1
Q
CABIN ALTITUDE
Condition: Cabin altitude is excessive
A
- DON THE OXYGEN MASKS
- ESTABLISH CREW COMMUNICATIONS
- CHECK THE CABIN ALTITUDE AND RATE
- IF THE CABIN ALTITUDE IS UNCONTROLLABLE:
- PASS OXYGEN SWITCH – PUSH TO ON AND HOLD FOR 1 SECOND
- WITHOUT DELAY: EMERGENCY DESCENT-ACCOMPLISH
2
Q
DUAL ENG FAIL / STALL
Condition: Engine speed for both engines is below idle
A
- FUEL CONTROL SWITCHES (BOTH) CUTOFF, THEN RUN
- RAM AIR TURBINE SWITCH – PUSH AND HOLD FOR 1 SECOND
((200ER): 250 kts, (300ER): 270 kts ensures best windmill start capability)
(Checklist found under UNANNUNCIATED / ENGINE)
3
Q
DUAL ENG FAIL / STALL Condition?
A
(Condition: Engine speed for both engines is below idle)
4
Q
CABIN ALTITUDE Condition
A
(Condition: Cabin altitude is excessive)
5
Q
STABILIZER Condition?
A
(Condition: One of these occurs:
- Stabilizer movement without a signal to trim
- The stabilizer is failed)
6
Q
STABILIZER
(Condition: One of these occurs:
- Stabilizer movement without a signal to trim
- The stabilizer is failed)
A
- STAB CUTOUT SWITCHES (BOTH) –CUTOUT
- DO NOT EXCEED THE CURRENT AIRSPEED
7
Q
AIRSPEED UNRELIABLE Condition?
A
(Condition: The airspeed or Mach indications are suspected to be unreliable. (Items which may indicate unreliable airspeed are listed in Supplemental Information)
8
Q
AIRSPEED UNRELIABLE
(Condition: The airspeed or Mach indications are suspected to be unreliable. (Items which may indicate unreliable airspeed are listed in Supplemental Information)
(Objective: To identify a reliable airspeed indication, if possible, or to continue using the Flight with Unreliable Airspeed tables following the checklist)
A
- AUTOPILOT DISENGAGE SWITCH – PUSH
- A/T ARM SWITCHES (BOTH) – OFF
- F/D SWITCHES (BOTH) – OFF
- SET THE FOLLOWING GEAR UP PITCH ATTITUDE AND THRUST:
- FLAPS EXTENDED: 10 DEGREES AND 85% N1
- FLAPS UP: 4 DEGREES AND 70% N1
9
Q
ENG LIM / SURGE / STALL L, R Condition?
A
(Condition: One or more of these occur:
- Engine indications are abnormal
- Engine indications are quickly nearing or show an exceedance
- Abnormal engine noises are heard, possibly with airframe vibration
- There is no response to thrust lever movement or the response is abnormal
- Flames in the engine inlet or exhaust are reported)
10
Q
ENG LIM / SURGE / STALL L, R
A
- A/T ARM SWITCH (AFFECTED SIDE) – CONFIRM – OFF - THRUST LEVER (AFFECTED SIDE) – CONFIRM – RETARD UNTIL ENGINE INDICATIONS STAY WITHIN APPROPRIATE LIMITS OR THE THRUST LEVER IS AT IDLE
11
Q
ENG SVR DAMAGE / SEP L, R Condition?
