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.
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.
In the electronic primary checklist, the statement “Inhibited checklists:” is included to inform the crew of consequential checklists. When doing the electronic primary checklist, does the statement and the list of checklists need to be read?
No
New Memos like Park Brake go to the……. of their list
bottom
All new EICAS messages go to the……. of their respective list
top
New status messages appear at the….. of their list
top
When you tick yes in the ECL, it will always take you to the……
If you tick no, you are giving it permission to take you somewhere else in the checklist.
next line below.
Preliminary Preflight Procedure:P2
A Vocal Statesman Ought 2 Quantify Documents
Aidiru, Voice recorder, Status, Oxygen, Quantities, Documents
A Flight Deck Emergency Overhead Paris
AML 1+2 Flightdeck Access system, Emergency equipment, Overhead panel (TAT, Cargo Circuit breakers) Parking brake.
EICAS will continue to display all Warnings, Cautions and Advisories as long as…….
Whilst the message is displayed, the crew must take into account the….
the condition for those messages exist.
implications of the condition
The checklists titles are:
………..when the corresponding checklists are not completed
…………, when the corresponding checklists are completed.
In blue,
In gray,
If a checklist needs to be interrupted, announce
“HOLD CHECKLIST AT ___”.
Assumed Temperature Reduced Thrust should be used whenever conditions permit. Assumed Temperature Reduced Thrust is NOT permitted if:
(4 things)
1) CARD notes or the Performance Manual Take-Off page prohibit Assumed Temperature Reduced Thrust on that specific runway.
2) The runway has degraded braking action or is contaminated with standing water, slush, snow or ice.
3) DDG requires full thrust.
4) Particular windshear conditions exist – see FCOM 1.
777 Performance Manual 2.6.3
Assumed Temperature Reduced Thrust is NOT permitted if:
(4 things)
CARD notes or the Performance Manual Take-Off page prohibit it for that runway
The runway has degraded braking action or is contaminated
DDG requires full thrust.
Particular windshear conditions exist
Full Reverse Thrust techniques should be used whenever:
(4 things)
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. The runway is in anyway limiting.
How are the Quick Turnaround Limit Tables used?
By entering the table with the outside air temperature and airport pressure altitude, it will give you the maximum weight at which you can land before you will need to wait 65 minutes to check that the thermal plugs have not melted before executing a further T/O.
The other option is to wait 15mins for the break temperatures to pop on EICAS (I think). Check QRH
Explain the Landing Climb Limit Weight (the last table in the Advisory section of the Perf Inflight part of the QRH):-
it should be used in 2 scenarios:-
1) In the event an overweight landing, the landing climb limits should be checked if a Flaps 25 or 30 landing is planned.
Enter the table with airport OAT and pressure altitude to read landing climb limit weight.
Apply the noted adjustments as required.
At weights exceeding those shown, plan a Flaps 20 landing.
2) Also use the table if you are planning a normal weight landing above the WAT limit.
If you are already planning a Flaps 20 Landing or a Normal weight Landing below the WAT limit, then the table is not required.
When might you consider using the One Engine Inop Missed Approach Climb Gradient Tables to determine you’re actual climb gradient?
Use the QRH Engine Inoperative Go-Around Climb Gradient Tables for any required MACG not listed on the Dispatch Landing Data Pages for those Missed Approach procedures where a gradient higher than standard is specified (and which therefore are not covered by the WAT limit).
It is going to be used in hot/high locations.
Remember to enter the table at 2000’ above the Airfield elevation.
There is only one table and it assumes that you are F20, Gear up and with an Inop engine.
Use the following options to increase TOPL:
Packs Off
Alternate Forward Centre of Gravity
Thrust (Denver) Bump
If a DDG Item has a correction to Landing Field Length Limit, then credit can be taken for any ……..
The limited weight can be increased by…… per knot of tailwind component
Tailwind component published in the Landing data pages.
2,000kg
What is your maximum crosswind limitation for landing with Medium braking? Eg >3mm dry or wet snow
25kts or 20 if SE
What is your maximum crosswind limitation for landing with Medium to Poor braking eg >3mm water or slush.
17kts or 12 if SE
An EICAS advisory message, BRAKE TEMP, will appear when any brake registers….. on the EICAS indication and disappear as the hottest brake cools with an EICAS indication of…..
Note that even without an EICAS advisory message, brake cooling is recommended.
