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FCTM -800 > GENERAL > Flashcards

GENERAL Flashcards

1
Q

Alert categories?

A

time critical warning-immediate action for safe flight

Warnings - immediate action

Cautions - possible need for action

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2
Q

Colors?

A

RED - highest priority
AMBER - 2nd
green - active/engaged/select/tuned
white - real time info /
Magenta - TARGET values / FMC path
Cyan - inactive data, labels,
blue - information

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3
Q

Maintenance inspection?

A

hard landing - specify
overweight landing - record if not hard also
high drag/side load event :
*ran off prepared surface
*landed short prep surface
*2/more tires blown landing
*large side/side forces / crab
Severe Turbulence
overspeed
high energy stop
lighting strike
extreme dust
tail strike
Any even pilot feels
Company specific

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4
Q

Flap maneuver speed -

A

recommended operating speed TO/land. Full Man Cap. 40 ( 25+15 bank) to stick shaker - few thousand ft airport alt. Less Man margin as alt increase.

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5
Q

F Up
F1, 5, 10, 15, 25, 30, 40

A

up = Vref 40 + 70
1= +50
5 = +30
10 = +30
15 = +20
25 = +10
30 = Vref 30
40 = Vref 40

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6
Q

Min Maneuver speed?

A

Top lower amber band.
within amber band - less full man cap

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7
Q

Flaps down amber band -

A

Min speed is slowest speed provides full man cap.
1.3G or 40 bank to stick Shaker.
Top amber band - don’t vary G-load

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8
Q

Middle amber band?

A

1g flight
adequate maneuver capability 30 bank

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9
Q

Stick shaker speed, with G load?

A

increase

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10
Q

Flap Maneuver speed vs Minimum Maneuver speed?

A

Flap MS = based on A/C weight
Min MS = AOA and current speed

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11
Q

Flap Man Speed less than Min Man Speed?

A

only during non normals

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12
Q

Flaps Ups Amber band?

A

10000ft - flap up vas flaps down amber band functions same.
Increase mach effect 10-20000ft - Man cap at TOP amber band decrease with alt increase - BUt STILL always ADEQUATE Man Cap.
Above 20000ft - Top Amber Band =. speed provide 1.3g Man cap to low speed buffet

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13
Q

Bank vs Load G?

A

25 = 1.1
40 = 1.3
60 = 2.0g

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14
Q

Man Margin with fixed weight and Alt with increasing airspeed?

A

Man Margin to stick shaker increase

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15
Q

Factors affecting Man Margin.
Gross weight?

A

decrease.

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16
Q

Altitude?

A

decrease with fixed speed

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17
Q

Temp?

A

negligible

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18
Q

Land Gear?

A

small decrease when extended.2 kts

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19
Q

Speedbrakes?

A

decrease at any flap setting

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20
Q

Eng Fail - flap retraction?

A

small decrease due to reduced lift with loss of thrust. 4kts

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21
Q

Anti Ice?

A

WAI reduce flaps up/down maneuver margin.
EAI reduce flaps down Man M, no affect on flap ups Man M. WAI on then off - affect remains.

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22
Q

Reduced Man Margin reference to Anti ice systems?

A

Stall warning logic adjusts stick shaker to lower angle of attack. Higher stick shaker speed and higher min man speed. Flap retraction and extension NOT affected - anti ice thus MAN MARGIN reduced.

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23
Q

Bank angle limit until V2 + 15?

A

15deg

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24
Q

V2 remains?

A

acc and flap retraction or until new pitch mode

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25
Q

App speed correction, planning to disconnect A/T for landing?

A

1/2 reported steady HW component + full gust increment above steady wind.

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26
Q

Calculate 1/2 steady HW?

A

50% direct HW
35% for 45 deg CW
0% for direct CW

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27
Q

Max app speed correcting for wind?

A

Max VREF + 15kts or landing flap placard speed minus 5kts

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28
Q

Using A/T for landing?

A

VREF + 5 only
AVG thrust higher than necessary to maintain command speed. Result is - avg speed exceeding command speed.

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29
Q

Wind correction:
CW is 90deg…wind is 10kts gusting 20?

A

O correction for CD, but full gust is 10kts. So Vref 30 plus 10kts.

30
Q

Vref + 15 exceeds landing flap placard speed minus 5kts?

A

Use landing flap placard speed minus 5kts.

31
Q

NNC instruct crew to use Vref speed plus speed additive?

A

Vref 15 + 15 as per NNC. NNC is adjusting the Vref, so this becomes you NEW VREF. This excludes wind additive.

32
Q

If using A/T for landing, and NNC says use Vref 15 + 10…will you use wind correction?

A

I will do Vref 15 + 10 as the new Vref, and then only add 5kt wind correction as Im using AP.

33
Q

NNC Vref 40 + 30kts, with A/T disconnect for landing?

A

Vref 40 + 30 is new Vref. Then I will add wind additive, 5kts min, and 15kts max.

34
Q

Flap 15 and Vref ICE?

A

That means Vref 15 + 10kts and then add Max 5kts wind additive.

35
Q

TO, white bug?

A

V2 + 15

36
Q

Landing White bug?

A

Vref + 20kts

37
Q

V2 speed?

A

Min takeoff safety speed.Flight at V2 ensures that the minimum required climb gradient is achieved, and that the aircraft is controllable. 35 ft at end of RW. 30 deg bank capability. for all to flaps. V2 + 15kts gives you 40deg bank capability.

