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174 Cards in this Set
- Front
- Back
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Nominal runway width |
148 ft |
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Minimal runway width |
100 ft |
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Maximum demonstrated crosswind |
38 kt (gust included) |
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Maximum tailwind for takeoff |
10 kt |
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Maximum tailwind for landing |
10 kt |
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Maximum wind for passenger door operation |
65 kt |
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Maximum wind for FWD and AFT cargo for operation |
40 kt (or 50 kt if in to wind or doors on leeward side) |
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Cargo doors must be closed before wind speed exceeds... |
65 kt |
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Maximum speed with landing gear extended (VLE) |
280 kt/M 0.67 |
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Maximum speed at which landing gear can be extended (VLO extension) |
250 kt/M 0.60 |
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Maximum speed at which landing gear may be retracted (VLE retraction) |
220 kt/M 0.54 |
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Maximum tire speed |
195 kt groundspeed |
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Maximum windshield wiper operating speed |
230 kt |
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Maximum speed with cockpit window open |
200 kt |
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Minimum height for use of autopilot on takeoff with SRS mode |
100 ft AGL |
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Internal FMGS logic prevents autopilot from engaging for how long after takeoff |
5 seconds |
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Minimum height for autopilot use during straight-in non-precision approach |
Applicable MDA |
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Minimum height for autopilot use during straight-in LNAV/VNAV approach |
Applicable DA |
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Minimum height for autopilot use during go-around (AP or FD engagement) |
100 ft AGL |
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Minimum height for autopilot use during circling approach |
Applicable MDA - 100 ft |
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Minimum height for autopilot use during all other phases of flight |
500 ft AGL |
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Use of the AP or FD in ____ or ___ mode is not permitted in approach unless _______ |
OPEN DES, DES, the FCU altitude is set to or above MDA or 500 ft, whichever is highest |
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Maximum operating altitude with flaps or slats extended |
20,000 ft |
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Minimum fuel quantity for takeoff |
3,307 lb |
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Takeoff on ______ tank is prohibited |
Center |
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Hydraulic normal operating pressure |
3,000 psi +/- 200 |
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Maximum brake temperature for takeoff (brake fans off) |
300°C |
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APU starter cycle limits |
3 starter motor cycles followed by 60 minutes before another 3 starter cycles |
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Max altitude for bleed air and generator load on APU...engine start |
20,000 ft and 92% (83 KVA) |
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Max altitude for bleed air and generator load on APU... One pack operating |
22,500 ft and 78% (70 KVA) |
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Max altitude for bleed air and generator load on APU... Two packs operating |
15,000 ft and 100% (90 KVA) |
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Max runway slope |
+/- 2% |
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Max runway altitude |
9,200 ft |
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Max operating altitude |
39,800 |
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MMO |
M 0.82 |
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VMO |
350 kt |
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Max Flaps/Slats speed - Conf 1 |
Slats 18, Flaps 0, Max speed 230 Holding |
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Max Flaps/Slats speed - Conf 1 + F |
Slats 18, Flaps 10, Max speed 215 Takeoff |
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Max Flaps/Slats speed - Conf 2 |
Slats 22, Flaps 15, Max speed 200 Takeoff/Approach |
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Max Flaps/Slats speed - Conf 3 |
Slats 22, Flaps 20, Max speed 185 Takeoff/Approach/Landing |
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Max Flaps/Slats speed - Conf Full |
Slats 27, Flaps 35, Max speed 177 Landing |
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LP ground unit usage |
Do not use conditioned air simultaneously from packs and LP ground unit |
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HP ground unit usage |
Do not use HP ground unit when APU supplies bleed air |
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Cabin altitude warning |
9,550 +/- 350 ft |
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Max normal cabin altitude |
8,000 ft |
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Minimum height for autopilot use on ILS when CAT2 or CAT 3 is not displayed on FMA |
160 ft |
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Maximum fuel imbalance at takeoff |
815 outer 1100 inner if full or 3200 and empty |
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Center tank usage |
Takeoff on center tank is proibited |
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APU LOW OIL LEVEL ECAM advisory |
APU may be operated, however, MX action required within 10 operating hours |
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Max APU RPM |
107% |
