FCTM Flashcards
Minimum maneuver speed (amber band)
the minimum maneuver speed is the slowest speed that provides full maneuver capability, 1.3g or 40° of bank (25° of bank and 15° overshoot) to stick shaker.
As airspeed is decreased below the top of the amber band, maneuver capability decreases. In 1g flight, the speed in the middle of the amber band provides adequate maneuver capability or 30° of bank (15° of bank and 15° overshoot). The speed at the bottom of the amber band (top of the red and black tape) corresponds to stick shaker activation for the current g load.
Reduced maneuver margin?
The term “reduced maneuver margin”, when used in reference to anti-ice systems, means that the stall warning logic adjusts stick shaker to a lower angle of attack. This results in a higher stick shaker speed and a higher minimum maneuver speed. Flap retraction and extension speeds are not affected by the use of anti-ice systems, therefore maneuver margin is reduced.
Maximum wind adjustment?
When making adjustments for winds, the maximum approach speed should not exceed VREF + 15 knots or landing flap placard speed minus 5 knots, whichever is lower
Wind adjustment with tailwind?
Do not apply wind additives for steady tailwinds or tailwind gusts. Set command speed at VREF + 5 knots (autothrottle connected or disconnected).
Define V2 and V2+15
V2 is the minimum takeoff safety speed and provides at least 30° bank capability (15° + 15° overshoot) for all takeoff flaps.
V2 + 15 knots provides 40° bank capability (25° + 15° overshoot) for all takeoff flaps.
FMC Route Verification Techniques
The crew should always compare:
- the filed flight plan with the airways and waypoints entered on the ROUTE pages
- the computer flight plan total distance and estimated fuel remaining with the FMC-calculated distance to destination and the calculated fuel remaining at destination on the PROGRESS page.
Rudder trim techniques
The primary technique uses rudder trim only to level the control wheel and is an acceptable and effective method for trimming the airplane. It is approximately equal to a minimum drag condition. This technique is usable for normal as well as many non-normal conditions.
Alternate:
trim the rudder in the direction corresponding to the down (low) side of the control wheel until the bank indicates level (no bank angle indicated on the bank pointer). Apply rudder trim incrementally, allowing the bank to stabilize after each trim input. Large trim inputs are more difficult to coordinate. The airplane is properly trimmed when the bank angle on the bank pointer indicates zero. If the airplane is properly rigged, the control wheel should indicate approximately level. The resultant control wheel condition indicates the true aileron (roll) trim of the airplane being used by the autopilot.
FMC Performance Predictions
FMC fuel predictions are based on a clean configuration at normal thrust settings. Fuel consumption may be significantly higher than predicted in other configurations. Fuel consumption can be significantly different than predicted when operating at a reduced thrust setting
Autothrottle Use
Autothrottle use is recommended during takeoff and climb in either automatic or manual flight. During all other phases of flight, autothrottle use is recommended only when the autopilot is engaged in CMD. During engine out operations, Boeing recommends disconnecting the autothrottle and keeping the throttle of the inoperative engine in the CLOSE position. This helps the crew recognize the inoperative engine and reduces the number of unanticipated thrust changes.
LVL CHG vs VSPEED
LVL CHG is the preferred mode for altitude changes of 1,000 feet or more. V/S is preferred if the altitude change is less than 1,000 feet. If unplanned speed or altitude restrictions are imposed during the arrival, the continued use of VNAV may induce an excessive workload. If this occurs, use LVL CHG or V/S as appropriate.
AFDS Mode Control Panel Faults
If an AFDS anomaly is observed where individual pilot-selected AFDS modes are not responding normally to MCP switch selections, attempt to correct the problem by disengaging the autopilot and selecting both flight director switches to OFF. This clears all engaged AFDS modes. When an autopilot is re-engaged or a flight director switch is selected ON, the AFDS default pitch and roll modes should engage. The desired AFDS pitch and roll modes may then be selectable.
Pilot Incapacitation
Failure of any crewmember to respond to a second request or a checklist response is cause for investigation.
