AA Maneuvers.pdf

7/29/2019 AA Maneuvers.pdf

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Aborted Takeoff - FO Duties

Verify:

Throttles IDLE.

A/Ts disengaged.

Maximum BRAKES applied.

Check S/B Ha ndle full aft.

When spoilers deploy:

Call out - "DEPLOYED"

If spoilers do not deploy (or fail to

remain deployed):

Call o ut - "NO SPOILERS"

Reverse thrust applied.

Apply forward pressure on the control column.

Call out "80 KNOTS" and "60 KNOTS".

A dvise Control TOWER as soo n as practical, especially during low visibility conditions.

When the airplane is stopped, perform procedures as required.

Consider the follo wing:

Advising F/As and passengers of the need to REMAIN SEATE D or E VACUATE.

A lerting FIRE E QUIPMENT. If a borting due to fire, in windy conditions, consider positioning the a irplane so that the fire

is on the downwind side.

NOT setting the PARKING BRAKE unless passenger evacuation is necessary.

Aborted Takeoff - General information

The decision to reject a takeoff rests solely with the Captain.

The Captain must make the decision, and appropriate procedures initiated, so that STOPPING ACTION CAN BEGIN BY V1

Once the decision to abort is made, the

Captain should clearly announce "Abo rt", assume control of the a irplane and execute the Aborted Takeoff procedure. The

First Officer should not

abandon control of the airpla ne until the Captain makes a positive input on the controls.

PRIOR TO 80 KNOTS, the takeoff should be rejected for any of the following:

Abnormally slow acceleration

A ctivation of the Master Wa rning or Master Caution

Engine failure

Fire or fire warning

If the airpla ne is unsafe or unable to fly

Takeoff configuration warning

System failure(s)

Tire failure

Unusual noise or vibration.

airspeed indications disagree (taxi-t/o 25.1)

ABOVE 80 KNOTS and PRIOR TO V1, the takeoff should be rejected for any of the following:

Engine failure

Fire or fire warning

If the airpla ne is unsafe or unable to fly.

During the takeoff, the crew member recognizing the malfunction will call it out clearly and precisely.

Emergency Descent

AUTOPILOT ...........................VERIFY ON

MCP ALTITUDE SELECTOR..... SET

AUTOTHROTTLES ..................VERIFY ON

MCP PITCH MODE..................SELECT FL CH

THROTTLES ......................... CLOSE

SPEEDBRAKE HANDLE............FULL AFT

NO SMOKING/SEAT BELTS SIGNS ........ON

DESCEND - STRT AHEAD or BANK (30 MAX)

AIRSPEED....................MAINTAIN VMO / MMO

BLEED SOURCE...................... VERIFY

If d epressurization is due to loss of engine bleed source, APU can provide bleed air source below 17,000 feet

CAUTIONS

757 - Speedbrakes may automatically retract to th e 50% p osition when airspeed exceeds 330 KIAS. If th is

occurs, do not extend Speedbrake Han dle beyond the 50% position until airspeed is less than 325 KIAS.

767 with WInglets - Speedbrakes may automatically retract to the 50% position when airspeed exceeds 32

KIAS. If this occurs, do not extend Speedbrake Hand le beyond the 50% position until airspeed is less than

315 KIAS.

Ensure level-off altitude p rovides adequate terrain clearance (ch eck Grid MORA).

Engine Failure on Final Approach

The decision to continue the approach at normal la nding flaps, to retract theflaps to 20, or execute a go -aro und is a

decision that should be made

immediately.

Consider the following in making a decision:

CONTINUING AT FLAPS 25/30 TO A LANDING

Adequate thrust is available to maintain the approach profile should an engine failure occur on final approa ch with the

flaps in the landing

position.

Continuing using flaps 25 or 30 might be preferable in some circumstances to retracting the flaps to 20, especially if the

FAILURE OCCURS ON SHORT FINAL or landing on runways where stopping distance is

critical. If the approach is continued at flaps 25 o r 30, ADVANCE THE THRUST to maintain the appropriate speed.

