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Line 4 > Frößler > Flashcards

Frößler Flashcards

1
Q

Wenn im Termin mal Bereich mit LNAV unterwegs…

A

Keine extended centerline nehmen vor dem intercepted…

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2
Q

Nachts EOSID

A

Kein Visual pattern

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3
Q

Nachts

A

Nach Wolken Ausschau halte, siegt man an Reflexion

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4
Q

On ground Mem items

A

Nicht confirmed aber laut Ansagen

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5
Q

Single engine takeoff..

A

Stark ins rudder für centreline

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6
Q

Raw Data

A

Track line…. bei geringster Ablage, minimal in Richtung, we n wider drauf minimal zurück und an Armlehne abstützen…

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7
Q

Loc DME

A

DME dazuschalten…

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8
Q

Klappen Problem

A

Mit ap und at

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9
Q

Stuttgart taxi way Abgänge 25

A

-

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10
Q

Abgänge 07

A

-

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11
Q

Landing Cl flaps

A

–30 green light, Check Flap Indicator matches with fmc bugged speed, especially during f 40 ldg

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12
Q

40 grad offset wind

60

A

O.8 mal hw. /2
0,5 mal hw. /2.
Gusts increment immer kompletter Aufschlag, auch bei 90 Offset

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13
Q

Vtarget für RWY 27 , 23020G40kt

A

16hwc-8plus20-20 Aufschlag

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14
Q

Crosswind

Hwc Formular

A

1,1- Mal Wind TW fuer v Target

0,2+ crosswind fuer max wind limits

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15
Q

Durchtanken: Formel

A

(Total min required fuel leg 2 )+ (trip fuel leg 1) + 2x taxi fuel and some apu fuel for turnaround

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16
Q

Wie viel kann ich bei kalt und feucht eco tanken

A

FOB minus Trip- weniger als 5.4. achte auf max operational Weight für margin zu Struktural ( 65317)

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17
Q

Max operational LW

A

65317

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18
Q

3 letter dial at the yoke…use it for

A

Before the before Start Procedure:POB
Before takeoff: V2
Before landing as part of Approach prep. Vtarget with latest atis

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19
Q

White bug

A

V2 plus 15…. better angle of climb!

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20
Q

Wenn nicht Distanz (opposite dir) macht Sinn mit

A

Best rate zu climbed fuer next sector, nicht vergessen speed zurück zu switched falls mit fmc path

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21
Q

Engine out bank angle

A

Limit to 15 degrees!
Single engine bis v2 plus 15,achte Max bank angle 15. LNAV hat kein limiter, hier hdg Select nehmen und bank Max 15’ schauen ob bei 400 agl schon Speed erreicht, dann kann man mehr bank nehmen

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22
Q

Approaches wie in araxos selber gebastelt und mit Ian abgeflogen. Sicher stellen dass end of Descend point da ist sonst geht kein GP an

A

-

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23
Q

Only Start malfunction without maintenance

A

Hung Start,impending hot start

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24
Q

Start malfunctions. Indication

A
  1. Hot start-Limit exceeded red EGT
  2. Impending hot start -white blinking EGT
  3. Wet start-shuts off after 15 s idle, Cl starts at 10s
  4. Start valve open-10 s blinking - QRH star valve open CL
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25
Q

Woran erkenne ich windshear Warning und Action?

A

During takeoff:Windshear ahead, windshear ahead -Reject before v1
During Approach:GO around- windshear ahead-GA or windshear escape maneuver.

