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OCU > Emergency Procedures > Flashcards

Emergency Procedures Flashcards

1
Q

Oil Supply over temperature in flight

A

HEFOM check the temps!!
160C max cont
Up to 175C for 10 mins
May rise above 160 at TOC when Eng retarded as fuel flow reduces.

Increase thrust if possible to increase fuel flown thru cooler. If oil temp cannot be brought within limits Precautionary shutdown unless required OR land ASAP (if not shutdown)

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2
Q

Starter light fails to go out after start up. How long does the valve take to close?

A

Set starter switch to off and wait ~ 9 sec to close?
Throttle cut off if not.
Bleed valve closed to isolate starter.
Can be damaged if starter engaged with N2 > 63%

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3
Q

Pitching down/up uncommanded

A

PF fly the aircraft
PM Stab trim cutout (main trim motor disengages, auto pilot still could trim)
PM grasp trim wheel
Ratcheting felt = still uncommanded electrical motor input
No ratcheting but force = mech
Nav pull stabiliser trim CBs (3) AJ4/5/6
Not fixed - mech problem, hold the force…

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4
Q

Fuel dump emergency!

A

close main-engine manifolds
[V] just close body to engine
(Main ARR valve - closed)
(Open - all main/cwt drain valves)

Dump valve - open (auto closes body-engine (V) and AR valve - maintenance manuals suggests this is true for all models)

Pump - 1 body pump per engine operating (665 one pump only)

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5
Q

Ground, high EGT, ground crew warning of fire but no indications

A

Internal fire
Throttle - cut off (P)
Engine - motor 60 sec watch EGT
Fire switch - need bleed air open to motor the engine/starter. consider pull if need to isolate electrics, hydraulics, bleeds, extinguishers will NOT help
ATC, ground crew - notify/request assistance
Abandon airplane - a/r: be very careful before ordering, can be risky, give clear instructions.

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6
Q

Fire on the ground - COMP OHEAT AND FIRE light

A

Throttle - cut off (p)
Fire switch - pull (p,cp)
Check signs? Test fire warning
Extinguisher - press if required (p,cp)
Wait 30 sec before considering next extinguisher.
Notify ATC, ground crew
Consider abandoning

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7
Q

Take off Abort

A

Throttles - idle (P)
Brakes - apply (P)
Speed brakes - 60 (P)

Shutdown engines if leaving runway
Consider raising the gear

Consider if you can taxi, exit runway, time for cx, liaise ATC once plan.

Brakes! Between Vnb and Vcb = cautionary = egress
Above Vcb = explosion risk, egress.
Park away from other aircraft, no park brake, egress avoiding main gear. Max temp after 30-45 mins.

Before opening hatches:
Depressurise cabin - ram air + off + knob fully CCW

Run checklist: confirm abort complete, (after landers if taxi back) ground egress.

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8
Q

Crash landing or ditching immediately after take off

A

Check Max thrust? Min drag? Dumping fuel?

Can’t maintain alt and airspeed? Commit early. At least VVI = Height. Flap in stages, maintain 0.6 aoa for normal flare. Avoid too much pitch angle, limit FPM to 3ND otherwise excessive flare pitch? If speed is not accelerating then no more flap.

Flaps - 50 (P,CP)
(consider excessive sink rate?)
Gear - down unless over water (p,cp)
(Excess drag when down, consider delay?)
Throttles - cut off after landing

Warn crew - CP call “prepare for crash landing”, one long ring on bell when ordered by P,
harnesses locked

“Brace for impact” CALL

Once on the ground: throttles cut off = loss of all power. Egress. depressurise , Batt EMER, pull all fire switches, batt OFF

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9
Q

Engine fire/failure during flight

A

CIC TDT MI RAF

Throttle - cutoff unless required (p)
Fire switch - pull if required - Frozen N2? FIRE light/test fails/visible? (p,cp)
Extinguisher switch - press if required (p,cp)

Gear up, safe altitude (stable?) - come to idle if on fire/damaged and don’t need thrust. Reduces fuel.

Swift to pull and extinguish if bad fire (visual confirm) or lose the ability to extinguish.

Consider emergency return requirements if doesn’t extinguish. Warn crew and ATC.

Bold face
Confirm bold face
After TO climb checks to 6 (anti ice, pressurise?)
Approach and landing checks
Review Landing with OEI time permitting.

