A320-1 Must Know Flashcards
Essential Knowledge
MEMORY ITEM
LOSS OF BRAKING
- Announce, “Loss of Braking”
- Max Reverse
- Release brake pedals
- A/Skid & N/W Steering OFF
- Reapply pressure on brake pedals
- Max brake pressure 1000psi
- If a still no braking, short and successive applications of the park brake
MEMORY ITEM
UNRELIABLE SPEED / ADR CHECK PROCEDURE
- MEMORY ITEM
- GPS ALT
- INITIAL LEVEL OFF
Ball park Pitch & Thrust
- Announce “UNRELIABLE SPEED”
- If the safe conduct of the flight is impacted:
AP and FD OFF
A/THR OFF
Set target pitch and thrust
- Below THR RED ALT 15 deg/TOGA
- Otherwise 10 deg /CLB
- Above 10,000’ 5 deg /CLB
Check Speed brakes retracted
Leave Flaps in current Config
- if flaps at FULL - Flaps to 3
GEAR UP
When at or above MSA or Circuit Altitude
Level off for troubleshooting
GPS ALT: On MCDU
INITIAL LEVEL OFF -Circuit Level Off: 7 deg / 58% - < FL200: 4 deg / 60% - > FL200: 3 deg / 70% - >FL320: 2.5 deg / 80% Note: 4+6=10, 3+7=10, 2+8=10
MEMORY ITEM
EGPWS ALERTS
WARNING
- “PULL UP”
CAUTION
- “TERRAIN”
- “SINK RATE” & “DON’T SINK”
- “TO LOW GEAR” / “TOO LOW FLAPS”
- “GLIDE SLOPE”
⚠️”PULL UP” WARNING
- Announce “Pull Up, TOGA”
- AP OFF
- Pitch full up
- TOGA thrust
- Check speed brakes retracted
- Wings level or adjust bank as required
- When at a safe altitude and the warning stops
lower the pitch altitude and accelerate
- With a positive rate of climb above VLS
clean up the aircraft as required
“TERRAIN” CAUTION
- Adjust V/S, stop descent, Turn, or GA
“SINK RATE” - “DON’T SINK” CAUTION
Adjust pitch attitude and thrust to silence alert
⚠️”TO LOW GEAR” - “TOO LOW FLAPS”
Go-Around
“GLIDE SLOPE”
- Position back onto the Glide slope, or
- Turn the G/S MODE pb OFF if intentional
MEMORY ITEM
TCAS
TRAFFIC ADVISORY
- “Traffic”
RESOLUTION ADVISORY
- “Climb”,
- “Descend”,
- “Maintain Vertical Speed”
- “Adjust Vertical Speed”
ATC RADIO CALLS
TRAFFIC ADVISORY
- Announce “TCAS, I have control”
- Don’t manoeuvre on a TA alone”
RESOLUTION ADVISORY
- AP OFF
- FD's OFF
- keep the vertical speed within the green area
- Use between V(alpha)Max and VMAX
- Respect stall, GPWS and windshear warnings
- Notify ATC
- In final approach config must GA for RA CLIMB
inhibited below 900'
- When "Clear of Conflict" announced
Resume ATC clearance
AP/FD can be re-engaged
ATC RADIO CALLS
- TCAS RA
- Clear of Conflict, Returning to [ALT/FL]
- Clear of Conflict, [ALT/FL] Resumed
MEMORY ITEM
EMERGENCY DESCENT
- MEMORY ITEM
- ATC RADIO CALLS
- PA - PRAM U/S
- PA TO CABIN CREW at safe altitude
INITIAL ACTIONS
- Announce "Attention Cabin Crew Emergency Descent"
- Crew oxygen masks ON
- PA "Emergency Decent"
- Signs ON
- Initiate the emergency descent
Turn Alt and Pull
Turn HDG and Pull
- Initiate diversion, avoid traffic or terrain,
Pull Speed if structural damage suspected
- Check FMA
- If A/THR OFF, Thrust levers idle
- FULL SPD BRK
ESTABLISHED ON DESCENT
- Set higher of 10,000 or LSALT
- Speed Max/Appropriate
If structural damage suspected
