Brainscape's Knowledge GenomeTM

Browse over 1 million classes created by top students, professors, publishers, and experts.


See full index

E Captain > SOP > Flashcards

SOP Flashcards

1
Q

Seatbelt

A
  • When turbulence should be ON by either crew
  • The Commander has the final authority to turn OFF
  • OFF when climb passing 10000’ AAL , MSA which is higher , 5000’ AAL if flight time <1hr
  • ON when descent passing 15000’ AAL , after refueling by CM1 only
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
2
Q

Exterior Light

A

Wing light should not be use on ground as they may blind other traffic
NOSE & RWY TURN OFF light shall be OFF when positive identification of VDGS , marshalling bat/torch
NAV light position 1 during all conditions
- while on ground
- all night operation
- during LVO
Landing light should be extended/retracted passing 10000’ AAL when
- Strobe unserviceable
- Increased visibility
- threat bird
- Operating at high Altitude airport (only Climb phase)
turn off beacon light when all ENG spooled down to N1 <10%

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
3
Q

Brake temp condition that require maintenance action

A
  • temp different between 2 brakes of a gear >150celcuis & 1 brake >=600c
  • temp different between 2 brakes of a gear >150celcuis & 1 brake <=60c
  • Different average temp between 2 gear brakes >= 200c
  • temp of 1 brake exceeds 900c (800celcuis for 321)
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
4
Q

Immediately select REV MAX if any following occurs during landing

A
  • Emergency
  • Failure effect the landing performance
  • Long flare , Long touchdown
  • unexpected Tailwind
  • Deceleration is not as expected
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
5
Q

Sidestick

A
  • PF should not disengage the AP by sidestick “instinctive reaction”
  • takeover push button at least 40sec to deactivate the failed sidestick
  • reactivate a deactivated sidestick by pressing the takeover pushbutton
  • RED light will come ON in front of pilot whose deactivated sidestick
  • GREEN light will come ON in front of pilot who has taken control if other sidestick is not neutral position (เป็นการบอกว่าอีกฝั่งขยับอยู่)
    (ไฟเขียวกับแดงไม่ขึ้นพร้อมกัน)
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
6
Q

Emergency Equipment

A
  • Life vest หลังเก้าอี้ / ใต้ Jump Seat
  • Axe ข้าง Jump Seat
  • Oxygen mask ขวาหลัง FO เช็ค pressure
  • PBE / Smoke hood ด้านขวาหลัง FO / humanity indicator not pink
  • BCF / Fire extinguisher ใต้ oxygen mask / Pressure Gauge needle in green zone
  • Flash light ใต้ไมค์ red light flash every 3-7sec
  • Rope บนหัว
  • Fireproof Glove 2 อัน ข้าง Jump Seat
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
7
Q

Thrust Reduction , Acceleration Altitude , NADP

A

follow NADP & SID first then
400’/400’/ENG OUT ACC เสมอ
***Engine fail -> TOGA to gain SRS Go-around (because below EOACC altitude)
on course track >75degree from runway track & reach specific Altitude before turn
use Greendot Speed until turn 45 from track Opticlimb , 250 below MSA
EOACC Alt default 800’ AAL / Miss Approach ACC Alt default 1500’ AAL

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
8
Q

QFE

A
  • obtain QNH from ATIS/ATC & enter in FMGS
  • set ISIS/Standby Altimeter to QFE
  • When clear below Transition Level set both Primary Altimeter to QNH
  • ATC clearance will be QFE below Transition Level
  • Use conversion table in the Chart
  • if Height in QFE are not in chart use QRH conversion table then add airport elevation to set FCU
    Dont use Electric Metric Altimeter for reference
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
9
Q

*Weather Radar

A
  • recommend TILT auto mode during all fight
  • range 80nm on PF ND 80nm , 160nm on PM ND
  • Avoid all red or magenta cells by at least 20nm
  • severe turbulence up to 5000’ above a cell
  • Storm tops above FL350 are hazardous
  • H (feet) = d (NM) x Tilt (degrees) x 100
  • Slowly SCAN weather up to 15degree on T/O
  • Reduce GAIN 1 step at a time to find best path
  • Minimum 40nm for decision
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
10
Q

Pack

A
  • OAT < 20celcius / APU Bleed OFF , Pack OFF
    20celcius <= Cabin Temp <= 26celcius / APU Bleed ON , 1 PACK ON
    26celcius < Cabin Temp / APU Bleed ON , 2 PACK ON
  • LO when number of occupants below 141 (320) , 168 (321)
    HI when abnormal hot & humid conditions
  • range temp 24 +/- 6celcius
  • should switch Pack on each flight to prevent excessive wear of 1 pack
  • during OETD OETA pack 2 should be OFF
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
11
Q

