Non-Normal Maneuvres

Question 1

Approach to Stall or Stall Recovery

Answer 1

All recoveries from approach to stall should be done as if an actual stall has occurred.

Immediately do the following at the first indication of stall (buffet or stick shaker):

PILOT FLYING

Initiate the recovery:

• Smoothly apply nose down elevator to reduce the angle of attack until buffet or stick shaker stops

Continue the recovery:

• Roll in the shortest direction to wings level if needed*
• Advance thrust levers as needed
• Retract the speedbrakes
• Do not change gear or flap configuration (except during liftoff, if flaps are up, call for flaps 1)

Complete the recovery:

• Check airspeed and adjust thrust as needed
• Establish pitch attitude
• Return to the desired flight path
• Re-engage the autopilot and autothrottle if desired

PILOT MONITORING

During all three phases of recovery:

• Monitor altitude and airspeed
• Verify all required actions have been done and call out any omissions
• Call out any trend toward terrain contact

Note: Do not use flight director commands during the recovery.

Note: If autopilot response is not acceptable, it should be disengaged.

Note: If autothrottle response is not acceptable, it should be disconnected.

Question 2

Ground Proximity Warning System (GPWS) Response

GPWS CAUTION

Answer 2

Accomplish the following maneuver for any of these aural alerts:

• CAUTION OBSTACLE
• CAUTION TERRAIN
• SINK RATE
• TERRAIN
• DON’T SINK
• TOO LOW FLAPS
• TOO LOW GEAR
• TOO LOW TERRAIN
• GLIDESLOPE

PILOT FLYING / PILOT MONITORING

Correct the flight path or the airplane configuration.

The below glideslope deviation alert may be cancelled or inhibited for:

• localizer or backcourse approach
• circling approach from an ILS
• when conditions require a deliberate approach below glideslope
• unreliable glideslope signal

Note: If a terrain caution occurs when flying under daylight VMC, and positive visual verification is made that no obstacle or terrain hazard exists, the alert may be regarded as cautionary and the approach may be continued.

Question 3

Ground Proximity Warning System (GPWS) Response

GPWS WARNING

Answer 3

Accomplish the following maneuver for any of these conditions:

• activation of the “PULL UP”, “OBSTACLE OBSTACLE PULL UP”, or “TERRAIN TERRAIN PULL UP” warning
• other situations resulting in unacceptable flight toward terrain

PILOT FLYING

• Disengage autopilot
• Disconnect autothrottle(s)
• Aggressively apply maximum* thrust
• Simultaneously roll wings level and rotate to an initial pitch attitude of 20°
• Retract speedbrakes
• If terrain remains a threat, continue rotation up to the pitch limit indicator or stick shaker or initial buffet
• Do not change gear or flap configuration until terrain separation is assured
• Monitor radio altimeter for sustained or increasing terrain separation
• When clear of the terrain, slowly decrease pitch attitude and accelerate

PILOT MONITORING

• Assure maximum thrust
• Verify all required actions have been completed and call out any omissions
• Monitor vertical speed and altitude (radio altitude for terrain clearance and barometric altitude for a minimum safe altitude)
• Call out any trend toward terrain contact

Note: Aft control column force increases as the airspeed decreases. In all cases, the pitch attitude that results in intermittent stick shaker or initial buffet is the upper pitch attitude limit. Flight at intermittent stick shaker may be required to obtain positive terrain separation. Smooth, steady control will avoid a pitch attitude overshoot and stall.

Note: Do not use flight director commands.

Note: Maximum thrust can be obtained by advancing the thrust levers full forward if the EECs are in the normal mode. If terrain contact is imminent, advance thrust levers full forward.

Note: If positive visual verification is made that no obstacle or terrain hazard exists when flying under daylight VMC conditions prior to a terrain or obstacle (as installed) warning, the alert may be regarded as cautionary and the approach may be continued.

Question 4

Rejected Takeoff

Answer 4

The Captain has the sole responsibility for the decision to reject the takeoff. Make the decision in time to start the rejected takeoff maneuver by V1. If the decision is to reject the takeoff, the Captain clearly announces “STOP”, immediately starts the rejected takeoff maneuver, and assumes control of the airplane. If the First Officer is making the takeoff, the First Officer maintains control of the airplane until the Captain makes a positive input to the controls.

