SOP System Related

Question 1

Optimum flight level

PRO NOR SOP 02 p 2/4

Answer 1

QRH / Perf opt max altitudes

Question 2

Fuel requirements - PRO NOR SOP 02 p 2/4

Answer 2

The following flight planning tables allow the planner to determine trip fuel consumption and trip time required to cover a given air distance. These tables are established for : ‐ Takeoff ‐ Climb profile : 250 kt/300 kt/M .80 ‐ Cruise Mach number : M .80/M .82/M .84/LR ‐ Descent profile : Cruise Mach number/300 kt/250 kt ‐ Approach and landing : 240 kg - 6 min IFR ‐ ISA ‐ CG : 37 % ‐ Normal air conditioning ‐ Anti ice OFF

PER FPL QFP 10 introduction

Question 3

Parking brake with sufficient accumulator pressure - SOP 03 p 1/2.

Answer 3

PARKING BRAKE Brakes are supplied by the blue hydraulic system, or by accumulator pressure via the dual shuttle valves. Alternate servo valves are open allowing full pressure application. The accumulator maintains the parking pressure for at least 12 h. If the parking brake is activated and no blue hydraulic or accumulator brake pressure is available, then the normal braking system can be applied via the brake pedals. Blue accumulators can be pressurized by pressing the blue electrical pump switch. Brake pressure, as well as accumulator pressure, are indicated on a triple indicator located on the center instrument panel.

Sys parking brake

Question 4

SOP 4 p 1/12 - weather radar

Answer 4

A low brightness setting of the weather display may reduce the visibility of weather data, and therefore reduce crew awareness of the weather situation. The flight crew can adjust manually the antenna tilt settings, and can adjust gain either automatically or manually using knobs located on the radar control panel.

DSC-34-20-30-10 P 1/4

Question 5

SOP - EXT PWR B doesn’t allow GND/FLT busses without energizing total network.

Answer 5

1.The APU generator has priority over external power (A and B) for AC BUS 1. The external power A has priority over the APU generator for AC BUS 2. The APU generator has priority over external power B for AC BUS 2. The engine generators have priority over the external power or APU. The external power B has priority over external power A for AC BUS 1. 2.When external power B is selected AUTO, AUTO light remains illuminated even when the APU generator has taken over.

DSC-24-20 P 6/24

Question 6

SOP 04 p 3/12 - Sys APU controls and indications / overhead panel
Limitations:

Answer 6

During refuel/defuel procedures, APU starts or shutdown are permitted with the following restrictions: ‐ If the APU failed to start or following an automatic APU shutdown, do not start the APU ‐ If a fuel spill occurs, perform a normal APU shutdown.

LIM APU APU start

Question 7

SOP 04 p 7/12 - preliminary

FCTM

Answer 7

Usually, during the preliminary cockpit preparation phase, the workload of the flight crew is less heavy than during future flight phases. The preliminary takeoff performance computation enables both flight crewmembers to share a common view of the plan of action for the takeoff. It also enables them to make the same assumptions for performance computations.

FCTM NP SOP Preliminary Cockpit Preparation

Question 8

SOP 04 p 9/12 - Oxy half box amber

Limitations

Answer 8

Minimum Bottle Pressure to Cover: ‐ Preflight checks ‐ The use of oxygen, when only one flight crewmember is in the cockpit ‐ Unusable quantity (to ensure regulator operation with minimum pressure) ‐ Normal system leakage ‐ The most demanding case among the following: • Protection after loss of cabin pressure with mask regulator on NORMAL (diluted oxygen): ▪ During emergency descent for all flight crewmembers and observers for 15 min ▪ During cruise at FL 100 for two crewmembers for 105 min. • Protection against smoke with 100 % oxygen for all flight crewmembers and observers during 15 min at 8 000 ft cabin altitude.

Note: The above times that are based on the use of a sealed mask may be shorter for bearded crew (in terms of performance, pressure, or duration).

LIM OXY Minimum Flt Crew Oxy Press (see also QRH)

Question 9

SOP 04 P 10/12 - oil 15 qt - consumption 0.7 qt/h

Sys Eng oil qtd

Answer 9

The oil system lubricates the engine components. It contains the : ‐ Oil tank ‐ Lube and scavenge pump modules ‐ Fuel/oil and/or air/oil heat exchanger ‐ Filters, pressure relief and bypass valves.

