Callouts & Communications

Question 1

When any Master Caution or Master Warning light illuminates what phrase must be said, followed by the EICAS message displayed?

Answer 1

Master Caution Reset “EICAS MSG”
Master Warning Reset “EICAS MSG”

Question 2

What is an example of a thrust settings callout?

Answer 2

Set Go-Around Thrust

Question 3

When passing controls the callout’s are?

Answer 3

“You have control”
Pilot Taking the controls responds with:
“I have control”

Question 4

When passing responsibility for ATC communications the callouts are?

Answer 4

You have ATC
Pilot taking ATC communications responds with: I have ATC

Question 5

FMA recognition callouts occur for?

Answer 5

For all changes or expected changes

Question 6

Flap speed limits are acknowledged prior to flap handle movement. A general callout of what?

Answer 6

Speed Checks, Flaps 1, 5, etc.

Question 7

Approaching a new altitude, a general callout of what is made by the PM and acknowledged by the PF?

Answer 7

One thousand to level

Question 8

What are the two callouts when a new altitude is dialed into the MCP?

Answer 8

The PM points to and verbally confirms the altitude “Flight Level ____ set”
The PF points to the MCP and verbally confirms the correct altitude “Flight Level ____ checked”

Question 9

What should be said to ground personal during pushback when both engines are started?

Answer 9

“Two normal starts”

Question 10

For lateral route modification where we are in heading mode the PM states”

Answer 10

LNAV Available

Question 11

To confirm a CDU modification the PF states?

Answer 11

Execute

Question 12

The callout “CHECK” means?

Answer 12

Distinctly visible and verified.

Question 13

The callout “Roger” means?

Answer 13

I understand.

Question 14

In the event the PM does not make the callouts who should?

Answer 14

The PF should accomplish the callouts.

Question 15

What callout is made when the LNAV or Localizer is Captured?

Answer 15

Localizer Capture
LNAV Capture

Question 16

What callout is made when the LNAV or Localizer is moving toward Capture?

Answer 16

Localizer Alive
Course Alive

Question 17

What callout is made approximately 2NM from the FAF on a LNAV or Localizer approach?

Answer 17

Path Alive

Question 18

If the “Landing” Callout is made, does the PM still need to make all the appropriate callouts to minimums?

Answer 18

No, all callouts after can be omitted.

Question 19

When completing non-normal procedures, the PF should call “Check EICAS Messages”. What should the PM say / do?

Answer 19

Read aloud any current messages and address whether they are related to the non-normal issue and if everything is addressed say “Cancel Messages”

Question 20

“MISSED APPROACH”
Decision -

Answer 20

PF: Push either TOGA switch
“GO-AROUND”
“SET GO-AROUND THRUST”
“FLAPS 20” (or FLAPS 5 if single engine)

PM: Confirm GA FMA pitch
Set commanded flaps:
“FLAPS 20” or “FLAPS 5”

Verify thrust:
“GO-AROUND THRUST SET”

Question 21

“Missed Approach”
After liftoff -

Answer 21

After liftoff:
PM: “POSITIVE RATE”
PF: “GEAR UP, CHECK MISSED APPROACH ALTITUDE”

Question 22

“Missed Approach”
At or above 400’ AFE -

400’: lateral mode Trigger

Answer 22

At or above 400’ AFE:
PF: “LNAV” or “HEADING SELECT”

Question 23

“Missed Approach”
At or above 1,000’ AFE -

1,000’: vertical mode Trigger

Answer 23

At or above 1,000’ AFE:
PF: “SET SPEED REF ___”

Question 24

“Missed Approach”
At Flaps UP and VREF 30 +80 -

Answer 24

At Flaps UP and VREF 30 +80:
PF: “VNAV” or “FLIGHT LEVEL CHANGE”
“SET CLIMB THRUST” (or “SET MAX CONTINUOUS THRUST” if single engine)

Question 25

"Engine Failure on Takeoff" Before VR -

Answer 25

Before VR: PF: “N1” or “EPR” PM: “THRUST SET” PM: “80 KNOTS” PF: “CHECKED” PM: “V1” PM: “ROTATE” (unless PF calls it)

Question 26

"Engine Failure on Takeoff " After liftoff -

Answer 26

After liftoff: PM: “POSITIVE RATE” PF: “GEAR UP”

