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FCTM -800 > TO and INITIAL CLIMB > Flashcards

TO and INITIAL CLIMB Flashcards

1
Q

TO profile FMC U10.7 and before and U10.8 later?

A

NB stuff
400ft - roll mode
Initial climb speed
Thrust reduction height
Acc height
FLaps UP proc

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2
Q

TO ref and LEGS page for TO?

A

Immediate access to Vspeeds if Vspeeds removed form speed tape.
..
Legs - timely route modifications.

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3
Q

FCOM and FMC TO speeds?

A

Valid for only:

Balanced Field length
FWD CG
DRY/WET
NO IMP climb

Dont consider:
RW length
MIN eng out climb gradient
Obstacle clearance

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4
Q

FCOM and FCM computed TO speeds only used when?

A

compliance of these requirements verified separately with t TO analysis. , another app source or dispatch.

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5
Q

NOT valid for?

A

based on optimized V1( unbalance)
Improve climb
alt fwd CG
contaminated / slippery RW

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6
Q

Rolling TO?

A

recommended/ expedites TO
reduce FOD
reduce engine/stall TW/CW

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7
Q

Flight test Standing vs rolling TO?

A

negligible

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8
Q

2 ways Rolling TO?

A

`Cleared to TO before entering and if holding on the RW.

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9
Q

To exact setting vs symmetrical?

A

Symmetrical more important

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10
Q

Engine stabilize for more than 2s?

A

affect TO distance

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11
Q

Rudder pedal steering INOP?

A

refer to DDG for info

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12
Q

Engine exceedance after thrust set, and you continue?

A

Don’t retard TL to control exceedance. Invalidates TO perf. Only retard at 400ft and do NNC.

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13
Q

Rudder effective at?

A

40-60kts

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14
Q

Accuracy of primary airspeed indication?

A

Ref STBY airspeed indicator and GS

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15
Q

THR HOLD mode?

A

84kts

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16
Q

Momentary AT overshoot?

A

4%, but thrust should stable +/- 2% after THR HLD.

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17
Q

PM adjust thrust>

A

0-1%

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18
Q

THR HLD, A/T operation?

A

AT cannot change TL position, but manually you can.

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19
Q

TO HW 20kts more more?

A

THR HLD can result before AT make final adjustments.

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20
Q

THR HLD mode protects?

A

against TL movement if system fault occurs. No THR HLD mode? protective feature may not be active.

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21
Q

NO THR HLD mode?

A

NO crew action.
unless other fault cause unwanted TL position. AT should be disconnected and MANUAL THRUST.

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22
Q

TO speeds bases on?

A

Min control speed
stall speed
tail clearance

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23
Q

TO Low thrust setting (low excess energy) result?

A

lower initial pitch attitude to achieve desired climb speed

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24
Q

Rotation rates?

A

2-3 deg per second

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25
Q

Liftoff att achieved?

A

3-4s depending on weight and thrust setting

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26
Q

Low gross weight, how aid directional. control with engine fail?

A

use less than full rater thrust

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27
Q

Describe tech with low gross weight TO?

A

Same rotation rate, but pitch attitude during transition to initial climb may be higher.

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28
Q

Tail clearance?

A

F1 / F5
Liftoff deg - 8.5 / 8.0 deg
Tail Clear - 33cm / 51cm
Tail Strike - 11 / 11deg

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29
Q

TO/climb perf depend on?

A

rotating correct speed and rate

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30
Q

earlier liftoff effect on command speed?

A

NONE, but late rotation do…beyond V2+20 rotate - V2+25 command speed.

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31
Q

Rotate 1deg/sec slower?

A

1000ft to 35ft

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32
Q

Rotate to 5deg less target?

A

200ft to 35ft

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33
Q

TO light weight, AFT CG, full thrust, rapid application and sudden break release?

A

pitch nose up, reduce NW steering

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34
Q

Light weight, aft CG TO tech?

A

Reduced Thrust
Rolling TO

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35
Q

TO performance based on?

A

FWD CG limits as per AFM

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36
Q

TO can be improved?

