Limitations Flashcards
Runway slope
+/- 2 %
Max Tailwind TO/Land (#)
15kts
Max Operating Altitude?
41000’
Max Alt TO/Land
8400’ PA
Max engine out Altitude with ViaSat installed?
Applicable only to airplanes fitted with ViaSat inflight connectivity systems: The FMC-derived Engine-Out Cruise Maximum Altitude is required to be reduced by 400ft
Overwing exit limitation?
Installation of handle covers on the overwing exits must be verified prior to departure whenever passengers are carried.
Narrow Runway Operations.
What defines a narrow runway min/max?
Visibility and systems:
Operation on Narrow Runways (Widths less than 45m, but not less than 30m)
Visibility:
The runway centerline shall be clearly visible in the prevailing conditions.
Airplane Systems:
The dispatch from / to runways less than 45m wide is not allowed in the case of nose gear steering inoperative or one thrust reverser inoperative. If an alternate airport is available with a runway at least 45m wide, diversion to that alternate shall be performed in case of jammed or restricted flight controls,
trailing edge flap asymmetry,
leading edge flap/slat asymmetry,
or loss of system A or B hydraulics.
Severe turbulence penetration speed. (#)
Severe Turbulence Air Penetration speed is 280 KIAS/.76 Mach, whichever is lower. Applicable to Climb and Descent only.
During cruise, refer to SP.16, Severe Turbulence Supplementary Procedure
HF (#)
Do not operate HF radios during refueling operations
Girt Bar
On revenue flights, the escape slide retention bar (girt bar) must be installed during taxi, takeoff and landing
Ground Wind Limits for all Doors
40kt while opening or closing
65kt while open
Standby Altimeters (RVSM)
Standby altimeters do not meet altimeter accuracy requirements of RVSM airspace.
The maximum allowable in-flight difference between Captain and First Officer altitude displays for RVSM operations is?
What do you do with exceedance?
The maximum allowable on-the-ground altitude display differences for RVSM operations are
200’
Notify ATC Negative RVSM if required.
Field Elevation 0’-5000
C-FO 50’, C OR FO and Field 75’
But remember from AIP:
60’ - one can be up to 75’ out for 1 flight…
With an accurate QNH set, the altimeter(s) should read the nominated elevation to within 60FT. If an altimeter has an error in excess of ± 75FT, the altimeter must be considered unserviceable.
When two altimeters are required for the category of operation, one of the altimeters must read the nominated elevation to within 60FT. When the remaining altimeter has an error between 60FT and 75FT, flight under the IFR to the first point of landing, where the accuracy of the altimeter can be re-checked, is approved. In the event that the altimeter shows an error in excess of 60FT on the second check, the altimeter must be considered unserviceable for flight under the IFR
MLW
66360kg all rego’s
Weights
MTOW rounded off, MLW and most restrictive MZFW
MTOW 79 or 75 (79015 or 75069)
MLW 66360
MZFW 61.6 is most restrictive.
maximum cabin differential pressure (relief valves) is
9.1psi
If maximum differential pressure is reached the cabin rate of climb will equal the airplane rate of climb.
Engine Bleeds and Packs?
Exceptions to this?
Eng Bleed on no pack in high for TO/App/Land.
With either one or both engine bleed air switches ON, do not operate the air conditioning packs in HIGH for takeoff, approach or landing.
Note: The fire protection Non-Normal procedures takes precedence over the statement regarding no air conditioning pack in HIGH during takeoff, approach, or landing. The CARGO FIRE and SMOKE/ FUMES REMOVAL checklists require the Operating PACK switch(es) HIGH. Switch(es) need to be placed in HIGH in order to increase ventilation for smoke removal.
I’m pretty sure this limitation is performance related, if you lose a donk you don’t want remaining engine on high flow… In auto remaining pack will go to high flow once Flaps are retracted…
Aileron Trim (#)
Use of aileron trim with the autopilot engaged is prohibited.
AP engage TO? (#)
Do not engage the autopilot for takeoff below 400ft AGL.