IRS alignment

A

Complete IRS alignment (>5sec)
- first flight of the day
- crew change
- depart airport located between latitudes 2degree North & 2degree South
- GPS not available in flight time > 3hr , poor NAVAID coverage route
Fast alignment if Complete alignment is not necessary & difference between IRS & FMGC >= 5nm
NAV TIME is cumulated block time since latest IRS alignment (fast or complete)
if OAT >= 30 flap must be retracted before perform IRS alignment prevent RTLU mechanic stop
mechanic ง้าง -> “Return to low Speed” -> “Open Loop”

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
12
Q

Green dot Speed

A
  • type 320 = 2*GW/1000 + 85
  • type 321 = 1.5*GW/1000 + 110
  • Green dot speed by Fly smart & FMGS difference of 2kt or more indicate discrepancy exists
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
13
Q

Taxi Speed

A

Taxi Speed Dry/Wet/Contaminated
- Taxi Speed 30/20/10
- Vacate Runway , Backtrack 45/20/10
- 90degree Turn 15/10/5

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
14
Q

FINAL APP Guidance acceptable

A
  • 0.1degree difference between vertical path MCDU and chart
  • 1degree difference between lateral track MCDU and chart
  • 3degree difference between lateral track MCDU and chart for NAVAID approach
  • BARO setting maximum discrepancy between altimeter 100’
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
15
Q

Press the APPR push button when

A
  • Clear for the approach
  • (ILS or LOC) intercept trajectory
  • (ILS or LOC) LOC deviation available
  • (FINAL APP) TO waypoint is FDP
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
16
Q

Approach phase Call out

A

Approach phase Call out
- “SPEED” -> VAPP -5/+10
- “SINK RATE” -> V/S 1000’/min
- “PITCH” -> Pitch <(-2.5)degree , >10degree (320) / > 7.5degree (321)
- “BANK” -> 7degree
- “LOC” “GLIDE”-> 1/2 dot
- “V/DEV” -> 1/2 dot
- “CROSS TRACK” -> 0.1nm
- “COURSE” VOR 1/2dot , 2.5degree / NDB 5degree
- altitude check point -> __ft high or low
Landing phase Call out
- “Pitch Pitch”
- “Bank Bank”
Go around phase Call out
- “PITCH” pitch <10 , >20
- “SINK RATE” no climb rate
“Passing (Fix name) ___ft” -> FDP
order FCU “MANAGE” = push button / only FL said before order -> “FL190 MANAGE”
“Speed Check” check speed tape “Flap XXX” check lever position on ECAM Upper display

16
Q

Visual APP

A
  • AP off , both FD off , FPV recommend , A/THR recommend
  • ใช้ FD ได้จนถึง base leg
  • LS on ได้ใน final approach
  • FLAP 2 before approach
  • Extend downwind 3sec/100’ (+/- 1sec for wind)
  • Landing config at base leg
  • Stabilize at 500’
  • Strongly recommend to turn off both FD to ensure A/THR in speed mode
17
Q

Glide interception from above

A
  • at least CONF 2 + Landing gear down
  • APPR Mode ARM
  • FCU set Above or Below
  • V/S 1500ft/min initially -> 2000ft/min (speed increasing to ward VFE)
  • Use Speed Brake (ไม่ได้มีเขียน แต่ใช้ได้)
18
Q

ECAM SD page CRUISE check

A
  • ENG -> Oil pressure & temp
  • BLEED -> Parameter
  • ELEC -> Parameter & GEN load
  • HYD -> Slight decrease in quantity is normal / Fluid contraction during cold soak can be expected / Green system is lower than on ground following landing gear retraction
  • FUEL -> Fuel distribution
  • COND -> Duct temp compare with zone temp avoid large different for passenger comfort
  • F/CTR -> not any unusual control surface
  • DOOR -> Oxygen pressure
19
Q

Communication

A
  • Headset use from Pushback/Engine Start -> FL 200 -> Parking
  • Ensure SELCAL check is carried out on both HF sets during initial contact
    before tuning HF2 to secondary frequency
  • Cockpit to cabin communication should be handled by the PM after a positive transfer of radio communication to the PF
20
Q

