1 Flashcards
Land impact drills
- Complete Non-Normal Checklist, “Evacuation”
- Take torch
- Monitor and oversee evacuation.
- When all assistance rendered – evacuate.
Ditch impact drills
- Complete Non-Normal Checklist, “Ditching”.
- Fit lifejacket and take torch.
- Proceed to cabin and oversee evacuation.
- When all assistance rendered – evacuate.
Aborted engine start
- Engine start lever (affected engine) . . . . CUTOFF
Airspeed unreliable
1 Autopilot (if engaged) . . . . . . . . . . . . .Disengage
2 Autothrottle (if engaged). . . . . . . . . . .Disengage
3 F/D switches (both) . . . . . . . . . . . . . . . . . . OFF
4 Set the following gear up pitch attitude and thrust:
Flaps extended . . . . . . . . . . 10° and 80% N1
Flaps up . . . . . . . . . . . . . . . . 4° and 75% N1
APU FIRE
1 APU fire switch. . . Confirm . . . .Pull, rotate to thestop, and hold for 1 second
2 APU switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
AUTOMATIC UNLOCK
FLT DK DOOR lock selector . . . . . Rotate to DENY and hold for 1 second
CABIN ALTITUDE WARNING
or
Rapid Depressurization
1 Don oxygen masks and set regulators to 100%.
2 Establish crew communications
3 Pressurization mode selector . . . . . . . . . . . . MAN
4 Outflow VALVE switch . . . . . . . . . . Hold in CLOSEuntil the outflow VALVEindication shows fully closed
5 If cabin altitude is uncontrollable:
Passenger signs . . . . . . . . . . . . . . . . . . . . ON
PASS OXYGEN switch . . . . . . . . . . . . . . . . ON
»Go to the emergency descent C/L on p0.1
Emergency descent
1 Announce the emergency descent. The Pilot Flying will advise the Cabin Crew, on the PA system, of impending rapid descent. The Pilot Monitoring will advise ATC and obtain the area altimeter setting
2 Passenger signs . . . . . . . . . . . . . . . . . . . . . . ON
3 Without delay, descend to the lowest safe altitude or 10,000ft, whichever is higher
4 ENGINE START switches (both) . . . . . . . . . CONT
5 Thrust levers (both) . . . . . . . . . Reduce thrust to minimum or as needed for anti-ice
6 Speedbrake . . . . . . . . . . . . . . . .FLIGHT DETENT
!! If structural integrity is in doubt, limit speed as much as possible and avoid high manoeuvring loads
7 Set target speed to MMO/VMO
ENGINE FIRE
or
Engine Severe Damage or Separation
1 Autothrottle (if engaged) . . . . . . . . . . .Disengage
2 Thrust lever(ae) . . . . . . Confirm . . . . . . . Close
3 Engine start lever(ae) . . . . . . Confirm . . . . . CUTOFF
4 Engine fire switch(ae) . . . . . . Confirm . . . . . . . . Pull
5 IF the engine fire switch or ENG OVERHEAT light is illuminated:
Engine fire switch (ae) . . . . . . . . Rotate to the stop and hold for 1 second
Engine Limit or Surge or Stall
1 Autothrottle (if engaged)………disengage
2 Thrust lever (ae) . . . . Confirm. . . . .Retard until engine indications stay within limits or the thrust lever is closed
ENGINE OVERHEAT
1 Autothrottle (if engaged) . . . . . . . . . . .Disengage
2 Thrust lever(ae) . . . . . . Confirm . . . . . . . Close
3 If the ENG OVERHEAT light stays illuminated:
»Go to ENGINE FIRE C/L on p8.2
LANDING CONFIGURATION
1 Assure correct airplane landing configuration
Loss of thrust on both engines
1 ENGINE START switches (both) . . . . . . . . . . FLT
2 Engine start levers (both) . . . . . . . . . . . CUTOFF
3 When EGT decreases:
Engine start levers (both) . . . . . . IDLE detent
4 If EGT reaches a redline or there is no increase in EGT within 30 seconds:
Engine start lever (affected engine) . . . . Confirm . . . . . CUTOFF, then IDLE detent
If EGT again reaches a redline or there is no increase in EGT within 30 seconds, repeat as needed
Runaway stabiliser
1 Control column. . . . . . . . . . . . . . . . . Hold firmly
2 Autopilot (if engaged) . . . . . . . . . . . . .Disengage
3 Autothrottle (if engaged). . . . . . . . . . .Disengage
4 Control column and thrust levers . . . . . . . . . . . Control airplane pitchattitude and airspeed
5Main Electric Stabiliser trim . . . . . . . . . . .Reduce control column forces
6 If the runaway stops after the autopilot is disengaged: Do not re-engage the autopilot or autothrottle
XXXX
7 If the runaway continues after the autopilot is disengaged:
STAB TRIM cutout switches(both). . . . . . . . . .CUTOUT
If the runaway continues:
Stabilizer trim wheel . . . . . . . . . . Grasp and hold
TAKEOFF CONFIGURATION
1 Assure correct airplane takeoff configuration
Prior to releasing the Park Brake the following must be assured:
All aircraft doors are closed.
