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Boeing: Flight Training.Flight Crew Training/Techniques Manual (FCTM) | SKYbrary Aviation Safety
Flight crew training manual -
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Sign up for free Here's how. Customer reviews. How are ratings calculated? Resolution Advisory5. Method of Evacuation6. Jammed or Restricted Flight Controls6. Fuel Leak6. Tire Failure during or after Takeoff6. The acronymATS is not widely used and is not contained in the Abbreviations section ofthe manual. Partial or Gear Up Landing6. Landing Risk Factors6.
Wheel Well Fire6. Flight with the Side Window s Open6. Training Objectives. Flap Maneuvering Speeds. Command Speed. Reference Bugs. Bug Setting. Flight Path Vector. Training Flights.
Drag Factors Due to Trim Technique. AFDS Guidelines. Autothrottle Use. Automatic Flight. Head Up Display. Pilot Incapacitation. This provides a basis for standardization. Conditions beyond the controlof the flight crew may preclude following a maneuver exactly. The maneuvers arenot intended to replace good judgment and logic.
Operational PhilosophyThe normal procedures are designed for use by trained flight crewmembers. Theprocedure sequence follows a definitive panel scan pattern. Each crewmember isassigned a flight deck area to initiate action in accordance with Normal andSupplementary Procedures. Non-normal procedural actions and actions outsidethe crewmembers area of responsibility are initiated at the direction of thecaptain. Non-normal checklists are provided to cope with or resolve non-normal situationson the ground or in flight.
Supplementary Procedures are accomplished as required rather than on each flightsector. Events Requiring Maintenance InspectionDuring ground or flight operations, events may occur which require a maintenanceinspection after flight. Additional events, that are not listed in chapter 5 but may require maintenanceinspection, should also be reported. An example of such an event is an overlyaggressive pitch up during a TCAS event or a Terrain Avoidance maneuver thatcould cause structural damage.
If in doubt, the best course of action is to report it. Flight safety, passenger comfort andoperational efficiency are emphasized. Qualification Requirements Checkride Following satisfactory completion of transition training and when recommendedby an authorized instructor, each pilot must satisfactorily demonstrate the abilityto perform maneuvers and procedures prescribed in FAA or other applicablegoverning regulations.
Throughout the prescribed maneuvers, command abilityand good judgment commensurate with a high level of safety must bedemonstrated. In determining whether such judgment has been shown, theevaluator considers adherence to approved procedures, actions based on theanalysis of situations, and care and prudence in selecting the course of action.
EvaluationAn evaluation may be given at the end of simulator training. The content of theevaluation varies with the capabilities of the simulator used and the requirementsof the governing regulatory agency. An evaluation in the airplane may be required if the training has not beenaccomplished under the prescribed requirements of FAA or other applicablegoverning regulations.
Crew Resource ManagementCrew resource management is the application of team management concepts andthe effective use of all available resources to operate a flight safely. In addition tothe aircrew, it includes all other groups routinely working with the aircrew whoare involved in decisions required to operate a flight. These groups include, butare not limited to, airplane dispatchers, flight attendants, maintenance personnel,and air traffic controllers.
Throughout this manual, techniques that help build good CRM habit patterns onthe flight deck are discussed. For example, situational awareness andcommunications are stressed. Situational awareness, or the ability to accuratelyperceive what is going on in the flight deck and outside the airplane, requires ongoing questioning, crosschecking, communication, and refinement of perception. It is important that all flight deck crewmembers identify and communicate anysituation that appears unsafe or out of the ordinary.
Experience has proven that themost effective way to maintain safety of flight and resolve these situations is tocombine the skills and experience of all crewmembers in the decision makingprocess to determine the safest course of action. FOM chapter 3 , and are normallyworn until the top of climb and from the start of descent throughout approach andlanding. During cruise, flight deck speakers may be used. Speaker volume shouldbe kept at the minimum usable level adequate to avoid interference with normalcrew flight deck conversation, but still ensure reception of relevantcommunications.
Maneuver Capability and Flap UsageFor takeoffs, when conditions permit, consider using larger flap settings to provideshorter takeoff distance. Refer to the Typical Takeoff Tail Clearance table, chapter2, to determine minimum tail clearance for different takeoff flap settings.
