Maneuvers

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The flashcards below were created by user altuntasgorkem on FreezingBlue Flashcards.


  1. Approach to Stall or Stall Recovery

    All recoveries from approach to stall should be done as if an actual stall has occurred. Immediately do the following at the first indication of stall (buffet or stickshaker)

    Note: Do not use flight director commands during the recovery
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    WARNING: *If the control column does not provide the needed response, stabilizer trim may be necessary. Excessive use of pitch trim may aggravate the condition, or may result in loss of control or in high structural loads.

    WARNING: ** Excessive use of pitch trim or rudder may aggravate the condition, or may result in loss of control or in high structural loads.
  2. Rejected Takeoff

    The captain has the sole responsibility for the decision to reject the takeoff. The decision must be made in time to start the rejected takeoff maneuver by V1. If the decision is to reject the takeoff, the captain must clearly announce “REJECT,” immediately start the rejected takeoff maneuver and assume control of the airplane. If the first officer is making the takeoff, the first officer must maintain control of the airplane until the captain makes a positive input to the controls.

    Prior to 80 knots, the takeoff should be rejected for any of the following:

    activation of the master caution system
    system failure(s)
    unusual noise or vibration
    tire failure
    abnormally slow acceleration
    takeoff configuration warning
    fire or fire warning
    engine failure
    predictive windshear warning
    if a side window opens
    if the airplane is unsafe or unable to fly.

    Above 80 knots and prior to V1, the takeoff should be rejected for any of the following:

    fire or fire warning
    engine failure
    predictive windshear warning
    if the airplane is unsafe or unable to fly.

    During the takeoff, the crew member observing the non-normal situation will immediately call it out as clearly as possible.
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  3. Runway Awareness and Advisory System (RAAS)

    Accomplish the following if a RAAS callout or alert differs from the flight crew’s expectation:
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  4. 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
    CAUTION TERRAIN
    CAUTION OBSTACLE
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    The below glideslope deviation alert may be cancelled or inhibited for:

    • localizer or back course approach 
    • circling approach from an ILS 
    • when conditions require a deliberate approach below glideslope 
    • unreliable glideslope signal.


    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.
  5. GPWS Warning

    Accomplish the following maneuver for any of these conditions:

    Activation of “PULL UP” or “TERRAIN TERRAIN PULL UP” warning.

    Activation of the “PULL UP” or “OBSTACLE OBSTACLE PULL UP” warning.

    Other situations resulting in unacceptable flight toward terrain.
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    Note: Aft control column force increases as the airspeed decreases. In all cases, the pitch attitude that results in intermittent stick shaker or initial buffet is the upper pitch attitude limit. Flight at intermittent stick shaker may be required to obtain a positive terrain separation. Smooth, steady control will avoid a pitch attitude overshoot and stall.

    Note: Do not use flight director commands.

    Note: *Maximum thrust can be obtained by advancing the thrust levers full forward if the EECs are in the normal mode. If terrain contact is imminent, advance thrust levers full forward.

    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.
  6. Traffic Avoidance

    Immediately accomplish the following by recall whenever a TCAS traffic advisory (TA) or resolution advisory (RA) occurs.

    WARNING: Comply with the RA if there is a conflict between the RA and air traffic control.

    WARNING: Once an RA has been issued, safe separation could be compromised if current vertical speed is changed, except as necessary to comply with the RA. This is because TCAS II-to-TCAS II coordination may be in progress with the intruder aircraft, and any change in vertical speed that does not comply with the RA may negate the effectiveness of the others aircraft’s compliance with the RA.

    Note: If stick shaker or initial buffet occurs during the maneuver, immediately accomplish the APPROACH TO STALL RECOVERY procedure.

    Note: If high speed buffet occurs during the maneuver, relax pitch force as necessary to reduce buffet, but continue the maneuver.

    Note: Do not use flight director pitch commands until clear of conflict.

