Abnormal Procedures Flashcards
Ground Incident
- If an immediate evacuation is not required I will PA,
“Remain Seated, Remain Seated” - If urgent contact wiht the In-Charge is required, I will PA,
“In-Charge Flight Attendant Call (or Report to) the Flight Deck”. - If an evacuation is required I will call,
“Checklist, Passenger Evacuation”. - I will read the Passenger Evacuation Checklist
Engine Fire/Failure/Severe Damage/Separation
at or above V1
As per I will/You Will
During a bleeds off take-off, if engine falure occurs, do not position engine BLEED AIR switches ON until reaching 1500 feet or until obstacle clearance height has been attained.
Engine Inoperative Cruise/Driftdown
PF - “Disengage Autothrottle”, “Set Max Continuous Thrust”.
PF - Adjust trim
PM - Disengage Autothrottle
PM - Select CON Thrust in FMC
PM - Manually set MCT
PF - Confirm MCT set
PF - Request ENG OUT and ECON on cruise page
PM - Set Altitude on MCP/ Set Airspeed on MCP
PF - Slow to ENGINE OUT TARGET airspeed then - LVL CHG
PM - All exterior lights - ON
PM - ATC Adivse
PF - Initiate Turn IF REQ’d
“Checklist Engine Failure”
Overweight Landing
- Flaps 30 prefered
- Reduce landing weight as much as possible
- Use full landing length
- Avoid tailwind
- Maximum reverese thrust
- Avoid Autoland
Airspeed can be reduced by as much as 20 knots below normal normal maneuver speeds before extending to the next flap setting.
Cabin Altitude WARNING
In Flight - Perform Cabin Altitude Warning/Rapid Depressurization Drill
On Ground - This is “Takeoff Config” warning.
Rapid Depressurization and Emergency Descent
As per I will/You Will
In the event of an explosive decompression, go to EMERGENCY DESCENT.
Driftdown Escape Charts
- Not route specific
- Blue Grid Areas
- Maximum takeoff weight minus climb fuel
- Optimum Driftdown speed
- 70kts headwind
- ISA -20 to ISA +20
It is possible that the driftdown at the optimum speed penetrtes the GRID MORA. Terrain clearance is still assured provided crews follow the depicted escape route and optimum driftdown profile.
Decompression/Driftdown Escape Charts
- Maximum altitude while ensuring O2 requirements
- S/E driftdown profile
- Descent at VMO/MMO with SPEEDBRAKES deployed followed by step cruise LRC
- Normal 02 setting if needed
- Next lower altitude depicted on chart must be attained as soon as available
- Same environmental conditions as Driftdown Escape Charts
Use TERRAIN VSD to help with situational awareness
Traffic Avoidance
TA
PF/PM - Look for traffic using traffic display as guide. Call out any conflicting traffic.
PF - If traffic is sighted, maneuver if needed.
Maneuvers based solely on a TA may result in reduced separation and are not recommended.
Traffic Avoidance
RA - ALL PHASES (Not landing)
PF - Disengage AP and AT
PF - Smoothly Pitch and Thrust to follow RA Command
PF - Follow lateral path planned
PF/PM - Attempt to establish visual contact. Call out any conflicting traffic
PM - “AC XXX, TCAS RA”
Do not use the FD commands until clear of conflict
DO NOT follow a DESCEND RA issued below 1000’
Traffic Avoidance
RA - LANDING CONFIG
PF - Disengage AP and AT
PF - Maximum Thrust, Flaps 15
PF - Smoothly Pitch to follow RA Command
PF - Follow lateral path planned
PF - “Gear Up” @ PM “Positive Rate”
PF/PM - Attempt to establish visual contact. Call out any conflicting traffic
PM - “AC XXX, TCAS RA”
Do not use the FD commands until clear of conflict
DO NOT follow a DESCEND RA issued below 1000’
Upset Recovery - Nose HIGH
PF - Recognize and confirm
PF - Disengage AP/AT
PF - Nose-down stabilizer
PF - Nose-down Trim as required
PF - Reduce Thrust
PF - Roll for nose down
Recover
PF - @ Horizon, roll wings level
PF - Airspeed & Thrust
PF - Pitch
Excessive use of trim or rudder not recommended
HGS Symbology - Bank angles > 55 degrees / Pitch attitude > +35/-20 degrees
Upset Recovery - Nose LOW
PF - Recognize and confirm
PF - Disengage AP/AT
PF - Recover from stall, if required
PF - Roll in shortest direction wings level (unload first)
Recover
PF - Apply nose up elevator
PF - Apply nose up trim
PF - Adjust thrust and drag
Excessive use of trim or rudder not recommended
HGS Symbology - Bank angles > 55 degrees / Pitch attitude > +35/-20 degrees
GPWS Caution
CAUTION TERRAIN / CAUTION OBSTACLE / AIRSPEED LOW / SINK RATE / TERRAIN/ DON’T SINK / TOO LOW FLAPS /TOO LOW GEAR / TOO LOW TERRAIN / GLIDESLOPE / BANK ANGLE
Correct the flight path, airplane configuration, or airspeed
If a terrain caution occurs when flying under daylight VMC, and positive visual verification is made that no obstacle or terrain hazard exists, the alert may be regarded as cautionary and the approach may be continued.
