Non-alert

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Author:
jrossemail
ID:
254318
Filename:
Non-alert
Updated:
2013-12-27 02:27:25
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md11 non alert
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md11 non alert
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  1. ABNORMAL CABIN/COCKPIT AIRFLOW FLUCTUATION
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    • ZONE TEMPERATURE SELECTORS . . . . . . . . . . SELECT COOLER TEMPERATUREOne at a time and in the following order (cargo, courier, cockpit), select a temperatureat least 5° below the actual temperature of the associated zone. Pause 2 minutes; iffluctuation continues, select zone temperature to full cold and evaluate. If fluctuationpersists after 1 minute, proceed to the next zone, leaving previous zone selection atfull cold.
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  2. AIRSPEED: LOST, SUSPECT OR ERRATIC
    Unreliable airspeed/Mach, vertical speed and altitude information can be caused by Pitot Staticsystem or air data malfunctions. This may or may not be accompanied by Level 1 and Level 2alerts, autopilot/autothrottle disconnects and/or instrument failure indications and/or aural warnings.These malfunctions can have several causes, including pitot static blockage, volcanic ash, systemdamage, loss or damage to the radome, ice accumulation and improper maintenance. Multiple pitotstatic source malfunctions can occur. When these malfunctions occur simultaneously, comparisonsare not available and the flight crews are unable to identify the causes.
  3. ALL ENGINE FLAMEOUT
    NOTE: All engine flameout can be recognized by decrease in EGT, N2 and fuel flow. This willbe followed closely by a decrease in N1.Airstart envelope is 250 KIAS to VMO, SL to FL300. Control aircraft at an IAS to obtain a minimumN2 of 15% for air start.ENG IGN OVRD SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD ONPush ENG IGN OVRD switch; observe OVRD ON light illuminates.ADG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPLOY
  4. COMMUNICATION RADIO PANEL (CRP) LOCKUP
    If you encounter communication radio panel lockup, the following work-around procedure maybe used to unlock at least two of the CRPs.NOTE: The CRPs and the VHF COMMs share common circuit breakers. The locations on theoverhead are as follows:• CRP 1 (labeled VHF COMM 1) - Row D Circuit Breaker 8• CRP 2 (labeled VHF COMM 2) - Row D Circuit Breaker 21• CRP 3 (labeled VHF COMM 3) - Row D Circuit Breaker 22If a CRP shows “PANEL FAIL” on its display, the other 2 CRPs should be checked for tuningcapabilities. If tuning is locked up, pull the circuit breaker for the CRP displaying “PANEL FAIL.”This should unlock the other two CRPs.
  5. DEU FAIL
    NOTE: Three red Xs or a combination of red Xs on the CRTs represent a DEU failure. Also,incomplete presentations on the CRTs represent indications of a DEU failure.EIS SOURCE SELECTOR (ON FAILED SIDE) . . . . . . . . . . . . . . . . . . . . AUXRotate EIS source selector (on failed side) to AUX; observe AUX light illuminates.DID DISPLAY UNITS RECOVER?NO YESNo further crew action required.[END]
  6. DITCHING
    DITCHING SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONPush DITCHING switch; observe ON light illuminates.NOTE: When on, the DITCHING switch:• Inhibits GPWS• Maintains exiting cabin altitude• Shuts off packs at 2500′ radio height or when cabin differential pressure is lessthan 0.5 PSI•Closes avionics shutoff valve•Closes ram air door (if open)•Closes outflow valve
  7. EMERGENCY DESCENT
    ALTITUDE SELECT KNOB . . . . . . . . . . . . . . . . . . . . . . . REDUCE/PULLPreselect a lower altitude and pull the altitude select knob to initiate descent in flightlevel change.Initiate descent to 10,000′ or minimum safe altitude, whichever is higher.SPOILER HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . SPD BRK FULLSqueeze and pull spoiler handle to SPD BRK FULL.WARNING: IF STRUCTURAL DAMAGE IS SUSPECTED OR TURBULENCE PRESENT, DONOT EXCEED .82 MACH/305 KIAS.IAS/MACH SELECT KNOB . . . . . . . . . . . . . . . . . . . . . SELECT .85 MACH/320-350 KIASDESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX PITCH 10°DOWN/MAX BANK 30°TRANSPONDER (UNLESSOTHERWISE REQUIRED) . . . . . . . . . . . . . . . . . . . . . . . . . . . 7700NO SMOKE AND SEAT BELTS SWITCHES . . . . . . . . . . . . . . . . . . . . . . ONThe “NO SMOKING” and “SEAT BELTS” alerts will be displayed.If O2 mask was used, accomplish the following to re-activate boom mic when O2 mask is nolonger required:O2 MASK DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSEPRESS TO TEST AND RESET LEVER . . . . . . . . . . . . . . . . . . . . . . PUSH[END OF PROCEDURE]
  8. ENGINE ABNORMAL START (HOT, HUNG OR NO START)
