Zwack Flashcards Preview

Line3/2 > Zwack > Flashcards

Flashcards in Zwack Deck (169):
1

Timing engine Start von....

Start valve open lihght an...

2

GS intercept

170

3

Landperf

full missed app:
DA,HDG change; MAPT

4

Landperf

immer ausrechnen, ansagen nur unter 200om oder wet

5

1min zeit, 1,1t

40kg fuel;

1t=25min
120kg=3min....28min

6

Loss com during transition

Follow the transition and fly to the fap for app

7

Loss com München

Speziell

8

Loss com during transition

Follow the transition and fly to the fap for app

9

Loss com München

Speziell

10

Wenn eine altitude restriction in der SID steht...

Kickt man diese raus und setzt diese in das mcp.. sonst kommt es zum level Off

11

Cleared fl 110 Antalya...

Set 10.ooo ft in mcp until unrestricted

12

Fail operational/ passive minimas

Bei Operational (rollout) ist es in der mid zone 75 anstatt 125

13

Ejourney... neues leg das hat Delay

Splitten.... via Flight log late incoming checken... restliche Zeit dann mit neuem letter

14

Unable required navigation I'm Approach...

GA

15

Margin fuer rnav approach ....

Bei required eingeben ...0.3

16

MSA

In der star transition beachten

17

Rnav approach bzw intercepted mit LNAV

Warte das auf hdg ist dann LNAV... bei 8* vorher kann man drücken

18

Floating

Maximal ein wenig nahdrücken

19

for a diversion..

alternate fuel is not required

20

isolated aerodrome

2 hours..

21

Oceanic airspaces and Nat airspaces

spezielles equipment
-west of W20, HF required
-

22

4300...13600.....11.000....15600...

Kombinationen von Tausendern und ganzen Hundertern sind zu übermitteln, indem jede einzelne Ziffer in der Zahl der Tausender ausgesprochen und das Wort Tausend hinzugefügt wird, danach die Zahl der Hunderter, gefolgt vom Wort Hundert
Beispiel
4,300 - Four Thousand Three Hundred 13,600 - One Three Thousand Six Hundred

23

reclearance verfahren

-reservetreibstoff bei gewichtskritischen flügen soll reduziert werden
-man plant mit zwischenlandung und berechnet daher auch das reserve fuel (contingency)
-kurz vor der landung wird geschaut ob das contingency nun auch noch bis zur eigentlichen destination reicht (directs etc)
-reclearance point
-atc ganz normale freigabe zur destination
-erst bei geringem fuel wird redispatch airport angeflogen
-contingency darf nicht angebrochen werden
-ca90% der gesamtstrecke

24

Wenn eine Departure eine Max Altitude hat...BSP: AYT mit FL110...

dann setzte die 11.000 in die MCP und delete das FMC constraint!

wenn das constraint jedoch über cleared ALT ist..dann lasse Sie drinne und setzte in das MCP die cleared.

Delete FMC bei OPEN DESCEND

25

transponder 1000

ADS B

26

rolling takeoff/Standing takeoff

bedeuted auch das 40%N1 ist einer!

auf 70/40 hoch...jedoch nie auf max thrust

27

Ejourney/FMC Delay codes bei return leg

1.schaue previous log= late incoming
2.schaue wann wieder raus= Verspätung ist late incoming, Rest ist neuer Code!

nicht einfach die Differenz nehmen..da vtl verspätung aus leg 1 aufgeholt werden konnte

28

FMC: Unable required Navigation

GA

29

Floating

halte wings level...wenn dann nur ein wenig nachlassen, GAS stehen lassen/nachschieben wenn Vref-5

30

MOTNE ist aktueller als SNOWTAM

-teil des METAR

31

900kg

400=10min
2t=50min
1t=25min
40kg=1min

--22min

32

ATC: Runways nur nennen bei parallel runways

-

33

Min up Speed

Vref+70

34

Klappen Speeds 800

1-250
5-50
10-210
15-200
25-190
30-175
40-162

35

SID: Max knots is given...like EDDK with 180knots...

Acceleration und flap retraction erst nach turn....Achtung klappen nicht einfahren!

36

Wenn man eine alt restriction hat nach dem takeoff...vorher jedoch eine andere restriction im FMC ist...

Delete um zu schauen ob gradient reicht

37

Recycle FD...

--

38

Programmieren

RWY/-3
RWY00190°offset/2
RWY002FINAL/3

wenn kein final hinterlegt muss man mit RWY point kreaieren

39

F30
F40

F30-1°60
F40-0°60

40

In terminal area macht es mehr sinn V/S anstatt level change zu nehmen um schnell zu descenden...

-V/S auf 2000/speed auf 200 SPD BRAKE

oder

-LVL CHANGE hoch, SPD BRAKE

oder

-LVL CHANGE, Configuieren

41

Wenn man wie in AGP cleared approach von weit weg ist..

descende mit step altitudes...crosscheck

42

immer höchstes gefilte level eindrehen

im altitude panel

43

AMBER PLACARD SPD

F2,F10,F25 werden nicht gezeigt...aber die VFE (red barber pole)

44

FMC,IRS,ND

FMC=True
IRS=TRUE
ND=MAG

45

Minimums-rwy ahead

Pm

46

Lmc

Type specific limiting weights: ● 500 kg or 5 passengers
If type specific values are exceeded a new loadsheet is required.
For a (+) LMC the flight crew must, for a (-)LMC may, recalculate takeoff performance with the updated weight.

47

RVSM

Prior entering an RVSM airspace perform and record an altimeter check. When departing / climbing into an RVSM airspace this has to be done after leveling off at cruising level.

