Systems/Limitations Flashcards
(265 cards)
1
Q
Engine Type (CL350)
(CL300)?
A
Honeywell AS907 - 2-1A Turbofan Engine (CL350)
Honeywell AS907 - 1-1A (CL300)
2
Q
Engine Thrust
A
7372 lbs
3
Q
PASSENGER DOOR CAS MESSAGE
A
Door not fully closed and
-The aircraft is on the ground with the left engine run switch in the OFF position.
-The aircraft is on the ground, the passenger door handle is not stowed, and both engines are not running.
4
Q
PASSENGER DOOR (AMBER) (caution)
A
Passenger door not fully closed and:
-The aircraft is on the ground with the left engine run switch in the ON position.
-The aircraft is in flight and the passenger door rollers are not fully engaged into the fitting guides.
5
Q
EMERGENCY EXIT CAS message
A
Displayed if the proximity sensor detects that the emergency exit hatch is not completely closed with the locking pins fully engaged.
6
Q
CARGO DOOR CAS message
A
Aircraft on the ground and the left engine run switch is selected ON. Otherwise, the CARGO DOOR (S) CAS message is illuminated.
7
Q
Which doors does the door warning system monitor?
A
-Passenger door
-Emergency exit
-Cargo bay door
-Aft equipment bay door
-Battery bay door
8
Q
The airplane is approved for:
A
VMC
IMC
DAY
NIGHT
ICING
9
Q
Icing conditions while holding?
A
Do not hold in icing conditions with flaps extended
10
Q
When side window icing is observed:
A
–Wing and engine anti ice systems must be on.
–Leave icing conditions as soon as possible.
11
Q
When must engine anti ice systems be turned on on the ground?
Flight?
A
–Ground: 10c or less in visible moisture in any form is present. (such as fog with visibility of one mile or less, rain, snow, sleet or ice crystals.
*The engine anti ice must also be on when the OAT is 10c or below when operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush is present.
–Flight: TAT of 10c or less and visible moisture of any kind is encountered (such as clouds, rain, snow, sleet, or ice crystals) except when the SAT is -40c or below.
12
Q
ICE DETECTED CAS MSG
A
The engine anti icing system must be ON when the ICE DETECTED CAS is on or in icing conditions.
13
Q
Wing anti ice system
Ground Operations?
Flight Operations?
A
Ground: The wing anti ice system must be turned ON for takeoff when the OAT is 5c or below and visible moisture in any form is present (such as fog with visibility of one mile or less rain, snow, sleet, or ice crystals).
The wing anti ice system must also be on when the OAT is 5c or below when operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush is present.
Flight: Icing conditions exist in flight at a TAT of of 10c or below and visible moisture in any form is encountered (such as clouds, rain snow, sleet or ice crystals), except when the SAT is -40 or below.
300…Icing conditions exist when the SAT in flight is 10c to -40c and visible moisture in any form is present (such as clouds, rain, snow, sleet, or ice crystals). *
14
Q
Approaches Glide Path Limitation (CL300)
Approaches Glide Path Limitation (CL350)
A
Approaches with a glide path angle of 4.5 or greater are prohibited (CL300).
See Chart in limitations (CL350). (Must have supplement to exceed chart values).
15
Q
MAXIMUM RAMP WEIGHT (CL300)
A
39,000 lbs
16
Q
MAXIMUM CERTIFIED TAKEOFF WEIGHT (CL300)
A
38,850 lbs
17
Q
MAXIMUM ZERO FUEL WEIGHT (CL300)
A
27,200 lbs
18
Q
MAXIMUM CERTIFIED LANDING WEIGHT (CL300)
A
33,750 lbs
19
Q
MINIMUM FLIGHT WEIGHT (CL300)
A
23,100
20
Q
MAXIMUM RAMP WEIGHT (CL350)
A
40,750 lbs
21
Q
MAXIMUM TAKEOFF WEIGHT (CL350)
A
40,600 lbs
22
Q
MAXIMUM ZERO FUEL WEIGHT (CL350)
A
28,200
23
Q
MAXIMUM LANDING WEIGHT (CL350)
A
34,150 lbs
24
Q
All weights in excess of maximum zero fuel weight….
A
Must consist of fuel
25
VMO (up to 8000)
300 kts
26
VMO (8,001 to 29,475)
320 kts
27
MMO (above 29,475)
.83
28
What is overspeed alerting based on?
Baro-corrected altitude. This is applicable to both the primary flight displays and the Integrated Standby Instrument.
29
MANEUVERING SPEED (VA)
VA is the highest speed that full roll and yaw control can be applied without overstressing the aircraft.
30
ROUGH AIR PENETRATING SPEED (VRA)
265 kts/.75
31
MAXIMUM LANDING GEAR OPERATING SPEED – RETRACTION
200 kts
32
MAXIMUM LANDING GEAR OPERATING SPEED – EXTENSION
250 kts
33
MAX LANDING GEAR EXTENDED SPEED (VLE)
250 kts
34
MAX FLAP EXTENDED SPEED (VLE)
Flaps 10
20
30
Flaps 10…210 kts
Flaps 20…210 kts
Flaps 30…175
35
MINIMUM OPERATING SPEED
Intentional speed reduction below the onset of stall warning, as defined by stick shaker operation, is prohibited, unless a lower speed is specifically authorized for flight test or training operations. 
