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### 7 Cards in this Set

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 Engine Failure During Cruise (Obstacle Strategy) Engine Failure During Cruise Obstacle Strategy The goal is to maximize the flight distance while descending to the engine out cruise altitude. This becomes especially critical in areas of high terrain. MEMORY ITEMS for Obstacle Strategy 1.THRUST LEVERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT 2.A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF 3.SPEED. . . . . . . . . . . . . . . . . . . .SELECT GREEN DOT and PULL 4.CRUISE FL . . . . . . . . . . . . . . . . . . . DETERMINE and set in FCU 5.ECAM ACTIONS. . . . . . . . . . . . . . . . . . . . . . PERFORM 6.ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NOTIFY The PF will perform the following driftdown procedure: •Set Max Continuous Thrust (MCT) on operable engine. •Disconnect A/THR. •Select green dot speed in the FCU and maintain altitude while slowing to green dot. •Set Cruise FL (Green Dot Level Off Altitude displayed on PERF CRZ page or from Single Engine Gross Flight Path Descent Chart) in the FCU and pull for OP DES 3-5 kts prior to green dot. •Select a heading to keep clear of the airway, if appropriate. •Order PM to perform ECAM actions. •Notify ATC of intentions. After descent is iniated: •Maintain green dot and MCT. •Periodically adjust FCU speed to maintain green dot. •If V/S becomes less than 500 fpm, select V/S mode. When reaching green dot level off altitude and terrain is not a factor: •Set Long Range Cruise altitude on the FCU and PULL for OP DES (refer to LRC Performance Charts), unless ATC clearance indicates lower. •Set the above altitude in the PROG page (L1 - CRZ Altitude). When reaching Long Range Cruise Altitude: •Engage A/THR. •Activate managed speed and accelerate to Long Range Cruise speed (refer to Long Range Cruise Performance chart if data on PROG page is not available). Note:One engine out ceiling information is also available in the QRM Engine Failure During Cruise (Standard Strategy) flight time Engine Failure During Cruise (continued) Standard Strategy The goal is to maximize the flight time while descending to the engine out cruise altitude. This strategy applies when high terrain is not a factor. MEMORY ITEMS for Standard Strategy 1.THRUST LEVERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT 2.A/THR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF 3.CRUISE FL . . . . . . . . . . . . . . . . . . . . . . . DETERMINE and PULL 4.SPEED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PULL 5.ECAM ACTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM 6.ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NOTIFY The PF will perform the following driftdown procedure: •Set Max Continuous Thrust (MCT) on operable engine. •Disconnect A/THR. •Pull to select present speed. •Determine Cruise FL (REC MAX as displayed on PROG page). Set in FCU and PULL to initiate descent. •Select a heading to keep clear of the airway, if appropriate. •Order PM to perform ECAM actions. •Notify ATC of intentions. After descent is iniated: •Select target speed (M.78 / 300) in the FCU. Note:The speed target of M.78/300 knots is chosen to ensure the aircraft is within the stabilized windmill engine relight inflight envelope. Caution:Do not decelerate below Green Dot. •Determine Long Range Cruise altitude (refer to LRC Performance Charts). Set on the FCU and continue descent, unless ATC clearance indicates lower. •Set the above altitude in the PROG page (L1 - CRZ Altitude). When reaching Long Range Cruise altitude: •Engage A/THR. •Activate managed speed to Long Range Cruise speed (refer to LRC Performance Chart if data on PROG page is not available). Note:One engine out ceiling information is also available in the QRM. Standard Strategy (continued): The REC MAX altitude provides a 0.3 G buffet margin. It is the altitude at which level flight can be maintained at engine-out long range cruise speed, with MCT set on the operating engine, anti-ice off, and the failed engine windmilling. The driftdown altitude is often higher than the recommended maximum altitude because buffet margins are not provided at the driftdown altitude. For this reason, the flight crew should select a level-off altitude that is at or below the engine-out REC MAX altitude displayed on the PROG page EGPWS Alerts and Recovery If the EGPWS detects an abnormality, an aural and visual alert will be generated. Caution:During night or IMC conditions, apply the procedure immediately. Do not delay reaction for diagnosis. Caution:During daylight VMC conditions, with terrain and obstacles clearly in sight, the alert may be considered cautionary. Take positive corrective action until the alert stops or a safe trajectory is ensured. PULL UP Alerts: These alerts include: -“TERRAIN TERRAIN, PULL UP” -“TERRAIN AHEAD, PULL UP” -“WHOOP WHOOP, PULL UP.” MEMORY ITEMS Simultaneously: 1.AP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 2.PITCH. . . . . . . . . . . . . .PULL UP (pitch to full backstick and hold) 3.THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TOGA 4.SPEEDBRAKES. . . . . . . . . . . . . . . . . . . . .CHECK RETRACTED 