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AUTOFLIGHT

If there is any conflicting information, your FCOM shall be the overriding reference.

Q1. How will you identify if

a) FMGS is operating in Independent Mode?

b) FMGS is operating in single Mode?

A1. The following messages help in identification of FMGS modes:

a)      Independent Mode

i)                    “INDEPENDENT OPERATION” message is displayed on both MCDU scratchpads

ii)                   “IND” annunciator on top of the MCDU is lit.

iii)                 On the POS MONITOR page (and GPS MONITOR page), FMGS position (and GPS position) from the opposite FMGC is not displayed.

iv)                 On the RAD NAV page, navaids tuned on the opposite MCDU are not displayed. Correspondingfields are blank.

b)      Single Mode

i)                    When this occurs, the MCDU on the side of the failed FMGC reverts to MCDU MENU page, and a prompt to connect the MCDU on the opposite FMGC is displayed. When this prompt is pressed, the”OPP FMGC IN PROCESS” message is displayed in white on the MCDU scratchpad.

ii)                   On the ND usually associated with the failed FM:

‐ If the NDs are not both in the same mode or range, the associated ND displays”MAP NOT AVAIL”and “SET OFFSIDE RNG/MODE”.

‐ If the NDs are in the same mode and range, the associated ND displays the “OFFSIDE FMCONTROL” amber message.

iii)                 Both POS MONITOR pages display the same position (operative FMGC position).

Q2. Which of the FMGCs is master if:

a) Only FD1 is on?

b) Only FD2 is on?

c) Both FDs {1+2} are on?

d) Both FDs and AP1 are on?

e) Both FDs and AP2 are on?

f) Both FDs and both APs are on?

A2. The following is the Master FMGC logic:

a)      FMGC 1

b)      FMGC 2

c)       FMGC 1

d)      FMGC 1

e)      FMGC 2

f)       FMGC 1

Q3. If no AP/FD is engaged, which FMGC controls the A/THR?

A3. FMGC 1.

Q4. What do you understand by Back–Up Navigation Mode?

A4. The MCDU NAV B/UP allows to link a MCDU to its associated IRS in order to allow the flight crew tomonitor the navigation and to be provided with some basic flight planning functions in case of FM 1 +2 failure.

Q5. Is Back-Up Navigation mode available on all of the IndiGo aircrafts?

A5. No.

Q6. Which features of the flight management are available if a/c is in Back-Up navigation mode?

A6. The MCDU NAV B/UP function provides:

‐ Aircraft position using onside IRS or IRS 3

‐ Aircraft position using GPIRS  position

‐ F-PLN as memorized in the MCDU

‐ F-PLN display on ND

‐ F-PLN automatic sequencing

‐ Limited lateral revisions

‐ Mag (True) bearing depending on the pilot selection, from aircraft position to the TO WPT andassociated distance

‐ True track between waypoints

‐ Time estimates computed with current GS from onside IRS

‐ Total time and distance to destination

Q7. In flight with dual FMGCs failure, could we still navigate and complete our flight?

A7. Yes.

Q8. What is the meaning of following annunciators on MCDU?

{These annunciators are on the LH / RH sides of the keyboard}

a) FAIL,

b) MCDU MENU,

c) FM

A8. The annunciations have the following meaning:

a)      FAIL: Indicates that the Multipurpose Control and Display Unit (MCDU) hasfailed.

b)      MCDU MENU: Indicates that the flight crew should call up a peripheral linked to the MCDU (such as ACARS, ATSU or CFDS).

c)       FM: Comes on while the flight crew is using the MCDU to display peripherals. This light tells the flight crew that the FMGC has an important message to deliver.

Q9. What is the meaning of following annunciators on MCDU?

{These annunciators are on the top of the MCDU}

a) FM1,

b) IND,

c) RDY,

d) FM2

A9. The following is the meaning of the annunciations:

a)      FM1: FM 1 has failed.

b)      IND: The onside FM detects an independent mode of operation while both FMare healthy.

c)       RDY: MCDU has passed its power up test after it was turned off using its DIM key.

d)      FM2: FM 2 has failed.

Q10. What is the indication for a failed MCDU?

A10. A failed MCDU is indicated by a ‘FAIL’ Amber light on the MCDU annunciator.

Q11. What does a blank MCDU indicate?

A11. A Blank MCDU indicates that the pilot cannot enter information into the MCDU, and cannot call up any MCDU pages for display..though all functions of the FMGS remain available.

Q12. What does a *MCDU LSK prompt mean?

A12. * MCDU LSK indicates that pressing the adjacent LSK will change the parameters affecting the active situation.

Q13. What are the Flight Guidance functions of FMGS?

A13. The Flight Guidance (FG) part performs the following functions:

• Autopilot (AP) command

• Flight Director (FD) command

• Autothrust (A/THR) command.

Q14. What are the Flight Management functions of FMGS?

A14. The Flight Management (FM) part controls the following functions:

• Navigation and management of navigation radios

• Management of flight planning

• Prediction and optimization of performance

• Display management.

Q15. What are the Flight Augmentation functions of FMGS?

A15. The following are the functions of the FAC:

a)      Rudder control

b)      Rudder trim

c)       Yaw Damping

d)      Data computation for flight envelope and speed functions.

e)      Warning for low energy and windshear detection.