Single Channel AP approach disconnect? (#)
For single channel operation during approach, the autopilot shall not remain engaged below 50ft AGL
Maximum allowable wind speeds when landing weather minima are predicated on autoland operations (#)
Airplanes operating with FAA Rules: Maximum allowable wind speeds when landing weather minima are predicated on autoland operations:
* Headwind 25kt
* Crosswind 20kt
* Tailwind 15kt
Remembering in conjunction with this the HGS ‘“limits” (not #)
The HGS AIII was demonstrated to meet the necessary requirements under the following conditions:Headwind 25kt
Crosswind 15kt
Tailwind 10kts.
Field Elevation 5,500ft
Maximum and minimum glideslope angles for autoland (#)
Maximum and minimum glideslope angles for autoland are 3.25 degrees and 2.5 degrees respectively
Autoland Allowable Config: (#)
Autoland capability may only be used with flaps 30 or 40
and both engines operative
Level Change (#)
Do not use LVL CHG on final approach below 1,000ft AFE
Prohibited HF frequencies:
VH-VXA -VH-VXU, VH-VYA -VH-VYL
Flights predicated on the use of the following HF frequencies are prohibited:
• 29.489Mhz
• 29.490Mhz
ACARS:
What 4x things are ok?
The ACARS is limited to the transmission and receipt of messages that will not create an unsafe condition if the message is improperly received, such as the following conditions:
• the message or parts of the message are delayed or not received,
• the message is delivered to the wrong recipient, or
• the message content may be frequently corrupted.
• However,
Pre-Departure Clearance,
Digital Automatic Terminal Information Service,
Oceanic Clearances,
Weight and Balance
and Takeoff Data messages can be transmitted and received over ACARS if they are verified per approved operational procedures
Primary Ground VHF?
Use the VHF radio connected to the top of fuselage antenna for primary ATC communications on the ground
Engine Limits
Maximum and minimum limits are red.
Caution limits are amber.
When must you use Engine Ignition?
Engine ignition must be on for:
* takeoff
* landing
* operation in heavy rain
* anti-ice operation
Reverse Thrust (#)
Intentional selection of reverse thrust in flight is prohibited.
Assumed Temp, what system prevents it’s use?
What about environmental conditions?
How about derate?
If there is a difference why?
Operation with assumed temperature reduced takeoff thrust is not permitted with anti-skid inoperative.
ATM ok on wet runway but not permitted on contaminated runway.
Derate permitted on both wet and contaminated.
Don’t use ATM with widshear obs…
Derated takeoff thrust (fixed derate) may permit a higher takeoff weight when performance is limited by VMCG, such as on a runway contaminated with standing water, slush, snow, or ice. This is because derated takeoff thrust allows a lower VMCG.
APU Loads (x 4) (#)
Ie when/what can you run off APU?
Airplanes operating under FAA Rules:
-Inflight - APU bleed + electrical load: max alt 10,000ft.
Airplanes operating under FAA Rules:
-Ground only - APU bleed + electrical load: max alt 15,000ft.
-APU bleed: max alt 17,000ft.
-APU electrical load: max alt 41,000ft
APU bleed valve must be closed when: x3
Can APU bleed valve be open during engine start?
* isolation valve open and ground air connected.
* engine no. 1 bleed valve open
* isolation valve open and engine no. 2 bleed valve open
APU bleed valve may be open during engine start, but avoid engine power above idle.
Aborted starts cooling period.
After three consecutive aborted start attempts, a fifteen minute cooling period is required
APU run time before using it as a bleed source?
Run the APU for two full minutes before using it as a bleed air source.
Max Flap Alt (#)
The maximum altitude with flaps extended is 20,000’
Holding in Icing (#)
Holding in icing conditions with flaps extended is prohibited
Boeing Control Inputs (#)
Avoid rapid and large alternating control inputs,
especially in combination with large changes in pitch, roll, or yaw (eg. large side slip angles)
as they may result in structural failure at any speed, including below VA.
Va:
The Manoeuvring Speed (VA) of an aircraft is an airspeed limitation determined by the aircraft designer. At speeds exceeding the manoeuvring speed, full deflection of any flight control surface can result in damage to the aircraft structure. Note that some flight control inputs, such as a rapid, full deflection rudder reversal, can result in structural damage or failure even at speeds below manoeuvring speed.
