Memory Items Flashcards
Aborted Engine Start L, R
Condition: On the ground, an aborted engine start is
needed.
1 FUEL CONTROL switch
(affected side) . . . . . . . . . . . . . . . . . . . CUTOFF
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[] AIRSPEED UNRELIABLE
Condition: The airspeed or Mach indications disagree
with AOA calculated airspeed.
Objective: To identify a reliable airspeed indication.
1 Autopilot disconnect switch . . . . . . . . . . . . .Push
2 A/T ARM switches (both) . . . . . . . . . . . . . . . OFF
3 F/D switches (both) . . . . . . . . . . . . . . . . . . OFF
4 Set the following gear up pitch attitude and thrust:
Flaps extended . . . . . . . . . .10° and 85% N1
Flaps up . . . . . . . . . . . . . . . .4° and 70% N1
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[] 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:
Accomplish Emergency Descent
procedure.
- - - - - - - - - - - - - - - - - - - - - - -
Dual Eng Fail/Stall
Condition: Engine speed for both engines is below idle.
1 FUEL CONTROL switches
(both) . . . . . . . . . . . . . . . . . . CUTOFF, then RUN
2 RAM AIR TURBINE switch . . . . . . . Push and hold
for 1 second
- - - - - - - - - - - - - - - - - - - - - - -
3 Set airspeed above 270 knots.
[] ENG AUTOSTART L, R
Condition: Autostart did not start the engine.
1 FUEL CONTROL switch
(affected side) . . . . . Confirm . . . . . . . . CUTOFF
- - - - - - - - - - - - - - - - - - - - - - -
[] ENG LIMIT EXCEED L, R
Condition: An engine limit exceedance occurs.
1 A/T ARM switch
(affected side) . . . . .Confirm . . . . . . . . . . . OFF
2 Thrust lever
(affected side) . . . . .Confirm . . . . . .Retard until
ENG LIMIT EXCEED
message blanks or
the thrust lever is at idle
- - - - - - - - - - - - - - - - - - - - - - -
[] ENG SURGE L, R
Condition: An engine surge or stall that requires crew
action is detected.
1 A/T ARM switch
(affected side) . . . . . . Confirm. . . . . . . . . . OFF
2 Thrust lever
(affected side) . . . . .Confirm . . . . . .Retard until
the ENG SURGE
message blanks or
the thrust lever is at idle
- - - - - - - - - - - - - - - - - - - - - - -
Eng Svr Damage/Sep L, R
Condition: One or more of these occur:
•Airframe vibrations with abnormal engine
indications
•Engine separation
1 A/T ARM switch
(affected side) . . . . . . . . . . Confirm . . . . . . OFF
2 Thrust lever
(affected side) . . . . . . . . . . Confirm . . . . . . Idle
3 FUEL CONTROL switch
(affected side) . . . . . . . . . . Confirm . . . CUTOFF
4 Engine fire switch
(affected side) . . . . . . . . . . Confirm . . . . . . Pull
- - - - - - - - - - - - - - - - - - - - - - -
[] FIRE ENG L, R
Condition: Fire is detected in the engine.
1 A/T ARM switch
(affected side) . . . . . . . . . .Confirm . . . . . . OFF
2 Thrust lever
(affected side) . . . . . . . . . .Confirm . . . . . . Idle
3 FUEL CONTROL
switch (affected side) . . . . .Confirm . . . CUTOFF
4 Engine fire switch
(affected side) . . . . . . . . . .Confirm . . . . . . Pull
5 If the FIRE ENG message stays shown:
Engine fire switch
(affected side) . . . . . . . . . . Rotate to the stop
and hold for 1 second
If after 30 seconds, the FIRE ENG message
stays shown:
Engine fire switch
(affected side) . . . . . . . . . .Rotate to the
other stop and
hold for 1 second
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[] STABILIZER
Condition: One of these occurs:
