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Emergency Descent

The document describes procedures for an emergency descent due to uncontrolled cabin altitude or the need for a rapid descent. The pilot flying announces the emergency descent and checks the minimum enroute altitude. Both pilots reduce thrust, extend speedbrakes, and descend without delay to the lowest safe altitude or 10,000 feet. The pilot monitoring notifies air traffic control and obtains an altimeter setting. The descent is performed deliberately to the assigned altitude level off.

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330 views5 pages

Emergency Descent

The document describes procedures for an emergency descent due to uncontrolled cabin altitude or the need for a rapid descent. The pilot flying announces the emergency descent and checks the minimum enroute altitude. Both pilots reduce thrust, extend speedbrakes, and descend without delay to the lowest safe altitude or 10,000 feet. The pilot monitoring notifies air traffic control and obtains an altimeter setting. The descent is performed deliberately to the assigned altitude level off.

Uploaded by

praveenpillai83
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as DOCX, PDF, TXT or read online on Scribd
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EMERGENCY DESCENT

CONDITION:
One or more of these occur

Cabin altitude cannot be controlled

A rapid descent is needed


ACTIONS
Announce emergency descent. The pilot flying will advise the
cabin crew on the PA system of the impending emergency descent

(dont forget to call MAYDAY)

Check
your
MEA
when
time
permi
ts
ONLY
WHEN
TIME
PERMI
TS

The Pilot monitoring will advise ATC and obtain area altimeter setting

Passenger signs .. ON ------------F/O

Without Delay descend to the lowest safe altitude (MEA) or 10,000 ft


which ever is higher (checking MEA/MORA during preflight is a good
practice)
Engine start switches (both) CONT
Thrust levers (both) Reduce thrust to minimum or as
needed for anti ice
Speedbrakes FLIGHT DETENT
Set target speed to Mmo/Vmo If structural integrity is in doubt, limit
as much as possible and avoid high maneuvering loads
FCTM

If the descent is performed because of a rapid loss of cabin pressure,


crewmembers
should place oxygen masks on and establish communication at the first
indication
of a loss of cabin pressurization. Verify cabin pressure is uncontrollable,
and if so
begin descent. If structural damage exists or is suspected, limit airspeed
to current
speed or less. Avoid high maneuvering loads.
Perform the maneuver deliberately and methodically. Do not be
distracted from
flying the airplane. If icing conditions are entered, use anti-ice and
thrust as
required.

Note: Rapid descents are normally made with the landing gear up.
The PM checks the lowest safe altitude, notifies ATC, and obtains an
altimeter
setting (QNH). Both pilots should verify that all memory items have been
accomplished and call out any items not completed. The PM calls out
2,000 feet
and 1,000 feet above the level off altitude.
Level off at the lowest safe altitude or 10,000 feet, whichever is higher.
Lowest
safe altitude is the Minimum Enroute Altitude (MEA), Minimum Off Route
Altitude (MORA), or any other altitude based on terrain clearance,
navigation aid
reception, or other appropriate criteria.
If severe turbulent air is encountered or expected, reduce to the turbulent
air
penetration speed.

Autopilot Entry and Level Off


Level Change (LVL CHG)
Because of airspeed and altitude protection and reduced crew
workload, use of the
autopilot with LVL CHG mode is the recommended technique for rapid
descents.
Use of the V/S mode is not recommended.

Initiate a turn, if required, using HDG SEL. Set a lower altitude in the
altitude
window. Select LVL CHG, close the thrust levers and smoothly extend the
speedbrakes. Autothrottles should be left engaged. The airplane pitches
down
smoothly while the thrust levers retard to idle. Adjust the speed as
needed and
ensure the altitude window is correctly set for the level off. During
descent, the
IAS/MACH speed window changes from MACH to IAS at
approximately 300
KIAS. Manually reset to VMO as needed.
When descending at speeds near VMO/MMO with the autopilot engaged,
short-term airspeed increases above VMO/MMO may occur. These are
most often
due to wind and temperature changes. These short-term increases
are acceptable
for this maneuver and the autopilot should adjust the pitch to correct the
airspeed
to below VMO/MMO. Do not disconnect the autopilot unless autopilot
operation
is clearly unacceptable. Any airspeed above VMO/MMO should be
documented
in the airplane logbook.
Note: For more complete information on recommendations if VMO/MMO is
exceeded, see the section titled Overspeed in Chapter 8 of this manual.
When approaching the target altitude, ensure the altitude is set in the
MCP altitude
select window, and the command speed is set to LRC or approximately
300 knots
before level-off is initiated. This aids in a smooth transition to level flight.
When
the speedbrakes are retracted during altitude capture near VMO/MMO, a
momentary overspeed condition may occur. To avoid this condition,
smoothly and
slowly retract the speedbrakes to allow the autopilot sufficient time to
adjust the
pitch attitude to maintain the airspeed within limits.
Control Wheel Steering
Control Wheel Steering (CWS) may be used to reduce pilot workload.
Follow the
manually flown procedure but instead of disengaging the autopilot,
engage CWS.
Manual Entry and Level Off