    NOTE: In the event an engine start needs to be discontinued after an engine has achieved45-52% (starter cutout) and the next Engine Start switch has been pulled, discontinue nextengine start by pushing the ENG START switch in and verifying Switch light extinguishes.FUEL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFMove associated FUEL switch to OFF.IS STARTER DISENGAGED?NO YESAllow N2 RPM to decrease to 30% or less.Verify IGN A or B is selected.ENG START SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . PULLPull ENG START switch; observe light illuminates.◄—————————————–[CONTINUE]▼Motor engine with starter for 30 seconds, then:ENG START SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSHVerify ENG START switch light extinguishes.Determine type of abnormal start and select appropriate procedure from one of the followingthree situations:
  9. ENGINE COMPRESSOR STALL(S)
    IS ENGINE OPERATION NORMAL?NO YESContinue engine operation.[END]▼AUTOTHROTTLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGETHROTTLE (AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . RETARD TO IDLEENG IGN OVRD SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD ONPush ENG IGN OVRD switch; observe OVRD ON light illuminates.ASSOCIATED ENG, AND WING OR TAIL ANTI-ICE SWITCHES . . . . . . . . . . . . . ONECON SWITCH
  10. ENGINE OIL QUANTITY LO/DECREASING
    Continue engine operation.If oil pressure/temperature become abnormal, shutdown affected engine. Refer to Non-alertprocedure - ENGINE SHUTDOWN IN FLIGHT.[END OF PROCEDURE]
  11. ENGINE PRIMARY INSTRUMENT LOSS
    NOTE: If engine parameters are lost (indicated by amber Xs over EPR, N1, N2, EGT and engineoil temperature), use this procedure to determine the status of the engine.IS AIRCRAFT ON THE GROUND?NO YESCall maintenance.[END]▼Observe EAD.DOES FUEL FLOW READAPPROXIMATELY 550 POUNDSPER HOUR ON AFFECTEDENGINE?NO YESShutdown affected engine.Refer to Non-alert procedure - ENGINE SHUTDOWN IN FLIGHT.NOTE: A fuel flow reading of approximately 550 pounds per hour indicates aFADEC power failure has occurred and the engine has been shutdown.Engine shutdown can be confirmed by checking the electrical system status.[END]▼Operate the affected engine throttle by continually aligning it with other throttles. Do not allowaffected throttle to lead others.NOTE: A fuel flow reading greater than 550 pounds per hour indicates a FADEC data failurehas occurred. The engine will continue to operate and respond to throttle movement.Continue flight and make an aircraft logbook entry.[END OF PROCEDURE]
  12. ENGINE RESTART IN FLIGHT
    NOTE: Do not attempt to restart an engine if it has been shutdown because of engine fire or ifthere are indications of engine damage.THROTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY IDLEFUEL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY OFF
  13. ENGINE SHUTDOWN IN FLIGHT
    THROTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLEFUEL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFIS AIR SYSTEM IN MANUAL?NO YESASSOCIATED BLEED AIR SWITCH . . . . . . . . . . . . . . . . VERIFY OFFPush associated BLEED AIR switch; observe OFF light illuminates and “AIRSYS___OFF” alert is displayed.ASSOCIATED PACK SWITCH . . . . . . . . . . . . . . . . . . . . . . . OFFPush associated PACK switch; observe OFF light illuminates.ASSOCIATED ISOL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . ONPush associated ISOL switch; observe ON light illuminates.◄—————————————–[CONTINUE]▼TRANSPONDER/TCAS SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . TA
  14. EVACUATION
    COURIERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALERTAlert couriers as to nature of emergency, time available for preparation and bracesignal to be used.After aircraft has stopped:OUTFLOW VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY OPENPARK BRAKE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PARKFUEL SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFEVACUATION COMMAND. . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATEENG FIRE HANDLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWNNOTE: If required, discharge fire agent.APU FIRE HANDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULLNOTE: If required, discharge fire agent.EMER PWR SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFBAT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFNOTE: If PSELT is installed, ensure crewmember secures equipment during evacuation orditching.[END OF PROCEDURE]
  15. EXIT COCKPIT VIA ESCAPE ROPE
    Raise the pilot’s inboard armrests to vertical stowed position and verify seat back is in the verticalposition. Push and hold the aft side of the Horizontal Control switch until seat movement stops.NOTE: If seat electrical power or control capability fails, lift and hold the horizontal controllever (H) aft, then push seat fully aft to the mechanical stop, and then outboard.Raise outboard armrests to vertical position, and unfasten seat belt and shoulder harness. Verifysun visor is forward of clearview window and in stowed position. Unlock window by lifting leverand moving it aft. Crank window to full open position. Open escape rope compartment doorand remove coiled escape rope. After verifying rope is attached to aircraft, drop rope on seat orfloor. Position body on window sill, facing inboard, with upper torso in window and legs on seat.Grasp rope with one hand and with free hand, throw rope out of window. While still graspingrope, maneuver body out of window using rope and aircraft structure for support. When favorablypositioned outside of aircraft, slowly lower self to the ground.[END OF PROCEDURE]
