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b777 > QRH > Flashcards

QRH Flashcards

1
Q

Above 80 knots, and before V1, when would you reject take off?

A

Fire or fire warning
Engine failure
PWS
Airplane unsafe or unable to fly

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2
Q

What differentiates a high-speed rejected takeoff is a low speed reject to takeoff?

A

The 80 knots call

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3
Q

When does the FO inform ATC that the aircraft has performed an RTO?

A

After the 60 kn call
(This insures no items in the RTO are missed)

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4
Q

What is the appropriate reaction to windshear Caution “monitor radar display” ?

A

Manoeuvre as required to avoid the windshear
(Most likely normal go around with request for heading)

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5
Q

What is the windshear warning that would occur during the takeoff roll?

A

WINDSHEAR AHEAD WINDSHEAR AHEAD

below V1= reject
After V1, windshear escape manoeuvre

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6
Q

What to do if encounter windshear on the runway after V1?

A

At VR rotate towards 15°
Airborne, perform manoeuvre

If airspeed lost near VR, initiate rotation at least 2000’ before end of runway (ie: when lights start alternating red and white)
Higher pitch attitude may be required.

Ensure max thrust

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7
Q

PWS go around windshear ahead what do you do?

A

Perform windshear Escape manoeuvre

Or

Normal go around

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8
Q

What are indications the Airplane is in windshear?

A

WINDSHEAR WINDSHEAR
OR
unacceptable flightpath deviations
(Below 1000 feet AGL in excess of any the following:
15 kn indicated airspeed
500 FPM
5° pitch
One dot displacement GS
Unusual thrust reposition for a significant period of time

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9
Q

If the electronic checklist fails, can you continue?

A

The normal checklist have a paper version at the beginning of the QRH

Also,

You can enable the E-CL via the engineering tab

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10
Q

How do you determine the validity of a bomb warning?

A

Contact IOC and the three options are
Red
Amber
Green

NNC 0.1

Ops A 10.2.4.6

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11
Q

Bomb warning, if time permits, initiate security search. How long will the search take?

A

30 min. Ops A 10.2.4.4

So if near landing, forget about it.

Cabin alt selector pull and set to current cabin alt. (Getting rid of pressure differential)

Plan to land at nearest suitable

Do all checklists (bomb warning in unannunciated, descent approach landing) 

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12
Q

What happens if you get a green bomb warning?

A

No additional security measures need to be actioned by the Crew
(therefore not normally communicated to the Crew)

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13
Q

Where can the bomb threat PAs be found?

A

10.2.4.5 0PS part a
And
QRH ops info

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14
Q

Where can the proper search checklist for a bomb be found?

A

Flight deck stationary wall
Cabin crew manual

FOP SEPM 11.19

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15
Q

Bomb warning on ground considerations?

A

NNC

Red: disembark passengers and crew
(How? Precautionary disembarkation using slides? Stairs gate.

Normal is to use stairs or bridge, but if safety truly concerned, use the slides
(Ops A)

Amber : consider advice from IOC

Green: on the ground, you won’t even receive a green threat
(Continue as normal)

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16
Q

Bomb Warning in flight considerations:

A

NNC UNNANNUNCIATED

RED:
The idea is to reduce the cabin differential
(Landing alt to current cabin alt. Descend to this alt asap. Depress aircraft)

Use momentary blips out valve manual

Plan to land at the nearest suitable Airport (weather and notams matter)

Consider flying at VMO and 300 kn until 15 miles

Establish landing configuration early
(In case bomb takes out systems)

If less than 30 minutes to landing :
no search

More than 30 minutes : basic search

Approximately one minute per passenger seat for a full search
(Nearing 60 min)

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17
Q

Ditching considerations

A

NNC UNANNUNCIATED

Reduce weight
Plan flaps 30 gear up

Below 5000 feet
Close outflow valves fully, so you don’t sink after landing.

Minimum rate of descent at touchdown

Don’t forget after touchdown items :
Fuel Control switches to cut off
APU fire switch pull

At 2000 feet
Attention crew at stations attention crew at stations

30 second before impact
Attention brace brace

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18
Q

Hijacking considerations

QRH NNC 0.9

A

OPS A
10.2.3.8

Communications required: CACS

  • CPLC emergency report
  • ADSB emergency
    –Company - situation
    (confirm speed? Don’t answer)
    – squaw 7500 ident

Primary goal of the Flight Crew is to land aircraft at the nearest suitable

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19
Q

Overweight landing considerations
NMC 0.10

A
  • Approach or landing climb limit weight only become an issue at Max takeoff weight and 38°C
  • If engine out or climb limit weight exceeded use flaps 20

170 kn is your magic number
- Vref 30+add is 170 or below, use
flaps 30 for landing.
-Vref 30 is 171 or more, use flaps 25
(Buffer for placard speed)

ASR and AML required

Overweight Landing is considered safe
Autoland not recommend
Do the checklist if possible
Consider dumping fuel

Reasons for overweight landing:
Uncontained fire
Medical emergency
Red bomb warning
Anything requiring urgency

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20
Q

Pilot incapacitation considerations

A

Optimum automation

Autoland, if possible

Tell ATC
(Heart attack or death an option: MAYDAY)
Don’t forget Duty Ops Doctor through IOC SATCOM

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21
Q

Runway takeoff data change checklist considerations
NNC 0.15
UNANNUNCIATED

A

Required if the before checklist has been actioned, and new runway or OPT required.