Battery

A
  • on Preliminary if aircraft not supplied 6hr or more
    BATT OFF & BATT > 25.5V to ensure a charge above 50%
    if not , charge cycle 20min is required for start APU
  • if APU is start by Battery only it should start within 30min after BATT Auto
    (35min after battery AUTO battery charge <25% max capacity)
  • on Cockpit Preparation BATT OFF then ON
    after 10sec check current charge below 60A & decreasing
    if not , wait until charge cycle end then check again
21
Q

Anti Ice (Ice shedding)

A
  • on ground when WING anti-ice ON valve open for self test about 30sec
  • in flight when icing condition ENG Anti-ice must be ON except SAT below -40celcius
    in flight when icing condition WING Anti-ice may be ON to prevent ice accretion on leading edge
    in flight when icing condition WING Anti-ice must be ON if evidence of ice accretion
    such as ice on visual indicator, wiper, SEVERE ICE DETECTED alert
  • on ground icing condition when OAT <3celcius , Engine vibration
    set parking brake , pedal brake then accelerate engine to 70% N1 for 30sec interval time <=30min (50% N1 for 5sec interval time <= 60min for NEO&321)
  • consider taxi in time from previous flight as total taxi time unless deicing
22
Q

*Save Fuel

A
  • Operating at higher CI to gain time due to delay is not permitted
  • Altitude below Opt Cruise 4000’ will significant penalty 5% fuel / 8000’ will penalty >10%
  • Approximately 3.4% of any additional fuel is burnt per hour of flight
  • Optimum climb save 40kg per flight
23
Q

Flight Management Guidance

A
  • below 10000’ with AP , input which affect flightpath can be performed by PF , request to PM
  • when AP off All FMGS input will be request by PF & perform by PM
  • if the AP off , PM select intended modes & targets on FCU upon PF request
  • any FMA modification must be announced
  • if not using FD orders , turn off FD
24
Q

Brake

A
  • Avoid excessive Manual Brake > 100kt it can result in Thermal Oxidation , disengage should be approaching 45kt
  • DECEL light appear when the actual deceleration 80% of selected rate
  • Brake temp limit 300c before T/O (150c with brake fan) ensure that in case hydraulic leakage will not ignited
  • during Taxi out if an arc is displayed on WHEEL SD page set ON BRAKE FAN
  • Brake Fan should not be used during T/O to avoid FOD to fans & brakes
  • Before 20kt DISENGAGE Auto Brake to avoid brake jerk at low speed
  • PF announces “MANUAL BRAKING” if pedal brake used
    PM announces “AUTOBRAKE OFF” if Autobrake disengages , no “MANUAL BRAKE” call out
  • for 321 “Spoiler Reverse Green Brake Low Decel” due to BRK LO on FMA
  • Autobrake Activated when wheel speed >40 kt & spoiler extension (wheel speed >72 kt)
  • If brake temp >500c (350c with brake fan) avoid apply parking brake unless necessary
  • brake fan using if brake temp >500c, 5min after L/D, approaching gate(vacate runway for neo)
    Use Brake Fan before Aircraft reach gate to prevent blowing carbon brake dust to ground person
  • PARK BRK handle OFF if brake hot -> prevent critical structures from being exposed to high temp
25
Q

Reverser

A

Reverser
- If ground spoilers are not armed -> extend at reverser thrust selection
- if no spoiler extend -> check thrust lever set to IDLE / set both thrust lever to MAX REV & fully press brake pedals
- 70kt REV IDLE (unless required due to emergency) to prevent gases reentering the compressor by distortion of airflow cause engine stall result in excessive EGT
- On snow the reverser should be stowed when aircraft speed reach 25kt
Select REV IDLE on WET runways
- FLD (1.15 LD) must be equal or less than full runway LDA regardless of autobrake & runway condition
- landing distance has been made with -> MEDIUM TO POOR landing performance / no reverser credit

26
Q

Choosing Auto Brake & Flap

A

Choosing Auto Brake & Flap
1. For all landings FLD (1.15 LD) of the selected landing configuration must be equal or less than runway length
2. However to avoid unduly high autobrake (MED) , FLD may exceed LDA as long as all following satisfied
- RWYCC 5,6
- Autobrake LOW LD < LDA
- Manual brake FLD < LDA
if(Flap 3 Autobrake LOW FLD <= LDA) use Flap 3 Autobrake OFF (Manual Brake only required <100kt)
if(Flap 3 Autobrake LOW LD <= LDA) use Flap 3 Autobrake LOW (RWYCC 5,6/Manual Brake FLD<LDA)
if(Flap 3 Autobrake MED FLD <= LDA) use Flap 3 Autobrake MED
if(Flap Full Autobrake MED FLD <= LDA) use Flap Full Autobrake MED
if(Flap Full Manual Brake FLD <= LDA) use Flap Full Autobrake MED(Maximum Brake after touchdown)
else Landing Not Permit
The Company recommends using CONF 3 REV IDLE for all normal landings
- For all landings FLD (1.15 LD) of the selected landing configuration must be equal or less than full runway landing distance available
- LD < LDA
- Tailwind <= 10kt CEO , <= 15kt NEO
- Runway not contaminated