  16. FLIGHT CONTROLS JAMMED OR RESTRICTED
    NOTE: If jam occurs during manually-controlled flight, attempt to engage autopilot.If freezing water is the cause, control may be regained by descending into warmer air.SEAT BELTS SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONARE AILERON CONTROLSJAMMED OR RESTRICTED?NO YESIf jam was detected during cruise and if aircraft control is adequate, continue to normaldescent point.If controls remain jammed or restricted:AUTOPILOT/AUTOTHROTTLES . . . . . . . . . . . . . . . . . . DISCONNECTMAXIMUM AIRSPEED . . . . . . . . . . . . . . . . . . . . . 290 KIAS/.80 MCONTROL WHEELS(ROLL AXIS) . . . . . . . . . . . . . . . . . . . SEPARATE/DISCONNECTIf rudder pedals are movable, but directional control is greatly reduced or unresponsive torudder pedal input:• Directional control is available from ailerons, spoilers and asymmetric engine thrust.• If a wing engine is inoperative, a missed approach should not be attempted.• Plan landing on runway with the least crosswind component, conditions permitting.Use force, as required, to separate/disconnect the two halves of the control system(approximately 90 pounds).Autothrottles will be available.Autopilot may be available but should be disconnected during descent, and approachand landing.Select a runway with minimum crosswind.If roll authority is reduced, fly a wider pattern than normal to allow a stabilized approach.[END]
  17. FMC DUAL FAILURE
    BOTH MCDUs . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT STANDBYNo FMS database is available in standby mode.NOTE: If an FMS is available, a Level 0 alert “CDU ___ MENU REQUEST” will beannunciated on the EAD.NEXT WAYPOINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFYOriginal routing will be retained in both MCDUs.Confirm active waypoint is correct or enter required waypoint with NAME/LAT/LONG format beforecontinuing this procedure.SISP SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED•FLT DIR - If NAV 1 or NAV 2 is selected, offside roll bar will bias out of view. If desired, onsideFLT DIR may be selected by pushing CAPT ON 2 (for NAV 2) or F/O ON 1 (for NAV 1).•FMS - FMS switching should be in normal. If both MCDUs are in standby operation, NDs willdisplay the information depicted in the following table:FMS SISP SW CAPT ND DISPLAY F/O ND DISPLAYNORMAL MCDU 1 MCDU 2CAPT ON 2 MCDU 2 MCDU 2F/O ON 1 MCDU 1 MCDU 1NOTE: AP 1 will always follow MCDU 1. AP 2 will always follow MCDU 2 regardless ofSISP switching.• CADC, IRS, VOR and APPR should be left in normal unless anomalies in those systemsrequire switching.NAVIGATION ROUTING. . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
  18. FMC SINGLE FAILURE
    Immediately following any disconnect or switching of the autopilot, verify the desired FMC lateralmode is displayed on the FMA. Desired mode may be reselected if necessary.IS FMC 1 FAILED?NO YESCAPT FMS SISP . . . . . . . . . . . . . . . . . . . . . . . . . . CAPT ON 2Push FMS on Captain SISP; observe CAPT ON 2 light illuminates.MCDU 1 (MENU PAGE, LSK 1L) . . . . . . . . . . . . . . . . . . . . . FMC 2Push LSK 1L to select FMC 2; observe FMC 2 <ACT> displays.[END]▼FMC 2 failed:F/O FMS SISP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F/O ON 1Push FMS on F/O SISP; observe F/O ON 1 light illuminates.MCDU 2 (MENU PAGE, LSK 1L) . . . . . . . . . . . . . . . . . . . . . . . . . FMC 1Push LSK 1L to select FMC 1; observe FMC 1 <ACT> displays.[END OF PROCEDURE]
  19. FUEL DUMP
    NOTE: Fuel dump is independent of automatic/manual mode of Fuel System Controller (FSC).Automatic system control or manual system control are identical in fuel dumpingprocedure. Fuel dump rate is approximately 5000 lbs per minute.DUMP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONOpen guard; push DUMP switch and observe ON light illuminates.NOTE: When fuel dump is terminated at the FMS DUMP TO GW value, “DUMP VLV LDISAG” and “DUMP VLV R DISAG” alerts will be displayed.If fuel dump does not terminate at the FMS DUMP TO GW value, “FMS DUMPDISABLED” alert will be displayed.If fuel dumps below the low level dump shutoff (approximately 11,500 lbs per tank),“FUEL DUMP LEVEL” alert will be displayed.When desired fuel level is reached or calculated dump time is reached:DUMP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFPush DUMP switch and observe ON light extinguishes.
  20. FUEL LEAK
    Check departure fuel minus total used is approximately equal to present fuel on board. If a fuelleak is confirmed, land at nearest suitable airport. If sufficient reserves cannot be verified, considerdiverting to a suitable airport.FUEL SYSTEM SELECT SWITCH . . . . . . . . . . . . . . . . . . . . . . . MANUALALL TANK TRANS AND FILL VALVE SWITCHES. . . . . . . . . . . . . . . . . . . OFFPush all TANK TRANS and FILL Valve switches; observe all ON lights extinguish andall ARM/FILL lights extinguish.NOTE: The previous action isolates each tank to determine which tank quantity isdecreasing abnormally.
