B737NG questions
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B737NG questions
Hi all,
I have a few questions regarding B737NG operations. I hope you can answer them.
1. When is TCAS TA mode used? When is mode TA/RA used?
2. Does your operator advocate a TCAS system test before every flight?
3. Generally, is it a good practice to arm LNAV and VNAV on the ground (DP permitting)?
4. What is your company policy regarding the use of the retractable landing lights, runway turnoff lights and taxi light?
5. Can the logo light be turned on in daylight during low visibility conditions?
6. Are the engine start switches set to CONT after engine start or while nearing the active runway?
7. Are the recirculation fans turned on w/ only ground power running w/o an external air conditioning unit?
8. Are the window heat systems tested before every flight?
9. What is the general speed reduction profile for a standard ILS approach?
All help will be greatly appreciated.
I have a few questions regarding B737NG operations. I hope you can answer them.
1. When is TCAS TA mode used? When is mode TA/RA used?
2. Does your operator advocate a TCAS system test before every flight?
3. Generally, is it a good practice to arm LNAV and VNAV on the ground (DP permitting)?
4. What is your company policy regarding the use of the retractable landing lights, runway turnoff lights and taxi light?
5. Can the logo light be turned on in daylight during low visibility conditions?
6. Are the engine start switches set to CONT after engine start or while nearing the active runway?
7. Are the recirculation fans turned on w/ only ground power running w/o an external air conditioning unit?
8. Are the window heat systems tested before every flight?
9. What is the general speed reduction profile for a standard ILS approach?
All help will be greatly appreciated.
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As above except that TCAS TA/RA is selected on when lining up on the runway, and is de-selected during the after landing scan otherwise you'll show up to those on approach while you're taxying round the airport. Modes on the ground are usually STBY, or if the airport has ground radar and want/need to monitor you then XPNDR.
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Actually most modern ATC-systems do separate different sectors by levels also so no, in which case aircrafts on ground with transponders on would not appear for the approach controller. Transponder off during taxi is a very old fashioned way of doing this. Most of todays bigger airports require transponder on on the ground.
Have never been asked or ever heard of anyone being asked to turn transponder off once off the runway or during taxi, however heard of many cases where aircrafts have been asked to turn it ON during taxi.
Have never been asked or ever heard of anyone being asked to turn transponder off once off the runway or during taxi, however heard of many cases where aircrafts have been asked to turn it ON during taxi.
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Thank you for your responses gentlemen.
Regarding TCAS modes, I can confirm that some airlines' SOPs have the TCAS mode set to TA/RA from P/B to shutdown. There are also others that have it turned on after entering the active runway and turned off while leaving the landing runway. An example of the former is TUIfly.
Another question: What would be a good speed reduction profile from cruise down to approach level?
Thanks and regards,
juxtapose.
Regarding TCAS modes, I can confirm that some airlines' SOPs have the TCAS mode set to TA/RA from P/B to shutdown. There are also others that have it turned on after entering the active runway and turned off while leaving the landing runway. An example of the former is TUIfly.
Another question: What would be a good speed reduction profile from cruise down to approach level?
Thanks and regards,
juxtapose.
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No need at all to switch to TA only on the ground or even to STBY (which is actually forbidden on many airports nowadays). Mode S transponders in approved airliner installations do set the ground flag once the airplane is in ground mode. Nothing new on the NG, that worked already on the classic 15 years ago. Just leave it in AUTO and TA/RA and an airplane on the ground won't show up on TCAS displays in the air, but still can be tracked by modern airport ATC systems (multi-lateration) and allow ATCOs to have a better picture ofmoving traffic on their airport.
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1. When is TCAS TA mode used? When is mode TA/RA used?
TA ONLY used with single engine (prevents climb commands that can exceed single engine performance capability as per QRH)
2. Does your operator advocate a TCAS system test before every flight? NO but why not, might as well test it anyway - press button - TCAS test pauses, TCAS test pass/ fail
3. Generally, is it a good practice to arm LNAV and VNAV on the ground (DP permitting)? We arm LNAV on ground only as the sim doesn't fly the VNAV in event of engine failure - aircraft will but crews not trained
4. What is your company policy regarding the use of the retractable landing lights, runway turnoff lights and taxi light? Retracts on for landing not takeoff - taxi light works really well to light up non centreline runway in the dark.
5. Can the logo light be turned on in daylight during low visibility conditions?
Doesn't really work very well only at night.
6. Are the engine start switches set to CONT after engine start or while nearing the active runway? SOPs for us - CONT in before taxi checklist (after engine start scan)
7. Are the recirculation fans turned on w/ only ground power running w/o an external air conditioning unit? recircs on Auto all the time
8. Are the window heat systems tested before every flight? No
9. What is the general speed reduction profile for a standard ILS approach? Flap 1, (can do non standard Flap 2 - gives about 180kts), Flap 5, Flap 10 (same as F5 speed but good drag flap), normally 160 to 4d, F30/ F40. (just reintroduced F25 to keep in line with B737 Classic SOPs)
TA ONLY used with single engine (prevents climb commands that can exceed single engine performance capability as per QRH)
2. Does your operator advocate a TCAS system test before every flight? NO but why not, might as well test it anyway - press button - TCAS test pauses, TCAS test pass/ fail
3. Generally, is it a good practice to arm LNAV and VNAV on the ground (DP permitting)? We arm LNAV on ground only as the sim doesn't fly the VNAV in event of engine failure - aircraft will but crews not trained
4. What is your company policy regarding the use of the retractable landing lights, runway turnoff lights and taxi light? Retracts on for landing not takeoff - taxi light works really well to light up non centreline runway in the dark.
5. Can the logo light be turned on in daylight during low visibility conditions?
Doesn't really work very well only at night.
6. Are the engine start switches set to CONT after engine start or while nearing the active runway? SOPs for us - CONT in before taxi checklist (after engine start scan)
7. Are the recirculation fans turned on w/ only ground power running w/o an external air conditioning unit? recircs on Auto all the time
8. Are the window heat systems tested before every flight? No
9. What is the general speed reduction profile for a standard ILS approach? Flap 1, (can do non standard Flap 2 - gives about 180kts), Flap 5, Flap 10 (same as F5 speed but good drag flap), normally 160 to 4d, F30/ F40. (just reintroduced F25 to keep in line with B737 Classic SOPs)
