2024 "E" RTS Maneuvers Flashcards
Spot 1: CA Flies. WX 1/8SM FG 600/600/INOP – review WX to confirm you don’t need low vis TO
procedures. 16L KSEA departure, vectored off SID and advised of traffic. PM can advise ATC. Sim
freeze, then nose high upset recovery. Vectors to ILS 16L CAT III. WX ¼SM 6/6/INOP. Review AOM
CAT III pages (10.5.2) and as a technique, mention the SMGS 1200-500 RVR taxi page when you do
the approach brief. Missed approach with very little time to hit the 2000 missed approach altitude,
so your VNAV will go into altitude capture mode which opens up the speed window - call for PM to
roll speed to 220 if you don’t want to get fast. Given holding - present position (HOLD page, NEXT
HOLD) at 4000’, left turns, 5-mile legs. Request relief from holding speed since you’re above the 200
knot limit, and reset the cruise altitude on the VNAV page if you get an altitude conflict. In holding,
DRIVE light. After running the checklist, exit the hold and vectors to RNAV (RNP) Z 16R with WX
80BKN, 2SM, make sure to run all RNAV/RNP checks (20-7 pages, confirm RAIM prediction, 0.15 and
125, VOR updates off, coded GP, etc.). If you are in a non-NPS sim, it does not allow you to enter
the 125 VERT RNP, so the PM must monitor PROG page 4. Make sure you comply with the 210 knot
restriction at VASHN. After cleared the approach at 4K with LNAV/VNAV/VNAV PATH and
minimums set, we were vectored off the approach and told to maintain 4K. Make sure you reset the
MCP altitude back to 4K or the VNAV path will start your descent. As soon as we caught the
altitude, we were re-cleared the approach – make sure you set the minimums back in the MCP (if
on LNAV/VNAV/VNAV PATH). Make sure you’re below 180 KIAS on the final approach section
(RNAV/RNP limit). Approach to crosswind landing.
-Less than 500 RVR, 10 knots
-Any two of three transmissometers (All reporting are controlling).
Review AOM 6.3, and reference Low Visibility Taxi Charts.
-No GND ROLL
-Review AOM CAT III approach review pages
Upset recovery
Spot 1: CA Flies. WX 1/8SM FG 600/600/INOP – review WX to confirm you don’t need low vis TO
procedures. 16L KSEA departure, vectored off SID and advised of traffic. PM can advise ATC. Sim
freeze, then nose high upset recovery. Vectors to ILS 16L CAT III. WX ¼SM 6/6/INOP. Review AOM
CAT III pages (10.5.2) and as a technique, mention the SMGS 1200-500 RVR taxi page when you do
the approach brief. Missed approach with very little time to hit the 2000 missed approach altitude,
so your VNAV will go into altitude capture mode which opens up the speed window - call for PM to
roll speed to 220 if you don’t want to get fast. Given holding - present position (HOLD page, NEXT
HOLD) at 4000’, left turns, 5-mile legs. Request relief from holding speed since you’re above the 200
knot limit, and reset the cruise altitude on the VNAV page if you get an altitude conflict. In holding,
DRIVE light. After running the checklist, exit the hold and vectors to RNAV (RNP) Z 16R with WX
80BKN, 2SM, make sure to run all RNAV/RNP checks (20-7 pages, confirm RAIM prediction, 0.15 and
125, VOR updates off, coded GP, etc.). If you are in a non-NPS sim, it does not allow you to enter
the 125 VERT RNP, so the PM must monitor PROG page 4. Make sure you comply with the 210 knot
restriction at VASHN. After cleared the approach at 4K with LNAV/VNAV/VNAV PATH and
minimums set, we were vectored off the approach and told to maintain 4K. Make sure you reset the
MCP altitude back to 4K or the VNAV path will start your descent. As soon as we caught the
altitude, we were re-cleared the approach – make sure you set the minimums back in the MCP (if
on LNAV/VNAV/VNAV PATH). Make sure you’re below 180 KIAS on the final approach section
(RNAV/RNP limit). Approach to crosswind landing.
Review- HUD Low Visibility Takeoff Procedures?
-When (weather) do we use this? Wind Limit
-How many transmissometers are required?
-How do you setup for it?
-What CANNOT be displayed?
-Less than 500 RVR, 10 knots
-Any two of three transmissometers (All reporting are controlling).
