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Boeing 737-800 Flight Crew Training Manual Questions

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Boeing 737-800 Flight Crew Training Manual Questions

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25 Questions

1. During a visual approach, which should Flaps 15 be selected?

Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45For fail operational airplanes, the AFDS includes a monitor to detect significant ILS signal interference. If localizer or glide slope signal interference is detected by the monitor, the autopilot disregards erroneous ILS signals and remains engaged in an attitude stabilizing mode based on inertial data. Most ILS signal interferences last only a short time, in which case there is no annunciation to the flight crew other than erratic movement of the ILS raw data during the time the interference is present. No immediate crew action is required unless erratic or inappropriate autopilot activity is observed. | Page: 5.22Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78

2. Which features need to be present in a non-ILS approach if VNAV is to be used?

VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45For fail operational airplanes, the AFDS includes a monitor to detect significant ILS signal interference. If localizer or glide slope signal interference is detected by the monitor, the autopilot disregards erroneous ILS signals and remains engaged in an attitude stabilizing mode based on inertial data. Most ILS signal interferences last only a short time, in which case there is no annunciation to the flight crew other than erratic movement of the ILS raw data during the time the interference is present. No immediate crew action is required unless erratic or inappropriate autopilot activity is observed. | Page: 5.22Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4

3. Why should run-ups only be conducted on paved surfaces?

For fail operational airplanes, the AFDS includes a monitor to detect significant ILS signal interference. If localizer or glide slope signal interference is detected by the monitor, the autopilot disregards erroneous ILS signals and remains engaged in an attitude stabilizing mode based on inertial data. Most ILS signal interferences last only a short time, in which case there is no annunciation to the flight crew other than erratic movement of the ILS raw data during the time the interference is present. No immediate crew action is required unless erratic or inappropriate autopilot activity is observed. | Page: 5.22VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4

4. How does a fail operational airplane respond to ILS signal interference?

Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4For fail operational airplanes, the AFDS includes a monitor to detect significant ILS signal interference. If localizer or glide slope signal interference is detected by the monitor, the autopilot disregards erroneous ILS signals and remains engaged in an attitude stabilizing mode based on inertial data. Most ILS signal interferences last only a short time, in which case there is no annunciation to the flight crew other than erratic movement of the ILS raw data during the time the interference is present. No immediate crew action is required unless erratic or inappropriate autopilot activity is observed. | Page: 5.22VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45

5. What is Step Climb?

Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78Flight plans not constrained by short trip distance are typically based on conducting the cruise portion of the flight close to optimum altitude. Since the optimum altitude increases as fuel is consumed during the flight, it is necessary to climb to a higher cruise altitude periodically to achieve the flight plan fuel burn. This technique, referred to as Step Climb Cruise, is typically accomplished by entering an appropriate step climb value in the FMC according to the available cruise levels. For most flights, one or more step climbs may be required before reaching T/D. | Page: 4.9Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45

6. What are the recommendations for flight in moderate to heavy precipitation?

Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45Flight into moderate to heavy rain, hail, or sleet could adversely effect engine operations and should be avoided whenever possible. If moderate to heavy rain, hail, or sleet is encountered, reducing airspeed can reduce overall precipitation intake. Also, maintaining an increased minimum thrust setting can improve engine tolerance to precipitation intake, provide additional stall margin, and reduce the possibility of engine instability or thrust loss. The Supplementary Procedure recommends that the crew should consider starting the APU, if available, because it provides quick access to backup electrical and pneumatic sources. | Page: 1.49

7. When should the A/T ARM mode be used?

The autothrottle ARM mode is normally not recommended because its function can be confusing. The primary feature the autothrottle ARM mode provides is minimum speed protection in the event the airplane slows to minimum maneuvering speed. Other features normally associated with the autothrottle, such as gust protection, are not provided. The autothrottle ARM mode should not be used with Non-Normal Checklists. Some malfunctions that affect maneuvering speeds cause the autothrottle to maintain a speed above approach speed. | Page: 1.43VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78

8. At which speed should one start reducing reverse thrust?

VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78Maintain reverse thrust as required, up to maximum, until the airspeed approaches 60 knots. At this point start reducing the reverse thrust so that the reverse thrust levers are moving down at a rate commensurate with the deceleration rate of the airplane. The thrust levers should be positioned to reverse idle by taxi speed, then to full down after the engines have decelerated to idle. | Page: 6.49Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4

