Should Be Memory Items

Question 1

Engine Failure During Cruise

Answer 1

As soon as the engine failure is recognized, the PF simultaneously:
‐ Sets all thrust levers to MCT
‐ Disconnects A/THR.

In cruise, the PF:
‐ Sets a HDG as appropriate and pulls
‐ Determines the engine out recovery altitude.

When ready for descent, the PF:
‐ Sets the SPEED and pulls
‐ Sets the engine out recovery altitude and pulls to engage for OPEN DES

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STANDARD STRATEGY
Set speed target M 0.78/300 kt. The speed of 0.78/300 kt is chosen to ensure the aircraft is within the stabilized windmill engine relight in-flight envelope

When appropriate, the PF requires the ECAM/OEB actions.
At high flight levels, close to the weight limits, the aircraft speed quickly reduces. Thus, the flight crew should not delay to descent. The crew must not decelerate below green dot.
The A/THR is disconnected to avoid any engine thrust reduction when selecting speed according to strategy or when pulling for OPEN DES to initiate the descent. With the A/THR disconnected, the target speed is controlled by the elevator when in OPEN DES.
Carrying out the ECAM actions should not be hurried, as it is important to complete the drill
correctly.

OM18A-PRO-ABN-ENG-Engine Failure During Cruise

Question 2

Three Possible Speed Strategies for Engine Failure during Cruise

Answer 2

GENERAL
When an engine failure occurs during cruise, three possible strategies apply:
‐ The standard strategy =0.78M/300kt
‐ The obstacle strategy =Green Dot
‐ The fixed speed strategy = ETOPS

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Unless a specific procedure has been established before dispatch (considering ETOPS or mountainous areas), the standard strategy is used.

STANDARD STRATEGY
Set speed target M 0.78/300 kt. The speed of 0.78/300 kt is chosen to ensure the aircraft is within the stabilized windmill engine relight in-flight envelope.

The REC MAX EO Cruise altitude, which equates to LRC Engine-Out maximum FL with anti-icing
off, is displayed on the MCDU PROG page (One engine out gross ceiling at long-range speed is
also available in the performance application of the EFB in case of double FM failure).

When the V/S becomes less than 500 ft/min, select V/S -500 ft/min and A/THR on. Once
established at level off altitude, long-range cruise performance with one engine out may becomputed with the performance application of the EFB

OBSTACLE STRATEGY
To maintain the highest possible level due to terrain, the drift down procedure must be adopted.
The speed target in this case is green dot. The procedure is similar to the standard strategy, but as the speed target is now green dot, the rate and angle of descent are reduced.
The MCDU PERF CRZ page in EO condition displays the drift down ceiling (One engine out gross ceiling at green dot speed is also available in the performance application of the EFB).
When clear of obstacles, revert to Standard Strategy

FIXED SPEED STRATEGY
This section provides the fixed speed strategy recommended for ETOPS operation. Refer to
FCOM/PRO-SPO-40-40 Diversion Decision Making.

OM18A-PRO-ABN-ENG-Engine Failure During Cruise

Question 3

Engine Tailpipe Fire (Read and DO)

Answer 3

[QRH] ENGINE TAILPIPE FIRE

Internal engine fire may be encountered during engine start or engine shutdown.
Internal engine fire may be seen by the ground crew, or the EGT may fail to decrease after the
ENG MASTER lever is set to OFF.

CAUTION External fire agents can cause severe corrosive damage. Consider the use of external fire agents only if the following procedure does not stop engine tailpipe fire.

ENG MASTER (affected engine)…………………..OFF

Note: Do not press the engine fire pushbutton, since this would cut off the FADEC power supply,which would prevent motoring sequence.

ENG MAN START pb (affected engine)…………………………OFF
ESTABLISH AIR BLEED PRESS

Select the APU, or opposite BLEED, to motor the engine.
If APU BLEED is not available, and the opposite engine is shut down, connect external pneumatic power (if readily available).

BEACON ………………………………………………………………….ON
ENG MODE sel………………………………………………………. CRANK
ENG MAN START pb (affected engine)…………………..ON

For aircraft equipped with IAE or PW6000 engines, the start valve automatically reopens, when N2 is below 10 %.
For aircraft equipped with CFM 56-5A/5B engines, the start valve automatically reopens, when N2 is below 20 %
For aircraft equipped with CFM LEAP-1A engines, the start valve automatically reopens, when N2 is below approximately 60 %

** When fire stopped: **
ENG MAN START pb (affected engine)…………………………………………………………………..OFF
ENG MODE sel………………………………………………………NORM

Maintenance action is due

Question 4

Rejected Take Off Flow

Answer 4

CAPT
“STOP”………ANNOUNCE
Simultaneously:
THURST LEVERS……..IDLE
REVERSE THRUST……….MAX AVAIL

FO
REVERSERS….Check/Announce(1)
DECEL……….Check/Annouce(2)
Autobrake ……………Monitor
Any Audio……….Cancel

Aircraft Stopped:
Consider positioning the aircraft to keep any possible fire away from the fuselage.