48

The dispatch from/to runways less than 45 meters wide is not allowed in case of nose gear steering inoperative or one thrust reverser inoperative.

-

49

Min RWY width

30, 40 wind

50

If engine oil pressure is in the yellow band with takeoff thrust set, do not takeoff.

-

51

On the ground, with both electric motor-driven and/or engine-driven hydraulic
pumps operating, system A, B and brake accumulator minimum pressure is
2800 psi.
ovidiusinvisibledeletionmarker ovidiusinvisibledeletionmarker ovidiusinvisibledeletionmarker ovidiusinvisibledeletionmarker ovidiusinvisibledeletionmarker ovidiusinvisibledeletionmarker ovidiusinvisibledeletionmarker ovidiusinvisibledeletionmarker ovidiusinvisibledeletionmarker ovidiusinvisibledeletionmarker ovidiusinvisibledeletionmarker ovidiusinvisibledeletionmarker ovidiusinvisibledeletionmarker ovidiusinvisibledeletionmarker

Both

52

If a pilot fails to make a FMA call, the other pilot will make the call. FMA calls should not be acknowledged.

-

53

FMA changes in white need not be called, except FLARE armed annunciation during automatic approach. FLARE engaged at 50 ft RA during automatic approach will be called out as "FLARE green".

-

54

Indication engine malfunctions

Do the ABORTED ENGINE START checklist for one or more of the following abort start conditions:
● the N1 or N2 does not increase or increases very slowly after the EGT increases
● there is no oil pressure indication by the time that the engine is stable at idle
● the EGT does not increase by 10 seconds after the engine start lever is moved to IDLE detent
● the EGT quickly nears or exceeds the start limit

55

At 56% N2, verify that the ENGINE START switch moves to OFF. If not, move the ENGINE START switch to OFF. – F/O

Verify that the START VALVE OPEN alert extinguishes when the ENGINE START switch moves to OFF. – F/O

56

After takeoff and in climb, both primary altimeters shall be set to STD when cleared for climb to a flight level, unless intermediate altitude reports have been specifically requested by Air Traffic Control. When clearance to a flight level is received prior to takeoff, STD shall be set as soon as practicable after thrust reduction altitude. In all circumstances, the flight crew shall ensure that STD is set before the transition altitude.

-

57

THRUST SET".

THRUST SET".

58

After flap retraction is complete and thrust reduction occurred:
● Set or verify engine bleeds and air conditioning packs are operating
● Set the engine start switches as needed
● Set the AUTOBRAKE select switch to OFF
● Set the landing gear lever to OFF after landing gear retraction is
complete
marker ovidiusinvisibledeletionmarker ovidiusinvisibledeletionmarker ovidiusinvisibledeletionmarker ovidiusinvisibledeletionmarker ovidiusinvisibledeletionmarker ovidi

Pm

59

Bank


Limit bank angle to 15° until reaching V2 + 15

60

Pm

Passing through 10,000 feet call "TEN THOUSAND" and check pressurization. Position landing lights off.

61

Hhhh


Approximately 2 NM before the final approach fix and after ALT HOLD or VNAV PTH is annunciated:
● verify that the autopilot is engaged
● set DA(H) or MDA(H) on the MCP
● select or verify VNAV
● select or verify speed intervention, as needed

62

SPEED BRAKES UP".
If the SPEED BRAKE lever is not UP, call "NO SPEED BRAKES"

-

63

By 60 knots, start movement of the reverse thrust levers to be at the reverse idle detent before taxi speed.

After the engines are at reverse idle, move the reverse thrust levers full down.

Before taxi speed, disarm the autobrake. Use manual braking as needed.

- sofort einfahren von Rev Idle ok

64

If engine failure occurs, do not position engine BLEED air switches ON until reaching 1500 feet or until obstacle clearance height has bee

-

65

Impress Takeoff

not less than 400 feet, and prior to 2000 feet above field elevation:
Engine No. 2 BLEED air switch...........

66

Damp

For dispatch (takeoff and landing) performance purposes, a Damp Runway may be considered to be DRY.
For en route (in-flight) landing performance purposes, use GOOD braking action.

67

A runway will be notified as ‘Slippery When Wet’ when routine assessments indicate that the braking action is less than ‘good’ in wet conditions. A conservative approach would be to assume that the resulting braking action on the affected section is ‘poor’, however it is often more appropriate to assume that the braking action is ‘medium’.

-

68

Delay ab wann

If the flight has an Off-Block delay of more than 5 minutes a maximum of two delay reason(s) should be specified, e. g.:

69

Tanken

Mobile phones must be switched off completely within a radius of 6 m from the fueling stat

70

Rnav etc

The absence of a "UNABLE REQD NAV PERF-RNP" warning is considered to verify that the system is performing to the appropriate accuracy.
If the warning appears, a conventional procedure must then be flown. If already below MSA, return to MSA in the shortest possible way or verify that continuation below MSA can be accomplished safely.

71

An APV operation uses a Decision Altitude/Height (DA/H) instead of a Minimum Descent Altitude/Height (MDA/H) and therefore does NOT require an additional of 50 ft; however the approach remains a Non-Precision Approach.

A cold temperature correction is NOT necessary and not allowed for RNAV GPS Approaches using vertical guidance. The errors are considered in the design of the Approach Obstacle Clearance Surface.
If the temperature is below procedure design temperature - the approach may not be used. This temperature is displayed on the chart (in Germany usually -15° C).

72

ANP value equal or smaller 0,3 NM; according company philosophy at least 1 GPS has to be operative.