Speed brakes (#)
(#)Do not deploy the speedbrakes in flight at radio altitudes less than 1,000ft
Not#:
In flight do not extend the speedbrake lever beyond the flight detent
Alternate flap duty cycle:
When extending or retracting flaps with the ALTERNATE FLAPS position switch, allow 15 seconds after releasing the ALTERNATE FLAPS position switch before moving the switch again to avoid damage to the alternate flap motor clutch
After a complete extend/retract cycle, ie. 0 to 15 and back to 0, allow 5 minutes cooling before attempting another extension
QFE ops?
QFE operations are prohibited
GPWS (x2)
Bonus RAAS
Do not use the terrain display for navigation.
Do not use the look-ahead terrain alerting and terrain display functions:
within 15nm of takeoff, approach or landing at an airport or runway not contained in the GPWS terrain database
Wx Radar (x2) (#)
Avoid weather radar operation in a hangar.
Avoid weather radar operation when personnel are within the area normally enclosed by the airplane nose radome.
Note: The hangar recommendation does not apply to the weather radar test mode
Max and Min Fuel Temp?
Maximum tank fuel temperature is 49°C.
Minimum tank fuel temperature prior to takeoff and inflight is - 43°C, or 3°C above the fuel freezing point temperature, whichever is higher.
Note: The use of Fuel System Icing Inhibitor additives does not change the minimum fuel tank temperature limit
Center Fuel Tank and pumps?
Lims x2
Preflight cautions x 2
wip
Intentional dry running of a center tank fuel pump (low pressure light illuminated) is prohibited.
Main tanks 1 and 2 must be full if center tank contains more than 453kg
Do not leave flight deck unattended with CT fuel pump running.
Do not turn on CT fuel pumps if less than 453kg in CT on preflight.
You’ll end up burning the 453 when you get to cruise I thinks.
Brakes inflight limitation
Do not apply brakes till after touchdown.
Fuel Balance?
Lateral imbalance between main tanks 1 and 2 must be scheduled to be zero. Random fuel imbalance must not exceed 453kg for taxi, takeoff, flight or landing
HGS (x2)
Use of HGS takeoff guidance as the sole means of runway centerline tracking is prohibited.
The HGS is not approved for single engine fail passive rollout guidance. This does not prohibit use of the HGS rollout guidance as a supplemental aid during single engine operations.
HGS AIII Wind limits and max demonstrated Altitude
HW 25
XW 15
TW 10
Alt 5500’ PA
Low vis Xwind limit also15kts
Low vis RV/RVR Below 550m
Low vis X wind limits TO/Land:
When is low vis?
15kts
RV/RVR Below 550m
Wingspan
35.79m
4C
Min width pavement 180°turn?
24.3m🎄
What N2 do you select start lever on start? Normal, minimum and max motoring…
25% N2
20% min, @ max motoring
Max motoring = N2accn<1%/5secs
At what N2 should you expect start selector automatically switch from GND to AUTO?
What could happen if it clicks off early?
Below what N2 can you switch back to GND? obs you’d use checklist but anyway…
56%
Hot start.
Failure of the ENGINE START switch to stay in GRD until the starter cutout RPM can cause a hot start.
Do not re–engage the ENGINE START switch until engine RPM is below 20% N2
What oil temp requires engine shutdown?
Any time red limit reached, or amber limit for more than 45min
Vlo, Vle
Extend 270/0.82
Retract 235
Extended 320/0.82
Min time after gear extension due WWF indication you can retract if required for perf?
20mins
NWS angles, tiller and pedals
Tiller 78°, Pedals 7°
Single pack max alt?
F250
From ddg, failure after TO service ceiling however common sense…
Min fuel in tanks for Electric Hyd Pump operation? EMDP
760kg in related main tank.
DISPATCH:
Crosswind Max TO
Crosswind Max Land
Dry
Wet
Standing water
Reverse
DRY:
TO 33
Land 37/33n
WET:
TO 25*
Land 37/33n
*Wet TO 30kts (5& 25& 45& 5)
Flaps 5 or greater.
