MV Flashcards
Perform crosswind takeoff.
CROSSWIND TAKEOFF
The airplane has a good crosswind control capability during takeoff. There is no special related procedure. Maintain directional control using positive rudder and small control wheel inputs.
At low speed, use the rudder pedal steering to maintain runway centerline until the rudder becomes effective.
During rotation, keep the control wheel in the displaced position to maintain the wings level during liftoff. Smoothly recover from the sideslip by slowly neutralizing the control wheel and rudder pedals after liftoff.
NOTE: When operating on contaminated runways, ensure runway alignment before applying takeoff thrust.
Perform reduced visibility takeoff.
Visibility RVR below 1200’ ATC: SMGCS - low vis in effect
Us:
Vis: 1/4sm / < 1600, 12/12/10, 10/10/10, 6/6/6.
Low Visibility Taxi Operations
1) To enhance vigilance during low visibility taxi, the preferred method is to perform checklists with the aircraft stationary.
2) When weather conditions warrant, ATC announces the airport’s SMGCS plan is effective. The low visibility charts must be used while the plan is in effect.
3) ForeachairportthathasaSurfaceMovementGuidanceControlSystem(SMGCS) plan in effect, that plan is published in Jeppesen chart format. When the visibility for a SMGCS airport is below 1,200 RVR, pilots must comply with ATC ground instructions and refer to the Jeppesen SMGCS chart for lighting details and guidance.
4) Stop bars are located at the Instrument Landing System (ILS) critical area hold-shortmarkingsonilluminatedtaxiways. Pilotsmustnottaxibeyondilluminated stopbars. Whenanaircraftisclearedfortakeoffortolineupandwait,thestopbar lights are extinguished by ATC. When the red stop bar lights go off, a segment of green centerline lights located beyond the stop bars is illuminated. This confirms an ATC clearance to taxi onto the runway. When an aircraft is being taxied onto the runway, the aircraft passes over a sensor with a time delay. The red stop bar lights are reactivated by this sensor, and the extended green centerline lights are extinguished in anticipation of the next aircraft. Aircraft or ground vehicles must never proceed past a stop bar while illuminated. When there is a discrepancy
Takeoff with wind shear.
WINDSHEAR
The policy is always to avoid potential windshear areas. The takeoff briefing may include recent weather reports, visual observations, and crew experience with the airport prevailing weather. Consider delaying the takeoff until conditions improve.
Whenever windshear is suspected during takeoff, the following precautions are taken:
- Use maximum takeoff thrust (T/O 1 with no reduction);
- Select flaps 1, unless limited by other takeoff considerations, such as obstacle or runway length;
- Increase airspeed (or V2.) to get the best performance compromise during windshear;
- Use the longest runway available with the lowest possibility of a windshear encounter;
- Turn ON the radar using the FSBY OVRD on the Weather Radar Virtual Controller Panel to enable it before initiating the takeoff when convective activity is in the vicinity of the airport and departure path;
- Monitor airspeed trend during takeoff. In case of any evidence of windshear before V1, consider an RTO;
- Develop an awareness of normal airspeed, attitude, and vertical speed. Closely monitor the verticalflightpathinstruments(e.g.,verticalspeedandaltimeters)andcalloutanydeviations.
WINDSHEAR ESCAPE MANEUVER
The flight deck crew must comply with the following actions when a windshear warning is encountered after V1 and during initial climb:
- Advance thrust levers to MAX;
- Follow flight director guidance;
- Do not change flaps or landing gear configuration until out of the windshear condition and terrain clearance assured;
- Reduce thrust to climb power, retract landing gear and slats/flaps when the airplane is out of the windshear condition.
NOTE: PM states “CLIMBING” or “DESCENDING” based upon VSI indication until the aircraft has returned to a safe airspeed and altitude.
When the radar altimeter indicates less than 1,000 ft AGL and the airplane is descending, the PM calls “DESCENDING (___)” based upon the RA value observed. For example: “DESCENDING 700,” “DESCENDING 600.”
NOTE: When the windshear caution is active, the pilot has the option of continuing the flight using the current flight director mode, or selecting windshear escape guidance mode by pressing the TOGA button. The windshear escape guidance mode does not automatically revert to any other flight guidance mode. The pilot must manually select another mode in order to exit windshear escape guidance.
Rejected takeoff.
REJECTED TAKEOFF (RTO)
During the takeoff phase, an RTO procedure is initiated prior to V1., when any emergency event occurs affecting the safety of the flight. Many faults may cause a decision to reject, such as an enginefire,enginefailure,orsomeothersystemfaultsorevents. ThesooneranRTOdecisionis taken, the greater the chance to safely stop within runway limits. RTO above V1. may lead to a runway overrun and is the main cause of overrun accidents.
Once the decision to reject a takeoff is made, an RTO must not be delayed. Delaying the RTO may lead to a runway overrun.