use flight controls and speed with care
- Eng Mode Selector IGN
- ATC Notify
- Transponder 7700
- If Cabin ALT >14,000' Pax Oxy ON
ADDITIONAL
- Lights ON
- EAI ON
ATC RADIO CALLS
- “MAYDAY (x3), EMERGENCY DESCENT”
PA - PRAM U/S
- “Fasten Seatbelts and breathe oxygen from the masks provided until further notice”
PA TO CABIN CREW at safe altitude
- “Cabin Crew Carry out Follow UP Duties”
OVERSPEED RECOVERY
- Keep the AP ON
- Full Speed Brake
- Monitor the thrust reduction
MEMORY ITEM
STALL RECOVERY
- MEMORY ITEM
- Announce; “Stall, I have control”
- Upon first indication of a stall
(aural warning, buffet…)
Apply nose down pitch control
(thrust reduction may be necessary)
Level the wings - When there are no longer any stall indications
- Smoothly increase the thrust as required
- Check Speed brakes retracted
- Smoothly recover the flightpath
- If in the clean config below 20,000’,select Flaps 1
MEMORY ITEM
STALL WARNING AFTER LIFTOFF
- MEMORY ITEM
- Announce, “Stall, TOGA 15”
- Apply TOGA thrust
- Pitch to 15 deg nose up
- Level the wings
- When a safe flightpath and speed are maintained,
consider warning spurious- angle of Attack probe damaged in Normal Law
MEMORY ITEM
PREDICTIVE WINDSHEAR AHEAD
W/S AHEAD RED (Warning)
1. Before Takeoff
2. During Takeoff Run
3. Airborne
4. Landing
W/S AHEAD AMBER (Caution)
1. Before Takeoff
2. During Approach
- In case of strong or gusty conditions
When Is it Active
W/S AHEAD RED (Warning)
- BEFORE TAKEOFF
- Delay, evaluate
select most favourable runway and TOGA thrust - DURING TAKEOFF RUN
- Reject (inhibited 100kts until 50’) - AIRBORNE
- TOGA thrust and follow SRS - LANDING
- Go-Around
W/S AHEAD AMBER (Caution)
BEFORE TAKEOFF
- Delay, evaluate
select most favourable runway
TOGA thrust
DURING APPROACH
- Delay and evaluate,
use most favourable runway
Flap 3,
AP and FD's for early recognition
Managed speed
- In case of strong or gust conditions
greater than 20 kts Vapp+5 up to +15
Below 2300’
MEMORY ITEM
REACTIVE ‘WINDSHEAR’
- AT TAKEOFF
- AFTER V1
- AIRBORNE
CALL TO ATC
- “Windshear Escape”
SUPPORT CALLS
WHEN IS W/S DETECTION ACTIVE
- Takeoff
- Landing
W/S WARNING INDICATIONS
PILOT DETECTED W/S
- Prior to V1
- Airborne
If Windshear warning received or the pilot detects Windshear
Announce, “Windshear TOGA”
AT TAKEOFFF:
- Below V1 reject if sufficient runway available
AFTER V1:
- TOGA Thrust
- At VR, Rotate
- Follow SRS (or 17.5 deg if no pitch bars)
AIRBORN:
- TOGA Thrust
- Keep AP ON if engaged
- Follow the SRS orders
- Do not change gear or flap
- Closely monitor flight path and speed
- Recover smoothly to normal climb out of the shear
CALL TO ATC
- “Windshear Escape”
SUPPORT CALLS
- Radio Altitude and Vertical Speed
WHEN IS W/S DETECTION ACTIVE
- Takeoff: 3 sec after liftoff until 1300’
- Landing: 1300’ until 50’
W/S WARNING INDICATIONS
- Red “Windshear” displayed on PFD
- Aural”Windshear”
PILOT DETECTED W/S
- If significant airspeed variations during TO:
- Conduct RTO prior to V1 if sufficient runway remains.