Based on which mode of AP/FD is engaged in pitch column of FMA, A/THR mode will get engaged in SPD/MACH or fixed thrust. It is not necessary that in climb, A/THR will always be in THR CLB or in descent; A/THR will be in THR IDLE modes.

Speed of the a/c is controlled either by AP/FD Pitch channel or by A/THR based on the vertical mode {pitch mode} engaged in FMA.

Q16. Which are those AP/FD pitch modes, when A/THR maintains SPEED / MACH mode? {i.e. You will see SPEED / MACH in FMA 1 col.}

A16. The following are the modes:

a)      V/S-FPA

b)      DES

c)       ALT*, ALT

d)      ALT CST*, ALT CST

e)      ALT CRZ*, ALT CRZ

f)       G/S*, G/S

g)      FINAL, FINAL APP

Q17. Name the AP/FD pitch modes in which A/THR maintain THR CLB Mode?

A17. The following are the modes:

a)      CLB

b)      OP CLB

c)       EXP CLB

d)      SRS

Q18. Name the AP /FD pitch modes in which A/THR maintain THR IDLE Mode?

A18. The following are the modes:

a)      DES

b)      OP DES

c)       EXP DES

Q19. If both AP/FDs are disengaged, what will be A/THR mode?

A19. SPD/MACH mode.

Q20. With the aircraft in flight, AP engaged and A/THR active, in which mode will the A/THR engage?

A20. AP engaged and A/THR active in flight:

‐ If an AP/FD pitch mode controls a vertical trajectory, the A/THR mode controls the target

SPD/MACH.

‐ If an AP/FD pitch mode controls a target SPD or MACH, the A/THR mode controls the thrust.

Q21. If no AP/FD pitch mode is engaged, the A/THR mode will revert to SPD/MACH mode.

A21. True.

Q22. When are the pitch and roll bars visible?

A22. The pitch bar is displayed if a vertical mode is engaged. It gives pitch orders for the vertical

Guidance. The roll bar is displayed if a lateral mode is engaged. It gives roll orders for lateral guidance.

Q23. When both FDs engaged, how is it shown on FMA in 5th col.?

A23. 1FD2.

Q24. If FD #1 is disengaged after engaging both FDs, what will FMA show in 5th col.?

A24. –FD2.

Q25. If FD #2 is disengaged after engaging both FDs, what will FMA show in 5th col.?

A25. 1FD- .

Q26. If FD #1 fails when both FDs were ON, what will FMA show in 5th col.?

{Same is valid when FMGC#1 also fails or invalid.}

A26. 2FD2.

Q27. When will Pitch FD bar flash permanently?

A27. The Pitch FD bar flashes permanently when transmission of the GLIDE data is interruptedwhen in G/S,G/S* or LAND modes above 100 ft RA.

Q28. When will Roll FD bar flash permanently?

A28. The Roll FD bar flashes permanently when transmission of the LOC data is interrupted when in LOC,LOC* or LAND modes above 15 ft RA.

Q29. What indications will appear when AP gets disconnected due system failure?

A29. The following are the indications:

a)      Master Warning light flashing Red.

b)      ECAM AUTO FLT AP OFF red warning.

c)       Continuous cavalry charge 1.5 s minimum.

d)      CLR p/b on ECP illuminated.

Q30. What indications will appear if you disconnect AP intentionally by pressing Take-over P/B?

A30. The following are the indications:

a)      Master Warning light will flash red during 3 seconds maximum.

b)      ECAM AP OFF red message for 9 s maximum.

c)       Audio Cavalry charge for 0.5 s minimum and 1.5 s maximum.

Q31. What indications will appear if you disconnect AP intentionally by pressing AP p/b on FCU?

A31. The following are the indications:

a)            Master Warning light flashing Red.

b)            ECAM AUTO FLT AP OFF red warning.

c)            Continuous cavalry charge 1.5 s minimum.

d)            CLR p/b on ECP illuminated.

Q32. What does FMA read while taxi-out, in normal situations?

A32. During taxi-out, the FMA reads the following:

a)      2nd column 2nd line shows CLB in Blue

b)      3rd column 2nd line shows NAV in Blue.

c)       5th column 2nd line shows 1FD2 in White.

Q33. If NAV is disarmed by selecting HDG PRESELECT while taxied-out, what will FMA read?

Under this scenario, on reaching ACCL ALT, which mode will engage for pitch?

A33. The following is indicated:

a)            2nd column 2nd line shows CLB in Blue

b)            5th column 2nd line shows 1FD2 in White.

On reaching ACCL ALT, OP CLB mode will engage for pitch.

Q34. For Take off, when thrust levers are set at TOGA gate {with FDs ON and V2 defined on PERF TAKE OFF page}, what does FMA read?

A34. The following is indicated on the FMA:

a)      1st column indicates MAN TOGA in White.

b)      2nd column 1st line indicates SRS in Green and 2nd line indicates CLB in Blue.

c)       3rd column 1st line indicates RWY in Green and 2nd line indicates NAV in Blue.

d)      5th column 2nd line indicates 1FD2 in White and A/THR in Blue.

