FCTM

Question 1

Events Requiring Maintenance Inspection.

Answer 1

1. hard landing / bounced landing;
2. Overweight landing;
3. Severe turbulence;
4. Overspeed;
5. High energy stop;
6. Lightning strike;
7. Extreme dust;
8. Tail strike;
   + any other reason the PIC decides, or according to the list in El Al intro to the FCTM
   (Chapter 1)

Question 2

Define Flap Maneuver Speed.

Answer 2

The recommended operating speed during takeoff or landing operations. These speeds guarantee full maneuver capability or at least 40° of bank (25° of bank and 15° overshoot) to stick shaker within a few thousand feet of the airport altitude.
(Chapter 1)

Question 3

What is the minimum maneuvering speed for the different flaps settings?

Answer 3

Flaps up: VREF40+70
1: VREF40+50
5: VREF 40+30
10: VREF 40+30
15: VREF 40+20
25: VREF 40+10
30: VREF30
40: VREF40
(Chapter 1)

Question 4

What is the difference between Minimum maneuver speeds (displayed as the top of the lower amber band) and flap maneuver speeds?

Answer 4

Flap maneuver speeds are based on airplane weight, while the minimum maneuver speed is calculated using airplane angle of attack and current airspeed. These speeds provide independent means to ensure that the current airspeed provides at least full maneuver capability for terminal-area maneuvering.
(Chapter 1)

Question 5

What is meant by the term “reduced maneuver margin”, when used in reference to anti-ice systems?

Answer 5

The stall warning logic adjusts stick shaker to a lower angle of attack. This results in a higher stick shaker speed and a higher minimum maneuver speed. Flap retraction and extension speeds are not affected by the use of anti-ice systems, therefore maneuver margin is reduced.
(Chapter 1)

Question 6

At which occasions we need to limit the bank angle to 15?

Answer 6

1. When speed is below V2+15; (FCTM)
2. After takeoff, until reaching height of 400’ AGL; (OMA)
3. Whenever maneuvering capability is in question; (FCTM)
4. During engine failure during go around / missed approach until initial maneuvering is complete and a safe altitude is reached; (FCTM)
5. During flaps up landing, when airspeed below flaps up maneuvering speed; (QRH)
6. During Elevator tab vibrations, until below 20,000’. (QRH)
7. During Jammed or restricted flight control. (QRH)
8. When using flaps 1 for go-around, when airspeed is less than VREF 15 + 15 knots or minimum maneuver speed, whichever is less. (FCTM)
9. During flap retraction from Flaps 1 to Flaps Up with Engine Anti Ice or Wing Anti Ice ON, until the Leading Edge Flaps Transit light has extinguished. (FCOM B.32)

Question 7

How do we calculate the wind additive during approach?

Answer 7

Add one half of the reported steady headwind component plus the full gust increment above the steady wind to the reference speed. The minimum command speed setting is VREF+5k.
The maximum is VREF+ 15k / flap placard speed - 5k.
(FCTM 1.11)

Question 8

When using VREF ICE, what is the maximum wind additive?

Answer 8

VREF ICE is VREF+10, therefore the wind additive should not exceed 5k.
(FCTM 1.12)

Question 9

What is the difference between primary and alternate rudder trim technique?

Answer 9

In the primary technique we trim the rudder until the control wheel indicates level. In the alternate technique we trim the rudder until the bank indicates level (no bank angle indicated on the bank pointer).
The alternate rudder trim technique is used if the primary trim technique results in an unacceptable bank angle, excessive rudder trim, or if a more accurate dual axes trim is required.
(FCTM 1.27)

Question 10

Can we do RNAV approach without GPS updating?

Answer 10

According to El Al OPS INFO it is not allowed.
According to the FCTM:
RNAV approaches are compatible with all FMCs provided DME-DME or GPS updating is active at the beginning of the approach and the approach RNP is equal to or greater than the minimum demonstrated RNP in the AFM. FMCs have RNP 0.5 capability with DME-DME updating active without GPS updating.
(FCTM 1.31)

Question 11

Weather Radar and Terrain Display Policy.

