Memory Items

Question 1

LOSS OF BRAKING

“Loss of Braking”

Answer 1

If no braking:
REV…………………………………….MAX
BRAKE PEDALS……………………RELEASE
A/SKID OFF………………………….ORDER
A/SKID & N/W STRG …………….OFF
BRAKE PEDALS…………………….PRESS
MAX BRK PR…………………………1000 PSI
If still no braking:
PARK BRAKE…………………………USE
Use short successive parking brake applications to stop the aircraft.

Question 2

EMER DESCENT

“Emergency Descent”

Answer 2

CREW OXY MASKS…………………..USE
SIGNS………………………………………ON
EMER DESCENT………………………..INITIATE
If A/THR not active:
THR LEVERS……………………………..IDLE
SPD BRK…………………………………..FULL

Question 3

STALL RECOVERY

“Stall - I have control”

Answer 3

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 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.

Question 4

STALL WARNING AT LIFTOFF

“Stall - TOGA”

Answer 4

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………………..15 °
BANK WINGS……………………..LEVEL
Note:
When a safe flight path and speed are achieved and maintained, if stall warning continues, consider it as spurious

Question 5

UNRELIABLE AIRSPEED INDICATION

“Unreliable Speed”

Answer 5

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 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

Question 6

EGPWS CAUTIONS

“PULL UP TOGA”

Answer 6

“TERRAIN TERRAIN” - “TOO LOW TERRAIN” - “TERRAIN AHEAD” - “OBSTACLE AHEAD”
During night or IMC:
Simultaneously:
AP……………………………………OFF
PITCH ………………………………PULL UP
THRUST LEVERS………………TOGA
SPEEDBRAKE lever ……………CHECK RETRACTED
BANK WINGS……………………LEVEL or ADJUST
Note:
For some airports, the operator may define a specific procedure.
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL CLEAR OF OBSTACLE.

During daylight and VMC, with terrain and obstacles clearly in sight:
FLIGHT PATH……………….ADJUST
Note:
For some airports, the operator may define a specific procedure.

“SINK RATE”
Above 1 000 ft AAL in IMC or above 500 ft AAL in VMC:
FLIGHT PATH………………………ADJUST

Below 1 000 ft AAL in IMC or below 500 ft AAL in VMC:
GO-AROUND……………………..CONSIDER

“DON’T SINK”
FLIGHT PATH……………………..ADJUST

“TOO LOW GEAR” - “TOO LOW FLAPS”
GO-AROUND……………………..PERFORM

“GLIDE SLOPE”
Above 1 000 ft AAL in IMC or above 500 ft AAL in VMC:
FLIGHT PATH……………………..ADJUST

When conditions require a deliberate approach below glideslope:
G/S MODE………………………….OFF

Below 1 000 ft AAL in IMC or below 500 ft AAL in VMC:
GO-AROUND……………………..CONSIDER

Question 7

EGPWS WARNINGS

“ PULL UP TOGA”

Answer 7

PULL UP” - “TERRAIN AHEAD PULL UP” - “OBSTACLE AHEAD PULL UP”
Simultaneously:
AP……………………………………..OFF
PITCH ………………………………..PULL UP
L1 THRUST LEVERS…………….TOGA
SPEEDBRAKE lever ………………CHECK RETRACTED
BANK…………………………………WINGS LEVEL or ADJUST

DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL CLEAR OF OBSTACLE.

Question 8

TCAS WARNINGS
“TCAS - I have control”

Answer 8

Always follow RA orders, even if this results in crossing the intruder altitude, because these orders ensure the best altitude separation.

All RA, except any CLIMB RA during approach in CONF 3 or FULL:
AP (if engaged)……………………………………….OFF
BOTH FDs …………………………..……………..OFF
Respond promptly and smoothly.
VERTICAL SPEED……………………………………..ADJUST or MAINTAIN

Adjust or maintain the vertical speed as required, depending on the green area, and/or to avoid the red area of the vertical speed scale.

Any CLIMB RA during approach in CONF 3 or FULL
GO-AROUND……………………………………………………………….PERFORM
Follow the SRS GA mode
VERTICAL SPEED………………………………………………………….MONITOR
Check that the vertical speed remains out of the red area of the vertical speed scale and take over if necessary.

Respect stall, GPWS, or windshear warning.

ATC……….NOTIFY

When the “CLEAR OF CONFLICT” aural alert sounds:
ATC……………………………………………………………..NOTIFY
LATERAL AND VERTICAL GUIDANCE…………….ADJUST
Adjust the lateral and vertical guidance to resume normal navigation, in accordance with ATC clearance.

AP/FD…………………..AS REQUIRED
If necessary, renegade the AP/FD

Question 9

WINDSHEAR - REACTIVE

“WINDSHEAR TOGA”

Answer 9

If Windshear is detected, both PFDs display a “WINDSHEAR” message with a red flag. An associated aural WINDSHEAR alert sounds three times.
If either the flight crew or the FE system detects WINDSHEAR, apply the following technique:

Takeoff:
If before V1:

If there are significant variations in airspeed, and in airspeed trend below the indicated V1, reject the takeoff.

Note: 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:
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 of altitude, increase the pitch attitude.

Airborne - initial climb or landing:
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.

DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF WINDSHEAR.
CLOSELY MONITOR THE FLIGHT PATH AND THE SPEED.
SMOOTHLY RECOVER TO NORMAL CLIMB OUT OF WINDSHEAR.

Question 10

WINDSHEAR AHEAD - PREDICTIVE
(FCTM PROCEDURE - NO LONGER A RECALL)

Answer 10

W/S AHEAD RED
Takeoff:
Associated with a synthetic aural voice: “WINDSHEAR AHEAD”, “MONITOR RADAR DISPLAY”, “GO AROUND WINDSHEAR AHEAD”

Before takeoff:
Delay takeoff, or select the most favorable runway.

During takeoff run:
Continue with takeoff considering TOGA, or
Reject takeoff
Note:
The predictive windshear alerts are inhibited above 100 kt, until 50 ft

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
If necessary, the flight crew may pull the sidestick fully back.

Landing:
Associated with a synthetic aural voice: “GO AROUND, WINDSHEAR AHEAD”.
GO AROUND………………………..PERFORM
AP (if engaged)…………………….KEEP ON
If necessary, the flight crew may pull the sidestick fully back.

W/S AHEAD AMBER
Apply precautionary measures, as indicated in FCTM Windshear Operational Recommendations (Refer to FCTM/PR-NP-SP-10-10-3 Operational Recommendations).

Select FLAPS 3 for landing
Use managed speed, because it provides the GS mini function
VAPP increase up to a maximum of VLS+15 kts, in case of strong gusty crosswind greater than 20kt, use LDG PERF application of EFB for VAPP determination.
Consider using manual thrust