Abnormal (Non-normal) & Emergency Procedures and Checklists
Abnormal (Non-normal) & Emergency Procedures and Checklists
General
Abnormal procedures contain actions which are necessary to cope with an impending or effective failure of any aeroplane system or component, or which are necessary to protect the aeroplane and its occupants from serious harm. These actions are presented in QRH/FCOM, which are provided in booklet form in each cockpit.
When the necessity arises to apply an abnormal procedure it is the obligation of the Commander to identify the applicable procedure and to designate who acts as PF. For this decision he must take into consideration the complexity of cockpit duties, the necessity to supervise actions, the capacity and proficiency of crew members, and the workload arising from flight progress. It may be appropriated to change PF designation during progress of flight.
An abnormal/emergency procedure must only be commenced when PF is in full control of the situation and therefore it is initiated by PF.
Primary actions designed to contain the failure shall only be accomplished after flight path control is achieved and can be maintained and never below 400 ft AGL.
Actions designed to secure or reconfigure the inoperative systems shall only be accomplished after primary actions have been completed, flight path control is achieved and can be maintained, and the aeroplane is navigated along desired track.
Flight crew are required to cross-check by dual response before actuation of critical controls, including:
Important: In-flight simulation of emergencies onboard the aeroplane on revenue flights is strictly prohibited.
It is Company policy that pilots must at all times maintain awareness of a suitable aerodrome where a safe landing may be made in the event of an emergency. In-flight cruise briefings and weather monitoring must be conducted as to maintain a high level of situational awareness in this regard.
Authority to Reject Take-Off
In standard crew composition Commander (CM1) has the final authority to reject or continue take-off roll. For that purpose he shall keep his hands on thrust levers until reaching V1. First Officer (CM2) has the authority to reject take-off roll only if he encounters unambiguous sings of Commander's incapacitation.
In crew composition where CM1 duties are performed by Captain under training, he should have the responsibility for the decision to reject a take-off. Once decision to reject take-off has been announced it shall be executed by CM1, since the left seat position is laid out for the optimum handling of the aeroplane.
If the TRI, occupying the right seat, takes over control during a rejection of take-off, he shall call out »I HAVE CONTROL«.
Engine Failure on Take-Off (after V1)
The following general guidelines should be observed in the case of engine failure on takeoff after V1:
• No crew actions should be performed below 400 ft AGL with the exception of:
- Silencing the aural warnings;
- Raising the landing gear.
• Lateral navigation should follow (on Commander's discretion):
- Published EOSID; or
- SID (flat terrain on SID track, VMC); or
- Visual traffic pattern (appropriate terrain profile, VMC).
• 3rd segment height (PAA) should be determined by the flight crew in advance and inserted into the MCDU, taking into consideration following operational variables:
- Lower limit of 1000 ft AAL;
- TOGA thrust time limit (as upper limit);
- Terrain profile;
- Return-to-land scenario.
• Emergency shall be declared (»MAYDAY«).
• Attempted lateral navigation should be communicated to ATC.
Continuation of Flight with One Engine Inoperative
When one engine of an aeroplane fails or is shut down in flight as a precautionary measure to prevent possible damage, the flight crew shall notify the appropriate ATS unit as soon as possible and shall keep ATS fully informed regarding the progress of the flight.
A landing shall be made as soon as possible, at a suitable aerodrome at which a safe landing can be made.
Handling of In-Flight Emergencies
It is Company policy that pilots must at all times maintain awareness of a suitable aerodrome where a safe landing may be made in the event of an emergency. In-flight cruise briefings and weather monitoring must be conducted as to maintain a high level of situational awareness in this regard.
Safety of the passengers and the aircraft shall be the priority and the selection of the nearest suitable aerodrome must take into account:
If possible an aerodrome should be selected with weather conditions of at least circling minima, and a runway where glidepath assistance is provided.
In the following cases, all attempts must be made to land the aircraft at the nearest suitable aerodrome:
Overweight Landing
Normally, the maximum certified landing weight shall not be exceeded. Overweight landings, however, may be performed in all abnormal or emergency situations where according to Commander’s discretion this course of action provides the same or a higher degree of safety than using time to burn excessive fuel.
Situations such as serious illness of crew or passengers which would require immediate medical attention also justify overweight landings. In such case, deviations from prescribed procedures to the extent required are permissible in the interest of safety.
General
Abnormal procedures contain actions which are necessary to cope with an impending or effective failure of any aeroplane system or component, or which are necessary to protect the aeroplane and its occupants from serious harm. These actions are presented in QRH/FCOM, which are provided in booklet form in each cockpit.
