Memory Items 737 Flashcards

Question

Accomplish the following if a RAAS callout or alert differs from the Flight Crew's expectation

Answer 1

AP off AT off aggressively apply max thrust SB retracted 2 hands on controls 20° NU wings level. Terrain threat - pitch to PLI or initial buffet Config remains the same Rad alt for sustained or increasing terr separation. When clear slowly decrease pitch and accelerate. PM Assure max thr and verify PF actions Monitor vertical speed and altitude Rad alt = terrain clearance a Baro alt = min safe Call trends towards terrain Low RNP ops If warning occurs during low RNP ops re-establish required gnd track while executing the procedure.

Answer 2

If the warning occurs during low RNP operations, re-establish or maintain the required ground track while executing the terrain avoidance manoeuvre.

Answer 3

GPWS CAUTION If a Terrain CAUTION occurs under DAY VMC and positive visual verification is made that no obstacle or terrain hazard exists, the alert may be regarded as cautionary and approach may be continued. GPWS WARNING If positive visual verification is made that no obstacle or terrain hazard exists when under DAY VMC *PRIOR TO* a terrain or obstacle warning the alert may be regarded as cautionary and approach may be continued. The intent of the referenced notes in the GPWS Caution and GPWS Warning Maneuvers is to allow crews to continue an approach when flying under daylight VMC and a positive visual verification is made that no obstacle or terrain hazard exists. The notes also assume that this continuation occurs only *during a stabilized approach* as described in the FCTM. The notes address nuisance alerts which occur due to a lack of runway data in the database, terrain database errors, an out-of-date database or a system sensor issue. *It is not the intent of the notes to allow the continuation of an approach when the aural PULL UP warning caused by excessive rate of closure to terrain occurs.* In that event, the crew should take immediate action as described in the QRH GPWS Warning Maneuver. An important difference between the GPWS Caution note and the GPWS Warning note is that continuation of the approach may be made during a GPWS Warning only if there is visual verification that no obstacle or terrain hazard exists BEFORE the warning alert occurs. In the case of a GPWS Caution, visual verification that no obstacle or terrain hazard exists can be made when the caution alert occurs.

Answer 4

Ok we have standard or xxxxHpa set and crosschecked, get onto atc and confirm our altitude and what is this joker doing? In climb descent - reduce rate.

Answer 5

TCAS I have control, airbus call but maybe a good one. Disconnecting’ If manoeuvring is required, disengage the autopilot and disconnect the autothrottle. Smoothly adjust pitch and thrust to satisfy the RA command. Follow the planned lateral flight path unless visual contact with the conflicting traffic requires other action. You have 5 seconds to complete 0.25g move, 2.5 for an increaser When you are PM include support on climb rate from hud. Post TCAS. ATC Call. Confirm altitude you are cleared to (it might have been your mistake) Do you need to climb - what excess energy do you have? Good support call you are where regarding optimum. Level change AP on AT on confirm modes or Cycle fd's etc. Windshear, GPWS, and stall warnings take precedence over TCAS advisories. Stick shaker must take priority at all times. Complying with RAs may result in brief exceedance of altitude and/or placard limits. However, even at the limits of the operating envelope, in most cases sufficient performance is available to safely manoeuvre the airplane.

Answer 6

GROUND START ONLY! Hot, wet, stall, egt limit.

Answer 7

An in-flight engine start must be aborted for the following: No EGT increase within 30 seconds; N1 or N2 does not increase or increases very slowly after EGT increase; No OIL PRESS indication by the time the engine is stable at idle; EGT rapidly approaches or exceeds the start limit. If any of the above occur, move the engine start lever to CUTOFF and select the ENGINE START switch AUTO. Hung, wet, hot, oil… From QRH inflight start: Engines can accelerate to idle very slowly, especially at high altitudes or in heavy precipitation. If N2 is steadily increasing and EGT stays within limits, do not interrupt the start. A hung start in flight is usually accompanied by an unacceptable egt climb I thinks…

Answer 8

After MI ESL to cutoff checklist directs you to: If the ENGINE START switch remains in GRD, continue to motor the engine for 60 seconds, then position the switch AUTO. If the ENGINE START switch has already released to AUTO, wait until the N2 RPM has decreased below 20% and then select the GRD position. After motoring the engine for 60 seconds position the ENGINE START switch AUTO.

