Brainscape's Knowledge GenomeTM

Browse over 1 million classes created by top students, professors, publishers, and experts.


See full index

SOP > Normal Procedures > Flashcards

Normal Procedures Flashcards

1
Q

Minimum Battery Voltage

A

22V

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
2
Q

Trim Panel Check

A

Verify that ROLL TRIM Switch, YAW Trim Controller and PITCH TRIM Switches (Captain, First Officer and BACKUP) are operating properly both ways and check that position indication on EICAS changes accordingly. Verify system’s 3second protection working properly. Adjust YAW and ROLL trims to the neutral position and PITCH trim to the green band (2.0 units UP).

NOTE: The PITCH TRIM Backup Switch may be checked once a day only.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
3
Q

ECS OFF Takeoff Policy (Bleed Overpressure Events)

A

when using TO-1 with ECS OFF always select APU ON for takeoff,
unless A/I ALL is selected on TDS page.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
4
Q

ECS OFF Takeoff Policy: APU and PACKS

A

APU will supply bleed air for PACKS operation during takeoff until 500 ft AGL. If APU bleed
is unavailable, the PACKS will remain OFF until 500 ft AGL.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
5
Q

ECS OFF Take-off Policy: APU and A/I

A

The APU bleed cannot be used for the anti-ice system operation. During takeoff, if the REF/A-I is set to ENG, the engine anti-ice system will be supplied by engines and the PACKS will be supplied by the APU. If the REF/A-I is set to ALL, the engine and wing anti-ice systems will be supplied by engines and the PACKS will switch OFF.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
6
Q

ECS OFF Take-off Policy: Available TO modes

A

Only TO-1 can be used with ECS OFF. Other modes are allowed only when following a DDPM/MEL.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
7
Q

FMS Speed on departure (NADP 1)

A

V2 + 10kts

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
8
Q

FMS Speed on departure (NADP 2)

A

VFS

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
9
Q

FMS Speed on departure (Alternative method)

A

If the MCDU has not been set-up for FMS SPEED on departure, the feature SPEED FMS can be selected above 3000ft AGL, after the climb sequence and SLAT/FLAP zero.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
10
Q

Loadsheet: TRIM/WEIGHT CRITICAL FLIGHT. When are changes acceptable?

A

Whenever the loadsheet reports “TRIM/WEIGHT CRITICAL FLIGHT – OBSERVE LMC”, changes to the load are acceptable only if the resulting aircraft CG moves away from the boundary of the Weight & Balance envelope, as verified on the W&B chart contained in QRH EN Supplementary.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
11
Q

Landing Performance: which speed can be used if no landing speeds are calculated?

A

Green-Dot

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
12
Q

Engine Warmup Time

A

2 minutes

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
13
Q

Max APU EGT for engine startup

A

550°. If higher, PACKS off for the duration of engines start procedure

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
14
Q

Takeoff Techniques: Static

A
  • Pilot lines up the airplane on the runway, applies brakes, adjusts thrust to 40% N1.
  • When engines stabilize at 40% N1, advances thrust levers to TO/GA detent. Release the
    brakes when the takeoff thrust (N1 target) is achieved.

NOTE: Due to the possibility of compressor stall, a static takeoff is not recommended with a crosswind greater than 30 kt for the EMBRAER 190/195.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
15
Q

Takeoff Techniques: Normal

A
  • Pilot lines up the airplane on the runway, applies brakes and adjusts thrust to 40% N1.
  • When engines stabilize at 40% N1, pilot releases brakes and advances thrust levers to TO/GA detent.

NOTE: the takeoff distance and accelerate-stop distance increases by approximately 75 meters comparing to a static takeoff procedure.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
16
Q

Takeoff Techniques: Rolling

A
  • Pilot lines up the airplane with the centerline and, if cleared for takeoff, adjusts thrust levers
    to 40% N1 without applying the brakes.
  • When engines stabilize at 40% N1, pilot moves thrust levers to TO/GA detent.

NOTE: the takeoff distance and accelerate-stop distance increases by approximately 150 meters comparing to a static takeoff procedure.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
17
Q

Takeoff Techniques: tailwind above 10Kts up to 15Kts

A
  • Line up the airplane on the runway and apply brakes (do not set the Emergency/Parking
    Brake).
  • Keep AT disarmed.
  • Adjust Thrust Levers to 60% N1.
  • When engines stabilize at 60% N1, release the brakes, arm AT and slowly advance or make
    sure that the AT has advanced both Thrust Levers to TO/GA detent before 60 KIAS.
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
18
Q

Can FLEX be used on contaminated runways?

A

No

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
19
Q

Vx?

A

Green-Dot

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
20
Q

Vy?

A

Greed-Dot + 50

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
21
Q

Holding Speed

A

Gree-Dot (No ice)
Greed-Dot or 210 wichever is higher (Ice)

22
Q

Minimum FMS Speed

A

250KIAS/M0.67

23
Q

Maximum FMS Speed

A

300 KT/M 0.79 (CLIMB)/M 0.78(DESCENT)

24
Q

Cruise Buffet Onset Chart: what to do in case of turbulence?

A

From ceiling, reduce altitude of at least 4000ft

25
Q

Turbulence penetration speed

A

Below 10.000ft: 250KIAS
Above 10.000ft: 270KIAS/M0.76

26
Q

Maximum acceptable speed below FL100

A

280KIAS only in still air, with thrust lever idle, and required by ATC

27
Q

Does the greed dot consider the STALL PROT ICE SPEED?

