Unusual Situations - AOM I

Question 1

AOM I: 3-176

NOSE HIGH UNUSUAL ATTITUDE

Answer 1

1. AP/AT - DISENGAGE
2. Gently PITCH Down and ADD Thrust. (if unable to pitch down, roll into a 45’ bank to aid in getting the nose down)
3. RUDDER INPUT: Careful and SLOW may be used ONLY if aileron is NOT effective.
4. SAFE SPEED & LEVEL FLIGHT: Achieve.

Question 2

AOM I: 3-176

NOSE LOW UNUSUAL ATTITUDE

Answer 2

1. AP & AT: Disengage

2. SIMULT: Thrust (IDLE), Speed Brakes (OUT) & LEVEL WINGS. (Forward pressure may be necessary until bank is less than 90’)
3. NOSE to HORIZON. (minimize G-forces)
4. SAFE SPEED & LEVEL FLIGHT: Achieve.

Question 3

AOM I: 3-175

EMERGENCY DESCENT: PILOT FLYING

Answer 3

1. EP (as req)
2. Call for “EMERGENCY DESCENT QRC”
3. QRC Items:

• ​​​Set ATC approved lower alt in alt window
• DISENGAGE VNAV (if on) and ENGAGE FLCH
• THRUST LEVERS IDLE & SPEEDBRAKES FULL OPEN
• SPEED SEL: MANUAL and speed as appropriate
  
  • if structural issues: 200kts & @ 10,000’ PRESS DUMP BTN - IN
    
    • consider using landing gear if higher descent rate needed
  • if structural NOT issue: ​
    
    • VMO/MMO

Question 4

AOM I: 3-175

EMERGENCY DESCENT CONSIDERATIONS:

PILOT FLYING (Expanded)

Answer 4

• You must know your position & MEA before descending below 20,000’
• ALTITUDE SET: if unable to coordinate with ATC set 10,000’ or MEA whichever is higher.
• THRUST LEVERS: it may be necessary to override the A/T if on.
• PITCH: smoothly pitch to 10’ nose down and roll into 25-30’ bank with the HDG SELECTOR. (This will reduce pitch down negative G’s and get airplane off the airway, if necessary).
• AIRSPEED: if increased descent rate required, slow below 250 kts and extend gear
• MFD: Select TERR to view highest terrain below airplane as per EGPWS
• ALTITUDE: at least 2,000’ above level off, decrease rate of descent
• 500’ above LO - SPEEDBRAKES RETRACT

Question 5

AOM I: 3-175

EMERGENCY DESCENT: PILOT MONITORING

Answer 5

1. EP as required.
2. Repeat QRC call - read and do procedure
3. FSTN BELTS sign - ON
4. ATC - Advise and request lower alt.
5. SQK - 7700
6. MASKS DEPLOY switch - OVRD (if cabin altitude ABOVE 14,500’)
7. PA Announce: ‘FASTEN BELTS, DON MASKS’
8. ALTITUDE CALLOUTS: each 5,000’ of altitude change above 20,000’, THEN in 1,000’ increments to LO alt.
9. AT LO Alt: Brief cabin crew and complete any remaining EP/Abnormal/Normal Procedures.

Question 6

AOM 1: 3-174: TCAS RECOVERY & ACTIONS.

TA PROCEDURES

PILOT FLYING

Answer 6

INDICATIONS: “TRAFFIC-TRAFFIC” aural indications

1. Place hand on control column and thrust levers (to be prepared to react)
2. Scan for visual contact w/intruder
3. Adjust vertical speed if necessary.

* Do not maneuver horizontally based solely on TA. Maneuver horizontally only on guidance from ATC or visual contact with intruder. If no visual but intruder considerd a possible threat, maneuver vertically but remain w/in 200’ of assigned altitude.

Question 7

AOM 1: 3-174: TCAS RECOVERY & ACTIONS.

TA PROCEDURES

PILOT MONITORING

Answer 7

1. EXTERNAL LIGHTS - Turn ALL ON.
2. FSTN BELTS sign - ON.
3. ATC - Call and ask about intruder.
4. SCAN - for visual contact.

Question 8

AOM 1: 3-174: TCAS RECOVERY & ACTIONS.

RA PROCEDURES

PILOT FLYING

Answer 8

Indications: RED SOLID SQUARE (approx 20-30 seconds from collision area), AURAL MESSAGE (several possible)

1. VISUALLY CLEAR AIRSPACE
2. AP - Disconnect (TCS or AP/TRIM DISC)
3. PITCH and THRUST - SMOOTHLY adjust as per RA commands. (into green rectange - out of red trapezoid)
4. A/T - if left engaged ensure its in proper mode.
5. LATERAL ROUTE: Continue to follow planned LATERAL flight path UNLESS visual contact requires other action
6. RA Announcement “CLEAR OF CONFLICT” - promptly and smoothly maneuver a/c back to altitude.
7. AP and A/T - re-establish as desired.

* proper response involves typical altitude change of approx 300-500’. Do NOT exaggerate response. If in LANDING CONFIG, smoothly adjust pitch while performing a NORMAL GO AROUND procedure.

