DAY 2

Question 1

Maximum crosswind in case of narrow runway CC5?

CC4 and CC3?

The dispatch from/to narrow runways is not allowed in case of? 3

Answer 1

20kt.

10kt.

Nose wheel steering inoperative
One brake or more inoperative.
Autoland is not allowed.

Question 2

What is master warning? Level?

What is master caution? Level?

What is caution? Level?

Answer 2

Level 3. Requires immediate action bot does not take priority over the safety of the aircraft.

Level 2. Requires crew action when time permits.

Level 1. Requires crew awareness only.

Question 3

When do you perform OEBs if they are valid? “ECAM ENTRY YES on QRH”

Answer 3

Before ECAM actions. PM says “OEBs applies”. OEB overrides ECAM actions so ECAM lines for corresponding failure will be cleared afterwards.

Question 4

What does ECAM ENTRY NONE mean on a OEB?

Answer 4

OEBs not affecting the ECAM. May be necessary to be reffered to at a later stage.

Question 5

When do you perform engine relight?

Answer 5

Before STS page, after ECAM lines completed and above MSA.

Question 6

Soft-ground. Which V/S does the aircraft climb with?

Answer 6

2300ft/min.

Question 7

The GA SOFT mode engages if all the following conditions are applicable? 4

Answer 7

1. Both engines are operative
2. The slats/flaps are extended
3. The aircraft is below the go-around thrust reduction altitude and below 16000ft
4. Aircraft is in flight and not performing a touch and go.

Question 8

By regulation, what is the climb gradient for all engines and OEI?
Go-around?

Answer 8

All engines = 3.2%
OEI = 2.1%
Go-around = 2.5%

Question 9

Vertical speed(ft/min) = ?

Answer 9

= Gradient (%) X Ground speed (kt)

Question 10

When can we do discontinued approach?

Answer 10

Only when we are above the selected FCU altitude.

Question 11

Whar four types of go-around do we have?

Answer 11

1. TOGA (standard)
2. TOGA THEN CLB (reduced energy)
3. SOFT GA (reduced workload and energy)
4. DISCONTINUED APP (Reduced energy)

Question 12

To help the captain to make a decision, the ECAM inhibits the warnings that are not essential from? 2

Answer 12

80kt to 1500ft or 2 min after lift-off, whichever occurs first. Therefore, any warning received during this period must be considered as significant.

Question 13

Rejected takeoff below 100kt. What is being said?

Answer 13

The decision to reject the takeoff may be taken at the captain´s discretion. The captain should seriously consider discontinuing the takeoff if any ECAM warning/caution is activated.

Question 14

Rejected takeoff above 100kt. What is said?

What four scenarios should the captain reject the takeoff?

Answer 14

Dangerous to reject, captain should be go-minded. These four situations should lead to the decision to reject the takeoff:

1. Fire warning, or severe damage
2. Sudden loss of engine thrust
3. Malfunctions or conditions that give strange indications that the aircraft will not fly safely
4. Any ECAM alert is triggered.

Question 15

What things should we not reject the takeoff for after 100kt? 3

Answer 15

1. Exceeding the EGT red line
2. Nose gear vibration
3. Electrical failures (WIZZ).

Question 16

After 100kt, you get ENG THR LEVERS NOT SET on ECAM. What do you do?

Answer 16

Follow ECAM and set TOGA. Confirm on FMA “MAN TOGA”. If commander is still not satiesfied with the FMA after this action = abort the take off.

Question 17

What is critical angle off attack?

What is said about swept wings on stall?

Answer 17

At the critical angle of attack, the flow breaks down and the surface is considered stalled. Exceed the critical AOA and the surface will stall and lift will decrease instead of increase. This is true regardless of airplane speed or attitude or wing shape.

They stall at higher AOA and the stall may not be so well defined.

Question 18

What is pitch angle?

Answer 18

Angle between the longidutinal axis of the airplane and the horizon.

Question 19

What is flight path angle?

Answer 19

Angle between the flight path vector and the horizon.

Question 20

What is AOA?

Answer 20

The difference between the pitch angle and the flight path angle with no wind component. Can be displayed on the PFD with FPA selected = BIRD ON. Only the AOA determines whether the aerodynamic surfaces on the airplane are stalled or not.

