Simulator Self Test Questions Flashcards
How are normal checklists called for and actioned?
PM carries out the procedure.
PF then calls for the checklist.
Procedure:Checklist! With nothing inbetween.
The PM must ensure the completion of each applicable item and observe its execution. He/she must indicate to the PF when each item, or when authorised in the appropriate FCOM, each checklist section is completed.
Describe the critical data loading procedure.
This procedure must not be conducted until the Fuelling Procedure has been completed.
It should be done at a time of low workload.
Avoid distractions.
Ensure everyone is involved.
Describe the SOP for FMA call-outs.
Maintain situational awareness at all times.
Both pilots must monitor AFDS mode annunciations and the current FMC flight plan and verify that the airplane is responding appropriately.
Describe the FCTM handling techniques for taxi.
Common sense stuff. High SA. Brief likely directions and closures. Use minimal power Stop if unsure Keep speed slow Keep hands on tiller and throttles etc.
What are the ‘AIRSPEED UNRELIABLE’ memory actions?
Autopilot disengage switch Push
A/T ARM switches (both) OFF
F/D switches (both) OFF
Set the following gear up pitch attitude and thrust:
Flaps extended 10°/85% N1
Flaps up 4°/70% N1
What approximate pitch and power datum’s for 220t at 5000 ft, S & L, FL200 and FL300?
5° 58%
- 7° 74%
- 5° 84%
Describe the trap of failing to follow the FD pitch command during a descent with A/T HOLD (e.g. during a FLCH/VNAV SPD descent).
Both FLCH SPD and VNAV SPD pitch modes will force the A/T FMA out of the SPD mode and A/T wake up will not occur if speed is allowed to decay with the A/T activated but not controlling speed.
The only time you can be sure the A/T will try to maintain your selected speed is when SPD is annunciated in the Left Hand A/T FMA
Describe the potential trap of turning off only one pilot’s FD.
Turning both FDs off will force the thrust FMA into SPD, helping to protect your speed. Leaving only one FD on will mean that HOLD can remain programmed, leaving you at risk from stalling
Describe the SOP for handover of control for the descent.
Complete interactive brief.
PM sets VREF on the Approach page, Nav Radio page, Autobrake, Check the Landing Perf
PF sets Standby Altimeter and Transition Level
PM Recalls all Alert messages and Operational Notes
Both check messages, notes, set minima,
PF calls for the Descent checklist then PM reads it out.
What is the take-off technique?
A rolling Takeoff is recommended.
Align the a/c with the centreline then set approx 55%N1. Pause, allowing the engine to stabilise, then press TOGA.
Describe the B777 visual circuit.
At 1000’ Call `press A/T switch, Flap 5, F5 Speed. (VRef30+40). Start the turn 25° angle of bank.
1500’ level off using the FPV in the turn. You want about 5° attitude and 55-57% and F5.
After T/O checks, Descent and Approach checks
Double the drift using HDG SEL or 1x drift using TRK SEL ….2d from airfield
Abeam the runway threshold: Start timer
At 35 secs +/- headwind or tailwind
“Gear down Flap 20 F20 speed”.
Arm the Speedbrakes lever.
Up to 90secs+/- wind…..about 60secs, Call “F25/F30. Final speed”.
Level turn.
Turn at 25° AofB and really concentrate on not overbanking using the trend vector. Use the turning string on the map to asses how well you are turning
“Landing Checklist and FDs off “
On descent, set your datums.
Looking for 2° bottom hat F25 57% (below 2.5° line) or 1°Top Hat F30 NU(above horizon line) and 58% N1
FPV when on the Glide Path. For a 3°GP stick the tail on the horizon
Trim for speed
1000’ “Stable
Ask for heading adjustments as appropriate. Position trend vector…3 segments 30, 60, 90 secs
Check the GP is correct.
Adjust with small corrections but do it early.
Below 100’ maintain the crab. I was drifting off.
How will you trim the aircraft whilst flying the circuit?
