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FCOM NG System Description > MAX & NG Differences > Flashcards

MAX & NG Differences Flashcards

1
Q

Dimensions

A
  • MAX Nose Strut 20cm longer,
  • Fan diameter of CFM LEAP-1B 175cm (20cm longer than CFM 56-7)
  • Engines have same 43cm ground clearance
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2
Q

MUH

A
  • Minimum Use Height for Autopilot,
  • MAX: 111FT AGL
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3
Q

BLEED Light

A

In addition to NG BLEED TRIP OFF, illuminates for:
- Failure within Bleed System (may be Non-Resettable) or,
- When both BLEED switches OFF 45s after Flaps retracted

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4
Q

PACK Light

A

In addition to NG PACK, illuminates for:
- If flow control valve fails in the closed position,
- When both PACK switches OFF 45s after Flaps retracted

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5
Q

EQUIP SMOKE Light

A
  • Illuminates if smoke detected in the Equipment Cooling system,
  • Extinguishes 30s after smoke is not detected
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6
Q

Bleed Air

A

Now obtained from 4th and 10th stages (instead of 5th and 9th in NG)

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7
Q

ENG ANTI-ICE Light

A
  • The core anti-ice system is inoperative or,
  • The cowl thermal anti-ice system is inoperative or will not function if selected
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8
Q

Engine Anti-Ice

A
  • New “Core Anti-Ice” function introduced,
  • Controlled automatically by EEC
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9
Q

Anti-Ice Valve Indication Lights

A
  • Color changed from blue to amber,
  • “OPEN” is deleted e.g. “L VALVE” instead of “L VALVE OPEN”,
  • When position of the valve and switch disagrees, light illuminates and after 6s MASTER CAUTION illuminates,
  • On MAX Wing Anti-Ice ground logic is same but lights are inhibited on the ground
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10
Q

CFM LEAP 1B Engine

A
  • 18 Carbon-Fiber Fan Blade instead of 24 Titanium,
  • Bypass ratio 9:1 instead of 5:1,
  • Fuel Burn reduction 15%, Operation Cost reduction 7%,
  • Diameter 176cm instead of 155cm,
  • Noise footprint -40% (-15EPNdb),
  • Improved range: 19%
  • Lower Fan Speed, Higher Core Speed,
  • Additional HP Compressor and Turbine ,
  • Higher EGT due to more forward (hotter core) sensors,
  • Max EGTs: 1038, 1013, 753 degrees instead of 950, 925, 725 degrees
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11
Q

BRM

A
  • Bowed Rotor Motoring,
  • Due to uneven cooling of core,
  • Core is longer and narrower and that results top shaft becomes longer,
  • Fully managed by EEC,
  • Starts between 18-23 N2,
  • Maximum time limit is 90s
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12
Q

Engine Start

A
  • BRM may be shown,
  • After IDLE detent 10s may be needed before observing a positive fuel flow,
  • EGT peak may come close to start limit at higher ambient OAT with hot engine (753 degrees),
  • Longer with hot engine (up to 150s),
  • Starter limited to 3 minutes instead of 2 minutes for normal starts
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13
Q

Recommended Engine Warm-Up Time

A

3 minutes instead of 2 minutes

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14
Q

Extended Motorings

A
  • 5 minutes for all,
  • 5 minutes needed between first 2,
  • 10 minutes needed 3rd and subsequent motorings
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15
Q

Crosswind Taxi Limits

A
  • Above 43KT, limit thrust to a normal taxi setting,
  • Above 58KT, limit engine thrust to IDLE
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16
Q

Oil Temperature For T/O

A

Should be +31 or more

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17
Q

New EEC Shutdown Protections

A

Electronic Overspeed (EOS):
- In case of and uncontrollable N2 overspeed on the ground,
- EEC shuts off fuel to the engine,
- Below 50% N2 “ENG FAIL” alert shows up

Thrust Control Malfunction Accomodation (TCMA):
- Uncontrolled high thrust event on the ground,
- Protection against unacceptable high asymmetric thrust,
- EEC shuts off fuel to the engine with high thrust,
- Below 63% N2 “ENG FAIL” alert shows up

