Near The Runway Flashcards
RVR
P - the RVR is greater than the max value that can be measured
M - the RVR is greater than the min value that can be measured
RVR Trends:
U- up Increasing D-DN decreasing N NO change.
Breaking Action
91 Poor 92 Medium/Poor 93Medium/Good 95 Good No 94 pay attention 99 Figures unreliable // no report; RWY not operational
Derate
Derate I - 10% full Take Off power
Derate II- 10% from Derate I
Assumed- not more than 25% from full takeoff power or from Derate I
Landing performance I
Dispatch:
Dry: demonstrate * 1.67
Wet/Contaminated/ Cat III: demonstrate 1.67*1.15
Landing Enroute:
1500’ to flare *1.15 factor
(Add 513’ for Auto Land)
Non Normal : actual landing distance - no factors
Landing performance II
Landing Climb Gradient (gear and flaps extracted, all engines operating) >/=3.2%
• Approach Climb Gradient (One engine inoperative, landing gear retracted) >/=For 2 eng. A/C 2.1%
Take off performance Policy
The takeoff performance limitations are:
- Tire speed limit weight
- Brake energy limit weight
- Structural (certified) Limit weight
- Field Length
- Climb Gradient
Take off segments
Segment I Lift off to 35' t.o power, positive rate, gear Dn Segment II 35' to 400', V2,2.4%, gear up Segment III or acceleration 400'-400', V2-1.25Vs, positive rate Segment IV climb 400'-1500', flaps up, M.C power, 1.2%, 1.25Vs
CAVOK
Visibility>10km
No CB or TCU and
No Cloud below 5000’ or MSA ( whichever is greater )
No significant wx at/ near the vicinity of the aerodrome
Co pilot shall not be PF:
when any of the following conditions exist:
• Runway and crosswind conditions as prescribed in the QRH - Ops Info;
• Take-off - Visibility below RVR 500/VIS 400;
• Landing - Below CAT I minima;
• Circling approaches.
Take Off RVR
Minimum 200 RVR. For the Accelerate Stop Distance, i.e Rollout RVR can be ignored if the last third of the runway is not used in case of a rejected take-off.
The reported RVR/VIS value representative of the initial part of the take-off run can be replaced by pilot assessment.
175/175/175
Stabilized approach
- the airplane is on the correct flight path
- only small changes in heading and pitch required to maintain correct flight path
- Vref >Speed 1,000 fpm, a special briefing should be conducted
- thrust setting is appropriate for the airplane configuration
- all briefings and checklists have been conducted.
Upset Recovery
unintentionally exceeding any of the
following conditions:
• pitch attitude greater than 25° nose up
• pitch attitude greater than 10° nose down
• bank angle greater than 45°
• within above parameters but flying at airspeeds inappropriate for the
conditions.
Airspeed Unreliable
gear up pitch attitude and thrust:
Flaps extended . . . . . . . . . . 10° and 80% N1
Flaps up . . . . . . . . . . . . . . . . 4° and 75% N1
SID GRADIENT
Gross 3.3% normal SID
Net 0.8%
Obstacle 2.4% 2E (35’ above obstacle)
Wind Additives
the maximum approach speed should not exceed VREF + 20 knots or landing flap placard speed minus 5 knots, whichever
is lower.
Apply gust for all direction except Tail
Do not apply wind additives for steady tailwinds or tailwind gusts. Set
command speed at VREF + 5 knots (autothrottle engaged or disconnected).
VREF ICE conditions:
•Engine anti–ice will be used during landing
•Wing anti–ice has been used any time during the flight
•Icing conditions were encountered during the flight and the landing
temperature is below 10° C.
^If a flaps 15 landing is performed and VREF ICE is required, (VREF ICE = VREF 15 + 10 knots), the wind additives should not exceed 10 knots.
Use of Wx Radar
Clouds alt 0-20000- Deviate 10Nm
Alt more than 20000-Deviate 20Nm
Wake Turbulence Separation for Arriving Aircraft
Medium Aircraft after
Radar Separation
J/7 Nm ; H/5 Nm ;M/3 Nm
minima specified above are to be applied when:
• An aircraft is crossing or operating directly behind another aircraft at the same altitude or less than 1,000 ft below
• Both aircraft are using the same runway or parallel runways separated by less than 760 m (2,500 ft)
Non-Radar Separation
M behind H - 2 min
M behind J - 3 min
Wake Turbulence Separation for Departing Aircraft
Departing from same position
or from a parallel runway separated by less than
760 m (2,500 ft) - 3 Min M follow J ; 2 Min M follow H
Same conditions above but from an intermediate
point - 4 Min M follow J ; 3 Min M follow
Wake Turbulence Separation — Displaced Landing Threshold
3 minutes when operating on a runway with a displaced landing threshold
• A departing MEDIUM aircraft follows a category J aircraft arrival; or
• An arriving MEDIUM aircraft follows a category J departure.
2 minutes wake turbulence at same condition above after HEAVY
RECAT-EU wake turbulence separation
All 737 CAT D Upper Medium
Distance-based Separation Minima on Approach and Departure
CAT A (super H) 5 Nm CAT B (upper H) 4 Nm CAT C(lower H) 3Nm
RECAT-EU Time-based Separation Minima on Departure
CAT A 140 s( 2:20) CAT B 100 s (1:40 ) CAT C 80 s (1:20)
Windshear Inhibits
During takeoff and landing, new predictive windshear caution alerts are inhibited between 80 knots and 400 feet RA, and new warning alerts between 100 knots and 50 feet RA.
Below glide slope inhibit light
Pushing the ground proximity BELOW
G/S P-INHIBIT light cancels or inhibits
the alert below 1,000 feet RA.
Terrain Display (PFD/ND)
•Solid red: Look-ahead terrain warning active
• Solid amber: Look-ahead terrain caution active
• Dotted red: Terrain > 2,000 feet above airplane altitude
• Dotted amber: Terrain 500 feet (250 feet with gear down) below to
2,000 feet above the airplane altitude
• Dotted green: Terrain from 2,000 feet below to 500 feet (250 feet
with gear down) below the airplane’s current altitude
• Black: No significant terrain
• Dotted magenta: No terrain data available
