ACFT Emergency and NN proc. Flashcards
No action shall be taken (except audio warning cancel) until:
REF: AOM B
- The appropriate flight path is stabilized,
- At least 400 ft AGL, in case of failure during takeoff, approach or go-around.
During an inflight non-normal situation, verbal confirmation is required for:
REF: AOM B
- An AUTOTHROTLE arm switch;
- An ENG THRUST LEVER;
- A FUEL CONTROL switch (except DUAL ENG FAIL/STALL);
- An ENG or APU fire switch, or a CARGO fire arm switch;
- A generator drive disconnect switch.
The Captain (CM1) is always PF when:
REF: AOM B
- Rejected Takeoff;
- On ground engine Fire;
- Smoke, fumes or fire;
- Dual engine failure;
- Emergency Descend;
- Emergency Evacuation;
- He judges to be PF.
When the situation is clear, it should be announced to:
REF: AOM B
- ATC (your intentions and any help you need);
- Purser (NITR abbreviation)
- Passengers (to give them information at first hand if possible);
- Rossiya Airlines Operation Control Centre via ACARS, VHF or HF
NITR abbreviation is decoded as:
REF: AOM B
− Nature of failure and Risk of the problem,
− Intentions of flight crew,
− Time remaining,
− Reseating of passengers (if needed);
DITCHING PROC.
REF: AOM B
- PA “Purser to the cockpit”
- NITR for purser
- Put on life vests
- Plan to jettison fuel as needed to reduce VREF speeds.
- Do the DITCHING NNC
—— Below 5000ft —— - Read and do deferred items.
- PA «Attention! Finish preparation!»
—— On final approach —— - FLAPS 30, Vref30
- GEARS UP
—— at 500ft —— - PA Call: «Brace for impact!»
—— After impact —— - FUEL CONTROL - CUTOFF
- APU FIRE SWITCH - OVERRIDE AND PULL
- perform EVACUATION
DITCHING technique
REF: AOM B
- Maintain airspeed at V REF 30 to touchdown.
- Flare the airplane to achieve the minimum rate of descent (200 to 300 fpm) at touchdown.
- Plan to touchdown on the windward side and parallel to the waves or swells, if possible.
- To accomplish the flare and touchdown, rotate smoothly to touchdown attitude of 10° to 12°.
- Maintain airspeed and rate of descent with thrust, if available.
If neither pilot recalls the correct rotation speed, rotate the airplane:
REF: AOM B
At 5 to 10 knots before the displayed V 2 speed.
If the CM2 is making the takeoff, the CM2 must maintain control of the airplane until:
REF: AOM B
the CM1 makes a positive input to the controls.
Reject TO prior to 80 knots (11 times):
REF: AOM B
- fire or fire warning
- engine failure
- if the airplane is unsafe or unable to fly
- predictive windshear warning
- takeoff configuration warning
- activation of the master caution system
- system failure(s)
- abnormally slow acceleration
- unusual noise or vibration
- tire failure
- if a side window opens
Reject TO above 80 knots and prior to V1 (4 times):
REF: AOM B
- fire or fire warning
- engine failure
- if the airplane is unsafe or unable to fly
- predictive windshear warning
Engine failure at/after V1 procedure
REF: AOM B
- Maintain directional control by rudder.
- Call: “Rotate”
- Smoothly continuously rotate to pitch attitude 11° – 12°.
The rate of rotation slightly slower (1/2° per second less) than for a normal takeoff. Pitch up to ~ 12° - Target speed - V 2 to V2 +15
- Steady body attitude (Check pyramid –slip/skid indication centered)
- Follow flight directors
- Call: “Positive rate”
- GEARS UP
—— 200ft ——
-AP ON
—— A/C stabilized & 400 ft AGL minimum —— - Confirm or Select required ROLL MODE
- Verify proper FMA shown.
- Perform Memory Items
- ATC NOTIFY
—— At EO Acceleration Height —— - VNAV - Check acceleration
- NO VNAV - leave the pitch mode in TO/GA and select flaps maneuver speed
- select VNAV or FL/CH
- verify ENGAGE CON thrust on EICAS
—— Continue climb until clear of obstacles —— - NNC
- After TO checklist
- Purser NITR
The minimum altitude for flap retraction with an engine inoperative
REF: AOM B
is 400 feet AGL.
Some combinations of high gross weight, takeoff flap selection and airport elevation may require initiating flap retraction as low as 400 feet after takeoff with an engine failure.
EO acceleration height is based on
REF: AOM B
accelerating to the recommended flaps up speed while retracting flaps and selecting the CONT thrust limit within 10 minutes after initiating takeoff.
An immediate turn is required after EO T/O (Alt and speed):
REF: AOM B
initiate the turn at the appropriate altitude (normally at least 400 feet AGL). Maintain V 2 to V 2 + 15 knots with takeoff flaps while maneuvering.
