B737 handling

Question 1

what is IAS?

Answer 1

speed corrected for instrument error

Question 2

what is EAS?

Answer 2

IAS corrected for position and compressibility error

Question 3

what is TAS?

Answer 3

speed of the aircraft relative to the undisturbed air

Question 4

what is mach number?

Answer 4

TAS/LSS

Question 5

what is IMN?

Answer 5

indicated mach number corrected for instrument error

Question 6

what is Mcrit?

Answer 6

speed where aircraft first experiences supersonic flow

Question 7

what is TMN?

Answer 7

true mach number- IMN corrected for position error

Question 8

what is Vss?

Answer 8

stick shake speed

Question 9

what is V1?

Answer 9

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

Question 10

what is V2?

Answer 10

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

Question 11

what is V3?

Answer 11

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

Question 12

what is V4?

Answer 12

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

Question 13

what is VAT?

Answer 13

target threshold speed for a particular flap setting

Question 14

what is VAT1?

Answer 14

target threshold speed N-1

Question 15

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

Answer 15

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

Question 16

at what speed is endurance the best?

Answer 16

where total drag against IAS is at a minimum

Question 17

when will the best endurance speed change?

Answer 17

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

Question 18

what is the best range speed?

Answer 18

highest speed for the least drag/thrust/fuel consumption

Question 19

why does our range improve at higher altitudes?

Answer 19

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

Question 20

what is jet engine thrust proportional to?

Answer 20

RPM and tempertaure

Question 21

where is a jet engine at its most efficient?

Answer 21

high power settings

Question 22

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

Answer 22

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

Question 23

where is the critical RPM usually set?

Answer 23

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

Question 24

when is net reverse thrust at its greatest?

Answer 24

high airspeed and high engine RPM

Question 25

can we use full reverse in an engine out situation?

Answer 25

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

Question 26

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

Answer 26

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

Question 27

what is the overspeed recovery?

Answer 27

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

Question 28

what is often the first sign of an approaching overspeed?

Answer 28

mach buffet which comes before Mmo/Vmo

Question 29

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

Answer 29

the angle of slip alters the sweep of each wing

Question 30

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

Answer 30

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

Question 31

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

Answer 31

distance out(NM) x 3 equals hundreds of feet

Question 32

what technique are we to use on crosswind approach?

Answer 32

the crab

Question 33

what is the rule of thumb used for levelling off?

Answer 33

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

Question 34

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

Answer 34

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

Question 35

when does the 737 mach trimmer act?

Answer 35

when passing M0.74

Question 36

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

Answer 36

0.5g or 0.75g in rough air

Question 37

what happens to dynamic stability as altitude increases?

Answer 37

it reduces

Question 38

how do we set the seat height?

Answer 38

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

Question 39

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

Answer 39

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

Question 40

what do we set the stab trim to for takeoff?

Answer 40

so the aircraft will be in trim at V2+20

Question 41

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

Answer 41

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

Question 42

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

Answer 42

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

Question 43

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

Answer 43

1. 5 miles to TOD= gear down, flap 15, set flap 15 speed 0. 5 miles to TOD= flap 30, set Vref30+5 at TOD= commence descent and make small thrust changes as necessary

Question 44

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

Answer 44

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

Question 45

when do we commence the flare?

Answer 45

30 feet