Oral Exam Questions Flashcards
How can the A/P be disengaged?
- CW disconnect
- MCP A/P disengage bar
- Overriding control column
- Automatic due to system failure
Explain the fire extinguishing systems?
Engine, Main Wheel Well, APU, Cargo Compartment, Overhead Crew and FA rest area, Lavatory.
Forces to be applied at VMO and STALL to overpower the force feedback?
Stick Shaker - 20-25lbs
Stall - 50-60lbs
Over speed - 10lbs
PAX 02 difference between 767/787
- Pulse delivery system
- 12min domestic and 60min long international
- Masks drop automatically prior to cabin ALT reaching 14500ft
- 02 stored in small high pressure cylinders vs chemical generation
4 Merits of HUD
- Enhances Safety
- Reduced vis take offs
- Expanded pitch scale which enables precise maneuvering
- Enhanced situational awareness
What is the procedure for unreliable airspeed?
A/P disconnect
A/T arm switch off
F/D switch off
Flaps ext 10deg/85%
Flaps up 4deg/70%
What is the distance between the engines?
Cowl to cowl - 15m
Between centre of engine - 19m
What is the GPWS recovery procedure?
Caution - correct flight path / config until aural warning stops
Warning - A/P, A/T, Max thrust, wings level, 20 deg, speed brake down, PLI if necessary, no confit change, monitor radio alt.
How long will the battery last if no other power source?
10 minutes
Distance btw nose gear and main landing gear?
787/8 - 22.8m
787/9 - 25.8m
787/10 - 28.9m
What is the pilot position with reference to the nose gear?
2.6m in front
Why do we set pitch and power where we do for unreliable airspeed?
- Maintain A/C safety and keep it within the flight envelope. Not intended for specific climb rate or level flight.
- Ensures safety so checklist can be accessed without exceeding any limitations.
What FMA modes affect VSD presentation?
VNAV
VSD use and available modes?
- Terrain
- Flight path monitoring
- 3 degree ref line for approach
- Decision gates
- Range to target speed
When do reactive and predictive wind shear systems become active?
Warning - 1500ft (takeoff, landing and approach)
Caution - Same
Predictive: All inhibited above 1200ft
Warning - 100kts to 50ft RA
Caution - 80kts to 400ft RA
What is the magenta line on the VSD?
Solid magenta - active vertical path, but during climb line extends from nose predicted alt at each waypoint in climb.
Dashed magenta - altitude selection (MCP) or V/S.
Pitch required for tail strike during take off?
787/8 - 11.2 deg
787/9 - 9.7 deg
787/10 - 9.7 deg
*-9 and -10 are same due to semi-levered gear on -10. Actuator locks during takeoff to restrict rotation of the main gear truck.
Explain the braking system during taxi?
- Taxi brake release system.
- Manual application < 30kts, the brake control system applies 1/2 of the brakes (fore then aft).
- Extends service life and reduces brake sensitivity during taxi.
- All brakes active during heavy braking, landing rollout, RTO or when setting the park brake.
What do you check after EFB initialisation?
- Correct documents loaded
- Database current (EFB Ident page)
- Review FAULTS, MEMOS, MSGs
- Select Terminal Charts as needed
Explain the AUTO speedbrake operation?
ARMED - Extends on landing when main gear trucks untilt.
UNARMED:
1. A/C on ground
2. GS > 85kts
3. Thrust lever moved from TO to IDLE
4. Thrust lever moved to reverse idle
Explain the time critical warning for speed brake?
- A/C on ground.
- Thrust levers NOT in TO position.
- GS > 85kts.
- Speed brake lever < 35 deg.
* All of the above together for 1 second.
What are the critical warnings?
- ENGINE FAIL
- TERRAIN
- SPEEDBRAKE
- WIND SHEAR
- STALL WARNING
- AIRSPEED (TAMS)
What happens if you lose ADS?
- NAV AIR DATA SYS
- GPS ALT
- AOA AIRSPEED
What altitude info would you have if you had the NAV AIRSPEED DATA message?
- NAV AIRSPEED DATA (caution msg).
- AOA speed will be used.
Is there an altitude that affects the A/T system?
- 50kts to 400ft.
- A/T must be active by 50kts otherwise can not be activated until 400ft.
On visual approach how long can A/P be used?
-8/-10 disconnect @ 100ft AGL
-9 disconnect @ 135ft AGL
How many outflow valves are there?
