Ultimate Flashcards
1
Q
Green disc missing
A
Overpressure, Crew Oxygen
2
Q
Oxygen 100
-Standard Setting
A
100 Oxygen, above 27000ft under Pressure
Emergeny ist immer unter Pressure
3
Q
Arm slides with girt bar
A
Put strap
4
Q
4 overwing exits
A
Locked when Thrust lever angle is more 53 percent
5
Q
PSEU light will Illuminate
A
If TLA is above 53, Either Engine running,3 entrY doors closed and doors wont lock
6
Q
One Engine for
A
One pack. Not more
7
Q
With Dual bleed light
A
Operate the engines at Engine idle only
8
Q
Bleed Trip off light geht an bei overtemp/254C oder oberpressure/220psi….dann schließt automatisch ein valve. Erst bei normalen condotions und drücken des resets buttons…
Bleed Trip off light kann wann noch angehen ??
A
No Engine Bleed Trip off with higj Engine Thrust
9
Q
Wenn Bleed Rohre beschädigt sind geht das Wing Body Overheat an, um Beschädigungen zu vermeiden
A
Dont use Wing anti ice with it
10
Q
Both pack Switches off
A
No fresh air and Cabin will depressurize
11
Q
Zone temp control im AUTO Position 12 o Clock
A
24 C
12
Q
Wenn off shed Descend angeht …
A
Auf aktuelle alt drehen
13
Q
Cabin pressure Relief System
A
2 positive pressure relief - open at 9.1 psi
1 negative relief valve set open at -1psi
14
Q
Pressure indication at 10.000ft
Pressure indication at 38.000ft
A
Cabin alt 0,different at 3
Cabin alt 8, different at 8.3
15
Q
Wenn man turnen muss 270 aber nach rechts
A
Turn HDG select on und drehe 270 nach rechts… wenn man erst dreht und dann HDG SEL dreht er in shortest way
16
Q
Fail operational indication
A
Land 3
One fault will not prevent Autoland
Rollout
17
Q
Fail operational: alert height
A
- no warning below alert height
- 40
- only ga for …
18
Q
2nd press of TOGA during GA
A
Changes from reduced thrust to GA Thrust
19
Q
Wieso FD bei RAW Data approached recyclen?
A
Indications would be out of view until ALT ACQ- recycle instead of putting them off
20
Q
Engine failure during takeoff : roll commands
A
- HDG SEL / Wings Level
-
21
Q
Engine failure after takeoff pitch
A
12 degrees
22
Q
Target speed is never less than V2- during engine failure
A
-
23
Q
Loss of Hyde System haut den resp. AP raus
A
-
24
Q
Min speed reversion is not available when AT OFF
A
Speed protections mit vs zu lvl change
25
Reverse Video if
Vibration over 4
26
CLB 1, CLB 2
N1-3
N1-6
Always reduce one, so it won’t be greater than to Thrust Rating.
Will restore gradually until 15.000 ft
27
Blinking start valve open light
Unconsidered opening of Start valve
28
The higher the engine speed
The higher the oil pressure
29
After Engine start
Oil pressure has to be normal
30
Battery start only from the right ignition - ac stby bus
L ign - transfer Bus 1,2
31
Wet runway
More Reverse Thrust !
32
Approach idle unter 15000 geht nur an wenn there is a Connection fault flap etc
-
33
APU Start up to 41000ft
| APU Start with bat up to 25.00“ft
All amber APU fail indications lead to Automatic shutdown
34
APU fed by left manifold from suction / or AC fuel pumps
Inbalanced: Open Cross feed and switch On any Fuel Pump
35
2 loops for fire detection in each engine
Both loops must sense overheat / fire for warning
No flight deck annunciation for single loop failure
2 fire bottles containing halon located in main wheel
36
2 detection Loops die jede Engine hat... wie entdeckt man einen defekten ?
Man dreht auf A/B-Macht den Test wenn FAULT dann kaputt
Oder wenn bei Fire Test nicht angeht !
Bei Cargo Fire warning Test kann man detectoren ebenfalls testen... wenn detector fault angeht ist kaputt
37
Main wheel well
- only detection
| - transfer bus 2 powered = ac power needed
38
Cargo Fire
-armed switch = dann discharge dauert 30 s.. Check ob leer ist
39
Auto speed Brake nach Landung geht erst an bei idle Thrust !
