Memory Items 737 Flashcards
Cabin altitude warning or rapid depressurisation
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.
Emergency descent
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
Automatic Unlock
Aborted Engine Start.
PROCEDURE
Reasons to abort?
Limitations
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.
Engine limit or surge or stall
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
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.
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…
What checklist do you run if flames are reported in engine inlet or exhaust in flight?
Engine Limit or surge or stall.
Dual engine failure.
What are your initial target speeds?
“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.
APU fire
On ground before start consider impending battery power and some blackness…
Engine fire, or severe damage or separation.
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.
Engine overheat
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.
Engine Tailpipe fire - ie no engine fire warning on the ground:
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.
Runaway Stabilizer.
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
Airspeed Unreliable.
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
Airspeed unreliable TO
+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.
Airspeed Unreliable on Descent.
What power setting for descent?
Level off technique?
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.
Approach and Landing Airspeed Unreliable
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.
Go Around Airspeed Unreliable
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.
AofA disagree
What indication might help?
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
IAS disagree
Go to unreliable airspeed checklist
Capt FO IAS different more than 5kts for 5 seconds
Landing configuration
TO configuration
Sounds if:
Trim out of green band
PB set
SB not down
TE Flaps (5-15)
LE Flaps
Wind shear escape, Manual
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…
Windshear Escape Auto
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…
Wind shear unacceptable deviations
Wind shear Caution vs Warning
TO
Approach
What aural do you get with each?
When inhibited?
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’
Accomplish the following if a RAAS callout or alert differs from the Flight Crew’s expectation
GPWS Warning
“PULL UP”
“TERRAIN TERRAIN PULL UP” warning.
“PULL UP”
“OBSTACLE OBSTACLE PULL UP” warning.
*Other situations resulting in unacceptable flight toward terrain…
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.
GPWS warning during low RNP operations?
If the warning occurs during low RNP operations, re-establish or maintain the required ground track while executing the terrain avoidance manoeuvre.
When can you ignore a GPWS activation?
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.
TA
RA
CLIMB RA in landing config
Does GPWS take priority
How about stick shaker?
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.
On the ground, the EGT digital readout flashes white for an:
What engine parameters are monitored by EEC for start, ie what bad starts are monitored?
GROUND START ONLY!
Hot, wet, stall, egt limit.
Abort inflight start when (x4)
Under what conditions would you see low acceleration - and what would you do?
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.
Aborted engine start Engine start selector:
Not a memory item the checklist directs you to do this.
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.
Abort engine start for:
Starter duty time?
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.
Pred WS on final wip
Aural ‘Go Around WS ahead”
WS escape man or at PD normal GA
Eng Fail short final
Normal weight?
How about heavy, or otherwise performance limited?
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.
What is an Upset?
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
What are some stall identification items?
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.
Upset recovery Nose Low
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
Upset recovery Nose High
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
Approach to stall.
Indications and recovery
Post recovery?
Amber band and speed dec, blue below wheels if not turning, 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
Inflight RVSM requirments with AP failure (specifically the ‘height lock’)
How about class A oceanic?
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
What are the RVSM requirments if one primary alti fails? wip
How about both?
How about oceanic Class A?
When do you get Alt Disagree?
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.
RTO
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
Ditch Drill
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.
IMPACT drill
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.
Jammed Flight Controls?
Not memory item but…
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 for directional control on roll.
Go Around with Elevator Jam not recommended!
Advance thrust and control pitch with Stabilizer and any Elevator you have…
Driftdown
Above SE max alt.
This is driftdown, obs consider different profile considering situation.
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.
Fuel Spill
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.
Thrust reverser remains unlocked on Ground.
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).
Overweight landings FAM
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
Counter Threat Response Model levels
1 Verbal abuse
2 Physical Assault
3 Life Threatening
4 Attack on Flight Deck
Flight Deck Lockdown
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.
Crew Action Level 1/2 Threat
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
Crew Action 3/4
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
Hijack Inflight
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.
Birdstrike short Final
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.
Items requiring confirmation:
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.
Checklist Confirm items
Confirm” Step
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.
Land at nearest available and Immediate landing
Circuit Breaker reset rules
Flight crew reset of tripped fuel pump and fuel pump control circuit breakers in flight is prohibited.
In flight, reset of a tripped circuit breaker is not recommended.
However, a tripped circuit breaker may be reset once, after a short cooling period (approximately 2 minutes), if in the judgement of the captain, the situation resulting from the circuit breaker trip has a significant adverse effect on safety.
On the ground, flight crew reset of a tripped circuit breaker should only be done after maintenance has determined that it is safe to reset the circuit breaker.
Left FMC Fail RNP app
Onside failure
Select other AP
Select LNAV VNAV
FMC source sel to both on working
Select LNAV VNAV again
Continue
Right FMC fail RNP app
Onside failure
Select other AP
Select LNAV VNAV
FMC source sel to both on working
Select LNAV VNAV again
Continue
FMC disagree RNP app
Dual FMC Failure RNP app
IRS Fault RNP app
DEU Failure RNP app
Fuel imbalance, maybe leak
Check nothing funky set on fuel panel.
Note main tank QTY and start time.
Check 3 things if you are not going to do checklist.
Fuel flow abnormal?
Fuel used + FOB = Departure fuel +- 600kg.
Amount of fuel left compared to what you should have planned on OFP.
then…
Call CSM and ask if there is anything unusual streaming from engine.
Change of fuel imbalance of 230kg in 30 mins or less is bad news.
EEC alternate mode cautions?
N1 N2 limits, EGT limits, Thrust lever position?
Can you use AT?
If in Alternate mode you can reach max thrust before full forward - only use full forward in emergency.
N1 and N2 protection always supplied by EEC Norm and Both Alt
EGT protection never supplied by EEC, Norm and both Alt.
AT good for all modes. But recommend both in same mode to prevent lever split.
Why would you op in different modes I aint sure…
Hyd Systems
Both
AREEFAT
Ailerons, Rudder, elevator, elev feel, flt spoilers, AP onside, TR onside.
A
GPLAN
Ground spoilers, PTU, Landing gear, alt brakes, NWS
You lose autoland, req manual gear ext, no retraction, consider icing and perf
B
FLAABY
Flaps, LGTU, Autoslats, alt NWS, Brakes Normal, YD
You lose autoland, autobrake, slow manual flaps and LE will remain ext, consider icing amd perf
Stby
LE Flap slat ext only, TR’s, Rudder, stby YD.
Engine limit exceedance on TO, Take off continued.
If an engine exceedance occurs after thrust is set and the decision is made to continue the takeoff, do not retard the thrust lever in an attempt to control the exceedance. Retarding the thrust levers after thrust is set invalidates takeoff performance. When the PF judges that altitude (minimum 400ft AGL) and airspeed are acceptable, the thrust lever should be retarded until the exceedance is within limits and the appropriate NNC accomplished.
Thrust setting on TO
The PM should verify that takeoff thrust has been set and the throttle hold mode (THR HLD) is engaged. A momentary autothrottle overshoot of 4% N1 may occur but thrust should stabilize at +/- 2% N1, after THR HLD. Thrust should be adjusted by the PM, if required, to - 0% + 1% target N1. Once THR HLD annunciates, the autothrottle cannot change thrust lever position, but thrust levers can be positioned manually. The THR HLD mode remains engaged until another thrust mode is selected.