Answer 11

Whenever the possibility exists for adverse weather and terrain/obstacles near the intended flight path, one pilot should monitor the weather radar display and the other pilot should monitor the terrain display. The use of the terrain display during night or IMC operations, on departure and approach when in proximity to terrain/obstacles, and at all times in non-radar environments is recommended.
(FCTM 1.36)

Question 12

Alternate MCP Altitude Setting Techniques Using VNAV.

Answer 12

Use when waypoints with altitude constraints are closely spaced to the extent that crew workload is adversely affected and unwanted level-offs are a concern.
1. for departures, set the highest of the closely-spaced constraints.
2. for arrivals, initially set the lowest of the closely spaced altitude constraints or the FAF altitude, whichever is higher.
(FCTM 1.40)

Question 13

Recommended actions when AFDS modes are not responding normally to MCP switch selections.

Answer 13

Disengage the autopilot and select both flight director switches to OFF. This clears all engaged AFDS modes. When an autopilot is re-engaged or a flight director switch is selected ON, the AFDS default pitch and roll modes should engage. The desired AFDS pitch and roll modes may then be selectable.
(1.41)

Question 14

Turbulent air penetration recommendations.

Answer 14

During manual flight, maintain wings level and smoothly control attitude.
Use the attitude indicator as the primary instrument.
After establishing the trim setting for penetration speed, do not change pitch trim.
Maneuver at bank angles below those normally used.
Set thrust for penetration speed and avoid large thrust changes.
Flap extension in an area of known turbulence should be delayed as long as possible.
(1.45)

Question 15

What is the recommended taxi speed?

Answer 15

Normal taxi speed is approximately 20 knots, adjusted for conditions. On long straight taxi routes, speeds up to 30 knots are acceptable. On a dry surface, use approximately 10 knots for turn angles greater than those typically required for high speed runway turnoffs.
(FCTM 2.6)

Question 16

What is the primary factor affecting carbon brake life?

Answer 16

For carbon brakes, brake wear is primarily dependent upon the number of brake applications.
(FCTM 2.6)

Question 17

During a turn, which landing gear track the wider radius?

Answer 17

While the airplane is turning, the main gear tracks inside the nose gear. The smaller the radius of the turn, the greater the distance that the main gear tracks inside the nose gear and the greater the need to steer the nose gear outside of the taxi path (oversteer).
(FCTM 2.8)

Question 18

Recommended technique for minimum radius 180° turn.

Answer 18

Stop the airplane completely with the thrust at idle.
Hold the nose wheel steering wheel to the maximum steering angle, release the brakes, then add thrust on the outboard engine. Only use the engine on the outboard side of the turn and maintain 5 to 10 knots during the turn to minimize turn radius.
Light intermittent braking on the inside main gear helps decrease turn radius.
(FCTM 2.11)

Question 19

Thrust setting policy during takeoff.

Answer 19

A momentary autothrottle overshoot of 4% N1 may occur but thrust should stabilize at +/- 2% N1, after THR HLD. Thrust should be adjusted by the PM, if required, to - 0% + 1% target N1.
(FCTM 3.7)

Question 20

What are the required crew actions in case “THR HLD” annunciation does not appear during takeoff?

Answer 20

No crew action is required unless a subsequent system fault causes unwanted thrust lever movement.
(FCTM 3.7)

Question 21

What is the rotation rate and target pitch attitude for 2 engines and 1 engine?

Answer 21

Two engines: 2-3 deg/sec. to 15 deg.
One engine: 1.5-2.5 deg/sec. to 12-13 deg.
(FCTM 3.8, 3.34)

Question 22

737-800 minimum tail clearance for flaps 1/5 and tail strike pitch attitude.

Answer 22

33/51 and tail strikes at 11 deg. Pitch.
In general: light gross weights and low flaps setting reduces the tail clearance.
(FCTM 3.10)

Question 23

737-900 minimum tail clearance for flaps 1/5 and tail strike pitch attitude.

Answer 23

33/49 and the tail strikes at 10 deg. Pitch.
In general: light gross weights and low flaps setting reduces the tail clearance.
(FCTM 3.11)

Question 24

Takeoff Crosswind Guidelines.