When the engine start lever is moved to the idle detent:
- EEC performs a functional test of the EOS and TCMA logic,
- During this test fuel flow will indicate zero and the engine fuel shut off valve will open and close repeatedly

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18
Q

Cold Weather Engine Run-Up

A
  • During Taxi: 50% N1 then decrease at intervals 60 minutes or less,
  • Before T/O: 50% N1 for 5s
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19
Q

ICING IDLE

A
  • Highest IDLE setting,
  • Engages when EAI selected and both Flaps and Gear UP,
  • Not available above 30400FT, and gradually increases to full ICING IDLE at 22000FT
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20
Q

THRUST Engine Crew Alert

A
  • Engine is not producing commanded thrust or not responding thrust command,
  • Amber band on N1 display,
  • Illuminated for: Over-thrust, Under-thrust, Actual N1 > Max N1 Limit Bug
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21
Q

FUEL FLOW Engine Crew Alert

A
  • Alerts crew for a possible fuel leak condition,
  • Illuminates when the difference between actual FF and FMCS expected FF exceeds MEDB threshold value for 5 continuous minutes,
  • MEDB: Model/Engine Database
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22
Q

Reverser Alerts

A
  • REVERSER COMMAND: Reverse Thrust Lever is not in the DOWN position in flight,
  • REVERSER LIMITED: Replaces REVERSER light. Reverse Thrust not available or limited to IDLE,
  • REVERSER AIR/GRD: Reverser Air/Ground protection is lost
23
Q

APU

A
  • EGT gauge removed,
  • APU Door has 3 positions: Ground (fully open), Flight (partially open) and Closed,
  • DOOR light: Door is not in the commanded position or open on the ground with APU shutdown,
  • Wait for 5 minutes after APU GEN OFF BUS light extinguishes before placing BATTERY switch to OFF (for door)
24
Q

MCAS General

A
  • Maneuvering Characteristics Augmentation System,
  • MCAS added as a Pitch Stability Augmentation,
  • Need for the MCAS: Larger and more forward engines affects flight characteristics,
  • Operates at high AoAs, when A/P not engaged and the flaps are up,
  • Controls Stabilizer Trim High speed function (flaps extended mode),
  • Adds nose down stabilizer trim inputs incrementally
25
Q

MCAS Activation Conditions

A
  • AoA above threshold,
  • Flaps UP,
  • Up to MACH .84,
  • A/P not engaged,
  • 10s after T/O
26
Q

MCAS Command Limit Logic

A
  • Command Limit Logic computes a nose down stabilizer limit (for a current trim),
  • If limit reached: within 5 minutes or before A/P engagement for a 1 continuos minute Speed Trim System inhibited,
  • After the time above Command Limit Logic resets,
  • Limit can be reached any trim inputs (manual, A/P etc),
  • The forward stabilizer limit is between 2.5 (low speed) and 0.65 (high MACH)
27
Q

MCAS New FCC Logic Enchantments

A
  • AoA Comparison,
  • Command Limit,
  • Single MCAS Activation
28
Q

MCAS Single MCAS Activation Logic

A

Ensures MCAS activate once per elevated AoA event

29
Q

MCAS AoA Comparison Logic

A
  • FCC uses both AoA Vanes and filters out small differences,
  • If Vanes disagree by 5.5 degrees or more with Flaps UP, Speed Trim System inhibited for the remainder of flight
30
Q

SPEED TRIM FAIL Light

A
  • Failure of Speed Trim System (if one function fails the other function is inhibited),
  • If Vanes disagree by 5.5 degrees or more with Flaps UP, System inhibited for the remainder of flight
31
Q

Stabilizer Trim Override System

A
  • In addition to control column switches, Software Column Cutout Function added to FCC,
  • It stops Speed Trim and A/P trim function in case of a opposite control column command,
  • Both the control column and software one DOES NOT INHIBIT MCAS Nose Down commands
32
Q

