Proficiency Items 2021 Flashcards
(9 cards)
Windshear
“WINDSHEAR TOGA”
If after V1:
- THGR LEVERS………………..TOGA
- REACHING Vr………………….ROTATE
- SRS ORDERS…………………..FOLLOW
**If necessary the Flight Crew may pull the side stick fully back.
- Autopilot disengages if the angle of attack value goes above α 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.
Airborne, initial climb or landing:
- THR LEVERS AT TOGA……..SET OR CONFIRM
- AP (if engaged)…………………..KEEP ON
- SRS ORDERS………………………FOLLOW
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GREAR UNTIL OUT OF WINDSHEAR.
CLOSELY MONITOR FLIGHT PATH AND SPEED
RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF WINFSHEAR
Windshear Ahead
W/S AHEAD RED
- Before takeoff……………Delay takeoff
- During takeoff……………Reject takeoff
When airborn
- THR LEVERS………………TOGA
(NO CONFIGURATION CHANGES)
- AP (if engaged)………….KEEP ON
- SRS ORDERS……………..FOLLOW
**If necessary the Flight Crew may pull the side stick fully back.
- Autopilot disengages if the angle of attack value goes above α 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.
Landing AURAL VOICE (GO AROUND WINDSHEAR AHEAD)
- GO AROUND………………PERFORM
- AP (if engaged)…………..KEEP ON
WINDSHEAR AHEAD AMBER
-Delay takeoff
Crew Incapacitation
- Take over and ensure a safe flight path:
- Announce “I have control”
- If the incapacitated flight crew member causes interference with the handling of the aircraft, press the sidestick PB for 40 seconds the 40s includes the time necessary for AP deactivation (if AP engaged) and the time for offside side stick deactivation.
- Keep or engage the onside AP, as required
- Perform callouts (challenge and response included) and checklists aloud.
- Inform ATC of the emergency
- Call a FA as soon as practicable in order to contain the incapacitated Flight Crew Member
- In coordination with the FA
- Arrange medical assistance on board and request assistance from any medically qualified passenger.
- Check if a qualified typed company Pilot is on board to replace the incapacitated Crew Member.
- Call the FA via the CALLS pb or the PA
- The lead FA or any other FA must proceed to the cockpit immediately
- the FA must then:
- Tighten and manually lock the shoulder harness of the incapacitated Flight Crew Member
- Push the seat completely aft
- Recline the seat back
- Land at the nearest suitable airport after consideration of all pertinent factors
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 FA must remain in the cockpit to take care of and observe the incapacitated Flight Crew Member.
In order to reduce the workload, consider:- Early approach preparation and checklists reading
- Automatic Landing
- Use of radar vectoring and long approach.
One Engine Inoperative - Obstacle Strategy
- ALL THRUST LEVERS: SET MCT (DECEL TO GREEN DOT)
- ATHR-OFF
- HDG: SET AND PULL AS APPROPRIATE
- DETERMINE DRIFT DOWN CEILING ALTITUDE (PERF-CRZ PAGE)
- NOTIFY ATC
DESCENT - SPD: SET GREEN DOT SPEED AND PULL
- ALT ON FCU: SET AND PULL
- WHEN CLEAR OF OBSTACLES RETURN TO STANDARD STRATEGY
*When appropriate, start ECAM/OEB actions.
Severe Turbulence
SIGNS……….ON
SPEED AND THRUST………..ADJUST
-Reference “Speed and Thrust Setting for Recommended Turbulence Speed” tables
Note: Only change thrust in case of an extreme variation in airspeed, and do not chase your Mack or airspeed.
KEEP AUTO PILOT ON
- If excessive thrust variation:
- DISCONNECT A/THR
- If the flight Crew flies the aircraft manually:
- The flight Crew may expect large variation in altitude, but should not chase altitude.
DECENT 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.
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.
