Brainscape's Knowledge GenomeTM

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


See full index

Boeing 787 > OPERATIONAL > Flashcards

OPERATIONAL Flashcards

1
Q

MOTIVOS PARA LLAMAR AL PILOT IN COMMAND

A

1 Pilot incapacitation.
2 pasajero problemático nivel 3.
3 re - Routing.
4 condiciones meteorológicas adversas.
5 anormalidades en el sistema que afecten el curso de acción.
6 sentimiento de vacío en la tripulación. ( empty feelling)
7 no recibir autorización de redespacho.

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

FLIGHT PARAMETERS
Parameter
Deviation

VERTICAL SPEED

A

1200 ft

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

FLIGHT PARAMETERS
Parameter
Deviation

APPROACH SPEED

A

-5 / +10

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

FLIGHT PARAMETERS
Parameter
Deviation

PITCH ATTITUDE

A

+10 / 0

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

FLIGHT PARAMETERS
Parameter
Deviation

LOC AND GS

A

LOC 1 dot

GS 1/2 dot

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

FLIGHT PARAMETERS
Parameter
Deviation

BANK ANGLE
BAN ANGLE. (RF)

A

7º
20º

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

FLIGHT PARAMETERS
Parameter
Deviation

IAN APP

FAC
GP

A

FAC 1 dot
Gp 1 dot

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

FLIGHT PARAMETERS
Parameter
Deviation

IAN RNAV(RNP)
LNAV
VNAV

A

LNAV: Nps amber indication or 1x RNP
VNAV : 75 ft

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

DESTINO COMO ALTERNO

1 Aproximaciones 3D tipo A/B:

2 Aproximaciones 2D:

3 Meteorología significativa. No deberá presentar ninguno de los siguientes fenómenos

A

1 • Techo ≥ 2.000 ft.
• Visibilidad ≥ 3 SM (4.800 m)

2 Techo ≥ 2.000 ft.
• Visibilidad ≥ 5 SM (8.000 m)

3
• TS.
• TS RA.
• RA.
• +RA.
• +TSRA

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

PILOTO INCAPACITADO

ACCIONES DEL SEGUNDO AL MANDO

A
  1. Mantener el control de la aeronave.
  2. Seleccionar transponder en 7700
  3. Llamar al JC ( cabin chime)
  4. Ordenar mover hacia atrás el asiento piloto incapacitad.
  5. Declarar la emergencia al ATC
  6. Mantener piloto automático enganchado .

Si la decisión fue aterrizar de emergencia:

Selección del aeropuerto y peso de aterrizaje:

Asistencia Radar del ATC:

Asistencia Médica:

Asistencia Tripulantes de Cabina:

Aterrizaje:

Notificación a la Compañía

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

VISUAL CIRCUIT FUEL

A

B787 1.900 kg

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

COMBUSTIBLE DE RESERVA FINAL

A

B787. 2.200

Valores calculados con el MLW, a una altitud entre 1.500 ft. a 15.000 ft. y publicados para cumplir con la recomendación de
OACI. Prevalecerán siempre los indicados por el OFP.

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

NUMERO DE VEHÍCULOS DE RESCATE Y BOMBEROS

A

OACI 8. 3 carros
FAA. D. 3 carros

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

AERONAVE CON REPORTES TÉCNICOS QUE AFECTAN EL RENDIMIENTO DE LA
AERONAVE SOBRE LA PISTA Y PISTA MARGINAL

A

Tipo de aeronave. SEI. LDA
A330/B787 7 8.500 ft.

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

Takeoff Minima

A

Lower than standard. From 125m to 75m HUD is required for Takeoff.

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

RNAV (RNP)/RVFP Approach Card

LIMITATIONS:

A

• Lateral value (1 x RNP )
• Vertical value ( +/- 75 ft )
• Winds (if applicable)
• Airport Temperature (if applicable)
• Maximum IAS (if applicable)
• Current local altimeter (remote altimeter settings not allowed)

Note: BOTH pilots must ensure that the current local QNH is set prior to the FAF
Note: Currently, the VNAV PTH mode contains no path deviation alerting. For this
reason, the autopilot should remain engaged until a suitable visual reference has
been established.

