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787 Specific Qantas > Manoeuvres Specific Knowledge > Flashcards

Manoeuvres Specific Knowledge Flashcards

1
Q

TCAS, can you ignore a RA due to ATC?

A

No, RA must be followed over any ATC instructions.

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2
Q

TCAS, what happens if you deviate from a RA vertical speed requirement?

A

Could result in unsafe seperation.
Likely to get a New RA correction.

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3
Q

TCAS, what should you do during a RA maneuverer if you get the stickshaker?

A

Conduct stall recovery.

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4
Q

TCAS, what should you do during a RA if you get high speed buffet?

A

Relax pressure and continue maneuverer.

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5
Q

TCAS, do you follow the FD’s when doing a RA?

A

No, FD’s should not be followed until clear of conflict.

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6
Q

TCAS, how long with a TA is there to impact with the other aircraft?

A

20-48 seconds.

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7
Q

TCAS, how long with a RA is there to impact with the other aircraft?

A

15-35 seconds.

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8
Q

TCAS, should you maneuverer as soon as you get a TA?

A

Manoeuvres based solely on a TA may result in reduced separation and are not recommended.

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9
Q

TCAS, if you receive a decend RA below 1000ft, what should you do?

A

Dont follow a descend RA below 1000ft.

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10
Q

TCAS, How long does the pilot have to make a pitch change?

A

With a RA the pilot has 5 seconds to make a 0.25G pitch change.
- With an increased or reversed RA, new vertical speed must be achieved in 2.5 seconds.

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11
Q

TCAS, What is the radio terminology for a RA manoeuvre?

A

“Qantas 1, TCAS RA”
“Qantas 1, clear of conflict, returning to….”

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12
Q

TCAS, what does a corrective RA in the HUD look like?

A

Corrective RA’s form a complete BOX around the area to be flown.

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13
Q

TCAS, what is the TCAS TA manoeuvre / actions?

A
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14
Q

TCAS, what is the TCAS RA manoeuvre / actions?

A
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15
Q

Windshear, if a report of confirmed windshear is received on takeoff, what should you do?

A

Do not take-off.

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16
Q

Windshear, if a report of confirmed windshear on approach is received, what should you do?

A

Dont continue approach.

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17
Q

Windshear, Takeoff precautions for windshear in area?

A

1) FULL thrust takeoff
2) Flaps 20 or each stage lower until takeoff allowed.
3) Longest runway clear of windshear
4) Use OPT Windshear settings, set V Speeds as normal but rotate at higher speed. (prevention)
- If windshear is actually encountered then rotate at normal Rotate speed.
5) Review and Brief windshear escape manoeuvre

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18
Q

Windshear, if windshear is experienced on takeoff run, what should you do?

A

Take off performance is in valid.
Rotate at Vr speed.
If unable to reach Vr speed, rotate 2000ft before end of runway.
- Edge lights turn yellow at 2000ft to go.

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19
Q

Windshear, what precautions do you do on landing with windshear in area?

A

1) Flaps 25 or Flaps 30
2) Most suitable runway clear of known windshear
3) Stabilised approach by 1000ft to improve windshear recognition
4) Use autopilot and Autothrottle to enable better monitoring
5) Review and Brief windshear escape manoeuvre
6) Discuss the uncontrolled changes that might indicate windshear below 1000ft
- 15kts airspeed change
- 500fpm V/S change
- 5 degrees pitch change
- 1 dot glideslope change
- Unusual thrust lever position for signifigant time

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20
Q

Windshear, what are the unacceptable flight path deviations that might lead you to call windshear before the system annunciates it?

A

Below 1000ft
- 15kts airspeed change
- 500fpm V/S change
- 5 degrees pitch change
- 1 dot glideslope change
- Unusual thrust lever position for significant time

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21
Q

Windshear, how far ahead are predictive windshear CAUTIONS detected?

A

3nm in air and on ground.

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22
Q

Windshear, how far ahead are predictive windshear WARNINGS detected?

A

3nm on ground and 1.5nm in Air.

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23
Q

Windshear, what is the difference between predictive windshear warnings and windshear warnings?

A

Weather radar provides PREDICTIVE windshear these are predictive windshear alerts (these alerts encompass predictive windshear warnings and predictive windshear cautions), where as the GPWS provides ACTUAL windshear which are called windshear warnings.

Look ahead terrain alerts and radio altimeter alerts are prohibited in ACTUAL windshear. They occur in predictive.