Windshear General Guideline
- Predictive windshear warning (“WINDSHEAR AHEAD” and “GO AROUND WINDSHEAR AHEAD” aural alerts, associated with the W/S AHEAD that appears on the PFDs), receive wind shear warning (“WINDSHEAR WINDSHEAR WINDSHEAR” aural alert, associated with the WINDSHEAR that appears on the PFDs) and wind shear detected by the flight crew, request immediate action.
The following recommendations apply for takeoff after V1 and when airborne (including approach and go around phases):- The flight crew must set TOGA thrust and should follow SRS orders (If necessary pull the side stick fully back).
If the FD bars are not displayed, the flight crew should move toward an initial pitch attitude of 17.5 degrees. Then, if necessary, to prevent a loss in altitude, increase the pitch attitude. - If the AP is engaged, the flight crew should keep it engaged. The AP disengages if the angle of attack value goes above aPROT
- The flight crew should monitor the flight path, the speed and the speed trend.
- The flight crew must set TOGA thrust and should follow SRS orders (If necessary pull the side stick fully back).
- Suspected wind shear (upon ATC or traffic notification or flight crew observation) and predictive wind shear caution (MONITOR RADAR DISPLAYED” aural alert, associated with W/S AHEAD that appears on the PFDs) request anticipation of the flight crew to be prepared for a possible wind shear.
Note: When a predictive windshear aural alert (“WINDSHEAR AHEAD” or “GO AROUND WINDSHEAR AHEAD”) is triggered, the flight crew can disregard the alert, as long as both the following apply:- there are no other signs of possible wind shear condition
- the reactive wind shear system is operational.
Known cases of spurious predictive windshear alters were reported at some airports either during takeoff or landing, due to the specific obstacle environment.
However, the flight crew must always rely on all reactive wind shear (ie WINDSHEEAR) alerts.
Takeoff Windshear
Takeoff
SUSPECTED WINDSHEAR OR PREDICTIVE WINDSEAR
The Predictive Windshear Function detected a wind shear predictive wind shear alerts are inhibited when the aircraft speeds is above 100kt and up to 50 ft.
If a predictive wind shear alert is triggered on the runway before takeoff, or in case of suspected wind shear, the flight crew must delay takeoff conditions, the flight crew should apply both of the following:
- Use their observations and experience
- Check the weather conditions
in order select the preferred runway, the flight crew should take into consideration the location of the expected wind shear.
If a predictive wind shear warning is triggered during the takeoff roll, the Captain must reject takeoff.
If a predictive wind shear caution is triggered during the takeoff roll, it is the decision of the Captain according to the Captain’s situation assessment to either:
- Continue with takeoff considering TOGA or
- Reject takeoff
If a predictive wind shear alert is triggered during initial climb, the flight crew must:
- Set TOGA
- Closely monitor the speed and the speed trend
- ensure that the flight path does not include areas with suspected wind shear
- Change the aircraft configuration, provided that the aircraft does not enter windshear.
Approach windshear
APPROACH
SUSPECTED WINDSHEAR OR PREDICTIVE WINDSHEAR
The predictive Windshear function a windshear.
If “MONITOR RADAR DISPLAY” or the visual alert appears, or in case of suspected windshear, the flight crew should either delay the approach or divert to another airport. However, if the flight crew decides to continue the approach, they should:
- Assess the weather severity with the radar display
- Consider the most appropriate runway
- Select FAPS 3 for landing, in order to optimize the climb gradient capability in the case of a go-around
- Use managed speed, because it provides the GS mini function
- The flight crew may increase VAPP displayed on MCDU PERF APP page up to a maximum VLS + 15 kt, in the case of strong or gusty crosswind greater than 20 kt, use the EFB for VAPP determination
- In very difficult weather conditions, the A/THR response time may not be sufficient to manage the instantaneous loss of airspeed. Refer to PR-NP-SOP-190-CONF Use of A/THR for the applicable technique description.
In the case of “GO AROUND, WINDSHEAR AHEAD” aural alert triggering, the PF must set TOGA for a go-around. The flight crew can change the aircraft configuration, provided that the windshear is not entered. Full backtick should be applied, if required, to follow the SRS, or to minimize the loss of height.
