AIRPORT SIGNAGE

Mandatory Airport Instruction Signs

● Designed to inform pilots of a location from which further taxi require ATC clearance.
● Red Background with white letters. ABC
● Provide pilots useful information for preventing runway and/or safety zone incursions.

Surface Painted Holding Position

● Included at some airports.
● The painted pavements help pilots confirm airport signage.
● Same information as mandatory markings.
● Designated to aid situational awareness
Location/ Runway Destination
● Are located at all rwy/rwy or taxiway/rwy intersections
● Aircraft must not cross without ATC clearance.
● They are usually on each side of the rwy.

No Entry Sign
● Aircraft operations prohibited beyond this sign.
● Normally used to alert pilots of the end of a taxiway.
● Can also indicate entry is prohibited, such as a one-way taxi way.

Rwy Holding Positions

● Should also be provided where aircraft or vehicles can
infringe an obstacle limitation surface (OLS).
● Also indicate the approach end of the rwy
● Are usually located on both sides of the rwy.

Holding Position for Rwy Safety Area

● Located on taxiways that cross rwy safety areas or approach
or departure airspace.
● Mandatory compliance.
● Failure to hold short could lead to loss of separation.

ILS Critical Area Cat I II III HS signs

● Mandatory hold short when these procedures are in use.
 ● Failure to hold short could lead to localizer beam deflection and go arounds of
approaching aircraft.

Information Signs
● Located on the left-hand side of the taxiway.
● Provide pilots valuable information for navigating the airport surfaces.
● Are usually lighted to increase visibility.
Location Signs
● Denotes the current txwy the aircraft is on
● Yellow letters over black background ABC
● Some airports also paint it on the pavement.

Direction Signs
● Located at each txwy intersection
● Denotes taxiways available and the approximate
direction of turn required
● Some airports also
Destination sign
● Indicate direction to a rwy or airport destination.
● Yellow background and black lettering.

Rway Boundaries signs

● Located adjacent to holding position mark on pavement
● Visible to pilots when exiting the rwy
● Allow pilots to determine when clear of rwy
● Can be combined with a location sign.

Rwy distance remaining sign

● Available at some rwys at US. Helps pilots determine
remaining wry distance
● Black background with white letters _5_
● On airports where the rwy is not an even multiple of 1000’ the
additional distance is added to the las marker.

Taxiway Surface Markings

 ● Indicate a rwy and taxiway intersection.
● Aircraft approaching solid lines MUST HOLD SHORT unless cleared by ATC
● If approaching the dashed lines, you proceed across.
ILS rwy holding positions (ILS Critical Area Boundary)
● Located prior to the hold short marking
● Will be in colocation with an ILS Cat I II III.

Intermediate Holding Position Markings

● Located at some intersections of two txwy.
● Indicates the desired hold short point for another txwy.
● Provides Wingtip Clearance for other txwy.
● Sometimes accompanied with bar or lights.

Airport Lights
Runway Guard Lights
● Consist of flashing yellow lights
● In some airports are elevated on the side of the txwy
● In others they are on the pavement.
● Alert pilots of a rwy HS position.

Runway Stop Bar Lights

● Consist of solid red lights.
● Alert pilots rwy is unsafe to enter.
● Controller operated.
● Pilots must stop and advise ATC.
● Used during low visibility procedures.

RWY Status Lights

● Designed to prevent rwy incursion accidents.
● Fully independent from ATC.
● Pilots observing them must STOP or HOLD POSITION.

RWY Markings and Lights

Aiming Point
● FAA: 1000-foot markers
● ICAO: Approximately 1500 feet

Rway Centerline Markings

● Uniformly spaced lines.
● 30 meters long with 20-meter space.
● In the US they are 120 feet long with 80 feet space.
● They can help pilots determine RWY visibility.

LAHSO (Land and Hold Short Operations)

● Used at US airports
● Instructs pilots landing to hold short of an
intersecting rwy.
● Signs as well as rwy markings depict the hold short
operation.
● If LAHSO clearance is accepted by the pilot,
compliance is mandatory.
● COPA procedures PROHIBIT accepting a LAHSO
clearance.