During maneuvering for an approach, when the situation dictates an earlier thannormal speed reduction, the use of flaps 10 with the gear up is acceptable. For normal landings, use flaps When required, use flaps 40 to minimizelanding speed and landing distance.
Flap Maneuvering SpeedsThe following tables contain flap maneuvering speeds for various flap settings. The flap maneuvering speed is the recommended operating speed during takeoffor landing operations.
These speeds guarantee at least full maneuver capability orat least 40 of bank 25 of bank and 15 overshoot to stick shaker within a fewthousand feet of the airport altitude.
While the flaps may be extended up to 20,feet, less maneuver margin to stick shaker exists for a fixed speed as altitudeincreases. Note: The flap maneuvering speeds should not be confused with the minimum maneuver speed which is displayed as the top of the lower amber band on the airspeed display.
Minimum Maneuvering SpeedThe top of the lower amber band on the airspeed display indicates the minimummaneuver speed. The functionality of the lower amber band is slightly differentfor flaps-down versus flaps-up operations.
Flaps Down Amber BandFor all flaps-down operations any time the flaps are not full-up the minimummaneuver speed is the slowest speed that provides full maneuver capability, 1. The topof the amber band does not vary with g load.
As airspeed is decreased below the top of the amber band, maneuver capabilitydecreases. In 1 g flight, the speed in the middle of the amber band providesadequate maneuver capability or 30 of bank 15 angle of bank and 15overshoot. The bottom of the amber band top of the red and black tape corresponds to stick shaker onset for the current g load.
If the g load is increasedby maneuvering, the stick shaker onset speed increases. Bottom Stick shaker activation. Stick shaker is set prior to actual stall. There is sufficient margin to recover from stick shaker without stalling. The minimum maneuver speed should not be confused with the flap maneuveringspeeds.
The flap maneuvering speeds are computed based on airplane weight,while the minimum maneuver speed is computed using airplane angle of attackand current airspeed. These two speeds provide independent means to ensure thatthe current airspeed provides at least full maneuver capability for terminal-areamaneuvering.
Note: The flap maneuvering speeds for the current flap detent should always be equal to or faster than the minimum maneuver speed. Flaps Up Amber BandFor altitudes up to approximately 10, feet, the flaps-up amber band functionsjust like the flaps-down amber band described above, with the top of the amberband representing full maneuver capability. Due to increasing Mach effectsbetween 10, and 20, feet, the maneuver capability at the top of the amberband speed decreases as altitude increases, but still provides at least adequatemaneuver capability.
Above approximately 20, feet, the top of the amber bandshows the speed that provides the operator-selected margin to initial buffet. Maneuver Margins to Stick ShakerThe following figures are representative illustrations of airplane maneuver marginor bank capability to stick shaker as a function of airspeed. This includes both aflap extension and flap retraction scenario. When reviewing the maneuver margin illustrations, note that: there is a direct correlation between bank angle and load factor G's in.
For example, 1. In level flight they provide a relatively constant pitch attitude and require little change in thrust at different flap settings. The distance between the bold line representing the flap extension or retractionschedule and a given bank angle represents the maneuver margin to stick shakerat the given bank angle for level constant speed flight. Where the flap extensionor retraction schedule extends below a depicted bank angle, stick shaker activationcan be expected prior to reaching that bank angle.
Conditions Effecting Maneuver MarginsFor a fixed weight and altitude, maneuver margin to stick shaker increases whenairspeed increases. Other factors may or may not affect maneuver margin: Gross weight: generally maneuver margin decreases as gross weight.
The base speed V2 or VREF increases with increasing weight, so the fixed speed additive is a smaller percent increase for heavier weights.
This results in less maneuver capability. Landing gear: a small decrease in maneuver margin may occur when the landing gear is extended. This loss is equivalent to 2 knots of airspeed or less. Engine failure during flap retraction: a small decrease in maneuver margin occurs due to the reduced lift experienced with the loss of thrust. The loss is equivalent to 4 knots of airspeed or less.