Answer 9

Abort for: - N1 or N2 doesn't inc or inc v slowly after the EGT increases. - no oil pressure indication by the time that the engine is stable at idle - EGT does not increase by 15 seconds after the engine start lever is moved to IDLE detent - the EGT quickly nears or exceeds the start limit 2min starter duty time with 10s off between. See FCOM for extended motoring. stable at idle is when EGT start limit redline not shown.

Answer 10

GA if unstable... Continue: Sufficient thrust available? - continue with landing flaps, you’ll need 20% more thrust on good engine. Sufficient thrust not available (prob heavy)? -bug up 20kts to current set command speed (was set to F30 or F40) -increase thrust -Retract flap to F15 -Remember to Add wind additives as required (This sets command speed at least Vref for F15 - it's a white coloured bug on tape.) Go Around: Use F15 for GA if flaps were set to F30 or F40 Use F1 if you bugged up. From FCTM Failure On Final Approach If an engine failure should occur on final approach with the flaps in the landing position, the decision to continue the approach or execute a go-around should be made immediately. If the approach is continued and sufficient thrust is available, continue the approach with landing flaps. If the approach is continued and sufficient thrust is not available for landing flaps, retract the flaps to 15 and adjust thrust on the operating engine. Command speed should be increased to 20kt over the previously set flaps 30 or 40 VREF. This sets a command speed that is equal to at least VREF for flaps 15 and is represented by the white colored bug on the airspeed tape. Wind additives should be added as needed, if time and conditions permit. If a go-around is required, follow the Go-Around and Missed Approach procedures except use flaps 15 initially if trailing edge flaps are at 30 or 40. Subsequent flap retraction should be made at a safe altitude and in level flight or a shallow climb.

Answer 11

An upset condition is [now] considered any time an airplane is *diverting from the intended airplane state.* An airplane upset can involve pitch or roll angle deviations as well as inappropriate airspeeds for the conditions

Answer 12

Indications of low speed event 737 - Higher than normal pitch, AofA in hud. (outside +5º to -2.5º) - Unusual auto trimming - PLI's - Amber band and zipper - BUFFET ALERT in scratchpad (Only appears if flaps are retracted) Current conditions result in a manoeuvre margin less than specified. - Airspeed Low - When current airspeed decreases into the minimum manoeuvre speed amber bar: - airspeed readout box turns amber and flashes for 10 seconds. - voice alert annunciate ‘Airspeed Low, Airspeed Low’ once - box returns to white when airspeed is above minimum manoeuvre speed. - Stick shaker And other stall indicators: buffet pitch roll descent: 1. Buffet of a magnitude and severity that is a strong deterrent; BUFFET 2. Uncommanded nose down pitch that cannot be arrested; or, PITCH 3. No further increase in pitch when the pitch control is held at the after stop for two seconds; 4. Uncommanded rolling motion; ROLL 5. Inability to arrest the descent rate. DESCENT

Answer 13

Recognise and confirm. Confirm and announce “Not stalled” Disc AP/AT Recover recover from stall if needed - call ‘not stalled’ roll in shortest direction to wings level (if BA more than 90deg unload and roll) complete apply nose up elevator apply nose up trim if required adjust thrust and drag as needed. Estab correct pitch: Set pitch 2.5/thr XXX After you find your happy place, FD's cycle alt hold AP on AT on Fair HDG HDG Sel CALL MODES

Answer 14

Recognise and confirm Disc AP/AT Recover Apply ND elevator, as much as needed to obtain nose down pitch rate. Apply ND trim - use caution Reduce thrust Roll to obtain nose down pitch rate Complete When app horizon roll wings level check as and adjust thr establish correct pitch PM call attitude, as, alti throughout. Verify all actions of PF Estab correct pitch: Set pitch 2.5/thr XXX After you find your happy place, FD's cycle alt hold AP on AT on Fair HDG HDG Sel CALL MODES

Answer 15

Amber band and speed dec, blue below wheels if not turning, pitch increasing, buffet, inability to stop desc, Lack of pitch authority, Lack of roll control... Recognise confirm breath... Do not use FD, Hold column firmly Disco AP/AT INITIATE Smoothly apply ND elevator to reduce AofA until buffet or SS stops. Trim may be needed. PM monitor Altitude and airspeed, verify actions and call trend toward terr CONTINUE Verify SB retracted Roll wings in shortest dir to wings level if needed COMPLETE Check AS and adjust thr as needed Advance thr half way up amber band speed increasing 2°/s pitch out, beware sec stall. Establish pitch happy place 2.5deg set thrust xxxx FD's off/on then re-establish auto's PM monitor Alt&A/s, verify actions and call trend toward terr. Estab correct pitch: Set pitch 2.5/thr XXX After you find your happy place, FD's cycle alt hold AP on AT on Fair HDG HDG Sel CALL MODES

