AOM I 5 Abnormal And Emergency Flashcards
For all non-normal / emergency procedures, task sharing is as follows: PF
PF Responsible for: • Thrust levers • Flight path and airspeed control • Aircraft configuration (request configuration change) • Navigation • ATC Communications
For all non-normal / emergency procedures, task sharing is as follows: PM
Responsible for: • Reading QRC/QRH checklists • Executing required actions on PF request • Actions on OVHD panel • Operation of following items with consent of PF (guarded by PF): • Thrust lever of affected engine • Engine master switches • #1 & #2 Fire EXTG handles • IDG 1 or 2 knob • Elevator / Airelon disconnect handles
If multiple messages are displayed on EICAS the possible failure is more likely to be an
electrical bus, MAU or SPDA in this order of priority.
As it does not upgrade the priority of the message, whenever a WARNING message is triggered together with a Root EICAS message, the first procedure must be
WARNING message must be performed first.
QRC and QRH checklists should not be initiated until after
flap retraction and the completion of the After Takeoff Checklist
Once the QRC has been performed the next step is to chech
the OEBs, the PM will check if the there is any OEB applicable to the current situation, if there is any OBE applicable the OEB procedure must be performed prior to reading the QRH. After checking/performing the OEB the PM will proceed to the applicable QRH procedure.
Crews must use their judgment when selecting which available airport is most suitable based on the following factors:
- Severity of the non-normal situation 2. Type of airport facilities required to support the aircraft approach and landing (to include emergency services) 3. Weather and terrain 4. Pilot’s proficiency and familiarity with the airport
In flight, critical controls will only be operated with the direct confirmation of BOTH crewmembers. These controls and actions are:
— Retarding THRUST LEVERS1
— Turning off START/STOP switches1
— Pulling Elevator/Aileron disconnect handles 2
— Pulling Engine Fire EXTG handles 2
— Changing the position of an IDG switch2
A tripped circuit breaker is usually a result of an abnormality in the
electrical load or in associated wiring.
Circuit breakers must not be reset in-flight, unless
the checklist specifically directs to do so or if it is imperative for the safe completion of the flight.
Should the circuit breaker trip again,
no further attempt should be made to reset that circuit breaker.
RTO The Captain should reject at below 80kt for any
CAS message that can’t be quickly judged as unworthy of a reject or if visibility drops below the minimums. When in doubt, a reject should be initiated below 80 knots.
RTO Above 80 knots and below V1 reasons
— Fire or severe damage indications — Sudden loss of engine thrust. — Compressor stalls — Additional malfunctions or conditions that give unambiguous indications that the aircraft will not fly safely.
RTO Captain
Stop” • Retard thrust levers to IDLE
• Monitor autobrake deceleration. Use maximum manual braking when necessary.1
• Disconnect AT • Select reverse thrust as required
• Bring aircraft to a stop and set brake “Atenção, aguardem instruções” • Evaluate the situation. • If evacuation required, initiate “ECHO VICTOR, ECHO VICTOR” • If evacuation NOT required: “Tripulação, situação controlada”
RTO FO
Ground spoilers”
“Reverse Green” • Monitor deceleration throughout the reject • Notify tower, when able “70 Knots”
Loss of Thrust at or Above V1’ procedure. If the engine is still producing normal thrust (such as an engine fire or compressor/stall), clean up using the normal takeoff profile except fly:
— the runway heading; or — follow the applicable engine-out departure procedure (FMS EO-SID or Airport Briefing EO profile) — If engine failure occurs following the initiation of the first turn on departure, continue flying the nor-mal departure procedure.
Use of the fuel crossfeed selector (XFEED) will be confirmed by
both pilots
Engine Failure without Severe Damage - Initially identified by
increasing yaw and • decreasing N1 / N2 indications
Engine Failure without Severe Damage - Airborne indications
N1 rotation, FAIL icon on N1 gauge and • N2 rotation, and • oil pressure decreasing
Engine Failure without Severe Damage Follow
Loss of Thrust At or Above V1’ procedure and • QRH ‘ENG 1 (2) FAIL procedure
Engine Fire initially identified by
engine fire warning indications • little, if any, yaw will occur (if the engine is still producing thrust)
Engine Fire After airborne
engine failure/severe damage may be imminent
Engine Fire- follow
normal climb profile except fly the runway heading or follow the applicable “Engine –Out SID” procedure and • QRC ‘ENG 1 (2) FIRE / Severe Damage’ procedure
There are three (3) types of compressor/engine stalls
— Single or multiple compressor / engine stalls prior to self recovery. — Multiple compressor/engine stalls requiring pilot action to recover. — A non-recoverable compressor / engine stall
Compressor Stall Single/Multiple with Self Recovery: During takeoff, a single stall will be followed by
a loud bang, yaw, vibration and engine instrument fluctuation. The engine normally recovers so quickly, if no engine monitoring message is received, it may be difficult to detect which engine stalled. For multiple stalls, the loud bang, yaw, vibration, engine instrument fluctuation, and ITT increase will repeat with each stall until self recovery
Compressor stall Multiple Requiring Pilot Action: The loud bang, yaw, vibration, engine instrument fluctuation, and ITT increase will repeat with each stall until
thrust is reduced
Compressor stall: Non-Recoverable: The loud bang, yaw, vibration, engine instrument fluctuation, and ITT increase will repeat with each stall until
the engine is shut down or fails.
