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B787 OKV > B787 KVQ 1-2 > Flashcards

B787 KVQ 1-2 Flashcards

1
Q

What are the memory items for Aborted Engine Start?

A

(Left/Right) FUEL CONTROL switch CUTOFF

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2
Q

What are the memory items for Airspeed Unreliable?

A
  1. Autopilot disconnect switch Push
  2. A/T ARM switches (both) OFF
  3. F/D switches (both) OFF
  4. Set the following gear up pitch attitude and thrust:
    Flaps extended 10 degrees and 85% N1
    Flaps Up 4 degrees and 70% N1
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3
Q

What are the memory items for CABIN ALTITUDE?

A
  1. Don the oxygen masks
  2. Establish crew communications
  3. Check the cabin altitude and rate
  4. If cabin altitude is uncontrollable:
    • PASS OXYGEN switch push to ON and hold for 1 second
    • Without delay, descend to the lowest safe altitude or 10,000 ft, whichever is higher
    • To descend:
      • Move the thrust levers to idle
      • Extend the speedbrakes
      • If structural integrity is in doubt, limit airspeed and avoid high maneuvering loads.
      • Descend at Vmo/Mmo
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4
Q

What are the memory items for Dual Engine Fail/Stall?

A
  1. FUEL CONTROL switches (both) CUTOFF, then RUN
  2. RAM AIR TURBINE switch Push and hold for 1 second
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5
Q

What are the memory items for ENGINE AUTOSTART L, R?

A
  1. (Left/Right) FUEL CONTROL switch Confirm CUTOFF
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6
Q

What are the memory items for ENG LIMIT EXCEED/ ENG SURGE B787 and Eng Lim / Surge / Stall B777?

A
  1. (Left/Right) A/T ARM switch Confirm OFF (B777/777F)
  2. (Left/Right) Thrust lever Confirm Retard until Engine indications stay within limits or the thrust lever is at idle (B787)
  3. (Left/Right) Thrust lever Confirm Retard until ENG LIMIT EXCEED/ENG SURGE message blanks or the thrust lever is at idle
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7
Q

What are the memory items for Engine Severe Damage/Separation L, R?

A
  1. (Left/Right) A/T ARM switch Confirm OFF
  2. (Left/Right) Thrust lever Confirm Idle
  3. (Left/Right) FUEL CONTROL switch Confirm CUTOFF
  4. (Left/Right) Engine fire switch Confirm Pull
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8
Q

What are the memory items for FIRE ENG L, R in flight?

A
  1. (Left/Right) A/T ARM switch Confirm OFF
  2. (Left/Right) Thrust lever Confirm Idle
  3. (Left/Right) FUEL CONTROL switch Confirm CUTOFF
  4. (Left/Right) Engine fire switch Confirm Pull
  5. If the FIRE ENG message stays shown:
    (L/R) Engine fire switch Rotate to the stop and hold for 1 second
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9
Q

What are the memory items for STABILIZER?

A
  1. STAB cutout switches (both) CUTOUT
  2. Do not exceed the current airspeed
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10
Q

What are the PF actions associated with an Approach to Stall or Stall Recovery?

A

• Initiate the recovery:
• Smoothly apply nose down elevator to reduce the angle of attack until buffet or stick shaker stops
• Continue the recovery:
• Roll in the shortest direction to wings level if needed
• Advance thrust levers as needed
• Retract the speedbrakes
• Do not change gear or flap configuration, except: During liftoff, if flaps are up, call for flaps 1
• Complete the recovery:
• Check airspeed and adjust thrust as needed
• Establish pitch attitude
• Return to the desired flight path
• Re-engage the autopilot and autothrottle if desired

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11
Q

What is the maneuver for a Predictive Windshear caution alert?

A

• Maneuver as required to avoid the windshear

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12
Q

What are the actions for a Predictive Windshear warning during the takeoff roll?

A

• Prior to V1, reject takeoff
• After V1, perform the Windshear Escape Manoeuvre

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13
Q

What are the PF actions for a Reactive Windshear escape Maneuver?

