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Avelo 737 > Avelo 737 Systems > Flashcards

Avelo 737 Systems Flashcards

Systems Learning Objectives (Don’t quote me on any of this)

1
Q

Entry and Exit

A

4 (floor level) doors

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2
Q

Emergency overwing exit(s)

A

-800 has 2 over each wing
-700 has 1 over each wing

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3
Q

Cockpit windows

A

R2 (FO’s sliding) may be opened from the outside

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4
Q

Cargo compartment pressurization/ventilation

A

Pressurized, but not ventilated

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5
Q

FA station emergency exit light switch

A

The emergency exit lights can be switched on from the AFT flight attendant’s station regardless of the position of the flight deck switch

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6
Q

ARMED Emergency exit light will come on:

A

Automatically if power to DC bus 1 fails or AC power is turned off

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7
Q

Pax oxygen

A

From chemical generators in PSU (4 masks), lavs, each FA station. 14000 cabin alt

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8
Q

Flight deck oxygen

A

Bottle located in E&E bay

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9
Q

Autothrottle modes

A

VNAV: FMC SPD or MCP SPD
LVL CHG: N1 or ARM
V/S: MCP SPD

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10
Q

Autopilot pitch and roll

A

Roll: LNAV, VOR LOC, HDG SEL
Pitch: TOGA, LVL CHG, VNAV, V/S

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11
Q

SPD INTV

A

During VNAV operations, opens IAS/MACH window and displays FMC tgt spd

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12
Q

Non-precision approaches MCP

A

conducted in LNAV/VNAV

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13
Q

VNAV PATH priority during vnav operations

A

FMC SPD: prioritize vertical path
MCP SPD: prioritize target speed

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14
Q

Autopilot engagement

A

minimum engagement height 400AGL
disengaged by 50AGL

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15
Q

Dual Channel approach

A

the AP will remain engaged when TOGA is pressed

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16
Q

Control Wheel Steering

A

Maintains current pitch and roll. The pilot may make changes to pitch and roll through the control wheel when CWS is active.
If CWS Roll is selected when bank angle <5, the wings will be leveled

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17
Q

PACKs location

A

Lower fuselage near wing roots

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18
Q

Cargo compartment temperature

A

Fwd cargo compartment is warmed by exhaust air from the E&E compartments
Aft cargo compartment is not warmed

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19
Q

PACK failure in AUTO

A

The remaining pack will operate in high flow mode, unless the flaps are extended

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20
Q

E&E exhaust air

A

Dumped overboard when the airplane is unpressurized or the right gasper fan is inop. Otherwise, the warm air is passed around the fwd cargo before exhausting through outflow valve

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21
Q

APU pack operation in flight

A

Only one pack may be operated from the APU bleed in flight

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22
Q

Pack High Flow

A

May not be selected for takeoff or landing when being supplied by engine bleed

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23
Q

Pack Ram Doors

A

Open to Full when the flaps are extended

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24
Q

-800 Trim Air

A

Trim air On: pack output temps will be the same - the coldest of the 3 trim air knobs. warmer air is added to the other 2 zones
Trim air Off: each pack outputs a fixed temp

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25
Q

-700 pack temp control

A

AUTO: each pack puts out a temperature as selected on the pack control knob
MANUAL: pilot manually controls the hot/cold mix valve, should monitor the pack outlet temp

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26
Q

Pack caution lights

A

-800: PACK caution light indicates a pack overheat, overpressure, or failure of a pack controller; warmer zone temp selectons may be needed
ZONE TEMP caution light indicates an overheat of the zone duct; cooler temp selection may be needed
-700: PACK TRIP OFF caution light indicates an overtemp or over pressure condition

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27
Q

Engine Anti-ice (TAI) must be used:

A
  • On the ground in icing conditions (vis less than 1sm and temp less than 10C), or when taxiways and runways are contaminated with ice, slush, or snow
  • During climb or cruise in icing conditions unless SAT is below -40
  • During descent in icing conditions, regardless of SAT
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28
Q

TAI bleed air

A

Is only available fro: the on-side engine
Engine anti-ice is available even if the bleed PRSOVs are closed