A

take credit for alternate (further aft) FWD CG limit

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37
Q

Further aft CG benefits?

A

better:
field length
climb & obstacle limit
Greater thrust reduction

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38
Q

More aft CG - increase lift why?

A

reduction nose up trim

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39
Q

WHy is your required field length limit reduced with aft CG?

A

AFT CG more lift at given AOA due less nose up trim on stabilizer = less VR and V2 = less field length required. Also less drag - better climb.

40
Q

Crosswind guidelines based on?

A

steady wind, NO GUSTS

41
Q

Rolling TO advised?

A

CW 20kts, TW more 10kts

42
Q

Max recommended CW including GUST?

A

YES, except operator different CS and gust guidance.

43
Q

CW guideline considerations?

A

Based on light weight, aft CG, engine out RTO proper tech.
wind at 33ft measured - 45m RW

44
Q

TALPA RW condition, code and braking action?

A

DRY / 6 /
WET <3mm / 5 / GOOD
Slipp Wet / 3 / Good to Medium
Water/slush>3mm /1 / MED-POOR
ICE / 1 / POOR
WET ICE, Water on Com snow, dry/wet snow on ice / 0 / NIL

45
Q

Good CW control capability on TO?

A

runway alignment
smooth symm thrust

46
Q

Large control wheel input adverse effect?

A

1) On directional control near V1, MCG due drag of extended spoilers.
2) more spoiler = more drag = less lift = less tail clearance / longer TO roll / slower acceleration.

47
Q

Wind at 90deg?

A

gusty tailwind at rotation and liftoff

48
Q

Use higher VR for TO performance, how?

A

Increase VR - Perf Lim Gross Weight rotation speed, but DONT exceed actual gross weight VR + 20kts. Set V speeds for actual weight, but rotate at higher rotation speed.

49
Q

Why use higher TO VR?

A

more tail clearance
increase stall margin
meets TO requirements

50
Q

Rotate during gust?

A

AVOID

51
Q

GUST near VR?

A

delay rotation

52
Q

Why delay rotation?

A

extra time to acc through gust, extra speed reduce tail C.

53
Q

Lower TO thrust?

A

Reduce EGT
Better engine reliability
Extends engine life

54
Q

Types of thrust reduction?

A

Reduced TO Thrust (ATM)
Derate TO Thrust
Combination

55
Q

REDUCED TO THRUST (ATM) achieved how?

A

Select an ASSUMED TEMP higher than actual ambient TEMP.

56
Q

Use ATM, is this thrust setting a operating limit?

A

NO, Vmcg and Vmca based on full takeoff thrust. Thrust levers can be advance to FULL RATED TO THRUST.

57
Q

ATM on contaminated RW with standing water, slush, snow, ice?

A

NA, only on WET

58
Q

ATM TO, back press on rotation and climb?

A

slightly more needed

59
Q

DERATE TO THRUST(fixed derate) how achieved?

A

Certified thrust rating lower than full rated TO thrust.

60
Q

DERATE TO THRUST a TO operating limit??

A

YES, cause Vmcg and Vmca and STAB TRIM SETTING based on derate thrust

61
Q

TL not advance with DERATE TO, except?

A

WS
Increased V1 needed to complete TO

62
Q

Derate TO thrust, may allow higher TO weight when?

A

Perf limited by Vmcg, like contaminated RW.Cause derated TO thrust allows lower Vmcg.

63
Q

Derate TO thrust may allow LOWER TO weight when?

A

TO weight limited by Min TOW requirement.

64
Q

Doing ATM TO, and more thrust needed?

A

advacne TL to FULL derate

65
Q

Engine failure - with ATM and fixed derate?

A

Don’t increase thrust beyond fixed derate.

66
Q

High Derate and high ATM, or higher climb thrust than auto selected is selected?

A

the CLIMB THRUST thrust can be higher than the TO thrust. At thrust reduction altitude the thrust lever will advance.

67
Q

Below / above 800ft RA, press TOGA switch a 2nd time?

A

Set ref N1 bugs to FULL GA thrust. Above 800ft, the TL will advance to full GA thrust.

68
Q

Improved climb TO?

