Memory Items Flashcards
Rejected take off
AOM 1.04.02 P32
CAPTAIN
In the event of an abnormality prior to V1, I will call “CONTINUE” or “REJECT”.
If the decision is to reject, I will:
• Retard the thrust levers to idle
• Disconnect the autothrottles
• Observe or apply maximum braking
• Select maximum reverse thrust consistent with conditions.
• Confirm speedbrake lever up
FIRST OFFICER
I will monitor your actions and call:
• “SPEEDBRAKES UP” or “NO SPEEDBRAKES”,
• “REVERSE GREEN” or “NO LEFT (OR RIGHT) REVERSE”, as appropriate.
• “80” and advise ATC.
CAPTAIN
I will:
• Maintain maximum braking and maximum reverse thrust until stopped if required
• Set the parking brake if required
• And call for the appropriate drill or checklist
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”.
FIRST OFFICER
I will complete the drill or checklist.
CAPTAIN
If an evacuation is required I will call,
“CHECKLIST, PASSENGER EVACUATION”.
FIRST OFFICER
I will read the Passenger Evacuation checklist.
Ground incident
AOM 1.02.10 P3
CAPTAIN
• Maintain maximum braking and maximum reverse thrust until stopped if required
• Set the Parking Brake if required
• And call for the appropriate drill or checklist
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”.
FIRST OFFICER
I will complete the drill or checklist.
CAPTAIN
If an evacuation is required I will call,
“CHECKLIST, PASSENGER EVACUATION”.
FIRST OFFICER
I will read the Passenger Evacuation checklist.
ENGINE FIRE OR FAIL OR SEVERE DAMAGE OR SEPARATION AT OR ABOVE V1
AOM 1.04.02 P33
PF
In the event of an Engine Fire or Failure after V1, I will continue the take-off and rotate at VR.
PM
I will call “ENGINE FIRE” or “ENGINE FAILURE” and cancel any warnings.
When established in a definite climb I will call “POSITIVE RATE”.
PF
I will call “GEAR UP”.
PM
I will select the gear up.
PF
Above 200 ft AGL I will call “AUTOPILOT ON”.
PM
I will select the autopilot on.
PF
When stabilized in a climb above 400 ft AGL at a minimum of V2, I will select/ensure “LNAV” or “HDG SELECT”. If fire or severe damage I will call “ENGINE FIRE DRILL”.
PM
I will call:
“CONFIRM LEFT (RIGHT) AUTOTHROTTLE ARM SWITCH”.
PF
“OFF”.
PM
“CONFIRM LEFT (RIGHT) THRUST LEVER”.
PF
“IDLE”.
PM
“CONFIRM LEFT (RIGHT) FUEL CONTROL SWITCH”.
PF
“CUTOFF”.
PM
“CONFIRM LEFT (RIGHT) ENGINE FIRE SWITCH”.
PF
“PULL”.
PM
If the FIRE ENG message stays shown, I will discharge the bottle and call “BOTTLE ONE DISCHARGED, DISCHARGE LIGHT ON”.
I will call “FIRE OUT” or “30 SECONDS UP”.
If the FIRE ENG message stays shown, I will discharge the second bottle and call “BOTTLE TWO DISCHARGED, DISCHARGE LIGHT ON”.
PF
At engine out acceleration height I will Call for flap retraction on schedule.
PM
I will retract the flaps.
PF
When the flaps are selected up and airspeed is at flaps up maneuvering speed, I will select FLCH and ensure Maximum Continuous Thrust.
I will call “CHECKLIST, ENGINE FAIL” or “CHECKLIST, ENGINE FIRE”, or “CHECKLIST, ENGINE SEVERE DAMAGE” .
PM
I will read and action the appropriate checklist.
FIRE ENGINE ON GROUND AOM 1.02.10 P3
The engine fire drill is NOT actioned for an engine fire on the ground.
The F/O reads the FIRE ENG L, R ECL or Fire Eng on Ground L, R checklist and the Captain
completes and/or confirms the correct action and responds. If the appropriate action has not been completed, the response is modified accordingly.
RAPID DEPRESSURIZATION AND EMERGENCY DESCENT
AOM 1.04.02 P34
CAPTAIN
In the event of a rapid depressurization I will assume control, ensure the autopilot is engaged and call: “RAPID DEPRESSURIZATION DRILL”.