Question 21

What does icing do to wings lift coefficient and the AOA?

Answer 21

The maximum coefficient of lift CLMAX is significantly reduced by the ice, and the AOA at which stall occurs (the stall angle) is much lower with ice than without ice.

Question 22

The AOA value of the alpha protection decreases as? What happens on the PFD?

Answer 22

Decreases as the mach number increases. When AOA value of the alpha protection decreases, the Alpha protection strip on the PFD moved upward.

Question 23

What is VaMAX?
What happen with VaMAX when mach increases?

Answer 23

Maximum AOA speed = speed corresponding to the maximum AOA the aircraft can fly in normal law.

VaMAX decreases when MACH increases.

Question 24

VaPROT and VaMAX are based on?

They may vary with? 3

Answer 24

Aircraft weight as inserted in the FMS during flight preperation through the ZFW. They are a prediction of what the aircraft would be if it flew at an AOA equal to VaPROT or VaMAX. They are being calculated on actual speed and AOA. The actual AOA is compared to aPROT and aMAX in real time and then they are shown on PFD.

Vary with configuration, weight and load factor.

Question 25

In normal law, exceeding the AOA value of the aPROT would immediatly trigger? What about High AOA protection and priority?

Answer 25

High AOA protection resulting in a nose down pitch rate, alpha floor and TOGA. High AOA protection has priority over all other protections.

Question 26

What happens with AOA protection in alternate law? It is active from? A FLOOR protection and stall warning? Direct law?

Answer 26

Artificial low speed stability replaces the normal AOA protection. Active from 5kt up to 10kt above stall warning speed. A FLOOR protection is inoperative. Stall warnings available. Stall warning only. No protections available not even low speed stability we get for alternate law. Only includes load factor limitation.

Question 27

Stall warning at liftoff. What do you do?

Answer 27

TOGA thrust to get maximum thrust, target a pitch of 15 degrees and maintain wings level. When safe flight path and speed are achieved, if the stall warnings are still activated = consider that they are spurious warnings.

Question 28

If you are going to disconnect the A/THR or THR LCK on FMA, how do you do? What happens if we hold the disconnect buttons on thrust levers for more than 15s?

Answer 28

Move back the thrust levers to the blue dot (desired position) and then disocnnect. Otherwise engines will spool up significantly. A/THR is lost for the remainder of the flight.

Question 29

SBT 1 (A B C) PF = FO. EPLB to LDDU. Start at holding point. 1. Landing gear not downlocked /LDG with abnormal gear 2. UPRT = AOA awaraness and stall recovery 3. FM/GPS position disagreement. 4. Loss of braking 5. F/CTL sidestick fault (takeoff roll) 6. NAV IR DISAGREE

Question 30

SBT1A. EPLB (LUBLIN) RWY07 holding point. 33025G35kt 3000 RA OVC008, 15/13 Q996 5/5/5 WET. What do we have on ND initially? What will we get during initial climb? What will we get next? Prior to approach? During approach? Below clouds?

Answer 30

STORM on our departure route. Delay takeoff or request heading immediatly after departure. DOORS CARGO DOOR OPEN (switch). Ensure crew diagnose the situation (checking cabin vertical speed is normal = spurious ) before confirming the situation. Happens couple of times when flying around the storm. FUEL FQI FAULT. NAV FM/GPS POSITION DISAGREE and 3 minutes later A/FLT MAP SHIFT (slow). We need to fly the approach in selected/selected mode. Tailwind on approach. 5000ft = 15050kt or surface wind 20kt tailwind (not reported) = unstable approach. ENGINE birdstrike = engine stall. Consider diversion to EPKK (VOR07) 34017G27kt or EPWA (VOR15) 230/18kt.

Question 31

SBT1B. EPLB RWY07 hodling point. 33025G35KT 3000 RA OVC008 15/13 Q996 5/5/5 WET. What will we get at 300ft? During preperation for approach? During approach? In case of diversion?

