CQ Maneuvers Validation (642) Flashcards
Setup
EFB, Flight Plan, WDR, DUs
EFB
- Set up FD Pro with planned departure/approaches, company pages, etc…
Flight Plan
- Swap databases
- Flight Plan
- FPLN>INIT: Orig, dest, crz alt, departure, arrival
WDR
- FPLN>FUEL: ZFW, etc…
- PERF>DEP: Big “G”
- Set V-SPEEDS
- TOGA
- NAV (press for FMS dep, de-select for heading/vectors)
- VNAV
- Speed (V2, FMS)
- Heading (runway heading, or departure heading)
- Stab Trim
- Other PERF pages as necessary (climb speed restrictions, arrival data)
DU Setup
- DU 5 Departure setup: PERF>DEP, ROUTE>LEGS
- Big Map showing first fix, WXR, TFC, VSD, etc…
FCP XFR pushbutton to PF
WARTS briefing
- Weather / NOTAMs
- Aborts / Abnormals (including non-normal/MEL items)
- Runway / Return runway
- Taxi / Terrain / Transition altitude
- SID / Specials (company pages)
Before Initial Takeoff
WDR entry
Press and verbalize “Autothrottle”
Box the CAS
Run Before Takeoff Checklist (see separate notecard)
Confirm runway heading on HSI
Before Takeoff Checklist
- Runway Position
- Flap
- Navigation briefing
- Flight Attendants
- Rudder trim indicator
- EICAS and Info
“Before takeoff checklist”
- Runway Position - “36L inside, 36L outside”, “36L inside, 36L outside”
- WDR “inside”, actual “outside”
- ensure WDR intersection or longer
- Flap - “2, 2”, “2, 2”
- PERF>DEP setting first
- EICAS flap indication
- Navigation briefing - “complete”, “complete”
- Flight Attendants - “Notified & acknowledged”
- FO responds
- look for READY flag
- Rudder trim indicator - “green”, “green”
- keep it simple - just verify rudder trim green
- EICAS and Info - “checked”, “checked”
- (checking EICAS msgs, INFO flag, communications flags)
“Before takeoff checklist complete”
Normal Takeoff (NADP2)
55%… then max (follow auto-throttles)
“Captain’s throttles” (no response)
Captain’s hand remains on thrust levers until V1
“80 knots, hold thrust normal”
“V1” - Captain’s hand off thrust levers
“Rotate”
Pitch target marker, then flight director
(Sidestick trim = V2+10; no need to trim until accel ht)
“Positive rate”….”Gear up” Hand on throttles
400’ - verify/select lateral mode (If rwy hdg/vectors, request heading mode)
Autopilot above 400’ (1000 for check-ride?)
At 1000’ - verify VFLC, thrust mode = CLB (CLB at 1300’ in sim)
Passing F1 - “FLAP 1”…. “Flap 1”
Passing F0 - “FLAP 0, After takeoff checklist”
PM - “Flap 0”
“After T/O checklist”
Steps are silent
“After takeoff checklist complete”
Close-In (NADP 1) Special Takeoff Profile
Noise abatement procedure - used when directed by company pages
Differences from normal takeoff:
- Thrust reduction from takeoff (TO) power to climb (CLB) power occurs at 1500’
- Maintain airspeed until 3000’
- At 3000’, vertical mode changes to VFLC, and commands a pitch decrease for acceleration
- Retract flaps on speed (F1 - “Flap 1”, F0 - “Flap 0, after takeoff checklist”)
Gotchas
- If ATC cancels your altitude restriction, do NOT fire the VNAV, because it will cancel the NADP… that’s BAD!!!
- Instead, you must?
**Departure Windshear
- Suspected/reported prior to takeoff
- “Windshear Alert”
- “MICROBURST ALERT”
- “Monitor Radar Display” or “Windshear Ahead” after takeoff
- “WINDSHEAR, WINDSHEAR, WINDSHEAR”
Windshear suspected/reported
- more runway
- more performance
- Use highest performance on WDR, consider TOPR for WS - “warranted safety”, change runways/use longest runway)
“Windshear Alert”
- Need more info
- Consider environmental conditions, PIREPS, radar returns, etc.