Nb. No need to pull fire switch if no fire or not frozen, otherwise you isolate the hydraulic pumps and destroy them unnecessarily

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10
Q

Engine over speed

A

N1 over 105 or
N2 over 106
PRECAUTIONARY shutdown

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11
Q

Stall recovery

A

AP disconnect
Unload - lower nose slightly below horizon
roll wings level
Stand up throttles
Increase to max thrust
power up pitches up
Below 15,000ft set flaps to 30
leave gear until Positive ROC
accelerate to and maintain 0.6 AoA until clear of hazards.

May be nose below horizon initially to avoid re entering stall.

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12
Q

Emergency descent

A

Safe direction vs threats (Terrain Wx Airspace TCAS)
Make safe cabin: Oxy, warn crew.
Best config? airframe damage vs speed
Target Altitude vs SALT
Communicate.

Have I got structural damage limiting speed? If so maintain current speed. Do I need drag or minimise airframe stress? SALT?

CP: OXY (a/r), Warn Crew/Signs, Squawk, Talk ATC.

30/45 AoB to help nose down without bunting, turn away from airway centreline (unless UK)

OXY - ON 100%
Warning signs ON (CP)
IDLE
SPEEDBRAKE 60
GEAR DOWN (M0.78 above FL300 or 270 KIAS)
SPEED - aircraft (not gear) Placard (M0.85 or 350 KIAS)
START switches - IGN
IFF - EMERG (CP)

ATC call (CP) - important if busy airspace
“PAN PANx3, C/S, (RC135), (Cabin Decompression?), Emergency Descent, (Position), FLX descending Alt 10,000ft”

Squawk, Talk, Lights
Lookout + TCAS
Level off…! 2k to go reduce ROD, retract speed brakes

Further actions:
Tx/update reports on 121.5Mhz or 243MHz to notify aircraft around you.
AIP may state different rules: UK maintain track. ICAO turn away/left.

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13
Q

Engines remain at Flt Idle on landing

A

(Safety switch AIR after 3s, engines not 20% after 10s)
Lost NWS - use careful tiller if required
Antiskid will cut out at 50kts - OFF before 50kts
Shutdown symmetric engines when able
AC ground ejector valve remains closed if safety switch AIR, shutdown to prevent overheat

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14
Q

Ground Evacuation

A

Pause, breathe for a moment, is this necessary

Alert crew, ATC, fire
Prepare exits
Make safe aircraft
Evacuate crew
Shut down completely
Evacuate self

Crew - Notify (3 bell rings a/r)
ATC/Ground - Notify

Depressurise - Ram air, off, full CCW, window?
Flaps 30
Speed brakes 0

Park Brake - set
BATT - Emer
Throttles - cut off
Starter - Off
Fire switches - Pull a/r

Evacuate Crew - one long bell

Ext power - trip
BATT - OFF
ESIS - OFF

Evacuate myself

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15
Q

Cabin altitude considerations

A

Above FL250 - decompression sickness regardless of oxygen supply. Below 18k at least to avoid decompression.
Sufficient oxygen to reach diversion and descend to 10k.
Consider smoke and fumes requiring oxygen for crew: longest time to diversion?
1L = 1 hour 100% SFC lvl
LOx 3 feeds flight deck only. Consider only 1 & 2 when calculating for whole aircraft

UK RTS:
Oxygen system must be used above cabalt of 8k.
Prolonged use above CABALT of 10k prohibited.
“Normal” air mix is not suitable above Cabin altitude of 12000ft.

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16
Q

Engine failure impact on rate of climb
Gear down impact on rate of climb

A

Eng fail -1400 fpm for 322,000lb
Gear down -420 fpm / -2%

At climb out 3.5nm/min = 120ft/nm ~ 2% gradient.

DAPA approach and landing data gives climb gradient:
3ENG gear down doors as set (4eng or 3 eng selected)
2ENG gear down doors as set (chart is doors closed)

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17
Q

Jammed stab alternate trim methods

A

1 unit nose up per 10 flap
DWL F20 2.5 NU
Landing F50 around 4 NU

pitch up - lift fwd
Spoilers: up to 4 units trim landing
To Trim Up? Cut In board
To trim down? cut out board
Upon landing: lower spoilers, close cut out, redeploy spoilers.
+5kts or later power pull due increased drag

