CQ SPOT Flashcards
Contaminated Runway Ops (3)
- Must use continuous ignition
- Must use full thrust on takeoff
- LAHSO ops prohibited
Bounced Landing (5)
- Execute balked/rejected landing
- Go around thrust
- maintain normal landing attitude/slightly higher
- Do not change configuration
- Accelerate above Vref and climb through safe altitude to execute go-around maneuver
When will GLD (ground lift dumping) auto deploy?
Thrust levers IDLE prior to touchdown
Manual Flight Path Control
Hand Flying!
Windshear Caution Maneuver on Takeoff
must use full thrust when forecast/warned
PF: Continue normal Takeoff procedures
Windshear Caution Maneuver on Approach/Landing
PF: Maintain airspeed Vref+10 KIAS (top of speed bucket)
- Consider Go-Around
Windshear WARNING on Takeoff (5)
Before V1: Reject the Takeoff
After V1: Rotate no later than 2000’ before end of runway, even if airspeed is below Vr.
- Press TOGA switches and follow guidance (or alpha margin indicator/AMI guidance)
- Aggressively apply max thrust
- Wings level and rotate towards 15 deg pitch
- Do not change configuration
- Do not attempt to regain lost airspeed until WS is no longer a factor
Windshear WARNING on Approach/Landing (7)
- Disconnect AP
- Press TOGA switches and follow guidance (or AMI guidance)
- Aggressively apply max thrust
- Wings level and rotate towards 15 deg pitch
- Ensure spoilers are stowed
- Do not change configuration
- Do not attempt to regain lost airspeed until WS is no longer a factor
GOOD (5) braking action equates to what contamination on the runway?
- Wet
- Dry SN
Go Around procedure (8)
Click TOGA/Go around
Set thrust
Flaps 8
positive rate
“below 200 gear up”
V2 +10-15 Speed mode
Heading mode
600’ AGL: AP as desired
True or False: Windshear Warnings take priority over all other alerts
True, except a STALL warning
(CFM 16-38)
GRD PROX Auto Alerts:
“caution terrain/obstacle” when 60 second impact is estimated
“terrain/obstacle, pull up” when 30 second impact estimated
Stall/Approach to Stall recovery: (6) CFM 7-103
Always initiate at 1st indication.
Do not use FD guidance.
1. Hold controls firmly and Disc AP
2. Reduce AOA
3. Apply adequate thrust
4. Wings level, spoilers stowed, do not change configuration
Accept altitude loss/ask PM to remove FD
5. At first indication of increased performance - adjust configuration and return to appropriate airspeed/altitude
6. Re-engage AP if desired
5 indications of a stall/approach to stall:
- Inability to arrest a descent!!
- Stall Warning
- Buffeting
- Lack of pitch authority
- Lack of roll control
2 ways to disconnect the stick pusher?
- AP/ST DISC switch (holding it down)
- STALL PTCT PUSHER switch to OFF (on side panel)
An Upset can be defined as unintentionally exceeding what 4 parameters? CFM7-72
- over 25 deg nose up
- over 10 deg nose down
- over 45 deg bank
- within those 3 parameters but flying inappropriate airspeeds
What are 2 techniques/things to remember related to an Upset?
- Excessive use of pitch trim and rudder may aggravate an upset/result in LOC/high structural loads
- NEVER make aggressive side to side rudder inputs…may result in full scale control reversals
How should PF recover form nose high/low or Inverted Upset?
- Disconnect AP
- Recover from Stall if present
- Roll - in the shortest direction to wings level
- Thrust/Drag as required
- Inverted - maintain slight FWD pressure on controls
When will the Windshear Detection and Escape Guidance System be active?
On takeoff and approach phase of flight between 10 - 1,500 feet radio altitude.
Loss of Reliable Airspeed/Unreliable Airspeed
- AP DISC
- FDs Off
- Use ISI for pitch reference
if initial TO climb or GA is required - Pithc/N1….
10 deg/TOGA from SL-15,000’
5 deg/CLB above 15,000’
