1
Q
REJECTED TAKEOFFS > 80 kts and < V1:
REJECTED TAKEOFFS below (<) 80 kts:
A
- Engine Failure
- Any Fire or Fire Warning
- Predictive Windshear Warning
- If the airplane is unsafe or unable to fly
(If takeoff is continued above 80 kts with suspected tire failure consider increasing power to compensate for the increased drag, leave the landing gear extended)
REJECTED TAKEOFFS below (<) 80 kts: - Activation of the master caution system
- System failure(s) - Unusual noise or vibration
- Tire failure / Abnormally slow acceleration
- Unsafe takeoff configuration warning
2
Q
RTO BRAKES USED:
A
Following any rejected takeoff where max braking (RTO) was used, the tires, wheels, brakes, etc. must be inspected by maintenance prior to any subsequent takeoff.
3
Q
WIND LIMITS ON THE GROUND: Airplane structure ground wind limits for all doors:
A
Airplane structure ground wind limits for all doors:
- While opening or closing 40 kts
- While open: 65 kts
4
Q
(300ER): Ground Ops: tailwinds/crosswinds
between ___ and ___
Engine power should be
A
(300ER): Ground Ops: tailwinds/crosswinds
between 30 kts and 45 kts:
engine power should be limited to a max of 70% N1
5
Q
No ops permitted with wind
A
WIND LIMITS:
No ops permitted with wind gusts above 50 kts except in an emergency.
6
Q
Wind Limits to 20 kts
A
- Braking action medium (fair): dry snow ¾” or greater, sanded snow, sanded ice, compacted snow with OAT warmer than -15 deg C: 20 kts - Single Hydraulic Operations 20 kts - Rolling takeoff procedure should be used when crosswinds exceed: 20 kts - If runway widths narrower than standard (147.6 ft (45 M) are used: 20 kts
7
Q
Wind Limits to 15 Kts
A
- RVR less than 4000 / 1200m (¾ mile): 15 kts
8
Q
Wind Limits to 10 kts
A
- Braking action poor: wet snow, slush, standing water more than 1/8”, ice not
melting: 10 kts
9
Q
TAILWIND:
A
Tailwind (300ER) 15 kts
(200ER) 10 kts
10
Q
AUTO LAND WIND LIMITS:
A
Headwind: 25 kts Crosswind: 15 kts Tailwind (300ER) 15 kts (200ER) 10 kts (may be further limited by runway or visibility limits)
11
Q
ALTITUDE LIMITS (Based on PRESSURE altitude) - Max Operating Altitude: - One pilot on Oxygen - Unwanted O2 Mask Presentation: if unable to reseat passengers - Flap use: - Max T / O and Landing Altitude: - Max Cabin Altitude: - TO power only
A
ALTITUDE LIMITS (Based on PRESSURE altitude)
- Max Operating Altitude: 43,100 ft
- One pilot on Oxygen / Normal if above: FL 410
- Unwanted O2 Mask Presentation: if unable
to reseat passengers and they are supplied
with a portable oxygen system: 30,000 ft
- Flap use: 20,000 ft
- Max T / O and Landing Altitude: 8,400 ft
(You may be above limit at SKBO if temp > 21 deg C)
- Max Cabin Altitude: 8,000 ft
- TO power only for T/O’s above 6,000 ft
12
Q
AIRSPEED MAX LIMIT:
A
(200ER): 330 Kts / 0.87 M
(300ER): 330-350 Kts / 0.89 M
13
Q
ECONOMY CLIMB SCHEDULE (When FMC data is unavailable):
A
Below 10,000 ft: 250 kts
At or above 10,000 ft: 310 kts / 0.84 M
– Maintain at least 15 kts above min maneuvering speed when climbing through FL 200 to prevent the EICAS caution msg AIRSPEED LOW from occurring.
14
Q
UNPRESSURIZED FLIGHT REQUIREMENTS:
A
As a result of an in-flight depressurization:
- Flight will be made with Outflow Valve Switches in MAN and the outflow valves between 1/2 and 2/3 open
- Max altitude with passengers is 14,000 ft
- Use oxygen mask when flying above 10,000 ft
15
Q
AIRCRAFT DIMENSIONS:
A
(200ER) (300ER)
Wingtip: 199’11” (60.93M) 212’07” (64.80M)
Fuselage: 209’01” (63.73M) 242’04” (73.86M)
16
Q
WINGTIP RADIUS during a turn:
- The wing tip travels outboard about
- Do not attempt to make a turn away from an obstacle within
A
WINGTIP RADIUS during a turn:
(200ER): 144.9 ft (44.2M) (300ER): 160.2 ft (48.8M)
- The wing tip travels outboard about 5 ft and travels 35 ft in front of the nose.