GPWS WARNING
PULL UP / OBSTACLE OBSTACLE PULL UP / TERRAIN TERRAIN PULL UP
PF - “FIREWALL”
PF - Disengage AP/AT
PF - Max Thrust (aggressive)
PF - Roll wings level & Pitch 20 degrees UP
PF - Retract speedbrakes
PM - Assure Maximum thrust & verify actions
PM - Monitor vertical speed and altitude
PF - Do NOT change gear or flap until clear of terrain
Terrain contact remains threat, rotate to pitch limit indicator or shaker. Do not use FD. If positive visual verification is made that no obstacle or terrain hazaed exists when flying under daylight VMC conditions PRIOR to a terrain or obstacle warning, the alert may be regarded as cautionary and the approach may be continued.
Over-Run Warning (ORW) Airborne
OVERRUN, GO-AROUND aural alert OR GO-AROUND annunciation on the PFD
Execute a go-around
Overrun Warning (ORW) On-Ground
MAX BRAKES, MAX REVERSE aural alert OR MAX REVERSE annunciation on the PFD
I Will/You Will from Rejected Takeoff
Start movement of the reverse thrust levers to reach the reverse idle detent before taxi speed. After engines are at reverse idle, move the reverse thrust levers to full down.
STALL
PF - “STALL”
PF - Hold control column firmly
PF - Disengage AP/AT
PF - Pitch to break stall (trim as needed)
PF - Roll wings level shortest direction
PF - Thrust as needed
PF - Retract the speedbrakes
PM - Monitor altitude and airspeed
PM - Verify all actions have been completed, call out omissions
PM - Call out any trend toward terrain contact
DURING TAKEOFF - if flaps are up, call for flaps 1
Windshear Caution
MONITOR RADAR DISPLAY
Maneuver as required to avoid the windshear
Windshear WARNING
Predictive On-Ground
“WINDSHEAR AHEAD, WINDSHEAR AHEAD”
Prior to V1 - Reject
After V1 - perform the Windshear Escape Maneuver
If there is insufficien runway left to stop, after V1, initiate a normal rotation at least 2,000’ before the end of the runway, even if airspeed is low
Windshear WARNING
Predictive Airborne
(“GO-AROUND, WINDSHEAR AHEAD”)
Perform the Windshear Escape Maneuver
or
Perform a Normal Go-Around
Windshear WARNING
(“WINDSHEAR, WINDSHEAR, WINDSHEAR”)
<1500AGL = +/- 15kts OR +/-500fpm OR +/- 5 degrees pitch OR 1 dot from glideslope OR unusual thrust
MANUAL FLIGHT
PF - “WINDSHEAR TOGA”
PF - Disengage AP
PF - Push TOGA
PF - Max thrust (aggressive)
PF - Disengage AT
PF - Roll wings level & pitch to 15 degrees nose up
PF - Retract speedbrakes
PF - Follow FD guidance (if available)
AUTOMATIC FLIGHT
PF - “WINDSHEAR TOGA”
PF - Push TOGA
PF - Verify TOGA mode FMA
PF - Verify Thrust
PF - Regract speedbrakes
PF - Monitor
BOTH
- Do not change aircaft configuration until clear of windshear
- Maintain wings level
- Monitor vertical speed and altitude
- Do not attempt to regain lost airspeed until windshear is no longer a factor
Low Energy Go-Around
In descent + thrust at or near idle + airspeed decreasing + aircraft height is equal to or less than 50’
- Normal Go-Around
- Vref achieved before climbing
Wheels may touch, this is ok.
