A340 Memory Items

A340 MEMORY ITEMS (8) SAFETY PA's EMERGENCY ALERT ''Attention! Cabin Crew at stations”  ALERT CANCELLATION

  “Cabin Crew and Passengers remain seated" BRACE ORDER no later than 1 min before impact "BRACE BRACE BRACE" and/or repeatedly flashing FASTEN SEAT BELT

The "W/S AHEAD" message is displayed on each PFD. P FD. The color of the message depends on the severity and  location of the windshear. W/S AHEAD red + Takeoff : Associated with a synthetic aural voice : "WINDSHEAR AHEAD, WINDSHEAR AHEAD".

DEPRESSURISATION

* Before takeoff :

"Cabin Crew carry out follow-up duties." DITCHING ORDER 

- Delay takeoff or select the most favorable runway. * During takeoff run : Reject takeoff.

"Attention!

This is a ditching. Follow your crew member's instructio instructions" ns"

Note:

EVACUATION ORDER 

* When airborne :

"EVACUTE EVACUTE EVACUTE" and activate EVAC signals SEAT BELT SIGN ON

"All passengers & crew be seated & fasten seatbelt" TURBULENCE

"All passengers & crew be seated & fasten seatbelt immediately" MEMORY ITEMS – FULL

WINDSHEAR  PF CALL: “WINDSHEAR TOGA” 

 A red "WINDSHEAR" message is displayed on each PFD, associated with an aural "WINDSHEAR" message repeated  three times.

If windshear is detected, either by the system or by pilot observation, apply the following recovery technique :

The predictive windshear alerts are inhibited above 100 kts, until 50 feet  .

- THR LEVERS ……… TOGA

As usual, the slat/flap configuration can be changed, changed, provided the windshear is not entered. - SRS orders ………… FOLLOW Note: 

If engaged, the autopilot engages when



greater than

 prot 

+ Landing : Associated synthetic aural voice : "GO AROUND, WINDSHEAR AHEAD". - THR LEVERS …….... TOGA - ANNOUNCE …………. "GO AROUND-FLAPS" - FLAPS ……………...…. RETRACT ONE STEP - L/G UP ……………..…. SELECT This includes the use of full back stick, if demanded. If a positive verification is made that no hazard exists, the warning may be considered cautionary.

Note:

W/S AHEAD amber Apply precautionary measures, as indicated in the SUPPLEMENTARY TECHNIQUES (3.04.91)

+ At Takeoff : * If before V1

The takeoff should be rejected, if significant speed variations occur below the indicated V1, and the pilot decides that there is sufficient runway remaining to stop the airplane. * If after V1 - THR LEVERS ………TOGA … ……TOGA - REACHING VR ….. ROTATE - SRS ORDERS ……. F OLLOW

+ Airborne initial climb or landing : - THR LEVERS AT TOGA …..… CONFIRM - AP (if engaged) ………………… KEEP - SRS ORDERS ……………...…… FOLLOW This includes the use of full back stick, if demanded. Note: Note: 1. Autop Autopilo ilott will will dis disenga engage ge when when alph alpha a greater greater than than alpha-prot. 2. If FD is unavailable, use an initial pitch attitude up to 12.5 deg. If necessary, to minimize the loss of  height, 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

TCAS ALERTS PF CALL: “TCAS I HAVE CONTROL” 

+ Traffic advisory: “TRAFFIC” messages. Do not maneuver based on a TA alone. Attempt to see the reported traffic. + Preventive resolution advisory: “MONOTOR  VERTICAL SPEED” message. Maintain or adjust vertical speed, as required, to avoid the red area of the vertical speed scale. Notify the ATC. When “CLEAR OF CONFLICT” is announced: Resume normal navigation, in accordance a ccordance with ATC clearance. + Corrective Resolution advisory: All “CLIMB” and “DESCEND” or “MAINTAIN VERTICAL SPEED MAINTAIN” or “ADJUST VERTICAL SPEED ADJUST” type messages. Respond promptly and smoothly to a RA. – AP (if engaged) ................. OFF TCAS orders may require a n incremental load factor, which is greater than that achieved by the AP

– BOTH FDs ......................... OFF Adjust vertical speed, as required, to that indicated on the green area of the vertical s peed scale. Note:  Avoid

excessive maneuvers while aiming to kee p the vertical speed just outside the red area of the VSI, and within

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A340 MEMORY ITEMS (8) the green area. If ɑ necessary, use the full speed range between V max and Vmax.

