Autoflight Learning Objectives

Question 1

Recall which FMA modes are engaged initially after power has been established and preflight inspections have been accomplished.

Answer 1

• Autothrottle mode is blank;
• Roll mode is blank, unless LNAV was armed at the gate; • Pitch mode is blank; and
• AFDS status is FD.

Question 2

Recall the recommended methods for disengaging the A/T.

Answer 2

• Moving the A/T Arm switch to OFF on the MCP

* Pushing either A/T Disengage switch

Question 3

Recall the function of VNAV.

Answer 3

VNAV controls the path and speed to comply with waypoint crossing restrictions.

Question 4

Recall how to enter a waypoint crossing restriction.

Answer 4

Waypoint crossing restrictions are entered on the LEGS page waypoint line by pushing the applicable key on the right side of the CDU

Question 5

Recall when full alignment of the IRU’s is required.

Recall the difference between large and small font on the MCDU.

Answer 5

Full alignment is required on all Class II navigation flights and for first flight of the day. Other flights only require fast realignment.

Question 6

Recall the difference between large and small font on the MCDU.

Answer 6

Values entered as part of a procedure and manually entered restrictions are shown in large font. FMC predicted values do not act as restrictions, and are shown in small font.

Question 7

Recall the definition of Derated Takeoff Thrust (Fixed Derate).

Answer 7

Derated takeoff thrust (fixed derate) is a certified takeoff thrust rating lower than full rated takeoff thrust. In order to use derated takeoff thrust, takeoff performance data for the specific fixed derate level is required. Derated takeoff thrust is obtained by selection of a fixed takeoff derate in the FMS.

Question 8

Recall the definition of Assumed Temperature Method

Answer 8

ATM is achieved by selecting an assumed temperature higher than the actual ambient temperature.

Question 9

Recall when the A/T switch is moved to the armed position what thrust mode will display on the FMA.

Answer 9

ARM

Question 10

Recall what roll mode is displayed on the FMA before takeoff.

Answer 10

• If LNAV is armed on the ground LNAV is shown in white font

* If LNAV is not armed on the ground the roll mode is blank

Question 11

Recall when LNAV will becomes active if armed on the ground.

Answer 11

If LNAV was armed before takeoff, LNAV guidance becomes active at 50 feet AGL if the active leg is within 3.0 NM and 5° of the runway heading.

Question 12

Recall what page the PF normally displays for takeoff on the CDU.

Answer 12

The PF normally displays the takeoff reference page on the CDU. Display of the takeoff reference page allows the crew to have immediate access to V-speeds during takeoff in the event that V-speeds are inadvertently removed from the airspeed display.

Question 13

Recall what page the PM normally displays for takeoff on the CDU.

Answer 13

The PM normally displays the LEGS page during takeoff and departure to allow timely route modification if necessary.

Question 14

Recall if autothrottle and flight director use is recommended for takeoff.

Answer 14

Autothrottle and flight director use is recommended for all takeoffs. However, do not follow F/D commands until after liftoff.

Question 15

Recall the minimum altitude for autopilot engagement.

Answer 15

400 feet AGL.

Question 16

Recall the altitude after takeoff that VNAV may be engaged.

Answer 16

VNAV can be engaged any time above 1,000 feet AFE.

Question 17

Recall the altitude that LNAV guidance becomes active, if LNAV was armed before takeoff.

Answer 17

50 feet AGL if the active leg is within 3.0 NM and 5° of the runway heading.

Question 18

Recall the action necessary to provide FD heading guidance at 400’ when ATC issues a heading to fly after takeoff

Answer 18

Press HDG SEL Switch

Question 19

Recall the normal FMS-specified target airspeed after passing the acceleration altitude and prior to passing 10,000’ MSL (assuming no speed constraints in the F-PLN).

Answer 19

Below the speed transition altitude, the FMS targets the transition speed limit stored in the navigation database for the departure airport (normally 250 knots below 10,000 feet MSL)

Question 20

Recall how climb constraints may be entered into a route.

Answer 20

Climb constraints may be automatically entered in the route when selecting a procedure, or manually entered through MCDU entry.

