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The U Official 73 > CQT & MV > Flashcards

CQT & MV Flashcards

1
Q

If you get a “Too Low Terrain” and you look out and its a clear day and there isn’t any terrain, what do you do? Why?

A

Go around. The “Too Low Terrain” may be a glitch because of where you are, and it’s really supposed to be “Too Low Flaps” which of course means you have the wrong flap setting, or they blew up because you’re over speed.

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2
Q

When is the only time a VNAV path will be exact?

A

Only at ISA temp

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3
Q

When flying a VNAV, a lower temp than ISA will create what?

A

A shallower path, like being 1 dot low on an ILS, etc.

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4
Q

When flying a VNAV and the temperature is above ISA what happens to your flight path?

A

It will be steeper.

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5
Q

If an RNAV (GPS) says “Cold temperature altitude correction required at or below -15C”, how do you make the correction?

A

Go to 6.30.2 in the FOM Navigation > Altimetry > Temperature Corrections for a table to make the corrections.

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6
Q

If on a RNAV (GPS) approach says “For uncompensated Baro-VNAV systems, LNAV/VNAV not authorized below -24C (-11F) or above 53C (128F)”, what do you have to do?

A

You have to use the LNAV mins instead of the LNAV/VNAV mins.

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7
Q

How did the guy in the sample investigation strike the tail?

A

Excessively fast application of pitch rate.

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8
Q

For Gusty Winds &/or Strong Crosswind Takeoff, what set up should you use?

A

-Maximum thrust
-Flaps 5, 10 or 15
-reduced thrust V-speeds
-Vr MAX

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9
Q

Where do you get the data for an “Increased Vr Procedure”?

A

From the takeoff data print out (top to bottom):
-Speeds from the REDUCED EPR section (right side of page)
-N1 from the MAX EPR section (left side of page)
-VR MAX from just below the ACC ALT (right side of page)

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10
Q

If doing an “Increased Vr Procedure” how are the call outs different?

A

1) At the normal Vr call: “Vr”
2) After Vr call “Rotate” at:
-Vr MAX
-Or 2000’ before runway end,
-OR if windshear is encountered

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11
Q

When does windshear exist? What is then prohibited?

A

1) ATC broadcasts any of the following:
-“Microburst”
-“Microburst waring”
-“Microburst alert”
2) When shears of 30 knots or greater are encountered
Under these conditions:
a) Takeoff or
b) descent below 1000’ AGL
are prohibited

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12
Q

“Monitor radar display” prior to initiating takeoff roll. Action?

A

Delay takeoff until alert is no longer present.

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13
Q

“Windshear ahead, windshear ahead” prior to initiating takeoff roll. Action?

A

Delay takeoff until alert is no longer present.

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14
Q

“Monitor radar display” on takeoff roll below V1. Action?

A

Reject the takeoff

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15
Q

“Windshear ahead, windshear ahead” on takeoff roll below V1. Action?

A

Reject the takeoff

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16
Q

“Windshear, windshear, windshear” on takeoff roll below V1. Action?

A

Reject the takeoff

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17
Q

“Monitor radar display” on takeoff roll after V1. Action?

A

Apply maximum thrust. Continue normal takeoff profile

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18
Q

“Windshear ahead, windshear ahead” on takeoff roll after V1. Action?

A

Apply maximum thrust. Continue normal takeoff profile.

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19
Q

During an approach you get a “Monitor radar display” Action?

A

If stabilized approach cannot be accomplished, perform a normal go-around.

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20
Q

During an approach you get a “Windshear ahead, windshear ahead.” Action?

A

Perform a normal go-around using maximum go-around thurst.

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21
Q

During an approach you get a “Windshear, windshear, windshear.” Action?

A

Perform windshear escape maneuver.

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22
Q

What is the windshear escape maneuver with the autopilot off?

