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FCOM Chapter 5 - Emergency / Abnormal

2022-11-302025-07-16
Notes

For abnormalities before the aircraft is stabilised in approach and landing, if Captain elects to continue, should ensure enough time to resolve discrepancies, complete checklists in unhurried manner

Must stabilise the aircraft by the initial approach fix or final descent point.

All abnormal / emergency checklists and briefings should be completed as far as possible before descent below MSA or holding pattern

If abnormality / emergency occurs after approach, consider go-around
If abnormality / emergency requires checklists, conduct go-around without delay (unless this would occur additional risk)

Circuit Breaker - one reset allowed, unless QNH permits further resets

Reduced Power Operations

If procedure calls for power to be reduced, the continued operation should be regarded as OEI
This requires landing at nearest operational suitable airport using OEI config and landing speeds

Apply OEI operation checklist

Maintain 20-30% PL until landing, where it may be brought back

If engine has been shut down and restarted, normal procedures apply

Note

When restoring power, ensure AUTOCOARSEN switch is off until PL are approx same angle - then normal procedures apply

Failure Management
  1. Memory Items
  2. Performance
  3. Circuit Breakers
  4. QRH Emergency / ECCL
  5. QRH Abnormal
  6. Normal Checklist
  7. MEL

Note:

  • Try to engage AP prior
  • Ensure all warnings / cautions are silenced beforehand
  • Captain may delegate PF to guard the radios
  • If system is critical to safety or controllability, and FM cannot be completed prior to landing, bring to stop on runway and complete FM
QRH Usage

Announce checklist by title and read notes inside the box before proceeding with checklist. Read additional notes if time permits

Once complete, read "End of Procedure"

ECCL can only be used when an engine has actually been shut down

Rejected Takeoff

FCOM 5.11
  1. Control aircraft
  2. Retard PL to FI, then cautiously into GI. If high speed, apply max steady equal braking (until assured of stopping in remaining runway)
  3. Transfer to NWS as soon as possible
  4. May apply reverse thrust when beta lights on
  5. Bring aircraft to stop, set park brake

  6. Make PA:

    • Evac Likely

      This is the captain, FA to your station

    • Evac Unlikely

      This is the captain, everyone remain seated

  7. Identify the failure

  8. Memory items
  9. Obtain info (FA/Tower/Visual)
  10. Assess seriousness (Fire? Brake fire?)

  11. Decide on most appropriate action

    • QRH
    • Evac (emergency or normal)
    • Vacate or remain on runway - ensure FO completes after landing scan

  12. Issue commands as appropriate

    • Evac

      Evacuation drills (to FO)

    • No Evac

      Flight attendant stand down, flight attendant stand down

  13. Conduct memory items

  1. Call “Beta Lights” as appropriate
  2. Forward control pressure, ailerons into wind
  3. “RXA.... stopping”
  4. Once stopped, CTOT off, GND OPS
  5. Identify the failure
  6. If vacating runway - lock the controls, complete After Landing Scan-Action Flow.
Notes
  1. Failure to achieve min power,
  2. 944° ITT exceeded (B model only),
  3. Engine failure/fire,
  4. Master warning CWP,
  5. Structural failure,
  6. Directional control problem

Note

The decision to reject a take-off remains the prerogative and responsibility of the Pilot-in-Command. An AML must be raised for any unexplainable configuration Master Warning occurring above 80 kts.

Low speed < 80kts
For high speed, refer QNH white pages brake cooling chart

If possible, chock aircraft and release brakes

If fire warning, severe vibration, engine damage - stop into wind / position fire on downwind side of aircraft
If RTO due engine fire and evac required, discharge opposite engines fire ext before pulling second fire handle

QRH should be considered prior to evacuating runway

If all tyres remain inflated, may take off again provided:

  • brakes have cooled for min brake cool time (if min time is used, expect subsequent RTO to have deflated tyres)
  • if RTO performance lies in caution / warning zone, maintenance inspection required (includes check of wear pins)
  • if RTO was low energy, perform visual inspection of wheels and brakes (including wear pins), and apply brakes to check for correct function
  • RTO from low speeds (<60kts) with normal braking don't require inspection