Answer 24

1. The rolling takeoff procedure is strongly advised when crosswinds exceed 20 knots or tailwinds exceed 10 knots.
2. Initial runway alignment and smooth symmetrical thrust application result in good crosswind control capability during takeoff.
3. Light forward pressure on the control column during the initial phase of the takeoff roll (below approximately 80 knots) increases nose wheel steering effectiveness.
4. Begin the takeoff roll with the control wheel approximately centered. Throughout the takeoff roll, gradually increase control wheel displacement into the wind only enough to maintain approximately wings level.
   (FCTM 3.16)

Question 25

Guidelines for takeoff in gusty wind and strong crosswind conditions.

Answer 25

Use of a higher thrust setting than the minimum required is recommended. To increase tail clearance during strong crosswind conditions, consider using a higher VR if takeoff performance permits. This can be done by: • using improved climb takeoff performance • increasing VR speed to the performance limited gross weight rotation speed, not to exceed actual gross weight VR + 20 knots. Set V speeds for the actual gross weight. Rotate at the adjusted (higher) rotation speed. Avoid rotation during a gust. If a gust is experienced near VR, as indicated by stagnant airspeed or rapid airspeed acceleration, momentarily delay rotation. Do not rotate early or use a higher than normal rotation rate. (FCTM 3.17)

Question 26

During which conditions it is not allowed to use ATM Derated takeoff?

Answer 26

Reduced takeoff thrust (ATM) is not permitted for takeoff on a runway contaminated with standing water, slush, snow, or ice, or when the Anti skid is inoperative.

Question 27

What's the difference between pushing the TO/GA switch below and above 800' AGL after takeoff?

Answer 27

When the airplane is below 800 feet RA, full GA N1 can be determined by pushing a TO/GA switch a second time. This will set the reference N1 bugs for full GA thrust. When the airplane is above 800 feet RA, pushing a TO/GA switch advances the thrust levers to full GA thrust. (FCTM 3.20)

Question 28

What determines the required takeoff field length?

Answer 28

The takeoff field length is the longest of the following: 1. The distance required to accelerate with all engines, experience an engine failure 1 second prior to V1, continue the takeoff and reach a point 35 feet above the runway at V2 speed. (Accelerate-Go Distance). 2. The distance required to accelerate with all engines, experience an event 1 second prior to V1, recognize the event, initiate the stopping maneuver and stop within the confines of the runway (Accelerate-Stop Distance). 3. 1.15 times the all engine takeoff distance required to reach a point 35 feet above the runway. (3. 22)

Question 29

The AFM accelerate-stop distance is based on which stopping measures?

Answer 29

This distance includes the use of speedbrakes and maximum braking; it does not include the use of reverse thrust. (3.22)

Question 30

What are the recommended crew actions If, during a takeoff, the crew discovers that the V speeds are not displayed?

Answer 30

If there are no other fault indications, the takeoff may be continued. In the absence of displayed V speeds, the PM should announce V1 and VR speeds to the PF. The V2 speed should be displayed on the MCP and primary airspeed indicators. If neither pilot recalls the correct rotation speed, rotate the airplane 5 to 10 knots before the displayed V2 speed. (3.24)

Question 31

After liftoff, the flight director commands pitch to maintain which airspeed?

Answer 31

V2 + 20 knots until another pitch mode is engaged. V2 + 20 knots is the optimum climb speed with takeoff flaps. (FCTM 3.29)

Question 32

Which airspeed should be maintained after liftoff with one engine inoperative?

Answer 32

Adjust pitch attitude, as needed, to maintain desired airspeed of V2 to V2 + 20 knots. (FCTM 3.35)

Question 33

What is the minimum tail clearance for 737-800/900ER after takeoff with one engine inoperative (flaps 1/5)?

Answer 33

800: Flaps 1: 20, Flaps 5: 28cm. 900ER: Flaps 1: 23, Flaps 5: 28cm. (3.37)

Question 34

What happens to the A/T when ALT ACQ occurs before N1 is selected after takeoff?

Answer 34

Automatic thrust reduction occurs and A/T speed mode engages. (FCTM 4.2)

Question 35

Guidelines for low altitude level off following a takeoff using high takeoff thrust and at a low gross weight.