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24
Q

Windshear, when does the weather radar automatically search for windshear on ground?

A

1) Whenever the weather radar is switched on.
2) If radar not on, when thrust levers advanced for takeoff.

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25
Q

Windshear, when does the weather radar automatically search for windshear in air?

A

With or without radar on, below 2300ft it scans.
Alerts only provided below 1200ft.

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26
Q

Windshear, when are windshear inhibits in place on takeoff?

A

Windshear inhibits:-
Cautions inhibited after 80kts until 400ft.
Warnings inhibited 100kts until 50ft.

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27
Q

Windshear, when are windshear inhibits in place on landing?

A

Windshear inhibits:-
Cautions inhibited from 400ft down.
Warnings inhibited from 50ft down.

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28
Q

Windshear, what does a predictive windshear WARNING look like on displays and sounds?

A
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29
Q

Windshear, what does a predictive windshear CAUTION look like on displays and sounds?

A
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30
Q

Windshear, what is the windshear caution manoeuvre?

A
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31
Q

Windshear, what is the windshear escape manoeuvre?

A
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32
Q

Windshear, do you follow FD during windshear escape manuever?

A

Yes, follow flight director guidance if available.

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33
Q

Windshear, what is the upper attitude limit during a windshear escape manoeuvre?

A

Intermittent stick shaker is upper limit, may be needed to ride this for terrain clearance.
Note - Do not exceed the Pitch Limit Indicators (PLI) or “whiskers”.

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34
Q

Stalls, at what altitude or airspeed can an airplane be stalled?

A

An Airplane can be stalled at any altitude or any airspeed.

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35
Q

Stalls, is the amber band dynamic?

A

No. The zipper is dynamic.
The amber band is fixed off FMC weight to give 1.3G to stall. Manoeuvre margin is 25 degree bank with 15 degree overshoot.

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36
Q

Stalls, what are some indicators that the airplane is stalled?

A
  • Stall warning and stick shaker
    -Stick shaker occurs just after initial buffet at high
    Mach Numbers at Altitude
    • Stick Shaker occurs just before at low Mach
      Numbers
  • Buffeting - Airflow separating from wings
  • Lack of pitch control
  • Lack of roll control
  • Inability to arrest decent rate
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37
Q

Stalls, what is the difference between the approach to stall manoeuvre and a stall?

A

Approach to stall is a controlled flight manoeuvre.
Stall is out of control.

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38
Q

Stalls, what are some of the cues of an impending stall?

A

Amber bar
– 1.3G Manuevering Margin to Stall
(40 degrees of bank – 25 plus 15 overshoot)
- FMC Generated display, increase with weight entered

[ ] AIRSPEED LOW
- EICAS Caution when below min manuever amber band
- Amber box around Airspeed Box

PLI – Pitch Limit Indicators or whiskers
- Pop Up when into amber band

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39
Q

Stalls, what are the cues you are in a stall? (5)

A
  • Stick Shaker
  • Buffet
  • Inability to arrest decent rate
  • Lack of pitch control
  • Lack of roll control
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40
Q

Stalls, what do you do with flap and gear if in a stall?

A

Dont change flap or gear configuration.
Unless, on takeoff forgot flaps, select Flaps 1.

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41
Q

Stalls, what could cause stick shaker at high altitudes?

A

o Windshear at altitude with a sudden loss of headwind
or increase in tailwind
o Clear air turbulence
o Temperature inversion, making air less dense by
getting suddenly warmer
o Manoeuvring in turbulence causing higher wing
loading at altitude

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42
Q

Stalls, will you stall if flying in the amber band?

A

No. You just have reduced manuever margin.
Some NNC require you to be in this amber band, you will just not have as much margin for bank angle. Eg. 15 AOB plus 15 overshoot.

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43
Q

Stalls, do you loose more or less altitude during a HIGH altitude stall recovery and why?

A

High Altitude recovery loses more altitude.
Due to reduced thrust available for recovery at higher altitudes.

44
Q

Stalls, what are the two protections offered by the autothrottle against stalls?

A

1) Will not let aircraft decelerate below amber band, stays above by approx. 5kts.
2) Will wake up if
- Approx 10kts into amber band and AT is disconnected
- Will accelerate to top of amber band or a higher
selected airspeed

45
Q

Stalls, what is a protection the autopilot offers against stalls?

A

If speed goes deep into amber band,
- Strikes line through selected pitch mode
- AUTOPILOT Caution
- Loose flight director pitch bar (PFD)
and guidance ball (HUD)
- Holds altitude until close to stickshaker
- Starts a decent to keep aircraft above stickshaker

46
Q

Stalls, what is a protection the flight controls offer against stalls?