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26
Q

Cold fuel frost… remaining fuel

A

5.4t total

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27
Q

Crosswind takeoff

A

Steady rudder input, at rotation increase aileron and decrease rudder

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28
Q

Engine out procedure

A

Oft macht Sinn übers Meer zu fliegen

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29
Q

1t fuel in Zeit

A

25 min

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30
Q

2 t in fuel

A

50 min

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31
Q

3 t in fuel

A

1h 15

1t 25 min
2t 50 min

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32
Q

1000ft call

A

Thousand feet to level off

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33
Q

Windshear Caution

A

Amber und aural alert monitor radar display- no Reject required

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34
Q

De icing

A

Unpressurized takeoff

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35
Q

Precision approach … planning Minima

A

RVR zählt…min 550 bei cat 1 zB kann aber auch mehr sein siehe Chart rvr rwchts

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36
Q

Hoher wind bei Takeoff

A

Improved off und runway verkürzen auf 2500m

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37
Q

Runway Damp

A

Dispatch/Boden can be Calculated with DRY

In Flight must be calculated with GOOD/WET

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38
Q

Frag mal bitte nach actual Zero Fuel Weight

A

-

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39
Q

Land Perf

A

Vref plus 8, fuer legales immer 1,92 Faktor nehmen mit max Manuale Braking, dann schauen welche autobrake Sinn macht

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40
Q

KOS

A

Check speed bei threshold-speed kontroll sehr wichtig, steigt und sinkt schnell

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41
Q

Blockzeit/Flugzeit

A

Schauen ob man was rausholen kann

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42
Q

Wenn auf n1 Conti bei Turb geht

A

Durch VnAv drücken geht es automatisch auf zurück

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43
Q

Flight Deck Crew Oxygen

A

Tal unter 1000 psi

Min Oxygen Pressure-280 pro Kopf … min 600 ist gut

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44
Q

Visual

A

Glide runter drücken

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45
Q

Eco Tankering eddr

A

Macht kein Sinn.

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46
Q

Sigmets schauen

A

-

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47
Q

FLT ALT auf höchsten Cruise Level stellen.

A
  • geht auf andere differenzial Pressure

- vergisst nicht

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48
Q

Klappen bei nachts

A

Mit Finger mitführen !

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49
Q

Wenn SID gewechselt wird

A

Ändert sich auch die Acceleration Height / Thrust increase!

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50
Q

Nach Landung können speedbrakes falls nicht automatisch auch schon ohne bose Wheel down gezogen werden.

A

Ebenso kann Reverse Thrust Sofort nach Main gefahren werden / am besten nach speed Brake up call

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51
Q

Autobrake Settings

A

2 for Routine operations

3 for wet/limitibg rwys

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52
Q

Wann Reverse Thrust above Idle

A

Kurze rwys
Nasse runways
Schnelle Turnaroundzeiten/Brake energy

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53
Q

Rudder Check

A

Fuß drauf !

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54
Q

Rx Punkt

A

Runway Extension

Distance/angle on app ref page

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55
Q

Cabin clear

A

Cabin Secure !

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56
Q

Wann auf BOTH

A

Unter 5 grad und airport elev über 2000 ft

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57
Q

min Engine oil quantity

A

60%+3% quantity

Auch für Alternate Airport und operationel auch für Rückflug /Alternate

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58
Q

Drei Möglichkeiten zum Punkte eingeben: zB Visual

A
  1. via Beacon, VOR /-2.5
    2.via enroute point, falls zwischen rwy und 2.5nm ein anderer Punkt kommt
    3.normal von rwy wenn größer als 2.5 nm möglich
    4 im Falle von 2 kann man mit rwy rx punkt nachhelfen:

-geh auf Aririval, suche RWY aus, nicht excecuten, jetzt kannst du auf rwy gehen und -2.5 machen, nachher ggf Approach auswählen da weg ist

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59
Q

Achtung: bei Eingabe von neuer SID

A

N1 altitude wieder auf 3000

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60
Q

Verify V speeds

A

Neu highlighten!

