• Author / Uploaded
• Roberto Lobo

• Categories
• Superficies de control de vuelo
• Sistema de control de vuelo de aeronaves
• Flap (Aeronáutica)
• Ingeniería Aeroespacial
• Aeronáutica

Citation preview

I hope this helps. Since I’m no longer on the 757 / 767 please let me know at [email protected] if you see anything that needs to be updated or changed and I'll incorporate the changes as soon as possible. In an effort to make it even easier I have set up a link to the study guides to my Drop Box account. If you do not have a free online backup Drop Box account that you can use for photos or files please use the following referral link to sign up for your own free Drop Box account: https://db.tt/MY5RqBLG Once you have signed up please use the following link in the future to access the most up-to-date study guide at your convenience: https://www.dropbox.com/sh/hwolnvehsi8ij66/AAAvrciinuSEUhB_n_oT5GFEa Take care, fly safe, Craig McColaugh, 777/FO/MIA Orientation Charts are now available in laminated form or PDF file. To view an example of the charts, pricing and ordering information please see the last page of the study guide. South America 1 / 2 7/17/2014 Caribbean / Mexico 7/17/2014 Atlantic / Europe 7/17/2014 Canada / North Pacific 7/17/2014 Far East 1 / 2 7/17/2014

757 / 767 STUDY GUIDE REVISION 11-22-2014 REQUEST A FREE COPY AT www.FLIGHTLOGS.com

NOT AN OFFICIAL DOCUMENT, FOR STUDY PURPOSES ONLY

0

CHECK FOR THE DATE OF THE LATEST STUDY GUIDE AT

www.FLIGHTLOGS.com THIS STUDY GUIDE HAS NOT BEEN ENDORSED, NOR HAS IT BEEN REVIEWED BY ANY AIRLINE. “FOR STUDY PURPOSES ONLY”. We do not assume responsibility or liability for any of its contents or use. Once again, “FOR STUDY PURPOSES ONLY” We do our best to keep this study guide updated, but material may be out of date. The material contained in this guide is cursory and should only be used as a memory jogger. For complete systems information and for exact wording and/or procedures guidance always refer to, and follow, the appropriate approved manual.

Please contact us with any changes, corrections, additions or suggestions at www.FLIGHTLOGS.com © 2014. All rights reserved. 757 / 767 STUDY GUIDE REVISION 11-22-2014 REQUEST A FREE COPY AT www.FLIGHTLOGS.com

NOT AN OFFICIAL DOCUMENT, FOR STUDY PURPOSES ONLY

1

757 / 767 MEMORY ITEMS CABIN ALTITUDE OR RAPID DEPRESSURIZATION Messages: CABIN ALTITUDE Condition: A cabin altitude exceedance occurs.

- DON THE OXYGEN MASKS - ESTABLISH CREW COMMUNICATIONS - CHECK THE CABIN ALTITUDE AND RATE - IF THE CABIN ALTITUDE IS UNCONTROLLABLE: - PASS OXY SWITCH – PUSH AND HOLD FOR 1 SECOND - WITHOUT DELAY, DESCEND TO THE LOWEST SAFE ALTITUDE OR 10,000 FEET, WHICHEVER IS HIGHER. -- TO DESCEND: --- MOVE THE THRUST LEVERS TO IDLE --- EXTEND THE SPEEDBRAKES --- IF STRUCTURAL INTEGRITY IS IN DOUBT, LIMIT AIRSPEED AND AVOID HIGH MANEUVERING LOADS. --- DESCEND AT VMO / MMO

AIRSPEED UNRELIABLE

OPTIMUM GLIDE SPEEDS (Varies by weight):

Condition: The airspeed or Mach indications are suspected to be unreliable. (Items which may indicate Airspeed Unreliable are listed in QRH, Airspeed Unreliable Supplemental Information Section, pg 10.7) Objective: Maintain control using manual pitch and thrust.

- 757: 203 kts – 246 kts (Approx. Vref+80) - 767: 203 kts – 276 kts (Approx. Vref+80) Dual engine failure at low altitude: you can glide approx 2 miles for every 1,000 feet in altitude, RAT deploys for flight controls, with no APU it’s a no flap landing, also extend the gear with alternate extend NLT 1,000 ft AFL

- CHECK THE PITCH ATTITUDE AND THRUST - IF PITCH ATTITUDE OR THRUST IS NOT NORMAL FOR PHASE OF FLIGHT: -- AUTOPILOT DISENGAGE SWITCH - PUSH -- AUTOTHROTTLE DISCONNECT SWITCH PUSH -- FLIGHT DIRECTOR SWITCHES (BOTH) – OFF -- ESTABLISH NORMAL PITCH ATTITUDE AND THRUST SETTING FOR PHASE OF FLIGHT (Pitch and thrust settings for all phases of flight are published in the QRH, “Flight with Unreliable Airspeed” tables following the Airspeed Unreliable checklist)