A

At top of amber band or 10-20kts below at high altitude
- Limits further trim nose up
- Pilot must physically exert more force to stall

47
Q

Stalls, do you follow the FD during stall recovery?

A

No. Do not follow flight director until stall manoeuvre completed and guidance is correct for what you want.

48
Q

Stalls, can you use autopilot and autothrottle for recovery?

A

Yes, however.
If autopilot response is not acceptable, disconnect.
If autothrottle response is not acceptable, disconnect.

49
Q

Stalls, what is a precaution with thrust during a stall recovery?

A

Be careful and measured with thrust.
As engines are underslung, a lot of thrust quickly can cause a pitch up moment and secondary stall.

50
Q

Stalls, can you use trim during a stall recovery.

A

Yes, however use it sparingly.
Excessive use of trim can cause high structural loads during manoeuvre.

51
Q

Stalls, what is the stall recovery manoeuvrer?

A
52
Q

RTO, if the FO is making the takeoff, at what point when the captain rejects must the FO relinquish control?

A

The FO maintains control until the captain makes a positive input on the controls.

53
Q

RTO, what is announced by the captain during the takeoff when an EICAS caution appears?

A

“STOP” or “GO” depending on decision made by captain.

54
Q

RTO, Prior to 80ks what are 11 reasons for rejecting the takeoff?

A

1) Activation of Master Caution
2) System failure
3) Unusual noise or vibration
4) Tyre failure
5) Slow acceleration
6) Takeoff Config Warning
7) Fire or fire warning
8) Engine Failure
9) Predictive windshear warning
10) Airplane is unsafe or unable to fly
11) Loss of visibility
- Not in QRH, but mentioned for low vis takeoffs

55
Q

RTO, After 80kts and before V1, what are the 4 reasons for rejecting the takeoff?

A

1) Fire or fire warning
2) Engine failure
3) Predictive windshear warning
4) Airplane is unsafe or unable to fly

56
Q

RTO, Why does the 787 not have to deploy speedbrakes first prior to reversers like other types, eg. 737?

A
  • Previous types unable to cope with reversers deployed at high speed.
  • 787 has a delay in built to EEC for reverser deployment to counter this stress.
  • 787 also has auto speedbrake deployment above 85kts when thrust is reduced to idle.

787 is therefore approved for the ‘two-step’ procedure

57
Q

RTO, At which speed do the RTO brakes work?

A

85kts when the thrust is reduced to IDLE.

58
Q

RTO, what is the importance of disconnecting the autothrottle in the RTO manoeuvre?

A

Prior to HOLD being displayed, the autothrottle will continually try and increase thrust.

59
Q

RTO, what is asymmetry compensation and at what speed does it activate?

A

Asymmetry Compensation

  • Built into NORMAL mode on flight control system
  • Automatically corrects for yaw or roll asymmetry above 65kts
    • Flight controls don’t counter all yaw with engine failure on ground
    • In flight it attempts to maintain zero yaw – different from on ground
  • Normal conditions, reverse thrust, crosswind the rudders do NOT move
  • For engine failures
    • Rudders move to give pilot awareness
    • Don’t put in ALL the rudder so pilots can notice it
60
Q

RTO, if you can, what is a useful figure to retrieve from the HUD during a RTO?

A
  • Ground Deceleration Scale to check RTO function
  • Distance to run for SA and emergency services (Removed at 25kts)
61
Q

RTO, what does V1 speed ensure for stopping and for continuing?

A
  • V1 is the MAXIMUM speed at which a take-off reject actions need to be started for a safe Stop.
  • V1 is also MINIMUM at which an engine failure will accomplish height requirements
    • Assumes fails 1 second before which achieves 35ft over runway end
    • However if 2 seconds before, still flying at 15-20ft over runway end
    • This means it is preferable to make the decision before V1 that your going
62
Q

RTO, What should you do if you lose visibility prior to 80Kts?

A
  • Prior to 80kts “STOP”
  • After 80kts with adequate HUD cues its preferable to “GO”
    • If a subsequent engine failure, fire, unsafe etc, take-off still needs to be rejected
63
Q

RTO, what has the greatest effect on RTO stop distances?

A
  • Speedbrake
  • Delay in initiation of manoeuvre
64
Q

RTO, when can you use brake temp indicator on ground for brake cooling schedule?

