Maneuvers Flashcards
Approach to Stall or Stall Recovery
- Initiate the recovery:
- Smoothly apply nose down elevator to
reduce the angle of attack until buffet
or stick shaker stops
- Smoothly apply nose down elevator to
- 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
- Roll in the shortest direction to wings
- Complete the recovery:
- Check airspeed and adjust thrust as
needed - Establish pitch attitude
- Return to the desired flight path
- Check airspeed and adjust thrust as
- Re-engage the autopilot and autothrottle
if desired
Rejected Takeoff
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.
Ground Proximity Warning System (GPWS) Response
GPWS Caution
- CAUTION OBSTACLE
- CAUTION TERRAIN
- SINK RATE
- TERRAIN
- DON’T SINK
- TOO LOW FLAPS
- TOO LOW GEAR
- TOO LOW TERRAIN
- GLIDESLOPE
- BANK ANGLE
Correct the flight path or the airplane configuration.
GPWS Warning
Accomplish the following manoeuvre for any of these conditions:
* activation of the “PULL UP”, “OBSTACLE PULL UP” or
“TERRAIN TERRAIN PULL UP” warning
* other situations resulting in unacceptable flight toward terrain
- 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
TCAS TA
- Look for traffic using traffic display as a guide. Call out any conflicting
traffic. - If traffic is sighted, manoeuvre if needed.
TCAS RA
except a climb in landing configuration
WARNING: A DESCEND (fly down) RA issued below 1000 feet AGL should
not be followed.
For RA, except a climb in landing configuration:
- If manoeuvring 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.
- Attempt to establish visual contact. Call out any conflicting traffic.
TCAS RA
For a climb RA in landing configuration
- 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.”
- Attempt to establish visual contact. Call out any conflicting traffic.
Upset Recovery
Nose High Recovery
- 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.
- Apply nose down elevator. Apply as much elevator as needed to
Upset Recovery
Nose Low Recovery
- 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.
Windshear
Windshear Caution
For predictive windshear caution alert: (“MONITOR RADAR DISPLAY”
aural)
- Maneuver as required to avoid the windshear
Windshear
Windshear Warning
Predictive windshear warning during takeoff roll: (“WINDSHEAR
AHEAD, WINDSHEAR AHEAD” aural)
* prior to V1, reject takeoff
* after V1, perform the Windshear Escape Maneuver
Predictive windshear warning during approach: (“GO-AROUND,
WINDSHEAR AHEAD” aural)
* perform Windshear Escape Maneuver or, at pilot’s discretion,
perform a normal go-around
Windshear encountered in flight:
* perform the Windshear Escape Maneuver
Note: The following are indications the airplane is in windshear:
* windshear warning (two-tone siren followed by
“WINDSHEAR,WINDSHEAR,WINDSHEAR”) or
* unacceptable flight path deviations
Windshear Escape Maneuver
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