9. How far down the runway should main gear touchdown minimally occur?

VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4Special attention must be given to establishing a final approach that assures safe threshold clearance and gear touchdown at least 1,000 feet down the runway. | Page: 6.10

10. What is the Flap Maneuvering Speed?

VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45The flap maneuvering speed is the recommended operating speed during takeoff or landing operations. These speeds guarantee at least full maneuver capability or at least 40° of bank (25° of bank and 15° overshoot) to stick shaker within a few thousand feet of the airport altitude. While the flaps may be extended up to 20,000 feet, less maneuver margin to stick shaker exists for a fixed speed as altitude increases. | Page: 1.3Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78

11. Which HUD modes are typically used for ILS approaches?

For airplanes equipped with HUD, normally all maneuvering before the final approach is flown in the primary mode. On ILS approaches, pilots are encouraged to use the AIII mode and procedures whenever possible to maintain proficiency and to reinforce crew coordination. | Page: 5.15Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78

12. If touchdown occurs either before or after initiation of G/A, what is the appropriate crew action?

Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4If a go-around is initiated before touchdown and touchdown occurs, continue with normal go-around procedures. The F/D go-around mode will continue to provide go-around guidance commands throughout the maneuver. If a go-around is initiated after touchdown but before thrust reverser selection, auto speedbrakes retract and autobrakes disarm as thrust levers are advanced. The F/D go-around mode will not be available until go-around is selected after becoming airborne. Once reverse thrust is initiated following touchdown, a full stop landing must be made. If an engine stays in reverse, safe flight is not possible. | Page: 5.87VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78

13. Which flaps setting should be used for missed approach with one engine inoperative using flaps 15?

Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4If a missed approach is accomplished from a flaps 15 approach, use flaps 1 for the go-around flap setting. | Page: 5.87

14. What command speed is set during takeoff?

VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45Command speed remains set at V2 until changed by the pilot for acceleration and flap retraction or until a subsequent pitch mode is engaged. Manually select flaps up maneuver speed at acceleration height. | Page: 1.17Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78

15. What is normal taxi speed, maximum taxi speed and speed in a turn?

VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4Normal taxi speed is approximately 20 knots, adjusted for conditions. On long straight taxi routes, speeds up to 30 knots are acceptable, however at speeds greater than 20 knots use caution when using the nose wheel steering wheel to avoid overcontrolling the nose wheels. When approaching a turn, speed should be slowed to an appropriate speed for conditions. On a dry surface, use approximately 10 knots for turn angles greater than those typically required for high speed runway turnoffs. Note: High taxi speed combined with heavy gross weight and a long taxi distance can result in tire sidewall overheating. | Page: 2.5Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78

16. After takeoff with one engine inoperative, what airspeed should be maintained?

The initial climb attitude should be adjusted to maintain a minimum of V2. If an engine fails at an airspeed between V2 and V2 + 20, climb at the airspeed at which the failure occurred. If engine failure occurs above V2 + 20, increase pitch to reduce airspeed to V2 + 20 and maintain V2 + 20 until reaching acceleration height. | Page: 3.40VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78

17. What are the requirements for a stabilized approach as the airplane crosses the runway threshold?

Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45At 100 feet HAT for all visual approaches, the airplane should be positioned so the flight deck is within, and tracking to remain within, the lateral confines of the runway edges extended. As the airplane crosses the runway threshold it should be: • stabilized on target airspeed to within + 10 knots until arresting descent rate at flare • on a stabilized flight path using normal maneuvering • positioned to make a normal landing in the touchdown zone (the first 3,000 feet or first third of the runway, whichever is less). Initiate a go-around if the above criteria cannot be maintained. | Page: 5.6Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4

18. How should an overweight landing be accomplished?

Overweight landings may be safely accomplished by using normal landing procedures and techniques. There are no adverse handling characteristics associated with overweight landings. Landing distance is normally less than takeoff distance for flaps 30 or 40 landings at all gross weights. However, wet or slippery runway field length requirements should be verified from the landing distance charts in the PI chapter of the QRH. Brake energy limits will not be exceeded for flaps 30 or 40 landings at all gross weights. Note: Use of flaps 30 rather than flaps 40 is recommended to provide increased margin to flap placard speed. | Page: 6.55Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4

19. Immediately after takeoff for a very short flight the forward fuel pump low pressure light illuminates. What should be done?

