Operational Procedures

Question 0

Clearance Verification Procedures - Taxi

Answer 0

• PF/PM
  
  • The captain should repeat the taxi clearance after the first officer has read the clearance back to ATC. When issued complex and/or extensive taxi instructions, at least one pilot should write down, or enter into the FMS scratchpad, the taxi clearance.

Question 1

Clearance Verification Procedures - PDC

Answer 1

• Pre-Departure Clearance (PDC) via ACARS or voice. On voice clearances, both pilots should monitor and at least one pilot must write down the ATC clearance.
• PM
  
  • Referencing the PDC, verbalize the departure, route of flight, altitude, and any speed restriction to the PF.
• PF
  
  • Referencing the FMS and MCP, verbalize the departure, route of flight, altitude, and any speed restriction to the PM.

Question 2

Clearance Verification Procedures - Takeoff

Answer 2

• PF

- Acknowledge clearance items different than previously briefed.

Question 3

Clearance Verification Procedures - Altitude

Answer 3

• PF/PM
  
  • Both pilots should verify the altitude specified by either an ATC clearance or a procedure has been set correctly by stating the altitude and pointing at the altitude display window. Ensure the proper altimeter reference - QNH, QNE, or QFE - is set.

Question 4

Clearance Verification Procedures - CPDLC

Answer 4

• PF/PF
  
  • If any clearance change is received via CPDLC, clearance must be reviewed by both PF and PM. Ensure the entire uplink is reviewed, referring to page numbers in order to assure the entire content is understood.

Question 5

Clearance Verification Procedures - Crossing Restrictions, Headings, and Airspeeds

Answer 5

• PF

- Acknowledge the clearance received by repeating the new clearance.

Question 6

Preflight - Center Fuel Pump Switches

Answer 6

LEFT and RIGHT FUEL PUMP switches – ON [AFM]
• Verify that the PRESS lights are extinguished.

7101 - 7110 If there is more than 10,500 pounds of fuel in the center tank:[AFM]
• CENTER FUEL PUMP switches – ON [AFM]
• One or both PRESS lights may stay illuminated until after the engine start because of load shedding.

Note: If there is less than 10,500 pounds of fuel in the center tank, the center tank fuel pumps must remain off until above 10,000 feet. [AFM]

7001 - 7008 If there is fuel in the center tank:
• CENTER FUEL PUMP switches – ON [AFM]
• One or both PRESS lights may stay illuminated until after the engine start because of load shedding.

Question 7

Accomplish ABORTED ENGINE START PROCEDURE

Answer 7

• there is no oil pressure indication after the EGT increases.
• ENG AUTOSTART L, R EICAS message.

Question 8

Make a logbook entry for the following:

Answer 8

• An autostart attempt fails and is accompanied by a related EICAS message.
• The crew has to manually abort an automatic start attempt.
• A manual start attempt fails.

A logbook entry is not required if the autostart system aborts a start and:
• (7101 - 7110) automatically attempts a second or third start, and the second or third start is successful.
• (7001 - 7008) automatically attempts a second start, and the second start is successful.

Question 9

Engine warmup time prior to applying Takeoff Thrust

Answer 9

Operate the engines:

7101 - 7110
• for a minimum of 3 minutes before applying takeoff thrust.

7001 - 7008
• for a minimum of 5 minutes (3 minutes if engines have been shut down less than 1.5 hours) before applying takeoff thrust. Engine oil temperature must be above the lower amber band (50°C) before takeoff.

Question 10

Thrust lever setting prior to full Takeoff Thrust application

Answer 10

Verify brakes are released. Advance thrust levers to approximately:

7101 - 7110
• 55% N1

7001 - 7008
• 1.05 EPR Allow the engines to stabilize.

Push the TOGA switch prior to 50 knots.

Question 11

Indications of a stall

Answer 11

• buffeting, which could be heavy 
• lack of pitch authority 
• lack of roll control 
• inability to arrest descent rate. 
These conditions are usually accompanied by a continuous stall warning. A stall must not be confused with the stall warning that alerts the pilot to an approaching stall. Recovery from an approach to a stall is not the same as recovery from an actual stall. An approach to a stall is a controlled flight maneuver; a stall is an out-of-control, but recoverable, condition.

Note: Anytime the airplane enters a fully developed stall, the autopilot should be disengaged and the autothrottle should be disconnected.

Question 12

Recovery from a stall

Answer 12

To recover from a stall, angle of attack must be reduced below the stalling angle. Nose down pitch control must be applied and maintained until the wings are unstalled. Application of forward control column (as much as full forward may be required) should provide sufficient elevator control to produce a nose-down pitch rate.

Under certain conditions, on airplanes with underwing-mounted engines, it may be necessary to reduce thrust in order to prevent the angle of attack from continuing to increase. Once the wing is unstalled, upset recovery actions may be taken and thrust reapplied as needed.

If normal pitch control inputs do not stop an increasing pitch rate in a nose high situation, rolling the airplane to a bank angle that starts the nose down may be effective. Bank angles of about 45°, up to a maximum of 60°, could be needed. Normal roll controls - up to full deflection of ailerons and spoilers - may be used. Unloading the wing by maintaining continuous nose-down elevator pressure keeps the wing angle of attack as low as possible, making the normal roll controls as effective as possible.

Finally, if normal pitch control and roll control is ineffective, careful rudder input in the direction of the desired roll may be required to initiate a rolling maneuver recovery.

WARNING: Only a small amount of rudder is needed. Too much rudder applied too quickly or held too long may result in loss of lateral and directional control.