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Boeing 737 Max 8 > Abnormal Procedures > Flashcards

Abnormal Procedures Flashcards

1
Q

Ground Incident

A
  1. If an immediate evacuation is not required I will PA,
    “Remain Seated, Remain Seated”
  2. If urgent contact wiht the In-Charge is required, I will PA,
    “In-Charge Flight Attendant Call (or Report to) the Flight Deck”.
  3. If an evacuation is required I will call,
    “Checklist, Passenger Evacuation”.
  4. I will read the Passenger Evacuation Checklist
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2
Q

Engine Fire/Failure/Severe Damage/Separation
at or above V1

A

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.

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3
Q

Engine Inoperative Cruise/Driftdown

A

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”

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4
Q

Overweight Landing

A
  • 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.

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5
Q

Cabin Altitude WARNING

A

In Flight - Perform Cabin Altitude Warning/Rapid Depressurization Drill

On Ground - This is “Takeoff Config” warning.

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6
Q

Rapid Depressurization and Emergency Descent

A

As per I will/You Will

In the event of an explosive decompression, go to EMERGENCY DESCENT.

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7
Q

Driftdown Escape Charts

A
  • 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.

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8
Q

Decompression/Driftdown Escape Charts

A
  • 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

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9
Q

Traffic Avoidance

TA

A

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.

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10
Q

Traffic Avoidance

RA - ALL PHASES (Not landing)

A

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’

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11
Q

Traffic Avoidance

RA - LANDING CONFIG

A

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’

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12
Q

Upset Recovery - Nose HIGH

A

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

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13
Q

Upset Recovery - Nose LOW

A

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

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14
Q

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

A

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.

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15
Q

GPWS WARNING

PULL UP / OBSTACLE OBSTACLE PULL UP / TERRAIN TERRAIN PULL UP

A

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.

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16
Q

Over-Run Warning (ORW) Airborne

OVERRUN, GO-AROUND aural alert OR GO-AROUND annunciation on the PFD

A

Execute a go-around

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17
Q

Overrun Warning (ORW) On-Ground

MAX BRAKES, MAX REVERSE aural alert OR MAX REVERSE annunciation on the PFD

A

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.

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18
Q

STALL

A

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

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19
Q

Windshear Caution

MONITOR RADAR DISPLAY

A

Maneuver as required to avoid the windshear

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20
Q

Windshear WARNING
Predictive On-Ground
“WINDSHEAR AHEAD, WINDSHEAR AHEAD”

A

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

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21
Q

Windshear WARNING
Predictive Airborne
(“GO-AROUND, WINDSHEAR AHEAD”)

A

Perform the Windshear Escape Maneuver
or
Perform a Normal Go-Around

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22
Q

Windshear WARNING
(“WINDSHEAR, WINDSHEAR, WINDSHEAR”)

<1500AGL = +/- 15kts OR +/-500fpm OR +/- 5 degrees pitch OR 1 dot from glideslope OR unusual thrust

A

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
23
Q

Low Energy Go-Around

In descent + thrust at or near idle + airspeed decreasing + aircraft height is equal to or less than 50’

A
  1. Normal Go-Around
  2. Vref achieved before climbing

Wheels may touch, this is ok.

24
Q

Go Around - One Engine Inoperative

A
  • 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
25
Q

Engine Failure During Go-Around

A
  • 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
26
Q

ETOPS Diversion Time/Distance

A

60 min/395nm
75 min/478nm
120 min/764nm
180/1146nm

27
Q

Maximum Takeoff and Landing Tailwind Component

A

15kts

28
Q

Aircraft Weights

A

Max Taxi - 82,417kg
Max TO - 82,190kg
Max LDG - 69,308kg
Max ZFW - 65,952kg

29
Q

Broadband System Limits

A

OFF DURING:
* De-icing
* Taxiing under sky-bridge
* In hangar

30
Q

HF Radio Limit

A

Do not use while refueling

31
Q

Autopilot Limits

A
  • 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
* 15kt 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
32
Q

Flight Controls Limits

A
  • 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
33
Q

Fuel Limitations

A

Max imbalance - 453kg

34
Q

Overrun Warning (ORW) Alerting System (RSAT) Limit Conditions

A

Inhibit

  • Landing OAT on the ground is less than -40 degrees celsius or greater than +50.
  • Gross weight is greater than MLW
35
Q