27
Q

*Cockpit Preliminary มี * ทำทุกขา

A
  • First exterior inspections check WHEEL CHOCKS / LANDING GEAR DOOR / APU AREA
  • Dont pressurize hydraulic until ground clearance obtain
  • APU auto shutdown & discharge fire extinguisher if APU fire test > 3sec
  • when electric supplied by Battery, only right dome light is on
  • RESERVOIR FLUID LEVEL Check within normal range
  • OXY FCOM check when half amber box (<800)
    OXYGEN page Ref temp = (OAT + Cockpit Temp)/2
  • ENG page oil quantity >=15qt or 9.5 + 0.5 qt/h (CEO), 8.9 + 0.45 qt/h (NEO&321)
  • never use rain repellent to wash windshield & on dry windshield
  • AIRCRAFT ACCEPTANCE must be complete at the end of Cockpit Preparation
28
Q

*Cockpit Preparation

A
  • All White Light OFF except GEN FAULT LIGHT & maintenance panel
  • Dont transmit on HF during refueling operations
  • ถ้าไม่บิน RVSM , ATC SYS 1 only (only SYS 1 in emergency electric configuration)
  • Conservative used in wind variable FMGS set (ให้ใส่ tail wind ที่มากที่สุดเสมอ)
    THR RED / ACC ALT สามารถใส่ได้เลยนอกนั้น CM2 CALLOUT CM1 INSERT
    insert T/O shift value
  • Barometer maximum difference 20’ both PFD / 100’ ISIS & PFD / 300’ Standby altimeter & PFD (75’ diff กับ CHART)
  • LDG ELEV AUTO & STS & RCL check
  • Disconnect External power while EXT PWR ON may cause injury to engineer
  • WINDOWS & DOORS check red ring / cockpit door / ECAM DOOR page
  • CM1 amend LTS with LMC
    LMC 500kg
29
Q

*Taxi

A
  • if ECAM not display NW STRG DISC memo, but ground crew confirm tow pin in position dont start Engine during pushback to avoid damage to nose landing gear upon Y HYD pressurization
  • Dont use brake during pushback unless emergency
  • “Cabin Crew be seated for T/O” as soon as practical after receiving the cabin ready signal
  • After reset rudder trim flight crew may observe indication up to 0.3degree (L or R)
  • OETD maintain taxi in straight line during at least 5sec after EMG2 Master lever ON to ensure PTU auto test complete
  • OETD Yellow Electric pump ON providing nosewheel without using PTU
  • ENG IGN (T/O do only CEO) -> standing water runway / heavy rain / severe turbulence expected
30
Q

*T/O & Climb & Cruise

A
  • To counter the nose up effect of setting engine T/O Thrust, apply full forward sidestick until speed 80kt. Release sidestick gradually to reach 100kt
  • Wheel Speed 130kt connection between nosewheel steering & rudder pedal is removed
  • initiate the rotation with rate 3degree/sec to pitch altitude 15degree (12.5degree 1 Engine fail)
  • if tailstrike occurs avoid flying at an altitude requiring a pressurized cabin
    and return to origin airport for damage assessment
  • “positive climb” when V/S is positive & radio altimeter has increased
  • selecting pack on before reducing T/O thrust would result in an EGT increase
  • When Climbing <10000’ AAL(OM เขียน MSL) pilot may accelerate to ECON CLB Speed above MSA
  • MAX REC FL give the aircraft 0.3g buffet (may enter FL above provided that it does not exceed 0.2g buffet otherwise “CRZ ABOVE MAX FL”)
  • Enter new wind & temp each WPT where wind differs by >30degree , 10kt , temp 3degree
  • if GPS PRIMARY LOST & ACCURACY LOW
    check accuracy (position error <= 3nm is reliable) , if not reliable -> raw data
31
Q

