EPCs Flashcards
CARGO FWD (AFT) SMOKE
Light: Associated Cargo Smoke Button Illuminates.
Associated Cargo Smoke Button…PUSH
LAND AT THE NEAREST SUITABLE AIRPORT
Refer to QRH for Expanded Procedures
SMOKE EVACUATION
Crew Oxy Masks…DON, EMER
Crew Communication…ESTABLISH
DUMP Button…PUSH IN
LAND AT THE NEAREST SUITABLE AIRPORT
Refer to QRH for Expanded Procedures
SMOKE / FIRE / FUMES
Condition: Smoke, fire or fumes have been spotted by the crew without an EICAS warning.
Crew Oxy Masks…DON 100%
Crew Communication…ESTABLISH
LAND AT THE NEAREST SUITABLE AIRPORT
Refer to QRH for Expanded Procedures
CARGO COMPARTMENT FIRE
Associated Cargo Smoke Button…PUSH
LAND AT THE NEAREST SUITABLE AIRPORT
Refer to QRH for Expanded Procedures
DUAL ENGINE FAILURE
EICAS Indication: FAIL icon inside both N1 indicators.
EICAS Indication: Both oil pressure indications in red.
Airspeed…250 KIAS MIN
RAT MANUAL DEPLOY Lever…Pull
LAND AT THE NEAREST SUITABLE AIRPORT
Refer to QRH for Expanded Procedures
EMERGENCY DESCENT
FSTN BELTS Signs…ON
Altitude…10000 FT OR MEA, WHICHEVER IS HIGHER
Thrust Levers…IDLE
SPEEDBRAKE Lever…FULL OPEN
Airspeed…MAX/APPROPRIATE
Transponder…7700
ATC…NOTIFY
EMERGENCY EVACUATION
Emergency/Parking Brake…ON
Thrust Levers…IDLE
START/STOP Selectors…STOP
Fire Extinguishing Handles…PULL AND ROTATE (1-L AND 2-R)
APU EMER STOP Button…PUSH IN
APU Fire Extinguishing Button…PUSH
DUMP Button…PUSH IN
ATC…NOTIFY
Emergency Evacuation…ANNOUNCE
Batteries…OFF
ENGINE ABNORMAL START
Affected engine:
START/STOP Selector…STOP
Refer to QRH for Expanded Procedures
ENGINE FIRE, SEVERE DAMAGE OR SEPARATION
Autothrottle…DISENGAGE, MONITOR AIRSPEED
Affected engine:
Thrust Lever…IDLE
START/STOP Selector…STOP
FIRE EXTINGUISHER Handle…PULL
LAND AT THE NEAREST SUITABLE AIRPORT
Refer to QRH for Expanded Procedures
JAMMED CONTROL COLUMN (PITCHED)
Elev Disc Handle…PULL
Refer to QRH for Expanded Procedures
JAMMED CONTROL COLUMN (ROLL)
Aileron Disc Handle…PULL
Refer to QRH for Expanded Procedures
PITCH TRIM RUNAWAY
AP/TRIM DISC Button…PRESS AND HOLD
Pitch Trim SYS 1 and SYS 2 CUTOUT Buttons…PUSH IN
Refer to QRH for Expanded Procedures
ROLL (YAW) TRIM RUNAWAY
AP/TRIM DISC Button…PRESS AND HOLD
Refer to QRH for Expanded Procedures
STEERING RUNAWAY
Steer DISENGAGE Switch…PRESS
Use differential braking and rudder to steer the plane.
UNRELIABLE AIRSPEED
Auothrottle…DISENGAGE
Avoid quick Thrust Lever movements.
Autopilot…DISENGAGE
Flight Director…OFF
Yaw Damper…OFF
CAUTION AVOID USING THE SPEEDBRAKE
Attitude/Thrust…ADJUST
Refer to QRH for Expanded Procedures
CABIN ALTITUDE HI
EICAS Indication: Cabin Altitude Indication in red.
