Personal Knoledge Flashcards
What are the cabin altitudes at various flight levels?
Note: The recommended cabin rate is approximately 500 FPM for climbs and descents.
Recommended cabin altitude in cruise is:
FLIGHT LEVEL CABIN ALTITUDE
Up to 230… Landing Field Elevation
Up to 260… 2000
Up to 300… 4000
Up to 350… 6000
Above 350… 8000
“Confirm” Step Items
- an autothrottle arm switch;
- an engine thrust lever;
- a fuel control switch;
- an engine or APU fire switch, or a cargo fire arm switch;
- a generator drive disconnect switch.
This does not apply to the Dual Eng Fail/Stall checklist.
Confirmation is not needed for completion of non-normal checklist items when on the ground. There is no requirement for specific words to say during a confirm step or for physical actions such as touching or pointing to a control.
Land At Nearest Suitable Airport
There are some situations where the flight crew must land at the nearest suitable airport. These situations include, but are not limited to, conditions where:
- the non-normal checklist includes the item “Plan to land at the nearest
suitable airport.”
- fire or smoke continues
- only one AC power source remains (main engine generator, APU
generator, or backup power system [both generators])
- any other situation determined by the flight crew to have a significant
adverse effect on safety if the flight is continued.
Immediate Landing
It must be stressed that for smoke that continues or a fire that cannot be positively confirmed to be completely extinguished, the earliest possible descent, landing, and evacuation must be done.
If a smoke, fire or fumes situation becomes uncontrollable, the flight crew should consider an immediate landing. Immediate landing implies immediate diversion to a runway. However, in a severe situation, the flight crew should consider an overweight landing, a tailwind landing, an off-airport landing, or a ditching.
Assumptions
Non-normal checklists also assume:
During engine start and before takeoff, the associated non-normal
checklist is done if an EICAS alert message is shown or a non-normal
situation is identified. After completion of the checklist, the Dispatch
Deviations Guide (DDG) or operator equivalent is consulted to
determine if Minimum Equipment List (MEL) dispatch relief is
available.
System controls are in the normal configuration for the phase of flight
before the start of the non-normal checklist.
Aural alerts are silenced and the system is reset by the flight crew as
soon as the cause of the alert is recognized.
The EICAS message list is canceled after all checklists are complete or
on hold so that future messages are more noticeable.
The EMERGENCY position of the oxygen regulator is used when
needed to supply positive pressure in the masks and goggles to remove
contaminants. The 100% position of the oxygen regulator is used when
positive pressure is not needed, but contamination of the flight deck air
exists. The Normal position of the oxygen regulator is used if prolonged
use is needed and the situation allows. Normal boom microphone
operation is restored when oxygen is no longer in use.
Indicator lights are tested to verify suspected faults.
In flight, reset of a tripped circuit breaker is not recommended.
However, a tripped circuit breaker may be reset once, after a short
cooling period (approximately 2 minutes), if in the judgment of the
captain, the situation resulting from the circuit breaker trip has a
significant adverse effect on safety. On the ground, flight crew reset of a
tripped circuit breaker should only be done after maintenance has
determined that it is safe to reset the circuit breaker.
Flight crew cycling (pulling and resetting) of a circuit breaker to clear a
non-normal condition is not recommended, unless directed by a non-
normal checklist.
When a non-normal checklist directs the flight crew to attempt only one
reset of a switch per flight, a second reset of the switch should not be
done until maintenance has cleared the malfunction. After the one reset
attempt, the flight crew should select ITEM OVRD for any additional
checklist steps directing the flight crew to attempt a reset of the same
switch.
Describe the RAT
The RAT, when deployed, provides hydraulic power only to the primary flight control components connected to the center hydraulic system. The RAT provides hydraulic and electrical power throughout the flight envelope.
In flight, the RAT deploys automatically if:
• both engines are failed and center system pressure is low, or
• both AC transfer busses are unpowered, or
• all three hydraulic system pressures are low
The RAT can be deployed manually by pushing the RAM AIR TURBINE switch. The hot battery or APU battery bus must be powered. The RAT is deployed by a compressed spring. Once deployed, the RAT cannot be stowed in flight.
