Boeing 787 Simulator Notes



Memory Items
Maneuvers
LST / LPC / OPC
LOFT
Non Precision Approaches
Decision Making
CRM

Revision 1.2 / DEC 18

Send any feedback to : [email protected]

WARNING
This document is not an official Boeing manual. It is intended to be a
memoFor training
for 787 pilots and should not be used as primary reference.
only Page 1 of 63

Refer to Boeing or Company manuals for flight.

 Memory Items
Memory Items - One Page Review

Aborted Engine Start

[ ] AIRSPEED UNRELIABLE

[ ] CABIN ALTITUDE

Dual Eng Fail/Stall

[ ] ENG AUTOSTART

[ ] ENG LIMIT EXCEEDED

[ ] ENG SURGE

Eng Svr Damage / Sep

[ ] FIRE ENG

[ ] STABILIZER

Unannunciated Non Normal Checklists

Note: Click on a title to go to the associated page.

For training only Page 2 of 63

 787 Memory Items
Aborted Engine Start
FUEL CONTROL switch ……………...… CUTOFF
[ ] AIRSPEED UNRELIABLE
Autopilot disconnect switch …………… Push

A/T ARM switches (both)…………..…… OFF

F/D switches (both)……………………… OFF

Pitch and Thrust:

Flaps extended………………..………… 10° and 85%

Flaps up……………………..…………… 4° and 70%

[ ] CABIN ALTITUDE
Don Oxygen Masks – Establish crew communications

Left Pilot becomes PF – Check cabin altitude and rate

Cabin uncontrollable:

PASS OXYEN switch……………….…… Push to ON

PF Descend to 10’000ft or MSA: PM

Reset MCP altitude Notify ATC

Select FLCH (Ask MSA/QNH)

Thrust levers to idle Lights ON

Extend speedbrakes XPDR 7700

--------------------- 2000ft to level off ---------------------

Reduce airspeed Call“2000ft to level off”

--------------------- 1000ft to level off ---------------------

Stow speedbrake Call“1000ft to level off”

------------------------ Safe altitude ------------------------

Remove masks – Establish cabin crew communication

Complete EICAS NNC

Dual Eng Fail/Stall
FUEL CONTROL switches (both) … CUTOFF then RUN

RAM AIR TURBINE switch ……… Push and hold for 1s

[ ] ENG AUTOSTART
FUEL CONTROL switch ……………...… CUTOFF
[ ] ENG LIMIT EXCEEDED
A/T ARM switches (aff side)…..….….….. OFF

Thrust lever (aff side) ……. Retard until message blanks

or the thrust lever is at idle
[ ] ENG SURGE
A/T ARM switches (aff side)…..….….….. OFF

Thrust lever (aff side) ……. Retard until message blanks

or the thrust lever is at idle
Eng Svr Damage / Sep
A/T ARM switch (aff side)…………..… Confirm OFF

Thrust lever (aff side)……………......... Confirm Idle

FUEL CONTROL switch (aff side)…… Confirm CUTOFF

Engine Fire switch (aff side)………….. Confirm Pull

[ ] FIRE ENG
A/T ARM switch (aff side)…………..… Confirm OFF

Thrust lever (aff side)……………......... Confirm Idle

FUEL CONTROL switch (aff side)…… Confirm CUTOFF

Engine Fire switch (aff side)………….. Confirm Pull

If FIRE ENG message stays shown

Engine Fire switch (aff side)………….. Rotate

If after 30s FIRE ENG message stays shown

Engine Fire switch (aff side)…….... Rotate to other stop

[ ] STABILIZER
STAB cutout switches (both) …………... CUTOUT

Do not exceed current airspeed

For training only Page 3 of 63
 QRH 7.1

Note: On the ground, verbal confirmation of the fuel control switch is not required.

For training only Page 4 of 63

 QRH 10.1

Threats – Airspeed unreliable is initially unannunciated and may lead to late recovery
– Loss of control inflight (LOC-I), during flight but also in case of go around

if TO/GA thrust is not set manually (A/T unavailable in unreliable airspeed)

– High workload, no Autopilot, no Autothrottle, no CAT II / III autoland
Mitigation – Promptly recognise situation and call for memory items to avoid an upset

– Brief the PM to manually set thrust in case of a G/A

Airspeed Unreliable → Crew Actions Review


First crew recognising situation: → If you suspect airspeed unreliable

– Alert other crew, call “Airspeed unreliable” do not wait for the EICAS alert.

PF: – Promptly disconnect Autopilot and Autothrottle

– Establish pitch and thrust setting

– Call for memory items

PM: – Notify ATC “PAN PAN, callsign, unable to maintain altitude and airspeed”

Autothrottle is NOT available with an airspeed unreliable.

PF: – Brief the PM to manually set TO/GA thrust in case of a Go Around

For training only Page 5 of 63
 QRH 2.1

For training only Page 6 of 63

Threats – Pilot incapacitation, if a progressive decompression is not noticed

– Startle factor in the event of a rapid decompression

– CFIT (when descending in high terrain with low QNH or low OAT)

Mitigation – Recognize signs associated with slow decompression and hypoxia

– Note QHN and temperature correction when flying over high terrain

EICAS Warning CABIN ALTITUDE → Crew Actions Review

Memory Items
Both pilots immediately : Don oxygen masks
Establish crew communication
Left Pilot becomes PF
Check cabin altitude and rate

The aircraft will automatically close the outflow valves in an attempt to

control cabin altitude. If the outflow valves show fully closed and the
cabin altitude is increasing (uncontrollable) there is no need for pilot
intervention and the crew must not delay cabin altitude memory items.

If cabin altitude is uncontrollable :

PASS OXYGEN switch … Push ON

Descend to 10’000ft or MSA
If structural integrity is in doubt limit airspeed during descent

Rapid Descent
PF (Left pilot) PM (Right pilot)
– Set lower altitude in MCP
– PASS OXY … Push ON

– Select FLCH
– Notify ATC :

– Thrust levers IDLE

– Speedbrake EXTEND
“MAYDAY, callsign, Emergency
———Clean up MCP ———
Descent, request MSA and QHN”

– Set 10’000ft or MSA

– Lights ON

– Increase speed to MMO/VMO – Transponder 7700

2000ft to level Reduce airspeed Call “2000ft to level off”
1000ft to level Stow speedbrake Call “1000ft to level off”
Level – If at a safe cabin altitude, remove masks one pilot at a time, PM first

– Establish cabin crew communications ( “Cabin Crew safe altitude” )

– Complete the CABIN ALTITUDE non normal checklist

For training only Page 7 of 63

Recognizing Cabin Decompression.

In the event of a progressive decompression, the first signs of decompression may be

the cabin altitude value (above 8000ft) appearing in amber on the EICAS, but also crew or
passengers showing signs of hypoxia.

In the event of an explosive decompression, a loud bang may be heard as well as visible
moisture in the air, temperature dropping, high noise, air rushing.

In both cases the CABIN ALTITUDE warning will alert the crew if the cabin altitude
becomes excessive (cabin altitude above 10'000 ft).

————————————————————————————————————————

Signs of Hypoxia. OMB 3.6.3

Hypoxia is a condition in which the body is deprived of adequate oxygen supply.

The main symptoms include: Euphoria, Headache, Increased response time,

Impaired judgment, Drowsiness, Dizziness, Tingling in fingers and toes,

Numbness, Cyanosis (Blue discoloration of fingernails and lips), Limp muscles.

