A320 Memory Items

Complete understanding of the Airbus A320 Memory Items. For training purposes only! Do not use it for flight.

WINDSHEAR AHEAD

WINDSHEAR AHEAD

PREDICTION FUNCTION

The weather radars have a predictive windshear capability.

The Predictive Windshear System (PWS) operates when the PWS switch is in the AUTO position,and the aircraft radio height is below 2 300 ft, and

‐ Weather radar is ON (Radar sw on position 1 or 2), or

‐ Weather radar is OFF, and

‐ At least one engine is running, and

‐ Aircraft ground speed is greater than 30 kt, or

‐ Aircraft longitudinal acceleration is above a given threshold during at least 0.5 s.

The system scans the airspace, within a range of 5nm ahead of the aircraft for windshears. Below 1500 feet, when the system detects windshear, depending on the range selected on the ND, a warning, caution or advisory message appears on the ND.

Predictive windshear warnings and cautions are associated with an aural warning. During the takeoff roll all warnings are available within a range of 3nm.

At takeoff, alerts are inhibited above 100 knots and up to 50 feet.

At landing, alerts are inhibited below 50 feet and the visual and aural warning alerts are downgraded to caution alerts between 370 feet agl and 50 feet agl, and range between 0.5-1.5 nm.

The PWS aural alerts have priority over TCAS, GPWS and other FWC aural warnings.

The PWS aural alerts are inhibited by windshear detection by FAC and stall warning aural messages.

 

WINDSHEAR AHEAD – MEMORY ITEMS

Take off Windshear ahead RED

Associated with an aural synthetic voice WINDSHEAR AHEAD, WINDSHEAR AHEAD”.

Before takeoff -> Delay takeoff, or select the most favorable runway.

During the takeoff run -> Reject takeoff.

When airborne:

  • THR LEVERS……………………………………………………TOGA

The slat/flap configuration can be changed, provided the windshear is not entered.

  • AP (if engaged)……………………………………………KEEP ON
  • SRS ORDERS…………………………………………….. FOLLOW

If necessary the flight crew may pull the sidestick fully back.

Autopilot disengages if the angle of attack value goes above α prot.

If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °. Then, if necessary, to prevent a loss in altitude, increase the pitch attitude.

Landing

Associated with an aural synthetic voice “GO AROUND, WINDSHEAR AHEAD”.

  • GO AROUND……………………………………………PERFORM
  • AP (if engaged)……………………………………….. KEEP ON

If necessary the flight crew may pull the sidestick fully back.

Autopilot disengages if the angle of attack value goes above α prot.

If the FD bars are not displayed, move toward an initial pitch attitude of 17.5 °.

 

GENERAL NOTES

If the memory item request to set TOGA thrust for takeoff or go-around, the flight crew should follow SRS orders and if necessary pull the sidestick fully back.

If the FD bars are not displayed, the flight crew should move toward an initial pitch attitude of 17.5 °. Then, if necessary, to prevent a loss in altitude, increase the pitch attitude.

• If the AP is engaged, the flight should keep it engaged. Autopilot disengages if the angle of attack value goes above α prot

• The flight crew should monitor the flight path, the speed and the speed trend.

‐ Suspected windshear (upon ATC or traffic notification) and predictive windshear caution  (“MONITOR RADAR DISPLAY” aural alert) request anticipation of the flight crew to be prepared for a possible windshear.

 

BEFORE TAKEOFF

The take-off should be delayed until conditions improve.

The flight crew should evaluate takeoff conditions by using observations and experience and by checking the weather conditions.

The most favourable runway should be selected considering the location of the likely windshear. The flight crew should use the weather radar or the predictive windshear system before commencing takeoff to ensure that the flight path clears any potential problem areas.

 

DURING TAKEOFF AND INITIAL CLIMB OUT

In the case of suspected windshear or if the predictive windshear aural alert “MONITOR RADAR DISPLAY” is triggered (alert is inhibited when the speed is greater than 100 kt and altitude is below 50 kt), the flight crew:

‐ Must set TOGA

‐ Can change the aircraft configuration, provided that the aircraft does not enter windshear.

 

PREDICTIVE WINDSHEAR WARNING

If the predictive windshear aural alert “WINDSHEAR AHEAD” is triggered during the takeoff roll up to 100 kt, the captain must reject the takeoff (the aural alert is inhibited when the speed is greater than 100 kt and altitude is below 50 ft).

If the predictive windshear aural alert “WINDSHEAR AHEAD” is triggered above 50 ft, the flight crew must set TOGA.

The flight crew can change the aircraft configuration, provided that the aircraft does not enter windshear.

 

REACTIVE WINDSHEAR WARNING OR WINDSHEAR DETECTED BY THE FLIGHT CREW

‐ If windshear occurs before V1 with significant speed and speed trend variations and the captain decides that there is sufficient runway to stop the airplane, the captain must initiate a rejected take-off.

‐ If windshear occurs after V1, the flight crew must set TOGA. The following points should be stressed:

• Rotate normally

• The PF must fly SRS pitch orders rapidly and smoothly, but not aggressively

• The configuration should not be changed until definitely out of the shear, because operating the landing gear doors causes additional drag

• The PM should call wind variations from the ND and V/S

• When out of the shear, the PF should recover smoothly to a normal climb and the PM should report the encounter to ATC.

 

DURING APPROACH

In the case of suspected windshear, predictive windshear aural alert “MONITOR RADAR DISPLAY”, or predictive windshear ADVISORY ICON displayed on the ND, the flight crew should either delay the approach or divert to another airport.

However, if the approach is continued, the flight crew should consider the following:

‐ Evaluate conditions for safe landing by using the observations and experience.

‐ The weather severity must be assessed with the weather radar display

‐ A most favourable runway must be considered (considering also the one which has the most appropriate approach aid)

‐ A Conf 3 landing should be considered

‐ The use of managed speed in the approach phase is recommended to take advantage of the G/S mini function (The G/S mini-function, associated with managed speed, carry extra speed in strong wind conditions)

‐ The flight crew may increase VAPP displayed on MCDU PERF APP page up to a maximum VLS +15 kt.

Next Post

Previous Post

© 2019 A320 Memory Items

Theme by Anders Norén

Fasten your seat belts!

Our goal is to provide our users with an easier way to learn the Airbus A320 Memory Items. Be the first who gets notified on our new updates and training videos! For training ONLY!

Simulator Preparation