Вариант 4
1.Translate the text into Russian
Optimum Altitude
Optimum altitude is the cruise altitude for minimum cost when operating in the ECON mode, and for minimum fuel burn when in the LRC or pilot-selected speed modes. In ECON mode, optimum altitude increases as either airplane weight or cost index decreases. In LRC or selected speed modes, optimum altitude increases as either airplane weight or speed decreases. On each flight, optimum altitude continues to increase as weight decreases during the flight.
For shorter trips, optimum altitude as defined above may not be achievable since the top of descent (T/D) point occurs prior to completing the climb to optimum altitude.
Trip altitude, as defined on the FMC PERF INIT page, further constrains optimum altitude by reducing the altitude for short trips until minimum cruise segment time is satisfied. This cruise time is typically one minute, but is operator selectable in the FMC by maintenance action. For short trips, operation at the trip altitude results in the minimum fuel/cost while also satisfying the minimum cruise time requirement.
The selected cruise altitude should normally be as close to optimum as possible. Optimum altitude is the altitude that gives the minimum trip cost for a given trip length, cost index, and gross weight. It provides approximately a 1.5 load factor
(approximately 48° bank to buffet onset) or better buffet margin. As deviation from optimum cruise altitude increases, performance economy deteriorates.
Some loss of thrust limited maneuver margin can be expected above optimum altitude. Levels 2000 feet above optimum altitude normally allows approximately 45° bank prior to buffet onset. The higher the airplane flies above optimum altitude, the more the thrust margin is reduced. Before accepting an altitude above optimum, determine that it will continue to be acceptable as the flight progress under projected conditions of the temperature and turbulence.
On airplanes with higher thrust engines, the altitude selection is most likely limited by maneuver margin to initial buffet. Projected temperature turbulence conditions along the route of flight should be reviewed when requesting/accepting initial cruise altitude as well as subsequent step climbs.
2. Decode the abbreviations and translate them into Russian LRC FMC ECON FMC PERF INIT
3. Translate the following phrases into Russian:
-open circuit configuration
-computer-derived flight plan
-probable takeoff runway approach
-managed speed profile
Вариант 5
1. Translate the text into Russian
Instrument Approaches
All safe instrument approaches have certain basic factors in common. These include good descent planning, careful review of the approach procedure, accurate flying, and good crew coordination. Through planning is the key to a safe, unhurried, professional approach.
Ensure the waypoint sequence on the LEGS page, altitude restrictions, and the map display reflect the air traffic clearance. Last minute air traffic changes or constraints may be managed be appropriate use of the MCP heading and altitude selectors. Updating the waypoint sequence on the LEGS page should be accomplished only as time permits.
Complete the approach preparations before arrival in the terminal area. Set decision altitude or height DA(H), or minimum descent altitude or height MDA(H). crosscheck radio and pressure altimeters whenever practical. Do not completely abandon enroute navigation procedures even though air traffic is providing radar vectors to the initial or final approach fix. Check ADF/VOR selector set to the proper position. Verify ILS, VOR and ADF are tuned and identified for the approach.
Check that the maker beacon is selected on the audio panel. The course and glide slope signals are reliable only when their warning flags are not displayed, localizer and glide slope pointers are in view, and the ILS identifier is received. Confirm the published approach inbound course is set or displayed.
Do not use radio navigation aid facilities that are out of service even though flight deck indications appear normal. Radio navigation aids that are out of service may have erroneous transmissions that are not detected by airplane receivers and no flight deck warning is provided to the crew.
2. Decode the abbreviations and translate them into Russian MDA MCP ADF LEGS ILS
3. Translate the following phrases into Russian:
-reference stall profile
-low-speed protection feature
-speed target change
-triple-click aural warning