To maintain at least adequate maneuver margin, The AFDS limits the bank angle:
REF: AOM B
to 15° until V 2+ 10 knots. The bank angle limit increases to 25° by V 2+ 20 knots.
During EO T/O, VNAV automatically sets the reference thrust limit to Max Continuous Thrust (CON) when:
REF: AOM B
flaps up and airspeed at or above the flaps up maneuver speed.
Recognition of Engine Severe Damage:
REF: AOM B
N1 / N2 or N3 = 0, EGT unusual indication, severe engine/airframe vibration, heavy noise.
Recognition of Engine Separation:
REF: AOM B
Absence of Engine Indications EPR, N1, N2, EGT, Oil QTY etc.
Diversion standard strategy speed
REF: AOM B
0,84 / 300
Diversion obstacle strategy speed
REF: AOM B
Vref+80 (Vref+100 above FL 250)
First – FMS:
Obstacle Strategy – Drift Down Procedure
REF: AOM B
1) On VNAV ACT ECON CRZ Page select LSK 5R ENG OUT > and EXECUTE.
2) Set the MCP altitude at or below EO MAX altitude and push Altitude Selector.
First FMS
Standard Strategy – Company Speed Procedure
REF: AOM B
- On VNAV ACT ECON CRZ Page select LSK 5R ENG OUT > and EXECUTE.
- Select LSK 5L < CO SPD
If these speeds differs from 0.84/300 insert them manually on LSK 2L and EXECUTE. Also speed may be set using SPEED INTERVENTION function. - Set the MCP altitude at or below EO MAX altitude and press Altitude Selector.
Second – Basic:
Obstacle Strategy – Drift Down Procedure
REF: AOM B
- Set the MCP altitude at or below EO MAX altitude (if FMS not available use PI-QRH Engine Inoperative Section; table “Driftdown Speed/Level Off Altitude”.
- Engage FL/CH and set Optimum Drift Down SPD (if FMS not available use PI-QRH Engine Inoperative Section; table “Driftdown Speed/Level Off Altitude” or VREF+80 (+100 above FL250).
- Autothrottle of the operative engine – disconnect and set CON thrust manually.
Second - Basic
Standard Strategy – Company Speed Procedure
REF: AOM B
- Set the MCP altitude at or below EO MAX altitude (if FMS not available use PI-QRH Engine Inoperative Section; table “Driftdown Speed/Level Off Altitude”.
- Engage FL/CH and set CO SPD 0.84/300.
- Autothrottle of the operative engine – disconnect and set CON thrust manually.
Dual engine failure/stall.
Windmilling speeds
REF: AOM B
- ER 270kts
- 300 250kts
UPSET CONDITIONS
REF: AOM B
- pitch attitude greater than 25 degrees nose up
- pitch attitude greater than 10 degrees nose down
- bank angle greater than 45 degree
- less than the above parameters but flying at an airspeed inappropriate for the conditions
WINDSHEAR CONDITIONS
REF: AOM B
- 15 knots indicated airspeed
- 500 FPM vertical speed
- 5 degrees pitch attitude
- 1 dot displacement from the glideslope
- unusual thrust lever position for a significant period of time
An overweight landing is advisable under the following conditions:
REF: AOM B
- Any malfunction or failure that would render the aircraft unairworth;
- Any condition, mechanical or otherwise which would endanger the safety;
- Serious illness of crew or passengers who require immediate medical assistance.
Overweight landing sink rate:
REF: AOM B
360 ft/min or less (FOM. B)
Types of diversions:
REF: AOM B
1) Operational Diversion
2) Emergency Diversion
3) Medical Diversion
Operational Diversion
REF: AOM B
An Operational diversion may be caused by the destination airport not being available, mechanical problems, or poor enroute/terminal weather conditions. With sufficient lead time, proper planning can minimize the disruption of service to passengers. The Captain is jointly responsible for the diversion. Other departments in the company may be brought into the decision making process, but the responsibility ultimately rests with the Captain.
Emergency Diversion
REF: AOM B
Emergency diversions are the result of any condition which requires an immediate landing at the nearest airport. If the Captain needs to land immediately, request assistance from ATC and declare an emergency. As time permits, the Captain should contact the Operations Control Center.
Medical Diversion
REF: AOM B
A diversion due to an onboard medical problem is the most common type. If an unscheduled landing is recommended by a medical professional, contact Operations Control Center as soon as possible before deviating from the flight plan.
PA CALLOUT
КВС обязан предупредить кабинный экипаж об опасности данной командой. Команда подается в случае возникновения угрозы аварийной ситуации на борту ВС во время стоянки, заправки / дозаправки / слива топлива с пассажирами на борту, буксировки, руления, разбега, прерванного взлета, пробега (после посадки), после запланированной и незапланированной аварийной посадки.
REF: AOM B
«Внимание! Бортпроводникам служебные места!» «Attention! Cabin crew at station!»
