Drills Flashcards
Engine Inoperative Cruise/Drift down - PF
- Request ENG OUT to be selected on the FMC ACT CRZ page.
PM
- Ensure VNAV engaged then set the EO cruise altitude in the MCP altitude window and call «EXECUTE» the EO D/D page.
- Confirm that the thrust reference changes to CON and the autothrottle maintains MCT.
PM
- Initiate turn with HDG/TRK SEL (if required).
- Call “CHECKLIST ENGINE FAILURE”
PM
- At altitude capture confirm ENG OUT CRZ page is displayed. Maintain MCT and drift down altitude until the EO speed is established.
- Proceed to land at the nearest suitable airport.
Note: If the airplane is at or below maximum EO altitude when an engine becomes inoperative, select and execute the EO CRZ page and maintain engine out cruise speed. If required to cruise at maximum altitude, set MCT and establish a climb, decelerating slowly to EO CLB speed. At level off altitude, select EO LRC for best fuel economy.
Rapid Depressurization - Captain
(Monitor the actions of the FO, to catch his errors)
- In the event of a rapid depressurization I will assume
control, ensure the Autopilot is engaged and call
“RAPID DEPRESSURIZATION DRILL”. - I will don my oxygen mask and call: “CAPTAIN ON
OXYGEN”
(F/O)
- I will select the SEAT BELTS sign ON
- I will PA : “ATTENTION - FLIGHT ATTENDANTS
SECURE THE CABIN, PASSENGERS TAKE YOUR
SEATS”
(F/O)
- If the cabin is uncontrollable I will call, “EMERGENCY
DESCENT”:
• Set the lowest safe altitude or 10,000 ft,
whichever is higher
• Initiate a turn if required
• Select FLCH
• Ensure the Thrust Levers are at idle
• Extend the Speedbrakes
• Set VMO/MMO in the speed window (if no structural damage is suspected)
(F/O)
- I will call, “CHECKLIST, CABIN ALTITUDE”
- At 2000 ft above target altitude I will reduce the airspeed
and 1000 ft above, slowly retract the Speedbrakes
Rapid depressurization - F/O
(Watch the captain’s actions, to catch any mistakes)
- I will don my oxygen mask and call: “FIRST OFFICER
ON OXYGEN”.
(Captain)
- I will check the Cabin Altitude and Rate and call “CABIN
OK” or “CABIN UNCONTROLLABLE”.
(Captain)
- I will:
• Select the Pass Oxygen switch to ON
• Ensure the Seat Belt Sign is ON
• Select the Landing Lights ON
• Advise ATC
• Squawk 7700
• If the IFE is selected off I will PA:
“ATTENTION, PUT ON YOUR OXYGEN
MASKS IMMEDIATELY”
(Captain)
- I will silently read the checklist
(Captain)
- Once leveled off I will PA, “IN-CHARGE FLIGHT
ATTENDANT CALL (OR REPORT TO) THE FLIGHT
DECK” WITH OR W/O O2
V1 Cut - PF
- In the event of an Engine Fire or Failure after V1, I will
continue the take-off and rotate at VR - Use rudder input at first to maintain course as much as possible
(PM)
- I will call “GEAR UP”
(PM)
- Above 200 ft AGL I will call “AUTOPILOT ON”
(PM)
- When stabilized in a climb above 400 ft AGL at a
minimum of V2, I will select/ensure “LNAV” or “HDG
SELECT” - If Fire or Severe Damage I will call “ENGINE
FIRE DRILL”
(PM)
“OFF”
(PM)
“IDLE”
(PM)
“CUTOFF”
(PM)
“PULL”
(PM)
- At Engine out Acceleration height I will call for Flap
retraction on schedule
(PM)
- When the flaps are selected up and airspeed is at flaps
up maneuvering speed, I will select FLCH and ensure
Maximum Continuous Thrust - I will call “CHECKLIST, ENGINE FAIL” or
“CHECKLIST, ENGINE FIRE”, or “CHECKLIST,
ENGINE SEVERE DAMAGE”
V1 Cut - PM
- I will call “ENGINE FIRE” or “ENGINE FAILURE” and
cancel any warnings.
PF
- When established in a definite climb I will call
“POSITIVE RATE”.
PF
- I will select the Gear Up.
PF
- I will select the Autopilot On.
PF
When Fire Drill is called:
- I will call:
“CONFIRM LEFT (RIGHT) AUTOTHROTTLE ARM
SWITCH”.
PF
“CONFIRM LEFT (RIGHT) THRUST LEVER”.
PF
“CONFIRM LEFT (RIGHT) FUEL CONTROL
SWITCH”.
PF
“CONFIRM LEFT (RIGHT) ENGINE FIRE SWITCH”.
PF
- If the FIRE ENG message stays shown, I will discharge
the bottle and call “BOTTLE ONE DISCHARGED,
DISCHARGE LIGHT ON”. - I will call “FIRE OUT” or “30 SECONDS UP”.
- If the FIRE ENG message stays shown, I will discharge
the second bottle and call “BOTTLE TWO
DISCHARGED, DISCHARGE LIGHT ON”.
PF
- I will retract the Flaps.
PF
- I will read and action the appropriate checklist.
Engine Inoperative Cruise/Driftdown - PM
On the FMC ACT CRZ page select ENG OUT
Execute the FMS.
All Exterior lights………………………………… ON
ATC………………………………………………..ADVISE
Read and action the Checklist
RA - except a climb in landing configuration:
WARNING: A DESCEND (fly down) RA issued below 1000 ft AGL should not
be followed.
PF:
If maneuvering is required, disengage the
autopilot and disconnect the autothrottle.
