FCTM Flashcards
1
Q
Minimum maneuver speed (amber band)
A
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.
2
Q
Reduced maneuver margin?
A
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.
3
Q
Maximum wind adjustment?
A
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
4
Q
Wind adjustment with tailwind?
A
Do not apply wind additives for steady tailwinds or tailwind gusts. Set command speed at VREF + 5 knots (autothrottle connected or disconnected).
5
Q
Define V2 and V2+15
A
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.
6
Q
FMC Route Verification Techniques
A
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.
7
Q
Rudder trim techniques
A
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.
8
Q
FMC Performance Predictions
A
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
9
Q
Autothrottle Use
A
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.
10
Q
LVL CHG vs VSPEED
A
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.
11
Q
AFDS Mode Control Panel Faults
A
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.
12
Q
Pilot Incapacitation
A
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.
13
Q
Moderate to Heavy Rain, Hail, or Sleet recommendations
A
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.
14
Q
Turbulent air penetration recommendations
A
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.
15
Q
Taxi with anti skid inoperative
A
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.
16
Q
Takeoff Flap Setting
A
For takeoffs, when conditions permit, consider using larger flap settings to provide shorter takeoff distance. Larger flap settings also provide greater tail clearance.
17
Q
Minimum tail clearance flaps 1, 5 & 10
A
33, 51, 58
18
Q
Tail strike pitch attitude?
A
11 degrees
19
Q
Light weight take off recommendation
A
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.
20
Q
Crosswind Takeoff technique
A
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.
21
Q
Gusty wind take off guidelines
A
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.
22
Q
Reduced take off thrust (atm)
A
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.
23
Q
Difference between TO/GA below and above 800ft?
A
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.
24
Q
What is Improved Climb Performance Takeoff?
A
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.
25
At what speed rudder becomes effective?
The rudder becomes effective between 40 - 60 knots
26
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.
27
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.
28
Low energy rejected take off?
At low speeds (up to approximately 80 knots), the energy level is low.
29
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.
30
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.
31
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.
32
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.
33
Autopilot engagement minimums?
The autopilot is FAA certified to allow engagement at or above 400 feet AGL after takeoff.
34
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.
35
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.
36
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.
37
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.
38
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°.
39
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.
40
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.
41
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.
42
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
43
Maximum Rate Climb
• flaps up maneuver speed + 50 knots until intercepting 0.76M
44
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.
45
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.
46
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.
47
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.
48
Cruise Speed Determination
Cruise speed is automatically computed by the FMC and displayed on the CRZ page. It is also displayed by the command airspeed when VNAV is engaged. The default cruise speed mode is economy (ECON) cruise.
ECON cruise is a variable speed schedule that is a function of gross weight, cruise altitude, cost index, and headwind or tailwind component. It is calculated to provide minimum operating cost for the entered cost index. Entry of zero for cost index results in maximum range cruise.
Headwinds increase the ECON CRZ speed. Tailwinds decrease ECON CRZ speed, but not below the zero wind maximum range cruise airspeed.
49
Fuel burn for Enroute Climb
The additional fuel required for a 4,000 foot enroute climb varies from 135 to 225 kgs.
The fuel saved at higher altitude does not normally justify a step climb unless the cruise time of the higher altitude is approximately 20 minutes or longer.
50
Which factors may result in a higher fuel burn than originally planned?
The planned fuel burn can increase due to:
* temperature above planned
* a lower cruise altitude than planned
* cruise altitude more than 2,000 feet above optimum altitude
* speed faster than planned or appreciably slower than long range cruise speed when long range cruise was planned
* stronger headwind component
* fuel imbalance
* improperly trimmed airplane
* excessive thrust lever adjustments.
51
High Altitude High Speed Flight
The airplane exhibits excellent stability throughout the high altitude / high Mach range. Mach buffet is not normally encountered at high Mach cruise. The airplane does not have a Mach tuck tendency.
With Mach trim inoperative, the airplane exhibits a slight nose down trim change when accelerating to speeds approaching MMO, however, control force changes are light and easily managed. When the Mach trim system is operative, the nose down trim change is nearly imperceptible except by referencing the control column position.
52
Flight Control Sensitivity at High Speed and High Altitude
The airplane is significantly more sensitive in pitch response (load factor) to column movement at cruise than it is at lower speeds associated with takeoff and landing.