•Stabilizer movement without a signal to
trim
•The stabilizer is failed
1 STAB cutout switches (both) . . . . . . . . . CUTOUT
2 Do not exceed the current airspeed.
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Which Red Box do not auto checklist
Aborted Engine Start L, R
Dual Eng Fail/Stall
Eng Svr Damage/Sep L, R
What are the QRC checklist items
Aborted Engine Start L, R AIRSPEED UNRELIABLE CABIN ALTITUDE Dual Eng Fail/Stall ENG AUTOSTART L, R ENG LIMIT EXCEED L, R ENG SURGE L, R Eng Svr Damage/Sep L, R FIRE ENG L, R STABILIZER Engine Fire Ground Évacuation
Standardized Actions
Takeoff
Advance the thrust levers to approximately 40% N1. Check that THR REF appears on both FMAs, Takeoff thrust may not be available until 65 knots. Thrust Set” (PM) “80 knots” (PM) “Check” (PF) “Rotate” (PM) “Positive Rate” (PM) “Gear Up” (PF) Above 200 feet Autopilot may be engaged Above 400 ft AFL • Verify VNAV engaged • Select or verify ROLL Mode Thrust reduction and acceleration height / flap retraction altitude (normally 1000 ft AFL) • Verify climb thrust. • “Flaps \_\_\_\_\_\_”. • Retract flaps on schedule
Standardized Actions
Go Around
(PF) Push TO / GA switch, and call out –
“Go-Around, Flaps 20” (flaps 5 or 20, single engine).
(PM) “Positive Rate”.
(PF) “Gear Up”.
(PF) “Set Missed Approach Altitude”.
Above 400 feet, verify or select LNAV orappropriate roll mode.
At 1000 feet AGL, call out – “VNAV” or“Set Speed” (Use “Set Speed” if single engine).
(PF) “Flaps __” according to flap retraction schedule.
(PF) After flap retraction, select VNAV or FLCH as required
(PF) Verify climb thrust (CON thrust if single engine).
Standardized Actions
Takeoff Engine Failure
-(PM) At VR, call out –“Rotate.”
-(PM) Verify and call out –“Positive Rate”.
-At the TPS engine-out acceleration altitude, accelerate and command flap
retraction on schedule.
-With airplane in clean configuration and
VREF30 + 80: Verify continuous thrust
-Call for the appropriate checklist(s).
Emergency Descent
MCP Altitude………..Select lower
FLCH…………………….Select
Thrust Levers……….Close
Speedbrake Lever….. Full Aft
Seat Belt Signs Selector……………….. ON
Descend……… Straight ahead or initiate moderate bank (30° max)
Target Speed…………… Max VMO / MMO
ATC
PA
Speedbrake prior to level off
Emergency Descent in terrain
PAX Oxygen
PAX 02 22 Mins:
• Level Off at 25,000 feet for 19 minutes (or until terrain clearance is assured) from the time passenger oxygen was deployed, then descend to 10,000 feet or below.
Approach to Stall or Stall Recovery
- Smoothly apply nose down elevator to reduce the angle of attack until buffet or stick shaker stops
- 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
Rejected Takeoff Prior to 80 knots,
- activation of the master caution system
- system failure(s)
- unusual noise or vibration
- tire failure
- abnormally slow acceleration
- takeoff configuration warning
Rejected Takeoff Above 80 knots and prior to V1,
- fire or fire warning
- engine failure
- predictive windshear warning
- if the airplane is unsafe or unable to fly
Rejected Takeoff Procedure
Announce - “REJECT” and:
• Simultaneously:
• Close the thrust levers.
• Disconnect the autothrottles.
• Apply maximum manual wheel brakes or verify operation of RTO autobrakes.
• Apply reverse thrust consistent with conditions.
• If speedbrakes do not deploy manually deploy speedbrakes.
• Continue maximum braking until certain the airplane will stop on the runway.
If needed make PA: “This is the Captain, Remain Seated, Remain Seated, Remain Seated”
GPWS Warning
“PULL UP”
“OBSTACLE PULL UP” or
“TERRAIN TERRAIN PULL UP”
• Disconnect 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
GPWS Caution
alert may be cancelled or inhibited for
Correct the flight path or the airplane configuration.