CAPT
REVERSERS……….STOWED
PARKING BRAKE…………..ON
CABIN CREW…… ALERT (“ATTENTION! All passengers remain seated and await further instructions”
ECAM ACTIONS……..ORDER

FO
ATC…………….NOTIFY (JQ123 Stopping Runway XX)
EMER EVAC Proc QRH…………..Locate
ECAM ACTIONS…………PERFORM
(Extras: Dome light ON, Brake Fans ON)

The aircraft should remain stationary while the crew evaluates the situation.

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(1) The flight crew may use the full reverse until the aircraft is fully stopped. But, if there is enough runway available at the end of the deceleration, the flight crew should reduce reverse thrust when passing 70 kt.
(2) ‐ Annunciation of the deceleration means that the flight crew feels the deceleration, and confirms it by the Vc trend on the PFD. If the autobrake is on, the DECEL light may come on when the actual deceleration is 80 % of the selected rate. However, the DECEL light is not an indicator of the proper autobrake operation and is not a
criteria to confirm the deceleration. For instance, the DECEL light might not appear on a contaminated runway, with the autobrake working properly, due to the effect of the antiskid.
‐ If a rejected takeoff is initiated and A/BRK MAX decelerates the aircraft, the captain will avoid pressing the pedals (which might be a reflex action)
‐ If the autobrake is inoperative or if the takeoff is rejected prior to 72 kt (autobrake not active and no deployment of spoilers), the captain simultaneously reduces thrust and applies maximum pressure on both pedals. The aircraft will stop in the minimum distance, only if the brake pedals are maintained fully pressed until the aircraft comes to a stop.
‐ If the brake response does not seem appropriate for the runway condition, full manual braking should be applied and maintained. If the flight crew has any doubt, they must take over manually.
‐ If normal braking is inoperative, the flight crew should immediately apply the [MEM] LOSS OF BRAKING memory items (Refer to FCOM/PRO-ABN-BRAKES [MEM] LOSS
OF BRAKING).
After a rejected takeoff, if the aircraft stops using A/BRK MAX, before taxiing, the flight crew must disarm the ground spoilers in order to release the brakes.
Do not attempt to vacate the runway, until it is absolutely clear that an evacuation is not necessary and that it is safe to do so

Question 5

Speed Considerations during Take off to assist with Decision Making in Rejected Take Off (Just Read this one)

Answer 5

DECISION MAKING
A rejected takeoff is a potentially hazardous manoeuvre and the time for decision making is limited. It is not possible to list all the factors that could lead to the decision to reject the takeoff.
However, in order to help the Captain to make a decision, the ECAM inhibits the warnings that are not essential from 80 kt to 1 500 ft (or 2 min after lift-off, whichever occurs first).

Therefore, any warning received during this period must be considered as significant.

SPEED CONSIDERATIONS
To assist in the decision making process, the takeoff is divided into low and high speeds regimes, with 100 kt being chosen as the dividing line. The speed of 100 kt is not critical but was chosen in order to help the Captain make the decision and to avoid unnecessary stops from
high speed.

Below 100 kt:
The decision to reject the takeoff may be taken at the Captain’s discretion, depending on the circumstances.
The Captain should seriously consider discontinuing the takeoff, if any ECAM warning/caution is activated.

Above 100 kt, and below V1:
Rejecting the takeoff at these speeds is a more serious matter, particularly on slippery runways. It could lead to a hazardous situation, if the speed is approaching V1. At these speeds, the Captain should be “go-minded” and very few situations should lead to the decision to reject the takeoff:
1. Fire warning, or severe damage
2. Sudden loss of engine thrust
3. Malfunctions or conditions that give unambiguous indications that the aircraft will not fly safely
4. If any ECAM alert is triggered.
Exceeding the EGT red line or nose gear vibration should not result in the decision to reject takeoff above 100 kt.
In case of tire failure between V1 minus 20 kt and V1, unless debris from the tires has caused serious engine anomalies, it is far better to get airborne, reduce the fuel load, and land with a full runway length available.
The V1 call has precedence over any other call.

** Above V1:**
Takeoff must be continued, because it may not be possible to stop the aircraft on the remaining runway.

DECISION CALLOUTS
The decision to reject the takeoff and the stop action is the responsibility of the Captain and must be made prior to V1 speed. It is therefore recommended that the Captain keeps the handon the thrust levers until the aircraft reaches V1, whether the Captain is Pilot Flying (PF) or Pilot Monitoring (PM).

