Memory Items 737 Flashcards

1
Q

Cabin altitude warning or rapid depressurisation

A

3 step procedure.
Emer descent starts from step 2.
(ie you may do a non cabin alt emer descent with masks off.)

PF decides and calls:
‘Cabin Altitude memory items masks on’
estab comms. ‘Capt on O2’

1
PM:
Px mode selector man
Outflow valve sw. hold closed till fully closed.
PM says ‘Cabin alt uncontrollable’,
PF ‘continue’
PM:
Pax signs on
Pass oxy switch push.
PF just watches.
THEN (that’s mem items Cabin alt warning/Rapid dpx complete)
“Emergency Descent”
2
PF PA ‘Attention Cabin Crew Emergency Descent.’
PM: PAN & Area QNH (7700)
PM ESS both CONT
PM all lights on
Pax signs on (if not already)
PF init actions up to speed brake while PM watches
3
PM does
Anti ice as required
Conf lights on
Conf 7700

Consider LO at 14000’ if fuel critical. (PA required)
Consider added drag if AC damaged

Cabin Alt NNCL
Book says for SEVERE turbulence slow to 280/0.76
PM calls 2000’ and 1000’ to level off
Set QNH early! If you change qnh during alt cap it will cause problems, same with speed if u r at VMO.
slow to 300 earlyish, slow first then stow brakes

level off ‘cabin alt below 10T ‘mask off reset comms’
handing over
your mask off reset comms
continue CL.

Cabin crew carry out follow up duties.
CSM should go to L1 at this time
Cabin condition
Any damage to aircraft, cabin.
Any injuries or unconscious pax?
Administering O2?
NITS

TCAS in emer desc, stow SB for climb and follow commands.

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2
Q

Emergency descent

A

3 step procedure.
Emer descent starts from step 2.
(ie you may do a non cabin alt emer descent with masks off.)

PF decides and calls:
‘Cabin Altitude memory items masks on’
estab comms. ‘Capt on O2’

1
PM:
px mode selector man
outflow hold closed.
PM says ‘Cabin alt uncontrollable’,
PF ‘continue’
PM:
Pax signs on
Pass oxy switch push.
PF just watches.
THEN (that’s mem items Cabin alt warning/Rapid dpx complete)
“Emergency Descent”
2
PF PA ‘Attention Cabin Crew Emergency Descent.’
PM advise ATC obtain Area QNH
PM ESS both CONT
Pax signs on (if not already)
PF init actions up to speed brake while PM watches
3
PM does
anti ice as required
lights on
7700

Consider LO at 14000’ if fuel critical. (PA required)
Consider added drag if AC damaged

Cabin Alt NNCL
Book says for SEVERE turbulence slow to 280/0.76
PM calls 2000’ and 1000’ to level off
Set QNH early! If you change qnh during alt cap it will cause problems, same with speed if u r at VMO.
slow to 300 earlyish, slow first then stow brakes

level off ‘cabin alt below 10T ‘mask off reset comms’
handing over
your mask off reset comms
continue CL.

Cabin crew carry out follow up duties.
CSM should go to L1 at this time
Cabin condition
Any damage to aircraft, cabin.
Any injuries or unconscious pax?
Administering O2?
NITS

TCAS in emer desc, stow SB for climb and follow commands.f

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3
Q

Automatic Unlock

A
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4
Q

Aborted Engine Start.
PROCEDURE
Reasons to abort?

Limitations

A

ESL cutoff

Non memory has you motor engine in GND for 60s, if ESS already in auto wait till N2 blw 20% and switch to GND for 60s.

Abort for:
*​ N1 or N2 doesn’t inc or inc v slowly after the ​EGT​ increases​
*​ no​ oil pressure indication by the time that the engine is ​stable at idle​
​EGT​ does​ not increase by 15 seconds​ after the engine start lever ​is moved to IDLE detent
​ the​ EGT​ quickly nears or exceeds the start limit.
hot,hung,wet,oil.

2min starter duty time with 10s off between.

stable at idle is when EGT start limit redline not shown.

Remember after 3 aborted starts you require 15 min cooling.

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5
Q

Engine limit or surge or stall

A

May lead to engine shutdown.

Below the line you have:
- Engine indications are abnormal or EGT continues to increase then:
- Eng start lever..confirm..cutoff

Consider APU, descent etc.
But remember FCTM:

Many engine surge or stall events are recoverable and permit continued​ engine ​operation. Stabilized​ engine indications​ and decreasing EGT​ indicate the surge/​stall has cleared. In these cases, the engine may be operated normally, or at a ​reduced thrust level​ which is surge and​ stall free.
Only shutdown if you really need to.

Also
Loss of parameter:
Flight Crew should be advised​ that the loss of an engine parameter indication ​while inflight does not necessarily constitute a situation that​ would require the ​engine to be shutdown. As long​ as there are no​ other accompanying indications of ​an engine malfunction, the engine can be operated normally​ for the remainder of ​the flight.

Vibration:
However, high AVM indications combined​ with other abnormal ​engine indications, extreme vibrations, severe damage, and/or engine limit ​exceedances should be addressed in accordance with the appropriate Non-Normal ​Checklist.
B flight ops review 737-33

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6
Q

What checklist do you access if there is no response or abnormal response to TL movement?
Consider phase of flight in answer.

When might you consider a quick engine shutdown.

A

Engine Limit or surge or stall.
Any phase of flight.