36
TIRE SPEED
182 kts
37
MAXIMUM TAKEOFF AND LANDING PRESSURE ALTITUDE
10,000’
38
MAXIMUM TAILWIND COMPONENT
10 kts
39
Takeoffs and landings are limited to:
Paved runways
40
The maximum runway slopes approved for takeoff and landing:
+2% uphill and -2% downhill.
41
MAXIMUM CROSSWIND COMPONENT – DRY RUNWAYS – For Aircraft on the state, aviation administration of Ukraine, registry: 
The maximum crosswind component for takeoff is 28 kts.
The maximum crosswind component for landing is 24 kts 
42
MAXIMUM CROSSWIND COMPONENT – WET RUNWAYS – for Aircraft, on the state, aviation administration of Ukraine, registry:
The maximum Crosswind component for takeoff and landing on a wet runway with water depth no more than .125 inches is defined in the crosswind table in limitations section.
Runway coefficient poor braking (.3)…10 kts
Runway coefficient average braking (.4)…15 kts
Good braking, equivalent to dry (.5)…Takeoff – 28 kts
…Landing - 24 kts
43
Can you take off on a runway with a coefficient of friction less than .3?
Operation on runways with a coefficient less than .3 is prohibited.
44
MAXIMUM CROSSWIND COMPONENT – CONTAMINATED RUNWAYS
1. The maximum crosswind component for takeoff and landing on a contaminated runway is 10 kts. 
2. Operation on runways, with a coefficient of friction less than .3 is prohibited. 
45
GROUND OPERATIONS IN HIGH WIND CONDITIONS – for aircraft on the Russian federation and commonwealth of independent states, countries registry: 
In the event, the airplane is parked and sustains wind gusts at levels in excess of 64 kts an unscheduled inspection and functional check of the aileron, elevator, and rudder power control units are required.
46
MAXIMUM CROSSWIND COMPONENT – DRY RUNWAYS – for Aircraft on the Russian federation in commonwealth of independent states, countries registry:
The maximum crosswind component for takeoff is 28 kts.
The maximum crosswind component for landing is 24 kts. 
47
MAXIMUM CROSSWIND COMPONENT – WET RUNWAYS – for aircraft on the Russian federation and commonwealth of independence states countries, registry:
.3 - .35 (poor braking) 10 kts
.35 - .5 (medium braking) 15 kts
.5 - .6 (good braking, equivalent to dry) takeoff: 28 kts. Landing: 24 kts.
48
MINIMUM ENROUTE CLEARANCE
It is recommended that all terrain and or obstacles be cleared by at least 1300 feet along the en route flight path.
49
MINIMUM GO AROUND ALTITUDE
Demonstrated minimum altitude for all engines go around without touching the ground is 50 feet and for single engine go around is 100 feet. 
50
COLD WEATHER OPERATIONS
WARNING: even small amounts of frost, ice, snow, or slush on the wing leading edges, and forward upper wing surface may adversely change the stall speeds, stall characteristics, and the protection provided by the stall protection system, which may result in loss of control on takeoff.
51
Cold weather ops:
Takeoff is prohibited with…
Takeoff is prohibited with Frost, ice, snow, or slush adhering to any critical surfaces, such as the wings, horizontal, stabilizer, vertical stabilizer, control surfaces, or engine inlets.
52
What do the limitations say about the upper fuselage not being defined as a critical surface?
Although the upper fuselage is not defined as a critical surface, it must nonetheless be deiced to remove contamination, other than allowable frost, anytime the wing and tail surfaces require deicing. 
53
Takeoff is permitted with Frost adhering to:
– The underside of the wing that is caused by cold soaked fuel, or
– The upper surface of the fuselage 
54
MAXIMUM PRESSURE ALTITUDE (enroute)
FL450
55
LOAD FACTORS
Flaps Up…+2.6 to -1.0 g
Flaps Extended …+2.0 to 0.0 g
56
OPERATION WITH TYPE II, III, and IV ANTI-ICING FLUIDS
When Type II, III, and IV anti-icing fluids have been applied:
The wing anti-ice system must only be selected ON, if required, just prior to thrust increase or takeoff. 
57
MANEUVERS
Aerobatic maneuvers and spins are prohibited.
58
AIR CONDITIONING
Do not select the AIR SOURCE switch to TRIM AIR ONLY while the airplane is on the ground. 
59
Limitation of the PACK when the airplane electrical power is on?
The PACK must be operating (APU or engine running and AIR SOURCE switch – NORM or PACK ONLY) when the airplane electrical power is on (BATT’s or EXT PWR – On) for more than 30 minutes and the outside temperature is above 40°C
60
OXYGEN
Crew and passenger oxygen masks are not approved for use above 40,000 feet cabin altitude. Prolonged operation of passenger masks above 25,000 feet cabin altitude is not recommended. 
