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1

5 Non-Normal

This chapter provides guidance to assist all Southwest Airlines Pilots in dealing with non-normal situations. Additionally, specific guidance is provided for those items that apply to all operations, independent of specific aircraft type.

This chapter provides guidance to assist all Southwest Airlines Pilots in dealing with non-normal situations. Additionally, specific guidance is provided for those items that apply to all operations, independent of specific aircraft type.

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5 Non-Normal

While operating a Southwest aircraft, what should flight crews do in all situations?

Maintain aircraft control
Analyze the problem
Take appropriate action
Maintain situational awareness

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5.1.4 Captain’s Emergency Authority

In an emergency situation, what does the Captain’s emergency authority allow?

In an emergency situation that requires immediate decision and action, the Captain may deviate from Southwest Airlines' operations procedures and methods, weather minimums, and regulations up to the extent required to deal with that emergency.

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5.1.4 Captain’s Emergency Authority

Anytime the Captain should exercise his Emergency Authority what else should be done?

● Notify the Dispatcher as soon as operational conditions permit.
● Submit an Irregularity Report for any/all deviation(s) that occurred no later than 24 hours following the completion of the pairing in which the event occurred.

In all such cases, the report shall be reviewed by the Chief Pilot and shall be forwarded to the FAA.

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5.1.7 In-Flight Engine Failure Consideration

Whenever an engine fails, and after all QRH checklists are complete, what should the Captain’s primary consideration be?

The Captain must land the aircraft at the nearest suitable airport, in point of time at which a safe landing can be made.

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5.1.7 In-Flight Engine Failure Consideration

After an engine failure, if the crew is able to restart the engine, should they divert?

Subsequently restarting the engine does not relieve this requirement for landing at the nearest suitable airport.

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5.1.9 Non-Normal Diversion Considerations

What are the situations where the Flight Deck Crew must land at the nearest suitable airport?

● Engine failure.
Note: Subsequently restarting the engine does not relieve this requirement for landing at the nearest suitable airport.

● Engine fire.
● APU fire.
● Wheel well fire.
● Cabin smoke/ fire that persists.
● One main AC power source remaining (e.g., engine, APU).
● One hydraulic system remaining. (The standby system is considered a hydraulic system.)
● Any other situation determined by the Flight Deck Crew to present a signi cant adverse effect on safety if the ight is continued.

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5.1.10 Flight Attendant and Passenger Considerations

When emergencies arise, when should the Captain inform the Flight Attendants?

When emergencies arise, every attempt must be made to keep the Flight Attendants informed of the situation. When time permits, the Flight Attendants should be thoroughly briefed on the problem and any corrective actions that might be attempted. In any case, give the Flight Attendants time to accomplish their required procedures for the particular emergency.
The Flight Attendants are advised to “Secure the Cabin” when, in the Captain’s judgment, the emergency does not indicate the probability of evacuation.
The Flight Attendants are advised to “Prepare the Cabin” when, in the Captain’s judgment, the emergency does indicate the probability of an evacuation.

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5.1.10 Flight Attendant and Passenger Considerations

When the Captain informs the Flight Attendants to “secure the cabin” what does that signify?

The Flight Attendants are advised to “Secure the Cabin” when, in the Captain’s judgment, the emergency does not indicate the probability of evacuation.

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5.1.10 Flight Attendant and Passenger Considerations

When the Captain informs the Flight Attendants to “prepare the cabin” what does that signify?

The Flight Attendants are advised to “Prepare the Cabin” when, in the Captain’s judgment, the emergency does indicate the probability of an evacuation.

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5.1.11 Method of Evacuation

When the Captain determines that an evacuation is needed what is the proper command to be used?

Only use the command “Evacuate, Evacuate, Evacuate” for an urgent deplanement of the Passengers requiring the use of all operational exit slides and available entry doors, conditions permitting.

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5.2 Takeoff Warning and Reject Considerations

Who is responsible for making the decision to reject a takeoff?

P Only the Captain will reject the takeoff

The Captain is solely responsible for rejecting or continuing the takeoff.

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5.2 Takeoff Warning and Reject Considerations

When should the decision to reject be made?

The decision to reject must be made in time to start the RTO maneuver no later than V1.

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5.2 Takeoff Warning and Reject Considerations

When the Captain gives the order to reject, what should he say?

The Captain should announce the decision with a loud, clear statement, such as, “Reject!”

If the First Officer is making the takeoff, the Captain should announce, “Reject! I have the aircraft.”

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5.2 Takeoff Warning and Reject Considerations

What are RTO considerations below 80kts?

A takeoff shall not be started or continued with any warning horn or bell sounding before the aircraft attains 80 kt.

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5.2 Takeoff Warning and Reject Considerations

What are the other considerations for RTO above 80kts?

The Captain should reject a takeoff above 80kts only for an engine failure, fire or fire warning, predictive windshear warning, or the aircraft is unsafe/unable to fly

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5.2 Takeoff Warning and Reject Considerations

If a takeoff is rejected, what should the Captain do once the day is completed?

The Captain must submit an Irregularity Report if a takeoff is rejected.

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5.2 Takeoff Warning and Reject Considerations

What should the Captain do if the takeoff configuration warning horn activates on takeoff or during the Thrust Lever Check?

The Captain should consult the Quick Reference Card, re-accomplish the Thrust Lever Check, and proceed as follows:

● If the takeoff configuration warning horn does not re-activate (e.g., speedbrake handle rigging), the Captain must ensure an Info Only entry is made in the aircraft logbook.

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5.2 Takeoff Warning and Reject Considerations

What should the Captain do if the takeoff configuration warning horn activates on takeoff or during the Thrust Lever Check?

The Captain should consult the Quick Reference Card, re-accomplish the Thrust Lever Check, and proceed as follows:

● If the takeoff configuration warning horn continues to activate, a defect entry and Maintenance notification is required.