.. legally no gps required

73

If ANP exceeds RNP during approach, the CDU scratchpad alert, UNABLE REQD NAV PERF-RNP, will appear. If the alert appears in IMC - Go-around! If the alert appears in VMC with runway and/or approach lights in sight - evaluate the situation and crosscheck with raw data information if availab

-

74

Near the tropopause there are narrow bands with extreme high wind speeds up to 300 kts to be found. Those bands of high wind speeds are called jet streams. The extension in length can be up to several thousand miles, the width can be several miles. The main direction of the jet stream is south-west to north

-

75

Lvo meaning to/ ldg

This section describes procedures for LVO only. LVO operations are:
● takeoff with an RVR below 400 m RVR
● precision approach below CAT I (550 m RVR/ Ceiling 200 ft)

Cm1 is PF during lvo

76

An aerodrome shall not be used for LVO below a visibility of 800 m unless:
● the aerodrome is approved by being mentioned in OM-C (e.g. Lido or LVO runway verification list)
● low visibility procedures have been established

For an LVTO with an RVR below 150 m but not less than 125 m the following apply:
● high intensity runway centreline lights spaced 15 m or less and high intensity edge lights spaced 60 m or less are in operation;
● both FCMs are qualified for takeoffs below 150 m;
● a 90 m visual segment is available from the flight crew compartment at the start of the takeoff run, and;
● the required RVR value is achieved for all of the relevant RVR reporting points.
Approved minimum RVR for takeoff are:
● CAT C aeroplane: 125 m

77

Cat 2. 3a only If

all height call-outs below 200 ft above the aerodrome threshold elevation are determined by a radio altimeter

78

Cat 2 visual ref

At DH, the visual references specified below shall be distinctly visible and identifiable to the FCM:
● A segment of at least three consecutive lights, being the center line of the approach lights, or touchdown zone lights, or runway center line lights, or runway edge lights, or a combination of these;
● This visual reference shall include a lateral element of the ground pattern, such as an approach light crossbar or the landing threshold or a barrette of the touchdown zone light

79

Where the DH and RVR do not fall within the same category, the RVR should determine in which category the operation is to be considered

For operations to actual RVR less than 300 m, a go-around is assumed in the event of an autopilot failure at or below DH.
This means that a go-around is the normal action. However wording recognizes that there may be circumstances where the safest action is to continue the landing. Such circumstances include the height at which the failure occurs, the actual visual references, and other malfunctions. This would typically apply to the late stage of the flare.
In conclusion it is not forbidden to continue the approach and complete the landing when the commander or the PF, determines that this is the safest course of action.

80

In case of single engine go-around there are basicly three options:
1. follow published missed approach
2. follow engine failure procedure for the T/O runway
3. fly visual escape maneuver
All three options are possible under the emergency authority of the commander. In cases (2) and (3) ATC shall be informed as soon as possible about intentions.
The crew shall verify that the expected landing mass of the aeroplane allows a missed approach with a climb gradient equal to or greater than the applicable missed approach gradient in the one-engine inoperative missed approach configuration and speed.
In case (1) the acceleration will be made upon reaching Missed Approach Altitude. If the missed approach altitude is rather high (e. g. for operational reasons) another safe altitude can be used for level acceleration (e. g. MSA, GRID MORA).
Thrust reduction to Max Cont Thrust shall be done latest after reaching time limit for T/O thrust.
If the required gradient can not be achieved (e. g. at very high weights in case of an immediate return), consider an increase in the decision altitude or minimum descent altitude or follow the engine failure procedure for the T/O runway (use the same minimum flap retraction altitude as for takeoff) and call ATC as soon as possible.
If there is no engine failure procedure for the T/O runway available (e. g. in case of diversion), plan a visual pattern if weather permits. In this case it shall also be evaluated to proceed to another airport.

-

81

Complete flight log system for finished leg

CM2

During ground operations RHS will operate the EFB for eJourney entries. He is also responsible for entering the calculated data into the aircraft system (FMS).

82

create summary if desired)

RHS) If loadsheet is available through the handling agent (TUIfly Operation standard) enter the data into the eJourney "Enter Loadsheet Data" form and GO TO STEP 17.

83

QNH and temperature shall be entered as precisely as possible (e. g. according to latest ATIS). If the temperature rises or if the QNH drops until takeoff, a new calculation has to be performed. If the values are changing to the more conservative side, the decision to perform a new calculation is up to the crew.

During go-around: Flap retraction to 15° and G/A thrust is applied – resulting in a nose up moment, so
nose down trim will be required.

84

During VNAV app

Use Spd interve

85

RA-fail -> no App-Mode

If F/D roll command is RWY-heading, the MCP HDG has to be adjusted (order) to stay within obstacle clearance corridor. During e fail

86

If the airplane configuration does not agree with the needed configuration:
• stop the checklist
• complete the respective procedure steps
• continue the checklist

If it becomes apparent that an entire procedure was not done:
• stop the checklist
• complete the entire procedure
• do the checklist from the start
Try to do checklists before or after high work load times. The crew may need to stop a checklist for a short time to do other tasks. If the interruption is short, continue the checklist with the next step. If a pilot is not sure where the checklist was stopped, do the checklist from the start. If the checklist is stopped for a long time, also do the checklist from the start.
After completion of each checklist, the pilot reading the checklist calls, "________ CHECKLIST COMPLETE."

87

When the landing gear has been selected DOWN, PF may request the Landing checklist, and PM will set the ENGINE START SWITCHES to CONT. PM will read the LANDING checklist, PF will respond. It is not necessary for the flaps to be in the landing position to call for the landing checklist. If any outstanding items remain PM will state which items will complete the landing checklist e. g. "Flap 30 will complete the landing checklist". When the landing flaps are set, the PM shall read the final item on the Landing checklist. When complete PM will announce "Landing Checklist complete".

