Memory items Flashcards
Aborted Engine Start
Engine Start Lever (affected engine)……………………..CUTOFF
Engine Limit or Surge or Stall
Autothrottle (if engaged)……………………………………Disengage
Thrust Lever (affected engine)…….……..Confirm………Retard until engine indications stay within limits or the thrust lever is closed.
Loss of Thrust on Both Engines
ENGINE START switches (both)……………………..……..FLT
Engine start levers (both)……………………………..…….CUTOFF
WHEN EGT decreases
Engine start levers (both)……………….IDLE Detent
IF EGT reaches redline or there is no increase in EGT within 30 seconds
Engine Start Lever (affected engine)……CONFIRM……CUTOFF then IDLE detent
IF EGT again reaches a redline or there is no increase in EGT within 30 seconds, repeat as needed.
APU Fire
APU fire switch………….confirm………..Pull, rotate to the stop and hold 1 second
APU switch…………………………………OFF
Engine Overheat
Autothrottle (if engaged)………………………………………..Disengage
Thrust lever (affected engine)………..confirm………….…….Close
IF ENG OVERHEAT light stays illuminated:
GO TO ENGINE FIRE OR ENGINE SEVER DAMAGE CHECKLIST
Smoke or Fire from Lithium Battery
If necessary transfer control to the flight crew member seated on opposite side of fire.
PA…………..”BACKUP TO THE FLIGHTDECK, BACKUP TO THE FLIGHTDECK”
Smoke, Fire or Fumes
Oxygen Masks and smoke goggles…………..ON, 100%
Crew and cabin communications…………….Establish
Runaway Stabilizer
Control Column……………………..Hold Firmly
Autopilot (if engaged)……………….Disengage
- Autothrottle (if engaged)………..……Disengage
- Control column and thrust levers……..Control airplane pitch attitude and airspeed
- Main electric stab trim…………………….Reduce control column control forces
- IF the runaway stops after the autopilot is disengaged:
Do not re-engage the autopilot or autothrottle■■■■
- IF the runaway continues after the autopilot is disengaged:
STAB TRIM CUTOUT switches (both)…………….CUTOUT
IF the runaway still continues:
Stab Trim wheel………………..Grasp and hold
Airspeed Unreliable
Autopilot (if engaged)………………………..Disengage
Autothrottle (if engaged)…………………….Disengage
F/D Switches (both)…………………………Off
Set the following gear up pitch attitudes and thrust:
Flaps extended…………10* and 80% N1
Flaps UP………………….4* and 75% N1
Landing Configuration (in flight, steady warning horn sounds)
Assure correct airplane configuration
Takeoff Configuration (Takeoff Config light)
Assure correct airplane takeoff configuration
Warning Horn (intermittent) OR Warning Light - Cabin altitude or takeoff config
- IF the intermittent warning horn sounds or a CABIN ALTITUDE light illuminates in FLIGHT, at an airplane altitude above 10,000’ MSL:
Don oxygen masks and set regulators to 100%
Establish Crew communications
GO to Cabin Altitude Warning or Rapid Depressurization checklist
- IF the intermittent warning horn sounds or a TAKEOFF CONFIG light illimunates on the GROUND when advancing the thrust levers for takeoff thrust:
- Assure correct airplane takeoff configuration
Oceanic Diversion (All Engine)
- Initiate Applicable drills and time critical checklists
- Declare Emergency and request clearance
- Choose one: - If clearance obtained -> proceed as per clearance
- if clearance unavailable - turn at least 30 degrees right or left and offset 5nm. When established on offset +/- 500’
Oceanic Diversion (engine out)
- Initiate Applicable drills and time critical checklists
- Declare Emergency and request clearance
- Choose one: - If clearance obtained -> proceed as per clearance
- if clearance unavailable - turn at least 30 degrees right or left and offset 5nm. Minimize descent until established on offset. When established on offset descend below FL290 and maintain +/- 500’
Emergency Descent
- Call “Emergency Descent”
- PA (if conditions permit) “Attention Flight attendants secure the cabin, passengers take your seats”
- FASTEN BELTS On
- Without delay descend to lowest safe or 10,000’ whichever is higher.