Anti-ice: the use of engine or wing anti-ice reduces the flaps-up and flaps-down maneuver margin. If only the engine anti-ice is used, the effect goes away when the engine anti-ice is turned off. If the wing anti-ice is used, the effect remains until the airplane lands. Takeoff Flap Retraction Speed ScheduleDuring flap retraction, selection of the next flap position is initiated when reachingthe maneuver speed for the existing flap position.
Therefore, when the new flapposition is selected, the airspeed is below the maneuvering speed for that flapposition. For this reason, the airspeed should be increasing when selecting the nextflap position.
During flap retraction, at least adequate maneuver capability or 30of bank 15 angle of bank and 15 overshoot to stick shaker is provided at theflap retraction speed. Full maneuvering capability or at least 40 of bank 25 ofbank and 15 overshoot is provided when the airplane has accelerated to therecommended maneuver speed for the selected flap position. The maneuver speed for the existing flap position is indicated by the numberedflap maneuvering speed bugs on the airspeed display. Flap Extension ScheduleDuring flap extension, selection of the flaps to the next position flap transitionspeed should be made when approaching, and before decelerating below themaneuvering speed for the existing flap position.
The flap extension speedschedule is based upon VREF 40 and provides full maneuver capability or at least40 of bank 25 angle of bank and 15 overshoot to stick shaker at all weights. Delta uses 1, feet as thestandard flap retraction altitude. The altitude selected for acceleration and flap retraction may be specified for eachairport. Safety, obstruction clearance, airplane performance or noise abatementrequirements are usually the determining factors.
Acceleration Height - Engine OutAcceleration height for a takeoff with an engine failure after V1 is based onaccelerating to the recommended flaps up speed while retracting flaps andselecting maximum continuous thrust limits within 5 minutes 10 minutesoptional after initiating takeoff. Some combinations of high gross weight, takeoffflap selection and airport elevation may require initiating flap retraction as low as feet after takeoff with an engine failure. Flap Retraction after LandingThe Cold Weather Operations Supplementary Procedure defines how far the flapsmay be retracted after landing in conditions where ice, snow, or slush may havecontaminated the flap areas.
If the flap areas are found to be contaminated, theflaps should not be retracted until maintenance has cleared the contaminants. Removal of the contaminates is a maintenance function addressed in the AMM. TakeoffCommand speed remains set at V2 until changed by the FMC or pilot foracceleration and flap retraction. Sufficient wind and gust protection is available with the autothrottle engagedbecause the autothrottle is designed to adjust thrust rapidly when the airspeeddrops below command speed while reducing thrust slowly when the airspeedexceeds command speed.
In turbulence, the result is that average thrust is higherthan necessary to maintain command speed. This results in an average speedexceeding command speed. If the autothrottle is disengaged, or is planned to be disengaged prior to landing,the recommended method for approach speed correction is to add one half of thereported steady headwind component plus the full gust increment above the steadywind to the reference speed.
This technique provides sufficient low speed maneuvercapability and reduces the possibility of flap load relief activation. Margin to loadrelief activation may also be increased by using a reduced landing flap setting. Thefollowing table shows examples of wind additives with a runway heading of Match case Limit results 1 per page. Author doantuyen View Download See title page for details. OrganizationThe operations manual is organized in the following manner.
Volume 1 Preface - contains general information regarding the manuals purpose, structure, and content. An example of a page number for theManeuvers chapter follows: Example Page Number Warnings, Cautions, and NotesThe following levels of written advisories are used throughout the manual.
Revision RecordNo. Revision Date Date FiledNo. Chapter 1 - General Information Table of Contents1. Vertical Situation Display1. Head Up Display1. Assumed Temperature Method2. Improved Climb Performance Takeoff2. Flap Retraction Schedule2.
Initial Climb - One Engine Inoperative2. Flap Retraction - One Engine Inoperative2. Low Altitude Level Off3. Low Fuel Temperature3. Descent Speed Determination3. Mandatory Missed Approach4. AFDS Faults4. Visual Traffic Pattern4. Rejected Landing4. Chapter 5 - Maneuvers Table of Contents5.
Hydraulic System s Inoperative - Landing6.
