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Challenger 350 > Systems/Limitations > Flashcards

Systems/Limitations Flashcards

1
Q

Engine Type (CL350)

(CL300)?

A

Honeywell AS907 - 2-1A Turbofan Engine (CL350)

Honeywell AS907 - 1-1A (CL300)

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2
Q

Engine Thrust

A

7372 lbs

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3
Q

PASSENGER DOOR CAS MESSAGE

A

Door not fully closed and

-The aircraft is on the ground with the left engine run switch in the OFF position.

-The aircraft is on the ground, the passenger door handle is not stowed, and both engines are not running.

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4
Q

PASSENGER DOOR (AMBER) (caution)

A

Passenger door not fully closed and:

-The aircraft is on the ground with the left engine run switch in the ON position.

-The aircraft is in flight and the passenger door rollers are not fully engaged into the fitting guides.

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5
Q

EMERGENCY EXIT CAS message

A

Displayed if the proximity sensor detects that the emergency exit hatch is not completely closed with the locking pins fully engaged.

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6
Q

CARGO DOOR CAS message

A

Aircraft on the ground and the left engine run switch is selected ON. Otherwise, the CARGO DOOR (S) CAS message is illuminated.

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7
Q

Which doors does the door warning system monitor?

A

-Passenger door
-Emergency exit
-Cargo bay door
-Aft equipment bay door
-Battery bay door

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8
Q

The airplane is approved for:

A

VMC
IMC
DAY
NIGHT
ICING

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9
Q

Icing conditions while holding?

A

Do not hold in icing conditions with flaps extended

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10
Q

When side window icing is observed:

A

–Wing and engine anti ice systems must be on.
–Leave icing conditions as soon as possible.

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11
Q

When must engine anti ice systems be turned on on the ground?

Flight?

A

–Ground: 10c or less in visible moisture in any form is present. (such as fog with visibility of one mile or less, rain, snow, sleet or ice crystals.

*The engine anti ice must also be on when the OAT is 10c or below when operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush is present.

–Flight: TAT of 10c or less and visible moisture of any kind is encountered (such as clouds, rain, snow, sleet, or ice crystals) except when the SAT is -40c or below.

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12
Q

ICE DETECTED CAS MSG

A

The engine anti icing system must be ON when the ICE DETECTED CAS is on or in icing conditions.

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13
Q

Wing anti ice system

Ground Operations?

Flight Operations?

A

Ground: The wing anti ice system must be turned ON for takeoff when the OAT is 5c or below and visible moisture in any form is present (such as fog with visibility of one mile or less rain, snow, sleet, or ice crystals).

The wing anti ice system must also be on when the OAT is 5c or below when operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush is present.

Flight: Icing conditions exist in flight at a TAT of of 10c or below and visible moisture in any form is encountered (such as clouds, rain snow, sleet or ice crystals), except when the SAT is -40 or below.

300…Icing conditions exist when the SAT in flight is 10c to -40c and visible moisture in any form is present (such as clouds, rain, snow, sleet, or ice crystals). *

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14
Q

Approaches Glide Path Limitation (CL300)
Approaches Glide Path Limitation (CL350)

A

Approaches with a glide path angle of 4.5 or greater are prohibited (CL300).
See Chart in limitations (CL350). (Must have supplement to exceed chart values).

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15
Q

MAXIMUM RAMP WEIGHT (CL300)

A

39,000 lbs

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16
Q

MAXIMUM CERTIFIED TAKEOFF WEIGHT (CL300)

A

38,850 lbs

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17
Q

MAXIMUM ZERO FUEL WEIGHT (CL300)

A

27,200 lbs

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18
Q

MAXIMUM CERTIFIED LANDING WEIGHT (CL300)

A

33,750 lbs

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19
Q

MINIMUM FLIGHT WEIGHT (CL300)

A

23,100

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20
Q

MAXIMUM RAMP WEIGHT (CL350)

A

40,750 lbs

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21
Q

MAXIMUM TAKEOFF WEIGHT (CL350)

A

40,600 lbs

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22
Q

MAXIMUM ZERO FUEL WEIGHT (CL350)

A

28,200

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23
Q

MAXIMUM LANDING WEIGHT (CL350)

A

34,150 lbs

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24
Q

All weights in excess of maximum zero fuel weight….

A

Must consist of fuel

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25
Q

VMO (up to 8000)

A

300 kts

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26
Q

VMO (8,001 to 29,475)

A

320 kts

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27
Q

MMO (above 29,475)

A

.83

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28
Q

What is overspeed alerting based on?

A

Baro-corrected altitude. This is applicable to both the primary flight displays and the Integrated Standby Instrument.

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29
Q

MANEUVERING SPEED (VA)

A

VA is the highest speed that full roll and yaw control can be applied without overstressing the aircraft.

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30
Q

ROUGH AIR PENETRATING SPEED (VRA)

A

265 kts/.75

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31
Q

MAXIMUM LANDING GEAR OPERATING SPEED – RETRACTION

A

200 kts

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32
Q

MAXIMUM LANDING GEAR OPERATING SPEED – EXTENSION

A

250 kts

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33
Q

MAX LANDING GEAR EXTENDED SPEED (VLE)

A

250 kts

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34
Q

MAX FLAP EXTENDED SPEED (VLE)

Flaps 10
20
30

A

Flaps 10…210 kts
Flaps 20…210 kts
Flaps 30…175

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35
Q

MINIMUM OPERATING SPEED

A

Intentional speed reduction below the onset of stall warning, as defined by stick shaker operation, is prohibited, unless a lower speed is specifically authorized for flight test or training operations. 