- Do not attempt to make a turn away from an obstacle within 15 ft of the wingtip or (200ER) 50 ft (300ER) 45 ft of the nose.
17
Q
NOSEWHEEL TURNING:
A
TURNING RADIUS:
- 7 deg nose wheel steering with the pedals
- 13 deg – Main aft axle auto-castering
- 70 deg max nose wheel steering tiller
18
Q
MIN RUNWAY WIDTH:
A
MIN RUNWAY WIDTH: 147.6 ft (45M) unless
otherwise noted. (x-wind limit of 20 kts imposed if less than standard)
19
Q
Min runway width for a 180 deg turn:
A
Min runway width for a 180 deg turn:
(200ER): 155.8 ft (47.5M) (300ER): 185.5 ft (56.5M)
- If a non-normal or emergency situation requires a 180 deg turn on a 147.6 ft (45M) runway width towing
is the preferred method. Do not exceed maximum landing weight during the turn.
20
Q
LANDING GEAR:
- Operating / Extended:
- Gear down by
A
- Operating / Extended: Lowest of: 270 kts / 0.82 M
- Gear down by 2,000 ft AFL (recommended)
21
Q
- Nose landing gear minimum tire pressure:
- Main landing gear minimum tire pressure:
- Gear pins located
A
- Nose landing gear minimum tire pressure: 190 PSI
- Main landing gear minimum tire pressure: 200 PSI
- Gear pins located in the E&E compartment.
22
Q
Runway should be considered contaminated if more than
A
Runway should be considered contaminated if more than 25% of the required field length is covered with standing water, slush, compacted snow or wet snow more than 1/8” (3mm) deep, dry snow more than 1” (25mm) deep or ice.
23
Q
CONTAMINATED RUNWAYS
- Thrust
- Improved Performance
- Tailwind
- Wet snow, standing water, dry snow, ice
- Anti skid
- Flaps
A
- Maximum thrust at TO rating must be used.
(Standard D-rated thrust at any rating is not authorized) - Use of Improved Performance is prohibited.
- T/O not authorized with a tailwind
- T/O not authorized with more than 1/2” of wet snow,
slush, or standing water, or more than 4” of dry snow,
or with chunks of hardened snow and ice. - Anti Skid system must be operative
- Try to use flaps 15 for takeoff. If unable, flaps 5.
24
Q
PRE FLIGHTS: cockpit crewmember shall conduct a visual inspection of the upper wing surface
A
If OAT temp is reported 40 deg F (5 deg C) or colder, cockpit crewmember shall conduct a visual inspection of the upper wing surface from the cabin to ensure that it is free of contamination.
25
Takeoff with frost on the underside of the fuel tank wing surfaces.
Takeoff with frost on the underside of the fuel tank wing surfaces is ok if less than 1/8”.
26
periodic engine run-ups are required during taxi-out, ground holding, and taxi-in
When icing conditions exist (see above) that require engine anti-ice and OAT is 3 deg C or below, periodic engine run-ups are required during taxi-out, ground holding, and taxi-in.
27
Icing conditions run up
Check area is clear behind, run-up to a min of 50% N1 for approx. 1 sec. duration at intervals no greater than 60 minutes. (200ER): A 1 sec. run-up to 50% N1 is also required during lineup just prior to takeoff. (300ER): Run-up to as high a thrust setting as possible, make sure that vibration
settings are below 4 units.
28
Ice accretion
When operating in icing conditions during any part of the flight and the forecast landing temp is below 10 deg C: the climb limited landing weight must be adjusted for ice accretion.
29
Manual wing anti-ice on ground or Automatic
If TAT is below 10 deg C and wing anti-ice is manually activated on the ground, it will come on immediately after airborne, affecting climb rate. Automatic wing anti-ice is inhibited for 10 minutes after takeoff.
30
FUEL SLIP: Must be within
450 gallons of planned.
31
FUEL FOR HOLDING: Calculate
Calculate FOB every 15 minutes when holding.