*Descent & Approach

A
  • Speed limit 250kt must not be exceeded below 5000’ AAL
  • LDG ELEV AUTO check
  • If NAV ACCURACY LOW dont use TERR ON ND
  • no call out is required if GPS PRIMARY is available
  • EARLY STABILIZED APPROACH enter VAPP at FDP (selected guidance, high glide path, low alt IF)
  • when aircraft below FCU alt , flight crew must apply GO AROUND (cant discontinued approach)
  • On WET runways with RWYCC not reported , landing performance MEDIUM
  • On WET runways in heavy rain with RWYCC not reported , landing performance MEDIUM TO POOR
  • At least 1 triangle on each landing gear strut on WHEEL page is sufficient to indicate that gear is lockdown
  • if residual pressure indicated on triple indicator -> RESIDUAL BRAKING PROC on QRH (แค่ CEO)
  • 15nm from touchdown activated APPR phase if not in NAV mode
  • FLAPS 1 should be selected more than 3nm before FDP
  • GS 10nm +/- 8degree from centerline & 1.75nominal angle above 0.3nominal angle below
  • Decelerate Approach FLAPS 1 & S speed >= 2000’ on final descent
    Flap 2 at 1 dot below flight path
  • for FINAL APP 1nm before FDP FPA Set , 0.3nm FPA Pull
  • for FINAL APP at minimum -50’ if AP engage “DISCONNECT AP FOR LDG” will remind that Autoland is not available
  • เครื่องเก่าๆติด AP ทำ one Engine NPA “FINAL APP” ไม่ได้ ใช้ได้แต่ FD
  • RNAV with LNAV/VNAV cannot NAV FPA , TRK FPA
    RNAV with LNAV can NAV FPA (cross-reference table)
32
Q

*Landing & Parking

A
  • To minimize flaps wear , extend flaps at VFE NEXT -15kt , Recommend Gear extension VLO -10kt
  • Ground Spoiler extension inhibit if thrust lever remain above IDLE detent
  • CHRONO should be started once the aircraft has touched down
    if REV MAX using CHRONO should be started when REV IDLE
  • 350’ Autoland “LAND MODE” if ILS course pointer & runway track diff >5degree perform go around or visual landing
  • 10’ Autoland “RETARD” callout trigger
  • DECEL callout confirmed by the speed trend on the PFD
  • OAT > 30celcius , no refuelling is required -> keeping CONF1 to prevent AIR WING LEAK on hot weather condition
  • In case ACCU PRESS not in green band, chock are required before Engine 1 shutdown
  • operate the engines idle for cooling period of 3min before shutdown in order to thermally stabilize
  • for NIGHT operation a pair of lighted torch is MANDATORY
  • Turn off beacon light when all ENG spooled down N1<10%
  • after shutdown ADIRS wait 10sec before shutdown electric to ensure ADIRS memorize recent data
  • before BATT OFF wait until APU flap fully close (2min after APU AVAIL light out)
    ETC
33
Q

*ETC

A
  • First T/O of the day crew should carry out full Emergency briefing to cover a reject T/O
    For a subsequent flight on the same day with the same crew “Standard Reject Briefing”
  • Sterile Cockpit when aircraft <10000’ AAL
  • Preliminary & Securing Checklist are READ & DO procedure carried out by CM2
  • both TERR ON ND when operating in mountainous area <10000’ AAL,MSA / PF should deselect if Weather Radar required (แต่ใน procedure เขียนว่า radar on PF / TERR ON ND on PM)
  • The PF will have 1 hand on the Thrust lever form a minimum of 1500’ AAL
  • if Aircraft below profile V/S -1000’
  • to avoid TCAS RA on last 2000’ climb or descent limit V/S to 1500’ especially in busy airspace
  • transfer duty read FMA + FL “you have control”
  • Minimum Pavement for 180degree turn 30m for A320 / 32m for A321
  • get ground crew clearance before using the electric pump
  • 320 Gear Not Compress / Compress -> 13.7 / 11.7
    321 Gear Not Compress / Compress -> 11.2 / 9.7
34
Q

Engine Start

A
  • In case electrical power supply interrupt during start sequence (loss of ECAM DU) abort start
    then perform 30sec dry crank (FADEC limit N2 to 30%)
  • Parameter call out is not mandatory
  • The Engine may not start at first attempt flight crew should not abort the start while FADEC automatically manage a second attempt
  • After Start to avoid thermal shock pilot should operate engine at idle 2min (3min for neo,321) (5min if OAT -29c) before advancing thrust lever to high power
  • fuel leak from engine drain mast -> idle 5 min ,if leak still present -> shutdown & maintenance
  • PTU Fault is trigger if last engine start within 40sec following the end of cargo doors operation

E Captain (11 decks)

Brainscape helps you reach your goals faster, through stronger study habits.
© 2024 Bold Learning Solutions. Terms and Conditions