-
40
Angewöhnen nach Landung trim auf plus 5
Wird in icing conditions gebraucht
41
Maximum operating speed
Above 26.000ft- mmo
| Below 26.000ft-vom
42
Takeoff / landing amber band
Maximum speed for next Flaps - placard
43
White bug
V2 + 15
40 Bank for all take off Flaps
Reduce to maximum 15• when Below
44
DA/DH callouts are based on
Captains min selector
45
Umso höher das autobrake Setting
Umso mehr Kraft zu rausdrücken
46
During rto...
No automatic braking Below 88 Kts
47
Altitude alerting during approach
-geht erst aus bei GS capture oder at least F25
48
Reactive windshear
Two tone siren followed by WINDSHEAR
WINDSHEAR sign on PFD
Without wxr
49
Predictive Windshear
Warning: Windshear ahead, GA Windshear
Caution: Monitor Radar Display
With Wx radar
50
Tcas
40nm Range
51
Lights on wing tip
2 position (green/red and white) and 1 strobe light at each wing
52
Max egt TO
950C
53
Engine malfunctions ohne Mem items
Engine failure,engine flameout,
Werden erst nach Flaps gemacht
54
Severe damage
High vibration !
N1 geht runter/weg
Bang
55
Engine flameout ...
Slow spool down of N1
Eng fail alert
No vibration an bang !
At low power settings
56
Engine separation
Komplett schnell alle indication weg, fault light, no n1,n2
57
Hung start / impending hot
Langsame Anäherung aller Parameter, jedoch kommen nicht auf nötige 56 etc...
58
Engine seizure
Severe damage CL
59
Bei hohen power Settings ist es eher ein
Severe Damage oder Stall und kein Engine flameout
60
When I don´t take care about the economics aspects, different materials, weight, etc. These brakes have totally different principle of brake disks wearing. Carbon brakes are worn by braking cycles, and steel brakes by their usage. So if you are using carbon brakes, you have to reduce the brake pedal strokes.
Cycles and usage
61
Gust increment
Until touchdown
| Hw bleeded man weg
62
Sex90
Sex99
Sex averse
- normal condition with no abnormales
- with Wx etc, Maximum extra fuel taken
- average of all
63
APU for Bleed and elec, consumption
100kg hour
64
Cold air drafts cabin
First regulate with temp then left recirc off
65
Sid with point to be reached before turn
| Sid with alt to be reached before turn
Normal retraction on schedule
| Delay retraction -start accelerating when 90 degrees of target course
66
LVP in progress
Wenn RVR below 550m approach
Oder unter 400m takeoff
Wenn lvp in progress aber RVR above 550m, normal cat 1 possible with me as PF
67
X wind takeoff
Start aileron is neutral, then gradually increase to,have wings level
68
Why is the water dripping from the airplane;)?
Answer: This is water overflow from the water separator. Water separator is located downsteam of the air cycle machine. Its purpose is to colect and remove moisture from the pack air before it goes into the distritubtion system. Normaly most of the water is collected to spray injector which adds water into the ram air system (for better cooling efficiency). When there is a high humidity a lot of water is seperated and the excess water drips down from the water drain.
-
69
Wieso geht oil temp during flight runter —
—
70
Dry operating weight
Basic weight plus crew plus catering
71
PM fills out destination ACARS page
Signing Loadsheet ACARS kann von beiden gemacht werden
72
Wann ist man established
5* of Final Track
| One dot localizer
73
Toperf Tool Automatically calculates with 150% tailwind and 50% hwc
If takeoff speeds are to high.. turning the improved climb off will not decrease takeoff speeds, only with a wet runway in this case shorten length of runway to e.g. 2500m
74
Controlled rest breaks
30 min max and not later than 30 min before arrival
| Alcohol not earlier than 8 hours
75
Runway in fix Page
For shortcuts
76
Crew briefing for potentially challenging landings could usefully include reference to the need for reverser deployment to occur without delay but only when lift spoiler / ground spoiler / speed brake deployment has been confirmed - after their manual deployment if necessary, since this will act as confirmation that sustained ‘ground’ status has been achiev
Erst nach speedbrakes up... Reverse!