61
PRESSURIZATION
The maximum differential pressure on the ground (during taxi) must not exceed .1 psi.
The maximum differential pressure (during landing) must not exceed 1.0 psi. 
62
MAX POSITIVE DIFFERENTIAL PRESSURE? (CL300)
MAX NEGATIVE DIFFERENTIAL? (CL300)
9.4 psi
– 0.5 psi
63
MAX POSITIVE DIFFERENTIAL PRESSURES FOR AIRCRAFT 20887 - 20999?
10.1 psi
Max negative differential …0.5 psi
64
AUTOFLIGHT WARNING:
WARNING: if an engine failure occurs during a climb while in, or just below ALTS CAP or ALTV CAP the cap vertical FD modes the auto pilot may not maintain the selected air speed further. Further, the auto throttle, if installed, may have already begun to command a thrust reduction. Crew intervention may be required to ensure that the Aircraft meetings, a safe operating speed in avoid loss of control. 
65
AUTOPILOT LIMITATION
Do not intentionally overpower the autopilot.
66
AUTOPILOT Minimum Engage Height:
Climb, enroute, or descent:
700’ AGL
67
Autopilot Minimum Use Height:
Approach:
Precision with glide path angle of 3.5 degrees or less:
80 feet AGL
68
Auto pilot minimum used height.
Approach:
Precision with glide path angle between 3.5 and 4.5 degrees:
160 feet AGL
69
Auto pilot minimum used height.
Approach:
Visual and non–precision:
200 feet AGL
70
The maximum altitude with yaw damper off?
31,000 feet
71
XFR button on flight guidance panel while making inputs on FMS CDU? (CL350)
It is prohibited to select the XFR button on the flight guidance panel, while simultaneously making inputs on an FMS CDU. 
72
AUTOTHROTTLE (If installed)
– For an auto throttle engaged takeoff, the auto throttle must be verified engaged, TLA in the takeoff detent l, takeoff N1 verified and HOLD mode active prior to 80 kts. 
– It is prohibited to engage the auto throttle following an engine failure on take off until flaps are retracted and the aircraft as accelerated to en route climb speed. 
– Auto throttle must be disengaged prior to 200 feet AGL for any abnormal procedure landing with flaps less than 30°. 
– The radio altimeter must be valid for auto throttle retard mode operation. If radio altitude is unavailable or invalid, the auto throttle must be disengaged prior to reaching 200 feet AGL. 
– it is prohibited to have the auto throttle engaged during a single engine go around until flaps are retracted and the aircraft has accelerated to en route climb speed 
– Use of auto throttle during touch and go landings is prohibited. 
73
FANS/CDPLC LIMITATIONS
– The crew must ensure that the FMS is updated with the proposed flight plan and its associated constraints and procedure when receiving a route clearance via CDPLC.
– Before executing any flight plan modification received via CDPLC, the crew must ensure that the entire content of the flight plan has been inserted.
– Use of FANS INSERT MOD is prohibited within 5 NM of sequencing a waypoint.
– It is prohibited to use the WX DEV TO from the FANS ROUTE REQ 1/2 page.
– It is prohibited to use the DIVERT TO from the EMERGENCY MSG 1/2 page using the FANS REQUEST page.
74
FMS LIMITATIONS
– It is prohibited to load pilot routes from the PILOT ROUTE LIST during flight.
– It is prohibited to upload flight plans from ROUTE MENU (FPLN RECALL) during flight 
–It is prohibited to select FPLN WIND UPDATE from the ROUTE MENU.
– It is prohibited to tune a localizer on the TUNE page using the identifier only.
– It is prohibited to initiate a NAV RADIO SELF TEST from either the NAV radio tuning page on the FMS CDU or the MFD nav radio menu during flight.
75
Use of VFLC is prohibited when?
Use of VFLC (FLC with VNAV) is prohibited during climb when the airspeed reference is displayed as MACH.
76
Can you select VNAV during a go around during the missed approach procedure?
NO
77
FMS as a primary navigation source past FAF? CL300
FMS as a primary navigation source beyond the FAF is prohibited for ILS, LOC and LOC/BC approaches.
78
Limitation when conducting a VNAV approach with a T – Transition?
When conducting an instrument approach with a T transition and utilizing VNAV for descent guidance, indicated airspeed at the initial approach fix must be 210 kts or less.
79
SYNTHETIC VISION SYSTEM (SVS)
– TAWS alerts must take priority over the image depicted on the SVS.
– Use of the SVS for airplane navigation is prohibited.
– Use of the SVS is prohibited when the barometric altitude is corrected to the landing field elevation (QFE).

80
The Synthetic Vision System intention?
The synthetic vision system is intended as a situational awareness enhancement feature, and shall not be the sole source of reference by the pilot for any of the following:
– Continuation of an approach, landing, or takeoff below the minimum published for that approach
– Execution of an approach, landing or takeoff in low visibility conditions
– As a replacement for natural vision, where there are specific visual requirements to be achieved 
Etc etc. see limitations for more.
