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 Actions?
- 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.*
- 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.
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 Monitoring Actions?
- Monitor altitude and airspeed.
- Verify all needed actions have been done and call out any omissions.
- Call out any trend toward terrain contact.
- 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.
- 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 - 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.
Rejected Takeoff - 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.
Ground Proximity Warning System (GPWS) Response 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
Pilot Flying/Pilot Monitoring
Correct the flight path, airplane configuration, or airspeed.
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.
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.
- 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.
Traffic Avoidance
Immediately accomplish the following by recall whenever a TCAS traffic advisory (TA) or resolution advisory (RA) occurs.
For TA
Look for traffic using traffic display as a guide. Call out any conflicting traffic.
If traffic is sighted, maneuver if needed.
Note: Maneuvers based solely on a TA can result in reduced separation and are not recommended.
Traffic Avoidance
Immediately accomplish the following by recall whenever a TCAS traffic advisory (TA) or resolution advisory (RA) occurs.
For RA, except a climb in landing configuration:
WARNING: Do not follow a DESCEND (fly down) RA issued below 1000 feet AGL.
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.
Traffic Avoidance
Immediately accomplish the following by recall whenever a TCAS traffic advisory (TA) or resolution advisory (RA) occurs.
For a climb RA in landing configuration:
PF: 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.
PM: Verify maximum thrust set. Position flap lever to 15 detent.
Verify a positive rate of climb on the altimeter and call “POSITIVE RATE.”
PF: Verify a positive rate of climb on the altimeter and call “GEAR UP.”
PM: Set the landing gear lever to UP.
Attempt to establish visual contact. Call out any conflicting traffic.
Upset Recovery
Nose High Recovery
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.
PM: Call out attitude, airspeed and altitude throughout the recovery.
Verify all needed actions have been done and call out any continued deviation.
Upset Recovery
Nose Low Recovery
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.
PM: 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).
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.