Q35. What is SRS speed guidance during T/O with both engines working?

A35. With both engines working, the SRS speed guidance target is V2+10 limited to V2+15.

Q36. What is SRS speed guidance during T/O in single engine?

A36. With single engine, the SRS speed guidance target is the highest of V2 or current speed limited to V2+15.

Q37. Does SRS mode provide any protection apart from providing speed guidance?

What are these?

A37. The protections offered by SRS are as follows:

a)      Attitude protection to reduce aircraft nose-up effect during takeoff (18 ° or 22.5 ° maximum incase of windshear)

b)      Flight path angle protection that ensures a minimum vertical speed of 120 ft/min

c)       A speed protection limiting the target speed to V2+15 kt.

Q38. When will SRS disengage automatically after T/O in case of both engines working?

A38. The SRS mode disengages:

‐ Automatically, at the acceleration altitude (ACC ALT), or if ALT* or ALT CST* mode engages(above 400 ft RA).

Q39. When will SRS disengage automatically after T/O in case of single engine?

A39. SRS does not disengage automatically after T/O in case of single engine.

Q40. What is SRS speed guidance during G/Around with both engines working?

A40. The SRS law maintains the current speed at Go-around engagement, or VAPP, whichever is higher.Nevertheless, the SRS speed target is limited to VLS+25 kt, in a two-engine configuration.

Q41. What is SRS speed guidance during G/Around in single engine?

A41. The SRS law maintains the current speed at Go-around engagement, or VAPP, whichever is higher.Nevertheless, the SRS speed target is limited to VLS+15 kt, in an engine-out configuration.

Q42. What will FMA read during Go-Around?

A42. The following is indicated on the FMA during G/A:

a)      1st column indicates MAN TOGA in White.

b)      2nd column 1st line indicates SRS in Green, 2nd line indicates CLB in Blue.

c)       3rd column 1st line indicates GA TRK in Green.

d)      5th column 3rd line indicates A/THR in Blue.

Q43. When will SRS disengage automatically after Go-Around in case of both engines working?

A43. The SRS mode disengages:

‐ Automatically, at the Go-around acceleration altitude (GA ACC ALT), or if ALT* mode engages

(above 400 ft RA).

Q44. When will SRS disengage automatically after Go-Around in case of single engine?

A44. SRS does not disengage automatically after Go-Around in case of single engine.

Q45. When does the RWY mode engage?

A45. The RWY engagement conditions are:

‐ The conditions required for SRS mode engagement:

• V2 is inserted in the MCDU PERF TAKEOFF page

• Slats are extended

• The aircraft has been on ground for at least 30 s.

‐ The aircraft is receiving a LOC signal and LOC deviation is less than 1/2 dot

‐ The aircraft heading is within 20 ° of the ILS related course

‐ The ILS course is identical to the runway heading of the origin airport as selected for the activeflight plan, if any.

Q46. When does the RWY TRK mode engage?

A46. The RWY TRK mode engages automatically at 30 ft (RA) if NAV mode does not engage (NAV notarmed prior to takeoff).

Q 47. How can you cancel the HDG /TRK PRESET?

A47. The flight crew can cancel a preset HDG/TRK by:

‐ Engaging the NAV mode using the DIR TO

‐ Pushing in the HDG/TRK knob (arming NAV mode)

‐ Disengaging AP/FD.

Q48. What is the Speed profile when NAV is not used in a particular flight completely?

A48. The SPD profile is:

V2 – SPD LIM – ECON CLB SPD/MACH – ECON CRZ MACH – ECON or preset DESMACH/SPD – SPD LIM – VAPP.

Q49. What is the Speed profile when NAV mode is engaged?

A49. The SPD profile is:

V2 – SPD LIM – SPD CSTR (if applicable) – ECON CLB SPD/MACH – ECON CRZ MACH -ECON or preset DES MACH/SPD -SPD LIM – SPD CSTR (if applicable) – HOLD SPD (ifapplicable) – VAPP.

Q50. What are the conditions in which NAV mode will engage?

A50. NAV mode engages:

‐ Automatically at 30 ft RA after takeoff (if armed on the ground)

‐ When the flight crew orders “DIR TO” (except below 700 ft RA in LOC mode)

‐ When the flight crew pushes in the HDG/TRK knob when the aircraft is close to (within ∼1 nmof)the active flight plan leg

‐ Automatically in flight when NAV is armed and the aircraft reaches the capture zone for theactive flight plan leg.

Q51. How to disengage the NAV Mode?

A51. The NAV mode disengages when:

‐ Any other lateral mode is engaged

‐ The flight plan is lost or the aircraft enters a flight plan discontinuity.

Q52. How to disarm NAV Mode?

A52. NAV mode disarms if one of the following occurs:

‐ The flight crew pulls out the HDG/TRK knob

‐ The flight crew selects a preset HDG/TRK (TO or GA)

‐ The flight crew arms the LOC mode by pressing the LOC pb

‐ The flight crew selects GA mode

‐ LAND mode has engaged

‐ The flight crew presses the APPR pb, if an ILS approach is selected.

Q53. Is it true that if you press LOC P/B to arm LOC Mode, NAV Mode will disarm but if NAV was engaged, and then if you press LOC, NAV remains engaged?