** DISREGARD FLT DIRECTOR commands during the RA since its NOT tied into TCAS

*** If Stall warning occurs DURING RA maneuver, IMMEDIATLY ABANDON RA and execute STALL RECOVERY.

Question 9

AOM 1: 3-174: TCAS RECOVERY & ACTIONS.

RA PROCEDURES

PILOT MONITORING

Answer 9

Indications: RED SOLID SQUARE (approx 20-30 seconds from collision area), AURAL MESSAGE (several possible)

1. VISUALLY CLEAR AIRSPACE
2. CONFIRM PF ACTIONS AND VISUALLY CLEAR AIRSPACE
3. ATC - Notify asap of the RA
4. RA CLEARED - Notify ATC returning to previously assigned clearance or any amended clearance.

* proper response involves typical altitude change of approx 300-500’. Do NOT exaggerate response. If in LANDING CONFIG, smoothly adjust pitch while performing a NORMAL GO AROUND procedure.

** DISREGARD FLT DIRECTOR commands during the RA since its NOT tied into TCAS

*** If Stall warning occurs DURING RA maneuver, IMMEDIATLY ABANDON RA and execute STALL RECOVERY.

Question 10

AOM 1: 3-173 EGPWS RECOVERY

EGPWS RECOVERY

PILOT FLYING

Answer 10

INDICATION:

• AURAL “PULL UP”, “TERRAIN, TERRAIN”, “OBSTACLE, OBSTACLE”

1. AP and A/T: Disconect
2. THRUST and PITCH: Simult advance to MAX and pitch to (and maintain) 20’ NOSE UP or PLI (whichever lower)
3. CONFIGURATION: Maintain present config (gear/flaps) until terrain separation achieved.
4. CLIMB: to MSA or MORA
5. RESUME LEVEL FLIGHT: once clear of terrain.

Question 11

AOM 1: 3-173 EGPWS RECOVERY

EGPWS RECOVERY

PILOT MONITORING

Answer 11

INDICATION:

• AURAL “PULL UP”, “TERRAIN, TERRAIN”, “OBSTACLE, OBSTACLE”

1. VERIFY: MAX Thrust set and SPEEDBRAKES retracted.
2. FSTN BELTS - Turn ON.
3. SCAN: for Visual Reference.
4. RAD ALT: Call out indications.
5. MFD: Read TERR indications to check obstacle height, guides for the best COA and indicates when obstacles are clear.
6. ATC: Call and inform.

Question 12

AOM 1: 3-172 WINDSHEAR

WINDSHEAR DEFINITION

Answer 12

Rapid change in wind direction and/or velocity that results in airspeed changes greater than 15 kts OR vertical speed changes greater than 500 ft/min.

Question 13

AOM 1: 3-172 WINDSHEAR

WINDSHEAR RECOGNITION

Answer 13

• EGPWS Indications
• Airspeed varies 15 kts or more
• Vertical speed varries 500 ft/min or more
• Attitude pitch varies 5 degrees or more
• Unusual glide path, such as one or more dot displacement from the GS (when a/c heading INTO a WS/Microburst - INC Headwind)
• FPV speed error tape indicates speed above the selected speed target
• FPA acceleration pointer indicates deceleration of airplane (When exiting WS or MB - increasing Tailwind)
• FPV speed error tape indicates speed below the selected speed target
• FPA acceleration pointer indicates acceleration of a/c

Question 14

AOM 1: 3-172 WINDSHEAR

WINDSHEAR RECOVERY

TAKEOFF - GENERAL PROCEDURES

Answer 14

For BOTH Scenarios:

• IF ABORT: make decision expeditionsly (especially if near V1)
• IF CONTINUED: Windshear detection will be provided once the airplane’s ground control relays shift to the flight mode.

On the Runway or Airborne (INCREASING Performance).

• be aware that increasing performance can be followed by decreasing performance
• IF CONTINUE:
  
  1. ​​THRUST LEVERS: Full Forward Limit (Mech Stops)
  2. ROTATE: Normal rate and manner to target pitch attitude
  3. PREPARE: be prepared for decreasing performance windshear.

On the Runway (DECREASING Performance).

• if encountered during takeoff roll can cause AIRSPEED indications to STAGNATE or DECREASE.
• IF CONTINUE:

1. ​THRUST LEVERS: Full Forward Limit (Mech Stops)
2. ROTATE: Rotate early enough to achieve takeoff prior to end of runway even if VR has NOT been achieved (Up to 2,000’ may be required during rotation to achieve lift off).

Question 15

AOM 1: 3-172 WINDSHEAR

WINDSHEAR RECOVERY

EXPANDED PROCEDURES (TAKEOFF and APPROACH)

Answer 15

If a windshear EGPWS warning is received on takeoff (or approach) OR not received BUT WS recovery necessary:

RECOVERY.