Go Around - One Engine Inoperative
- Flap 15 = Flap 1
- Flap 30/40 = Flap 15
- Limit bank angle to 15 degrees when airspeed is less than VREF 15 + 15kts or VREF ICE + 5kts or Minimum Maneuver Speed, whichever is LOWER
Engine Failure During Go-Around
- Normal Go-Around
- Verify Max GA Thrust Set
- Limit bank angle to 15 degrees until initial maneuvering is complete and a safe altitude is reached
ETOPS Diversion Time/Distance
60 min/395nm
75 min/478nm
120 min/764nm
180/1146nm
Maximum Takeoff and Landing Tailwind Component
15kts
Aircraft Weights
Max Taxi - 82,417kg
Max TO - 82,190kg
Max LDG - 69,308kg
Max ZFW - 65,952kg
Broadband System Limits
OFF DURING:
* De-icing
* Taxiing under sky-bridge
* In hangar
HF Radio Limit
Do not use while refueling
Autopilot Limits
- Aileron Trim with autopilot in use prohibited
- No autopilot below 400AGL during takeoff
- Autopilot must be disengaged below 50’ using single channel
Max wind for autoland are:
* 25kt headwind
* 25kt crosswind
* 10kt tailwind
- Maximum and minimum glideslope angles autoland = 3.25 and 2.5 degrees
- Autopilot & FD with glidepath >3.77 prohibited
- Autoland only with Flap 30 or 40
- Autoland only with Flap 30 S/E
- Use of HGS takeoff guidance as sole means of runway centerline tracking is prohibited
- Do not use LVL CHG on approach below 1000 AFE
Flight Controls Limits
- Max Flap altitude 20,000’
- Holding in icing with flaps is prohibited
- Do not extend speedbrake past FLIGHT detent
- Do not use speedbrake below 1000 AGL
- Do not extend speedbrake greater than ARMED with flap 40 in-flight
- Avoid large alternating control inputs. May result in structural failure below VA
Fuel Limitations
Max imbalance - 453kg
Overrun Warning (ORW) Alerting System (RSAT) Limit Conditions
Inhibit
- Landing OAT on the ground is less than -40 degrees celsius or greater than +50.
- Gross weight is greater than MLW
APU Limitations
APU Bleed + Electrical load = 10,000’
APU Bleed = 17,000’
APU Electrical load = 41,000’
- Run APU for 2 full minutes prior to using as a bleed source
Powerplant Limitations
Engine Anti-Ice System
* Must be on during ALL ground icing and flight operations when icing conditions exist or are anticipated, except during climb and cruise when SAT is below -40
Oil System
* Minimum oil starting temp is -40
Flight in HEAVY RAIN, HAIL or SLEET
Engine Ignition set to CONT
Cold Soaked Fuel Frost (CSFF)
- Ambient air temperature is less than +4 celsius.
- Tank fuel temperature is -16 celsius or colder
- There is cold-soaked fuel frost on the wing tank upper surfaces that is NOT within the lines defining the permissible cold-soaked fuel frost area
- There is precipitation or visible moisture
Oceanic Diversion - All Engines
- Initiate applicable drills and time critical checklists
- Declare emergency and request clearance
- Obtain clearance if possible
- No clearance - Turn 30 degrees right/left and 5nm offset
- Climb/Descent 500ft.
