Maneuvers Flashcards
Approach to Stall or Stall Recovery
Do all recoveries from approach to stall as if an actual stall has occurred.
Immediately do the following at the first indication of stall (buffet or stick shaker).
Note: Do not use flight director commands during the recovery.
Pilot Flying • Initiate the recovery: • Hold the control column firmly. • Disengage autopilot and autothrottle. • Smoothly apply nose down elevator to reduce the angle of attack until buffet or stick shaker stops. Nose down stabilizer trim may be needed.*
Pilot Monitoring
• Monitor altitude and airspeed.
• Verify all needed actions have been done and call out any omissions.
• Call out any trend toward terrain contact.
- 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.
Pilot Monitoring
• Monitor altitude and airspeed.
• Verify all needed actions have been done and call out any omissions.
• Call out any trend toward terrain contact.
• Set the FLAP lever as directed.
- 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.
Pilot Monitoring
• Monitor altitude and airspeed.
• Verify all needed actions have been done and call out any omissions.
• Call out any trend toward terrain contact
Rejected Takeoff
The captain has the sole responsibility for the decision to reject the takeoff. Make the decision in time to start the rejected takeoff maneuver by V1. If the decision is to reject the takeoff, the captain clearly announces “REJECT,” immediately starts the rejected takeoff maneuver and assume control of the airplane. If the first officer is making the takeoff, the first officer maintains control of the airplane until the captain makes a positive input to the controls.
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 • fire or fire warning • engine failure • predictive windshear warning • if a side window opens • if the airplane is unsafe or unable to fly.
Above 80 knots and before V1, reject the takeoff for any of the following:
• fire or fire warning
• engine failure
• predictive windshear warning
• if the airplane is unsafe or unable to fly.
During the takeoff, the crewmember observing the non-normal situation immediately calls it out as clearly as possible.
Captain
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 AUTO BRAKE DISARM light illuminates or deceleration is not adequate.
Raise SPEED BRAKE lever.
Apply reverse thrust up to the maximum amount consistent with conditions.
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.
First Officer
Verify actions as follows: Thrust levers closed.
Autothrottles disengaged.
Maximum brakes applied.
Verify SPEED BRAKE lever UP and call “SPEEDBRAKES UP.” If SPEED BRAKE lever is not UP, call “SPEEDBRAKES NOT UP.”
Reverse thrust applied. When both REV indications are green, call “REVERSERS NORMAL.”
If there is no REV indication(s) or the indication(s) stays amber, call “NO REVERSER ENGINE NUMBER 1”,
or “NO REVERSER ENGINE NUMBER 2”, or “NO REVERSERS”.
Call out omitted action items.
Call out 60 knots.
Communicate the reject decision to the control tower and cabin as soon as practical.
When the airplane is stopped, perform procedures as needed.
Review Brake Cooling Schedule for brake cooling time and precautions (refer to Performance Inflight Chapter.) 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.
GPWS Caution
Accomplish the following maneuver for any of these aural alerts: • SINK RATE • TERRAIN • DON’T SINK • TOO LOW FLAPS • TOO LOW GEAR • TOO LOW TERRAIN • GLIDESLOPE • BANK ANGLE • AIRSPEED LOW (airplanes with AIRSPEED LOW aural) • CAUTION TERRAIN • CAUTION OBSTACLE
Correct the flight path, airplane configuration, or airspeed.
The below glideslope deviation alert can be cancelled or inhibited for:
• localizer or backcourse 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.
Note: Some aural alerts repeat.
GPWS Warning
Accomplish the following maneuver for any of these conditions:
• Activation of “PULL UP” or “TERRAIN TERRAIN PULL UP” warning.
• Activation of the “PULL UP” or “OBSTACLE OBSTACLE PULL UP” warning.
• Other situations resulting in unacceptable flight toward terrain.
Pilot Flying
• Disengage autopilot.
• Disengage autothrottle.
• Aggressively apply maximum* thrust.
• Simultaneously roll wings level and rotate to an initial pitch attitude of 20°.
• Retract speedbrakes.
• If terrain remains a threat, continue rotation up to the pitch limit indicator (if available) 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 terrain, slowly decrease pitch attitude and accelerate.