Question 21

Recall how to set climb constraints for climbs in other than VNAV.

Answer 21

For climbs in pitch modes other than VNAV, set the MCP altitude to the next altitude constraint or the clearance altitude, whichever is lower. For altitude constraints that are “at or above” set the clearance altitude.

Question 22

Recall the appropriate action if ATC commands an immediate level off.

Answer 22

Select ALT HLD to command the aircraft pitch to hold the uncorrected barometric altitude at which switch was pressed.

Question 23

Recall the two reduced thrust climb selections on the N1 LIMIT page.

Answer 23

• CLB 1 is approximately a 10% derate of climb thrust.

* CLB 2 is approximately a 20% derate of climb thrust.

Question 24

Recall the suggested pitch mode when a departure procedure includes altitude constraints.

Answer 24

VNAV SPD climb is the recommended pitch mode to use when a departure procedure includes altitude constraints.

Question 25

Recall the FMA thrust mode when V/S is selected as the pitch mode.

Answer 25

MCP SPD

Question 26

Recall the FMA thrust mode when LVL CHG is selected for a climb.

Answer 26

N1

Question 27

Recall the FMA thrust mode when VNAV is selected for a climb.

Answer 27

The thrust Mode for a VNAV SPD climb is N1.

Question 28

Recall what occurs if an excessive V/S is selected during a climb.

Answer 28

If actual speed becomes equal to or slightly less than the minimum speed, the underspeed limiting symbol appears in the MCP IAS/Mach Display, and if operating in the V/S mode, the AFDS reverts to LVL CHG. The AFDS will also revert to LVL CHG from VNAV PTH, except when flying a level segment. There is no reversion from Vertical Speed Modes (VNAV to MCP) to level change mode when MIN speed is reached and the flaps are greater than 12.5.

Question 29

Recall how the T/C point is shown on the map display.

Answer 29

Recall how the T/C point is shown on the map display.

The T/C point is shown on the map as a green open circle with the label T/C.

Question 30

Recall the AFDS generated pitch mode displayed on the FMA, while level at a VNAV constrained altitude.

Answer 30

VNAV PTH

Question 31

Recall during VNAV cruise the effect of pushing ALT INTV after selecting a higher altitude on the MCP.

Answer 31

When MCP altitude is set above current FMC cruise altitude, FMC resets cruise altitude to MCP altitude and initiates a cruise climb.

Question 32

Recall during VNAV cruise the effect of pushing ALT INTV after selecting a lower altitude on the MCP.

Answer 32

If MCP altitude is set below current FMC cruise altitude, an early descent is initiated.
If an MCP ALT is set to a lower altitude, but at or above any descent constraint, a CRZ DES occurs if the airplane is further than 50 NM from the top of descent at the current cruise altitude. The result will be a cruise altitude reset to the MCP ALT and vertical speed commands of - 1000 fpm to the new cruise altitude. If within 50 NM of the top of descent, the early descent mode will be invoked.
If more than 50 NM to T/D with VNAV engaged and the MCP ALT below current altitude and below a descent constraint altitude, the result will be early descent vertical speed commands of - 1000 fpm until path intercept or MCP ALT level off occurs.

Question 33

Recall two ways to initiate a descent from cruise altitude while in VNAV PTH.

Answer 33

• Entering a lower altitude in the MCP and selecting ALT INTV will cause the aircraft to descend at approximately 1,000 fpm to the selected altitude or until intercepting the VNAV path.
• Entering a lower altitude in the MCP and selecting DES NOW prompt from the FMS DECENT page will cause the aircraft to descend at approximately 1,000 fpm to the selected altitude or until intercepting the VNAV path.
o Pressing ALT INTV is the same as executing the DES NOW prompt.

Question 34

Recall the preferred method for descent beyond 50 miles from TOD.

Answer 34

When beyond 50 miles from TOD, the preferred method for enroute descent is to enter a lower cruise altitude in the MCP and CRZ page which will result in the FMS commanding a 1,000 fpm descent until the new cruise altitude is reached. The FMS remains in Cruise mode and the aircraft will level in VNAV PATH as annunciated on the FMA. Caution should be used during a Cruise Descent. If the aircraft passes the new TOD point while still in a Cruise Descent, it will not capture the VNAV PTH descent profile.