Answer 35

To prevent an altitude and/or airspeed overshoot, the crew should consider doing one or more of the following: 1. Use reduced thrust for takeoff at low weights whenever possible; 2. Reduce from takeoff to climb thrust earlier than normal; 3. Disengage the AFDS and complete the level off manually if there is a possibility of an overshoot; 4. Use manual thrust control as needed to manage speed and prevent flap overspeeds. (FCTM 4.2)

Question 36

What are the speeds for ECON climb and best rate climb? (When FMC speeds are unavailable)

Answer 36

ECON Climb: 250k/VREF40 + 70k, whichever is higher - Below 10,000', 280k/0.78M - Above 10,000'. Max rate: flaps up maneuver speed + 50k until intercepting 0.76M. (FCTM 4.4)

Question 37

What are the recommended speeds for MAX angle and engine inoperative climb?

Answer 37

Flaps up maneuver speed + Max continuous thrust. | FCTM 4.4

Question 38

Turn at or near maximum operation altitude - what are the recommendations regarding the bank angle?

Answer 38

For LNAV operation, the FMC provides a real-time bank angle limiting function. For operations other than LNAV, fly at least 10 knots above the lower amber band and use bank angles of 10° or less. (FCTM 4.6)

Question 39

What is the amount of fuel required for 4000' enroute climb?

Answer 39

The additional fuel is 135-225kg. It is justified when cruising more than 20 minutes at the higher altitude. (FCTM 4.8)

Question 40

Low fuel temperatures: 1. What happens at the fuel freezing point? 2. What are the guidelines for blends of fuel?

Answer 40

1. The fuel freezing point is the temperature at which the formation of wax crystals appears in the fuel. 2. For blends of fuels, use the most conservative freezing point of the fuel on board as the freezing point of the fuel mixture. This procedure should be used until 3 consecutive refuelings with a lower freezing point fuel have been completed. (FCTM 4.8)

Question 41

What is the typical rate of cooling of the fuel? | How can we raise the TAT?

Answer 41

The rate is approximately 3° C per hour, with a maximum of 12° C per hour possible. TAT can be raised in the following ways: 1. Climb or descend to a warmer air mass; 2. Deviate to a warmer air mass; 3. Increase Mach number. It takes from 15 minutes to one hour to stabilize the fuel temperature. In most cases, the required descent would be 3,000 to 5,000 feet below optimum altitude. An increase of 0.01 Mach results in an increase of 0.5° to 0.7° C TAT. (FCTM 4.9)

Question 42

Cruise fuel penalties - what are the fuel penalties for cruising below the optimum FL, at different mach number and at temperatures warmer than the ISA.

Answer 42

ISA + 10° C: 1% increase in trip fuel; 2,000' above/below optimum altitude: 1% to 2% increase in trip fuel; 4,000' below optimum altitude: 3% to 5% increase in trip fuel; 8,000' below optimum altitude: 8% to 14% increase in trip fuel; Cruise speed 0.01M above LRC: 1% to 2% increase in trip fuel. LRC speed=~0.79M within 2000' of the optimum FL. (FCTM 4.10)

Question 43

Engine Inoperative Cruise/Driftdown actions, according to the FCTM.

Answer 43

The autothrottle should be disconnected and the thrust manually set to CON. Select the ENG OUT prompt, followed by the prompt corresponding to the failed engine. Set the MAX altitude in the MCP altitude window and the engine out target airspeed in the MCP IAS window. Allow airspeed to slow to engine out speed then engage LVL CHG. After viewing engine out data, select the ERASE prompt to return to the active CRZ page. After level off at the target altitude, maintain MCT and allow the airplane to accelerate to the single engine long range cruise speed. Maintain this speed with manual thrust adjustments. (FCTM 4.12)

Question 44

Which check should be done during the last hour of an ETDO flight?

Answer 44

During the last hour of cruise on all ETOPS flights, a fuel crossfeed valve check is done. (FCTM 4.14)

Question 45

When the descent and approach procedures should be done according to the FCTM?

