Memory Items Flashcards
Rejected Takeoff Above 80 KTS and Prior to V1 ?
• fire or fire warning • engine failure • predictive windshear warning • if the airplane is unsafe or unable to fly
Rejected Takeoff Prior to 80 KTS ?
• activation of the master caution system • system failure(s) • unusual noise or vibration • tire failure • abnormally slow acceleration • takeoff configuration warning • fire or fire warning • engine failure • predictive windshear warning • if the airplane is unsafe or unable to fly
Approach to Stall or Stall Recovery
GPWS Warning
• Disconnect autopilot • Disconnect autothrottle(s) • Aggressively apply maximum* thrust • Simultaneously roll wings level and rotate to an initial pitch attitude of 20° • Verify the speedbrakes are retracted • 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 the terrain, slowly decrease pitch attitude and accelerate
Windshear Recognition
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
AUTOMATIC FLIGHT • Press either TO/GA switch.*** • Verify TO/GA mode annunciation • Verify GA* thrust • Verify the speedbrakes are retracted • Monitor system performance**** 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° • Verify the speedbrakes are retracted • Follow flight director TO/GA guidance (if available)** MANUAL OR AUTOMATIC FLIGHT • Do not change gear or flap configuration until windshear is no longer a factor • Monitor vertical speed and altitude • Do not attempt to regain lost airspeed until windshear is no longer a factor
Recommended Elements of a Stabilized Approach
The following recommendations are consistent with criteria developed by the Flight Safety Foundation. All approaches should be stabilized by 1,000 feet AFE in instrument meteorological conditions (IMC) and by 500 feet AFE in visual meteorological conditions (VMC). An approach is considered stabilized when all of the following criteria are met: • the airplane is on the correct flight path • only small changes in heading and pitch are required to maintain the correct flight path • the airplane should be at approach speed. Deviations of +10 knots to – 5 knots are acceptable if the airspeed is trending toward approach speed • the airplane is in the correct landing configuration • sink rate is no greater than 1,000 fpm; if an approach requires a sink rate greater than 1,000 fpm, a special briefing should be conducted • thrust setting is appropriate for the airplane configuration • all briefings and checklists have been conducted. Specific types of approaches are stabilized if they also fulfill the following: • ILS and GLS approaches should be flown within one dot of the glide slope and localizer, or within the expanded localizer scale • approaches using IAN should be flown within one dot of the glide path and FAC • during a circling approach, wings should be level on final when the airplane reaches 300 feet AFE. As the airplane crosses the runway threshold it should be: • stabilized on approach airspeed to within + 10 knots until arresting descent rate at flare • on a stabilized flight path using normal maneuvering • positioned to make a normal landing in the touchdown zone (the first 3,000 feet or first third of the runway, whichever is less). Initiate a go-around if the above criteria cannot be maintained.
Mandatory Missed Approach
Missed Approach (Mandatory Conditions) On all instrument approaches, where suitable visual reference has not been established and maintained, execute an immediate missed approach when: • a navigation radio or flight instrument failure occurs which affects the ability to safely complete the approach • the navigation instruments show significant disagreement • on ILS or GLS final approach and either the localizer or the glide slope indicator shows full deflection • on IAN final approach and either the FAC pointer or the glide path pointer shows full deflection • on an RNP based approach and an alert message indicates that ANP exceeds RNP • for airplanes with NPS, during RNP approach operation, anytime the NPS deviation exceeds the limit or an amber deviation alert occurs and the crew is unable to change to a non-RNP procedure • on a radar approach and radio communication is lost.