Some checklists have additional information at the end of the checklist. The additional information provides data the crew may wish to consider. The additional information does not need to be read.

88

Non normal CL

When special items are needed to configure the airplane for landing, the items are included in the Deferred Items section of the checklist. Flight patterns for some engine-out situations are located in the Maneuvers chapter and show the sequence of configuration changes.

89

There are some situations where the flight crew must land at the nearest suitable airport. These situations include, but are not limited to, conditions where:
• the non–normal checklist includes the item "Plan to land at the nearest suitable airport."
• fire or smoke continues
• only one AC power source remains (engine or APU generator)
• only one hydraulic system remains (the standby system is considered a
hydraulic system)
• any other situation determined by the flight crew to have a significant
adverse effect on safety if the flight is continued.

There are no non–normal checklists for the loss of an engine indication or automatic display of the secondary engine indications. Continue normal engine operation unless a limit is exceeded.

90

Aural alerts are silenced and the master caution system is reset by the flight crew as soon as the cause of the alert is recognized.

The EMERGENCY position of the oxygen regulator is used when needed to supply positive pressure in the masks and goggles to remove contaminants. The 100% position of the oxygen regulator is used when positive pressure is not needed but contamination of the flight deck air exists. The NORMAL position of the oxygen regulator is used if prolonged use is needed and the situation allows. Normal boom microphone operation is restored when oxygen is no longer in use.

91

When a non–normal situation occurs, at the direction of the pilot flying, both crewmembers do all recall items in their areas of responsibility without delay.
The pilot flying calls for the checklist when:
• the flight path is under control
• the airplane is not in a critical phase of flight (such as takeoff or landing)
• all recall items are complete.

The pilot monitoring reads aloud:
• the checklist title
• as much of the condition statement as needed to verify that the correct
checklist has been selected
• as much of the objective statement (if applicable) as needed to understand
the expected result of doing the checklist.

92

checklists with recall items, the pilot monitoring first verifies that each recall item has been done. The checklist is normally read aloud during this verification. The pilot flying does not need to respond except for items that are not in agreement with the checklist. The item numbers do not need to be read.

Non-recall items are called reference items. The pilot monitoring reads aloud the reference items, including:
• the precaution (if any)
• the response or action
• any amplifying information.
The pilot flying does not need to repeat this information but must acknowledge that the information was heard and understood. The item numbers do not need to be read.

93

during an evacuation, the first officer sets the flap lever to 40.

Checklists include an Inoperative Items table only when the condition of the items is needed for planning the rest of the flight. The inoperative items, including the consequences (if any), are read aloud by the pilot monitoring. The pilot flying does not need to repeat this information but must acknowledge that the information was heard and understood.

94

When there are deferred items, the non-normal checklist will include the item "Checklist Complete Except Deferred Items". The pilot flying is to be made aware when there are deferred items. These items are included in the Deferred Items section of the checklist and may be delayed until the usual point during descent, approach or landing.

The deferred items are read aloud by the pilot monitoring. The pilot flying or the pilot monitoring takes action based on each crewmember’s area of responsibility. After moving the control, the crewmember taking the action also states the response.

95

Use these checklists instead of the usual DESCENT, APPROACH and LANDING normal checklists. The pilot flying or the pilot monitoring responds to the deferred normal checklist items based on each crewmember’s area of responsibility. However, during the deferred Landing normal checklist, the pilot flying responds to all deferred normal checklist items.

Will go to cruise Descend if alt intervention is pressed prior to 50nm of TOD...

96

The reverse thrust lever should be moved from one position to the other with a single motion in not more than approximately 3 seconds.

At 60 knots , gradually reduce reverse thrust so as to be at not more than idle reverse when reaching taxi speed.
Approaching taxi speed, slowly move the reverse thrust levers to the full down position. Using reverse thrust at low speed increases the possibility of absorbing foreign objects. PNF verifies that the REV indication is extinguished.
The PF handles the reverser, including stowing, until the LHS takes over control of the A/C by announcing: ”I HAVE CONTROL”.

97

TCAS also ignores performance limitations.
In other words, when flying at maximum altitudes TCAS may still generate a climb command.

RA means Resolution Advisory, the highest alert level. (TAU of intruding traffic is ~ 25 sec.)
Its purpose is to resolve a conflict by providing the pilot with aural and visual pitch commands.
The pilot has to disengage the autopilot / autothrottle immediately as the escape maneuver has to be flown manually.
Flight director commands as well as ATC advisories have to be ignored.
The pitch command of a RA has always the highest priority.
If maneuvering is required, disengage the autopilot and autothrottle. Smoothly adjust pitch and thrust to satisfy the RA command. Follow the planned lateral flight path unless visual contact with the conflicting traffic requires other action.

98

is mandatory to inform ATC as soon as possible about the TCAS climb or TCAS descent, and of course about being “Clear of conflict”.

When a TA is received, expeditiously accomplish the following:
Look for traffic using the traffic display as an aid.
Call out any conflicting traffic.
Do not maneuver unless visual contact confirms that separation is not adequate.

99

APU Fire Ground Control Panel:
A panel for APU shutdown and fire extinguishing is located in the main wheel well.

Turn off APU bleed switch if not needed during ground use in order to save fuel

100

APU GENERATOR OFF BUS LIGHT
- APU generator is up to speed, ready to accept load. - not connected to an AC BUS yet.

