Memory Items and Drills Flashcards
FULL TCAS RA including calls
TCAS WARNING: “Traffic, traffic”
PF: “TCAS, I HAVE CONTROL”
PM: Look out, can attempt to give visual indication of other AC although be wary of false idents
TCAS WARNING: “DESCEND, DESCEND” or climb equivalent
PF: DISCONNECTS AP, REQUESTS FDS OFF, PITCHES INTO GREEN ZONE OF VS
PM to ATC: “TCAS RA”
Wait for the TCAS: “LEVEL OFF, LEVEL OFF”
PF sets horizon manually
TCAS: “CLEAR OF CONFLICT”
PF sets pitch to return to previous level.
Asks PM to reengage the FDs.
He sets AP2 on, reads FMAs.
He selects manual speed on the FCU.
PM: “Ezy 123, clear of conflict, returning to FL …”
The FDs when turned OFF will set the ATHR to SPEED mode. This stops the engines remaining in TOGA or CLMB as they might have been previous.
Reengaging the FDs will set the AC in HDG VS mode.
MEMORY ITEMS: AP ...OFF FDS ...OFF VS ...TO GREEN SECTOR Respect stall and gpws warnings
Emergency descent
CREW OXY MASKS…ON
EMER DESCENT…ANNOUNCE(PA)
SIGNS…ON
EMER DESCENT…INITIATE: ALT turn and pull. HDG turn and pull-Adjust the target SPD/MACH.
THR LEVERS(if A/THR not engaged)…IDLE-
SPD BRK…FULL (allow speed to increase before putting up speed brakes)
Extension of the speedbrakes will significantly increase Vls. To avoid AP disconnection and automatic retraction of the speedbrakes, due to possible activation of Angle-of-Attack protection, allow the speed to increase before starting to use the speedbrakes.
Unreliable speed indication
AP/FD…OFF
A/THR…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 CONF3 AND MAINTAIN
SPEEDBRAKES: CHECK RETRACTED
L/G…UP
When at, or above MSA or Circuit Altitude: Level off for troubleshooting
EGPWS
■“PULL UP” - “TERRAIN AHEAD PULL UP” - “OBSTACLE AHEAD PULL UP”:
Simultaneously: AP....OFF PITCH....PULL full back and hold THRUST LEVERS....TOGA SPEED BRAKES lever....CHECK RETRACTED BANK....WINGS LEVEL or ADJUST (To achieve best climb)
Then, for “TERRAIN AHEAD PULL UP” or for “OBSTACLE AHEAD PULL UP”, and if the crew concludes that turning is the safest way of action, a turning maneuver can be initiated.●When flight path is safe and the warning stops:Decrease pitch attitude and accelerate.●When speed is above VLS, and vertical speed is positive:Clean up aircraft, as required.
■“TERRAIN TERRAIN” – “TOO LOW TERRAIN”:Adjust the flight path, or initiate a go-around.
■“TERRAIN AHEAD” - “OBSTACLE AHEAD”Adjust the flight path. Stop descent. Climb and/or turn, as necessary, based on analysis of all available instruments and information.
■“SINK RATE” – “DON’T SINK”:Adjust pitch attitude and thrust to silence the alert.
Loss of braking
If no braking available:
REV...MAX BRAKE PEDALS...RELEASE A/SKID & N/W STRG...OFF BRAKE PEDALS...PRESS MAX BRK PR...1000 PSI
●If still no braking:
PARKING BRAKE………………..SHORT AND SUCCESSIVE APPLICATIONS
Stall recovery
Pitch…NOSE DOWN
Bank…WINGS LEVEL
Once indications ceased:
Thrust…INCREASE SMOOTHLY
Speed brakes…CHECK RETRACTED
Stall warning at liftoff
Thrust…TOGA
Pitch…15degrees
Bank…WINGS LEVEL
Wind shear warning
A red flag “WINDSHEAR” is displayed on each PFD associated with an aural synthetic voice “WINDSHEAR” repeated three times. 27-Jun-14 If windshear is detected either by the system or by pilot observation, apply the following recovery technique:
Before V1: only if absolutely ness, abort.
After V1:
THR LVR…TOGA
VR…ROTATE 17.5 degrees
SRS ORDERS…FOLLOW
In Flight:
THR LVR…TOGA
AP…KEEP ON
SRS ORDERS…FOLLOW
Windshear ahead
“Windshear Ahead, Windshear Ahead”
Takeoff:
Before: delay.
During: reject.
Airbourne
THR LVRS…TOGA
AP…KEEP ON
SRS ORDERS…FOLLOW
Emergency Electrical Config- What is it, when does it happen, and what are the main characteristics?