Path Indications
● Two most common are VASI and PAPI Lights.
● VASI (Visual Approach Slope Indicator) 2 bars installed in a near far configuration.
● PAPI (Precision Approach Path Indicators) are installed as a row of four lights.
● Aid pilots in establishing a visual approach path.

RWY Incursion Avoidance

HOTSPOTS
 ● In areas with a history of runway incursion events or areas where a wide pavement,
confusing intersections or markings, a runway Incursion Hotspot is designated. The
legend includes information on what is the main cause of these events and how pilots
should navigate around them.

RWY Incursion Avoidance

● Understand Airport Markings and Signs.
● Have an airport diagram.
● Review NOTAMs and brief taxi accordingly.
● Apply sterile cockpit procedure.
● Read back all taxi and hold short instructions and write down complicated or long taxi
clearances.
● Maintain Situational Awareness.
● Avoid heads down during taxi.
● Positively identify runway.
● If unsure of position or instructions, stop and ask!

SUMMARY
 Pilots should familiarize themselves with differences in airport signage and markings
 Mandatory instruction signs feature a red background with white lettering.
 Location signs feature yellow letters over black background
 Information signs feature black letters over a yellow background
 Be familiar with the meaning of runway and taxiway sfc markings.
 Avoiding rwy incursions requires crews having a plan, working as a team, maintaining
shared situational awareness and avoiding heads down during taxi.
LIDO CHARTS
● Charts are created specifically to fulfill the needs of commercial airlines.
● Increases efficiency and reduces their workload.
● Intuitive color coding eases the handling of the charts.
● Charts provide pilots with only relevant flight information.

Chart Types
The Manual is set up to allow easy quick handling. The
sequence of airports in the manual is determined by:
● Country Name
● City Name
● Airport Name
They are organized in chart types with colored labels.

CCI: Company and Crew Information C-01

● Contains Information of an airport, The information is provided by COPA to LIDO.
● CCI are at the beginning of an airport chapter.
● Pages colored yellow to inform these pages are not provided by LIDO system.

GROUND CHARTS
AOI: Airport Operational Information 1-10
● Grey Colored Code has 3 chapters:
o General
o Arrival
o Departure

Visibility and Ceiling

o Published ceiling and visibilities can be expressed in feet, SM, meters or
kilometers, on the AOI.
o Units are not expressed when using feet or miles.
o For RVR in ft. one unit means 100ft (5 would be 500ft., 50 would be 5000 ft.)
o When meters (m) or kilometers (km) are used the unit of measurement is
published.
 Take Off Minimums
o Usually include info on minimum visibility and/or ceiling required for departure of
an airport.
o Do not take into consideration operator certification
o Pilots should consult OpSpecs.
o Must comply with OpSpecs minimums or published minimums, whichever is
higher.

Standard Minimums for departures are:

● For aircraft having two engines or less ONE Statute Mile.
● NOTE: This standard minimum can be reduced by using special rwy lights and RVR
system.

AFC: Airport Facility Chart 2-10

● Purple colored Code.
● Quick reference for
emergency purposes after
take-off approach and landing
or in case of an
EMERGENCY
AGC: Airport Ground Chart 3-20
● Color Salmon
● Depicts:
o Runways
o Taxiways
o Aprons
o Terminals

APC: Airport parking Chart 3-30

● Salmon colored.
● Show txwy in detail.
● Parking stand symbol shows parking
directions.
● Contains Frequency.

LVC: Low Visibility Chart 3-X0

● Color Salmon
● Planview and taxi procedures text during low visibility conditions.
Departure Charts

EOSID: Engine Out Standard Instrument Departure Charts 4-01

 Departure route when an engine failure occurs.

