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65 Cards in this Set
- Front
- Back
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1 |
Lift off to gear up Positive (gross) |
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2 |
Gear up to V2 to TCA (min400) 2.4 Gross 1.6 Net |
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3 |
Acceleration to VFTO 1.2% Available |
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4 |
VFTO to 1500ft min 1.2 Gross 0.4 Min remaining engine in MCT |
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Approach Climb |
speed not more than 1.5Vs 2.1% Gradient in approach config (gear up, go around flaps. SE Go around Thrust. |
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Landing Climb |
Climb in Landing Config (gear down, ldg flaps, 8s after toga full thrust) no faster than 1.3 Vs 3.2% All engines operating |
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Airport list |
Network Altn Adequate Emergency |
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737 Dept Altn Distance |
60mins 415 nm Only network or altn |
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Fuel For Dispatch |
Trip Fuel Contingency (5% of trip, min is 300kgs max is 20mins cruise) Dest TFC (company -30 hold time) Dest WX 105% trip fuel to altn Alt WX, ALTN TFC Fixed Reserve, 30 min holding at 1500ft ETP BU fuel (etp eng loss or depressurisation to ALTN hold 15mins and land) Margin - comp FOD requirements |
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Fuel For Dispatch |
Trip Fuel Contingency (5% of trip, min is 300kgs) eg. 20 min crz Dest TFC (company -30 hold time) Dest WX 105% trip fuel to altn Alt WX, ALTN TFC Fixed Reserve, 30 min holding at 1500ft ETP BU fuel (etp eng loss or depressurisation to ALTN hold 15mins and land) Margin - comp FOD requirements |
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Company FOD |
60 mins at 1500ft At Landing Weight Pre-Dispatch Only |
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Min Fuel at any point |
Trip to 1500ft adequate, app ldg Contingency Wx holding Tfc holding Fixed
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Wet Runway End crossing height |
15ft wet 35ft dry after an engine failure at V1 |
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Min acceleraton height |
400ft or obstacle clearance height. |
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Landing Distance Factors |
Dry = 1.67 (1.15 if ldg data is from Boeing) Wet = 1.92 |
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Adequate Requirements |
Physical: Long, Strong (PCN), Parking (taxi to apron and not block), Lights Services: Met forecast (TAF/METAR/SPECI etc) |
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EDTO Alternates - Within Aus |
No RFF required. CTAF OK Must be listed in ops manuals. |
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Rule Of Thumb Fuel |
1.2 = 30 mins inter 2.4 60 mins temp |
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Approach we look at for a departure alternate |
CAT 1 ILS no lower. |
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IOSA Minimum only applicable at |
Planning stages |
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GNSS ALTN vs STD ALTN |
if FP has GNSS PRIMARY MEANS you can only use GNSS ALTN |
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ALTN Fuel on ALTN Summary |
Trip fuel including SID/STAR (30NM each) and if no SID STAR than 60NM maneuvre. Per A1 Must add: FIXED, Traffic or WX holding. Note: WX must be based of ALTN min not LDG min. |
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Fixed Reserve |
1.2 30 Minutes at 1500 AGL. |
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Diversion Fuel from CP (Non-EDTO) |
ALTN, 15 mins holding and then approach and land. DOESNT take into account any weather, nor alternate minima. Look at your fuel in excess at CP ETP REQ |
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Diversion Fuel from CP (EDTO) |
DP1 which is both SEO and DP You do look at ALTN WX but not against alternate minima, against EDTO minima. |
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RCL Build up |
Allows you to trade contingency fuel for payload provided you nominate a PNR later on, to ensure you're ok at destination. Only worthwhile if ETP build up is less than margin. |
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What can you burn before TO? |
Cont.MarginAPUTaxi
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Landing Distances Calculated based on |
No flare On Speed 50ft THRSHLD Auto Spoilers No Reverse Max Braking |
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Book Locations
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24k book by captains leg 26k book byehind captain in locker. |
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TO priority order for calcs |
F5 Aircon Auto Full Length Abnormal Flap Bleeds Off |
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VNAV with STD and NADP 1 |
STD ok to arm 1 ok to arm but must change AEO ACCEL to 3000 2 - no VNAV arm |
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CoG limits |
FWD 14% - 26k 19% - 24k |
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Improved Climb figures can eradicate what limit? |
Climb limit` |
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Stop Distance Factored by... |
1.15 Dry = no TR Wet = 1 TR |
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All performance figures based on what QNH |
1013 |
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LMC Person |
100kgs |
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LMC Baggage` |
15kgs |
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LMC Fuel and Freight |
Exact. |
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LMC Process |
Weight Check Balance Check Result |
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No Assumed Temp |
Assumed temp less than ISA + 15 Exceeds 56C DDG prohibits (anti skid or park brake valve) Known or suspected windshear. |
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Maintain flaps up speed until |
MSA |
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Benefits of improved climb |
May be able to reduce thrust more. Increased tail clearance. May improve noise abatement Increaseed bank turn capability. |
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Performance penalty for thrust reverser inop |
Wet runway only |
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Obstacle Clearance - Driftdown |
2000ft |
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Obstacle Clearance - Cruise after Driftdown |
1000ft |
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Obstacle clearance at landing airport |
Net flight path must be posiitve at 1500ft above. |
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AOB Limit |
10 degrees above 30 when not in LNAV |
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3 Altitude Limits |
Thrust Limit Maneuvre Buffet LImit Certification Limit |
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Company Policy on buffer for max altitude. |
1000ft below 2000ft in turbulent areas. |
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MRC vs LRC |
MRC is very best drag thrust ratio. LRC is 99% as efficient but faster - provides buffer from back of drag curve. |
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Optimum altitude in FMC |
Only considers still air. |
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LRC approx speed. |
0.79 within 2000ft of final level. |
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WET runways |
TO can be considered dry. LDG SHALL be considered wet. |
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AAM vs Advisory stopping solution QRH |
Pre Dispatch: No reverse in the AAM 305m TD Inflight: Reverse in the QRH Advisory 455m TD Can interpolate |
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LMC Limit |
500kgs fuel 300kgs standard This is total movement. |
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Turning Limits single engine |
Below chevron = 15 Above Chevron = 30 |
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Min Speed at high alt |
10kts above amber bar |
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ECON vs LRC or MAN SPEED |
ECON is low trip cost LRC or MAN SPEED is low fuel burn |
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Long Range Cruise Control Table |
Has gray area for optimal cruise level. |
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Checks when given a new altitude |
1. Below maximum 2. More than 100ft above Optimum. if either is yes...deny |
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How do you know if youre pre-departure landing calc is sufficient? |
1. No adverse landing distance factor shanges. 2. landing weightlimit somthing(go to 3) 3. Use the OLD tables from the QRH (note: 1.15 is embedded in this) |
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QRH Landing figures - dry vs wet braking |
Dry = Normal Good = Wet or Damp |
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Wind additive |
5kt min 5kt autoland 5-15 comrpising of half the steady headwind all the gust headwind. |
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Landing Calc process |
Can I Stop (max manual braking and its factored) 2 = Stopping Solution 3 =Last point of TD |
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Mixing STD LMC + Fuel |
Any mix = Fuel down to 100kg Total STD 300kg limit remains. |
