MEMORY ITEMS & SPEEDS DEFINITION

Question 1

GPWS

Answer 1

“PULL UP” - “TERRAIN AHEAD PULL UP” - “AVOID TERRAIN”

(PF)

● “PULL UP, TOGA”

1) AP - OFF
2) PITCH - PULL UP (pull to full backstick and hold)
3) THRUST LEVERS - TOGA
4) SPEED BRAKE - CHECK RETRACTED
5) BANK - WINGS LEVEL

Question 2

EMERGENCY DESCENT

Answer 2

● “CABIN PRESSURE, MASK ON”, “EMERGENCY DESCENT”

(BOTH)

1) CREW OXYGEN MASKS - ON
2) COMMUNICATION - ESTABLISH

(PF)

1) ALT KNOB - TURN & PULL
2) HDG KNOB - TURN & PULL
3) SPEED - PULL (if damage press spd/mach pb)
4) FMA - CHECK
5) SPEED BRAKE - SLOWLY EXTEND (if no damage)

(PM)

1) SEAT BELTS - ON
2) ENG MODE SELECTOR - IGN
3) TXP CODE - 7700
4) ATC - “MAYDAY x 3”
5) PAX - “CABINCREW EMERGENCY DESCENT”
6) PAX OXY - ON (if above 14.000’) GUARDED SO CONFIRM. TEM looks like RAT MAN on PB
7) FMA

When at safe altitude… Masks off, and state
● “CABIN CREW SAFE ALTITUDE”

QRH PROCEDURE

Question 3

UNRELIABLE SPEED INDICATION / ADR CHECK

Answer 3

● “UNRELIABLE SPEED”

If the safe conduct of the flight is impacted:

1) AP/FD - OFF
2) A/THR - OFF
3) PITCH/THRUST:

A) Below THRUST RED ALT = 15°/ TOGA
B) Above THRUST RED ALT and Below FL100 = 10°/ CLB
C) Above THRUST RED ALT and Above FL 100 = 5°/ CLB

4) FLAPS (3 or LESS) = MAINTAIN CURRENT CONF
(CONF FULL) = SELECT CONF 3 AND MAINTAIN
5) SPEEDBRAKES = CHECK RETRACTED
6) L/G - UP

When at, or above MSA or Circuit Altitude: Level off for troubleshooting.

To level off:

1) AP/FD - OFF
2) A/THR - OFF
3) SPEEDBRAKES - CHECK RETRACTED
4) PITCH/THRUST - TABLE APPLY (55% - 5 degrees)

Question 4

LOSS OF BREAKING

Answer 4

● “LOSS OF BREAKING”

1) REV - MAX (ONLY IF TIME PERMITS)
2) FEET - OF THE PEDALS (BOTH SIDES)
3) ANTI SKID & NWS STRG SW - OFF
4) BRAKE PEDALS - PRESS (1000PSI)
… … …
5) PARKING BRAKE - SET ON/OFF/ON/OFF/ON

Question 5

STALL RECOVERY

Answer 5

● “STALL, I HAVE CONTROL”

1) PITCH - ATTITUDE DOWN (NOSE TO JUST BELOW HORIZON)
2) BANK - WINGS LEVEL

WHEN OUT OF STALL…

3) THRUST - SLOWLY APPLY
4) SPEED BRAKE - STOW
5) FLIGHT PATH - RECOVER SMOOTHLY
6) IF BELOW 20.000’ - (CONSIDER FLAPS 1 IF CLEAN)

Question 6

STALL WARNING AT LIFT-OFF

Answer 6

● “STALL, TOGA 15”

THUST - TOGA
PITCH - 15 degrees
BANK - LEVEL

(If stall warning continues consider it as spurious)

Question 7

TCAS

Answer 7

(PF)

● “TCAS, I HAVE CONTROL”

“F/D’s OFF”

1) A/P - OFF
2) F/D - OFF
3) VERTICAL SPEED - ADJUST

(PM)

● “TCAS RA”
● “CLEAR OF CONFLICT”, “RETURNING TO FL320”

Question 8

WINDSHEAR

Answer 8

● “WINDSHEAR, TOGA”

If after V1 -
THR LEVERS - TOGA
REACHING VR - ROTATE
SRS ORDERS - FOLLOW
(IF NO FD AIM FOR 17.5 degrees NU)

If airborne -
THR LEVERS - TOGA
AP - KEEP ON
SRS - FOLLOW

(DO NOT CHANGE CONFIG DURING WINDSHEAR)

Question 9

WINDSHEAR AHEAD

Answer 9

Perform a normal go’ around.

