Riyadh Air B787 Study Guide - Systems, Operations, and Limitations

Comprehensive practice flashcards covering aircraft limitations, exterior inspection, memory items, non-normal maneuvers, and systems based on the Riyadh Air B787 Study Guide.

RXI/OPS-FLT-M30 Document Owner

The Manager Training Programs & Planning is the designated manual owner of the Riyadh Air B787 Study Guide.

Operational Language Term: "Shall"

Specifies that the application of a rule, procedure, or provision is mandatory.

Operational Language Term: "Should"

Specifies that the application of a procedure or provision is recommended.

Operational Language Term: "May"

Specifies that the application of a procedure or provision is optional.

Maximum Takeoff and Landing Tailwind Component Limit

$10\text{ knots}$, representing the specific Riyadh Air (RX) operational limitation.

HF Radios Refueling Limitation

Do not operate HF radios when the aircraft is refueling.

Severe Turbulence Air Penetration Speed Below $25{,}000\text{ feet}$

$290\text{ KIAS}$.

Severe Turbulence Air Penetration Speed at and Above $25{,}000\text{ feet}$

$310\text{ KIAS}$ or $0.84\text{ Mach}$, whichever is lower.

Weather Radar Hangar Limitation

Avoid weather radar operation in a hangar.

Minimum Altitude for Autopilot Engagement After Takeoff

$200\text{ feet}$ AGL.

Maximum Autoland Capability Altitude

$8400\text{ feet}$.

Autopilot Disengagement Height Without LAND 2 or LAND 3

The autopilot must be disengaged below $135\text{ feet}$ AGL if neither LAND 2 nor LAND 3 is displayed.

Autopilot Disengagement Height for Steep Glideslope ($> 3.25^\circ$)

The autopilot must be disengaged below $100\text{ feet}$ AGL if the glideslope angle is more than $3.25^\circ$ even if LAND 2 or LAND 3 is displayed.

Low Visibility HUD Takeoff Wind Limitations

Headwind limit is $25\text{ knots}$, tailwind limit is $10\text{ knots}$ (RX limitation), and crosswind limit is $20\text{ knots}$.

Autoland Weather Minimums Wind Limitations

Headwind limit is $25\text{ knots}$, tailwind limit is $10\text{ knots}$ (RX limitation), and crosswind limit is $25\text{ knots}$.

Autoland Operations Glideslope Angle Limitations

The minimum glideslope angle is $2.5^\circ$ and the maximum glideslope angle is $3.25^\circ$.

Exterior Inspection Verification Responsibility

Before each flight, the Captain or First Officer must verify that the airplane condition is satisfactory for flight.

Exterior Inspection: Tires and Struts Verification

Check that tires are not excessively worn, not damaged, have no tread separation, and gear struts are not fully compressed.

Exterior Inspection: Engine and Inlets Check

Check that engine inlets and tailpipes are clear, access panels are secured, exterior is not damaged, and reversers are stowed.

Dual Eng Fail/Stall Condition

Engine speed for both engines is below idle.

Dual Eng Fail/Stall Recall Step 1

FUEL CONTROL switches (both) . . . CUTOFF, then RUN.

Dual Eng Fail/Stall Recall Step 2

RAM AIR TURBINE switch . . . Push and hold for $1\text{ second}$.

Aborted Engine Start L, R Condition & Recall Action

Condition: On the ground, an aborted engine start is needed. Recall action: FUEL CONTROL switch (affected side) . . . CUTOFF.

ENG AUTOSTART L, R Condition & Recall Action

Condition: Autostart did not start the engine. Recall action: FUEL CONTROL switch (affected side) . . . Confirm . . . CUTOFF.

ENG LIMIT EXCEED L, R Condition & Recall Actions

Condition: An engine limit exceedance occurs. Recall actions: 1. A/T ARM switch (affected side) Confirm OFF; 2. Thrust lever (affected side) Confirm Retard until ENG LIMIT EXCEED message blanks or thrust lever is at idle.

ENG SURGE L, R Condition & Recall Actions

Condition: An engine surge or stall requiring crew action is detected. Recall actions: 1. A/T ARM switch (affected side) Confirm OFF; 2. Thrust lever (affected side) Confirm Retard until ENG SURGE message blanks or thrust lever is at idle.

Eng Svr Damage/Sep L, R Conditions

One or more of: airframe vibrations with abnormal engine indications, or engine separation.

