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1. The left pack trips during flight at FL 400. The cabin pressurization seems to be maintaining its current altitude. What immediate actions should you take, if any? If you are 2.5 hours away from your destination with a planned arrival fuel of 6.5, do you need to think about descending and possibly diverting due to increased fuel burn at the lower cruise altitude?
- Answer: Consult the QRH Tab A, Pack Trip Off Checklist. Perform the steps.
- One pack should be sufficient to maintain cabin altitude, if so, continue normally. Upon arrival at destination, contact Dispatch (if an enroute ACARS message has not already been sent).
2. It is a hot day in MDW and a bleeds-off takeoff is required. While taxiing out, how do you configure the panel for the best cooling in the cabin? At the end of the runway, you are cleared to line up and wait. Completing the before takeoff flow, what remaining switch needs to be moved for the bleeds-off takeoff? When can you reconfigure the pressurization panel after takeoff?
- Answer: Taxi: Right Pack - AUTO/HIGH, Isolation Valve - CLOSED, Left Pack HIGH, Left Engine Bleed Air Switch - OFF, APU Bleed Air Switch ON, Right Engine Bleed Air Switch - ON.
- Before takeoff flow: Right Engine Bleed Air Switch - OFF. You can reconfigure at not less than minimum cleanup altitude, after the flaps are up and climb thrust is set.
For APU Air Start, the normal starting sequence for single or dual engine taxi is #2, followed by #1. Is it permissible to reverse the start order? Why?
Answer: Yes. Consideration should be given to the direction of turn from the parking spot. Pack configuration, after start, needs to be considered in order to provide cooling air to the customers. In this case the FO would turn off the Engine Bleed Switch to allow the APU to cool the Customers and prevent a dual bleed situation.
During cruise in VMC conditions, a left WING-BODY OVERHEAT light illuminates. Below is a solid deck from FL 260 to 12,000 feet with reported moderate rime icing. As you reach for the QRH, ATC directs you to begin an expedited descent to 16,000 feet. What considerations do you have? What causes a WING-BODY OVERHEAT light?
Answer: A WINGBODY OVERHEAT is caused by overheat sensors detecting a hot bleed air leak. The sensors for a left overheat are in the left engine strut, left wing leading edge, left air conditioning bay, keel beam, and APU bleed duct. The sensors for a right overheat are the right engine strut, right wing leading edge, and right air conditioning bay. In the situation above, the QRH will direct you to avoid icing conditions in the case of a left or right WINGBODY OVERHEAT.
You are climbing out from BWI on the way to a planned cruise altitude of FL 370. As you approach level off in your -300, you begin to notice rapid pressure differences, along with a discomfort in your ears. Immediately you look at the pressurization panel. The packs and bleeds are properly positioned, but the digital controller has the cruise altitude mistakenly set at 22000. You also notice the differential pressure indicator (big needle) is cycling around 8.65 psi. What is the likely cause?
Answer: Most likely, the Positive Pressure Relief Valve is cycling due to the pressurization controller attempting to maintain the cabin at an improperly set low cabin altitude. With 22000 entered into FLT ALT, the pressurization controller will attempt to maintain the cabin at approximately 1900 feet. The resulting over pressure as the aircraft climbs to FL 370 will cause the relief valve to cycle. This entry error should have been discovered during the Before Start Checklist, or the Climb Checklist at the latest.
You are doing a walk-around on a -300, and you put your hand below the flow control valve and notice that there is no air flow coming out. By the time you finish your walk-around, you notice that the horn in the nose wheel well is sounding. What would cause these two indications and what light would you expect to see when you go back to the flight deck?
Answer: The flow control valve opens to exhaust the cooling air from the E&E compartment overboard during ground operations. If the normal equipment cooling fan fails, there will be no airflow and the Equipment Cooling Switch OFF light will illuminate. When an over temperature in the E&E bay is detected, the horn in the nose wheel well will sound. (The other item that will cause the horn in the nose wheel well to sound is the IRS on DC power.)
8. You are in cruise flight and you notice that the RAM DOOR FULL OPEN LIGHT is illuminated. Is this a normal indication? When should the RAM DOOR FULL OPEN LIGHT be illuminated?
Answer: No, it is not a normal indication for cruise flight. The light should be illuminated on the ground or during slow flight with the flaps not fully retracted. (-800) maybe indication of a failed open system with the Smart Ram Air Door Actuators (SRADAs).
Your APU is inoperative and a ground air start is required. Which engine would you normally start first?
Answer: Start the #1 engine first. Once you have rollback, you can close the isolation valve and turn on the #1 pack.
You taxi into a gate that has electric only (no ground air). Since the temperature is 60 degrees and the passenger loads on and off are light, you have elected to shutdown the APU after ground power is connected. Upon arrival at the gate, the Captain reaches over and turns off the Recirculation fan in order to lessen the flight deck noise. Is this an authorized configuration for the aircraft?
No. Aircraft instruments, especially -700/-800 displays, are sensitive to high temperatures. Avoid conditions where flight deck displays are powered without packs, recirculation fan, or preconditioned air available (a no airflow condition).
How will you proceed to start the #2 Engine?
Answer: To minimize the hazard to Ground Crew, external air should be disconnected and engine #2 started using the Engine Crossbleed Start procedure.
11. During normal operation in-flight, the isolation switch is in auto. Is the valve open or closed? What will cause the isolation valve to open?
Answer: Closed, moving any pack or bleed switch to off will open the isolation switch.
12. During engine start is the isolation valve open or closed?
Answer: Open, because the pack switches are off.
13. During flight in your -800 you have a Master Caution, AIR COND, ZONE TEMP light for the CONT CAB temperature selector. What has occurred?
Answer: Either a duct temperature overheat or failure of the flight deck primary and standby temperature control.
While taxiing out on a hot summer day, you elect to select both packs to high. You notice that when you do this the airflow seems to decrease. Why?
- Answer: With the recirculation fan switch in AUTO and both packs operating, placing either pack switch to high will deactivate the recirculation fan. Passenger comfort is improved by increasing the airflow, even if the recirculation fan appears to increase the duct air temperature.
- Reference: FRM Chapter 2
15. You are in a descent, passing 32,000 feet, when you feel a bump in the cabin pressurization. The Master Caution, AIR COND lights illuminate. You look up at the digital pressurization panel, and discover only the AUTO FAIL light illuminated. What has happened? After consulting the QRH, you move the pressurization mode selector to ALTN. The AUTO FAIL stays on. Can you still control the aircraft pressurization? How?
Answer: Both automatic controllers have failed, leaving you in the manual mode. In accordance with the QRH, move the pressurization mode selector to MAN. Control the pressurization manually.
16. Where can you find guidance for manual operation?
Answer: AOM Chapter 16 and QRH
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