Compressor/Engine Stall Initially identified by
loud bang and yaw (may be repetitive) • vibration, • engine instrument fluctuation, • ITT rise, and • flames from inlet and tailpipe
Compressor/Engine Stall Confirmed after airborne by:
Single/Multiple with Self Recovery – The engine returns to normal or close to normal parameters • Multiple Requiring Pilot Action – Stall symptoms cease when the thrust lever is retarded (ITT may not decrease immediately) • Non-Recoverable - Stall symptoms do not cease until the engine is shut down or fails
Compressor/Engine Stall follow
normal climb profile except fly the runway heading or follow the applicable “Engine-Ou SID” procedure and • QRC ENGINE 1 (2) COMPRESSOR STALL
Engine severe damage may be due to
turbine seizure or failure. Seizure may not occur until the engine is shutdown.
If the engine has separated: fuel flow, N1, and N2 will
disappear with associated hydraulic, pneumatic, and electrical system non-normal indications. The potential for further damage or fire exists.
Engine Severe Damage Initially identified by
decreasing engine N1 / N2 indications on EICAS • vibration / noise from the affected engine, and • yaw (may be rapid)
Engine Severe Damage Confirmed after airborne by:
seized N1 or • seized N2 or • zero oil pressure • zero oil quantity • ITT rise • vibration indications on EICAS display
Engine severe damage follow:
normal climb profile except fly the runway heading or follow the applicable “Engine-Ou SID’” procedure and • QRC ‘ENG 1 (2) FIRE,/ Severe Damage’ procedure
The first pilot recognizing the engine failure or fire will make the callout
“Engine Failure, Engine Fire, Reverser Deployed”
To counter the thrust asymmetry due to an engine failure between V1 and liftoff, maintain directional control by smoothly applying rudder proportionally to thrust decay; thereby, maintaining the desired ground track. Use aileron to keep wings level during the liftoff. Anticipate
additional rudder displacement when the nosewheel leaves the runway.
Engine out- rotate - if FD Inoperative - fly a maximum pitch angle limited to approximately
8°
If an engine failure occurs after liftoff, apply
rudder in the direction the control wheel is displaced
Engine out- If PF calls for HDG/BANK the Bank Limit must be used until reaching
V2+10. Above V2+10 NAV mode can be activated.
Engine fail - Climb to the assigned/safe altitude at
VFS
Engine-out SIDs are departure procedures developed by Azul specifically to provide the best-possible terrain clearance trajectories after takeoff and go-around, to be used when climb
performance is diminished or critical, such as with an engine-out, or with a reverse-deployed or other circumstances that may prevent normal climb gradients to be achieved.
When the FADEC detects an engine N2 drop below
53%, the EO RANGE page will pop-up automatically on any of the MCDUs currently on a page related to the Flight Plan
Engine out in cruise NO OBSTACLE PROBLEM
Perform QRH Procedure for engine problem, Descent at 0.76M/265Kt
Engine out DRIFTDOWN” - Descent at Green dot speed
This procedure is intended to be performed when obstacle clearance is a factor. It provides the lowest flight path angle during the descent thus increasing terrain clearance throughout the route.
Drift down If while the aircraft is descending, the descent rate becomes less than 300 ft/min for 10 continuous seconds, then the vertical mode switches to
VPTH, which maintains a descent rate of 300 ft/min
the driftdown mode automatically exits When
the aircraft levels in ALT,
The driftdown mode also automatically exits if
the descent path is reached prior to reaching EO MAX ALT or the flight crew entered level off altitude.
CABIN ALTITUDE HI follow
QRC
Emergency Descent follows QRC and may be due to
decompression, fire and smoke
After a Cabin Altitude Hi, when ASEL on FMA
Reduce or maintain appropriate airspeed
After emergency descent, 1,000ft Ft before level off
Retract speed brake
Engine-out approach procedures are identical to those for a two-engine approach, except that
Flaps 5 is always used for approach and landing.