To avoid over-controlling the flight controls during high altitude high airspeed flight, smooth and small control inputs should be made after disengaging the autopilot.
53
Descent Path benefits?
An FMC path descent is the most economical descent method.
An FMC path descent is the most economical descent method.
54
How can we plan our descent for a required distance?
Proper descent planning is necessary to arrive at the desired altitude at the proper speed and configuration. The distance required for the descent is approximately 3 NM/1,000 feet altitude loss for no wind conditions using ECON speed. Rate of descent is dependent upon thrust, drag, airspeed schedule and gross weight.
55
Normal Descent Rates
Speed. Clean. Speedbrake
0. 78M / 280kt.........2200 fpm...... ...3100 fpm
250kt. ......................1700 fpm...........2300 fpm
VREF 40 + 70kt..... ..1100 fpm..........1400 fpm
56
Good crosscheck FL100?
A good crosscheck is to be at 10,000 feet AGL, 30 miles from the airport, at 250 knots.
57
Speed loss on flight level
Losing airspeed can be difficult and may require a level flight segment. For planning purposes, it requires approximately 25 seconds and 2 NM to decelerate from 280 to 250 knots in level flight without speedbrakes. It requires an additional 35 seconds and 3 NM to decelerate to flaps up maneuver speed at average gross weights.
Using speedbrakes to aid in deceleration reduces these times and distances by approximately 50%.
58
Speedbrake limitatons
In flight, do not extend the speedbrake lever beyond the FLIGHT detent.
The use of speedbrakes with flaps extended should be avoided, if possible. With flaps 15 or greater, the speedbrakes should be retracted. If circumstances dictate the use of speedbrakes with flaps extended, high sink rates during the approach should be avoided.
Speedbrakes should be retracted before reaching 1,000 feet AGL.
59
Flap setting on approach
Extend the flaps when in the terminal area and conditions require a reduction in airspeed below flaps up maneuver speed.
Normally select flaps 5 prior to the approach fix going outbound, or just before entering downwind on a visual approach.
60
Engine Icing During Descent
The use of anti-ice and the increased thrust required increases the descent distance. Therefore, proper descent planning is necessary to arrive at the initial approach fix at the correct altitude, speed, and configuration. The anticipated anti-ice use altitude should be entered on the DESCENT FORECAST page to assist the FMC in computing a more accurate descent profile.
61
Holding guidelines
Start reducing to holding airspeed 3 minutes before arrival time at the holding fix so that the airplane crosses the fix, initially, at or below the maximum holding airspeed.
Holding speeds in the FMC provide an optimum holding speed based upon fuel burn and speed capability; but are never lower than flaps up maneuver speed.
Maintain clean configuration if holding in icing conditions or in turbulence.
62
Holding Airspeeds Not Available from the FMC
Recommended holding speeds can be approximated by using the following guidance until more accurate speeds are obtained from the OM:
* flaps up maneuver speed approximates minimum fuel burn speed and may be used at low altitudes
* above FL250, use VREF 40 + 100 knots to provide at least a 0.3 g margin to initial buffet (full maneuver capability).
63
Airplane Approach Category
An aircraft approach category is used for straight-in approaches. The designated approach category for an aircraft is defined using the maximum certified landing weight as listed in the AFM. Under FAA criteria, the speed used to determine the approach category is the landing reference speed (VREF).
737-800 - 737-900ER
Airplanes are classified in one of two categories depending upon the operator's maximum certified landing weight.
Cat C IAS 121kt or more but less than 141 kt
Cat D 141 kt or more but less than 166 kt
64
Recommended Elements of a Stabilized Approach
All approaches should be stabilized by 1,000 feet AFE in instrument meteorological conditions (IMC) and by 500 feet AFE in visual meteorological conditions (VMC).
* the airplane is on the correct flight path
* only small changes in heading and pitch are required to maintain the correct flight path
* the airplane should be at approach speed. Deviations of +10 knots to – 5 knots are acceptable if the airspeed is trending toward approach speed
* the airplane is in the correct landing configuration
* sink rate is no greater than 1,000 fpm; if an approach requires a sink rate greater than 1,000 fpm, a special briefing should be conducted
* thrust setting is appropriate for the airplane configuration
* ILS and GLS approaches should be flown within one dot of the glide slope and localizer, or within the expanded localizer scale
* all briefings and checklists have been conducted.
