APS MCC B737 Flashcards
WANT
Weather, Aircraft, NOTAMs, Threats
RIBETS
Route, Instrument, Briefing, Emergency briefing, Taxi route, SID brief
DALTA
Descent, Approach, Landing, Taxi, Apron
FRISC
Frequencies, Rings, Idents, Standby Instruments, Courses
Monitor calls
IAS
- Parameters
- Call
+10/-5 kts (+10/-0kts OEI)
“SPEED”
Monitor calls
Altitude
- Parameters
- Call
+/- 100ft of target
“ALTITUDE”
Monitor calls
Attitude
- Parameters
- Call
Abnormal or excess pitch or bank
“PITCH” / “BANK”
Monitor calls
FMA
- Parameters
- Call
FMA doesn’t annunciate
“NO xyz”, e.g. “NO HDG SEL”
Monitor calls
Thrust
- Parameters
- Call
No suitable thrust selection made when entering climb/descent or levelling off.
“MANUAL THRUST”
Monitor calls
High RoD after FAF
- Parameters
- Call
> 1000ft/min
“SINK RATE”
Altimetry setting procedure when first cleared for climb to FL
Altimetry setting procedure when first cleared for descent to altitude
Who sets the backup altimeter to standard on climb out?
When?
Captain
Once above MSA
Procedure for pre-setting destination QNH
Captain pre-sets last known (METAR) destination QNH at TOC.
FO pre-sets ATIS QNH once received.
These are compared as a gross error check.
Final Approach Fix calls
Calls on GPWS auto call:
“ONE THOUSAND”
Calls at 500 ft RA
Calls on GPWS auto call:
“PLUS HUNDRED”
Calls on GPWS auto call:
“MINIMUMS”
Which approach altitude calls are required if PF has called “VISUAL”?
Only GPWS 1000 and 500ft RA.
The GPWS PLUS HUNDRED and MINIMUM calls can be ignored.
Setting of standby altimeter
Set by the captain as he is closer (except ground set up, by co-pilot?)
Sets standard on passing MSA, QNH on being given an altitude for descent.
Who delivers briefs?
PF
In periods of high workload (e.g. arrival brief during diversion) may hand over flying controls during brief.
When are departure and arrival briefs delivered?
Departure - After clearance received, before LID received.
Arrival - Well before descent in the cruise.
Components of departure brief
WANT
RIBETS
Navaid Reversion
Components of arrival brief
WANT
DALTA
Double Brief
When is double brief required?
Visual, circling or 2d approaches
Minimum interactive elements of departure briefing
- MSA
- Cleared altitude/FL
- Designator of the procedure
- Any requirements of the procedure which necessitate deviation from the SOPs
RIBETS: Route check
RIBETS: Instrument Crosscheck
RIBETS: Brief (for take off)
RIBETS: Emergency brief
Components
RIBETS: Emergency brief
“Above 80kt and below V1 we will ONLY stop for” (5)
“Fire
Fire warning
Engine failure
Predictive windshear
Any condition that makes the aircraft unsafe or unable to fly”
RIBETS: Emergency brief
“If I call STOP I will: “ (9)
“Close the trust levers
Disengage the auto throttle
Confirm RTO function or apply maximum manual braking
Raise the speed brakes
Apply maximum reverse
Stop the aircraft into wind
Cancel reverse
Stow the speed brakes
Set the parking brake
What will your actions be?”
RIBETS: Emergency brief
“If you call STOP I will:” (6)
Call speed brakes UP or sb. NOT UP
Call thrust reversers Normal or Abnormal Indications
Verify your actions or call any omissions
Call 60kt and runway distance remaining
Select Flaps 40 when brakes are set
Inform ATC of the reject
RIBETS: Emergency brief
Captains next actions after setting parking brakes
“We will identify the failure and carry out any drills as appropriate.
If we decide to evacuate we will read and do the evacuation checklist.