Crew Action Upon Confirming Pilot Incapacitation:
- after ensuring the airplane is under control, engage the autopilot to reduce workload
- declare an emergency
- use the cabin crew (if available). When practical, try to restrain the incapacitated pilot and slide the seat to the full-aft position. The shoulder harness lock may be used to restrain the incapacitated pilot
- flight deck duties should be organized to prepare for landing
- consider using help from other pilots or crewmembers aboard the airplane.
Moderate to Heavy Rain, Hail, or Sleet recommendations
The airplane is designed to operate satisfactorily when maximum rates of precipitation are encountered. However, flight into moderate to heavy rain, hail, or sleet could adversely affect engine operations and should be avoided, whenever possible. If moderate to heavy rain, hail, or sleet is encountered, reducing airspeed can reduce overall precipitation intake.
The Supplementary Procedure recommends that the crew should consider starting the APU, if available, because it provides quick access to backup electrical and pneumatic sources.
Turbulent air penetration recommendations
During manual flight, maintain wings level and smoothly control attitude. Use the attitude indicator as the primary instrument. In extreme updrafts or downdrafts, large altitude changes may occur. Do not use sudden or large control inputs. After establishing the trim setting for penetration speed, do not change pitch trim. Allow altitude and airspeed to vary and maintain attitude.
Maneuver at bank angles below those normally used. Set thrust for penetration speed and avoid large thrust changes. Flap extension in an area of known turbulence should be delayed as long as possible because the airplane can withstand higher gust loads with the flaps up.
Taxi with anti skid inoperative
With antiskid inoperative, tire damage or blowouts can occur if moderate to heavy braking is used. With this condition, it is recommended that taxi speed be adjusted to allow for very light braking.
Takeoff Flap Setting
For takeoffs, when conditions permit, consider using larger flap settings to provide shorter takeoff distance. Larger flap settings also provide greater tail clearance.
Minimum tail clearance flaps 1, 5 & 10
33, 51, 58
Tail strike pitch attitude?
11 degrees
Light weight take off recommendation
At light weight and aft CG, use of reduced thrust and rolling takeoff technique is recommended whenever possible. The rudder becomes effective between 40 and 60 knots.
Crosswind Takeoff technique
Engine surge can occur with a strong crosswind or tailwind component if takeoff thrust is set before brake release. Therefore, the rolling takeoff procedure is strongly advised when crosswinds exceed 20 knots or tailwinds exceed 10 knots.
Gusty wind take off guidelines
The use of a higher takeoff thrust setting reduces the required runway length and minimizes the airplane exposure to gusty conditions during rotation, liftoff, and initial climb.
To increase tail clearance during strong crosswind conditions, consider using a higher VR if takeoff performance permits.
This can be done by:
- using improved climb takeoff performance
- increasing VR speed to the performance limited gross weight rotation speed, not to exceed actual gross weight VR + 20 knots. Set V speeds for the actual gross weight. Rotate at the adjusted (higher) rotation speed. This increased rotation speed results in an increased stall margin, and meets takeoff performance requirements.
Reduced take off thrust (atm)
Reduced takeoff thrust (ATM) may be used for takeoff on a wet runway if approved takeoff performance data for a wet runway is used. However, reduced takeoff thrust (ATM) is not permitted for takeoff on a runway contaminated with standing water, slush, snow, or ice.
At any time during takeoff, thrust levers may be advanced to the full rated takeoff thrust.
Difference between TO/GA below and above 800ft?
When the airplane is below 800 feet RA, full GA N1 can be determined by pushing a TO/GA switch a second time. This will set the reference N1 bugs for full GA thrust. When the airplane is above 800 feet RA, pushing a TO/GA switch advances the thrust levers to full GA thrust.
What is Improved Climb Performance Takeoff?
When not field length limited, an increased climb limit weight is achieved by using the excess field length to accelerate to higher takeoff and climb speeds. This improves the climb gradient, thereby raising the climb and obstacle limited weights. V1, VR and V2 are increased and must be obtained from dispatch or by airport analysis.