Answer 45

The Descent Procedure is normally initiated before the airplane descends below the cruise altitude for arrival at destination, and should be completed by 10,000 feet MSL. The Approach Procedure is normally started at transition level. (FCTM 4.19)

Question 46

What is the policy for using speedbrakes with flaps extended?

Answer 46

The use of speedbrakes with flaps extended should be avoided, if possible. With flaps 15 or greater, the speedbrakes should be retracted. If circumstances dictate the use of speedbrakes with flaps extended, high sink rates during the approach should be avoided. Speedbrakes should be retracted before reaching 1,000 feet AGL. (FCTM 4.20)

Question 47

ICAO maximum holding speeds.

Answer 47

``` Below 14k': 230k 14k'-20k': 240k 20k'-34k': 265k Above 34k': 0.83M (FCTM 4.22) ```

Question 48

Guidelines for holding speeds when it is not available from the FMC.

Answer 48

If holding speed is not available from the FMC, refer to the PI-QRH chapter in the QRH. If time does not permit immediate reference to the QRH, the following speed schedule may be used temporarily: At low altitude: Flap up maneuvering speed. Above FL250: VREF40+100 (provides full maneuvering capability). (4.23)

Question 49

How is Approach Category defined? What are the speeds for CAT D?

Answer 49

The designated approach category for an aircraft is defined using the maximum certified landing weight as listed in the AFM. Under FAA criteria, the speed used to determine the approach category is the landing reference speed (VREF). CAT D: 141-166k. (FCTM 5.3)

Question 50

Recommended Elements of a Stabilized Approach.

Answer 50

1. The airplane is on the correct flight path; 2. Only small changes in heading and pitch are required to maintain the correct flight path; 3. The airplane should be at approach speed. Deviations of Bug+20k to VREF speed are acceptable if the airspeed is trending toward approach speed; 4. The airplane is in the correct landing configuration; 5. Sink rate is no greater than 1,000 fpm; if an approach requires a sink rate greater than 1,000 fpm, a special briefing should be conducted; 6. Thrust setting is appropriate for the airplane configuration; 7. All briefings and checklists have been conducted; 8. ILS approach should be flown within one dot of the glide slope and localizer, or within the expanded localizer scale; 9. During a circling approach, wings should be level on final when the airplane reaches 300 feet AFE; 10. At 100 feet HAT for all visual approaches, the airplane should be positioned so the flight deck is within, and tracking to remain within, the lateral confines of the runway edges extended. (FCTM 5.5 + El Al pages)

Question 51

Mandatory Missed Approach.

Answer 51

On all instrument approaches, where suitable visual reference has not been established and maintained, execute an immediate missed approach when: • 1. A navigation radio or flight instrument failure occurs which affects the ability to safely complete the approach; 2. The navigation instruments show significant disagreement. 3. On ILS or GLS final approach and either the localizer or the glide slope indicator shows full deflection; 4. On an RNP based approach and an alert message indicates that ANP exceeds RNP; 5. For airplanes with NPS, during RNP approach operation, anytime the NPS deviation exceeds the limit or an amber deviation alert occurs unless the aircrew is able to change to a non-RNP procedure; 6. For airplanes without NPS, during RNP approach operation, anytime the XTK exceeds 1.0 X RNP unless the aircrew is able to change to a non-RNP procedure. (FCTM 5.6)

Question 52

During a go-around from flaps 40 approach, what is our maneuvering capability when we retract the flaps to 15?

Answer 52

At least adequate maneuver margin exists with flaps 15 at VREF 30 + 5 knots or VREF 40 + 5 knots during a go-around at go-around thrust. (FCTM 5.8)

Question 53

What is the technique for intercepting GS from above?

Answer 53

1. Select APP on the MCP and verify that the G/S is armed; 2. Establish final landing configuration and set the MCP altitude no lower than 1,000 feet AFE; 3. Select the V/S mode and set -1000 to -1500 fpm to achieve G/S capture and be stabilized for the approach by 1,000 feet AFE. (FCTM 5.18)

Question 54

Engine failure during final approach (flaps in landing position) - what are the options?

Answer 54