Answer 16

Evaluate capability to maint alt through man control Assess situation with conflicting traffic turn on all exterior lights if not in contact with ATC on VHF broadcast on 121.5 Notify ATC 'negative RVSM' Class A If you can maintain current level then maintain that otw leave track by 90deg and desc below F290

Answer 17

AP must be engaged 'Increased vigilance" Notify ATC: "for information operating on one primary alti only" Both: use stby alti all ext lights on notify ATC "negative RVSM" and the intended course of action. Class A without clearance: leave track by 45deg and descend below F290 IF operationally feasible.. If not feasible continue to alert nearby aircraft and attemt contact with ATC.

Answer 18

Capt. Without delay: Simultaneously close the thrust levers, disengage the autothrottles, and apply maximum manual wheel brakes or verify operation of RTO autobrake. If RTO AB is selected, monitor system performance and apply manual wheel brakes if the AUTOBRAKE disarm light illuminates or deceleration is not adequate. Raise the speedbrakes are extended. Apply reverse thrust up to the maximum amount consistent with conditions. Continue maximum braking until certain the airplane will stop on the runway. PM Verify actions as follows: Thrust levers closed. Autothrottles disengaged. Maximum brakes applied. Reverse thrust applied. Verify speedbrake lever UP and call “SPEEDBRAKES UP.” If speedbrake lever not UP call “SPEEDBRAKES NOT UP.” When both REV indications are green, call “REVERSERS NORMAL.” If there is no REV indication(s) or the indication(s) stays amber, call “NO REVERSER LEFT ENGINE,” or “NO REVERSER RIGHT ENGINE,” or “NO REVERSERS.” When AUTOBRAKE DISARM light illuminates, call “AUTOBRAKE DISARM”. Call out omitted action items. When stopping assured: Capt Start movement of the reverse thrust levers to reach the reverse idle detent before taxi speed. After the engines are at reverse idle, move the reverse thrust levers to full down. PM Call out “60 KNOTS”. Communicate the reject decision to the control tower and cabin as soon as practical. When the airplane is stopped, perform procedures as required. Review Brake Cooling Schedule for brake cooling time and precautions (refer to the 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 the parking brake unless passenger evacuation is necessary * advising the ground crew of the hot brake hazard * advising passengers of the need to remain seated or evacuate * completion of Non-Normal checklist (if appropriate) for conditions which caused the RTO

Answer 19

Captain 1. Complete checklist. 2. Fit lifejacket and take torch. 3. Proceed to cabin and oversee evacuation. 4. When all assistance rendered, evacuate. First Officer 1. Complete checklist. 2. Fit lifejacket and take torch. 3. Proceed to cabin or as directed by Captain. 4. When all assistance rendered, evacuate.

Answer 20

Captain 1. Complete checklist. 2. Take torch. 3. Monitor and oversee evacuation. 4. When all assistance rendered, evacuate. First Officer 1. Complete checklist. 2. Take torch, NOTOC and loadsheet. 3. Proceed to cabin and relay evacuation command. 4. Evacuate first available exit. 5. Report to Emergency Services if available. Additional Actions BOTH. Supervise welfare of passengers until relieved by rescue personnel.

Answer 21

- Auto’s off - Big block (atc), - Belts on (look after cabin), - Consider Icing and performance 1: AP/AT disengage DO NOT TURN OFF flight control switches. Limit manoeuvres and plan to land at nearest AVAILABLE. Seat belts on You may be here from a stab trim runaway ATC, block, consider negative g for jam clearing. Descent to warm air if ice jam suspected. Call for non normal CL 2: Try to clear Jam - overpower, both pilots full force OK Wheel and column both have overrides. Cleared jam then ok 3: ICE? Go warmer - descend. Cleared jam then ok 4: If jam doesn't clear overpower controls one at a time, pilot with the most controls has unjammed controls howvere will be 23kg heavier than normal. 5: Use trim -If elec stab trim needed then use stab trim override in OVERRIDE. Long Runway with Minimum Crosswind. You can use SB - but gentle with everything Don't change anything after fence crossing Thrust idle after touchdown recommended @MLW stab trim may be needed in flare. Asymmetric reverse and braking for directional control on roll. Go Around with Elevator Jam not recommended! Remember Stab trim override switch, this allows you to use trim even if there is opposite direction force on the column… Advance thrust and control pitch with Stabilizer and any Elevator you have...