————————————————————————————————————————

Rapid Descent. FCTM 7.5

Altitude TUC

FL430 (13km) 9 s to 15 s

FL400 (12km) 15 s to 20 s

FL350 (11km) 30 s to 1 min

FL300 (9km) 1 to 3 min

FL250 (8km) 3 to 6 min

FL150 (5km) 30 min

————————————————————————————————————————

Decompression routes.
– Prepare the exit route strategy by locating relevant Navaids and routes

– Note minimum descent altitudes with QNH and temperature corrections

This is especially relevant over Greenland (high terrain and low temperatures)

For training only Page 8 of 63
 QRH 7.2

Causes – (high altitude) Fuel leak, fuel starvation, volcanic ash

– (low altitude) Birdstrike on both engines

Threats – Startle factor, confusion arising from multiple sub systems failures

– Very high workload

Mitigation – Prompt recognition of the situation & initiation of the correct memory items

Dual Eng Fail / Stall → Crew Actions Review



– PM initiates DUAL ENG FAIL memory items.
– PF promptly initiates adequate flightpath.
With autopilot available set lower altitude in the MCP and select FLCH.

Altitude available AND engine recoverable Low altitude OR engine unrecoverable

(ex. dual engine stall at high altitude, volcanic ash)

(ex. fuel starvation, birdstrike on both engines)

→ Increase speed above 250kt to increase → Decrease speed to the top of amber
probability of windmill start. band to maximize glide.

Call ATC : MAYDAY, Callsign, DUAL ENG FAIL, UNABLE TO MAINTAIN ALTITUDE 

Ask for initial vector towards the nearest suitable airport.

– When flightpath is under control complete the DUAL ENG FAIL checklist.

UNANNUNCIATED → ENG → DUAL ENG FAIL/STALL

For training only Page 9 of 63

FTCM 8.7 There is a higher probability that a windmill start will succeed if the restart
attempt is made as soon as possible to take advantage of high engine RPM.

Establishing airspeeds above the cross start envelope (250kt) and altitudes below
30,000 feet improves the probability of a restart. Loss of thrust at higher altitudes may
require descent to a lower altitude to improve windmill starting capability. The time taken
to drift down to that envelope may be used to look at possible landing/ditching options.

All CACs are load shed during dual engine failure, the aircraft slowly depressurises.

At high altitudes monitor cabin altitude and don oxygen masks if necessary.

Complete any remaining NNC, including Fuel Jettison to decrease weight as required.

Advise the cabin (NITS) to prepare for a possible ditching or emergency landing.

If one engine relights: Transition to a single engine driftdown procedure.

– Select ENG OUT CRZ

– Reset MCP altitude

– Execute, verify VNAV automatic driftdown

If both engine relight: Reset aircraft systems for all engine flight (4A):

– APU shutdown

– Autothrottle re-engage

– All engine cruise on CRZ page

– ATC Notify

Technical Notes.
APU automatic start FCOM 70.30.3

In flight if three or more engine generators go offline the APU automatically starts.

When the automatic start condition is valid, the APU can only be shut down by pulling the
APU fire switch. When the automatic start condition is no longer valid, the APU can be
shut down by positioning the selector to ON, then OFF.

RAT automatic deployment FCOM 6.20.3

In flight, the RAT deploys automatically if any of the following occur:

• Both engines have failed

• All three hydraulic system pressures are low

• Loss of all electrical power to captain’s and first officer’s flight instruments

• Loss of all four EMPs and faults in the flight control system occur on approach

• Loss of all four EMPs and an engine fails on takeoff or landing

For training only Page 10 of 63

 QRH 7.3

→ Go to page 16. “Engine shut down in flight coordination procedure”

QRH 7.4

→ Go to page 16. “Engine shut down in flight coordination procedure”

For training only Page 11 of 63

 QRH 7.8

Engine shut down in flight coordination procedure. QRH CI 2.7

PF PM

“Identify the problem” PM reads engine parameters* and EICAS

to identify the problem
“Left engine surge”

“Memory items” PM places hand on left A/T arm switch

then calls:
“Left A/T arm switch OFF”
PF confirms the PM identified the correct
switch then calls:
“OFF” → PM action left A/T to OFF
PF places hand on left thrust lever: PM confirms:
“Left thrust lever Retard […]” “Retard […]”

→ PF retards left thrust lever until the ENG

SURGE blanks or the thrust lever is at idle “Memory items completed”

*Note: Engine surge may be identified by • Loud “Bang”

• Engine vibration
• Yaw towards the surged engine

• High EGT

For training only Page 12 of 63
 QRH 7.11

Engine shut down in flight coordination procedure. QRH CI 2.7

PF PM

“Identify the problem” PM reads engine parameters[2] to identify

the problem
“Left engine severe damage”

“Memory items” PM places hand on left A/T arm switch

then calls:
“Left A/T arm switch OFF”
PF confirms the PM identified the correct
switch then calls:
“OFF” → PM action left A/T to OFF

“Left thrust lever idle”

PF places hand on left thrust lever PM monitors that PF closes correct thrust
→ PF slowly retards left thrust lever to idle lever.

For training only Page 13 of 63

 PM places hand on left FUEL CONTROL
switch then calls:
PF confirms the PM identified the correct “Left fuel control switch CUTOFF”
switch then calls:
“CUTOFF”
→ PM set left fuel control switch CUTOFF[1]
PM places hand on left engine fire switch
then calls:
PF confirms the PM identified the correct “Left engine fire switch Pull”
switch then calls:
“Pull”
→ PM pulls the left fire switch[1]

“Memory items completed”

Notes:

1. Where a Memory item could shut down a "Good Engine" PF may guard each 

switch for the "Good Engine" while the PM accomplishes the Memory Item.

2. Severe damage may be identified by : • Loud “Bang”

• Severe airframe vibrations

Indication of damage to the N1 rotor → • No N1

• High EGT

Separation may be identified by : • Loss of engine indications

No N1, N2, Oil, Fuel Flow…

For an engine severe damage or separation, attempting a restart is not possible.

For training only Page 14 of 63

 QRH 8.2

Note: In the event of a fire on the ground, discharge both extinguisher bottles, verbal
confirmation is not required.

For training only Page 15 of 63

Engine shut down in flight coordination procedure. QRH CI 2.7

During an inflight non-normal situation, verbal confirmation is required for:

• an autothrottle arm switch

• an engine thrust lever

• a fuel control switch

• an engine or APU fire switch, or a cargo fire arm switch

• a generator drive disconnect switch

⚠ This does not apply to the Dual Eng Fail / Stall checklist

Note: Where a Memory item could shut down a "Good Engine" PF may guard each

switch for the "Good Engine" while the PM accomplishes the Memory Item.


For training only Page 16 of 63

 QRH 9.1

Note: In the event of a dual engine failure, do not complete the [ ] STABILIZER checklist.

For training only Page 17 of 63

 Unannunciated Non Normal Checklists

Aborted Engine Start 7.1 On the ground, an aborted engine start is needed.

Cabin Temp Cold 2.12 Flight deck or cabin temperature is excessively cold.

Cabin Temp Hot 2.18 Flight deck or cabin temperature is excessively hot.

Ditching 0.1 Airplane ditching and evacuation are needed.

Dual Eng Fail / Stall 7.2 Engine speed for both engines is below idle.

An engine start is needed and both of these are true:

Engine In-Flight Start 7.22 • There was no engine fire

• There is no abnormal airframe vibration

One or more of these occur:

Eng Svr Damage / Sep 7.11 • Airframe vibrations with abnormal engine indications

• Engine Separation

Evacuation Back Cover .2 An evacuation is needed.

An engine tailpipe fire occurs on the ground

Fire Eng Tailpipe 8.6

with no engine fire warning.

Fuel Jettison 12.18 Fuel Jettison is needed.

A fuel leak is suspected.

Reasons that a fuel leak should be suspected:

• A visual observation of fuel spray

• The total fuel quantity is decreasing at an abnormal rate

Fuel Leak 12.21 • An engine has excessive fuel flow

• The FUEL DISAGREE message shows

• The FUEL IMBALANCE message shows

• The FUEL QTY LOW message shows

• The INSUFFICIENT FUEL message shows

Gear Lever Locked Down 14.16 The landing gear lever cannot move to UP.

Engine ice crystal icing or TAT probe icing is suspected.