With every change in speed. Should be 2 second blips.
What are the stabilized approach criteria?
By the 1000’ Autocall out An approach is considered stable when all of the following criteria are met:
In the planned landing configuration (gear down land flap achieved).
Stabilised on the correct vertical profile (see Note 1).
Stabilised at the target approach speed (see Note 2).
Note 1:
The vertical profile is defined as either:
An electronic glideslope/glidepath
A non-precision final approach path or in the absence of either,
An agreed visual profile:
Note 2:
Only in circumstances of rapid wind changes, turbulence or adherence to appropriate ATC speed requirements and if the speed is close to the target approach speed and reducing, can the approach be continued.
If the aircraft is not stable at the target approach speed before the 500 ft auto-callout then a go-around must be flown.
What is the landing technique?
When the threshold passes out of sight under the airplane nose shift the visual sighting point to the far end of the runway. Shifting the visual sighting point assists in controlling the pitch attitude during the flare.
Initiate the flare when the landing gear is at 20-30’
Increase Pitch 2-3° to reduce descent rate.
If the autothrottle is not engaged, after the flare is initiated, (approx 25’) smoothly retard the thrust levers to idle, and make small pitch attitude adjustments to maintain the desired descent rate to the runway. Hold sufficient back pressure on the control column to keep the pitch attitude constant.
To what height can you use the visual approach aids?
At a guess, until passing the threshold whereupon you will then look to the far end of the runway.
Where is the runway aiming point?
Focus remains on TDZ rather than PAPIs.
TDZ can be different in the USA
PAPIs may be inappropriate depending on Eye- Wheel Height calibration and maintenance quality, especially below 200’
• PAPIs (particularly in the USA) may not be coincident with the electronic glideslope
Consistent RoD when using electronic guidance as opposed to having to adjust to a (possibly) different GP at a late stage
• F/D guidance remains valid
When the threshold passes out of sight under the airplane nose shift the visual sighting point to the far end of the runway. This assists with controlling the pitch attitude during the flare.
When are speedbrake and reverse thrust selected on touchdown.
In the event auto extension fails, the speedbrakes need to be manually extended. After touchdown, fly the nose wheels smoothly to the runway while slowly raising the speedbrake to the up position.
After touchdown, with the thrust levers at idle, rapidly raise the reverse thrust levers up and aft to the interlock position, then apply reverse thrust as required.
Is there a standard call for reverse idle?
No. It’s implied.
Describe the crosswind take-off technique.
Brief to T/O on the roll, with strong winds. As the speed increases gradually add enough aileron into wind to keep wings level, slowly rotate on lift off, don’t over rotate. May need a little more aileron into wind, slowly remove cross controls starting with the rudder
When would you apply forward control-column pressure during the take-off roll?
Light forward pressure on the control column during the initial phase of the takeoff roll (below approximately 80 knots) increases nose wheel steering effectiveness especially in a crosswind.
When are the controls centralized after take-off?
After lift off, you may initially need a little more aileron into wind, then slowly remove the cross controls, rudder first.
Describe the crosswind landing technique.
There are 3 methods. I only use 2 I do not use the side slip.
I use decrab in the flare which involves maintaining wings level all the way down. Just prior to touchdown while flaring the airplane, downwind rudder is applied to eliminate the crab and align the airplane with the runway centerline. Hold wings level with simultaneous application of aileron control into the wind
Landing with the crab still on if very slippery runways, reduces drift toward the downwind side at touchdown, permits rapid operation of spoilers and autobrakes because all main gears touchdown simultaneously, and may reduce pilot workload since the airplane does not have to be de-crabbed before touchdown. However, proper rudder and upwind aileron must be applied after touchdown to ensure directional control is maintained.
What considerations are required for a landing runway that is less than 60 metres wide?
A 300 Series cannot do a 180° turn
?
What are the crosswind limitations?
These depend on Runway surface conditions, aircraft weight and MACTOW.
The maximum crosswind limits are 40kts T/O and 45kts Landing.
