TO and INITIAL CLIMB Flashcards
TO profile FMC U10.7 and before and U10.8 later?
NB stuff
400ft - roll mode
Initial climb speed
Thrust reduction height
Acc height
FLaps UP proc
TO ref and LEGS page for TO?
Immediate access to Vspeeds if Vspeeds removed form speed tape.
..
Legs - timely route modifications.
FCOM and FMC TO speeds?
Valid for only:
Balanced Field length
FWD CG
DRY/WET
NO IMP climb
Dont consider:
RW length
MIN eng out climb gradient
Obstacle clearance
FCOM and FCM computed TO speeds only used when?
compliance of these requirements verified separately with t TO analysis. , another app source or dispatch.
NOT valid for?
based on optimized V1( unbalance)
Improve climb
alt fwd CG
contaminated / slippery RW
Rolling TO?
recommended/ expedites TO
reduce FOD
reduce engine/stall TW/CW
Flight test Standing vs rolling TO?
negligible
2 ways Rolling TO?
`Cleared to TO before entering and if holding on the RW.
To exact setting vs symmetrical?
Symmetrical more important
Engine stabilize for more than 2s?
affect TO distance
Rudder pedal steering INOP?
refer to DDG for info
Engine exceedance after thrust set, and you continue?
Don’t retard TL to control exceedance. Invalidates TO perf. Only retard at 400ft and do NNC.
Rudder effective at?
40-60kts
Accuracy of primary airspeed indication?
Ref STBY airspeed indicator and GS
THR HOLD mode?
84kts
Momentary AT overshoot?
4%, but thrust should stable +/- 2% after THR HLD.
PM adjust thrust>
0-1%
THR HLD, A/T operation?
AT cannot change TL position, but manually you can.
TO HW 20kts more more?
THR HLD can result before AT make final adjustments.
THR HLD mode protects?
against TL movement if system fault occurs. No THR HLD mode? protective feature may not be active.
NO THR HLD mode?
NO crew action.
unless other fault cause unwanted TL position. AT should be disconnected and MANUAL THRUST.
TO speeds bases on?
Min control speed
stall speed
tail clearance
TO Low thrust setting (low excess energy) result?
lower initial pitch attitude to achieve desired climb speed
Rotation rates?
2-3 deg per second
Liftoff att achieved?
3-4s depending on weight and thrust setting
Low gross weight, how aid directional. control with engine fail?
use less than full rater thrust
Describe tech with low gross weight TO?
Same rotation rate, but pitch attitude during transition to initial climb may be higher.
Tail clearance?
F1 / F5
Liftoff deg - 8.5 / 8.0 deg
Tail Clear - 33cm / 51cm
Tail Strike - 11 / 11deg
TO/climb perf depend on?
rotating correct speed and rate
earlier liftoff effect on command speed?
NONE, but late rotation do…beyond V2+20 rotate - V2+25 command speed.
Rotate 1deg/sec slower?
1000ft to 35ft
Rotate to 5deg less target?
200ft to 35ft
TO light weight, AFT CG, full thrust, rapid application and sudden break release?
pitch nose up, reduce NW steering
Light weight, aft CG TO tech?
Reduced Thrust
Rolling TO
TO performance based on?
FWD CG limits as per AFM
TO can be improved?
take credit for alternate (further aft) FWD CG limit
Further aft CG benefits?
better:
field length
climb & obstacle limit
Greater thrust reduction
More aft CG - increase lift why?
reduction nose up trim
WHy is your required field length limit reduced with aft CG?
AFT CG more lift at given AOA due less nose up trim on stabilizer = less VR and V2 = less field length required. Also less drag - better climb.
Crosswind guidelines based on?
steady wind, NO GUSTS
Rolling TO advised?
CW 20kts, TW more 10kts
Max recommended CW including GUST?
YES, except operator different CS and gust guidance.
CW guideline considerations?
Based on light weight, aft CG, engine out RTO proper tech.
wind at 33ft measured - 45m RW
TALPA RW condition, code and braking action?
DRY / 6 /
WET <3mm / 5 / GOOD
Slipp Wet / 3 / Good to Medium
Water/slush>3mm /1 / MED-POOR
ICE / 1 / POOR
WET ICE, Water on Com snow, dry/wet snow on ice / 0 / NIL
Good CW control capability on TO?
runway alignment
smooth symm thrust
Large control wheel input adverse effect?
1) On directional control near V1, MCG due drag of extended spoilers.
2) more spoiler = more drag = less lift = less tail clearance / longer TO roll / slower acceleration.
Wind at 90deg?
gusty tailwind at rotation and liftoff
Use higher VR for TO performance, how?
Increase VR - Perf Lim Gross Weight rotation speed, but DONT exceed actual gross weight VR + 20kts. Set V speeds for actual weight, but rotate at higher rotation speed.
Why use higher TO VR?
more tail clearance
increase stall margin
meets TO requirements
Rotate during gust?
AVOID
GUST near VR?
delay rotation
Why delay rotation?
extra time to acc through gust, extra speed reduce tail C.
Lower TO thrust?
Reduce EGT
Better engine reliability
Extends engine life
Types of thrust reduction?
