320 Non-Memory & FOM Memory Flashcards
Flight Directors Inadvertently turn off on takeoff
May see:
-FCU Speed not dashed (target speed 100 knots)
-No FD bars on PFD
-FMA blank
-Setting thrust levers to the CL detent does Not activate A/THR like normal
Fly Aircraft:
-15° pitch
At Thrust Reduction Alt see “LVR CLB”:
- Don’t immediately select Climb Thrust
- Select climb speed/green dot on FCU
- Thrust Lever - CLB detent
- A/THR pb - ON
- FDs - ON
- Select LAT/Vertical modes
- AP - ON
FCOM PRO-NOR-SRP-01-30 p 6/10
RVR 1200 Takeoff Requirements Canada
- TALT - 367 nm
- Level of service - 1200 or less
- RVR - 1200 min
At least one: - HIRL (must be available for night)
- CL
- RCLM plainly visible
RVR 600 Takeoff Canada
TALT - 367 nm
Level of service
ALL of:
-HIRL (must be available for night)
-CL
-RCLM plainly visible
-2 Transmissometers not less than 600 RVR:
-RVR A
-RVR B (RVR C if RVR B u/s)
CA Only Takeoff
Canada Alternate/Takeoff Alternate Weather
Two or more Precision Approaches to separate suitable Runways:
400-1 or 200-1/2 above the LOWEST HAT/Vis, whichever greater
One Useable Precision Approach:
600-2 or 300-1 above Lowest HAT/Vis, whichever greater
Non-Precision Approach Only:
800-2 or 300-1 above Lowest HAT/Vis, whichever greater
No IFR Approach:
No lower than 500 feet above a minimum IFR altitude that will permit a VFR approach and landing
USA RVR 1600 Takeoff
At Least One of the following is available:
-HIRL
-CL
-RCLM Plainly visible
RVR Requirements:
- TDZ RVR If available is Controlling
USA RVR 1200 Takeoff
Daylight Hours:
-HIRL, or
-CL, or
-RCLM Plainly visible
Night Time Hours:
-HIRL, or
-CL, or
RVR Requirements:
- Two TDZ RVR minimum
- ALL available RVR are Controlling
USA RVR 600 Takeoff
Requires All of the following are available:
-HIRL
-CL
-RCLM Plainly visible
RVR Requirements:
- Two TDZ RVR minimum
- ALL available RVR are Controlling
USA Alternate /Takeoff Alternate Weather
At time of departure AND at the ETA, Alternate weather must be:
Two or more Precision Approaches to separate suitable Runways:
400-1 or 200-1/2 above the HIGHER of the two useable HAT/Vis, whichever greater
One Useable Precision Approach:
600-2 or 400-1 above Lowest HAT/Vis, whichever greater
Non-Precision Approach Only:
800-2 or 400-1 above Lowest HAT/Vis, whichever greater
Alternate Airport Weather (Countries other than Canada or the USA)
Published “For Filing As Alternate” in Jepp 10-9 pages
No Alternate IFR
NAIFR
1. Flights up to 6 Hours:
- Takeoff within NA, Caribbean or BDA
- Land in NA
2. Flights 6-8 Hours:
- Takeoff AND Landing within NA
- @ 4-6 hours from ETA: PIC confirms w/DXP a/d acceptable
3. Within 6 Hours ETA in CANADA, PIC may re-file NAIFR regardless of Departure
NA = Canada + USA (incl Alaska ONLY). NO Hawaii, Mexico, Caribbean islands or Central America
Weather Requirements:
- 1 Hour Before to 1 Hour After ETA, NO Forecast/Report:
- Fog / Vis Restriction / Precip below 3sm
- Thunderstorms / Freezing Precip
- In CANADA:
- Ceiling = FAF + 1000’ & 3sm (2nd lowest useable limits) OR;
- Ceiling = 1500’ & 6sm
- In USA:
- Ceiling = 2000’ & 3sm
- Destination Equipment:
- 2 separate runways (1 wet ldg dist)
- 2 independent IFR Approach (one may be GNSS)
- Emergency standby generator
-PIC Ensures:
- Enroute/Destination suitable
- Familiar with diversion airports
- Enroute NAV, Approach, ATC, Wx reporting & airport facilities are adequate
-NAIFR may be restricted in 10-10 pages for certain airports
COMM Failure
Communication Failure
COMMS FAILURE:
- Squawk 7600
- Attempt contact with ATC and other a/c
- Listen on last assigned frequency
- Listen on NAVAIDS eg VOR voice broadcast)
- ACK by using norm/stby XPDR functions
- Transmit on last frequency and 121.5 or previous frequency
- Use any means available: Sat phone, cellphone, ACARS dispatch, WiFi (email, WiFi calling), try both pilot transmitters and both VHF radios, try hand mic etc
If VMC: Land at nearest suitable as soon as practicable
In IMC:
- Follow SID specific LOST COMMS Procedure for Route & Altitude. If NOT available, follow generic procedures below
ROUTE:
- By last assigned
- IF vector, direct to
- ATC advised Expected clearance
- Route on flight plan
ALT - HIGHEST Of:
- Last assigned
- Min IFR Alt
- ATC advised Expected Flight level. Climb @ Time of Point of EFC
APPROACH:
- Maintain ALT to fix for approach & descent at most recent time of:
- ETA (Takeoff time + EET filed/reported to ATC)
- ETA last received/Ack by ATC
- EAT
- EFC if holding
STAR:
- Maintain appropriate altitude and proceed direct to FAF by:
- Published STAR
- DTW direct IAF (ATIS approach)
- Routing, ALT, & Speed on Closed STAR
- Close an Open STAR and follow Route, ALT, & Speed
Volcanic Ash Immediate Actions
(Non memory)
-180° turn
-ATC - Advise
-A/THR - Off
-Thrust (if conditions permit) - Reduce
-Crew O2 Masks - Use 100% / EMER
-Cabin Crew - Notify
-PAX O2 mask - on as req’d
-ENG Anti-ice - on
-Wing Anti-ice - on
You have just been pushed back and set the parking brake. You’ve instructed the ramp personnel to remove pins. The
Aircraft starts to move forward. What do you do?
Disconnect parking brake and use regular braking.
Hot brakes advisement on arrival. When to say it and who to say to?
- 500°C
- Advise STOC and Maintenance.
- Confirm with Ramp if they connect headset. They will then chock Aircraft.
WING TK OVERFLOW ECAM during preflight, with engines OFF, what do you do?
Or Fuel Spill Reported
- Don’t do ECAM
- Fuel Pumps - OFF
- Fuel Mode Selector - MAN 319/320 (AUTO for 321)
- Normal APU Shutdown
- Cease Fuelling
Advise:
- Dispatch
- ATC
- Cabin Crew
IF spill is major (exceed 1.5m in any direction or 12mm in depth):
- Deplane Passengers
- Consider “DEPLANE IMMEDIATELY AND LEAVE YOUR PERSONAL BELONGINGS”
- Keep Passengers clear of spill
If CARGO FIRE warning during preflight?