- Two valves (one forward and one aft)
When does the flap load relief work?
- Flaps 15-30 and in primary mode.
- Limited to minimum of 5.
- Activates when flap limit placard is exceeded.
- Also prevents extension beyond current setting if airspeed too high.
When will the RAT auto deploy?
- Both engines fail.
- All three hydraulic systems pressures low.
- Loss of all electrical power to captain and first officers flight instruments.
- Loss of all 4 HEMPS and faults in flight control system.
- Loss of all 4 HEMPS and an engine fails on takeoff and landing.
What is TCMA?
Thrust Control Malfunction Accommodation:
- Engine thrust increases excessively beyond command.
- Engine thrust does not decrease despite a command.
- Armed 1.7 seconds after sensors determine AC on ground.
- Shuts down the engine.
Fuel usage limitations?
- No centre tank fuel, all main tank boost pumps should be on and cross-fertilisation closed.
- > 16000lbs in centre tank, all boost pumps on until FUEL LOW CENTRE (advisory) is displayed.
- FUEL IN CENTRE (advisory) in cruise, use fuel with all boost pumps on.
When is HUD guidance cue solid?
During a wind shear alert condition.
Recent problems with 787 air conditioning?
- CAC surging resulting in PACK defects.
- Constant number of PAX entered by CA to continue higher CAC output.
What happens if you put CI 0 in?
MRC - Maximum range cruise, full priority given to fuel consumption. Slightly lower than LRC (1% fuel).
Max Crosswind
787/8 - 40,37
787/9 - 33/40
787/10 - 37/35
What system does the 787 have for wind shear?
GPWS mode 7 (Reactive) and PWS (Predictive).
What is the wing anti-ice power source?
235VAC, aft E/E bay
Threat due to difference HUD and PFD?
Enlarged scale and sensitive FPV cue can lead to over controlling.
Threats due to HUD design?
- Too focused on HUD, not maintaining scan of instruments.
- Focusing on HUD symbology if too bright, instead of outside environment.
- Monochromatic, there is no amber or red to represent alerts,
In a low speed condition, what kind of protection do you have for A/T?
- A/T armed and not active, the A/T will engage in THR REF, THR or SPD if the airspeed decreases to an FMC calc value and will maintain min manoeuvre speed, or speed in IAS window, whichever is greater.
- I’m HOLD mode, A/T will wake up and reach CLB thrust by the time speed has decreased to stick shaker speed.
In which modes does A/T not wake up?
- A/T arm switch is off.
- Below 400ft on T/O or 100ft on approach.
- In HOLD mode, A/T will wake up and reach CLB thrust by the time speed has decreased to stick shaker speed.
- In HOLD mode, with TOGA mode after take-off, A/T will wake up and reach THR REF thrust by the time speed has decreased to within 10kts of stick shaker speed.
In what situation do you utilise VSD?
- take off, approach, landing near terrain.
- path management.
- Altitude constraints at waypoints.
- Situational awareness.
What is the wind limit for engine running on ground?
- do not run engines with wind greater than 65kts
- for crosswind winds greater than 45kts or tailwind greater than 42kts limit thrust to a setting normally used for taxi.
What is the maximum cost index you can use?
Max CDU is 9,999.
Max ANA is 120 for 787.
Threat of new TCP?
- Easy to input wrong frequency.
- Have to select active line.
Threat of 787 wing design?
- Large wingspan, caution with taxi.
- Efficient wing creates high lift, easy to float and get high on profile.
Min and Max G/S for auto landing?
Min - 2.5 deg
Max - 3.25 deg
Max wind speeds for auto land?
Headwind - 25kts
Crosswind - 25kts
Tailwind - 15kts
Without LAND 2 or LAND 3 annunciated, AP must be disconnected below:
-8, -10 : 100ft
-9 : 135ft
However, ANA procedure is to disconnect at DA/MDA when auto land is not used.
With LAND 2 and LAND 3 and GS greater than 3.25 deg, AP must be disengaged no later than?