Pilot Monitoring
• Assure maximum* thrust.
• Verify all needed actions have been completed and call out any omissions.
• Monitor vertical speed and altitude (radio altitude for terrain clearance and barometric altitude for a minimum safe altitude.)
• Call out any trend toward terrain contact.
Note: Do not use flight director commands.
Upset Recovery
Historically, an upset was defined as unintentionally exceeding one or more of the following conditions:
• Pitch attitude greater than 25 degrees nose up
• Pitch attitude greater than 10 degrees nose down
• Bank angle greater than 45 degrees
• Less than 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.
Pilot Flying Pilot Monitoring If maneuvering is needed, disengage the autopilot and disengage the 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.
Pilot Flying Pilot Monitoring Disengage the autopilot and disengage the autothrottle. Advance thrust levers forward to ensure maximum thrust is attained and call for FLAPS 15. 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 maximum thrust set. Position flap lever to 15 detent.
Verify a positive rate of climb on the altimeter and call “GEAR UP.” Verify a positive rate of climb on the altimeter and call “POSITIVE RATE.” Set the landing gear lever to UP.
Attempt to establish visual contact. Call out any conflicting traffic.
The following actions represent a logical progression for recovering the airplane. The sequence of actions is for guidance only and represents a series of options to be considered and used dependent on the situation. Not all actions can be needed once recovery is under way. If needed, use minimal pitch trim during initial recovery. Consider careful use of rudder to aid roll control should be considered only if roll control is ineffective and the airplane is not stalled.
These actions assume that the airplane is not stalled. A stalled condition can exist at any attitude and can be recognized by one or more of the following:
• Stick shaker
• Buffet that can be heavy at times
• Lack of pitch authority
• Lack of roll control • Inability to stop a descent.
If the airplane is stalled, first recover from the stall by applying and maintaining nose down elevator until stall recovery is complete and stick shaker stops.
Nose High Recovery
Pilot Flying.
Recognize and confirm the developing situation
Disengage autopilot Disengage 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.
Pilot Monitoring
Call out attitude, airspeed and altitude throughout the recovery.
Verify all needed actions have been done and call out any continued deviation.
Nose Low Recovery
Pilot Flying
Recognize and confirm the developing situation
Disengage autopilot Disengage 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.
Pilot Monitoring
Call out attitude, airspeed and altitude throughout the recovery.
Verify all needed actions have been done and call out any continued deviation.
Windshear Caution
For predictive windshear caution alert: (“MONITOR RADAR DISPLAY” aural).
Pilot Flying Pilot Monitoring
Maneuver as needed to avoid the windshear.
Windshear Warning
Predictive windshear warning during takeoff roll: (“WINDSHEAR AHEAD, WINDSHEAR AHEAD” aural) • before V1, reject takeoff
• after V1, perform the Windshear Escape Maneuver.
Windshear encountered during takeoff roll:
• If windshear is encountered before 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 needed to lift off in the remaining runway. Ensure maximum thrust is set.
Predictive windshear warning during approach: (“GO–AROUND, WINDSHEAR AHEAD” aural) • perform the 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.
Note: Unacceptable flight path deviations are recognized as 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° pitch attitude
• 1 dot displacement from the glideslope
• unusual thrust lever position for a significant period of time.
Windshear Escape Maneuver
Pilot Flying MANUAL FLIGHT • Disengage autopilot. • Push either TO/GA switch. • Aggressively apply maximum thrust* • Disengage autothrottle. • Simultaneously roll wings level and rotate toward an initial pitch attitude of 15°. • Retract speedbrakes. • Follow flight director TO/GA guidance (if available) **
Pilot Monitoring
• Verify maximum* thrust.
• Verify all needed actions have been completed and call out any omissions.
AUTOMATIC FLIGHT
• Push either TO/GA switch* • Verify TO/GA mode annunciation. • Verify GA thrust. • Retract speedbrakes. • Monitor system performance**
Pilot Monitoring
• Verify GA* thrust. • Verify all needed actions have been completed and call out any omissions
MANUAL OR AUTOMATIC FLIGHT
• Do not change flap or gear 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.
- Monitor vertical speed and altitude.
- Call out any trend toward terrain contact, descending flight path, or significant airspeed changes.
