Memory Items Flashcards
MEMORY ITEMS
PRO-ABN-01 P 4/8
-CREW INCAPACITATION
‐ EGPWS
‐ EMER DESCENT
‐ UNRELIABLE SPEED INDICATION/
‐ LOSS OF BRAKING
‐ STALL RECOVERY
‐ STALL WARNING AT LIFT-OFF
‐ TCAS
‐ WINDSHEAR
‐ WINDSHEAR AHEAD
CREW INCAPACITATION
(From FCOM 4)
PRO-ABN-80 P 19/58
“Attention, purser to the cockpit please”
Attendant must tighten and manually lock the shoulder harness of incapacitated crew member, push the seat completely aft; recline the seat back.
It takes two people to move the dead weight of body without compromising controls and switches.
If it is not possible to remove the body, one cabin attendant must remain in the cockpit to take care of and observe the incapacitated crew member. In coordination with the purser
Request assistance from any medically qualified passenger. Check If a Type qualified company Pilot is on board to replace the Incapacitated Crew member.
EGPWS
from FCOM PRO-ABN-34 P 20/96
“Pull Up TOGA”
During night or IMC conditions, immediately apply the procedure.
During daylight VMC with terrain and obstacles clearly in sight, the alert may be considered cautionary. Take positive corrective action until the alert stops, or a safe trajectory is ensured.
Simultaneously:
AP……………..…. OFF
Pitch…………..….PULL UP
Pull to full backstick and maintain in that position.
Thrust levers………TOGA
Speed brake lever CHECK RETRACTED
Bank…… WINGS LEVEL OR ADJUST Best climb performance is obtained when wings close to level then for “TERRAIN AHEAD PULL UP” or for “OBSTACLE AHEAD PULL UP” and if crew concludes that turning is the safest way of action, a turning maneuver may be initiated. When flight path is safe and warning stops, Decrease pitch attitude and accelerate.When speed is above VLS, and vertical speed is positive Clean up aircraft, as required.
TERRAIN TERRAIN-TOO LOW TERRAIN: Adjust the flight path, or initiate a go-around.
TERRAIN AHEAD – OBSTACLE AHEAD: Adjust the flight path. Stop descent. Climb and/or turn as necessary, based on analysis of all available instruments and information.
SINK RATE – DON’T SINK: Adjust pitch attitude and thrust to silence alert.
TOO LOW GEAR – TOO LOW FLAPS perform a go-around.
GLIDE SLOPE: Establish the aircraft on the glideslope, or switch OFF the G/S button if flight below the glideslope is intentional (non precision approach (NPA)
EMERGENCY DESCENT
FCOM TOME 4
PRO-ABN-80 P 38/58
UNRELIABLE SPEED INDICATION
FCOM PRO-ABN-34 P 77/96
(memory Items underlined)
“UNRELIABLE SPEED”
AP/FD………………..…..OFF
A/THR…………………….OFF
PITCH/THRUST:
Below THRUST RED ALT….15DgTOGA
Above THRUST RED ALT and BLW FL100..10Dg CLB
Above THRUST RED ALT and ABV FL100….5DgCLB
FLAPS….maintain current config
SPEEDBRAKES….CHECK RETRACTED
L/G…………………….……UP
When at, or above MSA or Circuit Altitude: Level off for troubleshooting
GPS ALTITUDE……Display on MCDU.
To Level Off for Troubleshooting;
AP/FD…………………..……OFF
A/THR………………………..OFF
FLYING TECHNIQUE TO STABILIZE SPEED: Adjust pitch to fly the required Flight path. When target pitch is reached, flying intended flight path, adjust thrust to target.If Aircraft pitch tends to increase, aircraft is slow, then increase thrust,If Aircraft pitch tends to decrease aircraft is fast, then decrease thrust.
LOSS OF BRAKING
FCOM PRO-ABN-32 P 13/56
“LOSS OF BRAKING”
IF NO BRAKING AVAILABLE: REVERSE……..MAX
BRAKE PEDALS…….RELEASE Brake pedals should be released when the A/SKID & N/W STRG sw is switched OFF, since the pedal force or displacement produces more braking action in alternate mode than in normal mode.
A/SKID & N/W STRG……..OFF Braking system reverts to alternate mode.
BRAKE PEDALS……….PRESS Apply brake with care, since initial pedal force or displacement produces more braking action in alternate mode than in normal mode.
MAX BRAKE PX……….1000 PSI Monitor brake press or BRAKES PRESS indicator. Limit Brake Pressure to approximately 1,000psi and at low ground speed, adjust brake Press as required.