Brake Fires

  1. Set park brake (or if unable, full pressure on non fire side, apply full NWS towards fire side wheel)
  2. Advise ATC, request assistance
  3. Maintain PL above FI on fire side (for airflow)
  4. Prepare cabin for evac, specify only use exits opposite to wheel fire
  5. If available, await fire tenders arrival at aircraft, then shutdown and evac drills

Engine Failures

Takeoff

FCOM 5.13
Notes

V2 to V2 +10 must be maintained until acceleration alt
VENR (+10 ice) must be maintained after safe alt (MMA/MSA/LSA)

Prior to shutting down an engine, ensure airspeed not below VENR+10

For engine failure below 400ft, after shutting it down, climb out at VENR with 1/2 bank
For engine failure above 400ft, climb at VENR (+10 ice)

Flap 0° - pitch to 10°
Flap 15° - pitch to 8°

Autocoarsen is recognised by:

  • Good performance
  • Oil pressure below green arc on PGB oil pressure gauge
  • AC GEN light + ICE PROT CWP
  • (Dowty) - fluctuating PRPM, individual blades can be seen, light vibration
  • (Sunstrand) - prop may continue to rotate slowly, fluctuating PRPM will not occur

Fail to autocoarsen can be recognised by:

  • PGB normal pressure
  • High drag on failed engine
  • Possible illumination of green autocoarsen ARM light and or amber autocoarsen light on CWP
PF: PM:
Positive rate, gear up, max power Selected, max power set
Yaw damper on
Engine fire
Confirmed, cancel
Accelerate to VENR +10
Flight directors, autopilot on" Autopilot on, HDG, IAS, ½ bank on
Identify the failure
Confirmed, engine fire memory items

If flap, retract as normal at 400ft

Once engine is secured, increase speed to VENR

PF: PNF:
ATTITUDE, BALL, HDG (SCAN FLOW)
Positive rate, gear up, max power
Maintain V2 to V2 +10		 Check positive, gear up, CTOT, both FD
Selected, max power set, 1⁄2 bank on
Yaw damper Selected
AUTOCOARSEN FAIL
Negative autocoarsen Negative autocoarsen
Confirmed, engine failure memory items
FIRE
L/R engine failure and fire
Confirmed, engine fire memory items Silence bell, carry out memory items
Standard Fail
Yaw damper Selected
Heading bug 2 degrees live, roll trim live
Autopilot on
[Identify master warnings, master cautions]
[PAN CALL]
Acceleration alt (ALT -> IAS) Flap at zero, enroute .....
Identify the failure
Memory items
Check performance
Speed, track, time, temp, transmit, terrain
Check circuit breakers
ECCL - Engine failure

Enroute

FCOM 5.13
Notes

Make at nearest suitable airport where a safe landing can be made
May elect to proceed elsewhere if deemed safer, but must consider:

  1. Nature of malfunction and possible mechanical, system, handling difficulties
  2. Availability of inop engine
  3. Altitude, weight, useable fuel
  4. Airport
    • Approach aids available
    • Distance, performance getting there (Ch 6)
    • Wx conditions enroute and at airport
    • ATC congestion
    • Terrain
    • Familiarity

After engine failure, set MCP and driftdown (if required) at VENR (+10 ice)
Speed will wash back quick, need to set MCP and feather other prop

For flameout and auto relight, yawing and rolling movement will occur. If autocoarsen is on, prop will coarsen before relight, and overswing in Tq may occur

Note

Drift charts are calculated with operational engine bleed air closed (ECS OFF) below 10,000ft. If performance not limiting, may leave bleed valve in AUTO, otherwise close bleed valve

Approach

FCOM 5.16
Notes

"Identify the failure" - conduct memory items as soon as possible, autocoarsen might not be on.