 It is made by the airline for specific aircraft type.
SID: Standard instrument departure 4-XO

 Color Green
 Shows airspace classification and sub sector SID
 Altitude section
 Text fark grey on the corner textual description
 Departure frequencies change over instructions and procedures designs gradient if it is
greater than 3.3%.

Standard Arrival Chart

STAR: Standard Terminal Arrival Route 6-10

 Orange Colored
 MTCA values are in red ITALIC font on SIDS and STARS
 The IAFs are clearly mark and the procedure designated is provided on the first route
segment.
MTCA: Minimum Terrain clearance Altitude on STAR segments up to IAF
(SID & STAR 5nm lateral coverage, Obstruction clearance 1000’ up to 6000’ / 2000’ Above
6000’)
Instrument Approach Charts

IAC: Instrument Approach Chart (7-10)

 Color Blue
 The total approach distance shows the milage from the IAF to de FAF.
 Approach procedure designation approach.
 The runway description looks similar to the AFC, shows all relevant information.
 TDZ slope and the average runway slope are depicted.
 Profile Sketch:
o The top of the profile sketch shows distance values reference to the DME
o The bottom line indicates distance to THR/ MCAs in solid grey boxes
 Distance altitude table list altitude with whole DME value and represent the constant
descent line of the profile.
 The missed approach point, missed approach procedure track and miss approach
procedure text are all in blue color
o The approach minimums table shows the lower permissible, add on for fails or
degraded equipment are in a different table
o The system line provides the approach type by listed all facilities required to fly
from the FAP to the final approach fix and the miss approach point.
 The weather line shows minimum MDH or DH in feet and the RVR in meters or KM
depending on the unit used on a specific country
 ¨C¨ Marks ceiling required by state authority
 ¨R¨ or ¨V¨ marks non-convertible RVR or visibility.
Derived Decision Altitude (DDA)

 Used by many airlines in favor of an MDA.

  Provides a continuous descent from de FAF to the MAP or VDP and an altitude that
guarantees MDA will not be violated.
 Discontinue the practice of Dive and Drive approaches.
 Is calculated by adding 50 feet to the MDA.
Approaches leading to MDA

 Non-Precision Approaches:
o LOC
o VOR
o NDB
o SRA
o GPS
o RNP APPCH (With LP or LNAV only guidance)
o LDA without GP
o IGS without GP
o Circling approaches
 Letdown approaches
Decision Height (DH)

 Describes a Decision Height (AGL). Used for CAT II CAT III approaches depending on
the airline on some airlines use Alert Height for CAT III approaches. For CAT III
approaches no DH will be specified and only minimum RVR will be published, pilots
must follow company policy.
NOTE: For airports outside of the US a separate approach chart will normally be issued for CAT
II and III approaches procedures.

 Precision Approaches
o ILS
o MLS
o GLS
o PAR
 APV (APPROACH WITH VERTICAL GUIDANCE)
o RNP APPRCH (WITH LPV OR LNAV/VNAV GUIDANCE)
o RNP (AR)
o LDA WITH GP
o IGS WITH GP

Operational line, MDA/DA are rounded up to the next 10ft

RA given with exact values

Aircraft Approaches Categories - ICAO

Aircraft approact category table indicates the specified range of handling speeds (IAS in knots)
for each category of aircraft to perform the maneuvers specified. These speed ranges have
been assumed for use in calculating airspace and obstacle clearance for each procedure. The
approach category is defined by a margin over stall speed at maximum landing weight.

 CAT A Speed less than 91 kts

 CAT B Speed 91 kts or more but less than 121 kts
 CAT C Speed 121 kts or more but less than 141 kts
  CAT D Speed 141 kts or more but less than 166 kts
 CAT E Speed 166 kts or more
B/C Approach Category Minima: A blue circle containing the letter “B” indicates that an IAC
has landing minima for approach category B and C aircraft. Standard IACs do not contain this
symbol and contain minima for approach category C and D aircraft.
VAC: Visual Approach Chart 7-X0

 Blue Color Code

 Described visual flight maneuvers along prescribed track
MRC Minimum Radar Vectoring Chart 8-10