1. ANNOUNCE:“WINDSHEAR”
2. AUTOPILOT: Disengage
3. THRUST LEVERS: Max (use TOGA switch)
4. PITCH: FD Escape Guidance/Lower of 15’ or PLI​
   
   • ​IF FD escape guidance presented (follow it). IF NOT THEN - 15’ nose up or eyebrows (whichever less)
5. CONFIGURATION: Maintain (gear/flaps) until 1500’ AGL and terrain clearnance assured.
6. IF STICK SHAKER: adjust pitch down (small increments) until it stops
7. IF STILL DESCENDING and TERRAIN a FACTOR: adjust pitch up (small increments) - DO NOT FLY in stick shaker as a rapid loss of lift occurs as stall speed is approached.
8. PM: Monitor and call out VERTICAL FLIGHT PATH indications (IVSI, ALT, RADALT)

AFTER RECOVERY:

1. After terrain cleared, adjust thrust and resume​​​ normal speed and config.
2. Make a WINDSHEAR PIREP with ATC (if in terminal environment -tower MUST be notified)
3. MAINT LOG: make entry stating that thrust levers were advanced to forward limit (Mech Stops)

Question 16

AOM 1: 3-171 STALLS

STALL RECOGNITION

INDICATIONS

Answer 16

APPROACH TO STALL: any warning readily identifiable to the crew as indicating an impending stall.

INDICATIONS:

• Rapid decrease of airspeed below bugged speed during takeoff, go around or V_AP during Landing
• Stick Shaker
• Red Coloration in LOW AIRSPEED AWARENESS tape
• Red Coloration in PITCH LIMIT Indicator (PLI)
• Lack of PITCH/ROLL authority
• Inability to decrease the DESCENT rate
• LOW SPEED BUFFET
  
  • ​Although low speed buffet is a stall indication, the stick shaker activates BEFORE and the AOA limiting function prevents AOA’s that yield low speed buffet.

* AOA can be estimated using the EADI - difference between PITCH ATTITUDE and FLIGHT PATH ANGLE (no wind)

Question 17

AOM 1: 3-171 STALLS

STALL RECOVERY

PILOT FLYING

Answer 17

Upon recognizing a stall:

1. ​ANNOUNCE:“STALL”
2. AP and A/T: Disconnect
3. PITCH: Simultaneously apply nose down input and level wings until out of the stall
4. THRUST LEVERS: MAX (fwd mech limit)
5. ANNOUNCE:“MAX THRUST”
6. ACCELERATE: to a safe speed

After Recovery:

• Return to the normal flight path

If in Takeoff or Landing Config:

• LANDING GEAR and FLAPS: Retract (like a normal go-around).

Question 18

AOM 1: 3-171 STALLS

STALL RECOVERY

PILOT MONITORING

Answer 18

Upon recognizing a stall:

1. ​ANNOUNCE:“STALL”
2. VERIFY: AP and A/T disconnected
3. VERIFY: Both THROTTLES (Max) and SPEEDBRAKES (Retracted)
4. MONITOR and CALL OUT: Vertical flight path indications (IVSI, Alt, RADALT) to assist returning airplane to a positive rate of climb.

Question 19

AOM 1: 3-171 STALLS

STALL RECOVERY

EXPANDED

Answer 19

EFFECT OF THRUST:

• In normal mode, the system compensates for any PITCH UP tendencies with Max Throttles
• MAX THRUST: reduces pilot workload by AUTOMATICALLY retracting SPEEDBRAKES and DISCONNECTS AP.

EFFECT OF FLAPS:

• SWPS (Stall Warning and Protection System) uses the more conservative of the FLAP LEVER position vs ACTUAL FLAP position for AOA.
• Ex. when flaps RETRACTING, it uses flap LEVER position; when flaps EXTENDING or EXTENDED, it uses ACTUAL FLAP position.

EFFECT OF SPEEDBRAKES:

• Speedbrakes push center of pressure FORWARD causing a PITCH UP moment
• Limited from VMO/MMO to 180 kts. - in DIRECT MODE speedbrakes are NOT AVAILABLE.
• NORMAL MODE: Speed brakes will not deploy or will retract when:
  
  • ​SLAT/FLAP selected 2 or more
  • TLA > 70 degrees
  • Airspeed < 180 kts

PITCH TRIM:

• When STICK SHAKER activated, both yoke PITCH UP trim commands are disabled. ALL FCM commands of PITCH TRIM UP are also disabled.

Question 20

AOM I: 3-170 STEEP TURNS

STEEP TURNS

MANEUVER

Answer 20

SETUP:

• 250 KTS - 45’ bank - Constant Altitude.

MANEUVER:

• THRUST STABILIZED (straight and level flight)
• ROLL: enter into 45’ AOB (constant aileron pressure)
• PITCH: constant pitch increase (as rolling through 30 degree AOB, increased back pressure needed)
• TRIM: 2 seconds of NOSE UP trim and 3-5% N₁ Increase required to maintain Airspeed and Altitude.
• MONITOR: PFD (primary) and ALTIMETER and VSI (secondary). Green FPA circle bisects horizon
• ROLLOUT: reduce thrust, trim nose down (as bank decreases below 30’), lead rollout by approx 15 degrees (however rate will determine lead)