65
Mandatory Missed Approach.
* a navigation radio or flight instrument failure occurs which affects the ability to safely complete the approach
* the navigation instruments show significant disagreement
* on ILS or GLS final approach and either the localizer or the glide slope indicator shows full deflection
* on an RNP based approach and an alert message indicates that ANP exceeds RNP
66
Flap Setting for Landing
For normal landings, use flaps 15, 30, or flaps 40. Flaps 15 is normally limited to airports where approach climb performance is a factor.
Flaps 30 provides better noise abatement and reduced flap wear/loads. When performance criteria are met, use flaps 40 to minimize landing speed, and landing distance.
67
Flap Extension
During flap extension, selection of the flaps to the next flap position should be made when approaching, and before decelerating below, the maneuver speed for the existing flap position.
The flap extension speed schedule varies with airplane weight and provides full maneuver capability or at least 40° of bank (25° of bank and 15° overshoot) to stick shaker at all weights.
Flight profiles should be flown at, or slightly above, the recommended maneuver speed for the existing flap configuration. These speeds approximate maximum fuel economy and allow full maneuvering capability (25° bank with a 15° overshoot).
68
Maneuver margin
Full maneuver margin exists for all normal landing procedures whenever speed is at or above the maneuver speed for the current flap setting.
At least adequate maneuver margin exists with flaps 15 at VREF 30 + 5 knots or VREF 40 + 5 knots during a go-around at go-around thrust.
69
Timing During Approaches
The probability of multiple failures that would result in timing being the only method of determining the missed approach point is remote.
Timing for instrument approaches is not necessary as long as there is no UNABLE REQD NAV PERF - RNP alert displayed.
70
When glide slope capture, heading to inbound course or missed app heading?
At localizer capture, select the heading to match the inbound course.
71
Intercepting Glide Slope from Above technique.
The following technique will help the crew intercept the G/S safely and establish stabilized approach criteria by 1,000 feet AFE:
* select APP on the MCP and verify that the G/S is armed
* establish final landing configuration and set the MCP altitude no lower than 1,000 feet AFE
* select the V/S mode and set -1000 to -1500 fpm to achieve G/S capture and be stabilized for the approach by 1,000 feet AFE. Use of the VSD (as installed) or the green altitude range arc may assist in establishing the correct rate of descent.
72
Delayed Flap Approach (Noise Abatement)
If the approach is not being conducted in adverse conditions that would make it difficult to achieve a stabilized approach, the final flap selection may be delayed to conserve fuel or to accommodate speed requests by air traffic control.
Intercept the glide slope with gear down and flaps 15 at flaps 15 speed. The thrust required to descend on the glide slope may be near idle. Approaching 1,000 feet AFE, select landing flaps, allow the speed to bleed off to the final approach speed, then adjust thrust to maintain it. Do the Landing checklist.
73
One engine inoperative approach guidelines
During a single autopilot or flight director (manual) approach, the pilot must use rudder pedal pressure to control yaw, followed by rudder trim to maintain an in-trim condition during the entire approach.
A centered control wheel indicates proper trim.
Note: Use of the autothrottle for an approach with an engine inoperative is not recommended.
Minimize thrust lever movements to reduce both asymmetry and speed changes. Airplane configuration changes require little thrust change until capturing the glide slope. Intercept the localizer with flaps 5 at flaps 5 speed.
When the glide slope is alive, lower the landing gear, extend flaps to 15, set final approach speed, and decelerate.
74
Engine Failure On Final Approach
If an engine failure should occur on final approach with the flaps in the landing position, the decision to continue the approach or execute a go-around should be made immediately.
If the approach is continued and sufficient thrust is available, continue the approach with landing flaps. If the approach is continued and sufficient thrust is not available for landing flaps, retract the flaps to 15 and adjust thrust on the operating engine.
Command speed should be increased to 20 knots over the previously set flaps 30 or 40 VREF. This sets a command speed that is equal to at least VREF for flaps 15 and is represented by the white colored bug on the airspeed tape.
Wind additives should be added as needed, if time and conditions permit.
If a go-around is required, follow the Go-Around and Missed Approach procedures except use flaps 15 initially if trailing edge flaps are at 30 or 40.