Flaps: to trim up more inboard
To trim down, more out

Speed up - needs nose down trim
Slow down - needs nose up trim

CG: 5% per unit trim

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18
Q

Bell, Ground:
A) Prepare to abandon airplane
B) Abandon

A

A) Bell x3 short rings
B) one long ring

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19
Q

Air, bell:
A) Prepare for ditching/crash
B) ditching/crashing

A

A) x6 shot rings
B) x1 long ring

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20
Q

Rudder Power Off considerations

A

Crosswind limits the same, but realistically minimise x-wind.
UK RTS 13 kts max xwind
Rudder force provided by legs only
Rudder deflection 13 vs 26 degrees
Rudder pedal deflection will be higher than with power hence NWS deflection higher = potential to veer, prepare to correct/use tiller
No SYD - Dutch roll
No AAR
No AP roll, CDT - 4hrs

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21
Q

Hung start
Indications
Types
Actions

A

Light off followed by Slow acceleration
Rpm below normal idle
Lean: low ff low egt
Rich: high ff high egt
HUNG START drill - cut off, motor.
Starter disengaged (>43% N2) reset start switch and wait until below 25N2

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22
Q

Hot start

A

Rapid egt rise approaching 725C
Abort if fuel flow >680 pre light
Too little airflow / too much fuel

Throttle - cut off
Motor 60 sec - bleed air (air cart / N1 33% / anti ice closed) ? N2 below limit? Start switch START

If motoring fails to reduce EGT/extinguish tailpipe fire
Fire switch - pull

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23
Q

Hot start, torch, hung start, sub idle start N2 stall recovery procedure

A

Throttle cut off
Motor 60s

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24
Q

Engine Start: No Light up within 10 sec throttle to START

A

Throttle cut off
Motor 60s
Check ignition CBs

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25
Q

Low oil pressure during ground operations

A

Below 11psi shut down engine.
How? Cut off. Don’t need to motor (unless you have high EGT). Shouldn’t have accumulated fuel like an aborted start. You want to stop it from rotating to avoid dry seizure.

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26
Q

N2 rollback prior to N2 stable idle

A

Sub idle start stall
EGT continues to rise
Stall recovery procedure:
Throttle cut off
Motor 60s

27
Q

Torch during start

A

Expect in cold weather
Otherwise torch recovery procedure
Throttle cut off
Motor 60 sec monitoring EGT

28
Q

JFS fails to cut out on start

A

JFS Ready light remains on and/or JFS door remains open.

Should auto cut out between 50-53% N2.

Start switch to OFF
If still fails to cut out - shutdown engine : throttle CUT OFF

29
Q

Uncommanded starter valve open in flight

A

Close bleed valve
Throttle Idle

30
Q

“Overhead” alert
Bleed air
Over temp or over pressure light ON

A

Safe flight? Push up other engines, ATC Lower level required?
Bleed valve switch: closed Caption ON
(Over pressure will close auto but manually depress also)
Throttle - IDLE
Light: monitor

Consult FRCs
BLEED AIR SYSTEM ABNORMAL OPERATION
If not other indications then “suspect indicator malfunction” and can use engine as normal…

31
Q

“Overhead” alert
Leak Det light on

A

Bleed valve switch - closed light on
Throttle - idle (consider pair if outboard)
Leak det - monitor 30 s
Test circuit (leak det light should come on then go out)

No other indications but fails test or light on - assume leak but operate at idle. (Trust leak det)

FRCs BLEED AIR ABNORMAL OPERATION

32
Q

115V ac fuel quantity cb tripped

A

Do not reset until proper inspections and repairs have been made

33
Q

115/200V AC fuel boost or override pump CBs popped

A

Do not reset
During emergency CBs can be reset one time if weighed against the risk of arcing

34
Q

CB trips

A

Unless fuel level or boost/override
Can attempt reset 2 times… ie CB trips 3 times

UK read file.
Ground: flag to engineering.
no resetting of any 115v ac fuel sensor or pump cbs.
No reset any other fuel system cbs unless essential.
Only 1 reset allowed otherwise. Unless fault has been identified and rectified.

35
Q

“Overhead” alert
OHEAT caption generator

A

Press disconnect switch
Cannot reconnect in flight…
Ensure low rpm light on
low rpm light may be on (auto d/c)

If no low rpm light- check the bulb tests then IDG fails to disconnect:
Check GEN Drive Protect CBs
Reset if possible otherwise shutdown engine using ENGINE FIRE/FAILURE DURING FLIGHT

36
Q

How many amps difference across generators would indicate an issue?

A

15 A différence on the sync bus

37
Q

Emergency egress and ditching routes

A

Cargo door and steps if attachéd
Crew entry chute otherwise
Nav/first out to secure hatch hinge, ladder, chocks proceed to muster point.