77
Fuel checken via
Quantity oder remaining fuel in der summary/leg notes mit progress destination fuel abgleichen
78
Radial / nm melden
POS Pfd. - radial / nm vom DME
79
of thumb that if the flight time exceeded a certain value (might have been 1:15, but I forget), AND high humidity with freezing temperature was expected at the first destination, we would normally not tanker
-
80
Vortillon
T VORTILON
The 737-800 has 3 vortilons mounted on the underside of each wing tip leading edge (CDL: 1 per wing may be missing). Vortilons (abbreviation of two words: Vortex + Pylon) help to improve aileron performance at high angles of attack and thus improve the spin resistance of the airplane.
When the wing approaches stall, span-wise flow starts to flow across the vortilons which start to generate a vortex. The vortex energises the boundary layer over the wing. The turbulent flow in the boundary layer delays the flow separation resulting in increased controllability of the airplane in stall.
During high airspeeds (low angle of attack) vortilons have minimum drag as they are streamlined with the airflow and don’t generate any vortex. This is their main advantage over similar devices such as wing fence.
81
GO AROUND WITH NOSE mown upset
So…What could possibly go wrong?
In our case the flight crew performs go-around from minima at 400ft AAL (above airport level) due to a blocked runway. The Pilot Flying (PF) initiates the go-around manoeuvre by pressing one of the TO/GA switches and pitches up to establish the go-around attitude, go-around thrust is set and Pilot Monitoring (PM) retracts the flaps to 15°, once a positive rate of climb is established the gear is retracted. A/P (autopilot) automatically disengages as this is a single-channel go-around. The PF decides to carry out the manoeuvre without the flight director.
As the speed is dropping the PF disconnects the A/T (Auto Throttle) and selects maximum Go-Around thrust. With a low level off altitude of 1500 QNH and high thrust the workload quickly escalates leading to a level bust of 100ft. Quickly spotting this, the PF pitches down to capture the assigned altitude. As a result of the reduced pitch attitude the speed starts to rise rapidly towards the flap placard speed. To counter that PF simultaneously closes the thrust levers and calls for flap retraction.
Thrust reduction together with flap retraction results in significant pitch down moment (flap retraction results in decreased downwash of the wing, thrust reduction results in decreased pitch up moment since the engines are mounted under the wings). Few second fixation on airspeed with natural pitch down moment resulted in excessive rate of descend with EGPWS warning.
This scenario emphasises how important it is to maintain a proper T-shape eye-scan of the Primary Flight Display (ADI - Speed tape - ADI - Altitude tape - ADI - Heading - ADI). The increasing airspeed is quite “attractive” to the eye and may result in fixation of both pilots on the speed tape and thus complete eye-scan brake down. The undesired pitch down may go unnoticed due to somatogravic illusion, especially in IMC or at night.
It is often forgotten that even nowadays in the era of “glass cockpits” where basic instruments (attitude indicator, airspeed, altimeter, heading indicator) are integrated on one Primary Flight Display (PFD) the basic T-shaped instrument scan still applies!
Check out the following video on HOT START.
Engine Hot Start means that the EGT exceeds the start limit of 725°C. The Hot Start can occur for any number of reasons: incorrect fuel scheduling, insufficient airflow through the compressor and slow engine acceleration. This can be caused by insufficient bleed air from the APU or Air Start Unit (ASU), with insufficient engine rotation and wind blowing from behind causing reverse airflow.
EEC monitors engine parameters and signals the impending hot start by flashing (white) EGT box. When the EGT exceeds the start limit the dial and the EGT box turn both red. If the EGT start limit is exceeded on the ground the EEC abnormal start protection function will automatically switch the ignition off and will cut off the fuel supply to the engine (closes the Fuel Metering Valve). Flight crew should not rely on the automatic protection and should shut the engine down before the EGT limit is exceeded. When both engines are shut down the EGT box will turn red again to remind the crew about the EGT exceedance.
In our scenario the hot start is caused by higher than normal initial fuel flow, which causes a rapid rise in EGT. EGT is allowed to exceed the start limit deliberately in order to demonstrate all the indications. Notice how high the EGT temperature goes before the EEC automatically shuts off the fuel supply. This highlights the importance of carefully monitoring starts and not relying on the automatic EEC abnormal start protection.
82
A HUNG START is an abnormal start where the engine fails to reach self-sustainable idle N2. This may be caused by incorrect fuel metering, low duct pressure causing slow engine start-up rotation, starter failure, engine damage or the starter cutting out too early.