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36
Q

TIRE SPEED

A

182 kts

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37
Q

MAXIMUM TAKEOFF AND LANDING PRESSURE ALTITUDE

A

10,000’

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38
Q

MAXIMUM TAILWIND COMPONENT

A

10 kts

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39
Q

Takeoffs and landings are limited to:

A

Paved runways

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40
Q

The maximum runway slopes approved for takeoff and landing:

A

+2% uphill and -2% downhill.

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41
Q

MAXIMUM CROSSWIND COMPONENT – DRY RUNWAYS – For Aircraft on the state, aviation administration of Ukraine, registry: 

A

The maximum crosswind component for takeoff is 28 kts.

The maximum crosswind component for landing is 24 kts 

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42
Q

MAXIMUM CROSSWIND COMPONENT – WET RUNWAYS – for Aircraft, on the state, aviation administration of Ukraine, registry:

A

The maximum Crosswind component for takeoff and landing on a wet runway with water depth no more than .125 inches is defined in the crosswind table in limitations section.

Runway coefficient poor braking (.3)…10 kts

Runway coefficient average braking (.4)…15 kts

Good braking, equivalent to dry (.5)…Takeoff – 28 kts
…Landing - 24 kts

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43
Q

Can you take off on a runway with a coefficient of friction less than .3?

A

Operation on runways with a coefficient less than .3 is prohibited.

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44
Q

MAXIMUM CROSSWIND COMPONENT – CONTAMINATED RUNWAYS

A
  1. The maximum crosswind component for takeoff and landing on a contaminated runway is 10 kts. 
  2. Operation on runways, with a coefficient of friction less than .3 is prohibited. 
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45
Q

GROUND OPERATIONS IN HIGH WIND CONDITIONS – for aircraft on the Russian federation and commonwealth of independent states, countries registry: 

A

In the event, the airplane is parked and sustains wind gusts at levels in excess of 64 kts an unscheduled inspection and functional check of the aileron, elevator, and rudder power control units are required.

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46
Q

MAXIMUM CROSSWIND COMPONENT – DRY RUNWAYS – for Aircraft on the Russian federation in commonwealth of independent states, countries registry:

A

The maximum crosswind component for takeoff is 28 kts.

The maximum crosswind component for landing is 24 kts. 

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47
Q

MAXIMUM CROSSWIND COMPONENT – WET RUNWAYS – for aircraft on the Russian federation and commonwealth of independence states countries, registry:

A

.3 - .35 (poor braking) 10 kts
.35 - .5 (medium braking) 15 kts
.5 - .6 (good braking, equivalent to dry) takeoff: 28 kts. Landing: 24 kts.

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48
Q

MINIMUM ENROUTE CLEARANCE

A

It is recommended that all terrain and or obstacles be cleared by at least 1300 feet along the en route flight path.

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49
Q

MINIMUM GO AROUND ALTITUDE

A

Demonstrated minimum altitude for all engines go around without touching the ground is 50 feet and for single engine go around is 100 feet. 

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50
Q

COLD WEATHER OPERATIONS

A

WARNING: even small amounts of frost, ice, snow, or slush on the wing leading edges, and forward upper wing surface may adversely change the stall speeds, stall characteristics, and the protection provided by the stall protection system, which may result in loss of control on takeoff.

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51
Q

Cold weather ops:

Takeoff is prohibited with…

A

Takeoff is prohibited with Frost, ice, snow, or slush adhering to any critical surfaces, such as the wings, horizontal, stabilizer, vertical stabilizer, control surfaces, or engine inlets.

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52
Q

What do the limitations say about the upper fuselage not being defined as a critical surface?

A

Although the upper fuselage is not defined as a critical surface, it must nonetheless be deiced to remove contamination, other than allowable frost, anytime the wing and tail surfaces require deicing. 

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53
Q

Takeoff is permitted with Frost adhering to:

A

– The underside of the wing that is caused by cold soaked fuel, or

– The upper surface of the fuselage 

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54
Q

MAXIMUM PRESSURE ALTITUDE (enroute)

A

FL450

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55
Q

LOAD FACTORS

A

Flaps Up…+2.6 to -1.0 g
Flaps Extended …+2.0 to 0.0 g

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56
Q

OPERATION WITH TYPE II, III, and IV ANTI-ICING FLUIDS

When Type II, III, and IV anti-icing fluids have been applied:

A

The wing anti-ice system must only be selected ON, if required, just prior to thrust increase or takeoff. 

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57
Q

MANEUVERS

A

Aerobatic maneuvers and spins are prohibited.

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58
Q

AIR CONDITIONING

A

Do not select the AIR SOURCE switch to TRIM AIR ONLY while the airplane is on the ground. 

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59
Q

Limitation of the PACK when the airplane electrical power is on?

A

The PACK must be operating (APU or engine running and AIR SOURCE switch – NORM or PACK ONLY) when the airplane electrical power is on (BATT’s or EXT PWR – On) for more than 30 minutes and the outside temperature is above 40°C

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60
Q

OXYGEN

A

Crew and passenger oxygen masks are not approved for use above 40,000 feet cabin altitude. Prolonged operation of passenger masks above 25,000 feet cabin altitude is not recommended. 

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61
Q

PRESSURIZATION

A

The maximum differential pressure on the ground (during taxi) must not exceed .1 psi.

The maximum differential pressure (during landing) must not exceed 1.0 psi. 