I will don my oxygen mask and call: “CAPTAIN ON OXYGEN”
FIRST OFFICER
I will don my oxygen mask and call: “FIRST OFFICER ON OXYGEN”.
CAPTAIN
I will select the SEAT BELTS sign ON
I will PA : “ATTENTION - FLIGHT ATTENDANTS SECURE THE CABIN, PASSENGERS TAKE YOUR SEATS”
FIRST OFFICER
I will check the Cabin Altitude and Rate and Call: “CABIN OK” or “CABIN UNCONTROLLABLE”.
CAPTAIN
If the cabin is uncontrollable I will call: “EMERGENCY DESCENT”:
• Set the lowest safe altitude or 10,000 ft, whichever is higher
• Initiate a turn if required
• Select FLCH
• Ensure the thrust levers are at idle
• Extend the speedbrakes
• Set VMO/MMO in the speed window
FIRST OFFICER
I will:
• Select the PASS OXYGEN switch to ON
• Ensure the SEAT BELTS sign is ON
• Select the landing lights ON
• Advise ATC
• Squawk 7700
• If the IFE is selected off I will PA:
“ATTENTION, PUT ON YOUR OXYGEN
MASKS IMMEDIATELY”
CAPTAIN
I will call: “CHECKLIST, CABIN ALTITUDE”
FIRST OFFICER
I will silently read the checklist
CAPTAIN
At 2000 ft above target altitude I will reduce the airspeed and 1000 ft above, slowly retract the speedbrakes
PM
Once leveled off I will PA, “IN-CHARGE FLIGHT ATTENDANT CALL (OR REPORT TO) THE FLIGHT DECK”
GO AROUND/LOW ENERGY GO-AROUND
AOM1.04.12 P4
AOM1.02.10 P34
AOM 1.04.12 P4
PF
In the event of a go-around I will push the TO/GA switch. I will call “GO-AROUND”, “FLAPS 20” or “FLAPS____” as needed.
PM
I will select the flaps as directed.
When established in a definite climb, I will call “POSITIVE RATE”.
PF
I will call “GEAR UP”
PM
I will select the gear UP.
PF
Above 200 ft AGL, I will call “AUTOPILOT ON”.
PM
I will select the autopilot on.
PF
Above 400 ft AGL I will select/ensure “LNAV” or “HDG SELECT”
PM
I will verify that the missed approach altitude is set.
PF
At acceleration height I will bug up and call for flap retraction on schedule.
PM
I will retract the flaps.
PF
When the flaps are selected up and the airspeed is at the flaps up maneuvering speed I will:
• Select FLCH
• Verify CLIMB THRUST is set
• And call for the “AFTER TAKE-OFF CHECKLIST”
PM
I will complete the AFTER TAKE-OFF Checklist
Low Energy Go-Around
The decision to place an aircraft into the low energy landing regime is a decision to land. 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.
Note: 50 ft is a representative value. A given aircraft may enter the low-energy landing regime above or below 50 ft in accordance with approved landing procedures for that type.
In the extreme case where a go-around or balked landing is required, pilots should be aware that landing gear ground contact is likely. If a climb is initiated before engines are developing adequate thrust, tail strike may result and speed will decay rapidly below minimum speed. 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.
If a go-around is initiated after touchdown but before thrust reverser selection, see GO-AROUND AFTER TOUCHDOWN 1.04.12.
Note: Autothrust will not engage while the aircraft is on the ground. The thrust levers must be manually advanced. The F/D go-around mode will not be available until go-around is selected with the TO/GA switches after becoming airborne.
Once reverse thrust is initiated following touchdown, a full stop landing must be made.
ENGINE INOPERATIVE CRUISE/DRIFTDOWN
AOM 1.02.10 P14
short form
FMC E/O, vnav, mcp alt, mct and execute.
Lights, ATC, turn, checklist engine fail.
Alt cap, vnav E/O cruise, divert.
sop
PF
Request ENG OUT to be selected on the FMC
PM
On the FMC ACT CRZ page select ENG OUT.
PF
Ensure VNAV engaged then set the EO cruise altitude in the MCP altitude window and call “EXECUTE” the EO D/D page. Confirm that the thrust reference changes to CON and the autothrottle maintains MCT.
