A320 memory items
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A320 memory items
Hello,
I fly the 320 for a major airline in the US. We use our own SOPs , and we have just one memory item ( O2 masks 100%).
I understand that Airbus SOPs have about 7 memory items.
Would anyone be kind enough to post them ?
Thanks
I fly the 320 for a major airline in the US. We use our own SOPs , and we have just one memory item ( O2 masks 100%).
I understand that Airbus SOPs have about 7 memory items.
Would anyone be kind enough to post them ?
Thanks
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In our company:
QRH drill: Loss of braking
QRH drill: GPWS alerts
QRH drill EGPWS alerts
QRH drill TCAS warnings
QRH drill - immediate actions EMER Descent
QRH drill - Low energy warning
Memory Items - Unreliable Speed Indications
QRH drill: Loss of braking
QRH drill: GPWS alerts
QRH drill EGPWS alerts
QRH drill TCAS warnings
QRH drill - immediate actions EMER Descent
QRH drill - Low energy warning
Memory Items - Unreliable Speed Indications
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Airbus FCOM 3.02.01 page 2a :
MEMORY ITEMS
The following procedures are to be applied without referring to paper : Windshear, windshear ahead, TCAS, EGPWS, loss of braking, immediate actions of EMER DESCENT, immediate actions of UNRELIABLE SPEED INDICATION/ADR CHECK PROC, CREW INCAPACITATION.
MEMORY ITEMS
The following procedures are to be applied without referring to paper : Windshear, windshear ahead, TCAS, EGPWS, loss of braking, immediate actions of EMER DESCENT, immediate actions of UNRELIABLE SPEED INDICATION/ADR CHECK PROC, CREW INCAPACITATION.
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Use pedal (man) brakes
if not
Full Reverse
Release brake pedals
A/Skid NWS - off
Apply Alt braking (Max 1000 PSI)
If still no joy
Short succcessive appication of Park Brake (all 3000ish PSI)
Then peel nose off windscreen
if not
Full Reverse
Release brake pedals
A/Skid NWS - off
Apply Alt braking (Max 1000 PSI)
If still no joy
Short succcessive appication of Park Brake (all 3000ish PSI)
Then peel nose off windscreen
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ood practice for me...
Max Reverse
Release brakes pressure
Switch off A/Skid N.W. Steering switch
Increase brake pressure.
If still no brakes...
Use hand brakes in short sharp shots.
Off to the books and confirm
Max Reverse
Release brakes pressure
Switch off A/Skid N.W. Steering switch
Increase brake pressure.
If still no brakes...
Use hand brakes in short sharp shots.
Off to the books and confirm
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Also, FCOM 3 TOME 2 states under SOPs that the flows have to be "performed from memory".
It is also a good idea to commit to memory the procedure for recovery from loss of FMS data/ severe reset specially when it happens during approach or close to landing.
The 7 memory items stated in FCOM 3.02.01 P2a and SOPs Standard Callouts 3.03.90 p4:
1) Windshear/ windshear ahead: "Windshear, TOGA" 3.02.80 p19
2) TCAS: "Traffic, I have control" 3.02.34 p12 and p17
3) EGPWS: "Pull up, TOGA" 3.02.34 p15
4) Loss of braking "Loss of braking" 3.02.32 p11
5) Immediate actions of EMER DESCENT "Emergency Descent" 3.02.80 p7
6) Immediate actions of UNRELIABLE SPEED INDICATION/ ADR CHECK PROC "Unreliable speed" 3.02.34 p20
7) CREW INCAPACITATION 3.02.80 p9
But if you read the FCTM, Airbus will tell you there are no memory items!
It is also a good idea to commit to memory the procedure for recovery from loss of FMS data/ severe reset specially when it happens during approach or close to landing.