● “GO’ AROUND, FLAPS”

1) LEVER - TOGA
2) FOLLOW FD

Question 10

RTO

Answer 10

● “STOP”

Question 11

What is Vs?

Answer 11

• It is the Stalling speed.

Not displayed.

For a conventional aircraft, the reference stall speed, VSmin, is based on a load factor that is less than 1 g. This gives a stall speed that is lower than the stall speed at 1 g. All operating speeds are expressed as functions of this speed (for example, VREF = 1.3 VSmin).
Because aircraft of the A320 family have a low-speed protection feature (alpha limit) that the flight crew cannot override, Airworthiness Authorities have reconsidered the definition of stall speed for these aircraft.
All the operating speeds must be referenced to a speed that can be demonstrated by flight tests. This speed is designated VS1g.
Airworthiness Authorities have agreed that a factor of 0.94 represents the relationship between VS1g for aircraft of the A320 family and VSmin for conventional aircraft types. As a result, Authorities allow aircraft of the A320 family to use the following factors :
V2 = 1.2 × 0.94 VS1g = 1.13 VS1g
VREF = 1.3 × 0.94 VS1g = 1.23 VS1g
These speeds are identical to those that the conventional 94 % rule would have defined for these aircraft. The A318, A319, A320 and A321 have exactly the same maneuver margin that a conventional aircraft would have at its reference speeds.
The FCOM uses VS for VS1g.

Question 12

What is VLS?

Answer 12

• It is the Lowest Selectable Speed.

Represented by the top of an amber strip along the airspeed scale on the PFD.

Computed by the FAC, based on aerodynamic data, and corresponds to 1.13 VS during takeoff, or following a touch and go.
Becomes 1.23 VS, after retraction of one step of flaps.
Becomes 1.28 VS, when in clean configuration.
Note:
If in CONF 0 VLS were 1.23 VS (instead of 1.28 VS), the alpha protection strip would hit the VLS strip on the PFD.
Above 20 000 ft, VLS is corrected for Mach effect to maintain a buffet margin of 0.2 g.
In addition, VLS increases when the speedbrakes are extended.

Question 13

What is F speed?

Answer 13

• It is the Minimum speed at which the flaps may be retracted at takeoff.

In approach, used as a target speed when the aircraft is in CONF 2 or CONF 3.
Represented by “F” on the PFD speed scale. Equal to about 1.23 VS of CONF 1 + F.

Question 14

What is S speed?

Answer 14

• It is the Minimum speed at which the slats may be retracted at takeoff.

In approach, used as a target speed when the aircraft is in CONF 1.
Represented by “S” on the PFD airspeed scale.
Equal to about 1.29 VS of clean configuration.

Question 15

What is the O speed?

Answer 15

• It is the Green dot speed.

Engine-out operating speed in clean configuration.
(Best lift-to-drag ratio speed).
Also corresponds to the final takeoff speed.
Represented by a green dot on the PFD scale.
Below 20 000 ft equal to 2 × weight (tons) +80
Above 20 000 ft, add 1 kt per 1 000 ft

Question 16

What does the indicated speed protections mean?

Answer 16

Vα PROT, Vα MAX and VSW are computed by the FAC, based on aerodynamic data. They are only used for display on the PFD, and not for flight control protection (the activation of the protections is computed by the ELAC).
Vα PROT :
Angle of attack protection speed.
Corresponds to the angle of attack at which the angle of attack protection becomes active.
Represented by the top of a black and amber strip along the PFD speed scale, in normal law.
Vα MAX :
Maximum angle of attack speed.
Corresponds to the maximum angle of attack that may be reached in pitch normal law.
Represented by the top of a red strip along the PFD speed scale, in normal law.
VSW :
Stall warning speed.
Represented by a red and black strip along the speed scale when the flight control normal law is inoperative.
VMAX :
Represented by the bottom of a red and black strip along the speed scale.
Determined by the FAC according to the aircraft configuration.
Is equal to VMO (or speed corresponding to MMO), VLE or VFE.

Question 17

V1 is?

Answer 17

V1 :
The highest speed, during takeoff, at which the flight crew has a choice between continuing the takeoff or stopping the aircraft.
Represented by “1” on the airspeed scale (or the V1 value when it is off the airspeed scale).
Inserted manually through the MCDU by the flight crew.
Displayed on the MCDU TAKEOFF page.