75
Use of the Autopilot During non ILS Approaches
Automatic flight is the preferred method of flying non-ILS approaches.
Automatic flight minimizes flight crew workload and facilitates monitoring the procedure and flight path. During non-ILS approaches, autopilot use allows better course and vertical path tracking accuracy, reduces the probability of inadvertent deviations below path, provides autopilot alerts and mode fail indications and enables lower RNP limits. Autopilot use is recommended until suitable visual reference is established on final approach.
76
Distance between downwind leg and runway in visual pattern?
2 nm
77
When is not possible a Go-Around after Touchdown?
Once reverse thrust is initiated following touchdown, a full stop landing must be made. If an engine stays in reverse, safe flight is not possible.
78
Go-Around and Missed Approach - One Engine Inoperative
If a missed approach is accomplished from a flaps 15 approach, use flaps 1 for the go-around flap setting. After TO/GA is engaged, the AFDS initially commands a go-around attitude, then transitions to maintain command speed as the rate of climb increases. The pilot must control yaw with rudder and trim. Some rudder pedal pressure may be required even with full rudder trim. Select maximum continuous thrust when flaps are retracted to the desired flap setting.
79
Engine Failure During Go-Around and Missed Approach
If an engine fails during go-around, perform normal Go-Around and Missed Approach procedures. Verify maximum go-around thrust is set. Maintain flaps 15, VREF 30 or 40 plus wind additive (5 knots minimum) speed and limit bank angle to 15° until initial maneuvering is complete and a safe altitude is reached.
Note: VREF 30 or 40 plus wind additive at flaps 15 may result in an airspeed that provides less than full maneuver margin (top of the amber band).
80
What is the recommended altitude of autopilot disengagement for a manual landing?
When a manual landing is planned from an approach with the autopilot engaged, the transition to manual flight should be planned early enough to allow the pilot time to establish airplane control before beginning the flare.
The PF should consider disengaging the autopilot and disconnecting the autothrottle 1 to 2 nm before the threshold, or approximately 300 to 600 feet above field elevation.
81
Landing flare guidelines
When the threshold passes out of sight under the airplane nose shift the visual sighting point to the far end of the runway. Shifting the visual sighting point assists in controlling the pitch attitude during the flare.
Maintaining a constant airspeed and descent rate assists in determining the flare point. Initiate the flare when the main gear is approximately 20 feet above the runway by increasing pitch attitude approximately 2° - 3°. This slows the rate of descent.
After the flare is initiated, smoothly retard the thrust levers to idle, and make small pitch attitude adjustments to maintain the desired descent rate to the runway.
Ideally, main gear touchdown should occur simultaneously with thrust levers reaching idle.
82
Smooth touchdown criteria
A smooth touchdown is not the criterion for a safe landing.
83
Bounced Landing Recovery
Thrust need not be added for a shallow bounce or skip. When a high, hard bounce occurs, initiate a go-around. Apply go-around thrust and use normal go-around procedures.
Do not retract the landing gear until a positive rate of climb is established because a second touchdown may occur during the go-around.
If higher than idle thrust is maintained through initial touchdown, the automatic speedbrake deployment may be disabled even when the speedbrakes are armed. This can result in a bounced landing. During the resultant bounce, if the thrust levers are then retarded to idle, automatic speedbrake deployment can occur resulting in a loss of lift and nose up pitching moment which can result in a tail strike or hard landing on a subsequent touchdown.
84
Nose up on landing roll
Holding the nose up after touchdown for aerodynamic braking is not an effective braking technique and results in high nose gear sink rates upon brake application and reduced braking effectiveness.
85
Speedbrakes after touchdown
If the speedbrakes are not raised after touchdown, braking effectiveness may be reduced initially as much as 60%, since very little weight is on the wheels and brake application may cause rapid antiskid modulation.
86
How to get minimum brake distance?
Speedbrakes fully deployed, in conjunction with maximum reverse thrust and maximum manual antiskid braking provides the minimum stopping distance.
87
Use of autobrakes
Use of the autobrake system is recommended whenever the runway is limited, when using higher than normal approach speeds, landing on slippery runways, or landing in a crosswind.
For normal operation of the autobrake system select a deceleration setting.