At what speed rudder becomes effective?
The rudder becomes effective between 40 - 60 knots
How is take off field length determined?
The takeoff field length is the longest of the following:
- the distance required to accelerate with all engines, experience an engine failure 1 second prior to V1, continue the takeoff and reach a point 35 feet above the runway at V2 speed. (Accelerate-Go Distance).
- the distance required to accelerate with all engines, experience an event 1 second prior to V1, recognize the event, initiate the stopping maneuver and stop within the confines of the runway (Accelerate-Stop Distance).
- 1.15 times the all engine takeoff distance required to reach a point 35 feet above the runway.
Whic devices are not considered for ASDA (acceleration stop distance)?
This distance includes the use of speedbrakes and maximum braking; it does not include the use of reverse thrust.
Low energy rejected take off?
At low speeds (up to approximately 80 knots), the energy level is low.
What happens if V speeds are not shown during take off?
In the absence of displayed V speeds, the PM should announce V1 and VR speeds to the PF at the appropriate times during the takeoff roll. The V2 speed should be displayed on the MCP and primary airspeed indicators. If neither pilot recalls the correct rotation speed, rotate the airplane 5 to 10 knots before the displayed V2 speed.
Auto throttle in a Rejected TO
If the takeoff is rejected before the THR HLD annunciation, the autothrottle should be disconnected as the thrust levers are moved to idle. If the autothrottle is not disconnected, the thrust levers advance to the selected takeoff thrust position when released. After THR HLD is annunciated, the thrust levers, when retarded, remain in idle. For procedural consistency, disconnect the autothrottle for all rejected takeoffs.
What speed is commanded by the FD after lift off?
Why is this speed important?
After liftoff, the flight director commands pitch to maintain an airspeed of V2 + 20 knots until another pitch mode is engaged.
V2 + 20 knots is the optimum climb speed with takeoff flaps. It results in the maximum altitude gain in the shortest distance from takeoff. Acceleration to higher speeds reduces the altitude gain.
VNAV armed for take off?
On airplanes with FMC U10.8 and later, VNAV, armed on the ground with the appropriate acceleration altitude entered, is the recommended pitch mode for takeoff. When armed for takeoff, VNAV engages at 400 feet AGL and provides AFDS management for acceleration, flap retraction and climb out. The VNAV profile and acceleration schedule is compatible with most planned departures.
With VNAV engaged, acceleration is automatically commanded. Retract flaps on schedule. Check that the thrust reference changes from TO to CLB (or any reduced climb mode) at the point selected on the takeoff reference page.
Autopilot engagement minimums?
The autopilot is FAA certified to allow engagement at or above 400 feet AGL after takeoff.
Flap retraction schedule
The minimum altitude for flap retraction is 400 feet.
During training flights, 1,000 feet AFE is normally used as the acceleration height to initiate thrust reduction and flap retraction.
During flap retraction, selection of the next flap position is initiated when reaching the maneuver speed for the existing flap position. Therefore, when the new flap position is selected, the airspeed is below the maneuver speed for that flap position. For this reason, the airspeed should be increasing when selecting the next flap position. During flap retraction, at least adequate maneuver capability or 30° of bank (15° of bank and 15° overshoot) to stick shaker is provided at the flap retraction speed. Full maneuver capability or at least 40° of bank (25° of bank and 15° overshoot) is provided when the airplane has accelerated to the recommended maneuver speed for the selected flap position.
Begin flap retraction at V2 + 15 knots, except for a flaps 1 takeoff. For a flaps 1 takeoff, begin flap retraction when reaching the flaps 1 maneuver speed.
Engine Failure Recognition
The airplane heading is the best indicator of the correct rudder pedal input. To counter the thrust asymmetry due to an engine failure, stop the yaw with rudder. Flying with lateral control wheel displacement or with excessive aileron trim causes spoilers to be raised.
Rotation one engine inoperative
With an engine inoperative, a smooth continuous rotation is also initiated at VR; however, the target pitch attitude is approximately 2° to 3° below the normal all engine pitch attitude resulting in a 12° to 13° target pitch attitude.