Fwd of Wing exits - use LH exit.
Rear of wing exits, Recon sears RH
Crew rest - either as directed

38
Q

Switched DC bus fail
Light comes ON during take off

A

Pilots PFD MFD, engine instruments fail

Battery power - Emergency (DOWN)
Light remains ON? CP anti skid fails.
Generator failures: lots of screens cutting out, likely pilot anti skid lost also.

Pilot’s anti skid TR2 - may be functioning, if N1 computer failed then TR2 failed.

Prepare to cut off symmetric pair.
Braking caution in case anti skid in op
Flap 50 to aid braking
FD EMER radio contact
Use call if interphone issues

39
Q

Stabiliser trim CBs

A

(3) Gen 2
Main CBP
AJ 4/5/6

Can you visualise??
Need them if stab trim cut out didn’t work and trim brake not working.

40
Q

Rudder power control CB
On IFR climb out, Rudder power remains in high range upon flap retraction

A

SBCBP / C28
Set Rudder power off below 230kts. Ensure rudder pressure reduces, Check CBs. Defaults to last set pressure regime (press ctrl) and ON (ctrl)

Control speed below 230
check flaps up?
Rudder power OFF
Continue climb as cleared consider intermediate level off 18k if can’t solve.
Below 220IAS, rudder command central? Cycle rudder power
Check rudder control CB?
220IAS, monitor AOA,
Cycle flaps below 12kft uk
If not fixed: no SYD, no AAR, no Dutch roll damping, no AP roll likely terminate mission requiring fuel dump/burn down in a hold.
Clean stall speed at 320klb around 200IAS at and below 10kft

41
Q

Loss of RH hydraulic system
Implications

A

Main flaps - cross over if able. Otherwise emergency flaps (3 mins for F50)
Rudder power - cross over if able otherwise EFAS and SYD also lost.
Outboard spoilers - inoperative, increased ground roll, reduced roll and x wind limits, pitch down with speed brakes.
Leading edge flaps - higher approach speed, longer landing roll
NWS - inoperative, differential brakes or thrust required.
Co pilot brakes - inoperative
Aft pumps - slower fuel dump

42
Q

Abnormal vibrations or suspected tire failure on touch and go

A

Continue touch and go and leave the gear extended if practical. Attempt to verify condition of all tires. Perform a full stop landing when conditions permit (DFM cold weather procedures, landing…)

43
Q

Both HYD 1&2 (top) or 3&4 (bottom) lights come on.
Fluid level reducing…

A

Depressurise left (1,2) or right (3,4) to stop pumping hydraulic fluid through a potential leak.
Not sure if this would happen in reality unless a catastrophic leak resulting in i pressure. In which case isolate or not pumps will self destruct as fluid leaks out.
?? Do I isolate the pumps? They could be functioning but leak downstream??

44
Q

Hydraulic pressure recurring indication above 3,400 psi

A

Suspect hydraulic pump failure. System should Be depressurised, check FRCs
Assume gauge is correct. High pressure could damage other components.

45
Q

What happens if you isolate a hydraulic pump?

A

Shutoff valve
Emergency Only
Over 5 mins equals self destruct.

46
Q

Hydraulic pump inoperative light with associated fluid loss

A

Isolate the indicated pump

47
Q

Single Hydraulic pump inoperative light but no fluid loss

A

Turn off those system body pumps (reduce load on system)
Depressurise
Repressurise
Check light
On - isolate
Off - continue operation reduced load

48
Q

Hydraulic leak suspected

A

HYD SYSTEM ABNORMAL OP - use the table

Depressurise system, repressurise to see if it’s a pump fail. Isolate pump if so and continue sortie.

If no pump fail, monitor rate of loss.

Low loss - leave and only pressurise when needed. High loss, attempt to isolate as follows:

Return leakage - if increases when services uses or when depressurised. Cannot be isolated

Pressure line leakage
Downstream of pump output check valves:
RH system pressure lines: only flaps, copilot instrument backup can be isolated by turning off/not moving.

LH system: nothing can be isolated, system will be lost except backup brakes.

Between pump and check valves: isolate inboard, check leak? Isolate outboard check leak?

49
Q

Oil pressure low during flight

A

If below or fluctuations take it below 11 psi, immediately shutdown using ENGINE FIRE/FAILURE DURING FLIGHT.

If oil pressure gauge above 11 but light comes on, vary thrust to check gauge. Could be filter clogged… FRCs but if filter is clogged: PRECAUTIONARY SHUTDOWN

50
Q

Sévère fuel leak main tank

A

Land asap

Empty the tank by draining and utilising fuel.

