List of Lists Flashcards
(39 cards)
Reverser Light
1) Isolation Valve or thrust reverse control valve is not in commanded position
2) One or more thrust reverser sleeves are not in commanded position
3) Auto-restow circuit has been activated
4) A failure has been detected in synchronization shaft lock circuitry
(Reverser light for more than 12 seconds is a malfunction)
(A pause in movement past detent 1 to stow may cause master caution and eng annunciator. 18 second pause engages electromechanical lock to prevent further movement. Cycling may clear fault and restore operation.)
Pulling the Engine Fire Switch
1) Arms one discharge squib on each fire extinguisher
2) Closes engine fuel shutoff, spar fuel shutoff, hydraulic fluid shutoff, and engine bleed air valves.
3) Disables thrust reverser
4) Trips generator control relay and breaker
5) Deactivates engine drive hydraulic pump LOW PRESSURE light
6) Allows engine fire switch to rotate
Pulling the APU Fire Switch
1) Arms APU Extinguisher Circuit
2) Closes fuel shutoff valve, APU bleed air valve, and APU inlet door
3) Trips generator control relay and breaker
4) Allows APU fire switch to rotate
Stall Warning Test Failure
Requires AC Transfer buses powered for up to 4 minutes
With hydraulic power off, leading edge flaps may droop enough to cause an asymmetry signal resulting in failure of the stall warning system test. Should this occur, play B hydraulic electric pump on and retract flaps. Repeat the test
Hydraulic System A
Ailerons
Rudder
Elevator and Elevator Feel
Flight Spoilers
Ground Spoilers
Alternate Brakes
No.1 Thrust Reverser
Autopilot A
Normal Nosewheel Steering
Landing Gear
Power Transfer Unit
UARSSI Door
Left Weapons Bay Door
Right Weapons Bay Door (Alternate)
System B
Ailerons Rudder Elevator and Elevator Feel
Flight Spoilers
Leading Edge Flaps and Slats
Normal Brakes
No. 2 Thrust Reverser
Autopilot B
Alternate Nosewheel Steering
Landing Gear Transfer Unit
Autoslats
Yaw Damper
Trailing Edge Flaps
Left Weapons Bay Door (Alternate)
Right Weapons Bay Door
Standby Hydraulic System
Thrust Reversers
Rudder
Leading Edge Flaps and Slats (Extend Only)
Standby Yaw Damper
Standby Hydraulic System Manual Operation
Positioning either FLT CONTROL switch to STBY RUDDER
1) Activates the standby electronic motor driven pump
2) Shuts off the related hydraulic system pressure to ailerons, elevators and rudder by losing the flight control shutoff valve
3) Opens the standby rudder shutoff valve
4) Deactivates the related flight control low pressure light when the standby rudder shutoff valve opens
5) Allows the standby system to power the rudder and thrust reversers
6) Illuminates the STBY RUD, MASTER CAUSTION, and FLT CONT lights
Standby Hydraulic System Automatic Operation
1) Loss of system A or B with all three of the following: Flaps extended, airborne or wheel speed greater than 60 knots, FLT CONTROL switch A or B hydraulic system on
OR
2) Main Power Control Unit Force Flight Monitor Trips
Once initiated, automatic operation
1) Activates the standby elctronic motor driven pump
2) Opens the standby rudder shutoff valve
3) Allows the standby system to power the ruder and thrust reversers
4) illuminates the STBY RUD, Master Caution and FLT CONT lights
Alternate Flaps to Arm
1) Activates the standby electric motor driven pump
2) Closes the trailing edge flap bypass valve
3) Arms the ALTERNATE FLAPS position switch
4) Allows the standby system to power the leading edge flaps and slats and thrust reversers
Hydraulic System A Leak
Engine Driven Pump: Standpipe in reservoir prevents a total system fluid loss. 20% maintained by electric pump
Electric Pump: Steadily decrease to 0 and all system pressure is lost
Hydraulic System B Leak
Decrease to 0 and system B pressure is lost
One reservoir standpipe that is sufficient for the power transfer unit
Does not affect standby hydraulic system
Standby Hydraulic System Leak
Standby reservoir decreases to 0
LOW QUANTITY light illuminates when standby reservoir is half empty
System B operates normally but reservoir will decrease to 72%
Power Transfer Unit Auto Operation
Operate autoslats and leading edge flaps and slats at a normal rate when system b engine driven pump volume is lost.