Settings include:
* MAX: Used when minimum stopping distance is required. Deceleration rate is less than that produced by full manual braking
* 3: Should be used for wet or slippery runways or when landing rollout distance is limited. If adequate rollout distance is available, autobrake setting 2 may be appropriate
* 1 or 2: These settings provide a moderate deceleration suitable for all routine operations.
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Braking with Antiskid Inoperative technique
* ensure that the nose wheels are on the ground and the speedbrakes are extended before applying the brakes
* initiate wheel braking using very light pedal pressure and increase pressure as ground speed decreases
* apply steady pressure.
* use minimum braking consistent with runway length and conditions to reduce the possibility of tire blowout
* do not pump the brakes - each time the brakes are released, the required stopping distance is increased. Also, each time the brakes are reapplied, the probability of a skid is increased.
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When is Reverse Thrust most effective?
At high speeds
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Overweight Landing
Use of flaps 30 rather than flaps 40 is recommended to provide increased margin to flap placard speed.
If stopping distance is a concern, reduce the landing weight as much as possible. At the captain’s discretion, reduce weight by holding at low altitude with a high drag configuration (gear down) to achieve maximum fuel burn-off.
During flap extension, airspeed can be reduced by as much as 20 knots below normal maneuver speeds before extending to the next flap position.
Do not carry excess airspeed on final.
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Difference between VMO and MMO
VMO is a structural limitation and is the maximum operating indicated airspeed. It is a constant airspeed from sea level to the altitude where VMO and MMO coincide. MMO is the structural limitation above this altitude. Sufficient thrust is available to exceed VMO in level flight at lower altitudes.
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Engine out Rudder and Lateral Control
Roll is usually the first indication of an asymmetric condition. Roll control (ailerons) should be used to hold the wings level or maintain the desired bank angle.
Stop the yaw by smoothly applying rudder at the same rate that thrust changes.
When the rudder input is correct, very little control wheel displacement is necessary. Refine the rudder input as required and trim the rudder so the control wheel remains approximately level.
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Landing Gear Extended Descent
The rapid descent is normally made with the landing gear up. However, when structural integrity is in doubt and airspeed must be limited, extension of the landing gear may provide a more satisfactory rate of descent.
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Resolution Advisory
RA maneuvers require only small pitch attitude changes which should be accomplished smoothly and without delay. Properly executed, the RA maneuver is mild and does not require large or abrupt control movements.
Remember that the passengers and flight attendants may not all be seated during this maneuver.
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Ditching Final
Maintain airspeed at VREF. Maintain 200 to 300 fpm rate of descent. Plan to touchdown on the windward side and parallel to the waves or swells, if possible.
To accomplish the flare and touchdown, rotate smoothly to touchdown attitude of 10° to 12°. Maintain airspeed and rate of descent with thrust.
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Engine Tailpipe Fire
* motoring the engine is the primary means of extinguishing the fire
* to prevent an inappropriate evacuation, flight attendants should be notified without significant delay
* communications with ramp personnel and the tower are important to determine the status of the tailpipe fire and to request fire extinguishing assistance
* the engine fire checklist is inappropriate because the engine fire extinguishing agent is not effective against a fire inside the tailpipe.
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Loss of Thrust on Both Engines
Accomplish memory items and establish the appropriate airspeed to immediately attempt a windmill restart.
There is a higher probability that a windmill start will succeed if the restart attempt is made as soon as possible (or immediately after recognizing an engine failure) to take advantage of high engine RPM.
If the windmill restart is not successful, an APU start should be initiated as soon as practical to provide electrical power and starter assist during follow-on engine start attempts.
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Crew Actions for a Bird Strike During Takeoff
If a bird strike occurs above 80 knots and prior to V1, and there is no immediate evidence of engine failure (e.g. failure, fire, power loss, or surge/stall), the preferred option is to continue with the take off followed by an immediate return, if required.
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Crew Actions for a Bird Strike During Approach or Landing
If the landing is assured, continuing the approach to landing is the preferred option.
If engine ingestion is suspected, limit reverse thrust on landing to the amount needed to stop on the runway.
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All Flaps Up Landing
The probability of both leading and trailing edge devices failing to extend is extremely remote. Training and evaluating to this condition is not required.
- consider reduction of airplane gross weight (burn off fuel) to reduce touchdown speed.
- Fly a wide pattern to allow for the increased turning radius required for the higher maneuver speed.
- Establish final approximately 10 NM from the runway.
