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RST 2 Flashcards

1
Q

Describe the ILS CAT I APP Profile OEI

A
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2
Q

What’s the Datum for

AEO

Level Flight at FU?

A

5.5*

58%

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3
Q

Approach to Stall or Stall Recovery maneuver

A

Pitch-Roll-Thrust

  1. Hold CC
  2. Disco All
  3. ND until buffet stops
  4. Roll (ailerons only) ShDir to W/L (when approaching horizon)
  5. Thrust and SpBrk (check down, tactile)
  6. Don’t change config
  7. Check IAS, thrust, pitch att. - Rebuild - Include PLIs in scan to avoid secondary stall!
  8. Return to normal flight - add thrust when above yellow speed bar.
  • Maintain lateral control with aileron only
  • Don’t use F/D
  • Higher alt-higher thrust settings. Need to bring power quicker as slower to accelerate
  • If high thrust - reduce to reduce AoA

Do all recoveries from approach to stall as if an actual stall has occurred.

Immediately do below at the first indication of stall (buffet or stick shaker).

Note: Do not use F/D guidance

Pilot Flying

Pilot Monitoring

Initiate recovery:

  • Hold the CC firmly.
  • A/P + A/T OFF
  • Smoothly ND elevator until buffet or stick shaker stops. (Roll 45-60*; Rudder)
    (ND STAB may be needed)
  • PM Monitor H and V.
  • PM Verify actions and call out omissions.
  • PM Call out any trend toward terrain contact.

Continue recovery:

  • Roll in SD to W/L if needed.**
  • Advance thrust as needed.
  • S/BRK Stow.
  • Do not change config, except during liftoff, if FU => F1. Do not follow F/D
  • PM As above + Set the FLAP

Complete the recovery:

  • Check V and adjust thrust
  • Establish Pitch ATT.
  • Return to the desired flight path (CMD HDG, ALT, SPD).
  • Re-engage A/T and A/P.
  • PM As above

WARNING: *If the control column does not provide the needed response, stabilizer trim may be needed. Excessive use of pitch trim can aggravate the condition, or can result in loss of control or in high structural loads.

WARNING: ** Excessive use of pitch trim or rudder can aggravate the condition, or can result in loss of control or in high structural loads.

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4
Q

Crosswind landing, what’s the procedure?

A

De-Crab during flare

  1. Downwind rudder during flare (20’) to eliminate crab and align with C/L
  2. Upwind aileron for W/L
  3. Crossed controls maintained during landing
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5
Q

ENGINE FIRE ( )

or

Engine Severe Damage or Separation ( )

A

8.2

Condition: One or more of these occur:

  • Engine fire warning
  • Airframe vibrations with abnormal engine indications
  • Engine separation.
  1. Autothrottle (if engaged) . . . . . . . . . . .Disengage
  2. Thrust lever

(affected engine) . . . . . . Confirm. . . . . . . Close

  1. Engine start lever

(affected engine) . . . . . . Confirm. . . . . CUTOFF

  1. Engine fire switch

(affected engine) . . . . . . Confirm. . . . . . . . Pull

To manually unlock the engine fire switch, press the override and pull.

  1. ## If the engine fire switch or ENG OVERHEAT light is illuminated:
    • Engine fire switch. . . . . Rotate to the stop and

hold for 1 second

If after 30 seconds the engine fire switch or ENG OVERHEAT light stays illuminated:

  • Engine fire switch. . . . . . . .Rotate to the

other stop and hold for 1 second

- - - - - - - - - - - - - - - - - - - - - - -

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6
Q

ENG fail on final. What do you do?

