2009 – 2010 Systems and Procedures Validation Q&A
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Systems and Procedures Validation Q & A
AIRBUS A319/320/321
2009 – 2010
Updated: 1/17/10
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Bob Sanford, E-mail:
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Preflight

1. (True or False) US Airways will always operate keeping SAFETY as our top operational priority. When makingother operational decisions, the following priorities, listed in order of importance are: passenger comfort,schedule, and efficiency. Reference: FOM 1.1.2

2. When entering the date in the FDML, use the DD/MON/YR format. The date is listed according to _local time. Reference: FOM Appendix B.6

3. During pre-flight you find that MEL 34-61-01A has been applied to your aircraft, allowing dispatch with bothFMGC navigation databases to be out of date. With this MEL you note that relief can be taken for _3_consecutive calendar days and that _FMS / RNAV_ departures are not allowed. Reference: A320 MEL Manual

4. (Yes or No) After reviewing the dispatch release, you note the application of MEL 27-51-02A. Could a flightcrew have applied and placarded this MEL? Reference: A320 MEL Manual

5. If released to a destination that is conditionally forecasted to be below landing minimums (i.e., using Exemption3585), _two_ destination alternates must be listed on the Flight Release. In addition, while enroute, the _dispatcher_and _captain_ will ensure the most current, relevant destination/alternate weather report(s) and forecast(s) areused. Reference: FOM 7.5.5

Domestic Policy:Except as described below in Exemption 8684, no alternate airport is required if for at least one hour before and after the ETA at the destination airport, the appropriate weather reports or forecasts, or anycombination of them indicates:

  • the ceiling will be at least 2000 feet above the airport elevation, and
  • the visibility will be at least 3 sm.

Exemption 8684:No alternate airport is required if for at least one hour before and after the ETA at the destination airport, the appropriate weather reports or forecasts, or any combination of them indicate:

  • the ceiling will be at least 1000 feet above the airport elevation, and
  • the visibility will be at least 2 sm.

Use of this exemption is contingent upon:

  • Availability of a CAT II approach to the intended landing runway and the aircraft remaining CAT II capable.
  • Thunderstorms not in the forecast in either the main body of a weather forecast or in the remarks section of the forecast, or reported between 1 hour before to 1 hour after the estimated time of arrival.

When this exemption is applied, the dispatcher will annotate “EX8684” on Remarks Section on the Flight Release.

6. If the destination airport has no instrument approach available or a circle-to-land must be conducted, the forecastceiling must be a minimum vectoring altitude (MVA) or _1,000_ feet AGL (with _3_ miles visibility), whicheveris _higher_. If the destination’s instrument procedure specifies a controlling ceiling (i.e., Ceiling Required), theforecast ceiling must be at or _above_ the pertinent ceiling. Reference: FOM 7.5.3

7. (True or False) To ensure a full alignment occurs at least once a day and for improved IR Accuracy, a full IRalignment is required on the first flight of the day and for non-GPS aircraft a full alignment is also required forcrew-changes, flights outside the US, and RNAV departures. Reference: PH 2a.7.3

A full alignment should be performed prior to the first flight of the day.For non-GPS equipped aircraft, a full IR alignment isrequired for RNAV departures, crew changes and allflights outside of the continental United States.

Alignment:Wait at least three minutes after the aircraft comes to a complete stop before starting an alignment.

If Inertials were … / Then Place MODE Selectors to …
not previously aligned / NAV.
previously aligned and a full alignment is required / OFF, wait longer than 5 sec. and ensure all ADIRS
lights are extinguished, then select NAV.
previously aligned and a full alignment is not required / OFF, then select NAV within 5 sec.

ALIGN IRS on MCDU as soon as possible after selecting NAV toavoid excessive ADIRS drift.

8. During the Captain's FLIGHT DECK PREP flow (first flight of the day), the check of the electric panel includesturning Bat 1 and 2 OFF then ON. Ten seconds after selecting ON, check the ECAM ELEC page that both batterycharge currents are below _60 amps_ and decreasing. Reference: PH 2a.7.3

9. The PERF FACTOR on the MCDU (FMS2) can be changed if the BIAS on the flight release indicates a differentvalue by entering the change code _PRF_ or _ARM_ as applicable, then entering the correct _PERF_ factorat LSK 6L. Reference: PH 2b.1.5

10. During preflight, use the default airport position for IRS alignment purposes. Both pilots must check the defaultairport position against a _published known position_ (Route Manual Airport Ref. page, DispatchRelease, etc.) Reference: PH 2b.1.5

11.When a PDC ***REVISED SEGMENT*** is received make sure the _FMS routing_ matches the ATC clearance. The revised segment and the original filed segment must be _combined_ to determine the newclearance. Reference: PH 2b.3, 2b.4 and FOM 2.2.7

A PDC revised segment will be followed by the original filed segment. The two must be combined to determine the new clearance. Ensure the ATC clearance matches the FMS routing. If the ATC clearance matches the Flight Release routing, verify the Release total mileage is close to the FMS mileage. If ATC clearance differs from the Flight Release routing, ensure fuel is adequate for flight. Confer with the dispatcher when necessary.