A53. True.

Q54. After reaching 30 feet after take-off, what changes takes place on FMA?

A54. After reaching 30 ft after T/O, the following changes take place:

à RWY TRK annunciated if HDG/TRK Preset function is used.

à NAV mode annunciates if armed before T/O.

Q55. On reaching ACCL ALT, what changes take place on FMA?

A55. On reaching ACCL ALT, CLB mode engages, SRS is replaced by CLB annunciation in the second column.

Q56. If you pull out ALT knob, what will happen if you were in managed climb?

A56. The system reverts to OPEN CLIMB mode. The Auto-thrust commands Climb Thrust and AP/FD pitch mode goes to Open Climb mode.

Q57. In a managed DES mode, if aircraft is above profile, what is A/THR mode and what does A/P pitch channel control?

A57. A/THR mode commands IDLE THRUST and AP/FD pitch channel controls speed of the aircraft, commanding the upper limit of managed speed range.

Q58. In a managed DES mode, if aircraft is below profile, what is A/THR mode and what does A/P pitch channel control?

A58. The A/THR mode commands SPEED and the AP/FD pitch channel controls vertical speed.

Q59. What is the meaning of vertical deviation VDEV shown on the PROGRESS page?

A59. During descent, the system indicates to the flight crew the vertical deviation from thecomputeddescent profile (PFD and MCDU) and predicts where the flight crew can rejoin it, this is what is indicated on the PROGRESS page.

Q60. When in climb, if you press EXPEDITE P/B, What will happen?

A60. The system will shift to EXP CLB mode, the target speed will become Green Dot, which is maintained with pitchcontrol. Auto thrust, if active, will set the thrust at CLB THRUST automatically.

Q61. When in Descend, if you press EXPEDITE P/B, What will happen?

What are the indications on the FMA?

A61. The system will shift to EXP DES, the target speed will be 340 kt or M 0.8 which is maintained with pitchcontrol. Autothrust, if active, will set the thrust at IDLE automatically.

On the FMA:

First Column : THR IDLE

Second Column : EXP DES

Second Column second line : ALT

Q62. How will you disengage “EXPEDITE” mode?

A62. The flight crew can disengage EXPEDITE manually by:

‐ Pulling out the V/S or FPA knob to engage the V/S or FPA mode

‐ Pulling out the ALT knob to engage OP CLB or OP DES

‐ Pulling out the SPD/MACH knob to activate the selected speed target and engage OP CLB or OPDES. A white box appears around the longitudinal mode and flashes for 10 s. A triple click sounds

‐ Pushing in the ALT knob to engage the CLB or DES mode, provided that the engagementconditions are met

‐ Selecting a higher altitude than present altitude when in EXP DES. If this action is not followed byanother expected flight crew action within 5 s, a triple click sounds. A steady white box appearsaround the longitudinal mode, then flashes for 10 s after the triple click

‐ Selecting a lower altitude than present altitude when in EXP CLB. If this action is not followed byanother expected flight crew action within 5 s, a triple click sounds. A steady white box appearsaround the longitudinal mode, then flashes for 10 s after the triple click

‐ Activating a reversion to V/S to protect the aircraft from exceeding VLS or VMAX. A white boxappears around the longitudinal mode and flashes for 10 s. A triple click sounds.

Q63. During EXPED descent, if ATC asks you to maintain a lower speed and if you select the speed by pulling SPD/MACH selector, what changes take place and what will FMA show in that case?

A63. The action will disengage EXP DES mode and would revert to OPEN DESCENT mode. The FMA will read the following:

First Column : THR IDLE

Second Column : OP DES

Q64. What happens when a/c speed drops below VLS while descending with OP DES {with no AP but both FDs engaged and A/THR on}?

A64. If the FDs are engaged in OP DES modeand, if the flight crew does notfollow the FD bars to maintain the commanded pitch, the aircraft decelerates (insufficient descentrate and idle thrust).If the airspeed reaches VLS-2, both FDs disengage. (If speedbrakes are extended, the FDsdisengage between VLS-2 and VLS-19, depending on the position of the speedbrakes).The A/THR, if active, reverts to SPEED mode upon FDs disengagement, and increases thrust torecover the speed target.

A triple-click aural warning sounds.

Q65. What happens when a/c speed goes above VMAX while climbing in OP CLB {with no AP but both FDs engaged and A/THR on}?

A65. If FDs are engaged in OPEN CLIMB and the flight crew doesnot follow the FD bars to maintain the commanded climb (pitch too low and autothrust in maximumclimb thrust), the aircraft accelerates.Both FDs disengage when VMAX+4 is reached (VMAX being VMO, VLE or VFE). If the A/THR isactive, it reverts to SPEED mode and reduces the thrust to recover the speed target.

A triple click aural warning sounds.

Q66. You are descending with OP DES.

FMA is reading THR IDLE / OP DES / NAV /— /1FD2, A/THR white

What happens to THR IDLE mode of A/THR if a/c speed drops below VLS?

A66. The A/THR, if active, reverts to SPEED mode upon FDs disengagement, and increases thrust torecover the speed target.

Q67. You are climbing with OP CLB.

