[MEM] Memory Items Flashcards
LOSS OF BRAKING
If no braking:- REV......MAX BRAKE PEDALS......RELEASE A/SKID OFF......ORDERED by PF A/SKID and N/W STRG......OFF by PM BRAKE PEDALS......PRESS MAX BRK PR......1000 PSI
If still no braking:-
PARK BRAKE……USE
EMER DESCENT
CREW OXY MASK……USE
SIGNS……ON
EMER DESCENT……INITIATE
If A/THR not active:
THR LEVERS……IDLE
SPD BRK……FULL
Stall Recovery
As soon as any stall indication (could be aural warning, buffet…) is recognised, apply the immediate actions:
(NEO=”STALL STALL” Red message on PFD)
NOSE DOWN PITCH CONTROL……APPLY
This will reduce the angle of attack
Note: In case of lack of pitch down authority, reducing thrust may be necessary.
BANK……WINGS LEVEL
When out of the 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 20,000ft
FLAP1……SELECT
Note: If a risk of ground contact exists, once clearly out of the 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 an angle of attack probe is damaged. In this case, apply immediately the following actions:
(NEO=may appear on PFD)
THURST……TOGA
At the same time:
PITCH ATTITUDE……15 deg
BANK……WINGS LEVEL
Note: When in a safe flight path and speed are achieved and maintained, if stall warning continues, consider it as spurious.
Unreliable Speed Indication
If the safe conduct of the flight is impacted:
AP……OFF
A/THR……OFF
FD……OFF
PITCH/THRUST:
Below THRUST RED ALT……15 deg/TOGA
Above THRUST RED ALT and Below FL 100……10 deg/CLB
Above THRUST RED ALT and Above FL 100……5 deg/CLB
FLAPS (if CONF 0(1)(2)(3))……MAINTAIN CURRENT CONF
FLAPS (if CONF FULL)……SELECT CONF 3 AND MAINTAIN
SPEEDBRAKES……CEHCK RETRACTED
L/G……UP
When at, or above MSA or Circuit Altitude: Level off for troubleshooting.
All Other GPWS Cautions
“SINK RATE” - “TOO LOW GEAR” - “TOO LOW FLAPS”
GO-AROUND……PERFORM
“GLIDESLOPE”
GO-AROUND……CONSIDER
When conditions require a deliberate approach below the glideslope:
G/S MODE……OFF
“DON’T SINK”
FLIGHT PATH……ADJUST
Adjust pitch and thrust to silence the alert.
TCAS WARNINGS - CEO
Traffic advisory: “TRAFFIC” messages:
Do not perform a maneuver based on a TA alone.
Resolution advisory: All “CLIMB” and “DESCEND” or “MAINTAIN VERTICAL SPEED MAINTAIN” or “LEVEL OFF, LEVEL OFF”, or “MONITOR VERTICAL SPEED” type messages:
AP (if engaged)……OFF
BOTH FDs……OFF
Respond promptly and smoothly to a RA by adjusting or maintaining the pitch, as required, to reach the green area and/or avoid the red area of the vertical speed scale.
Note: Avoid excessive maneuvers while aiming to keep the vertical speed just outside the red area of the VSI, and within the green area. If necessary, use the full speed range between Vamax and VMAX.
Respect stall, GPWS, or wind shear warning
Notify ATC
GO AROUND procedure must be performed when a RA “CLIMB” or “INCREASE CLIMB” is triggered on final approach:
Note: RAs are inhibited below 900ft
When “CLEAR OF CONFLICT” is announced:
Resume normal navigation in accordance with ATC clearance.
AP/FD can be re-engaged as desired.
WINDSHEAR before V1
Reject TO only if significant airspeed variations occur below indicated V1 and the Captain decides that there is sufficient runway remaining to stop the airplane.
WINDSHEAR after V1
THR LEVERS……TOGA
REACHING VR……ROTATE
SRS ORDERS……FOLLOW
If necessary the flight crew may pull the side stick fully back.
Note: If the FD bars are not displayed, move towards an initial pitch attitude of 17.5 deg. Then, if necessary, to prevent a loss in altitude, increase the pitch attitude.
WINDSHEAR 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
Note: 1. Autopilot disengages if the angle of attack goes above alpa prot.
2. If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 deg. The 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
WINDSHEAR AHEAD RED - during the takeoff run
Reject takeoff
Note: Predictive windshear alerts are inhibited above 100 kt until 50 ft
WINDSHEAR AHEAD RED - When airborne
THR LEVERS……TOGA
Conf 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 side stick fully back.
Note: 1. Autopilot disengages if the angle of attack goes above alpa prot.
2. If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 deg. The if necessary, to prevent a loss in altitude, increase the pitch attitude.
WINDSHEAR AHEAD RED - Landing
“GO AROUND, WINDSHEAR AHEAD”
GO-AROUND……PERFORM
AP (if engaged)……KEEP ON
If necessary the flight crew may pull the side stick fully back.
Note: 1. Autopilot disengages if the angle of attack goes above alpa prot.
2. If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 deg. The if necessary, to prevent a loss in altitude, increase the pitch attitude.
Abnormal V Alpha Prot (CEO except A320)
AT ANY TIME, with speed above VLS, if the aircraft goes to a continuous nose down pitch rate that cannot be stopped with backward side stick inputs
IMMEDIATElY APPLY
ONE ADR……KEEP ON
TWO ADRS……OFF
Crew Incapacitation
Declare an emergency
Take control
Establish a safe profile and engage autopilot
Obtain Cabin Crew assistance to remove the incapacitated pilot from the controls by moving the seat to the full aft position and securing the full harness with he inertial reel lock.
Arrange medical assistance upon arrival by contacting MEDLINK on HF phone patch
Brief Cabin Crew member to assist as required
Complete the approach and landing using the autopilot as much as possible
If time permits find a doctor and/or flight crew member amongst the passengers.
A partially incapacitated pilot should not be allowed to participate in the subsequent operation of the aircraft as judgement may be impaired.
After landing obtain medical assistance
Note: If the incapacitation occurs after TOD and operating to a destination below Cat 1 using Cat 2/3 procedures, it is considered safer to continue to the planned destination rather than divert.