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61
Q

Man will einen Visual machen, hat aber noch einen APP drin/erwartet noch einen direct auch wenn Visual schon programmiert- trotzdem will man früher unten sein

A
  • App rausnehmen
  • die Kurve/Extension deleten=jetzt Höhe ablesen wo man bei einem Punkt nach dem Delete wär
  • wieder erasen
  • Höhe bei dem Punkt eingeben
  • jetzt sinkt man trotz Kurve weiter vorher
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62
Q

Auch nach Kagg Landung

A

Mit rudder auf Centerline bleiben

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63
Q

min Engine oil quantity

A

60%+3% quantity

Auch für Alternate Airport und operationel auch für Rückflug /Alternate

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64
Q

Drei Möglichkeiten zum Punkte eingeben: zB Visual

A
  1. via Beacon, VOR /-2.5
    2.via enroute point, falls zwischen rwy und 2.5nm ein anderer Punkt kommt
    3.normal von rwy wenn größer als 2.5 nm möglich
    4 im Falle von 2 kann man mit rwy rx punkt nachhelfen:

-geh auf Aririval, suche RWY aus, nicht excecuten, jetzt kannst du auf rwy gehen und -2.5 machen, nachher ggf Approach auswählen da weg ist

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65
Q

Achtung: bei Eingabe von neuer SID

A

N1 altitude wieder auf 3000

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66
Q

Verify V speeds

A

Neu highlighten!

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67
Q

Man will einen Visual machen, hat aber noch einen APP drin/erwartet noch einen direct auch wenn Visual schon programmiert- trotzdem will man früher unten sein

A
  • App rausnehmen
  • die Kurve/Extension deleten=jetzt Höhe ablesen wo man bei einem Punkt nach dem Delete wär
  • wieder erasen
  • Höhe bei dem Punkt eingeben
  • jetzt sinkt man trotz Kurve weiter vorher
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68
Q

Auch nach Kagg Landung

A

Mit rudder auf Centerline bleiben

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69
Q

Estsblidhed immer 1000ft, Rest ist auf alignment bezogen

A

500 Visual, swing Ober

300 circl

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70
Q

Wieso Panel grau …

A

Alles was Engine Fire Switch abschaltet…. Fuel,elec,hyd,press

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71
Q

Is the oil Temperature higher during Descend or Cruise ?

A

Descend -weniger Fuel oil heat Exchange wärme Austausch

72
Q

Eosid fix mit radial eingeben.

A

Outside Check auch reteactable light checken

73
Q

Modified,execute

A

Smoothere Bewegungen machen, gedulden

74
Q

Outside Check

A

Hände raus

75
Q

Tailwind …

A

Klappen 40 Landung, wegen höher GS

76
Q

Klappen 40 Landung

A

Man kommt mit höherer Pitch an… weniger ziehen von Nöten !

Thrust länger drin lassen

77
Q

Wenn MSA auf 7000 jedoch mehr …

A

Reicht wenn auf 3000 steigt !

78
Q

Fmc Climb Page… Zahl davor

A

V2 +20 Bzw mcp +20

79
Q

Wing Body Emerg Exit. Ne Operned on ground ?

A

Yes Even with eng Running but Thrust Lever Below 53 Percent. Again 30s After Landing with Thrust Lever in idle

80
Q

Loadsheet pax

180/9

A

Male/female/child/infant

Pax occupying seats/total pax. Also infants

81
Q

LMC

A

500kg or 5 pax.

Oder auch 250 von hinten nach vorne

82
Q

Standard density

A

0.8

83
Q

When mayday?

First at current freq then if no ones thrrev121,5… sq if needed

A

Quoting from ops manual part B (QRH) preamble for the B757.

” There are some situations wich always require declaration of an emergency ….etc”
it lists the following
“ Engine failure or Fire
Wheel Well Fire
Cabin smoke or fire which cannot be immediately eliminated or extinguished
One source of AC power remains
One Hydraulic system remains
Checklist contains the phrase ‘declare an emergency’ “
and obviously
“ any other situation crew determined …… may have adverse effect on safety of flight.”