 Light Blue Color

 Topographical info + radar vectoring sectors + minimum altitudes
 Can be used for descent clearance

TEMPO: Temporary Charts X-X0

 Special color code to identify temporary charts

 White stripes on the respective color chart
 Are used when temporary chart NOTAM cannot describe temporary changes to
LIDO charts.
ATC PHRASEOLOGY

 Verbal communications are not as reliable as we might think; this is especially true in
a noisy and high pressure environment like an aircraft cockpit.
 Communication errors between ATC and Pilots are one of the leading causes of
Undesired Aircraft States.
 Aviation is slowly adopting more reliable methods of transmitting, but verbal
communications are still heavily relied upon.
Ground Communications

 Normally ATC communications begin with obtaining the ATIS.

 ATIS contains information that is important for planning purposes.
 All ATIS broadcasts are identified by a Letter Code.
 Many airports now can provide ATIS via ACARS.
Clearance

 After obtaining ATIS, and when both pilots are ready to copy, the crew will request
IFR Clearance to ATC.
 An IFR clearance contains: Aircraft Identification, Clearance Limit, SID and route and
altitude information.
 After both pilots review the clearance, the FO will read it back.
PDC Clearance

 In some airports, pilots are able to request,

review and acknowledge their IFR clearance
via ACARS.
 Even with PDC clearance, it is crucial both
pilots review the clearance before
acknowledging it.

Gate Departure Procedure

 On some airports, Pilots call directly ground for gate Departure, others require
contact to a Ramp Tower or a Traffic metering Frequency.
Ramp Exit Procedure

 On Ramp controlled airports, Ramp tower can only clear aircraft up to the boundary
of the Ramp.
 Approaching the boundary or ramp spot, crews will call Ground control prior to
entering taxiway.
Taxi Instructions

There are several different scenarios for receiving a taxi clearance, but it is important to remember that
pilots must receive explicit clearance to cross or enter a runway. Whenever a crew receives a hold short
or runway entry instruction, they must read it back verbatim.

Hold Short Instructions

 Whenever a crew receives a Hold Short Instruction, they MUST read it back
verbatim.
Standard Taxi Routes

 On some airports, pilots may receive a clearance to taxi via a pre-established taxi
route.
 If you are unfamiliar, or prefer to receive a full taxi clearance, you may request it to
ATC.
Low Visibility Procedures
When Visibility goes bellow a published minimum, airports must have an approved Low Visibility
procedure in place. Pilots can expect to taxi via a set route and takeoff from a set runway, this
reduces the risk of Errors.
Entering a Runway

 No aircraft may cross, enter a runway or takeoff without specific clearance.

 Whenever an instruction is given that involves instructions to cross or enter a runway
crews must read back verbatim. Pilots should never cross a hold short line unless
they are absolutely sure you they are cleared to cross.
Takeoff Clearance

 Normally when a tower issues takeoff clearances they are not required to provide
you with departure information unless they are different from the clearance received
or vectors are being assigned.
 Pilots must comply with any notes or restrictions unless specifically told to disregard
them by ATC.
RNAV Takeoff Clearance

 On airports with simultaneous parallel departures, pilots assigned an RNAV SID for
departure will be read their first waypoint.
Climb Instructions

 Normally the departure clearance includes some initial climb instructions.

 Pilots must be aware of the standard phraseology and what each one means.
SID Climb instructions

 CLIMB VIA SID: Pilots are expected to follow the SID published climb altitudes up to
the top altitude of the published SID.
 The flight is clear to climb to the TOP altitude of the SID
ICAO Conditional Clearance

 ICAO standard phraseology allows towers to issue conditional line up clearance.

 For this to occur ATC must have both aircraft in sight.

ATC: “Copa 226, BEHIND landing E190, line up and wait RWY03R, BEHIND”.
Crews must read back: “BEHIND landing E190 line up and wait 03R BEHIND”.