How would you deal with directional control problems during the landing roll?
Use a combination of rudder, differential braking, and control wheel input into wind to maintain runway centerline.
If there is an issue, release brakes and select Reverse Idle, then when back on the centreline, reapply brakes and Symmetrical Reverse Thrust.
What flight director modes could assist you the most?
The basic modes. V/S, HDG SEL, Alt Hold.
SPD is useful for A/T wake up.
On what FMC page can you find the QFE reference selector?
Approach Ref Page
What datum should the Standby Altimeter be set to when below transition?
QNH
If an intruder is sighted and is assessed as an immediate threat, without an RA, what would you do?
Consider V/S with a speed.
Talk through your likely actions.
If a TA is received close to levelling out, what could you consider?
Reduce your rate of climb/descent using V/S.
Which ‘RA’ does not require an immediate manoeuvre?
A DESCEND (fly down) RA issued below 1000 feet AGL should not be followed
If you receive a DESCEND ‘RA’ below 1000 ft, what would you do?
Ignore it.
Establish visual contact with aircraft. Manoeuvre to avoid.
For a CLIMB ‘RA’ in the landing configuration, what is your pitch reference?
Smoothly adjust pitch to satisfy the RA command.
How would you handle the autothrottle in an RA.
Disconnect it and add or subtract power as required. Then use FLCH as part of the MCP rebuild to reengage the A/T.
Describe the handling characteristics when FLIGHT CONTROL MODE is displayed.
The flight control system is in the secondary mode.
The airplane response is changed by simplified elevator feel and rudder ratio systems.
Autopilot inop
Envelope protection functions inop
The yaw damper is degraded.
Describe the handling characteristics when PRI FLIGHT COMPUTERS is displayed.
The flight control system is operating in the direct mode.
The airplane response is changed by simplified elevator feel and rudder ratio systems.
Inoperative Items
Autopilot inop
Envelope protection functions inop
Yaw damping inop
Rudder manual trim cancel switch Inop
Pitch trim moves slower than in normal mode.
How do you set the flap and speed on the approach page for a non-normal landing?
Select the Flap, look up the VRef 30 speed in the FMC or QRH and then add whatever speed it tells you.
Still may have to add a wind increment if the A/T is u/s.
After completing the FLAPS DRIVE checklist, where can you find further advice on how to fly the approach?
FCTM Non Normal Operations Flight Control’s
Which pilot is normally assigned control during a non-normal situation?
First Officer for the captain to then manage the situation.
What considerations would you have following a HYD PRESS SYS R + C.
No Autoland. You need Cat1 weather.
Multiple flight control surfaces inop. Handling qualities are degraded.
Stabilizer inop…..so you will have to do the recall actions!
Primary flap and slat operation inop. Plan more time for slower flap and slat operation using Secondary mode
Main landing gear hydraulic operation inop. Alternate gear extension is needed.
Right thrust reverser inop. Use max Reverse on Left
Autobrake inop. Manual braking is available.
Normal brakes and alternate brakes from center hydraulic source are inop. Alternate brakes from the reserve hydraulic source are available.
Main gear steering inop. Tires may scrub during turns. Nose gear steering is available.
No Autoland but A/P is available until 200’.
Crosswind limit for landing is 20 knots.
Do not arm the speedbrake lever. This prevents inadvertent in-flight speedbrake extension. Manually extend the speedbrakes after landing.
Will not be able to retract the gear if you GA
What do you understand by “Landing Assured”?
A landing is ‘assured’ if, in the judgment of the Commander, it could be completed in the event of any forecast deterioration in the weather and plausible single failures of ground and airborne facilities (e.g. a failure which could downgrade the planned landing status from say CAT IIIA to CAT II).
When can a First Officer call ‘Stop’?
For any Fire, an Engine Failure or a predictive Windshear warning.
If flying the a/c, also for a blocked runway or control difficulties.
If a 300 series, also for a RAAS Runway Alert.