84
Q

Medical

A

Pan pan pan

85
Q

Visual approach phraselogy

A

Field in sight, request visual approach

Wenn arrivin/departing traffic- traffic and field in sight, request visual

86
Q

Severe Turbulence neu

A

A/t dis
CWS pitch
FLT
Thrust

  1. climb= 280/0.76
  2. FMC Thrust settings
  3. descend=280/0.76
  4. Below 15.000ft and less than max LW=250 kts
    - delay Flap Extension as Long as possible
87
Q

Achte bei speed abbauen auf 210

A

Das klappen nicht vor 230 fährst. Stattdessen früher speed raus und daher klappen eher configuren

88
Q

If Center Tank has more than … wing tanks must be full

A

453 kg

89
Q

Min hyd Pressure acc,a,b is 2800 psi with

A

All pumps on

90
Q

On ground. Recall bei einem System

On ground. Master Caution

A

Wenn es bei Reset Weg geht… schauen ob es ein MEL ist. Ohne NNC

NNC and Mel

91
Q

Kein callout bei weißer Box außer bei

A

Flare armed bei automatic app

92
Q

Flaps 5..

A

Pm checkt SPD, setzt klappen, wartet bis fährt erst dann SPD runter

93
Q

Strobe Lights nur an bei crossings of active RWY -

A

-

94
Q

Callouts:

Active mode
Passive mode
Passiv mode plus modification

A
  • set hdg 235
  • Select hdg Select
  • Select hdg Select 235
95
Q

Stall Warning test

A

Ac transfer buses being powered for 4 min

96
Q

Fault light bei test

A

Detection/ an
Fire/ aus
Cargo/ aus

97
Q

Before commencing takeoff

A

Mentally review Reject/RWY hdg

98
Q

Vsd selection

A

Im to brief

And approach brief

99
Q

Instructed to fly final approach speed

A

Tell,ATC which speed it is

100
Q

Visual approach Minima

A

800 RVR, below circling Minima should be avoided

101
Q

Descend Procedure below 1000ft agl requires more than 1000 ft vs…. no GA but brief it

A

ILS DME- DME part has to be listened to

102
Q

Use of ground air …

A

Close APU valve wenn isol valve offen ist… was nach Ankunft immer der Fall ist !

103
Q

Autoland callout:operational / passive

A

500… cleared to land

Checked-land 2/3

Beimaß ich only checked

104
Q

Fail operational call below alert height

A

Any malfunction below 200ft with flight to be continued:

PF:”Operational”
Pm:checked

105
Q

Wer schaut wohin bei Automatic/manual

A
  • mindestens 1 AP an bei Da/mdh..PM looks in / PF out

- pm out, PF in until pm has established and called out visual reference

106
Q

As long as the engine is running

A

Gibt es auch Engine anti Ice auch bei bleed Trip,off

107
Q

After takeoff… Eosid MSA

A

Wenn hoch angesetzt ist muss man in VMC nicht darauf steigen. In imc schon, es sei denn man ist RV

108
Q

SCN- checken ob man gradienten schafft und ggf anpassen die departure (tombi anstatt qgh)

A

-

109
Q

Wenn Bahn kurz ist

A

Static takeoff -70 hoch dann bremsen los

110
Q

Flaps 25 takeoff

A

Sobald bug für jeweilige speed erreicht, einfahren… sonst schnell über Placard speed

111
Q

Wenn manual immer noch takeoff fliegt

A

Nicht vergessen VS 2000 und dann wieder LVL Change 250!

112
Q

Auf 20 ft runter

A

Und Thrust mittei schnell aber konstant rausschieben

113
Q

Wenn Descend speed 280 im fmc,Man aber 320 fliegt

A

Muss man eigentlich eher runter, da 7 nm mehr zum speed Abbau!

114
Q

FMC Descend speed:manuell schneller fliegen , 270 zu 320

A
  • 50 Differenz = 5nm mehr zum abbauen = 2000ft früher Descend starten = wohl bei niedrigen Level Änderungen
  • bei hohen werden diese 2000ft schnell wieder eingeholt durch höhere raten / 4000ft min etc .. da würde dann der Descend Point später erscheinen
115
Q

It is not the Landing Gear Locking pin that stops the gear being raised that is shown. The pin shown is the Nosegear Steering Lockout pin which prevents any nosewheel steering at all.