- Consult dispatch for additional information
“MICROBURST ALERT”
- Takeoff not authorized while alert is active
“Monitor Radar Display” or “Windshear Ahead” after takeoff
- Thrust levers - MAX
- Turn to avoid windshear
“WINDSHEAR, WINDSHEAR, WINDSHEAR”
- Windshear escape maneuver
**Windshear After Takeoff
- “WINDSHEAR”
- PM actions
- “Clear of Windshear”
V1
Rotate
“Positive rate”… “Gear up” - Hand on thrust lever
PM - “Airspeed” or “slow”
“WINDSHEAR”
- Thrust levers max, TOGA
(AT engages, WSHR guidance activates)
- Pitch - 15°, then follow FD
If no FD guidance (MEL), pull to soft stop
- DO NOT turn, except to avoid terrain
_____________________
PM actions
- Verify thrust levers max
- Verify WSHR guidance in FMA
- “Guidance”, or …
- “No guidance. - TOGA”
- Verify spoilers retracted
- Call out radar altitude (“400 feet, 450 feet”)
- Advise “clear of windshear”
- PIREP
____________
“Clear of windshear”
- Stand up throttles… press AT disconnect to silence alert
- “FLC, man speed, 180… make a PIREP”
- “Autopilot”
- “Autothrottle”
- “After takeoff checklist”
_______________
**Reasons to abort - prior to 80 kts (low speed abort)
- Captain’s Decision
Three Fs (Eng failure, “FIRE”, not Flyable”)
Master Warning/Master Caution
“Config xxxx” (flaps, spoiler, brake, etc…)
Noise/vibration
Tire failure
Abnormally slow acceleration
If escape hatch opens
Windshear (Predictive windshear caution or warning)
**Reasons to abort - 80 kts to V1 (high speed abort)
- Engine failure
- Fire or fire warning (any aural annunciation with the word “FIRE”) - NOT SMOKE
- Aircraft unsafe/unable to fly
[MV] **Rejected takeoff (RTO)
**Most important **
- 80 knots call
- call tower
- Non- Normal ECL FIRST, then
- RTO checklist in PROC tab
Announce abnormality “Engine Fail” “DU fail”
Captain -
Without delay, simultaneously:
“Abort, I have the aircraft”
- Idle
- Verify RTO auto-brake or apply maximum manual wheel brakes
First officer -
- If PF, maintain aircraft control until Captain takes control
- Verify:
- Thrust levers - idle
- Max brakes
- if RTO above 60 kts, monitor for deceleration
- if below 60 kts, manual braking required
- Max reverse thrust
- “80 kts” (field length permitting)
- “Tower, Delta xxx, aborting on rwy xxx, [request emergency equipment]”
Post RTO
- PA to pax “Ladies and gentlemen, we have decided to discontinue the takeoff, please remain seated with your seatbelts fastened and we’ll get back to you shortly”
- Run Non-Normal checklists
- Reason for abort (ECL or QRH)
- Rejected takeoff - Post RTO considerations (PROC tab)
- Evacuation? [QRH] / [NNP]
Communicate 2 in, 2 out
- FA and passenger follow-up
- Company [FOM]
**Rejected takeoff factors/considerations
- Autobrake Speeds
- Common Errors
Autobrake:
≤ 60 kts - Manual brakes required
≥ 60 kts - auto-brakes active when throttles moved to idle
Common Errors:
- Words before actions (“abort” before initial abort actions)
- Delayed initiation
- Unused thrust reversers
- Moments of “uncontrolled” aircraft
- Misuse of auto/manual brakes
- Missed callouts (80 knots)
- Missed communication with ATC or cabin
[MV] **V1 Cut
PF - Rudder to maintain centerline, do not relax rudder during rotate
PM
“V1”
“Rotate”
“Engine failure”
“Positive rate”
“Gear up”
PM
“Left/right engine fail”
