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1 Airbus A320 > SOP L2L3 > Flashcards

SOP L2L3 Flashcards

1
Q

If the APU is started on batteries only, it should be started within

A

30 min after the selection of batteries to AUTO (35 min after battery selection to AUTO, the battery charge is less than 25 % of maximum capacity).

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2
Q

Use VHF 1 for ATC, because

A

(only VHF 1 is available in emergency electrical configuration)

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3
Q

if the flight crew presses the APU FIRE test pb for more than 3 seconds.

A

The automatic shutdown of the APU and the discharge of the APU fire extinguisher bottle may occur

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4
Q

For more information on the APU start Manual shutdown sequence: ‐ The ON light on the MASTER SW pb-sw, and the AVAIL light on the START pb go out ‐ If the aircraft was using APU bleed air …

A

the APU keeps running for a cooling period of 60 to 120 s ‐ At 7 % the air inlet flap closes. ‐ When pressed, initiates APU operation

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5
Q

APU starting sequence: ‐ Electric power goes to the APU system;

A

the ECB performs a power-up test ‐ The APU air intake flap opens ‐ The APU fuel isolation valve opens ‐ If no fuel tank pump is running, the APU fuel pump operates ‐ If the aircraft has ground power or main generator power, the APU page appears on the ECAM display. ‐ When pressed, the APU shutdown sequence begins

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6
Q

According to AZUL’s internal policy, right after the APU startup,

A

the GPU must be turned off

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7
Q

Do not use APU BLEED, if the ground personnel confirms that a LP or HP ground air unit is connected to the aircraft. To determine if an HP ground air unit is connected,

A

the flight crew should also check on the BLEED SD page, if there is pressure in the bleed air system.

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8
Q

OVH temperature knob range:

A

Full range temperature 24 ± 6 °C

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9
Q

The IRS alignment or realignment includes the following two steps:
‐

A

Alignment: Gyro and accelerometers prepare for the NAV computation. ‐ Position Initialization: Navigation starting point is set

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10
Q

During a complete alignment,

A

IRS use gravity and the earth’s rotation to determinate the aircraft attitude and true heading, and IRS estimate a current aircraft latitude.

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11
Q

During a fast alignment,

A

IRS reset the ground speed and some internal filters to 0, but IRS do not estimate the aircraft position.

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12
Q

check the taxi-in time of the previous flight in icing conditions with OAT at

A

+3 °C (37 °F) or below recorded in the logbook.

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13
Q

in icing conditions with OAT at +3 °C (37 °F) or below recorded in the logbook. This time will be used to determine the remaining taxi-out time before

A

the next engine acceleration for ice shedding

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14
Q

During engine operations on ground in icing conditions, and with OAT at +3 °C (37 °F) or below, ice accretion may affect the

A

engine fan blades, spinner, or stators of the low pressure compressor.

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15
Q

At +3 °C (37 °F) or below, The maximum time to next engine acceleration is the difference between

A

60 min and the taxi-in time of the previous flight recorded in the logbook

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16
Q

When not to perform a rolling takeoff:

A
  1. When penalize the payload; 2. Contaminated runway; 3. Heavy rain; 4. Low Visibility 5. Technical conditions that may affect braking efficiency; 6. SBSP and SBRJ Operations; 7. Narrow Runways (less than 45m width).
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17
Q

The ACCU PRESS indication must be in the green band. If required use the

A

electric pump on yellow hydraulic system to recharge the brake accumulator.

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18
Q

A/C PACK FLOW selector low:

A

LO : If the number of occupants is below 141 (A321) 168

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19
Q

There is a possibility of fuel spillage.

A

If the FUEL MODE SEL pb-sw is unduly left in the MAN position on ground, when the CTR TK L XFR pb-sw and CTR TK R XFR pb-sw are not in the OFF position

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20
Q

select SYS 1 if AP 1 is used, and SYS 2 if AP 2 is used.

A

For RVSM operations

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21
Q

Check that the difference between each altitude indication (in the QNH reference) displayed on PFDs and the airport elevation is less than
.

A

75 ft

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22
Q

If NOTAMs warn of any unreliable or unserviceable DME or VOR/DME, access the

A

SELECTED NAVAIDS page, and deselect the related NAVAID.

