Maneuvers

Question 1

Stall / Approach to Stall

Answer 1

Initiate the recovery:
•Smoothly apply nose down elevator to reduce the angle of attack until buffet or stick shaker stops

Continue the recovery:
•Roll in the shortest direction to wings level if needed*
•Advance thrust levers as needed
•Retract the speedbrakes
•Do not change gear or flap configuration, except
-During liftoff, if flaps are up, call for flaps 1

Complete the recovery:
•Check airspeed and adjust thrust as needed
•Establish pitch attitude
•Return to the desired flight path
• Re-engage the autopilot and autothrottle if desired

WARNING:*Excessive use of pitch trim or rudder may
aggravate the condition, or may result in loss of
control or in high structural loads.

Question 2

Rejected Takeoff conditions

Answer 2

Before 80 knots, reject the takeoff for any of the following:
• activation of the master caution system
• system failure(s)
• unusual noise or vibration
• tire failure
• abnormally slow acceleration
• takeoff configuration warning

Below 80 or Above 80 knots and before V1, reject the takeoff for any of the following:
• fire or fire warning
• engine failure
• predictive windshear warning
• the airplane is unsafe or unable to fly

During the takeoff, the crew member observing the non-normal situation
immediately calls it out as clearly as possible.

Question 3

Rejected Takeoff maneuver

Answer 3

Without delay:
Simultaneously close the thrust levers, disengage the autothrottles, and apply maximum manual wheel brakes or verify operation of RTO autobrake.
If RTO autobrake is selected, monitor system performance and apply manual wheel brakes if the AUTOBRAKE message is displayed or deceleration is not adequate.
Apply reverse thrust up to the maximum amount consistent with conditions.
Verify the speedbrakes are extended.
Continue maximum braking until certain the airplane can stop on the runway.

When stopping is assured:
Start movement of the reverse thrust levers to reach the reverse idle detent before taxi speed.
After the engines are at reverse idle, move the reverse thrust levers to full down.

Question 4

Rejected Takeoff considerations:

Answer 4

Consider the following:
• the possibility of wheel fuse plugs melting
• the need to clear the runway
• the requirement for remote parking
• wind direction in case of fire
• alerting fire equipment
• not setting the parking brake unless passenger evacuation is needed
• advising the ground crew of the hot brake hazard
• advising passengers of the need to remain seated or evacuate
• completion of Non-Normal checklist (if appropriate) for conditions which caused the RTO

Question 5

GPWS Caution

Answer 5

Correct the flight path or the airplane configuration.

The below glideslope deviation alert may be cancelled or inhibited for:
• localizer or back course approach
• circling approach from an ILS
• when conditions require a deliberate approach below glideslope
• unreliable glideslope signal

Note: If a terrain caution occurs when flying under daylight VMC, and positive visual verification is made that no obstacle or terrain hazard exists, the alert may be regarded as cautionary and the approach may be continued.

Question 6

GPWS Warning maneuver:

Answer 6

• Disconnect autopilot
• Disconnect autothrottle(s)
• Aggressively apply maximum* thrust
• Simultaneously roll wings level and rotate to an initial pitch attitude of 20°
• Verify the speedbrakes are retracted
• If terrain remains a threat, continue rotation up to the pitch limit indicator or stick shaker or initial buffet
• 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

Question 7

GPWS Warning notes:

Answer 7

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.

Question 8

Traffic Avoidance (TA) maneuver:

Answer 8

If traffic is sighted, maneuver if needed.

Question 9

RA, except a climb in landing configuration:

Answer 9

If maneuvering is required, disengage the autopilot and 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.

WARNING: A DESCEND (fly down) RA issued below 1000 feet AGL should not be followed.

Question 10

For a climb RA in landing configuration:

Answer 10

Disengage the autopilot and 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.
Verify a positive rate of climb on the altimeter and call “GEAR UP.”

Question 11

Traffic Avoidance warnings & notes:

Answer 11

WARNING: Comply with RA if there is a conflict between RA and air traffic control.

WARNING: Once an RA has been issued, safe separation can be compromised if current vertical speed is changed, except as necessary to comply with the RA. This is because TCAS II-to-TCAS II coordination may be in progress with the intruder aircraft, and any change in vertical speed that does not comply with the RA may negate the effectiveness of the other aircraft’s compliance with the RA.