  21. FUEL QUANTITY ABNORMAL INDICATION (ALL MAINTANKS)
    IS THERE AN ABNORMALDECREASE IN ALL MAIN TANKQUANTITY INDICATIONS?NO YESIS THERE LOW PRESSURE(INTERMITTENT OR STEADY)FROM FORWARD PUMP IN ANYMAIN TANK?NO YESNOTE: At constant speed and normal cruise attitudes, tank 2 FWD pump lowpressure should occur at approximately 1500 lbs (700 kilograms), andtank 1 and 3 FWD pumps at approximately 700 lbs (300 kilograms).Land at nearest suitable airport.FUEL SYSTEM SELECT SWITCH . . . . . . . . . . . . . . . MANUALTANK 2 FILL VALVE SWITCH . . . . . . . . . . . . . VERIFY ARM/FILLWhen “TAIL PUMPS LO” alert is displayed:TAIL TANK TRANS SWITCH . . . . . . . . . . . . . . . . . . . . OFFWhen “AUX UPR PUMPS LO” alert is displayed:AUX TANK L AND R TRANS SWITCHES . . . . . . . . . . . . . . OFFIf “TNK 1 FUEL QTY LO” or “TNK 3 FUEL QTY LO” alert is displayed andtank 2 fuel quantity is >2000 lbs:TANK XFEED SWITCHES (ALL) . . . . . . . . . . . . . . . . . . . ON[END]▼FUEL QTY NORMAL POWER CIRCUIT BREAKER AND FUELQUANTITY ALTN POWER CIRCUIT BREAKER (UPPER MAINC/B PANEL ROWS E & F) . . . . . . . . . . . . . . . . . . . . . . . CYCLENOTE: Circuit breakers should be opened simultaneously and then closed againafter 30 seconds.While quantity system is unpowered, “FUEL QTY” and “SEL FUEL SYSMAN” alerts may be displayed.
  22. GEAR HANDLE WILL NOT MOVE TO DOWN POSITION
    NOTE: Considerable force may be required to move gear handle. A force of 160 pounds maybe applied to handle without causing damage to system.INDICATED AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . MAX 230 KIASVerify speed is below maximum free fall speed (230 KIAS).ALTERNATE GEAR EXTENSION LEVER . . . . . . . . . . . . . . . . . . RAISE/LATCHNOTE: Considerable force may be required to move alternate gear extension lever. A forceof 160 pounds may be applied to lever without causing damage to system.Main gear doors will remain open. Limit airspeed to 260 KIAS.GEAR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 GREENCAUTION: AFTER ALTERNATE EXTENSION OF MAIN GEAR, WAIT UNTIL THREEGREEN LIGHTS ILLUMINATE BEFORE NEXT ACTION.NOTE: Required delay between main gear and center gear extension allows gear hydraulicsystem bypass to be effective and prevents temporary hydraulic blockage of centergear alternate extension handle.CENTER GEAR ALTERNATE EXTENSION HANDLE . . . . . . . . . . . . . . . . . PULLGEAR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 GREENCAUTION: MAIN GEAR ALTERNATE EXTENSION LEVER MUST BE LEFT IN THERAISED POSITION TO PREVENT INADVERTENT GEAR RETRACTION.NOTE: Nosewheel steering will be 25° to the right and unrestricted to the left. [END OF PROCEDURE]
  23. GEAR HANDLE WILL NOT MOVE TO UP POSITION
    INDICATED AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . MAX 230 KIASVerify speed is below maximum gear retraction speed (230 KIAS).GEAR HANDLE REL BUTTON . . . . . . . . . . . . . . . . . . . . . . . PUSH/HOLDGEAR HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPDID GEAR HANDLE REMAINDOWN?NO YESLanding Gear Trim system has failed. Failure should have no adverse effect on landing.GEAR HANDLE/LIGHTS . . . . . . . . . . . . . . . . . . . DOWN/4 GREENINDICATED AIRSPEED . . . . . . . . . . . . . . . . . MAX 300 KIAS/.70 MACH[END]▼GEAR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHEDThe following system characteristics indicate the ground sensor has not shifted to flight mode:•Autopilot cannot be engaged.•FCP functions cannot be engaged.•Takeoff warning will sound when flaps or slats are retracted.•Auto cabin pressurization is inoperative.If systems indicate sensor has not shifted to flight mode, refer to Non-alert procedure - GROUNDSENSOR FAILURE.[END OF PROCEDURE]
  24. GEAR PRIMARY OR SECONDARY LT(S) ILLUMINATE WITHGEAR HANDLE UP
    CONFIG CUE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSHNOTE: The gear primary lights are adjacent to the gear handle; the gear secondary lightsare on the synoptic.If either the gear primary or secondary lights are extinguished, the gear is up andlocked.FOR EACH GEAR, DOES EITHERTHE PRIMARY OR SECONDARYDISPLAY INDICATE GEAR UP?NO YESConsider the gear up and locked.[END]▼AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX 230 KIASNOTE: The maximum gear extension speed is 260 KIAS. Specifying a maximum speed of230 KIAS is to accommodate gear retraction.GEAR HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN(CONTINUED)Do not exceed gear extension speed (260 KIAS/.70 Mach). Diversion to a suitable airport maybe required.When ready for landing:Refer to Non-alert procedure - GEAR UNSAFE INDICATION WITH GEAR HANDLE DOWN.[END OF PROCEDURE]