Smoothly adjust pitch and thrust to satisfy the
RA command. Follow the planned lateral flight
path unless visual contact with the conflicting
traffic requires other action.
PM:
Advise ATC………………………………..TCAS RA
Climb RA - Landing Configuration
PF:
- Disengage the autopilot and disconnect the autothrottle.
- Advance thrust levers forward to ensure maximum thrust is attained and call for FLAPS 20.
- Smoothly adjust pitch to satisfy the RA command.
- Follow the planned lateral flight path unless visual contact with the conflicting
traffic requires other action.
- After positive rate of climb established, call for GEAR UP.
PM:
- Verify maximum thrust set. Position flap lever to 20 detent.
- Position gear lever up.
Both:
- Attempt to establish visual contact. Call out any conflicting traffic.
Nose High Recovery
PF:
- Disengage autopilot and disconnect autothrottle.
- Apply as much as full nose down elevator.
*Apply appropriate nose down stabilizer trim.
- Reduce thrust.
*Roll (adjust bank angle) to obtain a nose down pitch rate.
- Complete the recovery:
• when approaching the horizon, roll to wings level
• check airspeed and adjust thrust
• establish pitch attitude.
PM:
- Call out attitude, airspeed and altitude throughout the recovery.
- Verify all required actions have been completed and call out any
omissions.
- Excessive use of pitch trim or rudder may aggravate the condition, or may result in loss of control or in high structural loads.
Nose Low Recovery
PF:
- Disengage autopilot and disconnect autothrottle.
Recover from stall, if required.
*Roll in the shortest direction to wings level (unload and roll
if bank angle is more than 90 degrees).
Recover to level flight:
• apply nose up elevator
• *apply nose up trim, if required
• adjust thrust and drag as required.
PM:
- Call out attitude, airspeed and altitude throughout the recovery.
- Verify all required actions have been completed and call out any omissions.
- Excessive use of pitch trim or rudder may aggravate the condition, or may result in loss of control or in high structural loads.
Approach to Stall/Stall Recovery - PF
- Simultaneously call “STALL” and :
- SMOOTHLY APPLY NOSE DOWN ELEVATOR to reduce
the angle of attack until buffet or stick shaker stops. - For high thrust settings, it may be necessary to reduce thrust.
When out of stall (stall indications have stopped):
- ROLL WINGS LEVEL*.
- INCREASE THRUST SMOOTHLY AS REQUIRED.
In case of one engine inoperative, progressively
compensate the thrust asymmetry with rudder.
- CHECK SPEEDBRAKES RETRACTED.
- MAINTAIN EXISTING GEAR AND FLAP CONFIGURATION.
If in clean configuration during lift-off:
CALL “FLAPS 1”
Approach to Stall/Stall Recovery - PM
- Monitor altitude and airspeed.
- Verify all required actions have been completed and call out any omissions.
- Call out any trend toward terrain contact.
- Select the Flap lever as directed.
GPWS Warning
PF:
- Call “FIREWALL”.
- Disengage autopilot.
- Disconnect autothrottle(s).
- Aggressively apply maximum* thrust.
- Simultaneously roll wings level and rotate to an initial pitch attitude of 20°.
- Retract speedbrakes.
- If terrain remains a threat, continue rotation up to the pitch limit indicator or stick shaker or initial buffet.
PM:
- Assure maximum* thrust.
- Verify all required actions have been completed and call out any omissions.
PF:
- Do not change gear or flap configuration until terrain separation is assured.
- Monitor radio altimeter for sustained or increasing terrain separation.
- When clear of the terrain, slowly decrease pitch attitude and accelerate.
PM:
- Monitor vertical speed and altitude (radio altitude for terrain clearance
and barometric altitude for a minimum safe altitude).
- Call out any trend toward terrain contact.
Note: Aft control column force increases as the airspeed decreases. In all cases, the pitch attitude that results in intermittent stick shaker or initial buffet is the upper pitch attitude limit. Flight at intermittent stick shaker may be required to obtain positive terrain separation. Smooth, steady control will avoid a pitch attitude overshoot and stall.
Note: Do not use flight director commands.
Note: * Maximum thrust can be obtained by advancing the thrust levers full forward if the EECs are in the normal mode. If terrain contact is imminent, advance thrust levers full forward.
Note: If positive visual verification is made that no obstacle or terrain hazard exists when flying under daylight VMC conditions prior to a terrain or obstacle (as installed) warning, the alert may be regarded as cautionary and the approach may be continued.
Wind shear Escape Maneuver - Manual Flight
PF:
- Call “WINDSHEAR TOGA” and 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°.
- Retract speedbrakes.
- Follow flight director TO/GA guidance (if available).
PM:
- Assure maximum* thrust.
- Verify all required actions have been completed and call out any omissions
Wind Shear Escape Maneuver - Automatic Flight
PF:
- Call “WINDSHEAR TOGA”
- Push either TO/GA switch.**
- Verify TO/GA mode annunciation.
- Verify thrust advances to GA power.
- Retract speedbrakes.
- Monitor system performance***.
PM:
- Assure maximum thrust.
-Verify all required actions have been completed and call out any omissions.
PF:
- 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.
PM:
- Monitor vertical speed and altitude.
- Call out any trend toward terrain contact, descending flight path, or significant
airspeed changes.
Note: ** If TO/GA is not available, disengage the autopilot and disconnect the autothrottle(s) and fly manually.
WARNING:
*** Severe windshear may exceed the performance capability of
the AFDS. The pilot flying must be prepared to disengage the
autopilot and disconnect the autothrottle(s) and fly manually.