Consider performance without delay, including flap and gear positions
Advance power as required to maintain flight path, not below VMM (set MCP if required, ensure CL max)

If engine failure occurs after approach commenced, consider going around
If any possibility of cloud base below the minima, discontinue the approach (ONLY ONCE THE PROP HAS BEEN FEATHERED)

Note

If flap 35 has been selected and failure occurs short final, the landing may be completed. If time, retract to flap 20, readjust speeds

Landing must not be made unless all checklist items have been completed in ECCL / QRH

Once stopped on runway, assuming no evacuation is required, set the park brake and announce “This is the Captain, everyone remain seated”
After the completion of all required landing actions, consider a further PA to reassure pax and provide more info

Go Around

FCOM 5.17
Notes

Avoid as much as possible

  • FAF is earliest point CTOT may be used
  • Prior FAF set power manually without CTOT
  • Visual, use CTOT below 1,000ft agl

Reduced Power Go Around

Both engines may be used to meet performance requirements, don't hesitate in using both

P3 lag may autocoarsen reduced power engine, advance PL smooth and gentle

Warning

Operations with PL at FI are not recommended, do not go around with one PL at FI

Double Engine Flameout

FCOM 5.20
  1. DC A/P (speed will decrease rapidly)
  2. Set 5° nose down
  3. Identify failure
  4. Conduct memory items
  5. Once props feathered, set 5° nose up for 130 kts
  6. Continue failure management
  7. Watch altitude on descent
Notes

After starting, PM should set MCP and consider re-engaging AP
Consider comms with ATC / FA / PAX after an engine has started and control assured

Possible causes:

  • Fuel starvation,
  • Ice,
  • Ash,
  • Mechanical failure

Uncommanded Engine Operation

Use of checklist does not imply engine is actually operating abnormally, it's just followed to enable initial management of abnormal indications. May consider checklist if engine indications (dials, felt, heard, seen) are not normal. May be caused by sensor, electrical control, mechanical failure, and the failure may create actual power variations. Actual power variations are a combination of fluctuations of Tq, ITT, Ng, Np and Fuel Flow and would likely be accompanied with aircraft yaw /roll and changes in engine noise. Where Ng = 2x Np, the torque sensor may vibrate (up to ±3%)

May be caused by Tq resonance, with fluctuations up to 3%.
Only use checklist if fluctuations remain after adjusting PL (Ng) or CL (Np).

Note

A single FF gauge reading zero with no other abnormal indications does not require use of checklist

Failure of TRQ / Np signals to DECU or a failure inside DECU may cause BG and CTOT functions to give erroneous signals to Tq Motor, which may cause engine rpm to increase uncontrolled. The failure can be corrected by locking out the torque motor from the DECU

Torque Motor

Locking out the Torque Motor will not correct erratic cockpit indications, but will prevent uncommanded Tq Motor use.

Torque Motor functions:

  • Meter Fuel by DECU BG signals for min PRPM on ground (1040 or 1200 reverse)
  • Meter Fuel by DECU constant Tq and APR signals for selected CTOT or Tq Push (APR)

When the torque motor has been locked out it can not be reset without shutting down the engine

Emergency Descent

FCOM 5.19
  1. Identify failure
  2. Rapid depressurisation memory items (note - if AP off, PM don mask first then hand over)
  3. Assess structural integrity
  4. Decision to conduct Emergency descent
    • Yes - High speed / low speed
      • Consider structural integrity
      • If in doubt, do low speed (e.g. cargo door blown open)
      • Verbalise decision to FO: 
        Emergency Descent, High/Low Speed
    • No - (FL140 and below) - conduct normal descent to 10,000ft

  5. Action:

    • PL FI
    • D/C AP
    • High Speed - 10° nose down until VMO
    • Low Speed - 200kts, gear down
    • Turn 45° off track, start timer for 1 min, parallel track
    • Turn on AP
    • Once leveled off, and PA has been completed, call for emergency checklist - rapid depressurisation / emergency descent
    • CL Max
    • Make PA - PA button behind 
      This is the captain, emergency descent
    • Flick heading bug, start timing
    • Set APA 10,000ft
    • Pan call
    • Monitor flight path
    • Once leveled off, make PA 
      This is the captain, a safe altitude has been reached

Note

Consider engaging AP once stabilised in the descent in HDG / IAS or VS mode
Until AP is engaged, PM should set HDG bug and time the turn

Notes

Possible Causes:

  • Rapid loss in cabin pressure
    • cabin RoC indicator and altitude increasing
  • Icing
  • Engine failures

