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Flashcards in Contingencies Deck (17)
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1
Q

E/O ATM

A

if more thrust is needed in ATM takeoff, thrust on the operating engine may be increased to full rated takeoff thrust by manually advancing the thrust lever. This is because the takeoff speeds consider VMCG and VMCA at the full rated takeoff thrust.

2
Q

E/O Derate

A

A thrust increase following an engine failure could result in loss of directional control and should not be accomplished unless, in the opinion of the captain, terrain contact is imminent. This is because the takeoff speeds consider VMCG and VMCA only at the fixed derate level of thrust. on airplanes without the double derate option, the reference N1 bug shows the fixed derate limit. Thrust may be advanced to the fixed derate limit only.

3
Q

Engine Out

A
  • If engine failure Accure maintain V2 + 20 knots until reaching acceleration height.
  • Immediate Turn after Takeoff -Limit bank angle to 15° until V2 + 15 k. Bank angles up to 30° are permitted at V2 + 15 knots with takeoff flaps. With LNAV engaged, the AFDS may command bank angles greater than 15°.
  • Initiate the appropriate engine failure non-normal checklist followed by the After Takeoff checklist when the flaps are up and thrust is set.
4
Q

Speeds FMC Inop

A

Economy Climb Schedule -
• 250 knots/VREF 40 + 70 knots, whichever is higher - Below 10,000 feet
280 knots/0.78M - Above 10,000 feet

Maximum Rate Climb:
• flaps up maneuver speed + 50 knots until intercepting 0.76M
• If computed climb speeds are not available, use flaps up maneuver speed and maximum continuous thrust

5
Q

Engine Failure On Final Approach

And go around

A

Flaps 30/40-If sufficient thrust is available, continue with landing flaps.
if not - retract flaps to 15 ; Command speed increased to 20 knots over the previously set flaps 30 or 40 VREF. This sets a command speed that is equal to at least VREF for flaps 15. 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.

6
Q
GPWS Caution
Accomplish the following maneuver for any of these aural alerts:
• SINK RATE
• TERRAIN
• DON’T SINK
• TOO LOW FLAPS
• TOO LOW GEAR
• TOO LOW TERRAIN
• GLIDESLOPE
• BANK ANGLE
• AIRSPEED LOW (airplanes with AIRSPEED LOW aural)
• CAUTION TERRAIN
• CAUTION OBSTACLE
A

Correct the flight path, airplane configuration, or airspeed.
Note: If a terrain caution occurs when flying under daylight VMC, and positive visual verification is made that no obstacle or terrain hazard exists, the alert may be regarded as cautionary and the
approach may be continued.

7
Q

GPWS Warning
• Activation of “PULL UP” or “TERRAIN TERRAIN PULL UP”
warning or“OBSTACLE OBSTACLE PULL UP”

A

Note: If positive visual verification is made that no obstacle or terrain hazard exists when flying under daylight VMC conditions prior to a terrain or obstacle warning, the alert may be regarded as
cautionary and the approach may be continued.

8
Q

IMBAL following E/O

FCTM

A

• fuel imbalances during app need not be done if the reason for the imbalance is obvious (e.g. engine failure or thrust asymmetry, etc.).
• during critical phases of flight, fuel balancing should be delayed until
workload permits. This reduces the possibility of crew errors and allows crew attention to be focused on flight path control

9
Q

Land in the nearest suitable airport

A
  • the non–normal checklist includes “Plan to land at “
  • fire or smoke continues
  • only one AC power source remains (engine or APU generator)
  • only one hyd sys remains (STBY sys is considered a hydraulic system)
  • any other situation determined by the flight crew to have a significant adverse effect on safety if the flight is continued.
10
Q

Predictive Windshear System Anomaly Bulletin
@app:LFMN LGSR LEBL GCRR
@T/O: EHAM

A

If windshear is encountered, perform the Windshear Escape Maneuver.
• reports of windshear from other aircraft
• visual indications
• tower windshear alerts
• differences between computed winds in the airplane and reported winds from the tower.

11
Q

Inflight Elevator Tab Vibration
low frequency -which motion of items attached to airplane structure, such as sun visors,vibration in the control column/rudder pedals as this vertical

A

reduce airspeed smoothly until vibration stops,
Do not use S.B or configuration to reduce airspeed.
Consider landing at the nearest suitable airport.
Limit bank angle to 15° until below 20,000 feet.
Do not deploy the speedbrakes for the remainder of the flight.
The speedbrake can be armed for landing.

12
Q

Impact of Arming VNAV on the Ground on the Windshear Escape Maneuver

A

At 400 feet AFE, VNAV will engage and windshear
guidance will be lost.
TO/GA must be pressed a second time above 400 AFE in order to regain the appropriate windshear guidance.

13
Q

Loss of Communication LLBG

A

If decision to return transponder 7600

6000’ to BGN VOR , one HLD than descent 4500’ and perform ILS 26, wait for green light

14
Q

Bomb threat

A
  1. Do QRH
  2. OCC/2C/Cabin
  3. Declare MayDay
  4. Do not change Level until depressurized
  5. If object located- right rear door
  6. After landing-Flaps 40 for evec.
  7. Normal deberkation if not in normal time consider evacuation through slides ( OMA)
15
Q

Ice crystal

A

when in visible moisture, and one or more of
the following indications are present:
•Amber or red weather radar returns below
the airplane
•Appearance of liquid water on the
windshield at temperatures too cold for
rain (the sound is different than rain)
•The autothrottle is unable to maintain the
selected airspeed
•TAT indication stays near 0°C
•Light to moderate turbulence
•Static discharge around the windshield (St. Elmo’s fire)
•Smell of sulfur
•Smell of ozone
•Humidity increase

16
Q

MAYDAY MAYDAY

Distress Call

A

Distress is a condition of being threatened by serious and/or imminent danger and of requiring immediate assistance.
7700/
Station Name/Call sign/Nature/Intention/full Position
Fuel/souls/D.G

17
Q

Pan Pan Pan

Urgency Call

A

Urgency is a condition concerning the safety of an aircraft or other vehicle, or of some person on board or within sight, but which does not require immediate assistance.
Station Name/Call sign/Nature/Intention/full Position
Fuel/souls/D.G