Climb Speed Restrictions

 Pilots may be issued speed restrictions during climb.

 Pilots should maintain 250 KTS until above 10,000 feet, then accelerate to 280 kts
and maintain that speed till further advised.
Climb and Cruise

 Altitudes: Below the Transition Altitude, on climb out, pilots and ATC will read out
the full altitude.
 Flight Levels: Above the Transition Altitude, pilots will set altimeters to standard (¨
inHg or 1013 hPa). Altitudes will be read out in flight levels.

Position Reports

 Radar Contact: Initial calls when under radar, must include the following information:
o Call Sign
o SID, Route or Heading
o Current or passing level plus cleared level
o Subsequent calls can omit the route or SID, and must just include Call sign and
passing or current level
 Pilots will be informed when under radar control by the phrase: “Radar contact”

 Non-Radar Contact: Pilots will be informed when out of radar by the following
phraseology:
 ¨Radar Service Terminated”.
 “Radar Contact Lost”.

o Non-Radar position Report.

 Identification.
 Position.
 Time.
 Altitude or flight level.
 ETA and name of next reporting point.
 The name only of the next succeeding reporting point along the route of
flight.
 Pertinent remark.
Pilot Discretion Descent

 A pilot´s discretion descent allows pilots to initiate a descent whenever they have
calculated it is necessary, either to comply with an ATC restriction or because it is the
optimum descent path calculated by the performance computer.

STAR Descent Clearances

“Copa 228, descend via the TRTLL4 arrival”

 Pilots may descend at discretion to the bottom altitude of the arrival, in this case 11,000.
They must follow any intermediate altitude or speed restrictions.

“Copa 228, descend via the TRTLL4 arrival, maintain 14000”

 Pilots may descend at discretion but must level off at 14000; all intermediate restrictions
must be complied with.

“Copa 228 Descend and maintain 16,000¨

 Pilots must descend immediately to 16000, all intermediate restrictions are cancelled.
Descent Speed Restrictions

“Copa 226, transition to 310 Knots”

 Descend at your planned Mach speed until reaching 310 KIAS, then maintain 310 KIAS.

“Copa 226, cross CURSO at 280 Knots”

 Descend at your planned Mach and KIAS, reduce to 280 KIAS at BAIRN.

“Copa 226 maintain 320 Knots, descend to 4000”

 Descend at 320 KIAS, reduce speed to 250 KTS below 10,000 feet. Descend to 4,000
feet

Approach Speed Restrictions

 During approach, you may be instructed to maintain a certain speed; pilots MUST
maintain the assigned speed until they receive a new restriction.

“Copa 226, maintain 210 Knots”

“Copa 226, reduce to 170 Knots”

 “Resume normal speed” cancels any previous speed restriction.

 An approach clearance also cancels any superseding speed restriction unless a new
clearance is received.
“Copa 226, Cleared for the approach”.

“Copa 226, maintain 170 Knots until 6 miles final, cleared for the approach”.

Approach Clearance

 When under radar vectors and cleared for an approach, pilots may not descend bellow
the last assigned altitude until they are on a published segment of the approach.

“Copa 226, turn right heading 030, Cleared for the ILS RWY 09 Approach”

 Pilots will maintain last assigned altitude until on the published approach.

Visual Approach Clearance

 Pilots may request, or ATC may approve, a visual approach.

 Pilots must carefully consider, visibility, traffic, familiarity with the field and other factors
before accepting a visual approach.
 Pilots accepting a visual approach clearance are responsible for traffic separation and
navigation to the airport.
Taxi In

 Pilots must ensure the entire aircraft has crossed the runway hold short line.
 Pilots MUST remain on tower frequency until instructed to contact Ground and/or Ramp.
 Pilots are expected to know their assigned parking position as Ground control may
request it.

Ramp Entry

 Some airports require pilots to call ramp control prior to entering the “Non-Movement
Area”.
 Pilot must review specific gate entry procedures at every airport.
 On some airports the Ramp is fully uncontrolled, and pilots may enter at discretion.

