FEEDBACK Flashcards
Compare the positions of both FMs with the GPIRS position, on the MCDU POSITION MONITOR PAGE. If one FM position agrees with onside GPIRS position = use associated AP/FD. If both FM POSITIONS DO NOT AGREE with onside GPIRS, GPS DESELECT and use RAW DATA (vectors).
Do not lift up the case before confirming. Put your finger on the fire push button, confirm and then lift up and push AFTER confirmation
When you declare panpan/mayday/emergency medical
Do not take the ATIS from the airport via ATIS, always ask about the latest weather on radio
New procedure, when you come to STATUS on ECAM, always
Check that gear is up and flaps are retracted before you continue with ECAM/STATUS
Emergency evacuation checklist
It is always captains decision when you do emergency evacuation checklist. If you have fire for example on engine = you do ECAM without confiration and if ECAM says emergency evacuation checklist = apply = do it. IF fire extinguishes you do not need to continue with emergency evacuation checklist. It will dissapear from the ECAM when fire is estinguished. You can taxi out with one engine you do not need to shut down both engines on RWY.
NADP1 on airport for example
If you are going to depart with NADP and ATC clears you do a lower altitude below NADP before TOF, clear the NADP!
Pushbuttons according to ECAM
Always follow ECAM, never push a button again and try if it works again if ECAM do not say so.
Reversible buss means
Comes on automatically when you press the button, you can turn it off again from the button
Non reversible buss means
Comes on automatically when you switch all ADRs to off. Can not be reversible you will always have it.
Unreliable speed
If you suspect unreliable speed first thing is to call out numbers! It means “I HAVE 150KT” CPT will say what he sees on his PFD. Then you crosscheck quickly with ISIS, if two same = switch controls immediatly and fly normaly. Do not apply memory items immediatly.
PITOT OBSTRUCTION
No ECAM. We need to crosscheck PFD 1, PFD 2 and ISIS. If two same = we use it. We need to turn on the switching panel and turn OFF faulty ADR on overhead without ECAM! OTHERWISE we will get VLE EXCEEDENCE warning on ECAM (spurious) in this case.
If no affected ADRs can be identified
Switch off 2 ADRs without ECAM doesnt matter which one. Otherwise if we dont do this OVERSPEED protection will kick in, in normal law which pitchs up the aircraft and you can stall. When we switch 2 ADRS off, we have no AP.
FAC 1 + 2 fault
Initially always we will think it is unreliable speed but thats not the case. Call out numbers immediatly “I have 150kt” etc and if all three = PFD1, ISIS and PFD2 shows same speed = we do not have unreliable speed. BE CAREFUL, all the S-speeds, F-speeds, overspeeds etc. are gone = we need to configure aircraft without them = check the placard for flaps and gear and be quickly with configuration!
Circling approach
WHen you turn base = immediatly start shallow turn with 300-400ft/min, when you see RWY = AP off, FD off, set RWY track and continue descend with 700-800ft/min.
180kt = 60min which means 180/60 = 3NM/min
You need to fly 1 minute in 180kt = corresponds to 3NM.
If you are doing circling for example and you are going to cross the RWY to make a downwind =
When you cross the RWY centerline = start chrono 20s and then turn for downwind.