APU Limitations

A

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
36
Q

Powerplant Limitations

A

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

37
Q

Flight in HEAVY RAIN, HAIL or SLEET

A

Engine Ignition set to CONT

38
Q

Cold Soaked Fuel Frost (CSFF)

A
  1. Ambient air temperature is less than +4 celsius.
  2. Tank fuel temperature is -16 celsius or colder
  3. 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
  4. There is precipitation or visible moisture
39
Q

Oceanic Diversion - All Engines

A
  1. Initiate applicable drills and time critical checklists
  2. Declare emergency and request clearance
  3. Obtain clearance if possible
  4. No clearance - Turn 30 degrees right/left and 5nm offset
  5. Climb/Descent 500ft.
40
Q

Oceanic Diversion - Engine Out

A
  1. Initiate applicable drills and time critical checklists
  2. Declare emergency and request clearance
  3. Obtain clearance if possible
  4. No clearance - Turn 30 degrees right/left and 5nm offset
  5. Descend on offset to below <FL290
  6. Maintain FLXXX +/- 500
41
Q

Aborted Engine Start

A
  1. Engine Start Lever (affected engine)……..Cutoff
42
Q

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
A
  1. Autothrottle……..Disengage
  2. Thrust Level……..Confirm……..Retard until within limits or Close
43
Q

Loss of Thrust on Both Engines

  • Both engines have a loss of thrust
  • Both ENG FAIL alers show
A
  1. ENGINE START switches (both)……..FLT
  2. Engine start levers (both)……..CUTOFF
  3. When EGT decreases: Engine Start Levers (both) ….. IDLE detent
  4. EGT redline or no increase with 30 secs:
    Engine Start Lever (affected engine)….Confirm….CUTOFF, IDLE
  5. If EGT again reaches a redline or there is no increase in EGT within 30 seconds, repeat as needed.
44
Q

APU Fire

  • Fire detected in the APU
A
  1. APU fire switch…..Confirm…..Pull, rotate and hold 1 second.
  2. APU switch…….. OFF
45
Q

Engine Overheat

  • An overheat is detected in the engine
A
  1. Autothrottle (if engaged)……..Disengage
  2. Thrust Lever (affected engine)……..Confirm……..Close
  3. If the ENG OVERHEAT light stays illuminated:
     Complete the ENG FIRE drill
46
Q

Smoke or Fire from Lithium Battery

A
  1. If necessary transfer control to the flight crew member seated on the opposite side of the fire
  2. PA…….. “BACKUP TO THE FLIGHT DECK, BACKUP TO THE FLIGHT DECK”
47
Q

Smoke, Fire or Fumes

A
  1. Oxygen Masks…….. ON, 100%
  2. Crew and cabin communictions…….. Establish
48
Q

Runaway Stabilizer

  • Uncommanded stabilizer trim movement occurs continuously or in a manner not appropriate for flight conditions
A
  1. Control column…….. Hold firmly
  2. Autopilot (if engaged)……..Disengage
  3. Autothrottle (if engaged)……..Disengage
  4. Control column and thrust levers……..Control Pitch, Airspeed, Attidude
  5. Main Electric Stabilizer trim……..Reduce control column forces
  6. If the runaway stops after the autopilot is desngaged:
     Do not re-engage the autopilot or autothrottle
  7. If the runaway continues afer the autopilot is disengaged:
    STAB TRIM cutout switches (both)…….. CUTOUT
  8. If the runaway continues:
    Stabilizer trim wheel………Grasp and Hold
49
Q

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)

A
  1. Autopilot (if engaged)……….Disengage
  2. Autothrottle (if engaged)……..Disengage
  3. F/D switches (both)………OFF
  4. Set the following gear up pitch attitude and thrust:
    Flaps extended……..10 deg and 80% N1
    Flaps up…………………4 deg and 75% N1
50
Q

IAS Disagree

A
  1. Airspeed Unreliable Drill
51
Q

AOA Disagree

A
  1. Airspeed Unreliable Drill
52
Q

Landing Configuration

In flight, the steady warning horn sounds

A
  1. Assure corret airplane landing configuration
53
Q

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

A
  1. Assure correct airplane takeoff configuration
54
Q

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
A
  1. 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
  2. ## Do the CABIN ALTITUDE WARNING Drill
  3. 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

Boeing 737 Max 8 (1 decks)

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