From FCTM:
All​ turbo fan engines are susceptible to this malfunction whether engine control is ​hydro-mechanical, hydro-mechanical with supervisory​ electronics (e.g. PMC) or ​Full Authority​ Digital Engine Control (FADEC).
Engine response to a loss of ​control varies from engine to engine. Malfunctions have occurred​ in-flight​ and on ​the ground.
The major challenge​ the Flight Crew faces when responding to this ​malfunction is recognizing​ the condition and determining which engine has ​malfunctioned.
The Engine Limit​ or Surge or Stall NNC​ is written​ to include this ​malfunction.This condition​ can occur during​ any phase of flight.​
Failure of engine or fuel control system​ components or loss of thrust lever position ​feedback has caused​ loss of engine thrust​ control. Control​ loss may not be ​immediately evident since many engines fail to some fixed RPM or thrust lever ​condition. This fixed​ RPM or thrust​ lever condition may​ be very near the ​commanded thrust level and therefore difficult to recognize until the Flight Crew ​attempts to change thrust with the thrust lever.
Other engine responses include:​ ​shutdown, operation at​ low RPM, or thrust at the last valid thrust​ lever setting (in ​the case of a thrust lever feedback fault)​ depending on altitude or air/ground logic. ​In all cases, the affected engine does not respond to thrust​ lever movement or the ​response is​ abnormal.​

Since recognition may be​ difficult, if a loss of engine control is suspected, the ​Flight Crew should continue the takeoff or remain airborne until the NNC can​ be ​accomplished. This helps with directional control and may preclude an ​inadvertent shutdown of the wrong engine.
In some conditions, such as during low​ ​speed ground​ operations, immediate engine shutdown may​ be necessary​ to ​maintain directional control.
So on the ground veering off the runway or unable to stop taxiing…

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7
Q

What checklist do you run if flames are reported in engine inlet or exhaust in flight?

A

Engine Limit or surge or stall.

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8
Q

Dual engine failure.

What are your initial target speeds?

A

“AP off - Manual flight - Capt PF”
Identify the problem
Loss of thrust on both engines
‘have fuel, fuel pumps are on,
and no severe damage so relight possible’ Try anyway obs…
Turn toward nearest airport/ off airport landing spot.

Restart attempt as soon as possible to take advantage of higher engine RPM at point of flame out - gives best windmill relight chances.

Memory items…

At monitor EGT on start:
Capt Mayday call/ 7700/ area qnh if req. and wind up speed as required.
At/Abv FL270 = 275kts
Blw Fl270 = 300 kts - ie get in windmill window.
These are the QRH speeds to get a relight, but some consideration to min drag speed is due if terrain a serious factor. Do you have any fuel?

During start attempt use lower of EGT redline or EGT start limit line if displayed. Hung start is STAGNANT rpm and INCREASING EGT, don’t abort too early.

Restart attempt as soon as possible to take advantage of higher engine RPM at point of flame out - gives best windmill relight chances.
Consider turn off track for traffic and consider diversion/terrain/weather.
Requesting area QNH - maybe maybe not depends on alt, could be a bit distracting high alt.
Traffic position report all stations PAN call.
You maintain transponder 1 so 7700, not sure if tcas or adsb still works.
AP lost - revert to basic modes, I’m pretty sure you’ll have lost VNAV/LNAV
Only Capt screens so LHS flying.

LHS will be hand flying - area of responsibility..
Engine start lever PM domain, on ground it is the captain during engine start.
This is reverse of normal - will need CRM.
You have capt screens and compact eng displays.

Get start attempt going ASAP to take advantage of high post flameout rpm - do not delay till you are in envelope!
Get speed up and lower altitude quickly to get in windmill envelope.
Windmill envelope is AFM demonstrated - doesn’t mean a windmill might not work outside.
Only after a start attempt get APU on, but don’t delay this too much.
Although Elec sys fcom pages only recommend starting apu below F250…

Inflight start:
During​ in-flight restart attempts use the lower of the EGT​ redline and the EGT​ ​start​ limit redline, if displayed. A​ hung​ or stalled​ in-flight start is​ normally​ ​indicated by stagnant RPM and increasing​ EGT. During start, engines may ​accelerate to idle slowly but action should​ not be taken if RPM is increasing and ​EGT​ is not near or rapidly approaching the limit.

Don’t confuse APU start gen trip on with engine return.

Oil qty indication as low as zero is normal if windmilling N2 RPM is below approximately 8%.

The checklist doesn’t talk about closing thrust levers but I’d guess this is a good idea. You do in an engine inflight start.

What do you lose?
Elecs obs but what?
AP AT?
lights? internal/external?
Tcas?
Anti ice, capt probe heated FO and stby not - IAS disag/URAS.

1 Engine relights?
Stop checklist,
Eng out on CDU,
Consider LO @ single eng ceiling - are you damaged?
Consider EO speed if terrain - OTW stay @ 275kts for second eng relight.
Remember set CON

2 Eng restored?
All eng on CDU
AT avail
ATC notify
APU off if required for fuel burn.
GPWS ovrd back to norm.

Multiple CL’s…. Prioritise

Use power on descent if you are worried about fuel contamination.

Leave inop engine in idle
consider continuing to get a restart.

Boeings checklist is basically designed for volcanic ash, fuel mismanagement or rain hail ingestion. If you have severe damage, ie serious low level bird strike hit the APU straight away.

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9
Q

APU fire

A

On ground before start consider impending battery power and some blackness…

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10
Q

Engine fire, or severe damage or separation.

A

Start time once you’ve blown first bottle.
AT …off
TL, affected side…conf…close
ESL, affected side….conf… cutoff
Eng Fire switch, affected side…conf…pull
IF:
Engine fire switch or
Engine Overheat
remains illuminated :
“Fire message remains”
Eng fire sw, affected side…. Rotate to stop and hold for 1 second.
“Fire indication remains, or extinguished”

PF calls “mem items complete, time check, fire eng X NNCL”
Remember you open CL and check mem items straight away before cessna.

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11
Q

Engine overheat

A

Leads to remainder Eng fire:
ESL, affected side….conf… cutoff
Eng Fire switch, affected side…conf…pull
IF:
Engine fire switch or Engine Overheat
remains illuminated :
“Fire message remains”
Eng fire sw, affected side…. Rotate to stop and hold for 1 second.
“Fire indication remains, or extinguished”

PF calls “mem items complete, time check, fire eng X NNCL”
Remember you open CL and check mem items straight away before cessna.

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12
Q

Engine Tailpipe fire - ie no engine fire warning on the ground:

A

The way I read this it’s not a memory item…
But ESL to cutoff (ie shutoff fuel) and alert PA is a good start.

Engine Fire CL is inappropriate.
You would probably get this during an engine start.

Worst case scenario would be after shutdown with no APU available.