A

10 to 15 minutes after airplane has come to a complete stop.

65
Q

RTO, what is an approximate speed to be aware of at max take off weight when concerning a RTO and the fuse plug melting zone?

A

130kts at sea level. MTOW. (30C)
120kts at 5000ft, MTOW. (30C)

66
Q

RTO, if in Fuse Plug Melt zone, what precautions are suggested?

A
  • Clear runway immediately
  • Unless required, do not set park brake
  • Do not approach gear or try to taxi for 1 hour
67
Q

RTO, What frequency can fire commander be reached on?

A

131.0 in Australia.
However, request from ATC to change to fire commander freq.

68
Q

RTO, what are the land impact drills for a FO on the 787?

A
69
Q

RTO, what initial actions is the FO verifying that the captain has done in his RTO Manoeuvre?

A

TABR
T - Thrust Levers Closed
A - Autothrottle disconnected
B - RTO braking or max manual (HUD Decel)
R - Maximum Reverse Thrust

70
Q

RTO, what is the RTO manoeuvre?

A
71
Q

GPWS, What do the coloured numbers on the ND mean underneath the TERR?

A

The top number indicates the absolute highest terrain in the area, the lower number indicates the absolute lowest height of obstacles or terrain on ND.

In AMSL.

72
Q

GPWS, when would you accomplish the GPWS WARNING manoeuvre?

A

Any aural alert that includes “PULL UP” is the signal to accomplish the waring manoeuvre.

“PULL UP”
“OBSTACLE - PULL UP”
“ TERRAIN TERRAIN - PULL UP”

Other thing that initiates the warning manoeuvre is
- Unacceptable flight towards terrain

73
Q

GPWS, what time to impact is the GPWS CAUTION generated?

A

40 to 60 Seconds from impact.

*** Half this for the Warning - 20 to 30 sec

74
Q

GPWS, what time to impact is the GPWS WARNING generated?

A

20 to 30 seconds from impact.

*** Double this for the Caution - 40 to 60 sec

75
Q

GPWS, how do you protect against a mis-set QNH?

A
  • Use Rad Alt calls and VSD to enhance situational awareness
  • Use 1000ft to crosscheck the FMC Runway is correctly positioned with the terrain
  • TTF crosscheck against ATIS QNH
76
Q

GPWS, what is the GPWS caution manoeuvre?

A
77
Q

GPWS, how can you meet the GPWS caution manoeuvre in practice on approach?

A

Perform a Go-Around.

78
Q

GPWS, if you receive a GPWS caution during day VMC can you disregard the caution?

A

Yes, so long as positive visual verification is made that no obstacle or terrain hazard exists.

79
Q

GPWS, if you receive a GPWS warning in day VMC can you disregard the warning?

A

Only if positive visual verification is made PRIOR to the warning that no obstacle or terrain hazard exists in VMC only.

Remember, for a caution in day VMC you can check to see if there is a threat, for a warning to be disregarded, you had to check and note prior to the warning that no threat exists.

80
Q

GPWS, if flying a RNP approach in IMC and a GPWS WARNING occurs, what is an important consideration?

A

Re-establish or maintain the RNP ground track while executing the manoeuvre.

This approach was designed along the least risk terrain path, so it is the safest lateral course to take to avoid terrain.

81
Q

GPWS, when can you cancel or inhibit a below GLIDESLOPE alert?

A
  • During a localiser or back course approach
  • Circling approach from ILS
  • Conditions require deliberate approach below glideslope
  • Unreliable glideslope signal
82
Q

GPWS, should you follow flight director commands during a GPWS manoeuvrer?

A

No. Do not follow flight director commands until the manoeuvre is completed.

Side note, for low RNP operations it recommends following the lateral flight path during manoeuvre to reduce terrain risk. Follow the lateral flight director but ignore the vertical flight director in this circumstance.

83
Q

GPWS, what is the upper limit during the GPWS WARNING Manoeuvre?

A

Intermittent stick shaker is upper limit, may be needed to ride this for terrain clearance.

84
Q

GPWS, what nm spacing is the VSD corridor indicated by cyan dashed lines?

A

1nm either side of track.
Track mode - straight ahead
Route mode - either side of track (LNAV)

85
Q

GPWS, what is indicated by dotted Red on the terrain display?

A

Terrain is more than 2000ft above airplane.

86
Q

GPWS, what is indicated by dotted amber on the terrain display?

