SPYDER INSTRUMENTS AND AVIONICS

The four VNAV operating sub-modes are: (1.16.4.3, p 1-210)

VNAV FLCH; VNAV PTH; VNAV ALC; VNAV ALT

Altitude and speed intervene functions are only operative when \_\_\_\_ is engaged. (1.16.4.3, p 1-212)

VNAV

\_\_\_\_\_ allows manual override of altitude constraints programmed into the FMS or altitude restrictions set in the AFCS ALTITUDE window in VNAV Mode. (1.16.4.3, p 1-212)

ALTITUDE INTERVENE

The \_\_\_\_ acts as a backup bus controller to the two VIA/AIUs and takes control of the buses in the event of power or comm. failure of both VIA/AIUs. (1.23.3.1) (p 1-382)

Backup Integrating Processor (BIP)

With VOR or TACAN selected on the CNP as the CDI source, each green dot on the CDI scale indicates \_\_\_\_ degrees of deviation from course; with ILS/ MLS, each dot indicates \_\_\_\_ degrees of deviation. (1.23.4.3 p 1-400)

5; 1.25

How many RIUs are on the airplane and what do they do?? (1.25.4) (p 1-433)

Six; provide analog and airplane component signals to core processing.

The LNAV terminal area mode is active when the airplane is within \_\_\_\_ NM of the departure or arrival airport, or when the active waypoint is part of a departure or arrival procedure. (1.26.1.2, p 1-531)

30

The LNAV approach mode is active when inbound to the destination airport and the active waypoint is part of an instrument approach procedure, or when within \_\_\_\_ NM of the final approach fix. (1.26.1.2, p 1-531)

5

The LNAV TRACK OFFSET can fly a track parallel to the active waypoint and offset from 1 to \_\_\_\_NM (L or R) of course. The offset distance must be \_\_\_\_ the distance to the active waypoint. (1.26.1.2, p 1-531)

99; Less than

When does the FMS transition into Terminal mode and what does this mean? (1.26.1.2, p 1-531, 1-532)

When the aircraft position is within 30NM from the selected destination or when the active waypoint is part of a departure or arrival

RNP changes to < 1

When does the FMS transition into Approach mode and what does this mean? (1.26.1.2, p 1-531, 1-532)

When the aircraft position is within 5NM of the final approach fix or the active waypoint is part of an instrument approach procedure

RNP changes to 0.3

What is the minimum altitude to engage LNAV (1.26.1.2, p 1-531)

50' AGL

What is RNP? (1.26.1.2) (p 1-532)

Required Navigation Performance

Must be able to achieve navigational accuracy to the RNP value 95% of the time. (Position accuracy)

Default RNP values are as follows: Enroute is \_\_\_\_NM, Terminal area is \_\_\_\_NM, Approach is \_\_\_\_NM. (1.26.1.2, p 1-532)

4; 1; 0.3

It is NOT possible to continue operations in RNP airspace when the \_\_\_\_\_\_\_ \_\_\_\_\_\_caution CWA is displayed without ATC approval. (1.26.1.2, p 1-533)

UNABLE RNP

The FMS can only be commanded to operate in a dedicated sensor mode when the \_\_\_\_\_\_\_\_\_\_ Caution CWA is displayed and the NAV mode is set to MAN. (1.26.1.2, p 1-533)

UNABLE RNP

\_\_\_\_\_\_\_mode represents the highest level of FMS vertical navigation automation for the aircraft. It can only be engaged when the AFCS is already operating laterally in LNAV. (1.26.1.2, p 1-534)

VNAV

The \_\_\_\_\_\_\_ mode can be thought of as an automatic FLCH mode since this mode provides the same climb, cruise, and descent functionality as the FLCH mode with the added feature that it will follow the programmed VNAV CLB, CRZ, and DES speed schedule options displayed on the MCDU VNAV pages. (1.26.1.2, p 1-534)

VPRO

What is the minimum altitude to engage VNAV? (1.26.1.2, p 1-534)

400' AGL

Using FMS Time Navigation, \_\_\_\_ targets can be entered to automatically control the arrival time at an associated cruise waypoint. (1.26.1.2, p 1-537)

RTA (Required Time of Arrival)

The \_\_\_\_\_\_\_ Caution CWA is generated to alert the crew that the airplane LNAV cross track error plus system navigation error exceeds the current RNP value. The airplane is still RNP compliant but the current position is approaching the boundaries of the RNP containment limit. (1.26.2.1, p1-545)

