Non Normal Manouvers Flashcards
Approach to stall or stall recovery
- Initiate the recovery
Smoothly apply nose down elevator to reduce the angle of attack until buffet or stick shaker stops
- Continue the recovery
Roll in the shortest direction to wings level if needed
Advance thrust levers as needed
Retract the speed brakes
Do not change gear or flap configuration except during lift off, 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
Reengage the auto pilot and auto throttle if desired
At altitude push a/c symbol almost 10deg down, when recovered raise nose using FPV just below AofA limit.
Rejected takeoff
Captain
Call “Stop” then:
Simultaneously close the thrust levers, disengage the auto throttle and apply maximum manual wheel brakes or verify operation of RTO autobrake.
Apply reverse thrust up to the maximum amount consistent with conditions
Verify the speed brakes are extended
Continue maximum breaking until certain the aeroplane can stop on the runway
When stopping is assured :
Start movement of the reversed thrust levers to reach the reversed idle detent before taxi speed
After the engines are at reverse idle move the reverse thrust levers to full down
First Officer:
Verify thrust levers closed, A/T disengaged, max brakes, reverse thrust applied, speed brake levers up. Calls as appropriate.
Call 60 kts.
Notify tower
PA to cabin.
Captain
Consider:
Remaining on runway in case of evacuation and wind direction.
Park Brake?
PA to passengers.
Taxi off before tyres deflate
Note/ Speedbrake only deploys if greater than
85 KIAS.
Autobrake activates if g/s >85 kts and
thrust levers closed.
GPWS Warning
PF
Disengage auto pilot
Disconnect auto throttle
Aggressively apply maximum thrust
Simultaneously roll wings level and rotate to an initial pitch attitude of 20°
Retreat speed brakes
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 separation is assured
Monitor radio altitude for sustained or increasing terrain separation
Clear of the terrain slowly decrease pitch attitude and accelerate
PM
Assure maximum thrust
Verify all required actions have been completed and call out any omissions
Monitor vehicle speed and altitude (radio altitude for terrain clearance and barometric altitude for minimum safe altitude)
Call out any trend towards terrain contact 
Traffic avoidance (TA)
Look for traffic using traffic display as a guide. call out any conflicting traffic. if traffic is sighted manoeuvre if needed.
Traffic avoidance (RA)
(Except in ldg configuration. A Descent RA below 1000ft should not be followed)
PF
If manoeuvering is required:
Disengage the auto pilot and disconnect the auto throttle.
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 .
Climb RA - In ldg configuration
PF
Disengage the auto pilot and disconnect the auto throttle.
Advance thrust levers forward to ensure maximum thrust is attained and call for flap 20.
Smoothly adjust pitch to satisfy the RA command.
Raise gear after positive climb
Follow the planned lateral flight path unless visual contact with the conflicting traffic requires other action.
PM
Verify maximum thrust set, position flap lever to 20 detent .
Verify a positive rate of climb on the altimeter and call positive climb.
PF
Verify a positive rate of climb on the altimeter and call gear up

Nose high recovery
PF
Recognise and confirm the developing situation
Disengage auto pilot
Disengage auto throttle
Recover
Apply no down elevator. Apply as much elevator as needed to obtain nose
down pitch rate.
Apply appropriate nose down stabiliser trim
Reduce thrust
Roll (adjust bangle) to obtain a nose down pitch rate
Complete the recovery
When approaching the horizon role to wings level
Check speed and adjust thrust
Establish pitch attitude
PM
Call out attitude airspeed and altitude throughout the recovery
Verify all required actions have been completed and called out any omissions
Nose low recovery
PF
Recognise and confirm the developing situation
Disengage auto pilot
Disconnect auto throttle
Recover
Recover from stall if needed
Roll in the shortest direction to wings level. If bank angle is more than 90° unload and roll
Complete the recovery
Apply nose up elevator
Apply nose up trim if needed
Adjust thrust and drag if needed
PM
Call out attitude air speed and altitude throughout the recovery
Verify all needed actions have been done and call out any continued deviation
Windshear caution
Manoeuvre is required to avoid the windshield
Windshear warning (predictive)
Prior to V1 reject takeoff
After V1 perform the wind escape manoeuvre. Rotating to 15° pitch attitude
On approach perform the Windshire escape manoeuvre or at pilots discretion perform a normal go around 
Windshear escape manoeuvre
IF IN MANUAL FLIGHT
PF
Call “Windshear TOGA”
Disconnect auto pilot
Push either toga switch
Aggressively maximum thrust
Disconnect auto throttle
Simultaneously roll wings level and rotate towards an initial pitch attitude of 15°
Verify the speed brakes are retracted
Follow flight director TOGA guidance if available .
