Non-Normal Maneuvers

Question 1

Approach to Stall or Stall Recovery? (In cruise, clean config & landing config)

Answer 1

Actions when in cruise in clean configuration
* “Stall”
* “Disengage”
* “Push”
* 5° nose down & maintain until bug speed
* “Roll”
* “Thrust”
* “Stabilise”
* Once at bug speed
* “Select FL___”
* “A/T arm switch on”
* “Select FLCH”
* “Autopilot”

PM
* “PAN PAN PAN Cathay ____, jet upset”

Actions when in landing configuration
* “Stall”
* “Disengage”
* “Push”
* Horizon & maintain until VREF
* “Roll”
* “Thrust”
* “Stabilise”
*NOTE: Do not change gear or flap configuration during recovery
* Once at VREF
* Pitch up to stabilise
* Perform a normal go-around
* “Autopilot”

PM
* “Cathay ____, going around”

Question 2

Ground Proximity Warning System (GPWS) Response? GPWS Caution & GPWS Warning?

Answer 2

• GPWS Caution
  
  • Correct the flight path or airplane configuration
• GPWS Warning (“PULL UP”, “ OBSTACLE OBSTACLE PULL UP”, TERRAIN TERRAIN, PULL UP”)
  
  • GPWS escape manoeuver
    
    • Disengage AP
    • Disconnect Autothrottles
    • Max thrust
    • Wings level, 20° nose up
    • Retract speedbrakes
    • Continue to PLI’s if need be
    • Do not change gear or flap config until terrain separation is assured
      
      • i.e MSA or visual (from Ops A. If any doubt exists, immediately climb to a known safe altitude)
• “Cathay ___ TERRAIN WARNING CLIMB”

Question 3

Rejected Takeoff?

Answer 3

Actions
* “STOP”

• Close thrust levers
• Disconnect A/T
• Apply rev thrust (ensure speedbrakes extend)
• Apply max braking (or check AB working)
• “SPEEDBRAKES UP”
• “REV GREEN” or “NO REVERSER LEFT ENGINE” or “NO REVERSERS”
• “60 kts”
• “PARKING BRAKE SET”
• “Attention Crew at Stations” x 2 or normal PA if RTO poses no threat
  
  • Normal PA, include if there will be emergency vehicles next to the aircraft.
• “Confirm the failure” -> NNC
  
  • (Eng rundown, secure the engine on the RW then taxi off)
• Considerations after an RTO & completing the NNC
  
  • Reverse thrust maintenance action
  • Temperatures & TIME (Start the clock. Max temp roughly 15 mins after brake application)
  • FlOw - after landing if returning or flow to catch anything out of place (like autobrakes) if taking off again

Question 4

Traffic Avoidance? (TA, RA & RA in landing config)

Answer 4

• For TA
  
  • Look for traffic on ND & outside
  • Call out any conflicting traffic
  • If traffic signed, manoeuvre if needed
    
    • Manoeuvres based solely on TAs are not recommended
• For RA (except in landing config)
  
  • If manoeuvring is required
    
    • Disengage A/P
    • Disconnect A/T
    • Smoothly follow pitch commandsto satisfy RA command
    • Follow lateral flight path
  • PM”Cathay ___ TCAS RA”
  • After clear, transmit “Clear of Conflict” immediately and ask which flight level to return to. May not be the same as previous
• For RA (in landing config)
  
  • Disengage A/P
  • Disconnect A/T
  • Set maximum thrust
  • “FLAPS 20”
  • Smoothly adjust pitch to satisfy RA command
  • Follow lateral flight path
  • Verify positive rate of climb & PM call “POSITIVE RATE”
  • PF “GEAR UP”
  • PM”Cathay ___ TCAS RA”

Question 5

Upset Recovery

Answer 5

• “Attitude/Stall”
• “Disengage”
  
  • Both A/P & A/T
• “Push”
• “Roll”
• “Thrust”
• “Stabilise”
  
  • NOTE
    
    • PM should call out attitude, airspeed & altitude throughout the recovery

Question 6

Windshear (Caution & 3 Warnings)

Answer 6

• “MONITOR RADAR DISPLAY”
  
  • Maneuver as required to avoid the windshear
  • Normal go around if on approach
• “WINDSHEAR AHEAD, WINDSHEAR AHEAD”
  
  • Prior to V1, reject the takeoff
  • After V1, rotate at VR (or 2000’ of runway remaining) & perform the windshear escape manoeuver. Ensure maximum thrust is set as soon as you recognise this, even on the runway
    
    • NOTE: inhibited above 100 kts
• “GO-AROUND, WINDSHEAR AHEAD”
  
  • Windshear escape manoeuver or a normal go-around
• “WINDSHEAR, WINDSHEAR, WINDSHEAR”
  
  • Windshear escape manoeuvre
• Windshear escape manoeuvre
  
  • TO/GA
  • Retract speedbrakes
  • Do not change configuration
    
    • PM
      
      • Call out any trend toward terrain contact, descending flight path, or significant airspeed changes