B737 handling Flashcards
what is IAS?
speed corrected for instrument error
what is EAS?
IAS corrected for position and compressibility error
what is TAS?
speed of the aircraft relative to the undisturbed air
what is mach number?
TAS/LSS
what is IMN?
indicated mach number corrected for instrument error
what is Mcrit?
speed where aircraft first experiences supersonic flow
what is TMN?
true mach number- IMN corrected for position error
what is Vss?
stick shake speed
what is V1?
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
what is V2?
T/O safety speed- lowest speed at which the plane is compliant with N-1 handling criteria
what is V3?
all engine screen speed, speed at which the aeroplane is assumed to pass through the screen height on all engines
what is V4?
the all engines steady initial climb speed assumed for the first segment noise abatement
what is VAT?
target threshold speed for a particular flap setting
what is VAT1?
target threshold speed N-1
why is there often a need to fly higher in a jet to achieve more efficient fuel consumption?
the greater the difference between IAS and TAS, the more miles per gallon we can achive
at what speed is endurance the best?
where total drag against IAS is at a minimum
when will the best endurance speed change?
at high altitudes, where increased TAS and improved SFC will reduce fuel flow for best endurance speed
what is the best range speed?
highest speed for the least drag/thrust/fuel consumption
why does our range improve at higher altitudes?
IAS, drag and fuel consumption remain constant but TAS increases with lower air density so improving our fuel mileages
what is jet engine thrust proportional to?
RPM and tempertaure
where is a jet engine at its most efficient?
high power settings
on rapid power increases, why does the fuel flow need to be carefully regulated?
to prevent compressor surges until a certain critical RPM is exceeded and throttle response can be increased
where is the critical RPM usually set?
5% below a typical approach power setting, so it is important not to let RPM drop below critical
when is net reverse thrust at its greatest?
high airspeed and high engine RPM
can we use full reverse in an engine out situation?
yes, but should be reduced if there is a loss of rudder authority
why must we take care when using reverse thrust in a crosswind?
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
what is the overspeed recovery?
reduce thrust and extend the speed brakes while being careful to not put strain on the aircraft through excessive elevator inputs
what is often the first sign of an approaching overspeed?
mach buffet which comes before Mmo/Vmo
why is adverse roll more pronounced in a swept wing jet?
the angle of slip alters the sweep of each wing
what is recommended with regard to the rudder trim on a single engine approach?
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
how do we work out distance to touchdown on a 3 degree glide slope?
distance out(NM) x 3 equals hundreds of feet
what technique are we to use on crosswind approach?
the crab
what is the rule of thumb used for levelling off?
start levelling off at 10% of the ROC/ROD prior to your target altitude
what is the rule of thumb used for rolling out of a bank?
when the remaining turn is equal to 1/3rd of the bank angle
when does the 737 mach trimmer act?
when passing M0.74
what force needs to be applied before experiencing buffet as per certification?
0.5g or 0.75g in rough air
what happens to dynamic stability as altitude increases?
it reduces
how do we set the seat height?
so I can see half the yaw damper instrument, and forward enough to set GA power without leaning forward
how do we ensure effectiveness of nose wheel steering on the takeoff roll?
apply light forward pressure until 80 knots. (always start rotation from the neutral position)
what do we set the stab trim to for takeoff?
so the aircraft will be in trim at V2+20
when flying a symmetric approach in the 737-300, how and when do we configure for the approach?
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
when flying an asymmetric approach in the 737-300, how and when do we configure for the approach?
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
the flying a symmetric approach in the 737-700, how and when do we configure for the approach?
- 5 miles to TOD= gear down, flap 15, set flap 15 speed
- 5 miles to TOD= flap 30, set Vref30+5
at TOD= commence descent and make small thrust changes as necessary
when flying an asymmetric approach in the 737-700, how and when do we configure for the approach?
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
when do we commence the flare?
30 feet