FMA is reading THR CLB / OP CLB / NAV /— /1FD2, A/THR white

What happens to THR CLB mode of A/THR if a/c speed increases above VMAX?

A67. The A/THR, reverts to SPEED mode and reduces the thrust to recover the speed target.

Q68. What do you mean by mode reversion?

A68.There are times that the autoflight cannot hold what has been set and will have to changemodes. This is called mode reversion, when the modes change automatically without the pilotcalling for it. This is both a part of normal flying and also part of the system to prevent flight outside the envelope.

Q69. In climb, if you set FCU altitude below current a/c altitude, what will happen?

A69. A Mode Reversion would occur and V/S (or FPA) engages on current V/S (or FPA).

Q70. In descend, if you set FCU altitude above current a/c altitude, what will happen?

A70. A Mode Reversion would occur and V/S (or FPA) engages on current V/S (or FPA).

Q71. You are climbing with THR CLB / CLB / NAV engaged on FMA. ATC advises you to come on a heading. By selecting heading, what will happen?

A71. A Mode Reversion would occur and “CLB” will revert to “OPEN CL”.

Q72. You are descending with THR IDLE / DES / NAV engaged on FMA. ATC advises you to come on a heading. By selecting heading, what will happen?

A72. A Mode Reversion would occur and the A/THR would revert to SPEED mode and AP/FD pitch mode would revert to V/S mode.

Q73. When will you see “CHECK APPR SELECTION” message on MCDU?

A73. “CHECK APPR SELECTION” message appears when a NON ILS or NON MLS approach is part of the F-PLN and anILS/MLS is manually-tuned on the RAD NAV page. It remindsthe flight crew that APP NAV/FINAL are the available guidancemodes for the approach. Displayed when in cruise at less than100 nm from the top of descent, or in descent, or approachphase.

Q74. On pressing”APPR” pushbutton, G/S* cannot engage if LOC* is not engaged.

A74. True.

Q75. Once on ILS {LOC + G/S engaged}, ILS approach can be discontinued by pressing APPR P/b, if a/c is above 400 ft {by pressing APPR P/B.}

A75. True.

Q76. Once on ILS {LOC + G/S engaged},if LOC or G/S signal is lost for more than 7 seconds and above 200ft RA, AP/FD disengages and FDs reengage in basic modes of {HDG V/S or TRK FPA}

A76. True.

Q77. LAND Mode engages automatically when LOC and G/S Modes are engaged, and the a/c is below 400 feet RA. No action on FCU will disengage LAND Mode.

A77. True.

Q78. LAND Mode disengages upon engagement of Go-Around Mode or if both AP/FDs are disengaged.

A78. True.

Q79. What will happen if there is a complete loss of ILS when LOC & G/S modes were engaged with one AP & both FDs ON?

A79. The PFD and ND display red LOC and G/S flags (if the ILS pushbutton has been pressed green). LOC and G/S scales disappear from the PFD.

The AP disengages.

The FD reverts to its HDG-V/S or TRK-FPA modes.

Q80. What would cause a red AUTOLAND light to illuminate below 200′?

A80. The following situations, when occurring below 200 ft RA with the aircraft in LAND mode,trigger theflashing Autoland red warning and a triple click aural warning:

‐ Both APs OFF below 200 ft RA.

‐ Excessive deviation in LOC (1/4 dot above 15 ft RA) or GLIDE (1 dot above 100 ft RA). In addition,

LOC and GLIDE scales flash on the PFD.

‐ Loss of LOC signal above 15 ft, or loss of GLIDE signal above 100 ft. The FD bars flash on the

PFD. The LAND mode remains engaged.

‐ The difference between both radio altimeter indications is greater than 15 ft.

Q81. When the roll bar is replaced by Yaw bar?

A81. Below 30 ft during landing and takeoff, when a localizer is available, the roll bar is replaced bya yaw bar that gives lateral orders.

Q82. During the ROLL OUT mode of an autoland approach, how is nose wheel steering controlled?

A82. Each ELAC receives a nose wheel steering command from the two FMGCs :

>DELTA ( δ ) NOSE WHEEL

The ELACs select one off the two commands in function of :

>AP engagement

The selected command is sent to the BSCU.

The BSCU uses this command associated with commands from the controlwheel and rudder pedals to compute nose wheel control angle.The command from the FMGC and the command from the rudder pedals arelimited with respect to the speed.The command from the FMGC is used after landing during rollout.

Q83. What are the conditions to engage Go Around mode?

A83. The following are the conditions for engaging Go-Around Mode:

Setting at least one thrust lever to the TOGA detent engages both SRS/GA TRK modes, if:

‐ The flaps lever is at least in position 1, and

‐ The aircraft is in flight, or

‐ The aircraft has been on ground for less than 30 s (AP disengages and can be re-engaged 5 safter lift-off).

Q84. When will you say that A/THR is “Active”?

A84. The A/THR is active when it controls thrust or speed. The position of the thrust leverdeterminesthe maximum thrust that the A/THR system can command (except in α-floor condition).

When A/THR is active:

‐ The A/THR pb on the FCU lights up

‐ The FMA displays A/THR mode in green in the first column and “A/THR” in white in the fifth

Q85. What is the range of thrust levers where A/THR is active?