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62
Q

MAX POSITIVE DIFFERENTIAL PRESSURE? (CL300)

MAX NEGATIVE DIFFERENTIAL? (CL300)

A

9.4 psi

– 0.5 psi

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63
Q

MAX POSITIVE DIFFERENTIAL PRESSURES FOR AIRCRAFT 20887 - 20999?

A

10.1 psi

Max negative differential …0.5 psi

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64
Q

AUTOFLIGHT WARNING:

A

WARNING: if an engine failure occurs during a climb while in, or just below ALTS CAP or ALTV CAP the cap vertical FD modes the auto pilot may not maintain the selected air speed further. Further, the auto throttle, if installed, may have already begun to command a thrust reduction. Crew intervention may be required to ensure that the Aircraft meetings, a safe operating speed in avoid loss of control. 

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65
Q

AUTOPILOT LIMITATION

A

Do not intentionally overpower the autopilot.

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66
Q

AUTOPILOT Minimum Engage Height:

Climb, enroute, or descent:

A

700’ AGL

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67
Q

Autopilot Minimum Use Height:

Approach:

Precision with glide path angle of 3.5 degrees or less:

A

80 feet AGL

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68
Q

Auto pilot minimum used height.

Approach:

Precision with glide path angle between 3.5 and 4.5 degrees:

A

160 feet AGL

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69
Q

Auto pilot minimum used height.

Approach:

Visual and non–precision:

A

200 feet AGL

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70
Q

The maximum altitude with yaw damper off?

A

31,000 feet

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71
Q

XFR button on flight guidance panel while making inputs on FMS CDU? (CL350)

A

It is prohibited to select the XFR button on the flight guidance panel, while simultaneously making inputs on an FMS CDU. 

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72
Q

AUTOTHROTTLE (If installed)

A

– For an auto throttle engaged takeoff, the auto throttle must be verified engaged, TLA in the takeoff detent l, takeoff N1 verified and HOLD mode active prior to 80 kts. 

– It is prohibited to engage the auto throttle following an engine failure on take off until flaps are retracted and the aircraft as accelerated to en route climb speed. 

– Auto throttle must be disengaged prior to 200 feet AGL for any abnormal procedure landing with flaps less than 30°. 

– The radio altimeter must be valid for auto throttle retard mode operation. If radio altitude is unavailable or invalid, the auto throttle must be disengaged prior to reaching 200 feet AGL. 

– it is prohibited to have the auto throttle engaged during a single engine go around until flaps are retracted and the aircraft has accelerated to en route climb speed 

– Use of auto throttle during touch and go landings is prohibited. 

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73
Q

FANS/CDPLC LIMITATIONS

A

– The crew must ensure that the FMS is updated with the proposed flight plan and its associated constraints and procedure when receiving a route clearance via CDPLC.

– Before executing any flight plan modification received via CDPLC, the crew must ensure that the entire content of the flight plan has been inserted.

– Use of FANS INSERT MOD is prohibited within 5 NM of sequencing a waypoint.

– It is prohibited to use the WX DEV TO from the FANS ROUTE REQ 1/2 page.

– It is prohibited to use the DIVERT TO from the EMERGENCY MSG 1/2 page using the FANS REQUEST page.

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74
Q

FMS LIMITATIONS

A

– It is prohibited to load pilot routes from the PILOT ROUTE LIST during flight.

– It is prohibited to upload flight plans from ROUTE MENU (FPLN RECALL) during flight 

–It is prohibited to select FPLN WIND UPDATE from the ROUTE MENU.

– It is prohibited to tune a localizer on the TUNE page using the identifier only.

– It is prohibited to initiate a NAV RADIO SELF TEST from either the NAV radio tuning page on the FMS CDU or the MFD nav radio menu during flight.

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75
Q

Use of VFLC is prohibited when?

A

Use of VFLC (FLC with VNAV) is prohibited during climb when the airspeed reference is displayed as MACH.

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76
Q

Can you select VNAV during a go around during the missed approach procedure?

A

NO

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77
Q

FMS as a primary navigation source past FAF? CL300

A

FMS as a primary navigation source beyond the FAF is prohibited for ILS, LOC and LOC/BC approaches.

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78
Q

Limitation when conducting a VNAV approach with a T – Transition?

A

When conducting an instrument approach with a T transition and utilizing VNAV for descent guidance, indicated airspeed at the initial approach fix must be 210 kts or less.

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79
Q

SYNTHETIC VISION SYSTEM (SVS)

A

– TAWS alerts must take priority over the image depicted on the SVS.

– Use of the SVS for airplane navigation is prohibited.

– Use of the SVS is prohibited when the barometric altitude is corrected to the landing field elevation (QFE).



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80
Q

The Synthetic Vision System intention?

A

The synthetic vision system is intended as a situational awareness enhancement feature, and shall not be the sole source of reference by the pilot for any of the following:

– Continuation of an approach, landing, or takeoff below the minimum published for that approach

– Execution of an approach, landing or takeoff in low visibility conditions

– As a replacement for natural vision, where there are specific visual requirements to be achieved 

Etc etc. see limitations for more.

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81
Q

NAVIGATION RECEIVER

A

It is prohibited to conduct ILS approach operations with LOC2 as pilot navigation source, and LOC1 as copilot navigation source.

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82
Q

STANDBY INSTRUMENT

A

Use of the standby instrument localizer deviation guidance is prohibited during localizer back course approaches. 

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83
Q

STANDBY COMPASS

A

L & R WSHLD/WINDOW switches must be temporarily selected OFF, while the standby compass is being read. 