“Associated message” - in response to any Caution/EICAS messages that pop up related to the engine failure
PF
At/above 400’ AFE
“Declare emergency, request runway heading to a safe altitude”
PM - “Tower, Delta 642, Emergency, request runway heading to a safe altitude”
PM - “Heading 360”… PF - “Heading 360”
PM - “4000”… PF - “4000”
PF - Trim rudder to the “boop”
PF - “Autopilot on”…. PM - “Autopilot”
At/above 1000 AFE
PF - “Flight level change, MAN Speed, 180”
PM - “Flight level change, MAN Speed, 180”
PF - Verify Flap 2
PF - “After Takeoff Checklist, Engine Failure Checklist” (or checklists that pop up on the ECL page)
PM - Accomplish SILENTLY
Approach Briefing (NATS)
- WNAATTT
-Specials
-Go Around
-NOI
Wx, NOTAMS, Arrival/Approach, Terrain/Taxi/Threats (Flaps/Speeds, AutoBrakes, Threat Mitigation), Specials
Go-Around
NOI
I have the aircraft
“Descent and Approach checklists”
**Single Engine Approach and Landing (ILS)
Similar to normal approach and landing, except:
- NO AUTOLAND
- Reference ODM landing distance
- Reference NNOI
- Configure 1.5 dots below glideslope
- Remove rudder trim prior to touchdown
- In case of missed approach -
- set VAC
- req rwy hdg to safe alt
Build
- DEP/ARR: ILS 36L, WELET, enter, execute
- ROUTE>LEGS: Direct to WELET, crs 003, enter, execute
Bug
- Flap 4
(Don’t use ODM VREF unless FMS is way off)
- Add 5 knots for AT, or half the gust up to 10 knots
- Baro - DA
Brake
- reference ODM - “ABNORMAL CONFIGURATION ACTUAL LANDING DISTANCES”
Brief
- NATS-G
- Wx/NOTAMS, Arrival/Approach, Terrain/Taxi/Threats, Specials, Go-around [if not already briefed])
- NOI
- NNOI
- FCTM
“I have the aircraft, Descent Checklist, Approach Checklist”
Downwind or 20nm - Man speed, 210, Flap 1
Base or 10nm - Man speed, 180, flap 2 (lead with speed)
Cleared Approach - [APPR], [VNAV], FCP Alt (when conditions met)
1.5 dots below glideslope
- VREF “Gear down, Flap 4, landing checklist”
On GS (prior to 1000 AFE) Missed approach Alt
Remove rudder trim prior to touchdown (Technique - after 1000’ call)
When out of weather - disengage autopilot
- Single Engine Autoland NOT authorized
When “Approaching minimums”
- CA - “Approach lights in sight”
- FO - echo, “Approach lights in sight”
Descend below 100’ with red termination bars/side row bars
At “Minimums”
- CA - “Runway in sight”
- FO - echo, “Runway in sight”
Reverse thrust should be used CAUTIOUSLY to prevent loss of control
- ODM single engine landing distance assumes no reverse thrust
**Go Around / Rejected Landing (normal)
PF - TOGA, Go around, Flap 2”
(Flap 4 if Flap 5 approach)
(AT engages)
- 15°Pitch initially, then follow FD
PM - Verify Go-Around in FMA and positive rate
ILS FMAs: THRUST | GA | AT | VGA
RNAV: THRUST | FMS1/2 | AT | VGA
(Notify PF of any incorrect FMAs)
- “Go around verified, Positive rate”
PF - “Gear up, set VGA”
PM - Raise gear, select FMS spd
400’ - Select lateral mode
1000’ - “Flight Level Change, Man Speed, 180”…”After Go-Around Checklist”
PF - [AP] “Autopilot”
PM - run checklist silently
Considerations
- GA can still be accomplished after touchdown (spoilers auto retract when thrust advanced)
- If reverse thrust selected - MUST STOP
- During approach with Autothrottles off, selecting TOGA will automatically engage AT
Go around / rejected landing (single engine)
- TOGA, “Go around, Flap 2”
(AT engages)