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Max demonstrated crosswind for takeoff and landing on a wet runway (gust included) |
33 kt |
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Max demonstrated crosswind for takeoff and landing on a contaminated runway (gust included) |
10 kt |
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Max continuous oil temp |
140°C |
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Max transient oil temp and time |
155°C for 15 min |
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Minimum oil temp for start |
-40°C |
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Minimum oil temp for takeoff |
-10°C |
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Minimum oil quantity |
9.5 qt + estimated usage at 0.5 qt/hr |
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Max engine EGT for Takeoff and go-around |
950°C for 5 minutes, or 10 in case of engine failure |
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Max engine EGT during MCT use |
915°C |
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Max engine EGT during start |
725°C |
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Describe engine starter limits |
4 consecutive start cycles up to 2 minutes each -20 second pause between start attempts -After 4 start attempts, 15 minute cooling period -No running engagement of starter when N2 > 20% |
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Single-engine non-precision approach |
If one engine is inoperative, it is not permitted to use the autopilot to perform NPAs in FINAL APP, NAV V/S, or NAV/FPA modes. Only FD use is permitted |
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Flex limitations |
Thrust reduction must not exceed 25% of full rated takeoff thrust. Flex temp must not be higher than ISA + 53°C. -Assumed temp must not be lower than flat rating temp or current OAT. -Flexing not permitted on contaminated runways |
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Max reverse should not be used below what speed? |
70 kt |
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Call out when starting a GPWS avoidance maneuver |
"PULL UP TOGA" |
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Call out for Reactive Windshear |
"WINDSHEAR TOGA" |
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Call out for Unreliable speed indication |
"UNRELIABLE SPEED" |
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Call out for a "TRAFFIC" warning |
"TCAS, I have control" |
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Call out for Emergency descent |
"EMERGENCY DESCENT" |
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Call out for loss of braking |
"LOSS OF BRAKING" |
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Call out at recognition of any stall indication |
"STALL, I have control" |
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Call out for Stall warning at lift-off |
"STALL, TOGA, 15 DEGREES" |
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"PULL UP" - "TERRAIN AHEAD PULL UP" - "OBSTACLE AHEAD PULL UP" In other words, any EGPWS PULL UP |
Simultaneously: AP________________________________OFF Pitch _____________________________Pull up pull to full backstick and maintain Thrust levers_____________________TOGA Speed brakes lever ______________check retracted Bank_____________________________wings level or adjust |
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During night or IMC: "TERRAIN TERRAIN" - "TOO LOW TERRAIN" - "TERRAIN AHEAD" - "OBSTACLE AHEAD" In other words, any EGPWS terrain or obstacle without "Pull up" |
During night or IMC Simultaneously: AP________________________________OFF Pitch _____________________________Pull up pull to full backstick and maintain Thrust levers_____________________TOGA Speed brakes lever ______________check retracted Bank_____________________________wings level or adjust |
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During daylight and VMC, with terrain and obstacles clearly in sight: "TERRAIN TERRAIN" - "TOO LOW TERRAIN" - "TERRAIN AHEAD" - "OBSTACLE AHEAD" In other words, any EGPWS terrain or obstacle without "Pull up" |
Flight path__________________adjust adjust pitch, bank, and thrust to silence the alert |
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"SINK RATE" |
Above 1,000 AFE in IMC or above 500 AFE in VMC: Flight path_____________________adjust Below 1,000 AFE in IMC or below 500 AFE in VMC: Go-around ____________________consider |
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"DON'T SINK" |
Flight path_____________________adjust |
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"TOO LOW GEAR" - "TOO LOW FLAPS" |
Go-around____________________perform |
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"GLIDESLOPE" |
Above 1,000 AFE in IMC or above 500 AFE in VMC: Flight path_____________________adjust -When condition require deliberate approach below glideslope: G/S mode _____________________OFF Below 1,000 AFE in IMC or below 500 AFE in VMC: Go-around ____________________consider |
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Windshear during takeoff before V1 |
The takeoff should be rejected only if significant airspeed variations occur below indicated V1 and the pilot decides that there is sufficient runway remaining to stop the airplane |
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Windshear during takeoff after V1 |
Thurst levers___________________TOGA Reaching VR ___________________Rotate SRS orders_____________________Follow If necessary, pull sidestick fully back If FD bars are not displayed, move toward initial pitch of 17.5°. Then if necessary to prevent loss of altitude, increase pitch |
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Windshear airborne, initial climb, or landing |
Thrust levers at TOGA______________set or confirm AP(if engaged)______________________keep on SRS orders _________________________follow If necessary, pull sidestick fully back AP disengages if AOA goes above A prot If FD bars are not displayed, move toward initial pitch of 17.5°. Then if necessary to prevent loss of altitude, increase pitch DO NOT CHANGE CONFIGURATION UNTIL OUT OF WINDSHEAR. CLOSELY MONITOR FLIGHT PATH AND SPEED. RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR. |
