A330 Memory Items Flashcards
Loss of Braking
Callout: “LOSS OF BRAKING”
- If no braking available:
REV………………………………………………………………………MAX
BRAKE PEDALS…………………………………………..RELEASE
Brake pedals should be released when the A/SKID & N/W STRG sw is OFF, since the pedal force or displacement produces more braking action in alternate mode than in normal mode.
A/SKID OFF……………………………………………………ORDER
The PF orders the PM to set the A/SKID & N/W STRG sw to OFF.
A/SKID & N/W STRG…………………………………………………………………..OFF
The braking system reverts to alternate mode.
BRAKE PEDALS………………………………………………PRESS
Apply brakes with care, since initial pedal force or displacement produces more braking action in alternate mode than in normal mode.
MAX BRK PR………………………………………………..1000 PSI
- Monitor brake pressure on the BRAKES PRESS indicator. Limit brake pressure to approximately 1 000 PSI and, at low ground speed, adjust brake pressure as required.*
- If STILL NO BRAKING :
PARKING BRAKE…………………………………………………USE
Use short successive parking brake applications to stop the aircraft. Brake onset asymmetry may be felt at each parking brake application. If possible, delay use of the parking brake until low speed to reduce the risk of tire burst and lateral control difficulties.
Unreliable speed indication
Callout: ”UNRELIABLE SPEED”
if the safe conduct of the flight is impacted:
AP……………………………………………………………………… OFF
A/THR……………………………………………………………….. OFF
FD……………………………………………………………………… OFF
PITCH/THRUST
Below THRUST RED ALT…………………………15° / TOGA
Above THRUST RED ALT and Below FL 100 …….. 10° / CLB
Above THRUST RED ALT and Above FL100…………5° / CLB
FLAPS (if CONF 0(1)(2)(3))…….. MAINTAIN CURRENT CONF
FLAPS (if CONF FULL)….. SELECT CONF 3 AND MAINTAIN
SPEEDBRAKES……………………………………CHECK RETRACTED
L/G……………………………………………………………………………………. UP
When at or above MSA or Circuit Altitude:
Level off for troubleshooting
Stall Recovery
Callout: “STALL, I have control”
As soon as any stall indication (could be aural warning, “STALL STALL” red message on PFD*, buffet…) is recognized, apply the immediate actions:
NOSE DOWN PITCH CONTROL…………………….APPLY
- This will reduce angle of attack*
- Note: In case of lack of pitch down authority, reducing thrust may be necessary.*
BANK…………………………………………………..WINGS LEVEL
- When out of stall (no longer stall indications) :
THRUST….INCREASE SMOOTHLY AS NEEDED
Note: In case of one engine inoperative, progressively compensate the thrust asymmetry with rudder.
SPEEDBRAKES……………….CHECK RETRACTED
FLIGHT PATH………………RECOVER SMOOTHLY
- If in clean configuration and below 20 000 ft :
FLAP1……………………………. SELECT
- Note: If a risk of ground contact exists, once clearly out of stall (no longer stall indications), establish smoothly a positive climb gradient.
- * on DH DI & DJ*
Stall Warning at lift-off
Callout: “STALL, TOGA 15°”
Spurious stall warnings may sound and appear on PFD* in NORMAL law, if an angle of attack probe is damaged. In this case, apply immediately the following actions:
THRUST…………………………………………………………….TOGA
At the same time:
PITCH ATTITUDE…………………………………………………..15 ° BANK……………………………………………………WINGS LEVEL
- Note: When a safe flight path and speed are achieved and maintained, if stall warning continues, consider it as spurious.*
- * on DH DI & DJ*
TCAS Warnings
Resolution advisory:
All “CLIMB” and “DESCEND” or “MAINTAIN VERTICAL SPEED MAINTAIN” or “LEVEL OFF, LEVEL OFF” or “MONITOR VERTICAL SPEED” type messages:
Callout: ”TCAS, I have control”
AP (if engaged)…………………………………………………………..OFF
BOTH FDs…………………………………………………………………..OFF
Respond promptly and smoothly to a RA by adjusting or maintaining the pitch, as required, to reach the green area and/or avoid the red area of the vertical speed scale.
