AIRBUS A320

MEMORY ITEMS
STUDY GUIDE

Revision 2 01AUG2018

1
 AIRBUS A320
MEMORY ITEMS
STUDY GUIDE

All of the procedures required for memorization are listed in the Flight Crew Operating Manual
(FCOM), Section PRO (for Procedures), ABN (for Abnormal and Emergency Procedures), designated
as PRO-ABN-01 on Pages 1/8 and 2/8.

The following procedures are to be applied without referring to paper:

x CREW INCAPACITATION
x EGPWS
x Immediate actions of EMER DESCENT
x Immediate actions of UNRELIABLE SPEED INDICATION/ADR CHECK PROC
x LOSS OF BRAKING
x STALL RECOVERY
x STALL WARNING AT LIFT-OFF
x TCAS
x WINDSHEAR
x WINDSHEAR AHEAD

CONDITIONS

BLACK SQUARE
When several procedures appear under the same title, a black square marks the starting point
for each procedure. Black squares also indicate parts of a procedure among which only one is
applicable. For example, a black square is utilized to differentiate between an “ON GROUND”
procedure and an “IN FLIGHT” procedure under the same title.
The ECAM does not display black squares.

BLACK DOT
If an action depends on a precondition, a black dot identifies the precondition. For example, a
black dot is utilized to direct the completion of a subsequent task depending on if the prior task was
successful or unsuccessful. If the precondition appears on the ECAM, it appears in LARGE
LETTERS. If not, it appears in small letters.

INDENTATION
Indentation is used in order to identify when an action depends on a precondition/flight
phase/procedure.

2
 CREW INCAPACITATION
FCOM PRO-ABN-80 P 10/42

If a cockpit crewmember becomes incapacitated, the remaining crewmember must call a flight
attendant as soon as practicable. The best way to request assistance from the cabin crew, is by
means of the passenger address system:

“ATTENTION, FLIGHT ATTENDANT A TO COCKPIT PLEASE”

A flight attendant must proceed to the cockpit immediately.

The flight attendant must then:

Tighten and manually lock the shoulder harness of the incapacitated crewmember;
Push the seat completely aft;
Recline the seat back.

It takes 2 people to remove the dead weight of an unconscious body from a seat without
endangering any controls and switches.
If it is not possible to remove the body, one Flight Attendant must remain in the cockpit to take
care of and observe the incapacitated crewmember.
In coordination with the flight attendant:

Request assistance from any medically qualified passenger.

Check if a type qualified company pilot is on board to replace the incapacitated crewmember.

3
 EGPWS ALERTS
QRH 34.04 - FCOM PRO-ABN-34 P 17/32

CAUTION During night or IMC conditions, apply the procedure immediately. Do not delay
reaction for diagnosis.
During daylight VMC conditions, with terrain and obstacles clearly in sight, the alert
may be considered cautionary. Take positive corrective action until the alert stops,
or a safe trajectory is ensured.

“PULL UP” – “TERRAIN TERRAIN PULL UP” – “TERRAIN AHEAD PULL UP” – “OBSTACLE AHEAD PULL UP”

Simultaneously:
AP................................................................................................................................................... OFF
PITCH ................................................................................................................................... PULL UP
Pull to full backstick and maintain that position.
THRUST LEVERS ..................................................................................................................... TOGA
SPEED BRAKES lever .................................................................................... CHECK RETRACTED
BANK...................................................................................................... WINGS LEVEL or ADJUST

Best climb performance is obtained when close to wings level. Then, for “TERRAIN AHEAD PULL UP”
or for “OBSTACLE AHEAD PULL UP”, and if the crew concludes that turning is the safest way of action,
a turning maneuver can be initiated.
x When flight path is safe and the warning stops:
Decrease pitch attitude and accelerate.
x When speed is above VLS, and vertical speed is positive:
Clean up aircraft as required.

“TERRAIN TERRAIN” – “TOO LOW TERRAIN”

Adjust the flight path or initiate a go-around

“TERRAIN AHEAD” – “OBSTACLE AHEAD”

Adjust the flight path. Stop descent. Climb and/or turn, as necessary, base on analysis of all
available instruments and information.

“SINK RATE” – “DON’T SINK”

Adjust pitch attitude and thrust to silence the alert.

“TOO LOW GEAR” – “TOO LOW FLAPS”

Perform a go-around

“GLIDE SLOPE”
Establish the aircraft on glideslope, or switch OFF the G/S mode pb-sw, if flight below the
glideslope is intentional (non precision approach (NPA)).

