Brainscape's Knowledge GenomeTM

Browse over 1 million classes created by top students, professors, publishers, and experts.


See full index

B788-9 > Cruise - Descent - Approach - Land > Flashcards

Cruise - Descent - Approach - Land Flashcards

1
Q

Standardized Descent Speed

A

At domestic stations and most international stations, descend using the following
• Cruise mach to the 290 knots crossover altitude.
• 290 knots to 10,000 feet.
• 250 knots below 10,000 feet.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
2
Q

Holding Flaps

A

Hold in clean configuration if possible. Using flaps 1 during holding uses approximately 5% more fuel than flaps up.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
3
Q

Standard Landing assessment when

A

If the Usable Landing Length is 8000 feet or longer and field elevation is 3000 feet or below, provided
• Expected braking action is GOOD or better
• Landing weight is less than structural limit
• Flaps 25 or 30
• No tail wind
• No MEL/CDL items that affect landing performance.
Otherwise, check landing performance using non-standard assessment procedures.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
4
Q

Autoland capability may be used with flaps?

Engines?

A

flaps 20, 25, or 30, or with One Engine Inoperative.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
5
Q

To use non-ILS approach procedures when is AP and FD for pilot flying required

A

AP and FD for PF is required for vis less

than 1000/3 or RNP less than 0.3.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
6
Q

To use non-ILS approach procedures contained in this section, the approach must be selected from

A

the FMS nav database and the MAP mode must be available and selected.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
7
Q

To use non-ILS approach procedures What vertical mode may be used on approach?

A

Approaches can be flown using IAN,

VNAV, V/S, or FPA pitch modes. The use of FLCH is not recommended after the FAF on ANY approach.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
8
Q

When is Baro/DH set for minimums?

A

Baro - Non ILS DA/MDA/DDA, CAT-I DA

DH - SA CAT-I, CAT-II, CAT-III LAND2, CAT-III LAND3 Zero or DH if required

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
9
Q

What are the 5 possible CATIII minimums?

RVR-AFDS-MINS-Alert?

A 
600-Land2-50DH-None
600-Land3-NoDH-100Alert
600-Land3-DH-None
300-Land3-NoDH-100Alert
300-Land3-DH-None
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
10
Q

Is Holding with flaps allowed?

A

If the FMC holding speed is greater than the ICAO or FAA maximum holding speed, holding may be conducted at flaps 1, using flaps 1 maneuver speed. Flaps
1 uses approximately 5% more fuel than flaps up.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
11
Q

Non-ILS approaches are defined as:

A
  • RNAV (RNP) AR
  • RNAV (GPS/GNSS)
  • LOC, LOC BC, LDA, SDF,
  • VOR
  • NDB
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
12
Q

Under FAA criteria: the 787 is classified as a Category?

A

Category “D” airplane.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
13
Q

Raw data must be monitored on VOR approaches if

A

the navigation database is out of date.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
14
Q

Both pilots will use the HUD (if operative) during all approaches when the

A

visibility is less than 4000 RVR (1200m) or 3/4 mile

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
15
Q

The autopilot and flight director for the pilot flying must be operable and used when the reported ceiling is ___ or the visibility is ___

A

1000 feet AGL or the visibility is less than 3 sm (1000/3)

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
16
Q

Non-ILS - Continue approach and disengage autopilot (if engaged) no lower than

A

135 feet AGL and maintain stabilized approach to touchdown.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
17
Q

RNAV (GPS/GNSS) Approach Requirements

The minimum RNAV (GPS/GNSS) approach is

A

RNP 0.30.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
18
Q

RNP(s) below 0.30 will require anh.

A

ANP Prediction from Dispatc

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
19
Q

The maximum airspeed on the final approach segment of an RNAV (RNP) approach is

A

180 knots.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
20
Q

Are engine inoperative approaches are authorized (IAN)?

A

Note: Dual engine or engine inoperative approaches are authorized (IAN).

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
21
Q

IAN may not be used (3)

A

circling approaches, or a runway alignment

greater than 30° from the Final Approach Course (FAC), or approaches that include a course change over the FAF.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
22
Q

Direct to modifications are not permitted when:

A
  • the fix is the beginning of an RF leg

* the fix is the Final Approach Fix (FAF) for the procedure

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
23
Q

For localizer based approaches with the glide slope out or unreliable, select

A

the G/S prompt OFF on the APPROACH REF page to ensure the FMC generated glide path is flown.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
24
Q

Use of IAN for RNAV RNP Approaches

A

IAN may be used for the final approach segment of RNAV RNP approaches with a single course from the IF to the MAP. LNAV/VNAV must be used for RNAV(RNP) approaches with RF legs between the glide path intercept waypoint and the MAP.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
25
Q

MDA may be used as a DA (no add) if in VNAV PTH or G/P and the approach has a coded GP in any of the following three situations (3):

A
  • Ball note reads: “Only authorized operators may use VNAV DA in lieu of MDA”, or
  • Runway has a published ILS approach (applies when conducting an ILS with the glideslope inoperative or a LOC approach), or
  • Runway has a VASI or PAPI.