The aerobridge and all other ground equipment are clear (of the aircraft).
The aircraft is connected to a tug.
Clear communication exists between the Flight Crew and the Ground Crew.
Note:
The Park Brake may not be released before receiving a pushback clearance if an engine has to be started on the bay.
standard takeoff minima
- A ceiling of zero feet; and
- Visibility of:a. 800 m; or b. 550 m, but only if:
i. The runway has illuminated edge lighting at space intervals not exceeding 60 m; and
ii. The runway has centreline lighting or centreline markings; and
iii. All lighting mentioned in sub-subparagraphs (i) and (ii) is supported by a secondary power supply with a switchover capability of 1 second or less; and
iv. If the aerodrome is a non-controlled aerodrome or a controlled aerodrome where ATC is not in operation – the takeoff is conducted by day and the aerodrome is one at which the carriage of radio is mandatory
maximum crosswind for takeoff LVO
15KT
HUD using ILS LOC guidance is required for LVO takeoff below ?
125m RVR
Low Visibility Approach and Landing
maximum crosswind is 15 kt.
braking action on the runway must not be reported by ATC as worse than medium
appropriate Autoland or HUD selection is made within the approved performance application or apply factor of 1.15
LEFT FMC FAIL
“VTK” Flag on Captains ND
• Loss of FMC information on BOTH CDUs. The MENU page will appear on both CDU’s.
• After 25-30 seconds Captains ND blanks and MAP flag is displayed
• An OFF SIDE failure will have no effect on FMAs (LNAV and VNAV PTH will remain).
• An ON SIDE failure will cause LNAV and VNAV PTH to be lost. (the FD modes will revert to CWS and the A/P
disengage light will flash amber)
RIGHT FMC FAIL
• “VTK” Flag on First Officers ND
• Illumination of FMC message Light
• SINGLE FMC OPERATION scratchpad message
• After 25-30 seconds First Officers ND blanks and MAP flag is displayed
• An OFF SIDE failure will have no effect on FMAs (LNAV and VNAV PTH will remain).
• An ON SIDE failure will cause LNAV and VNAV to be lost. (the FD modes will revert to CWS and the A/P disengage light will flash amber)
Visual approach for IFR
a. By Day — Within 30 NM of the airport at an altitude not below the LSALT/MSA for the route segment, the appropriate step of the DME or GNSS Arrival Procedure, or the MDA for the procedure being flown and the aircraft is established:
1. clear of cloud;
2. in sight of ground or water;
3. with a flight visibility not less than 5,000m or, in the case of a helicopter, is able to proceed under helicopter VMC, or the airport is in sight; and
4. subsequently can maintain (1), (2) and (3) at an altitude not less than
(a) if in controlled airspace - 500 ft above the lower limit of the CTA unless a clearance is received from ATC to depart and re-enter controlled airspace during the descent; and
(b) the minimum height prescribed by CASR 91.265 or 91.267 as relevant to the location of the aircraft.
b. By Night - At an altitude not below the LSALT/MSA for the route segment, the appropriate step of the DME or GNSS Arrival Procedure, or the MDA for the procedure being flown, the aircraft is established:
1. clear of cloud;
2. in sight of ground or water;
3. with a flight visibility not less than 5000m; and
4. subsequently can maintain (1), (2) and (3) at an altitude not less than:
(a) in controlled airspace - 500 ft above the lower limit of the CTA unless a clearance is received from ATC to depart and re-enter controlled airspace during descent; and
(b) one of the following:
- route segment LSALT/MSA; or
- the appropriate step of the DME/GNSS Arrival procedure, or
- if being vectored - the last assigned altitude. until the aircraft is:
- for an airport with an authorized instrument approach procedure that the flight crew members of the aircraft are capable of using — within the prescribed circling area for the category of aircraft or a higher category, where the limitations of the higher category are complied with, or VAA-H, as applicable and the airport is in sight; or
- for an airport without an authorized instrument approach procedure that the flight crew members of the aircraft are capable of using — within 3 NM of the airport reference point, and the airport is in sight; or
- within 5 NM (7 NM for a runway equipped with an ILS/ GLS) of the airport, aligned with the runway centerline and established not below “on slope” on the T-VASIS or PAPI; or
- within 10 NM (14 NM for Runways 16L and 34L at Sydney) of the airport, established not below the ILS/GLS glide path with less than full scale azimuth deflec-tion.
NOTE: Reference to circling area in this section includes the circling area for the category of aircraft or a higher category where the limitations of the higher category are complied with.
c. If in controlled airspace:
1. a clearance is received from ATC to conduct a visual approach; and
2. when tracking via a STAR and subsequently cleared for visual approach, the pilot continues to follow the lateral profile of the STAR, including any visual or instrument termination route; and
- except when on a STAR, the pilot maintains track/heading on the route progressively authorized by ATC until:
(a) by day, within 5 NM of the airport; or
(b) by night, the airport is in sight and the aircraft is within:
- the prescribed circling area for an IFR flight; or
- 3 NM of the airport reference point for a VFR flight.
NOTE: ATC will provide directions to the aircraft regarding how to join the circuit for the nominated runway from these positions.
Max XW TO dry
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