100ft AGL
787 Electrical
The 787 Electrical system generates, distributes and manages airplane electrical power.
o The system is automatic and electrical loads are dynamically managed. Electronic Controllers automatically
cycle loads on and off.
o An enormous amount of Power produced. B767 had 2120kVA Generators = 240kVA. B787 has 4 250kVA Generators = 1000kVA. APU = 225kVA*2 = 450kVA.
o Powers many systems, not previously powered Electrically including: Engine Start, Pressurization, Wing Ice Protection, Stabilizer & Wheel Brakes.
o 3 External Power Receptacles.
o Sources:
• 4 Engine VFSG (235VAC, 250KVA) • 2 APU VFSG
• 3 External power receptacles (aft is for right engine start only)
• RAT
• Main Battery
• APU Battery
• 3 Flight Control PMG’s (permanent magnet generators)
• 2 PMA’s, one per engine. Primary power source for EEC
o For the 6 variable frequency starter generators (2 per engine and APU). No constant speed drive thus reduced
weight = fuel saving. Generator directly connected to engine used as starter = weight saving.
o Primarily 115VAC, 28VDC (in forward E/E) and with limited number of systems using235VAC. RPDU’s (Remote Power
Distribution Unit) throughout the aircraft. Higher amperage loads are distributed directly from the 28VDC
buses, lower from RPDU’s
o 4 main 235VAC distribution buses (L1, L2, R 1, R2); directly powers high voltage systems like wing anti-ice, main fuel pumps, spoilers,stabilizers. In addition,
powers all other bus systems through power conversion devices, located in aft E/E bay.
o Large Motor Power Distribution System: The airplane’s use of variablefrequency power requires large motor loads to be energized by motor controllers which condition the power for use, located in aft E/E. The main 235VAC system energizes the large motor power system through
conversion devices. The PECS system dissipates heat created by these high voltage motor controllers.
o Circuit Breaker Indication and Control: Control of Electronic circuit breakers & monitoring of Thermal circuit breakers.
o At or below 40 degrees, both engines can be started simultaneously.
767 vs 787 PECS?
PECS (Power Electronics Cooling System) - liquid based
o Dissipates heat created by high voltage motor controllers of
the Large Motor Power Distribution System (LMPS)
o PECS is energised if either engine or APU is running or if
forward external power is connected.
o Two independent liquid cooling loops.
o Each loop contains a pump package with two fully
redundant pumps.
o Each loop’s coolant temperature is controlled to 27 degrees
under normal conditions.
o System operation is completely automated.
o Coolant colour is vivid Orange to simplify leak detection.
767 vs 787 Hydraulics
o 5000psi (smaller lines)
o Fewer items (flaps/slats, nose wheel steering, gear, spoilers
and thrust reversers)
767 vs 787 Air System
Air System
o Uses 4 CAC’s, no bleed air for air conditioning /
pressurisation
• CACs are driven electronically
767 vs 787 Bleed system
Engine Bleed Air
o Used for engine inlet and core anti-icing and SAS only
767 vs 787 Flight controls?
Flight Controls
o Fly-by-wire
o 3 Independent Engine driven PMG’s power source for Flight Control Electronics.
Backup 28vDC & Batteries.
767 vs 787 Engines
Engine
o On RR: 3-Spool/Rotor axial flow Turbofan of high compression and bypass ratio. The 3-spool configuration
prevents compressor stall and shortens total length of engine.
o N1 rotor: Fan and low-pressure turbine section.
o N2 rotor: Intermediate-pressure compressor & turbine section. Contains Accessory Gearbox.
o N3 rotor: High-pressure compressor & turbine section.
o By extracting Accessory Power from N2, there is no load on N3 which can retain increased rotation speed in idle.
o The efficiency of the compressor is improved and bleed to prevent surging is reduced which improves fuel
consumption.
o Because surging is reduced, engine can be designed with lower minimum idle thrust leading to better fuel
consumption in the descend & taxi and reduces brake wear.
o RR: TPR. Ratio of low pressure at engine air inlet versus high pressure at high-pressure compressor outlet. TPR
considers Temp ratio as well. Possible to monitor engine degradation with TPR.
o 2 Independent PMA’s power source for EEC’s that automatically control the engines.
o Max time at Takeoff & Go-around Thrust: 2 Eng: 5 mins. 1 Eng: 10mins.
o TRENT 1000K produces 74400 lbs of thrust.
o Engine Intermix to exactly match engines power output.
What is the merit and demerit of the Electronic Checklist
(ECL)? AOM 10.60.11
• Positives
o Better situational awareness, therefore:
o Reduced errors.
o Efficient to implement therefore:
o Workload management becomes easier
o Prioritises checklists
• Through air/ground logic, fuel control
switches, start selector position and EICAS
message level determine the priority
o Closed loop items are monitored by the aircraft • Flight deck switches, flap and gear lever or selector
knob
• Demerits
o Hidden checklists
o Over reliance on an automated system.