-Don’t discharge extinguishers
-Check visually/Confirm with Ramp Crew
-Coordinate QRH Reset with MTC so Cargo Smoke ECAM doesn’t reoccur after takeoff
QRH MISC: OCEANIC DIVERSION
-MEMORY ACTIONS: Engine Out High Altitude cruise
-ECAM Actions
-Time Critical checklists
-MAYDAY
-Request Clearance
IF Unable to obtain ATC Clearance:
-Turn at least 30° Left/Right & Offset Track 5nm in same direction
-Minimize Descent until off track
-When on offset track - descend below FL290 & maintain 500’ vertical offset
-180° or turn across tracks should be avoided until below FL290
-Turn on all external lights
-Declare emergency and broadcast intentions on 121.5 / 123.45
-Select emergency prompt on CPDLC
-Descent Strategy: Obstacle (green dot), Standard (M.78/300), or Fixed speed (ETOPS M.78/320)
IFSO Intervention
FOM 11.11.2
IFSO call on interphone “FLIGHT DECK IS SECURE”
-Challenge IFSO for badge # & Seat #
-Seat number on OFP, badge number no longer listed, but can get from dispatch
-IFSO will advise crew of situation
-IFSO will never ask for face to face meeting or entry into the flight deck
-Flight deck door shall NOT be opened for ANY reason for the remainder of the flight
-Crew in consultation with Dispatch & Corporate Security will decide where to divert
-IFSO PA to pax
Medical Emergency
FOM 12.5.2 Onboard Medical Incidents
- CA get medical checklist from FA & if TEMPUS is used
Medical Checklist provided in 3 ways:- Directly to Medlink via MedAire app over wifi (CA won’t see it)
- From FA to CA via airdrop/photo of MedAire form if wifi not working
- Paper Telemedicine Checklist from FA to CA
- Medlink SHALL be called via Dispatch
- CAPTAIN shall call Medlink to coordinate possible diversion
- Follow Medlink recommendations - Even if conflicting opinion from onboard doctor
- Medlink will decide: Continue or Divert
- Medlink will coordinate with Dispatch & Flight Crew where to divert if required
- Medlink will coordinate medical response
- Advise ATC of medical emergency and get direct routing
QRH SMOKE
(Non memory)
-LAND ASAP
-CREW O2 Masks - If Required Use - 100% / EMER
-Ventilation Blower - OVRD
-Ventilation Extract - OVRD
-CAB Fans - Off
-GALY & CAB - Off
-Signs - On
-Comms - Establish with cabin
- SMOKE QRH for Avionics or Unannunciated.
- Otherwise do ECAM
QRH Summary:
DUAL HYDRAULIC LOSS
(Non memory)
- Fly the aircraft:
-No AP
-FD, ATHR and bird remain - Declare MAYDAY
- Start diversion to a long runway if weather is known. LAND ASAP RED
- Complete ECAM
- Review STS
- QRH Summary
- Divert: Consider fuel increased, landing distance, manual gear extension, CONF 3
- ALL Dual Hyd failure land with CONF 3 & Manual Gear Extension where the Gear CANNOT be retracted
B+Y:
- Flight Controls remain in NORMAL Law
- No NWS - tow off
G+B:
- ATHR - OFF (even though it’s available as it chases speed & can cause control issues in alternate law)
- SPD SEL = VFE next -5kt to extend flaps
- When speed 200 knots: Gear Down via manual extension (force direct law early to improve roll control)
- Direct law @ gear down
- Use man pitch trim
-Alternate Braking
G+Y:
- No Stabilizer Trim Wheel
- Configure like Flaps Jammed Approach:
- SPD SEL: VFE next -5kt
- Select CONF 3
- Intercept G/S
- When in CONF 3, slow to VAPP
- At VAPP, L/G Gravity Extension
- No Reversers
- Brake Accumulator ONLY (7 applications)
- No NWS - tow off
QRH SUMMARY:
Emergency Electrical Configuration
(Non memory)
-Declare MAYDAY
-CA fly (no FO screens)
- No AP, FD or ATHR
- Bird ON
“MAYDAY, MAYDAY, MAYDAY”
- Confirm failure by manually pressing ELEC SD pb
“ECAM ACTIONS”
Complete ECAM:
- Attempt to reset GEN 1 & 2
- Attempt APU start - Below FL250 battery start
- Status page press button on ECAM CP