32
Conditions dictate use of Flaps 30
- Braking action less than good
- Tailwind
- Short runway (less than 8,000 ft)
- Wet / contaminated runway
- Autoland
- deemed prudent by the Captain)
33
- Auto Landings: Flaps
20 or 30 (do not use 25)
34
Final flap setting must be selected by
1,500 ft AFL.
35
Single Engine Landings: Flaps
20 (Flaps 30 performance permitting or if required due to field conditions (short runway, icy conditions, etc.)
36
FLAP EXTENSION: Maximum Pressure Altitude for operating with flaps down:
20,000 ft.
37
CREW DUTIES AFTER GROUND EVACUATION:
| CAPTAIN:
- Assist in Cabin
- Assist and direct evacuation, use Megaphone located at (200ER): 1R, (300ER): 1L
- Check entire cabin / exit usable door
- Assemble passengers away from airplane
- Keep crewmember with passengers
38
```
EMERGENCY EQUIPMENT:
- Closest Medical kits:
- ELT’s:
(200ER):
(300ER):
Megaphones:
(200ER):
(300ER):
```
- Closest Medical kits: Crew Rest Outboard Drawer / Galley Storage Compartment / Galley Outboard Storage Compartment
- ELT’s:
(200ER): In slides at 1L and 4R
(300ER): In storage drawer 1L and G7 (5R)
Megaphones: By doors
(200ER): 1R and 4L
(300ER): 1L and 5R
39
PASSENGER OXYGEN SYSTEM:
- O2 from chemical generators located above seats in passenger service unit,
(200ER): O2 available.
(300ER): O2 available.
(200ER): 12 minutes of O2 available.
| (300ER): 22 minutes of O2 available.
40
PASSENGER OXYGEN SYSTEM:
- First warning:
- Second warning:
- Masks drop automatically
- First warning: CABIN ALERT at 8,500 ft
- Second warning: CABIN ALTITUDE at 10,000 ft
- Masks drop automatically at approximately
13,500 ft cabin altitude
41
OXYGEN: Min press for ETOPS:
1250 PSI at 70 deg F
42
PBE: Good for approximately
- Green light in bottom of mask =
- Red =
- Blue Dot:
- Pink Dot:
- Green Tag:
PBE: Good for approximately 15 minutes.
- Pull red ball on the back of the unit to activate flow.
- Green light in bottom of mask = good; Red = no O2
- Blue Dot: good humidity indicator.
- Pink Dot: bad humidity indicator, call maintenance to replace.
- Green Tag: unit is sealed properly.
43
FASTEN SEAT BELT SIGN will illuminate (with AUTO selected):
- Gear not up and locked, or
- Flap handle not up, or
- A/C below 10,000 ft, or
- Cabin altitude above 10,000 ft, or
- Passenger O2 is on
- - If the Seat Belts Selector is in the OFF position, and oxygen is ON, the FASTEN SEAT BELTS signs will illuminate automatically.
44
AFDS ANNUNCIATIONS:
- LAND 3 =
- LAND 2 =
- NO AUTOLAND =
- - NO LAND 3 EICAS message=
- LAND 3 = Cat III, 300 RVR / Cat II, DH as published
- LAND 2 = Cat II, DH as published / Cat III, 50 DH, 600 RVR.
- NO AUTOLAND = Cat I, 1800 RVR
- - NO LAND 3 EICAS message= LAND 2 criteria
45
```
AUTO SPOILERS / SPEED BRAKES ACTIVATED:
- Arm on all approaches during normal operations (restrictions with Gear Tilt, Center Hyd. problems, etc)
- Will Deploy on Landing if Armed:
Not Armed:
- Will Deploy on a Rejected T/O:
```
- Will Deploy on Landing if Armed: Idle
Not Armed: Reverse idle
- Will Deploy on a Rejected T/O: Reverse idle
- Call “Deployed” or “No Speedbrakes”
46
RUDDER becomes effective
at approximately 60 KTS
47
WHEEL TO RUDDER CROSS-TIE operates in flight below _____ can deflect rudder up to _____.
below 210 kts, can deflect rudder up to 8 deg.
48
TAXI GROUND SPEEDS:
- Do not use the nose wheel steering tiller until taxi speed is _____ (max taxi speed) or below.