Consider running through ADOLFP again. “ can you bring up the runway takeoff data change checklist, so we don’t forget”

  • consider asking FO to input SID and check waypoints, while captain makes quick PA to passengers.
  • Input new clearance : (SID, link the legs, do the CDU Y)

Brief
Opt (send again)
Load sheet final
Final prep
Once all complete call for the runway takeoff data change checklist 

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22
Q

Crew oxygen low EICAS

Considerations

A

Oxygen pressure is low

Are you going to divert because of this?

Real and we depress , everybody dies

However, we dispatched with enough and we are not depressurised (ops table)

Are you going to divert to BODO because of this? I would vote not.

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23
Q

Which doors are plugged in which doors are not plugged?

A

Every door is plugged except for door FWD cargo and door AFT cargo
(They are the only two that can be operated electronically) all plug doors need to be closed manually

This is important because the door aft cargo and door forward cargo checklist are quite long and require you to descend

24
Q

Door aft cargo EI CAS
Considerations

A

Not good

Not a plug door

Need to reduce the cabin differential pressure to reduce the risk of door separation

Basically, you’re not going anywhere far

If you’re in the climb out , stop climb press ALT hold and inform ATC immediately

Dump fuel and return

25
Q

Door bulk cargo EICAS
Considerations

A

All good

Plugged door

Continue normal Operations

(Need to make sure pressurisation works fine, so consider climbing out in VS 500-1000.)

26
Q

Any EICAS with regards to doors which ones do you need to look out for?

A

Door Fwd cargo

Door aft cargo

Non plugged

Return or divert

27
Q

DOOR WING SLIDE L, R

Considerations

A

The door for the unpressurided wings slide compartment is not closed and secure

(You potentially have a door flapping around with a slide that may or may not open, contact ENG and DOM for advice)

28
Q

Common to see the EICAS message DOORS, what does it mean?

A

Two or more doors are not closed and secure

29
Q

EMER LIGHTS EICAS indicates what?

A

One of these occurs:
Emergency lights are on
Or
Emergency light switch is not armed

(Basically look up and check the switch it’s not where it’s supposed to be)

30
Q

Lock Fail EICAS

A

NNC

Either the lock is failed
or
the Flight deck access system switches off

Remove electrical power from the lock by selecting the switch by the door off

The door can be locked with the deadbolt

31
Q

Passenger oxygen low EI CAS
Considerations

A

A good DOGAM experiment

Refer to Ops a 8.8 

32
Q

Window damage FWD L/R
Considerations

A

NNC

Either an electrical issue or structural issue

Either way, turn off Window heat

Structure Is in doubt, descend and Land

33
Q

Window flight deck L/R
Considerations

A

NNC

Potentially forgot to close before takeoff

Maintain flap placard speed and close the window

The slower the better
(You may not be able to close the window above 250 kn)

Do not continue if you cannot lock

Potentially very loud (consider squawk 7600) broadcast intentions

Note : the Airplane can fly unpressurised and land safely with the window open

(if both windows are not closed and locked, you will get the
WINDOWS EICAS)

34
Q

Which EI CAS will you get if both Flight deck side windows are not closed and locked?

A

WINDOWS

35
Q

Cabin altitude memory items

What speed should you descend at?

A

Don the oxygen masks
Establish true communication
Check the cabin alt and rate
Uncontrollable ?
Passenger oxygen switch on.

Without to send to the Lo safe altitude or 10,000 feet whichever is higher

If structural integrity is in doubt limit the airspeed

Structural integrity is not in doubt, descend at VMO/MMO.

36
Q

Bleed leak body EICAS

A

Do the non-normal checklist

BLeed leak occurs in The Body area

Sit on hands

Isolation system will try to isolate within three minutes

Pilot action only needed when
BLEED LOSS shows.

37
Q

BLEED LEAK EICAS

considerations

A

Bleed air leak occurs in the Wing or pack bay area

Sit on hands

System will try to auto isolate within five minutes

Pilot action only needed when
BLEED LOSS message shows.

38
Q

Which BLEED EICAS message requires pilot action?

A

BLEED LOSS

39
Q

Bleed leak strut L/R
Considerations.