4
 Immediate actions of EMER DESCENT
QRH 80.05 - FCOM PRO-ABN-80 P 7/42

CREW OXY MASKS.......................................................................................................... ON

EMER DESCENT ....................................................................................... ANNOUNCE(PA)
The flight crew must inform the cabin of emergency descent on the PA system.

SIGNS .................................................................................................................................. ON

Descend with the autopilot engaged:

 Turn the ALT selector knob and pull.
 Turn the HDG selector knob and pull.
 Adjust the target SPD/MACH.
Use of the autopilot is also permitted in EXPEDITE mode.
THR LEVERS (if A/THR not engaged) ......................................................................... IDLE
SPD BRK .........................................................................................................................FULL
Extension of the speedbrakes will significantly increase Vls.
To avoid autopilot disconnection and automatic retraction of the speedbrakes, due to possible
activation of the Angle-of-Attack protection, allow the speed to increase before starting to use the
speedbrakes.

5
Immediate actions of UNRELIABLE SPEED INDICATION/ADR CHECK PROC
QRH 34.07 - FCOM PRO-ABN-34 P 24/32

AP/FD ............................................................................................................. OFF

A/THR............................................................................................................. OFF
PITCH/THRUST:
Below THRUST RED ALT................................................................ 15o / TOGA
Above THRUST RED ALT and Below FL 100.................................... 10o / CLB
Above THRUST RED ALT and Above FL 100 .....................................5o / CLB
FLAPS......................................................................... Maintain current CONFIG
SPEEDBRAKES..........................................................................Check Retracted
L/G ....................................................................................................................UP

When at, or above MSA or Circuit Altitude: Level off for troubleshooting.

6
 LOSS OF BRAKING
QRH 32.01 - FCOM PRO-ABN-32 P 18/24

x IF NO BRAKING AVAILABLE:
REV......................................................................................................................................... MAX
BRAKE PEDALS............................................................................................................RELEASE
Brake pedals should be released when A/SKID & N/W STRG sw is switched OFF, since the pedal
force or displacement produces more braking action in alternate mode than in normal mode.
A/SKID & N/W STRG .............................................................................................................. OFF
Braking system reverts to alternate mode.
BRAKE PEDALS..................................................................................................................PRESS
Apply brake with care, since initial pedal force or displacement produces more braking action in
alternate mode than in normal mode.
MAX BRK PR ....................................................................................................................1000 PSI
Monitor brake pressure or BRAKES PRESS indicator. Limit brake pressure to approximately
1000 PSI and, as low ground speed, adjust brake pressure as required.

x If STILL NO BRAKING:
PARKING BRAKE ..........................................SHORT AND SUCCESSIVE APPLICATIONS
Use short and successive parking brake applications to stop the aircraft. Brake onset asymmetry
may be felt at each parking brake application. If possible, delay the use of the parking brake
until low speed, to reduce the risk of tire burst and lateral control difficulties.

7
 STALL RECOVERY
QRH 80.07 - FCOM PRO-ABN-10 P 12/14

As soon as any stall indication (could be aural warning, buffet…) is recognized, apply the
immediate actions:
NOSE DOWN PITCH CONTROL ....................................................................................APPLY
This will reduce angle of attack
Note: In case of lack of pitch down authority, reducing thrust may be necessary.

BANK ................................................................................................................... WINGS LEVEL

x When out of stall (no longer stall indications):

THRUST ...................................................................... INCREASE SMOOTHLY AS NEEDED

Note: In case of one engine inoperative, progressively compensate the thrust asymmetry with
rudder.

SPEEDBRAKES .......................................................................................CHECK RETRACTED

FLIGHT PATH .................................................................................... RECOVER SMOOTHLY

x If in clean configuration and below 20000 ft:

FLAP1......................................................................................................................... SELECT

Note: If a risk of ground contact exists, once clearly out of stall (no longer stall indications),
establish smoothly a positive climb gradient.

8
 STALL WARNING AT LIFT-OFF
QRH 80.07 - FCOM PRO-ABN-10 P 13/14

Spurious stall warning may sound in NORMAL law, if an angle of attack probe is damaged. In this
case, apply immediately the following actions:
THRUST ................................................................................................................................. TOGA
At the same time:
PITCH ATTITUDE .....................................................................................................................15ͼ
BANK .....................................................................................................................WINGS LEVEL

Note: When a safe flight path and speed are achieved and maintained, if stall warning continues,
consider it as spurious.

9
 TCAS WARNINGS
QRH 34.06 - FCOM PRO-ABN-34 P 19/32

Traffic advisory: “TRAFFIC” messages:

Do not perform a maneuver on a TA alone.