DSC-70-50 P 1/6

Question 10

SOP 04 p 10/12 - if required blue pump to recharge brake accumulator.
Sys accumulator:

Answer 10

Blue accumulators can be pressurized by pressing the blue electrical pump switch. Brake pressure, as well as accumulator pressure, are indicated on a triple indicator located on the center instrument panel.

DSC-32-30-10 P 7/8

Question 11

SOP 05 p 1/14 - parking brake on enable brake wear indications -
System

Answer 11

The accumulator maintains the parking pressure for at least 12 h.

Question 12

SOP 05 p 5/14 emergency ram air flap location

Answer 12

EMERGENCY RAM AIR inlet indication Crossline - Green : The flap is normally closed. In Transit - Amber : The flap is partially open. Inline - Amber : If open on ground, or if the flap position disagrees with the position of the RAM AIR pushbutton (OFF). Inline - Green : The flap is fully open. Crossline - Amber : The flap is closed, and the RAM AIR pushbutton is in the ON position.

Question 13

SOP 05 p 5/14 - blue/yellow hydraulic connection - location

Answer 13

Lower center fuselage

Question 14

SOP 06 p 1/26 - RCDR on

System surveillance operation

Answer 14

The recording system is automatically active: ‐ On ground, during the first 5 min after the aircraft electric network is energized. ‐ On ground, after the first engine start. ‐ In flight (whether the engines are running or not). On the ground, the recording system automatically stops 5 min after the second engine shuts down. On the ground, the crew can manually start the recording system by pressing the GND CTL pushbutton.

Question 15

SOP 06 p 1/26 ADIRS NAV

FCTM

Answer 15

The flight crew performs the alignment or realignment of the IRS during the cockpit preparation. This action enables the IRS to operate in the NAV mode and to provide continuously the aircraft position

The IRS alignment or realignment includes the following two steps: ‐ Alignment: Gyro and accelerometers prepare for the NAV computation. ‐ Position Initialization: Navigation starting point is set

FCTM PR NP SOP 60 ADIRS operations

Question 16

SOP 06 p 4/ 26 - Amber GEN FAULT lights on - system.

Answer 16

GEN 1(2) pb On : The generator field is energized and the line contactor closes, provided electrical parameters are normal. OFF/R : The generator field is de-energized and the line contactor opens. The associated Generator Control Unit (GCU) is reset. FAULT lt: Comes on amber associated with an ECAM caution in the event of protection trip initiated by the associated Generator Control Unit (GCU). The line contactor opens. Note: If the protection trip is initiated by a differential fault, the reset action has no effect after two attempts.

Question 17

SOP 06 p5/26 - DATA LOADER - system

Answer 17

The data loading system is an interface between aircraft systems and ground-based data processing stations. The data loading system enables: ‐ To upload database or to modify operational software in aircraft systems, or ‐ To download system reports from various aircraft systems. The connection between the data loading system and the ground-based data processing stations is performed: ‐ Via the Multipurpose Disk Drive Unit (MDDU) , using 3.5 diskettes, or ‐ Via the Centralized Data Loading Connector (CDLC) . The Data Loader on the overhead panel enables to guide data to and from selected aircraft systems.

Question 18

SOP 06 p 5/26 - 3rd occup Audio Control Panel - PA - Recept - system CVR

Answer 18

The cockpit voice recorder (CVR) records : ‐ direct conversations between crew members in the cockpit ‐ all aural warnings sounded in the cockpit ‐ communications received and transmitted by radio ‐ intercom conversations between crew members ‐ announcements transmitted over the passenger address system, if PA reception is selected on at least one audio control panel. Only the last 2 h of recording are retained The CVR system consists of : ‐ a remote microphone behind overhead panel, ‐ a crashproof four-track recorder, equipped with an underwater locating beacon, in the aft section of the aircraft ‐ a control panel on the overhead panel. It is energized automatically : ‐ on ground during the first 5 min after the aircraft electrical network is energized ‐ on ground with one engine running, ‐ in flight It is stopped automatically 5 min after last engine shutdown. On the ground, personnel can energize the CVR manually by pressing GND CTL pushbutton.