I will make the following PA:
THIS IS AN EMERGENCY, EVACUATION THE AIRCRAFT USING ALL AVAILABLE EXITS (x2)”
RIBETS: Emergency brief
“If the call is KEEP GOING”
“No actions below 400ft (AAL) except:
- Cancel any warnings
- Raise landing gear with PRC
- Coordinate aircraft with rudder and apply trim
Above 400ft:
- Select HDG SEL
- Complete any memory items
Above MFRA and with engine secure:
- Select BUG UP and accelerate the aircraft, retracting flaps as normal
At FLAPS UP, NO LIGHTS call:
- I will call for level change and MCT
- I will engage Autopilot
- We will climb to an altitude above MSA
- Complete and QRH Drills and the After Take-off Checklist”
RIBETS: Taxi route
First officer describes route (“We are on stand 36 and expect to taxi…”).
Mention hotspots
Captain: “Check”
RIBETS: SID
Navaid reversion script
First officer:
“If LNAV fails:”
[Describe reversion using HDG SEL and VOR/LOC modes.
[Confirm initial selection of Navaids]
“If necessary both NDs will be set to VOR mode”
Use of no smoking sign switch
Doesn’t affect the cabin, used as a reminder for cabin status:
ON: Cabin secure
OFF: Cabin not secure
Cabin crew communication: Up to TOC
During Taxi, FO (not taxiing) presses “ATTEND” to request cabin secure.
CSS presses “DOOR ENTRY REQUEST” to confirm.
FO then switches smoking switch ON.
Entering runway, FO makes PA: “Cabin Crew seats for departure”
If no turb, once flaps/slats are up, PF says “RELEASE CABIN CREW”.
PM presses “ATTEND” and switches smoking OFF.
Passing FL100 PF instructs PM to switch fasten seatbelt sign OFF.
Cabin crew communication: From TOD
Passing FL150 PF instructs PM to switch fasten seatbelt sign OFF.
Passing FL100 PM makes PA: “Cabin crew, 10 minutes to landing”.
CSS presses “DOOR ENTRY REQUEST” once secure and PM switches smoking ON.
Abnormal cabin crew calls:
Emergency situation (engine failure)
“Number one to the flight deck/interphone”, switch on fasten seatbelt sign simultaneously.
[CSS comes to interphone/flight deck, rest of CC secure the aircraft]
“Is there anything you can tell me?” ….
“This is a NITS brief:”
Nature: “The L engine has failed and been secured”
Intentions: “We are returning/diverting to XYZ”
Time: “We are landing in 15 mins”
Special Instructions: “This will be a normal landing”
Ask them to read it back
External lighting setup:
Taxiing
Entering runway
Cleared to take-off
After take-off and gear retraction
Passing FL100 (climb)
External lighting setup:
Passing FL100 (descent) [+ emergency descent]
Landing gear extension
Cleared to land
After GA and gear retraction
Who makes input to autopilot (MCP)?
Whilst autopilot is engaged, PF does it.
Whilst it is disengaged, PM does it following instructions from PF.
Making MCP inputs in response to clearances - timing
OK to make parameter changes whilst reading back to ATC.
DO NOT make mode changes until read back is complete and a gap is left for ATC to correct the readback.
No need to write clearances down which can delay past working memory time of other pilot.
Who programs the FMC via the CDU?
Pre-flight programming done by PF.
In-flight entries are carried out by the PM and verified by the PF prior to execution.
Use of auto-throttle
Along with autopilot when 2 engines operating.
NOT used when single engine.
Not recommended for speed control in manual flight.
Automation engagement sequence
PM activates FD (PF side first).
PF commands suitable modes/parameters, which PM enters into MCP and confirms.
PF engages autopilot.
PF engages autothrottle.
Calls for preparatory AP modes
Person making the selection calls:
“[mode] ARMED”
Then when it activates:
“[mode] CAPTURE”
Exceptions to AP mode callouts
1) FMA calls not required during take-off roll
2) Transient modes whilst modes are being selected (e.g. V/S mode activated whilst altitudes being selected before going to Level Change)
Call if an expected AP mode hasn’t activated
“NO [mode]”
e.g. “NO LNAV”
G/A under autopilot
If 2 auto-pilots (dual channel) are engaged (only allowed for approach mode, i.e. ILS), pushing TO/GA results in one autopilot remaining connected for the G/A.
In case of single channel ILS, pushing TO/GA results in manual control.
Three windows of MA in order
THRUST - ROLL - PITCH
How long does green box stay around a mode once activated
10 seconds
Thrust settings for LVL CHG climb or descent
Full thrust (N1), or
Idle thrust
Considerations for which FD is turned on first
The PF side FD should be turned on first so it becomes the master.