12.When setting the Transponder during preflight, select _SYS 2_ on the ATC Selector when planning on usingAutopilot 2 for the flight. This ensures the same ADR provides data to both the transponder and the activeautopilot. Reference: PH 2a.8.3

Select SYS 1 if AP1 will be used and SYS 2 if AP2 will be used. Only SYS 1 available in Emergency Electrical Configuration.

13. (True or False) When programming the MCDU for an RNAV departure the required navigational performance(RNP) is _1.0_NM. Reference: PH 2d.10.1

RNAV SID procedures are authorized and require as a minimum single FMS with DME/DME/IRU or GPS updating, flight director, and autopilot. Additional requirements may be listed in the chart’s Note section. The Required Navigational Performance (RNP) for RNAV procedures is 1.0 NM. For normal operations, cross-track error should be limited to 0.5 NM. During and immediately after a turn, momentary deviations up to 1.0 NM are allowed. Advise ATC immediately if unable to comply with the RNAV requirements.

Procedure:

  • The RNAV departure must be in the FMS database (Manual entry of any procedural waypoint is not authorized).
  • A flight director and autopilot in NAV mode must be used for flight guidance while operating on RNAV paths. Autopilot should be turned on by 500 feet.

14. (True or False) On the A321, if the center fuel tank is not full, dispatch with fuel in the ACT is prohibited, unlessdirected by an MEL Reference: PH 1.6.4

15.As fuel remains one of the largest expenditures, US Airways is identifying opportunities to conserve fuel. Inaccordance with safety considerations and protocols, Dispatch will fuel plan for a (domestic) target arrival fuel of60 minutes (45 minutes reserve fuel and 15 minutes holding fuel). For our purposes, target arrival fuel loadsequate to (Reference: FOM 10.2 and Bulletin 5-08):

  • A319: _5,600_ lbs. of fuel
  • A320: _5,900_ lbs. of fuel
  • A321: _7,100_ lbs. of fuel

16.The flight release indicates gate release fuel equals 31,000 lbs. In this instance, the allowable variance fordispatch is _500_ pounds. If the actual fuel load is 31,800 lbs., the crew must notify _the dispatcher_ to correct theW&B. Reference: PH 2b.1.7

Gate Release Fuel Variance: A variance of 500 pounds or 1% of the “Gate Release” fuel load (whichever is greater) is allowed.If the fuel onboard is...

  • within the fueling variance tolerances, then no further action is required providing T.O. MIN fuel and maximum takeoff/climb weights requirements are met. Example: A fuel load of 25,200 pounds with a Gate Release fuel requirement of 25,000 pounds is acceptable within the fueling variance (e.g., 500 pounds.)
  • outside the fueling variance tolerances and the fuel on board is ...

• greater than the Gate Release fuel plus the fuel variance, then notify the dispatcher to correct the W&B.Example: A fuel load of 25,700 pounds with a Gate Release fuel requirement of 25,000 pounds is outside the variance (e.g., 500 pounds) and greater than the Gate Release fuel plus the fuel variance.

• less than the Gate Release fuel minus the fuel variance, then notify the dispatcher to correct the W&B and obtain an amended Flight Release (if fuel is not added), or add fuel.Example: A fuel load of 24,400 pounds with a Gate Release fuel requirement of 25,000 pounds is outside the fueling variance (e.g., 500 pounds) and less than the Gate Release fuel minus the fuel variance.

17. During preflight, ATIS reports ice pellets. For de/anti-icing, Type _IV_ (100%) is required. If precipitation stopsbefore the allowance time is exceeded and the temperature remains within the same range or warmer, takeoff isauthorized up to _90_ minutes after the Type IV application start time. Reference: PH 3.7

18.The _gate agent_ is responsible for discreetly informing the captain that a FAM team is assigned to theaircraft. The captain will brief the "A" flight attendant of the presence of the FAM team. Reference: FOM 5.5.8

19.A _Flight Attendant_ is trained to recognize intoxication. If there are any indications that the passenger’sconduct may be disability related, a _Complaint Resolution Officer_ is trained to determinedisability. For a suspicious passenger, final determination of passenger removal is made by the captain with the_Chief Pilot’s_ concurrence. Reference: FOM 5.1.17

