AOR/ AOM CH1/2 / TRAINING MANUAL UNKNOWN Flashcards
wake turbulence
by product of lift vortex is strongest when a heavy aircraft flies at slow speed in clean config duration 2-3 min sink at 4-500 fpm to 900' below aircraft quartering tailwind is worst conditions 2 mins for takeoff and ldg
marking on wing upper surface
60-120cm
fluroscent yellow surrounded by black
few metres from cabin window and aft side of wing front spar
when does dynamic hydroplaning stop?
at 85% of hydroplaning speed
will not occur on grooved runway but may occur on NG when rainfall > 30mm/hr
DRAW and LIDAR
TERMINAL DOPPLER WEATHER RADAR
TERMINAL DOPPLER WEATHER LIDAR
DRAW can perceive the air current or microburst around airport by measuring the doppler shift between outgoing radio frequency and reflected radio frequency in addition to the ECHO intensity.
NRT, HND, KIX, HKG, PROVIDED BY ATC
LIDAR at NRT, HND also has windshear alerts
CAT I ILS EQUIP
MARKER RECEIVER IF REQD
ILS RECEIVER
FD (APP MODE) OR AP (APP MODE)
CAT II ILS EQUIP
2 ENG OPERATE NORMALLY LAND 2 2 IRS (INCL AP IN USE) 2 EADI (DIFF SG) 2 EHSI AP DISENGAGE SW 2 AP DISC WARNING 1 3 HYD SYS 2 GEN (APU IS OK) WINDSHIELD WIPER 2 FWD WINDOW HT (NA NO ICING) MARKER RECEIVER IF REQD
CAT III ILS EQUIP
2 ENG OPERATE NORMALLY NORMAL FLT CONTROLS LAND 3 3 IRS 2 EADI (DIFF SG) 2 EHSI AP DISENGAGE SW 2 AP DISC WARNING 1 3 HYD SYS 2 GEN (APU IS OK) WINDSHIELD WIPER 2 FWD WINDOW HT (NA NO ICING) MARKER RECEIVER IF REQD AT AT DISC SW 2 AT DISC CAUTION 1 AB ANTISKID NWS
NON-NORMAL CONFIG LDG DIST CALCULATED?
BUG +5 TOUCHDOWN 1250' TRANSITION TIME 3 SECS THRUST - IF BOTH REV 85% N1 UNTIL 70KTS, IF 1 REV ONLY IDLE REV FULL MANUAL BRAKING TEMP DRY/WET 30 DEG SNOW/ICE/SLUSH 0 DEG PRESS ALT SEA LVL
TAKEOFF LIMIT WT TABLE
GENERAL TABLE WHERE NO INDIVID TABLE
ONE FOR RWY WITH NO OBSTACLE OTHER IS FOR OBSTACLE THAT HAVE UPWARD SLOPE OF 1/40 (2.5%) FROM RWY END BELOW TAKEOFF FLT PATH
REDUCED TAKEOFF THRUST
ASSUMED TEMP IS <OR EQUAL 45 DEG
ASSUMED TEMP HIGHER THAN OAT
ACTUAL TAKEOFF WT IS WITHIN TAKEOFF LMT WT AT ASSUMED TEMP
RWY CONDITION IS DRY, DAMP OR WET
MEL/CDL WHICH AFFECTS TAKEOFF PERF NOT APPLIED
SEAT CHANGES BY PAX
FWD 3 PAX, AFT 3 PAX
taxi spd
normal taxi spd 20kts up to 30kts with ample clearance long straight taxiway >20kts use rudder steering >5km max spd 20kts <40% N1
taxi spds in turn
10kts dry
7kts wet
3kts slippery
rolling takeoff recmd when?
xwind >20kts
normal econ clb
250kts to 10K
290/M0.78 > 10k
v1 cut bank limit
< v2 +15 bank limit 15 deg
PM set MCT
PM adv thrust levers to MCT
go minded ness
except where there is serious doubt that the airplane can fly safely, it is safer to continue the takeoff than to reject near v1.