DUAL ENGINE FAILURE Condition: One of these occurs on BOTH engines: - Engine flameout - No response to thrust lever movement

ENGINE FIRE OR SEVERE DAMAGE OR SEPARATION

- ENG START SELECTORS (BOTH) – FLT - THRUST LEVERS (BOTH) – IDLE (757: DO NOT ADVANCE THRUST LEVERS DURING ENGINE RECOVERY UNTIL ABOVE 50% N3) - FUEL CONTROL SWITCHES (BOTH) – CUTOFF, THEN RUN -- IF ENGINE APPEARS STALLED OR EGT APPROACHES THE STANDBY ENGINE INDICATOR PLACARD LIMIT: --- REPEAT ABOVE STEP AS NEEDED

ABORTED ENGINE START - GROUND

(--To confirm no response to throttle movement, move the throttles and look at the Standby Engine Indicators. RAT deployment is another indicator of Dual Eng. Fail.) (--Establish proper dual engine restart airspeed based on your altitude and aircraft type. Start APU ASAP)

- FUEL CONTROL SWITCH (AFFECTED SIDE) – CUTOFF (767: Motor for 30 seconds // 757: Motor for a minimum of 30 sec and until EGT is below 100 deg)

757 / 767 STUDY GUIDE REVISION 11-22-2014

Condition: One or more of these occur: - Engine indications are abnormal - Engine indications are rapidly approaching or exceeding limits - Abnormal engine noises are heard, possibly with airframe vibration - There is no response to thrust lever movement or the response is abnormal - Flames in the engine inlet or exhaust are reported

- AUTOTHROTTLE ARM SWITCH – OFF - THRUST LEVER (AFFECTED SIDE) – CONFIRM – RETARD UNTIL ENGINE INDICATIONS STAY WITHIN LIMITS OR THE THRUST LEVER IS AT IDLE

(VMO: Indicated by the Maximum Operating Airspeed Pointer on the Airspeed Indicator. - All Aircraft MMO: .86M - See Page 16 Col 2 of this study guide for Emergency Descent procedures and considerations. -- To turn off cabin altitude warning siren / alert: Press Master Warning/Caution light switch on the glare shield. -- If cabin altitude continues to climb, masks will automatically drop at 14,000 ft (767), or at 14,650 ft (757).

Condition: During a ground start, an abort start condition occurs. - See Page 12 Col 1 of this study guide for Abort Start conditions - Do this step and then reference the QRH

ENGINE LIMIT OR SURGE OR STALL

DUAL ENGINE FAILURE RESTART AIRSPEEDS: - 757:

At or above 30,000 ft: Below 30,000 ft: - 767-200 / 200 ER: Above 30,000 ft: At or below 30,000 ft: - 767-300 ER: Above 30,000 ft: At or below 30,000 ft:

240 kts min 300 kts min 240 kts 260 kts min 240 kts 220 kts min

NOT AN OFFICIAL DOCUMENT, FOR STUDY PURPOSES ONLY

Messages: L ENGINE FIRE R ENGINE FIRE Condition: One or more of these occur: - ENGINE FIRE Warning - Airframe vibrations with abnormal engine indications - Engine separation

- AUTOTHROTTLE ARM SWITCH – OFF - THRUST LEVER (AFFECTED SIDE) – CONFIRM - IDLE - FUEL CONTROL SWITCH (AFFECTED SIDE) CONFIRM - CUTOFF - ENGINE FIRE SWITCH (AFFECTED SIDE) – CONFIRM - PULL - IF THE ENGINE FIRE WARNING LIGHT IS ILLUMINATED: -- ENGINE FIRE SWITCH (AFFECTED SIDE) – ROTATE TO THE STOP AND HOLD FOR 1 SECOND - IF AFTER 30 SECONDS THE ENGINE FIRE WARNING LIGHT STAYS ILLUMINATED: -- ENGINE FIRE SWITCH (AFFECTED SIDE) – ROTATE TO THE OTHER STOP AND HOLD FOR 1 SECOND

(Do not use flaps 15 during approach) REQUEST A FREE COPY AT www.FLIGHTLOGS.com

2

TEST EMERGENCY LANDING BRIEF (QRH 0.18): - Brief flight attendants: “This is your TEST briefing” - Type of Emergency + get any info you need from them, advise of any possible issues effecting the pax cabin or possible landing control problems and to do: The F/A Planned Emergency Checklist (anticipating possible evacuation or control problems) or The F/A 30 Sec Review (anticipating normal landing) - Evacuation (if anticipated) + discuss any special considerations that may affect the use of exits. - Signal (if necessary) will be the Command Evacuation Siren or if that’s not working, “Easy Victor” repeated 3 times on the PA - Time to landing + let them know if the “Brace, Brace, Brace” call will be used, tell them you’ll make a PA and ask if they have any questions. WINGSPAN: 757: 134 ft 9 in. 767: 156 ft 2 in. With winglets:166 ft 11 in.