A

1) Press either TO/GA switch
2) Aggressively apply maximum thrust (to the stops)
3) Disconnect auto throttles
4) Simultaneously roll wings level and rotate toward an initial pitch attitude of 15 degrees
5) Retract speed brakes
6) Follow flight director TO/GA guidance (if available)

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23
Q

What constitutes an upset condition?

A

Pitch > 25 degrees nose up or > 10 degrees nose down
Bank > 45 degrees
or, flying at an airspeed inappropriate for the conditions

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24
Q

What is the cadence for a stall recovery?

A

“Upset”
“Push”
“Roll”
“Thrust”
“Stabilize”

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25
Q

What is the required equipment to conduct an RNAV RNP approach?

A

2 GPS
2 FMC
1 Auto Pilot
2 IRS
2 Rad Alts
2 Flight Directors

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26
Q

Who displays what for an RNAV approach?

A

PF: Legs page
PM: Prog 4 page

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27
Q

How is speed controlled on an RNAV approach?

A

Speed is controlled through the FMC by selecting flaps. EX: Selecting Flaps 1 slows the aircraft to Flaps 1 maneuvering speed.

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28
Q

During an RNAV approach, how do you manage the altitude window?

A

Set the Alt Window no lower than FAP when cleared for the approach. Set TDZE when established inside IAF and on vertical path.

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29
Q

What is the rules with RNAV approaches and autopilot use?

A

Use of autopilot mandatory from IAF to DA regardless of WX except:
a) runway in sight or
b) when going to parallel runways and runway in sight AND aircraft aligned with the runway

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30
Q

What is the rule for an “Interrupted Non=Precision Approach” if ATC does not give you an altitude?

A

1) Query them immediately for an altitude
2) If ATC cannot be queried (ie radio congestion) then immedately set MCP for either:
a) If not on approach segment, set altitude ATC issued with the approach clearance (e.g. if cleared to “maintain 4000 until established, cleared ___ approach”, then set 4000.
b) If on an approach segment, set the charted minimum altitude for the current approach segment (ie the small print in between points)

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31
Q

When should you go around?

A

Approach is unstable below 500’ AGL
Aircraft will not touchdown within the landing zone
A high or hard bounced landing occurs
A safe landing or stopping is in doubt

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32
Q

Go around capability exists until when?

A

Until selection of revers thrust

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33
Q

Missed approach callouts:

A

“Go around, flaps 15, check thrust”
“Positive rate, gear up, set missed approach altitude”
at 400’: “LNAV” =or= “HDG SEL”
at 800’: “Level change, set clean maneuvering speed, flaps 5”
“Flaps 1” - “Flaps up” - “After takeoff checklist”

34
Q

“Go around, flaps 15, check thrust” - What do you do to initiate this process?

A

Push the TO/GA switches.

35
Q

You have the auto throttles off. “Go around, flaps 15, check thrust.” You hit the TO/GA button and then what with the throttles?

A

Manually set the power to the “green caret” (N1 reference bug).

36
Q

On a go around, what would happen if you asked the PM to engage auto throttles?

A

Turning on Auto Throttles set N1 thrust

37
Q

You have the auto throttles ON. “Go around, flaps 15, check thrust.” You hit the TO/GA button and then what happens with the throttles?

A

a) 1 click of TO/GA sets “slow around” (1000-2000 fpm climb): FMA = GA
b) 2 clicks of TO/GA sets GA thrust (“green caret”): FMA = N1

38
Q

During a single channel approach (ie a Cat I ILS) what happens to the auto pilot if TO/GA is selected? What about auto throttles?

A

*Auto pilot disconnects
*1 click of TO/GA auto throttles set “slow around” (1000-2000 fpm climb)
*2 clicks of TO/GA auto throttles sets GA thrust (“green caret”)

39
Q

On a localizer approach, what should you do during set up with regards to the FAF?

A

Put 2 and 4 mile range rings around it just like for a RNAV approach.