Respect stall, GPWS, or windshear warning. Notify ATC. When “CLEAR OF CONFLICT” is announced:  – Resume normal navigation in accordance with ATC clearance.  – The AP/FD can be re-engaged as desired. The GO AROUND procedure must be performed, when an RA “CLIMB” or “INCREASE CLIMB” is triggered on final approach. Note:

Resolution Advisories (RA) are inhibited below 900'. EGPWS ALERTS

LOSS OF BRAKING PF CALL: “LOSS OF BRAKING”  + IF AUTOBRAKE IS SELECTED : - BRAKE P EDALS …………... PRESS This will override the Autobrake.

+ IF NO BRAKING AVAILABLE : - REV ………………………………. MAX - BRAKE P EDALS ……………. RELEASE

Brake pedals should be released when the A/SKID selector is switched OFF, to avoid sudden brake application when the alternate mode takes over.

- A/SKID …................…... OFF The braking system reverts to alternate mode. - BRAKE PEDALS …………….. PRESS

PF CALL: “PULL UP TOGA” 

During night or IMC conditions, apply the procedure immediately. Do not delay reaction for diagnosis. During daylight VMC conditions, with terrain obstacles clearly in sight, the alert may be considered cautionary. Take Take positive corrective action until the alert ceases, or a safe trajectory is ensured. CAUTION

+ "PULL UP" - "TERRAIN TERRAIN PULL UP" "TERRAIN AHEAD PULL UP"-”OBSTACLE PULL UP”- “OBSTACLE AHEAD PULL UP”:

Simultaneously : - AP ………………...……..…. OFF - PITCH …………...…….…… PULL UP Pull up to full back stick and maintain.

THRUST LEVERS ……… TOGA - SPEEDBRAKE …...... … CHECK RETRACTED - BANK ………………….… WINGS LEVEL or adjust

-

For "TERRAIN AHEAD PULL UP" only, in addition to climbing, a if the crew concludes that turning is the safest way of  action, a turning maneuver can be initiated.

* When flight path is safe, and GPWS warning ceases : 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”-”CAUTION OBSTACLE” :

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. + "TO LOW GEAR"-"TOO LOW FLAPS" :

 Apply brakes with care since initial pedal f orce or  displacement produces more braking action in alternate mode than in normal mode. - MAX BRK PR …………………… 1000 PSI

Monitor brake pressure or BRAKES PRESS indicator. Limit  brake pressure to approximately 1000 PSI and at low ground  speed adjust brake pressure as required. + IF STILL NO BRAKING : - PARKING BRAKE ….............USE

Use short successive parking brake applications to stop the aircraft. Brake onset asymmetry may be felt at each parking brake application. If possible delay use of parking brake until  low speed to reduce the risk of tyre burst and lateral control  difficulties. EMERGENCY EMERGENCY DESCENT IMMEDIATE ACTIONS

 – CREW OXY MASKS ………….. ON select “INT” on ACP, check communication. Set the oxygen diluter selection to the N position Note: With the oxygen diluter selector lef t at 100%, oxygen quantity may be insufficient to cover the entire emergency  descent profile. PF CALL: “EMERGENCY DESCENT” 

Descend with the autopilot engaged : st FCU(1 loop) * ALT: turn down and pull * HDG: turn L/R 90 degrees and pull * SPD: pull (set target descent speed) FMA check and call “THR IDLE / OP OP DES / HDG / AP“

- THR LEVER (if A/THR not engaged) …… IDLE * If A/THR is engaged, check chec k IDLE above N1 gauges. * If not engaged, retard thrust levers.  – SPD BRK ………………………………….. FULL nd FCU(2 )loop * ALT ALT: set 10,000' 10,000' or LSALT/ME LSALT/MEA A (whichever (whichever higher)

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A340 MEMORY ITEMS (8) “ I have control, I have radio, ECAM actions.”  (pseudo recall items) PAX OXY (if cabin alt.>14,000' ……... MAN ON ANTI-ICE ….…...........CONSIDER USE (makes descent path shallower) EXTERNAL LIGHTS …….. ON SEATBELT SIGNS ……..… ON ENGINE START SEL …... IGN SQUAWK ………....……….. 7700 MAYDAY CALL …..……..… ISSUE confirm MSA (flight plan, chart, ND MORA) back up PA consider “ all passengers put on oxygen masks and breath oxygen”  call out any errors or omissions in PF duties. carry out ECAM actions to complete.