  25. GEAR UNSAFE INDICATION WITH GEAR HANDLE DOWN
    IS CENTER GEAR PRIMARY ORSECONDARY LIGHT GREEN?NO YESNosewheel steering is restricted 25° to the right and is unrestricted to the left.[END]▼Consider maximum landing weight for center gear retracted.[END]▼ALTERNATE GEAR EXTENSION LEVER . . . . . . . . . . . . . . . . UNLATCH/STOWGEAR HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPWhen gear is retracted:CTR GEAR ISOLATION SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . . UPGEAR HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWNARE LEFT, RIGHT ANDNOSEGEAR PRIMARY ORSECONDARY LIGHTS GREEN?NO YESConsider maximum landing weight for center gear retracted.[END]
  26. GROUND SENSOR FAILURE
    NOTE: When ground shift mechanism does not shift to flight mode, some systems will not be innormal mode.• Autopilot cannot be engaged.• FCP functions cannot be engaged.• Takeoff warning will sound when flaps or slats are retracted.• Auto cabin pressurization is inoperative.• Air data heaters.• Engine 2 reverse.• Stall warning, stick shakers, auto slats.• Airfoil anti-ice.• Possible ground spoilers.Normal inflight mode may be recovered for all systems by pulling ground sensing circuitbreakers.GROUND SENSING CIRCUIT BREAKERS (LEFT AND RIGHT) . . . . . . . . . . . . PULL(Located on Left Avionics Circuit Breaker panel)During approach and just prior to final approach fix:WING AND TAIL ANTI-ICE SWITCHES . . . . . . . . . . . . . . . . . . . VERIFY OFFIf required, push WING and TAIL ANTI-ICE switches; observe ON light is extinguished.CABIN PRESS SYSTEM SELECT SWITCH . . . . . . . . . . . . . . . . . . . MANUALPush CABIN PRESS SYSTEM SELECT switch; observe MANUAL light illuminates.OUTFLOW VALVE INDICATOR . . . . . . . . . . . . . . . . . . SET 10:30 POSITIONRotate CABIN PRESS manual rate selector to set outflow valve to 10:30 position.NOTE: Normal engine 2 reversing and automatic cabin depressurization are not availableuntil ground sensing circuit breakers are reset.Upon touchdown:Manually assist spoiler handle as it deploys.
  27. LANDING WITH ABNORMAL LANDING GEARCONFIGURATION
    CAUTION: LAND WITH CENTER GEAR RETRACTED AND AS MANY OTHER GEAREXTENDED AS POSSIBLE.NOTE: This procedure is based on the assumption that all methods to extend the landing gearhave been unsuccessful.If a main gear is partially or fully retracted, consideration should be given to selecting thewidest runway available for landing due to the possibility of directional control difficulties.Fly a power on approach on computed approach speed, carrying power to touchdown, ifrequired, so as to contact the runway as gently as possible.Complete normal approach and landing checklist, and prepare for evacuation at theappropriate time.Both slide rafts will be usable with aircraft stopped in any failed landing gear configuration.COURIER(S). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALERTAlert couriers of the emergency situation, specifying how much time is available forpreparation.CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BRIEFBrief cockpit crew and couriers of plans; assign specific duties to extra crewmembers.FUEL QUANTITY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCEReduce fuel quantity to a minimum.NOTE: This will reduce speed of aircraft and minimize risk of fire.APU START/STOP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . VERIFY OFFIf required, push APU START/STOP switch to OFF; observe APU RPM and exhausttemperature gauges show a decrease.LOOSE EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOWStow all loose cockpit equipment.CAWS TO/LDG/CABIN ALTITUDE C/B(RIGHT AVIONICS C/B PANEL) . . . . . . . . . . . . . . . . . . . . . . . . . PULLGND PROXIMITY WARN C/B(RIGHT AVIONICS C/B PANEL) . . . . . . . . . . . . . . . . . . . . . . . . . PULLAUTOBRAKE SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFPlan a 50/EXT landing, normal approach and flare.
  28. NO FLAP/NO SLAT LANDING
    Plan a wide pattern for speed stabilization on final.GPWS SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAP OVRDNOTE: In OVRD, ground proximity warning is disabled as a result of flaps not in landingrange. All other functions of ground proximity warning system remain functional.AUTOBRAKE SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFNOTE: Autobrake landing mode will be inoperative.Perform appropriate normal checklist.After stabilization on approach, reduce speed in level flight until approach speed is achieved.
