Memory Items Flashcards
EMERGENCY DESCENT
CREW OXY MASKS . . . . . . . . . . . . . . . . . . . . . . .ON
EMER DESCENT . . . . . . . . . . . .ANNOUNCE (PA)
SIGNS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CREW COMMUNICATION . . . . . . . . . .ESTABLISH
EMER-DESCENT . . . . . . . . . . . . . . . . . . . INITIATE
It is recommended to descend with the autopilot engaged
• Turn the ALT selector knob and pull.
• Turn the HDG selector knob and pull.
• Adjust the target SPD/MACH.
Use of the autopilot is also permitted in EXPEDITE mode.
THR LEVERS (if A/THR not engaged) . . . . . . . . . . . . . . . . . . ………………..IDLE
- If autothrust is engaged, check that THR IDLE is displayed on the FMA.
- If not engaged, retard the thrust levers.
– SPD BRK . . . . . . . . . . . . . . . . . . . . . . . .. .. . FULL
Extension of the speedbrakes will significantly increase VLS.
To avoid autopilot disconnection and automatic retraction of the speedbrakes, due
to possible activation of the angle of attack protection, allow the speed to increase
before starting to use the speedbrakes.
EGPWS ALERTS
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 close to wings level. Then, for
“TERRAIN AHEAD PULL UP” or for “OBSTACLE AHEAD PULL UP,” and if the crew
concludes that turning is the safest course of action, a turning maneuver can be
initiated.
LOSS OF BRAKING
IF NO BRAKING AVAILABLE:
REV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX
BRAKE PEDALS . . . . . . . . . . . . . . . . . . . .RELEASE
Brake pedals should be released when the A/SKID & N/W STRG selector 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 BRK PR . . . . . . . . . . . . . . . . . . . . . . 1000 PSI
Monitor brake pressure or BRAKES PRESS indicator. Limit brake pressure to
approximately 1000 psi and, at low ground speed, adjust brake pressure 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.
SMOKE / FUMES / AVNCS SMOKE
OXY MASK/GOGGLE . . . . . . ..USE/100%/EMERG
Ensure crew communication is established. Avoid continuous use of the
interphone to minimize interference from the oxygen mask breathing noise.
Turn the emergency knob to remove condensation or smoke from the mask.
STALL RECOVERY
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 one engine inoperative, progressively compensate the
thrust asymmetry with the rudder.
SPEEDBRAKES. . . . . . . . . . .CHECK RETRACTED
FLIGHT PATH. . . . . . . . . . . RECOVER SMOOTHLY
If in clean configuration and below 20,000 feet:
FLAP 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . .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
Spurious stall warning may sound in NORMAL law, if 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 spurious.
TCAS WARNINGS
AP (if engaged) . . . . . . . . . . . . . . . . . . . . . . . OFF
BOTH FDs . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
Respond promptly and smoothly to an RA by adjusting or maintaining the vertical
speed, as required, to reach the green area and/or avoid the red area of the
vertical speed scale.
A GO AROUND procedure must be performed when an RA “CLIMB” or
“INCREASE CLIMB” is triggered on final approach unless the conflict traffic is
positively identified and safe separation can be visually maintained.
When “CLEAR OF CONFLICT” is announced:
• Resume normal navigation in accordance with ATC clearance.
• AP/FD may be re-engaged as desired.
UNRELIABLE SPEED INDICATION/ADR CHECK PROCEDURE
A/C 201 - 204, 218, 219, 221, 223 AND ALL A319
If the safe conduct of the flight is impacted:
AP/FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
THRUST/PITCH
– Below THR RED ALT. . . . . . . . . . . . . . . 15\TOGA
– Above THR RED ALT and Below FL100 . . .10\CL
– Above THR RED ALT and Above FL 100 . . . 5*\CL
FLAPS . . . . . . . . . . . MAINTAIN CURRENT CONFIG
FLAPS (if CONF FULL). . . . . . . . .SELECT CONF 3 AND MAINTAIN
SPEEDBRAKES . . . . . . . . . . . CHECK RETRACTED
L/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP
UNRELIABLE SPEED INDICATION/ADR CHECK PROCEDURE
A/C 201 - 204, 218, 219, 221, 223 AND ALL A319
If the safe conduct of the flight is impacted:
AP/FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
THRUST/PITCH
– Below THR RED ALT. . . . . . . . . . . . . . . 15\TOGA
– Above THR RED ALT and Below FL100 . . .10\CL
– Above THR RED ALT and Above FL 100 . . . 5*\CL
FLAPS . . . . . . . . . . . MAINTAIN CURRENT CONFIG
FLAPS (if CONF FULL). . . . . . . . .SELECT CONF 3 AND MAINTAIN
SPEEDBRAKES . . . . . . . . . . . CHECK RETRACTED
L/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP
WINDSHEAR
If after V1
THR LEVERS. . . . . . . . . . . . . . . . . . . . . . . . . .TOGA
REACHING VR . . . . . . . . . . . . . . . . . . . . . . .ROTATE
SRS ORDERS . . . . . . . . . . . . . . . . . . . . . . .FOLLOW
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 back stick, if demanded.
WINDSHEAR AHEAD
When airborne
THR LEVERS. . . . . . . . . . . . . . . . . . . . . . . . . . TOGA
As usual, the slat/flap configuration can be changed, provided the windshear
is not entered.
AP (if engaged). . . . . . . . . . . . . . . . . . . . . . KEEP ON
SRS ORDERS . . . . . . . . . . . . . . . . . . . . . . .FOLLOW
Landing
Associated with an aural synthetic voice “GO AROUND, WINDSHEAR AHEAD”.
NOTE: If a positive verification is made that no hazard exists, the warning
may be considered cautionary.
GO AROUND . . . . . . . . . . . . . . . . . . . . . .PERFORM
THR LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . .TOGA
ANNOUNCE . . . . . . . . . . . . “GO AROUND-FLAPS”
FLAPS . . . . . . . . . . . . . . . . . .RETRACT ONE STEP
L/G UP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
