OEG Revised Flashcards

Question

During engine start with the thrust levers out of the idle position, will the engines start?

Answer 1

Yes, the engines will start. Caution must be used, as thrust will increase rapidly to the corresponding thrust lever position.

Answer 2

Abort start by switching off the master switch. Perform 30-second dry crank.

Answer 3

No. The blue system supplies hydraulic fluid power the RAT for the emergency generator electrical power.

Answer 4

Select the YELLOW ELECTRIC pump switch to on. Do not switch the Y electric pump to the on position at the gate without first consulting with the ground crew to make sure everyone is clear of the aircraft.

Answer 5

Thrust levers Control of flight path/airspeed Aircraft configuration (request configuration changes) Navigation Communications

Answer 6

NORMAL LAW PROTECTIONS (BYPALS) BANK = 67° (green =) YAW = Turn coordination and yaw damping PITCH 20-30° nose up pitch depending on speed/config (green =) 15° nose down protection (green =) AOA Vls (lowest selectable) if autoflight active, OR Alpha Protection/Alpha Floor (AT function), OR Alpha Max LOAD = -1 - +2.5 G clean 0 - +2.0 G flaps out SPEED High Speed protection: Vmo +6/Mmo + .01 Full down stick limit Vmo+30/Mmo+.07 ALTERNATE LAW PROTECTIONS BANK No bank angle protections Amber X 67° of bank YAW = YD only, no TC PITCH No pitch protections Amber X at 15° down/30°up AOA = No protections Aircraft will give Vstall warning “STALL-STALL-STALL” LOAD = same as Normal Law SPEED No high-speed protections DIRECT LAW PROTECTION BANK Same as Alternate Law (no protection, amber X) YAW Mechanical rudder PITCH Same as Alternate Law (no protection, amber X's) AOA Same as Alternate Law ("STALL-STALL-STALL") LOAD No protections SPEED No high-speed protections

Answer 7

Yes, you would be limited to a CAT I approach

Answer 8

11.5 qts + 0.5 qts / estimated flight hour

Answer 9

If the weather at the departure airport is below CAT I landing minimums for the departure airport, a takeoff alternate is required that meets the following requirements: Single-engine cruise speed Still air (Be within 330 NM of departure airport) Method 1 dispatch

Answer 10

BeSWiFT RATTY Beta target "Speed speed speed" (flaps 2-FULL/100-2,000 AGL) Wind shear reactive to 1300agl Flight Envelope Protections (airspeed scale) Tail: Rudder limiting Alternate law yaw Trim for THS Turn coordination Yaw damping

Answer 11

NAV TIME is the cumulate block time since the latest IRS alignment (fast or complete). On the MCDU POSITION MONITOR page, compare the deviation of each IRS position to the FMGC position and check that the values do not exceed the charted values. 5 hrs baseline number

Answer 12

On the ground Do not reset fuel pump or LiveTV CBs May reset any other CB provided the action is coordinated with MOC, and the cause of the tripped CB has been ID'd In flight Do not reset any CB unless the Captain judges it necessary for the safe continuation of flight, and only as a last resort. May only reset once. Do not reset LiveTV CB.

Answer 13

Rudder or THS out of range Flaps/slats Speed brakes Side stick fault Door Brakes hot Fuel tank low pressure Hydraulic pump low pressure Parking brake on Gen fault/Gen off/IDG disco

Answer 14

Yes. The YELLOW ELECTRIC pump will pressurize both the GREEN and YELLOW hydraulic systems VIA the PTU (Power Transfer Unit) when \> 500 psid between the YELLOW and GREEN hydraulic systems.