A

MANUAL FLIGHT
• Calls “WINDSHEAR TOGA”
• Disconnect autopilot
• Push either TO/GA switch
• Aggressively apply maximum thrust
• Disconnect autothrottle(s)
• Simultaneously roll wings level and rotate toward an initial pitch attitude of 15°
• Verify(B787) Retract (B777) the speedbrakes are retracted
• Follow flight director TO/GA guidance
AUTOMATIC FLIGHT
• Calls “WINDSHEAR TOGA”
• Push either TO/GA switch.
• Verify TO/GA mode annunciation
• Verify GA thrust
• Verify(B787) Retract (B777) speedbrakes are retracted
• Monitor system performance
MANUAL OR AUTOMATIC FLIGHT
• Do not change gear or flap configuration until windshear is no longer a factor
• Monitor vertical speed and altitude
• Do not attempt to regain lost airspeed until windshear is no longer a factor

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14
Q

What are the conditions for which the takeoff must be rejected before 80kts?

A

Before 80 knots, reject the takeoff for any of the following:
• activation of the master caution system
• system failure(s)
• unusual noise or vibration
• tire failure
• abnormally slow acceleration
• takeoff configuration warning
• fire or fire warning
• engine failure
• predictive windshear warning
• a side window opens (777)
• the airplane is unsafe or unable to fly

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15
Q

What are the conditions for which the takeoff must be rejected above 80kts?

A

Above 80 knots and before V1, reject the takeoff for any of the following:
• fire or fire warning
• engine failure
• predictive windshear warning
• the airplane is unsafe or unable to fly

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16
Q

What are the crew actions if an ECL closed loop line item does not complete as expected?

A

• Flight crew must confirm that the switch is positioned correctly.
• If the system is functioning normally, or is otherwise operating as expected, override the line item, and continue with the checklist.
• The failure of a line item to automatically complete is not indicative of ECL fault.
• The ECL should continue to be used for all checklists.

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17
Q

What approach restrictions apply in case of ANP fluctuations or VERIFY POSITION message?

A

• Do not perform RNAV (RNP) AR approaches if abnormal ANP fluctuations occur.
• Flight crews can perform the FMS Position Update Supplementary Procedure any time the present position is inaccurate.
• If the flight crew determines that the autoflight system performance is not acceptable for the situation, manual flight may be required.

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18
Q

What crew actions are required if an uncommanded altitude change occurs on the MCP?

A

• Verify the last cleared altitude
• Set the correct altitude on the MCP
• Disengage the autopilot
• Select both flight directors to OFF
• Select both flight directors ON, then select and verify the desired modes.
• Engage the autopilot, then select and verify the desired modes.

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19
Q

What crew actions are required to prevent GLIDESLOPE alert during approach?

A

• During approach, make sure the correct altimeter setting is set on each altimeter, especially at higher temperatures.
• At or below applicable weather minima, when suitable visual references are established, transition to use of the VGSI path for the approach.
• If a GLIDESLOPE alert occurs in VMC at low altitude, after confirming the aircraft is on a safe VGSI (PAPI or VASI) path, the crew can do one or more of these steps:
- Silence the GLIDESLOPE aural and continue on the VGSI path
- Re-establish the FMC-based barometric IAN glide path and transition to a visual approach and landing in the touchdown zone
- Discontinue the approach.

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20
Q

What crew actions are required to avoid premature climb thrust reduction?

A

• Set the thrust reduction (THR REDUCTION) point based on a height, not a flap setting.

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21
Q

What crew actions are required to mitigate LNAV path deviations for certain SIDs?

A

• During preflight, if there are waypoints on a SID that are closer than approximately 10 NM and/or have course changes greater than approximately 120 degrees (total for all connected turns), manually insert a lower climb speed on the VNAV CLB page or waypoint speed constraint on the LEGS page that complies with the published speed restrictions.
• At high takeoff weights and with low airspeed constraints, delay flap retraction as necessary until the series of turns has been completed.
• Discuss navigation mitigation strategies, including informing ATC.

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22
Q

What crew actions are required in case of TCP inoperative or uncommanded frequency changes?

