ACFT Operations Flashcards
Which events require a maintenance inspection:
REF: FCTM
1) hard landing
2) overweight landing
3) airplane ran off the prepared surface
4) airplane landed short of prepared surface
5) two or more tires were blown during landing
6) one or more landing gear hit an obstacle or were hit by an obstacle
7) airplane landed with a large crab or high bank angle resulting in abnormally large side-to-side forces as the airplane aligns with the runway after touchdown.
severe turbulence
8) overspeed - flap/slat, MMO/VMO, landing gear, landing gear tires
9)high-energy stop (refer to the AMM for guidance)
10) lightning strike
11) extreme dust
12) tail strike
13)any event that the pilot feels a maintenance inspection is needed
14) airline politic.
Flight Deck Speaker Use during CRUISE FLIGHT
REF: FCTM
Speaker volume should be kept at the minimum usable level adequate to avoid interference with normal crew flight deck conversation, but still ensure reception of relevant communications.
Flaps up maneuvering speed provides full maneuver capability or at least __ bank to stick shaker within a few thousand feet of the airport altitude. Also provides __ G load
REF: FCTM
40° of bank (25° of bank and 15° overshoot)
1.3G
Flap maneuver speeds (don’t confuse with Minimum flap maneuvering speed)
REF: FCTM
Flap maneuver speeds are based on airplane weight, while the minimum maneuver speed is calculated using airplane angle of attack and current airspeed.
Flaps up Amber band
REF: FCTM
Below 10.000ft like for flaps down
10.000 - 20.000ft decreases due to M effect
Above 20.000ft - top of the amber band shows the speed that provides 1.3g maneuver
LANDING
When using the autothrottle, position command speed to __
REF: FCTM
V REF + 5
LANDING
If a manual landing is planned with the autothrottle connected in gusty or high wind conditions, consider positioning the command speed to
REF: FCTM
V REF + 10kts
LANDING
Wind correction when the autothrottle is disconnected, or is planned to be disconnected prior to landing
REF: FCTM
add one half of the reported steady headwind component plus the headwind full gust increment above the steady wind to the reference speed.
MAX V REF + 15
V2 is the minimum takeoff safety speed and provides at least __ bank capability (__ + __ overshoot) for all takeoff flaps.
REF: FCTM
V2 is the minimum takeoff safety speed and provides at least 30° bank capability (15° + 15° overshoot) for all takeoff flaps.
In-flight events have occurred where various AFDS pitch or roll modes, such as LNAV, VNAV or HDG SEL became un-selectable or ceased to function normally.
REF: FCTM
attempt to correct the problem by disengaging the autopilot and selecting both flight director switches to OFF.
Pilot does not need to add column back pressure to maintain level flight up to __ deg BANK.
REF: FCTM
30 deg. For turns of more than 30° of bank, additional column back pressure is required.
TAXI
Taxi speed for turns more then 30 deg
REF: FCTM
10kts or less
TAXI
Pilot seat position to forward of nose gear (distance)
REF: FCTM
3.7 meters
TAXI
Pilot seat position to forward of main gear (distance)
REF: FCTM
34.8 meters
TAXI
Turns less than 90 degrees procedure.
REF: FCTM
During the turn, steer the nose wheels far enough beyond the centerline of the turn to keep the main gear close to the centerline.
TAXI
Turns of 90 degrees or more procedure.
REF: FCTM
- Initiate the turn as the intersecting taxiway centerline (or intended exit point) approaches the aft edge of the number 2 window.
- Initially use approximately full nose wheel steering tiller displacement. -
Adjust the tiller input as the airplane turns to keep the nose wheels outside of the taxiway centerline, near the outside radius of the turn. - Nearing turn completion, when the main gear are clear of the inside radius, gradually release the tiller input as the airplane lines up with the intersecting taxiway centerline or intended taxi path.
TAXI
Visual reference for the outboard side of the main gear wheels on the same side.
REF: FCTM
The lower outboard corner of the pilot’s number 1 window
TAXI
Good reference for the opposite side main gear wheels.
REF: FCTM
The lower inboard corner of the pilot’s number 1 window
TAXI
Turns of 180 Degrees
REF: FCTM
- Main gear tires are close to the runway edge.
- Stop the airplane completely with the thrust at idle.
- Hold the tiller to the maximum steering angle
- Release the brakes
- Add thrust on the outboard engine.
- Maintain 5 to 10 knots.
- As the airplane passes through 90° of turn, steer to place the main gear approximately on the runway centerline, then gradually reduce the tiller input as required to align the airplane with the new direction of taxi.
TAXI
Speed for 180 deg turn
REF: FCTM
5-10kts
TAXI
When stoping of an aircraft and braking applying is applied for 180 deg turn
REF: FCTM
To reduce the turn radius.