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84
Q

WEATHER RADAR

A

Weather Radar information must be displayed continuously on at least 1PFD or MFD during the entire flight. 

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85
Q

Max amps two or three generators operating?

A

400 amps continuous

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86
Q

Max amps one generator operating on the ground?

A

400 amps continuous

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87
Q

Max amps one generator in flight?

A

500 amps continuous

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88
Q

Transient generator limitation (5 minutes)

A

600 amps

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89
Q

Battery temperature limitation for takeoff?

A

It is prohibited to takeoff if battery temperatures are below -20c.

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90
Q

Max flap extension altitude?

A

It is prohibited to extend the flaps above 18,000 feet. 

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91
Q

Flight Spoiler Limitations?

A

– It is prohibited to select flight spoilers to EMER except during emergency conditions or as required by procedure.

– Flight spoilers must not be extended in flight at airspeeds below approach speed +8 kts.

– Flight spoilers must not be extended in flight below 500 feet AGL.

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92
Q

Approved Hydraulic Fluid?

A

– Phosphate Ester Fire - Resistant per BAMS 564-003 Type IV.

– Skydrol LD-4

– Hyjet IV

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93
Q

Landing Gear,
Wheels and Brakes Limitations?

A

– It is prohibited to extend the landing gear above 18,000’.

– Brake cooling times (established IAW the procedures in Airplane Flight Manual, Chapter 6 – PERFORMANCE DATA) must be observed between a landing or a rejected takeoff (RTO) and a subsequent takeoff to ensure that a sufficient brake energy is available to bring the airplane to a complete stop, if the subsequent takeoff is rejected. 

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94
Q

Approved Fuel Types?

A

JET-A
JET-A1
JET-B
JP-4
JP-5
JP-8

– When JP-4 or JET-B is used, the maximum altitude is limited to 16,000’.

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95
Q

PRIST Limitation?

A

Do not add unblended PRIST directly into the fuel tank. Unblended Prist may damage fuel tank components.

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96
Q

Single point fueling/defueling limitation?

A

– Fueling… 55 PSIG
– Defueling… -8 PSIG

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97
Q

FUEL TRANSFER LIMITATIONS?

A

The Power and Gravity shut - off valves shall be selected off for takeoff 

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98
Q

USEABLE FUEL LOAD
(Pressure Refuel)

A

Left tank – 7,075 lb
Right Tank – 7,075 lb
Left & Right – 14,150 lb

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99
Q

USEABLE FUEL LOAD
(Gravity Refuel)

A

Left Tank – 6,500 lb
Right Tank – 6,500 lb
Left & Right – 13,000 lb

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100
Q

MINIMUM FUEL QUANTITY FOR GO-AROUND

A

500 lb per side.

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101
Q

FUEL TEMPERATURE LIMITATIONS

A

– Takeoff with Bulk Fuel Temperature indications above 50c is prohibited.

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102
Q

Wing bulk fuel temperature indications at 45c or above?

A

– The minimum fuel load for takeoff is 2800 lbs.

– With less than 1000 pounds of fuel per side, do not operate engine for more than 30 minutes. 

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103
Q

MINIMUM BULK FUEL TEMPERATURE FOR TAKEOFF?

(Using JET-A)

A

-30c

  • (See limitations table for other fuel types/temperature limits).
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104
Q

N1 max reverse

Max reverse ITT

A

70.7% N1

955c

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105
Q

N1 Max Continuous Climb

A

96.5% N1

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106
Q

N1 Normal Takeoff

A

96.8% N1

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107
Q

APR Max Power

A

96.8% N1

108
Q

N2 Idle

Oil pressure idle

A

46.0%

28 psi min

109
Q

N2 max continuous CLB

A

98% N2

110
Q

N2 normal takeoff

A

98.0%

111
Q

N2 APR MAX POWER

A

98.6%

112
Q

ITT Ground Start

A

650c

113
Q

ITT Air Start

A

800c

114
Q

ITT Max Reverse

A

955c

115
Q

ITT Max Continuous CLB

A

950c

116
Q

ITT Normal Takeoff

A

955c

117
Q

ITT APR MAX POWER

A

955c

118
Q

OIL TEMP GROUND START

A

-40c min

119
Q

OIL TEMP MAX CONTINUOUS CLB

A

138c max

120
Q

OIL TEMP NORMAL TAKEOFF

A

138c max
27c min

121
Q

OIL TEMP APR MAX POWER

A

138c max

122
Q

OIL PRESS IDLE

A

28 psi min

123
Q

CL300

N1 Max Reverse

A

70.7% N1

124
Q

CL300 Max Continuous CLB

A

95.2%

125
Q

CL300 N1 NORMAL TAKEOFF

A

96.1%

126
Q

CL300 N1 APR MAX POWER

A

96.1%

127
Q

CL300 N2 IDLE

A

46.0% min

128
Q

CL300 N2 Max continuous CLB

A

97.2%

129
Q

CL300 N2 NORMAL TAKEOFF

A

97.2%

130
Q

CL300 N2 APR MAX POWER

A

98.1%

131
Q

CL300 ITT GROUND START

A

650c

132
Q

CL300 ITT AIR START

A

700c

133
Q

CL300 ITT MAX REVERSE

A

928c

134
Q

CL300 ITT MAXIMUM CONTINUOUS CLB

A

928c

135
Q

CL300 ITT NORMAL TAKEOFF

A

928c

136
Q

CL300 ITT APR MAX POWER

A

946c

137
Q

CL300 OIL TEMP GROUND START

A

-40c min

138
Q

CL300 OIL TEMP MAXIMUM CONTINUOUS CLB

A

138c max

139
Q

CL300 OIL TEMP NORMAL TAKEOFF

A

138c max

27c min

140
Q

CL300 OIL TEMP APR MAX POWER

A

138c max

141
Q

CL300 OIL PRESSURE IDLE

A

28 psi min

142
Q

ENGINE START

A

– Three consecutive engine start cycles may be conducted, followed by a cooling period of 15 minutes prior to additional starts and motoring.