  29. NO FLAP/SLAT EXTENDED LANDING
    GPWS SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAP OVRDAUTOBRAKE SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFPerform appropriate normal checklists.Cross threshold at VAPP; reduce sink rate slightly. Disconnect autothrottles, retard throttles to idleand fly to a positive touchdown. Do not attempt a smooth touchdown. Excessive flare will result infloat and excessive use of runway.CAUTION: TAILSTRIKE MAY OCCUR AT PITCH ATTITUDES GREATER THAN 10°. On touchdown, positively lower nosegear to runway and immediately apply full reverse thrust andbrakes as required.NOTE: Auto ground spoilers will not deploy until nosegear touchdown.Full reverse thrust may be used to a complete stop.[END OF PROCEDURE]
  30. ONE ENGINE-DRIVEN GENERATOR OPERATING
    AC LOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKObserve AC load on operating generator.If required, reduce non-essential electrical load.IS APU/APU GENERATORAVAILABLE?NO YESIf flight conditions permit:Start APU. Refer to AOM, Chapter 04, Supplemental, Auxiliary Power Unit, APU InflightOperation.When APU start is complete:IS APU GENERATOR OPERATINGNORMALLY?NO YESNo further crew action required.[END]▼ ▼Land at nearest suitable airport.[END OF PROCEDURE]
  31. REVERSER DEPLOYED, OR “U/L” OR “REV” DISPLAYEDIN FLIGHT
    DOES AIRCRAFT BUFFET OR IS ATRIM CHANGE REQUIRED?NO YESTake immediate corrective action as necessary to maintain aircraft control.THROTTLE (AFFECTED ENGINE) . . . . . . . . . . . . . . . . . . . . . IDLEREVERSER LEVERS . . . . . . . . . . . . . . . . . . FULL DOWN (FWD IDLE)DOES “U/L” OR “REV” REMAINDISPLAYED OR IS AIRCRAFTBEHAVIOR STILL ABNORMAL?NO YESFUEL SWITCH (AFFECTED ENGINE). . . . . . . . . . . . . . . . OFFRefer to Non-alert procedure - ENGINE SHUTDOWN IN FLIGHT.Set autopilot and autothrottles as desired.GROSS WEIGHT . . . . . . . . . . . . . . . REDUCE, AS REQUIREDUse 35° flaps for landing.[END]▼Continue use of affected engine at Captain’s discretion.Set autopilot and autothrottles as required.[END]▼Continue normal engine operation.[END OF PROCEDURE]
  32. SEVERE DAMAGE TO COCKPIT OVERHEAD STRUCTURE
    This procedure is to be used any time the cockpit overhead structure is struck by a foreign object.NOTE: A severe blow to the fuselage structure in the area of the cockpit overhead couldresult in a loss of all primary electrical power, all hydraulic power, all Hydraulicsystem status indications on the EAD and/or Hydraulic system display (synoptic),and/or HYD control panel (forward overhead panel).HYD CUE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSHARE SYNOPTIC LINES ORSYSTEM PRESSURE DISPLAYED,AND DO THEY INDICATE NORMALOPERATION OF HYDRAULICPUMPS?NO YESNo further action required.[END]▼ADG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPLOYENG HYD PUMPS CONTROL LEFTAND RIGHT CIRCUIT BREAKERS(LEFT OVERHEAD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULLNOTE: Removing electrical power from ENG HYD PUMPS control will cause the associatedengine driven hydraulic pumps to come on.ADG ELEC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONNOTE: If electric power is not available, engine 2 may flameout. CAUTION: DO NOT DUMP FUEL. IF NECESSARY, PERFORM AN OVERWEIGHTLANDING.[END OF PROCEDURE]
  33. SEVERE TURBULENCE AND/OR HEAVY RAIN INGESTION
    NOTE: In areas of turbulence, fly the FMS optimum altitude when possible. Buffet margin andeconomy will be enhanced. Descend, if necessary, to improve buffet margin.TURBULENCE, PENETRATIONSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290 TO 305 KIAS OR.80 TO .82 MACH,WHICHEVER RANGE IS LOWERNOTE: Below 10,000′, the greater of 250 KIAS or CLIMB SPEED may be used.ENG IGN OVRD SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD ONPush ENG IGN OVRD switch; observe OVRD ON light illuminates.AUTOTHROTTLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFPush either ATS Disconnect switch; observe the ATS OFF display on the PFD.NOTE: Adjust throttles, only if necessary, to correct excessive airspeed variation or to avoidexceeding redline limits. Do not chase airspeed.AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITORUse the autopilot in turbulence. Closely monitor autopilot operation and be preparedto disconnect the autopilot only if the aircraft does not maintain an acceptable attitude.If the autopilot disconnects, the pilot should smoothly take control and stabilize thepitch attitude. Fly attitude as the primary pitch reference. Sacrifice altitude to maintainattitude. Disregard the flight director pitch bar. Do not trim manually. After recovery,the autopilot should be re-engaged if available. If the autopilot is engaged outsidethe capture zone of the FCP altitude, a new altitude will be automatically commandedand smoothly captured.NOTE: Because the autopilot cannot respond correctly when inputs are made to the controlwheel or column, it is designed to disconnect automatically if there are sustainedpilot inputs. However, the pilot should never make control inputs when the autopilotis engaged because at disconnect, there will be a sudden and abrupt movement ofsome flight control surfaces with an associated but unpredictable aircraft response.WARNING: APPLYING FORCE TO THE CONTROL WHEEL OR COLUMN WHILETHE AUTOPILOT IS STILL ENGAGED HAS RESULTED IN AUTOPILOTDISCONNECTS AND SUBSEQUENT ABRUPT AIRCRAFT MANEUVERS.PILOTS HAVE OVER-CONTROLLED THE AIRCRAFT WHILE TRYING TORETURN TO STABILIZED LEVEL FLIGHT. THE PILOT SHOULD NEVERAPPLY FORCE TO THE CONTROL WHEEL OR COLUMN WHILE THEAUTOPILOT IS ENGAGED. IF THE PILOT IS NOT SATISFIED WITHAUTOPILOT PERFORMANCE, OR IS UNSURE THAT IT IS OPERATINGCORRECTLY, IT SHOULD BE IMMEDIATELY DISCONNECTED BY USINGONE OF THE AUTOPILOT DISCONNECT SWITCHES. IF THE AUTOPILOTDISENGAGES WHILE A FORCE IS APPLIED TO THE CONTROL WHEELOR COLUMN, THERE WILL BE A RAPID, COMMANDED CHANGE INSOME OF THE CONTROL SURFACE POSITIONS. THIS WILL RESULTIN AN ABRUPT AND UNPREDICTABLE AIRCRAFT RESPONSE.
