Aviation Cockpit Protocols Quiz

A three-step procedure for checking the cockpit door's operation, including unlocking, opening, and verifying the proper locking mechanism.

Verifying that the cockpit door operates correctly when the mechanical override is engaged.

A procedure ensuring all selectors on the switching panel are in working order.

A set of critical engine-related controls (thrust levers, reverse thrust, master levers, and start selectors).

TCAS should be activated after the holding point to avoid possible interference with radar systems.

A process of aligning the Inertial Reference System (IRS) to accurately determine the aircraft's position, attitude, and heading.

A full alignment procedure required before a flight, after a crew change, or when specific conditions like poor GPS/NAVAID coverage or long flight time are met.

A shorter alignment procedure used when a full alignment is not necessary, often after a minor disruption.

IRS alignment must be performed on the ground, with the aircraft stopped. It cannot be done while engines are running.

If the aircraft moves during alignment, a new complete alignment must be performed.

A procedure for removing ice from the aircraft's surfaces before takeoff, typically by accelerating the engines to create a hot air stream.

The time elapsed from the moment an aircraft touches down to the point it comes to a complete stop at the gate.

Fog with a temperature below freezing, where water vapor condenses as ice crystals.

Reviewing the previous flight's logbook for information about the taxi-in time in freezing fog.

Time needed to taxi from the gate to the runway, taking into account the duration spent for ice shedding.

A computer system that determines the optimal takeoff configuration for an aircraft, prioritizing either maximum takeoff weight (MTOW) or flexible temperature, based on performance limitations. If multiple configurations yield the same MTOW or flexible temperature, it selects the one with the lowest takeoff speeds.

Maximum Takeoff Weight - the heaviest weight at which an aircraft can safely take off under specific conditions.

A temperature range within which an aircraft can safely take off, regardless of weight limitations.

A takeoff where the aircraft's performance, like engine thrust or wing lift, is the limiting factor for weight.

The speeds the aircraft needs to reach during takeoff, including rotation speed (VR) and lift-off speed (V1).

When a brake temperature reaches 500 °C (or 350 °C with fans on), avoid using the parking brake unless absolutely necessary.

The temperature at which you should avoid using the parking brake is 500 °C, or 350 °C if brake fans are activated.

Using the parking brake when brake temperature is above the threshold is a risk, but sometimes essential for operational reasons.

Brake fans cool the brakes by circulating air, allowing them to operate at a higher temperature.

A situation where using the parking brake is required despite high brake temperature, possibly due to a safety or operational requirement.

This pre-flight check ensures the backup braking system is functioning correctly and the brake pedals are not 'spongy'.

A condition where the brake pedals feel soft or not firm, indicating a potential issue with the braking system.

This check is crucial before the first flight to guarantee the alternate braking system is ready in case of a problem with the primary brakes.

The check involves verifying the functionality of the backup brake system to ensure it's not failing.

The sensation of the brake pedals when they're pressed, which can indicate problems like 'sponginess' or incorrect pressure.

During a pre-flight scan of the overhead panel, ensure that the only amber lights illuminated are the GEN FAULT lights.

These amber lights indicate a general fault within the aircraft's electrical system. They should be the only amber lights illuminated during a pre-flight check.

Having other amber lights on during the overhead panel scan indicates a specific system malfunction that needs attention before flight.

Ensuring that only the GEN FAULT lights are on during the overhead panel scan helps identify potential issues that could compromise flight safety.

If any amber lights other than the GEN FAULT lights are illuminated during the overhead panel check, report the issue to maintenance before takeoff.

The crew inputs the aircraft's zero fuel weight (ZFW) and zero fuel weight center of gravity (ZFWCG) on the MCDU, which are utilized to calculate certain characteristic speeds.

These speeds, such as the green dot speed, F, S, and VLS, are crucial for the aircraft's safe and efficient operation. They are calculated using various factors, including weight.

The PFD acts as the pilot's primary reference for flight information, displaying vital data like altitude, airspeed, and heading. It also displays characteristic speeds.

The crew inputs the zero fuel weight (ZFW) and zero fuel weight center of gravity (ZFWCG) into the MCDU. This data is then used for calculating the characteristic speeds, like the green dot speed, F, S, and VLS, that are displayed on the PFD.

A reduced engine thrust setting used during the climb phase to improve fuel efficiency and reduce engine wear.

The maximum weight at which an aircraft can safely take off, varying based on the aircraft's type and specific conditions.

Thrust settings used for takeoff based on aircraft weight, where D2 is used up to 200 tons and D1 for weights between 200 and 210 tons.

Derated climb thrust can be selected either before takeoff or during the climb phase, if not chosen initially.

Using derated thrust during the Climb improves fuel efficiency and reduces engine wear, ultimately leading to a more sustainable flight.