Runaway Stabilizer Protection

A
  • Cross FCC Trim Monitor,
  • FCCs continuously monitors each others trim commands (except dual channel approach),
  • If erroneous trim command detected, that sides commands inhibited for the remainder of flight,
  • SPEED TRIM FAIL light can illuminate automatically or during RECALL,
  • A/P and CWS can disengage automatically,
  • If activated on the ground below 30KT with both engines running, STAB OUT OF TRIM illuminates
33
Q

Spoilers General

A
  • Fly-by-wire and therefore reduces overall weight,
  • SCE: Spoiler Control Electronics unit,
  • GSCM: Ground Spoiler Control Module,
  • Position sensors attached to F/O Control Column and SPD BRK Lever,
  • SCE and GSCM send electrical signal to PCUs,
  • PCUs transforms the signal and send hydraulic pressure to actuators
34
Q

Spoiler New Functions

A
  • MLA: Maneuver Load Alleviation,
  • LAM: Landing Attitude Modifier,
  • EDS: Emergency Descent Speed Brakes System,
  • Elevator Jam Landing Assist System,
  • SCE prevents further Spoiler extension when Lever moved beyond FLIGHT DETENT inflight
35
Q

MLA

A
  • Maneuver Load Alleviation,
  • At Higher Gross Weights, engages when G Load is > 1.3G or < 0.3G,
  • Partially retract Speed Brakes,
  • SPD BRK Lever does not move,
  • When no longer needed Speed Brakes return to original position
36
Q

LAM

A
  • Landing Attitude Modifier,
  • For F30/40 maintains acceptable Nose Landing Gear contact margin,
  • Symmetrically deploys flight spoilers to reduce the lift and generate higher AoA,
  • Deflection begins at Vref + 10KT,
  • Maximum deflection occurs at Vref + 20KT
  • For Flaps 15/30 and Thrust Lever near IDLE, generates additional drag to capture and maintain G/P like NG,
  • Speed Brake Lever does not move,
  • Some buffet can occur
37
Q

EDS

A
  • Emergency Descent Speed Brakes System,
  • Armed above 30000FT and Cabin Altitude Warning is active,
  • Raises Speed Brakes higher than normal position,
  • Deactivated when Speed Brakes stowed or Cabin Altitude Warning is no longer active,
  • Operation is transparent to the crew
38
Q

SPEED BRAKE EXTENDED Light

A

Inflight 1:
-SPD BRK Lever beyond ARMED position and,
- Thrust Lever is above IDLE for 15s or,
- Thrust Lever is above approximately 40 degrees for 3s

Inflight 2:
-SPD BRK Lever beyond ARMED position and,
- TE Flaps > 10 or,
- RA < 800FT

Ground:
- SPD BRK Lever DOWN DETENT and,
- GROUND Spoilers are not stowed

39
Q

SPEED BRAKE DO NOT ARM

A
  • Indicates fault in the Auto Speed Brake System,
  • Does not illuminate during landing roll < 60KT (NG),
  • Momentarily illuminates when pilot retract Speed Brakes by advancing throttles
40
Q

AFDS Enhancements

A

A/P disengagement 1s after Stick Shaker:
- In pitch modes which don’t have reversions,
- ALT HOLD, VNAV ALT, VNAV PTH, V/S, G/P, G/S,
- F/Ds also disappear until the IAS to the top of amber band

Autopilot Trim Inhibit:
- With Flaps Extended and A/P engaged,
- A/P Stabilizer trim inhibited when

41
Q

SPOILERS Light

A

One or more Spoiler Pairs are inoperative

42
Q

Elevator Jam Landing Assist

A
  • SCE function which increase or decrease descent rates,
  • Used during approach and landing through the use of the Flight Spoilers,
  • To activate the system: Related Switch ON, Flaps extended, A/P disengaged,
  • Flight Spoilers deploy to a preset position,
  • Via Control Wheel sensors for pitch up spoilers retract, for pitch down spoilers extend farther
43
Q

Elapsed Time Start / End

A
  • Start at weight of wheels,
  • Stops 30s after weight on wheels
44
Q

Part Time Mini Map

A
  • Only available when PFD and AUX displayed and Inboard Display fails,
  • Fixed at 20NM range
45
Q