Question 35

Recall the application of the 3:1 descent ratio and the basic 3:1 descent ratio equation.

Answer 35

As a backup to FMS generated TOD points, the 3:1 descent ratio can be used to plan and execute an idle descent. This descent ratio provides for a comfortable idle descent path by losing approximately 1,000 feet every 3 miles.
Equation: (altitude to lose/1,000) x 3 = distance required

Question 36

Recall the difference between an Idle-Path and Geometric-Path descent profile.

Answer 36

An idle-path descent is a planned descent profile assuming idle thrust. A geometric path descent profile assumes a straight line descent from one waypoint to the next.

Question 37

Recall when the IAS/MACH speed window changes from MACH to IAS

Answer 37

During descent, the IAS/MACH speed window changes from MACH to IAS at approximately 300 KIAS.

Question 38

Recall what type of altitude constraint cannot be entered manually.

Answer 38

A block altitude can only be displayed when contained within an FMC procedure (i.e., SID, STAR, or approach) selected from the navigation database. Manual entry of a block altitude is not possible. If a block altitude is inadvertently deleted, reselect the FMC procedure and use caution to ensure correct waypoint sequence.

Question 39

Recall how to enter an AT, AT OR BELOW, or AT OR ABOVE airspeed constraint on a waypoint directly on the Legs page.

Answer 39

• “At or above” airspeed restrictions are entered with a suffix letter A (example: 250A/)
• “At or below” airspeed restrictions are entered with a suffix letter B (example: 200B/)
• Mandatory airspeed restrictions are entered without any suffix letter (example: 220/)

Question 40

Recall how to enter an AT, AT OR BELOW, or AT OR ABOVE altitude constraint on a waypoint directly on the Legs page.

Answer 40

• At or above altitude restrictions are entered with a suffix letter A (example: 220A).
• At or below altitude restrictions are entered with a suffix letter B (example: 240B).
• Mandatory altitude restrictions are entered without any suffix letter (example: 270).

Question 41

Recall how the top-of-descent (TOD) is depicted on the ND.

Answer 41

The T/D point is shown on the map as a green open circle with the label T/D.

Question 42

Recall the FMS scratchpad message received within 5 NM of the top-of-descent (TOD) if a lower MCP altitude has not been selected.

Answer 42

If a lower altitude has not been selected in the MCP within 5 nm of the TOD point, a “RESET MCP ALTITUDE” message appears on the FMS scratchpad.

Question 43

Recall If the TOD point is reached without a lower altitude set in the MCP what pitch mode the FMA displays.

Answer 43

If the TOD point is reached without a lower altitude set in the MCP, the pitch mode changes from VNAV PTH to ALT HOLD.

Question 44

Recall the most economical descent method.

Answer 44

An FMS path descent is the most economical descent method.

Question 45

Recall the preferred method for descent within 50 miles from TOD.

Answer 45

Entering a lower altitude in the MCP, selecting, and executing the DES NOW prompt on the DESCENT page will cause the aircraft to descend at approximately 1,000 fpm to the selected altitude or until intercepting the VNAV path.

Question 46

Recall the basic description of the V/S pitch mode.

Answer 46

Vertical Speed commands pitch guidance to maintain selected vertical speed. The pitch mode will indicate V/S on the FMA. Thrust is varied to maintain the speed in the IAS/Mach window as indicated by MCP SPD on the FMA.

Question 47

Explain the purpose of using VNAV to meet altitude constraints prior to the published FAF/PFAF/FAP.

Answer 47

When above the PFAF altitude and cleared for the approach, VNAV may be used to protect against violating altitude constraints outside of the PFAF. Note: When temperatures are higher than standard, the aircraft on a glideslope or glidepath may be below minimum crossing altitudes for fixes prior to the PFAF.

Question 48

Recall the altitude set in the MCP for an ILS approach while using VNAV to meet altitude constraints prior to the published FAF/PFAF/FAP.

Answer 48

For an ILS approach set Precision Final Approach Fix altitude.