– The engine must be motored for 30 seconds after an aborted start.

143
Q

When must icing inhibitor be used?

A

When fuel temperature is below -20c (for takeoff only) unless cold weather procedures are followed.

144
Q

Engine Cranking

A

The engine can be motored (cranked) for up to 5 minutes, followed by a cooling period of 15 minutes prior to additional starts or motoring.

145
Q

THRUST REVERSERS

A

– Limit TR use to ground ops only

– Ground use only

– Do not backup utilization TR’s

– Don’t use TR’s during touch n go landings

– Reverse thrust above idle reverse is prohibited below 40 kts

146
Q

APU MAX ALTITUDE

Operation

A

37,000’

147
Q

APU MAX ALTITUDE

APU GEN

A

30,000’

148
Q

APU MAX ALTITUDE

Bleed air for Engine Start

A

20,000’

149
Q

APU MAX ALTITUDE

Bleed air for ECS

A

20,000’

150
Q

Starting the left engine using the APU above 9000’ limitation?

A

Do not use the APU to start the left engine on the ground above 9000’.

151
Q

Operation of the APU during deicing?

A

Operation of the APU during fluid de-icing/anti-icing is prohibited.

152
Q

APU START

A

– The APU may be started up to an altitude of 30,000’ (14,000’ on the ground).

– The crew must monitor the APU start and and abort the start if the APU RPM is less than 30% after 30 seconds (hung start).

153
Q

APU START

On Ground

A

Three start attempts may be made, each followed by a one-minute cooling period. After a third start attempt, there must be a 20 minute cooling period. Two more start attempts may then be made. No further attempts may be made for at least 40 minutes. Six successive starts may be made at 10 minute intervals with a one hour waiting period prior to additional start attempts.

154
Q

APU START

In Flight

A

Do not start the APU above 285 kts.

Following an unsuccessful start or a hung start, do not attempt another start until after landing.

155
Q

APU OPERATION

A

– The EICAS system is designed to show system status with specified colors.

– The maximum and minimum limits are indicated in red.

156
Q

Max APU RPM

A

108%

157
Q

Max APU EGT

Start:

Normal operations:

A

973c for start

718c for normal operations

158
Q

Tail height

Acft length

A

20’

68’ 8”

159
Q

DANGER AREAS

Wx radar
From intake
APU exhaust
From tailpipe

A

5 ft
15 ft
19 ft
200 ft

160
Q

Max nose wheel angle towing

A

120 degrees

161
Q

How to tell if the MCD is closed?

A

A green flag indicator shows through the window in the handle.

162
Q

PASSENGER DOOR status CAS

A

Pax door not fully closed and:

– The aircraft is on the ground with the left engine run switch in the OFF position.

– On ground, pax door handle is not stowed, both engines not running.

163
Q

PASSENGER DOOR caution CAS

A

Pax door not fully closed and:

– On ground with left engine run switch ON

– In flight and pax door rollers are not fully engaged into the fitting guides.

164
Q

CARGO DOOR CAS

A

On ground with left engine run switch selected ON.

165
Q

Cabin/cockpit temp control ranges

Norm mode

Manual Mode

A

15c - 35c
10c - 70c

166
Q

CABIN ALTITUDE

The cabin altitude has exceeded 9,400 ft

A
  1. Crew Oxygen Masks…Don
  2. Pilot and Copilot O2 MASK/NORM switches…….…….O2 MASK
  3. Autothrottle (if installed)…….Disengage
  4. Thrust Levers………IDLE
  5. Autopilot……….Disconnect
  6. FLIGHT SPOILERS lever…..EMER
  7. Descend at MMO/VMO, but not below minimum safe altitude
167
Q

L(R) BLEED LEAK

A
  1. XBLEED switch…..Closed
  2. Affected BLEED switch…..OFF

iF R BLEED LEAK is ON:

  1. L BLEED switch…..On
  2. APU BLEED switch…..OFF
168
Q

Pack Leak

A
  1. AIR SOURCE switch…..TRIM AIR ONLY
169
Q

L(R) PYLON BLEED LEAK

A
  1. Autothrottle (if installed)…..Disengage

Affected Engine:

  1. Thrust Lever…..IDLE
170
Q

TRIM AIR LEAK

A

AIR SOURCE switch…..PACK ONLY

171
Q

APU FIRE

A
  1. APU FIRE switch…..FIRE push
  2. FIRE EXT 2
    switch…..ARMED push
172
Q

APU OVERTEMP

A

APU switch…..OFF

173
Q

TAWS Aurals

A
  1. Autopilot…..Disconnect
  2. Autothrottle…..(if installed)…..Disengage
  3. Thrust levers…..APR
  4. FLIGHT SPOILERS…..RETRACT
  5. Climb at maximum practical rate.