- Below 1000’ on Approach
- Change from normal steady flight of:
>15 kts
>500 fpm V/S
>5 deg Pitch Att
>1 dot Glideslope
OEI AT OR AFTER V1
- Keep aircraft straight with rudder
- At VR rotate to 12.5 degrees and
then pitch to V2 - Performance;
MAN TOGA
Positive rate - Gear UP
OCP - pull HDG/NAV - Trim then AP ON
- PAN Call
- ECAM Actions
- Once Engine secure
Above EO Aa
Wings level - Push To Level Off
(Flaps 1 for immediate visual return) - GAM/nE ▶️ Twr Debris, APP WX! details & TRK
- SCORnE
- ECAM Actions Complete
- ADCLP
A - APU
D - Dest Decision* Wx, Fuel, Ldg - FORDEC
C - Comms* CM, ATC/COY, PAX
L - Load FMS* (silent review of STATUS and any Summary procedures)
P - Paper procedures, e.g. LD and Overweight, Etc - BAC.RA
B - Brief app, Summary [APP, LDG, GA]
LIMITATIONS
MAX WEIGHT - ZFW - LDG - TO - Taxi MIN WEIGHT - Weight
MAX WEIGHTS - ZFW 62,500 kg - LDG: 66,000 kg - T/O: 77,000 kg - Taxi: 77,400 kg MIN WEIGHTS - Weight: 37,230 kg
IMMEDIATE RETURN TO LAND - AEO
- Flap 1 - Activate Approach Phase
- After T/O Checklist
- Activate Secondary FLT PLN but
don’t delete PPOS
DOWNWIND - Brief visual approach back onto runway ##
- Clear PPOS
- Approach Checklist
ABEAM - Start timing
- FLAPS 2
- AP OFF, FD’s OFF…..
- BIRD ON, Set RWY TRK
BASE TURN - GEAR DN, F 3, F FULL
- LDG C/L
ENGINE FAILURE IN THE CRUISE
- main actions to level off
- Set Thrust Levers to MCT
- Disconnect the A/THR
- MCP Left to Right
- Pull Speed
Standard strategy (.78 / 300) - Pull HDG
to alternate, avoid traffic or terrain - Set lower altitude for EO
and PULL ALT (OP DESC)
- Pull Speed
- PAN Call first, then,
- ECAM Actions
- When descending at 500’/min or less
pull ‘V/S -500’
A/THR ON
PRM CLIMB BREAKOUT
PRM DESCEND BREAKOUT
PRM CLIMB BREAKOUT
PF:
- AP OFF
- MAN TOGA
- Announce HDG & ALT
PNF:
- Don't read back
- Set FCU
HDG Turn & Pull (HDG)
ALT Turn & Pull (OP CLB)
PF: - AP ON - FMA's - THR CLB - +'ve Climb / Gear UP - PULL SPD & increase Accelerate / retract flaps - Activate approach phase - After TO CLB C/L
PRM DESCEND BREAKOUT
PF:
- AP OFF
maintain descent rate and turn
- Announce HDG & ALT
PNF:
- Don't read back
- Set FCU
HDG Turn & Pull (HDG)
ALT Turn & Pull (OP DESC)
If V/S >1000 ft/min
V/S Pull & Turn -1000
PF: - AP ON When cleared: - Set ALT - MAN TOGA - FMA's - THR CLB - Now set HDG - +'ve Climb / Gear UP - Set SPEED (OP CLB) Accelerate / Flap retraction - At desired flap, Activate Approach Phase - After TO CLB C/L
LIMITATIONS
MAX ALT
CROSSWIND
- 45m Runway
TO Dry/Wet
LDG Dry/Wet
- 30m Runway
TO Dry/Wet
LDG Dry/Wet
- Low Visibility Operations
- Runway Visual Range
TAILWIND
- TO
- LDG
- Sharklet Difference
- Autoland (Automatic Rollout)
MAX ALT: 39,800 ft
CROSSWIND
- 45m Runway
TO Dry/Wet: 38 kts
LDG Dry/Wet: 38 kts
- 30m Runway
TO Dry/Wet: 38 kts & 33 kts
LDG Dry/Wet: 30 kts & 20 kts
- LVO: 15 kts
- RVRLIMITATIONS
SPEEDS
- Max Speed
- Flaps
Config 1
Config 1+F
Config 2
Config 3