CofG no more aft than 25%.
Min 45m Rwy
Reported braking GOOD/RCC5 or better, which correlates to WET/SLIPPERY or better.
TO sw 15
Land SW 20
Check RCAM though for landing - SW 17kts…
Reduce 5kts for asymmetric reverse.
n=less than 45m wide but not less than 30m wide.
Ignition on both for start?
For the first flight of the day, at airport elevations at or above 2,000ft MSL, if the temperature is below 5°C/41°F, consider placing the Ignition select switch to BOTH before starting the engines. This may increase the likelihood of a successful engine start on the first attempt.
Cruise penalties:
2,000ft above/below optimum altitude:
4,000ft below optimum altitude:
8,000ft below optimum altitude:
cruise speed 0.01M above LRC:
ISA dev?
2,000ft above/below optimum altitude: 1% to 2% increase in trip fuel
4,000ft below optimum altitude: 3% to 5% increase in trip fuel
8,000ft below optimum altitude: 8% to 14% increase in trip fuel
cruise speed 0.01M above LRC: 1% to 2% increase in trip fuel.
ISA +10°c 1%
Note that’s above LRC not above econ…
Near OPTI altitude what is LRC?
What is a benefit of this speed?
For cruise within 2,000ft of optimum, long range cruise speed can be approximated by using 0.79M. Long range cruise also provides the best buffet margin at all cruise altitudes.
Default Taxi fuel 737
190kg
15kg/min (900/hr)
inc 25kg APU
FPPM has 12kg/min (720hr)
APU burn 105/hr 1.75min
APU burn from FCOM 120kg/hr (2kg/min)
So above numbers basically using taxi with apu on…
Contingency fuel cap 737?
1000kg
Nominated Final Reserve Fuel (FRF) 737?
Emergency Fuel Declaration figure ICAO.
Is this a ‘hard’ number or can you use a different one in certain conditions?
1200kg
6.10.7.4 Emergency Fuel Declaration Final Reserve Fuel (FRF) Figure
ICAO recommend that Flight Crew be provided with a fuel figure that is easily remembered upon which to base the initial assessment of the need to declare MINIMUM or MAYDAY Fuel. The intent of this nominated figure is not to dictate the actual FRF, but rather serve as a consistent trigger for Flight Crew to actively manage the remainder of the flight taking into account available fuel margins.
The figures in the FAM Section 16.11 – Fleet Specific Information (Nominated FRF) have been calculated using the following data:
Maximum Landing Weight;
ISA+15;
1500 feet; and
30 minutes.
Note:
Having identified that a potential low fuel state exists, Flight Crew may use the actual or OFP FRF figure on which to base a declaration of Minimum or Mayday Fuel. The OFP figure takes into account variations in landing weight, atmospheric conditions and airport elevation.
What is the extra fuel required for SEVERE LLWS?
Is it required?
What if you are carrying a tempo?
700kg
No planned additional as it’s a CAV - therefore loaded payload permitting .
-Not required if you are carrying tempo…
Starter duty limits
And bonus what do you abort ground start for?
Normal starter duty cycle:
• Multiple consecutive start attempts are permitted.
Each start attempt is limited to 2 minutes of starter usage.
• A minimum of 10 seconds is needed between start attempts.
After three consecutive aborted start attempts, a fifteen minute cooling period is required.
Extended engine motorings:
• Starter usage is limited to 15 minutes for the first two extended engine motorings.
A minimum of 2 minutes is needed between each attempt.
• For the third and subsequent extended engine motorings, starter usage is limited to 5 minutes.
A minimum of 10 minutes is needed between each attempt
Dispatch Crew O2
1400psi
Dry Ice limits
MEL times
A: calendar or Flight days specified
B: 3 Calendar days
C: 10 Calendar days
D: 120 Calendar days
Dispatch Max Xwind TO/Land
Wet
DRY:
TO 33
Land 37/33n
WET:
TO 25*
Land 37/33n
*Wet TO 30kts
Flaps 5 or greater.