17
Q

RAPID DESCENT
OCEANIC AIRSPACE DIVERSION GUIDE
(NAT HLA / WATRS)

PILOT FLYING PILOT MONITORING

A

1 CREW Recognizes and announces the non-normal situation.

(Pilot Fly)
MAINTAIN AIRPLANE CONTROL
Ensure that the flight path is under control.

2 (Pilot monitoring)
Monitor the flight path.

3 APPLY MEMORY ÍTEMs
Based on each crewmember´s areas of responsibility (if applicable)
Don the oxygen masks.
Establish crew communications.
Check the cabin altitude and rate.
If the cabin altitude is uncontrollable:
Push PASS OXYGEN switch to ON and hold for 1 second
Announce EMERGENCY descent

4 FMC PROCEDURES

• OFFSET 5 R/L -verify LNAV engagement -
If possible, minimize the rate of descent until established on the offset heading.

5 TAKE THE PROPER ACTION

• Seat Belts ON - if only one Pilot on the cockpit CABIN CHIME
• Turn exterior lights ON.
• Without delay, descend to the lowest safe altitude or 10,000 feet, whichever is
higher.
To descend:
• Move the thrust levers to idle.
• Extend the speed brakes.
• If structural integrity is in doubt, limit airspeed and avoid high maneuvering
loads.
• Descend at Vmo/Mmo

COMMUNICATIONS

• Squawk 7700 / verify TCAS below.
• Notify ATC via HF / CPDLC / SATCOM / Broadcast intentions on 121.5 - or
Backup 123.45
If an ATC clearance has been obtained
Proceed in accordance with the clearance
If NO ATC clearance has been obtained
Descend below FL 290, and establish a 500 ft vertical offset from those flight levels .

Completes the NNC
EVALUATE THE NEED TO LAND
Determine course of action.
normally used, and proceed as required by the operational situation.

18
Q

Operaciones Categoría III B787 / Category III Operations B787

A

CAT III LAND 2” “CAT III LAND 3”

RVR
Mínimo. DH RVR Mínimo. AH

600 ft (175
mts) 50 ft 250 ft (75mts 200ft

19
Q

Mínimos de Aproximación Circular

A
  1. Para el A330, B787, A32S los mínimos para aproximación circular serán:

MDH = 300 m. / 1.000 ft.
Visibilidad = 5 km. / 3 sm

20
Q

ALTURA DE DECISIÓN (DH Decision Height)

A

Es la ALTURA del TREN PRINCIPAL sobre la elevación del punto más alto del TOUCHDOWN
ZONE, a partir del cual se debe iniciar el GO AROUND a menos que se establezcan referencias
visuales adecuadas y que la posición de la aeronave y la trayectoria de aproximación se
determinen como satisfactorias para continuar el aterrizaje con seguridad

21
Q

ALTURA DE ALERTA (AH Alert Hight)

A

Es la ALTURA sobre el punto más alto de la zona de contacto, arriba de la cual, una
aproximación de CAT IIIA seria descontinuada y una aproximación frustrada efectuada si
ocurriera una falla en una de las partes redundantes del sistema de aterrizaje automático. Para
los valores específicos de cada avión, referirse al manual del fabricante. Para los valores
específicos autorizados referirse a las Especificaciones de Operación.

22
Q

FAIL PASIVE AUTOLAND SYSTEM

A

Un sistema de aterrizaje automático es FAIL-PASSIVE si, en caso de falla de una de las partes
de un sistema redundante, al desconectarse, no se genera una condición significante de out-of-
trim, desviación del curso de vuelo o actitud, o senda de planeo. En caso de falla adicional, el
aterrizaje NO es completado de manera automática. El piloto asume el control de la aeronave
después de la falla.