Note: Avoid excessive maneuvers while aiming to keep the vertical speed just outside the red area of the VSI, and within the green area. If necessary, use the full speed range between Vαmax and VMAX.
Respect stall, GPWS, or windshear warning.
Notify ATC.
- The GO AROUND procedure must be performed, when a RA “CLIMB” or “INCREASE CLIMB” is triggered on final approach:
Note: Resolution Advisories (RA) are inhibited below 900 ft.
- When “CLEAR OF CONFLICT” is announced:
Resume normal navigation in accordance with ATC clearance. AP/FD can be reengaged as desired.
TCAS warnings
Traffic advisory: “TRAFFIC” messages:
Callout: ”TCAS, I have control”
Do not perform a maneuver based on a TA alone.
EGPWS Cautions:
“DON’T SINK”
FLIGHT PATH…………………………………………………………..ADJUST
Adjust pitch and thrust to silence the alert.
EGPWS Cautions
“GLIDE SLOPE”
Below 1 000 ft AAL in IMC or below 500 ft AAL in VMC:
GO-AROUND………………………………………………………CONCIDER
EGPWS Cautions:
“TERRAIN TERRAIN” - “TOO LOW TERRAIN” - “TERRAIN AHEAD” -“OBSTACLE AHEAD”
During night or IMC:
Simultaneously:
AP………………………………………………………………………….OFF PITCH…………………………………………………………….PULL UP
Pull to full backstick and maintain in that position.
THRUST LEVERS…………………………………………………………….TOGA
SPEEDBRAKE lever………………………………..CHECK RETRACTED
BANK………………………………………………WINGS LEVEL or ADJUST
- Aircraft achieve the best climb performance when the wings are as level as possible.*
- Note: For some airports, the operator may define a specific procedure.*
EGPWS Warnings
“PULL UP” - “TERRAIN AHEAD PULL UP” - “OBSTACLE AHEAD PULL UP”
Callout: “PULL UP TOGA”
Simultaneously:
AP……………………………………………………………………………………..OFF PITCH………………………………………………………………………..PULL UP
Pull to full backstick and maintain in that position.
THRUST LEVERS…………………………………………………………..TOGA
SPEEDBRAKE lever……………………………….CHECK RETRACTED
BANK…………………………………………….WINGS LEVEL or ADJUST
Aircraft achieve the best climb performance when the wings are as level as possible.
If the “TERRAIN AHEAD PULL UP” or “OBSTACLE AHEAD PULL UP” aural alert triggers, a turning maneuver can be initiated if the flight crew concludes that turning is the safest action. The PULL UP maneuver must be performed before the turn towards the safe direction, as climbing increases the terrain clearance
EGPWS Cautions:
“TERRAIN TERRAIN” - “TOO LOW TERRAIN” - “TERRAIN AHEAD” -“OBSTACLE AHEAD”
During daylight and VMC, with terrain and obstacles clearly in sight:
FLIGHT PATH……………………………………………………ADJUST
Adjust pitch, bank and thrust to silence the alert.
Note: For some airports, the operator may define a specific procedure.
EGPWS Cautions:
“SINK RATE”
Above 1 000 ft AAL in IMC or above 500 ft AAL in VMC:
FLIGHT PATH…………………………………………………………..ADJUST
Adjust pitch and thrust to silence the alert.
EGPWS Cautions
“GLIDE SLOPE”
Above 1 000 ft AAL in IMC or above 500 ft AAL in VMC:
FLIGHT PATH……………………………………………………….ADJUST
Adjust pitch and thrust to reduce the vertical deviation from the glideslope.
- When conditions require a deliberate approach below glideslope:
G/S MODE……………………………………………………….OFF
EGPWS Cautions:
“TOO LOW GEAR” - “TOO LOW FLAPS”
GO-AROUND…………………………………………………..PERFORM
EGPWS Cautions:
“SINK RATE”
Below 1 000 ft AAL in IMC or below 500 ft AAL in VMC:
GO-AROUND………………………………………………..CONCIDER