In the video, the start lever is placed to idle detent passing 25% N2, fuel flow is observed as too low at 90 Kg/h (normal fuel flow should be approximately between 250-350 Kg/h) and EGT rises slowly. However, due to the low fuel flow the N2 never reaches self-sustaining idle and the starter remains engaged.
The EEC does not provide any protection for hung starts and there are no particular warnings displayed either. When the N1 or N2 does not increase or increases very slowly after the start lever has been placed to idle detent the engine start needs to be aborted. The maximum starter duty cycle of 2 minutes should not be exceeded.
Maximum start cycle 2 min 🐝
83
What is the difference between a Trailing edge skew and asymmetry?
How does the 737NG show us the difference?
The Flap/Slat Electronics Unit (FSEU) monitors the alignment of the Trailing Edge (TE) Flaps. If the TE flaps do not stay in alignment, FSEU will move the TE bypass valve to bypass position to stop the operation of the TE flap power drive unit (stops the movement of the TE flaps). The FSEU sends analog signals to the flap position indicator which shows the position of the left and right wing TE flaps independently. If the TE flaps are not aligned, the TE flap position indicator needles will split.
There are 2 types of TE flap misalignment:
ASSYMETRY
A flap asymmetry occurs when flaps on one side of the wing do not align symmetrically with the flaps on the opposite side of the wing.
The asymmetry is displayed by a needle split on the TE Flap Position Indicator. Both needles indicate the TRUE position of the flaps.
SKEW
A flap skew occurs when the inboard end of a flap panel does not extend at the same rate as the outboard end of the same flap panel causing a flap panel to twist during extension or retraction.
The skew will be displayed by a needle split on the Flap Position Indicator. This time only the side which is NOT skewed will show TRUE position of the flaps. The skewed side needle will move 15° away from the other needle (opposite to the commanded flap position).
In this example, The Flap Lever is moved from F5 to F10 and the outboard flap panel on the left wing gets skewed during extension.
The indication shows the TRUE position for the right trailing edge flaps and the needle indication on the left trailing edge flaps (skewed wing) displays 15 degrees less (needle moved in the opposite direction to commanded position)
If flaps were commanded to retract and again the left Trailing edge becomes skewed then the left needle would indicate 15 degrees more (extended) from the right trailing edge flap indication which shows the TRUE position.
Important to note: regardless of whether you have a skew or asymmetry, the QRH checklist to follow is the Trailing edge Flaps Asymmetry.
ANSWER to - What could possibly go wrong ?
Firstly we can see the ILS is setup in the FMC by the waypoints and not the RNAV Approach.
The vertical profile is the default value of 400’ which may require changing to 125 and VOR update off depending on type of approach/minima used and your company procedures.
The RNP is showing 1.00 instead of 0.30 which shows that the FMC has not transitioned to On Approach Logic.
In this case the crew were trying to anticipate tack miles for decent purposes and created a waypoint on the extended centreline, CI201. ATC then turned the aircraft inside this point and cleared the crew for the RNAV approach.
In order to establish on the FAT the crew extended the centerline but did so from CI201, which was now behind them. This can be seen by the active waypoint top right of the ND.
Due to these errors, the FMC will provide an incorrect descent profile and will fail to meet the LNAV capture criteria. As you track away from the active waypoint the profile will provide information that you are getting lower on the profile.
QUESTION 2. From this position the crew are cleared for the RNAV approach, they are wings level in HDG select and they press LNAV.
What happens next?
84
ANSWER TO QUESTION 2 - What happens when you press LNAV if you have extended the centreline from a point behind you?
In this case the FMC cannot process the request of joining the route.
The current heading will not enable an intercept on to 259. So NOT ON INTERCEPT HEADING is displayed on FMC and LNAV will not engage even though the airplane is within 3NM from the active route.
Also, because you continue to track away from your active waypoint, the VNAV will not provide you with any relevant data. In this case the aircraft was on profile at all times on a CDA approach. The FMC calculated that in order to fly to CI201 followed by CI26L the required altitutude at CI201 was 5016'. Therefore as you fly away from your active waypoint the VNAV profile shows you that you are becoming increasingly lower on the profile.
Important: Always be aware of your active waypoint in the ND and that if you decide to extend the centrline then ensure you will intercept this point.