Question 27

"Engine Failure on Takeoff " At 400’ AFE - | 400’: lateral mode Trigger

Answer 27

At 400’ AFE: PF: “HDG SELECT” or “LNAV”

Question 28

"Engine Failure on Takeoff " At 1,000’ AFE or acceleration height - | 1,000’: vertical mode (VS) Trigger

Answer 28

At 1,000’ AFE or acceleration height: PF: “SET VERTICAL SPEED ___” (0 to +200 FPM)

Question 29

"Engine Failure on Takeoff " Cleanup At VREF/Acceleration Height -

Answer 29

At VREF 30 +20: PF: “FLAPS 5” PM: “SPEED CHECK, FLAPS 5” At VREF 30 +40: PF: “FLAPS 1” PM: “SPEED CHECK, FLAPS 1” At VREF 30 +60: PF: “FLAPS UP” PM: “SPEED CHECK, FLAPS UP”

Question 30

"Engine Failure on Takeoff" At VREF 30 +80 - | Clean Aircraft Trigger

Answer 30

At VREF 30 +80: PF: “FLIGHT LEVEL CHANGE, SET Max Continuous Thrust” Optional: Engage autopilot if stable PF: “ENGINE STATUS”

Question 31

What’s the speed target in Engine Failure vs. Go-Around?

Answer 31

Engine Failure: Maintain V2 to V2+15 Go-Around: Climb as flaps retract, then set speed ref at 1000’

Question 32

How is climb thrust managed in Engine Failure vs. Go-Around?

Answer 32

Engine Failure: Use MCP (approx 80% N1) at acceleration height Go-Around: PF calls “SET CLIMB THRUST” or “SET MAX CONTINUOUS THRUST” at flaps up

Question 33

Is there an immediate checklist in either procedure (Engine Failure vs. Go-Around)?

Answer 33

Engine Failure: Yes, call for appropriate Non-Normal Checklist and then After Take-off Checklist Go-Around: After Take-off Checklist unless a mechanical issued caused the go-around.

Question 34

Here are some memory anchors for Engine Failure vs. Go-Around:

Answer 34

Engine Failure: Comes after V1, so no abort. Emphasis is on stability, minimum bank, and V2 profile. PF is mostly quiet until 400’ (rotates, commands gear/flaps). Go-Around: Is a commanded escape, so PF drives the pace early: “GO-AROUND,” “THRUST,” “FLAPS.” PM follows and verifies. Think of it as “PF in control” mode.

Question 35

How is climb thrust managed in an Engine Failure on Takeoff?

Answer 35

PF manually reduces thrust after reaching MCP altitude Target: Maintain approx Vref30 + 80, which aligns with ~80% N1 No VNAV or FLCH call; hand-flown or manually managed

Question 36

How is climb thrust managed in a Go-Around?

Answer 36

PF calls: “SET CLIMB THRUST” or “SET MAX CONTINUOUS THRUST” (if SE) Triggered after reaching Flaps Up and Vref + 80 May follow with a call for “VNAV” or “FLCH” to resume vertical profile

Question 37

How is thrust adjusted manually in both procedures (Engine Failure vs. Go-Around)?

Answer 37

Engine Failure: manually reduced to stabilize climb speed Go-Around: thrust is set by PM per PF’s callout, no fine-tuning unless needed

Question 38

What's the final climb speed target in each (Engine Failure vs. Go-Around)?

Answer 38

Engine Failure: Vref30 + 80 (approx), aiming for a conservative single-engine climb Go-Around: Vref + 80 (per flap retraction schedule), then normal climb profile resumes

Question 39

# Engine Failure vs. Go-Around Initial Aircraft State | Mentally link each procedure to the aircraft’s initial configuration

Answer 39

*Config Before Event:* *Engine Failure* Takeoff Thrust already set *Missed Approach* idle or partial thrust *Flaps* Takeoff setting (5, 15) Landing configuration (25/30) *Gear* Down for both

Question 40

# Engine Failure vs. Go-Around Autopilot and FD Usage | Pilots often stumble on when to engage automation.

Answer 40

Engine Failure: Hand-fly until stable, then use FD/AP only if trimmed, with stable modes. Go-Around: FD engaged; AP disengaged manually or automatically. Re-engage when ready. | Memorize by linking autopilot use to “stability” not “altitude.”