Question 19

SOP 06 p 5/26 - clock
DSC 31 55 10 general:

A fully independent clock is on the right side of the control panel. It sends time to the Central Maintenance Computer, the Flight Data Interface Unit, and the Flight Management and Guidance Computer. The clock has two electrical supplies, one of which is a direct connection to the aircraft’s battery hot bus. The clock performs four functions: ‐ It displays “UTC” (GMT) time in hours, minutes, and seconds, on the center counter. ‐ It displays elapsed time (ET) (from engine startup) in hours, and minutes, on the lower counter. ‐ It drives the chronometer (CHR), which measures a time interval (from the pushing of the CHRONO button) in minutes and seconds, and displays it with a needle and in numbers on the upper counter. ‐ It can replace the UTC with the date.

Answer 19

If the signal between the GPS and the clock is not detected, or if the signal is detected, but the GPS data is invalid, the clock automatically runs on its internal time. ‐ The clock will automatically resynchronize with the GPS information, as soon as the GPS data is available. INT : The internal time (or date, if selected) is displayed.

Question 20

SOP 06 p 7/26 ACP general

Answer 20

Each transceiver can be tuned by any of the three Radio Management Panels (RMPs). The flight crew uses the Audio Control Panel (ACP) to select a VHF or HF system, and transmit. The ACP operates via the Audio Management Unit (AMU). Each system is connected to the RMPs, for frequency selection, and to the AMU for connection to the audio-integrating and SELCAL (selective calling) systems.

Question 21

SOP 06 p 9/26 ATC TCAS - general

Answer 21

The aircraft has two ATC transponders (XPDR) which are controlled by a control panel (ATC/TCAS) on the center pedestal. Only the selected XPDR operates. The XPDR automatically responds to requests: ‐ From the ATC, to ensure effective air traffic surveillance ‐ From another aircraft that have a TCAS, to ensure that traffic alerts are triggered

Question 22

ALT RPTG System description

Required functions for RVSM

Answer 22

The A330 and A340 aircraft systems are designed to comply with the design criteria of the EASA and FAA regulations (documents references provided in the AFM) for the RVSM capability. In addition, operators must obtain an operational approval from their national airworthiness authorities, in order to operate within the RVSM airspace. The EASA and FAA regulations (documents references provided in the AFM) also indicate the requirements for obtaining operational approval.

Question 23

SOP 06 p10/26 MSG RECORD ATC COMM MCDU MSG RECORD page - ADS (MCDU) armed - system

Answer 23

The RECALL function key of the DCDU can be used to display the last closed message. Other messages can be viewed on the MSG RECORD page of the MCDU. Note: Before each flight, the MSG RECORD file of previous flight should be erased.

Question 24

SOP 06 p 13/26 - IRS INIT check latitude/longitude

FCTM

Answer 24

FMGS programming involves inserting navigation data, then performance data. It is to be noted that: ‐ Boxed fields must be filled ‐ Blue fields inform the crew that entry is permitted ‐ Green fields are used for FMS generated data, and cannot be changed ‐ Magenta characters identify limits (altitude, speed or time), that FMS will attempt to meet ‐ Yellow characters indicate a temporary flight plan display ‐ Amber characters signify that the item being displayed is important and requires immediate action ‐ Small font signifies that data is FMS computed ‐ Large font signifies manually entered data.

Question 25

SOP 06 p 14/26 - FMGS F-PLN page lateral revisions

Answer 25

To insert the lateral flight plan, the flight crew can use either a company route number or an ICAO four-letter city pair. The lateral flight plan includes the following elements: ‐ Departure • Takeoff runway • SID • En route transition. ‐ En route • En route waypoints and airways. ‐ Arrival • En route transition • STARs/VIAs • Landing runway with selected approach • Missed approach. ‐ Alternate flight plan. These elements are defined by waypoints and legs between the waypoints.

Question 26

SOP 06 p14/26 - winds - flt phases

Answer 26

The vertical flight plan is divided into flight phases. For each phase, the FMGES computes the optimum speed or Mach Profile. These flight phases are: Preflight - Takeoff - Climb - Cruise - Descent - Approach - Go-Around - Done.