T12 TEMPERATURE PROBE
T12 temperature probe measures total air temperature at fan inlet and supplies it to the EEC. EECs use Total Air Temperature (TAT) for engine thrust management and to control Variable Bleed Valve (VBV), Variable Stator Vanes (VSV) and Low Pressure Turbine Active Clearance Control (LPTACC).
On the ground and up to 5 minutes after take-off EECs normally use T12 probe to calculate TAT. This is to prevent temperature errors from the heated ADIRU TAT at slow speeds. 5 minutes after take-off EECs normally switch to ADIRU TAT probe for the two engines to use the same TAT value.
Airplanes equipped with aspirated ADIRU TAT probes, EECs still use T12 on the ground and 5 minutes after take-off.
85
At high altitude (above FL300) the CFM56-7B26 experience slow engine acceleration following a thrust reduction below 60% N1. This longer response time is commanded by the EEC to maintain proper compressor stall margins of the engine at high altitudes.
Easier: TAT - Altitude's first 2 digits, so for example: TAT -20 at FL170, will be approx -20-17=-37
86
Rot for SAT. -17
Easier: TAT - Altitude's first 2 digits, so for example: TAT -20 at FL170, will be approx -20-17=-37
87
You can identify whether the APU air inlet is opened or closed by looking at the vortex generator flap. If the flap is deflected, the APU air inlet door is opened. When the APU air inlet is closed, the flap will be in line with the vortex generator. The inlet door is however never fully closed, this is to prevent APU from spinning in-flight when it is shut down.
AoA indicator Answer.
The definition of Angle of Attack is the angle between the chord line of the wing of a fixed-wing aircraft and the vector representing the relative motion between the aircraft and the atmosphere. Often, the chord line of the root of the wing is used as the reference line.
The question was can you determine the angle of attack without an AoA indicator?
In the first picture below you can see that an "approximation" is the difference between the pitch attitude and the FPV. Whilst not 100% accurate (as many of the comments on the previous post states) there are factors that effect this, for example gusts. The first picture shows a pitch attitude of approximately 8 degees and the FPV shows approximately 3 degrees. The difference is approximately 5 degrees and the AoA indicator shows 5.2 degrees.
The picture in our previous post (picture 2) shows a pitch attitude of 56 degrees noseup and the FPV at 42 degrees nose up which would give an "approximate" AoA of approximately 14 degrees (an example of an upset with the speed in the barbers pole and above the PLI, Pitch Limit Indicator, which would mean the stick shaker would be activated).
The third picture highlights this clearly. Picture courtesy of Flaps2 Approach.
The purpose of this basic understanding is to improve overall situational awareness, not fly the aircraft to the edge of the flight envelope. It is to improve safety by understanding rather than place 100% reliance on an instrument in hope that it will keep you safe.
UPRT – Upset Prevention and Recovery Training has been integrated in to EASA training and checking program and many other regions around the world.
As always, please consult your own company procedures and training.
What are your views on the FPV, do you use it in normal line operations?
88
Two types of runaway
STABILISER TRIM SYSTEM AND RUNAWAY STABILISER
Horizontal stabiliser controls the pitch trim of the airplane about the lateral axis. The stabiliser position can be controlled either electrically (by autopilot or stabiliser trim switches) or mechanically by turning the stabiliser trim wheels.
The stabiliser trim wheels are mechanically connected through cables to the aft cable drum. When pilots turn the trim wheels, the aft cable drum turns a jackscrew through a gearbox. When the jackscrew turns, the stabiliser changes its pitch.
During electrical trim, stabiliser trim actuator (multi-speed DC motor powered by AC transfer bus 2) turns the jackscrew through the stabiliser gearbox. The actuator also back drives the stabiliser trim wheels (trim wheels move whenever jackscrew turns regardless of manual or electric operation).
The gearbox consists of two ratchet type brakes and mechanical clutch. The clutch lets the stabiliser manual trim wheel input override the stabiliser trim actuator input.
RUNAWAY STABILISER
There are two types of runaway stabiliser: ELECTRIC and AERODYNAMIC. QRH deals with both types in one common checklist.
During electric runaway the stabiliser trim runs at high speed immediately and stops when the stabiliser cutout switches are placed to CUTOUT.
During aerodynamic runaway the unwanted trimming continues even after placing the stabiliser cutout switches to CUTOUT. The runaway is caused by failure of both brakes in the stabiliser trim gearbox. Aerodynamic forces acting on the stabiliser move the stabiliser away. The runaway can be stopped by grasping and holding one of the trim wheels as per QRH.
