Aircraft Systems and Procedures

• Refresher deals with navigation, powerplant, unreliable speed indication, flight crew incapacitation etc

Navigation

• IR3 inoperative means RNP AR not permitted
• The maximum landing capability is CAT 3 single

Powerplant - Flight with OEI

• Standard EOSID involves turning back to the departure aerodrome after reaching MSA
• Special EFP ends at a fix where a safe landing is possible
• Landing at the nearest suitable aerodrome is essential
• Consider limiting factors in case of a missed approach, factoring in climb performance
• Use either EFP or a standard missed approach as required

Engine Failure at V1

• Initial pitch is 12.5°
• Use rudder pedals to adjust to the beta target
• Engage autopilot if the aircraft is trimmed
• ECAM actions occur earliest at 400 ft AGL
• Engine is secured if master is off without damage
• If there is damage agent is discharged, If fire is extinguished both agents are discharged
• Push V/S at OEI acceleration altitude to level off
• The speed trend at the green dot involves engaging open climb and thrust MCT
• Flameout results in rapid EGT, N₂, and FF decrease
• The SRS target is the speed at which failure occurred

Engine Failure in Cruise

• Memory item = MCT (both) and ATHR off
• Set appropriate HDG and determine engine out recovery altitude
• Initiate descent and order ECAM

Standard Strategy

• Speed target is Mach 0.78 / 300 knots

Obstacle Strategy

• Speed target is the green dot
• Use MCDU PERF CRZ and drift down ceiling
• Clear of obstacles before returning to standard strategy

UPRT (Unusual attitude)

• Involves unintentional divergences from parameters
• Callout is "UPSET"
• Nose High/Low situation and the PF stating "I have control"

Nose High Recovery

• Takeover and disconnect automation
• Apply nose down pitch, even using trim if necessary
• Adjust thrust up to maximum available thrust
• Roll angle is not to exceed 60°
• Recover to level flight

Nose Low Recovery

• Takeover and disconnect automation
• Recover from stall if required
• Adjust bank angle in the shortest direction to wings level
• Adjust thrust and speed brakes if necessary
• Recover to level flight

Unreliable Speed Indication

• Apply the procedure if the crew suspects a wrong indication, and complete the ADR check procedure
• Stall warning is always correct
• Overspeed warning might be false, look for other symptoms like buffet
• PM must confirm any discrepancy, standby PFP, PFD 1 <-> PFD 2
• Memory items enables safe flight for a limited time
• QRH procedure should be done without delay
• Level off with pitch and power settings from the QRH
• Only change one flight parameter at a time
• Try to isolate the faulty ADR
  • If unsuccessful when above FL250, keep one ADR on and fly with pitch and power
  • If unsuccessful when below FL250, turn off all ADR and fly with the back up speed scale
• Backup speed scale is active if all ADRs are turned off
• In alternate law, direct law is applied when gear is down
• Do not use automation, manual cabin pressure, or speed brakes
• Adjust pitch to green scale
• Fly an early stabilized approach
  • For retracting flaps, fly the upper part of green band
  • For extending flaps, fly the lower part of green band
• Barometric altitude is replaced by GPS altitude

Smoke

• Consider immediate diversion unless the source is not obvious
• If no ECAM alert use the QRH procedure
• Use the AVIONICS smoke procedure only if smoke is perceptible.
• If there is an EFB or PED fire in the cockpit
• The PF should call "Flight attendant to the interphone" twice
• Cut EFB power

Adverse Weather

• Clean Aircraft Concept: Up to 3mm of frost on the fuselage and lower wing is acceptable
• Ingestion of approved fluid does not harm engines or APU
• Icing conditions exist when below 10°C + visible moisture
• No takeoff or landing on a runway with code 1 or less
• Wing anti-ice on the ground for only 30 seconds as a test
  • If severe ice accretion is expected or icing on the airframe, severe = more than 5mm
• Minimum speed with ice accretion VLS+10 or VLS+5 in FULL
• Engine anti-ice from the high-pressure compressor
  • The valve opens if electrical power fails
• Window heat is used for anti-ice + defogging of side windows
  • Activated automatically when at least one engine is running or in flight
  • May be used on the ground
• Holdover times start with the beginning of application
• Maximum 10 knots on contaminated taxiway > no antiskid below 20 knots
• Delay flap selection to the holding point in snow or slush, and complete the taxi checklist at the holding point.
• No FLEX on a contaminated runway
• FPA computed by ADIRS is not accurate > the descent path is more shallow than indicated
• Altitude correction if aerodrome temperature is below 0°C
• Touchdown with crab on + reverser - side force component adds to CWC
• Do not retract flaps after landing until after visual inspection at the gate with electric pumps
• Ice shedding conditions include icing conditions + below 3°C
• The max time to next shedding equals the difference between 30 minutes and the taxi-in time of the previous flight

ILS Raw Data

• Reference "Bird" is used as reference for flying
• Aim for an early stabilized approach
• Ensure track is set to the ILS course
• Intercept the glideslope 1/2 dot below by flying to glide path angle
• Minimum 750m visibility
• Suspect a slight IRS drift

Flight Crew Incapacitation

• Absence of callouts indicates incapacitation
• The other crew member should takeover and stating "I have control."
  • Consider pressing the side stick pb for 40 seconds
  • Perform callouts + CIL aloud
• Secure the crew member in seat by locking harness and moving seat back
• Call "Purser to the interphone" 2x > NITS
• Inform ATC > Mayday
• Consider Autoland, early approach preparation + CIL + long final
• Arrange medical assistance

General

• OEI in cruise involves using the appropriate HDG when approaching mountains
• When encountering an unreliable speed indication after T/O > EOSID?