Review AOM 6.3, and reference Low Visibility Taxi Charts.
-No GND ROLL
“Request relief from holding speed since you’re above the 200
knot limit”
What are the holding speed limits
DRIVE light review
RNAV (RNP) Z 16R with WX80BKN, 2SM.
Make sure to run all RNAV/RNP checks (20-7 pages, confirm RAIM prediction, 0.15 and 125, VOR updates off, coded GP, etc.).
If you are in a non-NPS sim, it does not allow you to enter the 125 VERT RNP, so the PM must monitor PROG page 4.
Make sure you comply with the 210 knot restriction at VASHN.
After cleared the approach at 4K with LNAV/VNAV/VNAV PATH and
minimums set, we were vectored off the approach and told to maintain 4K. Make sure you reset the MCP altitude back to 4K or the VNAV path will start your descent. As soon as we caught the altitude, we were re-cleared the approach – make sure you set the minimums back in the MCP (if on LNAV/VNAV/VNAV PATH).
Make sure you’re below 180 KIAS on the final approach section (RNAV/RNP limit). Approach to crosswind landing.
Spot 2: FO Flies. 16L KSEA departure, 1600 RVR.
Vectored off SID to nose low upset recovery – watch your airspeed and use speedbrake as needed. Also watch the rolling G, and
don’t use rudder (put your feet on the floor).
Vectors to RNAV (RNP) Z 16R, missed approach (quick
level off again).
After level, we got a FUEL FILTER BYASS (which is a one-step checklist). Departing
hold, vectors GPS Y 16R flown to a full stop
REVIEW REJECTED T/O
Spot 3: CA Flies. 16L KSEA departure. CARGO FIRE about 10 knots below V1.
CA: “REJECT, my aircraft”, throttles, speed brakes, reversers in that order (habit pattern is to do throttles, then
reversers – don’t!).
FO calls “Deployed”, “80” and “60”, then “Mayday mayday mayday” to tower
and get flaps 40 once stopped.
Once stopped, CA calls, “This is the Captain, Remain Seated, Remain
Seated, Remain Seated.”
FO call for Mayday and ARFF. Run the checklist – stop at stop 3 since
you’re on the ground.
REVIEW V1 CUT
Practice the litany for running the QRH
Spot 4: CA Flies.
On takeoff immediately after V1 ENGINE FAILURE.
Make sure to select HDG to continue straight (up to 14.2 miles).
Engine failure is not on the QRC (straight to the QRH), but most Sim-Ps/CKP want to see you reference the QRC. Practice the litany for running the QRH;
PM reads entire checklist step (ex: “Thrust lever, affected engine, confirm, close”) then PF will touch, but notmove, affected thrust lever and say, “Thrust lever #1/2, confirm”. Then PM will confirm PF is touching the correct thrust lever and say, “Confirmed” and PF will close the thrust lever and say, “Closed”. In each step, “confirmed” is said three times. The PF accomplishes the first two steps
(autothrottles off, thrust lever closed) and the PM accomplishes the rest (engine cutoff, etc.).
This spot is long because there are a lot of checklists to go through. After all engine checklists are run, CA gives PF duties to FO to run non-routine landing consideration checklist. SE Cat I ILS 16L approach and landing.
On landing, call “Single reverse
Spot 5: FO Flies. 16L KSEA departure.
ENGINE FIRE at about 200 AGL. Other than that, this is
basically a repeat of Spot 4 with roles swapped.
SE Cat I ILS 16L approach and landing.
Spot 6: CA Flies. 16L KSEA departure. Takeoff reactive windshear between V1 and VR.
If you get windshear advisories from tower, take out AT from 26K performance data.
Call “Escape, my aircraft” and don’t change configuration until you have gotten out of it. Take your hand off the throttles (they’re firewalled) and put them both on the yoke.
PM should call parameters during the escape maneuver, then set speeds and select LVL CHG once you are exiting the windshear.
Winshear guidance altitude limit???
Spot 7: FO Flies. 16L ILS SEA. Windshear on short final.
You may start to get indications (airspeed
deviations) around 400-500’. Gusty winds may mask initial indications, but if the airspeed drops considerably or you get audible warning, call “Escape” max power.
PM should call out RA altitude and whether we are climbing / descending. If you Go-Around early (prior to windshear warning), you can start to deconfigure, otherwise don’t deconfigure until clear of windshear.