Answer 31

ENG BIRDSTRIKE = ENGINE STALL ENG 1 +/or ENGINE HIGH VIBRATION ENG2 (decrease EGT to below the warning limit). A/FLT MAP SHIFT (slow). We must fly the approach NPA selected/selected. Tailwind on approach. 5000ft = 15050kt or surface wind 20kt tailwind (not reported) = unstable approach = go-around. OCC suggests diversion to EPKT maintanence base. ATC will offer RNP but we are not able. Fly VOR08 34016kt.

Question 32

SBT1C. EPLB07 holding point. 33025G35kt 3000 RA OVC008 15/13 Q996 5/5/5 WET. What will happen at V1? During preperation for approach? During approach? Below clouds? In case of diversion?

Answer 32

F/CTL SIDESTICK FAULT on FO side and DOORS CARGO DOOR OPEN (ensure crew will assess the situation = cabin vertical speed shows normal value = spurious). NAV FM/GPS POSITION DISAGREE (GPS 1 and 2). We must fly NPA in selected/selected. Tailwind on approach. 5000ft = 15050kt or surface wind 20kt tailwind (not reported) = unstable approach = go-around. ENG BIRDSTRIKE = ENGINE STALL = go-around. ATC offers RNP first = we are unable. Divert to EPKK for VOR07. 34017G27kt or EPWA VOR15 230/18kt.

Question 33

How do you go out from TOGA LOCK?

Answer 33

THR LVR MOVE will flash on FMA and A FLOOR. Click the two auto thrust pushbuttons to disconnect it and move the thrust levers.

Question 34

Stall recovery can be summariez as 4 following actions? Recovery is only possible when? Procedure for stall? 6 If below 20000ft?

Answer 34

PUSH, ROLL, THRUST, STABILIZE Trading altitude for air speed. 1. STALL I HAVE CONTROL 2. AP/A-THR/FD OFF 3. PUSH full down 5-10 degrees below horizon, keep it there 4. ROLL if not wings level 5. Give som thrust slowly 6. Stabilize smoothly up again Below 20000ft in clean config = FLAPS 1 select.

Question 35

LOSS OF BRAKING MEMORY ITEMS. 5 We will get this on other phases than landing, eg. at holding point.

Answer 35

1. LOSS OF BRAKING 2. REVERSE MAX 3. A/SKID OFF ORDER 4. BRAKE PEDALS PRESS (1000PSI MAX, only monitor no need for call out) 5. IF STILL NO BRAKING = PARKING BRAKE USE

Question 36

Some other things we will do: ATC cancels approach clearence before the FAF, below FCU selected altitude and PF calls for GO AROUND FLAPS instead of disconntinued approach. Some scenarios where PF sets wrong config on the thrust levers, eg. performing go-around but setting keeping CLB/or setting MCT instead of TOGA. During approach, 1000ft, A/THR fails, PF pushes the instinctive pushbutton with TLs at CLB and becomes frozen. Some mismanaged landings (at least 2 for CP).

Question 37

SBT2A. LDDU RWY11, 12NM FINAL ILS Y 11. 2209G17KT, CAVOK, 15/05 Q996 DAY What does ATC tell us? What happens at 1100ft? During go-around? 3 What options do we have for landing? 3

Answer 37

In case of Go-around, initially climb and maintain 2000ft. U can use SOFT GA = TOGA and then back to MCT. Speed increases/UPRT = Go-around. At TOGA selection = NAV ATT DISCREPANCY (PITCH) at TOGA selection on PFs side followed by L/G RETRACTION FAULT and before L/G recycle = L/G gear not downlocked. 1. LDDU RNP B 29 circling with prescribed tracks or visual RWY29 (25011G19 CAVOK) Probably this one. 2. LYPG 26019kt CAVOK 3. LDZA 0105kt CAVOK

Question 38

SBT2B. LDDU RWY11, 12NM FINAL ILS Y 11. 2209G17KT, CAVOK, 15/05 Q996 DAY What does ATC tell us?- What happens next? 2 During go-around? What options do we have for landing? 3 IMPROTANT: DO NOT DIVERT, GEAR IS DOWN and we will burn much more.

