Memory Items Flashcards
(22 cards)
Approach to Stall or Stall Recovery
Initiate the recovery:
* Hold the control column
firmly.
* Disconnect autopilot and
autothrottle.
* Smoothly apply nose down
elevator to reduce the angle of
attack until buffet or stick
shaker stops. Nose down
stabilizer trim may be
needed.*
* 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 the desired flight
path.
* Re-engage the autopilot and
autothrottle if desired.
Before 80 knots, reject the takeoff for any of the following:
• activation of the master caution system
• system failure
• unusual noise or vibration
• tire failure
• abnormally slow acceleration
• takeoff configuration warning
• fire or fire warning
• engine failure
• predictive windshear warning (as installed)
• the airplane is unsafe or unable to fly
Above 80 knots and before V1, reject the takeoff for any of the following:
• fire or fire warning
• engine failure
• predictive windshear warning (as installed)
• the airplane is unsafe or unable to fly
Callouts by the captain (RTO)
Reject or Continue
RTO MANEUVER
Without delay:
Simultaneously close thrust levers,
disconnect autothrottles, and apply
maximum manual wheel brakes or
verify operation of RTO autobrakes.
If RTO autobrake selected, monitor
system performance and apply manual
wheel brakes if AUTOBRAKES
message displayed or deceleration not
adequate.
Raise speedbrake lever.
Apply the maximum amount of
reverse thrust on symmetric engines
consistent with conditions.
Continue maximum braking until
certain the airplane can stop on the
runway.
When the airplane is stopped, perform procedures as needed.
Review Brake Cooling Schedule for brake cooling time and precautions (refer
to Performance Inflight chapter).
Consider the following:
• the possibility of wheel fuse plugs melting
• the need to clear the runway
• the requirement for remote parking
• wind direction in case of fire
• alerting fire equipment
• not setting parking brake unless passenger evacuation is needed
• advising the ground crew of the hot brake hazard
• advising the passengers of the need to remain seated or evacuate
• completion of the Non-Normal checklist (if appropriate) for conditions
which caused the RTO
When RTO operates?
The RTO autobrake setting
commands maximum braking pressure if:
• the airplane is on the ground
• groundspeed is above 85 knots, and
• all thrust levers are closed
Maximum braking is obtained in this mode. If an RTO is initiated below 85 knots,
the RTO autobrake function does not operate.
GPWS MANEUVER
Acomplish the following maneuver for any of this conditions
**PULL UP or OBSTACLE OBSTACLE PULL UP or TERRAIN TERRAIN PULL UP **
Other situations resulting in unacceptable flight toward terrain
PF
Disengage autopilot.
Disconnect autothrottle.
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.
Do not change gear or flap configuration until
terrain separation is assured.
Monitor radio altimeter for sustained or
increasing terrain separation.
When clear of terrain, slowly decrease pitch
attitude and accelerate.
Windshear escape maneuver
MANUAL FLIGHT:
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)**.
AUTOMATIC FLIGHT:
Press either TO/GA switch.
Verify TO/GA mode annunciation.
Verify thrust advances to GA power.
Retract speedbrakes.
Monitor system performance*.
Indications of a possible windshear:
• 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.
Predictive windshear warning during takeoff roll (“WINDSHEAR
AHEAD, WINDSHEAR AHEAD” aural):
• prior to V1, reject takeoff
• after V1, perform Windshear Escape Maneuver.
Predictive windshear (as installed) warning during approach
(“GO-AROUND, WINDSHEAR AHEAD” aural):
• perform Windshear Escape Maneuver, or at pilot’s discretion,
perform a normal go-around.
The following are indications the airplane is in windshear:
• windshear warning (two-tone siren followed by
“WINDSHEAR, WINDSHEAR, WINDSHEAR”), or
• unacceptable flight path deviations.
An upset can generally be defined as unintentionally exceeding the
following conditions:
• pitch attitude greater than 25 degrees nose up, or
• pitch attitude greater than 10 degrees nose down, or
• bank angle greater than 45 degrees, or
• within above parameters but flying at airspeeds inappropriate for
the conditions
UPSET RECOVERY
(NOSE HIGH)
• Recognize and confirm the situation
Disengage autopilot
Disconnect autothrottle
Recover:
• Apply nose down elevator. Apply as
much elevator as needed to obtain a
nose down pitch rate.
• Apply appropriate nose down stabilizer
trim.*
• Reduce thrust
• Roll (adjust bank angle) to obtain a nose
down pitch rate.*
Complete the recovery:
• When approaching the horizon, roll to
wings level
• Check airspeed and adjust thrust
• Establish pitch attitude
UPSET RECOVERY
(Nose Low)
• Recognize and confirm the situation
Disengage autopilot
Disconnect autothrottle
Recover:
• Recover from stall, if needed
• Roll in the shortest direction to wings
level. If bank angle is more than 90
degrees, unload and roll.*
Complete the recovery:
• Apply nose up elevator
• Apply nose up trim, if needed*
• Adjust thrust and drag, if needed.
Noise Abatement Departure
Profile 1 (Close in):
Acceleration Height: 3,000 ft. AGL
Thrust Reduction: 1,500 ft. AGL
Noise Abatement Departure
Profile 2 (Distant):
Acceleration Height: 1,000 ft. AGL
Thrust Reduction: Flaps 5
IAS DISAGREE
or
Airspeed Unreliable
1 Autopilot disengage switch . . . . . . . . . . . . .Push
2 A/T ARM switch . . . . . . . . . . . . . . . . . . . . . OFF
3 F/D switches (both) . . . . . . . . . . . . . . . . . . OFF
4 Set the following gear up pitch attitude and thrust:
Flaps extended . . . . . . . . . . 10° and 90% N1
Flaps up . . . . . . . . . . . . . . . . 4° and 80% N1
CABIN ALTITUDE
or
Rapid Depressurization
1 Don the oxygen masks.
2 Establish crew communications.
3 Check the cabin altitude and rate.
4 If the cabin altitude is uncontrollable:
SUPRNMRY OXY switch . . . . . . . . . Push to ON
and hold for 1 second
Without delay, descend to the lowest safe
altitude or 14,000 feet, whichever is higher.
To descend:
Move the thrust levers to idle.
Extend the speedbrakes.
If structural integrity is in doubt, limit
airspeed and avoid high maneuvering
loads.
Descend at Vmo/Mmo
Engine Limit or Surge or Stall
Thrust lever
(affected engine) . . . . . . Confirm . . . Retard until
engine indications
stay within limits, or
the thrust lever is at idle
FIRE ENG 1, 2, 3, 4
or
Engine Severe Damage or
Separation
1 Thrust lever
(affected engine) . . . . Confirm. . . . . . . . . . Idle
2 FUEL CONTROL switch
(affected engine) . . . . Confirm. . . . . . . CUTOFF
3 Engine fire switch
(affected engine) . . . . Confirm. . . . . . . . . . Pull
4 If the FIRE ENG message is shown:
Engine fire switch
(affected engine) . . . . . . . . Rotate to the stop
and hold for 1 second
Multiple Engine Flameout or Stall
1 CONT IGNITION switch . . . . . . . . . . . . . . . . . ON
2 FUEL CONTROL switches
(affected engines) . . . . . Confirm . . . . . CUTOFF,
then RUN
3 If EGT increases rapidly approaching the EGT start
limit:
Repeat the above step as needed.