PA CALLOUT
После полной остановки ВС Командир принимает решение об эвакуации или ее отмене. Команда подается, если эвакуация не требуется.
REF: AOM B
«Отмена тревоги! Всем оставаться на местах, повторяю, всем оставаться на местах!» - «Cancel alert! Remain seated! I repeat! Remain seated!»
PA CALLOUT
Контролируемое покидание. Необходимость быстрого покидания ВС.
REF: AOM B
«Контролируемое покидание! Открыть 1-й левый выход, выпустить надувной трап! (Использовать аэродромный трап!)» «Controlled disembarkation! Use exit 1 left with
slide (with air stairs)!»
PA CALLOUT
Команда подается после полной остановки ВС если Командир принял решение об эвакуации.
REF: AOM B
«Эвакуация! Эвакуация! Использовать все безопасные выходы! (Использовать выходы с левой/правой стороны!)
«Evacuation! Evacuation! Use all safe exits! (Use left/right side!)»
PA CALLOUT
Полет в зоне сильной турбулентности
REF: AOM B
«Пассажирам и бортпроводникам немедленно занять места, застегнуть ремни!» - «Take your seat and fasten seat belts immediately».
PA CALLOUT
Команда подается при разгерметизации ВС выше высоты 10,000 футов или принятии решения на аварийное снижение.
REF: AOM B
«Аварийное снижение!»- “Emergency descent”
PA CALLOUTS
Команда подается после окончания аварийного снижения и занятия безопасной высоты. Для выяснения ситуации на борту о пострадавших в кабину вызывается СБ.
REF: AOM B
«Дамы и господа! Говорит командир корабля. Наш самолет занял безопасную высоту. Вы можете снять кислородные маски.
Ladies and Gentlemen! This is your Captain speaking Our aircraft has reached the safe level.
You may now put off your oxygen masks.» «Старший бортпроводник в кабину!»
Purser to cockpit!»
Команда подается в случае потери работоспособности одного из членов летного экипажа.
REF: AOM B
«Внимание! Старший бортпроводник кабину!» «Attention! Purser to cockpit!»
PA CALLOUT
Команда подается в случае принятия решения о выполнении подготовленной аварийной посадки.
REF: AOM B
«Старший бортпроводник в кабину!» «Purser to cockpit!»
PA CALLOUT
Команда подается после полной остановки ВС при посадке на воду.
REF: AOM B
«Это Командир! Самолет на воде! Опасность слева/справа! Эвакуируйтесь! Эвакуируйтесь!»
ЗАПРАВКА (ДОЗАПРАВКА)/СЛИВ ТОПЛИВА С ПАССАЖИРАМИ НА БОРТУ, ПРИ ИХ ПОСАДКЕ / ВЫСАДКЕ
REF: AOM B
1) Для эвакуации должны быть готовы и контролироваться бортпроводниками, по крайней мере, следующие аварийные выходы: все левые двери и 2 правые(1R или 2R или 3R)+ (3R или 4R или 5R)
2) По меньшей мере две двери из вышеперечисленных должны быть открыты и обеспечены пассажирскими трапами / телетрапами.
3) Транспортные средства и вспомогательное оборудование должны быть расположены таким образом, чтобы в случае возникновения аварийной ситуации не помешать развертыванию надувных трапов для эвакуации пассажиров.
4) Расстояние, необходимое для развертывания трапа и проведения эвакуации – 12 м от порога двери в сторону развертывания трапа и по 2 м слева и справа.
Электронный замок доступа в кабину
После ввода пароля через сколько и на сколько откроется дверь?
REF: AOM B
Через 30 секунд ожидания (если ЛЭ не предпринимает никаких действий по ограничению доступа) на панели загорится зелёный индикатор, замок разблокируется на 3 секунд.
Электронный замок доступа в кабину.
На сколько заблокируется замок входной двери после отклонения ЛЭ доступа при введённом правильном пароле?
REF: AOM B
После ввода корректного кода ЛЭ может отклонить доступ. В этом случае замок блокируется, попытки ввести корректный код будут отклоняться в течение 5 или 30 мин. (в зависимости от модификации)
Какие двери открывают в положении DISARM во время приводнения?
REF: AOM B
3L/3R
If an engine exceedance occurs after thrust is set and the decision is made to continue the takeoff
REF: FCTM
- Do not retard the thrust lever in an attempt to control the exceedance.
- Retarding the thrust levers after thrust is set invalidates takeoff performance.
- When the PF judges that altitude (minimum 400 feet AGL) and airspeed are acceptable, the thrust lever should be retarded until the exceedance is within limits and the appropriate NNC accomplished.
TAKE OFF
If HOLD annunciation does not appear during T/O
REF: FCTM
- No crew action is required unless a subsequent system fault causes unwanted thrust lever movement.
- As with any autothrottle malfunction, the autothrottle should then be disconnected and desired thrust set manually.