Must be able to descend to FL140 or lower within 4 min

Effective Performance Times

Altitude (ft) EPT
18,000 20 - 30 min
22,000 10 min
25,000 3 - 5 min

Post Descent Considerations:

  • Asses state of cabin from FA
  • Consider supplemental oxygen requirements
  • Assess altitude and fuel
  • Divert?
  • Advise ATC and intentions
  • Advise FA and intentions
  • Address pax

TAWS/GPWS

FCOM 5.21

When warning occurs in IMC / night:

  1. DC A/P, maintain wings level and pitch up (2-3° per second to approx 12° - best AoC)
  2. Apply MCP (don't forget condition levers)
  3. Continue climb straight ahead until visual / aural warning cease
  4. Monitor rad alt for trends towards terrain contact (especially as PM), adjust pitch accordingly
  5. Advise ATC as required

During day, visually assess the warning and take appropriate corrective action

AOM / PPM Notes

Caution

TAWS/GPWS warning in IMC / night requires SMS

Enhanced Functions – WILL NOT WORK WITHOUT GPS:

  • Envelope modulation – known problems at airports
  • Geometric Alt – reduce or eliminate alt errors from temp extremes
  • Terrain Alerting and Display – coloured terrain map
  • Terrain Clearance Floor – prevent premature descent on non-precision approach, relative to terrain
  • Runway Field Clearance Floor – similar to TCF, used where RWY is higher than nearby terrain
  • Peaks Function – TAD supplementary feature providing additional terrain display

Six modes – WILL NOT WORK WITHOUT RAD ALT:

  1. Excessive Descent Rate – “Sink rate” then “pull up” – desensitised above GS / FLAP OVRD selected
  2. Excessive Terrain Closure Rate – “Terrain terrain, pull up” – rad alt closure rate
  3. Sink After Take Off – “Don’t sink” – loss rad alt after T/O
  4. Too Close to Terrain – “Too low terrain (gear, flap)”
  5. Excessive Deviation from GS – “Glideslope”
  6. Excessive Bank Angle – “Bank angle”

Inhibited when:

  • Descend RA – 1,000 descent, 1,200 climb
  • Increased descend RA – 1,450
  • ALL R/A and T/A – 900 descent, 1,100 climb
  • All advisories – below 360

TCAS

FCOM 5.22

Upon TA, must attempt to establish visual contact. Don't manoeuver solely on TA.

PF: PM:
D/C A/P
Fly RA commands		 "REX.... TCAS RA"
Monitor FP and search for traffic
Return to previously assigned LVL "REX.... clear of conflict, returning to (FL...)"
"REX.... clear of conflict, (FL...) resumed"
AOM / PPM Notes

Caution

Both require an SMS, however R/A is IRM (24 hours)

Requires 2 mode S transponders
Monitors radius of 14nm around aircraft, min vert displacement of ± 2700ft, looks at:

  • Closure rate
  • Range
  • Alt
  • Bearing

Calculates CPA (closest point of approach)
Assumed reaction time for RA is 5 seconds, increase / reversal RA is 2.5 seconds
If R/A leads into stall or TAWS/GPWS, abandon R/A and execute appropriate recovery.

20 – 48 seconds = T/A = “traffic traffic”
15 – 35 seconds = R/A = “climb / descend”

Image title

If it can’t get a location, will give a bearing and height
00 ABV – traffic has descended from above
00 BLW – traffic has climbed from below

Failure Indication

VS failure (of either side) will give R/A flag and V/S flag (NO R/A’s)
TCAS flag indicates something needed for operation is missing
TCAS OFF flag indicates unit is off or in standby
TD – FAIL = Traffic display fail (MFD FAIL)

Limits

Power - up to MCP

Pitch (AEO) - ±15°
Min Speed (AEO) - V2 or VENR + 10 (ice)

Pitch (OEI) - +6.5° and -15°
Min Speed (OEI) - V2 or VENR + 10 (ice)

Stalls

FCOM 5.28

Recovery:

PF: PM:
"STALL" "STALL"
Set MCP "Max power", set 80%, disconnect AP, lower pitch by 5°

Accelerate to higher of VENR (+10 ice) or 30kts abv stall speed

Notes

Identified by:

  • Light buffeting of controls (in severe ice stalls, this may be first / only indication)
  • Stick shaker / pusher,
  • Push 1 - 2 lights,
  • AP disconnect,
  • Roll / pitch change

If flaps are down, leave until after initial recovery

If low level stall / configured, go around once abv VREF +10 (+20 ice) or 30kts abv stall speed

Recommended procedure is to for both clean or iced up is to lower nose by approx 5 deg or as commanded by stick pusher

AOM / PPM Notes

System consists of:

  • 2 independent stall warning computers
  • L + R AOA sensor
  • 2 stick shakers
  • 1 stick pusher

Receive signals from AoA signals, make compensation for flap and de-ice

  • lower than 12.5 AOA (0 flap) – no warnings
  • @ 12.5 AOA (0 flap) – stick shaker, clacker, AP disconnect
  • @ 19 AOA (0 flap) – stick pusher, PUSH ½ lights

Pusher

For stick push to occur, BOTH stall computers must register greater than 19˚ (one for warning over 12.5)
Stick push will apply 80lb force to left control column for 4˚ nose down (from where it was)
Can be overridden by pressing PUSHER DISARM buttons
Inhibited until 7 seconds after T/O

A <0.5G switch will prevent actuator forcing aircraft into bad nose down position
Will compensate for flap (0˚ none, 35˚ +1 AoA signal) and De-Ice boots (-0.4˚)
PUSHER will illuminate if stick becomes faulty

Unusual Attitude / Upset Recovery

FCOM 5.29

Recovery:

  1. AP/YD disconnect
  2. Roll wings level
  3. Power (reduce pitch down, increase pitch up)
  4. Pitch as required, only increase when roll <30°

As per Rex UPRT:

  1. Recognise and confirm
  2. Announce
  3. Breathe
  4. Recover
Notes
  • UAS – position / condition / attitude that reduces safety margins, resulting from actions by flight crew
  • Upset – undesired aircraft state characterised by unintentional diverges from normal operating parameters. May be pitch, bank, airspeeds

May be appropriate for large / full control scape applications, however full scale may aggravate the situation (could overshoot the correction)
Become situationally aware before acting, recognise and confirm before recovery.

Caution

Excessive use of pitch trim / rudder may aggravate the upset situation

Other Abnormalities

Flapless

FCOM 5.18

Considered abnormal

  • If possible, conduct straight in approach
  • If circling, make wide pattern, aim for 5 mile final
  • If marginal weather, choose airport with good landing aids (ILS / PAPI etc)
  • Select gear down earlier than normal
  • Pay attention to VSI
  • Use pitch attitude of 4° nose up
  • Anticipate float

Overweight Landing

FCOM 5.23

May be performed with items such as:

  • abnormal or emergency situations,
  • serious illness requiring immediate medical attention

A return for convenience or compliance (e.g. defect that would ground at outport or system fault meaning aircraft is unable to operate enroute) does not warrant landing

Must consider:

  1. System Malfunctions
    • HYD failure
    • gear failure
    • flight controls failure
  2. Performance Requirements
    • Landing length
    • Approach and landing climb gradients
    • Flap speed
    • Go around capability
  3. Meteorological Conditions
    • Ceiling and vis
    • XWind
    • Twind
    • Windshear

Aircraft is certified for 360fpm touchdown at structural ToW
600fpm at MLW

Don't exceed 360fpm

Recommended:

  • use longest runway
  • flap 35
  • avoid unnecessary increases in VFA unless operationally required
  • use full length of runway for lower brake temps
  • use full reverse thrust until stopping distance is assured

Must note in DFL and reported to engineering prior to next take off, SM

Turbulence

FCOM 5.26

Should notify flight attendant as soon as possible. If unable, make PA:

"Fight Attendant, take your seat"

Altitude

Fly ATTITUDE, NOT ALTITUDE!
Notify ATC if having difficulty in maintaining altitude

Speed

Adjust trim and power to maintain VRA before turbulence (do not change power unless larger variations are present)
If sudden, do not immediately reduce power. Slowly cut speed to maintain trim + power
DO NOT CHASE THE SPEED