EXCEED RNP

When selecting an alternate from the Alternate pages, the default on the ground is selection of an alternate at the \_\_\_\_\_\_\_ and in flight, the alternate with the \_\_\_\_\_\_\_. (1.26.3.8, p 1-595)

shortest distance; earliest ETA

Selection of the DIVERT NOW option does what four things? (1.26.3.6, p 1-596)

Changes destination airport to alternate

Puts route mod into active flight plan

Deletes part of original route not on the diversion route

Deletes all descent constraints

\_\_\_\_\_\_ and \_\_\_\_\_ are the only communication radios available in BIP backup mode. (1.27.3) (p 1-651)

UHF No. 3 and HF No. 2

UHF No. 3 mode selections can be accomplished from either the \_\_\_\_\_ or \_\_\_\_\_\_\_ or from the control panel located in \_\_\_\_\_\_\_\_\_\_\_\_. (1.27.3) (p 1-651)

CNPs; MCDUs; equipment bay No. 3

V/UHF No. 2 may fail when switching from external to APU power. Operation can be recovered by cycling radio power on the \_\_\_\_\_ page. (1.27.3.1) (p 1-651)

CNS POWER

Simultaneous operation of both V/UHF radios on certain discrete freqs may result in interference in one or both receivers. If such interference is encountered, manual MCDU selection of \_\_\_\_\_\_\_ antenna for one radio and \_\_\_\_\_\_ antenna for the other radio will remove the interference. (1.27.4) (p 1-657)

UPPER; LOWER

If an EGPWS terrain \_\_\_\_\_\_ or \_\_\_\_\_\_ occurs, the NAV display format with HDG UP and the active EGPWS overlay is automatically displayed on at least one of the pilot or copilot MFDUs (if not already selected). (1.28.1.3, p 1-846)

caution; warning

The symbol for an RA is a \_\_\_\_\_\_\_\_\_\_\_\_\_. (1.28.1.3, p 1-848)

solid red square with a data tag

The symbol for a TA is a \_\_\_\_\_\_\_\_\_\_\_\_\_\_. (1.28.1.3, p 1-848)

solid yellow circle with a data tag

The symbol for proximate traffic is a \_\_\_\_\_\_\_\_\_\_\_. (1.28.1.3, p 1-848)

solid white diamond with a data tag

The symbol for non-threat traffic is a \_\_\_\_\_\_\_\_\_\_\_\_\_. (1.28.1.3, p 1-848)

white diamond outline with a data tag

The EGIs are self-contained all-attitude navigation systems consisting of a \_\_\_\_\_\_\_\_\_\_\_\_\_\_ and an \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_. (1.28.2) (p 1-858)

global positioning system (GPS); inertial navigation unit (INU)

The \_\_\_\_\_\_ component of the EGI provides accurate attitude and position at any location and in any weather. (1.28.2.1) (p 1-858)

INU

The \_\_\_\_\_\_ component of the EGI is a space-based radio navigation system that processes satellite RF signals to globally and continuously compute position and velocity. (1.28.2.2) (p 1-858)

GPS

The INU requires an external command defining the \_\_\_\_\_\_\_\_\_\_\_ before the transition to another mode can be accomplished. (1.28.2.3) (p 1-859)

present position

An inflight alignment can be performed when the GPS is in the NAV mode and has a Figure of Merit (FOM) of \_\_\_\_ or less. (1.28.2.3) (p 1-859)

4

The NARF (Navigation Alignment Refining Feature) mode is available when the EGI has completed a GC alignment and the EGI is operating in the \_\_\_\_ mode. (1.28.2.3) (p 1-859)

NAV

NARF mode is auto-selected by the EGI when airplane motion is detected that is interpreted as \_\_\_\_\_\_ operations. (1.28.2.3) (p 1-859)

taxiing

In the NAV mode, what three navigation solutions can be selected either manually or automatically for use by the FMS: (1.28.2.3, p 1-860)

Blended INU/GPS solution

INU only solution

GPS only solution

To support RNAV approach operations, the FMS automatically commands the GPS to perform RAIM availability checks at the \_\_\_\_\_\_\_\_\_ and \_\_\_\_\_\_\_\_\_. (1.28.2.4, p 1-861)

final approach fix (FAF); missed approach point (MAP)

