Describe the X wind T/O technique
-Fwd pressure to 80Kts
-Limit control wheel input to whats needed to maintain approx wings level
-Once airborne smoothly centralise controls
Describe the X wind Landing technique
- 30RA start to remove drift
- Apply into wind aileron to stop drift
- Maintain upwind aileron
- Adjust rudder to maintain centreline
Circling vs Visual App
- Circling App involves a published approach eg. LOC rwy 05 circle to rwy 23 but can be any approach where Final Approach track is >15° away from RWY QFU
- Visual Approach, pilot is responsible for the manoeuvring to land and separation from terrain. 5km min vis unless on centreline when its 800m. (3sm in USA)
-Circling approaches are not permitted in USA (OMA 8.22)
What’s the latest you should accept a runway swap?
How would you achieve it?
2000’? - PERF VALID?
-Gear down, Flap 20
-A/P out, FD off and manoeuvre using 3 degree line.
-Manage ROD relative to position of rwy
-PM reprogram FMC, adjust HDG, FD on, ARM LOC.
-Continue to configure
-G/S inhibit if box not loaded
Can you ignore an EGPWS windshear warning
NO
Eng Out A/P decrabbing manoeuvre
When does this happen?
- Eng Fail before APP,
Sideslip is applied at 500’ to level wings
-Failure during APP - once failure detected
Sideslip is applies
(If the wind is same side as good engine no sideslip is applied - A/C is already banked into wind)
When does the A/P remove the crab in a XWind for the following crab angles?
> 10°
5°- 10°
<5°
- > 10° crab - 500’ crab reduced to 5° until touchdown (min 5° on landing)
- crab between 5° - 10° - Reduced to 5° at 500’ then 200’ further reduction (less than 5° on landing)
- <5° 200’ aligned with runway
SE Approach decrabbing - how does it work
- Failure prior to APP - 500’ sideslip introduced to level wings
- Fail on APP - sideslip applied once failure detected
-No sideslip if strong wind on side of good eng as already banking into wind.
When would you take the autopilot out?
Before 500’ to avoid destabilising the A/C that has already applied slip
After 350’ RA spoilers bias up, this is removed when manual so A/C may need fwd control pressure to maintain trim.
PF Actions initiating W/S GO AROUND?
AUTO
- ‘WINDSHEAR GO-AROUND’
- Press TOGA - check FMAs
- Check SPD BRK retracted
HERO
- ‘WINDSHEAR GO-AROUND’
- Disconnect A/P
- Press TOGA and Aggressively MAX thrust
- Disconnect A/T
- Rotate to 15° Wings LEVEL
- VERIFY SPD BRKS retracted
- Follow FD guidance
- CHECK FMAs
- A/P in
PM Actions during W/S GO AROUND?
- Assure MAX THRUST achieved
- Verify all actions completed
- Monitor SPD and ROD/ROC trends and terrain clearance
Post windshear rebuild, how would you do it?
Turn into GO-AROUND
- Check MCP ALT
- Call ‘GO AROUND’ pressing TOGA
- FLAP XX
- FMAs
- ‘POSITIVE RATE’ ‘GEAR UP’
- A/P
Pitch Attitude for PULL UP GO AROUND?
What would prompt you to head for the PLIs?
20° - Wings Level (unless on ETP)
- Terrain contact remains a threat
PM during GPWS GO AROUND?
- Verify MAX THRUST
- Very no omissions eg. SPD BRK
- Call out terrain clearance
- Monitor posn. relative to MSA
GPWS PULL UP
How do you decide you’re clear of terrain?
Once you are how do you rebuild?
- RA trend away from Terrain
- VSD and MAP display
- Above MSA
- MCP ALt
If in Landing config - GO AROUND - A/P
If Clean
- FLCH - FMAs - A/P
AIRSPEED UNRELIABLE after T/O, what’s the drill?
- Maintain T/O thrust
- Rotate to 15°
- Retract Gear
- Maintain Flap
- Climb at 15° until accel alt then complete the memory items and ECL
If unable to identify a reliable speed, what would would you do?
- QRH PI - Pitch Power tables
- Write down a selection
- Plan the approach with the settings
- Ask your buddy to give you the setting
- Allow flap to reach its stop before setting new pitch pwr.
