Near The Runway

Question 1

RVR

Answer 1

P - the RVR is greater than the max value that can be measured
M - the RVR is greater than the min value that can be measured
RVR Trends:
U- up Increasing D-DN decreasing N NO change.

Question 2

Breaking Action

Answer 2

91 Poor
92 Medium/Poor
93Medium/Good
95 Good
No 94 pay attention 
99 Figures unreliable 
// no report; RWY not operational

Question 3

Derate

Answer 3

Derate I - 10% full Take Off power
Derate II- 10% from Derate I
Assumed- not more than 25% from full takeoff power or from Derate I

Question 4

Landing performance I

Answer 4

Dispatch:
Dry: demonstrate * 1.67
Wet/Contaminated/ Cat III: demonstrate 1.67*1.15
Landing Enroute:
1500’ to flare *1.15 factor
(Add 513’ for Auto Land)
Non Normal : actual landing distance - no factors

Question 5

Landing performance II

Answer 5

Landing Climb Gradient (gear and flaps extracted, all engines operating) >/=3.2%
• Approach Climb Gradient (One engine inoperative, landing gear retracted) >/=For 2 eng. A/C 2.1%

Question 6

Take off performance Policy

Answer 6

The takeoff performance limitations are:

1. Tire speed limit weight
2. Brake energy limit weight
3. Structural (certified) Limit weight
4. Field Length
5. Climb Gradient

Question 7

Take off segments

Answer 7

Segment I
Lift off to 35' t.o power, positive rate, gear Dn
Segment II
35' to 400', V2,2.4%, gear up
Segment III or acceleration 
400'-400', V2-1.25Vs, positive rate
Segment IV climb
400'-1500', flaps up, M.C power, 1.2%, 1.25Vs

Question 8

CAVOK

Answer 8

Visibility>10km
No CB or TCU and
No Cloud below 5000’ or MSA ( whichever is greater )
No significant wx at/ near the vicinity of the aerodrome

Question 9

Co pilot shall not be PF:

Answer 9

when any of the following conditions exist:
• Runway and crosswind conditions as prescribed in the QRH - Ops Info;
• Take-off - Visibility below RVR 500/VIS 400;
• Landing - Below CAT I minima;
• Circling approaches.

Question 10

Take Off RVR

Answer 10

Minimum 200 RVR. For the Accelerate Stop Distance, i.e Rollout RVR can be ignored if the last third of the runway is not used in case of a rejected take-off.
The reported RVR/VIS value representative of the initial part of the take-off run can be replaced by pilot assessment.
175/175/175

Question 11

Stabilized approach

Answer 11

• the airplane is on the correct flight path
• only small changes in heading and pitch required to maintain correct flight path
• Vref >Speed 1,000 fpm, a special briefing should be conducted
• thrust setting is appropriate for the airplane configuration
• all briefings and checklists have been conducted.

Question 12

Upset Recovery
unintentionally exceeding any of the
following conditions:

Answer 12

• pitch attitude greater than 25° nose up
• pitch attitude greater than 10° nose down
• bank angle greater than 45°
• within above parameters but flying at airspeeds inappropriate for the
conditions.

Question 13

Airspeed Unreliable

Answer 13

gear up pitch attitude and thrust:
Flaps extended . . . . . . . . . . 10° and 80% N1
Flaps up . . . . . . . . . . . . . . . . 4° and 75% N1

Question 14

SID GRADIENT

Answer 14

Gross 3.3% normal SID
Net 0.8%

Obstacle 2.4% 2E (35’ above obstacle)

Question 15

Wind Additives

Answer 15

the maximum approach speed should not exceed VREF + 20 knots or landing flap placard speed minus 5 knots, whichever
is lower.
Apply gust for all direction except Tail
Do not apply wind additives for steady tailwinds or tailwind gusts. Set
command speed at VREF + 5 knots (autothrottle engaged or disconnected).

Question 16

VREF ICE conditions:

Answer 16

•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, (VREF ICE = VREF 15 + 10 knots), the wind additives should not exceed 10 knots.

Question 17

Use of Wx Radar

Answer 17

Clouds alt 0-20000- Deviate 10Nm

Alt more than 20000-Deviate 20Nm

Question 18

Wake Turbulence Separation for Arriving Aircraft

Answer 18

Medium Aircraft after
Radar Separation
J/7 Nm ; H/5 Nm ;M/3 Nm
minima specified above are to be applied when:
• An aircraft is crossing or operating directly behind another aircraft at the same altitude or less than 1,000 ft below
• Both aircraft are using the same runway or parallel runways separated by less than 760 m (2,500 ft)
Non-Radar Separation
M behind H - 2 min
M behind J - 3 min

Question 19

Wake Turbulence Separation for Departing Aircraft

Answer 19

Departing from same position
or from a parallel runway separated by less than
760 m (2,500 ft) - 3 Min M follow J ; 2 Min M follow H
Same conditions above but from an intermediate
point - 4 Min M follow J ; 3 Min M follow

Question 20

Wake Turbulence Separation — Displaced Landing Threshold

Answer 20

3 minutes when operating on a runway with a displaced landing threshold
• A departing MEDIUM aircraft follows a category J aircraft arrival; or
• An arriving MEDIUM aircraft follows a category J departure.
2 minutes wake turbulence at same condition above after HEAVY

Question 21

RECAT-EU wake turbulence separation

All 737 CAT D Upper Medium

Answer 21

Distance-based Separation Minima on Approach and Departure
CAT A (super H) 5 Nm CAT B (upper H) 4 Nm CAT C(lower H) 3Nm
RECAT-EU Time-based Separation Minima on Departure
CAT A 140 s( 2:20) CAT B 100 s (1:40 ) CAT C 80 s (1:20)

Question 22

Windshear Inhibits

Answer 22

During takeoff and landing, new predictive windshear caution alerts are inhibited between 80 knots and 400 feet RA, and new warning alerts between 100 knots and 50 feet RA.