FMC FUEL PROGRESS

A
  • 5/5 of PROGRESS Page,
  • TOTALIZER: Default, gets information from Fuel Quantity Indication System (FQIS),
  • CALCULATED: Based on TOTALIZER or manual fuel entry at engine start, then uses actual FF and APU
46
Q

New Fuel System Alerts

A
  • All shown below Fuel Quantity Indications on the Engine Display
  • FUEL DISAGREE: Totalizer and FMC calculated fuel quantities disagree,
  • USING RESERVE FUEL
  • INSUFFICIENT FUEL
47
Q

Main Landing Gear System

A
  • Lever has only UP and DOWN positions,
  • Hydraulic pressure removed from the system by PSEU, 10s after all gear are Up and Locked
48
Q

VSD Shown Area Width and Length

A
  • Cyan dashes seen on the ND shows width,
  • 1 x RNP to each side,
  • Full VSD range is twice of ND (minimum 10NM),
  • Half VSD range is the same as ND (minimum 5NM)
49
Q

FPV on VSD

A
  • A/C symbols angle depicts 3 degrees,
  • For a full VSD, FPV length is a quarter of the total length
  • For a half VSD, FPV length is half of the total length
50
Q

MAINT Light

A
  • Replaces PSEU Light,
  • Inhibited from first engine start to 30s after landing
51
Q

Enhanced Bank Angle Alert

A
  • Shown when Bank Angle > 45 degrees,
  • If Pitch Angle > 25 alerts suppressed until 65 degrees,
  • Red arrow to the wings level shown,
    -“ROLL LEFT/RIGHT X 2” aural alert repeats at 5s intervals
  • All alerts stop when Bank Angle <35 degrees for 2s or < 10 degrees without time requirement,
  • During warning F/Ds removed and TCAS commands inhibited,
  • If stick shaker activates, Bank alerts are inhibited,
  • If there is IRS roll inputs difference, alerts are inhibited
52
Q

Roll/Yaw Asymmetry and Roll Authority

A

Asymmetry:
- It’s shown when the autopilot has reached 75% of its total roll authority,
- Amber ROLL/YAW ASYMMETRY shown on PFD (above bank pointer),
- Bank Pointer and Slid/Skip indicator outlined in amber,
- If Slid/Skip indicator deflected > 25% of its width, it becomes solid amber

Authority:
- It’s shown when the autopilot has reached 100% of its total roll authority,
- Amber ROLL AUTHORITY shown on PFD (above bank pointer),
- The aural alert,”ROLL AUTHORITY x 2”,
- The bank pointer and slip/skid indicator become outlined in amber,
- If the bank angle exceeds 15 degrees, the bank pointer becomes solid amber,
- If the slip/skid indicator is deflected greater than 25% of its width, the slip/skid indicator becomes solid amber

53
Q

RAAS Inflight Overrun Warning

A
  • Armed from 500FT Touch Down Zone Elevation (TDZE) until touchdown,
  • A red GO AROUND shown on PFD, above lateral deviation scale,
    -“OVERRUN, GO AROUND” aural alert sounds,
  • Aural alerts repeat: below 150FT above TDZE or condition is true for at least 7s
54
Q

RAAS On Ground Overrun Warnings

A
  • Armed 3s after Touchdown until < 20KT or A/C comes within 300m of the runway end,
  • A red MAX REVERSE shown on PFD, above lateral deviation scale,
    -“MAX BRAKES, MAX REVERSE” aural alert sounds once,

If Speed Brakes are not deployed:
- During RTO or Landing above 80KT,
- A red SPEEDBRAKE shown on PFD, above lateral deviation scale,
-“SPEEDBRAKE, SPEEDBRAKE” aural alert sounds once,
- EGPWS monitors 4th and 9th spoiler panels, checking if they are less than half extended,
- If HYD SYS A has low pressure, warning is inhibited (4,9 supplied by it)

FCOM NG System Description (16 decks)

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