Even with engine fire/over EGT wih no thrust loss safer to go.
negative press relief door
cargo doors
use of EGPWS
do not use terrain display for navigation
do not use alerting:
within 15nm of airport or rwy not in database,
the FMS is in IRS only
unless FMS posn has been updated with 5 mins
during QFE ops
descent spd and rate at 5000’
1000fpm
what is stabilised?
attitude and position are correct
airspeed and sink rate and within limits
engine thrust is appropriate
oxy press pax
850 normal ops
1250 urumqi
oxy press F
850 non-ETOPS
ETOPS 2 ppl 850
3 ppl 1200
4 ppl 1500
Crossbleed start on ground
need 70% N2, idle is 67-68% so small increase on operating engine
cold wx taxi
EAI required and OAT 3 deg or below, do run-up
60% N1 for 30 secs every 30 mins
cold wx takeoff
run-up N1 60% for 30 secs
fan ice removal
70% N1 for 10-30 secs every 10 mins
CONT ignition
moderate to severe turb
heavy rain or hail
volcanic ash
iciing conditions
OEI driftdown
M0.80/310 KIAS
normal takeoff method
adv
directional control slippery runway etc
disadv
for strong xwind over 20kt/tailwind over 10kt use rolling to prevent engine surging
rolling takeoff method
adv
shortens takeoff time
least pax discomfort
disadv
longer takeoff dist 100-150’
directional control more difficult as each eng accel until stabilised
difficult for slippery rwy
static takeoff method
adv
less takeoff dist
directional control easier
disadv
on slippery rwy with full power and brakes on aircraft may start to slip and start moving with brakes on
increase chance of FOD
pax discomfort due to noise and rapid accel
spd for climb or descent with large head wind shear
320KIAS/M0.8 if ECON is near Vmo/Mmo
as the FMC may plan fast clib/descent due to strong wind
Two types of takeoff limit weight tables
General table
individual table
general table
used for rwy where there is no individual table
2 types of general table:
1) rwys with no obstacle in or near takeoff flt path
2) for restricted takeoff wts in consideration of obstacles that have an upward slope of 1/40 (2.5%) from the runway end below the takeoff flt path.
general table for severe obstacle
a general table of shorter usable rwy length may be applied
how to select approp general table
1) obtain eleve, rwy slope, rwy length avail without stopway/clearway
2) confirm slope within +/- 0.60%
3) confirm whether takeoff wt for rwy is limited by obstacles or not
4) not limited by obst, select field limited general table for rwy length which is equal to or less than rwy length in 1)
5) if takeoff limited by obst, confirm whether slope of obst from rwy end is greater than 1/40 (2.5%) by referring to limiting obstacle date or NOTAM
6) is not greater than 1/40 (2.5%) select obstacle limited general table for rwy length which is equal to or less than rwy in 1).
individual table
individual table avail for all regular airport
landing limit wt table
two types
1) general table
2) individual table
ldg table general table
for rwy with no indiv table
how to select ldg gen table
1) obtain elev, rwy length avail without clearway/stopway from RM/ Notam
2) slect gen table for rwy which is equal to or less than rwy length in 1)
3) from gen table in 2) sel elev which is equal to or higher than actual airport elev in 1)
ldg indivi table
only due to special reasons
basic limit weight
elev
1000’ GENERAL TABLE
airport elev INDIVID TABLE
slope
+/- 0.60% GENERAL TABLE
avg slope of rwy INDIV TABLE
NO WIND
A/C PACKS ON
A/I OFF
DRY
1kt of tailwind =
reduction of field limit and climb limit for takeoff of approx 5500lbs depending on the length of the rwy
for landing 6600 lbs for 2500m rwy
what is CWS
Control wheel steering
deactivated
when pushed maintains the attitude
can use control wheel to turn and it will maintain the bank etc
If payload is greater than ACL, what are your actions?