When climbing mod / severe turbulence, AEO climb should be increased by 10 / 15 kts
Note: AP may fail to maintain this speed, disconnect if so

Attitude and Trim

Fly primarily on the EADIAlt, ASI, VSI may be misleading
FLY ATTITUDE AND DO NO CHANGE ELEVATOR TRIM

Autopilot

Recommended to keep AP active
Do not use IAS / ALT modes; HDG and VS modes are recommended
AP may disconnect in severe

Other

All harnesses must be worn, seatbelt sign on
AML must be raised after severe turbulence L/R Engine Oil Pressure Warning Lights and Master Warning will come on during flight with negative G load in turbulent air.

Wake Turbulence

FCOM 5.27

Worse behind the A320
Worst behind aircraft that are heavy, clean, slow (high AoA)

Turbulence begins from point of rotation to when nose wheel touches the ground

Vortices will descend at rate of 300 - 500fpm
Will stop around 500 - 900ft below then move out 5kts

Can persist for:

  • 60 seconds when wind b/w 5 and 10 kts
  • 120 seconds when wind is less than 5 kts

These increase probability of wake:

  • Heavy, slow, clean leading aircraft,
  • Leading aircraft performing go around,
  • Parallel / crossing runways,
  • VMC (reduction in separation standards)
  • Light crosswind (1 to 5 knots) or tailwind,
  • Stable atmosphere, inversion
  • Flat surrounding terrain,
  • Windshear

Takeoff

  • Flight crew must advise ATC (tower) of any additional wake turbulence separation required in addition to that published in the AIP as soon as possible (ideally prior to calling READY)
  • Flight crew must not enter a runway (or accept a clearance to enter a runway) if they have not previously advised ATC of a separation requirement additional to that published

Set rated power

Approach

Wake will descend at 300-500 fpm, then stop at about 500-900ft below.
In still air, will move outwards at a rate of approximately 5kts

Where the LDA markedly exceeds the LDR, may fly visual approach above the GS

Windshear

FCOM 5.30

Either pilot may call "Windshear"

PM should call instrument trends (particularly VSI and IAS)

Indications

  1. TS
  2. virga
  3. pilot reports, and/or
  4. Low Level Windshear Alerting System (LLWAS) warnings

Definitions

Severe windshear is that which produces:

  • IAS changes > 15 kts or,
  • VSI changes > 500 fpm or,
  • pitch variations +- 5° or greater or,
  • GS displacement of +1 dot or,
  • unusual power lever positions for a significant period of time

Overshoot - initial effect of overshooting the desired path with increasing IAS (dec tailwind, inc head, updraught)
Undershoot - initial effect of undershooting the desired path with decrease IAS (inc tailwind, dec head, downdraught)
Crosswind - cross wind change over short distance. Intense vertical wind activity (updraughts and dorwndraughts) could be variable with horizontal distance, vertical distance or both

Takeoff

If possible shear expected:

  • use longest runway or choose the direction that gives headwind increasing with alt
  • use lesser flap
  • rated power
  • maintain V2 + 25kts
  • if obst clearance not a problem, may trade climb rate for better speed margins
  • maintain good scan when close to ground or earliest possible detection

Landing

Do not attempt with severe windshear

Consider:

  • use of runway that minimises shear
  • use correct speed additives (not above 20kts)
  • don't make large power fluctuations until flare

Procedure

Considered emergency operation. Escape takes priority over ATC

  • PF/PM - Windshear
  • PF - "Windshear escape", advance PL 80% Tq, pitch to 6.4° or higher than normal liftoff attitude. Accept airspeed loss up to stall or until RoC is increased. Don't stall.
  • PM - apply rated power, or max power if conditions dictate. "REX... Wind Shear Escape"

Warning

Delay retraction of flaps / gear if possibility of ground contact. Don't retrim until stabilised conditions

When ground contact no longer a possibility, call going around

"Rex... Clear of Wind Shear, returning to ..."