Oceanic Diversion - Engine Out
- Initiate applicable drills and time critical checklists
- Declare emergency and request clearance
- Obtain clearance if possible
- No clearance - Turn 30 degrees right/left and 5nm offset
- Descend on offset to below <FL290
- Maintain FLXXX +/- 500
Aborted Engine Start
- Engine Start Lever (affected engine)……..Cutoff
Engine Limit or Surge or Stall
- Engine indications are abnormal
- Engine indications are rapidly approaching or exceeding limits
- Abnormal engine noises are heard, possibly with airframe vibration
- There is no response
- Abnormal, flames in the engine inlet or exhaust are reported
- Autothrottle……..Disengage
- Thrust Level……..Confirm……..Retard until within limits or Close
Loss of Thrust on Both Engines
- Both engines have a loss of thrust
- Both ENG FAIL alers show
- ENGINE START switches (both)……..FLT
- Engine start levers (both)……..CUTOFF
- When EGT decreases: Engine Start Levers (both) ….. IDLE detent
- EGT redline or no increase with 30 secs:
Engine Start Lever (affected engine)….Confirm….CUTOFF, IDLE - If EGT again reaches a redline or there is no increase in EGT within 30 seconds, repeat as needed.
APU Fire
- Fire detected in the APU
- APU fire switch…..Confirm…..Pull, rotate and hold 1 second.
- APU switch…….. OFF
Engine Overheat
- An overheat is detected in the engine
- Autothrottle (if engaged)……..Disengage
- Thrust Lever (affected engine)……..Confirm……..Close
- If the ENG OVERHEAT light stays illuminated:
Complete the ENG FIRE drill
Smoke or Fire from Lithium Battery
- If necessary transfer control to the flight crew member seated on the opposite side of the fire
- PA…….. “BACKUP TO THE FLIGHT DECK, BACKUP TO THE FLIGHT DECK”
Smoke, Fire or Fumes
- Oxygen Masks…….. ON, 100%
- Crew and cabin communictions…….. Establish
Runaway Stabilizer
- Uncommanded stabilizer trim movement occurs continuously or in a manner not appropriate for flight conditions
- Control column…….. Hold firmly
- Autopilot (if engaged)……..Disengage
- Autothrottle (if engaged)……..Disengage
- Control column and thrust levers……..Control Pitch, Airspeed, Attidude
- Main Electric Stabilizer trim……..Reduce control column forces
- If the runaway stops after the autopilot is desngaged:
Do not re-engage the autopilot or autothrottle
- If the runaway continues afer the autopilot is disengaged:
STAB TRIM cutout switches (both)…….. CUTOUT - If the runaway continues:
Stabilizer trim wheel………Grasp and Hold
Airspeed Unreliable
(Stick Shaker Deactivation)
Airspeed or Mach indications are suspected to be unreliable. (Items which might indicate unreliable airspeed are listed in the Additional Information section QRH)
- Autopilot (if engaged)……….Disengage
- Autothrottle (if engaged)……..Disengage
- F/D switches (both)………OFF
- Set the following gear up pitch attitude and thrust:
Flaps extended……..10 deg and 80% N1
Flaps up…………………4 deg and 75% N1
IAS Disagree
- Airspeed Unreliable Drill
AOA Disagree
- Airspeed Unreliable Drill
Landing Configuration
In flight, the steady warning horn sounds
- Assure corret airplane landing configuration
Takeoff Configuration
On the ground, the intermittent cabin altitude/configuration warning horn sounds or a TAKEOFF CONFIG light illuminates when advancing thrust levers for takeoff thrust
- Assure correct airplane takeoff configuration
Warning Horn (Intermittent)
or
Warning Light - Cabin Altitude or Takeoff Configuration
- In flight, at an airplane flight altitude above 10,000’ MSL, the intermittent warning horn sounds or a CABIN ALTITUDE light illuminates
- On the ground, the intermittent warning horn sounds or a TAKEOFF CONFIG light illuminates when advancing the thrust levers to takeoff thrust
- If the intermittend warning horn sounds or a CABIN ALTITUDE light illuminates IN FLIGHT at an airplane flight altitude above 10,000 MSL:
- Don the oxygen masks and set the regulators to 100%
- Establish crew communications
- ## Do the CABIN ALTITUDE WARNING Drill
- If the intermittend warning horn sounds or a TAKEOFF CONFIG light illuminates ON THE GROUND when advancing the thrust levers to takeoff thrust:
- Assure correct airplane takeoff configuration