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29
Q

Engine Start Switches when TAI is on

A

must be selected to CONT

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30
Q

Cowl Anti Ice caution light

A

indicates an overpressure condition

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31
Q

Anti ice Valve indicator light logic

A

bright then dim, bright then extinguished

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32
Q

Wing Anti-ice

A
  • may not be used as a substitute for de-icing
  • must be on for taxiing for t/o in icing conditions, unless type 2 or 4 fluid
  • control valves automatically close when thrust advanced for t/o, switch moves to off once airborne
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33
Q

Wing anti-ice bleed air

A

bleed air for anti-ice cannot be supplied by APU
bleed air for wing anti-ice may be supplied by either engine or both

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34
Q

Bleed air is supplied for:

A

Air conditioning & pressurization
Engine starting
Engine and wing anti-ice

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35
Q

Isolation valve in the AUTO position

A

Placing any of the “corner” switches to the OFF position will cause the isol valve to open

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36
Q

Engine bleed valves open when

A

(Switch is on and) there is bleed air pressure
They are pressure regulating shut off valves (PRSOV) and may be deferred per the MEL

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37
Q

High pressure bleed air may be supplied from:

A

An external ground cart (supplied to the right side of the common manifold)
APU (supplied to the left side of the common manifold)
Engines

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38
Q

BLEED TRIP OFF light indicates

A

An over pressure indication

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39
Q

WING BODY OVERHEAT caution light indicates

A

A bleed leak
Right - right wing between eng and fuselage, and right pack area
Left - left wing between eng and fuselage, left pack area, and keel beam back to the apu

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40
Q

DUAL BLEED caution light is

A

A reminder that at least 1 eng bleed (is selected open) and the apu bleed are open and supplying bleed air to the common manifold. Do not advance thrust levers higher than idle thrust

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41
Q

Air used to pressurize the cabin is supplied through

A

The air cond packs, and exhausted through the outflow valve

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42
Q

Outflow valve motor

A

One motor for the two automatic controllers
One motor for MAN

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43
Q

The pressurization controllers

A

2 automatic - primary and alternate (they alternate which is which)
Or Manual

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44
Q

AUTO FAIL caution light indicates

A

One of the following has occurred:
Failure of a single controller (ALT light also illuminated)
Failure of both controllers
Loss of DC power
Outflow valve control fault
Excessive diff pressure (over 8.75psi)
Excessive rate of cabin change (over 2000fpm)
High cabin alt (over 15800)

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45
Q

OFF SCHED DESCENT caution light indicates

A

The airplane has not reached the planned cruise altitude (within 1000ft). The pressurization controller will automatically change the LAND ALT to the departure airport elevation. The land alt displayed on the pressurization panel will not change

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46
Q

Main outflow valve after landing

A

Is driven open by the controller. This feature is not available in MAN mode

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47
Q

AC power is supplied by

A

3 generators - 1 apu, 2 engine driven
May also be supplied by an external ground power cart

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48
Q

The entire electrical system can be powered by

A

Any single generator. However, some AC busses that are not essential to flight (galley busses, then AC main busses) may be load shed during single generator operations.

Also this plane doesn’t do fancy load shedding, so single generator operation = go land

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49
Q

Generator priority logic

A

The last generator to be selected is the generator powering the bus. More than 1 gen on any bus is not possible

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50
Q

The Bus Transfer system in AUTO

A

Allows any single generator to power both AC transfer busses when a generator failure occurs (bus tie breakers)

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51
Q

AC electrical system operates at

A

115V, 400Hz

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52
Q

Generator Constant Speed Drive (CSD)

A

Engine generators are operated at a constant RPM through a constant speed drive (“that operates similarly to the automatic transmission in an automobile”)
APU does not have. Apu operates at a constant rpm

Combined with the generator - integrated drive generator (IDG)

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53
Q

Main AC busses

A

AC transfer bus 1 & 2

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54
Q

DC electrical system is normally supplied by

A

3 transformer rectifier units (TR Units)
Rectifies 115V AC power to 28V DC power

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55
Q

DC electrical system operates at

A

28V

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56
Q

Main DC busses

A

DC bus 1 & 2

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57
Q

Normally, DC busses 1 & 2 are powered by

A

All 3 TR unites. During approach mode with glide slope capture, the Cross Tie Relay opens and TR unit 1 powers DC bus 1 and TR unit 2&3 power DC bus 2

