Removed from Work Notes Flashcards
Describe your actions in the event of a Go Around from above 1500’aal which could include a Level off rather than a climb.
A/P in
Reset MCP.
Mini Brief.
De-Select App Mode (if an ILS, not an RNAV).
V/S.
Select a speed (220kts if already in ALT).
LNAV/HDG SEL.
(Positive rate Gear Up)
When you see ALT, increase speed and retract flaps.
Reset to the After Takeoff checklist.
OMA 8.28.B Landing Performance and Influencing Factors
No approach to land shall be continued unless the landing distance available (LDA) on the intended runway is at least 115% of the LDTA (Landing Distance at Time of Arrival). Normal Configuration Landing Distances included in the QRH, are already increased by a 15% factor, as noted below each table. However, Non-Normal Configuration Landing Distances are unfactored and distances must ………..
be manually increased by 15%
If you get an Engine Failure on Final Approach and you elect to continue, what are your considerations?
If you continue:-
FNC. I have control, A/P is in Check FMA’s, Config (flap) Speed (for the flap)
MCT on both? engines.
Are you happy to continue? We can reassess at 1000’/500’
ECAM Actions
Mayday to ATC. Tell them we request fire services. Ask for fire dept freq and mention you will be coming to a full stop on the runway.
Secure the Engine
We can do the remainder of the checklist on landing.
We can treat the landing like an RTO once on the ground and stopped. With an ACAS call once stopped
Change the Autobrakes to A/BRK MED
Let’s stick the APU on now.
A GA will use TOGA.
Once Park brake is ON: Attention Crew! At Stations!
Below 80kts, In addition to the usual Fire, Engine Failure, Predictive Windshear warning and RAAS, the Captain can call stop for MUUSCAT:-
Above 80 kts it’s the usual any fire, engine failure and predictive Windshear warning and in addition….
Master Caution System
Unusual noise and vibration
Unsafe or unable to fly
System failures
Config warnings
Abnormally slow acceleration
Tyre Failure
If the a/c is unable or unsafe to fly.
What is the Maximum Level for an inflight Engine start?
25,000’
What is the difference between a Windmill start and a X-bleed start?
A windmill start just requires the
A X-bleed Start will be annunciated above the N2 gauges and requires the Start Switch(es) to be selected first then the Fuel Control Switch(es) immediately to RUN if using Autostart.
During the Fuel Imbalance Checklist you suspect a Leak. You then read from the checklist ‘If a Fuel Leak is suspected, Do the FUEL LEAK NOT ZZA-ZZC checklist”
What do you do?
Leave the Fuel Imbalance Checklist and continue onto the “FUEL LEAK NOT ZZA-ZZC checklist”
Incidentally, the Trents will say “Do the Fuel Leak Checklist”
Both may now just say “Do the Fuel Leak Checklist”
If the initial steps in the Fuel Leak checklist ascertain there is in fact a leak, the fuel leak is no longer suspected but is now.
confirmed.
if a subsequent ECL asks “Is a fuel leak suspected?” The correct
response is now “No”, as the leak is confirmed.)
So if you end up at the FUEL QTY LOW checklist from the Fuel Leak checklist, you are going to tick NO…..a Fuel Leak is not suspected because it is now Confirmed!
What are your actions in the event of a GPWS Caution?
Correct the flight path or the airplane configuration.
Confirm MOA/MSA.
You can pretty much do anything, eg turn away and stop descent but crucially you must maintain your Speed.
How do you manage a Time Critical scenario differently to a non-time critical scenario
If in a time Critical scenario, retain control and call for the Memory Items of the Non-Normal checklist before STAR.
FNC. Run the checklist. STAR.
Full Reverse Thrust techniques should be used whenever:
A. The runway is covered by standing water, snow, slush or ice.
B. The Target Threshold Speed has been increased for a deficiency.
C. There is any unserviceability of speed brakes, wheel brakes or anti-skid.
D. If the runway is in any way performance limited.
Use Full Reverse whenever you have to land with a Flight Control or Hydraulic issue.
It should be noted that, in determining the safest course of action, troubleshooting, i.e. taking steps beyond published non-normal checklist steps, may cause further loss of system function or system failure. Troubleshooting should only be considered when……
completion of the published non-normal checklist results in an unacceptable situation
QRH Non Normal Checklist Operation.
With at Engine failure at or below AA, what are your actions?
ANC, Control the aircraft
Decide between disconnecting the A/T and advancing the thrust levers forward, Pressing the CLB/CON button or Pressing TOGA.
Check the Speed
Check LNAV
Do we have an Emergency Turn? If so HDG SEL and fly it.
Do we have any Memory items?
Aa, increase speed and retract flaps
Once Clean, Re-engage VNAV, Con(air), Eng, ECL, Review the EICAS , After Take-off checklist, 10 Checks.
In the event of an Airspeed Unreliable situation, consider the following:-
In summary;
1 Crosscheck instruments
2 Disconnect automation and Stabilise the airplane with the (memory) pitch attitude/thrust (then commence the ECL)
3 Communicate to ATC for a block of airspace.
4 Ascertain from the QRH an appropriate set of pitch and thrust datums….no more than 5. You dont need them all at once either
5 FLY these pitch attitude and thrust datums and wait for flight path to stabilise
6 Determine (if any) the reliable airspeed indications. Complete the AIR DATA SYS checklist to help with this
7 Share the load. Cross check that you have the correct figures and write down the required tasks/actions to remember.
8 Where will you intercept the G/S….what distance and height? You want at least a 10nm to 20nm run into it to account for Alternate flaps. Try 6000’ and 40nm to intercept the GS at 20nm. Make sure you are making the adjustments! PF will pitch for the GS. PM controls speed with thrust (because you are in Direct Mode).