Before 80 knots, reject the takeoff for any of the following:

• activation of the master caution system
• system failure(s)
• unusual noise or vibration
• tire failure
• abnormally slow acceleration
• takeoff configuration warning
• fire or fire warning
• engine failure
• predictive windshear warning
• a side window opens
• the airplane is unsafe or unable to fly

Above 80 knots and before V1, reject the takeoff for any of the following:

• fire or fire warning
• engine failure
• predictive windshear warning
• the airplane is unsafe or unable to fly

During the takeoff, the crew member observing the non-normal situation immediately calls it out as clearly as possible.

PILOT FLYING

Without delay:

• Simultaneously close the thrust levers, disconnect the autothrottles, and apply maximum manual wheel brakes or verify operation of RTO autobrakes. If RTO autobrakes is selected, monitor system performance and apply manual wheel brakes if the AUTOBRAKE message is displayed or deceleration is not adequate.
• Apply reverse thrust up to the maximum amount consistent with conditions.
• Verify the speedbrakes are extended.
• Continue maximum braking until certain the airplane can stop on the runway.

When stopping is assured:

• 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.

When the airplane is stopped, set the parking brake.

Notify the cabin crew and announce “THIS IS THE CAPTAIN, ATTENTION CREW AT STATIONS”.

PILOT MONITORING

Verify actions as follows:

• Thrust levers closed.
• Autothrottles disconnected.
• 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 indication(s) are green, call “REVERSERS NORMAL”.
• If there is no REV indication(s) or the indication(s) stay amber, call “NO REVERSER LEFT ENGINE”, or “NO REVERSER RIGHT ENGINE” or “NO REVERSERS”.
• Call out any omitted action items.
• Call out 60 knots.
• Communicate the reject decision to the control tower as soon as practical.

WHEN STOPPED

When the airplane is stopped, perform procedures as needed.

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 needed
• 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

Question 5

Runway Awareness and Advisory System (RAAS)

Answer 5

Accomplish the following if a RAAS voice annunciation or alert differs from the flight crew’s expectation:

PILOT FLYING / PILOT MONITORING

Verify position. Contact ATC for assistance, if needed.

Question 6

Traffic Avoidance

TCAS TA

Answer 6

Immediately accomplish the following by recall whenever a TCAS traffic advisory (TA) occurs.

PILOT FLYING / PILOT MONITORING

Look for traffic using traffic display as a guide. Call out any conflicting traffic.

PILOT FLYING

If traffic is sighted, maneuver if needed.

Note: Maneuvers based solely on a TA may result in reduced separation and are not recommended.

Note: If stick shaker or initial buffet occurs during the maneuver, immediately accomplish the APPROACH TO STALL RECOVERY procedure.

Note: If high speed buffet occurs during the maneuver, relax pitch force as necessary to reduce buffet, but continue the maneuver.

Note: Do not use flight director pitch commands until clear of conflict.

Question 7

WIP: Traffic Avoidance

TCAS RA

Answer 7

Immediately accomplish the following by recall whenever a TCAS resolution advisory (RA) occurs.

WARNING: A DESCEND (fly down) RA issued below 1000 feet AGL should not be followed.

**RA (Except a climb in landing configuration)
**

PILOT FLYING

If maneuvering is required, disengage the autopilot and disconnect the autothrottle. Smoothly adjust pitch and thrust to satisfy the RA command. Follow the planned lateral flight path unless visual contact with the conflicting traffic requires other action.

PILOT FLYING / PILOT MONITORING

Attempt to establish visual contact. Call out any conflicting traffic.

For a climb RA in the landing configuration

Note: If stick shaker or initial buffet occurs during the maneuver, immediately accomplish the APPROACH TO STALL RECOVERY procedure.

Note: If high speed buffet occurs during the maneuver, relax pitch force as necessary to reduce buffet, but continue the maneuver.

Note: Do not use flight director pitch commands until clear of conflict.