A
(Condition: One or more of these occur:
- Airframe vibration with abnormal engine indications
- Engine separation)
12
Q
ENG SVR DAMAGE / SEP L, R
(Condition: One or more of these occur:
- Airframe vibration with abnormal engine indications
- Engine separation)
A
- A/T ARM SWITCH (AFFECTED SIDE) – CONFIRM – OFF
- THRUST LEVER (AFFECTED SIDE) –
CONFIRM – IDLE - FUEL CONTROL SWITCH (AFFECTED SIDE) - CONFIRM – CUTOFF
- ENGINE FIRE SWITCH (AFFECTED SIDE) – CONFIRM – PULL
– (400 ft AGL before initiating any checklists,
500 ft AGL before engaging the autopilot)
13
Q
FIRE ENG L, R
Condition: Fire is detected in the engine
A
- A/T ARM SWITCH (AFFECTED SIDE) – CONFIRM – OFF
- THRUST LEVER (AFFECTED SIDE) –
CONFIRM – IDLE - FUEL CONTROL SWITCH (AFFECTED SIDE) - CONFIRM – CUTOFF
- ENGINE FIRE SWITCH (AFFECTED SIDE) – CONFIRM – PULL
- IF THE FIRE ENG MESSAGE STAYS SHOWN:
– ENGINE FIRE SWITCH (AFFECTED SIDE) – ROTATE TO THE STOP AND HOLD FOR 1 SECOND - IF AFTER 30 SECONDS, THE FIRE ENG MESSAGE STAYS SHOWN:
– ENGINE FIRE SWITCH (AFFECTED SIDE) – ROTATE TO THE OTHER STOP AND HOLD FOR 1 SECOND
14
Q
ABORTED ENGINE START L, R
Condition: During a ground start, an abort start condition occurs
A
- FUEL CONTROL SWITCH (AFFECTED SIDE) – CUTOFF
15
Q
ENG AUTOSTART L, R Condition?
A
(Condition: During a ground start, one of these occurs:
- Autostart did not start the engine
- Fuel control switch is in RUN at low engine RPM with the autostart switch off)
16
Q
ENG AUTOSTART L, R
(Condition: During a ground start, one of these occurs:
- Autostart did not start the engine
- Fuel control switch is in RUN at low engine
A
- FUEL CONTROL SWITCH (AFFECTED SIDE) – CUTOFF
17
Q
EMERGENCY BRIEF: TEST
A
EMERGENCY BRIEF: TEST
- Type of Emergency to include any anticipation of control problems.
- Evacuation (if anticipated) to include any considerations that may effect the use of exits. (Advise F/A’s of appropriate F/A checklist: The Flight Attendant Planned Emergency Checklist (anticipating possible evacuation) OR The Flight Attendant 30 Second Review (anticipating normal landing or landing without delay))
- Signal to be used
- Time to landing.
18
Q
To talk to all FA stations:
A
To talk to all FA stations:
(200ER): 55 on Handset (300ER):
91 on Handset
– 6* on handset overrides all other PA’s
19
Q
WINDSHEAR / MICROBURST ALERT PROCEDURE (Manual Flight)
A
- Announce – “ESCAPE” and immediately and simultaneously:
- Autopilot: Disconnect
- TO/GA: Push either TO/GA switch
- Aggressively apply maximum thrust
- Autothrottle(s): Disconnect
- Attitude: Simultaneously roll wings level and rotate toward an initial pitch attitude of 15 deg
- Speedbrakes: Retract
- Follow flight director TO/GA guidance
- Do not change gear of flap configuration until windshear is no longer a factor
- Monitor vertical speed and altitude
- Do not attempt to regain lost airspeed until windshear is no longer a factor
20
Q
WINDSHEAR / MICROBURST ALERT PROCEDURE Automatic Flight)
A
- Announce – “ESCAPE” and immediately and simultaneously:
- TO/GA: Push either TO/GA switch
- Verify TO/GA mode annunciation
- Verify thrust advances to GA power
- Speedbrakes: Retract
- Monitor system performance
- *Severe windshear may exceed the performance capability of the AFDS. The pilot flying must be prepared to disconnect the Autopilot and Autothrottles) and fly manually.
21
Q
WINDSHEAR / MICROBURST ALERT PROCEDURE PM (Pilot Monitoring): (Manual and Auto Flight)
A
- Assure maximum thrust
- Verify all required actions have been completed (speedbrake, etc.) and call out any omission
- Call out any trend towards terrain contact, descending flight path, or significant airspeed changes for ex: airspeed increasing, altitude decreasing, pull the nose up, etc.