When in visible moisture, and one or more of the following indications are present:
• Amber or red weather radar returns below the airplane

• Appearance of liquid water on the windshield at temperatures too cold for

rain (the sound is different than rain)

• The autothrottle is unable to maintain the selected airspeed

Ice Crystal Icing 3.10

• TAT indication on EICAS stays near 0 degrees C

TAT probe icing can cause the following non-normal engine indications:
• Maximum TPR lines (amber) or reference / target TPR indications decrease
while flying at constant altitude and speed

• Thrust levers or actual TPR indications are not aligned

• Unable to achieve maxi continuous thrust or max climb thrust

ISFD airspeed or altitude indications must be used.

ISFD Use 10.17

( IFSD = Integrated Standby Flight Display )

Jammed Flight Controls 9.20 Flight controls are jammed or restricted in roll, pitch, or yaw.

For training only Page 18 of 63

 All five forward displays and both head-up displays are failed.

Loss of All Displays 10.9

Note: Checklist available from the paper QRH

Overweight Landing 0.4 A landing at greater than maximum landing weight is needed.

Smoke or fumes removal is needed. Note: Do this checklist only

Smoke or Fumes Removal 8.32
when directed by the Smoke, Fire or Fumes checklist.

Smoke Fire or Fumes 8.7 Smoke, fire, or fumes occur.

A tail strike is suspected or confirmed.


Tailstrike 15.6 Note: The checklist [ ] Tailstrike 15.5 also exists.

It is annunciated if the tail hits the runway.

Volcanic ash is suspected when one or more of these occur:

• A static discharge around the windshield

Volcanic Ash 7.41 • A bright glow in the engine inlets

• Smoke or dust on the flight deck

• An acrid odor
A flight deck window has one or more of these:
Window Damage Fwd 1.8
• An electrical arc

or
• A delamination

Window Damage Side 1.9 • A crack

• Is shattered

For training only Page 19 of 63

 Maneuvers
Maneuvers - One Page Review

Approach to Stall or Stall Recovery

Rejected Takeoff

GPWS Response

Traffic Avoidance

Upset Recovery

Windshear

For training only Page 20 of 63

 Maneuvers - One Page Review

787 Maneuvers
Stall

Apply nose down to reduce the angle of attack

Roll in the shortest direction to wings level

Advance thrust levers as needed, retract speedbrakes

Do no change gear or flaps configuration


Except at liftoff if flaps are up call for flaps 1

Terrain Escape

Disconnect Autopilot, Autothrottles

Aggressively apply maximum thrust

Simultaniously roll wings level and Pitch 20°

Retract speedbrakes

If terrain remains a threat pitch up to the PLI

TCAS RA

Disengage Autopilot, Autothrottle

Smothly adjust pitch and thrust to satisfy RA command

Windshear Escape (Manual)

Disconnect Autopilot

Push TOGA, Aggressively apply max thrust

Disconnect autothrottle

Simultaniously roll wings level and Pitch 15°

Retract speedbrakes

Follow flight director TOGA guidance

Windshear Escape (Automatic)

Push TOGA

Verify TOGA mode annunciation and GA thrust

Retract speedbrakes

Monitor system performance

Aircraft Upset (recognize and confirm the situation)

Criteria: Pitch greater than 25° nose up, 10° nose down

Bank greater than 45°, or inappropriate speed

……………………………………………………………………………………………………………………………………………………..

Disconnect Autopilot and Autothrottle

……………………………………………………………………………………………………………………………………………………..

Nose up recovery Nose down recovery

PITCH nose down first ROLL wings level first

ROLL wings level second PITCH nose up second

For training only Page 21 of 63

 Approach to Stall or Stall Recovery
FCTM 7.9 An airplane can be stalled in any attitude or speed, a stall occurs when the
airplane exceeds its critical angle of attack. A stall can be recognised by:

– Activation of the stall warning (stick shaker)

– Buffeting

– Lack of authority in pitch and roll

– Inability to arrest descent rate

QRH Reference. QRH MAN 1.1

Notes: – To avoid inducing a secondary stall when recovering to level flight

apply nose up input smoothly and make sure to remain below the PLI.
– Applying high thrust (TO/GA) will produce a significant pitch up moment

that will reduce the nose down pitch authority of the elevator.

For training only Page 22 of 63
 Rejected Takeoff

→ Go to page 35

GPWS Response

Conditions. EICAS Warning “PULL UP”, “OBSTACLE PULL UP” QRH MAN 1.5

“TERRAIN TERRAIN PULL UP” or unacceptable flight toward terrain.

Notes: • Do not use flight director commands.

• *Maximum thrust is obtained by advancing thrust levers full forward

EECs in normal mode will prevent exceeding engines limits.

Pilot Monitoring should play an active role in guiding the Pilot flying through the recovery.

PM • Monitor Rad Alt for terrain separation and call trends in radio altitudes changes

• Call any deviations in pitch or configuration

• Call “Clear of terrain” when EICAS Warning deactivates (Keep MSA in Mind)

• Assist PF to perform a Go-Around transition, continue climb to MSA

Technical notes. FCOM 15.20.27

Terrain CAUTION activates 40 to 60 seconds from projected impact.


Terrain WARNING activates 20 to 30 seconds from projected impact.


For training only Page 23 of 63

 Traffic Avoidance

Causes – Flying in heavily congested areas with a high rate of climb or descent

– Flying in the vicinity of VFR traffic

Threat – Abrupt control inputs at high altitudes leading to high manoeuvring loads

Mitigation – Reduce rate when approaching assigned level

– “One head up at all times”

Resolution Advisory → Crew Actions Review

Pilot Flying Pilot Monitoring

• Disengage Autopilot and Autothrottle

• Monitor PF actions and call any omission

• Smoothly follow RA commands

- If climbing verify speedbrake is retracted
- Do not follow FD commands
- Use smooth inputs to avoid high manoeuvring
loads, especially at high altitudes • Attempt to establish visual contact

• Attempt to establish visual contact • Advise ATC “CALLSIGN 123, TCAS RA”

⚠ Warning: Do NOT follow a “DESCEND” RA below 1000ft AGL

“Climb” RA in landing configuration:

• Apply maximum thrust

• Call for flaps 20

• Call for gear up with positive rate

Recovery.
Recovery from an RA is prompted by the TCAS voice annunciation:

“Clear of Conflict”

PF then recover by : → Calling for a Pitch Mode (FLCH is recommended)

→ Calling for a Roll Mode

→ Engaging the Autopilot

→ Engaging the Autothrottle

→ Return to the assigned level

PM will assist the PF and when time is available advise ATC:

→ “Callsign 123, Clear of conflict, returning to FL ___ ”

For training only Page 24 of 63

QRH Reference. QRH MAN 1.6 / OMA 8.6.3


Traffic Advisory.

Resolution Advisory.

Technical Notes. FCOM 15.20.17 / FCOM 10.40.27

A Traffic Advisory is a prediction that another airplane will conflict in 20s to 48s.

Crew Actions → Look for traffic using TCAS as a guide. Call out any conflicting traffic

When the TCAS predicts a TA: – TRAFFIC in amber is displayed on the ND

– The TA Traffic symbol is a filled amber circle

– Voice annunciation TRAFFIC, TRAFFIC sounds once

A Resolution Advisory is a prediction that another airplane will conflict in 15s to 35s.