ß CONT = continuous operation of selected igniters (prevents flame out during T/O, LDG and severe icing)
ß FLT=overridesignitionselectswitchandactivatesbothigniters(L+R)
ß GRD = on ground it opens the starter valve and arms the selected igniters
in flight it opens the starter valve and arms both igniters

101

When N2 reaches 25% or min 20% with less than 1% acceleration in 5 sec place start lever to idle.

If the EEC detects an engine flame out (rapid decrease in N2 or N2 below idle RPM) both igniters are activated with respective engine start switch in off.

102

The N1 green bug shows the maximum available thrust for the chosen rating. All performance calculations are based on this manmade rating then.

-

103

Summary: It is permitted to have upto 3mm of cold soaked fuel frost on the lower wing surfaces (LE devices, Ctrl surfaces, tab surfaces, winglet surfaces and balance panel cavities must be free of snow, frost or ice)

Airplanes with defined permissible cold soaked fuel frost area in addition:
Takeoff with light coatings of cold soaked fuel frost on upper wing surface is permissible provided the following conditions are met:
-no precipitation or visib
-above 4 oat
-fuel temp
With a fuel load of 3240kg or less cold soak should stay in the area shown below.
This means retrofitted A/C may therefore be planned with a total of 7880kgs fuel remaining (1400kgs in the center and 3240kgs in each wing).

104

Static inverter

28 dc volt into 115v / 400 hz, should be seen in metering panel

105

Wieso Wx radar noch anmachen?

There is an automatic function for the PWS to activate during take-off or go around, if any of the following conditions
are met:
• Aircraft is on the ground and thrust levers are advanced beyond the take-off warning activation which is at a thrust lever angle of approximately 53°
• Aircraft is between 50 feet and 2300 feet AGL
• Crew manually switches system on and WXR is not in TEST

106


Attn: A windshear caution during take-off is no obligation to reject, as the RTO criteria only specify windshear warnings as a mandatory reject. In this case the PIC has to determine the safest course of action.

PWS Caution
Monitor radar display
Amber windshear message Red icon on ND

PWS Warning
Approach:
Go around windshear ahead

Take off and approach:
Red windshear message
Red icon on ND (HSI)
Red windshear message on PFD


107

GAIN control: sets receiver sensitivity to enhance ground mapping in MAP mode only, can also be used in WX-
modes to override automatic GAIN control. VAR is displayed on NDs when out of AUTO GAIN.

TILT control: rotation selects the antenna to be tilted up or down to selected degrees. TILT value is displayed on NDs in rounded values.

TILT mode: selects between manual and automatic TILT. TILT value is displayed on NDs in rounded values with A or M for automatic or manual respectively. In AUTO mode the EGPWS influences the TILT pattern according to aircraft position in relation to terrain.

108

The pilots most important control tool is the TILT-control. Automatic TILT provides a good picture in most situations, but not in all. Especially at low altitudes or close to weather zones the automatic TILT-pattern may not provide all the necessary information for the pilots to determine the real intensity of weather ahead.

At high altitudes some thunderstorms may be displayed less intense than they are due to the great amount of ice particles instead of water droplets, even though the radar tries to compensate for that with the AUTO GAIN function. Hail even might be impossible to detect at high altitude. In those cases a manual selection of TILT (down) might significantly improve the pictured situation ahead. For example a scan of a thunderstorm with the antenna tilted down will show areas of the CB at lower altitude and thus scan an area with a higher liquid content. So the real intensity of a weather cell will show more clearly than just scanning the high altitude portion.

109

Avoid flying into green areas on the ND at high altitudes as hail and severe turbulence may be present due to the „masked“ intensity!!!

At high altitudes some thunderstorms may be displayed less intense than they are due to the great amount of ice particles instead of water droplets, even though the radar tries to compensate for that with the AUTO GAIN function. Hail even might be impossible to detect at high altitude. In those cases a manual selection of TILT (down) might significantly improve the pictured situation ahead. For example a scan of a thunderstorm with the antenna tilted down will show areas of the CB at lower altitude and thus scan an area with a higher liquid content. So the real intensity of a weather cell will show more clearly than just scanning the high altitude portion.

110

Remember: the antenna is pitch and roll stabilized, thus a 0- TILT on take-off will NOT show weather along flight path of aircraft but just scan the area which lies horizontally ahead of the aircraft. Standard departure gradients in daily operations are between 4 and 6 degrees.

Another trap are black areas behind displayed thunderstorms, as some cells may easily absorb / reflect all radar energy emitted from the aircraft. Thus areas beyond are not scanned at all!!!

111

GAIN control is normally designed for ground mapping only. It will, of course, increase the displayed intensity of weather ahead. Normally there is no prudent use of manual GAIN selection as it just shifts colours to the next level (e.g. green to yellow, yellow to red, red stays red, thus obscuring the picture!!!).

Another item decreasing WXR performance is the range selection of both pilots. As there is just one transmitter/receiver unit the system has to timeshare the scans (see chapter beam characteristics: different PRF and pulse widths) if different ranges are selected. Refreshing rates may decrease significantly!

112

Windshear Warning
Predictive windshear warning during takeoff roll: ("WINDSHEAR AHEAD, WINDSHEAR AHEAD" aural)
• prior to V1, reject takeoff
• after V1, perform the Windshear Escape Maneuver. Windshear encountered during takeoff roll:

The TCAS II processor is programmed with the specific aircraft operating limitations, i.e., maximum altitude at which the aircraft can climb at 1500 feet per minute. Climb or Increase Climb RAs are therefore inhibited when the RA maneuver cannot be completed safely due to lack of aircraft performance capability.

113

The typical limits are + 8,700 ft to - 2,700 ft when Above is selected or + 2,700 feet to -8,700 feet when Below is selected.

