Bulletins Flashcards
What action should you take if a bleed trip off light illuminates during a no engine bleed Take-Off? (Classic 73’s)
@1500ft AGL/Obstacle Clearence Height:
- Turn EAI : ON
- Trip reset switch: Reset
Accomplish the following at a minimum of 1500 feet (AGL) or when obstacle clearance height has been attained and TAT is 38°C (100°F) or below.
ENGINE ANTI-ICE SWITCH (Affected Side) ……………………………… ON
TRIP RESET SWITCH ………………………. RESET
CABIN PRESSURISATION ………… RECONFIGURE
Reset the cabin pressurization system to normal configuration.
ENGINE ANTI-ICE SWITCH(ES) ……………………….. REQUIRED
If the BLEED TRIP OFF light remains illuminated: Accomplish the BLEED TRIP OFF Checklist.
What would you consider if during flap extension with flaps 15 or greater you experience an unexpected roll off? (classic 73’s)
Retract flaps to 1°. Land using flap 1 and Vref 40 + 30knots. Report the roll-off condition to maintenance
What would you consider if during or just after gear retraction you experience un-commanded roll? (Classic 73’s)
- extend the landing gear. Plan to land at the nearest suitable airport.
What would you do if you experienced elevator vibration in flight?
Reduce airspeed smoothly until the vibration stops, using the thrust levers and pitch attitude ONLY. Do not use speed brakes or change airplane configuration to reduce (flaps etc) airspeed.
Consider landing at the nearest suitable airport.
Stay at or below the reduced airspeed at which the vibration stopped for the rest of the flight. Limit bank angle to 15° until below 20,000 feet.
Do not deploy the speedbrakes for the remainder of the flight.
Flaps and landing gear can be extended normally during the approach and landing. The speedbrake can be armed for landing.
When could you expect to get a nuisance stall warning stick shaker event?
What actions are required?
After take-off or missed approach, the airplane is maneuvered during flap retraction from Flaps 1 to Flaps Up with Engine Anti-Ice ON or Wing Anti- Ice selected ON after lift-off.
Crew Action:
During flap retraction from Flaps 1 to Flaps Up, limit bank angle to 15 degrees and avoid higher manoeuvre loading of the aircraft until the Leading-Edge Flaps Transit light has extinguished. If a higher bank angle is required during this time, avoid the selection of Flaps 1 to Flaps Up until manoeuvring is complete or bank anglers are 15 degrees or less.
Scenario 2: The airplane is maneuvered at V2 speed following an engine failure on take-off when Wing Anti Ice has been selected ON after lift-off.
Crew Action:
Do not turn Wing Anti-Ice ON until airspeed has increased to at least V2+15 knots.
What should you do when preparing for an ILS approach?
Operators with the NPS option should emphasize to their flight crews, the importance of confirming that the localizer and glideslope pointers are shown when preparing to execute an ILS/GLS approach, in accordance with ILS or GLS Landing Procedure in the FCOM. In addition, the anticipation cues should be confirmed to be in view as well. If an MMR failure is suspected, set the EFIS mode selector to APP to confirm the LOC and/or G/S fail flags are shown on the Navigation Display (ND). When a failure of the ILS or GLS component of the MMR is confirmed, select an approach other than an ILS or GLS.
What should you check when you change the arrival runway in the FMC?
Missing speed and altitude constraints from the STAR. This condition can be resolved by re-selecting and executing the existing STAR, after the new RWY has been selected in the FMC. This method is less of a
workload than manually inserting each waypoint speed/altitude constraint into the FMC. In the event it
is not possible to re-enter the STAR, because the airplane is already established on a segment of the ATC-issued STAR, manual entry of each waypoint speed/altitude constraint into the FMC may be necessary.
Regardless of which method is used to overcome this situation, it is critical that the pilots carefully review
all airspeed and altitude constraints associated with a STAR and RWY, when either are entered or changed in the FMC flight plan.
What should you check when changing the STAR selected in the FMC?
When a selected approach is changed for another approach that has a common waypoint with the
original STAR, verify the waypoint constraint altitude after changing the selected approach.
What could be the reason for getting a VNAVINVALID-PERF scratchpad message?
When wind data is entered into the DES FORECAST page with no approach selected in the active flight
plan, and the VNAV INVALID-PERF scratchpad message is shown in flight, an approach should be entered
into the active flight plan. This should be followed by re-entering the original CI or a new CI on the PERF INIT page. Afterwards, activating the data modification by pushing the execute (EXEC) key will restart
FMC predictions and allow the crew to reengage VNAV.
The inability to re-enter a CI if the VNAV INVALID-PERF scratchpad message is shown can be avoided if an approach is selected in the active flight plan prior to the FMC-calculated Top of Descent (TOD), or if
winds are not entered on the DES FORECAST page.
What can occur when flying an approach with a course reversal to the inbound leg?
LNAV lateral path exceedances. When executing approaches containing distance constrained course
reversals on airplanes with FMC Software U11, U12 and U13, crews should be aware of this anomaly and
pay particular attention that the lateral path on the Navigation Display (ND) does not exceed the limits indicated on the approach procedure. This can be done by reviewing the procedure as displayed on the
ND. To mitigate this issue, it may be necessary to complete the course reversal using Heading Select
(HDG SEL) to avoid a lateral path exceedance.