5.0 or higher
3.5
Landing Climb Limit Weight: In the event an overweight landing is necessary and the fuel dump system is unavailable, landing climb limits should be checked if a Flaps 25 or 30 landing is planned. At weights exceeding those shown, in the table, plan
a Flaps 20 landing.
You would also check the table if planning a Normal Landing Above the WAT limit.
There is no need to check the table if planning a F20 Landing.
The Go around Climb Gradient Table (to work out your MACG) is based on…..
One Engine performance at F20
(Enter the table at 2000’ above the airport elevation).
It is located in the Engine Inop section of each Perf Inflight parts of the relevant QRH for the aircraft.
The Gear down Performance tables are
identical in format and used in the same manner as tables for the gear up configuration
Use of an Alternate Forward CG Limit improves TOPL, take-off derate as well as fuel burn in cruise and……… be used when the runway is contaminated.
can
FCOM SP.CG Centre of Gravity.
If CARD performance data for Alternate Forward CG Limit has been used and the Final Loadsheet MACTOW has moved forward of 28.0% then CARD data is
no longer valid. CARD must be re-run without the Alternate Forward CG Limit correction code.
Reduce crosswind guidelines by 5 knots on wet or contaminated runways whenever
asymmetric reverse thrust is used. In other words, if you lose an engine and your diversion airfield is wet or contaminated, your crosswind limit is reduced by 5 knots.
The Gear Down Landing Rate of Climb Available table just shows a rate of climb available for each flap setting on a single engine and
gear down
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.
Once you have stopped on an RTO, Confirm…..
Park brake is set on the EICAS
Thrust levers are closed
Reverse is cancelled
A/T is disconnected….on the FMA
Storm light is ON
Describe a GA from above 1000’ using TOGA
A/P in
Reset MCP to GA altitude
Mini Brief and tell ATC in advance if you can.
Press TOGA and simultaneously call “Go Around”.
Observe thrust increasing.
Call Flap…..
followed immediately by selecting LNAV/HDG SEL
When climbing “Positive rate”, “gear up”.
At PA, increase speed and start cleaning up to required flap.
Or if it’s a low level off altitude,
Select V/S with a speed….providing the Flight Path is not compromised and no sooner than 1000’aal (which you will be).
Describe an MCP Rebuild with the Gear Down
Check Altitude/Speed
Press TOGA and simultaneously call “Go Around”
“Flap …..”
Ask for/Select a Speed
“Positive Rate”
“Gear Up”
200’ A/P in. FD’s, Gear
400’ LNAV, MCP
Continue Flap Retraction.
Describe an MCP Rebuild with just some flaps extended
Check Altitude/Speed
Press TOGA and simultaneously call “Go Around”
“Flap…. “ and ask for a Speed
200’ A/P in.
400’ LNAV/HDG SEL,
Continue Flap Retraction
Describe an MCP Rebuild when in a clean configuration
Check the Altitude/Speed
Ask for FLCH with a Speed
A/P in.
LNAV/HDG SEL.
At PA, re-visit speed
Below 80kts, In addition to the usual Fire, Engine Failure, Predictive Windshear warning and RAAS the Captain can call stop for
MUUSCAT:-
Master Caution System
Unusual noise and vibration
Unsafe or unable to fly
System failures
Config warnings
Abnormally slow acceleration
Tyre failure
TCAS RA in the Landing Configuration:-
Disconnect A/P and A/T and call for F20
Simultaneously advance to full power and pitch out of the trapezoid and IVSI
“Positive Rate”
“Gear Up”
When you hear “Clear of Conflict”
call “GA”
Big lean forward. Press TOGA to get back your A/T
“F20”.
200’ A/P in, FD’s on, Gear is up.
400’ LNAV/HDG SEL, check the Altitude in the MCP. It may need adjusting higher.
ALT….increase speed and retract Flaps.
What is the Manual Windshear Recovery?
Call “WINDSHEAR, GO-AROUND”.
Disengage autopilot
Push either TO/GA switch
Aggressively apply maximum thrust
Disconnect autothrottle
Simultaneously roll wings level and rotate toward an initial pitch attitude of 15°
Retract speedbrakes
Follow flight director TO/GA guidance (if available)**
Note: ** Do not exceed the Pitch Limit Indication.
What is the Automatic Windshear Recovery?
AUTOMATIC FLIGHT
Call “WINDSHEAR, GO-AROUND”.
