909 Brief STDs Flashcards
Emergency CRM/Plan/Comm
PF will continue flying the aircraft. PM will back up the PF, and be primary on checklists/communication with ATC. Boom will back up the pilots on engine and instrument scans, and be primary on circuit breaker protection/communications with C2. Crew will put the aircraft in a safe situation and, once stabilized at a safe altitude and on a targeted flight path, accomplish any appropriate boldface, emergency, and abnormal procedures. The crew will vocalize their intent to ATC/controlling agency. As a guide, consider MSA as a safe altitude.*
*Note: At Kadena, this equates to 2700 feet MSL. MSA was chosen due to the terrain clearance it provides while also keeping us above Naha departure/arrival corridors, as well as the extra time it allows PF to regain and/or maintain aircraft control as the issue is analyzed. This does not preclude the PIC from selecting a lower altitude if the issue is very critical and timeliness is a factor.
APU Fire
Crew will monitor APU for automatic shutdown. If no automatic shutdown, request fire coverage with ground, engage APU stop, EMERGENCY stop, combat fire or egress as required. Boom should make the recommendation to egress as early as possible if the APU fire is uncontrollable and egress is required.
Engine start procedures
The standard Kadena start is with a ground power unit positioned on the aircraft’s left side. Crew will sequentially start engines #3 and #4, check that the #3 generator is on-line and supplying aircraft power, request ground power unit disconnect, then sequentially start engines #1 and #2. If a hot, hung, sub-idle start or torch occurs, crew will place THROTTLE to CUT-OFF and motor the engine for 60 seconds, observing all starter limitations in Section V. For oil related start abnormalities, crew will place THROTTLE to CUT-OFF. In all cases, appropriate Section III emergency checklists will be referenced.
Engine Fire on Ground
Crew will determine whether an INTERNAL FIRE or a NACELLE FIRE exists and execute the appropriate checklist. If fire cannot be extinguished, crew will notify ground/tower and ground crew and egress the aircraft.
Alarm bells
IAW T.O. 1C-135(K)R(II)-1 Section 3 titled “EMERGENCY SIGNALS.”
Taxi
IAW 3-3 para 3.6. As a guide, do not exceed 20 knots taxi speed since there is no Taxi Brake Energy chart (speed control) for speeds greater than 20 knots. Crews will brief potential taxi route and any applicable airfield hotspots/hazards.
Takeoff Data
Crew will brief TOLD applicable to expected runway/weather/gross weight conditions.
Normal Takeoff (MFD)
Crew will comply with AFMAN 11-2KC-135V3 6.13 guidance on MFD for takeoff. Additionally, when flying a B45 aircraft, crews will operate with either the EEID in split mode or have the terrain mode selected on one MFD. This ensures the terrain pop-up display functions properly.
Wind Shear During Takeoff
Delay or cancel takeoff until conditions improve. If mission requirements dictate and windshear is encountered, crew will comply with T.O. 1C-135(K)R(II)-1 Section III titled “EGPWS WARNING.”
Abort
PIC will determine and brief the high speed/low speed regime change point. All crew members will monitor conditions on takeoff for abnormalities or hazards. Crew members will verbalize any observed issues over interphone, being as brief and specific as possible. PIC will make the go/no-go decision prior to S1. After S1, crew will continue the takeoff and attend to the issue at a safe altitude.
Engine Fire/Failure in Flight
Crew will ensure the landing gear is retracted and the aircraft is at a safe altitude prior to throttle reduction. As a guide, consider MSA as a safe altitude. Prior to executing the BOLDFACE, CRM monitor for the applicable stage of flight will ensure the PF and PM positively identify the affected throttle.
Crash Landing/Ditching Immediately After Takeoff
When the aircraft can no longer maintain targeted altitude and airspeed, the PIC will make the decision to commit to crash land/ditch. Crew will execute the BOLDFACE and emergency procedures IAW T.O. 1C-135(K)R(II)-1 Section III.
Uncommanded Rudder, Yaw or Roll
PF will fly with feet on the rudder pedals at all times during the flight. Any crew member that suspects this abnormal condition will call “RUDDER RUDDER RUDDER.” Pilots will scan engine instruments and flap position indicators. If engine failure and/or asymmetric flap condition are not indicated, either pilot will continue with actions to turn the rudder power switch to OFF. Boom will scan the power valve AUXSCBP/V1 circuit breaker. If the circuit breaker is tripped advise pilots prior to resetting.
Runaway Trim/Monitor
Any crew member that suspects this condition will call “TRIM TRIM TRIM.” PM will place the trim switch to CUT-OUT. If actuation of the trim switch to CUT-OUT fails to stop manual trim wheel movement, PM will firmly grasp the manual trim wheel. Following the PM grabbing the trim wheel, the BO is cleared to open the STAB TRIM circuit breakers (MCBP/D28;E28;F28) to remove electrical power from the trim motor. Pilots will coordinate to set trim manually after airplane has been stabilized.
Smoke Fume/Elimination
All crew members will don oxygen, complete a Crew Report and coordinate to ventilate the aircraft. PM will set CABIN ALTITUDE to 8000 feet and set CABIN RATE to MAX. Boom will open the SEXTANT PORT as required for ventilation.