Ground control may indicate:

“Copa 226 continue via Quebec to your gate”

The crew must still comply with calling Ramp: “Miami Gates, Copa 226 approaching SPOT 24 for
gate J2” “Copa 226 Cleared into gate J2”

Roger (NOT Gonzalez)

Responding to ATC instruction with words such as ROGER, WILCO, AFFIRMATIVE or other
acknowledges to ATC that the instruction was received and understood as directed by them.
It is always recommended to do a full read back to ATC. Runway Hold Short instructions always
require a full read back. Pilots eliminate a crucial safety barrier for error trapping when using
these words.

SUMMARY
 Pilots must be aware of and maintain standard phraseology and ATC procedures.
 There are differences between ICAO and FAA procedures
 If you are unclear about your clearance, clarify with ATC until both pilots understand
the clearance.
 Make sure you are able to comply with an ATC instruction prior to accepting it.
ENGINES

 A jet engine is a machine designed for the purpose of creating large volumes of high-
velocity exhaust gasses.
 This is done in order to produce the thrust needed to overcome the aerodynamic drag of
an airplane. In the process of producing high-velocity exhaust, the jet engine also
produces:
 Electrical power
 Hydraulic power
 Pneumatic power for Air conditioning and pressurization
 Hot air for anti-icing protection
 The Basic operation of a jet engine is very similar to any internal combustion engine. Air
enters and is compressed in a compressor
 fuel is then added and ignited and the resulting gas spins a turbine. The turbine in turn
powers the compressor and the gas then exits the engine at the tailpipe.

 High Bypass turbofans are the most common engine used in civilian aviation today.
 They are also the most efficient jet engine ever created.
 Compared to early turbofans, more than 75% of the thrust generated by modern jet
engines is generated by the Fan section that is powered by the low pressure turbine.
TURBOFAN

 a portion of the thrust is developed by the “fan” – which is, in effect, a large multi-bladed
enclosed propeller, rotated by the low pressure turbine. A large portion of the air which is
accelerated by the fan stage does not progress through the rest of the engine.
HI PASS ENGINES

 CFM56 5:1 BY PASS RATIO INSTALLED ON 737 NG

 GE CF34 5.4:1 BY PASA RATIO INSTALLED ON E190
 CFM LEAP 9:1 BYPASS RATIO INSTALLED ON 737 MAX
Summary

 Jet engines are capable of movin large volumes of air to generate thrust
 The combustion cycle in jet engine is similar to any gasoline engine
 Two spool engines increased fuel efficiency further by separating

SYSTEMAS

ELECTRICO
Los 737 cuentan con un generador en cada motor llamados IDG y un generador que forma
parte del APU y está ubicado en la cola del avión.
Los IDG (integrated Drive Generator) y el APU suplen corriente trifásica de 115 Voltios
A/C a 400 ciclos.

 Se denomina corriente trifásica al conjunto de tres corrientes alternas de igual

frecuencia, amplitud y valor eficaz.
 Cada una de las corrientes que forman el sistema se designa con el nombre de fase.
 La generación trifásica de energía eléctrica es más común que la monofásica y
proporciona un uso más eficiente de los conductores.

El sistema trifásico presenta una serie de ventajas,

• Economía de sus líneas de transporte de energía (hilos más finos que en una
línea monofásica equivalente).
• Alimenta con potencia constante y no pulsada, como en el caso de la línea
monofásica.
• Resumiendo,
• La ventaja de funcionar con un sistema eléctrico en 400 hertzios es que las fuentes de
alimentación son más pequeñas y más ligeras.
• Esta ventaja es importante a bordo de los aviones puesto que el espacio es siempre
limitado, y es imprescindible reducir al mínimo el peso para maximizar funcionamiento.
El sistema de corriente alterna esta diseñado de forma que NO permite que Dos fuentes
alimenten al mismo tiempo
Conexión del External Power
La fuente primaria de corriente A/C cuando el avión se encuentra en tierra es la
corriente externa.
Esta le permite tener ambas fuentes de los motores y del APU en posición “OFF”.
También le permite al cargador de batería cargar a la misma.
Energía A/C – El sistema eléctrico del 737 cuenta con cuatro fuentes de energía A/C y una
Standby,
• Generador integrado izquierdo – IDG #1
• Generador integrado derecho – IDG #2
• Unidad auxiliar de arranque y generador – APU
• Fuente de energía externa – External Power