Push either TO/GA switch**
Verify TO/GA mode annunciation
Verify GA thrust
Retract speedbrakes
Monitor system performance***
Note: ** Do not exceed the Pitch Limit Indication.
Note: *** If TO/GA is not available, disengage autopilot and autothrottle(s) and fly manually.
WARNING: Severe windshear may exceed the performance capability of the AFDS. The pilot flying must be prepared to disengage the autopilot, disconnect autothrottle(s) and fly manually.
MANUAL OR AUTOMATIC FLIGHT Further Windshear considerations from the QRH:-
Do not change gear or flap configuration until windshear is no longer a factor
Monitor vertical speed and altitude
Do not attempt to regain lost airspeed until windshear is no longer a factor
1000/Groundspeed = TCAS RA pitch.
Great to know what to expect as you Brief it
1000/500kts =
1000/250kts =
2° pitch
4° pitch
During the GA we accelerate when we see SPD, LNAV/HDG SEL, ALT (which could be a long time after the initial pressing of TOGA if the GA is to 5000’ or higher)
At that point what will the speed do if you do nothing?
If you do nothing, the speed will increase to 5kts less than the Selected Flap limit speed.
So for a F20 GA it will be about 190kts, requiring you to increase the speed.
For a SE F5 GA it will be about 230kts, requiring you to decrease the speed.
Describe the baulked Landing
Any Go Around commenced at or after the flare.
If autolanding, use this technique after passing DH or after touchdown.
Call GA
Disconnect A/P and A/T and advance thrust levers fully forward.
At VRef, Rotate positively towards 15°
Ask are you happy?
If yes, Big lean forward and call GA Press TOGA
Observe thrust increasing
“Flap 20”
Positive Rate
Gear up
200’ A/P in, FD’s on, Gear Up
400’ LNAV, MCP altitude set.
SPD LNAV ALT = increase speed and retract Flap
How will you fly an RNAV Approach?
Get down to the level in a simple pitch mode if need be.
Use Flaps to force the a/c into Approach logic.
Enter current speed in VNAV DES Page then execute it.
Select VNAV. Followed immediately by SPD Intervene.
Select MDA into MCP when cleared for the approach. Use 000’s to an increment above it then adjust downwards in Auto. Then place switch back in 000’s.
What FMA’s are you expecting to see? SPD, LNAV, VNAV PTH.
Approximately 2 NM before the final approach fix, PM calls “APPROACHING GLIDE PATH
Final Approach Fix Inbound PM calls “VOR/NDB/FIX, PROFILE CHECKED”
Reset the GA altitude in the MCP once descending on the approach and when > 300 feet below the Go Around altitude. Use 000’s to adjust up and then Auto down. Use Reminders.
Be fully configured by the FAF.
Consider the effects of the temperature relative to ISA. If hot, you will be high and vice versa. Brief it.
Following a Go-around and if radar vectors to another approach using VNAV is required, what are your actions?
Enter a new approach.
Confirm/Select a new cruise altitude
Always re-check the legs page altitude constraints afterwards.
What are you actions for an engine failure in the cruise?
Control aircraft
Check the A/P
Check FMA’s, Config and Speed.
Select VNAV ENG OUT in FMC
(You will need a little diagnosis. Are you losing altitude and speed? Do you have to go down?)
Put the level closest below it that differs by 500’ into the MCP.
Execute the FMC
Route Page. L/R 5
Observe the aircraft, initial descent and reduction in speed
Looking for THR, LNAV, VNAV SPD. Ensure MCP speed window is closed.
Get PM to put out a call on 121.5 , 123.45, TCAS on 7700, All exterior lights on.
Action memory items
PRM breakout manoeuvre as PF (finally comfortable with it):-
Disconnect the A/P and immediately manoeuvre a/c IAW ATC instructions for heading and altitude.
Limit pitch to 10 degrees for climb and maintain/establish a standard descent profile if a descent is required
Once PM has re-selected the FD’s,
Confirms appropriate FMA’s then
Engage A/P
Calls for Flap…… Set Speed for the planned Flap.
Call Gear Up
At PA increase speed and retract flaps on schedule.
Call for the After Takeoff Checklist.
PRM breakout manoeuvre as PM:-
Disconnect the FD’s then sets the required heading and altitude into the MCP
When the required heading and pitch have been established, turn on the FD’s and select HDG SEL.
