FCOM 1

Question 1

VNAV during departure, arrival, and approach, the MCP altitude can be set in such a way as to avoid unnecessary level-offs and reduce crew workload how ?

Answer 1

• For departure, set the highest altitude constraint
• For arrivals, set the lowest of the closely spaced altitude constraints or clearance altitude.

Question 2

The Pilot making CDU change verifies magenta course becomes active and then says ?

Answer 2

LNAV AVAILABLE” (if applicable)

Question 3

Who announces changes to the FMA ?

Answer 3

The pilot flying should announce changes on the FMA

Question 4

If destination airport is high elevation when do we set the LANDING ALTITUDE ?

Answer 4

If destination airport is at high elevation, departure airport elevation should be set for takeoff and destination elevation should be set prior to top of descent.

Question 5

What are some tasks required by the first officer to perform with the OPT ?

Answer 5

1.Weight data record form
2.LDG Dispatch for MAX landing weight at destination ( no reverser credit )
3.LDG en route performance data

Question 6

Flights over how many hours require pilots enter winds aloft into the LEGS page ?

Answer 6

4 hours. Failure to enter enroute winds can result in flight plan time and fuel burn errors.

Question 7

How much fuel do we enter for reserves ?

Answer 7

Domestic Rules: Enter Alternate plus 45 Minutes

International Rules: Enter Alternate plus Reserve Holding

Note: Do not enter “10 percent” international fuel into FMC RESERVES, unintentional “Insufficient Fuel” messages may be received.

Question 8

When would we leave the speed restriction on the CDU climb page blank ?

Answer 8

If an assigned SID or departure airport requires acceleration to 250 knots “immediately” or “as soon as possible,” then leave the speed restriction blank.

Question 9

What are the steps for a low altitude level off ?

Answer 9

Trigger :FMA shows ALT CAP

• immediately set the IAS/Mach speed window to a speed appropriate for flap retraction.
• engage the autothrottle SPD mode.

Question 10

Do we call out which engine has failed?

Answer 10

The PM should not call out which engine has failed. The PF will identify the malfunction through the airplane flight characteristics and appropriate aircraft instruments.

Question 11

Prior to 80 knots the takeoff should be rejected for any of the following:

Answer 11

• activation of the master caution
• system failure(s)
• unusual noise or vibration
• tire failure
• abnormally slow acceleration
• takeoff configuration warning
• fire or fire warning
• engine failure
• if a side window opens
• if the airplane is unsafe or unable to fly.

Question 12

Above 80 knots and prior to V1, the takeoff should be rejected for any of the following:

Answer 12

A fire or fire warning
• engine failure
• if the airplane is unsafe or unable to fly.

Question 13

After a Rejected takeoff what are appropriate items to consider

Answer 13

Completing appropriate memory items if required followed by checklist and possible evacuation checklist

Advising ATC where we are and what we need

Review Brake Cooling Schedule for brake cooling time and precautions before moving

Question 14

What RVSM procedures must we follow prior to entering and while in RVSM airspace ?

Answer 14

Prior to entry into RVSM airspace, crosscheck the primary altimeters, which must agree within plus or minus 200’.

When changing levels above FL290, restrict the climb or descend rate to 1000 fpm when within 1000’ of cleared level (use V/S if needed )

Question 15

Explain when we should use each autobrake setting ?

Answer 15

MAX AUTO: Used when minimum stopping distance is required. Deceleration rate is less than that produced by full manual braking
• 3 or 4: Used for wet or slippery runways, or when landing rollout distance is limited, or when visibility is reported at or below 4,000 RVR or 3/4 statute miles or if the crosswind exceeds 15 knots.
• 2: Used for routine operations. Recommended when field length is not a concern
• 1: Not recommended - cycles brakes and increase wear
• OFF: Normal aerodynamic forces and minimal braking are sufficient to slow or stop the aircraft. May be used if landing distance is not a factor or aircraft is expected to “roll to the end” before exiting the runway.

Question 16

When is a takeoff alternate required ?

Answer 16

a takeoff alternate is required whenever departing in less than Category 1 weather conditions.

Question 17

What is the max rate of climb and max angle ?
What’s important when asked for max rate ?

Answer 17

Angle = vref80
Climb = vref80+50

Remember below 10,000 is 250 knots

Reference: Boeing FCTM

Question 18

If an assigned SID or departure airport requires acceleration to 250 kts “immediately,” “as soon as possible,” or “as rapidly as feasible,”

Answer 18

Climb at V2 + 15 to 25 kts to 1000’ AGL and then accelerate to 250 kts.

Question 19

True or false :Cat 2 with land 2 or land 3 require visual reference with runway environment at or before decision height

Answer 19

Category II approaches with a LAND 2 or LAND 3 indication and Category III approaches with a LAND 2 indicated require that the Captain establish visual reference with the runway environment at or before arriving at Decision Height.

Question 20

We can back up a visual approach how ?

Answer 20

1. If available, load an ILS approach and use ILS guidance
2. Load a Non-ILS and use lateral and vertical path guidance.
3. Select a runway (no approaches in the database) and use the Runway
   extension feature of the FMC. Add 50 to the TDZE as an altitude constraint. Follow lateral and vertical guidance, transitioning to PAPI/VASI as required.

Question 21

Autobrakes should normally be used until the aircraft

Answer 21

slows to taxi speed (approximately 60kts), then manual braking used until exiting the runway

Question 22

Missed Approach Requirements,” for Glide Slope and localizer deviation limits.

Answer 22

Glide Slope displacement 1/2 dot.
•PFD/EADI expanded localizer display flashing, (the 1/3 dot unexpanded localizer display limit has been exceeded.)

Question 23

Wind shear escape maneuver

Answer 23

• Disconnect autopilot.
• Push either go–around switch.
• Aggressively apply maximum* thrust. • Disconnect autothrottle.
• Simultaneously roll wings level and
rotate toward an initial pitch attitude of 15°.
• Retract speedbrakes.
• Follow flight director GA guidance (if available)**

Question 24

If A/C enters last 3000’ of runway above 80 kts., revert to…

Answer 24

If A/C enters last 3000’ of runway above 80 kts., revert to manual braking.

Question 25

How do you reset the ASA status indicator in flight ?

Answer 25

during climb, cruise, or descent before selecting APP, disengage the autopilot and turn off both flight directors before resetting the ASA. The flight directors can then be turned back on and the autopilot re-engaged.

Procedure found in FCOM 1 supplemental procedures

Question 26

After 50% N2 (767) on engine start what do you verify ?

Answer 26

Normal procedures fcom 1 says verify that the engine start selector moves to AUTO. If not, move the engine start selector to AUTO and follow appropriate non normal checklist for starter cutout

Question 27

Cost index for the 767-200 and -300 ?

Answer 27

767-200 is 80 and -300 is 70.

Question 28

Normal taxi speeds?

Answer 28

Normal taxi speed is approximately 20 knots, adjusted for conditions. On long straight taxi routes, speeds up to 30 knots are acceptable. 10 knots for turns or low visibility