למישהו יש פרוצדורות חירום למטוס 737-800?

[StavUGH]

אני צריך Emergency Procedures ל738

חיפשתי בגוגל ובאתרים של צ'קליסטים ופרוצדורות ולא מצאתי כלום...

תודה לעוזרים!

ואם אפשר לא להגיד לי לקחת את מה שבא עם המטוס כי אני רוצה משהו יותר רציני...

[אורח]

אני צריך Emergency Procedures ל738

חיפשתי בגוגל ובאתרים של צ'קליסטים ופרוצדורות ולא מצאתי כלום...

תודה לעוזרים!

ואם אפשר לא להגיד לי לקחת את מה שבא עם המטוס כי אני רוצה משהו יותר רציני...

השבוע חשבתי על זה, מצטרף לבקשה.

[Idan Traub]

תאמת שגם אני מחפש ל767 .

[Etai Charit]

אם מדובר בפרוצדורה ספציפית, אוכל לפרסם כאן. מעבר לזה אין לי איך להעלות לפורום.

[Opher Ben Peretz]

א. ספר PMDG כולל מידע מדויק וברור.

ב. http://www.mcrenox.com.ar/fs/manuals/pm ... edures.pdf

[falcon-11]

אם מדובר בפרוצדורה ספציפית, אוכל לפרסם כאן. מעבר לזה אין לי איך להעלות לפורום.

השמח לדעת את הנוהל ל 3 המצבים(גם רק לאחד יספיק):

1) אובדן מנוע(ציפור/ שרפה וכו') בהמראה ושיוט

2)גלגלים לא מגיבים(תקועים במצב מטה ומעלה)

3) הנמכת חירום(מכל סיבה שהיא)

תודה.

[mickey lip]

נשלח בטעות ( יום ארוך :drinking: ).

[mickey lip]

א. ספר PMDG כולל מידע מדויק וברור.

ב. http://www.mcrenox.com.ar/fs/manuals/pm ... edures.pdf

לא מסכים איתך עופר, כל קשר בין ספר ה PMDG 737 למטוס האמיתי מיקרי ביותר, דומה כן, מדיוק, ממש לא.

סטס, אני בלחץ של זמן כרגע, אם יתאפשר לי מחר , אשמח לכתוב שלך פה את הנוהל ל737 ( כמובן לסוגיות שהעלת) .

[Etai Charit]

אין לי שום כוונה להעלות QRH שלם, זה מה שגם אמרתי. אני כן יכול להעתיק נוהל נקודתי או שלושה, אז אם לא תקדים אותי, אעשה את זה כשאוכל.

עריכה בעקבות עריכה: ואני חשבתי שככל שמזדקנים הימים מתקצרים...

[Etai Charit]

ENGINE FIRE, SEVERE DAMAGE OR SAPERATION

Condition: Fire is detected in the related engine; severe damage which may be associated with airframe vibration and/or abnormal engine indications has occurred; or the engine has separated.

Power & gear - As needed

AUTOTHROTTLE (if engaged) - DISENGAGE
(allows thrust levers to remain where manually positioned)

THRUST lever - CLOSE
(assists in recognition of the affected engine)

ENGINE START lever - CUTOFF

ENGINE FIRE WARNING switch - PULL
to manually unlock the engine fire warning switch, press the override and pull.

If the engine fire warning switch or ENG OVERHEAT light remains illuminated:

ENGINE FIRE WARNING switch - Rotate L or R
Rotate to the stop and hold for one second

If after 30 seconds the engine fire warning switch or ENG OVERHEAT light remains illuminated:

ENGINE FIRE WARNING switch - Rotate to remaining bottle
Rotate to the opposite stop and hold for one second.

If high airframe vibration occurs and continues after engine is shut down:
Without delay, reduce airspeed and descend to a safe altitude which results in an acceptable vibration level. If high vibration returns and further airspeed reduction and descent are not practicable, increasing airspeed may reduce vibration.

