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Phenom Info > Asymmetric Flight Theory > Flashcards

Asymmetric Flight Theory Flashcards

1
Q

What is the definition of AEO - All Engines
Operating?

A

Term used in Embraer documentation for normal condition wrt to ac performance speeds.

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2
Q

What is the definition of OEI - One Engine
Inoperative?

A

Term used in Embraer documentation describing asymmetric flight caused by engine failure.

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3
Q

What is the definition of V1?

A

Decision Speed

V1 depends on weight and aerodrome dimensions and is one of the most important products of performance planning

Its calculation ensures that, in the event of a power unit failure, the pilot’s decision to abandon or continue take-off is completely objective

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4
Q

What is the definition of Vr?

A

Rotation Speed

VR is the speed at which the pilot initiates a change in the attitude of the aeroplane with the intention of leaving the ground.

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5
Q

What is the definition of V2?

A

Take-off Safety Speed

V2 must be attained when OEI by the time the aeroplane has reached a height of 35 ft

Flight at V2 ensures the minimum required climb gradient is achieved and the aircraft is controllable

Minimum target speed with OEI, Flap 1 and gear up

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6
Q

What is definition of VFS?

A

Final Segment Climb Speed

The best OEI climb gradient speed (Flap 0).

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7
Q

What is definition of Vac?

A

Approach Climb Speed

Minimum speed to fly in the event of a OEI GA.

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8
Q

What is definition of Vref?

A

Landing
Reference Speed

Minimum threshold crossing speed

This is the speed required as the landing runway threshold is crossed at a height of 50 feet in the landing configuration

1.3 times the stalling speed in the stated landing configuration at the calculated aircraft weight

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9
Q

What is definition of VMCA?

A

Minimum Control Speed Air

VMCA is the minimum control speed in the air at which it is possible to suffer a critical power unit failure and maintain directional control of the aeroplane within defined limits.

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10
Q

What is definition of Acceleration Altitude?

A

Acceleration altitude is the altitude at which the aircraft is accelerated in level flight to VFS in order to achieve a clean configuration. It is derived within Performance calculations and is a minimum of 400 ft AGL.

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11
Q

What is Simulated Asymmetric?

A

Simulated whenever both engines are kept running and the asymmetric condition is simulated by reducing thrust on the ‘failed’ engine by retarding the thrust lever.

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12
Q

What is Practise Asymmetric?

A

Intentional shutting down of an engine for training purposes. Used when in the FTD or FFS but not the live aircraft.

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13
Q

What are the Factors Affecting Control Following an Engine Failure?

A

The indicated airspeed
The amount of thrust being delivered by the live engine

The thrust moment arm

The moment arm and magnitude of the offset drag caused by the dead engine (almost negligible in the Phenom, but considerable on a Turboprop engine that has a propeller that has failed to ‘feather’)

The critical engine (critical engines most obviously apply to ME aircraft with non-contra-rotating propellers)

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14
Q

The effectiveness of the rudder, which produces the correcting moment is dependant upon what?

A

The indicated airspeed
The angle of deflection of the rudder
The design of the rudder and the rudder moment arm

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15
Q

What are the Asymmetric Control Methods?

A

Thrust
Bank
Rudder

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16
Q

How can thrust be used to regain directional control?

A

If an engine fails, the thrust can be balanced by removing an equal amount of thrust on the other side. It is of limited use when airborne since it results in a loss of airspeed followed by a significant rate of descent.

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17
Q

How can bank be used to regain directional control?

A

Directional control is maintained by applying bank towards the live engine, using sideslip to overcome the yaw moment due to asymmetric thrust. This method becomes essential at a slow airspeed and with a high thrust setting when directional control cannot be maintained using rudder alone.

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18
Q

How can rudder be used to regain directional control?

A

The preferred method of control is to keep the wings level using aileron and apply rudder to stop the yaw.

Balancing asymmetric thrust with rudder to oppose the yaw results in the aircraft side-slipping through the air.

The sideslip angle is insignificant but will require a small aileron deflection to reduce overall drag.

Keeping the wings level, therefore, results in a small degree of crossed controls.

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19
Q

What is the effect of speed on Asymmetric control?

A

At high airspeed and low thrust, perhaps in a standard descent, you might not even notice the yaw and roll caused by an engine failure.