89
Correct answer to the previous post is: Only the spar valve closes. Let's review the systems to explain why. There are two fuel shutoff valves for each engine, spar fuel shutoff valve and engine fuel shutoff valve:
SPAR FUEL SHUTOFF VALVE
This valve is located at the engine-mounting wing station. It is powered from the Hot Battery Bus plus it has its own NiCad battery to make sure it always closes. The valve is signalled to close when either the associated fire switch is pulled or when the start lever is placed to cutoff.
ENGINE FUEL SHUTOFF VALVE (HPSOV)
This valve is located in the HMU behind Fuel Metering Valve. When either the fire switch is pulled or the start lever is placed to cutoff solenoid in the HMU activates and sends servo fuel to close the HPSOV. The solenoid is powered from battery bus.
When the Battery is switched off with AC power on the buses only the battery bus and switched hot battery bus loose power. When we then pull the fire switch the spar fuel shutoff valve closes as its power source (hot battery bus) is still powered. HPSOV solenoid doesn't receive any power (battery bus is not powered now) and cannot close the HPSOV.
The video shows how long it takes for the engine to shutdown when only the spar valve closes. This is because the spar valve is positioned further away from the fuel nozzles and it takes some time for the fuel to burn off from the fuel line. Please note that this is only a simulation;)
Spar valve always closes
With the battery in the off position - What will happen to the Spar valve and the engine vale when the engine fire switch is pulled?
90
Flight Spoiler Control System -
The purpose of the Flight Spoilers is to help control the aircraft in roll.
There are 4 Flight spoilers on each wing (2 powered by hydraulic sys A and 2 from hydraulic sys B). Ground spoilers are powered by hydraulic system A.
The spoilers (Ground/Flight) numbered 1-12 from left to right have an aluminium skin and an aluminium/honeycomb core.
The flight spoilers operate in flight and on the ground. The spoilers are activated by control wheel and speedbrake input. The amount of deflection varies acording to the control wheel input, with spoilers starting deflection at 10 degrees control column position (1.5 units) and reach maximum deflection at 70 degrees OR when the speedbrake lever is in the UP position.
In flight, Flight spoilers:
2,3,10,11 move a maximum of 33 degrees
4,5,8,9 move a maximum of 38 degrees
On the ground: a solenoid valve in the Flight Spoiler PCU allows for a greater movement. When Speedbrake is UP (SFP)
2,3,10,11 maximum of 56 degrees
4,5,8,9 maximum of 65 degrees
So how much difference do the spoilers make to the roll rate If flight spoilers were inoperative?
-
91
You have AFT main fuel pump inop and you are released in accordance with the MEL. What would you be considering and how much extra fuel are you required to take?
The minimum fuel requirements with an inoperative aft fuel boost pump ASSURE that the operative forward fuel boost pump and suction feed inlet remain submerged during rotation to high nose up attitudes during takeoff or go around.LOW PRESSURE LIGHT REMAINS OFF
At start of takeoff, fuel quantity in associated tank IS NOT LESS than 7,500 lb. (3,402 kg.)
and, A minimum fuel quantity of 2,500 lb. (1,134kg.) is maintained in associated tank.
IAW MEL MY B737-500 CL
92
Well done Jonas Oya, It was indeed the AC Standby Bus Failure. The clue was on the display showing for the AC Standby Volts dropping to zero. Also, the failures visible from the video are Capt Pitot probe, L ADIRU ON DC and STBY PWR OFF light illuminated these are some of the failures indicative of AC Standby Bus fail.
—
93
An engine driven pump supplies 6 times the fluid volume of the related electric motor driven pump. So in the case of eng 2 hydraulic pump failure what effect would this have on the speed of the flap operation?
Edit - Full answer:
Flaps are powered by HYD B. HYD B is pressurised by engine driven pump (EDP) powered by engine no. 2 and electric-motor driven pump (EMDP) powered by transfer bus 1.
When engine no. 2 fails HYD B EDP does not supply pressure and the system is now pressurised only by EMDP. The EMDP has 6 times lower capacity output than the EDP, this means that all systems connected to the HYD B operate 6 times slower.