Answer 38

In case of Go-around, initially climb and maintain 2000ft. U can use SOFT GA = TOGA and then back to MCT. LGCIU 1 fault followed by L/G not downlocked at L/G lever down. Go-around. NAV ATT PITCH DISCREPANCY at TOGA selection on PF side and when L/G recycle = L/G LGCIU 2 fault. 1. LDDU RNP B 29 circling with prescribed tracks or visual RWY29 (25011G19 CAVOK) Probably this one. 2. LYPG 26019kt CAVOK 3. LDZA 0105kt CAVOK

Question 39

Reposition on final. Aircraft delivered with L/G GEAR NOT DOWNLOCKED. Do the QRH landing with abnormal gear if not performed before continue for landing (each pilot).

Question 40

SBT1. Cargo door open. What does the procedure say?

Answer 40

No crew action required as long as cabin pressure is normal. IF ABN CAB V/S = MAX FL = 100/MEA-MORA. If not abnormal = you can continue and take it as spurious.

Question 41

SBT1. Fuel FQI fault. What does the procedure say? What will be lost?

Answer 41

FQI 1+2 = reset. We have it in system reset table in QRH where we need to pull some CBs. The fuel leak detection function will be lost for the remainder of the flight. The flight crew must montior the fuel quantity.

Question 42

SBT1. NAV/FM POSITION DISAGREE. What does it mean? What should we do according to GPS INTERFERENCE in FCOM?

Answer 42

A discrepancy is dedected between the GPS position and the computed aircraft position. Compare the FMS position with the RADIO position (aircraft real position). Insert a radio ident in MCDU PROG page which provides a bearing/distance relative to FMS position (real position of the aircraft). Compare these values with raw data on ND. 1. A/C POS = CHECK (use the FMS POSITION/MONITOR page, for the remainder of the flight, consider periodic NAV ACCURACY check). 2. GPS DESELECTION = consider. FMS navigation modes revert to IRS/DME/DME, IRS/VOR/DME or IRS only.

Question 43

SBT1. A/FLT MAP SHIFT. What should we do according to GPS INTERFERENCE in FCOM? In case of an obvious and major map shift noticed by specific message "CHECK A/C POSITION, FMS1/FMS2 POS DIFF the aircraft position may be updated on the MCDU PROG page". Which technique is recommended?

Answer 43

Use AP/FD on reliable FMS side. If both FMS position erroneous = HDG/TRK MODE use. Recommended technique is to carry out a FMS update over a beacon by pressing the UPDATE key when flight crew estimates that the aircraft overflies the beacon using associated needle. The potential error is approx 4-5NM. When the position update is achieved, the EPE (estimated position error) is automatically set to a higher value and the navigation accuracy is low.

Question 44

SBT1. F/CTL SIDESTICK FAULT (during takeoff, approach, landing, go-around)

Answer 44

No actions needed generally, the pilot with operative sidestick press the take over button and takes the control. The faulty one leave.

Question 45

SBT2. NAV ATT DISCREPANCY PITCH FAULT. What does the ECAM/procedure say? 2

Answer 45

1. ATT = Check with standby, confirm whichone is faulty. 2. ATT HDG SWTG = As required. Select IR 3 if available to faulty side.

Question 46

SBT2. L/G RETRACTION FAULT. What should we do?

Answer 46

Retract the gears to switch the LGCIUs. If not working = gravity extension possible.

Question 47

SBT2. L/G NOT DOWNLOCKED. What does procedure say? 4 If unsuccessful after 120s?

Answer 47

1. L/G recycle which means move the landing gear up. 2. Wait for landing gear to uplock and for the landing gear doors to close. 3. Monitor WHEEL page at the same time 4. Move the LDG gear lever down. LGCIU changes when the landing gear is recycled. L/G GRAVITY PROCEDURE on QRH APPLY.

Question 48

SBT2. L/G LGCIU 1+2 FAULT. What is lost? 3 What does the procedure say?

Answer 48

Normal landing gear control and position indications are lost, GPWS and REVERSER 1+2. 1. L/G GRAVTY PROC APPLY 2. GPWS SYS = OFF.