Rudder to counter yaw from large, asymmetrical power change
10° Pitch, then follow FD
- “Go around verified”…”Positive rate”
- “GEAR UP, Set VAC”
- 400’, verify/select lateral mode
- “Request runway hdg to safe altitude”
If maneuvering is required Half bank at/below V2+10, or below acceleration height
- Rudder to the “beep”
- 1000’ - “Flight Level Change, Man Speed, 180”…”After Go-Around Checklist”
- [AP] “Autopilot”
PM runs checklist silently
Considerations
- If the AP is engaged at time of GA, keep it engaged
- GA can still be accomplished after touchdown (spoilers auto retract when thrust advanced)
- If reverse thrust selected - MUST STOP
TTSR (Flight Leader/purser emergency briefing)
Type of Emergency
Time to prepare cabin
Special instructions
Repeat (have FL repeat back to ensure understanding)
Visual Approach
**Along track waypoint is ONLY for RNAV approaches to get you within the cone
Best practice is to just slew your heading, OR go direct to a point just prior to the FAF (DEFOX on RNAV Y 36L at CLT
Windshear During Approach
- Indications
- Actions
Card copied from CQ LOE (641)
Indications
WINDSHEAR
Actions
PF
- TOGA (for WSHR guidance)
- Thrust levers - MAX
- Follow vertical guidance
- If no WSHR guidance, pitch 15°, pull to soft stop
- Ensure Spoiler Lever is retracted
- Do NOT change configuration
- Do not turn unless terrain is a factor
- Accept slower speed
No need to disconnect AP, however, do NOT reengage if disconnected
When clear of windshear
- Reduce pitch and power as appropriate
- “Go around, F-2, pos rate, gr up, lat mode, FLC MAN SPD 180”
- Engage automation (AP, AT)
- “make a PIREP”
- “After go-around checklist”
PM
- Verify Thrust Levers - MAX
- If WSHR FMA displays, “You have guidance”, otherwise, “no guidance”
- Verify Spoilers retracted
- Call out altitude trends
Reference: FCTM
Windshear During Approach
Initial actions (PF/PM)
“Clear of Windshear”
“Windshear”
PF
- Thrust levers max
- TOGA
- “Go Around”
- Pitch to 15° or follow FD with WSHR guidance
PM
- Verify Thrust Levers- Max
- Verify guidance “Guidance/ No Guidance”
- Verify spoilers retraced
- Call out radar altitude and trend (“150, climbing”)
____________
When red “WINDSHEAR” annunciation disappears and it’s evident that you are clear of the windshear (speed/altitude increasing)
(Note: WSHR guidance will remain active)
PM - “Clear of Windshear “
PF - “Flap 2”
PM - “Flap 2, positive rate”
PF - “Gear up”
PM - “Gear up”
PF - “Flight Level Change, Man Speed, 180”
PM - “Flight Level Change, Man Speed, 180”
PF - “After Go-Around Checklist, PIREP”
RNAV Approach (LPV)
Big nuggets
- FAF ALT = At (not At/Above)
Build
- DEP/ARR
- Arrivals - RNAV RWY 36L, WELET, enter, execute
- Sequence: move to from or extend CRS in (snowflake, Direct, spin crs… enter, execute)
- ROUTE>LEGS - FAF snowflake> CROSSING…> Change AT/ABOVE to AT… enter, execute
- Arrival Data - WAAS, LPV
- Ensure NAV SRC = FMS
Bug -
- SET VSPEEDS (Flap - 4, VREF+5 [or more if gusts >11])
- Baro (DA for LPV)
Brake - Use QRLL (-100: 6500M/8500L; -300: 7500M/9500L)
Brief
- WNCC, GTN
- Go-Around
- Threats
- NOI
- NAV SRC - FMS
- FAF altitude set to “At” (not “At/Above”)
- Baro mins for LPV = DA
- FCP alt will be FAF
“Descent and Approach Checklists please”
- Downwind (or 20 nm from course): 210 kts, Flap 1 (LEAD with SPEED)