A + sign and number above the symbol means the intruder is above your altitude. A - sign and number beneath indicates it is below your altitude.
A trend arrow appears when the intruder’s vertical rate is 500 feet per minute or greater.

114

TCAS display automatically shows when a TCAS TA or RA occurs even though neither pilot has the TCAS (TFC) display selected on the EFIS control panel as long as the transponder mode selector is in TA ONLY or TA/RA, and the ND is in MAP, centre MAP, VOR, or APP mode.

TCAS RA
CLEAR OF CONFLICT; RETURNING TO (assigned clearance)
CLEAR OF CONFLICT, (assigned clearance) RESUMED
UNABLE, TCAS RA

115

Below 500 feet radio altitude all TCAS voice annunciations are inhibited.

Windshear, GPWS, and stall warnings take precedence over TCAS advisories.
Stick shaker must be respected at all -stall recovery procedure

116

DESCEND (fly down) RA issued below 1000 feet AGL should not be followed.

The "“WINDSHEAR, WINDSHEAR, WINDSHEAR” message has the highest priority of all callouts. It must not be confused with PWS warnings, which have a lower priority than TERR warnings (see chapter WXR/PWS).

117

Accomplish the following maneuver for any of these aural alerts:
• SINK RATE
• TERRAIN
• DON’T SINK
• TOO LOW FLAPS
• TOO LOW GEAR
• TOO LOW TERRAIN
• GLIDE SLOPE
• BANK ANGLE
• CAUTION TERRAIN
• CAUTION OBSTACLE
If a terrain caution occurs when flying under daylight VMC, and positive visual verification is made that no obstacle or terrain hazard exists,

Pilot Flying/Pilot Monitoring:
Correct the flight path or the airplane configuration.

118


Activation of "PULL UP" or "TERRAIN TERRAIN PULL UP" warning. Other situations resulting in unacceptable flight toward terrain

Disconnect autopilot.
Disconnect autothrottle.
Aggressively apply maximum* thrust. Simultaneously roll wings level and rotate to an initial pitch attitude of 20°.
Retract speedbrakes.
If terrain remains a threat, continue rotation up to the pitch limit indicator (if available or stick shaker or initial buffet).
Do not change gear or flap configuration until terrain separation is assured.
Monitor radio altimeter for sustained or increasing terrain separation is assured.
When clear of terrain, slowly decrease pitch attitude and accelerate.

119

The key to optimal takeoff performance is to “fly the speeds.” The takeoff flight path that guarantees clearance of all obstacles ahead is calculated based on flight at these speeds. Following rotation at VR , V2 is the resulting engine-out speed at an altitude of 35 ft and is usually slower than that for best lift-to-drag (L/D) ratio or angle of climb. However, if the nose were to be kept down and the airplane accelerated to higher speeds, short-term climb performance would be sacrificed and a close-in obstacle may not be cleared.

However, the PLI also is limited to 30 deg of pitch attitude, regardless of AOA. If AOA or AOA margin to stick shaker were to be used as the first and primary focus of the flight crew during windshear escape or terrain avoidance procedures, extremely high pitch attitudes could be reached before stall warning if the maneuver is entered with sufficient speed. Therefore, the PLI shows the lesser of either margin to stick shaker, or 30 deg of pitch.

120

APU bleed air may be used for air conditioning on ground and in flight.

17.000 feet when APU bleed air is used solely

121

During takeoff, climb, and most cruise conditions, low pressure bleed air from the 5th stage is adequate and the high stage valve remains closed, however, when 5th stage pressure is not enough – e.g. during idle descent – the 9th stage of the high pressure compressor provides additional bleed air.

Differences between L and R duct pressure on the bleed air duct pressure indicator are considered normal as long as there is sufficient air for cabin pressurization.

122


• 2 minutes to drive the TE flaps to 15°
• 2 minutes and 40 seconds for full extension of the TE flaps

Using the alternate (electrical) flap drive system the following protections are inoperative (see FSEU):
• Flap load relief
• TE flap asymmetry and skew detection
• TE flap uncommanded motion detection

123

Alternate flap operation

flaps 15 landing is required to enhance go-around performance (takes a long time to retract the TE flaps).

124

Ein kurzer Refresher zur Funktionsweise aller Radarinstallationen im manuellen Modus: Es wird der Feuchtigkeitsgehalt der Bewölkung sichtbar gemacht. Dabei sollte der Neigungswinkel (Tilt) möglichst auf ein Höhenband ausgerichtet sein, in der Bewölkung üblicherweise viel Feuchtigkeit in Form von Wassertropfen enthält. Gerade dieser Teil einer Quellwolke (üblicherweise unter 25.000ft / 7000m ) hilft, das Gefährdungspotential optimal durch das Radarbild abbilden zu las- sen. In den oberen Schichten der Wolke befinden sich oft nur trockenes Eis und Eiskristalle. Ge- rade Eiskristalle reflektieren den Radarstrahl nur schlecht und ergeben aus diesem Grund ein weniger aussagekräftiges Radarbild.

Gewitter ziehen in die Richtung des Windes in 10.000ft. Aktive Zellen weiträumig (>10- 20NM) und möglichst gegen den Wind umfliegen.
Aktive Zellen nicht überfliegen. Gerade ohne ausreichend Schubreserve und nahe der „max. Operating Altitude“ ist dies wegen möglicherweise auftretender Turbulenz gefährlich.
Gewitter nicht unterfliegen, selbst wenn man durch den Schauer sehen kann. Auftretende Turbulenzen können extrem sein.
Form und Gradient der abgebildeten Bewölkung lassen auf den Schweregrad der Erscheinung schließen. Je steiler der Gradient der Farbabstufung (siehe links) desto gravierender sind Turbulenz und Windscher

125

Turbulenzen werden nur im Umkreis von 40NM Magenta angezeigt (Rockwell Collins & Honey- well).