    For TA:
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    Note: Maneuvers based solely on a TA may result in reduced separation and are not recommended.
  7. For RA, except a climb in landing configuration:

    WARNING: A DESCEND (fly down) RA issued below 1000 feet AGL should not be followed.
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  8. For a climb RA in landing configuration:
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  9. Upset Recovery

    An upset can generally be defined as unintentionally exceeding the following conditions:

    Pitch attitude greater than 25 degrees nose up, or
    Pitch attitude greater than 10 degrees nose down, or
    Bank angle greater than 45 degrees, or
    Within above parameters but flying at airspeeds inappropriate for the conditions.

    The following techniques represent a logical progression for recovering the airplane. The sequence of actions is for guidance only and represents a series of options to be considered and used depending on the situation. Not all actions may be necessary once recovery is under way. If needed, use pitch trim sparingly. Careful use of rudder to aid roll control should be considered only if roll control is ineffective and the airplane is not stalled. 
    These techniques assume that the airplane is not stalled. A stalled condition can exist at any attitude and may be recognized by continuous stick shaker activation accompanied by one or more of the following:

    Buffeting which could be heavy at times
    Lack of pitch authority and/or roll control
    Inability to arrest descent rate.

    If the airplane is stalled, recovery from the stall must be accomplished first by applying and maintaining nose down elevator until stall recovery is complete and stick shaker activation ceases.

    Nose High Recovery
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  10. Nose Low Recovery
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    WARNING: * Excessive use of pitch trim or rudder may aggravate an upset situation or may result in loss of control and/or high structural loads.
  11. Windshear Caution

    For predictive windshear caution alert (“MONITOR RADAR DISPLAY” aural).
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  12. Windshear Warning

    Predictive windshear warning during takeoff roll: (“WINDSHEAR AHEAD, WINDSHEAR AHEAD” aural) prior to V1, reject takeoff after V1, perform the Windshear Escape Maneuver.

    Windshear encountered during takeoff roll:
    If windshear is encountered prior to V1, there may not be sufficient runway remaining to stop if an RTO is initiated at V1. At VR, rotate at a normal rate toward a 15 degree pitch attitude. Once airborne, perform the Windshear Escape Maneuver.
    If windshear is encountered near the normal rotation speed and airspeed suddenly decreases, there may not be sufficient runway left to accelerate back to normal takeoff speed. If there is insufficient runway left to stop, initiate a normal rotation at least 2,000 feet before the end of the runway, even if airspeed is low. Higher than normal attitudes may be required to lift off in the remaining runway. Ensure maximum thrust is set.

    Predictive windshear warning during approach (“GO–AROUND, WINDSHEAR AHEAD” aural):
    perform the Windshear Escape Maneuver, or, at pilot’s discretion, perform a normal go–around.

    Windshear encountered in flight:
    perform the Windshear Escape Maneuver.

    Note: The following are indications the airplane is in windshear: 
    windshear warning (two–tone siren followed by “WINDSHEAR, WINDSHEAR, WINDSHEAR”) or 
    unacceptable flight path deviations.

    Note: Unacceptable flight path deviations are recognized as uncontrolled changes from normal steady state flight conditions below 1000 feet AGL, in excess of any of the following:

    15 knots indicated airspeed
    500 fpm vertical speed
    5° pitch attitude
    1 dot displacement from the glideslope unusual thrust lever position for a significant period of time.
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    Note: Aft control column force increases as the airspeed decreases. In all cases, the pitch attitude that results in intermittent stick shaker or initial buffet is the upper pitch attitude limit. Flight at intermittent stick shaker may be required to obtain a positive terrain separation. Smooth, steady control will avoid a pitch attitude overshoot and stall.

    Note: *Maximum thrust can be obtained by advancing the thrust levers full forward if the EECs are in the normal mode. If terrain contact is imminent, advance thrust levers full forward.

    Note: **Do not exceed the Pitch Limit Indication.

    Note: *** If TO/GA is not available, disconnect autopilot and autothrottle and fly manually.

    WARNING: **** Severe windshear may exceed the performance of the AFDS. The pilot flying must be prepared to disconnect the autopilot and auto throttle and fly manually.

Card Set Information

Author:
altuntasgorkem
ID:
316680
Filename:
Maneuvers
Updated:
2016-03-01 11:28:34
Tags:
QRH
Folders:
QRH
Description:
QRH Maneuvers
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