81
NAVIGATION RECEIVER
It is prohibited to conduct ILS approach operations with LOC2 as pilot navigation source, and LOC1 as copilot navigation source.
82
STANDBY INSTRUMENT
Use of the standby instrument localizer deviation guidance is prohibited during localizer back course approaches. 
83
STANDBY COMPASS
L & R WSHLD/WINDOW switches must be temporarily selected OFF, while the standby compass is being read. 
84
WEATHER RADAR
Weather Radar information must be displayed continuously on at least 1PFD or MFD during the entire flight. 
85
Max amps two or three generators operating?
400 amps continuous
86
Max amps one generator operating on the ground?
400 amps continuous
87
Max amps one generator in flight?
500 amps continuous
88
Transient generator limitation (5 minutes)
600 amps
89
Battery temperature limitation for takeoff?
It is prohibited to takeoff if battery temperatures are below -20c.
90
Max flap extension altitude?
It is prohibited to extend the flaps above 18,000 feet. 
91
Flight Spoiler Limitations?
– It is prohibited to select flight spoilers to EMER except during emergency conditions or as required by procedure.
– Flight spoilers must not be extended in flight at airspeeds below approach speed +8 kts.
– Flight spoilers must not be extended in flight below 500 feet AGL.
92
Approved Hydraulic Fluid?
– Phosphate Ester Fire - Resistant per BAMS 564-003 Type IV.
– Skydrol LD-4
– Hyjet IV
93
Landing Gear,
Wheels and Brakes Limitations?
– It is prohibited to extend the landing gear above 18,000’.
– Brake cooling times (established IAW the procedures in Airplane Flight Manual, Chapter 6 – PERFORMANCE DATA) must be observed between a landing or a rejected takeoff (RTO) and a subsequent takeoff to ensure that a sufficient brake energy is available to bring the airplane to a complete stop, if the subsequent takeoff is rejected. 
94
Approved Fuel Types?
JET-A
JET-A1
JET-B
JP-4
JP-5
JP-8
– When JP-4 or JET-B is used, the maximum altitude is limited to 16,000’.
95
PRIST Limitation?
Do not add unblended PRIST directly into the fuel tank. Unblended Prist may damage fuel tank components.
96
Single point fueling/defueling limitation?
– Fueling… 55 PSIG
– Defueling… -8 PSIG
97
FUEL TRANSFER LIMITATIONS?
The Power and Gravity shut - off valves shall be selected off for takeoff 
98
USEABLE FUEL LOAD
(Pressure Refuel)
Left tank – 7,075 lb
Right Tank – 7,075 lb
Left & Right – 14,150 lb
99
USEABLE FUEL LOAD
(Gravity Refuel)
Left Tank – 6,500 lb
Right Tank – 6,500 lb
Left & Right – 13,000 lb
100
MINIMUM FUEL QUANTITY FOR GO-AROUND
500 lb per side.
101
FUEL TEMPERATURE LIMITATIONS
– Takeoff with Bulk Fuel Temperature indications above 50c is prohibited.
102
Wing bulk fuel temperature indications at 45c or above?
– The minimum fuel load for takeoff is 2800 lbs.
– With less than 1000 pounds of fuel per side, do not operate engine for more than 30 minutes. 
103
MINIMUM BULK FUEL TEMPERATURE FOR TAKEOFF?
(Using JET-A)
-30c
- (See limitations table for other fuel types/temperature limits).
104
N1 max reverse
Max reverse ITT
70.7% N1
955c
105
N1 Max Continuous Climb
96.5% N1
106
N1 Normal Takeoff
96.8% N1
107
APR Max Power
96.8% N1
108
N2 Idle
Oil pressure idle
46.0%
28 psi min
109
N2 max continuous CLB
98% N2
110
N2 normal takeoff
98.0%
111
N2 APR MAX POWER
98.6%
112
ITT Ground Start
650c
113
ITT Air Start
800c
114
ITT Max Reverse
955c
115
ITT Max Continuous CLB
950c
116
ITT Normal Takeoff
955c
117
ITT APR MAX POWER
955c
118
OIL TEMP GROUND START
-40c min
119
OIL TEMP MAX CONTINUOUS CLB
138c max
120
OIL TEMP NORMAL TAKEOFF
138c max
27c min
121
OIL TEMP APR MAX POWER
138c max
122
OIL PRESS IDLE
28 psi min
123
CL300
N1 Max Reverse
70.7% N1
124
CL300 Max Continuous CLB
95.2%
125
CL300 N1 NORMAL TAKEOFF
96.1%
126
CL300 N1 APR MAX POWER
96.1%
127
CL300 N2 IDLE
46.0% min
128
CL300 N2 Max continuous CLB
97.2%
129
CL300 N2 NORMAL TAKEOFF
97.2%
130
CL300 N2 APR MAX POWER
98.1%
131
CL300 ITT GROUND START
650c
132
CL300 ITT AIR START
700c
133
CL300 ITT MAX REVERSE
928c
134
CL300 ITT MAXIMUM CONTINUOUS CLB
928c
135
CL300 ITT NORMAL TAKEOFF
928c
136
CL300 ITT APR MAX POWER
946c
137
CL300 OIL TEMP GROUND START
-40c min
138
CL300 OIL TEMP MAXIMUM CONTINUOUS CLB
138c max
139
CL300 OIL TEMP NORMAL TAKEOFF
138c max
27c min
140
CL300 OIL TEMP APR MAX POWER
138c max
141
CL300 OIL PRESSURE IDLE
28 psi min
142
ENGINE START
– Three consecutive engine start cycles may be conducted, followed by a cooling period of 15 minutes prior to additional starts and motoring.