Eng Svr Damage/Sep L, R Recall Actions

1. A/T ARM switch (affected side) Confirm OFF; 2. Thrust lever (affected side) Confirm Idle; 3. FUEL CONTROL switch (affected side) Confirm CUTOFF; 4. Engine fire switch (affected side) Confirm Pull.

STABILIZER Memory Item Conditions

One of these occurs: stabilizer movement without a signal to trim, or the stabilizer is failed.

STABILIZER Memory Recall Actions

1. STAB cutout switches (both) . . . CUTOUT; 2. Do not exceed the current airspeed.

AIRSPEED UNRELIABLE Condition & Objective

Condition: Airspeed or Mach indications disagree with AOA calculated airspeed. Objective: To identify a reliable airspeed indication.

AIRSPEED UNRELIABLE Recall Actions (Switches & Disconnects)

1. Autopilot disconnect switch . . . Push; 2. A/T ARM switches (both) . . . OFF; 3. F/D switches (both) . . . OFF.

AIRSPEED UNRELIABLE Gear Up Pitch & Thrust Settings

Flaps extended: $10^\circ$ pitch attitude and $85\%\text{ N}_1$; Flaps up: $4^\circ$ pitch attitude and $70\%\text{ N}_1$.

FIRE ENG L, R In-Flight Recall Actions

1. A/T ARM switch Confirm OFF; 2. Thrust lever Confirm Idle; 3. FUEL CONTROL switch Confirm CUTOFF; 4. Engine fire switch Confirm Pull; 5. If message stays shown: rotate to stop and hold for $1\text{ second}$.

CABIN ALTITUDE Excessive Condition Recall Actions

1. Don the oxygen masks; 2. Establish crew communications; 3. Check cabin altitude and rate; 4. If uncontrollable: PASS OXYGEN switch push to ON and hold for $1\text{ second}$, descend without delay to lowest safe altitude or $10{,}000\text{ feet}$.

Emergency Descent Maneuver Technique

Move thrust levers to idle, extend speedbrakes, descend at $\text{V}_{\text{MO}}/\text{M}_{\text{MO}}$ (or limit airspeed and avoid high maneuvering loads if structural integrity is in doubt).

Approach to Stall Recovery: Initial Pilot Flying Action

Smoothly apply nose down elevator to reduce angle of attack until buffet or stick shaker stops, without using flight director commands.

Approach to Stall Recovery: Configuration Rule

Do not change gear or flap configuration, except during liftoff: if flaps are up, call for flaps 1.

Rejected Takeoff Decision Authority

The captain has the sole responsibility for the decision to reject the takeoff, which must be made in time to start the maneuver by $\text{V}_1$.

Rejected Takeoff Criteria: Prior to $80\text{ knots}$

Master caution activation, system failure(s), unusual noise/vibration, tire failure, abnormally slow acceleration, takeoff config warning, fire/fire warning, engine failure, predictive windshear, or unsafe/unable to fly condition.

Rejected Takeoff Criteria: Above $80\text{ knots}$ and Before $\text{V}_1$

Fire or fire warning, engine failure, predictive windshear warning, or if the airplane is unsafe or unable to fly.

Captain's Immediate Actions on Rejected Takeoff

Simultaneously close thrust levers, disengage autothrottles, and apply maximum manual wheel brakes or verify RTO autobrake operation.

First Officer Callouts for Speedbrakes on RTO

Verify speedbrake lever UP and call "SPEEDBRAKES UP"; if speedbrake lever is not UP, call "SPEEDBRAKES NOT UP."

First Officer Reverser Callouts on RTO

When both REV indications are green, call "REVERSERS NORMAL"; if no REV indication or indication stays amber, call "NO REVERSER LEFT ENGINE," "NO REVERSER RIGHT ENGINE," or "NO REVERSERS."

RTO Stopping Assurance Thrust Lever Action

Start movement of reverse thrust levers to reach reverse idle detent before taxi speed; after reaching reverse idle, move levers to full down.

GPWS Caution Response

Correct the flight path or the airplane configuration.

GPWS Glideslope Deviation Alert Inhibit Conditions

May be cancelled or inhibited for localizer/back course approach, circling approach from ILS, deliberate approach below glideslope, or unreliable glideslope signal.

GPWS Warning Initial Pilot Flying Action

Disconnect autopilot and autothrottle(s), aggressively apply maximum thrust, simultaneously roll wings level, rotate to initial pitch attitude of $20^\circ$, and verify speedbrakes retracted.

GPWS Warning Upper Pitch Limit

The pitch attitude that results in intermittent stick shaker or initial buffet serves as the upper pitch limit; flight at intermittent stick shaker may be required.