A
  1. Need to be quick w Rudder (+Yoke)
  2. Thr levers - both FWD (57% to 82%). Rudder towards live engine. Keep C/L with feet, W/L with aileron
  3. Keep V>Vref if keep land flap. If retr to F15 - Bug Vref +20 (white bug)
  4. Leave F15 until MFRA if G/A
  5. Pitch 2.5*-3* for G/S. Fly top bug + 5kts
  6. EGPWS flap override
  7. Field length OK?
  8. Flare for F15?
  9. Delay Recall items until on GND and full stop. Is it a fire ? EVAC? Taxi on our own? Fire brigade? Ask ATC to visually confirm
  10. NITS-PA
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7
Q

How do you land on a flat tyre (main)?

A

Use normal approach
Avoid landing overweight
Land on C/L
To wind not required unless VIB
Yaw towards flat tyre (braking away from flat)
MAX REV, NO A/BRK

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8
Q

Describe the OEI ILS APP Profile

A
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9
Q

What’s the Datum for

AEO

Level Flight at F15?

A

6*

70%

Flaps - Balooning

Thrust-Attitude-Trim

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10
Q

Engine Failure on Final, what do you do?

A
  1. Quick! Rudder UP + Thrust UP + Trim
  2. Thrust UP - Maintain Above -Vref
  3. Trim
  4. IMC/VMC?
    1. If IMC and < 1000’ agl - G/A F15 (BU @ 1000’)
    2. If VMC - continue.Flaps?
      1. F30/40 - Maint Vref (if G/A - G/A F15, BU @ 1000) More Rudder
      2. F15 - Bug white bug (Vref+20) (if G/A - G/A F1, BU @ 1000’) More Rudder
  5. If time and if essential - memory items
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11
Q

What’s the datums for

OEI

Level flight @ F1?

60t

A

5.5*

80%

T 3-5

Flaps - Balooning

Thrust - Attitude - Trim

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12
Q

How would you manoeuver for a Windshear Warning

“WINDSHEAR AHEAD, WINDSHEAR AHEAD”?

A
  1. DISCO AP
  2. TOGA + Max Thrust + chk S/Brk Retracted
  3. THR FULL FWD+DISCO AT
  4. Roll+Pitch to 15*
  5. (Follow F/D)
  6. Do NOT change configuration
  7. Rebuild - set thrust to 90%, Config?/ Bug Up?/ Reset Brain

PM

Verify Thrust, Actions, Call out Altitude (RA) / V/S, Terrain, Speed changes

Windshear during takeoff roll:

  • before V1, reject takeoff
    • < V1, there may not be sufficient runway remaining to stop if an RTO is initiated at V1. At VR, rotate at a normal rate toward a 15 degree pitch attitude. Once airborne, perform W/S Escape.
    • Near the normal rotation speed and airspeed suddenly decreases, there may not be sufficient runway left to accelerate back to normal takeoff speed. If there is insufficient runway left to stop, initiate a normal rotation at least 600 meters before the end of the runway, even if airspeed is low. Higher than normal attitudes may be needed to lift off in the remaining runway. Ensure maximum thrust is set.
  • after V1, perform W/S Escape

Predictive windshear warning during approach
(“GO–AROUND, WINDSHEAR AHEAD” aural) - W/S Escape / normal G/A

Windshear encountered in flight - W/S Escape

​Note: The following are indications the airplane is in windshear:

  • “WINDSHEAR, WINDSHEAR, WINDSHEAR”
  • unacceptable flight path deviations.
    • Note: Unacceptable flight path deviations below 1000 feet AGL, in excess
      • 15 KIAS
      • 500 fpm V/S
      • 5° pitch ATT
      • 1 dot displacement from the G/S
      • unusual thrust lever position for a significant period of time.

Pilot Flying

Pilot Monitoring

MANUAL FLIGHT

  • A/P OFF.
  • TO/GA switch.
  • Aggressively apply maximum thrust*
  • A/T OFF
  • {Roll W/L, Rotate 15° NU}.
  • S/BRK STOW.
  • Follow F/D TO/GA guidance (if available) **
  • Verify maximum* thrust.
  • Verify all needed actions have been completed and call out any omissions.