Answer 22

1. Rudder keep her straight 1. It doesn't require must BUT must be done - centre skid brick!! Onside Eng fail AP disco, get it back in immediately 2. AT disco & Thrust up to amber band on N1 gauge 3. Set alt F240, set speed (open window ) 240kts, LVL CHG 4. HDG off track, 15° aob and HDG SEL... Now you are safe. 6. N1 page, set CON 7. VNAV eng out get speed and alt 1. fine tune MCP Identify the problem and go from there. If you have a fire you can even delay 5,6 or ID problem before 5,6 and triage. Mem items complete Terrain Fuel Time ATC. NNCL

Answer 23

Spill within 15m of aircraft likely to cause fire? Probably reverse boarding back to terminal, pax must remain 15m from spill. power units shutdown Maintenance stop fuelling stop no eng start notify ATC 22.8 When a fuel spill of any quantity likely to create a fire hazard occurs within 15 m of the aircraft, the regulations require that the Pilot In Command must ensure that any passengers on board or in the process of embarking or disembarking the aircraft, are moved to a point at least 15 m from the fuel spill. Practically, this may mean ceasing passenger embarkation and/or requiring all passengers and crew to disembark the aircraft to the safety of the terminal. Until the fuel spill is removed, the Pilot In Command, as far as possible, will ensure that: -all power units, vehicles and power loading devices within 15 m of the fuel spill, are shut down; -any maintenance being performed on the aircraft is ceased; -refuelling of the aircraft is ceased. -The aircraft engines must not be started within 15 m of a fuel spill. Fuel spills should be reported to air traffic control and/or the ARFFS. A Pilot Report may be required.

Answer 24

FAM 22.16.4 Thrust Reverser(s) Remain Unlocked If a thrust reverser remains unlocked on the ground, shut down the affected engine(s) prior to approaching the gate or stand-off parking area. This prevents jet blast damage to property and/or personnel, or the ingestion of foreign objects into the engine(s).

Answer 25

How do we Plan? Longest runway, into wind. Contamination and Downslope avoided. Burn off fuel if required for landing distance. OPT required for F15 or less flap, brake energy can be exceeded in this case. - use maximum runway length in these non normal situations F30,F40 landings will not exceed brake energy. How do we fly: Turn at normal manoeuvre speed. Configure long final wings level up to man speed - 20kts - this gives manoeuvre margin but no 15º overshoot (caution LNAV) How do we approach? Don't carry excess speed. Therefore limit ROD. F30 recommended for placard speeds. Final app speeds may be limited by placards Limit descent rate How do we flare? Don't hold off GA if float. How do we Land? Max reverse, ensure SB up. Use full runway How do Taxi? Hot brakes Possible brake fires Standoff bay preferable How do we GA? Min 90% N1 Possibly need tracking via CDP Care on placard speeds 22.16.3.1 As guidance, for the purposes of an Overweight Landing, the following situations are typical of those under which the Captain may elect to land overweight: - Any malfunction that would render the aircraft non-airworthy. - Any condition or combination of conditions (mechanical or otherwise), in which an expeditious landing would reduce the exposure to potential additional problems which may result in a derogation or compromise of safety. - Serious illness of crew or passengers which would require immediate medical attention. 737 Configuring: Turns @ manoeuvre speed. Flap extend level up to Man-20kts for placards. Consider early Gear extension for extra cooling Autoland NOT recommended - in an emergency though it will work Stopping on runway in doubt? - Burn fuel, hold GD burns ~ extra 1000kg hr Longest runway, consider slope, Tailwind. F30/F40 return ok if you took off DRY, for landing distance F30 preferred for return, for increased flap placard margin. Use as low an AB as possible. - use an autobrake setting, consistent with reported runway conditions, that will result in the use of all available runway length. A stopping distance safety margin should be used in accordance with Company policy. Although the autobrakes initially increase brake temperature, the brake contribution is minimized after reverser deployment Don't carry excess airspeed on final. Don't Float Ensure SB on TD Max Reverse asap after TD + SB Use maximum amount of runway. Stopping assured AB disco and use revers