When can a Captain call ‘Stop’?
Prior to 80 knots, the Captain (or First Officer where permitted) should call “STOP” for any of the following:
activation of the master caution system system failure(s) unusual noise or vibration tire failure abnormally slow acceleration takeoff configuration warning fire or fire warning* engine failure* predictive windshear warning* RAAS runway alert* if the airplane is unsafe or unable to fly
Above 80 knots and prior to V1, the Captain (or First Officer where permitted) shall call “STOP” for any of the following:
fire or fire warning*
engine failure*
predictive windshear warning*
if the airplane is unsafe or unable to fly
At all times when the First Officer is PF he may, in addition call “STOP” for a significant handling difficulty or a blocked runway.
In summery, below 80kts the Capt can call STOP for pretty much anything. Above 80kts it’s the same as an FO….
What RAAS aural annunciations would you call ‘Stop’ for?
Accomplish the following manoeuvre for any of these aural alerts or ND annunciations.
Alerts
CAUTION ON TAXIWAY, ON TAXIWAY
CAUTION SHORT RUNWAY, SHORT RUNWAY
ON RUNWAY (RUNWAY IDENTIFIER) (METERS) AVAILABLE
APPROACHING (RUNWAY IDENTIFIER) (METERS) AVAILABLE
ND Annunciations
ON TAXIWAY
SHORT RUNWAY
If ‘Stop’ were called, what would your actions be?
If PF:
Close thrust levers, disconnect A/T, bring my hand over to the control column and if above 85kts, monitor the RTO braking or if necessary apply full braking with the intention of bringing the a/c to a complete stop. I will make sure the Park Brake is set, thrust levers are closed, A/T is disconnected, Reverse is cancelled and the Storm Light is switched ON.
Then do the ATTTENTION CREW, AT STATIONS call.
If PM:
Verify actions as follows:
Thrust levers closed.
Autothrottles disengaged.
Maximum brakes applied.
Apply reverse thrust up to the maximum amount consistent with conditions.
Monitor deployment of the Speedbrake and if necessary, deploy it manually, then make the call Speedbrake Up Reversers Normal, or Speedbrake not up or No Reverse…..Engine.
From then on in I will monitor your braking and speed. I will make a call at 60kts, select Reverse Idle followed ever so slowly down to Forward Idle.
Once the Park Brake is set, Captain takes Control.
ATTRNTION CREW AT STATIONS.
Manage the situation.
If the First Officer were handling, when would the Captain take control on an RTO?
When the Park Brake is set.
What sources of information can help decide if an evacuation is required?
What PA should you make if an immediate evacuation is not required?
Instrumentation. Alarms. Cabin Crew Heavy Pilot Tower Fire Services. Other Aircraft
ATTENTION CREW AT STATIONS.
What circumstances dictate the use of fire extinguishers following an RTO?
How would you shut down an engine?
If an engine or APU fire warning occurs
For an evacuation, if a fire exists in or is near an Engine or APU.
There is NO requirement to fire bottles if you have left the paved surface.
If passenger evacuation is not required, what would your actions be?
When would you check the brake-cooling schedule?
Passengers and Crew Remain Seated and await further instructions.
Tell the CSD your next intentions. Tell the customers you are taxiing off and will talk to them again soon.
Coordinate with ATC a place to come off the runway and park
Mention requirement for After Landing Checklist.
Review the Brake Cooling before taxing off the runway
Will TAC always be available to assist control?
How would you recognize the engine failure while visual/on instruments?
Not always. In very simple terms, TAC determines a difference in thrust between the two engines and based on this it generates rudder commands. So, if the thrust of either engine cannot be determined and thus the thrust difference between the two engines then TAC will inhibit itself instead of generating potentially erroneous rudder command
If visual, you will see the yaw. If on instruments, the Heading bug will move violently.
How would you diagnose an engine failure?
There are lots of indications:-
An EICAS message, N1 and N2 gauges, Engine Vibration, High EGT’s