RETRACTING FLAPS TO 20 FOR LANDING

This provides a better thrust margin, less thrust asymmetry and improved go-around capability but will destabilize the

approach. If the

decision is ma de to reduce the flap setting, increase the thrust to attain a flaps 20 speed. SPEED SH OULD BE INCREASE D

15 kts o ver the previously set flaps 25 or 30 V REF. This is equal to a t least VREF for

flaps 20. Be a ware of nose-up pitch change and increased sink rate when flaps are moved to 20. Use with caution when

under 500 feet AGL at higher landing gross weight due to pitch change and increased thrust required to stop the resulting

sink rate.

If a go- around is required, maintain the additional 15 knots and select flaps 5, continue the usual engine inoperative go-

around.

GPWS Alerts

Compliance with the following "Pull Up" maneuver is manda tory except in daylight visual meteorological

conditions when the flight crew can

immediately and unequivocally confirm safe terrain or obstacle clearance.

Accomplish the following maneuver for activation of any of these alerts:

"Terrain, Terrain, Pull Up"

"Obstacle, Obstacle, Pull Up"

"Pull Up"

"Terrain, Pull Up"

"Sink Ra te, Pull Up"

Immediately and simultaneously:

A/P /A/T.........................................DISCONNECT

THROTTLES............................. ........FULL FORWARD

PITCH............................................. ROTATE to 20

SPEEDBRAKES.................................. RETRACT

Simultaneously roll wings level and rotate at a rate of approx imately 3

per second to an initial pitch attitude of 20.

I f terrain remains a threat, continue rotation up to the pitch limit indicator or stick sha ker or initial buffet.

Keep wings level for best climb unless the terrain being avoided can be seen, as any angle of bank will decrease climb

capability.

Do not use Flight Director commands.

Do not change gear or flap configuration until terrain separation is assured.

When clear of terrain, slowly decrease pitch attitude and accelerate.


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Moderate to Severe Turbulence Encounter

NOTE

In areas of turbulence, fly the FMS optimum altitude when possible. Buffet margin and economy will be enhanced. Descend i

necessary to improve buffet margin.

SPEED .........................................TURB PENETRATION

290 KTS or MACH .78, whichever is slower.

NOTE

Below 10,000 feet, the greater of 250 knots or Clean Min. Man. may be used.

ENGINE START SE LECTORS ..................... ...... CONT

AUTOTHROTTLES ..........................................OFF

NOTE

Adjust throttles only if necessary to correct excessive airspeed variation or to avoid exceeding redline limits. Do not chase

airspeed.

AUTOPILOT ...................................... MONITOR

Use the autopilot in turbulence. Closely monitor autopilot operation and be prepared to disconnect the autopilot only if the

airplane does not maintain an a cceptable a ttitude. If the autopilot disconnects, the

pilot should smoothly take control and stabilize the pitch attitude. Fly attitude as the primary pitch reference. Sacrifice

altitude to maintain attitude. Disregard the Flight Director Pitch Bar. Do not trim manually. After recovery, the autopilot

should be reengaged if available.

Do not attempt to overpower the autopilot with control forces. This can cause the autopilot to disengage with too much

control input, which could result in over control during recovery. Every attempt

should be made not to over control.

Longitudinal control forces at high altitude will be lighter than those which the pilot experiences at low altitude due to

Pilot induced Roll Ocillation - 757

Announce "PIO"

PF - Stop lateral inputs and stabilize

If Ocillations do not diminish, execute a

GO-AROUND

Stall Recovery

"MAX POWER, HEADING HOLD"

A/P........................................DISCONNECT

THROTTLES............................INCREASE

Advance throttles to the full forward

position t o obtain maximum thrust.

PITCH ATTITUDE.....................ADJUST

Although altitude loss should be

minimized insofar as possible, airspeed recovery is

more important than altitude loss, unless ground

contact is a factor. At high altitudes, it may be

necessary to decrease pitch attitude below the

horizon to achieve acce leration.

WINGS.....................................LEVEL

S/Bs........................................RETRACT

When ground contact is no longer a

factor:

Adjust pitch attitude or accelerate while minimizing

altitude loss.

Return to speed appropriate for the configuration.

Takeoff Engine Failure - PF

Maintain directional control (step on good engine) and rotate to

takeoff attitude at VR.