- Maintain no slower than flaps up maneuver speed until established on final.
- The normal rate of descent on final is approximately 900 fpm
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Flap Extension using the Alternate System
Since the flaps extend more slowly when using the alternate system, it is recommended that the crew delay setting the new command speed until the flaps reach the selected position.
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Jammed or Restricted Flight Controlsrecognition
* unexplained autopilot disengagement
* autopilot that cannot be engaged
* undershoot or overshoot of an altitude during autopilot level-off
* higher than normal control forces required during speed or configuration changes.
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Manual Stabilizer Trim
Manual Stabilizer Trim If manual stabilizer trim is necessary, ensure both stabilizer trim cutout switches are in CUTOUT prior to extending the manual trim wheel handles.
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Diferencia entre pitot y static port bloqueado
Pitot bloqueado:
- take off roll: indicador de velocidad prácticamente en 0
- vuelo: independientemente de el régimen de ascenso, la IAS aumentará y actuará como un altímetro.
Static port bloqueado:
- Take off roll: velocidad normal.
- vuelo: la velocidad comenzará a descender llegando casi a 0
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Cargo Fire
Once the cargo fire suppression system is activated, the fire should be controlled for the duration of the flight.
Smoke may remain in or continue to be generated within the compartment until the fire is extinguished by fire personnel. Cargo compartment fire warning indications may extinguish, may remain illuminated or may extinguish and re-illuminate over the duration of the flight.
Continued indications of a cargo fire within the same compartment do not indicate the fire is uncontrolled. Small amounts of smoke can migrate into occupied areas of the airplane.
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Autothrottle ARM Mode
The autothrottle ARM mode is normally not recommended because its function can be confusing. The primary feature the autothrottle ARM mode provides is minimum speed protection in the event the airplane slows to minimum maneuver speed. Other features normally associated with the autothrottle, such as gust protection, are not provided. The autothrottle ARM mode should not be used with Non-Normal Checklists.
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Takeoff - General
The PF normally displays the takeoff reference page on the CDU. Display of the takeoff reference page allows the crew to have immediate access to V-speeds during takeoff in the event that V-speeds are inadvertently removed from the airspeed display.
The PM normally displays the LEGS page during takeoff and departure to allow timely route modification if necessary.
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Initiating Takeoff Roll
A rolling takeoff is recommended for setting takeoff thrust. It expedites the takeoff and reduces the risk of foreign object damage or engine surge/stall due to a tailwind or crosswind.
Flight test and analysis prove that the change in takeoff roll distance due to the rolling takeoff is negligible when compared to a standing takeoff.
A standing takeoff may be accomplished by holding the brakes until the engines are stabilized, ensure the nose wheel steering wheel is released, then release the brakes and promptly advance the thrust levers to takeoff thrust (autothrottle TO/GA).
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Troubleshooting
Troubleshooting can be defined as:
• taking steps beyond a published NNC in an effort to improve or correct a non-normal condition
• initiating an annunciated checklist without a light, alert, or other indication to improve or correct a perceived non-normal condition
Troubleshooting beyond checklist directed actions is rarely helpful and has caused further loss of system function or failure. In some cases, accidents and incidents have resulted.
Crew distraction, caused by preoccupation with troubleshooting, has been a key factor in several fuel starvation and CFIT accidents. Boeing recommends completion of the NNC as published whenever possible, in particular for flight control malfunctions that are addressed by a NNC.
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Approach and Landing
When a non-normal situation occurs, a rushed approach can often complicate the situation. Unless circumstances require an immediate landing, complete all corrective actions before beginning the final approach.
Note: The use of autobrakes is recommended because maximum autobraking may be more effective than maximum manual braking due to timely application upon touchdown and symmetrical braking.
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Landing at the Nearest Suitable Airport
A suitable airport is defined by the operating authority for the operator based on guidance material but, in general, must have adequate facilities and meet certain minimum weather and field conditions.
The pilot-in-command may determine, based on the nature of the situation and an examination of the relevant factors, that the safest course of action is to divert to a more distant airport than the nearest airport. For example, there is not necessarily a requirement to spiral down to the airport nearest the airplane's present position if, in the judgment of the pilot-in-command, it would require equal or less time to continue to another nearby airport.