- Below _____ groundspeed for high speed taxiway
- Approx _____ normal taxi speed, adjusted for conditions.
- _____ max groundspeed for a 90 deg turn
taxi speed is 30 kts (max taxi speed) or below.
- Below 30 kts groundspeed for high speed taxiway
- Approx 20 kts normal taxi speed, adjusted for conditions.
- 10 kts max groundspeed for a 90 deg turn
49
Stab Green Band” message
STABILIZER GREEN BAND: Calculated by using gross weight, T/O thrust and CG, crosschecks with sensor on nose gear.
may go away after load closeout numbers are received.
50
Flight Controls? lock out at high speeds
HIGH SPEED FLIGHT SPOILERS 5 & 10 plus the ailerons lock out at high speeds
51
TAKEOFF CONFIG WARNING
- D
- F
- S
- S
- P
- R
- M
- Doors – door not closed, latched and locked
- Flaps – Flaps or slats not in takeoff position
- Speedbrake Lever not in DOWN detent
- Stabilizer trim not in green band
- Parking brake set
- Rudder trim not centered
- Main gear steering not locked
- - Inhibited at V1
52
LANDING CONFIG WARNING: Landing Gear not down and either:
- Flap Lever in landing position (25 – 30)
| - Below 800 ft RA, either thrust lever closed
53
FLIGHT WARNING SYSTEM STATUS cue is inhibited from
from beginning of engine start until 30 minutes after lift off.
54
COMM MSG (except for CABIN ALERT) is inhibited from
engine power advance on takeoff to 400 ft AGL
55
MASTER CAUTION light, beeper and advisory messages inhibited at
80 kts – 400 ft AGL / 20 sec after liftoff.
56
MASTER WARNINGS (aural and master warning light) is inhibited
at V1 – 400 ft AGL / 25 sec after nose gear extension.
57
EICAS ALERTING:
- TIME CRITICAL WARNING (Red)
Conditions requiring immediate crew awareness and corrective action to maintain safe flight:
ENG FAIL, WINDSHEAR, or PULL UP (if on the ground, warning active between 65 kts and 6 kts before V1).
- Warnings appear on PFD, Red Master Warning Lights, Red Alert on EICAS.
58
SINGLE ENGINE MAX TAXI THRUST:
35% N1
59
SINGLE ENGINE TAXI: Single engine taxi is not authorized when:
- On wet or slippery taxiways
- In icing conditions
- Where tight turns in confined areas may be expected
- - Single engine taxi not recommended for the 300ER.
60
ENGINE WARM-UP / COOL-DOWN
- (200ER):
- (300ER):
- (200ER): Do not exceed taxi thrust limit for 5 minutes if cold, 2 minutes if warm (1 ½ hrs or less from shutdown to start)
- - (300ER): 3 minute warm-up recommended.
- Engine oil temperature must be above the lower amber band before takeoff.
- Engine cool-down after landing: let engine stabilize for (200ER): 1 minute (300ER): 3 minutes at idle prior to shutdown.
61
TWO ENGINE TAKEOFF:
| - Initial throttle advanced for takeoff:
(200ER): 1.05 EPR (300ER): 55% N1
| - TO/GA by 50 KIAS
62
ENGINE FAILURE ON TAKEOFF AFTER V1:
- PM: Positive Rate, PF: “Gear Up”
- PF: 400 ft (rwy hdg?) “Hdg Select” or “L NAV”
- Declare emergency / intentions
- Engine out altitude - Clean up on schedule
(No slow speed protection if the flaps are not moved)
- “Flaps Up - Checklist”
-- Above 500 ft AGL, if under control and stabilized: Autopilot on if desired.
63
ONE ENGINE APPROACH:
- Match fuel flow with rudder trim
- Downwind: “Flaps 1 – Set Speed”
- PM – Brief Approach (recommended)
- Base: “Flaps 5 – Set Speed”
- On intercept heading select “LOC”
- Once LOC captured, select “APP”
- Precision App: When G/S pointer approaches 1 dot: “Gear down” “Flaps 20” (Flaps 30 performance permitting or if required due to field conditions (short runway, icy conditions, etc.))
- Non-ILS App: Gear down and flaps 20 by final approach fix.
