INFO Flashcards
Most recent INFO
New lavatory oxy sys
- bottle 3000 psi
- expires 25 yrs after production
- completed by Sept 2015
PWS
one pilot monitor WX the other TERR
if the WX radar is not on PWS scans for windshear 12 secs after thrust levers in TO range, so WX on will prevent the need for a high speed RTO.
ADS-B
transmits GPS position, speed, altitude, aircraft ID etc from FMS via the transponder
ADS-B OUT
uses transponder (limited range due to ground antenna) uses line of sight
ADS-C
uses VHF/SATCOM
ADS-B IN
displays information in cockpit, few airlines use this
ADS-B GPS and TX
if 1 GPS fails must select Tx on same side as functional GPS
ALT OFF - TX works and ADS-B transmits Extended Squitter.
Flt no. input transmitted on Extended Squitter
RNAV and RNP ops ANP
ANP - aircraft is 95% of the time within the RNP, when perf is not satisfied ‘UNABLE RNP’
XTK error
difference between LNAV and FMS position
does not consider ANP
deviation call at 1 * RNP track error
If XTK error > RNP no alert. UNABLE RNP only when ANP>RNP. Therefore, XTK error must be monitored by flt crew.
RNAV
onboard performance monitoring and alerting not required
decision of whether or not to continue is not dependent on display of UNABLE RNP and XTK error
verify/entering RNP value and XTK error monitoring required
conducted in radar coverage where controller monitors deviation from route
RNP
onboard performance monitoring and alerting required
decision of whether or not to continue is ependent on display of UNABLE RNP and XTK error
verify/entering RNP value and XTK error monitoring required
assumed outside radar coverage where pilots must monitor
RNP values
< FAF 1.0NM
>FAF 0.3NM
>MAP 1.0NM
RNAV 10 RNP 10
onbaord performance monitoring and alerting not required
RNAV (GNSS) app
FMS required to be updated by GPS but not onboard perf monitoring and alerting not reqd
GPS updating and RNP 0.3 reuired prior FAF by company (for convenience not having to monitor)
> initiating approach UNABLE RNP must discontinue app
RNP 4
no need to set RNP except for RNP 4 or RNP AR
don’t manually enter as it cannot then auto change
RNP airspace enter the RNP of 4, exiting RNP 4 DEL
DO NOT MONITOR XTK ERROR
during app monitor aircraft symbol versus magenta line, avoid head down checking of XTK error on PROG P2 (WTF??)
XTK deviation call
XTK RNP * 1 or more ‘COURSE 0.3NM L/R’
GA unless visual reference established and can be maintained
MISC
company mandates AP for RNP app
no RNP AR for B767 as OCT 2013
RNP chart specifies RNP 0.3 required in notes section
must use LNAV for RNP app therefore if XTK error increase cannot fix using HDG SEL.
Circling
wings level by 300’ AFE
Handy speed book
HIGH - Pressure Ht > 3000’, temp at SL > 44 deg
why the ‘60kts’ call?
reduce REV THR to prevent FOD damage, for emergency ie RTO can use FULL REV until stopping and no 60kts call
Why depressurise R HYD last?
as C + R share brake lines this prevents fluid transfer
CTR L/R FUEL PUMP EICAS
TAXI - usable fuel in tank - recycle pumps
CLB - if C tank nearly empty - OFF
in CRZ with usable C tank fuel turn ON
Range of CI
20 40 73 110 150 200
CI 200
max due to fuel and max M0.83 for strong HW
CI 20
lowest as CI 0 is MRC but for small fuel reduction is large increase in flt time
Changing CI for TOD
< CI 73 by 10nm TOD for sys logic
>CI 73 by 50 nm
Taxi time
80% of taxi time in same month for last year or most recent 3 months.
STD callout definition
minimum required callouts relating to the items shown below and exclude those callouts which instruct specific operation or timing such as ‘gear up’ among many callouts made in normal operation
- altitude, position or speed
- significant deviation in flt path, speed or descent rate
- information to aid in judgment for making landing or missed approach
- flight and navigation instruments, autopilot system status
STD callout objectives
1) to confirm information on altitude, position, speed and system status which does not require crew action
2) enhance crew coordination, common recognition, and fail safe function.
What type of precip is TO prohibited for cold wx ops
SMALL HAIL GS ICE PELLETS PL HEAVY SNOW HAIL GR FZRA AND +FZRA
Nitrogen generation sys
indicator left main wheel well
uses bleed air from L side pneumatic sys
starts after takeoff and continuously during flight
NGS indicator
GREEN - fully operational
BLUE - degraded mode
AMBER - inoperative
NO LT - indicator failure
Disengage AP by?
DA or 50’ < MDA
Flt deck DECALS
UNDER STBY ALT - 300 BCF AND PWS LEFT SIDE OF R RDMI - WINGLET VMO 340, HYD DRIVEN GEN INST, AND LAS EQUIPPED BESIDE EACH INST SOURCE ADC - ALTN- R ADC or L ADC
disengage AP by?
DA or 50’<MDA
Vmo/Mmo recovery
not a big problem as spd still less than Vd which is certified dive speed
use AP as 0.3 deg/sec recovery where manually will likely overcontrol.
AP recovers at 0.15G/sec
use V/S and manually reduce thrust
DO NOT MANUALLY PITCH UP WITH AP ENGAGED IE USE OVER 27LBS OF FORCE
do not use SB rapidly
near Vmo/Mmo be aware of large wind changes/shears
CI =
fuel cost
AP and ADC SEP 2006
non- Pegasus FMC - ADC L FAIL use AP R with other than VNAV
