Memory Items Flashcards
ENGINE FAIL DURING HIGH ALTITUDE CRUISE
- THRUST LEVERS……………………………………………………………………………………….MCT
- A/THR…………………………………………………………………………………………………………..OFF
- SPD SEL…………………………………………………………………………SET GREEN DOT & PULL
- Ensure SPD mode engaged.
- HDG SEL…………………………………………………………..AS RQRD/Turn if required.
- ALT SEL…………………………………………SET MAX ENGINE OUT ALT/MEA & PULL
- ATC……………………………………………………………………………………………………NOTIFY (PM)
- ECAM ACTIONS……………………………………………………………………………………..INITIATE
Choose a descent strategy based on engine relight possibilities, time and obstacle clearance
criteria.
Refer to QRH/ABN Oceanic Diversion - Engine Out.
When required, resume normal descent with A/THR engaged and FMGS speed.
Refer to FCTM/PR-AEP-ENG Engine Failure During Cruise.
Crew Incapacitation
If flight crew member incapacitation is recognized, and if appropriate for the phase of flight, the following actions shall be taken:
i. A non-incapacitated flight crew member shall assume control of the aircraft and ensure a safe flight profile is maintained; and
ii. The autopilot shall be engaged; and
iii. The non-incapacitated flight crew member shall request the flight attendants (or a flight deck jumpseat occupant) to assist. If a PA announcement is required to alert the cabin crew, the Urgent Communication Procedure shall be employed; and
iv. The first priority of the non-incapacitated operating flight crew member is to maintain the safe operation of the aircraft. When the aircraft is established at a safe altitude, in a safe configuration, the non-incapacitated flight crew member, with assistance, should:
• Tilt the incapacitated flight crew member’s seat back; and
• Move the seat full aft and move the rudder pedals full forward; and
• Move the incapacitated flight crew member’s head back; and
• Use the incapacitated flight crew member’s shoulder harness as a restraint; and
• When practicable, remove the incapacitated flight crew member from the seat and replace, if possible, with another flight crew member.
Assuming control - «I have control» and push red takeover PB (more than 40 sec) and start chrono to lock out incapacitated pilot. To reset it, hit the ap disconnect pb twice (once to disengage a/p and second time to reset the system).
LOSS OF BRAKING
“LOSS OF BRAKING”……………………………………………………………………………..ANNOUNCE
REV………………………………………………………………………………………………………………….MAX
BRAKE PEDALS………………………………………………………………………………………..RELEASE
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
BRAKE PEDALS…………………………………………………………………………………………… PRESS
MAX BRK PR………………………………………………………………………………………………1000 PSI
The ABCU automatically limits the brake pressure to 1 000 PSI (FIN specific). Monitor brake pressure on
the BRAKES PRESS indicator.
If still no braking:
PARK BRAKE……………………………………………………………………………………………… USE
Use short successive parking brake applications to stop the aircraft
Stall Recovery
As soon as any stall indication (could be aural warning, buffet…) is recognized, apply the
immediate actions:
“STALL, I have control”…………………………………………………………………………………..ANNOUNCE
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 (attends pas)
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 000ft
Flaps 1 as soon as you are out of stall (nose down), don’t wait ………………SELECT
Note: If a risk of ground contact exists, once clearly out of stall (no longer stall
indications), establish smoothly a positive climb gradient.
Stall warning at liftoff
If stall warnings trigger at liftoff, apply the following immediate actions:
“STALL, TOGA 15 °”……………………………………………………………………………………..ANNOUNCE
THRUST……………………………………………………………………………………………………………….TOGA
At the same time:
PITCH ATTITUDE……………………………………………………………………………………………………..15 °
BANK………………………………………………………………………………………………………WINGS LEVEL
Unreliable Airspeed
APFD (automation-pitch-flaps-drag (gear speed brakes))
If the safe conduct of the flight is impacted:
“UNRELIABLE SPEED”………………………………………………………………………….. ANNOUNCE
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 FL 100………………………………………………..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.
GPWS warnings (red)
“PULL UP” - “TERRAIN AHEAD PULL UP” - “OBSTACLE AHEAD PULL UP” - “AVOID
TERRAIN” - “AVOID OBSTACLE”
Simultaneously:
“PULL UP, TOGA”…………………………………………………………………………………..ANNOUNCE
AP…………………………………………………………………………………………………………………….OFF
PITCH………………………………………………………………………………………………………..PULL UP
Pull to full backstick and maintain in that position.
