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FCTM -800 > Climb, Cruise, descent, holding > Flashcards

Climb, Cruise, descent, holding Flashcards

1
Q

Reduced Climb thrust CLB 1 and 2?

A

10% and 20%

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2
Q

Next higher climb rating selected?

A

less 500fpm climb

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3
Q

Reduce climb and fuel?

A

increase total trip

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4
Q

Low level off with high TO thrust and low gross weight?

A

Prevent overshoot:
reduced thrust
set climb thrust earlier
disengage AFDS and level off manually
Use manual thrust to manage speed and prevent flap overspeed.

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5
Q

ECON CLIMB speed function of?

A

Predicted gross weight at TOC
wind at TOC
TEMP DEV from ISA TOC
CI in FMC

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6
Q

Risk not using EAI climb?

A

engine stall
over temp
engine damage

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7
Q

Econ climb limit speed with NO FMC data?

A

250kts or VREF40 +70 whichever higher below 10000ft.
280kts / .78 above 10000ft

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8
Q

Max Climb Rate?

A

Flaps up maneuver speed + 50kts until intercepting 0.76
Min time to alt

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9
Q

Maximum Angle climb?

A

Flaps up maneuver speed.
Obstacle clearance,
min crossing alt
reach alt in min distance

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10
Q

Recommended engine inop climb speed?

A

Max climb gradient
varies with weight and alt

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11
Q

Maximum Altitude determined by?

A

Certified ALT
THRUST LIMIT altitude
Buffer/Man margin

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12
Q

Explain all 3?

A

1)Certified ALT
structural limits
rapid descend capability
Etc…
2) alt sufficient thrust available to provide min ROC
3) specific maneuver margin exists prior to buffet. min margin 0.3 / 40deg bank prior to buffet.

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13
Q

LNAV, FMC real time bank angle limit function?

A

Protect commanded bank angle from exceeding available thrust limit.

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14
Q

Operating near / at MAAX alt?

A

Fly 10kts above lower amber band
Bank angle 10deg or less

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15
Q

FMC fuel predictions above max alt?

A

NO
Not displayed

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16
Q

VNAV available above MAX ALT?

A

NO

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17
Q

Optimum Alt based on?

A

gross weight
cruise speed still air
ECON mode - OPT alt = min trip cost based on CI.

Manual entered speed or LRC, OPT alt based on MIN FUEL BURN.

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18
Q

OPT alt does not consider?

A

Temp Deviations from ISA
forecast wind at ALT

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19
Q

OPT altitude shorter trips?

A

Based on ECON speed and uses different logic.

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20
Q

ECON CRuise speed based on?

A

gross weight
cruise alt
CI
HW/TWind
Min operating costs for CI

21
Q

Zero CI?

A

Max Range Cruise

22
Q

LRC?

A

*Fuel mileage 1% less than Max available.FMC dont apply wind corrections to LRC
*Best buffet margin at all alt.
*within 2000ft optimum = LRC 0.79M

23
Q

FMC compute optimum Step climb point?

A

NO.
FMC computes ETA and distance to step climb point bases on Gross Weight.

24
Q

Fuel req for 4000ft climb?

A

135-225kgs depending on weight, initial alt, temp, climb speed.

25
Q

Time at new ALT step climb?

A

20min to justify climb

26
Q

Fuel Freezing Temp?

A

temp at which formation of wax crystals appear in fuel.

27
Q

JET A1 limit?

A

-47deg

28
Q

Rate of fuel cooling?

A

3deg per HR
12deg per hour possible

29
Q

TAT increased how?

A

climb/descend warmer air mass
deviate to warmer air mass
increase Mach Nr

30
Q

How long to stabilize fuel temp?

A

15min to 60min

31
Q

Required descent to increase fuel temp?

A

3000-5000ft below optimum altitude.
Sever cases - 25000ft to 30000ft might be needed.
0.01 mach increase = 0.5-0.7 deg C TAT

32
Q

What can increase planned fuel burn?

A

higher temps
lower cruise alt
2000ft above optimum
faster speed / slower than LRC
HWinds stronger
fuel imbalance
incorrect trim
excessive TL adjustments

33
Q

Cruise Penalties?

A

ISA + 10 = 1% trip fuel
2000ft - 1-2%
4000ft = 3-5%
8000ft = 8-14%
0.01M above LRC = 1-2%

34
Q

FMC eng out speed?

A

Max engine out altitude at CURRENT Gross Weight.

35
Q

Level off at EO target alt, fly what speed?

A

single engine LRC
Remember to update FMC with speeds and cruise alt.

36
Q

Driftdown, EEC additional thrust?

A

below 15000ft,
0.45M
TL to forward stop

37
Q

B737 mach tuck ?

A

dont have tendency

38
Q

Mach trim inop?

A

slight nose down trim change when accelerating to speeds app MMO. Control force changes is light and easily managed. Nose down trim change is very light, except control column movement.

39
Q

Drag near MMO?

A

increase rapidly - high weights - sufficient thrust may not be available = acc to MMO in level flight.

40
Q

High speed @ high alt - flight control sensitivity?

A

More sensitive in pitch at cruise.
Change in rate of climb proportional to true airspeed.
290kts @ SL for 500fpm will be 900fpm at 35000ft.
290kts IAS = 290TAS @ SL, but 490kts TAS at 35000ft.

41
Q

ROD table?

A

Below 20000ft.
280kts / 2200 / 3100
250kts / 1700 / 2300
Vref40 +70 / 1100 / 1400

42
Q

Dec 280 to 250kts to flaps up man speed?

A

2nm, 25s, level flight, No SPD brakes.
another 3nm, 35s to flap ups man speed.
Avg gross weights.
SPD BRAKE reduce by 50%.

43
Q

SPD Brake halfway?

A

rapid roll rates.
avoided

44
Q

SPD Brake retracted @ alt capture near VMO/MMO?

A

overspeed can occur.
AP captures- smoothly maintain fixed path with thrust at idle.
So, reduce speed/and ROD prior alt capture or reduce speed and delay SPD Brake retraction until thrust increased for maintain level off speed.

45
Q

Start reducing to holding speed when?

A

3min before arrival time.

46
Q

Holding with flaps 1 fuel burn?

A

10% more than flaps up.

47
Q

FMC holding speed provide?

A

optimum based on fuel burn, speed capability.

48
Q

ICAO holding speeds?

A

14000 - 230
14 0 20000 - 240
20 - 34000 = 265kts
34000 above =0.83M

49
Q

Holding speed not available FMC?

A

PI chapter - FCOM
Otherwise use schedule -
Min fuel burn and good buffet margin.

FLAPS UP MAN SPEED = min fuel burn and used at low alt.
Above Fl250 - Vref + 100kts = 0.3 margin to initial buffet. (full man margin)

FCTM -800 (9 decks)

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