The rate of rotation with an engine inoperative is also slightly slower (1/2° per second less) than that for a normal takeoff, resulting in a rotation rate of approx 1.5° to 2.5° per second.
Initial Climb speedometer engine inoperative?
The flight director commands a minimum of V2, or the existing speed up to a maximum of V2 + 20 knots.
Immediate Turn after Takeoff - One Engine Inoperative
Limit bank angle to 15° until V2 + 15 knots. Bank angles up to 30° are permitted at V2 + 15 knots with takeoff flaps.
With LNAV engaged, the AFDS may command bank angles greater than 15°.
Minimum altitude Flap Retraction - One Engine Inoperative?
The minimum altitude for flap retraction with an engine inoperative is 400 feet AGL. During training, Boeing uses 1,000 feet AFE as a standard altitude to initiate acceleration for flap retraction.
Flaps Up - One Engine Inoperative
On airplanes with FMC U10.7 and earlier, after flap retraction and at or above flaps up maneuver speed, select LVL CHG, set maximum continuous thrust (CON) and continue the climb to the obstacle clearance altitude.
On airplanes with FMC U10.8 and later, after flap retraction and at or above flaps up maneuver speed, with VNAV engaged and flaps up the FMC commands a climb at flaps up maneuver speed. Set maximum continuous thrust (CON) and continue the climb to the obstacle clearance altitude. If VNAV is not engaged, select LVL CHG.
Reduced Thrust Climb
CLB 1?
CLB 2?
Engine service life may be extended by operating the engines at less than full climb rated thrust.
The FMC provides two reduced thrust climb selections on the N1 LIMIT page:
- CLB 1 is approximately a 10% derate of climb thrust
- CLB 2 is approximately a 20% derate of climb thrust.
Note: If rate of climb should drop below approximately 500 feet per minute, the next higher climb rating should be selected.
Economy Climb Schedule if FMC Data Unavailable?
- 250 knots/VREF 40 + 70 knots, whichever is higher - Below 10,000 feet
- 280 knots/0.78M - Above 10,000 feet
Maximum Rate Climb
• flaps up maneuver speed + 50 knots until intercepting 0.76M
Engine Inoperative Climb
The MOD ENG OUT CLB (ENG OUT CLB for FMC 10.3 and later) page displays the N1 for maximum continuous thrust, maximum altitude and the engine out climb speed to cruise altitude, or maximum engine out altitude.
If computed climb speeds are not available, use flaps up maneuver speed and maximum continuous thrust.
Three factors that define Maximum Altitude
- maximum certified altitude - the altitude determined during certification considering structural limit (limits on the fuselage), rapid descent capability, or other factors determined by the certifying authority
- thrust limited altitude - the altitude at which sufficient thrust is available to provide a specific minimum rate of climb.
- buffet or maneuver limited altitude - the altitude at which a specific maneuver margin exists prior to buffet onset. This altitude provides a g margin prior to buffet chosen by airline policy. The minimum margin available is 0.3g (40° bank) prior to buffet.
Operation at max altitude guidelines
For LNAV operation, the FMC provides a real-time bank angle limiting function. This function protects the commanded bank angle from exceeding the current available thrust limit. This bank angle limiting protection is only available when i n LNAV.
For operations other than LNAV, when operating at or near maximum altitude fly at least 10 knots above the lower amber band and use bank angles of 10° or less. If speed drops below the lower amber band, immediately increase speed by doing one or more of the following:
- reduce angle of bank
- increase thrust up to maximum continuous
- descend.
Factors to be careful with Optimum Altitude
The optimum (OPT) altitude shown on the CRZ page is determined based on aircraft gross weight and cruise speed in still air. When operating in the ECON mode, OPT altitude results in minimum trip cost based on the entered cost index.
OPT altitude calculation does not consider the effects of temperature deviations from standard day or sensed or forecast winds at altitude. Since OPT altitude only provides optimum performance in still air, when factoring winds, it may not be the best altitude for the aircraft to minimize cost or fuel.