CofG no more aft than 25%.
Min 45m Rwy
Reported braking GOOD/RCC5 or better, which correlates to WET/SLIPPERY or better.
TO sw 15
Land SW 20
Check RCAM though for landing - SW 17kts…
Reduce 5kts for asymmetric reverse.
n=less than 45m wide but not less than 30m wide.
How many turns of trim wheel is 1 unit of trim
15
Wind Additives
How about tailwinds?
How about heavy?
1/2 steady HEADwind component + full gust
Max Vref +15 or flap placard -5
Do not apply wind additives for steady tailwinds or tailwind gusts. Set command speed at VREF + 5kt (autothrottle connected or disconnected).
Non normal = Vref + qrh additive number + wind (5min 15max)
Command Speed - Non-Normal Conditions
Occasionally, a non-normal checklist instructs the Flight Crew to use a VREF speed that also includes a speed additive such as VREF 15 + 15kt. When VREF has been adjusted by a NNC, this becomes the VREF used for landing. This VREF does not include wind additives.
For example, if a non-normal checklist specifies “Use flaps 15 and VREF 15 + 10kt for landing”, the Flight Crew would select flaps 15 as the landing flaps and look up the VREF 15 speed in the FMC or QRH and add 10kt to that speed.
When using the autothrottle, position command speed to VREF + 5kt. Sufficient wind and gust protection is available with the autothrottle connected that no further wind additives are needed.
If the autothrottle is disconnected, or is planned to be disconnected prior to landing, appropriate wind additives must be added to the VREF to arrive at command speed, the speed used to fly the approach.
For example, if the checklist states “use VREF 40 + 30kt”, command speed should be positioned to VREF (VREF 40 + 30kt) plus wind additive (5kt minimum, 15kt maximum).
If a flaps 15 landing is performed and VREF ICE is required, (VREF ICE = VREF 15 + 10kt), the wind additives should not exceed 5kt.
Vref ICE
What is it
When do you use it?
What is the wind additive?
For single engine F15 landings: VREF ICE = VREF 15 + 10kt.
If any of the following conditions apply:
*Engine anti–ice will be used during landing
*Wing anti–ice has been used any time during the flight
*Icing conditions were encountered during the flight and the landing temperature is below 10° C
If a flaps 15 landing is performed and VREF ICE is required,the wind additives should not exceed 5kt.
How long must AC busses be powered for stall warning test?
The stall warning test requires that AC transfer busses are powered for up to 4 minutes.
In windy conditions what should you do with PB?
Does park brake need to be set for walk around?
If adverse or gusty winds are being experienced or are anticipated (approximately 30kt), consider leaving parking brake set, and consider setting stabilizer trim to 4.0 units.
It is not necessary to set the park brake in order to check brake wear indicators during the exterior inspection.
control wheel deflection for spoiler lift
10°
Fuel QTY check
Where on ACARS
Max uplift discrepancy
APU burn used
ACARS main menu
ACMS
QAN
Fuel & Oil
+-600kg
APU 120kg/hr
Engine warm up
Oil temp inc before TO and 2 mins
Best Rate of climb
Vref40+120 - 0.76
Driftdown speed
Vref40+100
Flap speeds for manoeuvres.
Vfe
Flap Up +70
F1 +50
F5 +30
F10 +30
F15 +20
F25 +10
Vref 30
Vref 40
F1-5 250
F10= 210
F15 = 200
F25 = 190
F30 = 175
F40 = 162
OPT recalc
Bank angle in an AR approach RF leg
As an aid to SA the bank angle can be determined by dividing a tenth of the ground speed by half of the RF value.
As an example if the GS is 160kts while flying a RF leg with a radius
value of 4 nm the bank angle will be 8 degrees.
Factors affecting VNAV approachs
Height above minimum with increase temp, ie ISA
How does altimeter affect Height?
What does 1 hpa represent in feet?
The altimeter will under read in an above ISA atmosphere causing the aircraft to fly a slightly steeper approach.
For example on an ISA +20 day the
altimeter will under read by 4% for each 10 degrees above ISA,
times the height above the airfield.