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X-BLEED valve closes when: |
Leak detected (except during engine start) APU bleed valve closed |
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When do bleed valves close? 8 |
B - APU bleed valve open B - Overpressure B - Overheat B - Leak detected B - Start valve stuck open Reverse flow ENG BLEED pb ENG FIRE pb
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If one BMC fails, what is lost? |
Associated fault light on A/C panel Associated bleed valve will not close automatically ENG BLEED LEAK warning lost for associated eng APU BLEED LEAK warning if BMC1 fails |
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HP valve closes automatically: |
Pneumatically: Low upstream pressure Excessive upstream pressure Electrically when system determines |
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Ditching switch actions: |
Cargo (fwd) outlet isolation valve close Avionics inlet and extract valves Emergency ram-air inlet closes Pack flow control valve Outflow valve closes |
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Max taxi weight |
162.9 |
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MTOW |
162.0 |
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When does the aircraft become pressurized? |
During the takeoff roll |
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Protections in Normal Law: |
High speed High AOA Load Factor (+2.5 / -1.0 clean, +2.0 / 0 dirty) Pitch attitude (30° Up / 15° dn) Bank angle (67° degrees) |
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FD bars disappear when pitch exceeds ________ and returns when pitch is between __________ |
25° up or 13° down 22° up and 10° down |
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Pitch attitude protection limits |
30° up in conf 0-3 (progressively reduced to 25° at low speed) 25° up in conf full (progressively reduced to 20° at low speed) 15° down |
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Positive static spiral stability related to high speed protection: |
Bank automatically returns to 0° (instead of 33°) Bank limit reduced from 67° to 40° |
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To deactivate high AOA protection: |
Pilot must push sidestick greater than 8° forward or greater than .5° for at least .5s when α<αMAX Additionally, below 200 ft, protection deactivated when: Sidestick deflection less than half nose-up Actual α is less than α prot -2° |
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In α protection mode, stick deflection = |
AOA proportional to stick deflection Full backstick will command αMAX When released, will return to α prot |
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Pressurization modes: |
-Ground -Takeoff -Climb -Cruise -Descent -Abort |
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When do probes and windows heat automatically? |
-After 1st engine start -In flight |
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Eng Anti-ice fault light: |
Amber w/ ECAM caution if valve position differs from pushbutton selection (fault light comes on briefly as valves transit) |
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Wing Anti-ice fault light: |
Amber w/ ECAM caution if: -valve is not in required position -low pressure is detected (fault light comes on briefly as valves transit) |
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LGCIUs switch when? |
Completion of a retraction cycle |
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Gravity extension |
-removes green hydraulic pressure -opens landing gear doors -Unlocks gear to gravity extend |
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Landing gear safety valve: |
Shuts off hydraulic supply to landing gear when speed exceeds 260. Below 260, remains closed as long as landing gear lever is up |
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Landing gear indicator panel only connected to: |
LGCIU 1 Can confirm landing gear position via WHEEL SD page |
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Nose wheel steering receives hyd pressure when: |
-A/SKID & N/W STRG switch is on -Towing control lever is in normal position -At least one engine is running -Aircraft is on ground |
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Generator fault lights: |
Amber and ECAM caution if: -GCU detects a fault -the line contactor is open |
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IDG fault light: |
Amber and ECAM caution if: -IDG oil outlet overheats or -IDG oil pressure low (extinguishes when IDG disconnected) |
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AC ESS FEED fault: |
AC ESS BUS is not powered |
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Engine fire push actions: |
(Go down panel from fire 2-1-1-2-2) -Silences aural fire warning -Arms squibs -Closes hydraulic fire shut-off valve -Closes low-pressure fuel valve -Cuts off the FADEC power supply -Deactivates the IDG -Closes pack flow control valve -Closes engine bleed valve |
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APU fire push actions: |
3212 -shuts down APU -silences warnings -arms squibs -shuts off APU fuel pump -closes LP fuel valve -deactivates APU generator -closes APU bleed valve -closes cross-feed valve |
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Abnormal attitude law engages when: |
-bank angle above 125° -Pitch attitude exceeds 50° up or 30° down -speed below 60 to 90 kt depending on pitch or above 440 kt -mach above 0.91 AOA above 30-40° or below -10° |
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Abnormal attitude law provides: |
-pitch alternate law without autotrim or protections except load factor -roll direct law -yaw mechanical law |
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After returning to normal flight after abnormal attitude law disengages, the following are conditions for remainder of flight |
-pitch alternate law with no protection but with autotrim -roll direct law -yaw alternate law |
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Yaw alternate law: |