Question 27

SOP 06 p 19/26 - check FMGS preparation -

FCTM cockpit prep FMGS

Answer 27

FMGS DATA CROSSCHECK When the PF finishes the FMGS preparation, the PM must check the PF’s entries. The PM performs this check via a check of the different FMGS pages, in the same order as the FMGS preparation. When the PM reviews the PERF T.O page, he/she compares this page with his/her EFB TAKEOFF application results page to crosscheck the performance data. For more information on the content of performance crosscheck

Question 28

SOP 06 p 21/26 - crew supply pb on
Masks INT out adjust INT
Stop flow at

Answer 28

ECAM DOOR OXY SD page and STS

Question 29

Position Monitor - IRS - NAV mode - distance between IRS and FMS lower than

Answer 29

5 NM. ND Rose NAV or ARC.

Question 30

SOP 07 p 1/6 - PF compares ZFW and

Answer 30

ZFWCG

Question 31

SOP 07 p 2/6 CG LTS meaning

Answer 31

Load and Trim Sheet

Question 32

Fuel imbalance within limits -

Limitations

Answer 32

7 500 kg (16 534 lb) 7 500 kg (16 534 lb) 1 730 kg (3 812 lb) 1 730 kg (3 812 lb)

The variation is linear between these values, and there is no limitation below 7 500 kg (16 534 lb) for inner tanks and 1 730 kg (3 812 lb) for outer tanks.

Question 33

Takeoff data - FCTM PR NP SOP before pushback or start

Answer 33

The takeoff conditions may change before engine start due to one of the following reasons: ‐ The final loadsheet is different from the preliminary loadsheet, or ‐ A change affects the performance computation (e.g. runway condition degradation, intersection or runway change, etc.) In the above-mentioned cases, the flight crew must update the takeoff data, and they independently compute again the performance data. After this new double computation, the PF enters the revised takeoff data in the FMS ACTIVE/PERF page, then the PM crosschecks the takeoff performance data. To do so, the PM compares the FMS ACTIVE/PERF page with his/her EFB TAKEOFF application results page. For more information on the content of a performance crosscheck

Question 34

SOP 07 p 3/6 - compare green dot on FMGS and FlySmart - DSC FMGS Green Dot

Answer 34

The FMGEC computes takeoff speeds (F, S, Green Dot) during the preflight and takeoff phases, using the performance model in the database and the takeoff weight.

Question 35

SOP 07 p 4/6 - Review ATC/TARA - DSC

Answer 35

ALT RPTG Switch ON : The XPDR sends barometric standard altitude data. OFF : No altitude data transmission. If the TCAS is installed, the upper ECAM displays “TCAS STBY” in green.

Question 36

SOP 07 p 5/6 - ECAM NW STRG DISC - ground crew pin in towing - Do not start engine during pushback. It is to avoid nose gear damage upon green pressurization. Reference MMEL / MI 3251 NWS

Answer 36

May be inoperative (towing mode is not available when the lever is in the TOWING position).

Question 37

SOP 08 p 2/6 - compare upper and lower ECAM DSC no amber crosses

Answer 37

The ECAM display uses a color code that indicates the importance of the failure or the indication. RED : The configuration or failure requires immediate action. AMBER : The flight crew should be aware of the configuration or failure, but needs not take immediate action. GREEN : The item is operating normally. WHITE : These titles and remarks guide the flight crew as it executes various procedures. BLUE : These are actions to be carried out, or limitations. MAGENTA: These are particular messages that apply to particular pieces of equipment or situations (inhibition messages, for example).

Question 38

SOP 09 p 1/6 Auto Start DSC sequence of automatic start

Answer 38

This sequence is under the FADEC’s full authority, which controls the: ‐ Start valve ‐ Igniter(s) ‐ Fuel HP valves.

Question 39

SOP 09 p 1/6 after start APU BLEED OFF avoid ingestion of gases

Answer 39

(3) APU Bleed Air Pressure This box displays the relative bleed air pressure in green. It shows an amber XX, when ADIRS 1 is not available or selected OFF.

Question 40

SOP 09 p 2/6 - Anti-ice - Limitation ICE RAIN definition of icing conditions

Answer 40

Icing conditions exist when the OAT (on ground or after takeoff) or the TAT (in flight) is at or below 10 °C and visible moisture in any form is present (such as clouds, fog with visibility of 1 sm (1 600 m) or less, rain, snow, sleet or ice crystals). ‐ Icing conditions also exist when the OAT on the ground and for takeoff is at or below 10 °C and operating on ramps, taxiways or runways where surface snow, standing water or slush may be ingested by the engines, or freeze on engines, nacelles or engine sensor probe

Question 41

SOP 09 p 3/6 - Taxi in time - PRO NOR SUP ADVWXR Engine ice shedding on ground

Answer 41

The logbook must be used to record the taxi-in time in freezing fog, in order to be able to determine the remaining taxi-out time, allowed for the next flight.