20. US Airways uses a Severe Weather Parking System (SWPS) when weather conditions restrict ground personnelaccess on the ramp. The system includes a light scheme (similar to a traffic light) mounted to a stationary vehicle,usually an aircraft tug, positioned at the gate. It is important to remember the aircraft _will not_ be chockedat the gate. The captain will ensure the parking brake remains _set_. Reference: FOM 2.8.2

Start

1. On a weight-restricted flight, the flightdeck jumpseat is limited to all _space positive_ and _A1 space available_. These jumpseat occupants have priority over all passengers/cargo. Jumpseat occupants afforded seatsin the passenger cabin may be removed. In addition, company flight attendants have the same privilege on theflight attendant jumpseat. Reference: FOM 9.6.1

2. Prior to locking the flightdeck door, the "A" flight attendant will ensure all passengers are seated, carry onbaggage is stowed, and cabin is ready for movement. The flight attendant then notifies the flightdeck by stating,"Captain, Seated and Stowed". Reference: PH 2b.5.6

3. (Yes, No, Maybe) When ready to depart for an international flight you are informed that one of your passengers, withchecked bags, has not arrived at the gate for departure. Are you required to have that passenger's bags removedprior to departure? Reference: FOM 5.5.12

International Operations:Checked baggage may be transported only if the passenger who checked the bag travels on the same flight. If a passenger volunteers to get off the flight, his bags must be removed.

Exception: If passenger are involuntarily denied boarding or misconnects due to circumstances beyond their control (e.g., late connecting flight), their bags do not need to be removed.

4. (True or False) Some ground stations are equipped with small tugs that are not authorized to push aircraft with anengine running. It is important not to start an engine until clearance is received from ground personnel. Reference: PH 2b.10.1

5. If, during engine start, the ground crew reports a fuel leak from engine drain mast, run the engine at idle for_5_ minutes. If the leak disappears, the aircraft can be dispatched. Reference: PH 2b.11.3

Maintenance action is required before flight if the leak is still present after five minutes.

6. When conducting a Crossbleed Start, advance the operating engine's thrust lever to obtain _30_% N1 and_30_ PSI before start initiation. Reference: PH 4.8.2

Adjust to obtain at least 30% N1 and 30 psi at start air valve before start initiation and at least 25 psi during start.

7. If the second engine is started within 40 seconds following the end of the cargo door operation, a HYD PTUFAULT is triggered. Cycling the _YELLOW ELEC PUMP_ ON then OFF will clear this ECAM. Reference: PH 2b.11.3 and QRH pg. 92

Before Takeoff

1. Performing non-essential duties or activities during critical phases of flight is prohibited. Critical phases aredefined as: All ground operations involving _taxi_, _takeoff_, and _landing_, and all other flightoperations conducted below _10,000_ feet MSL except for cruise flight. Reference: FOM 1.7.6

Note:An aircraft stopped on the ground with the parking brake set is not in a critical phase of flight.

2. When initiating taxi, the captain accomplishes a brake check. The purpose of the brake check is to check brakeefficiency, that green hydraulic pressure has taken over, and that yellow hydraulic pressure is at _zero_ on thebrake pressure triple indicator. Reference: PH 2c.3.6

3. (True or False) Differences exist between ICAO and US standard phraseology and how ATC instructs pilots tocross or hold short of intersecting runways. Due to these differences, when at international locations, do NOTcross any intersecting runways unless a clearance to cross that specific runway has been received. Reference: PH 2c.2.5

4. Taxi operations are authorized if the captain decides the visibility is sufficient. Conduct checklists only when theaircraft is _stopped_ or taxiing _straight ahead_ without complex intersections. Reference: PH 2c.6

5. Single engine taxi is the standard mode of taxi. The Y ELEC PUMP must be selected _OFF_ prior to thesecond engine start to allow the PTU to perform its necessary self-test. Reference: PH 2b.11.3

6. Regarding external starts, the _First Officer_starts the engines during an Automatic Engine Start using ExternalAir while the _Captain_starts the engines during a Manual Engine Start using External Air. Reference: PH 4.8.1

7. (True or False) Under normal circumstances you are authorized to use reverse thrust to control taxi speed.Reference: PH 2c.3.3

8. Before takeoff, with the FMS2 system, it is important the flight crew enter/check that the correct _ZFW_, _ZFWCG_has been entered. These data, received from the final W&B, need not be entered if the uplink values are correct.Reference: PH 2c.14, Bulletin 10-8

9. When operating the FMS2 system, the amber scratch pad message CHECK TAKEOFF DATA is displayed onlywhen the _runway_ is changed after the T/O PERF data has been entered. Reference: PH 8.1, Bulletin 10-08

The amber scratchpad message CHECK TAKEOFF DATA is displayed only when the runway is changed after the T/O PERF data has been entered. REV2+ allows the T/O runway to be inserted after the T/O PERF data has beencompleted without generating the scratchpad message. Previously all runway entries or changes triggered the white CHECK TAKEOFF DATA.