Only yaw damping function available. Yaw damping authority limited to +/- 5° rudder deflection |
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When in pitch alternate mode: |
-Load factor protection similar to normal -Pitch mode changes to flare mode when landing gear selected down (flare mode is direct stick to elevator) -Roll direct law -Yaw alternate law |
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Why turn off both FDs if flying manually? |
To ensure A/THR is in Speed mode |
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Before takeoff, if brake fans running: |
Brake temp, check. -If temperature is above 150°C, delay takeoff -If temperature is below 150°C, turn fans off |
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Speedbrake extension is inhibited, if: |
‐ SEC 1 and SEC 3 both have faults, or ‐ An elevator (L or R) has a fault, or ‐ Angle-of-attack protection is active, or ‐ Flaps are in configuration FULL, or ‐ Thrust levers above MCT position, or ‐ Alpha Floor activation |
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Pack fault light |
-valve position disagree -compressor outlet overheat -pack outlet overheat |
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Pack flow control valve closes: |
-upstream pressure below min -compressor outlet overheat -engine start sequence (on starting engine side unless crossbleed open)(reopening delayed 30s to allow second start) -FIRE pb pressed -ditching pb selected |
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Hot air pb fault |
-when duct overheat (88C 190F) detected |
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Blower and extract fault lights |
-blowing or extract pressure low -computer power supply fails -smoke warning activated -duct overheats (blower only) |
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Blower and extract override |
-when either override selected, system goes into closed configuration -air conditioning added -blower fan stops if blower set to override -when both selected to override, system placed in smoke configuration. Blower stops, extract runs, air from air conditioning added then vented overboard |
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Blue pump runs when? |
If in auto and AC available: -in flight -on ground with an engine running -blue override switch on mx panel |
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Maximum landing weight |
142.2 |
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MZFW |
134.5 |
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Cabin altitude warning |
9550 +/- 350 |
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Cabin Press MODE SEL pb fault light |
When both automatic systems are faulty |
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Cargo isolation valve fault lights |
Either inlet or outlet valve is not in selected position |
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FMA columns left to right |
Autothrust Vertical modes Lateral modes Approach capabilities AP/FD A/THR engagement status (column 2&3 together show common modes and special messages) |
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CVR and DFDR logic |
Automatically for first 5 minutes after establishment of electrical power On ground with at least one engine operating In flight |
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Battery pb fault light |
Charging current for the battery is outside limits -contactor opens |
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Galley pb fault light |
When the load on any generator is more than 100% rated output |
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Galley pb auto shed logic |
-In flight when only one generator operating -On ground when only one ENGINE generator is operating |
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Rat & Emer Gen pb fault light |
On if emergency generator is not supplying power when AC bus 1 & 2 are not powered and landing gear is up |
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Cockpit door fault light |
a system failure such as latch, pressure sensors, control unit (check control panel on overhead) Chan 1 or 2 lights on overhead indicated faulty pressure sensor |
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Engine fire test actions |
All lights on Engine fire panel CRC Master warning light flashes ENG FIRE warning on ECAM ENG page on lower ECAM Fire light on engine control panel APU test same except eng control panel fire light |
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If APU fire on ground |
External horn sounds Red APU FIRE light comes on external power panel APU auto shuts down bottle discharges 3 seconds after warning |
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Cargo smoke light |
illuminates if both channels detect smoke or one channel detects smoke and other channel is faulty |
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SEC or FAC pb fault lights |
Comes on when a failure is detected |
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ELAC pb fault light |
Comes on when a failure is detected and during power-up test (8 seconds) |
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ELAC responsibilities |
Normal elevator and stabilizer control. Aileron control calculate roll and yaw spoiler/rudder orders ELAC 1 for roll ELAC 2 for pitch |
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SEC responsibilities |
Spoiler control Standby elevator and stabilizer control SEC 1 spoilers 3 4 SEC 2 spoilers 5 SEC 3 spoilers 1 2 1-5 GYBYG |
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Simple specials are mandatory when? |
In IMC up to 3000' AFE and until 1000' AFE in VMC |
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SRS mode maintains what speed? |
-V2 + 10 with normal engine operation -Higher of V2 or current speed (V2 + 15 max) |
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Fuel pump pb fault light |
comes on when delivery pressure drops |
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Fuel MODE SEL pb fault light |
More than 550 lb of fuel in center tank and either wing tank has less than 11000 lb |
