AOM/FOM Enroute

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Author:
spqswa
ID:
257953
Filename:
AOM/FOM Enroute
Updated:
2014-01-22 21:35:36
Tags:
SWA
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Description:
Enroute section of the AOM and FOM
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  1. Enroute, when one Pilot leaves his station at the aircraft controls, what must the other pilot do until the other Pilot has returned to the duty station, and what is the altitude restriction?
    Above FL 250, the remaining Pilot must put on and use his oxygen mask.
  2. What is the maximum allowable in-flight difference between Captain and First Officer altimeters for RVSM operation?
    200 ft
  3. On the ground, what is the difference between the known elevation and the elevation displayed on the altimeters that must not be exceeded?
    75 ft
  4. What should be done when weather, turbulence, or MWA prevents aircraft from holding altitude in RVSM? What is the altitude deviation limit to make this call?
    Contact ATC and state “Unable RVSM due (state reason)”

    200 ft
  5. When should pilots delete reduced climb on the N1 page? When is it automatically done?
    5000 ft AAE

    15,000 ft MSL.
  6. With the FMC/CDU inoperative, at what speed do you climb?
    NG: 280kt/0.77M

    CL: 280kt/0.74M
  7. If ATC requires an expedited climb, what is the slowest speed to climb?
    Climb at a speed no slower than the FMC computed MAX ANGLE.
  8. When should the 1.5 G buffet altitude not be exceeded?
    If greater than light turbulence, convective activity, or mountain wave activity is anticipated or encountered.
  9. How is the Optimum Altitude Envelope defined?
    The Optimum Altitude Envelope is defined as 1,500 ft below to 500 ft above the OPC optimum altitude.
  10. When can pilots accept an altitude above the Optimum Altitude Envelope?
    A climb to attain a smooth flight altitude as opposed to a significant descent to find a smooth altitude.

    A climb to avoid a significant ATC vector.
  11. What is the aircraft cruise status flow?
    Periodically assess the following:

    Primary and secondary altimeters

    Electrical power

    Hydraulic system

    Cabin pressurization and temperature

    Engine status

    Fuel usage/Flight plan progress
  12. What should be accomplished with a flashing [OVERWGT] for “App Clb” limit on the OPC Landing page?
    Recompute the landing performance using a lesser flap setting and a bleeds off configuration.
  13. If clutter exists on the landing runway, what are some wind considerations?
    Observe the 20 kt crosswind limit.

    A clutter condition cannot be entered in the OPC Landing Performance module.
  14. When should pilots evaluate maximum quick turnaround weight?
    All flap 15 landings, tailwind landings, and high elevation airports.
  15. What should pilots accomplish if the OPC displays a reverse video “B” next to the runway number?
    Investigate other runways and slower landing speeds (flaps) to avoid exceeding maximum quick turnaround restrictions.
  16. What is the minimum wait time for aircraft equipped with carbon brakes (-800), that have exceeded the maximum quick turnaround
    weight? Can it be reduced if the brake temperature is measured?
    48 minutes.

    NO
  17. What is the minimum wait time for aircraft equipped with conventional brakes (no brake temperature readings available)?
    NG: 62 min

    CL: 52 min
  18. When must maximum reverse thrust be used during landing?
    1) When WET-FAIR or WET-POOR is the selected runway condition and both the Min(2) and Med(3) stopping margins are bracketed.

    2) When a non-normal landing configuration is selected.

    NOTE: 1) OPC displays MAX but computes detent 2. 2) OPC displays MAX and computes MAX.
  19. When “Thrust Reversers: One or Both Inoperative” or “Flaps: 15 Single Engine” is selected on the OPC, how much thrust reversers are computed and what should the pilots?
    The OPC displays “None” for reverse thrust and uses no reverse thrust credit in the computation.

    The Pilot must use reverse thrust on the operating engine/reverser during landing at a level commensurate with directional control.
  20. When using autobrakes, which autobrake selection should be made (generally speaking)?
    • Select an autobrake setting associated with an
    • unbracketed stopping margin.
  21. If the OPC is unavailable, what is the Manual
    VTARGET Computation Method?
    Vref + ½ Headwind + Full Gust

    Vref + 5 kt min, Vref + 20 max
  22. If planning a flaps 15 approach and icing conditions have been encountered en route or are expected to occur anytime prior to landing, how is Vref computed?
    Vref (Vref 15 + 10) is referred to as Vref ICE.

    Wind corrections to VREF ICE should not exceed 10 kt.

    Manually enter this new speed (VREF ICE) on the FMC APPROACH REF page.
  23. If planning a flaps 15 approach and icing conditions have been encountered en route or are expected to occur anytime prior to landing, under what conditions should Vref ICE be computed?
    Engine anti-ice will be used during landing.

    Wing anti-ice has been used anytime during the flight.

    The aircraft has encountered en route icing during the flight, and the landing temperature is below 10°C (CL: 8 deg C)
  24. Which approaches have RA minimums?
    Special Authorization CAT I approach with published RA minimums

    CAT II approach

    CAT IIIA approach
  25. For Approach Briefings, what are the two general rules to follow?
    1) Brief for the published approach category that satisfies expected conditions.

    • 2) Brief the portions of the instrument approach expected to be used to achieve
    • visual landing conditions.
  26. When is the full Instrument Approach Briefing required?
    The runway is not expected to be in sight by the FAF/GSIA.

    Rain is reported or visible in the airport vicinity.

    Significant weather is reported or apparent in the airport vicinity (e.g., TRWs, fog, blowing dust, snow).

    Restricted visibility is reported or apparent in the airport vicinity (e.g., haze, mist, low sun angles).
  27. When should LNAV not be used for the missed approach?
    The routing is modified by a NOTAM.

    The routing is modified by ATC.

    There is a converging ILS approach.

    The FMC routing is in disagreement with the chart.

    (CL: Single FMC) The underlying navaid is out of service.

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