Simulator Training Notes Flashcards
CFIT
777 Flight Crew Training Manual - Addendum
Ground Proximity Warning
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.
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.
Pilot Flying Pilot Monitoring
- Disconnect 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.
- Assure maximum* thrust. • Verify all required actions have been completed and call out any omissions.
- 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.
- 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.
November 7, 2012
TCAS RA
Inform ATC of “TCAS climb/descent”
Disengage the autopilot and autothrottle.
If in landing configuration, call for Flaps 20 and Gear Up.
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.
WARNING: A DESCEND (fly down) RA issued below 1,000 feet AGL should not be followed.
Predictive Windshear
Windshear Caution
For predictive windshear caution alert: (“MONITOR RADAR DISPLAY” aural)
Windshear Warning
Predictive windshear warning during takeoff roll: (“WINDSHEAR AHEAD, WINDSHEAR AHEAD” aural) • Prior to V1, reject takeoff. • After V1, perform the Windshear Escape Maneuver. Windshear encountered during takeoff roll: • If windshear is encountered prior to V1, there may not be sufficient runway remaining to stop if an RTO is initiated at V1. At VR, rotate at a normal rate toward a 15 degree pitch attitude. Once airborne, perform the Windshear Escape Maneuver. • If windshear is encountered near the normal rotation speed and airspeed suddenly decreases, there may not be sufficient runway left to accelerate back to normal takeoff speed. If there is insufficient runway left to stop, initiate a normal rotation at least 2,000 feet before the end of the runway even if airspeed is low. Higher than normal attitudes may be required to lift off in the remaining runway. Ensure maximum thrust is set. Predictive windshear warning during approach: (“GO-AROUND, WINDSHEAR AHEAD” aural) • perform Windshear Escape Maneuver or, at pilot’s discretion, perform a normal go-around. Windshear encountered in flight: • perform the Windshear Escape Maneuver.
Note: The following are indications the airplane is in windshear:
• windshear warning (two-tone siren followed by “WINDSHEAR,WINDSHEAR,WINDSHEAR”) or • unacceptable flight path deviations.
Pilot Flying Pilot Monitoring
• Maneuver as required to avoid the windshear.
Note: Unacceptable flight path deviations are recognized as uncontrolled changes from normal steady state flight conditions below 1000 feet AGL, in excess of any of the following:
• 15 knots indicated airspeed • 500 FPM vertical speed • 5 degrees pitch attitude • 1 dot displacement from the glideslope • unusual thrust lever position for a significant period of time.
Windshear Escape Maneuver
Pilot Flying
MANUAL FLIGHT
- Disconnect autopilot.
- Push either TO/GA switch.
- Aggressively apply maximum* thrust.
- Disconnect autothrottle(s).
- Simultaneously roll wings level and rotate toward an initial pitch. attitude of 15°.
- Retract speedbrakes.
- Follow flight director TO/GA guidance (if available).
Pilot Monitoring
- Assure maximum* thrust.
- Verify all required actions have been completed and call out any omissions.
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: * 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.
Windshear Notes
Reactive (GPWS system):
Takeoff…Always active
Approach…Always active
Alert…“WINDSHEAR” - Aural…WINDSHEAR (red) - PFD
Action…Escape Maneuver
Predictive (Radar system)
Takeoff…1 sec. after radar on or TO power set until 1200’ RA
- Inhibited: 80 kts. to 400 ft. RA
- New warning: 100 kts. to 5o ft. RA
Approach…Starts scan 2300’ RA, alerts issued below 1200’ RA
Alert…
- Caution…“MONITOR RADAR DISPLAY” - Aural
- Warning…“GO AROUND, WINDSHEAR AHEAD” - Aural
- WINDSHEAR (red) - PFD
Action…Caution…Go-around
Action…Warning…Escape Maneuver
Stabilized Approach
Delta defines a stabilized approach as maintaining a stable speed, descent rate, and lateral flight path while in the landing configuration.
WARNING: At any altitude, if the following stabilized approach criteria cannot be established and maintained, initiate a go-around. Do not attempt to land from an unstable approach.
No lower than 1000 feet AFE:
• Be fully configured for landing (gear and landing flaps extended).
