SUPPLEMENTAL TRAINING TOPICS Flashcards
(13 cards)
When do you need to call dispatch regarding a reroute?
Contact dispatch when:
1. Lateral deviations from the planned route are greater than 100NM
2. Vertical deviations from the planner altitude are greater than 4000 ft
3. the ETA exceeds the planned arrival by greater than 15 minutes
What considerations are there for resetting or cycling circuit breakers in flight?
In flight: The in flight reset of a tripped circuit breaker should only be accomplished by the direction of the QRH. Allow approximately 2 minutes for cooling before resetting.
Resetting a tripped circuit breaker other than when directed by the QRH must be done as follows:
-a tripped circuit breaker may only be reset once. Allow approximately 2 minutes for cooling before resetting. An in-flight reset should only be accomplished if, in the judgment of the captain, regaining use of that system is critical to the safe conduct of flight.
Keep in mind that any time a circuit breaker is reset in-flight, maintenance must be notified and a fault entry is required in the aircraft logbook.
What considerations are there for resetting a tripped circuit breaker on the ground?
The flight crew should not reset a tripped circuit breaker on the ground until maintenance has determined it is safe to reset. A tripped circuit breaker must only be reset once. Allow approximately 2 minutes for cooling before resetting.
Aircraft logbook documentation is required and includes one of the following:
1. When a tripped circuit breaker is NOT reset, a fault is entered in the logbook.
- any time a tripped circuit breaker is reset by a crew member, an INFO ONLY entry is required int he logbook. MX controllers name must also be included.
Talk about pilot operational philosophy.
Pilots are the “on scene leaders.” We set the tone and have a great influence on employee attitude, performance and commitment to excellence. Exercise leadership by example and execute reasoned decisions always.
Pilots should have a “two flight vision.” Operate with a view toward the impact of current decisions both on arrival and the next destination, as well as subsequent departures and arrivals.
Evaluate the departure and arrival airport layout and request runways which meet safe performance margins and the most expeditious routing.
Fly the filed route and altitudes, but consider alternate routes and altitudes to achieve operational priorities while providing the highest quality product.
Pilots should consistently apply standard procedures to operational priorities.
Lets talk about RTOs. When do we reject?
Captains reject takeoff after 80 knots only for the following:
1. engine failure
2. fire or fire warning
3. predictive wind shear warning
4. perception that the aircraft is unsafe/unable to fly
Do not start or continue a takeoff with any warning horn or bell sounding before 80 knots.
If any abnormality or non normal situation during the takeoff off occurs, the first pilot to notice should announce it. A decision to continue after the recognition should be communicated by the captain saying “CONTINUE”
The CA is the sole responsibility to reject the takeoff. The decision to reject must be made in time to start the RTO no later than V1.
the captain must say “REJECT” or “REJECT I HAVE THE AIRCRAFT” if the FO is flying.
After V1, the rejected takeoff is not recommended unless the CA decides the aircraft is not safe for flight.
CA must submit an IR if the takeoff is rejected.
PRM approaches
These approaches are to parallel runways less than 4300 ft apart and require special procedures. They have stand-alone JEPP charts:
-Simultaneous Close Parallel/ILS PRM or RNAV PRM
- Attention all users of ILS PRM or RNAV PRM chart.
SWA are authorized to conduct these provided the following:
1. the pilots have the appropriate chart and corresponding AAU jepp page.
2. the information and procedures in the charts have been reviewed, briefed, and will be used.
There are some common procedures, but the AAUP takes precedence:
1. lateral track must be flown accurately
2. Dual VHF is required (tower and monitor freq at same volume)
3. listen closely for breakout procedures
4. Initiate breakout procedures immediately and you must hand-fly (FDs off)
5. selection of TOGA not recommended
6. instructions could include a descending turn
7. TCAS RA takes precedence. If only RA is received, comply and notify ATC
8. breakouts usually occur due to loss of separation.
Go around/Missed approach requirements
You must go around when:
1. any crew member aclls for a go-around
2. atc directs a go around
3. the approach doesn’t meet stabilized approach criteria
4. CDI exceeds 2 dot deflection while in the FAS in IMC
5. Expanded LOC pointer becomes unfilled while in FAS in IMC
6. 2 dot low glideslope deflection on the FAS in IMC is exceeded
7. the VOR pointer exceeds 10 degrees from desired course on VOR approach inside FAF in IMC
8. Sufficient visual references for landing are not present and the ILS RA display flashes and turns amber, altimeter indicates DA or DDA reached, MAP is reached.
