Other Memory Things Flashcards
Rejected takeoff
Capt
“STOP”
Thrust levers- IDLE
Reverse- MAX
Once stopped:
Reverse- STOWED
Park brake- ON
Cabin crew- ALERT
“ECAM ACTIONS”
FO:
REVERSE GREEN (or not)
DECEL
Cancel audio warnings
Advise ATC
Locate EMER EVAC procedure
Smoke- immediate actions
-flight crew protection
-avoiding further contamination of cockpit/cabin
-communication with cabin crew
Time is critical-must immediately anticipate diversion.
Engine failure after V1
-Vr- 3deg/sec to 12.5 deg
-Blue beta- centre
-Rudder trim
-PF engage AP and PULL HDG
-400ft- ECAM actions
-EO acceleration- push VS to level off
-flaps
-Speed trend at green dot- pull OP CLB
Engine failure in cruise
-Thrust- all MCT
-A/THR- OFF
-HDG- SET/PULL
-Determine EO ceiling
-ATC- notify
-SPD- SET/PULL (300/0.78)
-ALT- SET/PULL
-When VS < 500, set 500 and A/THR ON
-EO ceiling- SPD- MANAGE
*for obstacle strategy descend at green dot until clear.
UPRT Nose high
“Nose high”
-AP/ATHR off (if appropriate)
-apply nose down as necessary
-thrust and roll (as req)
-recover when airspeed increasing
-Recover automation
UPRT Nose low
“Nose low”
-AP/ATHR off (if appropriate)
-roll as necessary
-thrust and drag (as req)
-recover level flight
-Recover automation
*important to reduce g-loading while rolling wings level- forward pitch.
Rebuild flight deck after UPRT
Establish safe altitude:
-thrust/pitch (as req)
Recover normal flight path:
-config- speed brakes, lg, flap retracted
-FDs- ON
-select- FMA as appropriate
-AP/ATHR- ON
Airbus Golden Rules
- Fly, navigate and communicate:
(with appropriate tasksharing) - Use the appropriate level of automation at all times
- Understand the FMA at all times
- Take action if things do not go as expected
RAISE model- second page of JSS.
R – Relay information:
A – Ask a question:
I – The ‘I’ statement:
S – Solution statement:
E – Emergency statement:
• “Captain, you must act now!”
Over speed prevention/recovery?
-AP/ATHR keep on if not disengaged**
-Reduce speed by selecting
-monitor speed trend
-speedbrake AS REQ*
** Avoid the temptation to immediately disconnect the AP. Aircraft may
enter the overspeed and generate the CRC without the AP disengaging. Even if
the Overspeed warning is generated keep the AP ON.
High Speed Protection Symbol (green =) at VMO + 6 or MMO + 0.01
ECAM warning for OVERSPEED commences at VMO + 4 and MMO + 0.006
- When the aircraft is flying faster than 315
knots/M0.75 with the AP engaged the speed brake retraction rate is reduced (FULL to IN – 25 seconds)
STOP Threats briefing to cabin crew?
S Status of the aircraft AND crew: any unserviceabilities which may affect the cabin crew (i.e. unserviceable APU) and crew fitness for duty.
T Turbulence/Weather: summary of en route/destination weather
O Operational Considerations, i.e. boarding through rear stairs/curfew considerations Aircraft swaps, etc. as well as any additional information necessary.
P Password.
Threats- threats not identified in the above should be highlighted along with mitigation strategies, i.e. unserviceable APU may cause extended delays, pressure to rush may increase likelihood of errors – therefore we will follow SOPs and slow each other down if rushing is detected.
How is GS Mini calculated?
Gs Mini = Vapp + (current hw - twr hw)
Adds up to 15kts
Vapp = VLS + 1/3 tw hw (max +5)
Approach gates eg. ILS SSY
20 NM / 5000 ft / 250 kts decreasing
16 NM / 4000 ft
10 NM / 3000 ft
Glideslope intercept from above?
Flow- arm app, FCU altitude, v/s -1500
- Gear down, at least conf 2, speed brake to control speed.
2 000 + will result in speed increasing towards VFE
Use of V/S mode ensures that the A/THR is in SPEED mode.
Engine failure during climb out?
MCT (toga if necessary) (Autothrust keep on)
FCU- speed pull, heading to follow OCP, alt as req.
Push to level off once wings level.
Select toga or mct depending on weight, or if losing speed.
If surging, surging engine to idle to preserve.