1. If the approach is continued and sufficient thrust is available, continue the approach with landing flaps; 2. If the approach is continued and sufficient thrust is not available for landing flaps, retract the flaps to 15 and adjust thrust on the operating engine. Command speed should be increased to 20 knots over the previously set flaps 30 or 40 VREF. This sets a command speed that is equal to at least VREF for flaps 15; 3. If a go-around is required, follow the Go-Around and Missed Approach procedures except use flaps 15 initially if trailing edge flaps are at 30 or 40. Subsequent flap retraction should be made at a safe altitude and in level flight or a shallow climb. (FCTM 5.32)

Question 55

Raw data monitoring requirements.

Answer 55

1. During localizer-based approaches; LOC, LOC-BC, LDA, SDF, and IGS, applicable localizer raw data must be monitored throughout the approach; 2. During non-localizer based approaches where the FMC is used for course or path tracking (VOR, TACAN, NDB, RNAV, GPS, etc.), monitoring raw data is recommended, if available; 3. When using LNAV without GPS updating to conduct a terminal area procedure or an instrument approach, raw data must be monitored; 4. During VOR/DME/ADF approaches when only single FMC, single IRS or single GPS sources are available - row data must be monitored. (FCTM 5.36)

Question 56

Obstruction clearance areas during the circling approach - what is the radius from threshold according to ICAO, when the maximum speed is 180k?

Answer 56

4.2M

Question 57

Missed approach procedure for circling approach.

Answer 57

Make a climbing turn in the shortest direction toward the landing runway. Continue the turn until established on an intercept heading to the missed approach course corresponding to the instrument approach procedure just flown. Maintain the missed approach flap setting until close-in maneuvering is completed. (FCTM 5.71)

Question 58

Can we initiate a go-around after touchdown?

Answer 58

Yes. But: 1. It will be a manual go around; 2. It should begin before thrust reversers selection; 3. The F/D go-around mode will not be available until go-around is selected after becoming airborne. (FCTM 5.82)

Question 59

Engine Failure During Go-Around and Missed Approach.

Answer 59

1. Perform normal Go-Around procedure; 2. Verify maximum go-around thrust is set; 3. Maintain flaps 15, VREF 30 or 40 plus wind additive (5 knots minimum) speed and limit bank angle to 15° until initial maneuvering is complete and a safe altitude is reached; 4. Accelerate to flap retraction speed by repositioning the command speed to the maneuver speed for the desired flap setting and adjusting pitch. Retract flaps on the normal flap/speed schedule. (FCTM 5.83)

Question 60

Landing geometry 737-800: pitch attitude for VREF with flaps 30 and 40. At what pitch attitude body contact is possible?

Answer 60

At weight of 60T: 4.7 deg. for flaps 30, 4.2 for flaps 40. Body contact is possible at 9.2 deg. (FCTM 6.13)

Question 61

Landing geometry 737-900: pitch attitude for VREF with flaps 30 and 40. At what pitch attitude body contact is possible?

Answer 61

At 60T weight: pitch attitude 5.5 for flaps 30 and 5.7 for flaps 40. Tail skid contact is possible at 8 deg. pitch attitude. In flaps 40 the pitch attitude is higher than flaps 30! VREF-10 = tail strike! (FCTM 6.17)

Question 62

Bounced landing recovery.

Answer 62

Hold a normal landing attitude and add thrust as necessary. Thrust need not be added for a shallow bounce or skip. When a high, hard bounce occurs, initiate a go-around. Apply go-around thrust and use normal go-around procedures. Do not retract the landing gear until a positive rate of thrust is established. If higher than idle thrust is maintained through initial touchdown, the automatic speedbrake deployment may be disabled even when the speedbrakes are armed. This can result in a bounced landing. During the resultant bounce, if the thrust levers are then retarded to idle, automatic speedbrake deployment can occur resulting in a loss of lift and nose up pitching moment which can result in a tail strike or hard landing on a subsequent touchdown. (FCTM 6.29)

Question 63

Reverse thrust operation during the landing roll.

Answer 63

When stopping is assured and the airspeed approaches 60k start reducing the reverse thrust so that the reverse thrust levers are moving down at a rate commensurate with the deceleration rate of the airplane. The reverse thrust levers should be positioned to reverse idle by taxi speed. (FCTM 6.41)