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58
Q

Standby electrical system consists of

A

Battery, batt bus, DC stby bus, and AC stby bus
Operates when there is a loss of AC power

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59
Q

AC standby bus is powered through

A

An inverter
Inverts 28V DC power to 115V AC power

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60
Q

Standby power on batteries

A

Single battery - 30min (-700s,806,807,808)
Two batteries - 60min (801,802,803,804,805,809)

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61
Q

BAT DISCHARGE caution light indicates

A

The battery is not being charged. The battery charger is powered through AC transfer bus 2

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62
Q

TR UNIT caution light

A

On ground - any or all of the tr units
In flight - tr 1 has failed, or TRs 2&3 have failed

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63
Q

ELEC caution light indicates

A

A fault in the DC system or a fault in the standby system.
Available only on the ground. Do not take off

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64
Q

STANDBY POWER OFF caution light indicates

A

A fault in one or more of the standby power busses (ac stby bus, dc stby bus, or batt bus)

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65
Q

DRIVE caution light indicates

A

CSD (/IDG) oil pressure is low; may be caused by:
Manual disconnect required by the qrh or mel
Auto disconnect caused by high oil temp [182C/363F]
Loss of oil (leak)
Engine is not running

Once disconnected, cannot be reconnected in flight

66
Q

TRANSFER BUS OFF caution light indicates

A

The affected AC transfer bus is not powered

67
Q

SOURCE OFF caution light indicates

A

The affected ac transfer bus is not powered by the last manually selected source (or any source)

68
Q

APU GEN OFF BUS blue light indicates

A

The apu is running, apu generator is supplying AC power at the correct voltage and frequency, and is not connected to the ac transfer busses

69
Q

APU GEN has 2 switches

A

One for bus 1, one for bus 2, so that the pilot may select the affected side during an engine or generator failure

70
Q

GRD POWER AVAILABLE blue light indicates

A

The GPU is connected to the external power plug, and supplying AC power at the correct voltage and frequency.
Does not indicate if ground power is connected to the AC transfer busses or not

71
Q

GEN OFF BUS blue light indicates

A

The engine generator is not connected to the ac transfer busses

72
Q

APU supply

A

In flight:
1 pack and generator up to 10000
1 pack up to 17000
Generator only up to 41000

On ground:
Bleed + electrical max alt 15000

73
Q

APU will automatically shut down for

A

Fire
Low oil pressure
Fault
Overspeed

74
Q

Apu fire will

A

Not extinguish automatically

75
Q

APU wait times

A

After start, requires 2 minutes before selecting bleed on
After selecting OFF, runs for 1 minute before actually shutting down
After OFF, requires 1 minute before batt switch selected to off (so, 2 min from time of positioning switch to off)

76
Q

The three apu caution lights extinguish after

A

5 minutes if the apu switch is off (low oil pressure, fault, overspeed)

77
Q

Fuel cross feed valve is powered

A

DC from the batt bus

78
Q

FILTER BYPASS caution light indicates

A

Impending fuel filter bypass due to a contaminated filter

79
Q

Center fuel pump LOW PRESSURE caution lights

A

Extinguished when ctr switches are off
Illumination of either one will illuminate master caution fuel

80
Q

Main tank fuel pump LOW PRESSURE caution lights

A

Remain illuminated with switch off
If only 1 main tank light illuminates per tank, the master caution fuel annunciator will only illuminate upon recall

81
Q

Fuel pumps are powered

A

AC power

82
Q

Suction feed

A

Engines can suction feed from main tanks, but not center tank
APU can suction feed from main tank 1

83
Q

Valve light logic

A

Bright, dim, bright, extinguished
(Bright - valve and switch position disagree. Dim - agree to position. Extinguished - agree to closed position)

84
Q

Center tank pump limitation

A

Center fuel tank pumps should be selected on whoever center fuel tanks have 1000lbs or fuel or more
Must be off when quantity is less than 1000 during takeoff climb and descent

85
Q

Fuel limitations

A

Max temp 49C
Min temp -43C or 3C above fuel freezing point, whichever is higher
Max imbalance - scheduled 0, random must not exceed 1000
Main tanks must be full if center tank contains more than 1000lbs

86
Q

Trailing edge flaps are normally operated by

A

Hydraulic system B. In the event if a loss of the B system, they can be operated by an ac powered motor from the flt control panel ALTERNATE FLAPS switch

