prevent ice formation, or to remove ice accumulation from the wings leading edges. Wing anti-should be selected on, whenever there is an indication that airframe icing exist. This can be evidenced by ice accumulation on the visual ice indicator, or on the windshield wipers.
237
Takeoff in______ and______ is prohibited?
FOM VOL II, Sec 5.45
Takeoff in moderate and heavy freezing rain is prohibited
238
After landing, if flaps/slats are not free of contamination, leave flaps/slats in current configuration. Coordinate with ground the ice crew for cleaning of the flaps/slats prior to flap retraction. True or false?
What procedure should you refer to if you need to retract the flap/slats after engine shut down, and the aircraft is to be secured?
FOM VOL II, Sec 5.45
True
FOM VOL II, Sec 5.45 flap/slat retraction with engine shut down procedure.
239
What would you do if the radio alter triggered auto callouts or GPWS warning during taxi on contaminated services?
FOM VOL II, Sec 5.45
Disregard the callout
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