Answer 26

1 Verbal abuse 2 Physical Assault 3 Life Threatening 4 Attack on Flight Deck

Answer 27

Flight deck door is to remain closed and locked till on ground. You may allow opening only to allow the minimum crew complement to be on the flight deck - must be risk assessed. When determining the risk, Flight Crew in conjunction with the IOC (where possible) must be sure that the scenario that caused the lockdown is under control. Crew must ensure that unauthorised persons cannot reach the flight deck door during the time it is being opened and closed. This may be achieved by the following: Use of catering carts and other hand held equipment to barricade the aisle(s); Cabin Crew positioned between the passengers and the flight deck door; The first 5 rows cleared of all passengers. Before the flight deck door is opened, the Pilot Flying will apply standard flight deck access protocols and ensure that the door is opened only when satisfied that the security of the flight deck is assured. This should involve verification that no unauthorised persons are in the vicinity of the flight deck door. The Flight Crew will make an interphone call to inform all crew that a flight deck lockdown is in effect.

Answer 28

Pilots: - Consider Lockdown Cabin Crew: - Verbal defuse - Use all resources ABPs etc - Use necessary force to manage threat - Consider collusion - Evasion and Separation Lockdown remains till on Ground if invoked

Answer 29

Pilots: - Lockdown Cabin Crew: - Use all resources ABPs etc - Use necessary force to manage threat - Evasion and Separation - Hostage Survival techniques, delay tactics Lockdown remains till on Ground

Answer 30

Lockdown use all resources use all necessary force to 'repel and subdue' ATC. Squawk appropriate code. Datalink send Emergency Report > ‘PAN’ message. If armed intervention is required send Emergency Report > ‘MAYDAY’ message. Consider BOMB ON BOARD and activate the Suspicious Article Action Plan. If possible maintain contact with Cabin Crew members by any appropriate means. Land as soon as practicable at the nearest available airport. Contact Qantas Security and Investigation Services with relevant threat information via Satcom/VHF/HF radio.

Answer 31

If the landing is assured, continuing the approach to landing is the preferred option. If more birds are encountered, fly through the bird flock and land. - Maintain as low a thrust setting as possible. - If engine ingestion is suspected, limit reverse thrust on landing to the amount needed to stop on the runway. - Reverse thrust may increase engine damage, especially when engine vibration or high EGT is indicated.

Answer 32

The word “Confirm” is added to checklist items when both Flight Crew members must verbally agree before action is taken. During an inflight non-normal situation, verbal confirmation is required for: • an engine thrust lever • an engine start lever • an engine, APU or cargo fire switch • a generator drive disconnect switch • an IRS mode selector, when only one IRS is failed • a flight control switch This does not apply to the Loss of Thrust on Both Engines checklist. Confirmation is not needed for completion of non-normal checklist items when on the ground. There is no requirement for specific words to say during a confirm step or for physical actions such as touching or pointing to a control.

Answer 33

22.1.7 Available Airport An Available airport is an airport which in the judgment of the Captain is appropriate for landing in terms of weather, airport conditions and runway length, at the time of the intended landing.

Answer 34

Flight crew reset of tripped *fuel pump and fuel pump control* circuit breakers in flight is prohibited. In flight, reset of a tripped circuit breaker is not recommended. However, a tripped circuit breaker may be reset once, after a short cooling period (approximately 2 minutes), if in the judgement of the captain, the situation resulting from the circuit breaker trip has a significant adverse effect on safety. On the ground, flight crew reset of a tripped circuit breaker should only be done after maintenance has determined that it is safe to reset the circuit breaker.

Answer 35

"Nav problem" "Switching FCC" - engage offside AP, or select offside FD Push LNAV "LNAV" Wind alt to mins Push VNAV - "VNAV" Wind alt to MAP Call FMA's, missed alt set... After failure and LNAV/VNAV re-engaged: - "remaining within NPS limits" Better instruments on XXX side - handing over if required. Identify the problem: (AP remained eng in CWS) VTK flags X side CDU either L&R for Lfmc or R for Rfmc "L/R FMC failure" ... Switching is available TOGA to LNAV not available, select Lnav @ 400' We have: - 1 navigation sys display - No integrity problems - within NPS limits Are you happy to continue? Switching is available. - Visual day ok - above 2000' ok otw imho fuck that if everything is tickety boo...

Answer 36

FMC disagree is a go around IMC. Verify Pos, and unable required NAV perf rnp. All mean a loss of integrity. FMC Disagree: - During approach or on the ground, monitored parameters required for dual FMC operation are in disagreement. Verify Pos: - Position information is contradictory Unable reqd nav perf RNP: - Actual nav performance is not sufficient. If you meet visual approach requirements and have RIS then you can continue. At night are you in the circling area? 5.28nm,4.2nm…. 10nm on final/14 if ILS runway not below onslope papi tvasis 14… well with that one why aren’t you flying an ILS in that case….?