Resolution advisory: All “CLIMB” and “DESCEND,” or “MAINTAIN VERTICAL SPEED

MAINTAIN,” or “ADJUST VERTICAL SPEED ADJUST” or “MONITOR VERTICAL SPEED”
type messages:
AP (if engaged) .......................................................................................................................... OFF
BOTH FDs ................................................................................................................................. OFF
Respond promptly and smoothly to a RA by adjusting or maintaining the vertical speed, as
required, to reach the green area and/or avoid the red area of the vertical speed scale.

Note: Avoid excessive maneuvers while aiming to keep the vertical speed just outside the red area
of the VSI, and within the green area. If necessary, use the full speed range between Vα
max and VMAX

Respect stall, GPWS, or windshear warning.

Notify ATC.

x GO AROUND procedure must be performed when an RA “CLIMB” or “INCREASE

CLIMB” is triggered on final approach:
Note: Resolution Advisories (RA) are inhibited below 900 ft.

When “CLEAR OF CONFLICT” is announced

Resume normal navigation in accordance with ATC clearance.
AP/FD can be re-engaged as desired.

10
 WINDSHEAR
QRH 80.10A - FCOM PRO-ABN-80 P 39/42

A red flag “WINDSHEAR” is displayed on each PFD associated with an aural synthetic voice
“WINDSHEAR” repeated three times.
If windshear is detected either by the system or by pilot observation, apply the following recovery
technique:

At takeoff:
If before V1:
The takeoff should be rejected only if significant airspeed variations occur below 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
This includes the use of full backstick, if demanded.
Note: 1. If engaged, the autopilot disengages when α is greater than α prot.
2. If the FD bars are not available, use an initial pitch attitude up to 17.5° with full
backstick, if necessary. If needed, to minimize the loss of height, increase this
pitch attitude.

Airborne, initial climb or landing:

THR LEVERS AT TOGA .............................................................................SET OR CONFIRM
AP (if engaged) .................................................................................................................... KEEP
SRS ORDERS...............................................................................................................FOLLOW
This includes the use of full backstick, if demanded.
Note: 1. If engaged, the autopilot disengages when α is greater than α prot.
2. If the FD bars are not available, use an initial pitch attitude up to 17.5° with full
backstick, if necessary. If needed, to minimize the loss of height, increase this 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 OF SHEAR.

11
 WINDSHEAR AHEAD
QRH 80.10 - FCOM PRO-ABN-80 P 40/42

The “W/S AHEAD” message is displayed on each PFD. The color of the message depends on the
severity and location of the windshear
Note: When a predictive windshear alert (“WINDSHEAR AHEAD” or “GO AROUND
WINDSHEAR AHEAD”) is triggered, if the flight crew makes a positive verification that
no hazard exists, then the alert may be disregarded, as long as:
- There are no other signs of possible windshear conditions, and
- The reactive windshear system is operational.
Known cases of spurious predictive windshear alerts have been reported at some airport,
during either takeoff of landing, due to the specific obstacle environment.
However, always rely on any reactive windshear (“WINDSHEAR”).

W/S AHEAD RED

Takeoff
Associated with an aural synthetic voice “WINDSHEAR AHEAD, WINDSHEAR AHEAD”.
x Before takeoff:
Delay takeoff, or select the most favorable runway.
x During the takeoff run:
Reject takeoff.
Note: Predictive windshear alerts are inhibited above 100 kt until 50 ft.
x When airborne:
THR LEVERS ...................................................................................................... TOGA
As usual, the slat/flap configuration can be changed, provided the windshear is not entered.
SRS ORDERS................................................................................................. FOLLOW
This includes the use of full backstick, if required.
Note: 1. If engaged, the autopilot disengages when α is greater than α prot.
2. If the FD is not available, use an initial pitch attitude up to 17.5°. If necessary,
to minimize the loss of height, increase this pitch attitude.

Landing
Associated with an aural synthetic voice “GO AROUND, WINDSHEAR AHEAD.”
GO-AROUND ......................................PERFORM
This includes the use of full backstick, if required.
Note: 1. If engaged, the autopilot disengages when α is greater than α prot.
2. If the FD is not available, use an initial pitch attitude up to 17.5°. If necessary, to
minimize the loss of height, increase this pitch attitude.

W/S AHEAD AMBER

Apply precautionary measures, as indicated in the SUPPLEMENTARY TECHNIQUES Refer to FCOM PRO-SUP-91-10

12