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23
Q

The characteristic speeds displayed on the MCDU (green dot, F, S, VLS) are computed from

A

the ZFW and ZFWCG entered by the crew on the MCDU

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24
Q

If the flight is cleared for a close-in turn or close-in altitude constraint, the flight crew may preselect

A

green dot speed on the PERF CLB page. Once the CLB phase is active, the preselected speed will be displayed in the FCU speed window and on the PFD (blue symbol). Once the turn is completed or the altitude cleared, the pilot will resume the managed speed profile by pressing the SPD selector on the FCU

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25
Q

the pilot may cancel the CLB or CRZ preselected SPD/MACH prior to activating the related phase, by

A

selecting ECON on the PERF CLB or CRZ pages.

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26
Q

QNH - the maximum difference is:

A

±20 ft between both PFDs

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27
Q

QNH - the maximum difference is:

A

±100 ft between ISIS and PFDs

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28
Q

On the ECAM DOOR/OXY SD page: REGUL LO PR message…CHECK OFF PF-PM Note: The crew must perform this check after having checked all masks. It ensures that

A

the LP valve is open, (due to residual pressure between the LP valve and the oxygen masks, an LP valve failed in the closed position may not be detected during the oxygen mask test).

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29
Q

Check that the CAB PRESS SD page page displays LDG ELEV AUTO, to confirm

A

the correct position of the LDG ELEV knob

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30
Q

ECAM warning and ECAM caution messages are listed in the

A

“MEL Entries” section

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31
Q

ECAM advisory and ECAM memo messages are not listed in the

A

“MEL Entries”.

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32
Q

After refueling: up to 6t

A

400kg

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33
Q

After refueling: between 6t and 12t

A

500kg

34
Q

After refueling: more than 12t

A

600kg

35
Q

Request departure clearance in the suitable time, according to local regulations. The request can be submitted anytime

A

prior to or after departure briefing.

36
Q

According to operational conditions, Flexible Takeoff method should be used. However, it is not permitted on

A

contaminated runways. In SBSP Flexible takeoff is not permited with WET runway

37
Q

If the ECAM does not display the NW STRG DISC memo, but the ground crew confirms that the tow pin is in the towing position, do not start the engines during pushback in order to

A

avoid possible damage to the nose landing gear upon yellow hydraulic pressurization

38
Q

Single engine taxi out is dis-considered if any of following situations apply:

A

AIR CONDITIONING; • APU; • ELETRICAL POWER; • HYDRAULIC POWER; • PNEUMATIC.

39
Q

SETO - The APU generator provides power to prevent electrical transients and enable galley and IFE operation. Closing the APU BLEED prevents

A

engine exhaust gases ingestion in the air conditioning system.

40
Q

If the APU is shut down, the remaining engine should be started using

A

the Crossbleed Engine Start procedure

41
Q

SETO - Y electrical pump on - This pressurizes the yellow hydraulic system, providing

A

nosewheel steering without using the PTU.

42
Q

Starting Eng 2 - Y electrical pump off - The yellow electric pump must be set to OFF to

A

enable PTU automatic test during engine 2 start.

43
Q

Starting engine 2 - Wait 10 s before the ENG 2 start, in order to

A

ensure that the bleed system valves are no longer in transit. This time delay will prevent ENG 1 stall.

44
Q

If, during the engine start, the ground crew reports a fuel leak from the engine drain mast, run the engine

A

at idle for 5 min

45
Q

Engine 2 is usually started first. It powers the

A

yellow hydraulic system, that pressurizes the parking brake.

46
Q

if the last engine is started within 40 s following the end of the cargo doors operation

A

A PTU FAULT is triggered

47
Q

When the engines have started, the CM1 sets the ENG MODE selector to NORM to

A

permit normal pack operation

48
Q

On ground when wing anti-ice is switched on, the anti-ice valves open for about

A

30 s for self-test sequence, then close as long as the aircraft is on ground.

49
Q

If STS apppears on the WD,

A

press the STATUS pb to display the STATUS page.

50
Q

the connection between nosewheel steering and the rudder pedals is removed

A

At 130 kt (wheel speed)

51
Q

Takeoff PM Scan

A

airspeed, N1/EPR, and EGT throughout the takeoff.

52
Q

At heavy takeoff weight, the S speed on A321 may be higher than the MAX speed of configuration 1 + F (225 kt). Continue to

A

accelerate and on reaching 210 kt the automatic flap retraction will occur and the MAX speed will move to 243 kt.

53
Q

Takeoff- speed and pitch before TRH RED ALT

A

V2+10 (max 18 degrees)

54
Q

Takeoff- speed and pitch after TRH RED ALT

A

Initial climb speed and FD or 10 degrees

55
Q

OPT FL is a function of the

A

cost index (CI).

56
Q

Cruise - Green system is lower than on ground, following

A

landing gear retraction

57
Q

WHEN OVERFLYING A MANUALLY ENTERED WAYPOINT ‐ Check

A

track and distance to the next waypoint ‐ Check the wind and update it if the current wind is significantly different.