ISOLATION VALVE switch - CLOSE

PACK switch (affected side) - OFF
(causes operating pack to regulate to high flow in flight with flaps up)

APU BLEED AIR switch - OFF

APU (if available) - START & ON BUS

Fuel - Balance

TRANSPONDER MODE selector - TA
(prevents climb commands which can exceed single engine performance capability)

If wing anti-ice is needed:

ISOLATION VALVE switch (after fire has been extinguished) - AUTO

Plan to land at the nearest suitable airport.

Accomplish the ONE ENGINE INOPERATIVE LANDING checklist, page 7.23, when appropriate.

[Etai Charit]

GEAR LEVER WILL NOT MOVE UP AFTER TAKEOFF

Condition: The landing gear lever cannot be placed to the UP position in the normal manner due to one or more of the following:

-failure of the landing gear lever lock solenoid

-failure of the air/ground system

-failure of the ground spoiler bypass valve to close

Note: Do not use FMC fuel predictions.

LANDING GEAR lever - DOWN

If the takeoff configuration warning remains silent after the flaps are fully retracted and the thrust levers are beyond the vertical position:

Note: This condition indicates a failure of the landing gear lever lock solenoid.

LANDING GEAR OVERRIDE trigger - Pull

LANDING GEAR lever - UP & OFF

If the takeoff configuration sounds when flaps are fully retracted: 
Note: This condition indicates a failure of either the air/ground system or failure of the ground spoiler bypass to close.

TAKEOFF WARNING CUTOFF C/B (P6-3) - Pull
the takeoff configuration warning may continue to sound intermittently depending on thrust lever and flap position.

Plan to land at the nearest suitable airport.

CAUTION: Do not operate the speed brakes in flight.

===> DESCENT - APPROACH
LANDING ALT - set
Recall - Checked
ALTIMETERS & INSTURMENTS - Set & X-Check
AUTO BRAKE - OFF
VREF - VREF___
Approach Briefing - Completed

===> LANDING
PA & CABIN - Secure
(EKI-EKP) ENGINE START switches - CONT
SPEED BRAKE - DOWN detent
Landing gear lever - Down
Landing gear - DOWN, 3 Green
Flaps - __, Green light
Manually deploy the speed brakes immediately upon touchdown.

[Etai Charit]

RAPID DEPRESSURIZATION EMERGENCY DESCENT

Condition: Loss of cabin pressure with airplane altitude above 14,000 feet MSL.

OXYGEN MASKS - ON - B

Crew communications - Establish - B

PRESSURIZATION MODE selector - MAN - FO

OUTFLOW VALVE switch - CLOSE - FO
if pressurization is restored, continue manual operation to maintain proper cabin altitude.

PASSENGER SIGNS - ON - FO
if cabin altitude above 10,000 feet and cannot be controlled.

EMERGENCY DESCENT - Announce - C

ENGINE START switches - FLT - C

THRUST levers - CLOSE - C
reduce thrust to minimum or as needed for anti-ice

SPEED BRAKE - FLIGHT DETENT - C

Descent - Initiate - C

TARGET SPEED - Mmo/Vmo - C
If structural integrity is in doubt, limit speed as much as possible and avoid high maneuvering loads.

PASSENGER OXYGEN switch (if needed) - ON - FO

Transponder - 7700 - FO
advose ATC amd pbtaom safe a;totide amd QNH.

Level-off altitude - Lowest safe alt or 10,000 feet whichever is higher - FO

SPEED BRAKE - DOWN DETENT
smoothly lower the SPEED BRAKE lever and level off. add thrust and stabilize on altitude at desired airspeed.

CREW OXYGEN REGULATORS - NORMAL
flight crew must use oxygen when cabin altitude is above 10,000 feet.

ENGINE START switches - As needed.

The new course of action is based on weather, oxygen, fuel remaining and available airports. Use of long range cruise may be appropriate.

הערה:

כל הכתוב לעיל מגיע מהבד"חים הישנים. לפני כמה ימים הגיעו עדכונים לבד"חים ועל כן יכול להיות שחלק מהפרוצדורות השתנו קצת, כל הזמן יש שינויים. עוד לא בדקתי והשוויתי, באמת שאני לא הולך לעשות את זה עכשיו. רק לתשומת לבכם שיכול להיות שהיו עדכונים ולכן אל תתערבו עליהם בהרבה כסף.

