Proficiency Items Flashcards
One engine inoperative with obstacle
consideration
IN CRUISE (DO NOT DECELERATE
BELOW GREEN DOT)
* ALL THRUST LEVERS: SET MCT
* A/THR: OFF
* HDG: SET AND PULL AS APPROPRIATE
* DETERMINE DRIFT DOWN CEILING
ALTITUDE (PERF-CRZ PAGE)
* ATC: NOTIFY
DESENT
* SPD: SET GREEN DOT SPEED AND PULL
* ALT ON FCU: SET AND PULL
WHEN CLEAR OF OBSTACLES
RETURN TO STANDARD STRATEGY
STALL RECOVERY
(501 and 502 do not say stall)
“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 indication):
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:
FLAP 1….SELECT
Note:
If a risk of ground contact exists, once clearly out of stall
(no longer stall indication), smoothly establish a positive climb
gradient.
Stall Warning at Lift-Of
“STALL, TOGA 15°”
If stall warnings trigger at liftoff, apply the following immediate actions
1. THRUST….TOGA
2. PITCH ATTITUDE….15 degrees
3.BANK….WINGS LEVEL
CREW INCAPACITATION
If a cockpit Crew Member becomes incapacitated, the remaining Crew
Member must call a Flight Attendant as soon as practicable.
- FLIGHT ATTENDANT …CONTACT
Call the Flight Attendants via the CALLS pb or PA
The lead Flight Attendant or any other Flight Attendant must
proceed to the cockpit immediately.
The Flight Attendant must then:
Tighten and manually lock the shoulder harness of the
incapacitated Crew Member.
Push the seat completely aft.
Recline the seat back.
It takes two people to remove the dead weight of an unconscious body
from a seat without endangering any controls and switches. If it is not
possible to remove the body, one Flight Attendant must remain in the
cockpit to take care of and observe the incapacitated Crew Member.
In coordination with the Flight Attendant:
Request assistance from any medically qualified passenger.
Check if a type qualified company Pilot is on board to replace the
incapacitated Crew Member.
Windshear Warning - Reactive Windshear– Takeoff
At Takeoff:
> If before V1:
If there are significant variations in airspeed, and in airspeed trend
below the indicated V1, reject the takeoff.
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.
“WINDSHEAR TOGA”
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 in altitude, increase the pitch attitude.
Windshear Warning - Reactive Windshear– Airborn, initial climb, or landing
“WINDSHEAR TOGA”
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.
Note:
Autopilot disengages if the angle of attack value goes
above A prot.
If the FD bars are not displayed, move toward an initial
pitch attitude of 17.5°. Then, if necessary, to prevent a
loss in altitude, increase the pitch attitude.
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR)
UNTIL OUT OF WINDSHEAR.
CLOSELY MONITOR FLIGHT PATH AND SPEED.
RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF
WINDSHEAR.
Note:
Refer to FOM - Weather’ chapter for further windshear
information
Windshear Warning - Predictive Windshear–W/S AHEAD RED
Takeoff
Note: Associated with an aural synthetic voice
“WINDSHEAR AHEAD, WINDSHEAR AHEAD*
Before takeoff:
Delay takeoff, or select the most favorable runway.
During the takeoff run…Reject takeoff.
Note: Predictive windshear alerts are inhibited above 100 knots until 50 feet.
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.
Note:
Autopilot disengages if the angle of attack value
goes above a prot.
If the FD bars are not displayed, move toward an
initial pitch attitude of 17.5°. Then, if necessary, to
prevent a loss in altitude, increase the pitch attitude.
Windshear Warning - Predictive Windshear–W/S AHEAD RED
Landing
GO AROUND…. PERFORM
AP (if engaged)…..KEEP ON
If necessary the Flight Crew may pull the sidestick fully back.
Windshear Warning - Predictive Windshear–W/S AHEAD AMBER
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.
Note:
Refer to FOM - “Weather” chapter for further windshear
information.
SEVERE TURBULANCE
- SIGNS… ON
- SPEED AND THRUST…ADJUST
Note: Only change thrust in case of an extreme variation in airspeed,
and do not chase your Mach or airspeed.
KEEP AUTO PILOT ON
> If excessive thrust variations: DISCONNECT A/THR
Note: for altitude:
If the Flight Crew flies the aircraft manually:
The Flight Crew may expect large variations in altitude, but
should not chase altitude.
- DESCENT TO OR BELOW OPT FL
CONSIDER
Consider descending to or below OPT FL in order to increase buffet
margin.
> For approach:
A/THR….ON
USE MANAGED SPEED
Note: For landing:
Configuration FULL, or 3, can be used
CONF FULL provides better handling capability in turbulent
conditions, however, CONF 3 provides more energy and less drag