TCAS Resolution Advisory (RA) Primary Rule

Comply with the RA if there is a conflict between the RA and Air Traffic Control instructions.

Low Altitude Fly Down RA Limitation

A descend (fly down) RA issued below $1000\text{ feet}$ AGL should not be followed.

Climb RA in Landing Configuration PF Actions

Disengage autopilot and autothrottle, advance thrust levers forward for maximum thrust, call for FLAPS 20, adjust pitch to satisfy RA, verify positive climb rate, and call "GEAR UP."

Historical Definition of Airplane Upset

Unintentionally exceeding: pitch $> 25^\circ$ nose up, pitch $> 10^\circ$ nose down, bank angle $> 45^\circ$, or flying at an inappropriate airspeed for conditions.

Nose High Upset Recovery: Pilot Flying Actions

Disengage AP and disconnect AT; apply nose down elevator; apply appropriate nose down stabilizer trim; reduce thrust; roll to obtain nose down pitch rate; roll wings level approaching horizon.

Nose Low Upset Recovery: Pilot Flying Actions

Disengage AP and disconnect AT; recover from stall if needed; roll shortest direction to wings level (unload and roll if bank $> 90^\circ$); apply nose up elevator and trim as needed; adjust thrust and drag.

Windshear During Takeoff Roll Near Rotation Speed

If airspeed suddenly decreases and insufficient runway remains to stop, initiate normal rotation at least $2000\text{ feet}$ before the end of the runway even if airspeed is low; ensure maximum thrust.

Unacceptable Flight Path Deviations (Windshear Recognition)

Below $1000\text{ feet}$ AGL: uncontrolled changes exceeding $15\text{ knots}$ IAS, $500\text{ FPM}$ vertical speed, $5^\circ$ pitch attitude, $1\text{ dot}$ glideslope displacement, or unusual thrust lever position.

Windshear Escape Maneuver: Initial Manual Pitch Target

Disconnect autopilot, push either TO/GA switch, aggressively apply maximum thrust, disconnect autothrottles, roll wings level, and rotate toward initial pitch attitude of $15^\circ$.

Minimum Pavement Width for a $180^\circ$ Turn

$47\text{ meters}$ (without differential braking).

Wingtip Minimum Obstacle Clearance

Do not attempt to make a turn away from an obstacle within $15\text{ feet}$ ($4.6\text{ meters}$) of the wingtip.

Maximum Nosewheel Steering Angles

$70^\circ$ when using the steering tillers and $8^\circ$ when using the rudder pedals.

Flight Deck Overhead Door Opening Conditions

Can only be opened on the ground with the airplane depressurized by removing protective cover and rotating lock handle to open.

Common Core System (CCS) Overview

Comprises 2 units (L and R) providing an automatic common computing network and data exchange system for the majority of airplane systems.

Common Computing Resource (CCR) In-Flight Restart Cycle

CCRs can be reset in flight using reset switches; the Left CCR starts first and takes $1\text{ minute}$.

Automatic Seat Belt Sign Illumination Triggers

Landing gear not up and locked, flap lever at 5 or greater, altitude below airline defined altitude, cabin altitude above $10{,}000\text{ feet}$, or passenger oxygen ON.

Passenger Oxygen Automatic Mask Drop Criteria

Prior to cabin altitude reaching the greater of $14{,}500\text{ feet}$, origin airfield altitude $+ 1500\text{ feet}$, or destination airfield altitude $+ 1500\text{ feet}$.

Passenger Oxygen Duration by Aircraft Tail

HZ-RXX provides approximately $22\text{ minutes}$; HZ-RXA and HZ-RXB provide approximately $60\text{ minutes}$.

Emergency Lighting System Power and Duration

Powered by remote batteries charged by the electrical system, providing $10\text{ minutes}$ of illumination when fully charged.

Cabin Air Compressors (CAC) Total Count and Location

Four CACs drawing air through two dedicated inlets located in the wing-to-body fairings.

CAC Ground Operation with APU Power

One CAC per pack runs on the ground with APU power; during cold weather operations, two CACs run in each pack.

CAC Inlet Deflector Door Ground Retraction Temperatures

Deflector doors may retract on the ground when ambient air temperature is below $2^\circ\text{C}$ or above $35^\circ\text{C}$.

Conditioned Air Distribution (Cockpit vs Cabin)

Flight deck receives $100\%$ conditioned outside air; passenger cabin receives a mixture of outside air and recirculated air.

Flight Deck to Cabin Differential Pressure Purpose

Air pressure supplied to the flight deck is higher than the cabin to allow smoke to be extracted from the flight deck into the cabin.