58
Q

Check that the sum of the fuel on board and the fuel used is consistent with the fuel on board at departure: • If the value is abnormally negative, suspect

A

a fuel leak • If the value is abnormally positive, suspect a fuel quantity overread

59
Q

Monitor the navigation accuracy, particularly if any of the following occurs: ‐

A

IRS only navigation ‐ The PROG page displays LOW accuracy ‐ The NAV ACCUR DOWNGRAD message appears on the MCDU.

60
Q

When in IRS/GPS mode, the GPS PRIMARY status combines two different criteria:

A

The accuracy criterion previously described (HIGH/LOW accuracy) ‐ An integrity criterion: This is the capability to detect a failure and provide appropriate warning of it. This criterion indicates the confidence that the flight crew can have in the FMS position.

61
Q

When GPS PRIMARY mode is lost, the flight crew must

A

periodically check this position accuracy.

62
Q

FCTM Airbus recommends to crosscheck at dispatch, in addition to the regulatory performance requirements, that in the forecast conditions, the

A

FLD for the planned mass is less than the available runway length (LDA). This check should be made for both the destination and the destination alternates

63
Q

In the case of strong or gusty crosswind above 20 kt, VAPP should be at least VLS +

A

5 kt; the 5 kt increment above VLS may be increased up to 15 kt at the flight crew’s discretion.

64
Q

If a TOO STEEP PATH message is displayed after the FDP, do not use

A

FINAL APP guidance for approach

65
Q

For Wet Runway, REV

A

MAX is mandatory

66
Q

ConfA RWY length/width equal or more than

A

2.200 x 45.

67
Q

If the performance credit is approved on a PFC/GROOVED runway, then the runway condition may be set on

A

DRY for WET PFC/GROOVED runway.

68
Q

In flight, at operation at or close to idle, each engine may use different fuel nozzle modes. This may lead to EGT differences up to

A

150 °C between both engine.

69
Q

In clean configuration, the VLS with speed brakes fully extended may be more than

A

Green Dot speed or VFE FLAP 1

70
Q

Retract the speed brakes before selecting FLAPS

A

FULL to prevent a pitch down when the speed brakes automatically retract

71
Q

A321 Retract the speed brakes before selecting FLAPS

A

3 to prevent a pitch down when the speed brakes automatically retract.

72
Q

Below minimum, the visual references must be

A

the primary reference until landing

73
Q

RNAV 0.1 degree of difference between the MCDU and

A

the charted final vertical path is acceptable ‐ 1 degree of difference between the MCDU and the charted final lateral track is acceptable.

74
Q

For RNAV(GNSS) approaches with LNAV/VNAV minima: ‐ Use the appropriate remaining AP/FD in the following cases: •

A

GPS PRIMARY LOST on one ND • NAV ACCUR DOWNGRAD on one ND. ‐ Discontinue the approach in the following cases, if external visual references are not sufficient to proceed visually: • GPS PRIMARY LOST on both NDs • XTK > 0.3 NM • NAV FM/GPS POS DISAGREE • NAV ACCUR DOWNGRAD on both NDs. ‐ Discontinue the approach in the case of deviation of 75 ft below the vertical path (V/DEV > ¾ dot).

75
Q

Maintenance action is due in the following cases: • The temperature difference between two brakes of a gear is more than 150 °C, and the temperature of one of these brakes is above or equal to

A

600 °C, or 60 degrees or one is 900 degrees

76
Q

With brakes temperature above 200 °C,

A

brakes vibrations may be experienced. The flight crew must report any occurrence of abnormal brakes vibrations in the logbook.

77
Q

After the shutdown off the ADIRS, wait at least 10 s before turning off the electrical supply, in order to

A

ensure that the ADIRS memorize the latest data.

78
Q

Wait until the APU flap is fully closed (about 2 min after the APU AVAIL light goes out) before switching off the batteries. Switching the batteries off before the APU flap is closed may

A

cause smoke in the cabin during the next flight. If the batteries are off while the APU is running, APU fire extinguishing is not available.

79
Q

Maintenance action if after landing brakes

A

The difference between the average temperature of the left gear brakes and right brakes is above or equal to 200 °C,

80
Q

If wing anti ice is operative: In CONF clean, 1, 2 or 3: MIN SPEED:

A

VLS + 10 kt

81
Q

If wing anti ice is operative In CONF FULL: MIN SPEED:

A

VLS + 5 kt

1 Airbus A320 (22 decks)

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