Under ‘normal’ conditions, do not jettison below which height?
UK ATC will recommend…….
In an emergency, the commander can of course jettison from any height.
7000’
10,000’.
What FMA modes can you expect to see when you select VNAV ENG/OUT?
THR LNAV VNAV SPD
With the Fuel Leak checklist, make sure you are recording the fuel quantity you are being asked to eg Main Tanks L vs R or Totaliser vs Calculated. If you get this wrong, you…..
will fuck up big style!
Other considerations of the Fuel Leak checklist:-
1.The Crossfeed valve is downstream of the fuel tanks. Fuel cannot be transferred from tank to tank via the crossfeed.
2. The Crossfeed valve may be opened if called for by an ECL.
3. Always complete any new checklists, e.g. []FUEL QTY LOW.
4. If a checklist is overridden then all notes and deferred items are lost. Consider the use of “Item Override” instead.
5. Make time and space to complete these checklists methodically so that both pilots can be involved to reduce errors.
Auto Speedbrake Inoperative
Use the ‘Brakes de-activated or Auto Speedbrake U/S’ weights in the …………to ascertain max tailwind and maximum weight for landing. (It’s only available for F30 landings).
Performance Manual
Then do an IFLD for the Non-normal.
When you do the Overweight Landing NNC you will notice that at weights over approximately 267T for a -200 and 305T for a -300 you will not be able to use Flap 30. F25 May be ok. These weights could be 20T less if…..
operating in icing conditions
For an Engine Relight in flight, consider AAA:-
A/T arm Switch. Re-engage.
All ENG selected in the FMC
APU selected off
If you are going to remain at F20 due to a low fuel condition, you may have to Item Override the GPWS Flap Inhibit and TA back to RATA in the Engine Relight Checklist (won’t want to do such a manoeuvre with low fuel).
During the Fuel Leak checklist, when asked to record the Fuel in the tanks or the fuel displayed by the Totaliser or the Calculated, in both cases it is the………….. that the checklist is looking for.
DIFFERENCE
The FUEL QTY LOW checklist could be annunciated at any time. Page 5 of the Fuel Leak checklist will then be white, because the aircraft will sense the new checklist. It’s very clever, So……
go back to page 5 to complete the Checklist.
Max speed for secondary flap extension from flap 25 to flap 30 is 160kts in a 200 series or 170kts on a 300 series. This flap load relief equates to above ~255T on a 777-200 or above ~305T on a 777-300.
The Checklist adds ………in icing conditions, which therefore reduces the above weights.
20T
With any Thrust Reverser u/s, the correct call on landing or when dealing with an RTO should be either ‘
NO REVERSER LEFT ENGINE’,
NO REVERSER RIGHT ENGINE’ or
NO REVERSERS
An Autoland With Non-Normal Condition Requires Both 15% and….. to be Added
300m
ENGINE FIRE
Before Fuel jettisoning:-
Generate options to ensure you are not going to screw yourself up
Ensure you don’t have a leak
Get permission from ATC
Consider telling the pax and crew before you do so.
The titles of Quick Action Index checklists are printed in
bold type.
Checklist titles in upper case (such as AUTOBRAKE) are
annunciated by an EICAS alert message or other indication
Checklist titles in upper and lower case (such as Window Damage L, R) are
not annunciated. They are also white in colour.
The Insufficient Fuel checklist is in Non Normals,…….
Flight Management Navigation.
Boeing philosophy is that it will often not tell you that an Autoland is not available because
it will come up on the EICAS NO AUTOLAND when the fault occurs, therefore it doesn’t need to tell you in the QRH. Eg when you lose the Left hydraulic system.
When you lose the R or C hydraulic system you get NO LAND 3
Checklist reset is for……
ground purposes only.
If you were browsing a checklist, how do you subsequently get rid of it? Why?
With checklist override
It will re-trigger as required if the condition actually occurs.
When a checklist challenge does not end with “switch or lever”, then the challenge refers to…
system status. For example, “Landing Gear…Down”, refers to the status of the landing gear, not just the position of the lever.
When a checklist challenge ends with “switch or lever”, then the challenge refers to the
position of the switch or lever. For example, “FUEL CONTROL switches…CUTOFF” refers to the position of the switches.
Some checklists have additional information at the end of the checklist. The additional information provides data the crew may wish to consider.
Does the additional information need to be read?
No
Automatic display of secondary engine parameters due to engine oil quantity or vibration is for crew awareness and does not require pilot action. Continue normal engine operation unless
an EICAS alert message shows or a limit is exceeded.
When a non-normal checklist directs the flight crew to attempt only one reset of a switch per flight, a second reset of the switch should not be done until ……..
After the one reset attempt, the flight crew should select…… for any additional checklist steps directing the flight crew to attempt a reset of the same switch.
maintenance has cleared the malfunction.
ITEM OVRD
In flight, flight crew reset of a tripped circuit breaker is…..
However, a tripped circuit breaker may be reset once, after a short cooling period (approximately 2 minutes), if in the judgment of the captain, the situation resulting from the circuit breaker trip has a significant adverse effect on safety.
not recommended.