– The engine must be motored for 30 seconds after an aborted start.
143
When must icing inhibitor be used?
When fuel temperature is below -20c (for takeoff only) unless cold weather procedures are followed.
144
Engine Cranking
The engine can be motored (cranked) for up to 5 minutes, followed by a cooling period of 15 minutes prior to additional starts or motoring.
145
THRUST REVERSERS
– Limit TR use to ground ops only
– Ground use only
– Do not backup utilization TR’s
– Don’t use TR’s during touch n go landings
– Reverse thrust above idle reverse is prohibited below 40 kts
146
APU MAX ALTITUDE
Operation
37,000’
147
APU MAX ALTITUDE
APU GEN
30,000’
148
APU MAX ALTITUDE
Bleed air for Engine Start
20,000’
149
APU MAX ALTITUDE
Bleed air for ECS
20,000’
150
Starting the left engine using the APU above 9000’ limitation?
Do not use the APU to start the left engine on the ground above 9000’.
151
Operation of the APU during deicing?
Operation of the APU during fluid de-icing/anti-icing is prohibited.
152
APU START
– The APU may be started up to an altitude of 30,000’ (14,000’ on the ground).
– The crew must monitor the APU start and and abort the start if the APU RPM is less than 30% after 30 seconds (hung start).
153
APU START
On Ground
Three start attempts may be made, each followed by a one-minute cooling period. After a third start attempt, there must be a 20 minute cooling period. Two more start attempts may then be made. No further attempts may be made for at least 40 minutes. Six successive starts may be made at 10 minute intervals with a one hour waiting period prior to additional start attempts.
154
APU START
In Flight
Do not start the APU above 285 kts.
Following an unsuccessful start or a hung start, do not attempt another start until after landing.
155
APU OPERATION
– The EICAS system is designed to show system status with specified colors.
– The maximum and minimum limits are indicated in red.
156
Max APU RPM
108%
157
Max APU EGT
Start:
Normal operations:
973c for start
718c for normal operations
158
Tail height
Acft length
20’
68’ 8”
159
DANGER AREAS
Wx radar
From intake
APU exhaust
From tailpipe
5 ft
15 ft
19 ft
200 ft
160
Max nose wheel angle towing
120 degrees
161
How to tell if the MCD is closed?
A green flag indicator shows through the window in the handle.
162
PASSENGER DOOR status CAS
Pax door not fully closed and:
– The aircraft is on the ground with the left engine run switch in the OFF position.
– On ground, pax door handle is not stowed, both engines not running.
163
PASSENGER DOOR caution CAS
Pax door not fully closed and:
– On ground with left engine run switch ON
– In flight and pax door rollers are not fully engaged into the fitting guides.
164
CARGO DOOR CAS
On ground with left engine run switch selected ON.
165
Cabin/cockpit temp control ranges
Norm mode
Manual Mode
15c - 35c
10c - 70c
166
CABIN ALTITUDE
The cabin altitude has exceeded 9,400 ft
1. Crew Oxygen Masks…Don
2. Pilot and Copilot O2 MASK/NORM switches…….…….O2 MASK
3. Autothrottle (if installed)…….Disengage
4. Thrust Levers………IDLE
5. Autopilot……….Disconnect
6. FLIGHT SPOILERS lever…..EMER
7. Descend at MMO/VMO, but not below minimum safe altitude
167
L(R) BLEED LEAK
1. XBLEED switch…..Closed
2. Affected BLEED switch…..OFF
iF R BLEED LEAK is ON:
3. L BLEED switch…..On
4. APU BLEED switch…..OFF
168
Pack Leak
1. AIR SOURCE switch…..TRIM AIR ONLY
169
L(R) PYLON BLEED LEAK
1. Autothrottle (if installed)…..Disengage
Affected Engine:
2. Thrust Lever…..IDLE
170
TRIM AIR LEAK
AIR SOURCE switch…..PACK ONLY
171
APU FIRE
1. APU FIRE switch…..FIRE push
2. FIRE EXT 2
switch…..ARMED push
172
APU OVERTEMP
APU switch…..OFF
173
TAWS Aurals
1. Autopilot…..Disconnect
2. Autothrottle…..(if installed)…..Disengage
3. Thrust levers…..APR
4. FLIGHT SPOILERS…..RETRACT
5. Climb at maximum practical rate.
LANDING GEAR switch…..UP
174
“WINDSHEAR, WINDSHEAR”
1. Autopilot…..Disconnect
2. Autothrottle (if installed)…..Disengage
3. Thrust Levers…..APR
4. FLIGHT SPOILERS…..RETRACT
5. Rotate smoothly to the takeoff/go around pitch attitude, allowing airspeed to decrease if necessary. Maintain wings level. Do not retract flaps or landing gear.