For persistent smoke or a fire which cannot positively be confirmed to be completely extinguished, the safest course of action typically requires the earliest possible descent, landing and evacuation. This may dictate landing at the nearest airport appropriate for the airplane type, rather than at the nearest suitable airport normally used for the route segment where the incident occurs.
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Air Systems Cabin Altitude Warning
There have been several reports of cabin altitude warning alerts caused by improperly configured engine bleed air and air conditioning pack switches. This condition is often the result of crews failing to reconfigure switches following a no engine bleed takeoff. Additionally, there have been reports of crews delaying their response to the cabin altitude warning alert because it was confused with the takeoff configuration warning horn. In order to address the problem of incorrectly positioning switches that affect pressurization, the normal takeoff procedure directs the crew to set or verify the correct position of the engine bleed air and air conditioning pack switches after flap retraction is complete. Engine bleeds and air conditioning packs have also been included as specific items in the After Takeoff normal checklist.
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Engine Failure versus Engine Fire After Takeoff
The NNC for an engine failure is normally accomplished after the flaps have been retracted and conditions permit. In case of an engine fire, when the airplane is under control, the gear has been retracted, and a safe altitude has been attained (minimum 400 feet AGL) accomplish the NNC memory items. Due to asymmetric thrust considerations, Boeing recommends that the PF retard the affected thrust lever after the PM confirms that the PF has identified the correct engine.
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Loss of Thrust on Both Engines
Dual engine failure is a situation that demands prompt action regardless of altitude or airspeed. Accomplish memory items and establish the appropriate airspeed to immediately attempt a windmill restart. There is a higher probability that a windmill start will succeed if the restart attempt is made as soon as possible (or immediately after recognizing an engine failure) to take advantage of high engine RPM.
The LOSS OF THRUST ON BOTH ENGINES NNC is written to ensure that flight crews take advantage of the high RPM at engine failure regardless of altitude or airspeed. Initiate the memory portion of the LOSS OF THRUST ON BOTH ENGINES NNC before attempting an APU start for the reasons identified above. If the windmill restart is not successful, an APU start should be initiated as soon as practical to provide electrical power and starter assist during follow-on engine start attempts.
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Airframe Vibration Due to Engine Severe Damage or Separation
Certain engine failures, such as fan blade separation can cause high levels of airframe vibration. Although the airframe vibration may seem severe to the flight crew, it is extremely unlikely that the vibration will damage the airplane structure or critical systems. However, the vibration should be reduced as soon as possible by reducing airspeed and descending. In general, as airspeed decreases vibration levels decrease. As airspeed or altitude change the airplane can transition through various levels of vibration. It should be noted that the vibration may not completely stop.
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Standby Rudder On (As Installed)
The STANDBY RUDDER ON light illuminates any time the standby rudder PCU is operating. If this light illuminates independent of crew action or a hydraulic system malfunction, either of two conditions may have occurred. The most probable cause is a force fight monitor malfunction inadvertently activating the standby pump and powering the standby PCU.
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Fuel Balance
The primary purpose for fuel balance alerts is to inform the crew that imbalances beyond the current state may result in increased trim drag and higher fuel consumption. The IMBAL NNC should be accomplished when the fuel balance alert is received. There is a common misconception among flight crews that the fuel crossfeed valve should be opened immediately after an in-flight engine shutdown to prevent fuel imbalance. This practice is contrary to Boeing recommended procedures and could aggravate a fuel imbalance. This practice is especially significant if an engine failure occurs and a fuel leak is present. Arbitrarily opening the crossfeed valve and starting fuel balancing procedures, without following the checklist, can result in pumping usable fuel overboard.
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Low Fuel
Approach and Landing
In a low fuel condition, the clean configuration should be maintained as long as possible during the descent and approach to conserve fuel. However, initiate configuration changes early enough to provide a smooth, slow deceleration to final approach speed to prevent fuel from running forward in the tanks.
A normal landing configuration and airspeed appropriate for the wind conditions are recommended. Runway conditions permitting, heavy braking and high levels of reverse thrust should be avoided to prevent uncovering all fuel pumps and possible engine flameout during landing roll. Go-Around If a go-around is necessary, slowly and smoothly advance thrust levers and maintain the minimum nose-up body attitude required for a safe climb gradient. Avoid rapid acceleration of the airplane. If any main tank fuel pump low pressure light illuminates, do not turn the fuel pump switches off.