A

Field length NOT limited, increase climb limit weight achieved - use excess field length - ACC to higher TO and CLIMB speeds. Better climb gradient, raise climb and obstacle limit weights,

69
Q

Slush, water, snow reduce TO perf how?

A

increased rolling resistance
reduced tire-ground friction

70
Q

Element of uncertainty?

A

REMOVE then TO only

71
Q

TO Field length, longest of?

A

1) Acc Go Distance
2) Acc Stop Distance
3) 1.15 all engine TO distance required to reach 35ft above RW.

72
Q

*AGD?

A

engine fail 1s prior V1, continue and reach 35ft above RW at V2 speed.

73
Q

*ASD?

A

Event 1s prior V1, initiate stop - stop within confines of RW.

74
Q

AFM ASD includes?

A

Speedbrakes
Maximum Braking
REV THRUST NOT INCLUDED

75
Q

Balanced V1?

A

AGD = ASD

76
Q

TO Gross weight must not exceed?

A

field limit weight
climb limit weight
obstacle limit weight
tire speed limit
brake energy limit
More??

77
Q

How can unbalanced V1 help to increase performance?

A

*Improve climb - increase climb/obstacle limit weights.
*Use Max V1, increase obstacle limit weight
*Min V1 - increase brake energy limit weight
*clearway / stopway to increase field/obstacle limited weights.

78
Q

Total energy dissipated RTO?

A

square or velocity

79
Q

TO speeds deleted during TO?

A

continue.
Rotate 5-10kts before V2 if displayed.

80
Q

RTO, before THR HOLD?

A

disconnect A/T.
If not - TL advance to TO thrust.
After THR HOLD - TL will remain at idle.
Proc Consistency - always disconnect AT with RTO.

81
Q

V1 Def?

A

1) Max speed - take first action to stop the AC within ASD..
OR
2) Min speed - after failure of engine - pilot can continue the TO - req height above TO surface within TO distance.

82
Q

Normal To height over Threshold?

A

easily 150ft

83
Q

Why V2 + 20kts after TO?

A

optimum climb speed with TO flaps.
Max Alt gain in shortest distance.

84
Q

If by mistake you Acc from V2 + 20kts?

A

Do not attempt to reduce speed. V2 + 15 to V2 + 25 is same TO profile.

85
Q

Min Fuel operation TO?

A

ANy main fuel pump indicate LOW PRESSURE, do NOT turn off.
Avoid rapid acceleration.
Reduce nose up
Maintain min nose up body angle for a safe climb

86
Q

Immediate turn after TO?

A

400ft.
V2 +15 to 25. with TO flaps.
Max bank angle = 30deg with above speed and flap.

87
Q

TO, LNAV active when?

A

50ft
active leg 3 nm and 5deg from RW heading

88
Q

Check Thrust Reference for?

A

Change from TO to CLB

89
Q

Why can we use VNAV with FMC U10.7 and later?

A

VNAV protects against LED

90
Q

Conditions for selecting next flap?

A

Reach maneuver speed for current flap setting and target speed is at or above net flap maneuver speed. Thus when new slap selected, the speed below maneuver speed so:
speed should be increasing
and target speed at/above next flap maneuver speed.

91
Q

Maneuver capability during flap retraction?

A

adequate 30 bank
Full 40 margin when AC reached maneuver speed for flap

92
Q

Begin flap retraction at what speed after TO?

A

V2 + 15 except flaps 1…only when at F1 maneuver speed.

93
Q

Engine failure pitch target and rate of rotation?

A

2-3eg less. 12-13deg.
slower - 1/2deg per second less.
1.5-2.5deg /sec

94
Q

EO liftoff?

A

5sec

95
Q

EO liftoff att and tail clearance?

A

F1 - 9.0 / 20cm
F5 - 8.7/ 28cm

96
Q

Engine fail using both ATM and fixed derate, would you increase thrust?

A

1) with double derate - dont increase cause fixed derate limit not displayed - except operators developed a proc to immediately access fixed derate limit.
2)AC without double derate - the fixed derate limit will show - thrust may be advanced.

FCTM -800 (9 decks)

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