Answer 15

“Continuing” is called by the PF if ALS is in sight

Answer 16

(2) APU FIRE pushbutton SQUIB light/DISCH light

Answer 17

Y ELEC PUMP.......... Check Off CHOCKS ................. Check Installed PARKING BRAKE......OFF BRAKE PEDALS........ PRESS Apply maximum pressure on both pedals BRAKE PRESSURE......Check Pressure build-up should occur symmetrically and without delay on both sides. With full deflection of the brake pedals, pressure MUST be between 2000 and 2700 PSI on the triple indicator gauge. BRAKE PEDALS.........Release PARKING BRAKE.......On

Answer 18

A - As specified B - 3 calendar days C - 10 calendar days D - 120 calendar days L - CDLs - 365 calendar days R - NEFs - 120 calendar days

Answer 19

"Go around" because vertical speed has become greater than 1000 fpm, and the approach is no longer stabilized

Answer 20

**Method 1** * V1 to destination * 1000' above within 5 sm * All TO alternates **Method 2** * Cruise altitude to DD alternate * 2000' above within 5 sm STANDARD STRATEGY MCT @ M.78/300 Descend to LRC cig/speed Thence, idle/M.78/300/250 OBSTACLE STRATEGY MCT @ Green Dot Obs cleared: Use Standard Strat to accel to LRC Obs not cleared: Keep MCT @ Green Dot Thence, idle/M.78/300/250 33% increase in fuel burn over BEI burn Listed on dispatch release

Answer 21

CONF Full = Vls + 5 Conf 3 - Vls + 10, and 1.15 x LD

Answer 22

Green with both engines off Amber with one or both engines running

Answer 23

Dispatch/flight release Flight plan Latest available weather (METAR/TAF) NOTAMs Performance information (AWP or TLR) Weight and balance manifest

Answer 24

Frontier limitations prohibit the use of single-engine autoland approaches. However, if the flight crew determines it to be the safest course of action for the approach, they may use their emergency authority to complete the single-engine autoland approach. If the single-engine auto-land is used, it will be done in the “CONFIG FULL” configuration.

Answer 25

MEL is the controlling document until application of takeoff power. In flight, refer to MI/OEB/ECAM/QRH.

Answer 26

Cross track error deviation should be limited to .5nm SID/STAR must be retrieved from the nav DB by name Pilot must use FD or AP in LNAV Pilot must be able to engage the RNAV flight guidance no later than 500' AFE

Answer 27

Flight Warning Computer (altitude alerter) Flight Control Unit AP Transponder 2 PFD's 2 ADR's (Air Data Reference) (#1 is required) 2 DMC's (Display Monitoring Computer)

Answer 28

_TEST_ * Emergency call button * Type of emergency * Evac is anticipated * Signals (3) * Brace x3 * Remain seated x3 * Evacuate x3 * Time to landing _Cabin Advisory_ * Normal Call button * Nature of irregularity * New flight plan * Emergency Prep is not anticipated

Answer 29

US 6,000 - 200 6,001 - 14,000 - 230 14,001 - 265 Mexico 6,000 - 200 6,001 - 14,000 - 210 14,001 - 230

Answer 30

The outboard 3 slats on each wing are heated (3, 4, 5) The tail is not ice protected

Answer 31

Run the engine for 5 minutes at idle speed. If the leak disappears in those 5 minutes, no further action is required by the flight crew. If the leak is still present after those 5 minutes, maintenance action is required before flight.

Answer 32

In the event of an engine failure during TOGA, the sideslip index changes to blue. When this index is centered with the roll index, the sideslip equals the sideslip target for optimum performance. (ENG N1 \>= 80% with \> 35% difference in N1)

Answer 33

If appropriate visual references are in sight: AP off FDs off

Answer 34

Engine fire/APU fire Side stick fault/dual input L and R elevator fault FWC 1 and 2 fault Dual engine failure

Answer 35

25.5 V, which ensures a charge above 50% on the batteries

Answer 36

Preflight and postflight Postflight may be omitted if crew must proceed to customs, or if outbound crew is present

Answer 37

“FLAPS FULL” should not be selected on a single engine approach until the aircraft is established on the final descent to an assured landing. If a level off is expected during the final approach the approach and landing should be performed at “FLAP 3.”

Answer 38

Inhibits Slats retraction at high angles of attack and low speeds. Active when AOA \> 8.5° UP until \< 7.6°, or when airspeed \< 148 kts until \> 154 kts.

Answer 39

The weather is considered marginal if the ceiling is within 100 ft or the visibility is within 1⁄2sm of the minimums for the destination airport and the weather at the alternate airport is within 100 ft and 1⁄2sm of the derived alternate minimums.