When the TCAS predicts an RA: – TRAFFIC in red is displayed on the ND

– The RA Traffic symbol is a filled red square

– Resolution Advisory voice annunciation sounds

– TCAS PFD vertical guidance is displayed


For training only Page 25 of 63
 Upset Recovery

Causes – Flight crew spatial disorientation

– Severe turbulence ex. wake turbulence, clear air turbulence, wind shear […]

– Loss of control inflight ex. airframe icing, system failures, […]

Risk areas – IMC and flying in darkness

– Go Around

– Flying manually close to the flight envelope

– Turbulent weather / areas of heavy traffic

Threat – Loss of control inflight

– Exceeding the flight envelope, high maneuvering loads

Mitigation – Trust your instruments and use automation to reduce workload

An upset can be defined as unintentionally exceeding any of the following conditions:

– Pitch attitude greater than 25° nose up

– Pitch attitude greater than 10° nose down

– Bank angle greater than 45 degrees

– Within parameters but at airspeeds inappropriate for the conditions

Aircraft Upset → Crew Actions Review

Nose HIGH upset Nose LOW upset

→Recognise and confirm the situation

→Disconnect autopilot and autothrottle

→ Pitch down first → Roll wings level first

• apply as much as full nose down elevator • roll to the shortest direction towards the sky pointer
• apply appropriate nose down stabilizer trim
 • if bank angle is above 90° unload the wing then roll
• reduce thrust (reduces underwing thrust factor)
• aim to maintain some positive G

When approaching the horizon

When approaching wings level

→ Roll wings level → Pitch up to horizon

• use smooth inputs and avoid high G loads
• apply thrust if speed decays too rapidly • reduce thrust and use speedbrake as needed to

avoid exceeding VMO/MMO

• Establish level flight, check airspeed and adjust thrust

• Call for pitch and roll modes, engage autopilot and autothrottle
• Contact ATC, cabin, assess situation

For training only Page 26 of 63

QRH reference. QRH MAN 1.8

Nose up upset.

Nose down upset.

Notes:

– High thrust on the underwing mounted engines will produce a nose up moment and could

prevent the recovery of a nose up aircraft upset.

– If the bank angle is above 90°, unload the wing first by applying light

forward pressure, then roll to the shortest direction towards the sky pointer.

– Inverted : Unload the wing first, then roll, then pull to horizon.


For training only Page 27 of 63

 Windshear

Indications of a windshear condition. QRH 1.9

Windshear is indicated below 1000 feet AGL by any excessive deviation of:

• 15 knots indicated airspeed

• 500 FPM vertical speed

• 5° pitch attitude

• 1 dot displacement from the glideslope

• Unusual thrust lever position for a significant period of time

Windshear can be detected by the Weather Radar and GPWS:

Scanning for windshear starts below 2300ft

Warnings and Cautions are issued below 1200ft

Warnings (Actual Windshear alert) are issued by the GPWS

Two tone siren « WINDSHEAR WINDSHEAR »

Cautions (Predictive Windshear alert) are issued by the Weather Radar

Aural alert « Go Around ! Windshear Ahead ! »


For training only Page 28 of 63

GPWS Warning WINDSHEAR WINDSHEAR → Crew Actions Review

PF at first indication of Windshear

• Push TOGA, aggressively Apply maximum thrust, Disconnect autothrottle

• Pitch 15° (Flight director guidance on PFD or TOGA reference line on HUD)
• Maintain 15° or just below PLI, intermittent stick shaker may occur
• Do no change configuration until out of windshear
PM

• Call trends in speed and altitude, monitor flightpath

• When out of windshear call “Out of Windshear”

QRH Reference. QRH 1.10


For training only Page 29 of 63

Windshear Recovery.

Indications that the aircraft is “Out of Windshear”

– Positive increase in altitude and airspeed

– Aircraft at safe altitude (at least above 1000ft AGL)

– “WINDSHEAR” warning disappears from the PFD

When the PM or PF recognise that the aircraft is out of windshear they must transition to
a Go-Around procedure.

PF PM

• Out of Windshear → Transition to Go Around

“Out of Windshear”

“Go Around Thrust, Flaps 20” “Thrust Set”

“Positive Rate”
“Gear Up”

• Above 200ft → Engage Autopilot

“Autopilot”

“Autothrottle”

• Above 400ft → Select roll mode and verify MAA

“LNAV”

“Missed Approach Altitude ___ Set”

• Advise ATC when able
“Callsign 123, Going around, Windshear”

• Reaching MSA or MAA → Accelerate and retract flaps

“Flaps __ speed”

“Flaps __ ”
• When the flaps are up select FLCH.
• When missed approach altitude is captured do the after takeoff checklist.
“FLCH”

“After takeoff checklist” “After takeoff checklist complete”

For training only Page 30 of 63

 LST / LPC / OPC
Rejected Takeoff

Evacuation

Low Visibility Operations

One Engine Inoperative

The LST / LPC / OPC are very similar as they all check the same “core” competencies as
pilot of a type of aircraft. • The License Skill Test allows the issue of a new license

• The License Proficiency Check is a yearly license revalidation

• The Operator Proficiency Check does not revalidate your

license however it is a mandatory yearly company evaluation

These checks will most likely follow a structure divided in 3 sequences:

Low Visibility Operations One Engine Inoperative Non Precision Approach

• RTO
• RTO
• Non precision approach

• Engine failure after T/O

• Engine failure after T/O
(Usually RNP / RNAV )

• 2 CAT III approaches 
 • Single engine approach

• Circle to land
• 1 missed approach
 (Manually flown)

• 1 landing • Single engine Go Around

• Single engine landing

As these items are mandatory and they are therefore predictable, by expecting the
next maneuver / failure you avoid the startle factor and are able to anticipate the correct
procedure and checklist to be used. The check also include a system failure to evaluate
PF / PM crew coordination and checklist work.

You can find the expected sequence and mandatory check items of an LST / LPC in the
examination form of your civil aviation authority.

(UK) CAA SRG 1158 : http://publicapps.caa.co.uk/docs/33/SRG1158Issue05Enabled.pdf

(IE) IAA RPPL-F-147 : https://www.iaa.ie/docs/default-source/publications/forms/

personnel-licensing-forms/pilots-and-cabin-crew-flight-tests/application-and-report-
form-for-atpl-mpl-type-rating-skill-test-or-proficiency-check.pdf 


For training only Page 31 of 63

 Rejected Takeoff

Emergency Briefing. QRH MAN 1.2

Captain

Before 80 kts I will stop for any warnings, cautions and conditions as stated in QRH
Rejected Takeoff

Above 80 kts I will only stop for:

• Fire or fire warning


• Engine Failure

• Predictive windshear warning

• Airplane is unsafe or unable to fly

If I call “STOP” I will:

• Close the thrust levers


• Disengage the autothrottles

• Monitor RTO Autobrakes or Apply maximum braking

• Apply reverse thrust

We will then identify the problem and if a possible fire exists you will accomplish memory
items on my command.

We will then decide if evacuation is needed or not


If we decide to evacuate the aircraft, we will read and do the evacuation checklist.

First Officer

If you call “STOP”, I will verify your actions and call out any omissions.

Verify speedbrake is UP and call “SPEEDBRAKES UP.” 


If not UP call “SPEEDBRAKES NOT UP.”

When both REV indications are green, call “REVERSERS NORMAL”.


If there is no REV indication(s) or the indication(s) stays amber, call “NO REVERSER LEFT
ENGINE,” or “NO REVERSER RIGHT ENGINE,” or “NO REVERSERS.”

Call 60 kts, when the aircraft is stopped on the runway advise the tower.

For training only Page 32 of 63

RTO Decision Criteria. QRH MAN 1.2

The takeoff should be rejected for any of the following:

Prior to 80 knots Above 80 knots and prior to V1
• Master Caution • Fire or fire warning
• System failures

• Engine failure
• Unusual noise or vibration*

• Tire failure*
• Predictive windshear warning
• Abnormally slow acceleration

• Airplane is unsafe or unable to fly 


• Takeoff configuration warning

• Fire or fire warning

• Engine failure

• Predictive windshear warning

* All items except Unusual noise / vibration and Tire
• Airplane is unsafe or unable to fly failure will activate the Mater Caution / Warning sys.

RTO Maneuver. QRH MAN 1.3

Threat – High speed RTO → Hot Brake / Runway Excursion

– Startle factor

Mitigation – Review RTO procedure including high / low speed RTO decision criteria

– Anticipate / be alert for a possible RTO at the beginning of the T/O roll

Rejected Takeoff → Crew Actions Review

Captain First Officer

Malfunction “STOP” or “STOP MY CONTROLS”

• Close thrust levers

• Verify CPT actions and call out
• Disengage autothrottle
any omissions

• Verify RTO autobrake or


Apply maximum braking

• Apply reverse thrust

• Call “Reversers normal”

• Verify speedbrakes are extended

or “ [Abnormal indication] ”

• Continue maximum braking until

certain aircraft will stop on the RWY • Call 60 kts

Stopping
• Close thrust reversers by taxi speed
Assured
Stopped • In case of fire position the aircraft
 • Advise tower of the reject

so that the fire is downwind *
(use ND airport map for position)

• Do not set the parking brake unless “CALLSIGN, STOPPING RWY __”
an evacuation is necessary

• PA “Cabin Crew at your stations”

For training only Page 33 of 63

Consider the following: QRH MAN 1.4

• The possibility of wheel fuse plugs melting

→ Check the gear synoptic page

• The need to clear the runway


• The requirement for remote parking

• Wind direction in case of fire

→ * Turn towards the fire side in a headwind, away from the fire in a tailwind

• Alerting fire equipment

• Not setting the parking brake unless passenger evacuation is necessary

• Advising the ground crew of the hot brake hazard


• Advising passengers of the need to remain seated or evacuate

• Completion of Non-Normal checklist (if appropriate)

Technical Notes.
Autothrottle HOLD. FCTM 3.29
If the takeoff is rejected before the HOLD annunciation (80kts) the autothrottle should be
disconnected when thrust levers are moved to idle. If the autothrottle is not disconnected,
the thrust levers advance to the selected takeoff thrust position when released.

Autobrake system. FCOM 14.20.4

If an RTO is initiated at or below 85 kts, the RTO autobrake function does not operate.

The RTO autobrake setting commands maximum braking when:

• airplane is on the ground • GS is above 85kts • both thrust levers are retarded to idle

Automatic rudder input. FCTM 3.29

If an engine failure occurs above 65 knots, the flight control system provides rudder input
as needed to help maintain directional control, until speed is reduced below 65 knots.

Inhibited Alerts during Takeoff. FCOM 15.20.37

Speed Inhibited Alerts Reactivates at

Status messages 800 ft RA or 30s airborne
Thrust set
Comm messages 400 ft RA or 20s airborne
EICAS Caution

80 kts Predictive Windshear Caution

400 ft RA or 20s airborne
EICAS Advisory
100 kts Predictive Windshear Warning 50 ft RA
EICAS Warning 400 ft RA or 25s after V1
V1
Takeoff Configuration Warning Not applicable
For training only Page 34 of 63
 Evacuation

Threats – Rushing through the procedure

Mitigation – Take a few seconds to catch your breath before initiating the procedure

Deciding if an evacuation is needed. OMB 11.3

There is always a high risk of passenger sustaining injuries during an evacuation.

Therefore the decision to evacuate must not be taken lightly. To decide if an evacuation is
needed you may ask yourself: are the passengers safer inside or outside the aircraft?

In some situations passengers may be safer inside the aircraft

– Fire that is easily contained such as tailpipe fire

– Runway excursion without structural damage or fire

In the following situations passengers are at risk inside the aircraft (life threatening)

– Uncontrollable fire
– Dense smoke
– Severe structural damage
– Ditching

⚠ If a life threatening situation exists, cabin crew will try to contact the flight
deck. If contact is not possible they will initiate an evacuation. OMB 11.3.6

In situation whether it is not clear if passengers would be safer inside or outside the
captain will gather more information from the cabin by calling the cabin and ATC.

Evacuation commands. OMB 11.3.4

An evacuation is needed:

“EMERGENCY EVACUATION! GET OUT!”

At the gate, a rapid disembarkation is needed:

“CABIN CREW CLEAR AIRCRAFT, CLEAR AIRCRAFT”

An evacuation is not required:

“REMAIN SEATED, SITUATION UNDER CONTROL”

Additional time is needed:

“CABIN CREW AT YOUR STATIONS”

→ To receive a report from the cabin call “Cabin Crew report” on the interphone (Dial 55)

For training only Page 35 of 63

Flowchart.

Notes.

Stopped on the runway: – Consider the wind direction in case of a fire.

→ Turn towards the fire side in a headwind, away from the fire in a tailwind

– Zoom the ND airport map to identify your position on the RWY.

Information needed: – Open the relevant status synoptic.

– Obtain a cabin report.


Evacuation needed: – The QRH evacuation is a read and do checklist.

Indicate who is responsible for each action:


“Captain, parking brake set

F/O, outflow valves manual

[…] ”

– Open the door synoptic to check if the cabin crew have

initiated the evacuation.

– Take the emergency equipment. (Torch, high-vis, …)


– F/O takes the loadsheet.

– CPT verifies all passengers are evacuated.

– F/O helps with crowd control, gather people upwind.

Evacuation not needed: – Assess the situation and consider vacating the runway.

– In case of high speed RTO consider alerting the fire services

due to the possibility of hot brakes and fuse plugs melting.

– Review EICAS and complete any remaining NNC

– Inform the senior (NITS) and make a PA for the passengers.


For training only Page 36 of 63
 Low Visibility Operations

Threats – Runway Incursion / Excursion

– Delays for Takeoff and Landing

Mitigation – Review taxi routing, taxi slowly, follow up with LVO taxi chart & ND
→ Identify CAT II/III holding point, verify HDG and LOC before T/O

– Uplift extra fuel

LVO Takeoff OMA 8.1.3.2

The Captain shall be PF on a take-off with RVR/Visibility below 400m. OMA 8.4.1.6

With RVR below 550m use the Flight Deck Quick Reference to verify LVTO requirements.
→ RVR minima are limited by runway equipment for LVTO OMA 8.1.3.2

→ 150m RVR is the absolute minimum for LVTO AOC - Operation Specifications

————————————————————————————————————————

LVO Landing OMA 8.4

Aircraft Status FCTM 5.21

LAND 3 Fail Operational: a single fault cannot prevent the autopilot from making an

automatic landing. Required for CAT III B operations.

LAND 2 Fail Passive: a single fault cannot cause a significant deviation from the

flight path, however the pilot assumes control of the airplane after a failure.

Suitable for CAT III A and CAT II operations. Not suitable for CAT III B.

The airplane has been demonstrated to meet CAT III A/B and CAT II criteria with two
engines operating or with one engine operating for flaps 20, 25, or flaps 30 landing.

MEL items with impact on LAND status: → Section 4 – Special Operational Instructions

————————————————————————————————————————

Operational Minimas

Approach Minimum RVR Lowest DH Required Status

Cat III B 75m / (US 300 ft) No DH LAND 3

Cat III A 200m / (US 700 ft) 50 ft LAND 2 or LAND 3

Cat II 300m / (US 1000 ft) 100 ft LAND 2 or LAND 3

For training only Page 37 of 63
Required Visual Requirements at DH OMA 8.4.1.4

CAT III B no DH • No visual requirements

CAT III B with DH • At least one centreline light
CAT III A • At least 3 consecutive lights
CAT II • At least 3 consecutive lights
• A lateral element of the ground pattern lights

————————————————————————————————————————

Handling Failures in LVO Ref. OMB 2.9 / OMA 8.4.5.10 / FCTM 5.21
Approach Ban Ref. OMA 8.4.1.3

Reversion above 1000ft AAL (Approach Ban)

If the RVR is below minimum the approach shall not be continued below 1000ft AAL.

→ Before the approach ban the RVR is the limitation for reversion. Evaluate weather
conditions and decide if the approach may be continued to a downgraded minima.

Approach
Reported RVR Selected Minima Reversion available to
A/C Status

Above 200m / US 700ft No DH / CAT III B 50 ft CAT III A (LAND 2)

CAT III
Below 200m / US 700ft No DH / CAT III B No Reversion (App Ban)
LAND 3
Below 75m / US 300ft → Approach Ban

Above CAT I (550m) 50 ft / CAT III A CAT I (No Autoland)

CAT III
Below 300m / US 1000ft 50 ft / CAT III A No Reversion (App Ban)
LAND 2
Below 200m / US 700ft → Approach Ban

CAT II Above CAT I (550m) 100 ft / CAT II CAT I (No Autoland)

LAND 3
Below CAT I (550m) 100 ft / CAT II No Reversion (App Ban)
or
LAND 2 Below 300m / US 1000ft → Approach Ban

————————————————————————————————————————

Reversion below 1000ft AAL but above 500ft RA

If after passing 1000ft AAL the RVR falls below minimum the approach may be continued.

→ After passing the approach ban the RVR is no longer a limitation.

✔ If the aircraft status becomes degraded below 1000ft AAL, reversion is available
irrespective of RVR requirement provided that the reversion is made above 500ft RA.

For training only Page 38 of 63

Failure below 500ft RA but above 200ft RA (Alert Height)
Reversion is not allowed. → Go around, unless visual reference is established

or the failure is allowable to the Alert Height Procedure.

————————————————————————————————————————

Failure below 200ft RA (Alert Height)

Reversion is not available. → Go around, unless visual reference is established

LAND 3 is locked. or the failure is allowable to the Alert Height Procedure.

————————————————————————————————————————

Alert Height Procedure OMB 2.9

If a master caution or warning occurs below alert height, do not disengage the autopilot
unless the autopilot is not controlling the airplane adequately.

Go-Around is mandatory for the following:

→ Master Caution AND Beeper ASA: Autopilot, Speed brake, Auto throttle
→ Master Warning AND Siren (Ex. autopilot disconnect, stabilizer failure …)

Landing is allowed: Master Warning

Master Warning AND Fire Bell (Fire warning) → LAND
Master Warning and evacuation horn

————————————————————————————————————————

Procedure Review FCOM NP 21.59

————————————————————————————————————————

Use of the HUD during LVO

A dashed FPV indicates the maximum crosswind component of 25 kts is exceeded.

The LOC or GS indicators will flash if their respective signal is invalid.


For training only Page 39 of 63
 One Engine Inoperative

Engine Failure After T/O. QRH MAN 2.1 / FCTM 3.38

PF Actions Calls

Cleared for T/O (CPT) 20 TPR and push TOGA CPT “Setting Takeoff thrust”

PM “Thrust Set”
80kt PM “80kt”

PF “Checked”

V1 - Engine Rudder input to maintain

Malfunction centerline

VR Rotate at aprox 2°per second PM “Rotate”

Aim for the TOGA ref line (12~13°)
Positive rate Progressively relax rudder pressure PM “Positive rate”

as the aircraft automatically PF “Gear up”

compensates trim.

200ft Follow flight director guidance or ( PF “Autopilot” )

engage autopilot.

For training only Page 40 of 63

 No actions below 400ft except to cancel any warning and raise the landing gear with a
positive rate of climb. Maintain speed V2 to V2+15kt until acceleration height.

If time is available PM advises ATC “ MAYDAY, Callsign 123 engine failure, standby”

400ft Engage roll mode (TRK HLD) PF “Identify the problem”

Complete memory items if any.

Acceleration Verify VNAV acceleration

Height Intervene manually if required ( PF “Set flaps ___ speed” )

Retract flaps on schedule PF “Flaps ___”

Flaps up Verify CON Thrust

Select and Execute ENG OUT PF “Select & Execute ENG OUT”

Complete the NNC “ ___ checklist, my radios”

Complete the After T/O checklist “ After takeoff checklist”

Notes:

With VNAV armed on takeoff, if an engine failure occurs:

– At 400ft VNAV engages.

– At engine out acceleration height the VNAV commands a near level acceleration.

– With Flaps up and speed at or above flaps up maneuvering speed,

VNAV automatically sets the reference thrust limit to Max Continuous (CON).

Engine Out SID:

– ATC call should mention EO SID route whenever possible:


“MAYDAY, Callsign 123, Engine Failure, (Emergency procedure flown), Standby"

– Initiating the ETP takes precedence over other actions.

– Turns are flown as track not headings.

– “Bug Up" and acceleration shall start at the point specified in the EO SID

but not below EO acceleration height.


– ETP only applies during takeoff (not during missed approach), and until

termination of the takeoff segment.

T/O segment ends when reaching any of: MSA, Minimum Vector Altitude,

or when Return/Diversion is possible.

For training only Page 41 of 63

Other notes:

– When discharging any extinguisher bottle, check amber light

ENG BTL __ DISCH is illuminated.

– MSA protection is only within 25 NM of navaid, when approaching limit


call ATC for vectors.

– If acceleration is too slow at acceleration height, consider increasing thrust on

the operating engine, if engine thrust limit allows it (see below).

Engine Failure During a Reduced Thrust (ATM). FCTM 3.43

Since the reduced thrust (ATM) takeoff still complies with all takeoff performance
requirements, it is not necessary to increase thrust beyond the reduced level on the
operating engine in the event of an engine failure.

However, if more thrust is needed during an ATM takeoff, thrust on the operating engine
may be increased to full rated takeoff thrust by manually advancing the thrust lever while
still on the runway, or by pushing the TO/GA switch when airborne.

Engine Failure During a Derated Thrust (Fixed Derate).

During a fixed derate takeoff, a thrust increase following an engine failure could result in
loss of directional control and should not be accomplished unless, in the opinion of the
captain, terrain clearance cannot be assured.

Engine Failure During a Combined ATM and Fixed Derate.

If an engine failure occurs during takeoff when using both the reduced thrust (ATM) and
fixed derate methods, Boeing recommends that the thrust levers not be advanced.

This is because the fixed derate limit is not displayed on engine or flight instruments.

However, if the fixed derate limit is immediately available to the crew, thrust may be
advanced to the fixed derate limit only.

The fixed derate thrust limit can be displayed on the EFB takeoff performance page

by selecting: Send Output → Takeoff bug Card

For training only Page 42 of 63

Engine Failure during Cruise. FCTM 4.12

Engine Out Driftdown → Crew Actions Review

RECOVER Aviate • Select ENG OUT CRZ FMC

• Set engine out altitude on MCP MCP

• Execute FMC

Navigate • Initiate a 45° turn in TRK SEL

If able minimize descent until 10nm off track

Communicate • “MAYDAY, Callsign 123, Engine failure

descending FL ___ , position _____ ”

or CPDLC - EMERGENCY REPORT

• Inform other traffic on 121.5 & 123.45

• XPDR 7700 & all lights ON

…………………………………………………………………………………………………………

SECURE Aviate • Complete the NNC

• Complete the Driftdown Procedure

Establish on a 15 nm off track (use OFST page)

Navigate • Plan a Diversion using a Decision Making process

Communicate • Advise your intentions to

If engine relights: (4A)

– ATC
Autothrottle re-engage

– Company
All ENG CRZ on FMC

APU shutdown

– Senior (NITS)

ATC notify
– Passengers


For training only Page 43 of 63

Engine Failure during Final Approach. FCTM 5.24

If an engine failure occurs on final approach with the flaps in the landing position,
adequate thrust is available to maintain the approach profile using landing flaps.

In case of Go Around, follow the Missed Approach procedure for one engine inoperative,
retracting the flaps to 20. Adequate performance is available at flaps 20. Subsequent flap
retraction should be made at a safe altitude in level flight or a shallow climb.

One Engine Inoperative Landing. FCTM 5.24

• Intercept the localizer with flaps 5 at flaps 5 speed.

• When the glide slope is alive (around half dot do avoid large thrust changes), lower the

landing gear and extend flaps to 20.

• If a flaps 20 landing will be made, set final approach speed and decelerate.

• If a flaps 25 or 30 landing will be made, at glide slope capture, select landing flaps, set

final approach speed, and decelerate.

Main differences for a OE inoperative landing with flaps 20:

Glideslope Alive (~ Half Dot) → Gear Down, Flaps 20, VREF +5

→ Landing Checklist

Go Around → “Go Around Thrust, Flaps 5”


For training only Page 44 of 63

 LOFT
Fire Cargo AFT / FWD

Smoke, Fire or Fumes

Fire Engine Tailpipe

Pilot Incapacitation

Medical Emergency

Fuel Jettison

Low Fuel

Line Oriented Flight Training.

The LOFT sessions are designed in a “Line Oriented Simulation” concept. This means
that the exercises will conducted as close as possible to real life, with little intervention
from the instructor, other than his role as ATC and cabin senior.

The exercises are run in real time (no interruptions, repositions) and follows a scenario
that is often based on previous accident reports. In LOFT a greater emphasis is given to

• CRM, especially communication with ATC, Cabin Crew and the passengers.

• Decision making process, and the use of all available resources.

The recurrent training is renewed at regular intervals to allow every major system (Flight
controls, Fuel system […]) to be reviewed. During your LOFT you can therefore expect to
encounter failures and checklist concerning the systems that are being reviewed on your
latest recurrent training. The checklists above are often associated with LOFT scenarios.

Further reading:
(UK) CAA CAP 720 - CRM and LOFT http://skybrary.aero/bookshelf/books/890.pdf


For training only Page 45 of 63

Fire Cargo AFT / FWD

EICAS Warning FIRE CARGO AFT / FWD → Crew Actions Review

No Memory items → Cancel Warning → Call for checklist

PM “FIRE CARGO AFT / FWD”

PF “FIRE CARGO AFT / FWD Checklist, my radios”

• Crew completes checklist up to deferred items

• The checklist directs to “Plan to land at the nearest suitable airport”

Assessing the aircraft status.

The cargo fire detection system is based on smoke detectors, unlike the heat detector
loops in the engines and APU, there is no indication that the fire is 100% extinguished.

→ Open the Air Synoptic page, check the temperature readings in the cargo areas

→ Establish Cabin Crew Communication, ask for any signs of smoke or fire in the cabin

If smoke, fire or fumes appear in the cabin, go to the smoke, fire or fumes checklist

If the fire is uncontrollable then landing is highly time critical

• Contact ATC using “MAYDAY” request vectors to the nearest suitable airport

• Increase speed to VMO/MMO

If time is available:

Review the EICAS after completing the NNC checklist

Landing considerations.
Request emergency services on arrival, after landing ask for any signs of smoke of fire

Consider evacuating on the runway if smoke, fire or fumes becomes the greatest threat

⚠ Warning: Inform ground personnel NOT to open any cargo door until all passengers

and crew have exited the airplane and fire fighting equipment is nearby.


For training only Page 46 of 63

 Smoke, Fire or Fumes
Anytime smoke, fire or fumes is identified on board the aircraft in flight the crew will
commence this checklist.

The checklist prioritises actions to maintain safe flight by first indicating that a diversion
may be needed. The next step is to keep crew safe through use of oxygen and smoke
goggles as needed.

Remember ‘ANYTIME the smoke or fumes becomes the greatest threat’ you must go to
the ‘Smoke or Fumes Removal’ checklist.

⚠ Warning:

The crew should not delay diversion if the source is unknown or cannot be extinguished.

If the Smoke, Fire or Fumes becomes unmanageable, consider an immediate landing.

For immediate landing consider any airport, or ditching.

Fire Engine Tailpipe

FCTM 8.6 Engine tailpipe fires are typically caused by engine control malfunctions that
result in the ignition of pooled fuel. These fires can be damaging to the engine and have
caused unplanned evacuations.

If a tailpipe fire is reported, the crew should accomplish the NNC without delay. Flight
crews should consider the following when dealing with this situation:

• Motoring the engine is the primary means of extinguishing the fire 


• To prevent an inappropriate evacuation, notify flight attendants


• Communications with ramp personnel and the tower are important to determine the
status of the tailpipe fire and to request fire extinguishing assistance 


• The engine fire checklist is inappropriate because the engine fire extinguishing
agent is not effective against a fire inside the tailpipe. 


For training only Page 47 of 63

 Pilot Incapacitation
References: OMA 8.3.14.1 and OMB 3.4

Many SOP calls (challenge → response) are also “incapacitation checks” as they prompt
for a response, such as during the takeoff roll PM: “80kts” → PF: “Checked”

A pilot is considered incapacitated if he:

• Fails to respond to two verbal challenges

• Fails to respond to any challenge while a significant deviation occurs

In this case the remaining pilot will call “My controls” and take over the aircraft:

First: → “My controls”

→ Aviate & Navigate: • Verify A/P, A/T, FMA and flightpath

2nd: → Communicate: • PA: “Senior to flight deck, Senior to flight deck”

• Call the relief pilot out of rest if available

• Declare an emergency to ATC:

“MAYDAY, Callsign 123, pilot incapacitation, standby”

3rd: → Plan diversion: • The senior will access the flight deck to secure or remove
the incapacitated pilot from his seat and administer first
aid following the procedure in OMB 3.4

• Use a decision making process to plan a diversion.

Consider the help of Med-link and off duty company pilots traveling as passengers.

Subtle incapacitation.
When a colleague does not act normally or appears to be ill, speak to him and try to ask
questions. If his replies are not normal or he appears irrational, ask him how he feels.
Discuss the matter with another crew member if they are present in the flight deck, or ask
someone to come to the flight deck to assist, preferably another pilot.

If your colleague appears ill, persuade him to allow you to fly the aircraft.
Do not wait until he is at a point of collapse. 


For training only Page 48 of 63

 Medical Emergency
[Work in progress]

For training only Page 49 of 63

 Fuel Jettison
Following a decision to divert, fuel jettison should be considered when:

→ Expected landing weight exceeds maximum landing weight:

787-8 = 172 365 kg 787-9 = 192 776 kg FCOM L.10.5

→ Expected landing performance is limited, this could be due to:

• System failure reducing landing performance

• Adverse weather

• Short landing distance available

Reducing landing weight, using maximum flap and braking settings will mitigate the risk
of runway excursion when diverting to a performance limited runway.

If time is not not available (ex. immediate landing is required and critical checklist are
prioritised) the Fuel Jettison can be initiated from memory. QRH QI.2.6

“The pilot flying may also direct reference checklists to be done by memory if no hazard is
created by such action, or if the situation does not allow reference to the checklist.”

Fuel Jettison Procedure QRH 12.18

1. Push the Fuel Jettison switch to ARMED

• Fuel to remain is automatically set to the MLW fuel quantity

• Jettison time is displayed in minutes on the fuel synoptic

2. IF fuel to remain needs to be changed, pull the selector ON and set manually

3. Fuel Jettison Nozzles valves switches both ON

• The de fuel/isolation valves and jettison isolation valves open.

• Fuel jettisons at 1360kg/min (fuel in center) or 570kg/min (center empty)

• Jettison automatically stops when a value just above the FUEL TO

REMAIN quantity is reached.

• At least 3900 kg remains in each main tank after jettison is complete.

4. When jettison is complete, set the switches to OFF in the reverse order
• Fuel Jettison Nozzles both OFF

• Fuel to remain selector push OFF

• Fuel Jettison Arm switch OFF

Note: Do not jettison fuel at flap settings listed on the FUEL JETTISON panel placard.

For training only Page 50 of 63

If time is available the following considerations should be taken before initiating the Fuel
Jettison checklist: FCTM 8.22

• Ensure adequate weather minimums exist at airport of intended landing

⚠ → This is especially relevant if the expected fuel remaining at the alternate makes
you committed to land. If weather is marginal plan a higher amount of fuel
to remain after jettison to keep options available. Delay jettison if necessary.

• Fuel jettison above 4,000 feet AGL ensures complete fuel evaporation

• Downwind drift of fuel may exceed one NM per 1,000 feet of drop

• Avoid jettisoning fuel in a holding pattern with other airplanes below.

→ Coordinate fuel jettison with ATC.

Additionally, in daylight fuel jettison will produce a large plume of fuel coming out of the
wings which may cause panic amongst passengers.


→ Advise the senior of the plan to jettison, make a PA to reassure the passengers.

For training only Page 51 of 63

 Low Fuel
3 Steps : OMA 8.3.7.2.2

✔ Advise ATC on your fuel situation and request delay information at destination 

◦ “Station, Callsign request estimated approach time”

◦ Reduce speed to cost index 0 (will maximize range even in headwind)

◦ If holding is unavoidable reduce speed to holding speed

✔ Divert or “commit to land” at destination


◦ Use a decision making process (FORDER) to take decision

◦ Declare MINIMUM FUEL when committed to land at a specific aerodrome

(destination or alternate) and any change in the existing clearance may

result in landing with less than planned final reserve fuel.

“Station, Callsign MINIMUM FUEL”

If in the judgment of the Commander the flight will now land with less than final

reserve fuel remaining :

✔ Declare Fuel Emergency “MAYDAY, MAYDAY, MAYDAY, FUEL, Callsign”

Note: No Alternate Required (Planning) OM 8.1.3.1

A destination alternate is not required when the following conditions are met:

◦ Flight duration is less than 6 hours

◦ Two separate runways are available, with separate approaches

◦ ETA ± 1h : ceiling above 2 000 ft or circling height + 500 ft

visibility above 5 km

.


For training only Page 52 of 63

 Non Precision Approaches
RNAV / PBN

VNAV

IAN

V/S or FPA

Circling

Go Around

Threats – Blunder Error / CFIT

Mitigation – Verify QHN before commencing approach

NPA Minimas

VOR / LOC / NDB : Add 50ft

RNP / RNAV (LNAV minima) : Add 50ft

RNP / RNAV (LNAV/VNAV minima or DH) : No increment required.

For training only Page 53 of 63

 RNAV / PBN

PBN specifications

ICAO PBN Manual (DOC 9613)

PBN introduces two kinds of

navigation specifications:

RNAV and RNP

RNP requires on-board

performance monitoring and
failure alerting capability.

RNAV / RNP Approach OMA 8.4.4.12 / FCOM SP 4.7

Perform the RNAV and RNP APCH AR Checklist in the 787 Quick Reference before
starting the approach.

Approval: • Operators need approval to conduct RNP AR Approaches

SOP: • To perform an RNAV / RNP approach use the :

Landing Procedure - Instrument Approach using IAN, or

Landing Procedure - Instrument Approach using VNAV

ATC vectors: • Crew may not accept “Direct to” clearances to the FAF and beyond

• Crew may accept “Direct to” clearances to the IF provided

that the track change at the IF does not exceed 45°

• Crew may not enter manual coordinates in after the FAF

FMC: • Verify the RNP value prior to approach

• VOR/DME updating must always be selected OFF

• VSD must be ON, LEGS page and TERR selected on the PF side

Minima: • Approach to LNAV minima, add 50ft to the MDA

• Approach to LNAV/VNAV minima or DH, no increment required

Max Deviation: • RNP approach: 1/2 RNP laterally , ±75ft vertically

• RNP AR approach: 1 RNP laterally , ±75ft vertically


For training only Page 54 of 63
 VNAV
VNAV should be used only for approaches that have one of the following features:

• A published GP angle on the LEGS page for the final approach segment 

• An RWxx waypoint at the approach end of the runway 

• A missed approach waypoint before the approach end of the runway

Additional callouts. FCOM NP.21.54

2 NM before the FAF: – PM “Approaching Glide Path”

– PF • Set DA / MDA on the MCP

• Verify VNAV

• Select Speed Intervention

“Check, ___ ft set, VNAV PTH, Speed intervention”

FAF: – PF/PM Verify crossing altitude

– PM can call altitude vs distances during descent

300ft below MAA: – PF sets Missed Approach Altitude on the MCP

QRH Reference. QRH MAN 2.3


For training only Page 55 of 63

 IAN
IAN should be used only for approaches that have one of the following features:

• A published GP angle on the LEGS page for the final approach segment 

• An RWxx waypoint at the approach end of the runway 

• A missed approach waypoint before the approach end of the runway

• Use of IAN is recommended for straight in approaches only

IAN is recommended approach mode for following types of approach:

→ RNAV / RNP, VOR, NDB, LOC, B/CRS, LDA, SDF

⚠ IAN is not authorised for RNP AR approach. Use of IAN is not recommended when

an approach has a visual maneuver segment that is not in the FMC database.

Raw data monitoring is required during localizer based approaches, G/S prompt

should be selected off to ensure that the FMC generated G/P is flown.

Additional Callouts. FCOM NP.21.51

2NM before FAF: – PM “Approaching Glide Path”

QRH Reference. QRH MAN 2.4 / FCTM 5.46


For training only Page 56 of 63

 V/S or FPA
• If the FAF is too close to the runway, use a descent point to initiate final descent.

• Select a straight-in intercept course to the FAF when being radar vectored.

• To ensure ALT or VNAV ALT is engaged before the FAF, flying a 2nm level

segment before the FAF is recommended.

• When visual and flying manually, turn both F/Ds OFF then place the PM F/D ON.


Additional Callouts. FCOM SP 4.5

2 NM before the FAF – PM “Approaching Glide Path”

or descent point – PF • Verify ALT or VNAV ALT is engaged (level segment)

• Set MDA (+50ft) on the MCP

FAF or descent point – PF • Engage V/S or FPA , set the desired rate of descent

– PM should call altitude vs distances during descent

300ft above MDA – PF • Set Missed Approach Altitude on the MCP

Visual & Manual flight – PF “FDs OFF”

QRH Reference. FCTM 5.50


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 Circling

For training only Page 58 of 63

 Go Around

Briefing.

In case of Go Around I will push TOGA and call “GO AROUND THRUST FLAPS 20”

With a positive rate we will take the gear up

At 200ft the autopilot is available


At 400ft we will verify LNAV is engaged and verify the MAA ___ ft is set

Reaching ____ ft* we will accelerate and retract flaps (*MSA or MAA whichever lower)

At flaps up I will select FLCH, verify climb thrust and call for the after takeoff checklist.

QRH Reference. QRH MAN 2.9

The Go Around procedure is completed when:

Flaps are UP – Climb thrust is set – MAA is captured – After T/O checklist completed

Note: • One TOGA push will engage THR and provide a 2000 fpm climb.

FCOM 4.20.22 • A second TOGA push will engage THR REF and provide full thrust.

⚠ The TO/GA switches are inhibited when on the ground and enabled again when in the

air for a go–around or touch and go. No automatic Go Around after touchdown.


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 Decision Making
Prioritisation

For training only Page 60 of 63

 Decision Making Process

For training only Page 61 of 63

 CRM
NITS Briefing
OMB 3.3 The Captain will initiate a NITS briefing by calling the senior on the PA or the

interphone “ALL EMER” : “SENIOR TO FLIGHT DECK, SENIOR TO FLIGHT DECK”

→ The senior will immediately report to the flight deck.

→ The cabin crew will stop services, secure trolleys, get Cabin Emergency Checklist

and proceed to the aft or fwd galley to receive further instructions from the senior.

→ The Captain will follow the NITS structure to brief the Senior.

→ The Senior will read back the briefing to verify that it has been fully understood.

→ The Senior will brief the rest of the crew over the interphone “ALL ATTEN CALL”

then report “NITS completed” to the Captain.

—————————————————————————————————————————————

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 Passenger PA

Emergency Announcements. OMB 3.2.3

1. “Ladies and Gentlemen, this is your Captain


May I have your attention please.

Due to a technical fault we have decided to make a safety landing

at ______ airport in about ____ minutes.

We have to prepare the cabin for landing, and it is important that you remain
calm and follow the cabin crew instructions carefully.”

2. “Ladies and Gentlemen, this is your Captain speaking again.

The cabin is now prepared for landing.


We estimate landing in about....minutes.

We have informed all the rescue services.

I repeat that correct sitting position, in which you are trained, shall be used
when advised to do so, approximately 30 seconds before landing.

Please follow the Cabin Crew’s instructions carefully.”

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