From FCTM:
An engine tailpipe fire can occur while on the ground, during engine start or ​shutdown.
Since a tailpipe fire develops in an area of the engine without fire ​detection capability, the engine fire warning will not show.​
Communication with a trained ground​ crew member via the flight​ interphone or ​hand signals can provide​ awareness of a tailpipe fire. Reports of a tailpipe fire may​ ​also be received from ATC,​ Cabin Crew, or Flight Crew members of nearby ​airplanes.​
Engine tailpipe fires can​ occur due to​ the following:​
*​ engine control malfunction​
*​ excess fuel in the combustor,​ turbine or exhaust nozzle​
*​ oil accumulation in the hot section flow path or exhaust system.​
If a tailpipe fire is reported, the Flight Crew should accomplish the NNC without ​delay. Flight Crews should consider the following when​ dealing​ with this ​situation:​
*​ motoring the engine is​ the primary​ means of extinguishing the fire​.
*​ to prevent​ an​ inappropriate evacuation,​ flight attendants should be ​notified without​ significant​ delay.
*​ communications with ramp personnel and ATC​ are important to ​determine the status of the tailpipe fire and to request​ fire extinguishing ​assistance​
*​ the engine fire checklist is inappropriate because the engine fire ​extinguishing agent is not​ effective against a fire inside the tailpipe.

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13
Q

Runaway Stabilizer.

A

Reducing airspeed reduces air loads to help control. AP and AT are out for remainder of flight.
You may conduct mem items simultaneously.

Did trim stop when you disconnected AP - consider jammed FC’s

Cutout switches do not require confirmation

1 unit trim is 15 turns of wheel

Consider seatbelts cabin management.

FCTM:
​A​ runaway stabilizer condition can be recognized by continuous uncommanded ​movement of stabilizer trim, or​ if​ stabilizer trim is occurring in a manner that​ is​ ​not​ appropriate for current flight conditions. During manual flight​ or flight​ with ​the autopilot engaged, automatic stabilizer​ trim can be commanded by the Speed ​Trim System or autopilot​ trim. Since commanded stabilizer trim can occur ​automatically, the pilot needs to consider the existing flight conditions to ​determine if a runaway stabilizer condition exists. For example, some stabilizer ​trim movement can be expected to occur during speed, altitude, or configuration​ ​changes.​During​ a runaway​ stabilizer condition the crew should maintain airplane pitch ​control through​ the use of the control​ column, main electric stabilizer trim, and ​thrust levers. The control​ column must​ be held firmly before the autopilot (if ​engaged) is disengaged​ to maintain airplane pitch control and retain any elevator ​commands from the autopilot. After the autopilot and autothrottle are disengaged, ​use the control column and thrust levers to​ establish​ appropriate pitch attitude and ​airspeed. If uncommanded​ trim​ motion​ continues, it​ may stop​ when the control​ ​column is displaced in the opposite direction and the control column cutout is ​activated. Use main electric stabilizer trim​ to reverse any​ stabilizer trim movement ​and to reduce control column​ forces. Sustained use of main electric stabilizer trim ​may​ be needed. It is important​ to note that even though the steps in the Runaway ​Stabilizer checklist are sequential,​ these steps can be​ accomplished ​simultaneously. If uncommanded stabilizer trim movement continues, place both ​STAB TRIM cutout switches to the CUTOUT​ position. Manual stabilizer trim​ ​should then​ be used for the remainder of the flight.

Manual Stabilizer​ Trim​
During​ some non-normal conditions, manual stabilizer trim​ may​ be​ needed. The ​Flight Crew should use main electric stabilizer trim, if available, to ensure the ​airplane is in-trim​ prior to relying on the use of manual stabilizer​ trim. Manual ​stabilizer trim is intended for small corrections from an​ in-trim​ condition. If ​manual stabilizer​ trim​ is needed, make sure both STAB TRIM cutout switches are ​in the CUTOUT​ position prior​ to extending​ the manual trim wheel​ handles. ​Anytime manual stabilizer trim​ is in​ use, keep the manual trim wheel handles ​extended. This allows easy access for the pilots to make required trim​ changes.​Note:​ Moving the STAB​ TRIM cutout switches to the CUTOUT​ position can ​result in illumination of the SPEED​ TRIM​ FAIL​ light. This can occur ​during​ manual​ flight if the Speed Trim​ System determines a need to trim ​but​ the system is disabled

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14
Q

Airspeed Unreliable.

A

After flight path safe…
Configuration will be:
with gear up
flap xxx so limited to gear speed/flap speed/alt.
Anti ice is/is not required.
Turning to hdg and climbing, this will keep us safe.

Identify the problem
xxx non normal checklist
important items complete,
ok hold CL lets get vectors to hold here and consider position, plan, return etc.
Continue CL.

If you are in icing conditions remember AI!!

May get SS, overspeed, airspeed low warnings. FPV and PLI may be unreliable.

FCTM:
Once flight path is under control​ and the airplane is not ​in a critical phase of flight, accomplish the Airspeed Unreliable NNC

Low level consider GS readout with Pan call.

Level is 280/0.76

Consider Ref GS for app below 1000’
Vref subtract HW or add TW to get ref gs, this will keep you safe - consider for keeping you safe.
+1kt for isa+5, +1kt for 1000’ elevation

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15
Q

Airspeed unreliable TO

A

+ve rate GU
“AP/AT off”
“FD off”
‘Maintaining TO thrust and AETA to accn height, flaps to remain set.
@accn verify mem items and set 10/80 (or leave thrust as is if heavy)
Pitch, don’t look at FPV AND DON’T do 10 and 80 on rotation.
OPT will have given us a target att and target N1, eo and all eng. know these b4 TO.
FCTM references 15° if you don’t know.
Gear up Maint current flap.
(URAS during rotate u need a plan.)

Mem items @ accn height - ie set 10/80
Consider safe altitude, climb to MSA for checklist.
‘We’ll climb above MSA for CL’
Pan call, request block to 10T and GS readout.
@/abv MSA checklist.

GS probably a good indicator or reliable speed unless winds very high.

FCTM:
​​If an unreliable airspeed event occurs during​ takeoff at or after V1, maintain​ ​takeoff thrust, smoothly​ rotate towards 15° pitch attitude and establish the normal ​takeoff​ pitch attitude target, retract the landing gear, and maintain flap ​configuration. Climb at the normal takeoff pitch attitude target​ until reaching a ​safe altitude (acceleration height) and do the Airspeed Unreliable NNC.​See discussion regarding normal​ takeoff pitch attitude target in Chapter 3, ​Takeoff, Rotation​ and Liftoff and​ Typical​ Rotation.​

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16
Q

Airspeed Unreliable on Descent.
What power setting for descent?
Level off technique?

