A340 MEMORY ITEMS (8)

SAFETY PA's
EMERGENCY ALERT The "W/S AHEAD" message is displayed on each PFD.
''Attention! Cabin Crew at stations” The color of the message depends on the severity and
ALERT CANCELLATION location of the windshear.
“Cabin Crew and Passengers remain seated"
BRACE ORDER no later than 1 min before impact W/S AHEAD red
"BRACE BRACE BRACE" and/or repeatedly flashing + Takeoff : Associated with a synthetic aural voice :
FASTEN SEAT BELT "WINDSHEAR AHEAD, WINDSHEAR AHEAD".
DEPRESSURISATION * Before takeoff :
"Cabin Crew carry out follow-up duties." - Delay takeoff or select the most favorable runway.
DITCHING ORDER * During takeoff run : Reject takeoff.
"Attention! This is a ditching. Follow your crew Note: The predictive windshear alerts are inhibited above
member's instructions" 100 kts, until 50 feet .
EVACUATION ORDER * When airborne :
"EVACUTE EVACUTE EVACUTE" and activate EVAC - THR LEVERS ……… TOGA
signals As usual, the slat/flap configuration can be changed, provided
SEAT BELT SIGN ON the windshear is not entered.
"All passengers & crew be seated & fasten seatbelt" - SRS orders ………… FOLLOW
Note: If engaged, the autopilot engages when  greater than
TURBULENCE
 prot
"All passengers & crew be seated & fasten seatbelt
immediately"
+ Landing : Associated synthetic aural voice :
"GO AROUND, WINDSHEAR AHEAD".
MEMORY ITEMS – FULL
- THR LEVERS …….... TOGA
WINDSHEAR - ANNOUNCE …………. "GO AROUND-FLAPS"
- FLAPS ……………...…. RETRACT ONE STEP
PF CALL: “WINDSHEAR TOGA” - L/G UP ……………..…. SELECT
A red "WINDSHEAR" message is displayed on each PFD, This includes the use of full back stick, if demanded.
associated with an aural "WINDSHEAR" message repeated Note: If a positive verification is made that no hazard exists,
three times. the warning may be considered cautionary.
If windshear is detected, either by the system or by
pilot observation, apply the following recovery W/S AHEAD amber
technique : Apply precautionary measures, as indicated in the
SUPPLEMENTARY TECHNIQUES (3.04.91)
+ At Takeoff :
* If before V1 TCAS ALERTS
The takeoff should be rejected, if significant
speed variations occur below the indicated V1,
PF CALL: “TCAS I HAVE CONTROL”
and the pilot decides that there is sufficient
+ Traffic advisory: “TRAFFIC” messages.
runway remaining to stop the airplane.
Do not maneuver based on a TA alone.
* If after V1
- THR LEVERS ………TOGA Attempt to see the reported traffic.
- REACHING VR ….. ROTATE
- SRS ORDERS ……. FOLLOW + Preventive resolution advisory: “MONOTOR
VERTICAL SPEED” message.
Maintain or adjust vertical speed, as required, to avoid
+ Airborne initial climb or landing :
- THR LEVERS AT TOGA …..… CONFIRM the red area of the vertical speed scale.
Notify the ATC.
- AP (if engaged) ………………… KEEP
- SRS ORDERS ……………...…… FOLLOW When “CLEAR OF CONFLICT” is announced:
This includes the use of full back stick, if demanded. Resume normal navigation, in accordance with ATC
Note: 1. Autopilot will disengage when alpha greater than clearance.
alpha-prot.
2. If FD is unavailable, use an initial pitch attitude + Corrective Resolution advisory: All “CLIMB”
up to 12.5 deg. If necessary, to minimize the loss of and “DESCEND” or “MAINTAIN VERTICAL SPEED
height, increase the pitch attitude. MAINTAIN” or “ADJUST VERTICAL SPEED
ADJUST” type messages.
- DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, Respond promptly and smoothly to a RA.
GEAR) UNTIL OUT OF SHEAR. – AP (if engaged) ................. OFF
- CLOSELY MONITOR FLIGHT PATH AND SPEED. TCAS orders may require an incremental load factor,
- RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF which is greater than that achieved by the AP
SHEAR. – BOTH FDs ......................... OFF
Adjust vertical speed, as required, to that
indicated on the green area of the vertical speed scale.