40
Q

The published MDA for a localizer is 480 feet. What do you dial in for your baro-bug?

A

530’
MDA (must do addition): 480+50 = 530

41
Q

When you are cleared for a localizer approach, what altitude do you put in the MCP window?

A

The FAF altitude.

42
Q

For ease of calculations, you’re on the approach and get an updated wind from tower. What can you do with this information with regards to the target speed?

A

For ease of calculations, after landing distance has been assessed, one half the reported steady winds may be used instead of calculating the headwind component.

43
Q

What should you be thinking about for an overweight landing?

A

*Flaps 30
*Longest runway
*Land at the 1000 foot marker
*Maximum reverse thrust
*Use the whole runway, don’t make an early turnoff

44
Q

You decide you need to do an overweight landing. Where can you find the parameters?

A

FM > Performance > Non-Normal Performance General

45
Q

What is the gouge for high-speed aborts and caution lights?

A

If it’s yellow stay mellow
High speed rejected takeoffs for amber lights not normally necessary or appropriate

46
Q

Rejected Takeoff Considerations at or above 100 knots

A
  • Engine failure
  • Any fire condition
  • Unsafe (1)/unable to fly
  • PWS warning or caution
    (1) A tower call or runway status lights of a runway incursion is an unsafe to fly indication
47
Q

What does the captain do for a rejected takeoff?

A
  • “Reject” or “Reject, I have the aircraft”
  • Throttles - Idle
  • Auto Throttle - Disengage
  • Speedbrake - raise
  • Thrust reverser - deploy
  • > 90 kts = autobrakes; < 90 kts = manual brakes
    “Idle, off, boards, cans”
48
Q

What does the FO do for a rejected takeoff?

A
  • Back up captain
  • “80 knots” call
  • Tell tower
  • “Remain seated, remain seated” PA
49
Q

You reject the takeoff due to a left engine fire. Which checklist do you start with?

A

Rejected takeoff checklist -… the engine failure / engine fire / APU fire procedures are integrated into this checklist.

50
Q

CAUTION: VNAV shall not be armed on the ground if the engine failure procedure for the takeoff runway contains conditions requiring either of the following:

A
  • The completion of a turn to a specified heading BEFORE accelerating.
  • Becoming established on a defined lateral course before accelerating.
51
Q

If the engine fails on the side of the MA, what happens? What is the implication?

A

The electrical interruption of an engine failure will change the MA to the other side. If the MA swaps to the other side the VOR/LOC will take commands from NAV2 and the other course selector. So you have to have the other guy set up the way you want it.

52
Q

Engine Failure on Takeoff After V1 (HDG SEL and TO/GA)

A
  • “Engine failure”
  • “V1, rotate”
  • nose up to 10 degrees
  • “positive rate, gear up”
  • @400’ “HDG SEL”
  • @800’ lower the nose to accel (no more than +300 fpm) “Set clean maneuvering speed”
  • flaps on schedule
  • at clean man spd: “Set max continuous thrust”
53
Q

Engine Failure on Takeoff After V1 (LNAV/VNAV)

A
  • “Engine failure”
  • “V1, rotate”
  • nose up to 10 degrees
  • “positive rate, gear up”
  • LNAV engages at 50 feet BUT won’t limit AOB to 15 degrees
  • @400’ “LNAV” or “HDG SEL” and VNAV engages
  • @800’ lower the nose to accel (no more than +300 fpm) no call
  • flaps on schedule
  • at clean man spd: “Set max continuous thrust”
54
Q

What are the bank angle limits for an engine failure on takeoff scenario?

A

15 degrees AOB < V2 + 15 kts
@ V2 + 15 kts or greater 30 degrees AOB or flight director guidance

55
Q

For an engine failure on takeoff, where will you probably get to V2+15 ?

A

After acceleration altitude as you lower the nose to accelerate.

56
Q

What does the vertical flight director command for an engine failure?

