Weekly 737 Questions
Thread Starter
Join Date: Feb 2004
Location: Denmark
Posts: 150
Likes: 0
Received 0 Likes
on
0 Posts
Weekly 737 Questions
Guys,
appreciating your comments:
1.Starting right engine normal with APU. upon reaching self sustaining RPM, the apu quits service. What are the next steps?
2.Same scenario, but apu quits and the engine is at 20%n2?
3.When do you switch on the ap when recovering an engine failure?1000ft AGL?
4.What are your favorite things to do in a recurrent sim session? Any nice tips?
Guys, thanks to you all!
OD
appreciating your comments:
1.Starting right engine normal with APU. upon reaching self sustaining RPM, the apu quits service. What are the next steps?
2.Same scenario, but apu quits and the engine is at 20%n2?
3.When do you switch on the ap when recovering an engine failure?1000ft AGL?
4.What are your favorite things to do in a recurrent sim session? Any nice tips?
Guys, thanks to you all!
OD
Guest
Posts: n/a
Well, there is no manual-answer to questions 1 and 2. My guess is that
1. You are being pushed back, and suddenly the APU fails while engine #2 is already running.
Switch the generator online, once the engine has stabilized, so that the electrical buses are powered. Inform ground handling that they should stay connected and standby for further instructions, then inform ATC and do a PA-announcement.
Do NOT simply try to start the left engine with bleed-air from the right.
Then call maintenance and ask them for advice. What will probably happen, is that you tow the plane back to the ramp and shut down the engine after ground power has been connected.
Either offload the passengers, or, if the flight will depart anyway, you can still do a normal crossbleed-start without using the APU.
2. Shut down the starting engine immediately, to prevent it from being damaged. That's probably all there is for you to do. The plane won't go anywhere soon.
3. Engine failure at V1? Well, that's according to the Training Manual. Standard would be after reaching 1000', all recall-items completed, and aircraft properly trimmed.
1. You are being pushed back, and suddenly the APU fails while engine #2 is already running.
Switch the generator online, once the engine has stabilized, so that the electrical buses are powered. Inform ground handling that they should stay connected and standby for further instructions, then inform ATC and do a PA-announcement.
Do NOT simply try to start the left engine with bleed-air from the right.
Then call maintenance and ask them for advice. What will probably happen, is that you tow the plane back to the ramp and shut down the engine after ground power has been connected.
Either offload the passengers, or, if the flight will depart anyway, you can still do a normal crossbleed-start without using the APU.
2. Shut down the starting engine immediately, to prevent it from being damaged. That's probably all there is for you to do. The plane won't go anywhere soon.
3. Engine failure at V1? Well, that's according to the Training Manual. Standard would be after reaching 1000', all recall-items completed, and aircraft properly trimmed.
Last edited by Nightfire; 26th Sep 2008 at 15:46.
Join Date: Oct 2003
Location: tanzania
Posts: 455
Likes: 0
Received 0 Likes
on
0 Posts
hola,
after all the topics are covered on the recurrency....try doing the rudder-HARD OVER, i used to ask them to give it to me all the time,purely cause its the only flaw on this otherwise perfect aircraft from boeing....
keep it up there fellows,
no more 406pilot
after all the topics are covered on the recurrency....try doing the rudder-HARD OVER, i used to ask them to give it to me all the time,purely cause its the only flaw on this otherwise perfect aircraft from boeing....
keep it up there fellows,
no more 406pilot
- Standby power switch to Batt, then gen 2 on the bus when engine stable, then talk to engineering about APU failure. (I have usually seen that failure done with ground power failure. Ground power due APU Gen u/s on MEL, saves the calling engineering question)
- Start lever to cutoff, Standby power switch to Batt.
- When flight path under control and minimum 1000 feet RA (for the classic)
- Ground/Air sense failure on takeoff is a very good CRM training tool as it will take good cockpit management to identify the fault and develop a plan of attack.
Sim topic -
Choose a short runway, hot conditions, maximum permitted RTOW (Runway limit) for the runway, and perform a V1 Stop.
It's quite surprising how close to the end of the runway you are before the stop begins, and quite amazing how well the (simulated
) aircraft pulls up just before the end of the runway. This does build confidence in the performance calculations.
Choose a short runway, hot conditions, maximum permitted RTOW (Runway limit) for the runway, and perform a V1 Stop.
It's quite surprising how close to the end of the runway you are before the stop begins, and quite amazing how well the (simulated
) aircraft pulls up just before the end of the runway. This does build confidence in the performance calculations.
Join Date: Jun 2000
Location: last time I looked I was still here.
Posts: 4,507
Likes: 0
Received 0 Likes
on
0 Posts
1. Keep engine start supervisor on head set. Discuss with agent if air & ground starter available at destn. If yes, consult MEL to confirm u/s APU is a go. Consult Sup Proc for X-bleed start.
2. Could put fuel in at 20% and engine should start OK. (see inflt start QRH)Proceed as above.
3. When the QRH tells you to. It is not a SOP Boeing Recall item. However, I flew with 1 opertaor where it was. So was opening the X-feed at the same time until Boeing advised against it.
4. If time is short and you want handling action then upset recovery is educational especially the nose high, (really), speed decaying. Low level (500')manual circuits are good for scanning and speed control. Turn base and roll out at 300'. Needs accurate attitude, trim & power. Delicate handling. Try the same thing starting at 90 degrees over centre runway and break left or right, seat depending. For management and handling Hyd Sys A + B failure. For systems knowledge and crew management, a total AC failure at medium altitude. From colleague experience in real-life, an engine failure at 37,000'. Too many people focus on the engine failure and forget to "fly the a/c". The speed decay and stickshaker happen very fast. Once under control then try a windmill start. It is not often taught as the speed range of LPC's is a crossbleed start. Likelyhood is that the crew management scenarios take too much time.
2. Could put fuel in at 20% and engine should start OK. (see inflt start QRH)Proceed as above.
3. When the QRH tells you to. It is not a SOP Boeing Recall item. However, I flew with 1 opertaor where it was. So was opening the X-feed at the same time until Boeing advised against it.
4. If time is short and you want handling action then upset recovery is educational especially the nose high, (really), speed decaying. Low level (500')manual circuits are good for scanning and speed control. Turn base and roll out at 300'. Needs accurate attitude, trim & power. Delicate handling. Try the same thing starting at 90 degrees over centre runway and break left or right, seat depending. For management and handling Hyd Sys A + B failure. For systems knowledge and crew management, a total AC failure at medium altitude. From colleague experience in real-life, an engine failure at 37,000'. Too many people focus on the engine failure and forget to "fly the a/c". The speed decay and stickshaker happen very fast. Once under control then try a windmill start. It is not often taught as the speed range of LPC's is a crossbleed start. Likelyhood is that the crew management scenarios take too much time.