Alternate Ventilation System (ALTN Mode)

Draws fresh unpressurized air into the cabin by driving the forward and aft outflow valves to the 10 and 1 o'clock positions.

Trim Air Sourcing and Duct Supply

Sourced from hot CAC discharge air; two trim systems supply the flight deck and cabin zone ducts to meet target temperatures.

Pack Outlet Temperature Determining Zone

The temperature zone requiring the coolest temperature controls the pack outlet temperature.

Humidification System (HUMID Switch) Operating Schedule

Operates automatically $20\text{ minutes}$ into cruise above $25{,}000\text{ feet}$ and switches off approximately $1\text{ to }1.5\text{ hours}$ prior to touchdown.

Live Animal Carriage Approved Compartments

Forward cargo compartment and Bulk cargo compartment.

Forward Equipment Cooling Override Mode Triggers

Switch selected to OVRD, in-flight loss of both supply fans, failure of both flow sensors, low airflow, excessive temperature, smoke detection, or FWD CARGO FIRE ARM switch armed.

Integrated Cooling System (ICS)

Refrigeration system providing cooling to the galleys and assisting with cooling recirculated cabin air; cannot be disabled by the flight crew.

Power Electronics Cooling System (PECS)

Liquid cooling system located in the Aft E/E bay providing cooling to the large motor power system and ICS motor controllers.

Cabin Pressurization Normal Maximum Cruise Altitude

$6000\text{ feet}$, referencing captain's altimeter setting and FMC landing elevation.

Automatic Ice Detection Ground Inhibit

Inhibited on the ground below $75\text{ knots}$; provides automatic control for engine, wing, and pack inlet anti-icing.

Flight Deck Window Heat Architecture

Forward windows feature electric anti-icing and anti-fogging (with backup anti-fogging); side windows feature anti-fogging only.

Pack Inlet Anti-Ice Inhibit Condition

Inhibited on the ground when total air temperature (TAT) is above $10^\circ\text{C}$.

Automatic Engine Anti-Ice Valve Closure Triggers

Closes during engine start, bleed air overtemperature, bleed air overpressure, engine fire switch pulled, or bleed air leak detected.

Wing Anti-Ice Electric Mat Distribution

Powers four electric thermal anti-icing mats on the leading-edge slats of each wing; inhibited on ground below $75\text{ knots}$.

Wing Anti-Ice In-Flight Manual Activation Limit

With WING ANTI-ICE selector ON, the system powers any time total air temperature (TAT) is below $25^\circ\text{C}$.

Engine and Wing Anti-Ice EICAS Indications

EAI is displayed above the EICAS $\text{N}_1$ indication; WAI is displayed below the EICAS $\text{N}_1$ indication.

Probe Anti-Ice Heating Architecture

Pitot and AOA probes are heated when either engine is running; ice detectors heated after engine start; TAT probe heated in flight.

Autopilot Disengage Switch First vs Second Push

First push disengages AP, sounds warning, and posts EICAS message; second push resets EICAS message, aural warning, and Master Warning.

Takeoff Autothrottle HOLD Mode Engagement Speed

$80\text{ knots}$.

Bank Limit Selector Applicable AFDS Modes

Applies exclusively in HDG SEL or TRK SEL modes.

FLCH Mode Autothrottle Annunciations

THR during climb; HOLD during descent.

FLARE and ROLLOUT Mode Arming Altitudes

FLARE arms at $1500\text{ feet}$ and engages between $60\text{ and }40\text{ feet}$; ROLLOUT arms at $1500\text{ feet}$ and engages at touchdown.

VNAV Takeoff Engagement Height

$400\text{ feet}$ radio altitude (when armed prior to takeoff).

Maximum Localizer Intercept Angle

$120^\circ$.

FMA Green Box Indication Duration

Indicates initial engagement of that mode and remains visible for $10\text{ seconds}$.

Flight Director Pitch Commands on Lift-off (All Engines)

Commands $\text{V}_2 + 15\text{ knots}$ if speed below $\text{V}_2 + 15$, current speed if between $\text{V}_2 + 15$ and $\text{V}_2 + 25$, or $\text{V}_2 + 25\text{ knots}$ if higher.

Flight Director Pitch Commands on Lift-off with Engine Failure

Commands $\text{V}_2$ if speed below $\text{V}_2$, current speed if between $\text{V}_2$ and $\text{V}_2 + 15$, or $\text{V}_2 + 15\text{ knots}$ if higher.