Aural Warning: CABIN
Crew Oxy Masks…DON, 100%
Crew Communication…ESTABLISH
Altitude…10000 FT OR MEA, WHICHEVER IS HIGHER
Thrust Levers…IDLE
SPEEDBRAKE Lever…FULL OPEN
Airspeed…MAX/APPROPRIATE
Transponder…7700
ATC…NOTIFY
Refer to QRH for Expanded Procedures
BATT 1 (2) OVERTEMP
Associated Battery…OFF
Refer to QRH for Expanded Procedures
APU FIRE
Light: APU EMER STOP Button upper half illuminates in red.
APU EMER STOP Button…PUSH IN
Refer to QRH for Expanded Procedures
ENG 1 (2) FIRE
EICAS Indication: FIRE icon on the associated ITT indicator.
Light: Associated fire handle illuminates.
Autothrottle…DISENGAGE, MONITOR AIRSPEED
Affected engine:
Thrust Lever…IDLE
START/STOP Selector…STOP
FIRE EXTINGUISHER Handle…PULL
LAND AT THE NEAREST SUITABLE AIRPORT
Refer to QRH for Expanded Procedures
Describe the sequence of events for an annunciated emergency procedure.
Warning light and EICAS message
PF: “Cancel/Identify”
PM: Presses Warning Light
PM: “Cargo Fwd Smoke”
PF: “Cargo Fwd Smoke EPC”
PM: “Cargo Fwd Smoke EPC, Cargo Fwd Smoke Button PUSH. CONFIRM”
PF: “I agree, PUSH” or “No”
PM pushes button
PM: “Cargo Fwd Smoke EPC Complete”
PF: “I have the radios and the flight controls. Reference the QRH for Cargo Fwd Smoke.”
PM: completes QRH (state Action & Response Method)
PF: Declares emergency
PM: “Cargo Fwd Smoke checklist complete”
What are the 3 steps in an emergency situation?
- Maintain aircraft control
The pilot flying (PF) will continue to fly, allowing the pilot monitoring (PM) to deal with the emergency/ abnormality, unless and until the captain decides to transfer the controls.
This transfer of controls on the E-JET would be done by reporting what the FMA has displayed on it if the autopilot is on. “HDG, ALT.” This gives the other pilot an indication that the autopilot is on and what it is following. When the autopilot is not on, the pilot transferring the controls will state the altitude, heading or FMS course to maintain.
- Analyze the situation
Use all available resources
- Take corrective action
When should an EPC be accomplished on takeoff?
Although EPCs should be accomplished at a safe altitude (normally leaving acceleration altitude), aircraft performance, availability of thrust, extent of aircraft damage and current weather conditions may dictate a decision to execute an EPC close to the ground.
As long as the engines are producing thrust (not thrust reverse) during a takeoff or Go-Around, EPC should be done at a safe altitude. The situation will dictate when to accomplish the EPC for engine fires and thrust reverser deployed, depending on performance and extent of damage.
What emergency-related items need to be confirmed?
Engine thrust levers.
Engine Start/Stop selectors.
Fire Extinguish handles.
Guarded buttons and switches.
IDG DISC selector.
Detent selectors.
When on the ground, confirmation is not needed.
If a QRH checklist is interrupted, or if an item is in question, what should be done?
If it is decided not to accomplish an item on the checklist at that time, the captain or PF will say, “Hold the checklist.” After the captain or PF calls, “Continue the checklist,” the reading of the checklist should resume by reading the last completed item before the interruption occurred.
If for any reason there is any doubt as to the last completed item, the captain will direct the entire checklist to be restarted from the beginning.
If an item is inoperative due to an MEL, the response will be, “INOP.”
If an item is not applicable on a particular flight the response will be, “NOT REQUIRED.”
When time permits in an emergency situation, what should the flight attendants be told?
TEST
Type of emergency
Evacuation required
Special instruction
Time remaining
In the event that the crew does not receive a timely response from their call to the flight attendants, the phrase “Flight Attendant Able” will be used over the PA to alert the cabin crew.
How can an emergency affect landing distance?
Procedures for failures affecting the landing distance presents an abnormal landing correction factor. This factor must be multiplied by the applicable unfactored landing distance. The factor presented in the procedure is applicable to dry runways. Additional factors for other conditions are presented in the performance section of this manual.