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Center tank pump logic |
-pumps run for 2 minutes after engine start -when slats are retracted -stop running automatically 5 minutes after center tank low level reached -stop running when inner tanks full to make room for IDG cooling return fuel |
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Hydraulic reservoirs are pressurized by: |
-Normally from engine 1 HP bleed -If engine 1 bleed pressure low, takes bleed air from both sides of crossbleed duct |
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RAT drops if: |
both AC BUS 1 & 2 are lost ADIRS > 100kts |
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Wing A/I pb fault light |
valve incorrect position or low pressure |
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Engine A/I pb fault light |
If valve position disagrees with switch position |
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Window heat |
-low on ground and high in flight (windshield - only 1 level for side windows) -comes on automatically in flight or when at least 1 engine is running -probes same logic except TAT not heated on ground |
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Alternate mins |
Alternate must be within one hour from departure airport at normal cruising speed in still air with one engine imperative. Use 1 nav/2 nav to drive minimums. 1 nav - add 400 and 1 2 nav - add 200 and 1/2 to higher of the two approaches. Two operational navigational facilities each providing straight in approach to different suitable runways |
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Crappy crappy rule |
Second alternate listed if weather at destination and alternate are marginal. Marginal defined as forecast that contains either of following at both airports: -Celling less than 500 above DA or MDA -visibility less than 1/2 mile above lowest operational approach minimum |
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3585 |
Must have second alternate Domestic only Main body must always be at or above destination mins or derived alternate mins -Destination conditional vis must not be less than half min for approach expected to be used -Alternate conditional ceiling and vis must not be less than half derived alternate mins for approach expected to be used -Second alternate must be at or above derived mins |
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FO limitations if not consolidated (6) |
Captain must make takeoff and landing if: -special airport -vis at or below 3/4 or 4000 -contaminated with breaking less than good -crosswind greater than 15 -suspected or reported windshear -captains discretion |
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No-go class II ECAM messages |
-Air bleed (must be mel'd before depart) -DMC 1/3 2/3 (simultaneously) no dispatch -blue rsvr - no dispatch |
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Dispatch with min landing distance (with braking action) less than landing distance available |
Permitted if: -reasonable expectation braking action will improve to allow min dist too be less than avail -PIC and dispatcher brief and agree on what braking action will be required before landing -performance alternate added |
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When are batteries connected? |
-During APU starting -if battery voltage below 26.5 (auto on ground, 30 minute delay in flight) -loss of AC Bus 1 & 2 if Emer gen not supplying power or below 100 kts |
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CB reset policy |
-Do not reset in flight unless deemed necessary for safe flight by PIC (5 mins for cooling and write-up required) -On ground, once only under direction from MX -Allow five minutes for cooling |
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When do emergency exit lights illuminate? |
With switch in auto with loss of normal electrical power (or DC shed bus loss) |
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APU Bleed pb fault light |
APU bleed leak detected |
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Eng bleed pb fault light |
-overpressure downstream -bleed air overheat -wing or engine leak on same side -bleed valve not closed during engine start -bleed valve not closed with APU bleed on |
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Manual engine start when |
-Cold engine (shut down for 4 hours or more) Recommended when hot ambient conditions, high altitude, or poor external pneumatic performance |
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Anti-ice check bulletin |
Every Monday during last inbound flight to mx base, check engine and wing a/i normal operation during flight (in cruise before top of descent). Write up discrepancies |
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Narrow runway ops (bulletin) |
Narrow = < 148' Not allowed if nosewheel steering inop or one or more brakes inop Not recommended if rudder jam, rudder pedal jam, yaw damper system fault, RTL system fault, any failure leading to loss of nosewheel steering |
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Cargo fire extinguisher |
One bottle with two heads -serves 1 nozzle in fwd and two nozzles in aft compartment |
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What causes center tank pumps to overpower wing pumps |
Pressure relief sequence valves |
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FAC functions |
Rudder: turn coordination, yaw damping, rudder limiting, rudder trim Characteristic speeds Flight envelope and maneuvering computations Alpha floor protection Windshear detection Low energy warning |
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Engine fault light |
-Auto start abort -HP fuel shutoff valve position abnormal -malfunction of thrust control |
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When will FADEC abort automatic starts? |
Hot Hung Stalled No light off |
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When does FADEC demand higher idle speed? |
Bleed demands Approach configuration High engine or IDG oil temps |
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When is alpha floor available? |
Lift off to 100' RA |