A

• TCP inoperative:
- If 1 or 2 TCPs are inoperative: Select each inoperative TCP off, then back on. After which, if 1 TCP becomes inoperative again, select that TCP off for the rest of the flight.
- If 3 TCPs are inoperative: Select all 3 TCPs off, then select only the right TCP on.
• Uncommanded frequency change or transfer: Select or Tune desired frequency.
• Uncommanded Transponder code change: Enter the assigned transponder code.

23
Q

What are the Company speed restrictions when operating below 10,000ft AGL?

A

An aircraft speed shall not exceed 250 KIAS or minimum clean speed, whichever is greater below 10,000 ft AGL, unless a specific speed has been assigned by ATC, in which case the speed shall not be greater than 250 KIAS or minimum clean speed, whichever is greater below 5,000 ft AGL.

24
Q

What are the maximum allowable bank angles?

A

• Minor changes up to 10° bank are not considered to be a turn.
• Up to 15° at/above 300 ft AGL
• 30° at/above 500 ft AGL

25
Q

What are the recommended vertical speeds during climb or descent phases of flight to avoid TCAS RA?

A

During climb or descent, the maximum vertical speed shall not exceed:
• 2,000 ft/min when within 2,000 ft of the cleared flight level/altitude
• 1,500 ft/min when within 1,000 ft of the cleared flight level/altitude
Higher rates are permissible during climb, cruise, descent, and approach only when:
• Both PF and PM confirm the absence of traffic in the vicinity that may compromise separation or result in a TCAS TA/RA; or
• When explicitly requested by ATC.

26
Q

What is the maximum vertical speed when within 1,000 ft of the cleared flight level/altitude?

A

5,000 ft/min when within 1,000 ft of the cleared flight level/altitude.

Higher rates are permissible during climb, cruise, descent, and approach only when both PF and PM confirm the absence of traffic or when explicitly requested by ATC.

27
Q

What are the maximum vertical speeds approaching terrain/obstacles below 10,000 ft AGL?

A

Rates of descent must not exceed:
- 5,000 ft/min down to 5,000 ft AGL
- 4,000 ft/min down to 4,000 ft AGL
- 3,000 ft/min down to 3,000 ft AGL
- 2,000 ft/min down to 2,000 ft AGL
- 1,500 ft/min down to 1,000 ft AGL
- 1,200 ft/min below 1,000 ft AGL for Cat D aircraft.

28
Q

What are the Company Stabilised Approach criteria?

A

An approach is considered stabilized when:
1. All briefings are complete.
2. The aircraft is on the vertical and lateral flight path.
3. Small changes in heading/pitch are necessary to maintain the flight path.
4. Indicated airspeed is within Vref up to target speed +10 kts.
5. Thrust setting is appropriate for the aircraft configuration.
6. The aircraft is in the briefed landing configuration.
7. Rate of descent is no greater than 1,200 ft/min for CAT D aircraft.
8. All checklists are complete with Speedbrakes lever in Arm position.
9. ILS approaches are flown within one dot of glide slope and localizer.
10. Non-precision approaches stay within ½ dot or 2.5° for VOR and 5° for B777 NDB approaches.

Momentary exceedance is allowed if immediate corrective action is taken.

29
Q

What is the latest point at which the Stabilized Approach criteria must be met during ILS/GLS and Non-ILS approaches?

A

1500 ft AAL is the point to have the aircraft in the briefed landing configuration. Stabilized by 1000 ft AAL; a Go Around must be executed if criteria are not met at 1000 ft AAL.

30
Q

What is the latest point at which the Stabilized Approach criteria must be met during a straight-in instrument approach cleared to be concluded visually?

A

The Stabilized Approach Criteria must be met at 1,000 ft AAL.

31
Q

What is the latest point at which the Stabilized Approach criteria must be met during circling approaches and visual circuits?

A

The aircraft shall be stabilized by 1000 ft AAL, except for bank and speed deviations by 500 ft AAL.

32
Q

What is Etihad’s policy regarding orbits on final approach?

A

Orbit on the approach segment, below 2,000 ft AAL, is prohibited for any purpose.