In all other cases, set a Derived Decision Altitude (DDA), equal to the published MDA + 50 feet.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
26
Q

The Captain will fly the approach and landing (less than 1800RVR).
An autoland is required for all

A

SA CAT I, SA CAT II, CAT II and CAT III approaches.

27
Q

When flying Special Authorization (SA) Category I approaches

A

(DH as low as 150feet and landing minima as low as RVR1400 to approved runways without a TDZ, RCL and/or ALSF-2 lights), an autoland is required.

28
Q

SA CAT I - With RVR as low
SA CAT II - with RVR as low
CAT II - With RVR as low
CAT III - With RVR as low

A

SA CAT I - With RVR as low as 1400 (475m) - LAND 2 (fail passive) or LAND 3 (fail operational), requires a DH SA CAT II - with RVR as low as 1200 (500 m) - LAND 2 (fail passive) or LAND 3 (fail operational), requires a DH
CAT II - With RVR as low as 1000 (300 m) - LAND 2 (fail passive) or LAND 3 (fail operational), requires a DH as CAT III - With RVR as low as 600 (175 m)
• LAND 2 (fail passive), requires a 50’ DH
• LAND 3 (fail operational), requires an AH of 100’ RA unless a DH is published.
CAT III - With RVR as low as 300 (75 m) - LAND 3 (fail operational), requires an AH of 100’ RA unless a DH is published.

29
Q

Personal Electronic Devices - Prior to anticipated CAT II / III approaches,

A

the Captain will make a PA in conjunction with the Sterile Cockpit chime.

30
Q

Autoland Call out(s) the AFDS status annunciation:

A

“LAND 2 ” or “LAND 3 ” on the PFD or HUD when displayed (1500 ft AFL but no later than 500 ft).
Call out – “300” RA (FO).

31
Q

start movement of the reverse thrust levers to

reach the reverse idle detent before taxi speed.

A

By 60 KIAS, start movement of the reverse thrust levers to reach the reverse idle detent before taxi speed. After the engines are at reverse idle, move the reverse thrust levers to full down.

32
Q

EFB/APP (QRH) Landing Performance Assessment required for

A

Runways less than 8,000ft, elevation above 3000ft, MEL or CDL, adverse weather with braking action less than Good, landing weight above structural limit,
flaps less than 25, or a tail wind.

33
Q

Use wet runway landing performance data when visibility is less than

A

4000 RVR

or 3/4 mile.

34
Q

Avoid using the landing gear for increased drag above

A

200 knots. This minimizes passenger discomfort and increases gear door life.

35
Q

Crosswind Component - If more than one condition applies, observe the most restrictive.
Runway Max Demonstrated
Braking Action Fair
Braking Action Poor

A

Runway Max Demonstrated - 33 kts 35 kts
Braking Action Fair - 15 kts
Braking Action Poor - 10 kts

36
Q

Crosswind Component Visibility

Less than 4000 RVR (1200m) or 3/4 mile -

A

15 kts

37
Q

Sideslip only (zero crab) landings are not recommended with crosswind

A

components in excess of 25 knots.

38
Q

The use of the autopilot is recommended with less than

A

4000 RVR (1200m) or 3/4 mile visibility.

39
Q

The autopilot and the Pilot-Flying flight director are required for all non-ILS approaches when the weather is less than ____and RNAV (RNP) when

A

1000/3 and all RNAV (RNP) approaches below RNP 0.3* (when approved).

40
Q

Autobrakes are recommended when landing _____ and must be used

A

with gusty winds or crosswinds. MUST BE

USED (3 or 4) if operable for all AUTOLANDS.

41
Q

If a manual landing is planned with the autothrottle connected in gusty or high wind conditions, consider positioning the command speed to

A

VREF +10 knots. This helps protect against a sudden loss of airspeed during the flare.

42
Q

A stabilized approach must be established before descending below the following minimum stabilized approach heights:

A

• IMC – 1000 feet AFL
• VMC – 500 feet AFL.
To limit configuration changes at low altitude, the airplane must be in landing configuration by 1000 feet AFL (gear down and landing flaps, as technique plan to have configured at 1500ft).

