MT 3

Question 1

If a crew awareness message is displayed on the EICAS, takeoff is prohibited, unless:

Answer 1

At least one of the following conditions is met:

• Message is an expected result of intentional operation
• Flight crew action clears message
• MX takes action to clear message
• Aircraft is dispatched with an MEL that causes that message, and the aircraft is in compliance with the MEL procedures. (ex. Pack 1 MEL = Pack 1 OFF crew awareness message).

Question 2

If you get a cyan message in flight, run the QRH, and the only thing the QRH says is “crew awareness,” does it mean you don’t have to do anything?

Answer 2

No, you still need to write down the EICAS message on your scratch paper so you can remember to write the plane up once you land.

“Even though it’s blue, there is still stuff to do.”

Question 3

You discover a mechanical irregularity before block out. How do you handle this?

Answer 3

• Write the issue up in the eAML and call MX.
• Follow the guidance of MX- they will either have you perform actions or send someone out to the plane.
• Either the issue is deferred, fixed, or determined too significant for a quick fix. MX will guide you in the decision to deplane if need be.

Question 4

You discover a mechanical irregularity after block out, but prior to takeoff. How do you handle this?

Answer 4

• Find somewhere to stop and set the brake.
• Run appropriate QRH procedure.
• If it fixes the issue, flight may continue-write up in eAML on arrival.
• If it does not fix the issue, write up in eAML and call MX. They will advise you on what to do next.

Question 5

What things do you need to see after an aircraft has been OTS to ensure it is really back in service?

Answer 5

• On eAML, you need to see “Item closed by _____(employee number).”
• Showing “IS” and no red on FliteView
• Appropriate adjustments made to release and amended release received from dispatch (if applicable.)

Question 6

In the QRH performance section, there are 2 different columns for landing distances- “Unfactored Landing Distance” and “Operational Landing Distance.” When are each used?

Answer 6

• For emergency/abnormal operations: Use “unfactored” and then multiply that distance using the landing distance correction factor table. (that table is at the very end of the unfactored landing distances columns.)
• For normal operations: Use “Operational” and add 15% to the MAX MAN BRK distance to determine the minimum landing distance required.

Question 7

An engine failure does not have a QRC. This is because it will attempt to relight itself. It can be confusing in an engine failure to know whether or not to run the engine fire/severe damage/separation QRC or to skip the QRC and go to the yellow engine fail QRH. When you experience an engine failure, what is a quick method to determine if you should go QRC or QRH?

Answer 7

Observe if the engine in question is “shakin’, bakin’, or frozen.”

Shakin- high vibrations

Bakin- hot (fire or crazy high ITT)

Frozen- N1 or N2 is zero

If its shakin, bakin, or frozen, begin with the engine fire, severe damage, separation QRC.

Question 8

Describe the actions for a windshear escape maneuver during TAKEOFF (PF and PM)

Answer 8

PF:

1. ) Max thrust, no configuration changes
2. ) Follow flight director
3. ) When PM says “windshear warning gone,” reduce to climb thrust
4. ) FLCH, HDG, AP, AT
5. ) “Climb sequence after takeoff checklist”

PM:

1. ) Call out “descending (AGL)” or “climbing (AGL)”
2. ) Call out “windshear warning gone” when it goes away

Question 9

If you hit windshear and need to escape, but the windshear detection did not work, how do you escape the windshear?

Answer 9

1. ) Max thrust, no configuration changes
2. ) Pitch to 20 degrees or PLI
3. ) Hold that until at least 1500 AGL and clear of windshear condition

Question 10

Describe the actions for a windshear escape maneuver on LANDING (PF and PM).

Answer 10

PF:

1. ) Max thrust, press TOGA
2. ) Follow FD, no configuration changes.
3. ) When PM says “windshear warning gone,” reduce to climb thrust
4. ) Press TOGA
5. ) “go around, flaps 2, –pos rate–, gear up”
6. ) “climb sequence after takeoff checklist”

Question 11

Describe the V1 cut procedure

Answer 11

1. ) At first indication of engine failure, say “check thrust”
2. ) –rotate–, –pos rate–, “gear up”
3. ) At 400’ “HDG, autopilot on”
4. ) At acceleration height, call for each individual flap setting 1 at a time
5. ) Once flaps are up and speed is Vfs, “Continuous, Bank Off”
6. ) PF calls for QRC if applicable
7. ) Once QRC complete, transfer controls and radio to FO (If on fire, tell FO to setup for a 15 mile final and land)
8. ) Run the QRH for engine fire/severe damage/separation or engine failure. (If fire goes out, you have time so get delay vectors/hold)
9. ) After that QRH and prior to running the single engine approach and landing QRH, 2 out-2 in. Obtain WX at departure airport to confirm you can return to land
10. ) Run Single Engine Approach and Landing QRH
11. ) After all QRH complete, ABC (ATIS, build, bug, brief, CHECKLIST- so run the after takeoff checklist and descent checklist)
12. ) After all ABC is done, transfer controls as necessary and then advise ATC you are ready for the approach

NOTE: Remember gear down=crossfeed OFF. Gear up “feed the beast”
NOTE: On single engine go around, after speed Vfs and flaps up, PF says “continuous, after takeoff checklist” (No bank off call and no QRC- just go back and do the ABC’s)

Question 12

Describe a single engine go around

Answer 12

1. ) “Missed approach flaps 2” –pos rate–“gear up” (PM should remember “gear up feed the beast” and point the crossfeed to the working engine when he pulls the gear up)
2. ) Above 400’ “Autopilot on”
3. ) At acceleration height, call for each flap setting individually
4. ) Once the flaps are up and speed is Vfs, call “Continuous, after takeoff checklist”
5. ) Outside of that, it’s now a normal missed approach, so just make sure you do the ABC’s (don’t forget the descent checklist. Consider swapping over controls to brief because you will be below 10,000’)

Question 13

If a rejected takeoff is performed prior to 60 knots, what is the special consideration regarding the auto throttle?

Answer 13

Hold mode has not yet deenergized the throttles so as soon as you let go, they would go back to TOGA. Don’t forget to disconnect the AT.

Question 14

What are the approach with vertical guidance callouts for PF and PM?

Answer 14

KEY: – and under case is PM callouts– while “BOLD IS PF CALLOUTS”

• –course alive– “ROGER”
• –glide path alive– “ROGER”
• –faf altitude checked–“SET MISSED APPROACH ALTITUDE” –xxxx set–
• Before 1,000’ “FLAP ____ BEFORE LANDING CHECKLIST”\
• –1,000 stabilized cleared to land– “ROGER”
• –approaching minimums– (PF eyes outside, PM dividing between inside and outside)
• -minimums– “MISSED APPROACH FLAPS___” Or “RUNWAY IN SIGHT”

NOTE: SOPM now has omitted the “landing” callout. PF saying “RUNWAY IN SIGHT” implies intention to land

NOTE: The PM is the only one who can make the “approach lights continue” call, and it is not allowed for CAT II.

NOTE: “Approach lights continue” is only for CAT 1, only PM, only AT minimums (not above minimums), and of course, only if you see the lights at minimums.