ENGINE INDICATORS: - 757 Primary indicators: EPR, N1, EGT - 767 Primary indicators: N1, EGT

TURNING RADIUS: 757: 120 ft (36.6 M) 767-200: 129 ft (39.3 M) 767-300: 146 ft (44.6 M) MINIMUM RUNWAY WIDTH: 148 ft or 45 meters unless otherwise approved. (X-wind limit of 20 kts imposed if less than standard) MINIMUM RUNWAY REQUIRED: Normal Landings: Dispatched to land on longest Rwy, Dry or 14,000 ft - MINIMUM holding speed: -- At or Below FL 250: Vref + 80 kts -- Above FL 250: Vref + 100 kts - 3 ways to find holding speeds: FMC Holding Page, Approach page Vref plus 80/100, Performance Man

REQUEST A FREE COPY AT www.FLIGHTLOGS.com

17

HOLDING MISC: If given a radial to hold on enter the radial in the quadrant/radial line of the Hold page - Slow down 3 minutes prior to fix. If you need to hold faster advise Center. - Maintain clean configuration if holding in icing or turbulence. - For PANS OPS / ICAO holding speeds use country page and the FM Pt 2 Air Traffic Control Tab, Pg 248. - When entering holding, advise ATC of Place, Time and Altitude (PTA) - MHA = Minimum Holding Altitude HOLDING PAGE FIX ETA: The first time that you will be over the fix after the EFC time. When setting up the holding page use the B EST SPEED # in 6R and put that into the SPD/TARGET ALT block at 1R. Don’t forget MIN / MAX holding speeds (listed above) HOLD AVAIL TIME: - Basic FMC is from NOW to the holding pattern (based on current airspeed, so a little off), hold for the remaining time, and then proceed to the end of the magenta line, then direct to destination. At destination it will give you Reserve + Alternate fuel. - Put a destination approach into the FMC so that your HOLD AVAIL time reflects a more accurate available holding time by taking into account fuel needed for the approach, missed approach to the missed approach holding pattern, then to abeam the destination airport. - PEGASUS FMC: the box calculates the required fuel and time to the holding pattern and does not include that time as part of your hold avail time. The time shown in the box is the actual time you have to hold once you get to the holding pattern, followed by the ground track listed above. TAKEOFF LEGALITY CHART: FM Pt 1, Sec 8.2-6 STANDARD THRUST TAKEOFF IS NOT AUTHORIZED: (Max thrust required when:) (SAIL W MAT) - With Standing water, slush, ice or snow on rwy (contact dispatch for contaminated RWY corrections from 1/8” to ¼” and >¼” to ½”. T/O above ½” not authorized) reference Ops Man, Perf, T/O, p. 26-27 - With engine Anti-ice on unless the anti-ice on message appears below the TPS THRUST / V speed header. - When using Improved performance procedures - If Load closeout weight (TOW) exceeds assumed takeoff weight (ATOW). However, a new TPS may be 757 / 767 STUDY GUIDE REVISION 11-22-2014