33
Q

What is Etihad’s policy regarding landing within the touchdown zone?

A

The desired touchdown zone lies between 300 m to 600 m from the landing threshold. If touchdown cannot be accomplished within this zone, a missed approach should be initiated.

34
Q

What is Etihad’s policy regarding the decision to execute a go-around?

A

A decision to initiate a ‘Go-around’ rests with the Commander above 1,000 ft AAL; below 1,000 ft AAL, it shall be executed as soon as any active crew member calls out ‘GO-AROUND’.

35
Q

What is Etihad’s policy regarding consecutive missed approaches executed because of weather conditions?

A

If two consecutive missed approaches are executed for weather reasons, a third approach shall not be commenced unless significant weather improvement occurs.

36
Q

When is the Sterile Cockpit Policy in force?

A

The Sterile Cockpit Policy is in force from push back to Top of Climb and from Top of Descent until engine shut down.

37
Q

What is the No Contact Period and when is it valid?

A

The no-contact period is from the application of takeoff power until the landing gear is retracted and from the extension of the landing gear prior to landing until the aircraft has vacated the runway.

38
Q

When must the flight crew land at the nearest suitable airport?

A

Situations include any fire on board, engine failure, total loss of electrical power, persistent smoke, dual hydraulic failure, structural damage, positive bomb threat, and other significant safety concerns.

39
Q

What should be done in case of uncertainty about a clearance given by ATC?

A

Any uncertainty about a clearance must be resolved by asking ATC to repeat the clearance.

40
Q

Can a pilot request ATC for lateral or vertical flight path change if one pilot is absent from the cockpit?

A

No request for lateral or vertical change of the flight path is made to ATC when one pilot is absent from frequency.

41
Q

What are the mandatory altitude checks and callouts during climb and descent phases of flight?

A

Mandatory checks and callouts include:
- ‘10,000 ft above airport elevation’
- Every 10,000 ft: ‘Passing ALT/FL…, climbing/descending FL/ALT…’
- 1,000 ft before reaching cleared Altitude: ‘one thousand to go’.

42
Q

When is verbal confirmation required during non-normal situations?

A

Verbal confirmation is required for engine thrust lever, fuel control switch, autothrottle arm switch, fire switches, generator drive disconnect switch, and other non-normal checklist items.

43
Q

What is the standard PA required to summon the CM to the flight deck for a NITS briefing?

A

“This is the Captain, Cabin Manager to the Cockpit Immediately.”

44
Q

What is the standard PA required to initiate a Rapid Deplaning?

A

“This is the Captain, Cabin Manager to the Cockpit Immediately” after NITS briefing or refer to the QRH Back Cover for Rapid Deplaning NNC.

45
Q

What is the standard PA required to warn the crew of an abnormal event on ground?

A

“This is the Captain, Attention Crew at Stations, Attention Crew at Stations.”

46
Q

What is the standard PA required to inform that an Evacuation is NOT required?

A

“This is the Captain, Normal Operations, Normal Operations, Passengers remain seated.”

47
Q

What is the standard PA required to command an Evacuation?

A

“This is the Captain, Evacuate, Evacuate.”

48
Q

What is the standard PA required to warn the cabin crew immediately after take-off?

A

“This is the Captain, Attention Crew at Stations, Attention Crew at Stations.”

49
Q

What is the standard PA required 2 minutes before impact?

A

“This is the Captain, Attention Crew at Stations, Attention Crew at Stations.”

50
Q

What is the standard PA required 30 seconds before impact?

A

“This is the Captain, BRACE, BRACE.”

51
Q

What is the standard PA if the Emergency Descent Pre-recorded announcement is unserviceable?

A

“This is the Captain, Emergency descent, Emergency descent.”

52
Q

What is the standard PA required if the cabin altitude remains above 10,000ft during an Emergency Descent?

A

“This is the Captain, Passengers and Crew remain on oxygen until advised.”

53
Q

What is the standard PA required once the cabin altitude is at or below 10,000ft after an Emergency Descent?

A

“This is the Captain, Emergency Descent completed, Emergency descent completed.”

B787 OKV (2 decks)

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