A

Initially commands V2 for engine failure. The FMA will initially show TO/GA until 400’ then VNAV SPD

57
Q

SFO V1 Cut Rwy 28R

A

@ 400’: “Heading select”
@2 DME: turn to heading 310 degrees using 15 deg AOB and arm VOR/LOC
@813’: VNAV accelerate to CMS, flaps on schedule and at CMS “Set Max Continuous Thrust”

58
Q

If you are going to do an LNAV/VNAV cold weather correction, what must you do with regards to the arrival?

A

You must tell ATC all of the new altitude you’ll be using on approach.

59
Q

Do you say “reduced” or “reduced EPR”?

A

“Reduced”

60
Q

As pilot flying, while you do the windshear escape bold face, what should the PM be doing?

A

Calling “Windshear Escape” to ATC

61
Q

What do you have to be careful with doing an “upset recovery” on approach?

A

You may be WELL below maneuvering speed.

62
Q

What is the CB Trucker rule for RNAV RNP set up?

A

“10-4-100” Good Buddy
10 mile scale
Prog 4 page up (PM)
Altimeters within 100 feet

63
Q

For a reject takeoff, what is the technique for utilizing the autobrakes?

A

Don’t override the autobrakes UNTIL it is an appropriate time to takeover. LET the autobrakes to their thing on a high speed reject.

64
Q

What is the United mantra on dealing with emergencies?

A

Fly the aircraft - silence the warning - confirm the emergency

65
Q

If you are single engine, what flaps setting should you be thinking about in the pattern?

A

Downwind: Flaps 1
Base: Flaps 5

66
Q

How much rudder trim should you put in after an engine failure on takeoff?

A

3 - 5 potatoes

67
Q

To emergency stop our aircraft on takeoff, what term does United use?

A

“Reject”

68
Q

For a nose low upset, what is commonly missed?

A

Not coming back on the thrust.

69
Q

What is T.E.S.T

A

Type of emergency
Evacuation
Special instructions
Time until landing

70
Q

How must you modify your scan during a single engine?

A

You must keep the “ball” in your scan

71
Q

When you reach the deferred items in the checklist, what is that a good time to do?

A

[] [] [] []
Tell Flight attendants
Tell passengers
Tell ATC
Tell company

72
Q

On day 2 of CQT & MV, what type of engine emergency do you get? What is the implication?

A

You get an engine failure, NOT an engine fire.
SO, you must go to the index (NOT the QRC) and go to engine failure
Page 1 > Index > E > Engine Failure or Shutdown (pick MAX or NG)

73
Q

Why do you turn the bleeds off for a single engine emergency?

A

So you have more thrust for a single engine go around.

74
Q

What flap setting should you use for a single engine go around?

A

Flaps 1

75
Q

When you come up with your single engine go around gameplan, who must you inform?

A

Let ATC know what you will be doing for a Single Engine missed approach

76
Q

What should you limit the AOB to when you are single engine?

A

15 degrees AOB

77
Q

When you are cleared for the approach, what should you do?

A

Select approach.

78
Q

When you are hand flying, what is the correct call to get the PM to manipulate the eyebrow panel to start slowing down?

A

“Flaps _____, set speed _____.”

79
Q

During a rejected takeoff, what must the First Officer verify with regards to the captain’s actions?

A

In the event the speedbrakes are not deployed, the First Officer will announce “Speedbrakes”

80
Q

What is the biggest takeaway from all of the V1 cuts and the whole CQT & MV? What would be 2nd?

A

Step on the ball to keep the ball centered.
Don’t go beyond 15 degrees AOB

81
Q

At 1000 feet AGL on approach, what call do you make?

A

“1000”
(not 1000 feet)

82
Q

When are gusts reported on a METAR?

A

Generally when the peak wind speed reaches at least 16 knots and the variation in wind speed between the peaks and average wind is at least 9 to 10 knots.

The U Official 73 (19 decks)

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