Answer 40

* MFORS Amber X's on PFD Amber ALTN LAW: PROT LOST on ECAM _BYPALS_ * BANK - X's at 67 degrees * YAW - YD only * PITCH - X's at 30 up/15 down * AOA - Vls & Vsw * LOAD - Same as Normal * SPEED - _Modes_ * GROUND - Same as Normal * FLIGHT - Same as Normal, but goes to Direct with LG and AP off * No AOA protections - A/C will pitch down if slow, but side stick can override all the way to stall/"crickets" * No Vmax, but Vmo/Mmo exceedance will cause pitch up, which side stick can override _Jet Upset_ Entered with extreme attitudes After recovery from the unusual attitude, the following laws are active for the remainder of the flight: * Pitch: Alternate law without protections and with auto trim. * Roll: Direct law * Yaw: Alternate law There is no reversion to Direct Law when the landing gear is extended.

Answer 41

To visually confirm that the tow bar is disconnected

Answer 42

Yes, provided the ANTI-SKID & N/W STRG switch is on. The BSCU controls the anti-skid through the alternate servo valves.

Answer 43

Not to exceed 40% N1. Once the aircraft starts to move, very little thrust is required.

Answer 44

NORMAL LAW - Normal operating configuration of the system. **BYPALS** * Bank - 33/67 (45/40), roll rate demand * Yaw - TC & YD * Pitch - LF demand (AOA below A-Prot) * 0-3 - 25-30, (25/22) * _Full - 20-25 (25/22)_ * 15 down (13/10) * AOA - Vmax, Vls, A-Prot, A-Max, A-Floor * Load - Design structural * Speed - Vmo+6, Vmo+30 override **PHASES** * Ground - Direct proportional relationship between sidestick deflection and deflection of the flight controls. * Flight - TO + 5 seconds * Flare - 50' snapshot, 30' 8sec/2deg pitch down * Ground - Resets THS to 0

Answer 45

Initiates charging cycle. Look for 25.5V minimum, which ensures \> 50% battery charge If amperage does not drop, the crew must wait until the charging cycle of the batteries is complete (20 minutes) before re-testing. (ECAM ELEC page should show bat amps drop \< 60A within 10 seconds and continue to decrease.)

Answer 46

Yes. It may prevent the FMGC from automatically tuning a VOR/DME to compute a position.

Answer 47

RNAV 1 SIDs and STARs must maintain a total system error of not more than 1.0nm for 95% of the total flight time. (RNP 1.0) All pilots are expected to maintain route centerlines, as depicted by onboard flight guidance during all RNAV operations unless authorized to deviate by ATC or under emergency conditions. Cross-track errors/deviation should be limited to 0.5 NM.

Answer 48

Frontier is not authorized to conduct Circle to Land approaches. To perform a circle to land maneuver you must have at least 1000/3 or published circling minimums, whichever is greater FRONTIER AIRLINES DOES NOT HAVE ANY AIRCRAFT LISTED IN OPS SPECS C070 TO DO A CIRCLE TO LAND MANEUVER AT A PUBLISHED MDA BELOW 1000FT HAA.

Answer 49

MATCH the TLs to TOGA thrust, MASH the A/THR button, reset the TLs to CLB, re-engage A/THR.

Answer 50

2, however Parking an aircraft at the gate or within close proximity to equipment or structures requires a marshaller to guide the aircraft. One or more wing walkers may be used at the discretion of the marshaller, or the marshaller may determine wing walkers are unnecessary.

Answer 51

The approach must be briefed and flown as an autoland with the captain acting as the pilot flying CAT II or CAT III runway available The aircraft is autoland capable Both crewmembers are trained for autoland

Answer 52

No, if the aircraft is supplied with AC power

Answer 53

Normal Procedures - AOC Alternate Procedure QRH for RFL Vol II for Approach Climb limit Notes MEL correction factors do not necessitate use of "with failure" tables

Answer 54

Captain is the PF on the ground for the purpose of ECAM actions.

Answer 55

20' 100' either PFD to ISIS 300' either PFD to mechanical

Answer 56

FO normally performs these tests, but the Captain can also complete them

Answer 57

Autopilot coupled, add 15% to landing distance

Answer 58

Only Systems Operations Control (SOC) has the authority to cancel a flight.

