AOM I 5 Abnormal And Emergency

Question 1

For all non-normal / emergency procedures, task sharing is as follows: PF

Answer 1

PF Responsible for: • Thrust levers • Flight path and airspeed control • Aircraft configuration (request configuration change) • Navigation • ATC Communications

Question 2

For all non-normal / emergency procedures, task sharing is as follows: PM

Answer 2

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

Question 3

If multiple messages are displayed on EICAS the possible failure is more likely to be an

Answer 3

electrical bus, MAU or SPDA in this order of priority.

Question 4

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

Answer 4

WARNING message must be performed first.

Question 5

QRC and QRH checklists should not be initiated until after

Answer 5

flap retraction and the completion of the After Takeoff Checklist

Question 6

Once the QRC has been performed the next step is to chech

Answer 6

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.

Question 7

Crews must use their judgment when selecting which available airport is most suitable based on the following factors:

Answer 7

1. 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

Question 8

In flight, critical controls will only be operated with the direct confirmation of BOTH crewmembers. These controls and actions are:

Answer 8

— 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

Question 9

A tripped circuit breaker is usually a result of an abnormality in the

Answer 9

electrical load or in associated wiring.

Question 10

Circuit breakers must not be reset in-flight, unless

Answer 10

the checklist specifically directs to do so or if it is imperative for the safe completion of the flight.

Question 11

Should the circuit breaker trip again,

Answer 11

no further attempt should be made to reset that circuit breaker.

Question 12

RTO The Captain should reject at below 80kt for any

Answer 12

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.

Question 13

RTO Above 80 knots and below V1 reasons

Answer 13

— 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.

Question 14

RTO Captain

Answer 14

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”

Question 15

RTO FO

Answer 15

Ground spoilers”

“Reverse Green” • Monitor deceleration throughout the reject • Notify tower, when able “70 Knots”

Question 16

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:

Answer 16

— 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.

Question 17

Use of the fuel crossfeed selector (XFEED) will be confirmed by

Answer 17

both pilots

Question 18

Engine Failure without Severe Damage - Initially identified by

Answer 18

increasing yaw and • decreasing N1 / N2 indications

Question 19

Engine Failure without Severe Damage - Airborne indications

Answer 19

N1 rotation, FAIL icon on N1 gauge and • N2 rotation, and • oil pressure decreasing

Question 20

Engine Failure without Severe Damage Follow

Answer 20

Loss of Thrust At or Above V1’ procedure and • QRH ‘ENG 1 (2) FAIL procedure

Question 21

Engine Fire initially identified by

Answer 21

engine fire warning indications • little, if any, yaw will occur (if the engine is still producing thrust)

Question 22

Engine Fire After airborne

Answer 22

engine failure/severe damage may be imminent

Question 23

Engine Fire- follow

Answer 23

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

Question 24

There are three (3) types of compressor/engine stalls

Answer 24

— 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

Question 25

Compressor Stall Single/Multiple with Self Recovery: During takeoff, a single stall will be followed by

Answer 25

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

Question 26

Compressor stall Multiple Requiring Pilot Action: The loud bang, yaw, vibration, engine instrument fluctuation, and ITT increase will repeat with each stall until

Answer 26

thrust is reduced

Question 27

Compressor stall: Non-Recoverable: The loud bang, yaw, vibration, engine instrument fluctuation, and ITT increase will repeat with each stall until

Answer 27

the engine is shut down or fails.

Question 28

Compressor/Engine Stall Initially identified by

Answer 28

loud bang and yaw (may be repetitive) • vibration, • engine instrument fluctuation, • ITT rise, and • flames from inlet and tailpipe

Question 29

Compressor/Engine Stall Confirmed after airborne by:

Answer 29

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

Question 30

Compressor/Engine Stall follow

Answer 30

normal climb profile except fly the runway heading or follow the applicable “Engine-Ou SID” procedure and • QRC ENGINE 1 (2) COMPRESSOR STALL

Question 31

Engine severe damage may be due to

Answer 31

turbine seizure or failure. Seizure may not occur until the engine is shutdown.

Question 32

If the engine has separated: fuel flow, N1, and N2 will

Answer 32

disappear with associated hydraulic, pneumatic, and electrical system non-normal indications. The potential for further damage or fire exists.

Question 33

Engine Severe Damage Initially identified by

Answer 33

decreasing engine N1 / N2 indications on EICAS • vibration / noise from the affected engine, and • yaw (may be rapid)

Question 34

Engine Severe Damage Confirmed after airborne by:

Answer 34

seized N1 or • seized N2 or • zero oil pressure • zero oil quantity • ITT rise • vibration indications on EICAS display

Question 35

Engine severe damage follow:

Answer 35

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

Question 36

The first pilot recognizing the engine failure or fire will make the callout

Answer 36

“Engine Failure, Engine Fire, Reverser Deployed”

Question 37

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

Answer 37

additional rudder displacement when the nosewheel leaves the runway.

Question 38

Engine out- rotate - if FD Inoperative - fly a maximum pitch angle limited to approximately

Answer 38

8°

Question 39

If an engine failure occurs after liftoff, apply

Answer 39

rudder in the direction the control wheel is displaced

Question 40

Engine out- If PF calls for HDG/BANK the Bank Limit must be used until reaching

Answer 40

V2+10. Above V2+10 NAV mode can be activated.

Question 41

Engine fail - Climb to the assigned/safe altitude at

Answer 41

VFS

Question 42

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

Answer 42

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.

Question 43

When the FADEC detects an engine N2 drop below

Answer 43

53%, the EO RANGE page will pop-up automatically on any of the MCDUs currently on a page related to the Flight Plan

Question 44

Engine out in cruise NO OBSTACLE PROBLEM

Answer 44

Perform QRH Procedure for engine problem, Descent at 0.76M/265Kt

Question 45

Engine out DRIFTDOWN” - Descent at Green dot speed

Answer 45

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.

Question 46

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

Answer 46

VPTH, which maintains a descent rate of 300 ft/min

Question 47

the driftdown mode automatically exits When

Answer 47

the aircraft levels in ALT,

Question 48

The driftdown mode also automatically exits if

Answer 48

the descent path is reached prior to reaching EO MAX ALT or the flight crew entered level off altitude.

Question 49

CABIN ALTITUDE HI follow

Answer 49

QRC

Question 50

Emergency Descent follows QRC and may be due to

Answer 50

decompression, fire and smoke

Question 51

After a Cabin Altitude Hi, when ASEL on FMA

Answer 51

Reduce or maintain appropriate airspeed

Question 52

After emergency descent, 1,000ft Ft before level off

Answer 52

Retract speed brake

Question 53

Engine-out approach procedures are identical to those for a two-engine approach, except that

Answer 53

Flaps 5 is always used for approach and landing.