obtained which authorizes standard thrust at the closeout weight. - If Wind shear is reported or expected - With MEL/CDL items containing a takeoff weight correction unless corrected by TPS. - When FM-II Airport adv. specifies use of max thrust - Tailwind IMPROVED PERFORMANCE: (Suffix “X” behind MTOW in V- speed row). - Uses a faster V2 speed to achieve a heavier max takeoff weight. - Shows only one max (most limiting) weight for each runway in the improved performance portion of the airport analysis data section.. - Max Thrust required - MEL/CDL items that include weight correction are NOT permitted unless TPS T/O data is corrected. - ENG Anti Ice may be used only if data in the Thrust / VSPD section are based on ENG A/I on. - No slush, snow, ice or standing water. - Takeoff with a tailwind is only allowed if the data in the Thrust / V-speed section of the TPS is based on a tailwind. - TPS BLD A/C will specify OFF (if 757, either APU OFF or APU). APU means that APU must be operating for T/O and used to supply pressurization. Weight decrement for APU is included. - V SPDs from the performance manual shall not be used (TPS generated speeds only). - If Close Out WT exceeds the PTOW and IMP PERF is required, another TPS must be obtained since IMP PERF SPDs can only be generated by the TPS. - 2 deg temp difference limit; see Perf / TPS / Pg 10.5 CIRCLING CATEGORIES: 757 / 767-200 = CAT “C” = 121-140 kts max, 1.7 nm protected area (Pans Ops = 180 kts max, 4.2 nm) 767-300 = CAT “D” = 141-165 kts max, 2.3 nm protected area. (Pans Ops = 205 kts max, 5.2 nm) - Obstacle clearance = 300 ft in protected area. CIRCLING APPROACH: 1,000 ft ceiling and 3 miles visibility or charted ceiling / vis, whichever is higher; 1,000 ft AFL (plus field elevation) or charted MDA (whichever is higher) and rounded up. Use higher category minimums, if your circling speed is higher (for example Dom 757 flying 160kts, use Cat D Mins). - If missed approach: follow missed approach procedures for the approach flown, initial turn towards the landing runway. Use caution if within 45 deg of

NOT AN OFFICIAL DOCUMENT, FOR STUDY PURPOSES ONLY

landing runway to ensure that the turn is made away from terrain – maintain positional awareness. APPROACH ALTITUDE BUG SETTINGS: - Visual: Baro Alt Orange Bug: As Desired Radio Alt (DH REF): As Desired FPDS: As Desired - Circling: (Set MCP to the same Alt as Baro setting) Baro Alt Orange Bug: 1,000 ft AFL (+ Field Elevation) or charted MDA (whichever is higher) and rounded up to the next 100 ft if not an even number already. Radio Alt (DH REF): -20 FPDS: BARO (same math as for Orange Bug) - Non-ILS: Baro Alt Orange Bug (DA or MDA + 50 = ”Minimums”) Radio Alt (DH REF): -20 FPDS: BARO (DA or MDA + 50 = “Minimums”) - CAT I ILS Baro Alt Orange Bug: DA (DA = ”Minimums”) Radio Alt (DH REF): -20 FPDS: BARO (DA = “Minimums”) - CAT II Baro Alt Orange Bug: TDZE (from Jepp Chart) Radio Alt (DH REF): RA (RA from Jepp = “Minimums”) FPDS: RADIO (DH from Jepp = “Minimums”) - CAT III with DH (Land 2 or required by Jepp) Baro Alt Orange Bug: TDZE (from Jepp Chart) Radio Alt (DH REF): DH (usually 50 ft = ”Minimums”) FPDS: RADIO DH (usually 50 ft = ”Minimums”) - CAT III AH Baro Alt Orange Bug: TDZE Radio Alt (DH REF): 50 FPDS: RADIO (50) * FPDS Flat Panel Display System equipped airplanes must select either RADIO or BARO MINS and set the data shown in the info above. For example, the RADIO/BARO Reference Selector on the DCP should be set to RADIO for a CAT II approach. Refer to Minimums Altitude Data Entry in SYSTEMS-Flight instruments, Displays. AUTOPILOT AND AUTOTHROTTLE OFF by: - All non autoland approach NLT: 100 feet above TDZE - Non-ILS approach with VNAV disconnected (for ex., a GP with MXxx point), AP and A/Ts off NLT: minimums