Question 23

Below glide slope inhibit light

Answer 23

Pushing the ground proximity BELOW
G/S P-INHIBIT light cancels or inhibits
the alert below 1,000 feet RA.

Question 24

Terrain Display (PFD/ND)

Answer 24

•Solid red: Look-ahead terrain warning active
• Solid amber: Look-ahead terrain caution active
• Dotted red: Terrain > 2,000 feet above airplane altitude
• Dotted amber: Terrain 500 feet (250 feet with gear down) below to
2,000 feet above the airplane altitude
• Dotted green: Terrain from 2,000 feet below to 500 feet (250 feet
with gear down) below the airplane’s current altitude
• Black: No significant terrain
• Dotted magenta: No terrain data available

Question 25

High setting of Flaps recommendations

Answer 25

• Consider using a larger flap setting for takeoffs at light gross
  weights. FCTM 3.11
• Wind shear

Question 26

Co pilot limitations

Answer 26

Shall not be PF:
• When runway and crosswind conditions as
prescribed in the QRH - Ops Info;
• For take-off - Visibility below RVR 500/VIS
400;
• For landing - Below CAT I minima;
• For circling approaches

Question 27

Thrust Set Take off

Answer 27

momentary autothrottle overshoot of 4% N1 may occur
but thrust should stabilize at +/- 2% N1, after THR HLD. Thrust should be adjusted by PM, if required, to - 0% + 1% target N1.

Question 28

Gusty Wind and Strong Crosswind Conditions (FCTM)

Answer 28

use of a higher thrust setting than the minimum required is recommended. With crosswind , the possibility of wind shifts resulting in gusty tailwind during rotation or liftoff increases. During this condition, consider the
use of thrust settings close to or at maximum takeoff thrust. The use of a higher
takeoff thrust setting reduces the required runway length and minimizes the
airplane exposure to gusty conditions during rotation, liftoff, and initial climb.

Question 29

Crosswind Limitation

Answer 29

TO: Dry 34 (24) Good 25 (15) M2G 22 (12) M 20 M2P 15 P 13
LND: Dry 40 (30) Good 40 (30) M2G 35 (25)M 25 M2P 17 P 15

Question 30

Tail Strike Pitch Attitude

Answer 30

(degrees)/800/900-/11/10
Touchdown Body Attitudes
Vref-10k: 737-800- No Body/Tail Skid Contact Possible
737-900ER - Body/Tail Skid Contact Possible at 8 deg.
Ground Contact Angles - Normal Landing: 737-800
10 deg pitch up No Roll. 900-9 deg

Question 31

Takeoff/Landng Crosswind Guidelines

Answer 31

1.rolling takeoff procedure is strongly advised when crosswinds exceed 20 knots or tailwinds exceed 10 knots.
2.use of a higher thrust setting than the minimum required is recommended
Sideslip only (zero crab) landings are not recommended with crosswind components in excess of 15 knots at flaps 15, 18 knots at flaps 30, or 21 knots at flaps 40.

Question 32

Holding

Answer 32

Start reducing to holding speed 3 min before arrival the holding fix so the airplane crosses the fix, initially, at or below the maximum holding airspeed.
If the FMC holding speed is greater than the ICAO or FAA maximum holding speed, holding may be conducted at flaps 1, using flaps 1 maneuver speed. Flaps 1 uses approximately 10% more fuel than flaps up.
Maintain clean configuration if holding in icing conditions or in turbulence.
If no FMC -above FL250, use VREF 40 + 100 knots to provide at least a 0.3 g margin to initial buffet (full maneuver capability).

Question 33

Crosswind Landings

Answer 33

During an autoland with crosswind conditions, fail passive airplanes will touchdown in a crab..

Question 34

Intercepting Glide Slope from Above
it is not recommended for approaches using VNAV.
The use of AP is recommended

Answer 34

Before intercepting the G/S from above, the flight crew must ensure that the localizer is captured before descending below the cleared altitude or the FAF altitude.
• select APP on the MCP and verify that the G/S is armed
• establish final landing configuration and set the MCP altitude no lower than 1,000 feet AFE
select the V/S mode and set -1000 to -1500 fpm to achieve G/S capture and be stabilized for the approach by 1,000 feet AFE.
Note: In some instances, when intercepting the G/S from well above a 3° G/S, a false G/S capture can result in an unexpected rapid pitch-up command which can lead to a rapid loss of airspeed.
Note: If the G/S is not captured or the approach not stabilized by 1,000 feet AFE, initiate a go-around. Because of G/S capture criteria, the G/S should be captured and stabilized approach criteria should be established by 1,000 feet AFE, even in VMC conditions.

Question 35

Improper Landing Technic

Answer 35

Speedbrakes not extended - 420-825 ft
Speedbrakes not extended & thrust reversers not deployed - 640-1165 ft
High approach speed (+10 knots) - 170-310 ft

Question 36

Overweight Landing

Answer 36

Use of flaps 30 rather than flaps 40 is recommended to provide increased margin to flap placard speed.
If stopping distance is a concern, reduce the landing weight as much as possible. by holding at low altitude with a high drag configuration (gear down) to achieve maximum fuel burn-off.
After touchdown, immediately apply maximum reverse thrust using all of the available runway for stopping to minimize brake temperatures. Do not attempt to make an early runway turnoff.
the recommended autobrake setting should be
used.
Overweight autolands are not recommended.

Question 37

Tail clearance 800/900 using Flaps 40

Answer 37

800- increasing Tail clearance

900- decreasing Tail clearance