A

Do the NNC

Bleed air leak or starter duct leak occurs in the strut area (near engine)

System will try to auto isolate within one minute

If isolate doesn’t work, Bring thrust lever back to idle.
(DECLARE A PAN PAN, request descent to lower altitude)

How would you handle?
VNAV drift down?
FLCH?

Probably try momentarily first at cruise.

40
Q

Bleed Loss Body
Considerations
NN2.8

A

Do the NNC

Action required by pilot

C1 and C2 air demand pump selectors off

Gear retraction now take 3 minutes

41
Q

Bleed loss body L
And bleed loss body R
Considerations

A

Basically, the auto isolation of the systems has finalised and now the pilot action is required.

Essentially just shut off the respective hydraulic air demand pump selector

42
Q

Bleed loss Wing L/R
Considerations

A

Bleed air from a specific wing duct is not available.

Need to turn off the Wing anti-ice to prevent assymmetric ice buildup

43
Q

What should you do if you see the EICAS bleed off APU

A

Look up quickly

You can do that on normal checklist

Either the bleed valve is closed because of a fault

Or the APU bleed switch is selected off

44
Q

Bleed off engine L/R
Considerations

A

Same as APU

Do NNC

ENGINE BLEED VALVE IS CLOSED BECAUSE OF A FAULT

OR

THE SWITCHES OFF

On the ground
-Try to recycle
- consider. MEL implications
(Maint action required, and quite complicated)

In the air:
Turn the bleed air switch off

45
Q

Cabin ALTITUDE AUTO EICAS
Considerations

A

Pretty serious situation
Do the NNC

Real life in climb out out of Hong Kong
I would probably stop climb and call Engineering (or slow climb at least, VS 500-1000 and set F230, as that’s first altitude in NNC table)

Not sure I would be happy to continue with manual control of pressurisation.
(Though Tan said did SFO-Hong Kong with this issue, not a big deal)
- plane is working fine, just a controller that’s out. Still consult engineering.

Basically, one of two things has occurred :
The automatic pressure control failed
Or
Both outflow valves switches are in manual

Biggest note:
Try to climb to the cabin at approximately 500 ft./m for climbs in

46
Q

CABIN TEMP COLD
Or
CABIN TEMP HOT

considerations

A

Unannunciated.

Flight deck or cabin temperature is excessively cold or hot.

What is excessively cold!?
Uncontrollable? Below 18? Near freezing?
Because if you do this checklist, you are depressing and diverting.

Works through :
Aircon reset
Trim switches
Pack left pack right

47
Q

How long does it take to open the outflow valves fully if the indication is blank?

A

Press and hold the switch in the open position for 30 seconds

NNC 2.18

48
Q

Equip cooling ovrd checklist considerations.

A

Do the NNC

TRY TO RESET

IF doesn’t work:
After 30 minutes of operation at Low alt and low cabin differential press: equipment and displays may fail

(Defined as 9000’ and 3.4PSI)

49
Q

Outflow Valve FWD/AFT NNC
considerations

A

Basically close the affected valve and manual

Use the operable outflow valve

Pattern altitude (1500AGL)
Use momentary actuation to open the affected outflow valve fully (

50
Q

If you have PACK L or PACK R
checklist come up, what should you watch out for?

A

An engine failure on the opposite side.

51
Q

Pack L + R checklist considerations:

A

You’ve lost pressurisation.
How fast will cabin alt climb?

Wait 2 min before AIRCON RESET

STILL SHOWS

DESCEND MSA OR 10,000’
(If needed, race the cabin altitude, by using FLCH, MMO and speed brake)

Pan Pan

52
Q

What is the ENGINE RESPONSE checklist and where is it found?

A

777-300 ONLY

UNANNUNCIATED

Pull it up if engines are not doing what they are supposed to.

1) one or both engines do not reach commanded thrust

AND

2) fuel system icing is suspected

(Indicated EPR is below commanded EPR and fuel temperature is below -10°C)

Basically: (attempt to clear icing)
-Request descent
-Bring both engines back to idle
-Bring one engine at a time up to maximum

53
Q

What is interesting about the QRH Tails strike checklist?

A

ER has 2:
-Tail strike Unannunciated checklist
(Suspected or confirmed)
-Tail strike automatic checklist

300:
Tail strike auto checklist
(If message stays, go back)
(If it not shown, continue)

All cases, if tail strike, do not continue to pressurise.

Different to tail skid
(Not in commanded position, not available on all aircraft), if get this, not big deal

54
Q

What would you do if you got the tail skid message?

A

Continue climb.

Think about how hard you hit tail.
Environmental conditions.

Not available in all aircraft
Only:
300
HNS to HNX
HNE to HNK

ER:
KPA-KPE
KPG-KPX
KPZ-KQL

55
Q

Where is a good place to look to find out if you can do an auto land using flaps 25?

A

QRH
Operational information
Aircraft differences 6.2

b777 (9 decks)

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