Answer 59

* Prior to the first flight of the day. If a crewmember change occurs, the Captain should complete an additional crew briefing with the new crewmember prior to that flight. If a crew briefing cannot be accomplished prior to the first flight of the day or prior to the flight in the event of a crewmember change, the Captain should ensure that at least the FO and preferably the “A” FA have received the crew briefing. The briefed FA will then be responsible for briefing the other FAs in this situation, and those FAs who were not briefed by the Captain should try to stop by the flight deck prior to departure to identify themselves as crewmembers to the Captain.

Answer 60

The Captain and Dispatcher are jointly responsible for the preflight planning of each flight and shall determine the suitability of the weather, field, traffic and airway facilities on that particular flight. Both the Captain and the Dispatcher have the authority to delay the flight. If during the course of operations, the PIC or Dispatcher determine the flight cannot be completed safely, the PIC may not allow the flight to continue to the planned destination.

Answer 61

* If the inop item is under MEL, use "without failure" flow chart. MEL CONSIDERATIONS Some MEL items may affect landing distance. For these items, the MEL provides a coefficient that the flight crew must apply on top of the computed In-Flight Landing Distance. AN MEL IS NOT AN IN-FLIGHT "FAILURE." THEREFORE, IF NO QRH PROCEDURE HAS BEEN APPLIED IN FLIGHT, AND AN MEL IS PRESENT, USE THE "WITHOUT FAILURE" QRH COMPUTATIONS. GENERAL FORMULA OF THE LANDING DISTANCE ASSESSMENT Taking the above into consideration, the flight crew should determine the landing distance (either with or without failure), called the Factored Landing Distance in the QRH, following the below general formula: The QRH now contains two flow diagrams designed to simplify/clarify the Landing Performance computation procedures: * METHOD TO DETERMINE AIRCRAFT PERFORMANCE AT LANDING WITHOUT OR WITH FAILURE * METHOD TO DETERMINE AIRCRAFT PERFORMANCE AT LANDING WITH SEVERAL FAILURES ABNORMAL OPERATIONS The calculations for Vapp and Landing Distance with “failure” are similar to the “without failure” computations as described above. The “METHOD TO DETERMINE AIRCRAFT PERFORMANCE AT LANDING WITHOUT OR WITH FAILURE” flow chart should be used unless there are multiple failures affecting landing performance. For multiple failures, use the “METHOD TO DETERMINE AIRCRAFT PERFORMANCE AT LANDING WITH SEVERAL FAILURES” flowchart (This chart is to be used for separate failures affecting landing performance, not Secondary failures that are a part of the Primary failure. The impact of Secondary failures is included in the landing performance tables for the Primary failure).

Answer 62

For Managed/Selected and Selected/Selected NPAs, the flight path director (TRK-FPA) will be used because it allows the pilot to set the desired FPA for approaches that use selected vertical guidance and enables the FPV (“bird”) when the flight directors are turned off for the visual transition to landing.

Answer 63

\< 3/4 SM or 4000 RVR Autopilot available 115% of LFD must be available

Answer 64

Multiple computer failures. Amber USE MAN PITCH TRIM on PFD Pilot control inputs are transmitted unmodified to the control surfaces, providing a direct relationship between sidestick and control surface. Control sensitivity depends on airspeed and NO auto trimming is available. If the flight controls degrade to Alternate Law, Direct Law automatically becomes active when the LG is extended, if no AP is engaged. If an autopilot is engaged, the airplane will remain in Alternate Law until the autopilot is disconnected. There are no protections provided in Direct Law. However, overspeed and stall aural warnings are provided. The PFD airspeed scale remains the same as in Alternate Law. FMA displays amber MANUAL PITCH TRIM ONLY Behaves like conventional aircraft No auto trim Rudder pedals required for TC Alternate Law pitch reverts to Direct Law with LG down and AP off

Answer 65

5/5/5, with HIRL and CL

Answer 66

If the aircraft starts to move with the parking brake on, immediately release the parking brake and restore braking with the pedals

Answer 67

A successful reset must be entered into the aircraft logbook as a “CR” (Computer Reset) item. If a computer/system cannot be successfully reset, it must be entered into the aircraft logbook as a discrepancy.

Answer 68

Never: Whenever an MDA or MDH is published for an approach, we must use a DDA and constant FPA/descent to the DDA.