IF STILL NO BRAKING:
PARKING BRAKE…SHORT AND SUCCESSIVE APPLICATIONS Use short and successive parking brake applications to stop the aircraft. Brake onset asymmetry may be felt at each parking brake application. If possible, delay the use of the parking brake until low speed, to reduce the risk of tire burst and lateral control difficulties.
STALL RECOVERY
PRO-ABN-10 P 18/20
“STALL I HAVE CONTROL”
As soon as any stall indication (could be aural warning, 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 OEI, progressively compensate the thrust symmetry with rudder.
SPEEDBRAKES…CHECK RETRACTED
FLIGHT PATH…RECOVER SMOOTHLY
IF IN CLEAN CONFIGURATION and below 20,000Ft:
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.
STALL WARNING AT LIFT OFF
PRO-ABN-10 P 19/20
“STALL TOGA 15 DEGREES”
Spurious stall warning may sound 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……….15deg
BANK………….……Wings Level
Note: when a safe flight path and speed are achieved and maintained, if stall warning continues, consider it spurious.
TCAS TA/RA
FCOM PRO-ABN-34 P 73/96
TCAS: “I have control”
Do not perform a maneuver on TA alone.
Resolution Advisory; All “CLIMB” and “DESCEND” or “MAINTAIN VERTICAL SPEED MAINTAIN” OR “ADJUST VERTICAL SPEED ADJUST” or “MONITOR VERTICAL SPEED” messages;
AP………………………OFF
BOTH FD’s………….OFF
Respond promptly and smoothly to an 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 Va max and VMAX.
RESPECT Stall, GPWS, or windshear warning.
Notify ATC.
GO AROUND PROCEDURES MUST BE PERFORMED WHEN AN RA “CLIMB” or “INCREASE CLIMB” is triggered on Final approach:
Note: RA’s are inhibited below 900ft
When “CLEAR OF CONFLICT IS” announced; resume normal navigation in accordance with ATC Clearance AP/FD can be re-engaged as desired.
WINDSHEAR
Reactive Windshear
PRO-ABN-80 P 55/58
“WINDSHEAR TOGA” A red flag “WINDSHEAR” is displayed on each PFD with an aural synthetic voice “WINDSHEAR, WINDSHEAR, WINDSHEAR”.
If windshear is detected by the system OR by Pilot observation, apply the following recovery technique
- At takeoff, prior to V1 the takeoff should only be rejected only if significant airspeed variations occur below indicated V1 AND the Pilot decides there is sufficient runway remaining to stop the Airplane
- After V1
* THR LEVERS……….….TOGA
* SRS ORDERS………..FOLLOW
This includes use of full backstick, if demanded.
NOTE:
- If engaged, the Autopilot disengages when alpha is greater than alpha prot.
- If the FD bars are not available, use an initial pitch attitude up to 17.5” with full backstick, if necessary. If needed, to minimize the loss of height, increase this pitch attitude.
* Airborne, initial climb or landing
* THR LEVERS AT TOGA…SET OR CONFIRM
* AP (if engaged)…………………..KEEP
* SRS ORDERS……………….FOLLOW
This includes the use of full backstick, if demanded.
PNF Radio Call “JETSTAR xx WINDSHEAR ESCAPE”
Note: 1. If engaged, the autopilot disengages when α is greater than α prot. 2. If the FD bars are not available, use an initial pitch attitude up to 17.5 ° with full backstick,if necessary. If needed, to minimize the loss of height, increase this pitch attitude.
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF SHEAR. CLOSELY MONITOR FLIGHT PATH AND SPEED. RECOVER SMOOTHLY TO NORMAL, CLIMB OUT OF SHEAR.
WINDSHEAR AHEAD
PRO-ABN-80 P 56/58
The “W/S AHEAD” message is displayed on each PFD.
The colour depending on severity and location of Windshear.
NOTE: When a predictive windshear alert “WINDSHEAR AHEAD” or “GO AROUND WINDSHEAR AHEAD” is triggered, if the flight crew makes a positive verification that no hazard exists, the alert may be disregarded as long as
-there are no other signs of possible windshear conditions, and the reactive windshear system is operational.
Known cases of spurious predictive windshear alerts have been reported at some airports, during either takeoff or landing, due to the specific obstacle environment. However ALWAYS rely on any REACTIVE windshear (WINDSHEAR).
WINDSHEAR AHEAD (in red)
PRO-ABN-80 P 56/58
Associated with an aural synthetic voice
“WINDSHEAR AHEAD, WINDSHEAR AHEAD”
- Before takeoff; delay takeoff or select most favorable runway
- During the takeoff run reject takeoff.
Note; Predictive W/S alerts inhibited above 100k until 50’
-When airborne;
THR LEVERS……………TOGA
As usual, the slat/flap configuration can be changed provided the windshear is not entered.