REQUEST A FREE COPY AT www.FLIGHTLOGS.com

18

RNAV APPROACHES - RNAV, RNAV (GPS or GNSS) are for 757 / 767 Pegasus FMC equipped aircraft only, not authorized with both GPS receivers inoperative. - RNAV (RNP) are not authorized unless specifically stated in FM Pt II AA 10-7 pages or on Flight Plan Msg - RNP requires a 0.3 RNP or below (0.15 is the lowest) - For any RNP, reach up and put 110.45 on both VORs When manually entered (CDU, Position, Pg 2) RNP will remain until deleted/modified. - RNAV approaches that are pilot constructed (built using the CDU) are not authorized but the HSI MAP display may be monitored for general orientation as long as approach is flown using raw data. - Do not accept radar vectors direct to any waypoint on an RF (Radius-to-Fix) leg or to intercept an RF leg. -- If required, use the waypoint that starts the RF arc and build a point prior to that waypoint. Ex: XXXX/-1. This way you maintain the integrity of the RF point. - Autopilot use is mandatory for RNAV RNP approach below 0.3, recommended to use if at or above 0.3. - RNP approaches 180 kts maximum on the FAF segment (from the FAF inbound), however the requirement to be Gear Flaps 20 at the FAF or Fully Configured NLT the procedure turn inbound will also limit your speed). Technique for vertical path stability, be fully configured NLT FAF -- 757 and 767-200 may use Cat. C or D minimums. REQUIRED EQUIP FOR CAT II / III APPROACHES: - See Ops Man Vol 1, Approach / Landing Pg 40.6 TRACKING PERFORMANCE FOR CAT II / III: - Approach Speed: +10/- 5 kts - Glide Slope: +/- ½ dot - ADI expanded scale of the Loc: +/- ½ dot - Go-Around if not within these limits below 50 Alert Height on a Cat III approach/if not stable any approach AUTOFLIGHT SYSTEM: May be used to fly the approach for an overweight aircraft. AUTOLAND: - Do not Autoland when procedures require other than flaps 25 or 30. AUTOLANDINGS: Select 2 or 3 Autopilots on MCP LMP status: - LAND 2 (2 autopilots available, DH required) - LAND 3 (3 Autopilots available, 50 ft AH no call out) - Requirements for Cat II or Cat III autolands, see the charts on pages 40.9 and 40.11 757 / 767 STUDY GUIDE REVISION 11-22-2014

- Runway authorized CAT I / II / III - Runways must not have a localizer that is identified as being unusable inside the runway threshold for automatic landings) - No autoland if Jepp Chart/NOTAM says Localizer unusable for rollout guidance (AA Policy, P1 10.3.1, E.) - Below 200 ft autopilots lock isolated and remain isolated until autopilot is disconnected -Plan on a manual go around if you touch down. WHEN ATC REPORTS RVRS: Compare the latest ATC reported RVR(s) against the Jepp Chart minimum RVR (which applies to all controlling RVRs) and the Ops Manual (TDZ, MID, R/O) RVR requirements and minimum values required (for each type of approach) - CAT II Approaches: Autoland always required. May be flown to a Jepp Chart RVR of 1600, 1200 or 1000 with different Ops Manual RVR requirements. (use CAT III LAND 2 crew coordination procedures) - CAT II visual reference at DH is the CAT II lighting system. - Cat III Approaches: Autoland always required. May be flown to a Jepp Chart RVR of 600 or 300 with Land 2 or Land 3 with different Ops Man RVR requirements - Cat III Land 2, only if the Jepp chart approach min RVR is 300 RVR, can you land Cat III Land 2 with a report of 600/400/300 (Mid or R/O may be inop). You need a TDZ RVR and it must be 600 RVR or better. -Cat III Land 3 only if the Jepp chart approach min RVR is 300 RVR, can you land Cat III Land 3 with a report of 300/300/300 although any one (TDZ, MID or R/O) can be inop. CAPTAIN must fly the approach/landing if reported visibility is less than CAT 1 mins, normally ½ mile RVR not req, if reported must be used 1000 m 3,000 / 5/8 mile 1200 m 4,000 / ¾ mile -- When computing rwy limited max landing weight, rwy considered wet when vis is less than ¾ mile. 1400 m 4,500 / 7/8 mile 1500 m 5,000

LMP STATUS PLACARD SUMMARY

NOT AN OFFICIAL DOCUMENT, FOR STUDY PURPOSES ONLY

3600 m = 2 ¼ miles 4000 m = 2 ½ miles 4400 m = 2 ¾ miles 4800 m = 3 miles

LMP STATUS

LOWEST APP

AUTOLAND

NO AUTOLAND LAND 2 LAND 3

CAT I CAT III CAT III

NOT AUTH. AUTHORIZED AUTHORIZED

- Review LMP capabilities if you have MEL 22-89 or 22-90 placards. ASA ANNUNCIATION SUMMARY App. Cat.

Lowest Reported RVR

ASA Annunciation

Autoland

CAT I

As low as 1800 (550m)

Not Authorized

CAT I

As low as 1800 (550m)

CAT II

As low as 1000 (300m)

CAT III CAT III

As low as 600 (175m) As low as 300 (75m)

NO AUTOLAND (1 Autopilot or Flight Director) LAND 2 or LAND 3 (Autopilot or Flight Director) LAND 2 or LAND 3 (1 Autopilot) LAND 2 (2 Autopilots) LAND 3 (3 Autopilots)

Authorized

Required

Required Required

APPROACH TRANSMISSOMETERS REQUIRED: - FM Pt 1, Sect 10, Page 10.4-2 TAKEOFF TRANSMISSOMETERS REQUIRED: See FM Part 1, Section 8, Page 8.2-6 - Min vis is 500 RVR, or airport mins as listed in JEPP, whichever is higher. Capt T/O