‐ If a malfunction occurs before V1, for which the Captain does not intend to reject the takeoff, the Captain will announce the intention by calling “GO”.
‐ If a decision is made to reject the takeoff, the Captain calls “STOP”. This call both confirms the decision to reject the takeoff and also states that the Captain now has control. It is the only time that hand-over of control is not accompanied by the phrase “I have control”.

Question 6

Overweight Landing QRH Procedure [MISC] Read and DO

Answer 6

[QRH] OVERWEIGHT LANDING

USE CONF FULL FOR LANDING UNLESS SPECIFIED BY ABN PROC OR LIMITED BY LANDING PERF
LDG DIST PROC…………………………………………………APPLY
* For approach:
PACK 1…………………….OFF OR SUPPLIED BY APU
PACK 2…………………….OFF OR SUPPLIED BY APU

The selection of the PACKS to OFF (or to APU BLEED) increases the maximum thrust available from the engines, in the case of a go-around.

• **If landing CONF other than FULL: **USE CONF 1+F FOR GO AROUND
  SPEED AT RUNWAY THRESHOLD : VLS

This speed target is applicable to manual landing and autoland. Reduce the speed to reach VLS at the runway threshold.

MINIMIZE V/S AT TOUCHDOWN

Touch down as smoothly as possible to reduce the V/S. The maximum touchdown V/S should not exceed 360 ft/min. The main landing gears must touch down as symmetrically as possible.

• For landing:
  INCREASE FLARE HEIGHT
  USE MAX REVERSE ASAP

It is recommended to use the reverse as soon as possible, in order to limit the braking action.

• ** After nosewheel touchdown**: APPLY BRAKES AS NECESSARY
  It is recommended that the flight crew uses the maximum available runway length to limit the braking energy.
• When landing completed:
  BRAKE FANS ……………………………………………………………ON
  Be prepared for tire deflation, if temperature exceed 800 °C

Question 7

Volcanic Ash Encounter (Read and DO)

Answer 7

[QRH] VOLCANIC ASH ENCOUNTER
180° TURN………………………………..INITIATE
The performance of a 180 ° turn will usually enable the aircraft to exit the volcanic ash clouds as quickly as possible, because volcanic ash clouds can extend for hundreds of nautical miles.
ATC………………………………………………………………………..NOTIFY
Note: Electrostatic conditions may cause communication problems.
A/THR…………………………………………………………………….OFF
This prevents the autothrust from generating thrust variations.
THRUST (IF CONDS PERMIT)………………………. REDUCE
Reduced thrust minimizes ash ingestion.
If altitude permits, reduce thrust to idle. This maximizes engine surge margin and lowers engine turbine temperature.
CREW OXY MASKS……………………………USE / 100 % / EMER
CABIN CREW………………………………………………………….NOTIFY
OXYGEN PASSENGER MASK MAN ON……………….. AS RQRD
Depending on contamination.
ENG ANTI ICE………………………………………………….ON
WING ANTI ICE……………………………………………….ON
PACK FLOW……………………………………………………..HI
Maximum air bleed gives the engines additional stall margin.
CARGO ISOL VALVES (if fitted)……………………………………..OFF
Note: To prevent a cargo smoke warning being triggered
ENGINE PARAMETERS…………………………… MONITOR

*Monitor particularly EGT. If EGT exceeds limits, it may become necessary to consider a precautionary engine shutdown and engine restart in flight.

Note: In the case of precautionary shutdown:
‐ restart when clear of the volcanic ash cloud
‐ Upon restart, the engine may accelerate very slowly. Do not misinterpret this as a failure to start
‐ Consider that the compressor and turbine blades have been eroded and avoid sudden changes in thrust. Fuel flow and EGT may increase.

AIRSPEED INDICATIONS………………………..MONITOR

If airspeed is unreliable or lost, Refer to PRO-ABN-NAV UNRELIABLE SPEED INDICATION - Memory Items.
Note: If both engines flame out and speed indications are lost, Refer to ALL ENGINES FAILURE procedure to get the required pitch attitude for the optimum relight speed. In case of engine failure, switch off the wing anti ice before engine restart.

• If visibility not sufficient for approach due to windshield damage:
  CONSIDER AUTOLAND
• For approach, if AUTOLAND is not available:
  CAB PRESS MODE SEL……………………………………..MAN
  MAN V/S CTL…………………………………………………….FULL UP
  Due to the increased noise level, pay particular attention to visual warnings.

MAX SPEED: 200 kt
PF SLIDING WINDOW…………………………………………… OPEN