Main tank : 2 vs none until 20% then at least 1 pump per main tank. At least 2 pumps on in other tanks once empty to ensure positive fuel flow to engine. Ensure that engine’s tank to engine manifold valve remains open!!!

Main tank = structural damage? Reduce speed below 255kts .
Minimise flaps 30 or less.
No speed brakes in flight.
Fire hazard on landing = shutdown
inboard engine prior to approach, fire crews on taxiway, egress.

51
Q

Left safety switch fails to AIR

A
  1. Rudder pedal NWS inoperative (tiller ok)
  2. Outboard anti skid releases below 42+/-9 kts, turn AS off before 50 to avoid losing out board braking
  3. Ground air ejector valve closes, RAM air and OFF to avoid overheating packs.
    (TCAS remains airborne, warning horn fail)
52
Q

RH safety switch fails to AIR

A

Inboard anti skid releases below 42+/-9 kts, turn off anti skid before 50kts to avoid losing inboard braking

53
Q

Nosewheel tire failure on take off roll

A

Below S1 = abort
Above S1 continue, other tire may fail so maintain only sufficient forward pressure to keep nose wheel in contact with runway. Use rudder to control direction.

54
Q

Unplanned severe turbulence

A

Speed: lower of 280kts M0.77
Attitude: maintain wings level, avoid using too much elevator
Do not use stab trim once set for level flight.
Thrust: leave set for level cruise
Altitude: don’t chase
Flaps and gear: do not lower.
Auto pilot: disengage
Check anti ice kit on

55
Q

Double engine failure RHS

A

Planning: GW and Clb 2 Eng (-1400 fpm per engine lost). Copilot auto cleared to dump? (FWD pumps). Crash landing area in your head. Emergency return briefed with navaids prepped.

Crossover CRM: gear up lights out, “Depressurised, crossover, rudder back”
CP moves lever “rudder back, repressurise”
AC “repressurise” CP confirm.

Are the engines producing thrust (N1 and not frozen N2)?
IAS trend, VVI, AoA
Dump fuel
Power limited? Firewall throttles…

56
Q

Oil pressure light on
Considerations

A

Low Pressure or clogged filter or viscous oil.
Check oil pressure gauge.
Check temperature.
If above -10C and oil pressure normal, clogged filter.
Precautionary shutdown unless required for safe flight.

57
Q

Engine rumble

A

Under conditions requiring low thrust <80% can get rumble.
Vary N1 by 1-2% - solved? Continue operation.
Remains? Shutdown unless required.. not stated if precautionary but assume

58
Q

What scenarios require “engine fire or failure during flight”

A
  1. N2 bearing failure - diagnosed via Low/fluctuating oil pressure, clogged filter with vibrations, rising egt
  2. Low oil pressure
  3. Compartment overheat not solved at idle.
  4. Catastrophic engine failure vibration/disintegration
  5. IDG fails to disconnect
  6. Bleed air system abnormal : more than one indicator eg. Leak det + over temp
59
Q

Unusual attitude recovery

A

Stalled? Stall recovery

Cross check
IdentifY
Actions

Pickle
Roll
Pitch and trim
Power (smooth)
Speed brakes? (Smooth)
(Gear?)

Crosscheck
Attitude, speed, altitude, heading
HEROOO height erect reason? Oxygen orientation overstress

60
Q

What drives 30F landings?

A

2 Engine
3 engine RP off
Flap fail / asymmetry
Fuel leak: CWT or wing

61
Q

Ditching

A

Minimise fwd speed and rod (200-300fpm at approach speed), endeavour to be wings level to surface.

Call for help! Unilink, Satcom.

Below 30kts wind (no excessive white caps): Ditch parallel on top of swell

Above 30kts or IMC; ditch into wind

Fly level about 10ft then IDLE slightly higher flare attitude.

Checks:

CALL “Prepare for ditching”, 6 short rings
Position report ATC
IFF - EMER
(Set a QNH for height above surface but radalt below 2.5k)
Gear UP
Fuel - Dump, reduce body fuel for impact and fire hazard.
Flaps - 1/no engines 30, otherwise 50
Depressurise
!Anti exposure suits on for the crew!
Ditching position - seated, locked
“Brace for impact”

62
Q

UNILINK emergency

A

DATA
UNILINK
ATC
EMERGENCY
Enter details, review, send

63
Q

High speed buffet recovery
Or Mach tuck

A

Speed brakes 60
Throttles - retard gradually as required (beware pitch down)
Ease out of descent avoid abrupt pull which increases load factor (equivalent to higher GW) hence worse buffet.

Sect 6

OCU (17 decks)

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