A

​Idle thrust descents to​ 10,000ft can​ be made by​ flying pitch attitude and checking ​rate​ of descent in the PI-QRH tables.
At 2,000ft​ above the selected level off ​altitude, reduce rate of descent to 1,000fpm. On​ reaching the selected altitude, ​establish pitch​ and thrust for the airplane configuration. If possible, allow the ​airplane to​ stabilize before changing configuration and altitude.

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17
Q

Approach and Landing Airspeed Unreliable

A

Approach:
If available, accomplish an​ ILS or GLS approach. Establish landing configuration ​early​ on final​ approach. At glideslope intercept or beginning​ of descent, set​ thrust ​and attitude per the QRH​ tables and control​ the rate of descent with​ thrust.

Landing:
Control the final approach so as to​ touchdown​ approximately​ 1,000ft​ to 1,500ft ​beyond the threshold. Fly the airplane​ on to the runway, do not hold​ it off or let it ​“float” to touchdown.​Use autobrakes if available.​ If manual braking is used, maintain adequate brake ​pedal​ pressure until a safe stop is assured. Immediately​ after touchdown, ​expeditiously accomplish the landing roll procedure.

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18
Q

Go Around Airspeed Unreliable

A

You may lose both side FD pitch guidance on GA.
You get pitch back with new pitch mode and lose roll guidance on dud side.
You can use TOGA (to exit APP mode) on GA.
Don’t use TOGA ISFD only.

From FCTM
Prior to Approach​
In the event that either the Captain’s or​ First Officer’s​ airspeed indication is ​reliable, the flight directors on​ the reliable PFD can be used during an approach. ​When TO/GA​ is pushed in the event of​ a go-around​ or missed approach, pitch ​guidance may automatically be removed from​ view on both PFDs as a result​ of a ​disagreement between​ PFD flight director pitch guidance. Flight director roll ​guidance remains available.​Flight director pitch guidance returns to view on the reliable PFD when​ a pitch ​mode change is made or automatically occurs. Simultaneously, flight director roll ​guidance is automatically removed on the unreliable PFD.​Refer to​ the Flight With Unreliable Airspeed, go-around​ table prior to starting the ​approach. This provides a target​ pitch setting in the event that​ flight director​ pitch​ ​guidance is removed.​Note:​ If the APP​ mode is used during the approach, it is important to exit​ the APP​ ​mode in the event of a go-around. This can​ be done by pushing TO/GA.​
Note:​ If only​ the standby​ airspeed indication is reliable, do not use TO/GA.​
On Approach​
If an airspeed​ unreliable event occurs during approach, and a go-around or missed ​approach is necessary, execute a go-around using go-around thrust and smoothly ​increase pitch towards​ a normal takeoff pitch attitude. Upon reaching a safe ​altitude set the target pitch attitude and thrust settings from the Airspeed ​Unreliable NNC and accomplish the checklist.

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19
Q

AofA disagree
What indication might help?

A

Go to Unreliable Airspeed checklist.
ISFD speed.

FCTM:
If the Flight Crew suspects that the unreliable airspeed condition may be caused ​by erroneous AOA, in addition​ to the above flight deck indications, the AOA​ ​DISAGREE alert is shown on​ both PFDs​ and​ erroneous minimum​ and maximum ​speed bars are shown on one side. In this​ situation, comparing indicated airspeed ​on the PFDs with the ISFD can​ help the Flight Crew​ determine a reliable airspeed ​indication

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20
Q

IAS disagree

A

Go to unreliable airspeed checklist

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21
Q

Landing configuration
TO configuration

A

Sounds if:
Trim out of green band
PB set
SB not down
TE Flaps (5-15)
LE Flaps

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22
Q

Wind shear escape, Manual

A

Manual Wind Shear Escape
AP disc
Press TOGA (verify FMA)
TL’s firewall
AT disc
Wings level and 15 deg NU
SB retracted
Follow FD TOGA commands if avail do not exceed PLI.
Watch FMA’s - may need to set higher alt to avoid alt capture!
May need to intervene if you capture LNAV?
Turn only for obstacle clearance.
Config remains till clear of WS - beware secondary WS - what is a safe ALT?
Monitor VS and alt
Do not attempt to regain lost airspeed till clear of WS

PM
Verify max thr (and AT off)
Verify all actions and call omissions
Monitor VS and alt
Call out any trends towards terr an and sig changes
ATC ‘Qantas windshear escape’

Watch FMA’s - may need to set higher alt to avoid alt capture!
Config remains till clear of WS - beware secondary WS - what is a safe ALT?
Monitor VS and alt
Do not attempt to regain lost airspeed till clear of WS

So recovery recovery:
‘winds check’ no cray wind esp tailwind.
Set 10deg and 80%
ignore FD if in alt cap
watch flap speed if applicable ie GA.

set xx alt( well above),
Push Flch
say In the GA F 15
Flap 15
positive rate and GU
AP engage, verify AT and thrust mode.
call FMA’s and do normal GA
What’s your new track - recapture LNAV - talk to ATC
Above accn alt, remain at F5 for return,
holding - how much fuel.
This would avoid unintended capture of LNAV…

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23
Q

Windshear Escape Auto

A

Auto Wind Shear escape
Push Toga switch
Verify TOGA annunciation
Verify GA thrust
Verify SB retracted
Monitor system perf
PM
verify GA thr
verify all actions complete
ATC ‘Qantascunt windshear escape’

Watch FMA’s - may need to set higher alt to avoid alt capture!
Config remains till clear of WS - beware secondary WS - what is a safe ALT?
Monitor VS and alt
Do not attempt ton regain lost airspeed till clear of WS

So recovery recovery:
‘winds check’ no cray wind esp tailwind.
Set 10deg and 80%
ignore FD if in alt cap
watch flap speed if applicable ie GA.

set xx alt( well above),
Push Flch
say In the GA F 15
Flap 15
positive rate and GU
AP engage, verify AT and thrust mode.
call FMA’s and do normal GA
What’s your new track - recapture LNAV - talk to ATC
Above accn alt, remain at F5 for return,
holding - how much fuel.
This would avoid unintended capture of LNAV…

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24
Q

Wind shear unacceptable deviations

A
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25
Q

Wind shear Caution vs Warning
TO
Approach
What aural do you get with each?
When inhibited?