  34. SMOKE/FIRE/FUMES
    CAUTION: REMOVING THE SOURCE OF IGNITION FROM A FIRE MAY NOT CAUSE THEFIRE TO EXTINGUISH. IF CONDITIONS PERMIT, DELAY FUEL DUMP UNTILSMOKE SWITCH IS IN ITS FINAL POSITION. IF FUEL DUMP IS STARTEDPRIOR TO OR DURING SMOKE SWITCH OPERATION, VARIOUS VALVESAND PUMPS MAY NOT BE CONTROLLABLE WHICH MAY RESULT IN ANUNCONTROLLABLE FUEL DUMP.DIVERSION MAY BE REQUIREDOXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100%Use emergency oxygen pressure, as required, to purge mask and goggles of smoke and/or fumes.CREW/COURIER(S) COMMUNICATIONS . . . . . . . . . . . . . . . . . . . ESTABLISHANY CREWMEMBERS/ COURIERSIN MAIN CARGO COMPARTMENT?NO YESCABIN ALERT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . ON◄—————————————–[CONTINUE]▼EMER LT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONCAB BUS SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFLift guard; push CAB BUS switch and observe OFF light illuminates.NOTE: When CAB BUS OFF light is illuminated, power is removed from the cabin ACground service bus and cargo loading bus.Anytime smoke or fumes become the greatest threat, refer to Abnormal Non-alert procedure -SMOKE/FUMES REMOVAL.
  35. SMOKE/FUMES REMOVAL
    OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100%Don smoke goggles as required.Use emergency oxygen pressure as required to purge mask and goggles of smoke and/or fumes.CREW/COURIER(S) COMMUNICATIONS . . . . . . . . . . . . . . . . . . . ESTABLISHECON SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFPush ECON switch; observe OFF light illuminates.COCKPIT AIR OUTLETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPENDescend to 10,000′ (terrain permitting).CABIN PRESS CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . SYSTEMMANUAL/CLIMBPush CABIN PRESS SYSTEM SELECT switch; observe MANUAL light illuminates.Rotate CABIN PRESS manual rate selector to climb.Establish cabin rate at 1000 to 2000 FPM up.NOTE: “CABIN ALTITUDE” alert will be displayed.“CABIN RATE” alert may be displayed if greater than 1500 FPM climb is exceeded.When depressurized:Set outflow valve indicator to 10:30 position.NOTE: If the aircraft is depressurized to the point where negative pressure is present, thesingle Level 2 “CARGO DOOR UPR A” alert may be displayed due to the unseatingof the vent door.(CONTINUED)
  36. STABILIZER INOPERATIVE
    IS AIRCRAFT IN TRIM WITHLANDING FLAPS SET?NO YESLand with existing flap/slat setting.[END]▼ELEV FEEL SELECTOR. . . . . . . . . . . . . . . . . PULL, ROTATE AS NECESSARYSlew elevator feel reference speed on CONFIG synoptic page to desired speed. Update asrequired.ARE SLATS AVAILABLE?NO YESPlan a 35/EXT approach and landing.Determine stabilizer inoperative speed additive from following table and add to VAPP,not to exceed VREF+25. STABILIZER INOPERATIVE SPEED ADDITIVE 35/EXTCENTER OF GRAVITY - % MAC12 14 16 18 20 22 23-34STABILIZERSETTING(DEGREES) SPEED ADDITIVE KIAS1 AND 20 20 17 12 8 5 0 0 20 16 12 7 5 0 0 1 ANU 16 11 7 5 0 0 0 2 ANU 11 7 5 0 0 0 0 3 ANU 7 5 0 0 0 0 0 4 ANU 5 0 0 0 0 0 0 5 - 16 ANU 0 0 0 0 0 0 0 NOTE: If stabilizer and/or CG is unknown, add 20 knots to normal VAPP, not to exceedVREF+25.Landing distance will increase approximately 1% for each 1 knot added to VREF.Maintain adjusted VAPP until touchdown. NOTE: If a go-around is required, use normal procedure, but do not allow speedto go below adjusted VAPP. [END]▼(CONTINUED)Plan a 28/RET approach and landing.GPWS SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAP OVRDNOTE: If landing with less than landing flaps, do not use autobrakes. Auto ground spoilers willnot deploy until nosegear touchdown. Disconnect autothrottles prior to 50′ or approachingthreshold.[END OF PROCEDURE]
  37. START VALVE LIGHT ILLUMINATED AFTER START OR INFLIGHT
    IS ASSOCIATED ENG STARTSWITCH EXTENDED?NO YESENG START SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . PUSH INIS START VALVE LIGHTEXTINGUISHED?NO YESNo further crew action required.[END]▼ ▼AIR SYSTEM SELECT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . MANUALPush AIR SYSTEM SELECT switch; observe MANUAL light illuminates.ASSOCIATED BLEED AIR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . OFFPush associated BLEED AIR switch; observe OFF light illuminates.ASSOCIATED ISOL SWITCH(ES) . . . . . . . . . . . . . . . . . . . . . . . . . OFFPush associated ISOL switch(es); observe ON light(s) extinguishes.