El APU genera corriente A/C para la operación en tierra del avión. El APU puede suplir al avión
de corriente eléctrica durante vuelo como backup de los generadores principales (IDGs).
Para el arranque del APU, el avión usa corriente 28V D/C de la batería, esta pasa por
un inversor y se convierte en corriente 115V A/C para el arranque del mismo.

Tres unidades Transformadores rectificadores (TRUs) transforman 115voltios A/C 400 ciclos a
28voltios D/C.
El avión cuenta con dos fuentes de corriente D/C,
• Batería
• Cargador de Batería (Battery Charger)
La batería es la fuente de corriente de respaldo D/C si una de las fuentes de eléctricas no
trabaja apropiadamente.

El avión cuenta con una batería de 24 voltios (Nickel-cadmium).

Esta localizada en el compartimiento electrónico.
Esta tiene suficiente capacidad para darle energía al avión por un máximo de 30 minutos.
La carga de la batería es controlada automáticamente.
Rango de carga es de 22-30 voltios.

Algunas de las barras D/C alimentadas por la batería en caso de perder ambos generadores
son,
• Battery Bus
• D/C Standby Bus
• Hot Battery Bus
La Hot Battery Bus siempre está conectada a la batería, no existe un switch en el circuito, la
batería debe estar por arriba del voltaje mínimo para que esta barra pueda hacer su trabajo.
El static inverter convierte 28V D/C de la batería a 115V A/C para darle corriente a la standby
bus cuando se presenta una perdida de corriente eléctrica A/C.
Esto es controlado por un switch en la cabina y el mismo debe estar siempre en la posición
“AUTO”.

Una barra eléctrica es una conexión (eléctrica) entre múltiples dispositivos (eléctricos).
Tenemos para la corriente A/C,

• Una barra de transferencia (trasfer bus)

• Una barra principal (main bus)
• Dos barras para los galleys (galley busses)
• Una barra para servicio de tierra (ground service bus)
Para facilitar la conexión de los equipos al sistema eléctrico, los aviones disponen de una barra
de corriente que distribuye la corriente a todos ellos.

Sistemas

Engine
1) Besides Thrust, what other systems they support:
• Electrical
• Hydraulic
• Pneumatic

2)  Measurement of the temperature of the exhaust gases at the exhaust manifold:

 EGT
3) Signos de un stall de compresor:
 Esta falla se puede pronunciar por sonidos de explosión, vibración del
motor y alta temperatura de “EGT”.
4) Fluidos que escapan por el drenaje:
 aceite, agua, combustible, vapor, hidráulico.
5) N1
 indicación en porcentaje de la rotación del Fan (Baja velocidad)
6) Thrust:
 fuerza de reacción descrita cuantitativamente por la tercera ley de newton.
Cuando un sistema expele o acelera masa en una dirección (acción), la
masa acelerada causará una fuerza igual en sentido opuesto (reacción)
7) Cubierta del motor
 Reduce la fricción del aire al reducir la superficie de contacto, y al ser esta
lisa, y con forma de cono, previene el flujo de separación.
 8) THRUST REVERSER SYSTEM
 Este sistema es empleado por muchos aviones a reacción para facilitar la
frenada justo después de tocar tierra, reduciendo el esfuerzo de los frenos
y permitiendo al avión operar en aeropuertos de pistas más cortas.
Electrico
1) es el movimiento (flujo) de electrones en un circuito eléctrico
 Corriente
2) flujo de corriente en un circuito, los electrones fluyen de negativo a positivo a
través de un conductor.
 Voltaje
3) medida del flujo (consumo) de electricidad
 Amperios
4) Static Inverter
 convierte D/C de la batería a 115V A/C para darle corriente a la standby bus
cuando se presenta una pérdida de corriente eléctrica A/C.
5) Transformer Rectifiers
 Los TRs convierten 115 voltios 400ciclos A/C a 28 voltios D/C
 BTW SON 3 Y SON LA PRIMERA FUENTE DE CORRIENTE D/C VAN ENTRE
24v A 30v (ESTO NO LO PREGUNTAN PERO COMO DICE MONTREAL LO
LEÍ EN UN LIBRO!)
6) Pueden estar 2 fuentes de poder activas…
 FALSO! SOLO UNA
7) Cuánto tiempo la batería puede mantener al avión con fuente de energía?
 Disque 30 minutos en un mundo ideal.
8) Cuánto es el RANGO DE CARGA DE LA BATERÍA (CARGA)?
 Rango de carga es de 24-30 voltios.
9) Rango de Voltaje de Batería
 24-28 voltios
10) cuentan con un switch en cabina (con guardas) que permite desconectarlos por
falla, los mismos solo pueden ser conectados nuevamente en tierra por el
personal de mantenimiento cuando el motor no está andando
 IDG
11) Un HZ equivale
 UN CICLO POR SEGUNDO

FUEL SYSTEM
1) Cuál es la densidad del combustible?
 6.7 lbs/gal
2) Dónde se encuentra el sensor de temperatura de combustible?
 Motor 1 (izquierdo) y solo hay una.
3) Cuántas bombas de combustible hay?
 6 (2 por tanque)
4) permite pasar combustible del tanque uno al dos y viceversa para alimentar
ambos motores
 Crossfeed Valve
5) Crossfeed valve y Spare Valve qué corriente utilizan?
 DC
 6) Qué corriente utilizan las bombas de combustible?
 AC
Hydraulic System
1) el sistema de retracción del landing gear está acoplado al sistema Hidráulico
 A
2) Si el sistema Hidráulico A falla, con el uso del Landing gear transfer unit, El
sistema Hidráulico
 B
3) Normal Brakes están conectados al sistema Hidráulico
 B
4) Alternate Brakes están conectados al sistema Hidráulico
 A
5) Bombas Hydraulicas STBY
 Solo hay una bomba stby y es eléctrica
Sistema neumático
1) De dónde proviene la energía neumática?
 APU
 Equipo Neumático de tierra
 Motor opuesto.
 Otra respuesta que anda por ahí es= Bleed air, apu, external source.
Sistema de Oxigeno
1) Cuándo caen las mascaras?
 se activan de forma automática si la altitud de la cabina cae a 14,000 pies.
2) Cuántas mascaras tiene la cabina?
 3
3) Cuánto tiempo tiempo dura el GENERADOR DE OXIGENO?
 12 minutos el de los pasajeros/ 30 minutos el de cabina.
Sistema de Frenos
1) Cómo funciona el PARKING BREAK?
 Este sistema trabaja cuando el sistema hidráulico A o B se encuentra
presurizado. De no ser así la presión del Parking Brake se mantiene por los
acumuladores de frenos.
 Teniendo full carga de los acumuladores podemos alcanzar hasta 8 horas con
el Parking Brake.
2) Con qué sistema funciona el Anti Skid?
 Este sistema trabaja con Normal Brakes y los Alternate Brakes.
 En el sistema de Normal Brake brinda protección individual de antiskid,
cuando el sistema detecta deslizamiento en alguna de las llantas, el sistema
de antiskid asociado a la llanta afectadareduce la presión hasta que el
deslizamiento finalice.
 El sistema de Alternate Brakes trabaja en forma similar, solo que se reduce la
presión en ambas llantas del tren de aterrizaje afectado.
3) Cuántos grados da el tren de nariz?
 78 grados con el steering 7 grados con los ruder pedals.