AUTOMATIC FLIGHT

  • Push either TO/GA switch***
  • Verify TO/GA FMAs.
  • Verify G/A thrust.
  • S/BRK STOW.
  • Monitor system performance****
  • Verify GA* thrust.
  • Verify all needed actions have been completed and call out any omissions.

MANUAL OR AUTOMATIC FLIGHT

  • Do not change flap or gear configuration until W/S is no longer a factor.
  • Monitor V/S and H.
  • Do not attempt to regain lost V until W/S is no longer a factor.
  • Monitor vertical speed and altitude.
  • Call out any trend toward terrain contact, descending flight path, or significant airspeed changes.

Note: **Do not exceed the Pitch Limit Indication.

Note: *** If TO/GA is not available, disengage autopilot and autothrottle and fly manually.

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13
Q

Nose High UA recovery

A

Pitch - Thrust - Roll

  1. Disco ALL - XCX SBY ADI
  2. Unload (elev ND/trim/Roll 45-60 lift vector) + Roll to W/L (maint. +G)
  3. Reduce thrust
  4. Limit AoB to 70*
  5. Increase Thrust when above amber speed bar
  6. Approaching horizon - coordinated roll to W/L and slightly nose low attitude
  7. Adjust thrust and pitch
  • Use minimal pitch trim during initial recovery.
  • Careful use of rudder to aid roll only if roll control is ineffective and the airplane is not stalled.
  • These actions assume that the airplane is not stalled. Stalled condition if
    • Stick shaker
    • Buffet that can be heavy at times
    • Lack of pitch authority
    • Lack of roll control
    • Inability to stop a descent.
  • If stalled, first recover from the stall - ND elevator until recovery is complete and stick shaker stops.

Pilot Flying

Pilot Monitoring

Recognize and confirm the developing situation

A/P + A/T OFF Recover:

  • ND Elevator as much as needed to obtain a ND pitch rate
  • Apply appropriate nose down stabilizer trim*
  • Reduce thrust
  • Roll (adjust bank angle) to obtain a nose down pitch rate*

Complete the recovery:

  • Approaching the horizon, roll W/L
  • Check V and adjust thrust
  • Establish pitch ATT.
  • Call out ATT, V and H throughout the recovery.
  • Verify all actions have done and call out any continued deviation.

WARNING: * Excessive use of pitch trim or rudder can aggravate an upset, result in loss of control, or result in high structural loads.

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14
Q

What are the Pitch Datums for a Level Flight AEO (OEI)

for 60t A/C?

A
  • >FL100 6-2-8,
  • @ FU (204kts): 5.6* / 58% (70%)
  • @F1 (184kts): 5.6* / 60% (80%)
  • @F5 (164kts): 6* / 60% (80%)
    Platform F5 - 5* / 55%
  • @ G/D F15 (154kts): 6* / 70% (92%)

Flaps = Balooning

Thrust - Attitude - Trim

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15
Q

Describe the DUB NADP Profile

A
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16
Q

What is the Correct A/P engagement sequence?

A
  1. Ask for Roll/Pitch modes on MCP
  2. A/C folows F/D, in trim, no pressure
  3. A/P ENG “CMD A/B”
  4. A/T ENG “A/T ENG”
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17
Q

Describe the CTL Generic Profile

A
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18
Q

What’s the Datum for

AEO

3* ILS at F15?

A

2.5*

52%

Flaps - Balooning

Thrust-Attitude-Trim

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19
Q

How would you manoeuver for a Windshear Caution “MONITOR RADAR DISPLAY” alert?

A

Maneuver as needed to avoid the windshear.

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20
Q

What’s the datums for

OEI

ILS @ F15?

60t

A

1-2*

70(-73%)%

T 3-5

Flaps - Balooning

Thrust - Attitude - Trim

Catch trends on perf instruments first (IVSI, G/S, LOC) before they become visible on F/D

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21
Q

Runaway Stabilizer ( )

A

9.1

Condition: Uncommanded stabilizer trim movement occurs continuously or in a manner not appropriate for flight conditions.