Question 49

Recall the altitude set in the MCP for a non-ILS approach while using VNAV to meet altitude constraints prior to the published FAF/PFAF/FAP.

Answer 49

Set DA/DDA/MDA rounded up to next 100.’

Question 50

Recall the altitude on a dual autopilot ILS approach that the PM must verify Flare Armed.

Answer 50

Verify Flare Armed on a dual autopilot ILS approach no later than 500 ft.

Question 51

Explain the need for caution when selecting the APP mode prior to LOC capture.

Answer 51

Use caution when selecting APP prior to LOC capture. If the glideslope captures prior to LOC, the AFDS will command a premature descent. False glideslope capture and subsequent climbs can also occur prior to LOC capture. To avoid unwanted/premature glideslope capture, VOR/LOC may be selected initially, followed by APP once established on the localizer.

Question 52

Recall if the glideslope may be captured from above or below.

Answer 52

The glideslope may be captured from either above or below.

Question 53

Recall the minimum altitude to select the second autopilot for a Dual Autopilot approach.

Answer 53

The APP Mode and both autopilots should be selected before descending below 800 feet RA.

Question 54

Recall the altitude when the stabilizer is automatically trimmed an additional amount nose up on a dual autopilot approach.

Answer 54

Pilots should be aware that when performing a dual autopilot approach, the stabilizer is automatically trimmed an additional amount nose up below 400 feet RA.

Question 55

Describe the FMA thrust mode after the selection of TO/GA when the A/T Arm switch is in the off position.

Answer 55

When the A/T Arm switch is in the off position the thrust mode remains blank.
(NOTE: in this condition, manual actuation of the thrust levers is required to set a proper go-around thrust setting)

Question 56

Describe the items required to be verified when executing the Go-Around Procedure.

Answer 56

Verify:
• Rotation to go-around pitch attitude
• Thrust setting
• Proper FMA mode annunciation

Question 57

Explain when the Go-Around mode (GA) is armed on the Upper Display Unit.

Answer 57

With the A/T Arm switch at ARM, GA is annunciated:
• When descending below 2000 feet RA.
• When above 2000 feet RA with flaps not up or G/S captured.
With or without the AFDS engaged.

Question 58

Recall when the A/P GA mode is available.

Answer 58

The A/P GA mode requires dual A/P operation and is available after FLARE armed is annunciated and prior to the A/P sensing touchdown.

Question 59

Recall when the A/P GA mode is NOT available.

Answer 59

The A/P GA mode is not available if:
• No A/P or single A/P engaged: Selection of TO/GA switch automatically disconnects autopilot and requires manual F/D go-around.
• Prior to FLARE ARMED on a dual A/P operation.

Question 60

Recall the FMA thrust mode when either TO/GA switch is selected and the A/T switch is armed.

Answer 60

• A/T (if armed) engages in GA and the A/T column of the FMA indicates GA.
• Thrust advances toward the reduced go–around N1, to produce 1000 to 2000 fpm rate of climb

Question 61

Recall which FMA pitch mode annunciated after the first push of either TO/GA switch during a go-around. (A/T switch in ARM)

Answer 61

Pitch mode engages in TO/GA and the FMA indicates TO/GA

Question 62

Describe the commanded airspeed while in the TO/GA mode during a go-around.

Answer 62

The command airspeed cursor automatically moves to a target airspeed for the existing flap position based on maximum takeoff weight calculations.

Question 63

Recall the FMA Thrust mode annunciated after the second push of either TO/GA switch during a go-around. (A/T switch in ARM)

Answer 63

With the second push of either TO/GA switch, the A/T advances to the full go–around N1 limit.

Question 64

Explain when LNAV will engage on go-around after a dual autopilot versus single autopilot approach.

Answer 64

• During autoland operations with FLARE arm or FLARE engage displayed, if TO/GA is pressed with LNAV arm annunciated on the FMA, then LNAV will engage when the airplane is above 400 feet. Below that altitude the roll mode will be track hold.
• During an approach without FLARE arm or FLARE engage displayed, if TO/GA is pressed with LNAV arm annunciated on the FMA, LNAV will engage when the airplane is above 50 feet. Below that altitude the mode will be track hold.