PM
Verify maximum thrust
Verify all required actions have been completed and call out any omissions
IF IN AUTOMATIC FLIGHT
PF
Call “Windshear TOGA”
Push either TOGA switch
Verify TOGA mode annunciation
Verify GA thrust
Verify the speed brakes are retracted
Monitor system performance
PM
Verify GA thrust
Verify or actions have been completed and cool out any omissions
Recovery
10deg pitch 85% N1 Gear up
MCP Speed intervene flap speed, A/THR, LNAV, FLCH, A/P
GENERAL
Do not change gear or flap configuration until Windshear is no longer a factor. Maintain wings level. Monitor vehicle speed and altitude. Do not attempt to regain lost airspeed. When clear, call “clear of Windshear”
NON-NORMAL ECL PROCEDURE
PF calls for checklist when: Flight path under control, Not critical stage of flight, Memory items complete.
PM reads checklist title, airplane effectivity and as much of the objective statement as needed. (PF respond understood)
PM starts by confirming memory items (if any) are done. Items in green do not need to be read.
Do reference items PM reads precautions, response/action and any amplifying information. (PF respond understood)
”Confirm” A/T arm switch, Fuel control switch, Thrust lever, Fire or cargo fire arm switch, Generator drive disconnect switch. (Not required on ground)
Inoperative Items Read aloud by PM acknowledged by PF
Areas of Responsibility after moving the control in your area of responsibility the flight crewmember taking the action also states the checklist response.
Consequential alert messages shown for awareness without []. Checklist not carried out
Deferred Items if no deferred items, normal procedures and checklists are used. Where there are deferred item the non-normal checklist will have the words ”checklist complete except deferred items” these items are automatically added to the end of the applicable normal checklist.
Checklist Complete after completion of each non-normal checklist the pilot monitoring states checklist complete.
PF then asks for EICAS review. PM cancels then recalls it - discusses. PF then say Cancel EICAS
Cancelling the EICAS message list after checklists is complete (or on hold) ensures future messages are more noticeable. Then complete normal checklists (if any).
Non-normal situation guidelines overview
First pilot recognises and announces the non-normal situation. Other pilot acknowledges.
PF prioritises flightpath.
PM reviews EICAS alert messages to identify the non-normal situation.
PF acknowledges and confirms the pilot monitoring identification.
Do the non-normal checklist memory items based on each crewmembers area of responsibility.
PF calls for the appropriate non-normal checklist.
PM completes the non-normal checklist.
Both pilots review all EICAS alert messages and do other non-normal checklist as needed.
Carry out any relevant normal checklists
Engine Failure in the cruise
(Same procedure works in climb)
PF
Confirm failure, fly a/c, Memory items (if any)
- MCP Alt down
- Get PM to select E/O on VNAV page, note ALT
and set on MCP, Execute
-Select ALT intervene (puts alt into VNAV cruise
page)
- Speed intervene Min Manoeuvre +15kts (min
ROD and manoeuvrable) Clear of airway LRC
approaching level off planned speed schedule
FMA VNAV SPD and CON thrust
HDG to Alternate.
ALTN page Direct to, Execute, LNAV
COMM. CPDLC Mayday. VHF all traffic.
LRC?
Tidy up legs page
COMM as required
Rapid Descent
PF
MCP altitude down
HDG as required
FLCH FMA’s
Speed intervene current speed
Thrust levers closed, Speedbrake Up.
Get PM to select ALTN page direct to.
Select LNAV
NNC
PM Datalink and VHF Mayday
Refine again on second pass