Config F
- Landing Gear
VLE Extended
VLO extension
VLO retraction
Max altitude
- Max Tyre Speed
- Windshield Wipers
- Cockpit Window
- Taxi Speed
- Max Speed: 350 kts / M.82
- Flaps
Config 1: 230
Config 1+F: 215
Config 2: 200
Config 3: 185
Config F: 177 - Landing Gear
VLE Extended: 280 kts /M.67
VLO extension: 250 kts
VLO retraction: 220 kts
Max altitude: 25,000’ - Max Tyre Speed: 195 kts
- Windshield Wipers: 230 kts
- Cockpit Window: 200 kts
- Taxi Speed: When above 76t, max 20 kts in a turn
LIMITATIONS
VMCA Minimum Control Speeds (SL) - 1+F - Config 2 - Config 3
- 1+F: 112 kts
- Config 2: 109 kts
- Config 3: 108 kts
RECOVERY TECHNIQUE
REENGAGE A/THR, FD’s & AP
- A/THR ARM pb ON
- THR CLB
- FD’s ON
- Pull Speed
- HDG or Manage NAV
- AP 1
- Set ALT and PULL
LIMITATIONS
LOAD ACCELERATION LIMITS
- Clean
- Slats or Flaps
- Clean -1 to +2.5 g
- Slats or Flaps Extended 0 to +2 g
LIMITATIONS
MAX ALTITUDE WITH FLAPS/SLATS EXTENDED
- 20,000 feet
OEB 38
ERRONEOUS RADIO ALTIMETER HT INDICATION
- WHEN CAN THIS OCCUR
- WHAT HAPPENS
- RECOVERY OPTIONS
- THREATS
Main Threat
Threat if Automatic GA
How is this fault overcome:
CAN OCCUR
- During ILS with AP engaged (Autoland function)
WHAT HAPPENS
- Unexpected early THR IDLE and FLARE mode engagement
OPTIONS
1. Automatic GA
2. AP & FD's OFF
- Continue Raw Data Approach (min VIS 1200m), or
- Visual Approach
- Manual GA
expect significant sidestick inputs
THREATS
- AoA increases to the stall
- GA with RA still frozen at low altitude
- SRS and GA TRK modes engage
NAV, HDG or TRK cannot be selected
LVR CLB will not be displayed on FMA at Aa
ALT* and ALT will not engage
- To correct above; AP OFF, RESET FD’S
This will engage basic modes HDG & V/S
OEB 36
EPR MODE FAULT
NO SRS ENGAGEMENT DURING GA
- GA PROCEDURE
- FMS
Phase during GA
Explain A/THR threat
GA PROCEDURE
- AP OFF
- FD OFF
- Conduct Go Around
"GO AROUND FLAP" / TOGA
Pitch to 15 deg NU
Positive CLB /Gear UP
- FD's ON
- PULL ALT (OP CLB)
- AP ON
- At Aa - THR CLB*
FMS
- Remains in Approach phase
- THR CLB FMA will not indicate
MNEUMONICS
- GAM/nE
- SCORnE
- ADCLP
- FROWNS
- FORDEC
- BAC.RA
- BALD
- PPC.BDC
G - G/DOT A - Pull ALT M - THR MCT /. - TWR debris, APP Wx N - Consider navigation E - Continue ECAM
S - Status/Stop ECAM C - Checklists O - OEB's R - Reset's / Relights n - (Navigation) E - Continue ECAM
A - APU D - Destination/Decision - FORDEC C* - Communications (CM, ATC/COY, ATIS PA) L* - Load FMS P - Paper Procedures, Overweight, LDG
F - Fuel R - Runway O - Overweight W - Weather N - Notams S - Services
B - Brief
AC - Approach C/L
R - Ready
F - Facts, --- inc. Wx, Fuel, Landing O - Options R - Risks D - Decision E - Execution C - Crosscheck
OEB 41
ERRONEOUS ALTN FUEL PREDICTIONS
OF A COY RTE IN ALTN F-PLN
- What occurs to the fuel predictions
- How is this rectified
- When can’t this be rectified
- When a CO RTE is used in the ALT F-PLN the ALTN fuel mat indicate ‘0’.