The RAIM availability check is executed when the aircraft is \_\_\_\_\_NM outside the FAF and the pilot is notified through an SP message if either check fails. (1.28.2.4, p 1-861)

2 NM

When flying RNAV approaches as an RNP airplane, the RAIM check failed SP messages are advisory only and can be disregarded provided the \_\_\_\_\_\_\_\_\_\_CWA is not displayed. (1.28.2.4, p 1-861)

UNABLE RNP

In the \_\_\_\_\_\_\_\_\_\_ navigation mode, the FMS produces a navigation solution by combining heading data from the MIRS, airspeed data, and wind data to extrapolate present position from a selected starting position. (1.28.3.2) (p 1-877)

dead reckoning

The \_\_\_\_\_\_\_\_\_\_\_\_ advisory message is annunciated at GS capture if the localizer receiver has failed to switch from the tail to the nose antenna. (1.28.4.2, p 1-883)

NOSE LOC ANT OFF

What is the detection envelope of the TCAS system? (1.28.10.5, p 1-902)

80 NM forward, 15 NM either side of the airplane, and 12 NM aft (depending on traffic density)

The TCAS processor receives an input from flap position to inhibit the climb maneuver whenever the flaps are extended to \_\_\_\_\_\_\_ or greater. (1.28.10.5, p 1-903)

40 percent

Increase descent resolution advisories are inhibited when radar altitude is below \_\_\_\_\_\_\_\_. (1.28.10.5, p 1-903)

1450 feet AGL

TCAS installation gives \_\_\_\_\_\_ higher priority than TCAS. (1.28.10.5, p 1-903)

EGPWS

To avoid confusion with EGPWS generated terrain data, \_\_\_\_\_\_ information cannot be displayed simultaneously with terrain information. (1.28.11.2, p 1-908)

weather

Does a malfunction of the Co-Pilot's Stallimeter system affect the Pilot's Stallimeter system? (1.35.1) (p 1-1002.1)

No, each stallimiter system side is separately controlled, self-monitored, and contains independent BIT software.

Each has dual monitored independent sensors, independent processing, and independently provides signals to actuate the associated control column shaker and stall special alert.

Consequently, a malfunction in one side will not affect the performance of the other side.

If either side fails, the control column shaker action is provided from the other side through a control column interconnect rod, and the stall special alert is provided by the other side.

If the airplane approaches a stall and the incoming AOA signals exceed the programmed value, the following two actions occur: (1.35.1.1) (p 1-1002.1)

Normal/alternate noseup trim signals to horizontal stab are interrupted

The control column shakers are activated

The stall \_\_\_\_\_\_\_ function activates if AOA exceeds shaker onset and an audible warning and STALL annunciation is displayed indicating that the airplane is penetrating the stall envelope. (1.35.1.2, p 1-1002.1)

Limiting

The programmed stall AOA value is always greater than \_\_\_\_\_ AOA, and the associated warnings are prevented from preceding this. (1.35.1.2, p 1-1002.1)

shaker onset

The programmed AOA for the stall warning is adjusted for \_\_\_\_\_\_\_ and when the slats are fully extended, the onset point is shifted and further adjusted for \_\_\_\_\_\_\_\_\_. (1.35.1.3) (p 1-1002)

Mach number; stabilizer position

Stabilizer position is used to adjust the AOA for the stall warning to compensate for different \_\_\_\_\_\_\_. (1.35.1.3) (p 1-1002.1)

CGs

The shaker onset AOA is lowered 2-degrees when the thrust reversers are \_\_\_\_\_\_, but this adjustment is NOT made to the stall warning. (1S-46, p 52)

not locked

What do the yellow and red tapes on the PFD indicate? (1.35.1.4, p 1-1003 & 1S-46, p 52)

The top of the yellow band is variable and depends on gross weight, configuration, bank angle, maneuvering load factor and pressure altitude and is based on 1.2 VSTALL.

The top of the red band is variable and is based on 1.05 VSTALL.

An increase in operational airspeed "yellow tape" can be expected if the MFDU TR displays show that either of the inboard engine TRs are not fully stowed and locked.

Is the stallimeter system accurate for No Slat with Flap approaches? (1.35.2) (p 1-1003)

No, for abnormal flap/slat configurations (as sensed by the stallimeter system), the stick shaker/stall warning may not activate properly and the stall/maneuvering indications on the airspeed tape may be inaccurate.