• Other: ECL system is not required for dispatch, a paper checklist
must be available on the flight deck.
What If you forget to do a ECL checklist?. AOM 10.60
EICAS caution message “CHKL INCOMPLETE NORM” or CHKL NON-
NORMAL displays before the corresponding phase of flight
o Before Taxi phase - occurs when the airplane is moved
under its own power
o Before takeoff phase - occurs when the airplane is on
the FMC takeoff runway and aligned for takeoff • 30 degrees / 120’ from centerline
o Approach phase - occurs when the airplane descends
through the FMC transition altitude, and the flap handle
is not in UP
o Landing phase - occurs when the airplane descends below
500ft above the FMC landing altitude
What fuel is prohibited use?
JET B, JP-4
What items do you check on status page in preliminary preflight procedure?
Hydraulic - No RF
Oxygen Pressure Domestic 860psi International 1250psi
Oil Quantity - 16 Quarts Minimum
Verify only the expected messages are shown on EICAS and Status
What are the Performance Characteristics? AOR PR.3.1
The takeoff speeds are calculated with OPT (EFB and iPad OPT) and normally based on Optimum V1 and improved climb principles.
• Follows maker performance data when its established, however uses ANA ‘unique’ when it’s not available (slippery runways). Braking action corresponding to newly introduced RWYCC is used.
• Take off:
§ Dry/wet defined by AFM. Accelerate to V1, 2 second delay.
Dry with no reverse, wet with practical reverse.
§ Slippery defined by ANA. Accelerate stop distance with 2 second delay, use practical reverse.
§ 15% Extra margin required for 2 engines-go for Dry, Wet & Slippery.
§ Screen height for dry & 2 engines: 35 feet. Wet & Slippery 15 feet.
• Landing
§ Dry/wet defined by AFM. Only AFM Dry Performance used. Calculated with Speedbrake and no reverse. Dry = Actual Landing Distance *1.67. Wet = Dry *1.15.
§ New unified Landing Performance combining AFM Wet and
ANA Critical (Slippery):
§ Vref+15 at 50 feet. 7 seconds flare/ air distance.
Autobrake Max. Full Reverse. RWYCC Based Braking Action. 30deg for wet and 0deg for Slippery. Additional 15% margin.
WINDSHEAR Escape manoeuvre after takeoff
MANUAL FLIGHT
o Disengage autopilot
o Push either TO/GA switch
o Aggressively apply MAX THRUST
o Disconnect Auto-throttle
o Simultaneously roll wings level and rotate smoothly towards an initial pitch attitude of 15*
o Set the SPEEDBRAKE lever to DOWN
o Follow flight director TO/GA guidance (if available) • PM DUTIES
▪ Verify maximum thrust
▪ Verify all required items have been completed no call out any omissions
AUTOMATIC FLIGHT
o Push either TO/GA switch
o Verify TOGA annunciation
o Verify GA Thrust
o Set the SPEEDBRAKE lever to DOWN
o Monitor system performance of autopilot and Autothrottle
• PM DUTIES
▪ Verify GA thrust
▪ Verify all required items have been completed no call out any omissions •
MANUAL or AUTOMATIC FLIGHT
o Do not change gear or flap configuration until windshear is no longer a factor
o Monitor vertical speed and altitude
o Do not attempt to regain lost airspeed until windshear is no longer a factor
What is TPR?
Rolls Royce (RR) has adopted turbofan power ratio (TPR) as a primary parameter, instead of EPR. RR says that TPR can follow thrust the same as EPR does.
• According to TPR equation, at first, TPR has one factor which is the ratio of the low pressure at the engine inlet and the high pressure at the high-pressure compressor outlet. Therefore, the
values of TPR become much larger than those of EPR and they are approaching the numbers of N1.
• Second, TPR has the other factor which is the ratio of the low temperature at the engine inlet and the high temperature at
the low-pressure turbine inlet. TPR follows the same trend as EGT increases, so it means that it is possible to monitor engine deterioration.
What is the characteristic of the B787 Engine? RR
Trent 1000 engines are designed in 3-axis structure. This will prevent compressor stall and shorten the total length of an engine.