  1. Control column. . . . . . . . . . . . . . . . . Hold firmly
  2. Autopilot (if engaged) . . . . . . . . . . . . .Disengage
  3. Autothrottle (if engaged). . . . . . . . . . .Disengage
  4. Control column and

thrust levers . . . . . . . . . . . Control airplane pitch

attitude and airspeed

  1. Main Electric

Stabilizer trim. . . . . . . . . . . . . . .Reduce control

column forces

  1. ## If the runaway stops after the autopilot is disengaged:

Do not re-engage the autopilot or autothrottle.

■ ■ ■ ■

  1. ## If the runaway continues after the autopilot is disengaged:

STAB TRIM cutout

switches (both) . . . . . . . . . . . . . . . . CUTOUT

If the runaway continues:

Stabilizer trim wheel. . . . . . . . . . Grasp and hold

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22
Q

RTO, how do you do

A

As briefed in EMERG brief, additionally:

  • CPT - PA to CC when stopped either:
    • “Cabin Crew Standby” - if not immediately life-threatening, but EVAC may become necessary
      • 2*“THIS IS AN EMERGENCY, EVACUATE THE AIRCRAFT USING ALL AVAILABLE EXITS.”
    • “NO 1 TO THE FLIGHT DECK” - no EVAC - NITS
  • If FIRE - during Memory actions - for F/O - rotate the fire switch to the stop and hold for 1 second, then immediately rotate to discharge the remaining bottle. DO NOT wait 30 seconds on the ground.
  • Look at the door panel before leaving the cockpit - if doors are not opening repeat evacuation command
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23
Q

What’s the Datum for

AEO

3* ILS at F30?

A

1*

57%

Flaps - Drag

Thrust-Attitude-Trim

24
Q

What’s the Datum for

AEO

Level Flight at F5?

A

6*

60%

Flaps - Balooning

Thrust-Attitude-Trim

25
Q

Fuel Crossfeed procedure?

A

If IMBAL alert is displayed, PF instructs, PM does

  1. Determine no Fuel leak
  2. (CTR Tank OFF)
  3. X-Feed ON
  4. Low side pumps off
  5. KG Diff / FF per side =>iPad timer
  6. at time , reverse procedure. if OEI, leave X-Feed ON
26
Q

Pilot incapacitation, what do you do?

A
  1. Ask Qs (2Q and out)
  2. Take CTL, check position of switches
  3. “ATTEND” + “N1 to the F/D”
  4. ATC - Mayday
  5. F/AID
  6. Re-organise for Landing (PIOSEE-NITS-PA) - NRST suitable
  7. ATC - advise stopping on RWY and medical assistance
  8. Autoland
  9. ATC - RV req.
  10. Start APU
  11. Land - Stop, APU on busses, shutdown engines, medical onboard
27
Q

What’s the OEI G/A datums?

A

12-13*

>90% (+Rudder)

28
Q

What’s the Datum for

AEO

3* ILS at F40?

A

0*

63%

Flaps - Drag

Thrust-Attitude-Trim

29
Q

Nose Low UA recovery

A

Roll - Pitch - Thrust (drag)

  1. Disco ALL- XCX SBY ADI
  2. Recover from the stall, if needed
  3. Reduce Thrust+SpBrk (if needed)
  4. Roll to W/L (reduce Thr if high AoB)
  5. AoB
    1. >90* neutral/fwd yoke pressure + Top Rudder (pitch-roll-thrust)
    2. <60* - Back pressure
  6. Adjust Thrust and Drag as needed
  7. INVERTED - Unload + Roll, then PULL
  • Need to be prompt and gentle (high energy, overstressing airframe). Don’t be agressive!
  • Use minimal pitch trim during initial recovery.
  • Careful use of rudder to aid roll only if roll control is ineffective and the airplane is not stalled.
  • These actions assume that the airplane is not stalled. Stalled condition if
    • Stick shaker
    • Buffet that can be heavy at times
    • Lack of pitch authority
    • Lack of roll control
    • Inability to stop a descent.
  • If stalled, first recover from the stall - ND elevator until recovery is complete and stick shaker stops.