"Rex... Clear of Wind Shear, ... resumed"

"Rex... unable to comply, windshear escape"

Pilot Incapacitation

FCOM 5.31

Obvious or subtle (be careful of especially in critical stages of flight)

  1. Ensure safe flight
    • take over
    • check position of essential controls and switches
    • use autopilot
  2. Advise ATC
    • Pan call
    • request ambulance, advise any holding time for checks
  3. Attend to incapacitated crew member
    • If possible remove from flight deck, or restrain:
      • slide seat back
      • recline
      • tighten belt
      • lock shoulder harness
      • administer 100% oxygen
      • check manifest for suitably qualified persons
  4. Prepare for approach and landing

Flights Under MEL

FCOM 5.32

Non standard performance considerations:

  • Landing gear extended
  • Anti skid inop
  • NWS inop
  • Autocoarsen inop
  • CTOT takeoff inop

Power Interruptions

FCOM 5.35

Icing

1 to 4 second momentary uncommanded self recovering fluctuation, accompanied by auto ign and yaw

Usually greater than 10,000ft at ISA to ISA + 20 in icing, or shortly after leaving

Captain must:

  • Press and hold event button for 5s
  • Complete trend data in full
  • Complete power interruption form
  • Forward to engineers as soon as possible

If DDT is less than 30°, aircraft may depart, but if more then AML must be raseid and inspection of intake and exhaust is required. If inspections do not indicate signs of damage or blockage, then may be deferred as NAD following consultation with Engineering

Operations in Ash / Dust

All (volcanic, organic ash / dust) Prohibited

Cannot detect on radar

Can expect:

  • Smoke or dust on the flight deck, and the passenger cabin.
  • An odour similar to that from electric arcing or smoke.
  • Engine malfunctions such as increase in ITT, torque fluctuations or flameout.
  • Unexpected changes in airspeed due to blockage of pitot systems

Positive traffic management procedures are required as fire bombing and fire management aircraft operations are normally coincidental with organic ash conditions associated with bush fires. Aircraft must, as far as practicable, avoid operations over active fires or directly through smoke plumes when operating below 10,000'. If the visibility is below 5000m in smoke or dust during approach or departure the Pilot in Command is to be assigned Pilot Flying.

Memory Items

FCOM 5.38

Starting

No light up
Start sequence interrupted,
Hung start - after light off (increasing ITT), Ng ceases to accelerate for 3s prior to stabilised idle Ng (~70%). Excessive tailwind, low voltage / batteries, loss of GPU, HMU. ITT will increase rapidly
Hot start - immediate and continuous rapid rise in ITT. If temp has not slowed down by 900 ̊ = most likely hot start

1. Condition Lever
Fuel Off
2. Ignition Switch
Off
3. Motor engine to ITT below 175° or FOR MIN 10 seconds

Engine Fail After V1

1. Power Lever
Reduce to 20-30%
2. Condition Lever
Fuel Off

Caution

If the propeller has not feathered, ensure AUTOCOARSEN switch is OFF, set PROPELLER PUMP switch to MAN FEATHER. Hold switch until propeller is in fully feathered position

Engine Fire

1. Power Lever
Reduce to 20-30%
2. Condition Lever
Fuel Off
3. Fire Handle
Pull
4. Fire EXTG Switch
On

If fire indication still on after 30s, discharge fire extg opposite side

Caution

If the propeller has not feathered, ensure AUTOCOARSEN switch is OFF, set PROPELLER PUMP switch to MAN FEATHER. Hold switch until propeller is in fully feathered position

Uncommanded Engine Operation - Flight

1. Power Lever
Reduce to 20-30%
  • If Tq indication lost or unreliable, set PL 1/2 inch (approx 12mm) abv FI
2. Condition Lever
T/M Then Set

Caution

Keeping CL in T/M position will cause small amounts of fuel to be vented overboard. Ensure CL is positively returned into MIN-MAX range and does not remain abv MAX gate

3. Autocoarsen
Off

Note

Advancing both CL to MAX prior to T/M lockout and reset aids in prop sync

Uncommanded Engine Operation - Ground

1. Shut down the engine

Engine Shutdown

1. Power Lever
Reduce to 20-30%
2. Condition Lever
Fuel Off

Note

If TEMP rises abv 540°C or there is evidence of combustion after shutdown, MOTOR engine until temp below 175°C