175
UNRELIABLE AIRSPEED
1. Autothrottle (if installed)…..Disengage
2. Autopilot…..Disconnect
3. FD’s…..Deselect
4. Airplane Altitude …..Maintain a safe altitude
If Climb or Go-Around is required:
5. Pitch/N1…..15 degrees/TO from SL to 15,000 ft, 10 degrees/CLB above 15,000 ft
6 Airplane Configuration…..Flaps 10/Gear Up for Go-Around Flaps 0/Gear Up once Climbing
176
L(R) BATT OVERHEAT
Affected BATT switch…..OFF
177
EVACUATION
1. PARK/EMER BRAKE…..Set
2. EMER DEPRESS switch…..ON
3. L and R ENG, and APU FIRE switches…..push
4. Evacuation…..Command
5. Controlling Agency…..Notify
6. STBY INST switch…..OFF
7. L and R BATT switches…..OFF
178
OVERSPEED
1. Autothrottle (if installed)…..Disengage
2. Thrust Levers…..IDLE
3. Autopilot…..Disconnect
4. FLIGHT SPOILERS lever…..EMER
5. Level wings, then pitch up.
179
STALL
1. Autopilot…..Disconnect
2. Lower the pitch attitude to reduce angle of attack
3. Autothrottle (if installed)…..Disengage
4. Thrust levers…..APR
5. FLIGHT SPOILERS lever…..RETRACT
6. Level the wings
180
PRI STAB TRIM FAIL
STAB TRIM switch…..OFF
181
PITCH UNCOMMANDED MOTION OR TRIM CLACKER TONE
1. Master disconnect switch…..Depress and hold
182
Roll or yaw uncommanded motion
Master disconnect switch…..Depress and hold
183
Pitch Control Jam
1. PITCH DISC handle…..PULL & TURN
The pilot will control the left elevator and the copilot will control the right elevator
2. Determine the side without jam and transfer control to that pilot
a. Do not apply additional control force to a jammed control
b. Do not reconnect
184
Roll Control Jam
1. ROLL DISC lever…..PULL TO ACTUATE
2. Determine the side without the jam and transfer control to that pilot.
185
WING ANTI-ICE LEAK
1. WING ANTI-ICE switch…..Off
186
L(R) WING OVERHEAT
1. WING ANTI-ICE switch…..Off
187
GEAR BAY OVHT
1. AIRSPEED…..250 KIAS maximum
2. LANDING GEAR switch…..DN
188
NORM BRAKES FAIL
After landing;
1. FLIGHT SPOILERS lever…..EMER
2. PARK/EMER BRAKE handle…..pull smoothly
189
L(R) ENGINE EXCEEDANCE
1. Autothrottle (if installed)…..Disengage
Affected Engine:
2. Thrust lever…..Retard
190
L(R) ENG FIRE
1. Autothrottle (if installed)…..Disengage
2. Thrust levers…..IDLE
3. Brakes…..Maximum, or as required
4. Thrust reversers…..MAX REV, or as required
After Stopping:
5. PARK/EMER BRAKE…..Set
6. Affected ENG FIRE switches…..FIRE push
7. FIRE EXT 1 and 2 switches…..ARMED push
8. EMER DEPRESS switch…..ON
9. Non-affected ENG and APU FIRE switches…..Push
10. Evacuation…..Command
11. Controlling Agency…..Notify
12. STBY INST switch…..OFF
13. L and R BATT switches…..OFF
191
L(R) ENGINE FIRE
Above V1 Speed:
1. Rotate at VR
2. Pitch attitude…..adjust as required
NOTE: Initially rotate toward the FD pitch guidance command. Adjust pitch as required to maintain v2.
3. LANDING GEAR switch…..UP
4. Autothrottle (if installed)…..Disengage
5. Affected engine thrust lever…..IDLE
6. Affected ENG FIRE switch…..FIRE push
After ten seconds if ENGINE FIRE CAS persists or other indication of fire:
7. FIRE EXT 1 switch…..ARMED PUSH
After 30 seconds of ENG FIRE CAS persists or other indication of fire:
8. FIRE EXT 2 switch…..ARMED push.
192
L(R) ENGINE FIRE
IN FLIGHT
1. Autothrottle (if installed)…..Disengage
Affected Engine:
2. Thrust Lever…..IDLE
3. Affected ENG FIRE switch…..FIRE push
After 10 seconds if warning persists:
4. FIRE EXT 1 switch…..ARMED push
After 30 seconds if warning persists:
5. FIRE EXT 2 switch…..ARMED push
193
L(R) REVERSER UNSAFE
Below v1:
1. Autothrottle (if installed)…..Disengage
2. Thrust levers…..IDLE
3. Brakes…..Maximum
4. Thrust reversers…..MAX REV
194
L(R) REVERSER UNSAFE
Above V1 Speed:
1. Rotate at VR
2. Pitch attitude…..Adjust as required to achieve V2
NOTE: Initially rotate toward the FD pitch guidance command. Adjust pitch as required
3. LANDING GEAR SWITCH…..UP after positive rate of climb
4. Autothrottle (if installed)…..Disengage
5. Affected engine thrust lever…..IDLE
195
Dual Engine Flameout
1. Crew oxygen masks (if above 14,000 ft)…..Don
2. Pilot and Copilot O2 MASK/NORM switches…..O2 MASK
3. Airspeed…..Establish 185 kts
196
Engine failure during takeoff
Below v1
Autothrottle…..disengage
Thrust levers….. idle
Brakes…..maximum
Thrust reversers….. MAX REVERSE
197
Engine failure during takeoff
Above V1
1. Rotate at VR
2. Pitch attitude…..Adjust as required
NOTE: Initially rotate toward FD path guidance command. Adjust pitch as required to maintain V2.
3. LANDING GEAR switch…..UP
198
REJECTED TAKEOFF
1. Autothrottle (if installed)…..Disengage
2. Thrust levers…..IDLE
3. BRAKES…..Maximum or as required
4. Thrust reversers…..MAX REV or as required
199
SMOKE OR FIRE
1. Crew masks…..DON/EMERGENCY
2. Smoke Goggles…..Don
3. Pilot and copilot O2 MASK/NORM switches…..O2
MASK
200
Hydraulic systems?
Braking
Gear
Nosewheel steering
Flaps
Spoilers
TR’s
Elevator/rudder
*Ailerons are manually controlled.
201
Door warning system monitors which doors?
Pax door
Emergency exit
Cargo bay door
Aft equipment bay door
Battery bay door
202
INTERMEDIATE PRESSURE VALVES
- Limits the engine discharge pressure to 50 +/- 3 psi.
- Pneumatically operated and electrically by the L(R) BLEED switches on the AIR COND/BLEED control panel.
203
What causes the Intermediate Pressure Valves to close?
– Acft engines are shutdown
– Power is lost to valves
– Associated ENG FIRE switch is selected
– Bleed air valves are selected closed at the AIR COND/BLEED control panel
204
HIGH PRESSURE VALVES regulate the high pressure bleed to:
36 +/- 3 psi
205
Which switches control the Intermediate Pressure Valves?
L(R) BLEED switches
206
The high pressure valves are in the closed position when:
– Acft engines are shutdown
– Power is lost to valves
– Associated ENG FIRE switch is selected
– Bleed air valves are selected closed at the ANTI-ICE control panel via the WING switch
207
How are the High Pressure Valves controlled?
Pneumatically operated and electrically controlled by the WING SOURCE switch and WING switch on the ANTI-ICE control panel
208
What controls all APU functions?
The ECU Electronic Control Unit
209
What controls and monitors the air conditioning/icing/pressurization system?
Two IASC units:
Channel A – dedicated to the ECS and cabin pressure control
Channel B – dedicated to wing anti-icing and control and leak detection monitoring
The units collect data from the air conditioning and bleed air control functions, and monitor the cabin pressure and airfrme ice protection functions.
210
Trim Air System?
Provides aux pressurization and temp control if the main PACK fails. It provides hot trim air for normal cabin temp control and cabin pressurization
211
AIR SOURCE selector
OFF
NORM
PACK ONLY
TRIM AIR ONLY
Both FCV are closed
Bleed air from both L and R sides flows through PACK and TRIM AIR valves
Opens left FCV and closes right FCV and PCV resulting in air flowing through the PACK and none through TRIM AIR valves (used when a TRIM AIR failure exists)
Opens right FCV and closes left FCV and PCV, resulting in all bleed air flowing through the trim air valves and none through the PACK. (Used when PACK failure)
212
Items on left hydraulic system?
– INBOARD Multifunctional Spoilers, Ground Spoilers, and Brakes.
– Rudder (upper PCU)
– Left thrust reverser
– Emergency nose wheel steering actuator
– Elevator (inboard PCUs)
– Alternate FLAPS
– Landing Gear
213
Items on right hydraulic system?
– OUTBOARD Multifunctional spoilers, ground spoilers, and brakes.
– Rudder (lower PCU)
– Right thrust reverser
– Main landing gear assist actuators
– Elevator (outboard PCUs)
– Normal FLAPS supply
– Power transfer unit
214
Item on the AUX HYDRAULIC SYSTEM?
– Lower Rudder PCU
215
Purpose of RAM AIR button?
Provide ambient air to ventilate the cockpit and cabin, in the event of PACK and TRIM AIR failure.
216
How high can the APU provide bleed air?
20,000 ft.
217
Safety Valves
Provide overpressure and negative pressure relief.
218
CABIN ALTITUDE (Amber)
CABIN ALTITUDE (Red)
8500’
9400’
219
Data Concentration Units (DCUs)
Collect data from systems, process it, and relay to proper display.
220
How many degrees will the spoilers extend once deployed?
Ground spoiler panels: 60 degrees
Multifunctional spoilers: 45 degrees
However, only the multifunction spoiler panels respond to control wheel roll assist inputs.