A

Caution:
MONITOR RADAR DISPLAY
Manoeuvre as required to avoid WS

Warning:
WINDSHEAR AHEAD
TO:
prior V1: reject
after V1: WS escape manoeuvre

GO-AROUND WINDSHEAR AHEAD
WS escape manoeuvre OR
Normal GA at pilot discretion.

Note:
WINDSHEAR WINDSHEAR WINDSHEAR means you are IN a windshear.

Note Inhibits:
NEW cautions 80kt-400’
NEW Warnings 100kts-50’

26
Q

Accomplish the following if a RAAS callout or alert differs from the Flight ​Crew’s​ expectation

27
Q

GPWS Warning​
“PULL​ UP”
“TERRAIN TERRAIN PULL​ UP” ​warning.​
“PULL​ UP”
“OBSTACLE OBSTACLE PULL​ ​UP” warning.​
*Other situations resulting in unacceptable flight toward terrain…

A

AP off
AT off
aggressively apply max thrust
wings level and target 20 NU
SB retracted
Terrain threat - pitch to PLI or initial buffet
Config remains the same
Rad alt for sustained or increasing terr separation.
When clear slowly decrease pitch and accelerate.

PM
Assure max thr and verify PF actions
Monitor vertical speed and altitude
Rad alt = terrain clearance a
Baro alt = min safe
Call trends towards terrain

Low RNP ops
If warning occurs during low RNP ops re-establish required gnd track while executing the procedure.

28
Q

GPWS warning during low RNP operations?

A

If the warning occurs​ during​ low RNP​ operations, re-establish ​or maintain the required ground track while executing the terrain ​avoidance manoeuvre.

29
Q

When can you ignore a GPWS activation?

A

GPWS CAUTION
If a Terrain CAUTION occurs under
DAY VMC and
positive visual verification is made that no obstacle or terrain hazard exists, the alert may be regarded as cautionary and approach may be continued.

GPWS WARNING
If positive visual verification is made that no obstacle or terrain hazard exists when under DAY VMC
PRIOR TO
a terrain or obstacle warning the alert may be regarded as cautionary and approach may be continued.

The intent​ of​ the​ referenced notes​ in the​ GPWS​ Caution​ and​ GPWS​ Warning Maneuvers​ is to​ allow​ ​crews to continue an approach when flying under​ daylight​ VMC and​ a positive visual verification is made​ ​that​ no obstacle or​ terrain hazard exists.​
The notes​ also assume that​ this continuation occurs only during ​a stabilized approach as​ described in the FCTM​.
​ The ​notes​ address​ nuisance​ alerts which occur​ due​ to​ a lack​ of​ runway data in the database,​ terrain database​ ​errors, an out-of-date database or​ a system sensor​ issue.​

It is​ not the​ intent of​ the notes​ to allow​ ​the​ continuation​ of an​ approach​ when the​ aural​ PULL UP warning​ caused​ by​ excessive rate​ of​ closure​ ​to terrain occurs.​

In​ that​ event, the crew should take immediate​ action​ as​ described in​ the​ QRH​ GPWS​ ​Warning Maneuver. ​ ​An important​ difference​ between the​ GPWS Caution note and the GPWS Warning note is that ​continuation of​ the approach may​ be​ made during a GPWS Warning only if​ there is visual verification ​that​ no obstacle or​ terrain hazard exists BEFORE the warning alert occurs.​ In the case of​ a GPWS​ ​Caution,​ visual verification that​ no​ obstacle or terrain hazard​ exists​ can​ be​ made​ when the​ caution​ alert​ ​occurs.

31
Q

RA

CLIMB RA in landing config

Does GPWS take priority

How about stick shaker?

A

Windshear, GPWS, and stall warnings take precedence over TCAS advisories. ​Stick shaker must take​ priority at all times. Complying​ with​ RAs may result in ​brief exceedance of altitude and/or placard limits. However, even at the limits of ​the operating envelope, in most cases sufficient​ performance is available to​ safely ​manoeuvre the airplane.

32
Q

On the ground, the EGT digital readout flashes white for an:

33
Q

What engine parameters are monitored by EEC for start, ie what bad starts are monitored?

A

GROUND START ONLY!
Hot, wet, stall, egt limit.

34
Q

Abort inflight start when (x4)

Under what conditions would you see low acceleration - and what would you do?

A

An in-flight engine start must be aborted for the following:
No EGT increase within 30 seconds;
N1 or N2 does not increase or increases very slowly after EGT increase;
No OIL PRESS indication by the time the engine is stable at idle;
EGT rapidly approaches or exceeds the start limit.
If any of the above occur, move the engine start lever to CUTOFF and select the ENGINE START switch AUTO.

Hung, wet, hot, oil…

From QRH inflight start:
Engines can accelerate to idle very​ slowly, ​especially at high altitudes or in​ heavy ​precipitation. If​ N2 is steadily increasing and EGT ​stays within limits, do not interrupt the start.

35
Q

Aborted engine start Engine start selector:
Not a memory item the checklist directs you to do this.

A

After MI ESL to cutoff checklist directs you to:

If the ENGINE START switch remains in GRD, continue to motor the engine for 60 seconds, then position the switch AUTO.
If the ENGINE START switch has already released to AUTO, wait until the N2 RPM has decreased below 20% and then select the GRD position. After motoring the engine for 60 seconds position the ENGINE START switch AUTO.

36
Q

Abort engine start for:

Starter duty time?

A

Abort for:
- N1 or N2 doesn’t inc or inc v slowly after the ​EGT​ increases​.
- no​ oil pressure indication by the time that the engine is ​stable at idle​
- EGT​ does​ not increase by 15 seconds​ after the engine start lever ​is moved to IDLE detent
​- the​ EGT​ quickly nears or exceeds the start limit

2min starter duty time with 10s off between. See FCOM for extended motoring.

stable at idle is when EGT start limit redline not shown.