5 Landing Lights ON
6 ATC advise, obtain alt setting
7 TRANSPONDER 7700
8 If Cabin altitude cannot be controlled: PA
» “ATTENTION PUT ON YOUR OXYGEN MASKS IMMEDIATELY”
CABIN ALTITUDE WARNING or Rapid Depressurization
- O2 Masks Don, 100%
2 Establish Crew communications
3 FASTEN BELTS On - PA (if conditions permit) ATTENTION FLIGHT ATTENDANTS, SECURE THE CABIN,
PASSENGERS TAKE YOUR SEAT”
5 Presurization mode Selector MAN
6 Outflow VALVE switch Hold in Close until the outflow indication shows fully closed
7 If cabin altitude is uncontrollable:
PASS OXYGEN switch ON
» go to the Emergency Descent checklist on
Page 0.1
Nose High Recovery
Recognize and confirm the situation
Disengage autopilot and autothrottle
• Apply as much as full nose-down elevator
• * 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 required actions have been completed and call out any omissions.
Nose Low
Recognize and confirm the situation
• Disengage autopilot and autothrottle • Recover from stall, if required • * Roll in shortest direction to wings level (unload and roll if bank angle is more than 90 degrees) • Recover to level flight: - Apply nose up elevator - *Apply nose up trim, if required - Adjust thrust and drag as required.
PM - • Call out attitude, airspeed and altitude throughout the recovery • Verify all required actions have been completed and call out any omissions.
GPWS
Call “FIREWALL”.
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.
PM - Assure maximum* thrust.
Verify all required 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.
Approach to Stall
• Simultaneously call “STALL” and : • 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.
WHEN CONTROL OF FLIGHT PATH IS REGAINED AND GROUND CONTACT IS NOT A
FACTOR:
• 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.
PM - • Monitor altitude and airspeed. • Verify all required actions have been done and call out any omissions. • Call out any trend toward terrain contact.
Windshear
MANUAL FLIGHT
• Call “WINDSHEAR TOGA”
• 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)**
AUTOMATIC FLIGHT • Call “WINDSHEAR TOGA” • Push either TO/GA switch*** • Verify TO/GA mode annunciation. • Verify thrust advances to GA power • Retract speedbrakes. • Monitor system performance****
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.
PM - • Assure maximum* thrust. (GA thrust for auto flight) • Verify all required actions have been completed and call out any omissions. Monitor vertical speed and altitude. • Call out any trend toward terrain contact, descending flight path, or significant airspeed changes.
Low energy Go around
The low energy landing regime is defined as:
• Aircraft is in descent.
• Thrust is at or near idle.
• Airspeed is decreasing.
• Aircraft height is 50 ft or less above the runway elevation.
A speed of VREF should be achieved prior to commencing climb.
In the event of a low energy go-around continue with normal go-around procedures.
TCAS RA
Disengage AP and AT.
Smoothly adjust pitch and thrust to satisfy RA command
RA in climb configuration:
Disengage AP and AT.
advance thrust levers forward to ensure max thrust and call flaps 15. Smoothly adjust pitch to satisfy RA command.
Verify positive rate (PM Call “positive rate”) and call “Gear UP”
PM CALLS to ATC: “AC____, TCAS RA”
“AC___ clear of conflight, returning to ____ft”
Ground Incident
If an immediate evacuation is not required I will
PA,
“REMAIN SEATED, REMAIN SEATED”.
If urgent contact with the In-Charge is required, I
will PA,
“IN-CHARGE FLIGHT ATTENDANT CALL (OR
REPORT TO) THE FLIGHT DECK”.
If an evacuation is required I will call,
“CHECKLIST, PASSENGER EVACUATION”.
Engine Inoperative Cruise/Driftdown
PF - “DISENGAGE AUTOTHROTTLE”, “SET MAX
CONTINUOUS THRUST”.
PM - • Disengage autothrottle
• Select CON thrust in FMC
• Manually set Maximum Continuous
Thrust (MCT)
PF - Confirm that the thrust mode changes to CON
and the thrust is set to MCT.
Request ENG OUT to be selected on the ECON
CRZ page.
PM - Select failed engine and Set the Maximum Engine Out Altitude in the MCP Altitude Window. • Set the Engine Out Target Airspeed in the MCP IAS Window.
PF - At engine out target speed, LVL CHG
PM - All lights on, ATC advise
PF - Call “checklist engine failure”
Overrun Warning (ORW)
In air - Go around
On ground:
PF : Without delay:
Simultaneously close the thrust levers and
apply maximum manual wheel brakes.
Verify speed brakes are deployed or raise
the 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.
PM: Verify actions as follows: Thrust levers closed. Maximum brakes applied. Verify SPEED BRAKE lever UP and call “SPEEDBRAKES UP.” If SPEED BRAKE lever is not UP, call “NO SPEEDBRAKES”. Reverse thrust applied. When both REV indications are green, call "REVERSE GREEN". If there is no REV indication(s) or the indication(s) stays amber, call "NO REVERSE NUMBER 1” (or 2), as appropriate". Call out omitted action items.
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.