- QRH: ELEC EMER CONFIG SUMMARY
- Divert to suitable airport with ILS
- FMGC 1 should be available unless MEL. Otherwise use ACPT
- Consider Backup tune of ILS on RMP as some FIN switch to batteries and lose FMGC at gear down. Check differences card to see If RAT Available with Gear Down
- Raw data ILS (Bird On, FD Off)
- CONF 3
- Intercept GLIDESLOPE
- Set VAPP - Min 140kt
- @ VAPP: Gear Down
- Direct Law @ gear down
- Possibly batteries only - Fin dependent. (See Differences Card)
- RAT can be brought back online after retracting the gear and some fin require manual pressing of EMER ELEC PWR MAN ON pb
- Alternate Braking to 1000psi - NO Anti-Skid
- No NWS
QRH:
F/CTL - Flaps/Slats Jam
(Non memory)
-SPD SEL - Pull selected speed
-Set speed just prior to moving flaps /flap fault
-Go-around, but don’t retract flap
-Get WAT Code (use ACPT app to confirm)
-Get new Landing WAT
-Manually tune VAPP
-SPD SEL = Vfe next -5kts
-Select flap to next setting
-Flaps CONF 3 will be selected on Flap HANDLE. Actual flap/slat position will vary
-Intercept GS
-Slow to VAPP
-Gear down
-AP OFF at 500’ AGL
-Note Max speed for circuit if Go-Around
-Note Max speed for diversion
-IF Diverting: Max Altitude for flaps extended or stuck extended with flap handle up = 20,000’
-Note Fuel Consumption Increased
QRH:
MISC - Bomb Threat
PTI
IF PTI received or bomb found on board:
-Go to QRH - MISC - BOMB ON BOARD
At gate:
-Advise ATC
-Advise Station
-“Deplane immediately and leave your personal belongings “
During Taxi:
-Advise ATC
-Brief In-Charge (time permitting)
-Checklist- Passenger Evacuation
During Flight:
-O2 masks on if req’d
-Advise ATC
-Advise in-charge
-Advise Dispatch
-Land ASAP
-Checklist- Passenger Evacuation
If NOT possible to land within 30 minutes, follow QRH
FCOM:
Intercept G/S from above
Recommended:
-FLAP 2 (minimum)
-Gear Down
- Reduce speed if able to permit increased descent rates
CLEARED For Approach:
-APPR MODE - ARM (LOC & GS Blue)
-Engage 2nd AP
-LOC - Check engaged (LOC* or LOC)
-FCU ALT - Set ABOVE a/c altitude (100’ is enough)
-V/S Mode - Select
-VS = -1500 to -2000 fpm
Aircraft won’t overspeed flaps, it’ll reduce V/S
TOGA LOCK Recovery
A/THR - OFF @ distinctive PB on thrust lever
A/THR - ON at FCU
THRUST LEVER - CLB detent
CAT II & CAT III Equipment Failure Procedures.
Management of Degraded Guidance:
- Above 1000 ft AGL
- Below 1000 ft AGL
- Below 100 ft Alert Height CAT 3 DUAL
- AUTOLAND warning light
For Cat 2 or Cat 3 Approaches in case of:
- Amber Caution (single chime)
- Landing capability degrades below approach category briefed
Above 1000’ AGL:
- ECAM / QRH - Complete
- Approach & Landing Capability - Check
- Required Equipment - Check QRH-N
If Required:
- RVR - Check
- DH - Adjust
- Appr Brief - Update
IF All above actions NOT complete by 1000’ AGL = “GO-AROUND, FLAPS”
Below 1000’ AGL:
IF visual reference NOT sufficient = “GO-AROUND, FLAPS”
Below 100’ Alert Height for CAT 3 DUAL:
- Continue automatic approach UNLESS AUTOLAND Warning Light
IF AUTOLAND Warning Light:
- IF visual reference NOT sufficient = “GO-AROUND, FLAPS”
- IF visual references sufficient - Approach may be continued Manually
FCOM PRO-NOR-SOP-11-30 P 8/32
Recover From Thrust Lock
If A/THR fails, thrust is frozen at current position.
- Note current thrust carrot percentages FIRST
- Once you move thrust levers, they will shoot up to match thrust lever setting
- There is no delay in thrust like when A/THR is active
- Set previously memorized thrust
- Use manual thrust afterwards
Turning A/THR OFF
- Put ice cream on cone. Match TLA to current thrust setting & push instinctive disconnect on thrust lever
- Rapidly bring thrust levers to idle, then set desired thrust