Pilot Flying

Pilot Monitoring

Recognize and confirm the developing situation

A/P + A/T OFF Recover:

  • Recover from stall, if needed
  • Roll in the shortest to W/L. If AoB> 90*, unload and roll.*

Complete the recovery:

  • Apply NU elevator
  • Apply NU trim, if needed*
  • Adjust thrust and drag, if needed.
  • Call out ATT, V and H throughout the recovery.
  • Verify actions have been done and call out any continued deviation.

WARNING: * Excessive use of pitch trim or rudder can aggravate an upset, result in loss of control or result in high structural loads.

30
Q

Describe the S/E sequence

A

Ground
* C/L with rudder
* slow rotation to 12.5*

Air
* aileron and roger to keep track. Match HDG
* 400 - HDG SEL - State malfunction
* MFRA - B/U
* FUNL - LVL CHG / MCT / A/P / MSA -UP / Put HLD in LNAV
*PAN / Mayday
*QRH/ ATOCx/ QRH / PIOSEE- NITS - PA

Approach

  • 67-70% / 5-6* / 4 RT operating side
  • F15 + 5. 63% / 2.5
  • G/S touching line - GD OEILCx

**G/A **

  • G/A F1 / set G/A THR (Full) / 12.5
  • 1000’ -B/U
  • FUNL / LVL CHG / MCT / AP / MAA / ATOCx / mini brief PA
31
Q

GA and MApp (all approaches)

A
32
Q

Describe the PIOSEE process

A
33
Q

What’s the Crosswind Landing technique on the 737-800?

A

2 used - De-Crab During Flare and T/D in a Crab (wet)

  1. Whenever a crab is maintained during X-Wind APP, offset F/Deck on the upwind side of C/L so that Main gear touches in the center of the RWY
  2. Maintain W/L and track the point in (1)
  3. While flaring (20’) - downwind rudder to align with C/L and aileron for W/L
  4. Both MLGs touch down at the same time
  5. Keep Upwind aileron throughout rollout
34
Q

What’s the datums for

OEI

Level flight @ F5?

60t

A

5.5*

78%

T 3-5

Flaps - Balooning

Thrust - Attitude - Trim

35
Q

Take-off, engine fail @V1

A
  1. GND - Rudder only to maint C/L
  2. LIFTOFF/AIR - Rudder + Aileron - Maint HDG + Center Aileron. Slower rotation. Keep ND in scan for C/L tracking. Put TRK line on Dashed white line (C/L). Ask PM to match your Wind Corr HDG.
  3. Follow FDs
  4. 400’ - HDG Sel + state Malf + Memory As
  5. MFRA - Bug Up, Retr Flaps. Stay level to accelerate (IVSI + ALT). Nose DN as SPD Up + Less rudder + Trim (small bank towards LIVE eng. + bank towards LIVE acceptable)
  6. FUNL - LVL CHG, MCT, AP B, clb to MSA at -UP. Trim 3-5 units towards operating Engine. Ask for a hold at EOSID fix and LNAV
  7. QRH
  8. ATOCX
  9. PIOSEE-NITS-PA-OEILCx
36
Q

How would you manoeuver for a Windshear Warning

“WINDSHEAR AHEAD, WINDSHEAR AHEAD”?