37
Q

Pred WS on final wip

A

Aural ‘Go Around WS ahead”
WS escape man or at PD normal GA

38
Q

Eng Fail short final

Normal weight?
How about heavy, or otherwise performance limited?

A

GA if required - ie unstable…

Continue:
Sufficient thrust available?
- continue with landing flaps

Sufficient thrust not available (prob heavy)?
-Retract flap to F15
-Increase thrust on operating engine
-add 20kts to current set command speed (was set to F30 or F40).
-Add wind additives as required

(This sets command speed at least Vref for F15 - it’s a white coloured bug on tape.)

Go Around:
Use F15 for GA if flaps were set to F30 or F40

From FCTM

Failure On Final Approach​
If an​ engine failure should​ occur on​ final approach with the flaps in the landing ​position,​ the decision to continue the approach​ or execute a go-around should be ​made immediately.​ If the approach is​ continued​ and sufficient thrust is available, ​continue​ the approach with landing flaps. If the approach is continued​ and ​sufficient thrust is not available for landing​ flaps, retract the flaps to 15 and adjust ​thrust on the operating engine. Command speed should be increased to 20kt over ​the previously set flaps 30 or 40 VREF. This sets​ a command speed that is equal ​to at least VREF for flaps 15 and is represented by the white colored bug on the ​airspeed tape. Wind​ additives should be added as needed, if time and conditions ​permit.

If a go-around is required, follow the Go-Around and Missed Approach​ ​procedures except use flaps 15 initially if trailing​ edge flaps are at 30​ or 40. ​Subsequent flap retraction should be made at​ a safe​ altitude and in level flight or​ ​a shallow climb.

39
Q

What is an Upset?

A

An upset condition is [now] considered​ any time an airplane is diverting ​from the intended​ airplane​ state. An airplane upset can involve pitch or​ roll​ ​angle deviations as well as inappropriate airspeeds for the conditions

40
Q

What are some stall identification items?

A

A​ stalled condition ​can exist at any attitude and can be recognized by one or more of the ​following:​
*​ Stick​ shaker​
*​ Buffet that can be heavy at​ times​
*​ Lack of pitch authority​
*​ Lack of roll control​
*​ Inability to stop a descent.

41
Q

Upset recovery Nose Low

A

Recognise and confirm.
Confirm and announce “Not stalled”
Disc AP/AT

Recover
recover from stall if needed - call ‘not stalled’
roll in shortest direction to wings level (if BA more than 90deg unload and roll)

complete
apply nose up elevator
apply nose up trim if required
adjust thrust and drag as needed.

Estab correct pitch:
Set pitch 2.5/thr XXX
After you find your happy place,
FD’s cycle
alt hold
AP on
AT on
Fair HDG
HDG Sel
CALL MODES

42
Q

Upset recovery Nose High

A

Recognise and confirm
Disc AP/AT

Recover
Apply ND elevator, as much as needed to obtain nose down pitch rate.
Apply ND trim - use caution
Reduce thrust
Roll to obtain nose down pitch rate

Complete
When app horizon roll wings level
check as and adjust thr
establish correct pitch

PM call attitude, as, alti throughout.
Verify all actions of PF

Estab correct pitch:
Set pitch 2.5/thr XXX
After you find your happy place,
FD’s cycle
alt hold
AP on
AT on
Fair HDG
HDG Sel
CALL MODES

43
Q

Approach to stall.
Indications and recovery

Post recovery?

A

Amber band and speed dec, blue below wheels, pitch increasing, buffet, inability to stop desc, Lack of pitch authority​, Lack of roll control​…

Recognise confirm breath…

Do not use FD,
Hold column firmly
Disco AP/AT

INITIATE
Smoothly apply ND elevator to reduce AofA until buffet or SS stops. Trim may be needed.

PM monitor Altitude and airspeed, verify actions and call trend toward terr

CONTINUE
Verify SB retracted
Roll wings in shortest dir to wings level if needed
Don’t change config unless TO F0 then set F1
PM monitor Alt and A/S, verify actions and call trend toward terr., set F1 if req

COMPLETE
Check AS and adjust thr as needed

Advance thr to 60% half way up amber band speed increasing
Establish pitch happy place 2.5deg
set thrust xxxx

FD’s off/on then re-establish auto’s

PM monitor Alt&A/s, verify actions and call trend toward terr.

Estab correct pitch:
Set pitch 2.5/thr XXX
After you find your happy place,
FD’s cycle
alt hold
AP on
AT on
Fair HDG
HDG Sel
CALL MODES

44
Q

Inflight RVSM requirments with AP failure (specifically the ‘height lock’)

How about class A oceanic?

A

Evaluate capability to maint alt through man control

Assess situation with conflicting traffic

turn on all exterior lights

if not in contact with ATC on VHF broadcast on 121.5

Notify ATC ‘negative RVSM’

Class A

If you can maintain current level then maintain that otw

leave track by 90deg and desc below F290

45
Q

What are the RVSM requirments if one primary alti fails? wip

How about both?

How about oceanic Class A?

A

AP must be engaged

‘Increasedvigilance”

Notify ATC:

“for information operating on one primary alti only”

Both:

use stby alti

all ext lights on

notify ATC “negative RVSM” and the intended course of action.

Class A without clearance:

leave track by 45deg and descend below F290 IF operationally feasible..

If not feasible continue to alert nearby aircraft and attemt contact with ATC.

46
Q

RTO

A

Capt.
Without delay:
Simultaneously close the thrust levers, disengage the autothrottles, and apply maximum manual wheel brakes or verify operation of RTO autobrake.
If RTO AB is selected, monitor system performance and apply manual wheel brakes if the AUTOBRAKE disarm light illuminates or deceleration is not adequate.

Raise the speedbrakes are extended.
Apply reverse thrust up to the maximum amount consistent with conditions.
Continue maximum braking until certain the airplane will stop on the runway.
PM
Verify actions as follows:
Thrust levers closed.
Autothrottles disengaged.
Maximum brakes applied.
Reverse thrust applied.
Verify speedbrake lever UP and call “SPEEDBRAKES UP.” If speedbrake lever not UP call “SPEEDBRAKES NOT UP.”
When both REV indications are green, call “REVERSERS NORMAL.” If there is no REV indication(s) or the indication(s) stays amber, call “NO REVERSER LEFT ENGINE,” or “NO REVERSER RIGHT ENGINE,” or “NO REVERSERS.”
When AUTOBRAKE​ DISARM light ​illuminates, call “AUTOBRAKE ​DISARM”.​
Call​ out omitted action​ items.