A

-

116
Q

Different n1 values on FMC- linke und rechte Engine

A

Fmc berechnet immer die N1 aus den aktuellen Bleed/pack Schaltern…

When packs are running= Bleed on values - niedrigere

When not = Bleed of values

Packs aus machen -höhere n1
APU dran nehmen - gleiche n1 auf beiden Seiten da Bleed von APU kommt !!!! Und nicht eingine belastet wird

117
Q

When on ground you turn Wing anti ice on, and the thermal switch gets activated by a high temperature. What is the only indication you can see it?

A

VALVE OPEN LIGHT saying there is a disagreement

118
Q

Windshear escape maneuver

A
  • Thrust fwd
  • toga
  • at disconnect
  • no change of config

At disconnect due to increase would lead to decrease in Thrust

119
Q

Predictive Windshear

A

GA wind shear

  • either GA or escape maneuver
  • full Thrust, toga, at disconnect- positive rate, gear up
  • hier erst noch den AP disconnecten
120
Q

Windshear recover

A

Gas auf Climb Thrust

In takeoff reinversetzeten

121
Q

Electrical malfunction

A

AP diseganges, try to engage other side

122
Q

If engine fails at acceleration height : 800 and you get an engine Failure,

A

Climb with present speed to MFRA with LVL Change

123
Q

When memory items are completed

A

Engine Fire, memory items completed

124
Q

Cabin crew at station, cabin crew at station… wann

A

Kaptain am Boden, nach ersten bottle. Oder auch früher Bsp. nach RTO with no Fire indication but possible tire/brakes fire

125
Q

Flight controls: general

A

As minimum fly minimum maneuver speed of the smallest flap,setting

126
Q

Loss of B and GA

A

Retract at msa electrically

127
Q

Wann evakuieren?

A

Engine: 30s after illumination of discharge light and fire switch still,illuminated

APU: 30 s after rotating APU fire switch and Handle still illuminated

128
Q

After fire bottle extinguishing… Start timing after discharge light goes on

A

Landing data must be calculated max 30 min before arrival

129
Q

Anti ice conditions- calvulate also with wing anti ice

A

Higher CI- also recalculates the optimum Altitude- daher besser als einfach SPD Intervention mit high mach number

130
Q

Visual approach at night?

A

Yes, but ils preferred. sS plus 30 nur fuer straight in

131
Q

Optimum / Max altitude FMC

A

2 calculations

  • below 5000ft TC Oat or isa DEV is used
  • after 5000ft AGL present isa dev and position, recomputes it continuously, after 5000ft FMC overrides manual entries
132
Q

FMC wind automatically biased with actual wind when within 100 nm of next waypoint

A

Put waypoint where a level change is made in OFP in the fix page

133
Q

Rot with Optimum alt

A

Each 8 min…. 100 ft

134
Q

Ask for shortcuts

A

Jedes neue direct to im FMC updated auch den Wind

135
Q

Flaps 30 oder 40 Landungen, welche sind leiser

A

30 und weniger Fuel

136
Q

Wet RWY…

A

Higher reverse thrust due to skidding

137
Q

Eot Taxi

A

Stop watch 3 min after leaving runway , thrust not above 60% or start timing again ….

138
Q

Takeoff alternate wenn

A

Plus minus 1h- cat 1 min oder höheres Minima

Bei cat 1- nur RVR
Bei non precision- auch ceiling

139
Q

Recirc Fan…zieht Luft vom vom EE und cabin department to fwd cargo, weitergeleitet zum manifold dann via Left Pack wieder vor

A

Großer differential Druck, exhaust valve closed dann erst EE Luft

140
Q

Fault Lichter

A

Fault Inop- ja
Eng ovht- nein
Cargo detector- nein

141
Q

Automatic speed brake landing wann

A

Idle thrust, below 10ft ra and any strut( flight spoilers) and right strut (ground spoilers)

142
Q

Automatic speed brake takeoff or no arming landing

A

When above 60 kts , thrust idle and reverse

143
Q

is well known that the thrust reversers are most efficient at high speed and for that reason they should be deployed as soon as possible after touchdown.

