EasyJet Memory Items APR 13

• CREW OXY MASKS......ON
• EMER DESCENT......ANNOUNCE(PA) 
• SIGNS......ON
• EMER DESCENT......INITIATE
• THR LEVERS(if A/THR not engaged)......IDLE
• SPD BRK......FULL

• WHEN DESCENT ESTABLISHED    
• SPEED......MAX/APPROPRIATE
• ENG MODE SEL......IGN
• ATC......NOTIFY
• ATC XPDR 7700......CONSIDER
• MAX FL......100/MEA

• ● IF CAB ALT>14000ft:
• PAX OXY MASKS......MAN ON

• 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

• ● 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 

• ● If in clean configuration and below 20 000 ft:
• FLAP 1…… SELECT

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

• 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…… 15 ° 
• BANK…… WINGS LEVEL

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

A red flag “WINDSHEAR” is displayed on each PFD associated with an aural synthetic voice “WINDSHEAR” repeated three times.

• “WINDSHEAR TOGA”.    
• If windshear is detected 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

• If necessary, the flight crew may pull the sidestick fully back.
• Note:
• 1. Autopilot disengages if the angle of attack value goes above α prot.
• 2. 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.

• ■ Airborne, initial climb or landing
• THR LEVERS AT TOGA……SET OR CONFIRM
• AP (if engaged)……KEEP
• SRS ORDERS……FOLLOW
• If necessary, the flight crew may pull the sidestick fully back.
• Note: 1. Autopilot disengages if the angle of attack value goes above α prot.
• 2. 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.
• 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.

if the safe conduct of the flight is impacted: 

• “UNRELIABLE SPEED”.    
• MEMORY ITEMS

• Task sharing is standard according to the Airbus QRH. The Commander should
• consider taking control if not already PF.
• Note: Initial Actions Must Be Done From Memory!

• 1. Both Pilots:
• Put on Oxygen masks and Establish Communications.

• PF and PNF task sharing according to QRH. The Commander may assume
• the PF role if appropriate.

“EMERGENCY DESCENT”.    

PF carries out initiation of emergency descent using first loop, (see diagram).

• Use Autopilot/Auto Thrust if available.
• Alt Selector Knob: Turn left and Pull.
• (Selects lower altitude and puts aircraft into open descent.)
• Hdg Selector Knob: Turn left and Pull
• (in European airspace it may be better to return to original track.) (Initiates turn away from airway centreline and possibly other traffic and ensures positive G-loading during entry into descent.)
• Spd/Mach Selector: Pull.
• (Opens speed/mach window to allow selected speed.)

• Mach/Spd Changeover button: Push if necessary to select speed.
• (Holds current airspeed. Mach would increase airspeed during descent and at this stage structural integrity may be in doubt.)

• FMAs: Check, ensure THR IDLE/OPEN DES/HDG.
• (Confirms all the above actions have actually taken place.)

• Speed Brakes: Slowly extend
• (if no structural damage).
• (This prevents VLS from increasing too quickly causing Alpha protection activation with associated autopilot disconnection and auto speed brake retraction.) 

PNF simultaneously as the PF is completing their first loop carries out first loop



Seatbelt Signs: On.

Engine Mode Selector: Ignition.

• Transponder: Set Code 7700.
• (This removes filters on ATC screens to allow aircraft to be seen by all sectors especially below aircraft.)

Radio: Mayday, Mayday, Mayday, XXX Control, EZY xxxx Pressurisation problem, Emergency Descent, STANDBY.

• Pax Oxygen Mask Switch: On (if cabin altitude is going to exceed 14000 ft).
• (This ensures cabin emergency oxygen masks are deployed in case auto deployment fails.) 

• Once both “First Loops” are completed 
• PF completes second loop to fine
• tune selections with PNF monitoring and confirming the FMA

• Refine Altitude: 10,000 ft or MSA if Higher.
• (Good situational awareness is required especially in the areas of high terrain, the use of the terrain display on the ND is highly recommended.)