Each will use a different NAV (NAV 1/NAV 2) so needs to be correct.
AoB selection
Set on MCP to 25 degrees in general.
Above FL300 set to 10 degrees, due to limited margin between high speed and low speed buffet.
Speed control on approach for flap extension
Green bugs indicate minimum safe manoeuvring speeds for flap settings.
UP bug - Reduce to within 10kt of this before extending flaps 1.
1, 5, 15 bugs - Set speed to the next minimum safe speed for each flap setting before going to the next.
REF bug - Target speed will be somewhere above this with landing flap.
V(FLY)
This is the chosen approach speed.
Typically V(REF) + 5kt (light winds).
In heavier wind change the 5kt to be:
0.5 x steady wind + 1 x gust factor
MAXIMUM 15kt
Flying at cleared speeds on approach
Need to use appropriate flap setting, maybe extend flaps earlier than normal to drop your minimum safe manoeuvring speed below the cleared speed.
Flap retraction raised gated detents
One at flap 15, one at flap 1.
Used for gear retraction on go around.
For 2E will go from landing flap 30 to flap 15.
For SE will go from landing flap 15 to flap 1.
2D approach
- Datum RoD
- Adjustment for x ft high or low
Datum RoD: 750 ft/min
Adjust RoD by double the discrepancy to correct over the next mile
Calculation:
Required track miles for descent
3 x FL [Cruise FL, 000’s of feet]
+ 10 miles
[10 miles is for deceleration in later part of descent]
2D approach minima
DA/MDA + 40ft
V(FE)
- Flap 1
- Flap 5
- Flap 15
- Flap 30
Flap 1: 250
Flap 5: 250
Flap 15: 200
Flap 30: 175
Thrust/Pitch/Speed settings:
- Initial climb
Thrust: Per Take-off Ref page
Pitch: 15 deg initially, then pitch for speed
Speed: V2 + 20kt
Thrust/Pitch/Speed settings:
- Level, clean - UP
Thrust: 55%
Pitch: 5 deg
Speed: -UP
Range of pitch/power settings for level, clean flight,
between -UP, 220kt, 250kt, 280kt
Power ranges from 55% to 62%.
Pitch ranges from 5 deg to 2 deg
Range of pitch/power settings for intermediate flaps (1 through 15)
Pitch fairly constant, stays at 5 deg for flap 1 then to 5.5 deg for 5 & 15.
Power increases to counter, 59%, 59.5% then 68%.
Speeds are the relevant Flap minimum manoeuvring speeds.
Thrust/Pitch/Speed settings:
- Approach
(Flap 30, 3 deg G/S)
Thrust: 56%
Pitch: 1.5 deg
Speed: V(ref) + 5
Circling approach timing:
- Crosswind
- Downwind
Crosswind: 20 seconds from wings level
Downwind: 3 seconds per 100ft AAL (rounded up)
BOTH adjusted by the SAME HW/TW figure from FMC Prog page 2, DIVIDED BY 2.
R/T:
Initial call to delivery
Gatwick Delivery
Cambridge 134
Boeing 738
on stand 11
with ATIS information bravo
QNH 1010
Request clearance to Edinburgh
R/T:
Initial contact with ATC (eg London Control)
London
Cambridge 134
Clacton 1A departure
Passing altitude 3000ft/FL40
Climbing altitude 7000ft/FL90
R/T:
Initial contact with approach
Manchester
Cambridge 134
Boeing 738
with ATIS information Foxtrot
QNH 1001
Heading 340 degrees
FL80
R/T:
Initial contact with tower
Gatwick Tower
Cambridge 134
R/T:
Urgency
PAN PAN, PAN PAN, PAN PAN
Cambridge 134
Engine malfunction
R/T:
Distress
MAYDAY, MAYDAY, MAYDAY
Cambridge 134
Engine fire
Climbing straight ahead altitude 4000ft
Mitigation actions relating to MSA during flight (3)
- Captain sets standby altimeter to STD when climbing through MSA
- Captain sets standby altimeter to QNH when first cleared to descend to an altitude
- When cleared to an altitude below MSA in descent, PM calls “CHECK, below the MSA” instead of just “CHECK”
CDU abbreviations
- RTE
- CLB, CRZ, DES
- FIX
- HOLD
- DEP/ARR
- LEGS
RTE: Airways route selections
CLB, CRZ, DES: Climb, Cruise, Descent
FIX: Create a ring of radius X around a point
HOLD: Select or create holds
DEP/ARR: Select SID, STAR or approach
LEGS: Select waypoints
Accessing calculator functions of FMC
Use “PROG” button on CDU. (PROGRESS).