221
When do the Ground Spoilers deploy automatically?
Throttle idle and two out of the following three are met:
– RA less than 7’
– WOW
– Wheel speed greater than 16 kts
222
Max fuel imbalance
– 250# with fuel weight greater than 13,700#
– 315# with fuel weight between 13,700 and 10,000#
– 450# with fuel weight between 10,000 and 4,700#
– 600# with fuel weight less than 4,700#
223
Cabin width
300 – 63’ 10”
350 – 69’
350 much wider!
224
When do the indicator pins on the NLG sheer off during tow?
At approximately 123°, the indicator pins on the nose landing gear will be sheared off to provide a physical indication that damage may have been done to the feedback linkage and the surrounding area
225
Master Disconnect Switch
The master disconnect switch disengages the autopilot, and deactivates the pitch trim and stall pusher.
*When released, the pitch trim system and pusher are immediately reactivated but the autopilot remains disengaged
226
On door, what indicates it’s closed?
When the door is closed, a green flag indicator shows through the window in the handle.
227
At what temperature should the water system (sink) be drained?
Less than 5c
228
Air Source Selector
NORM – Allows bleed air from left and right sides to flow through the PACK and the TRIM AIR valves, providing conditioned air to the cabin.
PACK ONLY – Opens LEFT flow control valve and closes RIGHT flow control valve and the precooler crossover valve, resulting in all bleedair flowing through the PACK, and none through the TRIM AIR valves.
TRIM AIR ONLY − Opens the RIGHT flow control valve and closes the LEFT flow control valve and the PCV, resulting in all bleed air flowing through the trim air valves and none through the PACK. This selection is used when a PACK failure exists.
229
Glide path angle limitation
Operations with a glide path angle of 4.5 degrees or greater is prohibited.
230
MLG TIRE PRESSURE?
About 170 psi depending on the load.
231
NLG TIRE PRESSURE?
About 135 psi depending on the load.
232
Outflow valve ALT Limiter set to?
14,500’
233
Anti-skid ends at what speed?
10 kts
234
When is the braking system armed?
Gear down, or
WOW for 5 seconds, or
50 kt spin up
235
When is brake warming required?
How many applications?
– During cold wx ops
– When brakes are wet, or even when the aircraft has been previously washed
– 7 brake applications
236
How is the NW centered in flight?
The Steering Control Unit, electronically
237
Brake cooling times limitations?
– Brake cooling must be observed between a landing or an RTO & a subsequent takeoff to ensure sufficient brake energy.
238
How many ice detectors?
Two
239
When is the T2 Probe heated?
When Engine Anti-Ice is turned on
240
When does the TAT probe come on?
WOW
241
Limit for glide path during cold wx ops?
3.5 degrees
242
How many DC distribution boxes?
4.
– Two DCPCs in the rear that distributes power to loads in the aft fuselage of the aircraft
– Two secondary power centers that are located in the equipment rack in the front fuselage of the aircraft. They distribute power to loads in the front of the aircraft
243
WAI limitation after using Type II, III, or IV deice?
The wing anti-ice system must only be selected ON, if required, just prior to thrust increase for takeoff.
244
Criteria that effect takeoff weight?
– TOFL
– Climb Weight
– Brake Energy
– Obstacles
– Max structural takeoff weight
245
Max demonstrated crosswind component?
28 kts
246
Name two accumulators on the airplane?
Emergency brake/brake accumulator
Aux hydraulic pump accumulator
247
Tiller steering radius?
65 degrees
248
Rudder pedal steering radius
7 degrees
249
GEAR DISAGREE message
– One gear in transit for more than 28 seconds
– One gear doesn’t agree with handle position
– Landing gear control handle left in up position during manual extension
250
When is the aural “GEAR” non-mutable?
– Any gear not down and locked
– < 500’ Radio Altimeter
– L&R thrust levers < 26 degrees or flaps < 27 degrees
251
When is the Y/D automatically disabled?
During takeoff from 60 kts until weight off wheels
252
MACH TRIM FAIL speed?
.75/250 kts
253
When does indicated A/S turn to MACH?
29,475’
254
MIN Operating Speed?
Stick Shaker
255
Takeoff configuration warning causes?
– Flaps
– Spoilers
– Parking Brake
– A/P
– Aileron/Rudder/Horizontal stab trims
– Pitch Disconnect
– Roll Disconnect
256
Altitude limit when using JP4 and other wide-cut fuels?
16,000’
257
What is the only hydraulic source available when a firewall SOV is operated?
L DCMP
258
Speed Limit for RUDDER LIMITER FAILURE?
185 kts
259
How much PSI to start the engines?
32 psi
260
DCU’s?
They create lights, messages, sounds etc.
261
What measures actual thrust lever positions?
Rotary Variable Differential Transformers (RVDT)
262
What if an airport is not in the FMS?
Use MAN pressure to land at airport not in FMS.
263
Cabin altitude?
7850’
264
Windmilling air start speed?
250 kts
265
APU Type?
Honeywell 36-150