When stopping assured:
Capt
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.
PM
Call out “60 KNOTS”.
Communicate the reject decision to the control tower and cabin as soon as practical.

When the airplane is stopped, perform procedures as required.
Review Brake Cooling Schedule for brake cooling time and precautions (refer to
the Performance Inflight chapter).
Consider the following:
* the possibility of wheel fuse plugs melting
* the need to clear the runway
* the requirement for remote parking
* wind direction in case of fire
* alerting fire equipment
* not setting the parking brake unless passenger evacuation is necessary
* advising the ground crew of the hot brake hazard
* advising passengers of the need to remain seated or evacuate
* completion of Non-Normal checklist (if appropriate) for conditions
which caused the RTO

47
Q

Ditch Drill

A

Captain
1. Complete checklist.
2. Fit lifejacket and take torch.
3. Proceed to cabin and oversee evacuation.
4. When all assistance rendered, evacuate.

First Officer
1. Complete checklist.
2. Fit lifejacket and take torch.
3. Proceed to cabin or as directed by Captain.
4. When all assistance rendered, evacuate.

48
Q

IMPACT drill

A

Captain
1. Complete checklist.
2. Take torch.
3. Monitor and oversee evacuation.
4. When all assistance rendered, evacuate.

First Officer
1. Complete checklist.
2. Take torch, NOTOC and loadsheet.
3. Proceed to cabin and relay evacuation command.
4. Evacuate first available exit.
5. Report to Emergency Services if available.

Additional Actions BOTH.
Supervise welfare of passengers until relieved by rescue personnel.

49
Q

Jammed Flight Controls?
Not memory item but…

A

1: AP/AT disengage
DO NOT TURN OFF flight control switches.
Limit manoeuvres and plan to land at nearest AVAILABLE.

Seat belts on
You may be here from a stab trim runaway
ATC, block, consider negative g for jam clearing.
Descent to warm air if ice jam suspected.
Call for non normal CL

2: Try to clear Jam - overpower, both pilots full force OK
Wheel and column both have overrides.
Cleared jam then ok

3: ICE? Go warmer - descend.
Cleared jam then ok

4: If jam doesn’t clear overpower controls one at a time, pilot with the most controls has unjammed controls howvere will be 23kg heavier than normal.

5: Use trim
-If elec stab trim needed then use stab trim override in OVERRIDE.

Long Runway with Minimum Crosswind.
You can use SB - but gentle with everything
Don’t change anything after fence crossing
Thrust idle after touchdown recommended
@MLW stab trim may be needed in flare.
Asymmetric reverse and braking dor directional control on roll.

Go Around with Elevator Jam not recommended!
Advance thrust and control pitch with Stabilizer and any Elevator you have…

50
Q

Driftdown
Above SE max alt.

This is driftdown, obs consider different profile considering situation.

A

Energy, Terrain, fuel, time
Are you in coffin corner? Do DD procedure first, if you have lots of space to Min man speed then do mem items first then DD.

Above SE max alt:

  • AT disconnect
  • Set CON
  • FMC CRZ page:
    select eng out + failed eng
    (can’t be executed)
  • Set alt and speed on MCP
  • LVL Change once AC has slowed to speed.
  • Go back to VNAV page
  • after LO, remain at MCT and AC will accelerate to SE long range cruise. Maint this speed with manual thrust.

With severe damage there will be extra drag, may result in lower max alt.
-Use alt that you can maintain and control speed.

Below 15000’PA and 0.45 mach EEC may give extra thrust by advancing TL past stop.

FCTM:
Engine​ Inoperative​ Cruise/Driftdown​:
Execution of a non-normal checklist or sudden engine failure may​ lead to the ​requirement to perform an engine inoperative driftdown​ and diversion to​ an​ ​alternate airport. Engine inoperative cruise information is available from the ​FMC. An analysis​ of diversion airport options is available using​ the FMC ALTN ​DEST​ page (as installed).​If an engine failure occurs while at cruise altitude, it may be necessary to​ descend. ​The autothrottle should be disconnected and the thrust manually​ set to CON. On​ ​the FMC CRZ page, select the ENG OUT​ prompt, followed by the prompt ​corresponding​ to the failed engine. This​ displays ENG OUT​ CRZ and the FMC​ ​calculates engine out target speed and maximum engine out altitude at the current ​gross weight. The fields are updated​ as fuel​ is burned.​
Note:​ The ENG OUT​ page cannot be executed.

Set​ the MAX altitude in the MCP​ altitude window and the engine out​ target​ ​airspeed in the​ MCP​ IAS window. Allow airspeed to slow​ to engine out speed​ then​ ​engage LVL​ CHG. If the engine out​ target​ airspeed and maximum​ continuous ​thrust (MCT) are maintained, the airplane levels off above the original MAX ​altitude. However, the updated​ MAX altitude is displayed on​ the ENG​ OUT​ CRZ ​page. After viewing engine out​ data, select the VNAV​ CDU Function​ key to return ​to the active CRZ page. With the ENG OUT​ CRZ page selected, no​ other FMC ​data pages can be executed.​After level​ off​ at​ the target​ altitude, maintain MCT​ and allow the airplane to​ ​accelerate to the single engine long range cruise speed. Maintain this​ speed with ​manual thrust adjustments. Entering the new cruise altitude and airspeed on the ​ECON CRZ page updates the ETAs and Top of Descent predictions. Refer to ​Engine Out familiarization, Chapter 7, for trim techniques.

Note:​ If​ the airplane is at or​ below​ maximum ENG OUT​ altitude when an engine ​becomes inoperative, select the ENG​ OUT​ CRZ. Maintain engine out ​cruise speed using manual thrust adjustments.​In the unlikely event severe engine damage​ occurs, additional​ drag associated with ​severe internal​ damage​ or a damaged​ engine cowl may prevent the airplane from ​maintaining​ the FMC calculated engine out​ cruise altitude. If severe internal ​engine damage or severe damage to the engine cowl is confirmed​ or suspected​ and ​driftdown is required to reach​ the intended point of landing, fly​ the FMC ​calculated engine out target speed and use MCT​ on the operating engine. Descend ​until the airplane is​ able to​ maintain​ altitude at​ the target speed. Engine Electronic ​Control logic may allow for additional thrust, if needed, from​ the operating engine ​below 15,000ft pressure altitude​ and​ 0.45 Mach by advancing the thrust​ lever to​ ​the forward mechanical stop.