43
Q

A stabilized approach with normal bracketing - the airplane must be:

A 
• At Approach Speed (Target)
– Minimum: Target - 5 knots
– Maximum: Target + 10 knots.
• On the proper flight path at the proper sink rate.
• At stabilized thrust (spooled up).
44
Q

Deviation Callouts:
AIRSPEED
SINK RATE

A 
Callout – “AIRSPEED” with landing flaps, anytime airspeed is:
• Less than Target - 5 knots
• More than Target + 10 knots
Callout – “SINK RATE ”
• When below: If descent rate exceeds:
2000 ft 2000 fpm
1000 ft 1000 fpm
• Inside FAF: 1000 fpm
45
Q

Deviation Callouts:

ON FINAL

A
  • “Glide Slope” – when greater than 1/2 dot
  • “Localizer” – when greater than 1/3 dot
  • “Path” – any VNAV path deviation
  • “Track” – any lateral track deviation.
  • “VOR” – when greater than 2°
46
Q

Touchdown Zone / Touchdown Point

A

The desired Touchdown Point is within the first 1000 to 2000 feet beyond the landing threshold. Aircraft must touch down in the first third of the usable landing surface, but in no case more than 3000 feet down the usable landing surface. If this is not accomplished, a go-around must be executed.

47
Q

787-8 TOGA Thrust is limited to

787-9 TOGA Thrust is limited to

A

-8?

10 minutes of operation.

48
Q

When both of the following exist, do an engine run-up to minimize ice build-up:

A

• OAT is 3°C or below
• visible moisture
Run-up to a minimum of 40% N1 for at least 5 seconds duration at intervals no greater than 60 minutes. If high engine vibration indications occur, a run-up to 50% N1 may be done.

49
Q

If taxi-in occurs when both of the following exist and an engine run-up is not done,

A

make an entry of the taxi-in time without an engine run-up in the AML**:

50
Q

a series of flight control self-tests are run.

A

After landing with flaps and speed brakes retracted and ground-speed less than 30 knots, The first series of
tests require hydraulic power to be on, and take approximately 90 seconds to complete.

51
Q

Engine Cool down recommendations:

A

• Run the engines for at least 3 minutes*.

52
Q

The APU or External Power must remain ON unless the

A

Electrical Power Down supplementary procedure is accomplished.

53
Q

Do not LOAD or RELOAD uplinked wind data if the ETA to the next waypoint

A

within three minutes.

54
Q

FUEL Balancing procedure during Taxi

A

There is no procedure for Balancing Fuel during TAXI

55
Q

CAUTION: Do not use engine anti-ice when

A

OAT (on the ground) is above 10°C. Do not use engine or wing anti-ice when displayed TAT (in-flight)
is above 10°C.

56
Q

During operations in icing conditions when the OAT is <3° C, the Captain or First Officer will

A

visually inspect the engine to determine if it needs to be manually deiced. If required, request engine deicing before start.

57
Q

During the hydraulic panel preflight, if all electric pump selectors are found selected ON and the APU is running,

A

maintenance personnel may have performed a maintenance procedure for cold weather hydraulic
system warm-up.

58
Q

If the fuel temperature is less than or equal to -28 degrees C, and if the electric hydraulic pump selectors are in the AUTO or OFF
position for more than 10 minutes prior to engine hydraulic pump operation,

A

notify maintenance personnel.

59
Q

Engine anti-ice must be selected ON immediately after both engines are
started and remain on during all ground operations when

A

icing conditions
exist or are anticipated, except when the temperature is below -40°C
OAT.

60
Q

Icing conditions exist when

A

OAT (on the ground) or TAT (in-flight) is 10°C
or below, and any of the following exist:
• visible moisture (clouds, fog with visibility of one statute mile (1600 m) or less, rain, snow, sleet, ice crystals, and so on) is present, or
• ice, snow, slush, or standing water is present on the ramps, taxiways, or runways.

61
Q

CAUTION: Do not use engine anti-ice when OAT is above

A

10°C (of 15°C if manual).

62
Q

Manual Anti-Ice Operation - Initial Climb

A

When TAT is 10°C or less, wing and engine anti-ice must be ON before entering icing conditions. DO NOT USE if TAT is above 15°C.
When TAT is 15°C or less, and greater than 10°C and visible moisture is present, engine and wing anti-ice must be ON. If performance permits, selecting
engine and wing anti-ice ON may be delayed to 1500 feet AGL during climb, but
no later than 2500 feet AGL.

63
Q

Manual Anti-Ice Operation - In-Flight

A

When TAT is 15°C or less and visible moisture is present, engine and wing antiice
must be ON.

64
Q

De-icing can take place with the engines

A

running at idle or shut down, as determined by local station procedures and de-icing crews
Note: The APU may be operated during de-icing.

B788-9 (15 decks)

Brainscape helps you reach your goals faster, through stronger study habits.
© 2024 Bold Learning Solutions. Terms and Conditions