A85. For Both Engines operating, the range is between IDLE and the CL detents. For OEI, the range is between IDLE and MCT detents.

Q86. What does A/THR System perform when A/THR is active?

A86. The autothrust system, when active:

‐ Maintains a specific thrust in THRUST mode

‐ Controls the aircraft speed or Mach in SPEED/MACH mode

‐ Uses ALPHA FLOOR mode to set maximum thrust when the aircraft angle of attack exceeds aspecific threshold.

Q87. What happens if both thrust levers are set above CL detent in case of both engines?

A87. When both thrust levers are set above the CL detent (both engines operative), the A/THRreverts from active to armed.“A/THR” turns to blue on the FMA and the thrust levers control thrust directly.The FMA displays “MAN THR” in white in its first column.The thrust levers provide the flight crew with an immediate increase of thrust when both thrustlevers are pushed above the CL detent (two engines).

Q88. After Take-Off, once out of thrust reduction altitude, if you bring back the thrust levers to below CLB gate, what will happen?

A88. When both thrust levers are set below the CL detent (both engines operative), a repeating warning (amber caution, single chime,“A/THR LIMITED” ECAM message) is activated every 5 s until the flight crew moves the leverback into the detent. “LVR CLB” (both engines operative) flasheswhite in the first column of the FMA.This device reminds the flight crew that the normal operating position of the thrust levers, whenA/THR active, is the CL detent (two engines).

Q89. When will you see “LVR ASYM” amber message?

A89. When one thrust lever is in the CL detent and the other one out of detent, the “LVR ASYM”amber message comes up until both levers are set in the CL detent (only with both enginesoperative).

Q90. You are about to perform a Take- Off but you realize that you have not inserted FLEX temperature. Can you still take off?

A90. Yes.

Q91. While a/c in cruise, with the thrust lever in CLB gate, A/THR disconnects on its own. What will happen and what warning/message will be shown?

A91. The “THRUST LOCK” function would be activated. The following warning/messages would be shown:

‐ “THR LK” flashes amber on the FMA

‐ ECAM “ENG THRUST LOCKED” flashes every 5 s

‐ ECAM displays “THR LEVERS……MOVE”

‐ A single chime sounds and the Master Caution light flashes every 5 s.

Q92. What is the meaning of “THR LK {flashing}”?

A92. The “THR LK” flashing message indicates that the Thrust Lock function has been activated. The Thrust Lock function is activated when the thrust levers are in the CL detent (or the MCT detentwith one engine out), and:

‐ The flight crew pushes the A/THR pb on the FCU, or

‐ The A/THR disconnects due to a failure.

Q93. Review the warnings / cautions when A/THR is disconnected by using instinctive disconnect p/b?

A93. When A/THR disconnected using Instinctive Disconnect P/b:

>MAST CAUTION light illuminated for max 3 sec.

>A/THR OFF amber msg on ECAM for max 9 sec.

>Single Audio chime.

Q94. Review the warnings / cautions when A/THR is disconnected due some system failure?

A94. When A/THR disconnected due system failure:

>MAST CAUTION light illuminated.

>Flashing ENG THRUST LOCKED amber caution, AUTO FLT A/THR OFF amber caution, blue THR LEVERS…..MOVE on ECAM.

Q95. What will happen if A/THR is disconnected by pressing instinctive p/b for more than 15 seconds?

A95. If the flight crew pushes and holds one instinctive disconnect pb for more than15 s, the A/THR system is disconnected for the remainder of the flight. All A/THRfunctions including ALPHA FLOOR are lost, and they can be recovered only at thenext FMGC power-up (on ground).

Q96. If thrust levers are brought to idle when A/THR was active, what happens?

A96. The A/THR disconnects.

Q97. When will “A-FLOOR” be annunciated?

A97. A-FLOOR is annunciated when ALPHA FLOOR function is activated.

αfloor is activated through the A/THR system, when:

‐ α is greater than αfloor (9.5 ° in configuration 0; 15 ° in configuration 1, 2; 14 ° inconfiguration 3; 13 ° in configuration FULL) or

‐ Sidestick deflection is greater than 14 ° nose up, with either the pitch attitude or theangle-of-attack protection active.

The αfloor function is available from lift-off to 100 ft RA before landing.

Q98. When will “TOGA LK” be annunciated and how to cancel TOGA Lock?

A98. “TOGA LK” in green, surrounded by a flashing amber box on the FMA, is annunciated when the aircraft leavesthe α-floor conditions. TOGA thrust is frozen. To cancel TOGA LK thrust, the flight crew must disconnect the autothrust.

Q99. What do you mean by “APPROACH AUTOTHRUST”?

A99. Below 3 200 ft RA, with at least CONF 1, the A/THR logic is modified to be more responsive to

speed variation. This is referred to as approach autothrust.

Q100. With auto thrust active, what is the upper limit of the EPR target?

A100. In the autothrust mode (A/THR function active), the FMGC computes the thrust, which is limited tothe value corresponding to the thrust lever position (unless the alpha-floor mode is activated).

Q101. In which of the situations, Alpha-Floor protection is lost?