• The efficiency of compressor will improve, and the bleed air to
prevent surge can be reduced. The consumption of fuel will be reduced, which means that the engine can be designed with lower idle thrust at its minimum.
• Lower idle thrust leads to better fuel consumption during descent and taxi and reduces brake wear.
• TRENT 1000K produces 74,400lbs thrust.
WHAT DO YOU DO WHEN WINDSHEAR IS EXPECTED?
(AOM 6.16.17)
o Postpone takeoff or landing if severe windshear is evident
o Takeoff
§ Less than maximum thrust not recommended (unless
requiredby performance)
§ Use most extended flaps
§ Use longest runway
§ Use FD after takeoff
§ Consider increasing Vr to performance limited weight
Vr,maximum of 20 knot increase
§ If encountered carry out escape maneuver. Do not exceedPLI. Avoid using Stab Trim
o Landing
§ Use most suitable, that avoids suspected WS areas.
§ Land with shallow flaps
§ Stabilize approach as early as possible
§ Use ILS g/s or visual indications to detect deviations
§ A/P may mask onset of WS, so closely monitor
§ Avoid large thrust reductions/trim changes in response to positive wind shear, since negative WS may follow.
§ Disengage AT if needed.
WHAT IS THE DIFFERENCE OF ELECTRICAL SYSTEM
BETWEEN B787 AND B767?
o 4 engine VFSG, 2 APU VFSG – 235VAC
o PECS – Power Electronics Cooling System for large motor power distribution system
o 3 PMG (permanent magnet generators)
WHAT IS PECS? ICS? (AOM 2.20.13)
o PECS - power electronics cooling system is a liquid cooling
system (60% alcohol, 40% water) for the large motor power
distribution system (LMPS) located in the aft E/E bay.
o Also provides cooling for thesupplemental cooling units and
associated motor controllers of the ICS.
o PECS contains 2 fully independent loops each with 2 pumps
o ICS - integrated cooling system is a centralized refrigeration
systemthat provides cooling to galley carts and assists with
cooling the recirculated cabin air. ICS is integrated with the air
conditioning system and the liquid cooling system.
WHAT IS THE MERIT AND DEMERIT OF FLY BY WIRE? (AOM 9.20)
Merit:
o Reduced weight (no cables, linkages)
o Enhanced handling qualities andreduced pilot workload.
o Built in protections, highly redundant.
o Easier for maintenance & Fault Finding.
Demerit:
o No autopilot if not in NORMAL mode. Highly complex, receives
inputfrom multiple sources.
WHAT PROTECTIONS DOES B787 HAVE? (AOM 4.20.29, 9.20.24)
o Flight envelope protection. AP & AT prevents overspeed and stall & limits bank to 30deg (EICAS Caution message AUTOPILOT).
o Tail Strike Protection. The PFC’s calculate if a tail strike is imminent or not, then decreases elevator
deflection. The pilot can override it should they need to.
[8,9] TO & Landing. [10] only TO.
o Landing Attitude Modifier (LAM). Automatic function used to increase pitch attitude and increase the nose
gear height when landing flaps are selected at higher speeds. It raises lateral control surfaces, increase drag &
thus AoA.
o See TAPS and TAMS
o See Auto throttle Stall Protection
WHAT IF ALL ACE GO INOPERATIVE? (AOM 6.20.6, AOM 9.20.2 & 6)
o 4 x FCE cabinets (which house 4 ACEs) are driven by 3 x independent PMGs and aircraft system power. The aircrafts 28VDC and the main battery provide a secondary source for flight control power. In addition, a backup system is provided by dedicated batteries to assure positive flight control operation during temporary power interruptions.
o The ACEs can transmit pilot control inputs directly to the control surfaces (DIRECT MODE), or they can send the pilot inputs to the PFCs (PRIMARY OR SECONDARY MODE). When the ACEs are sending inputs to the PFCs, the ACEs receive control commands back from the PFCs and use the commands to position the flight control surfaces
o 4 x redundant systems, so failure is highly unlikely.
o 3 Flight Control Modules (FCM) each containing 3 PFC, 3 AFDS, 3 ADC.
o Loss of all hydraulic power, the electrically actuated stabiliser and two
spoiler pairs allow pilot control of pitch and roll using the primary pitch trim switches or alternate pitch trim switches, and the control wheel.
o If there is a complete loss of flight control signaling, direct wiring from the flight deck to the stabiliser and a spoiler pair allow pilot control of pitch using the alternate pitch trim switches and roll using the control wheel.