51
Q

Fuel Spill

A

Spill within 15m of aircraft likely to cause fire?
Probably reverse boarding back to terminal, pax must remain 15m from spill.
power units shutdown
Maintenance stop
fuelling stop
no eng start
notify ATC

22.8
When a fuel spill of any quantity likely to create a fire hazard occurs within 15 m of the aircraft, the regulations require that the Pilot In Command must ensure that any passengers on board or in the process of embarking or disembarking the aircraft, are moved to a point at least 15 m from the fuel spill. Practically, this may mean ceasing passenger embarkation and/or requiring all passengers and crew to disembark the aircraft to the safety of the terminal.
Until the fuel spill is removed, the Pilot In Command, as far as possible, will ensure that:
-all power units, vehicles and power loading devices within 15 m of the fuel spill, are shut down;
-any maintenance being performed on the aircraft is ceased;
-refuelling of the aircraft is ceased.
-The aircraft engines must not be started within 15 m of a fuel spill.

Fuel spills should be reported to air traffic control and/or the ARFFS.
A Pilot Report may be required.

52
Q

Thrust reverser remains unlocked on Ground.

A

FAM 22.16.4
Thrust Reverser(s) Remain Unlocked

If a thrust reverser remains unlocked on the ground, shut down the affected engine(s) prior to approaching the gate or stand-off parking area. This prevents jet blast damage to property and/or personnel, or the ingestion of foreign objects into the engine(s).

53
Q

Overweight landings FAM

A

Any landing at a weight in excess of the maximum certified landing weight is considered an Overweight Landing.
The regulations permit a landing to be made at a weight greater than the maximum certified landing weight if an emergency exists.

Determination of an emergency is left to the judgment of the Pilot In Command.

As guidance, for the purposes of an Overweight Landing, the following situations are typical of those under which the Captain may elect to land overweight:

Any malfunction that would render the aircraft non-airworthy.

Any condition or combination of conditions (mechanical or otherwise), in which an expeditious landing would reduce the exposure to potential additional problems which may result in a derogation or compromise of safety.

Serious illness of crew or passengers which would require immediate medical attention.

When reporting an Overweight Landing, the Technical Log entry shall describe the landing touchdown, i.e. Smooth, Positive, Firm, Hard. The determination of the degree of severity of a landing is left to the judgement of the Flight Crew.

Flight Crew determination of landing severity has shown to be more reliable than Digital Flight Data Recorder (DFDR) readings

54
Q

Counter Threat Response Model levels

A

1 Verbal abuse
2 Physical Assault
3 Life Threatening
4 Attack on Flight Deck

55
Q

Flight Deck Lockdown

A

Flight deck door is to remain closed and locked till on ground.

You may allow opening only to allow the minimum crew complement to be on the flight deck - must be risk assessed.

When determining the risk, Flight Crew in conjunction with the IOC (where possible) must be sure that the scenario that caused the lockdown is under control. Crew must ensure that unauthorised persons cannot reach the flight deck door during the time it is being opened and closed. This may be achieved by the following:

Use of catering carts and other hand held equipment to barricade the aisle(s);

Cabin Crew positioned between the passengers and the flight deck door;

The first 5 rows cleared of all passengers.

Before the flight deck door is opened, the Pilot Flying will apply standard flight deck access protocols and ensure that the door is opened only when satisfied that the security of the flight deck is assured. This should involve verification that no unauthorised persons are in the vicinity of the flight deck door.

The Flight Crew will make an interphone call to inform all crew that a flight deck lockdown is in effect.

56
Q

Crew Action Level 1/2 Threat

A

Pilots:
- Consider Lockdown
Cabin Crew:
- Verbal defuse
- Use all resources ABPs etc
- Use necessary force to manage threat
- Evasion and Separation

Lockdown remains till on Ground if invoked

57
Q

Crew Action 3/4

A

Pilots:
- Lockdown
Cabin Crew:
- Evacuation or Escape
- Use all resources ABPs etc
- Use necessary force to manage threat
- Evasion and Separation
- Hostage Survival techniques, delay tactics

Lockdown remains till on Ground

58
Q

Hijack Inflight

A

Lockdown
use all resources
use all necessary force to ‘repel and subdue’
ATC. Squawk appropriate code.
Datalink
send Emergency Report > ‘PAN’ message. If armed intervention is required send Emergency Report > ‘MAYDAY’ message.
Consider BOMB ON BOARD and activate the Suspicious Article Action Plan.
If possible maintain contact with Cabin Crew members by any appropriate means.
Land as soon as practicable at the nearest available airport.

Contact Qantas Security and Investigation Services with relevant threat information via Satcom/VHF/HF radio.

59
Q

Birdstrike short Final

A

If the landing is assured, continuing the approach​ to landing is the preferred ​option.​
If more birds are encountered, fly through the bird​ flock and​ land.
- Maintain as low a thrust setting as possible.
​- If engine​ ingestion is suspected, limit reverse thrust on landing to​ the amount ​needed​ to​ stop on the runway.
- Reverse thrust may increase engine damage, ​especially when engine vibration or high​ EGT​ is indicated.

60
Q

Items requiring confirmation:

A

The word “Confirm” is added to checklist items when both Flight Crew members ​must​ verbally agree before action is taken. During an inflight non-normal ​situation, verbal confirmation is required for:​

•​ an engine thrust lever​
•​ an engine start lever​
•​ an engine, APU or cargo fire switch​
•​ a generator drive disconnect switch​
•​ an IRS mode selector, when only one IRS is failed​
•​ a​ flight control switch​
This does not apply to the Loss of Thrust on Both Engines checklist.​
Confirmation is not​ needed for completion​ of non-normal​ checklist items when on ​the ground.​

There is no requirement for specific words to say during​ a confirm step or for ​physical actions such​ as touching​ or pointing to a control.