How can an engine failure be identified? And what are the indications distinguishing an engine seizure, failure, separation/severe damage, or fire?
The first principles to manage an engine malfunction are to identify the affected engine and take proper action, considering airplane on ground or in-flight.
There are several ways to recognize engine failures, including messages and airplane reactions:
1. Airplane loss of directional control (differential “moment force”).
2. Engine Failure – Loss of thrust, EICAS indication FAIL in amber on N1 indication; the Oil Pressure indication turns red.
3. Engine Seize – EICAS N1 indicates 0. (Not windmilling)
4. Engine Separation – EICAS indicates amber dashes, thrust rating mode will disappear.
5. Engine Fire – On EICAS, FIRE in red on ITT indicator and Fire Handle illuminates.
If an engine failure occurs before V1, what should be done?
If an engine failure occurs AT ANY MOMENT before V1, a Rejected Takeoff Procedure (RTO) has to
be accomplished. (Refer to “Rejected Takeoff (RTO)” procedures.)
If an engine failure occurs above V1, what should be done? What speed should be pitched for below, at, and above V2 when the failure occurs? What is the maximum bank angle when single engine?
If an engine failure occurs above V1, control airplane direction, aiming to keep airplane on runway centerline by smoothly applying rudder.
As soon as an Engine Failure or FIRE is recognized (not always accompanied by loss of thrust) and the affected engine is identified, check maximum thrust on EICAS. (RSV)
After rotation, set aileron in neutral and use rudder and yaw trim to keep wings
level. High aileron input raises the spoilers and increases drag.
B. As reference, the slip/skid indicator is approximately 1⁄2 to 1⁄4 off center and between 0° to 5° of bank after engine failure. It depends on Speed, gross weight and altitude. Generally the control wheel in the neutral position is a good indication of the lowest drag for single engine.
C. Crew must keep close attention at first positive rate of climb to retract Landing Gear, monitoring airplane profile.
D. The TO mode first guidance is based on Takeoff weight and SLAT/FLAP setting, limited to a minimum pitch of 8° and maximum of 18°.
E. Crew must follow the Flight Director guidance to maintain V2 to V2 + 10 kt up to acceleration altitude, according to the following three different conditions:
1. Engine failure below V2: pitch for V2.
2. Engine failure between V2 and V2 + 10 kt: pitch for the present Speed.
3. Engine failure above V2 + 10 kt: pitch for V2 + 10 kt.
F. Takeoff thrust is limited to 5 (optionally 10) minutes after Takeoff. It is recommended emergency procedures be accomplished as soon as safe altitude has been reached (at least 1,000 ft AGL or according to local minimums).
G. When engine failure occurs after Takeoff, noise abatement procedures no longer apply.
H. Following an Engine Failure, ATTCS adjusts operating engine thrust to its respective RSV mode. In event the maximum thrust is not reached for any reason, advance the Thrust Levers to maximum thrust.
I. On departure procedures with acceleration altitudes above 1,000 ft, emphasize during the Takeoff Briefing that, in the event of an Engine Failure, Engine Fire (with loss of thrust), or any other malfunction requiring an EPC/ memory item, actions can be commanded at an altitude lower than the acceleration altitude, but not lower than 400 ft. Airplane must be stabilized and on the profile.
According to 14 CFR 121.189(f), the maximum bank angle with one engine inoperative is 15°.
During climb, monitor pitch Attitude and Airspeed continuously. Performance changes such as Airspeed reduction, reduced climb rate or higher than normal pitch angle may be an indication that ice has already accreted to the airframe. If ice-related performance decreases are noted, ensure that all icing systems are selected ON. Make sure the required thrust and Attitude are being properly maintained.
After SLAT/FLAP retraction, VFS and Maximum Continuous (CON) thrust should be set or verified until all obstacles have been cleared. The use of Speed mode in FMS is prohibited for one engine inoperative condition.
Why does the unreliable airspeed procedure call for AT, AP and YD OFF?
When this scenario occurs the Autothrottle and Autopilot must be disengaged because these systems use the Airspeed indications to adjust their gains. The Flight Director may be also unreliable and should not be followed.