PM
Execute the FMS.
All Exterior lights………………………………ON
ATC…………………………………………….ADVISE
PF
Initiate turn with HDG/TRK SEL (if required).
Call “CHECKLIST ENGINE FAILURE”
PM
Read and action the Checklist
The aircraft descends in VNAV using the VNAV SPD pitch mode. Once the descent rate has decreased to 300 fpm during drift down it is held constant by the FMC until altitude capture.
PF
At altitude capture confirm ENG OUT CRZ page is displayed. Maintain MCT and drift down altitude until the EO speed is established.
Proceed to land at the nearest suitable airport.
TRAFFIC AVOIDANCE
AOM 1.02.10 P20
short form
TA: look outside/tcas and avoid if required.
RA: A/P A/T disco, bird in box, and advise ATC.
IF LANDING CONFIG set max thrust flaps 20 then like G/A.
DO NOT follow decent RA below 1000’ AGL.
sop
For TA:
PF PM
Look for traffic using traffic display as a guide and reduce range. Call out any conflicting traffic. If traffic is sighted, maneuver if needed.
For RA, except a climb in landing configuration:
WARNING: A DESCEND (fly down) RA issued below 1000 ft AGL should not be followed.
PF
If maneuvering is required, disengage the autopilot and disconnect 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.
PM
Advise ATC………………………………..TCAS RA
Attempt to establish visual contact. Call out any conflicting traffic.
For a climb RA in landing configuration:
PF
Disengage the autopilot and disconnect the autothrottle. Advance thrust levers forward to ensure maximum thrust is attained and call for FLAPS 20. 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 20 detent.
PF
After positive rate of climb established, call for GEAR UP
PM
Position gear lever up.
Attempt to establish visual contact. Call out any conflicting traffic.
UPSET RECOVERY
AOM 1.02.10 P24
short form
A/P A/T disco.
NOSE HIGH: push nose and trim, may need reduced thrust.
Roll to induce pitch down and roll level at horizon.
Call alt, speed, omissions, and rebuild
NOSE LOW: recover from stall, roll level.
Pull nose up and trim.
Thrust and speed brake.
Call alt, speed, omissions and rebuild.
sop
Nose High Recovery
Recognize and confirm the situation.
Disengage autopilot and disconnect 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 Recovery
PF
Recognize and confirm the situation.
Disengage autopilot and disconnect autothrottle.
Recover from stall, if required.
*Roll in the 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 warning
AOM 1.02.10 P26
short form
“FIREWALL” A/P A/T disco set max thrust.
Roll level pitch 20° retract speed brake.
Pitch to stick shaker if needed.
Call alt,speed,omissions,terrain.
Maintain config until clear then like G/A.
sop
GPWS Warning
• activation of the “PULL UP”, “OBSTACLE OBSTACLE PULL UP”, or “TERRAIN TERRAIN PULL UP” warning
PF
Call “FIREWALL”.
Disengage autopilot.
Disconnect autothrottle(s).
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 or stick shaker or initial buffet.
PM
Assure maximum* thrust.
Verify all required actions have been completed and call out any omissions.
PF
Do not change gear or flap configuration until terrain separation is assured.
Monitor radio altimeter for sustained or increasing terrain separation.
When clear of the terrain, slowly decrease pitch attitude and accelerate.
PM
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.
WINDSHEAR
AOM 1.02.10 P29
short form
“WINDSHEAR TOGA”.
A/P A/T disco set max thrust.
Roll level pitch 15°.
Retract speed brake follow F/D.
Call alt, speed, omissions, terrain.
Maintain config until clear then like G/A.
sop
Windshear Escape Maneuver
MANUAL FLIGHT
PF
Call “WINDSHEAR TOGA” and disconnect autopilot.
Push either TO/GA switch.
Aggressively apply maximum* thrust.
Disconnect autothrottle(s).
Simultaneously roll wings level and rotate toward an initial pitch attitude of 15°.
Retract speedbrakes.
Follow flight director TO/GA guidance (if available).
PM
Verify maximum* thrust.
Verify all required actions have been completed and call out any omissions.
AUTOMATIC FLIGHT
PF
Call “WINDSHEAR TOGA”
Push either TO/GA switch.