The entry may be accomplished on heading or a turn may be made to


clear the
airway or controlled track. However, since extending the speedbrakes
initially
reduces the maneuver margin, monitor the airspeed display and bank
angle to
ensure that at least minimum maneuver speed is maintained when
When
turning.
To manually fly the maneuver, disconnect the autothrottles and retard manually
flying,
thrust levers
lower the
to idle. Smoothly extend the speedbrakes, disengage the autopilot nose
and smoothly
down 10
lower the nose to initial descent attitude (approximately 10 nose degrees
down).
initially
About 10 knots before reaching target speed, slowly raise the pitch
attitude to
maintain target speed. Keep the airplane in trim at all times. If MMO/VMO
is
inadvertently exceeded, change pitch smoothly to decrease speed.
Approaching level off altitude, smoothly adjust pitch attitude to reduce
rate of
descent. The speedbrake lever should be returned to the down detent
when
approaching the desired level off altitude. After reaching level flight add
thrust to
maintain long range cruise or 300 knots.
Landing Gear Extended Descent
The rapid descent is normally made with the landing gear up. However,
when
structural integrity is in doubt and airspeed must be limited, extension of
the
landing gear may provide a more satisfactory rate of descent.
If the landing gear is to be used during the descent, comply with the
landing gear
placard speeds.
After Level Off
Recheck the pressurization system and evaluate the situation. Do not
remove the
crew oxygen masks if cabin altitude remains above 10,000 feet.
Note: Determine the new course of action based on weather, oxygen,
fuel
remaining, medical condition of crew and passengers, and available
airports. Obtain a new ATC clearance.

MRG
PF should not forget to inform cabin crew of the emergency descent
PRIOR to initiating the emergency descent
PM during the emergency descent should confirm or report heading
and altitude to the ATC
PMs role is very crucial here once the recall actions are complete he
should check if the PF has completed all actions and then do the NNC,
starting with CABIN ALT WARNING NNC is the cause of the emergency
descent was due to CAB ALT WARNING
If structural integrity is in doubt (door open, heavy vibration , bomb
explosion, outflow valve fully closed but cab alt still climbing) then
restrict airspeed and consider extending the landing gear for increased
ROD (placard speed limit for extension = 270 kts). After level raise the
landing gear (placard speed limit = 235 kts)
After level off below 10,000 ft. inform CCIC that oxygen masks can be
removed
Make sure you discuss with CCIC that no body smokes since oxygen is
still coming out of the masks of the passenger.
Request CCIC to check for any injuries or discomfort (ear pain etc.).
Inform ATC if you need any medical assistance upon arrival
Ask for radar vectors to suitable airport
Determine the cause of decompression, ask the cabin crew if there is
any visible structural damage in the cabin. With main outflow valve fully
closed structural damage should be suspected
Flight crew should not remove their oxygen masks above 10,000ft.
Both crew should verify that cab altitude is at or below 10000ft. before
removing their oxygen masks one by one. Consider selecting mask to
NORMAL instead of 100% to conserve oxygen
EMERGENCY

100% oxygen under positive


pressure

100%

100% oxygen on demand


Air/oxygen
mixture
on
demand (ratio depends on
cabin altitude)

NORMAL

Crew oxygen supply can be shut down by closing the doors and then
pushing the test reset switch

With the airplane depressurized limit the rate of descent to 1000 fpm
below 10000ft.

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