A
  1. DISCO AP
  2. TOGA + Max Thrust + chk S/Brk Retracted
  3. THR FULL FWD+DISCO AT
  4. Roll+Pitch to 15*
  5. (Follow F/D)
  6. Do NOT change configuration
  7. Rebuild - set thrust to 90%, Config?/ Bug Up?/ Reset Brain

PM

Verify Thrust, Actions, Call out Altitude (RA) / V/S, Terrain, Speed changes

Windshear during takeoff roll:

  • before V1, reject takeoff
    • < V1, there may not be sufficient runway remaining to stop if an RTO is initiated at V1. At VR, rotate at a normal rate toward a 15 degree pitch attitude. Once airborne, perform W/S Escape.
    • Near the normal rotation speed and airspeed suddenly decreases, there may not be sufficient runway left to accelerate back to normal takeoff speed. If there is insufficient runway left to stop, initiate a normal rotation at least 600 meters before the end of the runway, even if airspeed is low. Higher than normal attitudes may be needed to lift off in the remaining runway. Ensure maximum thrust is set.
  • after V1, perform W/S Escape

Predictive windshear warning during approach
(“GO–AROUND, WINDSHEAR AHEAD” aural) - W/S Escape / normal G/A

Windshear encountered in flight - W/S Escape

​Note: The following are indications the airplane is in windshear:

  • “WINDSHEAR, WINDSHEAR, WINDSHEAR”
  • unacceptable flight path deviations.
    • Note: Unacceptable flight path deviations below 1000 feet AGL, in excess
      • 15 KIAS
      • 500 fpm V/S
      • 5° pitch ATT
      • 1 dot displacement from the G/S
      • unusual thrust lever position for a significant period of time.

Pilot Flying

Pilot Monitoring

MANUAL FLIGHT

  • A/P OFF.
  • TO/GA switch.
  • Aggressively apply maximum thrust*
  • A/T OFF
  • {Roll W/L, Rotate 15° NU}.
  • S/BRK STOW.
  • Follow F/D TO/GA guidance (if available) **
  • Verify maximum* thrust.
  • Verify all needed actions have been completed and call out any omissions.

AUTOMATIC FLIGHT

  • Push either TO/GA switch***
  • Verify TO/GA FMAs.
  • Verify G/A thrust.
  • S/BRK STOW.
  • Monitor system performance****
  • Verify GA* thrust.
  • Verify all needed actions have been completed and call out any omissions.

MANUAL OR AUTOMATIC FLIGHT

  • Do not change flap or gear configuration until W/S is no longer a factor.
  • Monitor V/S and H.
  • Do not attempt to regain lost V until W/S is no longer a factor.
  • Monitor vertical speed and altitude.
  • Call out any trend toward terrain contact, descending flight path, or significant airspeed changes.

Note: **Do not exceed the Pitch Limit Indication.

Note: *** If TO/GA is not available, disengage autopilot and autothrottle and fly manually.

37
Q

Circling approach

A
38
Q

What are the Pitch Datums for a G/A AEO (OEI)

for 60t A/C?

A
  • (154kts) 15-18* (12-13*) / G/A Thrust - 90% (>90%)
39
Q

What’s the Crosswind takeoff technique on the 737-800?

A
  1. Visualise W/V. Tilt yoke slightly towards wind to help visualise (Rudder away fm wind, yoke toward wind)
  2. On GND - maint C/L with Rudder
    (slippery RWY PM - Symmetrical thrust)
  3. Begin T/O roll with Yoke centered - gradually increase displacement into wind only enought to maintain wings level. Use as much aileron as you need (unless perf limited)
  4. At liftoff - crossed controls - Wind will pick up upwind wing - more aileron required. Airborne and established in a crab - slowly neutralise conrols
  5. Use higher thrust setting on gusty/windy days
40
Q

What’s the AEO G/A datums?

A

15-18*

85%

41
Q

How do you perform Non-standard G/A

A
  1. Look at your altitude/speed and Flap setting first
  2. Altitude (is MAA set?)
    1. > MAA - no TO/GA
      1. Flaps
    3. >F15 - G/A, F15 and Normal G/A.
      Set thrust FWD
      Note Speed Restrictions, leave flaps if needed
    4. - leave them as they are. Note Speed Restrictions, leave flaps if needed
  3. (Gear Up) on (+) RoC
  4. Do not turn before MAPt
  5. >400’ - select roll mode
  6. Tune radios for MAPP
  7. Bug UP
  • If MAN G/A - ask for F/D first, before calling for Roll Mode

Thrust UP - Gear UP - Roll UP (MAPt) - Bug UP - Clean UP - Radios <>

42
Q

What are the Pitch Datums for a G/S Intercept AEO (OEI)

for 60t A/C?