Answer 37

DUAL FMC fail You have 30s of nav info, try to memorise mud map. Immediate GA max thrust GPWS climb to MSA if in terrain rich environment.

Answer 38

"Nav problem" "Switching FCC" - engage offside AP, or select offside FD Push LNAV "LNAV" Wind alt to mins Push VNAV - "VNAV" Wind alt to MAP Call FMA's, missed alt set... After failure and LNAV/VNAV re-engaged: - "remaining within NPS limits" Better instruments on XXX side - handing over if required. Identify the problem: (AP kicks out - stays out) Master Caution IRS L/R IRS fault light ATT, HDG, VERT, FPV flags (lost horizon) Autobrake disarm light "L/R IRS fault" At some point disco AT... ... Switching is available TOGA not available on missed approach. - Manual flight, use level change do not descent. TOGA to LNAV not available, select LNAV at 400' Set AB to off We have: - 1 navigation sys display - No integrity problems - within NPS limits Are you happy to continue? Switching is available. - Visual day ok - above 2000' ok otw imho fuck that if everything is tickety boo...

Answer 39

"Nav problem" "Switching FCC" - engage offside AP, or select offside FD Push LNAV "LNAV" Wind alt to mins Push VNAV - "VNAV" Wind alt to MAP Call FMA's, missed alt set... After failure and LNAV/VNAV re-engaged: - "remaining within NPS limits" Better instruments on XXX side - handing over if required. Identify the problem: (AP remains CWS) Master caution Eng - EEC's in alternate Display source flag Speed lim flag lost low speed bricks Hyd pressure A/B side blank "DEU 1/2 Fail" ... No switching available. TOGA not available in GA (from videos...) We have: - 1 navigation sys display - No integrity problems - within NPS limits Are you happy to continue? Switching is available. - Visual day ok - above 2000' ok otw imho fuck that if everything is tickety boo...

Answer 40

Check nothing funky set on fuel panel - are your pumps on? Note each main tank QTY and start time. Check 3 things if you are not going to do checklist. Fuel flow abnormal? Fuel used + FOB = Departure fuel +- 600kg. Amount of fuel left compared to what you should have planned on OFP. then... Call CSM and ask if there is anything unusual streaming from engine. Change of fuel imbalance of 230kg in 30 mins or less is bad news.

Answer 41

If in Alternate mode you can reach max thrust before full forward - only use full forward in emergency. N1 and N2 protection always supplied by EEC Norm and Both Alt EGT protection never supplied by EEC, Norm and both Alt. AT good for all modes. But recommend both in same mode to prevent lever split. Why would you op in different modes I aint sure…

Answer 42

Both AREEFAT Ailerons, Rudder, elevator, elev feel, flt spoilers, AP onside, TR onside. A GPLAN Ground spoilers, PTU, Landing gear, alt brakes, NWS You lose autoland, req manual gear ext, no retraction, consider icing and perf B FLAABY Flaps, LGTU, Autoslats, alt NWS, Brakes Normal, YD You lose autoland, autobrake, slow manual flaps and LE will remain ext, consider icing amd perf Stby LYRR LE Flap slat (ext only), Yaw Damper (stby), Reversers, Rudder

Answer 43

If an engine exceedance occurs after thrust is set and the decision is made to continue the takeoff, do not retard the thrust lever in an attempt to control the exceedance. Retarding the thrust levers after thrust is set invalidates takeoff performance. When the PF judges that altitude (minimum 400ft AGL) and airspeed are acceptable, the thrust lever should be retarded until the exceedance is within limits and the appropriate NNC accomplished.

Answer 44

+4 /+-2/-0+1 The PM should verify that takeoff thrust has been set and the throttle hold mode (THR HLD) is engaged. A momentary autothrottle overshoot of 4% N1 may occur but thrust should stabilize at +/- 2% N1, after THR HLD. Thrust should be adjusted by the PM, if required, to - 0% + 1% target N1. Once THR HLD annunciates, the autothrottle cannot change thrust lever position, but thrust levers can be positioned manually. The THR HLD mode remains engaged until another thrust mode is selected.

Answer 45

Area Call, on centre freq. _____centre and_____traffic B737 Q______ xxx dist segment/radial ib passing FL____ ______@______z _______tfc.