87
Q

Leading edge flaps and slats are normally operated by

A

Hydraulic system B. In the event of a loss of system B, they can be operated by the stby hyd system through the flt control panel alternate flaps switch

88
Q

Leading edge flaps positions

A

Retracted - flaps up
Extended - flaps not up

89
Q

Leading edge slats 700 & 800 (non SFP)

A

Retracted - flaps up
Extend - flaps 1,2,5
Full extend - flaps greater than 5

90
Q

Leading edge slats SFP

A

Retracted - flaps up
Extend - flaps 1 through 25
Full extend - flaps greater than 25

91
Q

Auto slat system extends the slats to the full extend position if

A

Slats are in the extend position, and SMYD detects that the critical angle of attack has been reached.
Then, slats will return to extend when the AOA is reduced

92
Q

Auto slat standby system operation

A

The auto slat system continues to operate when the standby system is operating the leading edge slats

93
Q

AUTO SLAT FAIL caution light indicates

A

A failure of the auto slat system. This light will indicate a single channel failure of the SMYD if the light illuminates only when the master caution recall is activated

94
Q

Rudder, elevator, and aileron control

A

All mechanically controlled, hydraulically operated

95
Q

Rudder, elevator, and aileron control with loss of systems A&B

A

Rudder will be operated by standby hyd system
Elevator and ailerons operated by control cables

96
Q

Pitch trim is accomplished with

A

Stabilizer trim: 2 electric trim circuits - autopilot, and main electric trim (control wheel switches)
There is only 1 trim motor

97
Q

Manual stabilizer trim

A

Manual trim wheel - handles fold out

98
Q

Speed brake panels (flight spoilers)

A

8 panels
2,4,9,11 - hyd A
3,5,8,10 - hyd B

99
Q

Aileron-spoiler mixing system

A

When the control wheel is turned more than 10°, the aileron-spoiler mixing system raises the speed brake panels on the down going wing to increase roll rate

100
Q

Ground spoilers

A

2 on each wing, all operated by hyd A

101
Q

Speed brakes will automatically deploy on landing when

A

System is armed
Radio alt less than 10
Landing gear strut compresses
Both thrust levers at idle
Main landing gear wheels spin up >60kts

102
Q

Speed brakes will automatically retract during a balked landing when

A

The thrust levers are advanced

103
Q

Speed brakes during takeoff, or if not armed prior to landing, will automatically deploy when

A

Main landing gear wheels spin up >60kts
Both thrust levers at idle
Reverse levers are positioned for reverse thrust

104
Q

After RTO or a landing, the speed brakes should be

A

Stowed manually to ensure the lever is fully in the down detent. They will stow automatically if the thrust levers are advanced

105
Q

Flap position indicator needles

A

2 needles - left and right
In the event of a flap asymmetry, the needles will be split, and the flap slat electronic unit (FSEU) will close the trailing edge flap bypass valve, preventing further flap movement

106
Q

Alternate flaps switch to the ARM position

A

Activates the standby hydraulic pump

107
Q

Alternate flaps - leading edge devices

A

Down - extends the leading edge devices to the full extend position. Can not be retracted

108
Q

Alternate flaps - trailing edge flaps

A

AC powered electric motor
Down - flaps will move as long as the switch is held in the down position
Up - latches in position for convenience, flaps will retract

109
Q

Flap asymmetry protection

A

None when using alternate flaps

110
Q

Elevator feel & centering unit (EFCU) uses

A

Hydraulic pressure from system A and B to provide artificial feel to the control column

111
Q

FEEL DIFF PRESSURE caution light indicates

A

Excessive differential hydraulic pressure in the elevator feel computer

112
Q

Speed trim system will operate automatically to

A

Assist the pilot with pitch control when the airspeed is deviated from trimmed speed, and:
Airspeed is between 100kts and .6M
10 sec after takeoff
5 sec after release of the trim switches
AP not engaged

113
Q

SPEED TRIM FAIL caution light indicates

A

A failure of the speed trim system. This light will indicate a single channel failure of the FCC (flight control computer) if the light illuminates only when the master caution recall is activated

114
Q

Mach trim is accomplished by

A

Recentering the elevator neutral position (control column moves aft) using the EFCU as mach increases

