Memory lists Flashcards
Pulling Engine Fire Switches
- closes the related engine and spar fuel valves
- closes the related engine bleed air valve
- trips off the related engine generator
- shuts off hydraulic fluid to the related engine-driven hydraulic pump
- depressurizes the related engine-driven hydraulic pump
- arms both related engine fire extinguishers
Rotate to A or B - discharges selected fire extinguisher into the engine nacelle.
FUEL CONTROL Switches
RUN to CUTOFF
- closes fuel valves
- removes igniter power
- commands respective hydraulic demand pump to operate when Demand
Pump selector in AUTO - unlocks Engine Fire switch
APU Fire Switch out
- arms APU fire extinguisher bottle
- closes APU fuel valve
- closes APU bleed air valve
- closes APU air inlet door
- trips APU generator field and generator breaker
- shuts down APU (if automatic shutdown does not occur)
Rotate - discharges APU fire extinguisher into APU compartment.
Engine Fire switch is released when
- Fire detected
- Fuel Control Switch moved to cutoff
- Mechanical unlock button
Max doors wind limit
40 kt to operate
65 kt to leave open
Entry and cargo
APU altitude limits
Operates to 20,000
Electric and start on the ground only.
1 pack to 15,000
When will the speedbrakes go UP with lever in ARM?
- Ground sensed
2.Thrust levers 1 and 3 near idle.
When will the speedbrakes go UP with lever in DN
- Ground sensed
- Thrust levers 1 and 3 near idle
- 2 & 4 in idle reverse
When will the Autobrakes operate with the switch in RTO
- Over 85 KTs GS
- All Thrust levers are closed
- Ground senses
Autobrakes on landing
- Ground sensed
- Thrust lever closed
- Wheels have spun up.
Wings span
64.9 M
Minimum width for 180 degrees turn
46.3 M
Minimum runway width
150 ft
Wheels span
12.6 M
Flaps 10 vs 20 T/O
10 - Higher T/O WT, less noise, wear and tear, less thrust required, Tail strik hazard
20 - FCTM default
Flaps 25 vs 30
25 - Less noise, wear and tear, speed margin
30 - Slower landing speed, shorter landing distance.
Minimum T/O fuel
- 25,000
- 22,500 on PIC descretion on transit stop but no less the Required fuel
Minimum landing Fuel/ Final Reserve
Greater of:
1. 3600 Kgs
2. 30 minutes holding fuel.
Contingency Fuel
- 5% trip Fuel
- 3% with enroute alternate
- Maximum of 20 minutes cruise Fuel.
or
5 Holding fuel at 1500 ft
When is Alternate required
Any time the destination is not ALM
Disptach without alternate
1.Flight time less than 6 hours.
2. 2 seperate runways.
3. Ceilng minima + 1500 ft or 2000 ft
Visibility +3000 m or 5000 m
When is enrout alternate required
The distance between departure and destination airports, or any of their alternates is such that
from any point on the planned route, the aircraft will be unable to reach one of these:
– While flying at altitude for depressurized flight, with critical fuel remaining; or
– The route includes a point further away from an adequate aerodrome at 60 minutes zero
wind flying time with all-engines operating LRC speed
2. It is required by Chapter 8.1.1.1 through Chapter 8.1.1.3 in order to meet one or two engine out
performance requirements.
Minimum fuel VS mayday Fuel
Single aerodrome option to land with MLF VS landing with less than MLF
Scan policy
Auto-flight - PF outside, PM instruments
Manual - PF intruments PM outside
Stabilized approach
- The aircraft is on the correct flight path;
- Only small changes in heading/pitch are required to maintain the correct flight path;
- The aircraft speed is not more than target speed +20 kts indicated airspeed and not less than
Vref; - The aircraft is in the correct landing configuration;
- Power setting is appropriate for the aircraft configuration and is not below the minimum power
for approach as defined in the respective OM Part B; - All briefings and checklists have been conducted;
- ILS approaches must be flown within one dot of glide slope and localizer;
- Touchdown must be made within the touchdown zone.
NOTE: Unique approach procedures or abnormal conditions requiring a deviation from the
above elements of a stabilized approach require a special briefing.
When the approach becomes unstabilized below 1,000 ft above airport elevation in IMC or below
500 ft above airport elevation in VMC an immediate Go-Around is mandatory.
Wind shear criteria
– Airspeed change of +/- 15 kts;
– Vertical speed change of 500 ft/min;
– Pitch change of more than 5°;
– Glideslope displacement of more than 1 dot;
– Abnormal power lever position for a significant period of time.
When are the pack in high flow?
- Position of LLCCAFR
- Phase of flight
- Number of operating packs
The system reconfigures automatically when one pack shutdown or fail
Fuel System Management cards
- Closes x-feed 2&3 when flaps are extended for T/O on the ground.
- Opens X-feed 2&3 when flaps are out of range 10&20 settings.
- Opens reserve transfer valves when main tank 2 OR 3 fuel quantity approx 18,200 KG.
- With no fuel in the center wing tanks, activates override/Jettison pumps 2&3.
Equipment Cooling Normal
Fan supplies cool cabin air to electrical equipment.
E&E exhaust routing depends on:
1. Ambient temp
2. LLCCAFR congif
3. FWD cargo compartment temp selector.
Equipment Cooling EICAS
System is not configured for flight. Can be resolved by switching selector to STBY.
Equipment Cooling STBY
- Ground exhaust valve closed
- Automatic control bypassed to configure system for flight; inboard
exhaust valve open - with a single internal fault, equipment inboard exhaust valve closes and
cooling system reconfigures to allow internal closed loop recirculation
of cooling air
Equipment Cooling in Override
- inboard exhaust valve closed
- ground exhaust valve closed
- equipment supply valve closed; cooling air supplied through flight
panels - smoke/override valve open; differential pressure exhausts cooling air
overboard