Operates when system B engine driven hydraulic pressure drops below limits, is airborne, and flaps are less than 25 but not up
Landing Gear Transfer Unit Operation
Raise the landing gear at a normal rate when system A engine driven pump volume is lost.
Occurs when airborne, No1. Engine RPM drops below a limit value, landing gear lever is positioned up, either main landing gear is not up and locked.
Wing Body Overheat Detection System Left Sensor
Left Engine Strut
Left Inboard Wing Leading Edge
Left Air Conditioning Bay
Keel Beam
Bleed Duct from APU
Wing Body Overheat Detection System Right Sensor
Right Engine Strut
Right Inboard Wing Leading Edge
Right Air Conditioning Bay
Overboard Exhaust Valve Open vs Closed
Pressurization and ventilation are controlled by modulating the outflow valve and OEV. The OEV discharges warm
air from the E/E bay overboard (when open) or to the fuselage’s lower lobe (when closed).
OPEN ➔ On ground, smoke removal (either PACK high, right fan off)
CLOSED ➔ In flight at high cabin differential, dry bay smoke
Autobrake Disarm Light
- Speedbrake lever moved to down detent during RTO or landing
- Manual brakes applied during RTO or landing
- Thrust lever(s) advanced during RTO or landing, except during first 3 seconds after touchdown for landing
- Landing made with RTO selected
- RTO mode selected on ground. Illuminates for 1 to 2 seconds then extinguishes
- A malfunction exists in automatic braking system
Autospeed Brake System
A. SPEEDBRAKE DO NOT ARM light
1) Abnormal condition or test inputs to the system
2) Abnormal condition or test input to the load alleviation system when flaps are raised
B. SPEEDBRAKE EXTENDED light
1) Speedbrake lever is beyond armed position and
Trailing Edge flaps extended to 15 or greater or thrust levers advanced with speedbrakes deployed
Critical Field Length Conditions
CFL is defined as the sum of the distances required to accelerate to VCEF with all engines operating, experience a
failure of the critical engine, then accelerate to either VLO or decelerate to a stop, whichever is higher.
CFL is a function of altitude, temperature, brake release gross weight (BRGW), aircraft configuration, runway
condition, and thrust setting.
1. At engine failure, the aircraft will continue to accelerate for 3 seconds with the operating engine at the
thrust setting being used for takeoff and with the inoperative engine at a drag level representing the most
critical engine failure condition. This period is to account for recognition of the engine failure and initiate a
response. The airspeed at the end of this period is V1.
2. At engine failure there is an instantaneous loss of thrust for accelerate-go, but a gradual spooldown for
accelerate-stop.
3. For accelerate-go, no action will be initiated to increase thrust on the operating engine.
4. For accelerate-stop, maximum braking will be instantly applied at V1. All maximum brake energy and tire
limits are observed. The decision to abort the takeoff must be made in time to start the aborted takeoff at or
below V1.
5. No credit for reverse thrust is applied for accelerate-stop.
Contaminated Runway
A runaway is considered contaminated when 25% or more of the takeoff surface is covered with one or more of the
following:
1. Standing water, slush, or loose snow greater than 1/8th inch (3 mm) in depth
2. Snow of any depth which is compressed into a solid mass
3. Ice of any kind
Assumed Temperature Reduced Thrust Takeoff
Shall not be used when:
1. Contaminated runway
2. Anti-skip inoperative
3. Takeoff with EECs in alternate
Derate not recommended with potential windshear conditions.
Stabilized Approach Criteria
All approaches should be stabilized by 1,000’ AGL (IMC) or 500’ AGL (VMC). All criteria needs met:
1. Aircraft is on the correct flightpath
2. Only small changes in heading and pitch are required to maintain the correct flightpath
3. Speed is not more than VREF + 20 and not less than VREF.
4. Aircraft in the correct landing configuration
5. Sink rate is no greater than 1,000 FPM or a special briefing was given
6. Thrust setting is appropriate for aircraft configuration
7. All briefings and checklists completed
* ILS and GLS approaches should be flown within one dot of glideslope and localizer or within the expanded
localizer scale
- During circling approach, wings should be level be 300’ AGL
For all visual approaches, by 100’ HAT the aircraft should be positioned so the flight deck is within, and tracking to
remain within, lateral confines of the runway edges.
As the aircraft crosses the runway threshold, it should be:
1. Stabilized on target airspeed to within +10 knots until flare
2. On a stabilized flightpath using normal maneuvering
3. Positioned to make a normal landing in the touchdown zone (first 3,000 feet or first 1⁄3 of runway, whichever
is less)