64
ENGINE FAILURE ON FINAL APPROACH:
- If the approach is continued at flaps 30, increase thrust to maintain speed
- If Go-Around: Follow normal procedures, subsequent flap retractions should be made at safe altitude in level flight or shallow climb
- If weight is near the climb limited max landing weight:
- - Retract flaps to 20 and continue the approach (select flap override), increase thrust
- - Increase speed (200ER): 15 kts (300ER): 20 kts over previously set VREF 25 or 30 approach speed
65
Go-Around mode is armed
when the Glideslope is captured or flaps are not up.
66
If a go-around is initiated prior to the MAP,
do not initiate any turns until reaching the MAP.
67
ONE ENGINE GO-AROUND:
- Call out “Go-Around, Flaps 5” (or Flaps 20 if you used Flaps 30 during the approach)
- Maintain Approach Speed
- PM: “Positive Rate, PF: Gear Up”
- PF: “Set missed approach altitude”
- Limit bank angle to 15 deg if airspeed is below minimum maneuver speed
- Above 400 ft radio altitude select “L NAV” or appropriate roll mode
- 1,000 ft AFL/obstacle clearance height “Set speed”
- Flaps - Retract on schedule
- After flap retraction select FLCH or VNAV as req.
- Verify Continuous Thrust
- Verify tracking missed approach route and missed approach altitude capture.
- After Takeoff – Climb checklist
68
TWO ENGINE GO-AROUND:
- TO/GA switch – Press. Advance throttles, rotate to go-around attitude. Verify or adjust thrust as needed.
- Call out “Go-Around”, “Flaps 20”
- PM: “Positive Rate, PF: Gear Up”
- PF: “Set Missed Approach Altitude”
- Limit bank angle to 15 deg if airspeed is below minimum maneuver speed
- Above 400 ft radio altitude select “L NAV” or appropriate roll mode
- 1,000 ft AFL/obstacle clearance height “Set speed” or “VNAV”
- - Flaps - Retract on schedule
- After flap retraction select FLCH or VNAV as req.
- Verify Climb Thrust
- Verify tracking missed approach route and missed approach altitude capture.
- After Takeoff – Climb checklist
69
TO/GA:
- Engage TO/GA prior to
- - If not engaged prior to
- TO/GA above 80 kts:
- TO/GA after liftoff:
- Engage TO/GA prior to 50 KIAS
- - (If not engaged prior to 50 KIAS, autothrottle operation is inhibited until reaching 400 ft altitude)
- TO/GA above 80 kts: Disarms LNAV / VNAV
- TO/GA after liftoff: You get full TO power, all D-rates removed, disarms LNAV / VNAV if armed.
70
BUG SPEED =
BUG SPEED = approach speed + ½ steady headwind component + full gust increment (max + 20 kts). Do not apply wind corrections with a tailwind, just use approach speed + 5 kts.
- If autothrottles are engaged: VREF + 5 kts
-- If a manual landing is planned with autothrottles connected in gusty or high winds consider VREF
+ 10 kts
71
STANDARD CALLOUTS:
- Captain:
- PM:`
- Captain: “LOC Capture” / “Glide Slope Capture” / “Final Approach Fix” or “OM Crossing Altitude_____”
- PM: “Transition Level” / “11,000 ft MSL (or FL 110 if transition level is at or below)
- PM: No later than 1,000 ft AFL “Before Landing checklist complete” / “Verified” by pilot landing
- “Missed Approach Point”
- If Automatic Callouts are not made they must be made by the pilot not landing
72
ASSUMED TEMERATURE DERATE is not allowed
when the runway is contaminated with standing water, ice, slush or snow.
73
STANDARD THRUST TAKEOFF IS NOT AUTHORIZED: (Max Thrust TO required when:)
- When using improved performance procedures
- If windshear is reported or expected
- TO power must be used for T / O’s above 6,000 ft
- Takeoff on contaminated runways (Performance TPS 10.3 and Performance Takeoff 70.1)
- When FM-II airport advisory specifies use of maximum thrust.
74
The following require Max Thrust, but may be used as specified with Max TO, TO1 or TO2:
- Tailwind
- If load closeout weight (TOW) exceeds assumed takeoff weight (ATOW). However, a new TPS may be obtained which may authorizes standard thrust at the higher closeout weight.
- With MEL/CDL items containing a takeoff weight correction unless corrected by the TPS.
