A340 MEMORY ITEMS (8)

SAFETY PA'sEMERGENCY 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 flashingFASTEN SEAT BELTDEPRESSURISATION"Cabin Crew carry out follow-up duties."DITCHING ORDER"Attention! This is a ditching. Follow your crewmember's instructions"EVACUATION ORDER"EVACUTE EVACUTE EVACUTE" and activate EVACsignalsSEAT BELT SIGN ON "All passengers & crew be seated & fasten seatbelt"TURBULENCE"All passengers & crew be seated & fasten seatbeltimmediately"

MEMORY ITEMS – FULLWINDSHEAR

PF CALL: “WINDSHEAR TOGA”A red "WINDSHEAR" message is displayed on each PFD,associated with an aural "WINDSHEAR" message repeatedthree times.If windshear is detected, either by the system or bypilot observation, apply the following recoverytechnique :

+ 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- REACHING VR ….. ROTATE- SRS ORDERS ……. FOLLOW

+ 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: 1. Autopilot will disengage when alpha greater than

alpha-prot.2. If FD is unavailable, use an initial pitch attitude up to 12.5 deg. If necessary, to minimize the loss ofheight, 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 OFSHEAR.

WINDSHEAR AHEAD

The "W/S AHEAD" message is displayed on each PFD.The color of the message depends on the severity andlocation of the windshear.

W/S AHEAD red+ Takeoff : Associated with a synthetic aural voice :"WINDSHEAR AHEAD, WINDSHEAR AHEAD".* Before takeoff :- Delay takeoff or select the most favorable runway.* During takeoff run : Reject takeoff.Note: The predictive windshear alerts are inhibited above100 kts, until 50 feet.* When airborne :

- THR LEVERS ……… TOGAAs usual, the slat/flap configuration can be changed, providedthe windshear is not entered.

- SRS orders ………… FOLLOWNote: 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.Note: If a positive verification is made that no hazard exists,the warning may be considered cautionary.

W/S AHEAD amberApply precautionary measures, as indicated in theSUPPLEMENTARY TECHNIQUES (3.04.91)

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: “MONOTORVERTICAL SPEED” message.Maintain or adjust vertical speed, as required, to avoidthe red area of the vertical speed scale. Notify the ATC.When “CLEAR OF CONFLICT” is announced:Resume normal navigation, in accordance with ATCclearance.

+ Corrective Resolution advisory: All “CLIMB”and “DESCEND” or “MAINTAIN VERTICAL SPEEDMAINTAIN” or “ADJUST VERTICAL SPEEDADJUST” type messages.Respond promptly and smoothly to a RA.

– AP (if engaged) ................. OFFTCAS orders may require an incremental load factor, which is greater than that achieved by the AP– BOTH FDs ......................... OFFAdjust vertical speed, as required, to that

indicated on the green area of the vertical speed scale.Note: Avoid excessive maneuvers while aiming to keep thevertical 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 rangebetween Vmax and Vmax.Respect stall, GPWS, or windshear warning.Notify ATC.When “CLEAR OF CONFLICT” is announced:– Resume normal navigation in accordance with ATCclearance.– The AP/FD can be re-engaged as desired.

The GO AROUND procedure must be performed,when an RA “CLIMB” or “INCREASE CLIMB” istriggered 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 theprocedure immediately. Do not delay reaction for diagnosis.During daylight VMC conditions, with terrain obstacles clearlyin sight, the alert may be considered cautionary. Takepositive corrective action until the alert ceases, or a safetrajectory is ensured.

+ "PULL UP" - "TERRAIN TERRAIN PULL UP" -"TERRAIN AHEAD PULL UP"-”OBSTACLE PULLUP”- “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 ofaction, a turning maneuver can be initiated.

* When flight path is safe, and GPWS warningceases : Decrease pitch attitude and accelerate.

* When speed is above VLS, and vertical speedis positive : Clean up aircraft as required.

+ "TERRAIN TERRAIN"-"TOO LOW TERRAIN" :Adjust the flight path, or initiate a go-around.

+ "TERRAIN AHEAD"-”OBSTACLEAHEAD”-”CAUTION OBSTACLE” :Adjust the flight path. Stop descent. Climb and/orturn as necessary based on analysis of all availableinstruments 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 OFFthe G/S mode pushbutton, if flight below theglideslope is intentional (non-precision approach).

