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DJ LR COPY > Limitations and op restrictions > Flashcards

Limitations and op restrictions Flashcards

1
Q

Cold temperature: Altimeter overeads by…

A

4% of ht per 10C below ISA

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2
Q

Density Altiture = Airfield altitude +

A

1000ft/8 deg above ISA

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3
Q

Strong winds and MOA - increase MOA by…

A

Increase MOA by 2000ft when W/V>50kts at MSA/SSA

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4
Q

Suspect an inversion when…

Correction to CARD: Add…

A

clear/calm night and OAT>ISA + 15 add 3 degrees

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5
Q

Severe windshear is considered to be uncontrollable changes from normal steady flight conditions below 1,000ft AGL, in excess of the following conditions:

A

15kts IAS
V/S change of 500 fpm
5 degrees pitch attitude
1 dot displacement from glideslope/glidepath
Unusual thrust levels for a significant period of time

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6
Q

ETOPS TRANSIT CX

Restrictions on when it must take place:

A

Before every flight within 4hrs of STD.

No need for a Return to stand (only a night stop)

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7
Q

MAX numbers of:
DEPA
DEPU
INAD

A

1 DEPA
2 DEPU
6 INAD

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8
Q

sm to m conversion:
1/8 sm = … m
1/4 sm = … m
1 sm = … m

A

1/8 sm = 200 m
1/4 sm = 400 m
1 sm = 1600 m

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9
Q

777 Aerodrome Category/ 777 Speed Category

A

Aerodrome Cat = E, Speed Cat = D

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10
Q

RFF Category: 777 and ETOPS airfields

A

9/4

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11
Q

RFF Temporary Downgrade:

Departure and destination airfields

A
  • 1 below a/c category (8)
  • 2 below a/c category if temporary downgrade (7)

(Not lower than Cat 4)

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12
Q

RFF Downgrades:

T/O Alternate, Destination Alternate and en route Alternates

A
  • 2 below a/c category (7)
  • 3 if temporary downgrade or has been risk assessed (6)

(Not lower than Cat 4)

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13
Q

RFF ETOPS minimum:

A

Cat 4 at 30 minutes notice

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14
Q

R/T for CPDLC in NAT OCA:

A

BAW123,CPDLC REQ FREQ, GANDER NEXT
or
BAW 123 CPDLC, REQ SELCAL CX, EXIT ABCD

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15
Q

GE ENGINE LIMITATIONS (warm up/cool down)

A

GE - 3 mins/3mins

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16
Q

RR ENGINE LIMITATIONS (warm up/cool down)

A

RR - 5 mins or 3 mins (≤ 1hr30min)/1 min

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17
Q

CORE ICE SHEDDING Rolls Royce MA->MU

Requirements:

A

FZFG, vis less than 300m, more than 45 mins taxi time

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18
Q

TAXIING - ENGINE ICING REQUIREMENTS

A

TAXI -
When EAI is required and OAT ≤ 3°C:

50% N1 for 1 sec every 15 mins (-200 GEs)

50% N1 for 1 sec every 60 mins (-200RR/-300)

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19
Q

T/O: ENGINE ICING REQUIREMENTS

A

When EAI is required and OAT ≤ 3°C:

RR: Run-up to a minimum of 50% N1 and confirm stable engine operation before the start of the takeoff roll.

ALL GEs
Run-up to as high a thrust setting as practical (minimum of 50% N1), confirm stable engine operation, ensure engine vibration indications are below 4 units before the start of the takeoff roll.

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20
Q

FMC Anomaly - requiring cycling FMC switch:

Which aircraft?

A

TBA-F/MMR-U: L or R then Auto B4 Start (RU-AF)

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21
Q

FMC Latching CPDLC anomaly:

Which aircraft?

A

FMC: G-STBG-L: latch: BAB100, CPDLC ops –> FMC to active one

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22
Q

ALTIMETER TOLERANCES:

Before T/O and before entering RVSM

A

Before T/O 75ft cf Airfield elevation

Prior to RVSM: P1 and P2 +/- 200ft

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23
Q

200 DIMENSIONS (Span/Length/Tail)

A

200 DIMENSIONS (S/L/Tail):

61/64/19m

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24
Q

300 DIMENSIONS (Span/Length/Tail)

A

300 DIMENSIONS (S/L/Tail):

65/74/19m

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25
Q

MAX Rate Of Climb Speed:

A

Flaps up Manoeuvring Speed + 60kts until intersecting with M0.82 (FCTM)

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26
Q

APU AND TAXI BURN in kg/hr

A

APU Burn: 300kg/hr, Taxi: 1800kg/hr (-200) and 2000kg/hr (-300)

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27
Q

180 degree turn - minimum pavement widths:

A
  • 200 = 55m

- 300 = 60m

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28
Q

CPDLC LOGON AND CLEARANCE TIMINGS:

A

CPDLC logon: 15 to 45mins before entry

Oceanic clearance: 30 to 90 mins before entry

29
Q

PRECAUTIONARY RAPID DISEMBARKATION

A

ALERT call/NITS THEN:

“Attention,attention,this is an important announcement. All passengers must leave the aircraft via the nearest boarding door in a quick and orderly manner. Leave all personal items behind”

30
Q

BEST CASE XWC T/O AND LDG (dry and wet):

Max XXC sideslip ONLY:

A

XW T/O (D/W) 40/40 KTS

XW LDG (D/W) 45/40 KTS

see FCTM for weight/MACTOW combinations

28 kts sideslip ONLY

31
Q

BEST CASE XWC CONTAMINATED

A

XW (T/L-CON ) 35kts

see FCTM for contamination type

32
Q

MAX TWC T/O and LDG

A

TW (T/L) 15 KTS

33
Q

MAX TWC LDG SLIPPERY

A

TW (L-SLIPP) 5 KTS

34
Q

LVP AUTO LAND WIND LIMITS

A

H=25, T=15, X=25 (15 USA)

35
Q

NON LVP AUTO LAND WIND LIMITS

A

H=32(33), T=15, X=28(29) NB: ( ) = 300ER

36
Q

Turbulence speeds

A

≤FL250 - 270 kts (250kts in desc if ≤MLW and ≤FL150)

≥FL250 - 280/0.82 (min 15kts above min manoeuvre speed when ≤M.82)

37
Q

max rwy slope

A

+/- 2%

38
Q

`max T/O and LDG TWC

A

15kt

39
Q

max operating altitude

A

43,100 ft

40
Q

max TO and ldg altitude

A

8,400ft

41
Q

restrictions on refueling and HF radios

A

don’t operate HF and refuel

42
Q

avoid wxr ops in a hangar or within XXX ft (XXX m) of fuelling ops or a fuel spill

A

50 ft (15.25 m)

43
Q

flight deck security door - operational check

A

once per flight day

44
Q

without Land 2 or Land 3, the AP must be disengaged below

A

200 ft AGL

45
Q

do not use FLCH on final approach below…

A

1000 ft AFE

46
Q

the PVD system on TO has been demonstrated to perform satisfactorily in non LVO crosswind conditions up to:

A

25 knots

47
Q

max crosswind for LVOs where PVD is used is

A

15 knots

48
Q

autoland - max HWC

A

25 knots

49
Q

autoland - max TWC

A

15 knots

50
Q

autoland - max XWC + max XWC (USA)

A

25kts + 15 kts USA

51
Q

engine limit display markings:

max and min limits are xxx
caution limits are yyy

A

max and min - red

caution - amber

52
Q

Oil system RR engines:

oil temp must be greater than XXX for start and YYY degrees before advancing the Thrust Levers to T/O power

A

greater than -40 C for start

greater than 50 C for TO

53
Q

max fuel temp

A

49 degrees C

54
Q

min fuel temp GEs - prior TO and airborne

A

prior T/O - tank fuel temp must not be less -40 or 3 degrees C above the fuel freeze point, whichever is the higher.

Airborne: 3 degrees above the freeze point of the fuel being used

55
Q

min fuel temp RRs - prior T/O and airborne

A

prior TO - tank fuel temp must not be less -37 or 3 degrees C above the fuel FP, whichever is the higher.

Airborne: 3 degrees above the FP of the fuel being used

56
Q

Restriction on RR engs, and RTOs:

A

if thrust reversers deployed, T/O is prohibited until maintenance action is complete

57
Q

300 GEs - grd ops (not T/O) - XWC and TWC limitation

A

TWC and XWC between 30 and 45 kts - limit N1 to 70%

58
Q

APU starter limits

A

3 attempts in 60 minutes

wait a minute between each start

59
Q

Max altitude with flaps extended

A

20,000 ft

60
Q

main tanks must scheduled to be full if…

A

centre tank fuel is loaded

61
Q

the centre tank fuel may contain XXXX kg of fuel with less than full tanks provided centre tank fuel plus actual ZFW does not exceed max ZFW and C of G limitations are observed

A

1,360 kg

62
Q

use of look ahead terrain alerting is prohibited within XXX at an airport or rwy not contained in the GPWS terrain database

A

15nm of TO, approach or ldg

63
Q

ETOPS rule time and rule distance

A

180 mins and 1,200 nm

64
Q

In flight, APU bleed air is available at and below XXXX ft

A

22,000 ft

65
Q

SAC

A

An approach is considered stable when all of the following criteria are met:

In the planned landing configuration (gear down land flap achieved).

Stabilised on the correct vertical profile (see Note 1).

Stabilised at the target approach speed (see Note 2).

66
Q

SAC definition of established on correct vertical profile…

A

A visual profile:

In the complete absence of electronic or instrument approach guidance the method of defining the correct visual profile should be agreed at the briefing stage. The correct visual profile is that defined by either:

A Visual Approach Slope Indicator System if available. Once established on the extended centreline, unless otherwise specified, an indication of “All Whites” or “All Reds” would not satisfy the requirements of this policy or;

Where no VASIS guidance is provided the required profile will default to that commensurate with a 3° approach slope.

67
Q

Leeway on the …… Stabilised at the target approach speed, part of the SAC:

A

Only in circumstances of rapid wind changes, turbulence or adherence to appropriate ATC speed requirements where the crew has failed to achieve speed stability by the 1000 ft auto-callout and the speed is close to the target approach speed and reducing, can the approach be continued.

If the aircraft is not stable at the target approach speed before the 500 ft auto-callout then a go-around must be flown.

68
Q

Flap settings and windshear:

For Optimum T/O performance, use flaps….

A

use flaps 20 for T/O

Flap 15 may be used as a precautionary setting and will provide nearly equivalent performance to Flaps 20

69
Q

Nil/Minor change of load - up to +/- XX passengers

A

5 passengers

DJ LR COPY (12 decks)

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