Scales von 80NM oder weniger optimal zur Gefahrenanalyse. Größere Anzeigescales sollten in erster Linie der strategischen Planung dienen.

126

Wx radar manual mode

Manual Gain" ist primär für "Ground Mapping" vorgesehen. Es lassen sich damit allerdings auch Wetterphänomene im Blick behalten, von denen nur der relativ trockene Teil im oberen Höhenband gescannt wird.
Im Reiseflug im 80NM Maßstab arbeiten und den Neigungswinkel (Tilt) so justieren, dass die ersten Bodenechos am äußeren Rand erscheinen. Alles was sich aus diesem Bodenecho nähert ist potentiell relevantes Wetter, insbesondere wenn es beim 40NM Range Ringe immer noch erfasst wird.
Bei Annäherung an das Wetterphänomen ggf. den Neigungswinkel nachjustieren, um das Gebilde nicht aus den Augen zu verlieren, wenn es den Radarstrahl unterwandert.

127

Wx radar im Steig manuell

Im Anfangssteigflug lässt sich der Flight Path Vector (FPV) nutzen. Wird das Wetterradar auf die- sen Neigungswinkel justiert, zeigt es im Steigflug relevantes Wetter an (verliert mit der Höhe an Aussagekraft, da zunehmend der trockene Teil der Wolke abgetastet wird).

128

Der Auto Mode justiert den Neigungswinkel des Wetterradars in Abhängigkeit von der Flugphase und stellt so die meisten Wettererscheinungen adäquat dar.
Als "Technique" lässt sich der AUTO Mode in zwei verschiedenen „Range Scales“ nutzen, um das Wetter auch bei Annäherung im Blick zu behalten.
Dabei empfehlen sich der 80NM Maßstab auf der einen Seite und der 40NM Scale auf der ande- ren Seite. Jede Darstellung auf dem Navigation Display (ND) wird nun im AUTO Mode mit einem Tilt abhängig von der eingestellten Entfernung gescannt.

-

129

G/S = Glideslope G/P = Glidepath ; FAC = Final Approach Course- Ian

Autobrake nutzen und möglichst spät und idealerweise nicht im Bereich hoher Geschwindigkeit (über 60kts)“disarmen”

130

Ian

Bislang haben viele Kollegen zur Überprüfung eines z.B. RNAV-Anflugs das ILS parallel auf einem der beiden NAV-Receivern gerastet und sich zusätzlich anzeigen lassen. Das funktioniert nicht mehr bei Nutzung von IAN! Sollte bei einem NDB oder VOR Anflug die ILS-DME zur Nutzung mit vorgeschrieben sein, muss auf LNAV/VNAV ausgewichen werden - IAN ist dann nicht nutzbar!

131

Auf ausgerüsteten Flugzeugen wird immer ein G/P im Hintergrund berechnet, auch ohne aktive Nutzung des IAN-Feature. Intern wird der aktuelle G/P mit dem berechneten G/P verglichen und bei zu großer Abweichung eine „GLIDESLOPE“-Warnung ausgegeben. Das kann besonders bei Sichtanflügen oder dem Verlassen des berechneten G/P von z.B. 3,3° auf PAPIs mit 3° zur Verwirrung führen (siehe auch Boeing Bulletin HAP-88).

Bewegen wir uns in der Optimalen Flughöhe, haben wir im Normalfall ausreichende Leistungsreserven, um ein kurzzeitiges Unterschreiten der Vmd kompensieren zu können. D

132

Mit zunehmender Höhe ist, wie bereits erwähnt, der Leistungsüberschuss der Triebwerke limitiert. Gleichzeitig ist die Maneuver Margin mit steigender Flughöhe kleiner (Range zwischen 0,3g für High Speed und 1,3g für Low Speed Buffet or Stick Shaker). Das untere Band gibt bei 1,3g Margin eine sichere Geschwindigkeit, um eine 40°bank Kurve sicher fliegen zu können. Nachdem wir uns in der Optimalen Höhe mit ausreichender Maneuver Margin
wieder finden, sind wir besonders bei von ATC oder durch Wetter bedingte Flüge über der Optimalen Flughöhe plötzlich stark eingeschränkt.

Um bei nun auftretenden Turbulenzen oder vorsorglich bei schlechtem Wetter mit möglichem negativen Einfluss auf die Geschwindigkeit diesen
Nachteil ein wenig ausgleichen zu können, ist
es sinnvoll, im FMC Max Continous Thrust zu wählen. Die Auswahl gibt besonders in Höhen über der Optimalen Höhe die Möglichkeit, zur Verfügung stehende Leistung maximal zu nutzen.
Ist die Geschwindigkeit „behind power curve“, kan

133

Pitch and Power! In den Flughöhen, in denen wir uns normalerweise im Reiseflug bewegen und bei den typischen Gewichten, sollten die Basiswerte 89% N1 und 2,5°-3° Pitch für einen sicheren Flugzustand sorgen.

-

134

Araxos..Refresher

Mit 2000ft von 7 DME auf 1050 ft agl sinken... dann weiter mit normal rate.

135

The main evacuation route for the cockpit crew in case of an emergency is via the main cabin. If the cockpit door cannot be opened, the blow out panels can be taken out (see chapter 06 ). If the door is completely locked, the two cockpit sliding windows and emergency escape ropes are available as an alternative evacuation route.