reduce fuel to allow higher ACL choose closer alternate is payload freight or pax maybe offload freight to take extra pax more efficient route or FL? reduce taxi fuel
interview after lightning strike with mechanics
effective 3/4 operational check by mechanics can lead to a delay or flight cancellation if sys were used by flt crew after lightning strike no anomalies observed then no need for mechanic to check Sys such as: HF VHF VOR ADF WXR radar RA DME TX MArker beacons ILS AP SATCOM GPS FMCS TCAS
actions when pilot leaves cockpit
low workload timing
brief possible upcoming duties whilst pilot absent
mutually confirm:
- position of cockpit door sw and sign for opening
- pilot remaining wears O2 mask correctly
- unobstructured access to flt controls
during absence
use AP and AT
pilot remaining ensure top priority on aircraft control
returning to cockpit
pilot visually check cockpit door sw before operating
pilots share info about what occurred whilst pilot absent
ensure radios are set correctly prior to leaving and when returning to cockpit
approving new company clearance
Capt can do so using ACARS
or WEB POBS using the internet
AIP
Aeronautical Information Publication
ICAO Annex 15
information of a lasting character essential to air navigation within Fukuoka FIR
checklist published every 28 days
AIP Amendment
new information of a lasting character to be contained in AIP or permanent changes to AIP
AIRAC amendments: information about ATS routes, nav aids, SID etc
AIP Supplements
temporary changes to AIP
coloured yellow
NOTAM
information concerning the establishment, condition or change in any aeronautical facility service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flt ops.
generally temporary nature and short duration
AIC
Aeronautical Information Circular
notice concerning information which does not qualify for NOTAM or AIP, but which relates to flight safety, air nav, explanatory and/or advisory in nature
Checklists
first day of each month is checklist of NOTAM currently in force via ATFN netwrok
Summaries
Summary of effective NOTAM covering Fukuoka FIR in plain language distributed to international NOTAM office concerned on first day of each month.
holdover time begins
when application of fluid commences
what conditions may vary HOT
precip intensity total precip type of precip jet blast wind velocity OAT
min HOT relates to
moderate precip
max HOT relates to
light precip
where is vis chart located
AOM bulletin
do not use RVR need VIS
pre-takeoff contamination check
within 5 mins of takeoff
report from ground crew
type and brand of fluid mixture ratio time when commenced position where commenced condition of aircraft contamination chk
RNP is where and lateral separation?
datalink airspace overPacific ocean
Fukuoka FIR
Anchorage FIR
Oakland FIR
30nm lateral
RNP 4 contingency procs
advise ATC and follow instructions
where are RNAV 5 routes
Fukuoka FIR domestic routes FL290-410
RNAV 5 approved aircraft have priority for that airspace
Flight procs RNAV 1/5
No need to check DME Gap for RNAV 5 as ANA has sufficient IRS sensors
RNAV 5
DME/DME/IRS or VOR/DME/IRS
what is RAIM
Receiver Autonomous Integrity Monitoring
4 satellites are not enough to provide integrity
requires a minimum of five satellites at adequate geometry to determine the integrity of the GPS position. If one is excluded then down to 4 satellites and unable to provide integrity monitoring
FDE (Fault Detection and Exclusion) uses six satellites to determine a faulty satellite and exclude it from the navigation solution
MEL proc?
Malfunction occurs
Maintenance contacts Assistant Dispatcher who liases with Flight Dispatcher about affect on flight operations
Maintenance briefs PIC by explaining the MEL and the maintenance action accomplished
Flight Dispatcher provides PIC with their judgment
FINAL DECISION BY PIC, also for CDL
MEL defn?
Certain equip or system inoperative
CDL defn?
Dispatch in configuration removing certain secondary exterior parts
EICAS cross reference list
Relation between EICAS msg and assoc MEL
Departing maintenance base with MEL?
Inoperative items of equipment or systems has to be deferred due to unavoidable reason (lack of spares, facilities, personnel, and time)
Classes of MEL – ABC
A specified in MEL
B 3 days excluding the day the malfunction was discovered
C 10 days excluding the day of malfunction
Instrument and equipment in cockpit ie speed bug or sunvisor
If intended function of flight instrument or equipment is maintained or PIC judges no influence on flight operations, repair may be deferred.