Question 42

SOP 09 p 3/6 Taxi in time PRO NOR SOP 22 parking icing conditions

Answer 42

Icing conditions identified with freezing fog or with OAT lower than +1 °C (34 °F) TAXI-IN TIME………………………………………………………………………………Record in the LOGBOOK Record the taxi-in time or taxi-in time after last ice shedding if performed, to determine the remaining allowed taxi-out time for the next flight.

L2 Note: 1.When the engines are running on ground at idle in icing conditions and OAT +1 °C (34 °F) or below, ice may accumulate on the engine fans. 2.The quantity of ice accretion depends on the total taxi time that includes taxi-in and taxi-out time. 3.For ice shedding procedure, Refer to PRO-NOR-SOP-09 After Start - ENG Anti-Ice.

Question 43

SOP p 3/6 wing anti-ice as RQRD - DSC wing anti-ice

Answer 43

Hot air from the pneumatic system heats the four outboard slats (4-5-6-7) of each wing in flight. The WING pushbutton on the ANTI ICE panel controls the four valves. When the aircraft is on ground, the flight crew can initiate a 30 s test sequence by turning the system ON. If the system detects a leak during normal operation, the affected side’s wing anti-ice valve automatically closes (Refer to DSC-36-10-60 Leak Detection). When wing anti-ice is selected, the N1 or EPR limit is automatically reduced, and the idle N1 or EPR is automatically increased. In the event of electrical power supply failure, the valves close.

Question 44

SOP 09 p 6/6 - ENG START NORM (to permit pack operation) trigger to

Answer 44

After start flow

Question 45

SOP 10 p 1/6 Thrust for Taxi - FCTM taxi roll and steering

Answer 45

The flight crew will need a little power above idle thrust to move the aircraft. Excessive thrust application can result in exhaust-blast damage or Foreign Object Damage (FOD). Thrust should normally be used symmetrically.

Question 46

SOP 10 p 2/6 - if arc above WHEEL SD - brake fans on. FCTM PR NP SOP brake check

Answer 46

When the aircraft starts to move, the PF should check the efficiency of the normal braking system by gently pressing the brake pedals, to ensure that the aircraft slows down. The PM should also check the triple brake indicator to ensure that brake pressure drops to zero. This indicates a successful changeover to the normal braking system (green pressure has taken over blue pressure). Although green hydraulic power supplies the braking system, each time pedals are quickly pressed, a brief brake pressure indication may appear on the BRAKE PRESS indicator. No maintenance action is required if the pressure peak is less than 2 000 PSI. If a “spongy” pedal is felt during taxi, this indicates a degraded performance of the alternate braking system. Spongy pedals can change the feeling of braking.

Question 47

SOP 10 p 2/6 - FCTM Flight control check

Answer 47

Full control input must be held for sufficient time for full travel to be reached and indicated on the F/CTL page. The PM then applies full longitudinal and lateral sidestick deflection, and on the F/CTL page, silently checks full travel and correct sense of all elevators and ailerons, and correct deflection and retraction of all spoilers. If this check is carried out during taxi, it is essential that the PF remains head-up throughout the procedure.

Question 48

SOP 10 p 2/6 FCTM Last data changes before takeoff

Answer 48

In order to ensure that the performance data used for the takeoff is accurate, the technique to perform this update is the same as for the BEFORE PUSHBACK OR START phase (Refer to PR-NP-SOP BEFORE PUSHBACK OR START). However, the tasksharing is different. Both of the following apply: ‐ The PF delegates the FMS updates to the PM, in order to limit disruption during taxi ‐ As a result, the PF must crosscheck the data that the PM modified in the FMS. In order to compute and crosscheck the performance data, the PF should perform one of the following: ‐ Stop the aircraft, or ‐ Transfer the control to the PM.

Question 49

SOP 10 p 3/6 - takeoff briefing confirmation - FCTM

Answer 49

The TAKEOFF BRIEFING CONFIRMATION should only review any changes that may have occurred since the full TAKEOFF BRIEFING done at the parking bay (e.g. change of SID, change in runway conditions etc.).

Question 50

SOP 11 p 1/4 brake temperature greater than

Answer 50

150 degrees = delay t/o

Question 51

SOP 12 p 1/8 - RWY TURN OFF light - DSC

Answer 51

RWY TURN OFF sw This switch turns the runway turn-off lights on and off. Note: These lights go off automatically when the landing gear is retracted.