If speed is now reduced, the engine asymmetric forces will remain approximately constant but the balancing forces from the aircraft directional stability will reduce and the asymmetric effects will become more apparent.

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20
Q

What is the effect of Thrust on Asymmetric control?

A

If you are at constant airspeed in balanced asymmetric flight and you change the thrust on the live engine, you will change the yawing moment caused by the asymmetric thrust and the slider will be deflected.

You will, therefore, need to adjust the rudder deflection to retain directional control and keep the slider in the middle.

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21
Q

What is VMCA?

A

VMCA (for take-off) is the minimum control speed in the air in a take-off configuration at which it is possible to suffer a critical power unit failure and maintain directional control of the aeroplane within defined limits.

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22
Q

What are the defined limits for VMCA?

A

Landing Gear UP
Flaps 1
Critical engine failed
Live engine at TO RSV
Full rudder applied
5˚ of bank towards the live engine
Rearmost C of G

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23
Q

What speed is VMCA for the Phenom?

A

97 KIAS

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24
Q

What is the CRM Pneumonic for an Engine Failure?

A

CIC-TDT-MI-RAF

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25
Q

What is the first C in CIC-TDT-MI-RAF?

A

Control

Warn the crew “Captain to crew, suspect engine failure”:
Using this standard terminology ensures the whole crew is aware of the problem

Regain directional control using the preferred method

Maintain a safe speed. (This may require an attitude adjustment and/or change of thrust):

If EF occurs during a take-off then select Gear up with a positive rate of climb

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26
Q

What is the first I in CIC-TDT-MI-RAF?

A

Identify

The PF calls for the PM to report the indications of the malfunction.

PM should review CAS messages and MFD EICAS indications.
“CAS & EICAS message: E2 FAIL”

27
Q

What is the second C in CIC-TDT-MI-RAF?

A

Confirm

PF to confirm PM diagnosis:

If flying manually it is preferred to use ‘dead leg-dead engine’ (the dead leg is the leg doing no work to apply the rudder):

“My left leg is dead, confirm dead engine No 1”

If flying with AP or with low thrust set:

Confirm using CAS Messages and EICAS indications

28
Q

What is the First T in CIC-TDT-MI-RAF?

A

Thrust

Confirm thrust on live engine and set as required.

29
Q

What is the D in CIC-TDT-MI-RAF?

A

Drag

Select/confirm that the landing gear is UP and flaps are not extended beyond Flap 1. Once above VFS and acceleration height, call for Flap 0.

30
Q

What is the second T in CIC-TDT-MI-RAF?

A

Trim

Trim in all three axes

If required, you may remove major control loads earlier in the procedure but you must not do so until the failure has been confirmed; trimming rudder will mask the dead leg–dead engine

31
Q

What is the M in CIC-TDT-MI-RAF?

A

Memory Items

Initiated by the PF and carried out using Challenge-Response and NCO:

PF “Memory Items for an E1 FIRE, Thrust Lever number 1”
PM “Confirmed”
PF “Idle”
PM “Eng start/stop knob number 1”
etc

32
Q

What is the R in CIC-TDT-MI-RAF?

A

Radio Call

Consider whether there is any need for an immediate radio call. As soon as you report that you have a problem, ATC might start asking you questions and passing information; be prepared to tell them to “Standby”. In the case of an EFATO, make a brief call to inform ATC and other traffic that you will be extending upwind.

33
Q

What is the A in CIC-TDT-MI-RAF?

A

After Take-off Checks

34
Q

What is the F in CIC-TDT-MI-RAF?

A

FRC Drills

FRC MIs are confirmed and the rest of the drill is completed using Challenge-Response-Response and NCO. The PF must ensure that safe flight and a safe vector is maintained throughout.

35
Q

What performance considerations should be given with OEI?

A

Best Gradient of Climb
OEI Diversion
Engine AI
Use of Full flap
Single Engine Taxying
OEI Driftdown

36
Q

What is the Best Gradient of Climb with OEI?

A

The best OEI gradient of climb is achieved at V2 with F1 and at VFS when clean

37
Q

What considerations should be given for a Diversion with OEI?

A

the ac may be forced to cruise at a lower level. With only one engine operating, it is possible that the Specific Fuel Consumption (SFC) will now be greater than that on 2 engines at the originally planned level.