- Report the encounter to ATC as soon as practicable.
- – (GPWS immediate windshear alerts are enabled below 1,500 ft RA).
- – (Windshear may be recognized by the following when below 1,000 ft AGL in excess of: uncontrolled indication airspeed changes of 15 kts or greater from steady flight, 500 FPM vertical speed, 5 deg pitch attitude, 1 dot displacement from GS, unusual throttle position for a significant period of time.
- – If landing in an area of forecast windshear condition, flaps 25 provides additional performance margin over flaps 30 in the event of an escape maneuver.
22
Q
“MICROBURST ALERT”
A
If ATC issues a microburst alert for the runway of intended landing, a Go-Around MUST be executed, and if necessary, windshear escape procedures accomplished.
23
Q
GPWS ALERTS
“Pull-Up” / “Terrain, Terrain, Pull-Up” / “Obstacle, Obstacle, Pull-Up” /
A
- Autopilot / Auto Throttles - Disconnect
- Throttles – Aggressively apply maximum thrust
- Attitude – Roll Wings Level and Rotate to an initial pitch attitude of 20 deg.
- Speed Brakes – Retract
- If terrain remains a threat, continue rotation up to the pitch limit indicator or stick shaker or initial buffet.
24
Q
GPWS ALERTS Pilot Monitoring
A
- Assure maximum thrust.
- Verify all required actions have been completed and call out any omissions.
- Monitor vertical speed and altitude (radio alt. for terrain clearance and baro altitude for a min safe alt.), call out any trend toward terrain contact.
25
REJECTED TAKEOFF Captain
announce “REJECT” and
Captain: Without delay, simultaneously:
- Throttles – Close
- Autothrottles – Disengage
- Brakes – Apply maximum manual wheel brakes or verify proper operation of RTO autobrakes
- Reverse Thrust – Apply maximum reverse thrust consistent with conditions
-- Be alert for directional control problem from asymmetrical reverse thrust
-- Use symmetrical reverse thrust to the extent stopping requirements permit
- Speedbrake: If speedbrakes do not deploy (or fail to remain deployed), manually deploy speedbrakes
- Maximum Braking – Continue until stopping on runway is certain
26
When to Reject a Takeoff
REJECTED TAKEOFFS > 80 kts and < V1:
- Engine Failure
- Any Fire or Fire Warning
- Predictive Windshear Warning
- If the airplane is unsafe or unable to fly
REJECTED TAKEOFFS below (<) 80 kts:
- Activation of the master caution system
- System failure(s) - Unusual noise or vibration
- Tire failure / Abnormally slow acceleration
- Unsafe takeoff configuration warning
27
Max Demonstrated X Wind:
- Max Demonstrated X Wind: 38 kts
- sideslip only (zero crab)
landings are not recommended
in crosswinds in excess of: (300ER) 35 kts
(200ER) 31 kts
28
TAILWIND Limits
Tailwind (300ER) 15 kts
(200ER) 10 kts
(may be further limited by performance requirements)
29
- AUTO LAND WIND LIMITS:
```
Headwind: 25 kts
Crosswind: 15 kts
Tailwind (300ER) 15 kts
(200ER) 10 kts
(may be further limited by runway or visibility limits)
```
30
WEIGHT LIMITS: (200 ER) (300ER)
WEIGHT LIMITS: (200 ER) (300ER)
- Max Taxi 650,000 lbs 777,000 lbs
- Max T/O 648,000 lbs 775,000 lbs
- Max Landing 460,000 lbs 554,000 lbs
- Max ZFW 430,000 lbs 524,000 lbs
- MIN Inflight 266,100 lbs 305,500 lbs
(MIN Inflight does not include usable fuel)
31
TURBULENCE PENETRATION:
TURBULENCE PENETRATION:
- 270 KIAS below 25,000 ft
- 280 KIAS / 0.82 M, whichever is lower, at 25,000 ft and above. Maintain a minimum speed of 15 kts above the minimum maneuvering speed (amber band) at all altitudes when airspeed is below 0.82 M)
32
ICING CONDITIONS Ground and for Takeoff:
- Icing conditions exist when OAT is 10 deg C (50 deg F) or below and:
- Visible moisture in any form is present (such as clouds, fog with visibility one mile or less, rain, snow, sleet or ice crystals)
- When operating on ramps, taxiways or runways where surface snow, ice, standing water or slush may be ingested by the engines or freeze on the engines, nacelles, or engine sensor probes.