The below glideslope deviation alert may be cancelled or inhibited for:
• localizer or back course 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.
Upset Recovery
An upset can generally be defined as unintentionally exceeding the following conditions:
• pitch attitude greater than 25 degrees nose up, or
10 degrees nose down, or bank angle greater than 45 degrees, or
• within above parameters but flying at airspeeds inappropriate for the conditions
Predictive windshear warning during takeoff roll:
• prior to V1, reject takeoff
• after V1, perform the Windshear Escape Maneuver
At VR, rotate at a normal rate toward a 15 degree pitch attitude. initiate a normal rotation at least
2,000 feet before the end of the runway
AA policy as stated in Flight Manual Part I for low level
windshear advisories is
takeoff is permitted, however caution should be exercised.
Flights may not takeoff or conduct the final approach segment to a runway when ATC has reported a runway specific “Microburst Alert.”
Windshear Escape Maneuver
Auto
• Push either TO/GA switch1 • Ensure TO/GA mode annunciation and GA thrust • Monitor system performance • Ensure the speed brakes are retracted
Windshear Escape Maneuver
Manual
- Disconnect the autothrottle
- Roll wings level and rotate toward an initial pitch attitude of 15°
- Follow TO/GA guidance (if available) without exceeding pitch limit indication (PLI)
- Ensure the speed brakes are retracted
Windshear Unacceptable flight path deviations are recognized as
below 1000 feet AGL, in excess of any of the following:
• 15 knots indicated airspeed
• 500 FPM vertical speed
• 5 degrees pitch attitude
• 1 dot displacement from the glideslope
• unusual thrust lever position for a significant period of
time
Windshear Precautions Takeoff
- Use maximum thrust
- Use longest suitable runway
- Consider increasing Vr
- Use higher takeoff flap, if possible
Windshear Precautions Landing
- Use longest suitable runway
- Use ILS or VASI for glidepath monitoring
- Consider using increased approach speed, up to 15 knots
- Consider using Flaps 25
- Establish a stabilized approach no later than 1,000 feet AGL
T.E.S.T. Acronym
T – Type of Emergency to include any anticipation of control problems.
- The Flight Attendant 30 Second Review
(anticipating normal landing).
- The Flight Attendant Planned Emergency checklist
(anticipating possible evacuation or control problems).
E – Evacuation (if anticipated) to include any special considerations that may affect the use of exits.
S – Evacuation Signal to be used
This is the Captain. “EVACUATE. EVACUATE. EVACUATE” over the PA followed by the Command Evacuation Signal.
T – Time to landing.
For these non-normals, when the airplane is under control, the gear has been retracted, and a safe altitude has been attained (minimum 400 feet AGL)
accomplish the Non-Normal checklist memory items.
- FIRE ENG L, R
- ENG LIMIT EXCEED L,R
- ENG SURGE L, R
- Eng Svr Damage L,R
Emergency Evacuation
Captain - Assist in cabin
- After checklist is complete, immediately proceed to cabin and assess conditions.
- Assist and direct evacuation. Pay particular attention to utilization of slides; use megaphone, if required, to maintain orderly and rapid passenger evacuation. Instruct Flight Attendants to leave airplane when their areas are clear.
- Check entire cabin to ensure that all passengers have evacuated. Exit via any usable rear entry door.
- Assemble passengers away from airplane.
- Ensure that at least one or more crewmembers remain with the passengers until relieved by station personnel.
What are the Time Critical warnings displayed on the HUD and PFD?
ENG FAIL
PULL UP
SPEEDBRAKE
WINDSHEAR
What are the EICAS levels of alert?
Time Critical- PFD/HUD Warning-Red Caution-Amber Advisory - Anber indented Communication - White dot white Memo - white Status - cyan inhibited from engine start until 30 minutes after takeoff