Verify TO/GA mode annunciation.
Verify thrust advances to GA power.
Retract speedbrakes.
Monitor system performance.
PM
Verify GA* thrust.
Verify all required actions have been completed and call out any omissions.
MANUAL OR AUTOMATIC FLIGHT
PF
Do not change gear or flap 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
Monitor vertical speed and altitude.
Call out any trend toward terrain contact, descending flight path, or significant airspeed changes.
STALL
AOM 1.02.10 P27
short form
“STALL” and push nose down until indications stop, may need less thrust.
Then roll level add thrust and compensate with rudder if S/E.
Speed brake down, maintain config. IF clean at T/O “Flaps 1”.
Call-out alt, speed, omissions, terrain.
Rebuild like G/A.
sop
Approach to Stall or Stall Recovery
PF
Simultaneously call “STALL” and :
SMOOTHLY APPLY NOSE DOWN ELEVATOR to reduce the angle of attack until buffet or stick shaker stops.
For high thrust settings, it may be necessary to reduce thrust.
When out of stall (stall indications have stopped): ROLL WINGS LEVEL.
INCREASE THRUST SMOOTHLY AS REQUIRED.
In case of one engine inoperative, progressively compensate the thrust asymmetry with rudder.
CHECK SPEEDBRAKES RETRACTED.
MAINTAIN EXISTING GEAR AND FLAP CONFIGURATION.
If in clean configuration during lift-off:
CALL “FLAPS 1”
PM
Monitor altitude and airspeed.
Verify all required actions have been completed and call out any omissions.
Call out any trend toward terrain contact.
Select the Flap lever as directed.
WHEN CONTROL OF FLIGHT PATH IS REGAINED AND GROUND CONTACT IS NOT A FACTOR:
PF
CHECK AIRSPEED AND ADJUST THRUST AS NEEDED.
ESTABLISH PITCH ATTITUDE.
RETURN TO DESIRED FLIGHT PATH.
RE-ENGAGE AUTOPILOT AND AUTOTHROTTLE IF DESIRED.
PM
Monitor altitude and airspeed.
Verify all required actions have been completed and call out any omissions.
Call out any trend toward terrain contact.
ENGINE OUT - GO-AROUND AND MISSED
APPROACH - ALL APPROACHES
AOM 1.02.10 P33-34
Go-Around and Missed Approach - One Engine Inoperative
The missed approach with an engine inoperative should be accomplished in the same manner as a normal missed approach except use Flaps 5 for the go-around flap setting for a flaps 20 approach, or use Flaps 20 as the go-around flap setting for a Flaps 25 or 30 approach. After TO/GA is engaged, the AFDS commands a speed that is normally between command speed and command speed+15 kt.
The rudder is automatically positioned to compensate for differential thrust with no input required from the pilot. Select maximum continuous thrust when flaps are retracted to the desired flap setting.
For a multi-autopilot go-around, yaw control reverts back to the flight control system upon TO/GA initiation.
Engine Failure During Go-Around and Missed Approach
If an engine fails during a go-around, it is important that airspeed loss be recovered to prevent a high asymmetric thrust condition at lower than recommended airspeed. Follow flight director guidance to recover and maintain recommended airspeed. Use the same procedures as used for an engine failure during a Flaps 20 take-off.
Note: VREF 30 plus wind correction at Flaps 20 may result in an airspeed that provides less than full maneuver margin (top of the amber band).
FD DOOR AUTO UNLOCK QRH 1.4
Condition: The correct emergency access code is entered.
1 FD DOOR ACCESS selector . . . . . Rotate to DENY and hold for 1 second
CABIN ALTITUDE
QRH 2.1
Condition: Cabin altitude is excessive.
1 Don the oxygen masks.
2 Establish crew communications.
3 Check the cabin altitude and rate.
4 IF the cabin altitude is uncontrollable:
PASS OXYGEN switch . . . . . . .Push to ON and Without delay, descend to the lowest safe altitude or 10,000 feet, whichever is higher.
To descend:
•Move the thrust levers to idle
•Extend the speedbrakes
•If structural integrity is in doubt, limit
airspeed and avoid high maneuvering loads
•Descend at Vmo/Mmo