WHAT SYSTEMS OPERATE OFF HYDRAULICS (AOM 13.20)
o Nose gear steering
o Flaps/Slats
o Landing gear
o Flight Controls
o Thrust Reversers
TELL ME ABOUT IAN? CAN YOU AUTOLAND? (AOR 4.1.1)
o Integrated Approach Navigation is a system that implements
approaches other than ILS approach by using a procedure
similar to that of an ILS.
o Course (FAC) and Path (G/P) are based on the MAP and FAF
information which is registered in the NAV database (2 dots
vertical deviation is 125 ft regardless of altitude).
o Can use RNAV, LOC, LOC-BC, LDA, VOR, ADF.
o Dual engine or engine inoperative approaches are authorized.
o Recommended for straight-in approaches only.
o Cannot use RNAV(RNP) AR.
o No Autoland, although system will permit FLARE when this is disregarded and a autoland is continued.
WHAT ARE ALL THE CONFIRMED ACTIONS? (QRH CI.2.12)
o Engine fire switch
o APU fire switch
o Generator Drive Disconnect switch
o Fuel Control Switch
o Thrust Lever
o Cargo Fire Arm Switch
o Autothrottle Arm Switch
o Confirmation not neccessary for Dual Eng Fail Mem items or
when aircraft is on the ground. Eeehkay
DIMENSIONS? (AOM 1.10.1)
o Wingspan: 60.1m.
o Length: -8 56.7m, -9 62.8m, -10 68.3m.
o Height: -8 16.9m, -9 and -10 17m.
MINIMUM REQUIRED WIDTH FOR 180 DEGREE TURN? (AOR PT.1.2)
o 47.3m (-8), 52.6m (-9) and 58.1m (-10) for normal 180- degree turn.
+- 10m less than A/C length
o 42.4m, 47.2m and 52.7m for minimum turn. Ie Aircraft is stopped before turning tiller to max, then diff thrust. (AOR PT.1.9). Affects tyres.
o Only for emergencies
o +- 5m less than normal 180deg turn
o 34.6m, 37.7m and 40.7m for emergency pivot turn (AOR PT.1.12)
o Only for emergencies, no alternative
o Aircraft to be pulled over on side of RWY. Locked brakes
WHAT TO PAY ATTENTION TO IN TAXI
• The wingspan is 60.1m
• ICAO Annex 14 recommends that the taxiway should be so designed as to provide clearance of more than 4.5m between the paved taxiway edge and the main landing gear when its cockpit (nose gear by Japans criteria) is tracking over the taxiway centerline.
• At present, not all airports in the world are designed according to these recommended criteria. So, at some small airports, there is a possibility of going off the pavement.
POSSIBLE TURN AROUND ON 45M RUNWAY?
o Yes, in emergency.
§ -8 minimum turn
§ -9/-10 emergency pivot turn
HOW TO TURN AROUND ON 45M RUNWAY?
o Minimum Turn Procedure:
Apply brakes to stop and thrust to Idle
Turn tiller to maximum angle
Release brakes
Turn at 5-10 knots
Apply engine thrust on outside engine
After nose gear passes through maximum possible width position,smoothly return tiller to neutral and align aircraft with RWY.
o If needing Pivot turn - lock inside brake (runway and tire inspectionrequired…)
WHAT ARE DOCUMENTS TO BE CARRIED IN AIRPLANE? (OM S-2-2)
o Paper documents: (7)
§ Registration certificate
§ Airworthiness certificate
§ Designation for operating limitations
§ Radio station license
§ Emergency documents
§ QRH
§ Journey & Radio Log, MEL/CDL Log
o Electronic documents: (5)
§ AOM
§ Operations Policy Manual Vol 2
§ MEL/CDL manual
§ Operations Manual
§ Route Manual
WHAT ITEMS ARE IN ORIGINATING FLIGHT? (AOM NP.21.1)
o Flight Deck Access System operational test
o Emergency Evacuation signal AND Cabin Interphone test
o Crew Oxygen mask microphone Test
o For International Flights, full alignment of IRU except if within 18-hour window till estimated end of flight.
WHAT IS OPTIMUM V1? (AOR PR.1.2)
o Optimum V1 is used to increase obstacle clearance (obstacle limitweight) by increasing (unbalancing) V1, which reduces EOTD by reaching Vr earlier, but the ASD is increased.