115
Q

MACH TRIM FAIL caution light indicates

A

A failure of the mach trim system. This light will indicate a single channel failure of the FCC (flight control computer) if the light illuminates only when the master caution recall is activated

116
Q

Engine and apu Fire detection and protection

A

2 extinguishing bottles available for engine fires
1 extinguishing bottle for apu fires

117
Q

Cargo compartment fire detection and protection

A

Single fire extinguisher bottle (701,702,703,707,708,802,803) - selecting DISCH depletes the full contents of the bottle immediately, providing 75 minutes of fire suppression

Two fire extinguishing bottles (705,706,801,804-809) - DISCH depletes the full contents of the first bottle immediately; after 60 minutes if the aircraft is still airborne, the remaining bottle is discharged at a metered rate, providing a total of 195 minutes of fire suppression

118
Q

Fire detection loops

A

Eng fire detection - dual loops
Apu fire det - single loop
Cargo - dual loops of smoke detectors

119
Q

APU alternate fire panel

A

In right main landing gear well

120
Q

The engine fire switches, when pulled, accomplishes:

A

Closes the associated fuel and eng hyd SOVs and eng bleed PRSOV
Inhibits assoc thrust reverser and eng hyd low pressure light
Removes assoc eng generator from the busses
Arms both extinguisher bottle squibs

121
Q

Hydraulic systems

A

A, B, Standby
Operate at 3000psi

122
Q

Components operated by Hyd sys A

A

Rudder, elevator, ailerons
PTU
Reverser 1
Spoilers 1,2,4,6,7,9,11,12
AP A
Altn brakes
Landing gear
Nosewheel steering

123
Q

Components operated by Hyd sys B

A

Rudder, elevator, ailerons
Slats & flaps
Reverser 2
Yaw damper
Spoilers 3,5,8,10
AP B
Norm brakes
LGTU
Altn NWS

124
Q

Components operated by Stby hyd system

A

Rudder and stby rudder pcu
Reversers
Stby yaw damper
Autoslats and leading edge flaps/slats

125
Q

Hydraulic pumps

A

System A - engine driven and AC electric motor-driven
System B - engine driven and AC electric motor driven, and PTU (driven by sys A)
Standby - AC electric motor driven

126
Q

Elec 1 and elec 2 OVERHEAT caution lights indicate

A

Overheat of the electric pump or the hyd fluid used to cool the pump

127
Q

Hyd fluid heat exchangers

A

Cools system A and B fluid
Sys A heat exchanger - main fuel tank 1
System B heat exchanger - main fuel tank 2

128
Q

Standby hyd system can be activated:

A

By placing either A or B flt control switches to STBY RUD
By placing alternate flaps switch to ARM
Automatically if the force flight monitor (FFM) detects a rudder PCU runaway
Automatically if aircraft is airborne, gear is down, flaps not up, and a loss of system A or B occurs

129
Q

STANDBY HYD LOW QUANTITY caution light indicates

A

Low quantity in the stby system reservoir. This light is always armed

130
Q

STANDBY HYD LOW PRESSURE caution light indicates

A

Low pressure from the standby hyd pump. This light is inhibited when the standby system is not operating

131
Q

STBY RUD ON caution light indicates

A

The standby rudder PCU is pressurized

132
Q

Positioning the flt control switch A or B to the stby rud position:

A

Activates the standby electric motor-driven pump
Shuts off normal hyd pressure to the associated aileron, rudder, and elevator pcus
Opens the standby rudder SOV
Deactivates the associated LOW PRESSURE light, arms stby low pressure light
Illuminates the STBY RUD ON caution light
B - also yaw damper off/activates stby yaw damper

133
Q

The PTU uses

A

A hydraulic motor to operate a hydraulic pump - operated by system A
The hydraulic fluid that gets pumped - from system B (below the standpipe)

134
Q

PTU provides additional volume for system B to

A

Operate the leading edge devices (including autoslats) when:
System B engine driven pump pressure falls below limits
The aircraft is airborne
Non-SFP: flaps less than 15 but not up
SFP: flaps not up

135
Q

LGTU allows

A

System B pressure to retract the landing gear when:
Airborne
Eng 1 N2 falls below limit value
Landing gear lever is up
Either main gear is not up and locked