בכל אופן אלה סדרי פעולות נכונים להשתמש בהם. והכי חשוב - אין כמו שיקול דעת והכרת מערכות המטוס בעצמך. ראו תעופה בחקירה והבינו שלא להכל יש פתרון ספר, ויש פתרונות ספר ששגויים עבור מצבים מסויימים.

ולסיום, מאחל לכך שכולנו נשתמש בדברים האלה רק בסימולטור.

[Opher Ben Peretz]

אם מדובר בפרוצדורה ספציפית, אוכל לפרסם כאן. מעבר לזה אין לי איך להעלות לפורום.

השמח לדעת את הנוהל ל 3 המצבים(גם רק לאחד יספיק):

1) אובדן מנוע(ציפור/ שרפה וכו') בהמראה ושיוט

מיקי, התיחסתי למטוס שבסימולטור, אך לרוצה לטוס על המטוס עצמו, הנה. מקווה שעזר:

737

Flight Manual

Sec. 2.0 Page 21

Rev. 11/15/02 #41

REJECTED TAKEOFF

Tower / Ground................................................................................... NOTIFY

Passenger PA............................“REMAIN SEATED, REMAIN SEATED”

Parking Brake.........................................................................AS REQUIRED

IF Engine Failure, Engine Fire, or APU Fire:

Engine Start Lever (Affected Engine) ........................................ …CUTOFF

Illuminated Fire Handle ....................PULL & ROTATE LEFT & RIGHT

IF Evacuation Is NOT Required:

Identify the malfunction and accomplish the appropriate checklist, as

required.

- - - - - AFTER PROBLEM IS STABILIZED - - - - -

Do not taxi until the Flight Attendants verify all passengers are seated

and all doors / exits are closed. Make a brief PA reassuring customers

and Flight Attendants that the situation is under control and inform

them of your intentions.

Caution: If tire damage is suspected, do not retract flaps.

After Landing Checklist.................................................ACCOMPLISH

Brake Cooling.....................................................................DETERMINE

Refer to the appropriate aircraft RTO BRAKE COOLING CHART.

* * * *

IF Evacuation IS Required:

Accomplish EMERGENCY EVACUATION Checklist.

* * * *

OR

UNANNUNCIATED

Sec. 2.0 Page 22

Rev. 11/15/02 #41

Continental

737

Flight Manual

REJECTED TAKEOFF PROCEDURE

A Rejected Takeoff (RTO) is a maneuver performed during the takeoff roll to

expeditiously stop the aircraft on the runway.

Rejected Takeoff Decision

At low speeds, (up to approximately 100 knots), the energy level is low,

therefore the aircraft should be stopped if an event occurs that would be

considered undesirable for continued takeoff. Examples include Master

Cautions or Warnings, unusual vibrations, or tire failure.

As the airspeed approaches V1, the effort required to stop the aircraft can

approach the aircraft’s maximum stopping capability. After 100 knots and

before V1, the takeoff should be rejected only for engine failure, a confirmed

unsafe configuration, or other conditions that severely affect the safety of flight.

V1 is the maximum speed at which the RTO should be initiated. Therefore, the

decision to stop must be made prior to V1.

Historically, rejecting a takeoff near V1 has often resulted in the aircraft coming

to a stop beyond the end of the runway. Common causes include initiating the

RTO at or after V1 and failure to use proper procedures (maximum stopping

capability).

Do not reject the takeoff after V1 unless the Captain judges the aircraft

incapable of flight. Even if excess runway remains after V1, there is no

assurance that the brakes and/or reversers will have the capacity to stop the

aircraft prior to the end of the runway.

Rejected Takeoff Maneuver

The Captain is responsible for performing all rejected takeoffs. When the First

Officer is making the takeoff, he/she will place both hands on the yoke after

initially setting takeoff power and the Captain has assumed control of the

throttles. The Captain will be prepared to perform the rejected takeoff

maneuver, if required. If a rejected takeoff is required or called for by the

Captain prior to the First Officer removing his/her hand from the thrust levers,

the First Officer will retard the thrust levers to idle and assist the Captain in the

rejected takeoff maneuver.