A

think im correct in saying that the performance for the 738 is based on the reversers being at the “interlock” ie- idle - no more than 2 seconds after main gear touchdown

144
Q

Wieso ist SPD brake up cake so wichtig

A

To ensure weight goes on wheels, the ‘speedbrake up’ action/call is the important one

Right. Sin gear sind ground spoilers
Any strut sind flight spoilers
An didle

Main wheels spin up and idle Autobrake starts

145
Q

Wann arbeitet Autobrake bei Landung

A

Main Wheels spin up und Thrust idle

146
Q

Bis wann kann man Autobrake ändern

A

Nach Landung bis 30 knots

147
Q

Note that thrust reverses are most effective on slippery runways. On dry runways tire braking can add a lot more to the total deceleration than reversers (there are some good articles on this by Boeing).

A

Reverser are most effective on wet runway where braking ability is reduced

Some airlines have as SOP no thrust reverser deployment. When no thrust reversers are used, brakes are used to a higher extent and reach higher temperatures, which is a desired condition with carbon brakes

148
Q

The amount of thrust and power generated are proportional to the speed of the aircraft, making reverse thrust more effective at high speeds.[2] For maximum effectiveness, it should be applied quickly after touchdown

A

-Don’t delay deployment without a good reason (such as correcting runway alignment)

149
Q

I always connect waypoints for possible shortcut to see which altitude the fmc wants us to be on that profile. Then erase and put that altitude/FL on that waypoint. In the meanwhile always alt*3 + 1nm every 10kts of speed to lose + 1nm every 10kts tailwind.
If high on profile, speed up and either you update your descent speed in the descent page or you keep descending to get lower than the path to assure you have enough clearance to speed back to your econ speed (more or less 10kts=200ft).
Worst case if you are too close to the airport and high, speedbrake, speed back and flaps in sequence.
Last option gear down.

A

-Also verbinde Punkt direkt mit fap ohne Transition. Jetzt achte auf die Höhe beim ersten Punkt nicht dem fap… das müsste jetzt viel niedriger sein.. wenn er noch nicht soweit weg ist. Erasen und dort hinschreiben

150
Q

Wenn höhere Descend rate fliegst als in der Descend Page

A

Update es, oder fliege unter Pfad für decceleration

Jede 10 Knoten zu schnell - 200ft untrer path für decell

Heiße bei 320 statt 270 - 1000ft unter Pfad !!

151
Q

Fliege 330 Start 270 Descend

A

1200ft unter Pfad sinken !

152
Q

Cooldown recommended before engine shut down

A

3 min. Idle reverse can be used as stet time. If more than idle reverse is used it starts with Taxi thrust

153
Q

If left center fuel,pump is used for APU

A

Flight darf nicht unattended sein

154
Q

Turbulenzen Phase 1

Turbulenzen Phase 2

A

1 Seat Belt sign On- ansage durch CDC oder Flight Crew

Seat Belt sign an aus an für dubble chime und cabin crew please be seated

155
Q

Es gibt 2 Arten Turbulenzen operationel

A

Max alt 0.3 g margin- 40 bank

156
Q

No speed brakes above F15 should be used

A

-

157
Q

Restriction auf der Sid… wird eingehalten Bei VNAV

A

Achten auf v/s 1000…. hier steigt sie auf MCP durch, daher im VNAV bleiben und mit SPD Intervention die speed hochdrehen

158
Q

Hugh takeoff speed

A

Shorten runway for 300 m

159
Q

Autoland flap setting

A

30/40

Below cat 1.. 40 is recommended

160
Q

Differenz operational zu passive

A

Continue below 200 for single failures (hydraulic), other than continuous ils deviation warnings,

161
Q

One dot VOR

A

5 degrees

162
Q

but on the Classic this was a normal function. When you move the switch back to the ‘run’ position the shutdown mode is abandoned and the APU continues to run normally, with air and electrics available

A

Selecting the APU switch to off will start the shutdown process of the APU. On NG ,unlike the classic,this will allow for 1min cooling before automatic shutdown,after you select switch to off.
My question is: if,after you select APU off,during this minute,before apu close,you select the switch again to on,will this cancel the shutdown process or not?