This means that the aircraft will arrive at the 250’ minima 20 feet high and at the threshold
4 feet high.
Air Services have a practice where they round down QNH values. For instance if the actual QNH was 1017.9 this would be reported to the aircraft as 1017. This will cause the altimeter to under read by 27 feet, as such the aircraft will fly 27 feet above the nominal path.
1hpa=30’
Pilot position in front of nose wheel?
In front of main gear?
Where are the main gear located laterally?
1.6m
17.1m
The main gear are just inside the engine nacelles.
Fuel Config x3
When can you complete checklist?
Low Fuel comes on when?
907kg in tank
(extinguished at 1134 on fill, I know who cares)
Bank angle limit TO and GA.
Turns commenced between 50 - 200ft, should limit bank angle to 8 degrees. Above 200ft a maximum bank angle of 30 degrees is permitted at V2+15kt with takeoff flaps. (from immediate turn after TO AE)
Limit bank angle to 15° until reaching V2 + 15 ( from flap retract sched)
With LNAV engaged, the AFDS may command bank angles greater than 15° (from immediate turn after TO OEI);
Limit BA to 15 degrees anytime below amber band (GA profile)
OEI GA limit bank angle to 15:
Engine Failure DuringEngine 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 speed and limit bank angle to 15° until initial manoeuvring is complete and a safe altitude is reached.
Accelerate to flap retraction speed by repositioning the command speed to the manoeuvre speed for the desired flap setting and adjusting pitch. Retract flaps on the normal flap/speed schedule.Note: VREF 30 or 40 plus wind additive at flaps 15 may result in an airspeed that provides less than full manoeuvre margin (top of the amber band)
Fuel required for 4000’ climb.
How long should you consider minimum for cruise in a late step climb?
135-235Kg
Depends on GW, init alt, temp and climb speed.
Highest heavy and low init altitudes.
Climb usually not justified if cruise at new alt not at least 20mins.
Takeoff…
When should TO thrust be set on TO?
What is correct speed for initial climb 1 and 2 engine?
Rotation Rate?
Tail strike pitch attitude?
Flap setting and tail clearance?
60kts
V2+15-V2+25 AE *
V2-V2+20 OEI
Rotation rates vary from 2° to 3° per second with rates being lowest on longer airplanes. Liftoff attitude is achieved in approximately 3 to 4 seconds depending on airplane weight and thrust setting.
11°
Flaps 1 (-800) takeoffs have the least clearance. Consider using a larger flap setting for takeoffs at light gross weights. F1 8.5° pitch is 33cm tail clearance :o
- V2 + 20kt 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. If airspeed exceeds V2 + 20kt during the initial climb, stop the acceleration but do not attempt to reduce airspeed to V2 + 20kt. Any speed between V2 + 15 and V2 + 25kt results in approximately the same takeoff profile. Crosscheck indicated airspeed for proper initial climb speed.
Bank limits and min speed on TO and close in turns
Obstacle clearance, noise abatement, or departure procedures may require an immediate turn after takeoff. Initiate the turn at the appropriate altitude (normally at least 500ft HAA) and maintain V2 + 15 to V2 + 25kt with takeoff flaps.
Note:
Turns commenced between 50 - 200ft, should limit bank angle to 8 degrees. Above 200ft a maximum bank angle of 30 degrees is permitted at V2+15kt with takeoff flaps.
After completing the turn, and at or above acceleration height, accelerate and retract flaps while climbing.
Note: The possibility of an engine failure along the departure track must be considered. Special engine out procedures, if available, are preferable to a takeoff weight reduction to ensure all obstacles are cleared.
LNAV capture limitations after TO
LNAV guidance becomes active at 50ft AGL if the active leg is within 3.0nm and 5° of the runway heading. If the departure procedure or route does not begin at the end of the runway, it may be necessary to use the HDG SEL mode at 400ft AGL to intercept the desired track for LNAV capture. When the departure procedure is not a part of the active flight plan, use HDG SEL or VOR LOC mode. When an immediate turn after takeoff is necessary, the desired heading may be preset before takeoff.