75
Thrust Max TO only:
With standing water, slush, ice or snow on runway (contact dispatch for contaminated RWY corrections from 1/8” to ¼” and ¼” to ½”. T/O above ½” not authorized.
- (300ER): MAX TO thrust mandatory when on a wet-non skid resistant surface (non-grooved runway) i.e. SAEZ
76
- NO LAHSO IF:
- -Tailwind of 3 kts or greater
- -Wet or contaminated runway
- -Windshear reported within 20 min
- -MEL/CDL weight penalty items
- -Any braking, anti skid or thrust reversing system inop.
77
EMERGENCY DESCENT / DEPRESSURIZATION OVER TERRAIN CRITICAL AREA:
- (200 ER):
- (200 ER): 12 min. of total passenger O2 available. Descend to 17,000 ft for 10 minutes after pax mask deployment, then down to (terrain permitting) 10,000 ft or MEA, whichever is higher.
- Descend at VMO/MMO (330 kts/0.87M if structural integrity ok)
78
EMERGENCY DESCENT / DEPRESSURIZATION OVER TERRAIN CRITICAL AREA:
- (300 ER):
- (300 ER): 22 min. of total passenger O2 available.
Descend to FL 250 for 19 minutes after pax mask deployment, then down to (terrain permitting) 10,000 ft or MEA, whichever is higher.
- Descend at VMO/MMO (330-350 kts/0.89M if structural integrity ok)
-- For operations near terrain in conditions of extreme cold temperatures, refer to supplemental information in the QRH, Maneuvers Tab, Page 1.9
- See TRR column on flight plan for terrain info.
79
HOLDING PAGE FIX ETA:
The first time that you will be over the fix after the EFC time
80
EMERGENCY DESCENT:
-- MCP Altitude – Select Lower
(17,000 ft suggested if terrain permits)
-- FLCH – Select
-- Throttles - Close
-- Speedbrake Handle – Full Aft
-- Seat Belts Selector – On
-- Descend – Straight ahead or initiate moderate bank (30 deg max)
--- When descending in vicinity of high terrain:
------ Level off at (200ER): 17,000 feet for 10 minutes (300ER): 25,000 feet for 19 minutes from the time passenger O2 was deployed, and then continue descent (terrain, MEA permitting) to 10,000 feet or below.
--- Select Terrain button to display terrain.
--- In extremely cold weather conditions (approximately -30 deg C SAT and below), add 2,000 feet to the initial level-off altitude until safe terrain separation is ensured.
-- Target Speed – Max VMO/MMO
(200ER): 330 Kts / 0.87 M
(300ER): 330-350 Kts / 0.89 M
(if structural integrity is good)
-- Transponder – Code 7700
-- ATC – Call
-- Make PA – “Use O2, fasten seat belts”
- Advise FA’s when they can remove their oxygen masks (cabin altitude at or below 10,000 ft).
-- After level off: Speedbrakes – Check
retracted.
81
MAX HOLDING SPEEDS:
```
MAX HOLDING SPEEDS:
0 - 6,000 ft = 200 kts
6,001 ft –14,000 ft = 230 kts
(May be restricted to: 210 kts when depicted on low altitude enroute chart. If you need to hold above 210 kts advise ATC prior to holding)
14,001 ft and above = 265 kts
```
82
Holding Timing:
| - Min holding speed:
1 minute < 14,000 ft / 1 ½ min > 14,000 ft
- Min holding speed:
(200ER)
• Above FL250, use VREF 30 + 100
(300ER) Above 10,000 feet, use VREF 30 + 120
- Slow down 3 minutes prior to fix. If you need to hold faster advise Center. Maintain clean configuration if holding in icing or turbulence.