The minimum fuel recommended for takeoff is trip fuel plus reserves. On very short flights this fuel quantity may not be enough to prevent forward fuel pump low pressure lights from illuminating after takeoff. If any main tank fuel pump indicates low pressure do not turn off fuel pump switches. Avoid rapid acceleration of the airplane, reduce nose-up body attitude and maintain minimum nose-up body angle required for a safe climb gradient. | Page: 3.30Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45

20. How is apparent altitude affected if outside air temperature deviates significantly from standard atmospheric temperature (ISA)?

VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45When the temperature is warmer than ISA, true altitude is higher than indicated altitude. When the temperature is colder than ISA, true altitude is lower than indicated altitude. Extremely low temperatures create significant altimeter errors and greater potential for reduced terrain clearance. These errors increase with higher airplane altitudes above the altimeter source. Aircrews should note that for very cold temperatures, when flying published minimum altitudes significantly above the airport, altimeter errors can exceed 1000 feet, resulting in potentially unsafe terrain clearance if no corrections are made. | Page: 1.32Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78

21. In which two ways can rolling takeoffs be performed?

'Rolling takeoffs are accomplished in two ways: • if cleared for takeoff before or while entering the runway, maintain normal taxi speed. When the airplane is aligned with the runway centerline ensure the nose wheel steering wheel is released and apply takeoff thrust by advancing the thrust levers to just above idle (40%N1). Allow the engines to stabilize momentarily then promptly advance the thrust levers to takeoff thrust (autothrottle TO/GA). There is no need to stop the airplane before increasing thrust. • if holding in position on the runway, ensure the nose wheel steering wheel is released, release brakes, then apply takeoff thrust as described above. Note: Brakes are not normally held with thrust above idle unless a static run-up in icing conditions is required. | Page: 3.5'Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78

22. Which autobrake settings are preferred when carbon brakes are installed?

Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45For normal landing conditions, autobrakes 2 or 3 optimizes brake wear, passenger comfort, and stopping performance. Since autobrake settings apply the brakes dependant upon the deceleration rate, an autobrake setting of 1 results in a higher probability that the autobrakes will modulate, especially when the reversers are used. Autobrakes 2 or 3 results in a continuous brake application, which can increase carbon brake life. | Page: 6.47Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78

23. During landing, how much greater is deceleration rate on the runway as compared to in the air?

Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45Floating above the runway before touchdown must be avoided because it uses a large portion of the available runway. The airplane should be landed as near the normal touchdown point as possible. Deceleration rate on the runway is approximately three times greater than in the air. Speedbrakes fully deployed, in conjunction with maximum reverse thrust and maximum manual antiskid braking provides the minimum stopping distance. | Page: 6.39

24. Can speedbrakes be used with flaps extended?

Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4The use of speedbrakes with flaps extended should be avoided, if possible. With flaps 15 or greater, the speedbrakes should be retracted. If circumstances dictate the use of speedbrakes with flaps extended, high sink rates during the approach should be avoided. Speedbrakes should be retracted before reaching 1,000 feet AGL. | Page: 4.2Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45

25. How should an engine exceedance during takeoff be handled?

Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Run-ups and taxi operations should only be conducted over well maintained paved surfaces and runways. | Page: 2.4VNAV should be used only for approaches that have one of the following features: • a published GP angle on the LEGS page for the final approach segment • an RWxx waypoint coincident with the approach end of the runway • a missed approach waypoint before the approach end of the runway, (e.g., MXxx). These features permit construction of a normal glide path. | Page: 5.45If an engine exceedance occurs after thrust is set and the decision is made to continue the takeoff, do not retard the thrust lever in an attempt to control the exceedance. Retarding the thrust levers after thrust is set invalidates takeoff performance. When the PF judges that altitude (minimum 400 feet AGL) and airspeed are acceptable, the thrust lever should be retarded until the exceedance is within limits and the appropriate NNC accomplished. | Page: 3.6Before turning base or initiating the turn to base, extend the landing gear, select flaps 15, arm the speedbrake, and slow to flaps 15 maneuvering speed or approach speed plus wind correction if landing at flaps 15. If the approach pattern must be extended, delay lowering gear and selecting flaps 15 until approaching the normal visual approach profile. Turning base leg, adjust thrust as required while descending at approximately 600-700 fpm. | Page: 5.78

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❤ If you liked Fatskills, consider supporting us by checking out The Life Manuals You Never Got.

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Without work one finishes nothing. - Ralph Waldo Emerson
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