Caution

If the propeller has not feathered, ensure AUTOCOARSEN switch is OFF, set PROPELLER PUMP switch to MAN FEATHER. Hold switch until propeller is in fully feathered position

Compressor Stall

1. CTOT
Off
2. Power Lever
Reduce to 20-30%

Aircon Smoke / Avionics Fire

1. Oxy Masks and Regulators
On and 100%
2. Smoke Goggles
On
3. Communications
Establish

Rapid Depress

1. Oxy Masks and Regulators
On and 100%
2. Communications
Establish
3. Transponder
7700
4. Seat Belt Sign
On
5. Emergency Descent
Initiate

Tail Pipe Hot

1. Power Lever (affected side)
Reduce to 20-30%

Cargo Smoke

1. Cargo Fire EXTG Switch (single EXTG)
On
1. Cargo Fire EXTG Switch (dual EXTG)
On

Caution

For dual cargo extinguishers, select only EXTG 1 initially. Refer to QRH for direction on use of EXTG 2

HYD Light On

1. HYDR Pump Switch
Off
2. Check HYDR Indications - Both EMERG and MAIN Pressures Low:

Caution

Leave flaps in actual position

3. Speed Below 200 KIAS
4. Landing Gear Handle
Down
5. EMERG LDG Handle
Pull

HYD Fluid Loss

1. HYDR Pump Switch
Off

Elevator System Jammed

1. Autopilot
Disengage
  • Be prepared for trim transients
2. Interconnect Unit
Overpower
  • Both pilots act on the controls. Pilot on the not failed side can, by overpowering the interconnect unit, control the aircraft
3. Pitch Disconnect Handle
Pull
  • The pilot on the not failed side can control the aircraft

Aileron System Jammed

1. Autopilot
Disengage
2. Interconnect Unit
Overpower
  • Both pilots act on the controls. Pilot on the not failed side can, by overpowering the interconnect unit, control the aircraft
3. Roll Disconnect Handle
Pull
  • The pilot on the not failed side can control the aircraft

Flap Fault

1. Flaps Split
  • The split may be reduced by reselecting previous flap setting

Emergency Evacuation

Captains Duty

1. Park Brake
Set
2. Condition Levers
Fuel Off
3. Evacuation
Order
  • FA will automatically initiate an evacuation on water
4. Tower / Company
Advise
5. Battery Switches
Both Off

Caution

Do not order evac until both NG's are below 20%

First Officers Duty

At Direction "EVAC DRILLS" from the captain:

1. Emergency Panel Switches (3)
On
2. Fire Handles (both)
Pull
3. Fire EXTG Switches (both)
On

Dual Engine Flameout

1. Power Levers (both)
Flight Idle
2. Condition Levers (both)
Fuel Off
3. Airspeed
130 KIAS
4. Battery Switches (both)
OVRD
5. Fuel STBY Pump Switches (both)
OVRD
6. Autocoarsen
Off
7. Left Condition Lever
Start
8. Start Switch
Left

If Engine Restarts

9. Left Condition Lever
Max
10. Left Power Lever
Advance
11. Left Gen Switch
Reset Then On
  • Max two reset attempts

If Engine Does Not Restart

12. Left Condition Lever
Fuel Off
  • Attempt to start right engine from item 7

Loss of Both Gen

1. Bus Tie Switch
Split
2. Both Gen Switches
Reset Then On
  • Max two reset attempts for each gen

Unreliable Speed / Altitude Indications

1. Autopilot
Disconnect
2. Flight Path
Stabilise
3. Power Setting
Initially Maintain Power and Attitude

Loss of Braking During Taxi

1. Anti-Skid
Off

Smoke/Fire Lithium Battery in the Cockpit

Note

If necessary, transfer control to the flight crew member opposite the fire.

1. EFB / PED Power Source
Remove
2. PF - Oxy Masks and Regulators
On and 100%
3. EFB / PED (closest pilot)
Place in Firebag Using Gloves
4. Firebag
Remove from Cockpit

Note

Cabin crew to pour water or non-flamable liquid in fire bag and put in waste bin if possible. If no cabin crew on board it is PM responsibility

5. PM - Oxy Masks and Regulators
On and 100%