- Enter a waypoint in the enroute F-PLN to commence a new ALTN fuel calculation
- During the departure or arrival phase this recalculation will not be able to be accomplished this may include the active leg of a STAR
CHANGE OF RUNWAY
- DEPARTURE
DEPARTURE P - Plan P - Performance C - Configuration . B - Brief D - Data Check C - Checklist
REJECTED TAKEOFF BRIEF
- note
- Prior to 100 kts I’ll stop for almost all ECAM Cautions and Warnings, unusual noise, vibration or predictive windshear
- Above 100 kts and prior to V1 I’ll stop for
any ECAM Caution or Warning
Loss of thrust on an engine
any Fire
pilot detected Windshear with sufficient runway remaining
Or if aircraft is unable or unsafe to fly - Upon electing to stop I will call “STOP” simultaneously close both thrust levers apply maximum available reverse and ensure RTO autobrakes are operating or apply maximum manual braking
- I will maintain this until assured of being able to stop on the runway
- I expect you to monitor my actions and call any omissions, Reverse Green or No reverse as appropriate, DECEL, and at an appropriate time advise the tower “stopping on the runway”.
- I’ll set the park brake, make an alert PA and then call for ECAM actions.
Note: If reject prior to 72 kts spoilers will not deploy, thus the Autobrakes will not activate.
SEVERE TURBULENCE
GENERAL
- Avoidance
- Speed
- Cruise Altitude
- Noise Abatement
LANDING
- Config
- A/THR
TAKE OFF / GO AROUND
- Flap Retraction: TBA
POST FLIGHT
- Requirement:
GENERAL - Whenever possible avoid known or forecast severe turbulence - 250 kts to FL200 then 275 / M.76 - Descend to 4000' below REC MAX ALT - Do not conduct in conditions of significant turbulence or windshear
LANDING
- Use Config FULL or 3
but 3 provides more energy and less drag
- A/THR ON in Managed speed
TAKE OFF / GO AROUND
- Flap Retraction:
POST FLIGHT
- Log Book entry required
GO AROUND
SEQUENCE
- Whats the last thing to do during a Go-around
- What threat should be briefed for Config 3 LDG
- What are the FMAs
CLB THR
- Lowest altitude
- Company standard altitude
- Do crew have to wait for FMA
- If retard early will there be an FMS reminder
SEQUENCE - Go-Around Flaps - * Flaps # (up one stage only) - FMA - * Checked, Positive Climb - Gear UP - * Gear UP - Call the tower - GA Flap setting of 1 stage Flap (Config 2) - MAN TOGA / SRS / HDG or NAV, A/THR (blue)
CLB THR
- 800’ HAA
- 1500’ HAA
- No
SAFETY PA’s
IMPACT ALERT
- PA
- By whom and when should it be made
- How is it given if the PA is unserviceable
BRACE ORDER
- PA
- By whom and when should it be made
- How is it given if the PA is unserviceable
DITCHING
- PA
- When should it be made
IMPACT ALERT - "Attention cabin crew, resume your seats immediately" - Made by FO aprox 2000' or 2 mins prior to impact - If PA u/s cycle No Smoking sign twice (4 chimes)
BRACE ORDER - "Brace, Brace, Brace" - Made by FO at aprox 500' or 30 sec prior to impact - If PA u/s cycle No Smoking sign once (2 chimes)
DITCHING
- “ATTENTION This is a ditching.
Follow your crew members instructions”
- Made after impact with the water
SAFETY PA’s
ANTICIPATED SEVERE TURBULENCE
- PA
- when would this be made
- What call back is expected from the cabin
- When should this be expected
UNANTICIPATED SEVERE TURBULENCE
- PA
ANTICIPATED SEVERE TURBULENCE
- "All passengers and crew be seated
and fasten seat belts"
- any time turbulence is anticipate
- "All passengers and crew are secure"
- No specific time frame specified
UNANTICIPATED SEVERE TURBULENCE
- “All passengers and crew be seated
and fasten seat belts immediately.”
ENGINE FIRE IN THE CRUISE
ECAM Actions (When thrust lever Idle, THR MCT will annunciation on MCP - A/THR OFF) Advise ATC when indicated on ECAM SQ7700 MCP left to right - Speed Select GD+5 - HDG avoid traffic or Adequate or leave - Altitude initially FL180, Pull ALT Clean up altitude and speed as go through ADCLP