Answer 46

Inbound call @ 35nm/ 8mins (rms) _____traffic B737 Q_____ seg,radial,dist/alt intentions landing ______@______z be ready for tfc

Answer 47

Taxi call ATS ________Traffic B737 IFR taxi QF_______ For Dest Runway_____

Answer 48

Traffic departure call ctaf _______ traffic B737 Q_____ segment,radial,dist tracking_______radial passing_____for_____ ____@_____z (first rep point) location Expect ID: OB segment dme from _______ Passing__________for___________ _____@_________z (first reporting point)

Answer 49

Up to and including 140 = 230 abv 140 up to including 200 = 240 abv 200 = 265

Answer 50

If you get a gps L or R invalid WITHOUT a master caution it’s all good, you can COMMENCE approach (this is not a receiver failure) MC and GPS light comes on with recall = single gps fail MC and GPS comes on and stays on after MC cancel = dual GPS failure.

Answer 51

Hey Folks from the flight deck this is your Captain speaking. There was a change in wind conditions on the ground in XXX that resulted in us having to discontinue our approach. [And while they might feel unusual from the cabin] These are standard and safe manoeuvres that we train for regularly. We’re now returning for another approach and expect to land shortly. Qantas ground staff have been informed of the delay and are currently working on your onwards travel plans. As always thank you for you continued patience, Once again we'll be landing in XXX in approximately xxx mins..

Answer 52

G’day from the flight deck folks your Captain speaking. Air Traffic Control asked us to discontinue our last approach so we now require to manoeuvre for approximately another 20 minutes before we land in XXX Qantas ground staff have been informed of the delay and are currently working on your onwards travel plans. As always, Thank You for you continued patience, Once again we'll be landing in XXX in approximately xxx mins..

Answer 53

Hey Folks from the flight deck this is your Captain speaking. We’ve encountered a situation on board that requires us to return to our departure airport. This decision is being made with your safety and comfort as our top priority. We ask that you remain calm, remain seated with your seatbelt fastened, and follow all your crew members instructions. We expect to be on the ground shortly and appreciate your cooperation and understanding.” Qantas ground staff have been informed of the delay and are currently working on your onwards travel plans. As always thank you for you continued patience, Once again we'll be landing in XXX in approximately xxx mins..

Answer 54

Hey Folks from the flight deck this is your Captain speaking. We’re experiencing some smoke in the cabin and, as a precaution, we’ll be returning to our departure airport. [Diverting to XXX airport] This is just a standard safety precaution because, as always, your safety is our top priority. Our crew is fully trained to manage this type of situation, and we’re working closely with air traffic control to get us back on the ground quickly and safely. "Please remain seated with your seatbelt fastened, and follow all your crew members instructions.' Qantas ground staff have been informed of the delay and are currently working on your onwards travel plans. As always thank you for you continued patience, Once again we'll be landing in XXX in approximately xxx mins..

Answer 55

Hey Folks from the flight deck this is your Captain speaking. We've experienced a technical difficulty that require us to return/divert to land in XXX. This is just a standard safety precaution because as you know at Qantas your safety is our top priority. ”Qantas ground staff have been informed of the delay and are currently working on your onwards travel plans.” "So we ask you now to remain seated with your seatbelt fastened, and follow all your crew members instructions” As always thank you for you continued patience, Once again we'll be landing in XXX in approximately xxx mins..

Answer 56

Turn, descend and don, thrust off with ign on - Exit the volcanic ash as quickly as possible. - Consider a 180° turn. Consider a descending turn. 1 Don oxygen masks and smoke goggles, as needed. 2 Establish crew comms. 3 Autothrottle (ie) . . . . . . . . . . . Disengage If conditions allow, run the engines at idle thrust. 4 Thrust levers (both) . . . . . . . . . . . . . . . . . . . . . Close This reduces possible engine damage or flameout, or both, by decreasing EGT. 5 ENGINE START switches (both) . . . . . . . . . . FLT 6 PACK switches . . . . . . . . . . . . . . . . . . . . . . . . . HIGH 7 ENG ANTI–ICE switches (both) . . . . . . . . . . . . ON 8 WING ANTI–ICE switch . . . . . . . . . . . . . . . . . . . ON 9 APU start Consider Loss of thrust on both engines speeds At or above FL270, set airspeed to 275kt. Below FL270, set airspeed to 300kt.