Question 49

SBT2. You do first L/G GRAVITY EXTENTION PROCEDURE IN QRH. IF UNSUCCESSFULL, YOU DO QRH LANDING WITH ABNORMAL L/G. 1. Cabin crew = notify? 2. ATC = notify? (Galy & CAB = OFF) 3. Consider fuel reduction? 4. LDG DIST AFFECTED? 5. If one MAIN L/G abnormal? (Oxygen crew supply = off) (Signs = ON) (Cabin and cockpit loose equipment = secure) 6. For approach: GPWS SYS = OFF, L/G lever = CHECK DOWN, (GRAVITY GEAR EXTN HANDCRANK = TURN BACK TO NORMAL?), EMER EXIT LT = ON, CABIN REPORT = OBTAIN, (A/SKID & N/W STRG = OFF?), (RAM AIR = ON?), (Dome LT = DIM?) 7. At 2000ft AGL? 8. At 500ft? AGL 9. At flare, touchdown and rollout? If one MAIN L/G abnormal? 10. When aircraft stopped? PF =1, PM = 3 11. Final thing?

Answer 49

1. Notify the cabin crew of the nature of the emergency encountred and state intentions. Specify the amount of available preperation time = NITS. 2. Notify ATC of the nature of the emergency and state intentions 3. This reduces VREF = reduce the load factor at impact 4. Landing distance is increased up to 70% compared to the distance computed without failure. 5. Fuel dsitrubution = consider. Open the X-FEED valve and switch off the pumps on the side with landing gear normally extended. 6. Back to normal becacuse rotating three turns back to normal main in some cases pressurize the landing gear down actuators = thereby reducing the probability of gear collape at touchdown. - Because with one main landing gear not extended, the reference speed used by the anti-skid to detect a wheel blockage is not correct. As a result, the anti-skid must be switched off to prevent permanent brake release. - To ensure full repressurization of the aircraft before impact. - Set to DIM to ensure there is a light source after both engines are shut down after landing to see the BRAKE PRESS indicator. 7. FINISH PREPERATION X2 8. BRACE FOR IMPACTX2 9. Engines should be shut down early to ensure fuel is shut off before nacelles impact. Engine pumps continue to supply adequate hydraulic pressore for 30s after engine shutdown. - At touchdown = ALL ENG MASTERS OFF - KEEP AFFECTED SIDE WING UP 10. PF = ATTENTION CREW AT STATIONS X2 - PM = PARK BRK ON, ALL FIRE PB = PUSH, ALL AGENT (ENG+APU) = DISCH 11. If evacutation needed = EVACUATEX2 + press EVAC COMMAND, if not needed = CABIN CREW AND PASSENGERS REMAIN SEATED X2

Question 50

You are flying selected modes due to map shift = no ND only VOR. VOR Y 07 in Lublin, inbound 070 degrees, outbound 250 degrees. Right turns. What do you do first? What is next action? Parallel entry, how do you fly? Offset entry, how do you fly?

Answer 50

First you turn towards the VOR, blue needle centered. Determine which entry you are going to made by the thumb method. Big part = direct, opposite = parallel, closest = offset. You pass the VOR, you turn left 250 degrees which is outbound leg. Once wings level, start timer for 1min correct for wind. When time passed, turn left to intercept 070. Once radial intercepted, turn to radial 070. You pass the VOR, you deduct 30 degrees from outbound course (because of right turns) = 250-30 =220 degrees. Once wings level, start timer for 1 min, correct for wind. When time passed, turn right to inbound 070.

Question 51

Holding below FL140, what speed should we fly hodling in normal and turbulence condition?

Answer 51

Normal condition = 230kt Turbulence condition = 280kt (ATC approval needed)

Question 52

Holding FL140 to FL200, what speed should we fly hodling in normal and turbulence condition?

Answer 52

Normal condition = 240kt Turbulence condition = 280kt or M0.80 whichever is less.

Question 53

Holding Above FL200 to FL340, what speed should we fly hodling in normal and turbulence condition?

Answer 53

Normal condition = 265kt Turbulence condition = 280kt or M0.80 whichever is less.

Question 54

All turns in a holding should be with what bank angle?

Answer 54

25 degrees or a rate of 3 degree per second, whichever requires lesser bank.

Question 55

All procedures in the holding needs to be flown on?

Answer 55

TRACK.

Question 56

Start of outbound timing begins?

Answer 56

Over or abeam the fix, whichever occurs later.

Question 57

The still air time for flying the outbound entry heading should not exceed for: 1. At or below 14000ft 2. Above 14000ft

Answer 57

1. 1min 2. 1.5min