FCOM 1 Flashcards
VNAV during departure, arrival, and approach, the MCP altitude can be set in such a way as to avoid unnecessary level-offs and reduce crew workload how ?
• For departure, set the highest altitude constraint
• For arrivals, set the lowest of the closely spaced altitude constraints or clearance altitude.
The Pilot making CDU change verifies magenta course becomes active and then says ?
LNAV AVAILABLE” (if applicable)
Who announces changes to the FMA ?
The pilot flying should announce changes on the FMA
If destination airport is high elevation when do we set the LANDING ALTITUDE ?
If destination airport is at high elevation, departure airport elevation should be set for takeoff and destination elevation should be set prior to top of descent.
What are some tasks required by the first officer to perform with the OPT ?
1.Weight data record form
2.LDG Dispatch for MAX landing weight at destination ( no reverser credit )
3.LDG en route performance data
Flights over how many hours require pilots enter winds aloft into the LEGS page ?
4 hours. Failure to enter enroute winds can result in flight plan time and fuel burn errors.
How much fuel do we enter for reserves ?
Domestic Rules: Enter Alternate plus 45 Minutes
International Rules: Enter Alternate plus Reserve Holding
Note: Do not enter “10 percent” international fuel into FMC RESERVES, unintentional “Insufficient Fuel” messages may be received.
When would we leave the speed restriction on the CDU climb page blank ?
If an assigned SID or departure airport requires acceleration to 250 knots “immediately” or “as soon as possible,” then leave the speed restriction blank.
What are the steps for a low altitude level off ?
Trigger :FMA shows ALT CAP
• immediately set the IAS/Mach speed window to a speed appropriate for flap retraction.
• engage the autothrottle SPD mode.
Do we call out which engine has failed?
The PM should not call out which engine has failed. The PF will identify the malfunction through the airplane flight characteristics and appropriate aircraft instruments.
Prior to 80 knots the takeoff should be rejected for any of the following:
• activation of the master caution
• system failure(s)
• unusual noise or vibration
• tire failure
• abnormally slow acceleration
• takeoff configuration warning
• fire or fire warning
• engine failure
• if a side window opens
• if the airplane is unsafe or unable to fly.
Above 80 knots and prior to V1, the takeoff should be rejected for any of the following:
A fire or fire warning
• engine failure
• if the airplane is unsafe or unable to fly.
After a Rejected takeoff what are appropriate items to consider
Completing appropriate memory items if required followed by checklist and possible evacuation checklist
Advising ATC where we are and what we need
Review Brake Cooling Schedule for brake cooling time and precautions before moving
What RVSM procedures must we follow prior to entering and while in RVSM airspace ?
Prior to entry into RVSM airspace, crosscheck the primary altimeters, which must agree within plus or minus 200’.
When changing levels above FL290, restrict the climb or descend rate to 1000 fpm when within 1000’ of cleared level (use V/S if needed )
Explain when we should use each autobrake setting ?
MAX AUTO: Used when minimum stopping distance is required. Deceleration rate is less than that produced by full manual braking
• 3 or 4: Used for wet or slippery runways, or when landing rollout distance is limited, or when visibility is reported at or below 4,000 RVR or 3/4 statute miles or if the crosswind exceeds 15 knots.
• 2: Used for routine operations. Recommended when field length is not a concern
• 1: Not recommended - cycles brakes and increase wear
• OFF: Normal aerodynamic forces and minimal braking are sufficient to slow or stop the aircraft. May be used if landing distance is not a factor or aircraft is expected to “roll to the end” before exiting the runway.
When is a takeoff alternate required ?
a takeoff alternate is required whenever departing in less than Category 1 weather conditions.
What is the max rate of climb and max angle ?
What’s important when asked for max rate ?
Angle = vref80
Climb = vref80+50
Remember below 10,000 is 250 knots
Reference: Boeing FCTM
If an assigned SID or departure airport requires acceleration to 250 kts “immediately,” “as soon as possible,” or “as rapidly as feasible,”
Climb at V2 + 15 to 25 kts to 1000’ AGL and then accelerate to 250 kts.
True or false :Cat 2 with land 2 or land 3 require visual reference with runway environment at or before decision height
Category II approaches with a LAND 2 or LAND 3 indication and Category III approaches with a LAND 2 indicated require that the Captain establish visual reference with the runway environment at or before arriving at Decision Height.
We can back up a visual approach how ?
- If available, load an ILS approach and use ILS guidance
- Load a Non-ILS and use lateral and vertical path guidance.
- Select a runway (no approaches in the database) and use the Runway
extension feature of the FMC. Add 50 to the TDZE as an altitude constraint. Follow lateral and vertical guidance, transitioning to PAPI/VASI as required.
Autobrakes should normally be used until the aircraft
slows to taxi speed (approximately 60kts), then manual braking used until exiting the runway
Missed Approach Requirements,” for Glide Slope and localizer deviation limits.
Glide Slope displacement 1/2 dot.
•PFD/EADI expanded localizer display flashing, (the 1/3 dot unexpanded localizer display limit has been exceeded.)
Wind shear escape maneuver
• Disconnect autopilot.
• Push either go–around switch.
• Aggressively apply maximum* thrust. • Disconnect autothrottle.
• Simultaneously roll wings level and
rotate toward an initial pitch attitude of 15°.
• Retract speedbrakes.
• Follow flight director GA guidance (if available)**
If A/C enters last 3000’ of runway above 80 kts., revert to…
If A/C enters last 3000’ of runway above 80 kts., revert to manual braking.
How do you reset the ASA status indicator in flight ?
during climb, cruise, or descent before selecting APP, disengage the autopilot and turn off both flight directors before resetting the ASA. The flight directors can then be turned back on and the autopilot re-engaged.
Procedure found in FCOM 1 supplemental procedures
After 50% N2 (767) on engine start what do you verify ?
Normal procedures fcom 1 says verify that the engine start selector moves to AUTO. If not, move the engine start selector to AUTO and follow appropriate non normal checklist for starter cutout
Cost index for the 767-200 and -300 ?
767-200 is 80 and -300 is 70.
Normal taxi speeds?
Normal taxi speed is approximately 20 knots, adjusted for conditions. On long straight taxi routes, speeds up to 30 knots are acceptable. 10 knots for turns or low visibility