Reduced TO Thrust (ATM)
Derate TO Thrust
Combination
REDUCED TO THRUST (ATM) achieved how?
Select an ASSUMED TEMP higher than actual ambient TEMP.
Use ATM, is this thrust setting a operating limit?
NO, Vmcg and Vmca based on full takeoff thrust. Thrust levers can be advance to FULL RATED TO THRUST.
ATM on contaminated RW with standing water, slush, snow, ice?
NA, only on WET
ATM TO, back press on rotation and climb?
slightly more needed
DERATE TO THRUST(fixed derate) how achieved?
Certified thrust rating lower than full rated TO thrust.
DERATE TO THRUST a TO operating limit??
YES, cause Vmcg and Vmca and STAB TRIM SETTING based on derate thrust
TL not advance with DERATE TO, except?
WS
Increased V1 needed to complete TO
Derate TO thrust, may allow higher TO weight when?
Perf limited by Vmcg, like contaminated RW.Cause derated TO thrust allows lower Vmcg.
Derate TO thrust may allow LOWER TO weight when?
TO weight limited by Min TOW requirement.
Doing ATM TO, and more thrust needed?
advacne TL to FULL derate
Engine failure - with ATM and fixed derate?
Don’t increase thrust beyond fixed derate.
High Derate and high ATM, or higher climb thrust than auto selected is selected?
the CLIMB THRUST thrust can be higher than the TO thrust. At thrust reduction altitude the thrust lever will advance.
Below / above 800ft RA, press TOGA switch a 2nd time?
Set ref N1 bugs to FULL GA thrust. Above 800ft, the TL will advance to full GA thrust.
Improved climb TO?
Field length NOT limited, increase climb limit weight achieved - use excess field length - ACC to higher TO and CLIMB speeds. Better climb gradient, raise climb and obstacle limit weights,
Slush, water, snow reduce TO perf how?
increased rolling resistance
reduced tire-ground friction
Element of uncertainty?
REMOVE then TO only
TO Field length, longest of?
1) Acc Go Distance
2) Acc Stop Distance
3) 1.15 all engine TO distance required to reach 35ft above RW.
*AGD?
engine fail 1s prior V1, continue and reach 35ft above RW at V2 speed.
*ASD?
Event 1s prior V1, initiate stop - stop within confines of RW.
AFM ASD includes?
Speedbrakes
Maximum Braking
REV THRUST NOT INCLUDED
Balanced V1?
AGD = ASD
TO Gross weight must not exceed?
field limit weight
climb limit weight
obstacle limit weight
tire speed limit
brake energy limit
More??
How can unbalanced V1 help to increase performance?
*Improve climb - increase climb/obstacle limit weights.
*Use Max V1, increase obstacle limit weight
*Min V1 - increase brake energy limit weight
*clearway / stopway to increase field/obstacle limited weights.
Total energy dissipated RTO?
square or velocity
TO speeds deleted during TO?
continue.
Rotate 5-10kts before V2 if displayed.
RTO, before THR HOLD?
disconnect A/T.
If not - TL advance to TO thrust.
After THR HOLD - TL will remain at idle.
Proc Consistency - always disconnect AT with RTO.
V1 Def?
1) Max speed - take first action to stop the AC within ASD..
OR
2) Min speed - after failure of engine - pilot can continue the TO - req height above TO surface within TO distance.
Normal To height over Threshold?
easily 150ft
Why V2 + 20kts after TO?
optimum climb speed with TO flaps.
Max Alt gain in shortest distance.
If by mistake you Acc from V2 + 20kts?
Do not attempt to reduce speed. V2 + 15 to V2 + 25 is same TO profile.
Min Fuel operation TO?
ANy main fuel pump indicate LOW PRESSURE, do NOT turn off.
Avoid rapid acceleration.
Reduce nose up
Maintain min nose up body angle for a safe climb
Immediate turn after TO?
400ft.
V2 +15 to 25. with TO flaps.
Max bank angle = 30deg with above speed and flap.
TO, LNAV active when?
50ft
active leg 3 nm and 5deg from RW heading
Check Thrust Reference for?
Change from TO to CLB
Why can we use VNAV with FMC U10.7 and later?
VNAV protects against LED
Conditions for selecting next flap?
Reach maneuver speed for current flap setting and target speed is at or above net flap maneuver speed. Thus when new slap selected, the speed below maneuver speed so:
speed should be increasing
and target speed at/above next flap maneuver speed.
Maneuver capability during flap retraction?
adequate 30 bank
Full 40 margin when AC reached maneuver speed for flap
Begin flap retraction at what speed after TO?
V2 + 15 except flaps 1…only when at F1 maneuver speed.
Engine failure pitch target and rate of rotation?
2-3eg less. 12-13deg.
slower - 1/2deg per second less.
1.5-2.5deg /sec
EO liftoff?
5sec
EO liftoff att and tail clearance?
F1 - 9.0 / 20cm
F5 - 8.7/ 28cm
Engine fail using both ATM and fixed derate, would you increase thrust?
1) with double derate - dont increase cause fixed derate limit not displayed - except operators developed a proc to immediately access fixed derate limit.
2)AC without double derate - the fixed derate limit will show - thrust may be advanced.