There are two blow out panels in the door (to compensate for pressure difference between cabin and cockpit in case of pressure loss in the cockpit).
The two panels can be opened from the cockpit (slide the two bolts towards each other; release latch at the top/bottom of the panel and lift panel out) and are to be used as an emergency exit.

136


Public Address System
Take the receiver and press 8. Press the Push to talk-button during the announcement.

The CALL-light is lit as long as the receiver is put down again and the RESET-button on the receiver is pressed.

137


Cabin to Cockpit (Interphone) (Normal operation)
Take the receiver and press 2, a single tone chime (ding) sounds in the Cockpit and the blue CALL- light on the passenger signs panel lights up. Wait for an answer from the Cockpit-Crew, and announce yourself with position, name and reason for call.

Caution! The defibrillator is not a MEL ITEM! If the defibrillator is inop, it must be unloaded or stowed in the cockpit/belly. It is not allowed to carry the inop defibrillator in the cabin.

138

How to open a PSU

if cabin altitude exceeds 14,000 FT


by a switch in the cockpit

by a sharp tool to be put into one of the two manual access holes

Once activated by pulling either mask, oxygen flows through all masks of that compartment for ~ 12 minutes and cannot be deactivated.

139

Azzf nach CDC ins cockpit

The CdC receives information from the captain concerning:
1. Type of emergency situation and landing.
2. The amount of time available for preparations
3. "Brace Signal". If the Cockpit PA system is INOP, reach agreement on (determine) an alternative brace signal.
The correct command to be given is
"BRACE, BRACE - SAFETY POSITION"
4.Special procedures (e.g. in case of ditching, the transfer of passengers, Captain's passenger emergency briefing has to be introduced with an emergency announcement etc.)

140

Disengaging App mode

1. Retune Ils receiver
2. Disengage Ap and turn FD off!

141

Einzige was pm macht ist

...acars destination Page,Wx,

142

Climb speeds/ descend speeds changeover.

Climb- constant CAS leads to increasing Mach/ when Mach number is reached it changes from Cas to Mach

Descend- constant Mach leads to increasing CAS/ changeover from Mach to Cas when equal

Not during VNAV path but with vs/lvl Change

think it is not in a fix point neither an altitude. In your fms you will see the speeds your AP will maintain during climb and descent. During climb it will maintain IAS. The Mach number increases with the altitude maintaining the same IAS. When required mach number is reached then it will maintain that Mach Number and the MCP changes to Mach. On the descent works opposite. It will maintain the Mach until it matches with the required IAS. So the point of change depends on the speeds calculated by the FMS and the point both matches which is related to TAT (True not total).

143

Constant Mach climb

Decreasing Cas due to lower TAS which is LSS times Mach (M constant and LSS due to temp decreasing)

144

Constant IAS Climb

Mach increases

145

Constant Mach descend

ias increases due to higher LSS due to increasing temp

146

Constant ias descend

Mach decreases

147

Master Caution window heat off

All on and power test
If off power is removed

148

Wing tanks full

7830 kg---3915 each

149

Addional fuel... Leichter Flieger ist sicherer...

1.greater terrain clearance
2.better stall charisterics
3.higher alt
4.lower app speed
5. Faster climb

150

Fuel tankering.... gain or loss...

Ab 100 US dollar...Each Ton saves xxxx money
Wenn beide auf loss sind (erste leg weniger als zweite ) trotzdem nicht tanken..loss is loss

151

Which CG does save fuel..

Aft

152

Speed and flap management

1. Track away from course and turn can't be iniated before spec point ---cleaning up at schedule
2.wenn 180 grad Kurve...abwarten bis nach turn fuer bessere turn Performance und kleinere distance!

153

Descend planning...speed

Actual speed to 200.. difference.

154

Why we have to change from cas to Mach during climb

Due to decreasing temp the TAS is increasing to have CAS constant- until,it may reach the LSS which will lead to breakup...that's why we change to a max Mach number...

155

Tow = dow + pax + fuel = tow

-

156

Vref 30/40

V2 Flaps 15 for GA

157

Wichtig GA
PM
PF

Retract Flaps 15
Positive Rate
Tune radios
ATC

GA,F15,Check Thrust
TOGA
TUNE radios for Missed App
800-Flaps on schedule/speed window opens or Set UP Speed
VNAV

158

APU Start Trigger

Complete the before Start Procedure

159

Flap-Movement-speed

-

160

PF:Engine Surge, Memory items
PF:QRH, Engine Surge CL

PM:QRH, Engine surge CL, Engine Start lever number 1, ..cutoff

PM ohne Mem:System A Flight Control Switch...stby Rud-pos- stby rud-je nachdem welche area of resp es ist


-QRH WITH MEM ITEMS,actions muessen nicht wiederholt werden nur bei den read and do

161

Transponder richtig

Auto

162

TOBT
TSAT

Start up request: Pilot Shall request Start up plus min 5

Start up approval: Pilot Schall Receive approval from ATC plus minus 5

163

Non precision approach

Recycle FD below Minima and fly it down...

164

Evacuation

Nach Fire mem items direkt Evas reand and do.. wenn Feuer nach ersten bottle nach 30sec ausgeht direkt Checkliste noch lesen.

165

Wenn mehr als 20 nm auf Intercept hdg für localizer Intercept

Mit lnav rein

166

Flaps 1 erst bei

230... acars

167

Cylcles rausfinden

Fmc techlog

168

Wenn zu hoch...

Mit vs höher als GS intercepten Bzw lvl Change ca 230... nicht Level Change und speed auf 210 drehen ! Wenn langsamer werden muss Atc und runter dann VS eher nehmen

169

Luftraum E

IFR und VFR Verkehr
IFR zu IFR getrennt
IFR zu VFR nicht getrennt