33
ICING CONDITIONS In Flight exist when:
- Indicated by the primary ice detection system
OR TAT is 10 deg C (50 deg F) or below and visible moisture in any form is present (such as clouds, fog with visibility one mile or less, rain, snow, sleet or ice crystals) except during climb / cruise with temperature below – 40 deg C (SAT)
34
Do not use anti-ice if OAT
Do not use anti-ice if OAT or TAT exceeds 10 deg C (50 deg F)
35
Engine anti-ice must be AUTO
Engine anti-ice must be AUTO or ON during flight when icing conditions exist or are anticipated.
36
REVERSE THRUST:
REVERSE THRUST:
- Use for ground operation only.
- Intentional selection of reverse thrust in flight is prohibited.
- Backing the airplane with the use of reverse thrust is prohibited. *
- (300ER): Position thrust reverse levers full down (forward thrust) only after engines have decelerated to reverse idle.
- (200ER): After a rejected takeoff (RTO) is performed where thrust reversers were deployed,takeoff is prohibited until maintenance action is complete.
37
Oil Quantity
| - Min prior to engine start
Min prior to engine start (200ER): 16 quarts
(300ER) flight < 6 hrs: 18 quarts
(300ER) flight > 6 hrs: 21 quarts
38
- Oil Quantity
| - - After engine shutdown
-- After engine shutdown request service for any engine if less than (200ER) 18 quarts (300ER) 21 quarts
39
FUEL LOADING:
FUEL LOADING:
- Main tanks must be scheduled to be full if center tank fuel is loaded. (200ER): The center tank may contain up to 3,000 lbs of fuel with less than full main tanks provided the weight of the fuel in the center tanks plus the actual zero fuel weight does not exceed the Maximum Zero Fuel Weight (430,000 lbs), and the Center of Gravity limits are observed.
40
PASSENGER EVACUATION:
PASSENGER EVACUATION:
- Main door emergency power assist systems and emergency evacuation slide systems must be armed with the Mode Select Handles in the ARMED position, prior to taxi, takeoff and landing whenever passengers are carried. Girt bar indication flags are visible through windows in the doorway liners when the doors and slides are in the ARMED mode.
41
AUTOMATIC LANDINGS
AUTOMATIC LANDINGS
- Automatic landings can be made using flaps 20 or 30, with both engines operative or one engine inoperative. The (AFDS) Autoland status annunciation must display LAND 2 or LAND 3.
- Automatic landings cannot be made if the following EICAS messages are displayed:
- SLATS DRIVE or
- PITCH UP AUTHORITY
- SGL SOURCE DISPLAYS
- SGL SOURCE RAD ALT
- SINGLE SOURCE ILS
- - In addition, Autopilot / Autothottles must work and be engaged, and the windshield wipers must work
42
AUTOPILOT Minimum Altitude for Use:
- Takeoff: 200 ft
- Takeoff and one engine inoperative: 500 ft
- Non-ILS Approaches: No lower than Minimums
- Coupled to ILS Glideslope and Localizer
- - With LAND 2 or 3 annunciated: None
- - Without LAND 2 or 3 annunciated: 200 ft
- In Go-Around Mode: None
B-777 Study Guide
flashcards
Decks in class (5)
# Cards