  38. TAILPIPE FIRE
    CAUTION: TAILPIPE FIRES ARE NOT DISPLAYED IN THE COCKPIT. THE FIRSTNOTIFICATION OF A TAILPIPE FIRE MAY BE FROM AN EXTERNAL SOURCE.DISCHARGING THE ENGINE FIRE EXTINGUISHING AGENT WILL NOTEXTINGUISH THE FIRE. IF THE FIRE CANNOT BE EXTINGUISHED BYMOTORING OR IF MOTORING IS NOT POSSIBLE, THE USE OF GROUNDFIREFIGHTING EQUIPMENT MAY BE REQUIRED.FUEL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFFIS STARTER DISENGAGED?NO YESAllow N2 RPM to decrease to 30% or less.Verify IGN A or B is selected.ENG START SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . PULLPull ENG START switch; observe light illuminates.◄—————————————–[CONTINUE]▼After fire is extinguished:ENG START SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSHPush ENG START switch in; observe light extinguishes.Call maintenance.[END OF PROCEDURE]
  39. TWO ENGINES INOPERATIVE
    NOTE: During a two engine approach, if a second engine fails on final and the gear is down,add power as required. Set flaps to FLAPS 28, maintain speed to reach VREF+5 forFlaps 28 and continue approach. Move GPWS switch to FLAP OVRD, conditionspermitting. Do not use autobrakes. Auto ground spoilers will not deploy until nosegeartouchdown. Disconnect autothrottles prior to 50′ or approaching threshold.THROTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCTNOTE: Below 14,000′ MSL, five minutes of go-around power is permissible, if required.FLAPS (UNLESS ON FINAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPNOTE: Flaps should be retracted, even if below normal flap retract airspeed, to reducedrag and aid in acceleration.SPEED (UNLESS ON FINAL) . . . . . . . . . . . . . . . . . . . . . DRIFTDOWN ORUP/RET VMIN+30 NOTE: Delay gear retraction until flaps are up.GEAR (UNLESS COMMITTED) . . . . . . . . . . . . . . . . . . . . . . . . . . . UPSLATS (UNLESS ON FINAL). . . . . . . . . . . . . . . . . . . . . . . . . . . . RETNOTE: Slats should be retracted at slat retract airspeed.ENG IGN OVRD SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD ON
  40. VOLCANIC ASH
    NOTE: Volcanic ash can cause abnormal system operation such as engine and/or airspeedmalfunctions.These procedures should be used in the event of inadvertent flight into a volcanic ashcloud and during ground operations in volcanic ash and dust conditions. They areintended to maximize engine surge protection and to decrease engine EGT. The lowerEGT will minimize accumulation of volcanic material on the turbine vanes.Lower EGT values will slow or eliminate further accretion of molten volcanic ash materialin the engine hot section, particularly on the Nozzle Guide Vanes (NGVs). Accretion onthe NGVs can lead to compressor stalls, EGT exceedances or engine flameout, and mayrequire that engine(s) be shutdown. Should shutdown and restart be necessary, delayingrestart for 15 to 30 seconds will allow accreted ash material to cool and may promote theshedding of that material from the NGVs, increasing the likelihood of a successful relight.Indications when entering a volcanic ash cloud may be a decrease in N1, N2, fuel flowand an increase in EGT; possible engine surges; or torching from the tailpipe and engineflameout. Physical evidence may be smoke or dust in the cockpit, or odor similar toelectrical smoke.At night, heavy static discharges (St. Elmo’s Fire) may be visible around the windshields.The landing lights will cast sharp distinct shadows.Do not rely on weather radar to detect and display the presence of volcanic ash and dust.Airborne Weather Radar systems on commercial aircraft are not capable of detectingvery small ash and dust particles.Volcanic ash and dust may not be visible at night or in Instrument MeteorologicalConditions (IMC).Fly on the upwind side of the ash cloud. If an ash cloud is inadvertently entered, exitimmediately via the shortest route at the lowest practical thrust setting.During prolonged exposure to ash-laden air, use the Crew Oxygen system (100%) whenthere is evidence of sulfur odor from the air conditioning system or of volcanic dustin the cockpit.As soon as practical after discovering volcanic activity, make a pilot report. Transmit allavailable information concerning location, altitude and drift direction of the ash cloud toATC. Record the event in the aircraft logbook.Communication difficulties may be experienced due to electrostatic conditions.If a volcanic ash cloud is inadvertently entered during flight, depart the area by the shortest routepossible. Consider a descending 180° turn.
  41. WINDSHIELD/CLEARVIEW/AFT WINDOW CRACKED AND/ORARCING
    IS WINDSHIELD CRACKEDAND/OR ARCING?NO YESASSOCIATED WINDSHIELD ANTI-ICE SWITCH . . . . . . . . . . . . . . . OFFPush associated WINDSHIELD ANTI-ICE switch; observe ON light isextinguished.DOES ARCING CONTINUE?NO YESWINDSHIELD DEFOG SWITCH . . . . . . . . . . . . . . . . . . OFFASSOCIATED WINDSHIELD DEFOG C/B . . . . . . . . . . . . . . PULLPull associated WINDSHIELD DEFOG circuit breaker (left avionicsC/B panel) for failed windshield.After associated WINDSHIELD DEFOG circuit breaker has been pulled:WINDSHIELD DEFOG SWITCH . . . . . . . . . . . . . . . . . . . ONPush WINDSHIELD DEFOG switch; observe OFF light extinguishes.◄—————————————–[

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