5.BANK . . . . . . . . . . . . . . . . . . . . . . . . .WINGS LEVEL or ADJUST PILOT FLYING PILOT MONITORING When alerted to “PULL UP”: Simultaneously: • AP . . . . . . . . . . . . . . . . . . . . OFF • PITCH . . . . . . . . . . . . . PULL UP (pull to full backstick and hold) • THRUST LEVERS . . . . . .TOGA • SPEEDBRAKES . . . . . . . . . . . . . . . . . . . . . CHECK RETRACTED • BANK . . . . . . . . . . . . . . . . . . . . . . . . .WINGS LEVEL or ADJUST • Do not change gear / flap configuration until terrain clearance is assured. Note: Best climb performance is obtained when close to wings level. For “TERRAIN TERRAIN PULL UP” or “OBSTACLE OBSTACLE PULL UP”, if the flight crew concludes that turning is the safest way of action, a turning maneuver can be initiated. • Verify that all actions have been accomplished. • Monitor and call out vertical flight path indications (e.g., “DESCENDING 400 FPM”, “CLIMBING 400 FPM”, etc.) When terrain clearance is assured and the warning stops: • THRUST LEVERS . . . . . . . . CL • Decrease pitch attitude and accelerate. • Engage autoflight systems as desired. When speed is above VLS and vertical speed is positive: TCAS Traffic Advisory (TA) If an intruder represents a potential collision threat, a visual and aural “TRAFFIC” advisory will be given. Do not maneuver based solely on a TA without visually acquiring the reported traffic. Resolution Advisory (RA) If an intruder is considered to be a collision threat, an aural and visual RA will be generated. Aural warnings inlude: -“CLIMB”, “DESCEND”, “MAINTAIN VERTICAL SPEED MAINTAIN”, “ADJUST VERTICAL SPEED ADJUST”, “MONITOR VERTICAL SPEED”. TCAS determines the optimum vertical maneuver that ensures separation with a minimum change in vertical speed. Note:The vertical maneuver may cross the altitude of the intruder. Depending on each situation, TCAS generates a preventive or corrective advisory. On rare occasions, a modified corrective advisory is triggered which may change the vertical speed requirement due to either aircraft not performing as directed. If an RA maneuver requires a vertical speed change, the control inputs should be accomplished smoothly but without delay by adjusting vertical speed, as required, to reach the green area and/or avoid the red area of the vertical speed scale. Properly executed, the RA maneuver is mild and does not require large or abrupt control movements. Remember, passengers and flight attendants may not be seated during the maneuver. If performing a PRM approach, and a TCAS RA and ATC controller’s breakout instructions occur simultaneously, comply with the TCAS vertical orders while simultaneously complying with the controller’s turn/heading instructions. If a TCAS RA warning and a TERRAIN warning occur simultaneously, adhere to the TERRAIN warning procedure first. Attempt to identify the traffic, if possible, and inform ATC. RAs are inhibited below 900 feet. In all cases, compliance with TCAS RA orders is mandatory using the following memory item and procedures. Jan 18, 2010 MEMORY ITEMS for TCAS RA 1.AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF (if engaged) 2.FDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF 3.VERTICAL SPEED . . . . . . . . . . . . . . . . ADJUST AS REQUIRED 4.ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NOTIFY All stall, GPWS and windshear warnings take precedence over TCAS. When “CLEAR OF CONFLICT” is announced, resume normal navigation in accordance of ATC clearance. Simultaneously: -Inform ATC of “TCAS Climb” or “TCAS Descent”. If a “CLIMB” or “INCREASE CLIMB” RA is triggered on final approach, perform a normal go-around procedure. All stall, GPWS and windshear warnings take precedence over TCAS. •Resume normal navigation in accordance with ATC clearance. EMERGENCY DESCENT Note:If a cabin depressurization is eminent, make a PA announcement if able stating “Attention, take the first available seat and prepare to put on your oxygen mask.” LOSS of BRAKING Message: N/A Condition: The aircraft brakes have failed to function when brake application is commanded. MEMORY ITEMS UNRELIABLE AIRSPEED Message: N/A Condition: Unreliable airspeed indications caused by pitot/static probe obstruction or radome damage. MEMORY ITEMS - if safe conduct of flight is affected: Note: Respect all stall warnings if in ALTERNATE LAW. 1. AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 2. FLIGHT DIRECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 3. AUTOTHRUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 4. Adjust Pitch/Thrust: - Below THR RED ALT . . . . . . . . . . . . . . . . . . . . . . . . . 15°/TOGA - Above THR RED ALT and below 10,000’ . . . . . . . . . . . . 10°/CLB - Above THR RED ALT and above 10,000’. . . . . . . . . . . . . 5°/CLB 5. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintain current CONFIG 6. SPEEDBRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . Check retracted 7. GEAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP When at or above MSA or circuit altitude, level off for troubleshooting 1.GPS Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . Display on MCDU 2.When flight path is stabilized: • PROBE/WINDOW HEAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON