MANEUVERS Flashcards
MANEUVERING STALL
Entry:
• Establish level flight at a safe altitude and 200 knots
• Set speed bug at flap 20 speed
• Set VT (VFTO) for the aircraft weight and adjust V2GA on the PFD
• Retard thrust levers to 45% N1
• Configure to flaps 20 on schedule
• Select landing gear down
• Select autopilot and FD off
• Enter a 20-degree bank turn
• Do not trim past the speed bug
• Initiate recovery at the stick shaker
Recovery:
• Simultaneously:
• Set max thrust (or firewall, if required)
• Ensure spoilers are retracted
• Level the wings
• Maintain pitch attitude (or slightly less) to minimize altitude loss
• Once a positive rate of climb is established, the aircraft is clear of stick shaker, and a positive airspeed trend is observed,
select flaps 8 and landing gear up
• Climb to a safe altitude, respecting the stick shaker
• Reconfigure as required while accelerating to 200 knots
• Reduce thrust
CLEAN STALL
Entry:
• Establish level flight at a safe altitude and 200 knots using the FD in HDG mode and ALTS
• Set speed bug to flap 0 speed
• Retard thrust levers to 45% N1
• Deploy flight spoilers (optional)
• Disengage autopilot
• Do not trim past the speed bug
• Initiate recovery at the stick shaker
Recovery:
• Simultaneously:
• Set max thrust (or firewall, if required)
• Ensure spoilers are retracted
• Level the wings
• Maintain pitch attitude (or slightly less) to minimize altitude loss
• Climb to a safe altitude, respecting the stick shaker
• Accelerate to 200 knots
• Reduce thrust
LANDING STALL
Entry:
• Establish level flight at a safe altitude and 200 knots with autopilot engaged in HDG mode and ALTS
• Set speed bug at VREF
• Set VT (VFTO) for the aircraft weight and adjust V2GA on the PFD
• Retard thrust levers to 45% N1
• Configure to flaps 45 and landing gear down on schedule
• Allow the aircraft to stall with the autopilot engaged
• Initiate recovery at the stick shaker
Recovery:
• Simultaneously:
• Set max thrust (or firewall, if required)
• Ensure spoilers are retracted
• Level the wings
• Maintain pitch attitude (or slightly less) to minimize altitude loss
• Once a positive rate of climb is established, the aircraft is clear of stick shaker, and a positive airspeed trend is observed,
select flaps 8 and landing gear up
• Climb to a safe altitude, respecting the stick shaker
• Reconfigure as required while accelerating to 200 knots
• Reduce thrust
WINDSHEAR RECOVERY
Whenever flight path control becomes marginal at low altitude or when a “WINDSHEAR,” “WINDSHEAR,” “WINDSHEAR” aural warning occurs accompanied by the PFD indications (flight director, AMI, and WINDSHEAR Red Warning), the crew will perform the following:
• Immediately set maximum thrust
• Ensure spoilers are retracted
• Follow the flight director (FD) commands smoothly and precisely (DO NOT FOLLOW THE AMI)
• The stick shaker may come on intermittently during the commanded maneuver
• Do not attempt to regain lost airspeed until terrain contact is no longer a factor
• Do not change landing gear or flap configuration until the vertical flight path is under control and the AMI has been
removed, indicating the end of the windshear condition
• The PM will callout heights above terrain (RA) and “climbing/descending” throughout the windshear encounter
Example: “400 feet, descending” or “300 feet, climbing”
• The PM will notify ATC of the windshear condition as soon as practical
• Note •
A PFD amber WINDSHEAR caution indication does not necessitate an immediate recovery, but a red
WINDSHEAR warning indication may be imminent, and the crew should prepare for a windshear recovery.
• Note •
TO/WS or GA/WS will remain as the active mode until another selection is made by the crew.
TCAS RESOLUTION ADVISORY
Compliance with a TCAS RA is mandatory, regardless of conditions. Whenever an RA is indicated, the PF will perform the following actions:
• Disconnect the autopilot
• Adjust pitch and power as required
• Adjust vertical rate promptly and smoothly to comply with the guidance indicated on the VSI
• The PM will notify ATC of the RA and altitude deviation as soon as practical
• Note •
Most TCAS RAs are resolved with altitude changes of 300-500 feet.
• Note •
Regulations permit deviation from assigned altitude to comply with a TCAS RA.
7.3.5 Enhanced Ground Proximity Warning System (EGPWS).
Refer to the Systems Manual, Chapter 17-Navigation for a description of the EGPWS.
Flight crews can select the terrain display on their MFD by pushing the RDR/TERR button on their respective DCP. The terrain function displays the highest and lowest terrain/obstacle value of the selected range setting in the upper left corner of the map display.
Flight crews should respond to Ground Proximity aural and visual warnings in the following manner:
— When an aural “PULL UP” or “TERRAIN” warning occurs:
• Autopilot disconnect
• Set max thrust
• Retract spoilers
• Rotate smoothly toward best angle of climb (approximately 15 degrees)
• Respect stick shaker
• Confirm that a safe ground clearance exists
• Note •
When flying under Day VMC conditions, should an EGPWS warning occur and the terrain and/or
obstacles are clearly in sight, immediately take positive corrective action until the EGPWS warning/ alert stops and terrain clearance is assured. At night or in IMC, perform the above EGPWS escape maneuver.
— When an aural warning other than “PULL UP” occurs, initiate the corrective action to remove the cause of the warning.
• Note •
To permit maneuvering on final approach or backcourse approach to an unreliable ILS glideslope, at
RA<1000 ft., the glideslope aural and visual alert can be canceled by pressing the G/S switchlight on the glareshield. The cancel function is automatically reset upon capturing the proper glide path. Subsequent deviations will cause the aural and visual alerts to reoccur.
Flight crews should respond to the Windshear aural and visual warnings in accordance with the procedures outlined in the Windshear Recovery section of this chapter.
Deactivation of the EGPWS for abnormal and emergency conditions is accomplished with a GPWS/FLAP override guarded switchlight on the center pedestal. It can be used to deactivate flap warnings when landings are to be performed with a less than normal landing flap position. Flight crews will deactivate this system when specific abnormal or emergency procedures in the QRH call for this action to be performed.
UNUSUAL ATTITUDES
If an unusual attitude is encountered, quick and accurate pilot response is paramount. Although impossible to write a procedure for every conceivable situation, the following guidance should be considered:
• An extreme nose-up or nose-down attitude may be determined by use of the red pitch echelons on the ADI and the trend vector on the airspeed tape
• Extreme bank angles may be determined by the top portion of the ADI and heading changes on the PFD’s, MFD’s, or standby compass
• If an extreme airspeed excursion has occurred, pilots must use the thrust levers and/or flight spoilers in addition to pitch changes to return to a safe airspeed
• Pilot should consider aircraft loading when making all control inputs
