GPWS
“TERRAIN TERRAIN”
Initial Call: “PULL UP TOGA”
During Night or IMC
AP - OFF
Pitch - PULL UP (full backpressure)
Thurst - TOGA
Speed Brakes - CHECK RETRACTED
Bank - WINGS LEVEL or ADJUST
-> DO NOT CHANGE CONFIGURATION
During Daylight and VMC (with terrain and obstacle clearly in sight)
Flight Path - ADJUST (adjust pitch, bank and thrust to silence the alarm)
“TOO LOW TERRAIN”
“TERRAIN AHEAD”
“OBSTACLE AHEAD”
“CAUTION TERRAIN”
“CAUTION OBSTACLE”
“SINKRATE”
above 1000ft AAL (IMC) or above 500ft AAL (VMC)
below 1000ft AAL (IMC) or below 500ft AAL (VMC)
GO-Around - CONSIDER
“DON’T SINK”
“TOO LOW GEAR”
Go-Around - PERFORM
“TOO LOW FLAPS”
Go Around - PERFORM
“GLIDESLOPE”
Flight Path - ADJUST (adjust pitch & thrust to reduce vertical deviation from glideslope)
-> when condistions require a deliberate (bewusst) approach - below G/S - G/S MODE OFF
Go-Around - CONSIDER
“PULL UP” - “TERRAIN AHEAD PULL UP”
“OBSTACLE AHEAD PULL UP”
TCAS EVENTS
with TCAS MODE:
withous TCAS MODE:
PF:
TA - “TCAS blue”
RA - “TCAS”
without TCAS MODE:
TA - “TCAS - I have control”
RA
FD - OFF
Vertical Speed - ADJUST
PM:
when RA - “MARABU - TCAS RA”
when clear of conflict - “MARABU - CLEAR OF CONFLICT RETURNING FLxxx”
-> in case of Emergency Descent follow TCAS
TA: 20-45 sec
RA: 15-35 sec
LOSS of BRAKING
Initial Call: “LOSS OF BRAKING”
Reverse - MAX
Brakes - RELEASE
PF Order - ANTI/SKID OFF
PM Anti/Skid - OFF
Brakes - APPLY (max 1000psi)
PF announce - “MONITOR BRAKE PRESSURE”
PM - CHECKS AND ANNOUNCE PRESSURE LEFT AND RIGHT
if still no braking
use short park brake applications
EMERGENCY DESCENT
trigger:
CAB EXCESS ALT
rate of climb excess and uncontrollable V/S of the cabin
ACTIONS
Oxygen Mask - ON
Callout - “EMERGENCY DESCENT”
first loop
Altitude - TURN & PULL
HDG - PULL
SPEED - PULL (if no A/THR - IDLE)
FMA - “CALLOUT”
Speedbrakes - FULL
Signs (PM) - ON
PA (PM) “ATTENTION CABRIN CREW, RAPID DESCENT 2x”
PF Announce - “ECAM ACTIONS - I HAVE COMMUNICATION”
when Descent Initiate in ECAM -> second loop
Altitude - FL100 or GRID MORA
HDG - DIRECTION? -> Talk with ATC
Speed - damage -> Mach 0.78 / 280 kt -> no damage: MAX SPEED
WINDSHEAR
At Takeoff
before V1 -> Reject Takeoff
after V1
Initial Call: “WINDSHEAR TOGA”
Thrust - TOGA
reaching Vr - ROTATE
SRS - FOLLOW (if no SRS or FD bars -> 17.5° - increase whenn necessary)
Airborne, initial climb, or landing
AP (if engaged) - KEEP ON
AP (if not engaged) - fly
-> DO NOT CHANGE CONFIGURATION (FLAGS/GEAR) UNTIL OUT OF WINDSHEAR
Detection Function:
T/O - 3s after Liftoff until 1300ft RA
Landing - 1300ft RA to 50ft RA
at least config 1
-> when out of this area whindsear detection is not working - PM shoul observe situaion
-> approach in these conditions: Flaps 3 and may increase Vapp up to max Vls + 15 kt
UNRELIABLE SPEED INDICATION
Initial Call: “UNRELIABLE SPEED”
A/Thrust - OFF
Pitch & Thrust
below Thrust reduction Altitude: 15° & TOGA
above Thrust reducation Altitude and below FL100: 10° & CLB
above Thrust reduction Altitude and above FL100: 5° & CLB
Flaps
if in Config 1,2,3 - MAINTAIN CURRENT CONFIG
if in Config Full - SELECT CONFIG 3
Speedbrakes - CHECK RETRACTED
L/G - UP
-> When above MSA or at a safe altitude - Level off for troubleshooting and use pitch & thrust table
Procedure:
1 - Memory Items
2 - Flight path stabilisation
3 - Troubleshooting and isolation
4 - Flight using pitch and thrust table
Unreliable Speed in Cruise:
do not start with memory items
start with “UNRELIABLE SPEED - START PROCEDURE”
SEE ADDITIONALS IN GOOD NOTES
STALL
Initial Call: “STALL - I HAVE CONTROL” (ggf. Takeover pb)
Nose Down - APPLY (reduce AOA, in case of lack of pitch down authority, reduce thrust)
Bank - WINGS LEVEL
when out of Stall: Pitch -5° and Power ~50%
Thrust - INCREASE SMOOTHLY
Flight Path - RECOVER SMOOTHLY (avoid second stall)
if in clean config and below FL200
SELECT FLAP 1
-> use the bird to see how high the AOA is
STALL at LIFTOFF
Initial Call: “STALL - TOGA 15°”
Pitch - 15°
-> Stall is only an AOA problem, not directly a speed problem
Last changed4 days ago