• Maintain a stabilized descent rate not to exceed 1,000 fpm.
• Be aligned with the intended landing runway.
No lower than 500 feet AFE:
• Be on target airspeed.
• The engines are stabilized at the thrust setting required to maintain the desired airspeed and rate of descent.
Crossing the Runway Threshold:
• Positioned to make a normal landing in the touchdown zone.
Planned Deviations
• Some published approaches (such as the River Visual at DCA) may require a planned deviation to the lateral stabilized approach criteria. Some published approaches require higher than standard descent rates. Verbalize all planned deviations during the approach briefing.
Unplanned Descent Rate Exceedance
• In the event of a momentary descent rate exceedance, crews may proceed as long as the descent rate exceedance is verbally acknowledged and corrective action is immediately initiated.
NATS
- NOTAMS.
- ATIS advisories.
- Flight plan messages.
- CHART CHANGE NOTICES.
- Arrival/Approach Chart/Automation.
- Weather/wind considerations.
- Arrival airspeed and altitude restrictions.
- Designated approach/runway.
- Pertinent runway information (reference 10/20-9A page):
- approach and runway lighting,
- usable landing distance,
- runway conditions affecting stopping distance (ungrooved / contaminated), and
- non-standard runway width.
- Type of approach, including level of automation to be used.
- Jeppesen approach chart number and date.
- Navigation aid(s), frequency/runway identification.
- Inbound course.
- Initial approach altitude, as required.
- FAP or FAF altitude.
- Barometric altitude at marker beacon, as required.
- Approach minima (MDA, DA, DDA, DH, AH).
- Radio/barometric altimeter bug settings.
- Missed approach plan.
- Transition level/height, if other than FL 180, Terrain considerations, and Taxi considerations:
- Brief a taxi plan. Use the taxi chart to brief the expected route, hot spots, hold short points, and any abnormalities (e.g., construction on a 10-8 page). Include in the briefing a situation where another runway might be crossed.
- Special Pages (Airway Manual).
Note: When visibility is less than, or anticipated to be less than RVR 1200, review Surface Movement Guidance & Control System (SMGCS) Low Visibility Taxi Routes Chart, if published.
WARTS
- Weather/Wind considerations.
- Takeoff minimums/alternate requirements.
- Low visibility taxi/takeoff procedures.
Note: When visibility is less than RVR 1200, review Surface Movement Guidance & Control System (SMGCS) Low Visibility Taxi Routes Chart, if published.
- Windshear/gusty wind considerations.
- Cold weather procedures.
- Abnormal/non-normal procedures and Abort considerations. The captain will normally conduct these briefings. At a minimum, the following items will be briefed on the first flight of a rotation provided there is no crew change:
- Transfer of aircraft control.
- Rejected takeoff plan. This should include reasons for rejecting the takeoff and crew duties.
- Medical Event Plan.
- Runway considerations.
- Departure runway length and surface condition.
Note: Refer to the Volume 1, section NP, for guidance on briefing runway, intersection, departure and/or performance changes for takeoff.
- Taxi considerations, Terrain considerations, and Transition altitude/height.
- Transition altitude/height if other than 18,000 feet.
- Engine start sequence and crew duties for engine start during taxi.
- Brief a taxi plan. Use the taxi chart to brief the expected route, hot spots, hold short points, and any abnormalities (e.g., construction on a 10-8 page). Include in the briefing a situation where another runway might be crossed.
- SID/DP and Airway Manual Special Pages considerations.
Note: Brief engine out procedures. Refer to Delta Special Pages (Green Pages).
- SID/DP,
- Delta Special Pages (Green Pages),
- Navigation radio management.
- Automation.
Emergency Descent
Spin
- Reset ALTITUDE on MCP
- MSA, MEA
-Critical terrain descent altitude
- 10,000 MSL
Push
- Select FLCH on MCP
Pull
- Deploy speedbrakes
- Confirm thrust levers at idle
Spin
- Reset IAS on MCP
- VMO
- Drift down speed
- Use current speed if structural damage suspected
2,000 ft. above level off altitude:
- Start retracting speedbrakes
- Select desired speed