  1. Alpha-floor is lost, when one of the following combinations of failures occurs :

>SFCC1 and FAC2, or

>SFCC2 and FAC1, or

>Both FCU channels, or

>1 EIU, or

>Both FMGCs.

‐ Alpha-floor is lost under alternate or direct flight control law.

‐ Alpha-floor is lost when the FADECs are in N1 degraded mode.

‐ Alpha-floor is lost in engine-out, when slats/flaps are extended.

Q102. What are the conditions when low energy warning (SPEED, SPEED, SPEED) will get activated?

A101. An aural low-energy “SPEED SPEED SPEED” warning, repeated every 5 s, warns the pilot that theaircraft’s energy level is going below a threshold under which he has to increase thrust, in order toregain a positive flight path angle through pitch control.It is available in Configuration 2, 3, and FULL. The FAC computes the energy level with the followinginputs:

‐ Aircraft configuration

‐ Horizontal deceleration rate

‐ Flight path angle

Q103. What are the conditions when “WINDSHEAR WINDSHEARWINDSHEAR” warnings are displayed on both PFDs?

A103. The FACs generate the windshear warning whenever the predicted energy level for the aircraft fallsbelow a predetermined threshold.

Q104. Is it true that there is no ECAM when

a) Windshear warnings are activated?

b) Low Energy warnings are activated?

c) ILS capability is downgraded?

d) Mode Reversion take place?

e) GPS Primary is lost?

A104. Yes.

Q105. Must the flight director be on for the wind shear function of the FAC’s to operate normally?

A105. In windshear conditions, flight guidance acts on specially adapted FD pitch orders received from thespeed reference system (SRS). The pilot must set go around thrust immediately (which also triggersthe FD SRS mode), and follow the pitch order to execute the optimum escapemaneuver.

Q106. What is the minimum value which you can feed for Thrust reduction altitude (THR RED ALT) on Take-Off PERF page?

A106. 400 ft.

Q107. How to Update the FMGC position in flight?

A107. FMGC position can be updated in flight through the PROG page. The flight crew can update the FMGC position via the “UPDATE AT” fieldbyentering either the IDENT of a waypoint, a NAVAID, anairport, a latitude and longitude, or a place/bearing/distance, or aplace-bearing/place-bearing.

Q108. If GPS function is lost, is navigation accuracy immediately downgraded?

A108. No.

Q109. A GO-Around has been carried out without setting thrust levers to TOGA position. What is the effect of this on the flight plan?

A109. If the thrust levers are not set to the TOGA detent briefly, the FMS does not engage the Go-Around phase, and flying over, or close to the airport (less than 7 nm) will sequence the Destination waypoint in the F-Plan.

Q110. What does the drift shown for the each IR on the last of the POSN MONITOR page indicate?

A110. The drift displayed shows the deviation in nautical miles of each IRSposition from the onside FMGC position.

Q111. When will Temporary F-Plan display automatically?

A111. A temporary F-PLN is created whenever a revision is performed on either of the followingpages:

‐ The F-PLN A or B pages, or

‐ The LAT REV page, or

‐ The VERT REV page.

Q112. Can you change COST INDEX on DESCENT Page?

A112. Yes, if the Descent phase is not active.

Q113. VOR APPR is selected on ARRIVAL page, ILS is tuned on RAD NAV page, what happens if APPR push button is pressed?

A113. The MCDU would display “CHECK APPR SELECTION”. This messageis a reminder that the available APPR guidance modes are APP NAV and FINAL.

Q114. What is the meaning of red “MAN PITCH TRIM ONLY”?

A114. The Red “MAN PITCH TRIM ONLY” is displayed on the PFD in case of loss of L+R elevators.

Q115. What is the meaning of amber “USE MAN PITCH TRIM”?

A115. The Amber “USE MAN PITCH TRIM” is displayed on the PFD in case F/CTL are in direct law.

Q116. When do you get “CHECK WEIGHT MESSAGE”? What are you supposed to do if current gross weight on the MCDU is correct?

A116. The “CHECK GROSS WEIGHT” message appears when the gross weights (GW) computed bythe flight managementcomputer (FMC) and the flight augmentation computer (FAC),disagree by more than 7 t (7.7 U.S tons).

If the current gross weight on MCDU is correct:

VLS, F, S, GREEN DOT (PFD)………………………………………………………………………DISREGARD

If the FMS GW is correct, the characteristic speeds computed by the FAC (displayed on PFD) are not correct.

QRH OPERATING SPEEDS…………………………………………………………………………USE

Refer to QRH speeds.

Q117. What will you do, if during cockpit preparation, you get “AUTO FLT AUTO THR OFF” message on ECAM?

A117. ARM the A/THR with the FCU P/b to clear the message.

DISARM the A/THR with the Instinctive Disconnect P/b on the thrust levers.

Q118. In flight, you see that MCDU on F/O side is locked. What will you do?

A118. PULL the CB for the locked MCDU, and push it back in after 10 seconds.

Q119. What is the procedure if MCDU is frozen after you access “DIR TO” function?

A119.In such a case, the MCDU simultaneously displays an “A/C POSITION INVALID” SCRATCHPAD message in White. The action to be taken is to apply the manual reset procedure to successively reset both FMGC’s.

Q121. When do you get “ALIGN IRS” and what is your action?