- Base/10nm from crs: 180; Flap 2 (LEAD with SPEED)
“Cleared Approach”
- AVA (When established, descending or level at FPTA - FAF ALT for LPV)
Configure
- 3-5 nm from FAF: “Man speed 137, Gear - Down, Flap - 4, Landing Checklist” (LEAD with SPEED)
On VGP - set missed approach altitude
“1000” - (PM) “Cleared to land” or “No landing clearance”
“500”
“Approaching minimums”
“Minimums”
NLT mins - (C) “Approach Lights in Sight” … (F) “Approach Lights in Sight”
NLT 100’ - (C) “Runway in Sight” … (F) “Runway in Sight”2
[MV] ILS Glideslope Out (Localizer Only Approach)
- Build, Bug, Brake, Brief
- Cleared Approach
Big differences
- DDA (MDA+50)
- Build 5 mile and 0.3 NM ring (fix) around FAF
- During AVA Set DDA, not FAF alt
- When established (APPR LOC 1/2 in FMA), select [NAV] to disable vertical guidance
- Configure 5 NM from FAF (must be configured prior to FAF)
- FPA -3.O (or as charted) at 0.3 NM
- Set Missed Approach alt once below MA and FAF alt, but above 1000’
Build
- Load ILS (not LOC - see notes below)
- Direct IAF, INBD course, enter, execute
- 0.3 NM ring around FAF
- 5 NM ring around FAF
BUG
- Set VSPEEDS
- Set DDA (MDA + 50)
Brake
- LPR or QRLL
Brief
- NATS-G
- Wx/NOTAMS, Arr/Appr, Terr/Taxi/Threats, Specials, Go-Around
- NOI
- Reference FCTM
180, flap 2 in pattern
Cleared Approach
- A - Approach mode
- V - VNAV
- A - Set DDA in FCP Altitude Selector Window
[APPR LOC 1/2] active - Select NAV mode
(Removes vertical/glideslope guidance)
- [LOC1/2] becomes active, no GS
5 NM prior to the FAF
- Configure
- VREF, “Gear Down, Flaps 4, Landing Checklist”
Must be configured PRIOR to FAF!
At 0.3 NM prior to FAF (as soon as you hit the range ring around the FAF)
- Select FPA
- Dial -3.0° (or charted descent angle)
Descending below FAF and Missed Approach Altitude
- Set Missed Approach Altitude NLT 1000’
- Otherwise aircraft will level off at the DDA - unstable!
CA - “Approach lights in sight”, FO echoes
“CA - “Runway in sight”, FO echoes
Disengage Autopilot NLT 80’
Notes:
If flying an ILS with Glideslope Out (as opposed to an approach designed as localizer only), then load the ILS approach into the FMS
- Do NOT select LOC from FMS database unless it is a localizer-only approach
Loss of Autothrottle during Takeoff
**Set thrust levers to the White Tick Mark and continue **
“80 knots, …. Thrust normal”
(Don’t even mention “Hold,” it’s just confusing)
Once thrust levers are advanced to takeoff thrust, DO NOT attempt to re-engage AT until 400’ AGL
For headwinds greater than 40 knots, the autothrottle system may not achieve the takeoff N1 value. Set the thrust manually, if required.
Before flying a CAT II/III Approach…
- What 3 questions must you answer to determine if it’s legal?
- Where do you look to answer those questions?
Is it legal?
- Can I fly this?
- Can the airplane fly this?
- Does the field support it?
References
- Airway Manual, NNOI, NOI
- Can I fly this?
- Airway Manual 4.4 (ILS CAT II / ILS CAT III)
- Pilot qualifications / low time restrictions
- Can the airplane fly this?
- QRH > NNOI - Equipment Requirements
- Vol 1, NOI - Requires Autoland
- Does the field support it?
- Airway Manual 4.4 (ILS CAT II / ILS CAT III)
- X winds, Weather, RVR
- Ground-based Equipment
- Approach and Runway Lights
- Runway length
ILS CAT II
Is it legal?