Question 52

SOP 13 p 1/2 APU Bleed - Refer to LIM APU operational envelope

Answer 52

APU BLEED Max altitude to assist engine start……………………………………………………………………………20 000 ft Max altitude for air conditioning and pressurization (single pack operation)……………………22 500 ft Max altitude for air conditioning and pressurization (dual pack operation)………………………17 500 ft Use of APU bleed air for wing anti-ice is not permitted.

Question 53

SOP 14 p 5/6 OPT MAX ALT check - PER CRZ ALT definitions

Answer 53

Optimum altitude : the altitude at which the airplane covers the maximum distance per kilogram (pound) of fuel (best specific range). It depends on the actual weight and the deviation from ISA. ‐ Maximum altitude is defined as the lower of : • Maximum altitude at maximum cruise thrust in level flight and • Maximum altitude at maximum climb thrust with 300 ft/min vertical speed. Refer to QRH/PER-P Optimum and Maximum Altitudes (Paper Only) or use the performance application of FlySmart with Airbus. The QRH charts are established for a center of gravity at 37 % MAC. Maximum and optimum altitudes are given for different temperatures at long range speed, M 0.80, M 0.82, and M 0.84. Note: 1.The n =1.3 g (n =1.4 g) curve indicates the buffet margin. 2.Definition of the maximum altitude in the FMGC is different (Refer to DSC-22_20-50-10 MCDU).

Question 54

SOP 15 p 1/4 FOB Fuel prediction (FMGC) PER CRZ ICQ 10 - General -

Answer 54

To determine the fuel consumption and time required to cover a given air distance from any moment in cruise to landing, Refer to QRH/PER-P In Cruise Quick Check at a Given Mach Number (Paper Only) or use the performance application of FlySmart with Airbus. The QRH table is established for: ‐ Cruise Mach number: M .82 ‐ Descent profile: Cruise Mach number/300 kt/250 kt ‐ Approach and landing: 6 min IMC ‐ ISA ‐ CG = 37 % ‐ Normal air conditioning (Packs NORM/Cargo cooling OFF or Packs LO/Cargo cooling NORM) ‐ Anti ice OFF Note: 1.In the table, the asterisk (*) means that a step climb of 4 000 ft must be flown to reach the corresponding flight level. 2.The flight level shown on top of each column is the final flight level. 3.For each degree Celsius above ISA temperature apply a fuel correction of 0.010 (kg/°C/NM) × Δ ISA(°C) × air distance (NM) or 0.022 (lb/°C/NM) × Δ ISA (°C) × air distance (NM).

Question 55

FCTM PR AEP FUEL Fuel Leak

Answer 55

Significant fuel leaks, although rare, are sometimes difficult to detect. Fuel check will be carried out by: ‐ Checking that the remaining fuel added to the burnt fuel corresponds to the fuel on board at the gate. ‐ Maintaining the fuel log and comparing fuel on board to expected flight plan fuel would alert the crew to any discrepancy.

Question 56

SOP 15 p 2/4 NAV accuracy - DSC 22 20 20 20 Estimated position uncertainty

Answer 56

The FMS displays the EPU to the flight crew and compares it with the Required Navigation Performance (RNP): ‐ If the EPU does not exceed the RNP, accuracy is HIGH ‐ If the EPU exceeds the RNP, accuracy is LOW. The RNP is displayed in the REQUIRED field of the PROG page. The displayed RNP is (in a decreasing order of priority): ‐ The value that the flight crew entered ‐ The navigation database procedure value ‐ The system’s default value

Question 57

SOP 16 p 1/10 - Landing conditions - FCTM PR NP SOP 160 general

Answer 57

As per EU-OPS 1.400: “Before commencing an approach to land, the commander shall satisfy himself/herself that, according to the information available to him/her, the weather at the aerodrome and the condition of the runway intended to be used should not prevent a safe approach, landing or missed approach, having regard to the performance information contained in the Operations Manual”. The flight crew should always consider a landing performance assessment in the reported conditions as part of their approach preparation.

Question 58

FCTM PR NP SOP 160 Content of a landing performance data crosscheck

Answer 58

When SOPs request a crosscheck of landing performance data, the PF and the PM must verify all the following values: ‐ RWY Ident ‐ RWY Length This ensures that the runway length used in the Landing Performance application is consistent with the runway length from the Airports Charts and NOTAMs.