Trailing edge flaps will deploy 6 times slower. On the other hand autoslats and leading edge flaps and slats will operate at normal rate as the Power Transfer Unit (PTU) will provide additional hydraulic volume. PTU is a hydraulic backup pump driven by HYD A pressure. It is important to note that there is no fluid exchange during PTU operation.
94
On the turnaround you check the hydraulic quantity, then you notice the RF appears on HYD B. There is no evidence of a leak on turnaround
Question.
1) What is the possible cause
2) How can this be rectified
Edit - Full answer:
What happened here was a migration of hydraulic fluid from B to A, thus 102% in HYD A and 75% RF in HYD B.
This can really happen when the LGTU is activated as Alan MacGregor commented (it happened to my colleague on the line; system received spurious ENG 1 fail signal and activated LGTU. In the air the only indication of this was that lower DU secondary engine instruments popped-up and could not be extinguished. After landing PSEU light illuminated and hydraulic fluids were imbalanced.)
In this case however an error has been made during hydraulic fluid servicing. Hydraulic reservoirs are refilled from one location in the main wheel well. Reservoir fill selector valve lets the engineers select which hydraulic reservoir will they refill. It has 3 positions (Port A, Port B and Closed). After servicing the selector is supposed to be in closed position, in this case however it was left in Port B position and allowed fluid migration.
There is a way to transfer hydraulic fluids from A to B and vice versa. This is possible due to the fact that certain components are powered by both hydraulic systems (one as main the other as alternate system). To migrate the HYD A to B we set the parking brake using alternate source (HYD A) and released the brake pressure into normal hydraulic source (HYD B) as described by Richy Uittenbogaard.
95
When shutting down the APU how long do you have to wait until you can switch off the battery and why? How can you tell from the EGT when exactly does the APU shutdown occur?
When shutting down the APU how long do you have to wait until you can switch off the battery and why? How can you tell from the EGT when exactly does the APU shutdown occur?
Conclusion: FCOM SP Electrical Power Down describes the APU shutdown. It is a good practice to start timing for 2 minutes when you switch off the APU. When you switch the APU off, the APU performs 1 minute cooling cycle before shutting down. When the APU spools down to 30% speed the APU air inlet door starts to close. You can tell that the APU has shut down by looking at EGT which is going drop below 300 C. AMM states that you should wait 40 seconds after the EGT goes below 300 C before moving the battery to OFF position. Hence following the FCOM SP will ensure this automatically.
If the bleed air is used, switch the bleed air off and then the APU. There is no need to wait 1 minute before selecting the APU off as this requirement is automatically met (APU performs 1 minute cooling cycle before shutdown)
96
PTU works when
When system B engine driven hydraulic pressure is low
| Flaps Below 15 but not up
97
Fan blade ice. Can you depart with it? How can you remove it?
Conclusion: FCOM SP Adverse Weather states:
''Snow or ice that accumulates on the fan spinner or fan blades during EXTENDED SHUTDOWN periods must be REMOVED'' but,
''Snow or ice that accumulates on the fan spinner or fan blades as a result of OPERATION in icing conditions (approach or taxi in) is ALLOWED if the fan is free to rotate and the snow or ice is removed using the ice shedding procedure during taxi out and before setting takeoff thrust''
Regarding the removal, ground staff usually uses hot air. When you want to remove the ice after landing you can also try to spin the fan backwards to move hot core air forward to melt the ice.
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98
Platzwunden Höhe
Elev plus 1500
99
Anzahl der Streifen - Auskunft über rwy breite
12 streifen -45 m
100
Für Eis checken am Flügel
Wing light anmachen
101
Cargo kompartment kann man durch Kabine erreichen
Category C Cargo compartments
102
Strap
Slide is armed
103
Overwing exit
Abhängig vor allem von Thrust lever angle!
104
Bleed Trip Off-Oberpressure or overtempersture inside the bleed ducts->can happen nach no Engine bleed to with high Engine thrust
Wing Body Overheat-overtemperature Leaking of the bleed air ducts; do not use Wing anti ice
No reset bei Wing body overheat
105
Packs aus
Keine bleed air in pack System
| Keine frische Luft, Kabine verliert schrittweise Druck
106
Wenn recircs an sind
50% from cabin
| 50% fresh air from packs
107
Loss of Thrust on Both Engines - Loss of Generatros- no AC power
Automatik Controllers sind nicht am Netz
Manuell schließen !
Apu drauf und dann zurück auf auto
108
Fire bottle Pressure
600-1100