Question 18

VR is?

Answer 18

VR :
The speed at which the pilot rotates in order to reach V2 at an altitude of 35 ft at the latest after an engine failure.
Inserted manually through the MCDU by the flight crew.
Displayed on the MCDU TAKEOFF page.

Question 19

V2 is?

Answer 19

V2 :
Takeoff safety speed that the aircraft attains at the latest at an altitude of 35 ft with one engine failed, and maintains during the second segment of the takeoff.
Represented by the SPEED SELECT symbol on the speed scale.
Minimum value equal to 1.13 VS for the corresponding configuration.
Inserted manually through the MCDU by the flight crew.
Displayed on the MCDU TAKEOFF page.

Question 20

VREF is?

Answer 20

VREF :
Reference speed used for normal final approach.
Equal to 1.23 × VS of CONF FULL.
Displayed on the MCDU APPR page, if landing is planned in CONF FULL (VLS CONF FULL).

Question 21

VAPP is?

Answer 21

VAPP :
Final approach speed.
Displayed on MCDU APPR page.
Calculated by the FMGCs.
Represents : VAPP = VLS + wind correction
The wind correction is limited to a minimum of 5 kt and a maximum of 15 kt.
The flight crew may modify VAPP through the MCDU.
During autoland or when A/THR is on or in case of ice accretion or gusty crosswind greater than 20 kt, VAPP must not be lower than VLS +5 kt.

Question 22

SPEED TARGET is?

Answer 22

SPEED TARGET :
Represented by a magenta triangle.
Calculated by the FMGCs
Gives efficient speed guidance in approach during various windy conditions.
Represents :
SPEED TARGET = GS mini + actual headwind (measured by ADIRS)
GS mini = VAPP – TOWER WIND (headwind component along runway axis calculated by FMGC from tower wind entered on MCDU).

Question 23

What protection is available in normal law?

Answer 23

AVAILABLE PROTECTIONS

Normal Law provides five different protections (Refer to the “Protections” paragraph):

High angle-of-attack protection

Load factor protection

High pitch attitude protection

Bank angle protection

High speed protection.

Question 24

Alternate law means?

Answer 24

In some double failure cases, the integrity and redundancy of the computers and of the peripherals are not sufficient to achieve normal law and associated protections. System degradation is progressive, and will evolve according to the availability of remaining peripherals or computers.
Alternate law characteristics (usually triggered in case of a dual failure):
In pitch: same as in normal law with FLARE in DIRECT
In roll: Roll DIRECT
Most protections are lost, except Load factor protection.
At the flight envelope limit, the aircraft is not protected, i.e.:
In high speed, natural aircraft static stability is restored with an overspeed warning
In low speed (at a speed threshold that is below VLS), the automatic pitch trim stops and natural longitudinal static stability is restored, with a stall warning at 1.03 VS1G.
In certain failure cases, such as the loss of VS1G computation or the loss of two ADRs, the longitudinal static stability cannot be restored at low speed. In the case of a loss of three ADRs, it cannot be restored at high speed.
In alternate law, VMO setting is reduced to 320 kt, and α FLOOR is inhibited. (On A318, MMO setting is also reduced to M 0.77.)

Question 25

Direct law means?

Answer 25

In most triple failure cases, direct law triggers.

When this occurs:
Elevator deflection is proportional to stick deflection. Maximum deflection depends on the configuration and on the CG
Aileron and spoiler deflections are proportional to stick deflection, but vary with the aircraft configuration
Pitch trim is commanded manually
Handling characteristics are natural, of high-quality aircraft, almost independent of the configuration and of the CG. Therefore, the aircraft obviously has no protections, no automatic pitch trim, but overspeed or stall warnings.

Question 26

How is GSM (ground speed mini) calculated? If let’s say VLS is 130kts

Answer 26

1) VLS 130kts
2) Vapp = VLS + 1/3 headwind (let’s say its 220/30kts)
So Vapp = 130kts + 10kts = 140kts

GSM is the Vapp - FULL headwind =
140kts - 30kts = 110kts

GSM will never be lower than Vapp, but if it’s suddenly blowing 50kts headwind the diff will be added to the speed. 50kts - 30kts = 20kts.

140kts + 20kts = 160kts (so increased headwind gives increased speed. to maintain same ground speed.)