The emergency electrical configuration is due to the loss of AC BUS 1 and 2. The RAT extends automatically. This powers the blue hydraulic circuit which drives the emergency generator. The emergency generator supplies both AC and DC ESS BUS.
Below 125 kt, the RAT stalls and the emergency generator is no longer powered. The emergency
generation network is automatically transferred to the batteries and AC SHED ESS and DC SHED ESS
BUS are shed.
Below 100 kt, the DC BAT BUS is automatically connected and below 50 kt, the AC ESS BUS is shed.
As only PFD1 is available, the left hand seat pilot becomes PF. Once a safe flight path is established,
and the aircraft is under control, ECAM actions will be carried out.
This is a serious emergency and ATC should be notified using appropriate phraseology (“MAYDAY”).
Although the ECAM displays LAND ASAP in red, it would be unwise to attempt an approach at a poorly equipped airfield in marginal weather. However, prolonged flight in this configuration is not recommended.
AP/FD and ATHR are lost. The flight is to be completed manually in alternate and then, when gear down, in direct law. Crews should be aware that workload is immediately greatly increased.
As only the EWD is available, disciplined use of the ECAM Control Panel (ECP) is essential
Significant remaining systems in Emer Elec config:
Significant remaining systems in ELEC EMER CONFIG
FLY PFD1, alternate law
NAVIGATE ND1, FMGC1, RMP1, VOR1/ILS1, DME1
COMMUNICATE VHF1, HF1, ATC1
Emergency Descent- PM 1st loop-
Masks on, check comms, make PA “EMERGENCY DESCENT” (or “crew and passengers be seated immediately”)
Seatbelt Signs: On.
Engine Mode Selector: Ignition.
Transponder: Set Code 7700.
(This removes filters on ATC screens to allow aircraft to be seen by all
sectors especially below aircraft.)
Radio: Mayday, Mayday, Mayday, XXX Control, EZY xxxx Pressurisation
problem, Emergency Descent, STANDBY.
Pax Oxygen Mask Switch: On (if cabin altitude is going to exceed
14000 ft).
(This ensures cabin emergency oxygen masks are deployed in case auto
deployment fails.)
Emergency Descent, Both crew second loop
Once both “First Loops” are completed PF completes second loop to fine tune selections with PM monitoring and confirming the FMA, (see diagram).
Refine Altitude: 10,000 ft or MSA if Higher.
(Good situational awareness is required especially in the areas of high terrain, the use of the terrain display on the ND is highly recommended.)
Refine Heading: Alter as required to avoid high terrain, other aircraft or if possible to comply with ATC requests.
Review Speed: If NO structural damage, consider increasing speed as appropriate, use of the Expedite Switch is permitted with Autopilot.
If in any doubt maintain initial decent speed. Caution: with structural damage use of the speedbrake or gear may cause additional airframe loading. (Increasing speed during decent will greatly reduce time required to descend to a safer altitude, and gives approx 6000’/min ROD.)
6. PF calls “MY RADIOS, EMERGENCY DESCENT CHECKLIST” PM completes this checklist and then the crew action any ECAM as appropriate.
Emergency Descent PF first loop
Use Autopilot/Auto Thrust if available.
Alt Selector Knob: Turn left and Pull. (Selects lower altitude and puts aircraft into open descent.)
Hdg Selector Knob: Turn left and Pull (in European airspace it may be better to return to original track.) (Initiates turn away from airway centreline and possibly other traffic and ensures positive G-loading during entry into descent.)
Spd/Mach Selector: Pull. (Opens speed/mach window to allow selected speed.)
Mach/Spd Changeover button: do this in the second loop now.
FMAs: Check, ensure THR IDLE/OPEN DES/HDG.
(Confirms all the above actions have actually taken place.)
Speed Brakes: Slowly extend (if no structural damage).
(This prevents VLS from increasing too quickly causing Alpha protection activation with associated autopilot disconnection and auto speed brake retraction.)
Emergency Descent at the level off: Both pilots
At a safe altitude for the crew to breathe without the use of Oxygen:
• Remove Oxygen masks.
• Deactivate mask microphone by closing left door of Oxygen mask stowage and resetting the slide controller.
• PA “Senior Cabin Crew Member to the Flight Deck.”
(This is the signal for the cabin crew that it is now safe to move throughout the cabin.)
When the Senior Cabin Crew Member is in the cockpit:
• Ask for information about damage, and pax/crew injuries in cabin.
• The Cabin Crew are a valuable resource and may provide information which enhances situational awareness.
• Give “NITS”.
