Memory and Recall Items

Question 1

(757) Maximum Operating Altitude

Answer 1

42,000 feet pressure altitude

Question 2

(767-300) Maximum Operating Altitude

Answer 2

43,000 feet pressure altitude

Question 3

Maximum Takeoff and Landing Tailwind Component

Answer 3

10 knots, or as permitted by Company Pages

Question 4

Turbulent air penetration speed

Answer 4

290 KIAS /.78Mach, whichever is lower

Question 5

757/767-300 crosswind limit

Answer 5

40 knots for takeoff and landing, including gusts.

Note: The crosswind component may be further limited by low visibility approaches, autolands, or contamination.

Note: Refer to 5.16.3, Guidelines for Takeoff on Contaminated Runways or Landing with Braking Action Less than Good.

Question 6

After takeoff, the autopilot must not be engaged below

Answer 6

200 feet AGL

Question 7

Use of aileron trim with the autopilot engaged is

Answer 7

prohibited.

Question 8

Maximum allowable wind speeds when landing weather minima are predicated on autoland operations (e.g., CAT II autoland, CAT III):

Answer 8

Headwind 25 knots
Crosswind 25 knots
Tailwind 10 knots

• The Boeing AFM low visibility autoland crosswind limitation is 25 knots. To both initiate and land, Delta Ops Specs further restricts CAT II and CAT III low visibility operations to a 15 knot crosswind limit. For CAT I or higher visibility, the autoland crosswind limit is 40 knots.

Question 9

The maximum altitude for flap extension

Answer 9

20,000 feet.

Question 10

Aborted Engine Start

757 / 767

Answer 10

FUEL CONTROL switch (affected side) CUTOFF
(See Tab 7, Engines, APU)

Question 11

IAS DISAGREE or Airspeed Unreliable

757

Answer 11

1 Autopilot disengage switch Push
2 A/T ARM switch OFF
3 F/D switches (both) OFF

4 If necessary to stabilize the aircraft, set the following gear up pitch attitude and thrust:

   Flaps extended                            10 degrees and 75% N1
   Flaps up                                        4 degrees and 75% N1

(See Tab 10, Flight Instruments, Displays)

Question 12

Dual Engine Failure

757 / 767

Answer 12

1 ENG START selectors (both). . . . . . . . . . . . . . .FLT
2 Thrust levers (both) . . . . . . . . . . . . . . . . . . . . . . Idle
3 FUEL CONTROL switches (both) . . . . . . . . . . . CUTOFF, then RUN

(See Tab 7, Engines, APU)

Question 13

ENGINE FIRE 
         or
Engine Severe Damage
         or 
Separation

757 / 767

Answer 13

1 A/T ARM switch . . . . . . . . . . . . . . . . . . . . . . . OFF
2 Thrust lever (affected side) .Confirm . . . . . . Idle

(See Tab 8, Fire Protection)

Question 14

Engine Limit or Surge or Stall

757 / 767

Answer 14

1 A/T ARM switch . . . . . . . . . . . . . . . . . . . . . OFF
2 Thrust lever (affected side) Confirm . Retard until engine indications stay within limits or the thrust lever is at Idle

(See Tab 7, Engines, APU)

Question 15

CABIN ALTITUDE
or
Rapid Depressurization

757 / 767

Answer 15

1 Don the oxygen masks.
2 Establish crew communications.

(See Tab 2, Air Systems)

Question 16

IAS DISAGREE or Airspeed Unreliable

767

Answer 16

1 Autopilot disengage switch Push
2 A/T ARM switch OFF
3 F/D switches (both) OFF

4 If necessary to stabilize the aircraft, set the following gear up pitch attitude and thrust:

   Flaps extended                            10 degrees and 80% N1
   Flaps up                                        4 degrees and 75% N1

(See Tab 10, Flight Instruments, Displays)

Question 17

Emergency Evacuation Flow/Philosophy

Answer 17

Evacuation flow items listed below are not included within the EVACUATION checklist. They are meant to refresh the logical pattern of procedures that must occur for a successful evacuation. In the unlikely event that the checklist cannot be read due to smoke/fire, darkness, injury or incapacitation, this simple flow or philosophy should be memorized and lead the pilot to completion of all critical tasks contributing to the safest possible evacuation. The checklist follows the flow pattern of:

STOP
CONFIGURE
SHUTDOWN
EVACUATE