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117 Cards in this Set
- Front
- Back
- 3rd side (hint)
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EMERGENCY DESCENT
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Required whenever a 'rapid' descent is needed. Can be employed before a depressuirsation occurs (slow leak - complete after Unscheduled Pressurisation Change and cabin is uncontrollable)
Intention: To get the aircraft to a safe level (MSA or 10000' whichever is higher) before or after a cabin has depressurized. |
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BOMB ON BOARD
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Used if a reported or suspect bomb threat is made. Use in conjunction with the SAAP (Suspicious Article Action Plan)
Intention: Immediately level the aircraft incase the bomb is pressure sensitive. Then stabilize cabin and reduce psi differential to 1 psi. Conduct a search of the aircraft and if device is found build bomb platform at Right 2. Continual communicate with company in regards to level of threat. |
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CHEMICAL/BIOLOGICAL THREAT or HAZMAT/DG THREAT
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A known DG threat has occur (could be in the cabin or cargo hold).
Unknown multiple cases of sickness (consider airborne disease and don oxygen mask) Intention: Set the aircraft up to dumb the cabin air over board (open the exhaust valve). Use the DG spill kit if spill is confirm/known. Get aircraft on ground and pax off ASAP. If threat is unknown consider as a bomb/biological threat and use SAAP. |
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DITCHING
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Used to prepare the aircraft for a ditching (possible dual engine flameout or uncontrollable fire over water)
Intention: To prepare the cabin and aircraft for a ditching. It will take time so use from altitude. Close as many outlets below the water line as possible (ie. bleed off, packs off, outflow valve closed.) Ditch with flap to reduce speed but leave gear up. Touch down at 10-12 degrees nose up to minimize RoD. |
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PRECAUTIONARY DISEMBARKATION
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Used to get pax off the aircraft in an orderly and timely manner. Usually prepared prior to landing.
Intention: To safely get everyone out of the aircraft before the risk increases and an evacuation must be ordered (suspected cargo fire which is extinguished). Use stairs where available to minimize injury. |
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AUTOMATIC UNLOCK
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Used to deny access to the flight deck an unwanted/unathorised person
Intention: Locks the flight deck door for a minimum of 30 secs. Contact Cabin to see who is trying to access the flight deck. Consider a lockdown or security threat. |
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CARGO DOOR
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FWD or REAR cargo door is not closed or locked.
Intention: To notify crew of a door unlocked. Consider pressurization immediately. If ok, consider an indication/sensing switch malfunction. |
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ELT
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ELT is on.
Intention: To makes sure Crew are aware the ELT is transmitting. If unintentional, consider notifying ATC. |
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EMERGENCY EXIT LIGHTS NOT ARM
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The emergency exit lights are off or on, not armed
Intention: If lights are on lights will supply a minimum of 10 minutes of lighting. Should be armed when pax are onboard. Will come on automatically when DC power is lost |
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ENTRY DOOR/EQUIPMENT DOOR/OVERWING DOOR/SERVICE DOOR
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Alerts Crew to a potential unlocked door.
Intention: To notify crew of a door unlocked. Consider pressurization immediately. Get crew to check closed and armed correctly. If ok, consider an indication/sensing switch malfunction. If not ok, use unscheduled pressurization change checklist to attempt to control the cabin. |
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WINDOW DAMAGED
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Crew should use when a window cracks, shatters, delaminates or heating element arcs.
Intention: Determine which side of the glass has broken. Reduce speed below 250kts under 10000' due to reduced bird impact protection. Crew should use all safety harnesses provided and get aircraft on the ground ASAP |
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WINDOW NOISE
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Used if there is excessive noise from Window number 2. The window seal may be broken or the window not shut correctly.
Intention: Assess if noise level is appropriate to continue. Try to remove or reduce window noise. Consider a return to reseal window. |
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WINDOW OPEN
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Aircraft window opens on takeoff or in flight
Intentions: Reduce the aircraft speed so the window can be closed. Aim for min clean (210kts). If unable to close return to land with the window open. |
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CABIN ALTITUDE WARNING or RAPID DEPRESSURISATION
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Used if the cabin altitude exceeds 10000' (this may be accompanied by a intermittent warning horn)
Intention: For Crew to don oxygen masks and try to control the cabin. If uncontrollable leads Crew into a Emergency descent. |
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AUTO FAIL or UNSCHEDULED PRESSURISATION CHANGE
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Used if the automatic pressurization system fails or there is a unusual pressurization change (slow leak, door open, etc)
Intentions: Switch from AUTO to ALTN to MAN to attempt to gain control of the pressurization. If cabin altitude continues to climb and controllability looks unlikely, consider a early emergency descent to prevent oxygen mask deployment in the cabin. |
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BLEED TRIP OFF
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The engine bleed air has overheated or there is an overpressure situation.
Intention: To switch the bleed air off to prevent any further overheat or over pressure damage. Consider how many sources of bleed air are available (EDTO requirements). Bleed air is available from the APU below 17000' The remaining pack is working harder so may lead to a pack failure and subsequent depressurization. |
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DUAL BLEED
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Bleed air from the APU is being used whilst bleed air is source from Bleed Air switch 1 or Bleed Air switch 2 with the Isolation valve OPEN
Intention: To remove the APU bleed air if not required. Will indicate on the ground after engine start prior to Before Taxi scan. |
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EQUIPMENT COOLING OFF
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No enough air supply over the instruments (could be a pressurization issue)
Intention: To use the alternate fan to increase air flow over the instruments. If OFF light illuminates with second source selected the DUs on the respective side (SUPPLY= CAPT / EXHAUST=FO) will switch off after 30 mins |
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OFF SCHED DESCENT
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A descent has commenced before the set cruise altitude has been reached.
Intention: Ignore if returning to departure airport as system will use departure elevation to control cabin. If diverting to new airport reset actual flight altitude |
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PACK
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The primary and stby pack controllers have failed or a overheat has occurred.
Intention: Unload the pack and attempt a reset. It may overload the remaining pack as it forces it to operate in high. Try to unload remaining pack. Brief for potential loss of pressurization |
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WING-BODY OVERHEAT
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A duct leak has occurred.
Intention: Turn off the hot air (Trim Air Switch) and turn off PACK and Bleed source. Be wary of smoke in cabin or o/heat detection if leak has gotten into other areas. Tries to give pneumatic source back if Left side by using APU bleed. But if leak is in ducting it will cause the situation to remaining and APU will be available for electrical source only. |
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ZONE TEMP
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Zone duct overheat or flt deck temperature control has failed
(May come up on recall - if after engine start no need to action QRH C/list and dispatch is allowed under DDG) Intention: Try to unload the temperature control to prevent overheat. Attempt a reset. |
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ENGINE COWL ANTI-ICE
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A duct overpressure has occurred.
Intention: To reduce duct pressure by reducing thrust. This will require a descent to one engine altitude (flight level will depend on weight and available thrust) Try to get out of EAI conditions so it can be switched off and thrust returned to the engine. |
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ENGINE COWL VALVE OPEN OR TAI INDICATION
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The valve has failed in the opposite position to the selected position. An amber TAI will also be displayed above the N1 indication
Intention: The valve may be failed open or closed. If open continual anti ice is supplied to the engine, try not to go over N1 80% is possible. (if required by performance, do it) If failed closed avoid icing conditions or limit time in it. |
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PROBE HEAT
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One of the annunciated probes is unheated.
Intention: Avoid icing conditions. Be careful of erroneous instrument indications. Get the AIRSPEED UNRELIABLE tables ready. |
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WINDOW OVERHEAT
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Window has overheated (this may occur if heating is on and window is in direct sunlight)
Intention: Remove heating and allow the window to cool. Consider towing the aircraft to a shady/protected spot. If in air and remains on, bird impact protection is lost as heat is selected off. Reduce speed. |
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WING ANTI ICE VALVE OPEN
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The valve disagrees with the selected position.
Intention: If closed avoid icing conditions. On the ground don't depart if EAI is required. If failed open and outside of icing conditions, remove air supply to that side by switching off PACK and Bleed source. Think of considerations for single PACK operation |
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BATTERY DISCHARGE
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Battery is discharging. Battery charger may have failed.
Intention: Nothing you can do, battery will only last 30 mins on standby power. |
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DRIVE
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The IDG has malfunctioned. It will auto disconnect if high oil temperature is sensed (182C)
Intention: To disconnect the drive generator. THIS IS IRREVERSIBLE Consider impact on EDTO operations (3 sources of AC power) |
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ELEC
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Fault in the DC or standby power system
Intentions: Only illuminates on the ground. Do not takeoff. |
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LOSS OF BOTH ENGINE DRIVEN GENERATORS
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Both engine driven generators are off.
Intention: Try to select the GENs back on, they may have switched off for some reason. Try to get a generator online. If starting the APU with no AC you will be using battery power only attempt once above FL250, then descend to assure start. If APU starts it can run both AC transfer buses in flight. If not able to restore battery power will last 30 mins. Record fuel quantity and fuel flow so you have rough endurance in mind. Plan to land at nearest available airport. Consider weather and navaids if battery will dissipate before you arrive. You will need aircraft to follow once battery dies. Only heading information available. Use follow me aircraft for descent. Rely important information to ATC before comms failure (ldg wt, stall speed, indication to extend gear, endurance, etc) |
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SOURCE OFF
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Last selected power source is not powering the transfer bus
Intention: Try to get transfer bus back onto source (last selected or APU). If remains illuminated only one source of AC power is available |
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STANDBY POWER OFF
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The one or more of the following is not powered:
- AC stby bus - DC stby bus - BAT bus Intention: Force the battery to supply power to the 3 buses. |
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TR UNIT
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In flight TR1 or TR 2 & 3 has failed.
Any TR has failed on the ground Intention: Don't use the APP mode to fly approach. If weather permits choose another approach (RNP/GNSS/VOR/VISUAL). If committed to the ILS for whatever reason load it and fly it in LNAV/VNAV with raw data as back up. |
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TRANSFER BUS OFF
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The associated transfer bus is not energized.
Intention: Try to select a power source for the bus (generator or APU). If unable to put 'online' only 1 AC source is available. Consider EDTO requirements |
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ABORTED ENGINE START
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Start is required to be stopped for any reason.
Eg. hot start, hung start, stall, no ignition. Intention: Remove the fuel source from the engine by closing the engine start lever. The engine needs to dry cranking to remove excess fuel (be careful if start has already disengaged, reduce N2 speed before reengaging starter) |
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ENGINE LIMIT or SURGE or STALL
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Engine has exceeded or is about to exceed a limit. The engine is surging or has stalled
Intention: Unload thrust off the engine to prevent an exceedance or stop surging/stalling. If engine can remaining running within limits leave running as any thrust is better then none. If engine cannot be run, land at nearest available airport on one engine |
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LOSS OF THRUST ON BOTH ENGINES
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There is a loss of thrust or both engines have failed
Intentions: The engines require ignition and fuel immediately to get them running again. Set airspeed 275kt >FL270. Set airspeed 300kt <FL270. This will help windmill the engine. If unable to relight engines consider switching profiles and checklist around 15000' to allow time to setup for ditching/forced landing. Glide range is 3nm/1000' no wind. Adopted best glide speed when decision to stop engine starts is made. Remember Cabin Crew require time to prep the cabin for an emergency. |
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APU FAULT
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A malfunction occurs in the APU
Intention: APU will automatically shutdown. Confirm shutdown by switching off. If light extinguishes restarts can be attempted. Consider why you are restarting. Consider EDTO requirements |
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APU LOW OIL PRESSURE
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APU oil pressure is low
Intention: The APU automatically shutdown. Confirm shutdown by switching off. Be wary of potential smoke/fumes if it has gotten into the air con system. |
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APU OVERSPEED
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The APU has over sped or the overspeed protection logic has failed
Intention: Switch off the APU. Consider EDTO requirements. |
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EEC ALTERNATE MODE
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EEC operate in ALTN MODE
Intention: EECs may be in soft ALTN mode (On and ATLN lights). Switch to hard ALTN mode (ATLN light only). This is done by pressing the EEC switch or reducing thrust to IDLE when in soft alternate mode. SOFT ATLN - uses last valid flight data inputs. Thrust exceedances and shortfalls may occur. HARD ATLN - thrust is always equal to or more than normal mode thrust for the same lever position. There is N1 & N2 exceedance protection in both normal and alternate modes. |
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ENGINE FAILURE or SHUTDOWN
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The engine has failed.
ENG FAIL light may be illuminated. Engine has flamed out. A checklist directs Crew to shut the engine down Intention: To shutdown and secure the engine due to the reason already provided. Leads you into the One Engine Inoperative Landing Checklist |
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ENGINE HIGH OIL TEMPERATURE
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Oil temp is at or above the redline
Intention: If at or above redline (155C), shutdown. (Could apply the Engine Limit or Surge or Stall checklist) If in the amber band (140-155C), operation is allowed for 45 mins before engine shutdown. Unload the engine to try and reduce the oil temp. |
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ENGINE IN FLIGHT START
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Safely start an engine inflight that has flamed out and/or shows no indication of damage
Intention: Consider why you want to restart an engine that has failed. (it possibly could be just a flameout due to water or turbulence) Make sure the In-Flight Start Envelope is consulted correctly to determine the best method to start the engine. Advise Crew and pax you intend to do this incase surge or stall occurs. There is no start protections inflight so monitor all indications. The PM should do the start procedure, this may be the FO unless the CPT hands over. Consider, if worthwhile, further start attempts if one is unsuccessful. |
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ENGINE LOW OIL PRESSURE
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The engine oil pressure is low. The LOW OIL PRESSURE alert may be illuminated or not.
Intention: Don't takeoff below 13 psi. (Min qty should be around 12 to prevent warnings during takeoff) If at or below redline shut the engine down |
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ENGINE OIL FILTER BYPASS
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Oil contamination has caused an oil filter bypass
Intentions: Unload the engine to reduce the flow of oil around the oil filter. (10 secs prior to oil filter bypass the START VALVE, OIL FILTER BYPASS & LOW OIL PRESSURE lights flash on the Upper DU) If alert stays illuminated shut the engine do |
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HIGH ENGINE VIBRATION
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Vibration is over 4 units or there are airframe vibrations
Intentions: If icing is suspect try to unload the engine of ice. If no icing, unload the engine to reduce vibrations. (if no other associated engine indications leave engine running) |
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ONE ENGINE INOPERATIVE LANDING CHECKLIST
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To be used when a landing with one engine inoperative is made
Intention: Safe land using Flap 15 and configured appropriately to prevent warnings. Landing distance required is 1100m unfactored (66t, 5kt tailwind) Safety is number one - always configure for excess thrust on go-around |
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REVERSER
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A fault has occurred in the reverser system
Intention: If further failures occur it may deploy in flight. Expect normal deployment on the ground. |
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REVERSER UNLOCKED (IN FLIGHT)
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An amber REV indication on the upper DU
Intention: Multiple failures have occurred to allow this. Isolate if it is an indication issue or actual deployment. Advance the thrust and allow the EEC to protect if reverser is deployed. If confirmed deployed, shut the engine down. |
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START VALVE OPEN
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The start valve has failed to close
Intention: Command the valve to close by selecting engine start switch to auto. If valve remains open, isolated bleed air source to the valve. |
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VOLCANIC ASH
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Aircraft has flown into or suspects volcanic ash.
Indicators: - St Elmo's fire - Acrid smell - Smoke or dust in the air Intention: Don oxygen for all Crew. Turn the aircraft around Unload the engines by selecting all pneumatic devices on Be alert for indications of engine failure, flame out, etc Once clear give a SPECIAL AIREP advising of location and extent of volcanic ash |
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APU FIRE
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Fire warning in the APU
Intention: Extinguish the fire ASAP and select the APU to off. If on the ground, automatic fire suppression is available. Contact Cabin Crew in the rear galley to be alert for any indications of fire. |
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ENGINE FIRE or SEVERE DAMAGE or SEPARATION
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There are indications of:
- engine fire - severe damage - engine separation Intentions: Immediately shutdown the engine and extinguish the fire. If severe damage has occur, secure the engine. Severe damage indications include: - no N1 or N2 (locked) - fire - loud noise - vibration - no oil indications Remember there are 2 fire bottles for each engine. The engine is considered still to be supplying thrust until the thrust lever is closed. Make sure the aircraft is under control and above 400' before any actions are commenced. |
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ENGINE OVERHEAT
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An overheat is detected in the engine (may not be accompanied by a fire warning)
Intention: Unload the engine by closing the thrust lever. If the overheat remains, shutdown the engine as per the Engine Fire memory items. |
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ENGINE TAILPIPE FIRE
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Ground Crew, Cabin Crew or ATC advise of tail pipe fire.
Intention: Remove fuel to the engine by closing the start lever. Put the Cabin on Alert with a PA and request RFF attendance. Motor the engine to remove any excess fuel and extinguish the fire. Sit on your hands and wait to see what happens. Tail pipe fires are normally very spectacular but over very quick once fuel is removed. |
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SMOKE, FIRE or FUMES
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An indication of smoke, fire or fumes in the cabin is present
Intention: Oxygen on to protect the Crew. Turn off all extra electronic devices (IFE, seat power, galley power) Reconfigure the ventilation system to vent overboard, by turning off the recirc fans. Isolate the source of the smoke/fumes: - if obvious extinguish and isolate power via the CB - right pack - left pack (suspect if strong or only in the cockpit) Achieve this while divert/descent plan is under way. Uncontrollable fires are the biggest risk on aircraft. If you are confident of where the source is, immediately isolate it, extinguish it and monitor. |
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APU DETECTION INOPERATVE
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Fire detection in the APU is inoperative
Intention: Switch off the APU as fire detection is not available |
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CARGO FIRE
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FWD or AFT indications of a cargo fire (more than 110C)
Intention: Immediately discharge extinguishing agent. Configure aircraft to vent cabin air overboard First bottle will discharge and the second bottle will discharge at a metered rate to give fire suppression. |
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CARGO FIRE DETECTOR FAULT
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Fire detection is inoperative in one or both of the cargo compartments
Intention: Ascertain what is in each hold and whether there is risk of fire (consider oxygen canisters, chemicals, batteries, DGs, etc) If there is risk, divert ASAP. |
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ENGINE FIRE/OVERHEAT DETECTOR FAULT
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Fire and overheat detection is inoperative
Intention: Fire detection in one or both engines is inoperative. Consider consequences if continue with no fire detection |
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LAVATORY SMOKE
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Smoke is detected in one or more toilets
Intention: Contact the Cabin Crew and verify why the detector has gone off. Consider regular updates and inspections if source is not found |
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SMOKE or FUMES REMOVAL
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Smoke or fumes become too strong and require removal
Intention: Smoke or Fumes checklist has begun but a switch to this checklist was required. Try to remove smoke/fumes from the flight deck. If source is on the flight deck, open the window (need to depressurize and slow down) If outside the flight deck, PACK to high will open the exhaust valve. Descend to depressurize so airflow forces smoke/fumes away from the flight deck. Land ASAP |
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WHEEL WELL FIRE
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Fire is detected in the main wheel well (AC power is required)
Intention: Slow down to extend the gear and use airflow to extinguish the flames. There is no fire suppression available. Considerable increase to fuel flow with gear extended. It will reduce aircraft performance also (consider terrain rich environment with requirement to climb) |
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RUNAWAY STABILISER
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Uncommanded stabiliser movement
Intention: Use the control column cut out switch to stop the runaway. Take the autopilot out and use main elec trim. If still running away, de-energise the electric trim switches. If still continues grab the trim wheel. Consider using foot to slow it or jam it. It may not necessarily be fast, could be a slow trickle if stab trim brake has failed. |
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ALL FLAPS UP LANDING
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Prepare for a no flap landing
Intention: Other checklists will lead you to this one. Reduce weight as much as possible. Speed will be quick, potentially 200kts. Think about sink rate, flare rate, effectiveness of controls, stopping on the ground, brake fire, runway excursion. Brief Cabin Crew of potential non normal/emergency after landing |
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AUTO SLAT FAIL
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Auto slat system has failed
Intention: Consider no protection available to the stall in high AoA, light weight situations (take-off, go around) |
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ELEVATOR TAB VIBRATION
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Reports of vibration in the aft of the aircraft. Vibrations felt in the control column and rudder pedals. Any vibration that cause attachments (sun visors, etc) to move
Intention: Confirm it is not an engine vibration (above 4 units) first Reduce speed to reduce vibrations. Consider descent to provide better margins if at altitude. Don't use speed brake in flight, keep maneuvering smooth as possible. |
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FEEL DIFFERENTIAL PRESSURE
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The computer sensing high differential pressure
Intention: Elevator feel may be different to usually. Disconnect autopilot before approach to have a 'feel' incase there are any unusual characteristics |
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FLIGHT CONTROL LOW PRESSURE
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Hydraulic supply to ailerons, elevator and rudder is low.
Intention: Activate the standby rudder function (it may have auto transferred) Check standby yaw damper is on. |
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JAMMED or RESTRICTED FLIGHT CONTROLS
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A flight control is jammed in roll, pitch or yaw
Intention: Remove the autopilot and unjam the flight control. It may require both Crew for maximum force. If icing is possible, descend to help over powering. If control is normal carry on, consider altitude if icing was considered the cause In control is not regain, trim to unload controls. Consider controllability issues in landing and approach. Try to pick long runway, minimal crosswind, be stable to prevent go around. |
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LEADING EDGE FLAPS TRANSIT
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The system has detect an uncommanded position, asymmetry or skew
Intention: Make sure there is no trailing edge flap issue. If so, go to the checklist first IN no trailing edge, ascertain if there is a slat/flap issue or an indication issue. Use the indicator as well as roll etc. Selecting flap 1 and 'cycling' the slats/flaps may fix the issue. If trailing edge devices are out, land using flap 15. Consider increase fuel burn, airspeed and alt for divert if required. |
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MACH TRIM FAIL
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Mach trim system has failed
Intention: Reduce speed to prevent mach tuck. |
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SPEED BRAKE DO NOT ARM
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Auto speedbrake failure
Intention: Manual speedbrake on landing, increase to landing distance. Remind PM to call 'Sppedbrake not up' on the ground as reminder |
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SPEED TRIM FAIL
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The speed trim system has failed
Intention: Continue. |
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SPEEDBRAKES EXTENDED
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Speedbrake lever is beyond arm and aircraft is below 800' and greater than flaps 10.
If on the ground, the lever is down and speedbrakes are still up. Intention: Stow the brakes if passed the armed detent (over selection when setting armed) If cannot stow, consider effect during approach and flare (added drag) |
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STABILISER OUT OF TRIM
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Autopilot does not set the correct trim
Intention: Can momentarily flash when large trim changes are required. Disengage the autopilot and use electric trim. If no response consider the stabilizer trim inoperative |
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STABILISER TRIM INOPERATIVE
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Main electric and/or autopilot stabilizer trim is inoperative
Intention: Autopilot is not available and trim is required via manual trim wheel. If occurs at altitude consider ice build up. Descend and allow to warm up, then try again. Setup for a long final and configure early to prevent multiple, late trim changes |
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STANDBY RUDDER ON
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The standby hydraulics are powering the rudder
Intention: Awareness the standby system is operating. |
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TRAILING EDGE FLAP ASYMMETRY
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Uncommanded roll occurs with flap selection and/or the needles are split
Intention: Set the lever to correspond to the smallest actually displayed flap indication. Determine landing flap position. Be conscious of landing distance, increased approach speeds, leaving the flap in position on taxi in to prevent any further damage. |
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TRAILING EDGE FLAP DISAGREE
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The trailing edge flaps are not in the commanded position
Intention: Use this if no asymmetry is evident. Use this before leading edge transit light checklist if a trailing edge disagree occurs. Determine flap landing position. Allow time (and fuel) to conduct alternate flap extension if required. This is a long checklist and can take time. |
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TRAILING EDGE FLAPS UP LANDING
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Trailing edge flaps are less than 1 for landing.
Intention: Use this checklist only directed from another checklist. Prepare for a long, stable final. Allow time to config the aircraft. Approach speeds will be high. Consider landing distance, flare, braking/stopping. Go around is limited to 230kt with leading edge devices extended. |
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YAW DAMPER
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The yaw damper is disengaged
Intention: Re-engage the yaw damper. If unable to re-engage leave off and avoid turbulence, limit crosswind below 30kts and be careful with any rudder inputs (Dutch roll protection, etc is lost) |
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AIRSPEED UNRELIABLE
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Attitude is not consistent with the stage of flight, altitude, thrust settings, or noise/buffet
Intention: Cross check with the other instruments to confirm an unreliable indication. Adjust attitude and thrust to maintain control and check the probe heat is on. Use IRS and FMC GS indications to isolate erroneous airspeed indicator. Use the inflight performance section to obtain pitch and thrust settings. If icing up, descend to warmer level. The FPV can be trusted as it relies on inertial sources. |
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ALT DISAGREE
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Occurs when there is a difference between altimeters of more than 200'
Intention: Confirm and set the correct QNH. If still a disagree unable RVSM, use standby altimeter, TCAS altitude output may be erroneous. |
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CDS FAULT
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CDS FAULT is illuminated
Intention: Displayed on the ground only and don't depart. |
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DISPLAY FAILURE
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A common display has failed
Intention: Use the switching to display all required displays using either individual DUs or the common DUs. |
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DISPLAYS CONTROL PANEL
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DISPLAYS CONTROL PANEL is illuminated.
Intention: The EFIS control panel has failed and select both onto the operate panel. |
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DISPLAY SOURCE
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A DEU has failed. Indications include:
- DSPLY SOURCE - no hydraulic psi indication on failed side - speed limit flag - min manoeuvre and stick shaker band removed on failed side - both EEC ALTN lights illuminated Intention: Select autopilot if failed side autopilot drops out. Set EEC to hard ATLN mode and run appropriate checklist. A DEU failure has multiple issues with FD displays above and below FL220. Vol 2 has a comprehensive list of how it will effect the aircraft. RNP/GNSS approaches are not available. |
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IAS DISAGREE
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The Capt and FO IAS disagree
Intention: Go straight to the unreliable speed checklist |
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FMC FAIL
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Could be a:
Dual Failure - Both CDU's fail - Loss of data on BOTH NDs LEFT FMC failure - Both CDU's fail - Loss of data on CPT ND (VTK displayed) RIGHT FMC failure - FMC msg light - Loss of data on the FO's ND (VTK displayed) - Scratchpad message 'SINGLE FMC OPERATION' Intention: RNP/GNSS approaches are unavailable. FMCs will attempt to auto restart. Depending on length of outage some data may need to be re-entered. DUAL failure requires conventional navigation (headings). Erroneous EGPWS could occur with the use on inaccurate GPS data. VSD terrain data could be incorrect. Not LNAV or VNAV capability if FMC fails. Continue to use MCP and get vectors to an ILS (APP MODE) or raw data non precision approach (VOR/LOC and VS are available) |
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GPS
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One or both GPS receivers have failed
(1 is only displayed on recall) Intention: FMC will revert to IRS updates. Turn DME updating on. No GNSS or RNP approaches. Expect MAP shifts if out of radar coverage for extended periods. ANP will increase. Monitor and advise ATC if RNP unable |
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ILS
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ILS failure has occurred
Intention: Don't fly the ILS. |
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IRS DC FAIL
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DC power up back to the IRS has failed
Intention: With both lights on the switched hot battery bus is not powered or the battery is nearly discharged. Check the BAT switch is ON |
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IRS FAULT
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A fault has occurred in the IRS or if on the ground and in conjunction with the ALIGN light, the position entry is incorrect
Intention: ATT mode is available only if desired (to regain ATTITUDE INDICATOR if failed) |
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IRS ON DC
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IRS AC power has failed
Intention: The right IRS will switch off after 5 minutes |
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CONFIG
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Centre tank pump switches are off and >726gs of fuel is in the centre tank.
Intetntion: Switch the centre tank pumps on |
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CROSDFEED SELECTOR INOPERATIVE
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Valve light remains bright blue if the valve is not in the commanded position
Intention: If failed open balance fuel as required. Be careful if a fuel leak develops on one side. If failed close, adjust thrust to burn fuel evenly and prevent an imbalance. |
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FUEL FILTER BYPASS
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The fuel filter has been bypassed
Intention: This may be caused by contamination or FUEL ICING. Check fuel temp If contamination is suspected land ASAP. If icing is suspected, descend and/or speed up to warm the fuel. |
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FUEL LEAK ENGINE
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A fuel leak is suspect in the engine
Intention: Confirm a leak has occurred in the engine. Measure fuel flow over 30 mins (approx. 40kg a min is normal). Get Crew to visually inspect the engine area. Shutdown the engine with the leak. Prevent transfer of fuel to the side with the leak if shutting the engine down doesn't stop the leak. |
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IMBAL
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Fuel is imbalanced
Intention: If an imbalance of >453kgs is detected. Consider a leak!! If happy there is no leak then balance fuel. |
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HYD PUMP OW PRESSURE
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The hydraulic pump has low pressure
Intention: Switch the affected pump off. Cross check hydraulic quantities. It may be indication of a leak |
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HYD PUMP OVERHEAT
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The hydraulic pump temp is high
(auto disconnect above 108C and LOW PRESSURE light will illuminate) Intention: Switch the affected pump off. |
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LOSS OF SYSTEM A
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Loss of hydraulic system A
Intention: Confirm the STBY RUD is on and switch of the A side pumps. Systems not available - A REAL GIANT P Switch to ALT NWS A manual gear extension is required. Once gear is extended it cannot be retracted. It limits divert possibilities and increases fuel burn if go around. Rev thrust of Eng 1 will be slower then Eng 2 |
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LOSS OF SYSTEM B
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Loss of hydraulic system B
Intention: Confirm STBY RUD is on and switch off B side pumps. Systems unavailable are: - A REAL TOY BAAT Alternate flap extension is required and may take time. Once leading edge devices are extended they cannot be retracted (surprisingly large increase to the fuel burn) No auto brakes are available and antiskid is for wheel pairings not individual wheels |
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LOSS OF A & B SYSTEM
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Loss of both hydraulic systems
Intention: Confirm STBY RUD is on and switch off all hydraulic pumps. Switch on the STBY YAW DAMPER Only systems available: - TRLS Controls are heavy. A long stable final is required. Alternate flap extension and manual gear extension is required. Once extended (both) cannot be retracted, significant fuel increase for go around and divert. |
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STANDBY HUDRAULIC PRSSURE LOW
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The standby hydraulic pump pressure is low
Intention: There is no hydraulic pressure in the standby system, with loss of system A & B there will be no rudder. Consider a leak in the standby system, which will drain system B also as the standby system drains from below the standpipe. |
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STANDBY HYDRAULIC LOW QUANTITY
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The standby hydraulic system is low
Intention: There may be a leak in the system which could lead to loss of system B as well as the standby system. |
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ANTISKID INOPERATIVE
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An antiskid system fault has occurred
Intention: If occurs on the ground after the park brake is set, it is a park brake issue. Don't takeoff. In flight autobrake is not available. Manual braking is required and should be applied smoothly. Be careful not to burst a tyre. There is no skid protection, hydro plane protection, locked wheel protection. This non normal requires the longest landing distance of 1800m unfactored (66T with 5kt tailwind). It is not an emergency so try to reduce weight as much as possible, especially important if runway is short. |
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AUTOBRAKE DISARM
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The autobrake system disarms after being set.
Intention: On the ground switch off. Don't depart if remains illuminated. In flight, switch off then reselect autobrake. If problem remains then manual braking is required on touchdown |
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BRAKE PRESSURE INDICATOR ZERO PSI
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The accumulator has no pre-charge
Intention: If normal hydraulics are ok, braking is fine. If there is no hydraulic pressure in system A or B then there is no braking. |
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GEAR DISAGREE
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The gear positions disagrees with the gear lever position
Intention: Only use this checklist if the gear position disagrees after the lever is moved. Use the Landing Gear Lever Will Not Move UP After Take Off if this occurs. Limit speed below 320kts with gear extended. Remember speed must be below 235kts to retract. If gear lever is off, position gear lever to up. If light extinguish the uplocks have failed and the lever needs to remain in this position so the system is constantly pressurized and holds the gear up. If lever is up and all the lights are illuminated, make sure the manual extension gear door is closed properly. If lever is down, one of the gears are not down and locked. A green light on the centre console or overhead satisfy the down and locked situation. Inhibit the gear config horn to prevent warnings if there is green and red light indications on the landing gear. If gear isn't down and locked a manual gear extension is required. |
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LANDING GEAR LEVER JAMMED IN THE UP POSITION
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The gear lever will not move form the UP position
Intention: This checklist should only be commenced when ready to extend the gear. Pull the override trigger and select the gear down. Check for down and locked indications on centre and overhead console. If gear doesn't move to down, a manual gear extension is required. Leave NWS in normal as the gear may retract on landing (Notify the Cabin of this, use the BRACE call and be prepared for gear collapse) If gear won't extend via manual gear extension, use the Partial or ALL GEAR UP checklist |
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LANDING GEAR LEVER WILL NOT MOVE UP AFTER TAKEOFF
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The lever cannot be moved to the up position due to:
- failure of the gear lever lock solenoid - failure or the air/ground sensor - failure of the ground spoiler bypass valve to close Intention: Leave the gear down and retract the flaps on schedule. See if the takeoff/config horn is silent or not. If so, it is a solenoid failure If not it is a failure of the ground/air sensor or a ground spoiler bypass valve failure. If a solenoid failure, override the lever and select the gear to up. If one of the other two the LANDING GEAR TAKEOFF WARNING CUTOFF CB (P-6;C18) is required to be pulled to silence the horn. No autobrake or of auto speedbrakes are available for landing. |
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MANUAL GEAR EXTENSION
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The gear is not down and locked and requires a manual extension
(only perform this checklist when direct to be another. Once the gear is down it cannot be retracted) Intention: Release the gear by the manual release handles. Once the gear is down it cannot be retracted. Will cause a significant increase in fuel burn. If the gear does not complete extend, complete the Partial or All Gear Up Landing Checklist. |
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PARTIAL or ALL GEAR UP LANDING CHECKLIST
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All landing gear are not down and locked after attempting a manual gear extension.
Intention: Only complete once a manual gear extension has been attempted. Reduce landing weight as much as possible. Use max flap setting. Use longest runway with best weather conditions available. It is better to land with some gear extend then on the belly. Try to hold the un-extended side off the ground for as long as possible using aerodynamic forces. If time permits get fire services to 'foam' the runway. Turn off fuel pumps prior to flare |
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