A successful RTO depends upon:
- Adequate briefing, procedures, and coordination
- Accurate alert and monitoring during the takeoff phase
- Callouts made in loud, clear, and precise communication
- Captain’s timely decision
RESPONSIBILITY
Whoever first identifies the undesirable event or malfunction must announce it. The decision to perform an RTO is the captain’s responsibility. The RTO must be immediately initiated.
ACTIONS
- Actionsaretakenconsideringthat,duringalltakeoffprocedures,thecaptainkeepstheirhand on the thrust levers until V1. has been reached
- Once the RTO decision is made, the first action is to set thrust levers to idle, disconnect the autothrottle, verify autobrake actuation, or manually apply maximum brakes, and apply reverse thrust, as required
- The use of maximum manual braking on wet or dry runways generally improvesthe allowable takeoff weight, but requires immediate braking action by the captain during an RTO. Operationallyspeaking,however,theautobrakesetatRTOhelpsbyreducingtheworkloadon the initial maneuver. When the takeoff runway available is limited by performance, the pilot manually overrides the autobrake as soon as practical and apply maximum braking.
NOTE: When an RTO is performed below 60 kt (before HOLD is displayed) and AT is not disconnected, the autothrottle moves the thrust levers back to TO/GA detent, when both throttles are moved to a position above 40° TLA. When throttles are moved below 40° TLA, or reverse thrust is applied during an RTO, the AT disconnects.
Directional control must be maintained by applying rudder pedal steering
- Monitor airplane deceleration, cancel any aural warnings upon malfunction identification, verify reverse thrust status, and advise ATC
- At60ktorbelow,thrustlever(s)maybesmoothlyreturnedtominimumreverse,thentoidleat 30 kt, or kept at reverse until the airplane comes to a complete stop. The flight deck crew must consider airplane speed, runway length available, and the runway condition.
- The airplane remains on the runway until it is absolutely clear an emergency evacuation is not necessary and the entire scenario analyzed. When necessary, external information is requested or the runway vacated to a safe position according to ATC instructions.
- When the RTO decision was taken due to a fire, consider positioning the airplane so the fire is on the downwind side of the fuselage
- When a decision to proceed to a new takeoff is made just after an RTO, all FMS initialization data is verified and confirmed, when 80 KIAS was exceeded
When the decision is made to reject the takeoff on a contaminated runway, maximum decelerationisachievedbyusingmaximumreversethrustandmaximumbraking. Anticipatethe possibility of skidding. Keep the nosewheel centered and maintain directional control with the rudder and small inputs of the nosewheel steering.
When a skid develops, reduce reverse thrust to idle reverse and, when necessary, return the engines to idle forward thrust to return to the centerline. Regain the centerline with nosewheel steering, rudder, and/or differential braking.
Directional control problems on slick runways may be encountered due to excessive cycling of the anti-skid system. To correct the condition, reduce brake pressure.
Takeoff with ENG failure at V1
Engine Failure above V1
When an engine failure occurs above V1, airplane direction must be controlled, aiming to keep the airplane on the runway centerline by smoothly applying rudder. As soon as an engine failure or fire is recognized (not always accompanied by loss of thrust) and the affected engine is identified, check maximum thrust on EICAS.
“V1” -> ENG failure
Pilot notices: ENG failure! And cancels aural warning.
Maintain centerline.
PF: “check thrust” - TO - x RSV or set MAX
VR: Rotate
Positive rate: Gear up
Focus on side slip indicator and airplane pitch. Trim
V2+10
400’ - HDG, AP ON
Verify bank on and EO auto magenta
1000’ - retract flaps 1 by 1 - flaps 1, flaps 0 (roger and wait till position says 0 and say flaps up)
Reaching VFS - Continues, bank on.
QRC: ENG FIRE, Severe damage or separation!
Secure the failed engine.
TEAM: PF and PM
PM: QRH
Normal procedures: after take off checklist.
ENG fail after V1 - 1000’
Check thrust max, rotate? Gear up? 400? - HDG AP on, 1000’? CONT, BNK ON?... Pitch 8 - 18 degrees max. MCT limited to 10 min. 15 V2 20 V2 + 5 25 V2 + 10
The TO mode’s initial guidance is based upon takeoff weight and flap setting, limited to a minimum pitch of 8° and maximum of 18°.
Follow the flight director guidance to maintain V2 to V2 + 10 kt, up to acceleration altitude, according to the following conditions:
- Engine failure below V2: Pitch for V2
- Engine failure between V2 and V2 + 10 kt: Pitch for the present speed
- Engine failure above V2 + 10 kt: Pitch for V2 + 10 kt
Max takeoff thrust is limited to ten minutes after takeoff. Emergency procedures are accomplished as soon as safe altitude is attained.
Following an engine failure, ATTCS adjusts the operating engine thrust to its respective RSV mode. In the event the maximum thrust is not reached for any reason, advance the thrust levers to maximum thrust.
For one engine inoperative, limit the bank angle to:
- 15° at V2
- 20° at V2 + 5 kt
- 25° at V2 + 10 kt