WINDSHEAR AHEAD Note: Avoid excessive maneuvers while aiming to keep the
vertical speed just outside the red area of the VSI, and within
 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
PF CALL: “PULL UP TOGA”
CAUTION 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
positive corrective action until the alert ceases, or a safe
trajectory is ensured.
+ "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" :
Correct the configuration, or perform a go around.
+ "GLIDESLOPE" :
Establish the airplane on the glideslope, or switch OFF
the G/S mode pushbutton, if flight below the
glideslope is intentional (non-precision approach).
LOSS OF BRAKING
PF CALL: “LOSS OF BRAKING”
+ IF AUTOBRAKE IS SELECTED :
- BRAKE PEDALS …………... PRESS
This will override the Autobrake.
+ IF NO BRAKING AVAILABLE :
- REV ………………………………. MAX
- BRAKE PEDALS ……………. 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
Apply brakes with care since initial pedal force 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 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 left at 100%, oxygen
quantity may be insufficient to cover the entire emergency
descent profile.
PF CALL: “EMERGENCY DESCENT”
Descend with the autopilot engaged :
FCU(1st 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 DES / HDG / AP“
- THR LEVER (if A/THR not engaged) …… IDLE
* If A/THR is engaged, check IDLE above N1 gauges.
* If not engaged, retard thrust levers.
– SPD BRK ………………………………….. FULL
FCU(2nd )loop
* ALT: set 10,000' or LSALT/MEA (whichever
higher)
* HDG: parallel planed track at 15 NM
* SPD: adj as req. max speed up to Vmo/Mmo
Note: Unless structural damage is suspected - if so limit
speed and maneuver with care (limit bank angle). Consider
using speed brake with severe structural damage as the
added vibration may further degrade airframe integrity.
WHEN DESCENT ESTABLISHED
 A340 MEMORY ITEMS (8)
PF “ I have control, I have radio, ECAM actions.”
PNF (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.
UNRELIABLE SPEED INDICATION
PF CALL: “UNRELIABLE SPEED”
Cause
- radome damage
- air probe failure or obstruction
The indicated altitude may also be affected, if static
probes are affected.
Indications
Unreliable speed cannot be detected by the ADIRU.
The flight control and flight guidance computers
normally reject erroneous speed/altitude source(s),
provided a significant difference is detected.
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 consider the remaining correct source as being
faulty and will reject it. Consequently, the flight
control and flight guidance computers will use the
remaining two wrong ADRs for their computation.
Therefore, in all cases of unreliable speed situation,
the pilots must identify the faulty ADR(s) and then
switch it (them) OFF. If all ADRs provide unreliable
data, keep one ADR on to keep the stall warning
protection. During this failure identification time, since
the flight control laws may be affected, it is
recommended to maneuver the aircraft with care until
the ADR(s) is (are) switched 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 parameters
(speed, pitch attitude, thrust, climb rate).
– Abnormal AP/FD/ATHR behavior.
– STALL warning, or OVERSPEED warnings, or a FLAP
RELIEF ECAM message, that contradicts with at least
one of the indicated speeds.
• Rely on the stall warning that could be triggered in
alternate or direct law. It is not affected by unreliable
speeds, because it is based on angle
of attack.
• Depending on the failure, the OVERSPEED warning
may be false or justified. Buffet, associated with the
OVERSPEED VFE 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 gear by the
normal landing gear control.
+ If the safe conduct of the flight is impacted :
IMMEDIATE ACTIONS:
– 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 go-
around is initiated, select CONF 3.
– L/G ….................... UP WHEN AIRBORNE
IMMEDIATE PITCH ATTITUDE AND THRUST :
+ If failure occurs before thrust reduction:
THRUST LEVER ............................ TOGA
PITCH ATTITUDE …........................ 12.5˚
+ If failure occurs after thrust reduction:
THRUST LEVER............................. CLB
PITCH ATTITUDE below FL100…...... 10˚
PITCH ATTITUDE above FL100 …..... 5˚
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 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.
CAUTION If the failure is due to radome destruction, the
drag will increase and therefore N1 must be increased by 3%
(CRZ) or 1.5% (APP). Fuel flow will increase by about 13%.
The remainder of the checklist if for discovering which ADR(s)
are at fault. There is also a series of tables for cruise thrust
and attitude settings.
See QRH for the full procedure.
CREW INCAPACITATION
Edit by punn33567, punnthep@gmail.com 27 OCT 08