4 pages giving calculated estimates (e.g. fuel and time at destination).
Page 2 has current HW/TW, used for circling approaches.
CDU
- INIT REF
- INDEX
INIT REF button usually takes you to the page that you want next.
If not, selecting INDEX from the options it gives you will show you all available FMC functions from which you can choose the one you want.
OFF SCHEDULE DESCENT light
Indicates a descent before having reached the cruise altitude set in the overhead cabin pressurisation panel.
Cabin altitude warning occurs at what cabin altitude
10,000ft
Landing gear speeds
V(LOR)
V(LOE)
V(LE)
V(LOR): 235kt
V(LOE): 270kt
V(LE): 320kt
Fuel system
- Tanks
- Pumps (low pressure)
- Pumps (engine)
- Pumps (additional)
3 fuel tanks, L & R wings and centre tank.
2 LP pumps in each tank.
Wing tanks have fore and aft pumps, centre tank has L and R pumps.
Each engine has a pump.
Left wing has scavenge tank (to take dregs of centre tank) and DC booster pump.
How to tell which F/D is master?
There are F/D indicator lights on each side of the MCP, which will be illuminated green “MA” on the master side.
Flap indications
Amber LE FLAPS TRANSIT light
Green LE FLAPS EXT (any flap setting)
Dial showing flap position
How to tell if spoilers are armed?
Green “SPEEDBRAKE ARMED” indicator on captains side.
Icing conditions definition
TAT <= 10 deg C AND visible moisture
[except climb and cruise if TAT < -40 deg C]
Who sets thrust levels from TO to climb?
PF sets 40% thrust when lined up
After “stabilised” call from PM, push TO/GA button and remove hand
PM follows them forwards to verify TO thrust setting
PM sets climb thrust above 1000ft
Autothrottle modes:
- Blank
- N1
- MCP SPD
- ARM
Blank: Disengaged
N1: Thrust set to N1 limit
MCP SPD: Targets the speed on MCP
ARM: Minimum speed protection
Call if one dot away from loc or GS?
ONE DOT FLY [LEFT/RIGHT/UP/DOWN]
Autopilot modes for
- ILS approach (straight in)
- ILS approach (circling)
HDG SEL to intercept localiser and arm VOR/LOC
For straight in set APP mode once cleared for G/S descent.
For circling use V/S mode to descend (on VOR/LOC) then HDG SEL to turn crosswind.
Trigger for FO after landing procedure
Captain stows the speed brake
FO action on captain setting parking brake after RTO
Select Flaps 40
Calls at DA/MDA if visual/not visual
GPWS announces “MINIMUMS”
- PM: “LIGHTS/RUNWAY IN SIGHT”
- PF: “CONTINUE”
or - PM: “GO AROUND”
- PF: “GO AROUND, FLAPS 15”
Response to “TRAFFIC” alert
Continue per ATC clearance.
PM: Use traffic display to give information to PF (clock position, range, alt), and carry out visual search (point out to PF)
PF: Cover flying controls and A/P disconnect button, glance at ND to see where traffic is, visual search.
What PM says if PF doesn’t give the response to checklist item
“The response is [AUTO]”
Before take-off checklist unique feature
Dotted line allows the checklist to be split.
PF can call for “Before Take-Off Checklist TO THE LINE”.
PM will state “… Checklist complete to the line”
When ready PF calls “Before Take-Off Checklist BELOW THE LINE”
PM will state “… Checklist complete”
After take-off checklist unique feature
Only first and last items are verbalised by PM
Conditions required to release (i.e. no longer “cover”) the controls
- Aircraft above MSA
- Clean configuration
- Radalt not alive
Call to request SID clearance (& who makes it)
FO:
“Gatwick Delivery
Cambridge 234
Boeing 788
Stand 56
With information bravo, QNH 1015
Request clearance to Dublin”