A

Yes

28
Q

What if a SID or a STAR are not in the FMS database

A
  • Ask for another SID/STAR
  • If not available, fly the procedure raw data
  • Do a complete briefing
29
Q

Vref speed additive

A

VREF + 1/2 steady headwind component + gust increment

30
Q

Maximum descent rates

A

Below 3000AGL: 2000FPM
Below 2000AGL: 1500FPM
Below 1000AGL: 1000FPM

31
Q

Maximum accettable DCT TO durante RNP

A

Direct to IF with max 45° track change at intercept

32
Q

Visual Swingover procedure

A
  • AP OFF, FD OFF
  • Select FMS on both PFD
  • In case of missed approach, follow ATC instructions
33
Q

Is a new performance calculation allowed during swingover?

A

No

34
Q

Max deviation during RNP

A

1 DOT that consists in:
- HOR: 1xRNP lateral precision
- VER: 250ft/DOT (dist > 2NM FAF) or 75ft/DOT (dist < 2NM FAF)

35
Q

How much to wait between GPU/APU/Engines takeover to avoid elec power interruptions?

A

10s

36
Q

Is it recommended to deploy SLAT/FLAPS in turbulent air?

A

No

37
Q

How to reduce pitch changes in turbulence?

A

Use FPA mode

38
Q

What if a VOR approach is not coded?

A

Add 200ft to the minima and fly it with HDG and FPA

39
Q

In case of non coded vor, how to add the 200ft to a temp compensated minima?

A

First temp compensation then add 200ft

40
Q

Below which altitude no comms should be made unless strictly necessary?

A

400ft.

In case of engine failure, the 400ft are reported by the system by triggering the aural alterts.

41
Q

During go around, gear up and…

A

gear up, speed up!

42
Q

In case of flight control failure or urgency situations, is PAN PAN call necessary?

A

Yes, recommended by Sizjarto.

43
Q

How is a coded VOR procedure flown?

A

APP magenta

44
Q

How is a LOC procedure flown?

A

NAV + FPA

45
Q

Discontinued Approach

A

PF: “Discontinued Approach”
PF: Press ALT Button
PM: Verifies altitude
PF: “Select FMS and NAV (HDG)”
PF: Selects the most appropriate vertical mode

Resume proper airplane configuration

46
Q

Chiocciola

A
  • Select HDG
  • Select FLCH
  • Select A/T
  • Engage A/P
  • Speed VFS
47
Q

Can static takeoff be used on contaminated runways?

A

In case of contaminated runway, regardless of flow chart guideline, STATIC TAKEOFF is not recommended and can be disregarded.

48
Q

Carburante extra per deicing

A

300/400Kg per giornata con poco traffico
600Kg per giornata con tanti aeroplani

49
Q

Sequenza di azioni per non precision approach

A
  1. Doppio QNH
  2. Temperature compensation dopo essere scesi sul QNH
  3. Aumentare la quota di 100ft
  4. Configurazione con FLAP3 e L/G Down
  5. 2NM FPA 0
  6. RNP APCH 0.3 (se necessario)
  7. 0.3NM FPA -3°
50
Q

When temperature compensation should be used?

A
  • If OAT reported at the landing aerodrome is below ISA the crew shall always correct the approach MINIMUM by means of the Temperature Compensation page of the MCDU and enter
    the corrected minima in the PFD BARO selection box. The only exception to this rule is the CAT II and III procedures that refer to RA altitudes
  • If an FMS BASED NON-PRECISION APPROACH is flown the crew must activate the temperature compensation function regardless of the OAT condition reported at the landing airport (also above ISA conditions). This consents to always fly the charted glide slope
    automatically.
  • Whenever a below ISA condition is present and a LOC or a NON-CODED procedure is flown the EFB ColdTemp AltCorr tool or eRM temperature correction calculator box must be used to
    compute compensated altitudes for the approach, entering the charted references from the altitude vs. distance box and thereafter using compensated data to adjust the descent path.
    Anyway, compensated altitudes must be computed in the FMS and the compensated profile is available on MFD.

CAUTION: Missed Approach Procedure with Temperature Compensation active.
Some Missed Approach Procedures contain conditional altitude
constraints connected to flight path changes. Below is an example valid for EDDF R07R:
MAP: 068 ° at D1 FFM/D2 FRD RT intercept R087 FFM at D8 FFM/D10.8 FRD or MNM 5000, whichever is later, RT to RID maintain 5000.
The Temperature Compensation function, when activated, corrects for low temperature all altitudes in the approach and Missed Approach profiles. In the example, MNM 5000ft would be
corrected and presented in the FMS as a higher altitude, thus inhibiting turn sequencing to RID, as the aircraft would level off at the lower altitude of 5000ft set in the altitude preselector (final
MAP altitude). Crew awareness is required in this and similar cases, as incorrect WPT sequencing by the FMS must be corrected manually by the PF (in the example, select HDG Mode and turn to
RID at D8 FFM and 5000ft indicated).

SOP (3 decks)

Brainscape helps you reach your goals faster, through stronger study habits.
© 2024 Bold Learning Solutions. Terms and Conditions