PF

PNF

•

Depending on the failure, the OVERSPEED warning may be false or justified. Buffet, associated with the OVERSPEED V FE warning, is a symptom of a real overspeed condition. Inconsistency between radio altitude and pressure altitude. Reduction in aerodynamic noise with increasing speed, or increase in aerodynamic noise with decreasing speed. Impossibility of extending the landing land ing gear by the normal landing gear control. •

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UNRELIABLE SPEED INDICATION PF CALL: “UNRELIABLE SPEED”  Cause

+ If the safe conduct of the flight is impacted : IMMEDIATE ACTIONS: – AP/FD..................... AP/FD..................... OFF – A/THR .................... OFF - FLAPS ….......... MAINTAIN CURRENT CONFIG - SPEEDBRAKE …......... CHECK RETRACTED Note: If a failure is detected while in CONF FULL and and goaround is initiated, select CONF 3.

 – L/G ….................... UP WHEN AIRBORNE

- radome damage - air probe failure or obstruction The indicated altitude may also be affected, if static probes are affected.

IMMEDIATE PITCH ATTITUDE AND THRUST :

Indications

PITCH ATTITUDE …........................ 12.5

Unreliable Unreliable speed cannot be detected detected by the ADIRU. The The flight flight cont contro roll and and flight flight guid guidan ance ce comp comput uters ers normally normally reject erroneous erroneous speed/altitu speed/altitude de source(s), source(s), provided a significant difference is detected.

+ If failure occurs b efore thrust reduction: THRUST LEVER ............................ TOGA ˚

+ If failure occurs after thrust reduction: THRUST LEVER............................. CLB PITCH ATTITUDE below FL100…...... 10

˚

PITCH ATTITUDE above FL100 …..... 5

However, they will not be able to reject two erroneous speeds or altitudes that synchronously and similarly drift away. In this remote case, the aircraft systems will conside considerr the remaini remaining ng correc correctt source source as being being fault faulty y and and will will reject reject it. Conse Consequ quen entl tly y, the fligh flightt contro controll and flight guidance guidance comput computers ers will use the remaining two wrong ADRs for their computation. Therefore, in all cases of unreliable speed situation, the pilots pilots must identif identify y the faulty ADR(s) ADR(s) and then switch switch it (them) (them) OFF. If all ADRs ADRs provid provide e unrelia unreliable ble data, data, keep keep one one ADR ADR on to keep keep the the stall stall warn warning ing protection. During this failure identification time, since the the fligh lightt cont ontrol rol law laws may be aff affecte cted, it is recommended to maneuver the aircraft with care until the ADR(s) is (are) switched OFF OFF.. Unreliable speed indications may be suspected, either by : Speed discrepancies (between ADR 1, 2, 3, and standby instruments). Fluctuating or unexpected increase/decrease/steady indicated speed, or pressure altitude. Abnormal correlation of the basic flight fligh t parameters (speed, pitch attitude, thrust, climb rate). –

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When flight path is stabilized:  – PROBE/WINDOW HEAT ............ ON  – ATTITUDE/THRUST …............... ADJUST Technical recommendations :

– Respect Stall Warning. – Ground speed variations and radio altimeter indications can provide valuable short-term27 information at low altitude. - If the altitude information is affected, the FPV is unreliable. In that case, GPS altitude variations may be a valuable aid for flying in i n level flight. ATC altitude will also be unreliable. + If remaining altitude indication is unreliable: – Do not use FPV and/or V/S, which are affected. – ATC altitude is affected. Notify the ATC. – Refer to GPS altitude: altitude variations may be used to control level flight, and is an altitude cue. – Refer to Radio altimeter.

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Abnormal AP/FD/ATHR behavior.

If the failure is due to radome destruction, the drag will increase and therefore N 1 must be increased by 3% (CRZ) or 1.5% (APP). Fuel flow will increase by a bout 13%. The remainder of the checklist if for discovering which ADR(s)

CAUTION