When the necessity arises to apply an abnormal procedure it is the obligation of the Commander to identify the applicable procedure and to designate who acts as PF. For this decision he must take into consideration the complexity of cockpit duties, the necessity to supervise actions, the capacity and proficiency of crew members, and the workload arising from flight progress. It may be appropriated to change PF designation during progress of flight.
An abnormal/emergency procedure must only be commenced when PF is in full control of the situation and therefore it is initiated by PF.
Primary actions designed to contain the failure shall only be accomplished after flight path control is achieved and can be maintained and never below 400 ft AGL.
Actions designed to secure or reconfigure the inoperative systems shall only be accomplished after primary actions have been completed, flight path control is achieved and can be maintained, and the aeroplane is navigated along desired track.
Flight crew are required to cross-check by dual response before actuation of critical controls, including:
- Thrust lever reduction of failed engine;
- Master switch;
- Fire pushbutton;
- Any guarded pushbutton/switch;
- Any other irreversible action.
Important: In-flight simulation of emergencies onboard the aeroplane on revenue flights is strictly prohibited.
It is Company policy that pilots must at all times maintain awareness of a suitable aerodrome where a safe landing may be made in the event of an emergency. In-flight cruise briefings and weather monitoring must be conducted as to maintain a high level of situational awareness in this regard.
Authority to Reject Take-Off
In standard crew composition Commander (CM1) has the final authority to reject or continue take-off roll. For that purpose he shall keep his hands on thrust levers until reaching V1. First Officer (CM2) has the authority to reject take-off roll only if he encounters unambiguous sings of Commander's incapacitation.
In crew composition where CM1 duties are performed by Captain under training, he should have the responsibility for the decision to reject a take-off. Once decision to reject take-off has been announced it shall be executed by CM1, since the left seat position is laid out for the optimum handling of the aeroplane.
If the TRI, occupying the right seat, takes over control during a rejection of take-off, he shall call out »I HAVE CONTROL«.
Engine Failure on Take-Off (after V1)
The following general guidelines should be observed in the case of engine failure on takeoff after V1:
• No crew actions should be performed below 400 ft AGL with the exception of:
- Silencing the aural warnings;
- Raising the landing gear.
• Lateral navigation should follow (on Commander's discretion):
- Published EOSID; or
- SID (flat terrain on SID track, VMC); or
- Visual traffic pattern (appropriate terrain profile, VMC).
• 3rd segment height (PAA) should be determined by the flight crew in advance and inserted into the MCDU, taking into consideration following operational variables:
- Lower limit of 1000 ft AAL;
- TOGA thrust time limit (as upper limit);
- Terrain profile;
- Return-to-land scenario.
• Emergency shall be declared (»MAYDAY«).
• Attempted lateral navigation should be communicated to ATC.
Continuation of Flight with One Engine Inoperative
When one engine of an aeroplane fails or is shut down in flight as a precautionary measure to prevent possible damage, the flight crew shall notify the appropriate ATS unit as soon as possible and shall keep ATS fully informed regarding the progress of the flight.
A landing shall be made as soon as possible, at a suitable aerodrome at which a safe landing can be made.
Handling of In-Flight Emergencies
It is Company policy that pilots must at all times maintain awareness of a suitable aerodrome where a safe landing may be made in the event of an emergency. In-flight cruise briefings and weather monitoring must be conducted as to maintain a high level of situational awareness in this regard.
Safety of the passengers and the aircraft shall be the priority and the selection of the nearest suitable aerodrome must take into account:
- Technical condition of the aircraft affecting performance and handling;
- Actual gross weight;
- Remaining fuel on board;
- Terrain clearance requirements;
- Enroute and terminal weather (wind, temperature, icing, thunderstorms, etc.).
- Route and aerodrome facilities.
If possible an aerodrome should be selected with weather conditions of at least circling minima, and a runway where glidepath assistance is provided.
In the following cases, all attempts must be made to land the aircraft at the nearest suitable aerodrome:
- Any fire on board an aircraft, if fire fighting is not effective; or
- Any engine or APU fire; or
- Failure of an engine on a two-engine aircraft; or
- Total loss of electrical power; or
- Persistent smoke of unknown origin; or
- Dual hydraulic failure; or
- Structural damage; or
- In-flight medical emergency; or
- Positive bomb threat.
Overweight Landing
Normally, the maximum certified landing weight shall not be exceeded. Overweight landings, however, may be performed in all abnormal or emergency situations where according to Commander’s discretion this course of action provides the same or a higher degree of safety than using time to burn excessive fuel.
Situations such as serious illness of crew or passengers which would require immediate medical attention also justify overweight landings. In such case, deviations from prescribed procedures to the extent required are permissible in the interest of safety.
Abnormal (Non-normal) & Emergency Procedures and Checklists
Reviewed by Aviation Lesson
on
2:00 PM
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Reviewed by Aviation Lesson
on
2:00 PM
Rating:
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