When clearing CHECK TAKEOFF DATA messages, it is very important to confirm T/O data prior to selection of FLEX or TOGA for takeoff. If takeoff data is not confirmed and V2 is not entered when FLEX or TOGA is selected, flight guidance and A/THR will not be available during takeoff.

10. (True or False) Following a mechanical discrepancy after dispatch, it is NOT necessary to comply with anyapplicable MEL/CDL and Supplemental Non-Normal Procedures prior to takeoff since technically, no MELexists. Reference: PH 2c.1.1

Discrepancy – After Dispatch Before Takeoff
Step / Action
1 / Does the captain want to continue the flight?
  • If no, go to Step 2
  • If yes, go to Step 3

2 / Return for maintenance action.
  • Enter the discrepancy in the Maintenance Logbook.
  • Obtain a new/amended Flight Release, if appropriate.

3 / Contact the controlling dispatcher via phone patch, relay through Operations, or ACARS to discuss flight issues.
4 / Can the flight be safely executed?
  • If no, return to Step 2.
  • If yes, go to Step 5

5 / Comply with any applicable MEL/CDL and supplemental/non-normal procedures prior to takeoff. Since an MEL is not applied once the aircraft is dispatched, an amended release is not required.
6 / When time permits and not in a critical phase of flight
  • Enter the discrepancy in the FDML, and …
  • Send an ACARS message of the discrepancy using theprocedures outline in FOM “Mechanical Discrepancies In-Flight”

11.When the First Officer reads the ramp weight directly from the final weight and balance, the Captain will confirmthe aircraft weight on the lower ECAM is within _1,000_ pounds. Reference: PH 2c.13.1

The first officer will read the Ramp weight directly from the paper Final Weight and Balance. The captain will confirm the aircraft weight on the lower ECAM is within one thousand pounds of the Ramp weight on the Final Weight and Balance. If the difference is greater than one thousand pounds then ensure the difference is reasonable considering estimated taxi fuel burn.

12.The use of FLEX thrust for takeoff significantly increases engine reliability and efficiency while reducing fuelconsumption. FLEX thrust IS permitted on wet runways but is NOT permitted on _contaminated_ runways.Reference: PH 2c.3.10

  • FLEX thrust is permitted on wet runways because accelerate/stop distance is adjusted for the wet condition.
  • Takeoff at FLEX thrust is not allowed on contaminated runways (i.e., ice or greater than 1/8 inch of snow, slush, or standing water).

13. For aircraft equipped with dual tilt radar controls, select _CAPT_ during radar use below 2500 feet AGL so as tooptimize predictive windshear performance. Reference: PH 2c-12.3

14.The First Officer initiates the BEFORE TAKING THE RUNWAY flow _1_ to _3_ minutes prior to takeoff bynotifying the Flight Attendants to be seated for takeoff. Reference: PH 2c.12.3

15. With reference to the First Officer's BEFORE TAKING THE RUNWAY flow, ENG MODE is selected to

_IGN_ when the runway is contaminated with standing water, slush, snow or ice, or if heavy rain or moderateturbulence is expected or when applying windshear precautions. Reference: PH 2c.12.3

16. Do not takeoff if brake temperatures exceed _300_°C (brake fans OFF) or _150_ °C (Brake fans ON)Reference: PH 2c.3.6

The relationship between the actual disc temperature and the indicated temperature on the ECAM WHEEL page can vary by as much as 50° to 150°C. This is due to temperature sensor location, and the result of direct fan air on the sensors. When brake fans are selected on, the indicated temperature drops rapidly. Similarly, when the brake fans are selected off, a delay of several minutes may be noted before the ECAM WHEEL page displays accurate brake temperatures. As a result, if brake fans are used during taxi out, the actual temperature may be higher than indicated. This condition could result in a BRAKE HOT advisory message shortly after takeoff. When taxiing out, crews should use the brake fans to manage indicated brake temperature within a range of 100°C to 150°C. Crews should not takeoff if brake temperatures exceed 150°C with brake fans on (or shortly after brake fans are used) or 300°C with brake fans off. If fans are not used for taxi, crews may depart with indicated brake temperatures less than 300°C, as the reading will represent actual temperature.