Question 64

Crosswind landing techniques.

Answer 64

1. De-Crab During Flare: On final approach, a crab angle is established with wings level to maintain the desired track. Just prior to touchdown while flaring the airplane downwind rudder is applied to eliminate the crab and align the airplane with the runway centerline; 2. Touchdown In Crab: After touchdown immediate upwind aileron is needed to ensure the wings remain level while rudder is needed to track the runway centerline. Not recommended when landing on a dry runway in strong crosswinds; 3. Sideslip: A steady sideslip is established with opposite rudder and low wing into the wind to hold the desired course. Sideslip only (zero crab) landings are not recommended with crosswind components in excess of 17 knots at flaps 15, 20 knots at flaps 30, or 23 knots at flaps 40. (FCTM 6.46)

Question 65

Overweight landing guidelines.

Answer 65

1. Landing distance is normally less than takeoff distance for flaps 30 or 40 landings at all gross weights; 2. Brake energy limits will not be exceeded for flaps 30 or 40 normal landings at all gross weights; 3. During flap extension, airspeed can be reduced by as much as 20 knots below normal maneuver speeds before extending to the next flap position. 4. Use flaps 30 rather than 40 to provide increased margin to flap placard speed; 5. Use the longest available runway, and consider wind and slope effects; 6. Immediately apply maximum reverse thrust using all of the available runway for stopping to minimize brake temperatures. (FCTM 6.48)

Question 66

Autopilot usage policy during rapid descent.

Answer 66

Do not disengage the autopilot unless autopilot operation is clearly unacceptable. (FCTM 7.6)

Question 67

What are the 3 scenarios of approach to stall recovery exercises?

Answer 67

1. Level flight, clean configuration; 2. Turning base - gear up, flaps 5; 3. Final approach - gear down, flaps 30, speedbrakes armed. (FCTM 7.14)

Question 68

Upset recovery - what is the definition for "upset"?

Answer 68

unintentionally exceeding any of the following conditions: 1. Pitch attitude greater than 25° nose up; 2. Pitch attitude greater than 10° nose down; 3. bank angle greater than 45 deg.; 4. Within above parameters but flying at airspeeds inappropriate for the conditions. (FCTM 7.20) Updated: The latest revision of AUPRTA concludes that an upset condition exists any time that an airplane is deviating from the intended airplane state

Question 69

Windshear escape - is it recommended to lower the nose in order to regain lost airspeed?

Answer 69

No. If the pilot attempts to regain lost airspeed by lowering the nose, the combination of decreasing airspeed and decreasing pitch attitude produces a high rate of descent. Unless this is countered by the pilot, a critical flight path control situation may develop very rapidly. (FCTM 7.25)

Question 70

Windshear: crew actions are divided into 3 areas. Which are...

Answer 70

Avoidance: Search for any clues for the presence of windshear. If the presence of windshear is confirmed, delay takeoff or do not continue an approach. Precaution: 1. Takeoff with full rated thrust; 2. Use flaps 5/10/15 if possible; 3. Use the longest RWY, provided that it is clear of windshear; 4. Consider increasing Vr speed; 5. Approach and landing: Flaps 30, most suitable RWY, avoid thrust reduction/trim changes in response to airspeed increase. Recovery: Windshear escape maneuver. (Sup 16.28, FCTM 7.26)

Question 71

Ditching - actions during the final approach.

Answer 71

1. Advise crew and passengers to brace for impact; 2. Maintain airspeed at VREF; 3. Maintain 200 to 300 fpm rate of descent; 4. Plan to touchdown on the windward side and parallel to the waves or swells; 5. touchdown attitude of 10° to 12°. (FCTM 8.6)

Question 72

Recommended crew actions for abnormal oil quantity.

Answer 72

Check oil pressure and oil temperature. If oil pressure and oil temperature indications are normal, operate the engine normally. (FCTM 8.6)

Question 73

Engine tailpipe fire - considerations when dealing with the situation.

Answer 73

1. Motoring the engine is the primary means of extinguishing the fire; 2. To prevent an inappropriate evacuation, flight attendants should be notified without significant delay; 3. Communications with ramp personnel and the tower are important to determine the status of the tailpipe fire and to request fire extinguishing assistance. (FCTM 8.7)

Question 74