9. the pilot has sufficient visual reference but loses them below DA, DDA, MDA
10. landing in the touchdown zone cannot be made
11. touching down beyond 1500 with insufficient pwb stopping margin
12. Before reaching DA, DDA, or MDA any required portion of ground equipment/system elements become inop unless adequate backup is available
13. any APCH WARN or HGS fail and CA does not have runway in sight
14. for CAT III, any controlling RVR reported below lowest authorized minima
15. In RNAV (GPS OR RNP) when a visual approach cannot be done and from IAF to MAP:
- lateral navigation performance scale ANP bar amber or NPS pointer cannot be maintained at less than 1 RNP (NPS full scale deflection)
-both pilots primary altimeters differ by 100 ft at fAF
-FMC alert UNABLE REQD NAV PERF appears
-dual fmc failure
-dual cdu failure
-dual GPS failure
-loss of MAP display
-AP failure with RNP less than .3
From FAF to MAP:
-any required aircraft equipment fails
-Vertical navigation performance scale pointer cannot be maintained between ANP bar limits
-FMC DISAGREE or VERIFY POS
17. PWS warning on approach initiate a go around
18. GPWS warning– do terrain avoidance maneuver
Required deviation callouts for Approaches using AIII
“Airspeed”- target speed +- 5 knots to flare initiation
“Crosstrack”- diamond touches the rectangular box (expanded LOC scale) to touchdown
“Glideslope”- +- 1 dot to 100ft
“Sink Rate”- 1000 fpm to 50 feet
“Approach Warning, Go around”
“HGS fail, go around”
Required deviation callouts on approach
“airspeed”: v target minus 5 KT or plus 10 Kt. Anytime below vref
“Sink rate”: 1000 fpm when less than 1000 feet above tdze
“Crosstrack”: +- 1 dot
“Crosstrack”: vor displacement +- 5 degrees
“Crosstrack” (expanded localizer scale) diamond touching rectangular box
“Glideslope” +- 1 dot
“Crosstrack”: XTK error exceeds 1/2 RNP or NPS pointer in ANP bar
“Vertical Path” NPS significant deviation
Overspeeds! What do you do when the Mach/Airspeed warning clacker activates?
The pilot flying will adjust the thrust levers and or pitch attitude as required to reduce the airspeed below Vmo/Mmo.
When correcting an overspeed during cruise at high altitude, avoid reducing thrust to idle, which results in slow engine acceleration back to cruise thrust and may result in overcontrolling the airspeed or a loss of altitude. If autothrottle corrections are not satisfactory, deploy partial speedbrakes slowly until reduction in airspeed is achieved. Retract them at the same rate they were deployed.
Anytime Vmo/Mmo is exceeded, an aircraft logbook entry is required, noting the max airspeed and duration
Cabin altitude warnings
Some of these warnings have been caused by improperly configured engine bleed air and pack switches. You must address the switches that affect pressurization. Whenever the intermittent warning horn sounds or the CABIN altitude warning light illuminates at an altitude above 10000 MSL, initiate the immediate action steps for the cabin altitude warning light or rapid depressurization non-normal checklist. DO NOT DELAY donning O2 mask. Do not remove them until cabin altitude is stabilized at or below 10000 ft before removing.
Emergency Descent
Emergency descents are initiated in response to a rapid, uncontrollable depressurization. Could also be due to sabotage threat, fire, severe medical emergency, or other contingencies.
Be cautious over mountainous terrain.
Autopilot is recommended during emergency descent.
IF you are descending because of rapid loss of cabin pressure and the aircraft is above 14000, perform the immediate actions steps for the CABIN ALTITUDE WARNING or rapid depressurization checklist.
If cabin altitude is uncontrollable, reference the emergency descent checklist on the quick reference card. If you suspect structural damage, limit airspeed to current speed or less (use level change)
Determine the lowest altitude via:
1. ATC
2. Terrain Mode
3. VSD (MAX)
You will need to notify ATC of the descent and get altimeter setting. Advise FAs and consider squawking 7700.
Bleeds off takeoff
This is used to increase ATOG, increase initital climb performance, or improve runway stopping margin with the APU operating. Follow the supplemental procedure in the AOM 16.2.1.
You may reconfigure the bleeds at or above min cleanup altitude. At not less than minimum cleanup altitude, after the flaps are up, at climb thrust, you can do the procedure.
If engine failure occurs, do not position bleed air switches on until clear of obstacles.