Question 59

SOP 16 p 3/10 - DSC 22 20 30 20 05 Vertical constraints

Answer 59

The flight crew enters speed, altitude and time constraints, either to comply with ATC requests and specified procedures, or at the discretion of the flight crew, in response to operational variables.

Question 60

DPO Descent Profile Optimization - DSC 22 20 60 120

Answer 60

During the idle segment in descent, margins are added to the idle thrust to have more flexibility to maintain the aircraft on the computed descent profile in case of external perturbations such as important wind change. The Descent Profile Optimization (DPO ) optimizes the computed vertical profile. It decreases the idle thrust margins in descent and the speed margins in approach to reduce fuel burn in descent phase. With DPO , the computed vertical profile is steeper. The T/D is reached later. Before the final approach, the deceleration level-off is shorter.

Question 61

SOP 16 p 6/10 - PERF APPR

Answer 61

ACTIVATION CONDITIONS OF THE GROUND SPEED MINI FUNCTION The GSmini function is active when : ‐ The speed is managed and, ‐ The FMS flight phase is the approach phase.

Question 62

SOP 16 p 6/10 - FCTM PR NP SOP 160 - Content of landing perf data crosscheck

Answer 62

When SOPs request a crosscheck of landing performance data, the PF and the PM must verify all the following values: ‐ RWY Ident ‐ RWY Length This ensures that the runway length used in the Landing Performance application is consistent with the runway length from the Airports Charts and NOTAMs. Airport Weather Information (Wind, QNH, Temperature, Runway condition) ‐ Landing Weight ‐ Landing configuration.

Question 63

FCTM PR NP SOP 160 brakes oxidation

Answer 63

Two different factors affect the life of carbon brakes: ‐ The wear of the disks, ‐ The oxidation of the disks. The oxidation may degrade rapidly the carbon brakes and may cause the rupture of a brake disk. The main cause of oxidation is the repetitive high temperature of the brakes ( particularly above 400 °C). Therefore, the flight crew should preferably use autobrake LO when performance permits.

Question 64

SOP 17 p 2/6 Descent PRO NOR SPR 01 60 Descent monitoring

DES mode engaged

Answer 64

SET the ATC cleared altitude on the FCU (considering also what is the safe altitude). If the lowest safe altitude is higher than the ATC-cleared altitude, check with ATC that this constraint applies. If it is confirmed, SET the FCU altitude to the safe altitude until it is safe to go to the ATC-cleared altitude. MONITOR the vertical deviation (VDEV) on the PFD and the PROG page.

Question 65

SOP 17 p 3/6 - FPA = delta FL / Dist NM
SOP 18 C p 3/36 - CI DH APP - FCTM PR NP SOP 250
Transition to visual reference

Answer 65

When the aircraft transitions from IMC to VMC, the flight crew should: ‐ Continue to include the PFD in the scan ‐ Initially maintain pitch and heading ‐ Not eliminate the drift in the case of crosswind ‐ Not duck under ‐ Maintain a stabilized flight path down to the flare. At 50 ft, one dot below the glide slope is 7 ft below the glide slope.

Question 66

SOP 18 C p 3/36 continue LIM AFS 10 autopilot function

Answer 66

At takeoff 100 ft AGL and at least 5 s after liftoff

ILS approach when CAT1 is displayed on the FMA 160 ft AGL

Question 67

PRO NOR SOP 19 Landing flare

Answer 67

FLARE The cockpit cut-off angle is 20 °.  In stabilized approach, the flare height is approximately 40 ft: FLARE ………………………………………………………………………………………………………. PERFORM Avoid flaring high. Refer to Ground Clearance Diagram. ATTITUDE…………………………………………………………………………………………………….MONITOR THRUST levers……………………………………………………………………………………………………..IDLE If autothrust is engaged, it automatically disconnects when the pilot sets all thrust levers to the IDLE detent. In manual landing conditions, the “RETARD” callout is triggered at 20 ft radio height, in order to remind the pilot to retard the thrust levers. Note: If one or more thrust levers remain above the IDLE detent, ground spoilers extension is inhibited.

Question 68

Flare ground clearance diagram

Answer 68

Contact points :
A - landing gear and rear fuselage
B - landing gear and stab
C - landing gear and wing tip
D - landing gear and wing tip and engine