83
STABILIZED APPROACH:
A stabilized approach must be established before descending below the following minimum stabilized approach heights:
- IMC: 1,000 ft AFL - VMC: 500 ft AFL
A stabilized approach means the airplane must be:
- Landing configuration (gear down and landing flaps) no later than 1,000 ft AFL
- At Approach Speed:
-- Minimum: Approach Speed – 5 kts
-- Maximum: Approach Speed + 10 kts
- On the proper flight path at the proper sink rate
- At stabilized thrust (engines spooled up)
-- Final Approach flap setting must be selected by 1,500 ft AFL
84
TRACKING PERFORMANCE / DEVIATION CALL-OUTS: A call out will be made anytime any crewmember observes any of the following deviations. The pilot-flying will acknowledge the deviation and make an immediate correction:
- “Airspeed” With landing flaps, - 5 kts to +10 kts from approach speed
- “Glide Slope” - greater than 1/2 dot
- “Localizer” - greater than 1/3 dot (diamond touching first marker)
- “Path” – VNAV Path deviation (not to exceed +/- 75 ft from FAF inbound, found on RNP PROG 4/4)
- “Track” – lateral track deviation not to exceed approach RNP value (monitor on RNP PROG 4/4)
- “VOR” – greater than 2 deg displacement on VOR
- “NDB” – greater than 5 deg displacement on NDB
- “Sink rate”: If Below: If descent rate exceeds:
2,000 ft: 2,000 fpm
1,000 ft: 1,000 fpm
-- Sink rate below 1,000 AGL: 1,000 fpm
85
NON ILS APPROACH:
- Use LNAV mode for all non-ILS approaches
- Coded glide paths ensure that you can make any restrictions, so you can use the lower mins. Coded GP info must be on legs page in between FAF and RWY in order to use Vnav.
- If flying an LNAV / VNAV, with a published DA, do not add 50 ft.
- If flying LNAV only using Vertical Speed to descend: add 50 ft.
- If flying an ILS GS OTS out of service, you can use the MDA(H) as a DA – do not add 50 ft.
- If there is a ball note, use Vnav DA(H) in lieu of MDA (H)
- If MDA(H) is listed without a ball note, you must add 50 ft to the MDA
86
If the actual temp is above or below the Baro-VNAV temp limitations,
the approach is not authorized.
87
RNAV-GPS: If the actual temperature is less than the Baro-VNAV temperature limitation,
use the LNAV MDA minimums + 50 ft.
88
The minimum RNAV (RNP) approach authorized is
0.11nm for approach and 1.0nm for missed approach
89
If no predictive RNP is listed on the flight plan:
the lowest RNP allowed if in IFR conditions: 0.30.
90
The maximum airspeed on the final approach segment of an RNAV (RNP) approach is ___kts.
180 kts.
91
In LNAV, the PM monitors XTK ERROR on PROG Page 4/4, RNP PROG at 3L not to exceed approach RNP from IAF inbound along with VTK ERROR, not to exceed
+/- 75 ft from the FAF inbound.
92
- RNAV approaches requiring an RNP value of less than 0.3 must
- Both pilots must be
- use autopilot.
| - in 10 mile range.
93
CAT II / III APPROACHES:
- Captain
- Captain need to make the mandatory PA
- Captain flies entire approach.
| - Captain need to make the mandatory PA advising passengers to turn off all electronic devices.
94
CIRCLING Category:
CIRCLING: 777-200ER = CAT “C”
| 777-300ER = CAT “D”
95
```
AIRSPEEDS:
Power Up during takeoff:
45 KIAS
50 KIAS
60 KIAS
65 KIAS
80 KIAS
85 KIAS
100 KIAS
```
Power Up during takeoff: Predictive windshear active
45 KIAS Taxi break release inop above 45 kts
50 KIAS TOGA no later than 50 kts
(If Autothrottles are not engaged by 50 KIAS,
they can not be engaged until above 400 ft)
60 KIAS Rudder becomes aerodynamically effective at approximately 60 KIAS
65 KIAS up until – 6 kts prior to V1: ENG FAIL
70 KIAS Thrust Asymmetry Comp. (TAC)
80 KIAS Throttle Hold, doors lock, master cautions, advisories inhibited
85 KIAS RTO Auto Brakes
100 KIAS Altimeter reading for 400 ft AGL
computation
96
RUNWAY REMAINING LIGHTS:
- Centerline:
- Runway edge:
- - 7 Runway edge lights = ___ visibility
- TDZ lights:
- Flashing PAPI lights:
- Centerline: > 3,000 = white;
3,000 to 1,000 = red / white;
< 1,000 = red. 50 ft spacing
- Runway edge: > 2,000 = white;
< 2,000 = amber
(runway edge lights for runways with no overrun are red < 2,000 remaining). 200 ft spacing.
-- 7 Runway edge lights = ¼ mile visibility
- Runway centerline stripes: 120 ft long, 80 ft between lines.
- TDZ lights: 100 ft spacing.
- Flashing PAPI lights: airplane on the runway.
B-777 Study Guide
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