737

Flight Manual

Sec. 2.0 Page 23

Rev. 11/15/02 #41

During the takeoff roll, the Pilot Monitoring will monitor all instruments and

indicators. Below 100 knots, any abnormality should be called out. Above 100

knots the only callout normally made is “POWER LOSS.” This callout is made

when any crewmember observes a confirmed engine power loss. Above 100

knots, other conditions that severely affect the safety of flight should also be

considered and, if appropriate, a callout made. If a non-normal is verbalized

during the takeoff roll, the Captain will evaluate the situation and make the go /

no-go decision. If the Captain elects to continue he/she should clearly and

loudly call out “CONTINUE.” In this case, the Pilot Flying will continue the

takeoff using normal procedures.

If the Captain initiates a reject, he/she will clearly and loudly announce,

“REJECT.” As the aircraft decelerates, the First Officer should ensure that

proper aileron control input is maintained. Additionally, during a F/O takeoff

and after the Captain assumes control of the thrust levers, the First Officer will

relinquish control of the aircraft to the Captain as soon as “REJECT” is heard.

Transition to manual braking should be verbalized with the call “MANUAL

BRAKES.”

As soon as conditions permit, the First Officer should notify ATC of the rejected

takeoff, and will make a “REMAIN SEATED”, “REMAIN SEATED”

announcement to the cabin.

During any rejected takeoff, the Captain should:

· Close the throttles.

· Disconnect autothrottle.

· Apply maximum reverse thrust.

· Ensure that the speedbrakes automatically deploy.

· Use RTO autobrakes (if available) to a complete stop.

In the event the speedbrakes do not deploy, the First Officer will call

"SPEEDBRAKES" and the Captain will manually deploy the speedbrakes. Use

RTO brakes or manual braking as required. On a wet or slippery runway, or

takeoff at or near maximum runway limit weight, an aborted takeoff at or near

V1 will require MAXIMUM use of all deceleration devices until reaching a full

stop.

Whenever a decision is made to reject a takeoff, the following limiting criteria

must be considered: weather conditions, runway length and conditions, aircraft

weight and takeoff performance limits, and MEL/CDL items affecting aircraft

performance.

Sec. 2.0 Page 24

Rev. 11/15/02 #41

737

Flight Manual

REJECTED TAKEOFF CONSIDERATIONS

Below 100 Knots Above 100 Knots

· Engine Failure / Fire

· Unsafe / Unable to Fly

· Cabin Smoke / Fire

· System Failure

· Unusual Noise or Vibration

· Tire Failure

· Abnormal Acceleration

· Takeoff Configuration Warning

· Windshear Warning

· Engine Failure

· Unsafe / Unable to Fly

Once the aircraft has slowed to a safe speed, it is up to the Captain:

· When and where to exit the active runway.

· When and if to set the parking brake.

· To make a decision whether to evacuate the aircraft, return to the gate, or

return for takeoff. Additional information may be required.

In order to determine the best course of action, the following factors should be

considered:

· What was the reason for the rejected takeoff – a mechanical problem, an

ATC call, etc?

· What is the overall status of the aircraft – is it able to safely taxi?

· What is the status of the F/As, passengers and emergency exits – are they

seated and are all doors closed?

· Is emergency equipment required, and can they access the aircraft better on

the runway or taxiway?

· Is it prudent to set the parking brake while evaluating the situation if the

brakes are very hot?

· What are the effects of hot brakes and tires as it pertains to brake fires,

blown fuse plugs, and hazards to ground personnel?

· Is there any other relevant information pertinent to assessing the situation?

If there is doubt as to the most appropriate course of action, the aircraft should

be stopped straight ahead on the runway until the situation can be resolved.

After the aircraft comes to a complete stop, the Captain will call for the

REJECTED TAKEOFF CHECKLIST.

2)גלגלים לא מגיבים(תקועים במצב מטה ומעלה)

3) הנמכת חירום(מכל סיבה שהיא)

תודה.

[falcon-11]

תודה לכם על העזרה.