Memory Items Flashcards
Rejected Take Off
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 Autothrotlles
• Observe or maintain Maximum Braking
• Select Maximum Reverse Thrust consistent with conditions
• Confirm the speedbrake lever is up.
First Officer
I will monitor your Actions and call:
• Speedbrakes up or No Speed brakes
• Reverse Green or No Left(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 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(report to) the flight deck.
First Officer
I will complete the checklist.
Captain
If an evacuation is required I will call,
Checklist, Passenger Evacuation.
First Officer
I will read the Passenger Evacuation Checklist.
Ground Incident
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 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 (Report to) the Flight Deck.
First Officer
I will complete the 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
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
Rapid Depressurization and Emergency Descent
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 BELT SIGNS ON.
I will PA : “ATTENTION - FLIGHT ATTENDANTS SECURE THE CABIN, PASSENGERS TAKE YOUR SEATS”
First Officer
I will check the cabin altitude and rate 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 3
First Officer
I will:
* Select the PASS OXYGEN switch to ON
* Ensure the SEAT BELT SIGNS 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.
First Officer
Once leveled off I will PA, “IN-CHARGE FLIGHT ATTENDANT CALL (OR REPORT TO) THE FLIGHT DECK”
Go Around/Low Energy Go-Around
PF
In the event of a go-around I will press the TO/GA switch and call “GO-AROUND, FLAP 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”.
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.
Engine Inoperative Cruise/Driftdown
PF
Request ENG OUT to be selected on the FMC
ACT CRZ page.
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.
- 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
PF and PM
Look for traffic using traffic display as a guide and reduce range. Call out any conflicting traffic.
PF
If traffic is sighted, maneuver if needed.
PM
Exterior lights……………………………………ON
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
Exterior lights……………………………………..ON
PF and PM
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.
PF and PM
Attempt to establish visual contact. Call out any conflicting traffic.
Upset Recovery
Nose High Recovery
PF and PM
Recognize and confirm the situation.
PF
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 and PM
Recognize and confirm the situation.
PF
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.
WARNING: Excessive use of pitch trim or rudder may aggravate the condition, or may result in loss of control or in high structural loads.
Terrain Avoidance GPWS Caution
GPWS Caution
Accomplish the following maneuver for any of these aural alerts:
* CAUTION OBSTACLE
* CAUTION TERRAIN
* SINK RATE
* TERRAIN
* DON’T SINK
* TOO LOW FLAPS
* TOO LOW GEAR
* TOO LOW TERRAIN
* GLIDESLOPE
* BANK ANGLE
PF and PM
Correct the Flight path or the airplane configuration.
The below glideslope deviation alert may 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.
Terrain avoidance GPWS Warning
GPWS Warning
Accomplish the following maneuver for any of these conditions:
* activation of the “PULL UP”, “OBSTACLE OBSTACLE PULL UP”, or “TERRAIN TERRAIN
PULL UP” warning
* other situations resulting in unacceptable flight toward terrain.
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.
Note: Aft control column force increases as the airspeed decreases. In all cases, the pitch
attitude that results in intermittent stick shaker or initial buffet is the upper pitch attitude limit. Flight at intermittent stick shaker may be required to obtain positive terrain separation. Smooth, steady control will avoid a pitch attitude overshoot and stall.
Note: Do not use flight director commands.
Note: Maximum thrust can be obtained by advancing the thrust levers full forward if the EECs are in the normal mode. If terrain contact is imminent, advance thrust levers full forward.
Note: If positive visual verification is made that no obstacle or terrain hazard exists when flying under daylight VMC conditions prior to a terrain or obstacle (as installed) warning, the alert may be regarded as cautionary and the approach may be continued.
Windshear Avoidance Caution
Windshear Caution
For predictive windshear caution alert: (“MONITOR RADAR DISPLAY” aural)
PF and PM
Maneuver as required to avoid the Windshear
Windshear Avoidance Warning
Windshear Warning
Predictive windshear warning during take-off roll: (“WINDSHEAR AHEAD, WINDSHEAR AHEAD” aural)
* Prior to V1, reject take-off.
* After V1, perform the Windshear Escape Maneuver.
Windshear encountered during take-off roll:
If windshear is encountered prior to 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 deg 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 take-off speed. If there is insufficient runway left to stop, initiate a normal rotation at least 2000 ft before the end of the runway even if airspeed is low. Higher than normal attitudes may be required to lift off in the remaining runway. Ensure maximum thrust is set.
Predictive windshear warning during approach: (“GO-AROUND, WINDSHEAR AHEAD” aural) perform 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 ft AGL, in excess of any of the following:
15 kt indicated airspeed
500 fpm vertical speed
5 deg pitch attitude
1 dot displacement from the glideslope
unusual thrust lever position for a significant period of time.
Windshear Escape Maneuver
PF
MANUAL FLIGHT
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
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 maximum 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.
Maintain wings level to maximize climb gradient, unless a turn is required for obstacle clearance
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.
Engine Out - Go-Around and missed approach - All Approaches
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 minimal 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.
Cabin Altitude
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 hold for 1 second
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
Caution! Autopilot and flight director descent near Vmo/Mmo may result in overspeed excursions due to wind and temperature changes. Pilot intervention via FLCH speed or manually flown pitch adjustment may be necessary to remain below Vmo/Mmo.
