Maneouvers

Question 1

Takeoff crosswind thrust setting

Answer 1

The below procedure is the standard takeoff procedure. However, rolling takeoff is permitted.
TAKEOFF ANNOUNCE
THRUST 50 % N1

If the crosswind is at or below 20 kt and there is no tailwind:
SIDESTICK HALF FORWARD (80kts - neutral at 100kts)
BRAKES RELEASE
THRUST LEVERS FLX or TOGA

In case of tailwind, or if crosswind is greater than 20 kt:
SIDESTICK FULL FORWARD (80kts - neutral at 100kts)
BRAKES RELEASE
THRUST LEVERS rapidly 70%, then progressively by 40kts GS

Question 2

Takeoff calls

Answer 2

Takeoff
MAN FLX xx - SRS - RWY - A/THR (blue) ………… Checked
Thrust set
100kts ……………………. Checked
V1
Rotate
Positive climb
Gear up

Question 3

Go around

Answer 3

Retract one stage of flap
Flaps one
Flaps up

Question 4

ECAM actions

Answer 4

Master warning / caution ……… reset
Title announce
ECAM confirm
OEBs …….. consider
ECAM actions …….. order

Question 5

Sequence of procedures

Answer 5

Memory items
OEB
ECAM
QRH

Question 6

Normal law protections include:

Load Factor Limit

Answer 6

Normal law protections include:

Load Factor Limit: -1.0g to + 2.5g with slats retracted
0.0g to + 2.0g with slats extended

Question 7

Normal law protections include:

Pitch Attitude Limit

Answer 7

Pitch Attitude Limit:

30˚ Nose Up (reducing to 25˚ at low speed)
15˚ Nose Down

Question 8

Normal law protections include:

Bank Angle Limit

Answer 8

Bank Angle Limit:

67˚ with full lateral sidestick deflection maintained
Flight director disappears when bank angle exceeds 45˚ and
returns when bank angle < 40˚
Bank angle will reduce to 33˚ with lateral sidestick deflection released

Question 9

Normal law protections include:

High Speed Protection

Answer 9

High Speed Protection: Passing VMO / MMO:

Pitch trim is frozen
Autopilot disconnects
Nose down authority in sidestick is reduced
Permanent nose up order applied
Bank angle limited to 45˚ (will return to 0˚ with sidestick released)
Overspeed ECAM at Vmo +4 knots / Mmo + M.006

Question 10

Normal law protections include:

Low Energy Warning:

Answer 10

Low Energy Warning:
If aircraft speed drops significantly below Vls, a repetitive “SPEED, SPEED, SPEED” aural warning is triggered. Takes into account aircraft deceleration rate and current flight path angle. Available between 100ft and 2000ft RA in configuration 2,3 or FULL.

Question 11

Normal law protections include:

Answer 11

Load factor limits
Pitch attitude limits
Bank attitude limits
High speed protection
Angle of attack protection
Low energy warning

Question 12

Alternate law protections

Answer 12

LOW SPEED STABILITY
At low speed, a nose down demand is introduced in reference to IAS, instead of angle of attack, and alternate law changes to direct law.

It is available, whatever the slats/flaps configuration, and it is active from about 5 kt up to about 10 kt above the stall warning speed, depending on the aircraft’s weight and slats/flaps configuration.

A gentle progressive nose down signal is introduced, which tends to keep the speed from falling below these values. The pilot can override this demand.

Bank angle compensation is provided.

In addition, aural stall alert (“STALL, STALL” synthetic voice then cricket) is triggered at an appropriate margin from the stall condition.

The PFD speed scale is modified to show a black/red barber pole below the stall warning.

Vα prot and Vα max are replaced by Vsw (stall warning speed).

The α floor protection is inoperative.

HIGH SPEED STABILITY
Above VMO/MMO, a nose up demand is introduced to avoid an excessive increase in speed.

The pilot can override this demand.

The high speed protection symbol (VMO + 4) disappears.

In addition, the overspeed warning (VMO + 4 or MMO + 0.006) remains available.

PITCH ATTITUDE PROTECTION
Lost.

————————

Load factor ……….. same as normal law
Bank angle limit … Alt 1 uses normal roll
MMO = 0.82

ALTERNATE reverts to FLARE law for landing at 100 ft