"POSITIVE RATE, GEAR UP"

Above 400 feet AFL, "HDG SEL, RWY HDG" (or special procedure)

*DECLARE AND EMER and REQUEST STR. OUT to 2500' AGL

(or higher if terrain is a factor)

At E/O ALT "SET SPEEDS" (Min. Man./V/S 0-200fpm

Clean up on schedule

REF 30+80 "CONTINUOUS PWR, FL CH, SET SPD"

Checklist

TCAS - For a CLIMB RA in LND CONFIG

Disengage the A/P and A/T.

Advance throttles forward to ensure MAX THRUST is

attained and callout - "FLAPS 20"

Smoothly adjust pitch to satisfy the RA command.

Follow the planned lateral flight path unless visual

contact with the conflicting traffic requires other action.

With positive rate, call out - "Positive Rate, Gear

Up"

Attempt to establish visual contact. Call out any

conflicting traffic.


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TCAS - RA

WARNING: A DESCEND (fly down) RA issued below 1000 feet

AGL should not be followed.

If maneuvering is required, disengage the autopilot

and autothrottles.

Smoothly adjust pitch and thrust to satisfy the RA

command.

Follow the planned lateral flight path unless visual

contact with the conflicting traffic requires other

action.

Attempt to establish visual contact. Call out any conflicting traffic.

TCAS - TA ...

Upset Recovery - Nose High

Recognize and confirm the situation. Disconnect A/P and A/T. Apply as much as full nose down ELEVATOR. *Apply appropria te nose down STAB TRIM. Reduce thrust. *Roll (adjust bank angle) to obtain a nosedown pitch rate. Complete the recovery:- When approaching the horizon, roll to wings l evel- Check airspeed and adjust thrust- Establish pitch attitude.PM Call out attitude, airspeed,and a ltitude throughout therecovery.

Upset Recovery - Nose Low

Recognize and confirm the situation.

Disconnect A/P AND A/T.

Recover from stall if required.

*Roll in the shortest direction to wings level

(unload and roll if bank angle is more than 90).

Recover to level flight:

- Apply nose up elevator

- *Apply nose up trim if required

- Adjust thrust and drag as required.

PM Call out attitude, airspeed, and altitude throughout the

recovery.

UPSET RECOVERY RECOGNITION

Recognition

An unusual attitude can generally be defined as

unintentionally exceeding

the following conditions:

Pitch attitude greater than 25 NOSE UP, or

Pitch attitude greater than 10 NOSE DOWN, or

Bank angle greater than 45, or

Within above parameters but flying at airspeeds

inappropriate for the conditions.


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Windshear Microburst Escape

This procedure is intended for any phase of flig ht where there is a ri sk of g round contact.If escape initia ted because of an Amber WINDSHEAR annunciation (increasing performance)and no other significa nt indication of wi ndshear ex ists, consider using go-around thrust insteadof full thrust when terrain clear ance is assured.

ProcedureAnnounce "ESCAPE"Immediately and simulta neously:GA SWITCH...........................................PRESSAUTOPILOT / AUTOTHROTTLES............DISCONNECTTHROTTLES......................................... FULL FORWARDPITCH .. ROTATE TO 15 then FOLLOW FD COMMANDSSPEEDBRAKES ......................................RETRACTCALLOUTS .......... RADIO ALTITUDE / VERTICAL SPEED

ATC.......................................................ADVISE

Windshear/Microburst During Takeoff

Roll

Windshear or microbursts encountered during the takeoff roll are

identified by physical cues only. There are no associated aural alerts

or annun ciations.

Windshear can cause airspeed ind ications to fluctuate, stagnate or

even d ecline. In t his situation, TPS airport analysis and the associated

V speeds no longer apply.

The Captain mu st make a decision to continue or reject the takeoff considering that if the decision is mad

to reject the takeoff, adequate remaining runway may n ot be available.

If the decision is made to continue the takeoff:

THROTTLES...................................FULL FORWARD

VR.................................................INCREASE

INCREASE VR by up to 20 KNOTS. Begin rotation NLT 2000 feet from end of th e runway even though th e

increased VR has not been attained.

NOTE

With an Amber WINDSHEAR annunc iation (increasing

performance), once safely airborne and no other significant indication of windshear exists, consider

returning to takeoff thrust.

If windshear c onditions are still evident onc e airborne:

Accomplish Windshear or Microburst Escape chec klist.

Documents

AA Maneuvers.pdf