136
Q

Landing gear is normally extended and retracted using

A

Hydraulic system A pressure

137
Q

Landing gear alternate extension

A

Pull the alternate landing gear extension handles - located under the floor of the flight deck near FOs seat
Cannot be retracted

138
Q

Nosewheel steering is accomplished through

A

Rudder pedals - 7°
Steering wheel on CA’s side panel - 78°

139
Q

Nose wheel steering is normally operated by

A

System A hydraulic pressure

140
Q

Alternate NWS

A

NWS switch has an ALT position to allow system B to operate the steering actuators

141
Q

Wheel braking uses

A

Normal - system B pressure
Loss of system B - system A pressure is automatically used to operate the wheel brakes

142
Q

Autobrakes are available

A

80kts and above

143
Q

Autobrakes may be armed

A

For RTO or landing
For RTO - thrust levers idle, wheel speed below 40kts, not airborne

144
Q

Autobrake disarm

A

Selector knob to OFF
Manual braking
Moving speedbrake to down detent

145
Q

FIRE WARN glareshield panel switch-light

A

Illuminates when any of the fire switches on the fire panel illuminate
Pressing the switch-light silences the fire bell and extinguishes the switch-light; can also press BELL CUTOUT

146
Q

MASTER CAUTION switch-light and SYSTEMS ANNUNCIATOR switch-light

A

Illuminate only for caution lights on the overhead panel and fire panel
System is reset by pushing the master caution
Caution lights on the main panel or caution messages on the displays are considered in the pilot’s field of view

147
Q

Recall/system annunciator

A

Any systems that have caution lights illuminated will be shown

148
Q

If a caution light on the overhead extinguishes after resetting the master caution system,

A

That indicates a single channel failure

149
Q

Immediate pilot actions for EGPWS terrain or obstacle warning

A

AP off
Thrust levers full forward, A/T off
Speed brakes stow
Pitch to 20° nose up (minimum)

150
Q

Immediate pilot actions for reactive windshear

A

TOGA
Thrust levers full forward, A/T off
Speed brakes stow
Pitch to 15° nose up (minimum)
Follow FD escape guidance

151
Q

Predictive vs reactive windshear

A

Reactive:
two-tone siren, “windshear” x3
Active only when airborne below 1500AGL

Predictive:
Active during takeoff and during departure and arrival below 1200AGL
During predictive windshear alerts after takeoff and on approach, pilot should avoid the windshear symbol on the ND
Alert prior to V1, must reject (inhibited above 100kts)

Both: have the word “WINDSHEAR” displayed at bottom of PFD

152
Q

Pilot actions for TCAS RA

A

(Only once RA occurs)
Disconnect AP
Pitch to avoid red envelope and red areas on VSI
Follow guidance until system announces “clear of conflict”

153
Q

Audio control panel (ACP) Radio Tuning Units (RTUs)

A

May be used to tune any of the communication radios
2 turning knobs and windows - FREQ SEL switch to choose
1 tuning knob - active and standby window - transfer switch

154
Q

COM Transmit buttons

A

PTT switch (up) on control wheel
R/T on ACP
Transmit button on glareshield (some planes)

155
Q

Intercom transmit buttons

A

PTT (down) on control wheel
I/C on ACP - some latch in position

156
Q

Oxygen mask/headset mic toggle

A

ACP Mask/Boom switch (some)
Others - left door of oxygen mask box open for mask, close for headset

157
Q

Common display system (CDS) Display electronic units (DEU)

A

DEU 1 - drives CA’s and upper
DEU 2 - drives FO’s and lower
Either can drive all 6 DUs in the event of a deu failure

158
Q

DEU failure

A

Displays should automatically transfer to the operating DEU. If not, pilot may use overhead nav & displays panel switch

159
Q

DISPLAY SOURCE message

A

Displayed for a DEU failure
Likely accompanied by the ALT alight illuminated on one or both engine EEC switch lights - QRH points at each other

160
Q

CDS FAULT message

A

Indicates a fault in the cds. Do not take off.
Message only visible after the first engine start, before the second start

161
Q

DU failures

A

Upper du fail - info moves to lower du
Outboard du fail - PFD transfers to inboard
Inboard du fail - pilot may transfer info to lower DU by using switch on the main panel

Avelo 737 (5 decks)

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