Note: If stick shaker or initial buffet occurs during the maneuver, immediately accomplish the APPROACH TO STALL RECOVERY procedure.

Note: If high speed buffet occurs during the maneuver, relax pitch force as necessary to reduce buffet, but continue the maneuver.

Note: Do not use flight director pitch commands until clear of conflict.

Question 12

Upset conditions:

Answer 12

• pitch attitude greater than 25 degrees nose up
• pitch attitude greater than 10 degrees nose down
• bank angle greater than 45 degrees
• Less than the above parameters but flying at an airspeed inappropriate for the conditions

An upset condition is now considered any time an airplane is diverting from the intended airplane state. An airplane upset can involve pitch or roll angle deviations as well as inappropriate airspeeds for the conditions.

Question 13

Nose High Recovery:

Answer 13

Recognize and confirm the developing situation

Disengage autopilot
With autothrottle - Disconnect autothrottle

Recover:
• Apply nose down elevator. Apply as much elevator as needed to obtain a nose down pitch rate
• 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.

WARNING: * Excessive use of pitch trim or rudder can aggravate an upset, result in loss of control, or result in high structural loads.

Question 14

Nose Low Recovery:

Answer 14

Recognize and confirm the developing situation

Disengage autopilot
With autothrottle - Disconnect autothrottle
Recover:
• Recover from stall, if needed
• Roll in the shortest direction to wings level. If bank angle is more than 90 degrees, unload and roll*

Complete the recovery:
• Apply nose up elevator
• Apply nose up trim, if needed*
• Adjust thrust and drag, if needed.

WARNING: * Excessive use of pitch trim or rudder can aggravate an upset, result in loss of control, or result in high structural loads.

Question 15

Windshear Caution:

Answer 15

“MONITOR RADAR DISPLAY” aural

• Maneuver as required to avoid the windshear.

Question 16

Windshear encountered during takeoff roll:

Answer 16

• If windshear is encountered prior to V1, there may not be sufficient runway remaining to stop if an RTO is initiated at V1.
At VR,rotate at a normal rate toward a 15 degree pitch attitude.
Once airborne, perform the Windshear Escape Maneuver.

• If windshear is encountered near the normal rotation speed and airspeed suddenly decreases, there may not be sufficient runway left to accelerate back to normal takeoff speed.
If there is insufficient runway left to stop, initiate a normal rotation at least 2,000 feet before the end of the runway even if airspeed is low.
Higher than normal attitudes may be required to lift off in the remaining runway. Ensure maximum thrust is set.

Question 17

Predictive windshear warning during approach.
Windshear encountered in flight.
what should you do:

Answer 17

in flight (EGPW):
“WINDSHEAR,WINDSHEAR,WINDSHEAR” aural or unacceptable flight path deviations

perform the Windshear Escape Maneuver

on approach (predictive):
“GO-AROUND, WINDSHEAR AHEAD” aural

perform Windshear Escape Maneuver or,
at pilot’s discretion, perform a normal go-around

Question 18

Windshear, unacceptable flight path deviations:

Answer 18

uncontrolled changes from normal steady state flight conditions below 1000 feet AGL, in excess of any of the following:
•15 knots indicated airspeed
•500 FPM vertical speed
•5 degrees pitch attitude
•1 dot displacement from the glideslope
•unusual thrust lever position for a significant period of time

Question 19

Windshear Escape Maneuver:

Answer 19

MANUAL FLIGHT
• 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°
• Verify the speedbrakes are retracted
• Follow flight director TO/GA guidance (if available)**

AUTOMATIC FLIGHT
• Push either TO/GA switch.***
• Verify TO/GA mode annunciation
• Verify GA* thrust
• Verify the speedbrakes are retracted
• Monitor system performance****

MANUAL OR AUTOMATIC FLIGHT
• 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

Question 20

Windshear Escape Maneuver warnings & notes:

Answer 20

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: * 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: ** Do not exceed the Pitch Limit Indication.

Note: *** If TO/GA is not available, disconnect autopilot and autothrottle(s) and fly manually.

WARNING: ** Severe windshear may exceed the performance capability of the AFDS. The pilot flying must be prepared to disconnect the autopilot and autothrottle(s) and fly manually.