Select Flap as requested.
Select gear as requested.
Stall Recovery as PF:-
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 desired flight path
Re-engage the autopilot and autothrottle, if desired
WARNING:
*Excessive use of pitch trim or rudder may aggravate the condition, or may result in the loss of control or in high structural loads.
Stall recovery as PM
At all stages:-
Monitor altitude and airspeed
Verify all required actions have been done and call out any omissions
Call out any trend toward terrain contact
Set the FLAP lever as directed
After any manoeuvre it’s probably best to do a Review of what happened. How?
A Plane Path People Plan will work
After any time based manoeuvres like TCAS, W/S, do a
Ask thr other pilot for a Plane Path People:-
Plane (Status of the a/c, Config, Speed, FMA’s , A/T and A/P).
Path (Correct Level and in LNAV or HDG SEL if required).
People (ATC informed and anybody else that needs to know).
With crosswinds >20kts and tailwinds >5kts, do a…..
rolling T/O.
With headwinds of >20kts, the engines may not get time to fully set before throttle HOLD is annunciated.
Avoid this by……
helping them first.
If you don’t, PM must then step in and set them.
If you then select TOGA after 80kts, you will lose LNAV and VNAV and will have to select them at 400’ etc.
What is the Crosswind T/O technique?
Brief to T/O on the roll, with strong crosswinds.
As the speed increases gradually add enough aileron into wind to keep wings level.
Slowly rotate on lift off, don’t over rotate.
May need a little more aileron into wind
Slowly remove cross controls starting with the rudder
Crosswind landing technique?
I use the crab technique.
Fly the ILS accurately.
See through the FD’s laterally.
Try and disconnect the A/P before 500’ otherwise you will have to maintain the cross-controls.
Ensure the Flightdeck is tracking upwind of the centreline.
50’, crossing the threshold, Shift the visual sighting point to the far end of the runway.
20-30’ Flare as normal and Squeeze the drift off and apply into wind aileron to keep the wings level.
When the main wheels touchdown keep the wings level with more into wind aileron (ie.after spoiler extension) and the A/C straight with rudder.
Smoothly fly the nose wheel onto the runway.
Be aware of the affect of Reverse possibly adding to the crosswind and adjust accordingly
On wet or icy runways it is acceptable to land with the drift on.
Why does the QRH say, “If manoevering is required” for an RA, except a climb in landing configuration?
A “Monitor Vertical Speed” or a “Maintain Vertical Speed” RA means that no change in vertical speed is required. Providing the A/P and A/T are keeping us out of the Trapezoid and IVSI, then we can leave them in.
FCTM
Takeoff
If an unreliable airspeed event occurs during takeoff at or after V1,
maintain takeoff thrust, set 15° pitch attitude, retract the landing gear and maintain flap configuration.
Climb at 15° pitch attitude until reaching acceleration height.
At acceleration height, do the Airspeed Unreliable NNC memory items and checklist.
Describe your actions for a GPWS Caution
Correct the flight path or the aircraft configuration and confirm MOA/MSA.
Describe your immediate actions in the event of a TCAS RA
Pilot Flying
If manoeuvring is required, disengage the autopilot and 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
With the recommended 180° turn technique, on dry runway, the approximate turn width without margin is:
For the A350-900, 53 m (174 ft)
For the A350-1000, 59 m (194 ft).
Note:
The flight crew should consider additional margin when the runway is wet or contaminated.
Manoeuvre aircraft 20°
Cockpit sitting over the edge of runway
To Discontinue an Approach when at or above the FCU Altitude:-
You can either perform a normal Go Around or Discontinue the Approach.
Announce “CANCEL APPROACH”.
Check A/P is in
Check Correct altitude is in AFS CP
Mini Brief
Announce “CANCEL APPROACH”.
Press APPR pb or LOC pb.
Select lateral mode as required (NAV or HDG mode).
Select vertical mode as required.
Select SPEED and adjust.
“Positive Climb”
“Gear up”
AA increase speed and retract flaps
Reset to the After T/O / climb checklist
If F-PLN has no destination anymore:
Perform a LAT REV at the last waypoint and redefine the destination at the NEW DEST field.
Note:
The FMS does not automatically string the previous flown approach in the active F-PLN. When the last waypoint is sequenced, the FMS has no more destination in the F-PLN.
Because the thrust levers are not set to TOGA detent, the FMS remains in approach phase.