A121. “ALIGN IRS” appears when the IRS are ready for alignment, but the IRSINIT page is notdisplayed on either MCDU. The ALIGN IRSmessage requires that one flight crew member call up the IRSINIT page, to align the IRS.

Q122. What to do if you get a message”F-PLN FULL”?

A122. If you get the above message, either delete one leg or delete the alternate F-plan.

Q123. In ROSE NAV mode, what does a continuous green line indicate?

A123. This continuous green line is called the Track Line and appears in green only in the ROSE NAV or ARC mode when HDG or TRK has beenselected on the FCU.

Q124. What does an amber box on the MCDU screen indicate?

A124. Amber boxes indicate that a data entry is mandatory to allow the MCDU to perform all its functions.

Q125. If the FPV is above the horizon line, what is the aircraft actually doing?

A125. The aircraft is climbing.

Q126. If the FPV (Flight Path Vector) symbol is right of center, where is the wind coming from?

A126. Left.

Q127. When would a takeoff shift be entered into the PERF TO page?

A127. The takeoff shift is the distance in meters or feetbetween the beginning of the runway and the aircraft’stakeoff position. When taking off from an intersection,the flight crew should insert this value to ensure acorrect update of the FM position.

Q128. During take-off, both FDs failed.

a) What will FMA show if you were taking off with TOGA?

b) Will A/THR remain armed?

c) Will LVR CLB flash at thrust reduction altitude?

d) In which mode A/THR will engage when you move thrust levers to CLB detent?

e) At acceleration altitude, will target speed change?

A128. T/O with failed FD’s:

(a)    FMA would show MAN TOGA and A/THR in Blue.

(b)   Yes.

(c)    Yes.

(d)   SPEED mode.

(e)   No.

Q129. Mark True / False about Alpha-Floor protection for each sentence:

A129. A. When Alpha-floor protection is activated, thrust will be set to TOGA value irrespective of any thrust lever position. – TRUE.

B. Alpha-floor protection is available from lift-off until a/c reaches 100 RA in approach. – TRUE.

C. In case of single engine, alpha-floor is available only in CONFIG 0 and alpha-floor is not available when slats / flaps are extended. – TRUE.

Q130. Mark True / False about wind-shear detection function for each sentence:

130. A. Wind shear function is available at takeoff 3secs after liftoff until 1300 feet. It is not available just after T/O. – TRUE.

  1. At landing, it available from 1300 RA to 50 FT. – TRUE.
  2. At least CONFIG 1 is required for this function to be available.– TRUE.

Q131. With DES mode engaged and you extend speed brakes, descent rate of a/c will increase only if a/c is above profile.

A131. True.

Q132. OP DES disregards all altitude constraints.

A132. True.

Q133. OP DES disregards all constraints including speed.

A133. False.

Q134. Pulling out V/S Knob or ALT Knob will disengage the EXPED mode.

A134. True.

Q135. Pushing EXPED knob again will not disengage the mode.

A135. True.

Q136. In hand flying { FDs On but AP off}, if a/c speed goes beyond VMAX+4, both FDs will disengage and A/THR will revert to SPEED if active and reduce the thrust to recover the speed.

Same way, during descend, In hand flying {FDs On but AP off}, if a/c speed goes below VLS-2 kts, both FDs will disengage and A/THR will revert to SPEED if active and reduce the thrust to recover the speed.

What happens during climb, when speed drops below VLS due to high V/S and V/S mode engaged?

A136. The FMGS adjusts the pitch bar so that VLS ismaintained.

Q137. What happens during descend when speed increases above Vmax due to high V/S and V/S mode engaged?

A137. The FMGS adjusts the pitch bar so that VMAXis maintained.

Q138. On what basis, FMGC computes its own automatic landing capabilities? e.g CAT1, CAT2, CAT3 SINGLE or CAT3 DUAL

A138. The FMGC computes its own landing category depending upon the availability of aircraft systems and functions. When the landing capability downgrades, a triple click aural warning is activated.

Q139. Why OP DES is not to be used for final approach?

A139. OP DES is not to be used for final approach to ensure that AutoThrust stays in SPEED mode rather than IDLE mode.

Q140. What are the two ways to engage the OP DES?

A140. Ways to engage OP DES:

èOne by pulling out ALT selector

è In EXPED DES mode, if a speed is selected, OP DES will get engaged.

Q141. ATC clears you to descend from FL 390 to FL210 and asks you to expedite. As such you use EXPED DES mode. Around passing FL 240, ATC asks you to slow down to 260 kt. When you select Speed to 260kt on FCU, what changes will occur on the FMA ?

A141. This will cause FMA to change to THR IDLE / OP DES/ HDG.

Q142. What, in general, is Ground Speed Mini?

A142. The purpose of the “ground speed mini function” is to take advantage of the aircraft inertia whenthe wind conditions vary during the approach. It does so by providing the flight crew with anadequate indicated speed target. When the aircraft flies this indicated speed target, the energy of

the aircraft is maintained above a minimum level ensuring standard aerodynamic margins versus

stall.During the approach, the FMGS continuously computes the speed target using the windexperienced by the aircraft in order to keep the ground speed at or above the “Ground Speed

Mini”.

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