Stopping is not recommended until width is no longer a factor
TAXI 180 Degree (Pivot) Turns in Less than 147.6 feet / 45 m is applied when
REF: FCTM
- tug is not available
- due to potentially high structural loads on pavement that is not solid, this method must not be used on a routine basis
- the pavement surface is sound and free of loose debris
- the airplane does not exceed maximum landing weight.
TAXI
Difference in procedure between 180 deg pivot turn and simple 180 deg turn
REF: FCTM
- Stopping before turn is required
- Apply full braking pressure to the main gear on the side toward the inside of the turn. The braked landing gear truck must be locked until the nose wheels clear the far edge of the pavement.
- Apply sufficient thrust to the engine on the outside of the turn to pivot the airplane about the locked gear.
TAXI
Width of pivot 180 deg turn
REF: FCTM
- 300 - 43.6m
- 300ER - 43.7m
TAKE OFF
For takeoffs, when conditions permit, which flap setting is preferable
REF: FCTM
Consider using larger flap settings to provide shorter takeoff distance.
The minimum tail clearance remains constant for all takeoff flap settings.
TAKE OFF
The FCOM and FMC computed takeoff speeds do not consider:
REF: FCTM
- runway length available
- minimum engine-out climb gradient capability
- obstacle clearance requirement.
TAKE OFF
FCOM and FMC computed takeoff speeds are not valid for dispatch performance based on:
REF: FCTM
- runway length available, minimum engine-out climb gradient capability, or obstacle clearance requirement NOT VERIFIED SEPARATELY BY RW ANALYSIS OR OTHER SOURCES
- optimized V1 (unbalanced field length)
- Improved Climb,
- alternate forward CG limit
- contaminated or slippery runway.
TAKE OFF
Which take off type for setting takeoff thrust is recommended
REF: FCTM
A rolling takeoff is recommended.
It expedites the takeoff and reduces the risk of foreign object damage or engine surge/stall due to a tailwind or crosswind.
TAKE OFF
Rolling take off procedure.
REF: FCTM
If cleared for T/O before or while entering the RW:
- maintain normal taxi speed.
- when the airplane is aligned with the runway centerline
- ensure the nose wheel steering tiller is released
If holding on the runway:
- release brakes
For all:
- add light forward column pressure
- apply takeoff thrust by advancing the thrust levers to approximately
1.05 EPR or 55% N1
- Allow the engines to stabilize
- advance the thrust levers to takeoff thrust (TO/GA).
- Use rudder to maintain runway center line.
TAKE OFF
Standing take off procedure.
REF: FCTM
- holding the brakes until the engines are stabilized
- ensure the nose wheel steering tiller is released
- release the brakes
- advance the thrust levers to takeoff thrust (TO/GA).
TAKE OFF
In crosswind conditions, large turbo fan engines will initially turn ________. Between _____ knots the airplane will turn _____.
REF: FCTM
- downwind
- 70-80
- upwind
TAKE OFF
What and why can happen if the nose wheel steering tiller is not released before application of takeoff thrust?
REF: FCTM
A configuration warning may occur due to the aft axle steering being out of the locked position.
TAKE OFF
Why allowing the engines to stabilize is important?
REF: FCTM
Allowing the engines to stabilize provides uniform engine acceleration to takeoff thrust and minimizes directional control problems.
TAKE OFF
During tailwind conditions, slight EPR (as installed) fluctuations may occur on some engines before __ knots forward airspeed.
REF: FCTM
5 kts
TAKE OFF
Allowing the engines to stabilize for NOT MORE than approximately ___ seconds
REF: FCTM
2 sec
TAKE OFF
The rudder becomes effective between _______ knots.
REF: FCTM
40-60 kts
TAKE OFF
Takeoff into headwind of ___ knots or greater may result in HOLD before the autothrottle can make final thrust adjustments.
REF: FCTM
20kts
TAKE OFF
Rotation rates for T/O
REF: FCTM
2-2.5 deg/sec
Liftoff attitude is achieved in approximately ___ seconds.
4 sec
Liftoff Attitude (pitch) for all T/O flaps
- 300 - 7 deg
- 300ER - 8.5 deg
Tail Strike Pitch Attitude
- 300 - 8.9 deg
- 300ER - 10 deg
Slow rotation (1-1.5 deg) increases (horizontal distance) climb through 35ft up to
1300ft
Under rotation (Rotate to 5° less than target) increases (horizontal distance) climb through 35ft up to
750ft
To avoid tend to pitch the nose up with CG at or near the aft limit…
- maintain forward pressure on the control column
- above 80 knots, relax the forward control column pressure to the neutral position.
- use of reduced thrust and rolling takeoff technique is recommended whenever possible.
Engine stress and possible engine surge can occur with a strong crosswind or tailwind component if takeoff thrust is set before brake release.
Therefore, the rolling takeoff procedure is strongly advised when crosswinds exceed ___ knots or tailwinds exceed __ knots.
20kts, 5kts