A
  • @ G/D F15 (160kts): 2.5* (3*) / 52% (70%)
  • F30 (152kts): 1* / 57% (84%?)
  • F40 (144kts): 0* / 62% (??%)

Pitch for Rate, Thrust for speed

Flaps = Balooning

Thrust - Attitude - Trim

43
Q

What is the standard Pitch + Thrust for Climbout (no F/Ds) at fixed climb thrust (60t)?

A
  1. Rotate to 15-18* / V2 - V2+20
  2. Bug Up - 8* / Accelerating to -UP
  3. Climbing 12.5* / -UP speed
  4. Accelerate to 250 - 6* / Accelerate to 250
  5. Climbing - 10* // 250/280
44
Q

Instrument approach using V/S AEO

A
45
Q

What’s the datums for

OEI

Level flight @ FU?

60t

A

5.5*

73% (75-80%)

T 3-5

46
Q

APU FIRE

A

8.1

Condition: Fire is detected in the APU.

1 APU fire switch. . . Confirm. . . .Pull, rotate to the

stop, and hold for 1 second

2 APU switch. . . . . . . . . . . . . . . . . . . . . . . . OFF

47
Q

Describe the CTL DUB Profile

A
48
Q

Describe the EFATO Profile

A
49
Q

Engine FIRE or Severe damage OR separation

A

8.2

Condition: One or more of these occur:

  • Engine fire warning
  • Airframe vibrations with abnormal engine indications
  • Engine separation.
  1. Autothrottle (if engaged) . . . . . . . . . . .Disengage
  2. Thrust lever

(affected engine) . . . . . . Confirm. . . . . . . Close

  1. Engine start lever

(affected engine) . . . . . . Confirm. . . . . CUTOFF

  1. Engine fire switch

(affected engine) . . . . . . Confirm. . . . . . . . Pull

To manually unlock the engine fire switch, press the override and pull.

  1. ## If the engine fire switch or ENG OVERHEAT light is illuminated:
    • Engine fire switch. . . . . Rotate to the stop and

hold for 1 second

If after 30 seconds the engine fire switch or ENG OVERHEAT light stays illuminated:

  • Engine fire switch. . . . . . . .Rotate to the

other stop and hold for 1 second

- - - - - - - - - - - - - - - - - - - - - - -

50
Q

Describe the NPA V/S APP Profile

A
51
Q

What are your Speed and altitude gates during approach and landing?

A
  1. @35nm /FL100 / 250kts
  2. @20nm/ 5000‘aal / 250 decelerating (800fpm or less to be slowing down)
  3. @15nm / 4000‘aal / UP speed or F1 speed
  4. @10nm 3-2-1 (10nm rule) / 3000’aal / 200kts / F1
  5. 9nm / 190 kts
  6. 8nm / 180 kts
  7. G/S capture / F5 speed
  8. 7nm / 170 kts
  9. 6nm / 160 kts
  10. 5nm /150 kts
  11. 1000/500’ gates - on profile w LCX complete to Lights
52
Q

Describe the G/A 2 Engines Profile

A

Set thrust FWD (good airmanship)

53
Q

What’s the datums for

OEI

Level flight @ F15?

60t

A

8*

92%

T 5

Flaps - Balooning

Thrust - Attitude - Trim

54
Q

How would you manoeuver for a Windshear Caution “MONITOR RADAR DISPLAY” alert?

A

Maneuver as needed to avoid the windshear.

55
Q

What’s the Datum for

AEO

Level Flight at F1?

A

5.5*

60%

Flaps - Balooning

Thrust-Attitude-Trim

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