Setup (4 B’s)
ASA
Required Callouts
Big stuff
- Bug mins:
- RA into RAD or
- BARO with Marker Beacon
- LPR: AUTOLAND - YES, 5 kts for AT
- At approx 1500’ verify ASA
- LAND 2 or LAND 3
- At Minimums
- “LAND 2” or ”LAND 3” (Captain)
- Prior to descent below 100’
- “RUNWAY IN SIGHT” or
- ”GO AROUND”
(CA announces, FO echoes)
FCTM 5.2.2 has a good review of building and flying CAT II/III approaches
Is it legal?
- Can I fly it?
- Can the airplane fly it?
- Can the field support it?
Setup
- Build
- Bug
- Input RA into RAD (if RA authorized),
- otherwise, input DA/DH into BARO
(RAD is radar alt and BARO is MSL alt)
- Marker beacon - ON (if RA not authorized)
- DME/MKR knob to MKR
- Adjust volume (up position)
If RA not authorized (BARO):
Inner Marker is required
Decision altitude is IM or FO’s BARO altimeter, whichever occurs first
- Brake
- LPR: Autoland - YES and 5 knots additive for AT
- Brief
- NATS-G
- Low visibility taxi diagrams
- NOI (Review the NOI after you have set everything up to ensure you haven’t missed anything)
- Required Callouts
ASA
- At approx 1500’ - verify “LAND 2 or LAND 3” ASA (NOI)
Required Callouts
(CAT II Callouts in Vol 1)
“Approaching minimums” (GPWS or PM)
“MINIMUMS” (GPWS or PM)
CA - “LAND 2” or “LAND 3”
Prior to descending below 100 feet above TDZE/Rwy Threshold Elevation:
CA - “RUNWAY IN SIGHT” or ”GO AROUND”
- (FO must acknowledge)
**If RA not Authorized- DA is determined by the inner marker or the FO’s BARO altimeter, whichever occurs first**
ILS CAT III
Is it legal?
Setup (4 B’s)
ASA
Required Callouts
Big stuff
- Bug mins:
- RA into RAD
- Do NOT use BARO
- LPR: AUTOLAND - YES, 5 kts for AT
- At approx 1500’ verify ASA
- LAND 2 or LAND 3
- At Alert Height (“Minimums”)
- “LAND 3” or
- “GO AROUND”
(CA announces)
- Is it legal?_
- Me, airplane, airfield
Setup
- Build
- Bug
- RAD - 100
- DO NOT USE BARO
(Remember RAD is height above and BARO is MSL)
- Brake
- LPR: Autoland - YES and 5 knots additive for AT
- Brief
- NATS-G
- NOI
- Required Callouts
ASA
- At approx 1500’ - verify “LAND 3” ASA
Required Callouts
- Approx 80 feet above alert height (AH)
- PM - “APPROACHING MINIMUMS”
- (normally automated)
- At alert height (AH)
- PM - “MINIMUMS”
- (normally automated)
- CA -** “LAND 3” or “GO AROUND”**
Autoland Considerations
For each category
- is Autoland required?
- Are there any visibility requirements or weather considerations?
Cat I
Cat II
Cat III
CAT I
Autoland capable
Notify ATC if CIG ≥800ft and >2sm (ILS critical area) [AM]
CAT II
Autoland procedures required
Runway environment “in sight” required
CAT III
Autoland procedures required
Runway environment “in sight” not required
When should AP be disconnected during Autoland?
What are some common errors?
Approx 30 kts
Common errors
- Disconnecting AP immediately after touchdown
- Forgetting to disconnect AP prior to attempting to clear the runway
Go Around Not Requiring a Climb- Single Engine, Above Acceleration Height
With Autopilot On
TOGA, ALT, Man Speed 160
Rudder due to asymmetric thrust
Go around, flap 2”
“Go-around verified” (probably no positive rate)
“Gear up”
“FLC, Man Speed - 180”
“After go-around checklist”