Refine Heading: Alter as required to avoid high terrain, other aircraft or if possible to comply with ATC requests.

• Review Speed: If NO structural damage, consider increasing speed as appropriate, use of the Expedite Switch is permitted with Autopilot.
• If in any doubt maintain initial decent speed. Caution: with structural damage use of the speedbrake or gear may cause additional airframe loading.
• (Increasing speed during decent will greatly reduce time required to descend to a safer altitude, and gives approx 6000'/min ROD.)

PF calls “MY RADIOS, EMERGENCY DESCENT CHECKLIST”

PNF completes this checklist and then the crew action any ECAM as appropriate.

• Note: If only one pilot is in the cockpit when the Emergency Descent becomes necessary, the other pilot should not try to return to the cockpit until the descent manoeuvre is completed. The remaining pilot must therefore perform both sets of drills by inserting the relevant PNF actions into the 
• PF’s “Loop Scan” at an appropriate place, i.e. Speed brake, Engine mode selector, Transponder, Mayday, Passenger Oxygen Switch...PF’s Second Loop.

• BOTH PILOTS MUST KNOW BOTH SETS OF DRILLS...
• At Level off Altitude:
• At a safe altitude for the crew to breathe without the use of Oxygen:

• Remove Oxygen masks.
• Deactivate mask microphone by closing left door of Oxygen mask stowage and resetting the slide controller.
• PA “Senior Cabin Crew Member to the Flight Deck.”
• (This is the signal for the cabin crew that it is now safe to move throughout the cabin.)

When the Senior Cabin Crew Member is in the cockpit:

• Ask for information about damage, and pax/crew injuries in cabin.
• The Cabin Crew are a valuable resource and may provide information which enhances situational awareness.

Give “NITS”.

“TCAS, I have control”.    

• AP (if engaged)...... OFF
• BOTH FDs......OFF
• Respond promptly and smoothly to an RA by adjusting or maintaining the pitch, 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 Vαmax and VMAX.

Respect stall, GPWS, or windshear warning.

Notify ATC.

● 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.

“LOSS OF BRAKING”    

• ′′PULL UP′′ – ′′TERRAIN AHEAD PULL UP′′-"OBSTACLE AHEAD PULL UP":
• Simultaneously:

“PULL UP TOGA”.

• AP...... OFF
• PITCH......PULL UP
• Pull to full backstick and maintain in that position.

• THRUST LEVERS ......TOGA
• SPEED BRAKES lever......CHECK RETRACTED
• BANK......WINGS LEVEL or ADJUST

● When flight path is safe and the warning stops:

Decrease pitch attitude and accelerate.

• ● 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, based 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 the glideslope, or set the G/S MODE pb to OFF, if flight below the glideslope is intentional (non precision approach (NPA)).

“SMOKE/FUMES EMERGENCY PROCEDURE”.    

LAND ASAP

IF PERCEPTIBLE SMOKE APPLY IMMEDIATELY:

• ● IF REQUIRED:
• CREW OXY MASKS...... USE/100%/EMERG
• BLOWER......OVRD
• EXTRACT......OVRD
• CAB FANS......OFF
• GALY & CAB......OFF
• SIGNS......ON
• CKPT/CAB COM......ESTABLISH

●  IF SMOKE SOURCE IMMEDIATELY OBVIOUS, ACCESSIBLE, AND EXTINGUISHABLE:

FAULTY EQPT......ISOLATE

• ●  IF SMOKE SOURCE NOT IMMEDIATELY ISOLATED:
• DIVERSION......INITIATE DESCENT (FL 100, or MEA, or minimum obstacle clearance altitude) ......INITIATE
• ● AT ANY TIME of the procedure, if SMOKE/FUMES becomes the GREATEST THREAT :
• REMOVAL OF SMOKE/FUMES......CONSIDER

• ELEC EMER CONFIG......CONSIDER
• Refer to the end of the procedure to Set ELEC EMER CONFIG

• ● At ANY TIME of the procedure, if situation becomes UNMANAGEABLE :
• IMMEDIATE LANDING......CONSIDER

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