38
Q

MAx Thrust?

A

EEC normal mode - TL full forward

EEC ALTN MODE - full rated TO or GA limit only.Use FULL FORWARD only with terrain.

39
Q

Fix derate is that a limit?

A

YES for TO

40
Q

PF and GPWS voice callout?

A

PF acknowledge all GPWS voice callouts except ALT callouts on app below 500ft. PM no need to ACKN if if ACKN by PF.

41
Q

FPV displays FPA?

A

Relative to horizon line and drift angle relative to centre of pitch scale. Inertial and baro alt inputs.

42
Q

FPV can be used how?

A

*Level flight if no FD
*Crosscheck of vertical path in climb or descent or visual app.
*RAdar tilt to same relative angle to horizon as FPV climbs - radar centered on flight path.

43
Q

VSD as primary ref?

A

no, its supplementary

44
Q

VSD - GREEN DOT?

A

range to target speed symbol
Shows - excess speed will be dissipated.

45
Q

OAT different from ISA, why baro alt errors?

A

non standard density

46
Q

Warmer than ISA?

A

True alt higher than indicated.

47
Q

Alt errors really big issue?

A

temps minus 30 and terrain.

48
Q

Baro Vnav system?

A

uncompensated.

49
Q

How limited with this with RNP APP?

A

Operating outside of published temp restrictions for app, you cant use LNAV/VNAV minima, but if you do cold temp alt corrections, you can use LNAV minima.

50
Q

RNP APP, LNAV/VNAV minima, temp within allowable temp range as on chart. Alt corrections on final segment?

A

Not needed.

51
Q

Unlimited duration in icing conditions?

A

Not intended to do this.
Avoid prolonged ops in MOD to SEV icing.

52
Q

Some NNC - avoid icing conditions?

A

Make effort to avoid, but some conditions don’t allow you..
descent
fuel?
terrain?
pas risk
Use good judgement!!!

53
Q

Ice Crystal Icing?

A
54
Q

Preferred trim tech for eng failure?

A

primary
near min drag

55
Q

Alternate tech more accurate trim when?

A

roll caused by roll imbalance.

56
Q

Primary and Alt trim technique?

A

Primary - rudder trim to level the control wheel
ALTN - use rudder and aileron trim , using bank pointer as reference.

57
Q

Small out of trim penalty with spoilers not deflected?

A

less than 1%

58
Q

Primary Rudder Technique?

A

A/P engaged.
Sym thrust
Balance fuel
HDG sel-stable 30s
trim rudder direction down control wheel.
in trim when CW level.
forward slip -slight bank - slight deflection of slip/skid

59
Q

Alternate Rudder trim tech?

A

Used Prim trim =unacceptable bank angle, excessive rudder trim or is more accurate dual axis trim needed.

*Sym thrust
*balance fuel
*rudder trim zero
*AP engaged - HDG sel - stable 30s
*Trim towards low side of CW until bank pointer is ZERO. Cw should be level is properly rigged
*resultant control wheel condition = true aileron trim of AC used by A/P.
*AP disengage - any roll tendency - hold wings level with bank pointer - trim out control wheel forces with aileron trim.
*Properly trimmed - aileron trim reading on wheel agrees with what was seen when A/P engage.

60
Q

FMC fuel predictions?

A

based on clean config and normal thrust settings

61
Q

Rnav?

A

Fly any flight path within coverage or ref NAVAIDS or within limits of self contained system

62
Q

RNP?

A

Nav performance for route, terminal and app proc.Measure of Nav perf accuracy within defined airspace.

63
Q

Engage AP?

A

trim
FD commands satisfy flight path

64
Q

A/T USE?

A

TO and CLIMB with A/P or manual flight.
Other phases ON only when A/P in CMD.

65
Q

Why A/T off with engine out ops?

A

*Helps crew recognize the inop engine.
*Reduces nr of unanticipated thrust changes.

66
Q

A/T ARM MODe?

A

Not recommended cause of if function can be confusing!
ARM - Primary feature - MIN SPEED PROTECTION if AC slows to MIN MAN SPEED.
ARM MODE not used with NNC.

67
Q

NORMAN and ALTN MCP alt setting tech with VNAV?

A
68
Q

AFDS mode control panel faults?

A

MCP hardware failure.
Disengage AP and FD
Clears engaged AFDS modes.
If modes not engaged then:
Choose alt modes

69
Q

Pilot INCAP - early recognition?

A

Use of CRM concepts.
Checks and Comms
SOP deviation

70
Q

MOD to HEAVY RAIN,.HAIL, SLEET?

A

Reduce speed - less intake
Maintain increase MIN THRUST will improve engine tolerance.
Start APU
Suppl Proc USE

71
Q

Turbulent air penetration speeds?

A

Provide high/low speed margins in severe turbulence.

72
Q

FLying turbulent air?

A

wings level
control ATTITUDE indicator
Dont use large/sudden control inputs
If trim set for penetration speed - DONT change PITCH TRIM.
allow ALT an SPD to vary - maintain attitude
DOnt allow SPD to stay below turbulent air PEN speed because of stall/buffet margin.
USe less bank angle
Set THRUST for AIR PEN and avoid large thrust changes
Delay flat ext - higher gust load with flap 0.
Operating near cruise thrust limit, rather select higher THRUST LIMIT or descend to lower level.

FCTM -800 (9 decks)

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