A

High Density Amber - 1000ft to 2000ft above
Low Density Amber - 500ft below to 1000ft above (250ft below with gear down)

87
Q

GPWS, what is indicated by dotted green on the terrain display?

A

High Density Green - 1000ft below to 500ft below (250ft below with gear down)
Low Density Green - 2000ft below to 1000ft below

88
Q

GPWS, what is the GPWS warning manoeuvre?

A
89
Q

GPWS, why must you cross check the MSA or LSALT after the manoeuvre?

A

Because there may be an error in your position that has resulted in a terrain warning.

Note: - Continue manoeuvre up to the highest MSA in the area as you can not be certain of your position.

90
Q

UPRT, what is the first three things you do with any upset situation?

A

RCB
Recognize - Recognize the Situation, tell the crew!

Confirm - Turn your head and check Both sides and perhaps outside if visible horizon

Breathe - Take a breath and then do the actions calmly, not rushed

91
Q

UPRT, when is an airplane in an upset condition?

A

ANY time the airplane is deviating from its intended state.

Traditional UPRT normal states
- 45 Degree AOB
- 25 Degree Nose Up
- 10 Degree Nose Down

92
Q

UPRT, is exceeding VMO/MMO critical?

A

No. The aircraft is designed to VD speed which enables significant buffer over VMO/MMO

Don’t panic, don’t disconnect.
Pull Speedbrake.
Advise engineering.

93
Q

UPRT, what is VD speed?

A

VD is V Design Speed.

Test to ensure acceptable flight characteristics beyond VMO/MMO.

Test:
* Power set at VMO
* Pitch down -7.5 Degrees
* Hold attitude for 20 Seconds
* After this they can reduce thrust, pitch up at 1.5G and still not exceed VD

94
Q

UPRT, how fast does wake turbulence drift down and stabilise at what level?

A
  • Drifts down at 500fpm
  • Drifts down in a expanding ‘V’
  • Stabilises 700-1000ft for up to 5nm behind
95
Q

UPRT, what is the contingency procedures for wake turbulence if unable to contact ATC?

A
  • 30 Degree turn left or right
  • 5 nm offset
  • 500ft offset from original level
96
Q

UPRT, what is the G limit flaps up and flaps down for the 787?

A

Flaps Up - 2.5G to -1.0 G
Flaps Dn - 2.0G to 0.0G

FAR 25 Certification requirement.
- Statically tested to 50% above these values (wing bend test)

97
Q

UPRT, what does the amber band indicate on ASI?

A

1.3G manoeuvre margin.
- 25 Degree AOB with 15 Degree Overshoot (40 Degree AOB)

98
Q

UPRT, what does upset recovery manoeuvres assume?

A

That you are recovered from the stall.
Always recover from the stall first.

99
Q

UPRT, should you use rudder in a stall recovery or upset recovery manoeuvre?

A

Not in a stall manoeuvre.
Only in small amounts if ever, to create a roll for nose down movement in nose high UA.

Note use of rudder can overstress airframe, especially large alternating inputs can overstress an airframe even below VA.

100
Q

UPRT, when is the compressed Unusual Attitude display shown in the HUD?

A

When over 10 degrees further than the Unusual attitudes for normal flight.

55 AOB
35 Nose UP
20 Nose Down

Removed when you have > 5 seconds between the attitudes of
10 AOB
10 Nose Up
5 Nose Down

101
Q

UPRT, what is the “Happy Place” taught during UPRT?

A

Wheels on the Horrizon on PFD.

Thrust
- 60 @ 10,000ft
- 70 @ 20,000ft
- 80 @ 30,000ft
- 90 @ 40,000ft

102
Q

UPRT, what is a technique to return automation after a upset recovery?

A

1) Both FD’s OFF then ON
2) ALT Hold
3) HDG Hold
4) Autopilot ON
5) Adjust desired speed in window
6) Autothrottle ON

103
Q

UPRT, what are some of the preventions to avoid an Upset Condition?

A

1) Effective flight path monitoring
2) Avoid Wake Turbulence
3) Avoid Mountain Wave activity
4) Avoid Thunderstorms
5) Recognise unreliable airspeed events and know attitudes

104
Q

UPRT, what is the nose high recovery?

A
105
Q

UPRT, what is the nose low recovery?

A
106
Q

UPRT, what is a technique to use during the recovery to ensure you dont push or pull too hard and over G the aircraft?

A

Count the pitch indicators on the PFD out loud.
2.5 Degrees or one line per second will keep it within allowable G limits.

787 Specific Qantas (8 decks)

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