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12 Cards in this Set

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Emergency Decent
1. CREW OXY MASKS - ON
2. EMERGENCY DESCENT - ANNOUNCE(PA)
- State “Attention, take the first available seat and prepare to put on your oxygen mask.”
3. SIGNS - ON
4. EMER DESCENT - INITIATE
- Descend with the autopilot engaged:
• Turn the ALT selector knob and pull.
• Turn the HDG selector knob and pull.
• Adjust the target SPD/MACH.
Note: Use of the autopilot is also permitted in EXPEDITE mode.
5. THR LEVERS (if A/THR not engaged) - IDLE
- If autothrust is engaged, check that THR IDLE is displayed on the FMA.
- If not engaged, retard the thrust levers.
6. SPD BRK - FULL
- Extension of the speedbrakes will significantly increase VLS.
- To avoid autopilot disconnection and automatic retraction of the speedbrakes, due to possible activation of the angle of attack protection, allow the speed to increase before starting to use the speedbrakes.
Loss of Braking
If NO BRAKING AVAILABLE:
• REV - MAX
• BRAKE PEDALS - RELEASE
- Brake pedals should be released when the A/SKID & N/W STRG sw is switched OFF, since the pedal force or displacement procedures more braking action in alternate mode than in normal mode.
• A/SKID & N/W STRG - OFF
-Braking system reverts to alternate mode.
• BRAKE PEDALS - PRESS
- Apply brake with care, since initial pedal force or displacement procedures more braking action in alternate mode than in normal mode.
• MAX BRK PR - 1,000 PSI
- Monitor brake pressure or BRAKES PRESS indicator. Limit brake pressure to approximately 1,000 PSI and, at low ground speed, adjust brake pressure as required.
If STILL NO BRAKING:
• PARKING BRAKE - SHORT AND SUCCESSIVE APPLICATIONS
- Use short successive parking brake applications to stop the aircraft. Brake onset asymmetry may be felt at each parking brake application. If possible, delay the use of the parking brake until low speed, to reduce the risk of tire burst and lateral control difficulties.
Unreliable Speed Indication / ADR Check Procedure
If the safe conduct of the flight is impacted:
• 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 CONF 3 AND MAINTAIN
• SPEEDBRAKES - CHECK RETRACTED
• L/G - UP
Note: When at or above MSA or circuit altitude, level off for troubleshooting.
One Engine Inoperative
(Obstacle Strategy)
BEFORE DECENT
1. SET - MCT
2. A/THR - OFF
3. NOTIFY ATC
3. DECELERATE TO GREEN DOT SPEED
4. DETERMINE CRUISE FL
5. START ECAM ACTIONS

DRIFTDOWN
1. SPD ON FCU: GREEN DOT - PULL
2. ALT ON FCU: SELECTED CRUISE FL - PULL

WHEN OBSTACLES ARE CLEARED:
- ACCELERATE TO LONG RANGE SPEED
CRUISE LON RANGE SPEED
1. SPD ON FCU: SET
2. A/THR ON
EGPWS Alert
EGPWS Alert:
- "PULL UP"
- "TERRAIN AHEAD, PULL UP"
- "TERRAIN TERRAIN, PULL UP"
- "OBSTACLE AHEAD PULL UP"
- "OBSTACLE OBSTACLE PULL UP"
Simultaneously:
- AP - OFF
- PITCH - PULL UP
- Pull to full backstick and maintain that position.
3. THRUST LEVERS - TOGA
4. SPEED BRAKES lever - CHECK RETRACTED
5. BANK - WINGS LEVEL or ADJUST
- Best climb performance is obtained when close to wings level.
- Then, for
“TERRAIN AHEAD PULL UP” or
"TERRAIN TERRAIN PULL UP" or
“OBSTACLE AHEAD PULL UP” or
"OBSTACLE OBSTACLE PULL UP,"
and if the crew concludes that turning is the safest way of action, a turning maneuver can be initiated.
TCAS RA
Resolution Advisory:
- "CLIMB"
- "DESCEND"
- "MAINTAIN VERTICAL SPEED MAINTAIN"
- "LEVEL OFF"
- "ADJUST VERTICAL SPEED ADJUST"
- "MONITOR VERTICAL SPEED"
• AP (if engaged) - OFF
• BOTH FDs - OFF
• VERTICAL SPEED - ADJUST AS REQUIRED
- Respond promptly and smoothly to an 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.
- 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 Vα max and VMAX.
• ATC - NOTIFY
Note: Respect stall, GPWS, or windshear warning.
Stall Recovery
Note: As soon as any stall indication (could be aural warning, buffet…) is recognized, apply the immediate actions:
1. 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.
2. BANK - WINGS LEVEL

When out of stall (no 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 stall indication), smoothly establish a positive climb gradient.
Crew Incapacitation
If a cockpit crew member becomes incapacitated, the remaining crew member must call a flight attendant as soon as practicable.
1. 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.
If takes 2 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.
Stall Warning at Lift-Off
Note: Spurious stall warning may sound in NORMAL law, if an angle of attack probe is damaged. In this case, immediately and simultaneously, apply the following actions:
1. THRUST - TOGA
2. PITCH ATTITUDE - 15°
3. BANK - WINGS LEVEL
Note: When a safe flight path and speed are achieved and maintained, if stall warning continues, consider it as spurious.
Windshear
A red flag "WINDSHEAR" is displayed on each PFD associated with an aural synthetic voice "WINDSHEAR" repeated three times. If windshear is detected either by the system or by pilot observation, apply the following recovery technique:

At Takeoff:
If before V1:
The takeoff should be rejected only if significant airspeed variations occur below indicated V1 and the pilot decides that there is sufficient runway remaining to stop the airplane.

If after V1:
• THR LEVERS - TOGA
• REACHING VR - ROTATE
• 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 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
• 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 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.
• Do not change configuration (slats/flaps, gear) until out of shear.
• Closely monitor flight path and speed.
• Recover smoothly to normal climb out of shear.
Windshear Ahead
The "W/S AHEAD" message is displayed on each PFD. The color of the message depends on the severity and location of the windshear.
Note: When a predictive windshear alert ("WINDSHEAR AHEAD" or "GO AROUND WINDSHEAR AHEAD") is triggered, if the flight crew makes a positive verification that no hazard exists, then the alert may be disregarded, as long as:
- There are no other signs of possible windshear conditions, and
- The reactive windshear system is operational.
Known cases of spurious predictive windshear alerts have been reported at some airports, during either takeoff or landing, due to the specific obstacle environment. However, always rely on any reactive windshear ("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.
• 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 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:
Note: Associated with an aural synthetic voice
"GO AROUND, WINDSHEAR AHEAD".
• GO-AROUND - PERFORM
- If necessary the flight crew may pull the sidestick fully back.
Note:
- 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.

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.
Severe Turbulence
Procedure
1. SIGNS - ON
2. AUTO PILOT - KEEP ON
3. A/THR (when thrust changes become excessive) - DISCONNECT
4. TURBULENCE SPEED - SET
- Reference “Speed and Thrust Setting for Recommended Turbulence Speed” tables below.
5. DESCENT - CONSIDER
- Consider descending to or below OPT FL in order to increase buffet margin.
FOR APPROACH:
• A/THR in managed speed - USE