If AOA exceeds shaker onset and penetrates the stall envelope, an audible warning sounds and the \_\_\_\_\_ annunciation is displayed. (1.35.3.3) (p 1-1004)

STALL

In the flaps up, slats extended configuration, the stall warning is based on a flaps down/slats extended configuration but will activate \_\_\_\_\_\_\_the aircraft reaches the predicted AOA. (Figure 1-247, p 1-1005)

before

In the flaps down greater than 25% and slats retracted configuration, stall warning is based on a flaps up and slats retracted configuration. The stall warning may not activate until \_\_\_\_\_ the airplane stalls. (Figure 1-247, p 1-1005)

after

How does the ground proximity warning system work? (1.36.2) (p 1-1006)

The EGPWS uses the navigation position in conjunction with the terrain and obstacle database to provide the Terrain Awareness and Warning System (TAWS) function.

The accuracy of the position and the quality (resolution) of the database are used by the EGPWS to determine if the TAWS function is operating at a high level of confidence.

Mode 7 of the EGPWS, Wind Shear, is only functional below what radar altitude? (1.36.2.7) (p 1-1008)

1,500' AGL

What is the difference between a Wind Shear Caution and a Wind Shear Warning? (1.36.2.7) (p 1-1008)

Caution

Increasing performance wind shear

Amber WIND SHEAR message on the PFD

"CAUTION WIND SHEAR" aural alert

Warning

Decreasing performance wind shear

Red WIND SHEAR message on the PFD

"WIND SHEAR WIND SHEAR WIND SHEAR" aural alert

If the EGPWS detects an increasing performance wind shear (increasing headwind, decreasing tailwind, or updraft), an \_\_\_\_\_\_\_ "WIND SHEAR" message is displayed in the PFD special alerts window and a "\_\_\_\_\_\_\_\_\_\_\_\_" aural alert sounds. (1.36.2.7) (p 1-1008)

Amber; CAUTION WIND SHEAR

If a decreasing performance wind shear (increasing tailwind, decreasing headwind, or downdraft) is detected, a \_\_\_\_\_ "WIND SHEAR" message is displayed in the PFD special alerts window and a "\_\_\_\_\_\_\_\_\_\_" aural alert sounds. (1.36.2.7) (p 1-1008)

Red; WIND SHEAR, WIND SHEAR, WIND SHEAR

What do the high-density yellow and red dots indicate on the GPWS terrain display of the MFDU? (1.36.3.3) (p 1-1009)

Red indicates terrain greater than 2,000' above your current altitude

Yellow indicates terrain from 1,000 to 2,000' above your current altitude

Penetration of the EGPWS obstacle CAUTION alert boundary results in a "\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_," aural alert and the obstacle is displayed solid yellow. (1.36.3.3, p1-1009, 1010)

CAUTION OBSTACLE, CAUTION OBSTACLE

The aural alert with penetration of the EGPWS obstacle WARNING alert boundary is "\_\_\_\_\_\_\_\_," and the obstacle is displayed solid red. (1.36.3.3, p 1-1010)

OBSTACLE, OBSTACLE, PULL UP

To avoid unwanted EGPWS alerts when operating within 15 NM of an airport that is not in the airport database, the Terrain/Obstacle Alerting & Display (TAD)/Terrain Clearance Floor (TCF) functions should be manually inhibited by selecting \_\_\_\_\_\_\_\_\_\_\_\_\_ to ON from the EGPWS page. (1.36.3.3, p 1-1010)

TERRAIN INHIB

When the airplane is within \_\_\_\_\_ feet of the altitude selected on the AFCS Panel, the altitude is captured by the AFCS, the CHECK ALTITUDE special alert is armed, and the command altitude marker is solid. (1.37) (p 1-1023)

175

If the airplane deviates more than \_\_\_\_\_ feet from the selected altitude, the "CHECK ALTITUDE" audio message sounds and a simultaneous CHECK ALTITUDE special alert text message is displayed. (1.37) (p 1-1023)

±200

At power on, the Standby Atitude Indicator (SAI) requires \_\_\_\_ min to initialize. (1.23.5.1) (p 1-406.4)

3 MINUTES

What must be deselected when flying an RNAV approach? (2.33, p 2-187)

INU/RAD Solutions

Press LSK adjacent to INU/RAD solution to deselect (POS page)