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AQC > B737 handling > Flashcards

B737 handling Flashcards

1
Q

what is IAS?

A

speed corrected for instrument error

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2
Q

what is EAS?

A

IAS corrected for position and compressibility error

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3
Q

what is TAS?

A

speed of the aircraft relative to the undisturbed air

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4
Q

what is mach number?

A

TAS/LSS

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5
Q

what is IMN?

A

indicated mach number corrected for instrument error

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6
Q

what is Mcrit?

A

speed where aircraft first experiences supersonic flow

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7
Q

what is TMN?

A

true mach number- IMN corrected for position error

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8
Q

what is Vss?

A

stick shake speed

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9
Q

what is V1?

A

the latest speed at which a decision to stop the takeoff should have been made and the first action of the RTO drill should have been taken

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10
Q

what is V2?

A

T/O safety speed- lowest speed at which the plane is compliant with N-1 handling criteria

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11
Q

what is V3?

A

all engine screen speed, speed at which the aeroplane is assumed to pass through the screen height on all engines

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12
Q

what is V4?

A

the all engines steady initial climb speed assumed for the first segment noise abatement

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13
Q

what is VAT?

A

target threshold speed for a particular flap setting

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14
Q

what is VAT1?

A

target threshold speed N-1

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15
Q

why is there often a need to fly higher in a jet to achieve more efficient fuel consumption?

A

the greater the difference between IAS and TAS, the more miles per gallon we can achive

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16
Q

at what speed is endurance the best?

A

where total drag against IAS is at a minimum

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17
Q

when will the best endurance speed change?

A

at high altitudes, where increased TAS and improved SFC will reduce fuel flow for best endurance speed

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18
Q

what is the best range speed?

A

highest speed for the least drag/thrust/fuel consumption

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19
Q

why does our range improve at higher altitudes?

A

IAS, drag and fuel consumption remain constant but TAS increases with lower air density so improving our fuel mileages

20
Q

what is jet engine thrust proportional to?

A

RPM and tempertaure

21
Q

where is a jet engine at its most efficient?

A

high power settings

22
Q

on rapid power increases, why does the fuel flow need to be carefully regulated?

A

to prevent compressor surges until a certain critical RPM is exceeded and throttle response can be increased

23
Q

where is the critical RPM usually set?

A

5% below a typical approach power setting, so it is important not to let RPM drop below critical

24
Q

when is net reverse thrust at its greatest?

A

high airspeed and high engine RPM

25
Q

can we use full reverse in an engine out situation?

A

yes, but should be reduced if there is a loss of rudder authority

26
Q

why must we take care when using reverse thrust in a crosswind?

A

there is a sideways component of the reverse vector, this can exacerbate crosswind effects. if this happens, reverse should be set to idle until control is regained

27
Q

what is the overspeed recovery?

A

reduce thrust and extend the speed brakes while being careful to not put strain on the aircraft through excessive elevator inputs

28
Q

what is often the first sign of an approaching overspeed?

A

mach buffet which comes before Mmo/Vmo

29
Q

why is adverse roll more pronounced in a swept wing jet?

A

the angle of slip alters the sweep of each wing

30
Q

what is recommended with regard to the rudder trim on a single engine approach?

A

the trim is progressively wound off by PM to avoid a yaw in the opposite sense when the power is taken off in the flare

31
Q

how do we work out distance to touchdown on a 3 degree glide slope?

A

distance out(NM) x 3 equals hundreds of feet

32
Q

what technique are we to use on crosswind approach?

A

the crab

33
Q

what is the rule of thumb used for levelling off?

A

start levelling off at 10% of the ROC/ROD prior to your target altitude

34
Q

what is the rule of thumb used for rolling out of a bank?

A

when the remaining turn is equal to 1/3rd of the bank angle

35
Q

when does the 737 mach trimmer act?

A

when passing M0.74

36
Q

what force needs to be applied before experiencing buffet as per certification?

A

0.5g or 0.75g in rough air

37
Q

what happens to dynamic stability as altitude increases?

A

it reduces

38
Q

how do we set the seat height?

A

so I can see half the yaw damper instrument, and forward enough to set GA power without leaning forward

39
Q

how do we ensure effectiveness of nose wheel steering on the takeoff roll?

A

apply light forward pressure until 80 knots. (always start rotation from the neutral position)

40
Q

what do we set the stab trim to for takeoff?

A

so the aircraft will be in trim at V2+20

41
Q

when flying a symmetric approach in the 737-300, how and when do we configure for the approach?

A

2 miles to TOD= gear down, flap 15, speed 150

1 miles to TOD= flap 30 speed Vref30+5

at TOD commence descent and make small thrust changes as necessary

42
Q

when flying an asymmetric approach in the 737-300, how and when do we configure for the approach?

A

2 miles to TOD= gear down, flap 15 speed Vref15+5

1 mile to TOD = reduce N1 by 10% to compensate for lower flap setting on approach

at TOD commence descent and make small thrust changes as necessary

43
Q

the flying a symmetric approach in the 737-700, how and when do we configure for the approach?

A
  1. 5 miles to TOD= gear down, flap 15, set flap 15 speed
  2. 5 miles to TOD= flap 30, set Vref30+5

at TOD= commence descent and make small thrust changes as necessary

44
Q

when flying an asymmetric approach in the 737-700, how and when do we configure for the approach?

A

1 mile to TOD= gear down flap 15 set Vref 15+5

0.5 mile to TOD= reduce N1 by 10%

at TOD= commence descent and make small thrust changes as necessary

45
Q

when do we commence the flare?

A

30 feet

AQC (10 decks)

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