LANDING GEAR switch…..UP

174
Q

“WINDSHEAR, WINDSHEAR”

A
  1. Autopilot…..Disconnect
  2. Autothrottle (if installed)…..Disengage
  3. Thrust Levers…..APR
  4. FLIGHT SPOILERS…..RETRACT
  5. Rotate smoothly to the takeoff/go around pitch attitude, allowing airspeed to decrease if necessary. Maintain wings level. Do not retract flaps or landing gear.
175
Q

UNRELIABLE AIRSPEED

A
  1. Autothrottle (if installed)…..Disengage
  2. Autopilot…..Disconnect
  3. FD’s…..Deselect
  4. Airplane Altitude …..Maintain a safe altitude

If Climb or Go-Around is required:

  1. Pitch/N1…..15 degrees/TO from SL to 15,000 ft, 10 degrees/CLB above 15,000 ft

6 Airplane Configuration…..Flaps 10/Gear Up for Go-Around Flaps 0/Gear Up once Climbing

176
Q

L(R) BATT OVERHEAT

A

Affected BATT switch…..OFF

177
Q

EVACUATION

A
  1. PARK/EMER BRAKE…..Set
  2. EMER DEPRESS switch…..ON
  3. L and R ENG, and APU FIRE switches…..push
  4. Evacuation…..Command
  5. Controlling Agency…..Notify
  6. STBY INST switch…..OFF
  7. L and R BATT switches…..OFF
178
Q

OVERSPEED

A
  1. Autothrottle (if installed)…..Disengage
  2. Thrust Levers…..IDLE
  3. Autopilot…..Disconnect
  4. FLIGHT SPOILERS lever…..EMER
  5. Level wings, then pitch up.
179
Q

STALL

A
  1. Autopilot…..Disconnect
  2. Lower the pitch attitude to reduce angle of attack
  3. Autothrottle (if installed)…..Disengage
  4. Thrust levers…..APR
  5. FLIGHT SPOILERS lever…..RETRACT
  6. Level the wings
180
Q

PRI STAB TRIM FAIL

A

STAB TRIM switch…..OFF

181
Q

PITCH UNCOMMANDED MOTION OR TRIM CLACKER TONE

A
  1. Master disconnect switch…..Depress and hold
182
Q

Roll or yaw uncommanded motion

A

Master disconnect switch…..Depress and hold

183
Q

Pitch Control Jam

A
  1. PITCH DISC handle…..PULL & TURN

The pilot will control the left elevator and the copilot will control the right elevator

  1. Determine the side without jam and transfer control to that pilot

a. Do not apply additional control force to a jammed control

b. Do not reconnect

184
Q

Roll Control Jam

A
  1. ROLL DISC lever…..PULL TO ACTUATE
  2. Determine the side without the jam and transfer control to that pilot.
185
Q

WING ANTI-ICE LEAK

A
  1. WING ANTI-ICE switch…..Off
186
Q

L(R) WING OVERHEAT

A
  1. WING ANTI-ICE switch…..Off
187
Q

GEAR BAY OVHT

A
  1. AIRSPEED…..250 KIAS maximum
  2. LANDING GEAR switch…..DN
188
Q

NORM BRAKES FAIL

A

After landing;

  1. FLIGHT SPOILERS lever…..EMER
  2. PARK/EMER BRAKE handle…..pull smoothly
189
Q

L(R) ENGINE EXCEEDANCE

A
  1. Autothrottle (if installed)…..Disengage

Affected Engine:

  1. Thrust lever…..Retard
190
Q

L(R) ENG FIRE

A
  1. Autothrottle (if installed)…..Disengage
  2. Thrust levers…..IDLE
  3. Brakes…..Maximum, or as required
  4. Thrust reversers…..MAX REV, or as required

After Stopping:

  1. PARK/EMER BRAKE…..Set
  2. Affected ENG FIRE switches…..FIRE push
  3. FIRE EXT 1 and 2 switches…..ARMED push
  4. EMER DEPRESS switch…..ON
  5. Non-affected ENG and APU FIRE switches…..Push
  6. Evacuation…..Command
  7. Controlling Agency…..Notify
  8. STBY INST switch…..OFF
  9. L and R BATT switches…..OFF
191
Q

L(R) ENGINE FIRE

Above V1 Speed:

A
  1. Rotate at VR
  2. Pitch attitude…..adjust as required

NOTE: Initially rotate toward the FD pitch guidance command. Adjust pitch as required to maintain v2.

  1. LANDING GEAR switch…..UP
  2. Autothrottle (if installed)…..Disengage
  3. Affected engine thrust lever…..IDLE
  4. Affected ENG FIRE switch…..FIRE push

After ten seconds if ENGINE FIRE CAS persists or other indication of fire:

  1. FIRE EXT 1 switch…..ARMED PUSH

After 30 seconds of ENG FIRE CAS persists or other indication of fire:

  1. FIRE EXT 2 switch…..ARMED push.
192
Q

L(R) ENGINE FIRE

IN FLIGHT

A
  1. Autothrottle (if installed)…..Disengage

Affected Engine:

  1. Thrust Lever…..IDLE
  2. Affected ENG FIRE switch…..FIRE push

After 10 seconds if warning persists:

  1. FIRE EXT 1 switch…..ARMED push

After 30 seconds if warning persists:

  1. FIRE EXT 2 switch…..ARMED push
193
Q

L(R) REVERSER UNSAFE

Below v1:

A
  1. Autothrottle (if installed)…..Disengage
  2. Thrust levers…..IDLE
  3. Brakes…..Maximum
  4. Thrust reversers…..MAX REV
194
Q

L(R) REVERSER UNSAFE

Above V1 Speed:

A
  1. Rotate at VR
  2. Pitch attitude…..Adjust as required to achieve V2

NOTE: Initially rotate toward the FD pitch guidance command. Adjust pitch as required

  1. LANDING GEAR SWITCH…..UP after positive rate of climb
  2. Autothrottle (if installed)…..Disengage
  3. Affected engine thrust lever…..IDLE
195
Q

Dual Engine Flameout

A
  1. Crew oxygen masks (if above 14,000 ft)…..Don
  2. Pilot and Copilot O2 MASK/NORM switches…..O2 MASK
  3. Airspeed…..Establish 185 kts
196
Q

Engine failure during takeoff

Below v1

A

Autothrottle…..disengage

Thrust levers….. idle

Brakes…..maximum

Thrust reversers….. MAX REVERSE

197
Q

Engine failure during takeoff

Above V1

A
  1. Rotate at VR
  2. Pitch attitude…..Adjust as required

NOTE: Initially rotate toward FD path guidance command. Adjust pitch as required to maintain V2.

  1. LANDING GEAR switch…..UP
198
Q

REJECTED TAKEOFF

A
  1. Autothrottle (if installed)…..Disengage
  2. Thrust levers…..IDLE
  3. BRAKES…..Maximum or as required
  4. Thrust reversers…..MAX REV or as required
199
Q

SMOKE OR FIRE

A
  1. Crew masks…..DON/EMERGENCY
  2. Smoke Goggles…..Don
  3. Pilot and copilot O2 MASK/NORM switches…..O2
    MASK
200
Q

Hydraulic systems?

A

Braking
Gear
Nosewheel steering
Flaps
Spoilers
TR’s
Elevator/rudder

*Ailerons are manually controlled.

201
Q

Door warning system monitors which doors?

A

Pax door
Emergency exit
Cargo bay door
Aft equipment bay door
Battery bay door

202
Q

INTERMEDIATE PRESSURE VALVES

A
  • Limits the engine discharge pressure to 50 +/- 3 psi.
  • Pneumatically operated and electrically by the L(R) BLEED switches on the AIR COND/BLEED control panel.
203
Q

What causes the Intermediate Pressure Valves to close?

A

– Acft engines are shutdown

– Power is lost to valves

– Associated ENG FIRE switch is selected

– Bleed air valves are selected closed at the AIR COND/BLEED control panel

204
Q

HIGH PRESSURE VALVES regulate the high pressure bleed to:

A

36 +/- 3 psi

205
Q

Which switches control the Intermediate Pressure Valves?

A

L(R) BLEED switches

206
Q

The high pressure valves are in the closed position when:

A

– Acft engines are shutdown

– Power is lost to valves

– Associated ENG FIRE switch is selected

– Bleed air valves are selected closed at the ANTI-ICE control panel via the WING switch

207
Q

How are the High Pressure Valves controlled?

A

Pneumatically operated and electrically controlled by the WING SOURCE switch and WING switch on the ANTI-ICE control panel

208
Q

What controls all APU functions?

A

The ECU Electronic Control Unit

209
Q

What controls and monitors the air conditioning/icing/pressurization system?

A

Two IASC units:

Channel A – dedicated to the ECS and cabin pressure control

Channel B – dedicated to wing anti-icing and control and leak detection monitoring

The units collect data from the air conditioning and bleed air control functions, and monitor the cabin pressure and airfrme ice protection functions.

210
Q

Trim Air System?

A

Provides aux pressurization and temp control if the main PACK fails. It provides hot trim air for normal cabin temp control and cabin pressurization

211
Q

AIR SOURCE selector

OFF

NORM

PACK ONLY

TRIM AIR ONLY

A

Both FCV are closed

Bleed air from both L and R sides flows through PACK and TRIM AIR valves

Opens left FCV and closes right FCV and PCV resulting in air flowing through the PACK and none through TRIM AIR valves (used when a TRIM AIR failure exists)

Opens right FCV and closes left FCV and PCV, resulting in all bleed air flowing through the trim air valves and none through the PACK. (Used when PACK failure)

212
Q

Items on left hydraulic system?

A

– INBOARD Multifunctional Spoilers, Ground Spoilers, and Brakes.

– Rudder (upper PCU)

– Left thrust reverser

– Emergency nose wheel steering actuator

– Elevator (inboard PCUs)

– Alternate FLAPS

– Landing Gear

213
Q

Items on right hydraulic system?

A

– OUTBOARD Multifunctional spoilers, ground spoilers, and brakes.

– Rudder (lower PCU)

– Right thrust reverser

– Main landing gear assist actuators

– Elevator (outboard PCUs)

– Normal FLAPS supply

– Power transfer unit

214
Q

Item on the AUX HYDRAULIC SYSTEM?

A

– Lower Rudder PCU

215
Q

Purpose of RAM AIR button?

A

Provide ambient air to ventilate the cockpit and cabin, in the event of PACK and TRIM AIR failure.

216
Q

How high can the APU provide bleed air?

A

20,000 ft.

217
Q

Safety Valves

A

Provide overpressure and negative pressure relief.

218
Q

CABIN ALTITUDE (Amber)

CABIN ALTITUDE (Red)

A

8500’

9400’

219
Q

Data Concentration Units (DCUs)

A

Collect data from systems, process it, and relay to proper display.

220
Q

How many degrees will the spoilers extend once deployed?

A

Ground spoiler panels: 60 degrees

Multifunctional spoilers: 45 degrees

However, only the multifunction spoiler panels respond to control wheel roll assist inputs.

221
Q

When do the Ground Spoilers deploy automatically?