163
Q

Taxi way einprägen zum

Abrollen … alphabetisch geordnet wenn ATC Anweist

A

Parking position in scratchpad für Routine!!‘n

164
Q

Parking position

A

In scratch pad!

165
Q

Simulator Daumenregeln

A

Cool bleiben
Fahrwerk- Speed Problem
Klappen- speed Problem

166
Q

Insufficient fuel
Using reserve fuel
LOW FUEL

A

Less than 30 min or 900 kg

Less than final reserve entered in perf init

167
Q

Config Warning immer wenn

A

Engines laufen und keine center pump an…engines aus passiert nix

168
Q

If, during engine start, the ground crew reports a fuel leak from an engine drain, continue to run the engine at idlr for up to 5 minutes. If the fuel leak stops during this time, no maintenance action is needed. If the fuel leak continues after 5 minutes, shut down the engine for maintenance action.

A

—

169
Q

Overweight landing

A

Flap 40 usually gives you a very small marginal between placard speed and reference speed (flap load relief)the adjacent picture shows the margin they had on this fight while F40 selected.If the stopping distance is no issue during an overweight landing it may be a good idea to use F30.

170
Q

Descend from FL330 to FL310, the descend in VNAV resulted in a high RoD, “Alt Acq” and peak RoD at 32250 ft with 3900 fpm.l After “alt acq” mode on the FMA, was TCAS RA activated and 5 seconds later the A/P off.l According to the data was TCAS “level-off” recorded for 37 seconds followed by 1 1/2 sec “No confict”. This may not be consistent with the report but remember this is what the aircraft has recorded while PFD RAPC command bars and voice warning in cockpit may indicate otherwise. The intruder’s bearing distance is not recordedl The aircraft is equipped with a v7.1 so therefore must it have been a “Level-off” voice caution.It is quite clear however that the high RoD towards stop altitude caused the RA. This occurred over Corsica where the traffc situation is usually dense. Smaller altitude descend clearances at high altitudes often indicates conficting traffc and a descend in V/S is usually a good idea.

A

—

171
Q

If, during engine start, the ground crew reports a fuel leak from an engine drain, continue to run the engine at idlr for up to 5 minutes. If the fuel leak stops during this time, no maintenance action is needed. If the fuel leak continues after 5 minutes, shut down the engine for maintenance action.

A

—

172
Q

Overweight landing

A

Flap 40 usually gives you a very small marginal between placard speed and reference speed (flap load relief)the adjacent picture shows the margin they had on this fight while F40 selected.If the stopping distance is no issue during an overweight landing it may be a good idea to use F30.

173
Q

Descend from FL330 to FL310, the descend in VNAV resulted in a high RoD, “Alt Acq” and peak RoD at 32250 ft with 3900 fpm.l After “alt acq” mode on the FMA, was TCAS RA activated and 5 seconds later the A/P off.l According to the data was TCAS “level-off” recorded for 37 seconds followed by 1 1/2 sec “No confict”. This may not be consistent with the report but remember this is what the aircraft has recorded while PFD RAPC command bars and voice warning in cockpit may indicate otherwise. The intruder’s bearing distance is not recordedl The aircraft is equipped with a v7.1 so therefore must it have been a “Level-off” voice caution.It is quite clear however that the high RoD towards stop altitude caused the RA. This occurred over Corsica where the traffc situation is usually dense. Smaller altitude descend clearances at high altitudes often indicates conficting traffc and a descend in V/S is usually a good idea.

A

—

174
Q

Callout pitch

A

-5 plus 20 degrees

175
Q

Callout Speed

A

-5 plus 10 knots

Line 4 (11 decks)

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