THRUST LEVERS……………………………………………………………………………………………TOGA
SPEED BRAKES lever……………………………………………………………….CHECK RETRACTED
BANK………………………………………………………………………………. WINGS LEVEL or ADJUST
Aircraft obtain the best climb performance when the wings are as level as possible. The
flight crew can adjust bank while climbing, provided that turning is the safest action.
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL CLEAR OF
OBSTACLE.
When out of it ……. ALT PULL
Reactive Windshear Warning
At Takeoff:
If before V1:
If there are significant variations in airspeed, and in airspeed trend below the indicated
V1, reject the takeoff.
If windshear occurs during the takeoff roll, the aircraft may reach V1 later (or sooner)
than expected. The flight crew should ensure that there is sufficient runway remaining to
stop the aircraft, if necessary.
If after V1:
“WINDSHEAR, TOGA”……………………………………………………………………… ANNOUNCE
THR LEVERS…………………………………………………………………………………………….TOGA
REACHING VR……………………………………………………………………………………….ROTATE
SRS ORDERS……………………………………………………………………………………….FOLLOW
If necessary the flight crew may pull the sidestick fully back.
Note: If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °.
Then, if necessary, to prevent a loss in altitude, increase the pitch attitude.
Airborne, initial climb or landing:
“WINDSHEAR, TOGA”…………………………………………………………………………….ANNOUNCE
THR LEVERS AT TOGA……………………………………………………………….. SET OR CONFIRM
AP (if engaged)…………………………………………………………………………………………..KEEP ON
SRS ORDERS…………………………………………………………………………………………….FOLLOW
If necessary the flight crew may pull the sidestick fully back.
Note: 1. Autopilot disengages if the angle of attack value goes above α prot.
2. If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °.
Then, if necessary, to prevent a loss in altitude, increase the pitch attitude.
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF WINDSHEAR.
CLOSELY MONITOR FLIGHT PATH AND SPEED.
RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR.
TCAS
GPWS CAUTION (AMBER)
“TERRAIN TERRAIN” - “TOO LOW TERRAIN” - “CAUTION TERRAIN” - “CAUTION
OBSTACLE” - “TERRAIN AHEAD” - “OBSTACLE AHEAD”
During night or IMC:
EGPWS PULL UP MANEUVER……………………………………………………PERFORM
Refer to GPWS/EGPWS WARNINGS.
During daylight and VMC, with terrain and obstacles clearly in sight:
FLIGHT PATH………………………………………………………………………………………….ADJUST
The alert may be considered advisory. Take positive corrective action until the alert
stops or a safe trajectory is ensured.
“SINK RATE”
Above 500 ft AGL:
FLIGHT PATH………………………………………………………………………………………….ADJUST
Adjust pitch and thrust to silence the alert.
Below 500 ft AGL:
GO-AROUND……………………………………………………………………………………….PERFORM
“DON’T SINK”
FLIGHT PATH………………………………………………………………………………………………. ADJUST
Adjust pitch and thrust to silence the alert.
“TOO LOW GEAR” - “TOO LOW FLAPS”
GO-AROUND…………………………………………………………………………………………….PERFORM
“GLIDESLOPE”
Above 500 ft AGL:
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 pb………………………………………………………………………………………….OFF
Below 500 ft AGL:
GO-AROUND……………………………………………………………………………………….PERFORM
Avionics Smoke
Go directly to QRH
DO NOT START WITH ECAM ACTIONS!
actually you can do the ECAM apparently..
Any other smoke/fume event (cargo/lav smoke), do ECAM actions
ANY SMOKE IS A SERIOUS CONDITION, HOWEVER MINOR IT MAY SEEM. YOU HAVE TO PROBE F/As EVEN IF THEY SEEM TO MINIMIZE IT. IT CAN GO SOUTH REAL QUICK, SO BE ON THE BALL!
Slat/flaps locked or jammed
- select speed and maintain current airspeed.
Reject above 100 kts
- Eng. fail/fire
- Sidestick fault
- Reversers unlock
- Eng. thrust lever fault
- Red ECAMS
- Windshear
ABCOT
‐ ATC (S.O.B./fuel/dangerous goods/what you need (stop on rwy, toe bar, etc))
‐ Back-end (FA/TTTBAD & Pax)
‐ Company (Dx & MOC)
‐ Overweight Considerations?
‐ TCAS TA Only?
Reject
Only capt call rejects. Fo says powerloss