Crew actions in case of a bird strike during takeoff and during final approach.

Answer 74

During takeoff: If a bird strike occurs above 80 knots and prior to V1, and there is no immediate evidence of engine failure (e.g. failure, fire, power loss, or surge/stall), the preferred option is to continue with the take off followed by an immediate return, if required. During final approach: If the landing is assured, continuing the approach to landing is the preferred option. If more birds are encountered, fly through the bird flock and land. Maintain as low a thrust setting as possible. If engine ingestion is suspected, limit reverse thrust on landing to the amount needed to stop on the runway. Reverse thrust may increase engine damage, especially when engine vibration or high EGT is indicated. (FCTM 8.11)

Question 75

Discharging fire bottles during evacuation - in which cases it is not needed?

Answer 75

there is no reason to discharge the engine or APU fire bottles for evacuations not involving fire indications existing or reported in or near an engine or APU, e.g., cargo fire, security or bomb threat, etc. (FCTM 8.12)

Question 76

All flaps up landing guidelines.

Answer 76

1. Consider reduction airplane gross weight; 2. Establish final 10M from the RWY; 3. Do not reduce the airspeed to the final approach speed until aligned with the final approach; 4. Use of the autopilot during approach phase is acceptable. Do not autoland; 5. Use of autobrake is recommended; 6. Immediate initiation of full reverse thrust at main gear touchdown. (FCTM 8.13)

Question 77

Speed reduction when extending the flaps using the alternate system.

Answer 77

Since the flaps extend more slowly when using the alternate system, it is recommended that the crew delay setting the new command speed until the flaps reach the selected position. (FCTM 8.15)

Question 78

What are some indications for elevator jam?

Answer 78

1. Unexplained autopilot disengagement; 2. Autopilot that cannot be engaged; 3. Undershoot or overshoot of an altitude during autopilot level-off; 4. Higher than normal control forces required during speed or configuration changes. (FCTM 8.15)

Question 79

Go around procedure with jammed elevator.

Answer 79

If the elevator is known or suspected to be jammed, a go around should be avoided if at all possible. To execute a go around with a jammed elevator, smoothly advance throttles while maintaining pitch control with stabilizer and any available elevator. (FCTM 8.17)

Question 80

Unreliable airspeed go around procedure.

Answer 80

If a go-around or missed approach is necessary, do not push TO/GA. Execute a go-around using go-around thrust and pitch values from the QRH-PI tables. (FCTM 8.22)

Question 81

Go around procedure in a low fuel situation.

Answer 81

Apply thrust slowly and smoothly and maintain the minimum nose-up body attitude required for a safe climb gradient. Avoid rapid acceleration of the airplane. If any main tank fuel pump low pressure light illuminates, do not turn the fuel pump switches off. (FCTM 8.25)

Question 82

Recommendations for tire failure during or after takeoff.

Answer 82

1. Advice ATC of the potential for tire pieces remaining on the runway; 2. Consider continuing to the destination unless there is an indication that other damage has occurred (non-normal engine indications, engine vibrations, hydraulic system failures or leaks, etc.); (FCTM 8.27)

Question 83

Landing on a Flat Tire recommendations.

Answer 83

1. Use normal approach and flare techniques; 2. Avoid landing overweight and use the center of the runway; 3. Use differential braking as needed for directional control; 4. With a single tire failure, towing is not necessary unless unusual vibration is noticed or other failures have occurred. 5. Autobrakes: for a flat nose wheel: use at the lower setting, for a main wheel or if not sure - do not use autobrakes. (FCTM 8.27)

Question 84

Partial or Gear Up Landing.

Answer 84

1. Advise the cabin crew to perform emergency landing procedures and to brief passengers on evacuation procedures; 2. speedbrakes should be extended only when stopping distance is critical; 3. Reverse thrust should be used only when stopping distance is critical. (FCTM 8.28)

Question 85

After liftoff - which speed commands the F/D (2 engines)?

Answer 85

After liftoff, the flight director commands pitch to maintain an airspeed of V2 + 20 knots until another pitch mode is engaged. (FCTM 3.28)