The 7 memory items stated in FCOM 3.02.01 P2a and SOPs Standard Callouts 3.03.90 p4:
1) Windshear/ windshear ahead: "Windshear, TOGA" 3.02.80 p19
2) TCAS: "Traffic, I have control" 3.02.34 p12 and p17
3) EGPWS: "Pull up, TOGA" 3.02.34 p15
4) Loss of braking "Loss of braking" 3.02.32 p11
5) Immediate actions of EMER DESCENT "Emergency Descent" 3.02.80 p7
6) Immediate actions of UNRELIABLE SPEED INDICATION/ ADR CHECK PROC "Unreliable speed" 3.02.34 p20
7) CREW INCAPACITATION 3.02.80 p9
But if you read the FCTM, Airbus will tell you there are no memory items!
Last edited by St. Ex; 4th Aug 2008 at 11:52.
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Hi,
according to the unreliable speed indication: do you have to know the proper pitch angles for specific airspeeds and Grossweights or is just the technique to get a stable flightpath and to compare the flight data from the different ADRs a memory item?
best regards,
luke
according to the unreliable speed indication: do you have to know the proper pitch angles for specific airspeeds and Grossweights or is just the technique to get a stable flightpath and to compare the flight data from the different ADRs a memory item?
best regards,
luke
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Below acceleration altitude: TOGA, 15 degrees NU
Above that but below 10,000': CLB, 10 degrees NU
Above 10,000': CLB, 5 degrees NU
QRH then has various pitch / power couples for different weights and altitudes as it recommends you consider levelling off above MSA, as an increase in altitude may make the speed error even worse.
If you need a higher nose up pitch to stay level then you're a bit slow, and vice versa.
Hope that helps.
Above that but below 10,000': CLB, 10 degrees NU
Above 10,000': CLB, 5 degrees NU
QRH then has various pitch / power couples for different weights and altitudes as it recommends you consider levelling off above MSA, as an increase in altitude may make the speed error even worse.
If you need a higher nose up pitch to stay level then you're a bit slow, and vice versa.
Hope that helps.
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Crew incapacitation actions are writen in the FCTM and the FCOM 3. (this for the airbus)
Basically, you have to take over pressing the red push botton on the side-stick 45seconds. Return to the safe flight and engage the A/P (your side).
Then, "purser to cockpit please" by the PA, ask her/him to fasten the seat belt and move the seat backwards (so as to not to interfere in the instruments or with the handling of the aircraft). In addition ask for any qualified pilot on board and a doctor.
Declare emergency,In the mean time, in the MCDU you have an option which is called closest airports, with the information of the four nearest airport around you (check on the maps/charts the suitable, runway length...).
If you donīt have the last weather report ask for it, request proceed to, priority, high speed, radar vectors..
Well, a good idea would be inform the passengers (I wouldnīt say the real problem at all..)
When approaching, inform to the ATC that you are going to stop the aircraft on the rwy and medical assistance is required(giving all the details about the incapacitated crew)
Prepare the approach and read the check list earlier than usual. Request radar vectoring and prefer a long approach to reduce work load.
if both are incapacitated,,,just pray or sing a song untill run out of fuel.
bye
Basically, you have to take over pressing the red push botton on the side-stick 45seconds. Return to the safe flight and engage the A/P (your side).
Then, "purser to cockpit please" by the PA, ask her/him to fasten the seat belt and move the seat backwards (so as to not to interfere in the instruments or with the handling of the aircraft). In addition ask for any qualified pilot on board and a doctor.
Declare emergency,In the mean time, in the MCDU you have an option which is called closest airports, with the information of the four nearest airport around you (check on the maps/charts the suitable, runway length...).
If you donīt have the last weather report ask for it, request proceed to, priority, high speed, radar vectors..
Well, a good idea would be inform the passengers (I wouldnīt say the real problem at all..)
When approaching, inform to the ATC that you are going to stop the aircraft on the rwy and medical assistance is required(giving all the details about the incapacitated crew)
Prepare the approach and read the check list earlier than usual. Request radar vectoring and prefer a long approach to reduce work load.
if both are incapacitated,,,just pray or sing a song untill run out of fuel.
bye
By that logic elac, you'd also have advancing the power as a Memory Item. And rotation. And gear up. And flare ...
And the memory items ARE in the FCTM. Although the list is not exactly the same as the FCOMs
And the memory items ARE in the FCTM. Although the list is not exactly the same as the FCOMs