Answer 57

Brief the procedure TCAS, follow RA AND breakout heading. "Auto wailer volume" Autopilot: - Use AP for approach. Wailer - Don't disco AP till atc has topped jabbering otw wailer will drown him out Volume - Both VHF on same volume Breakout the 3 and 3: PF: 1. Disco AP (keep AT) (wait till ATC tx finished) 2. turn to heading - consider 15º 3. Init climb or descent as req... - 1000fpm max descent... PM: 1. FD's, 2. set hdg, 3. set alt... - Ack atc - PM FD on, basic modes (hdg sel, v/s)...all good? - PF FD on PF AP on... Transition to GA if required. - I guess if you are going to do this do it before you re-engage AP! It works quite well two engine just setting up a 1000fpm climb and @ 1000' bugging up and saying we are in the GA F15, +ive rate GU etc... worked well in sim... The instinct is to reset both FD's is this is what you do with uprt etc, just reset PM's first.

Answer 58

LANDING GEAR lever . . . . . . . . . . . . . . . . . . DN Retract the flaps on schedule….. Then:

Answer 59

Drive up cabin temps to let remaining pack have a chance. Consider getting out of icing conditions for bleed or wing body overheat. If you get a Pack because you made remaining pack work too hard, wind up temps and attempt trip reset by memory…

Answer 60

Low Speed event in hold etc: - 'Low speed' 'Confirmed" - Fair heading and hdg sel - ie wings level reduce load. - Consider disconnecting AT to keep thrust up - Ie disconnect AT and push thrust to amber bands - Call for continuous thrust - just set it to your amber bands... - Alt below you and level change - Fine tune thrust at mct once N1 bugged. - Notify ATC Disconnect and normal stall recovery if severe...

Answer 61

With an N1 sudden seizure, SPD LIM amber flag is annunciated, yellow and red bands are removed from the speed tape and same side AFDS pitch modes LVL CHG, V/S and VNAV are not available. Place the failed engine’s Start Switch to CONT to remove the SPD LIM flag and to restore AFDS pitch modes, or use the opposite A/P.

Answer 62

ANY report of fumes don masks immediately. Tell csm to switch off ife, and notify lights may go off. turn off ife, shed galleys? Source not Immediately obvious accessible extinguishable CSM questions is it: Immediately obvious accessible extinguishable where is it located? Oven, chiller, coffee pot, lav? Forward or aft of wing - doors? (Overhead risers @ doors 3 Visible? Colour? Smells like? Anyone coughing? Eyes stinging? Shortness of breath? Feel panels, floor - any heat Can you hear anything? Tell the csm that there may be some light switching, reading lights should still work.

Answer 63

Most of the time read and do? Engine start switches continuous… Engine High Vibration leads you here too.

Answer 64

Go-around/missed approach is required for any of the following: • Outside NPS limits • Loss of integrity (UNABLE REQD NAV PERF-RNP, FMC DISAGREE or VERIFY POS message) • Less than one Navigation System Display. NSD = one FMC one MCDU one PFD one ND one F/D

Answer 65

"Nav problem" "Switching FCC" - engage offside AP, or select offside FD Push LNAV "LNAV" Wind alt to mins Push VNAV - "VNAV" Wind alt to MAP Call FMA's, missed alt set... After failure and LNAV/VNAV re-engaged: - "remaining within NPS limits" Better instruments on XXX side - handing over if required. Identify the problem: (AP kicks out - can re-engage) Display control panel flag Alt flag and lost Alt tape "DCP 1/2 Fail" ... Switching is available We have: - 1 navigation sys display - No integrity problems - within NPS limits Are you happy to continue? Switching is available. - Visual day ok - above 2000' ok otw imho fuck that if everything is tickety boo...

Answer 66

Condition: One of the following has occurred: • Left FMC and right FMC target airspeeds disagree during descent • Left FMC and Right FMC vertical paths disagree during descent The vertical disagree will most likely be corrected when crossing a waypoint with an altitude constraint. If the disagreement remains when entering the ‘ON APPROACH’ phase, the FMC DISAGREE-VERTICAL will be replaced with the FMC DISAGREE messaging. This message will only appear when the FMC has transitioned to ‘On Approach logic’.

Answer 67

non saftey, fmc flattens out path passing a at or above waypoint into a coded descent angle and you have a trigger event fmac can do this recalc. trigger = config change, ai on, rf leg calc - ie fmc thinking :) recommendation to leave isa dev page blank

Answer 68

ICATA Ign Continuous AT off Thrust move slowly Slow down APU - consider starting.

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