23
Q

FAIL OPERATIONAL AUTOLAND SYSTEM

A

Un sistema de aterrizaje automático es FAIL-OPERATIONAL si, en caso de falla, debajo del
ALERT HEIGHT, la aproximación, el FLARE y el aterrizaje pueden ser completados con las
partes remanentes del sistema automático. En caso de falla, el sistema de aterrizaje automático
operará como Fail- Passive

24
Q

Maximum Altitude

A

Maximum altitude is the highest altitude at which the airplane can be operated. It
is determined by three basic characteristics, (certified altitude, thrust limit altitude
and buffet or maneuver margin) which are unique to each airplane model.

1 maximum certified altitude
2 thrust limited altitud
3 buffet or maní ver limited altitude 0.2g at 33º of bank

25
Q

Optimum Altitude

A

The optimum (OPT) altitude shown on the CRZ page is determined based on
aircraft gross weight and cruise speed in still air. When operating in the ECON
mode, OPT altitude results in minimum trip cost based on the entered cost index.

26
Q

Recommended Altitude

A

The recommended (RECMD) altitude shown on the CRZ page accounts for
forecast winds and temperatures aloft along the flight plan route, over the next
250-500 nm immediately in front of the airplane, above and below the aircraft
entered cruise altitude.

27
Q

Crosswind Landing Techniques
Three methods of performing are presented :

A

De-Crab During Flare

Touchdown In Crab

Sideslip (Wind Low)

28
Q

balked landing

A

When performing a balked landing, disengage the autopilot, disconnect the
autothrottle, smoothly advance thrust levers to go-around thrust, and verify
speedbrakes are retracted. Maintain landing flaps configuration and smoothly
rotate toward 15° pitch attitude at no less than VREF

29
Q

When a non-normal situation occurs, the following guidelines apply:

A

• NON-NORMAL RECOGNITION

• MAINTAIN AIRPLANE CONTROL:

• ANALYZE THE SITUATION

• TAKE THE PROPER ACTION

• EVALUATE THE NEED TO LAND:

30
Q

Alerts are categorized into four categories which are prioritized by the urgency of
the required pilot response.

A

• Time critical warnings (red)
• Warnings (red)
• Cautions (amber)
• Advisories (amber)

31
Q

Alternate Go-Around and Missed Approach Procedure

A

This procedure provides steps to use flaps 5 as an alternate flap setting
during a go-around from a flaps 25 approach only.
Note: This procedure is not authorized from a flaps 30 approach.
Note: If a landing at greater than maximum landing weight is needed,
do the Overweight Landing checklist and use flap settings from
that checklist.
Do the normal Go-Around and Missed Approach Procedure with the
following modifications:

32
Q

CAT II Above DH

A

If the controlling RVR is reporting below the minimum RVR during the
final approach segment, the approach may continue to DH. I.e.: Tower
reports TDZ 900 MID 1.200 ROLLOUT 1.500 and the final approach fix
or FAP was already passed, it is legal to descend down to DH.

33
Q

CAT II Descent Below DH

A

It may be continued below DH if:
• The airplane is in a position from which a descent to landing within
the touchdown zone can be done at a normal descent rate using
normal maneuvers.
• The flight visibility must be equal to or greater than charted
minimum visibility for the approach.
• The pilot has sufficient visual reference with the CAT II lighting
system or runway visual cues to continue the approach by visual
reference alone.
Note: The Pilot may not descend below 100 ft above TDZ using the
approach lights as the sole reference unless the red terminating
bars (ALSF-I) or the red side row bars (ALSF-II) are distinctly
visible and identifiable.

34
Q

ILS CAT III Procedures

A

• CAT III ILS approaches must be accomplished by a trained crew
(Captain and First Officer).
• It is a company policy that the PF be the Captain unless he or she is
incapacitated; in this case the F/O can perform the approach and
Autoland procedure as the last course of action.
• The approach must be AUTOMATIC and the landing must be also
AUTOMATIC.

35
Q

TO/GA switches are INHIBIted DURING touchdown

A

During landing, the TO/GA switches are inhibited after touchdown or
when below 2 feet radio altitude for 3 seconds or more. If the landing is
discontinued, the TO/GA switches are enabled again above 5 feet radio
altitude.

Boeing 787 (3 decks)

Brainscape helps you reach your goals faster, through stronger study habits.
© 2025 Bold Learning Solutions. Terms and Conditions