If judgment cannot be made, contact Fleet Adviser, Line Maintenance for advice
New RTO proc for PM
PM verify thrust levers closed
A/T disc
Max brake applied
SPDBRKS etc
Capt duties before emergency landing
- Decide on the course of action and issue the necessary instructions to crew members
- Explain to pax the situation and the outline of steps to be taken
- Announce ‘two minutes before touchdown’ 1000-1500’
- Brace command 30 secs before touchdown 100-150’
COP duties emerg ldg
- Assit capt
- Send distress signals on capt behalf
Capt equip to carry F
Flashlight
Crash axe
First aid kit
ELT
COP equip to carry F
Flashlight
Signal kit
ELT
Emerg food
Driftdown proc
MCP set 20000
CDU ENG OUT EXEC (this starts descent, selects CON)
Thrust levers Set MCT
Can use CO SPD M0.8/310 KIAS for faster descent if needed
Actions to be taken when a pilot leaves the cockpit
Choose a time of low workload
Make a cabin attendant enter the cockpit (unless a sick pax who needs urgent care)
Pilots must mutually confirm the position of the cockpit door sw
Pilot remaining must wear oxy mask
Unobstructured access to the flight controls
During absence
Use AP and AT
Pilot remaining must place top priority on aircraft control
Returning to the cockpit
Pilot must view all 4 camera angles
Confirm position of cockpit door sw
Once pilot returns, both pilots mutually confirm and share information on the flight condition during the pilot’s absence
Capt report based on GPWS warning
PULLUP, SINK RATE, TERRAIN, DON’T SINK, TOO LOW TERRAIN, TOO LOW FLAP, TOO LOW GEAR, GLIDESLOPE
‘DON’T SINK’ – not if during training or low alt level off from Naha
For ‘GLIDESLOPE’ exclude occurrence while transiting to visual reference, or transiting to circling app
Report based on BANK ANGLE is not required
Fuel imbalance report by ACARS
Auto ACARS msg
Fuel quant diff between L and R main tank – at or above 1000lbs
Duration – at or above 25 secs
Altitude – at or above 5000’
Once fuel imbalance detected, precaution inhibited for 45 mins
Precaution max twice during one flight
Interview after lightning strike by mechanics
No checks by maintenance after a lightning strike if flight crew used the system with no abnormality.
Appropriate systems: HF ILS VHF AP VOR SATCOM ADF GPS WXR FMCS RA TCAS DME ATC TX
Lavatory oxygen system
Chemical oxy generators removed due to security concerns
NEW cylinder bottle 3000 psi
25 year expiry
DECAL on back of Radio and journey log
Completed by Sept 2015
Prohibited fuel
JET B
JP 4
EGPWS restrictions
Do not use terrain display for navigation
Do not use look-ahead terrain alerting when:
Within 15nm of runway not in EGPWS database OR
For PAX JA602A and before and BCF
FMS in IRS NAV ONLY
FMS position updated within 5 mins
QFE ops
Fuel freezing points
JET A -40
JET A 1 -47
JP 5 -46
JP 8 -47
GA logic within 5’RA
GA remain armed until 2 secs after 5’RA
For the A/T, GA remains armed until the airplane is on the ground
Pushing either GA sw engages GA mode even if touch down occurs during the GA
If airplane is floating within 5’RA for >2 secs the pitch will be FLARE but AT GA
If airplane is on the ground but has been below 5’RA for less than 2 secs when GA is pushed the AP pitch mode will be GA but the AT will remain idle
IRS NAV only?
FMC has been without radio or GPS updating for a predetermined time
Nose gear distance
2m
Nose to main gear dist
22.76m
IRS alignment time
10-17 mins depending on latitude
Fast irs align
Removes accumulated track, ground speed, and attitude errors
30 secs
Selector to align, enter present position then NAV
Full alignment last 18hrs
IRS attitude
Sel ATT for when alignment is lost, IRU enters align mode for 30 secs should keep aircraft straight and level
FMC position updating
LOC AND GPS LOC DME LOC VOR DME LOC GPS DME DME VOR DME IRS
Crew alertness TOD
At TOD
Advisory 10 mins
Caution 2 mins
Warning 1min
PILOT RESPONSE
EGPWS
Look ahead terrain awareness
Peaks and obstacles installed
EGPWS internal database provides prediction and display of potential conflicts between airplane flight path and man made obstacles
EGPWS alerts and displays
Man made obstacles of at least 100’
Cannot have OBSTACLE and TERRAIN AT SAME TIME
OBSTACLE HIGHER PRIORITY
FOR OBSTACLE need peaks and obstacles installed
Difference between TERRAIN TERRAIN PULL UP AND PULL UP
The caution envelope is TERRAIN TERRAIN
WARNING IS PULL UP
Therefore can go straight to warning envelope
only get OBSTACLE where peaks and obstacles installed