A

Throttle idle and two out of the following three are met:

– RA less than 7’

– WOW

– Wheel speed greater than 16 kts

222
Q

Max fuel imbalance

A

– 250# with fuel weight greater than 13,700#

– 315# with fuel weight between 13,700 and 10,000#

– 450# with fuel weight between 10,000 and 4,700#

– 600# with fuel weight less than 4,700#

223
Q

Cabin width

A

300 – 63’ 10”

350 – 69’

350 much wider!

224
Q

When do the indicator pins on the NLG sheer off during tow?

A

At approximately 123°, the indicator pins on the nose landing gear will be sheared off to provide a physical indication that damage may have been done to the feedback linkage and the surrounding area

225
Q

Master Disconnect Switch

A

The master disconnect switch disengages the autopilot, and deactivates the pitch trim and stall pusher.

*When released, the pitch trim system and pusher are immediately reactivated but the autopilot remains disengaged

226
Q

On door, what indicates it’s closed?

A

When the door is closed, a green flag indicator shows through the window in the handle.

227
Q

At what temperature should the water system (sink) be drained?

A

Less than 5c

228
Q

Air Source Selector

A

NORM – Allows bleed air from left and right sides to flow through the PACK and the TRIM AIR valves, providing conditioned air to the cabin.

PACK ONLY – Opens LEFT flow control valve and closes RIGHT flow control valve and the precooler crossover valve, resulting in all bleedair flowing through the PACK, and none through the TRIM AIR valves.

TRIM AIR ONLY − Opens the RIGHT flow control valve and closes the LEFT flow control valve and the PCV, resulting in all bleed air flowing through the trim air valves and none through the PACK. This selection is used when a PACK failure exists.

229
Q

Glide path angle limitation

A

Operations with a glide path angle of 4.5 degrees or greater is prohibited.

230
Q

MLG TIRE PRESSURE?

A

About 170 psi depending on the load.

231
Q

NLG TIRE PRESSURE?

A

About 135 psi depending on the load.

232
Q

Outflow valve ALT Limiter set to?

A

14,500’

233
Q

Anti-skid ends at what speed?

A

10 kts

234
Q

When is the braking system armed?

A

Gear down, or
WOW for 5 seconds, or
50 kt spin up

235
Q

When is brake warming required?

How many applications?

A

– During cold wx ops

– When brakes are wet, or even when the aircraft has been previously washed

– 7 brake applications

236
Q

How is the NW centered in flight?

A

The Steering Control Unit, electronically

237
Q

Brake cooling times limitations?

A

– Brake cooling must be observed between a landing or an RTO & a subsequent takeoff to ensure sufficient brake energy.

238
Q

How many ice detectors?

A

Two

239
Q

When is the T2 Probe heated?

A

When Engine Anti-Ice is turned on

240
Q

When does the TAT probe come on?

A

WOW

241
Q

Limit for glide path during cold wx ops?

A

3.5 degrees

242
Q

How many DC distribution boxes?

A

– Two DCPCs in the rear that distributes power to loads in the aft fuselage of the aircraft

– Two secondary power centers that are located in the equipment rack in the front fuselage of the aircraft. They distribute power to loads in the front of the aircraft

243
Q

WAI limitation after using Type II, III, or IV deice?

A

The wing anti-ice system must only be selected ON, if required, just prior to thrust increase for takeoff.

244
Q

Criteria that effect takeoff weight?

A

– TOFL

– Climb Weight

– Brake Energy

– Obstacles

– Max structural takeoff weight

245
Q

Max demonstrated crosswind component?

A

28 kts

246
Q

Name two accumulators on the airplane?

A

Emergency brake/brake accumulator

Aux hydraulic pump accumulator

247
Q

Tiller steering radius?

A

65 degrees

248
Q

Rudder pedal steering radius

A

7 degrees

249
Q

GEAR DISAGREE message

A

– One gear in transit for more than 28 seconds

– One gear doesn’t agree with handle position

– Landing gear control handle left in up position during manual extension

250
Q

When is the aural “GEAR” non-mutable?

A

– Any gear not down and locked

– < 500’ Radio Altimeter

– L&R thrust levers < 26 degrees or flaps < 27 degrees

251
Q

When is the Y/D automatically disabled?

A

During takeoff from 60 kts until weight off wheels

252
Q

MACH TRIM FAIL speed?

A

.75/250 kts

253
Q

When does indicated A/S turn to MACH?

A

29,475’

254
Q

MIN Operating Speed?

A

Stick Shaker

255
Q

Takeoff configuration warning causes?

A

– Flaps
– Spoilers
– Parking Brake
– A/P
– Aileron/Rudder/Horizontal stab trims
– Pitch Disconnect
– Roll Disconnect

256
Q

Altitude limit when using JP4 and other wide-cut fuels?

A

16,000’

257
Q

What is the only hydraulic source available when a firewall SOV is operated?

A

L DCMP

258
Q

Speed Limit for RUDDER LIMITER FAILURE?

A

185 kts

259
Q

How much PSI to start the engines?

A

32 psi

260
Q

DCU’s?

A

They create lights, messages, sounds etc.

261
Q

What measures actual thrust lever positions?

A

Rotary Variable Differential Transformers (RVDT)

262
Q

What if an airport is not in the FMS?

A

Use MAN pressure to land at airport not in FMS.

263
Q

Cabin altitude?

A

7850’

264
Q

Windmilling air start speed?

A

250 kts

265
Q

APU Type?

A

Honeywell 36-150

Challenger 350 (1 decks)

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