LOSS OF BRAKING

PF CALL: “LOSS OF BRAKING”+ IF AUTOBRAKE IS SELECTED :

- BRAKE PEDALS …………... PRESSThis will override the Autobrake.

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

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

- A/SKID …................…... OFFThe braking system reverts to alternate mode.

- BRAKE PEDALS …………….. PRESSApply brakes with care since initial pedal force ordisplacement produces more braking action in alternatemode than in normal mode.

- MAX BRK PR …………………… 1000 PSIMonitor brake pressure or BRAKES PRESS indicator. Limitbrake pressure to approximately 1000 PSI and at low groundspeed adjust brake pressure as required.

+ IF STILL NO BRAKING :- PARKING BRAKE ….............USE

Use short successive parking brake applications to stop theaircraft. Brake onset asymmetry may be felt at each parkingbrake application. If possible delay use of parking brake untillow speed to reduce the risk of tyre burst and lateral controldifficulties.

EMERGENCY DESCENT

IMMEDIATE ACTIONS– CREW OXY MASKS ………….. ONselect “INT” on ACP, check communication.Set the oxygen diluter selection to the N positionNote: With the oxygen diluter selector left at 100%, oxygenquantity may be insufficient to cover the entire emergencydescent 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 ………………………………….. FULLFCU(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 limitspeed and maneuver with care (limit bank angle). Considerusing speed brake with severe structural damage as theadded 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 ONANTI-ICE ….…...........CONSIDER USE (makes

descent path shallower)EXTERNAL LIGHTS …….. ONSEATBELT SIGNS ……..… ONENGINE START SEL …... IGNSQUAWK ………....……….. 7700MAYDAY CALL …..……..… ISSUE

• confirm MSA (flight plan, chart, ND MORA)• back up PA consider “ all passengers put on oxygenmasks 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 obstructionThe indicated altitude may also be affected, if staticprobes are affected.IndicationsUnreliable speed cannot be detected by the ADIRU.The flight control and flight guidance computersnormally reject erroneous speed/altitude source(s),provided a significant difference is detected. However, they will not be able to reject two erroneousspeeds or altitudes that synchronously and similarlydrift away. In this remote case, the aircraft systemswill consider the remaining correct source as beingfaulty and will reject it. Consequently, the flightcontrol and flight guidance computers will use theremaining two wrong ADRs for their computation.

Therefore, in all cases of unreliable speed situation,the pilots must identify the faulty ADR(s) and thenswitch it (them) OFF. If all ADRs provide unreliabledata, keep one ADR on to keep the stall warningprotection. During this failure identification time, sincethe flight control laws may be affected, it isrecommended to maneuver the aircraft with care untilthe ADR(s) is (are) switched OFF.

Unreliable speed indications may be suspected, eitherby :– Speed discrepancies (between ADR 1, 2, 3, andstandby instruments).– Fluctuating or unexpected increase/decrease/steadyindicated 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 FLAPRELIEF ECAM message, that contradicts with at leastone of the indicated speeds.• Rely on the stall warning that could be triggered inalternate or direct law. It is not affected by unreliablespeeds, because it is based on angleof attack.

• Depending on the failure, the OVERSPEED warningmay be false or justified. Buffet, associated with theOVERSPEED VFE warning, is a symptom of a realoverspeed condition.– Inconsistency between radio altitude and pressurealtitude.– Reduction in aerodynamic noise with increasingspeed, or increase in aerodynamic noise withdecreasing speed.– Impossibility of extending the landing gear by thenormal 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 ............................ TOGAPITCH ATTITUDE …........................ 12.5˚

+ If failure occurs after thrust reduction:THRUST LEVER............................. CLBPITCH 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 altimeterindications can provide valuable short-term27information at low altitude.- If the altitude information is affected, the FPV isunreliable. In that case, GPS altitude variations maybe a valuable aid for flying in level flight. ATC altitudewill 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 beused to control level flight, and is an altitude cue.– Refer to Radio altimeter.

CAUTION If the failure is due to radome destruction, thedrag 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 thrustand attitude settings.

See QRH for the full procedure.

CREW INCAPACITATION

Edit by punn33567, punnthep@gmail.com 27 OCT 08