SRS ORDERS………….…FOLLOW
This includes the use of full backstick if required.
NOTE;
- If engaged, the Autopilot disengages when alpha is greater than alpha prot.
- If the FD is not available use a pitch initial attitude up to 17.5deg. If necessary To minimize the loss of height, increase the pitch attitude.
- Landing; Associated with an aural synthetic voice
“GO AROUND, WINDSHEAR AHEAD”
GO-AROUND……………PERFORM
This includes the use of full backstick, if required.
NOTE;
- If engaged, the Autopilot disengages when alpha is greater than alpha prot.
- If the FD is not available use a pitch initial attitude up to 17.5deg. If necessaryTo minimize the loss of height, increase the pitch attitude.
WINDSHEAR AHEAD (in amber)
PRO-ABN-80 P 57/58
Apply precautionary measures.as indicated in the SUPPLEMENTARY TECHNIQUES Refer to
PRO-SUP-91-20 Precautions for Suspected Windshear - Before Takeoff. (Listed below)
Before TAKEOFF Delay takeoff until conditions improve. Evaluate takeoff conditions :
- Using observations and experience.
- Checking weather conditions. Select the most favorable runway (considering location of the likely windshear) Use the weather radar or the predictive windshear system before commencing takeoff to ensure that the flight path clears any potential problem areas. Select TOGA thrust. Monitor closely airspeed and airspeed trend during the takeoff run for early signs of windshear.
During Approach Delay landing or divert to another airport until conditions are more favorable.
Evaluate condition for a safe landing by : • Using observations and experience. • Checking weather conditions. Use the weather radar. Select the most favorable runway, considering also which has the most appropriate approach aid. Select FLAPS 3. Use managed speed in the approach phase. Check both FDs engaged in ILS, FPA or V/S. Engage the autopilot, for a more accurate approach and earlier recognition of deviation from the beam, when ILS is available.
Note: ‐ When it is using the GS mini-function, associated with managed speed, the system will carry extra speed in strong wind conditions. ‐ In case of strong or gusty crosswind greater than 20 kt, Refer to FPE-IFL-VAP VAPP Determination without Failure.
CREW INCAPACITATION
From FCTM AO-90 P9/10
ACTION
The recovery from a detected incapacitation of the fit pilot shall follow the sequence below:
First phase
- Assume control, return the aircraft to a safe flight path, announce “I have control”, use the take-over pb and engage the on side AP as required.
- Declare an emergency to ATC
- Take whatever steps are possible to ensure the incapacitated pilot cannot interfere with the handling of the aircraft. This may include involving cabin crew to restrain the incapacitated pilot
- Request assistance from any medically qualified passenger
- Check if a type qualified company pilot is on board to replace the incapacitated crew member
- Land as soon as practicable after considering all pertinent factors
- Arrange medical assistance after landing giving many details about the condition of the affected crewmember
Second phase
- Prepare the approach and read the checklist earlier than usual
- Request radar vectoring and prefer a long approach to reduce workload
- Perform the landing from the fit pilot usual seat.
EGPWS ALERTS
CAUTION During night or IMC conditions, apply the procedure immediately. Do not delay reaction for diagnosis. During daylight VMC conditions, with terrain and obstacles clearly in sight, the alert may be considered cautionary. Take positive corrective action until the alert stops or a safe trajectory is ensured.
- ″PULL UP″ – ″TERRAIN TERRAIN PULL UP″ – ″TERRAIN AHEAD PULL UP ″-“OBSTACLE AHEAD PULL UP”: Simultaneously:
- 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
- When flight path is safe and the warning stops: Decrease pitch attitude and accelerate.
- When speed is above VLS, and vertical speed is positive: Clean up aircraft as required.
- “TERRAIN TERRAIN” “TOO LOW TERRAIN”: Adjust the flight path or initiate a go-around.
- “TERRAIN AHEAD”-“OBSTACLE AHEAD”: Adjust the flight path. Stop descent. Climb and/or turn, as necessary, based on analysis of all available instruments and information.
- “SINK RATE” “DON’T SINK”: Adjust pitch attitude and thrust to silence the alert.
- “TOO LOW GEAR” - “TOO LOW FLAPS”: Perform a go-around.
- “GLIDE SLOPE”: Establish the aircraft on the glideslope, or set the G/S MODE pb to OFF, if flight below the glideslope is intentional (non precision approach (NPA)).
EMERGENCY DESCENT ACTIONS
From OM18a FCTM
EMERGENCY DESCENT IMMEDIATE ACTIONS
OM18A FCTM
Oxygen Masks on, Establish Comms, Intercom and PA
EMERGENCY DESCENT PNF’s Actions
OM18a FCTM