A 5% contingency fuel is designed to mitigate this risk however, when flying over long distances with few suitable en route diversions, consideration should be given to carrying extra contingency fuel

38
Q

Can Flap Full be used on an OEI approach?

A

No

39
Q

What is the preferred method to regain/maintain directional control?

A

Level the wings and stop the yaw visually with rudder; centre the slider, then trim.

40
Q

During Asymmetric flight what must you do with every IAS and Thrust Change?

A

You are required to adjust the rudder and re-trim.

41
Q

Why must you change the TCAS system to TA only in the event of an EF?

A

An EF will significantly affect the aircraft’s ability to fly an RA manoeuvre therefore the TCAS is set to TA ONLY. It still allows other aircraft to generate RA’s.

42
Q

Explain the OEI climb profile?

A

Depending on when an EF occurs, the aircraft should be flown between V2 and V2 +10 kt for the initial climb.

If faster than this speed, gently raise the nose to steadily taper speed towards V2 +10 kt.

If slower than V2 +10 kt when EF occurs maintain the current airspeed but no slower than V2.

Note: Following an EF at V1 and using the standard take-off technique, V2 is the minimum airspeed at the screen height.

43
Q

What speed for an Engine Failure below V2?

A

Target V2

44
Q

What speed for an Engine Failure between V2 & V2 +10 kt?

A

Maintain current airspeed

45
Q

What speed for an Engine Failure above V2 +10 kt?

A

Steadily reduce to V2 +10 kt

46
Q

What speed for an Engine Failure at VFS, aircraft clean?

A

Maintain VFS until 1500 ft (or higher if briefed)

47
Q

In the event of an EFATO following a touch and go what speed should be flown?

A

V2 will not be displayed. You will need to substitute VAC for V2

48
Q

What is the relevance of Acceleration height/altitude?

A

The Accel Ht/Alt is calculated by iPreFlight/OPERA and should be briefed if greater than the minimum of 400 ft AGL.

49
Q

What is the procedure for once you have reached Accel HT/ALT?

A

The aircraft should be accelerated to VFS and, once achieved, Flap 0 selected.

Minimum drag speed for a clean ac is at VFS which should now be targeted to achieve a max gradient climb to 1500 ft or until the NTOFP has been completed

50
Q

What is the Approach Climb?

A

Approach climb refers to the climb following a balked approach or GA.

The assumed configuration is the same as the take-off (Gear up, Flap 1[2]) but VAC is targeted for the initial climb to Accel Ht/Alt.

VAC should also be the target climb speed following an EF if V2 is not displayed (for example following a Touch-and-Go)

51
Q

What is OEI Climb Speed?

A

Once the NTOFP is complete, continue to climb at VFS with CON/CLB thrust set until all obstacles have been cleared

52
Q

What is OEI En Route Climb Speed?

A

After reaching a safe altitude, higher climb speeds can be employed.

Green circle speed is 1.3 VS which approximates to Velocity Minimum Drag VMD.

VMD is the IAS to achieve the best rate of climb OEI.

The green circle speed varies with weight and angle of attack but approximates to VFS +10 kt. Crews should continue further climb at VFS +10 kt if best rate of climb is required.

53
Q

What are the actions in the event of an EFATO?

A

Maintain directional control (wings level)
Initially select TO attitude
With a positive rate of climb select gear up

54
Q

Explain the OEI GA

A

Call, “Going Around.” Level the wings:

Smoothly apply TOGA thrust and simultaneously press TOGA button. Use rudder to balance

Call “Flap 1”

Raise the nose to GA attitude (approx. 7.5° NU)

Confirm a positive rate of climb before requesting “Positive rate, Gear UP”.

Maintain GA attitude until speed has accelerated to VAC

Once gear indicates up and IAS is VAC, increase Pitch attitude to maintain VAC to acceleration height

Climb to the Accel Ht/Alt and then accelerate and select Flaps 0 at VFS (If using FD call for “set Speed VFS“)

Complete the after take-off checks

55
Q

On an Asymmetric GA, why is it important to level the wings promptly?

A

When applying TOGA thrust during an Asymmetric go around the, If the live engine is on the outside of a turn, there may be insufficient aileron authority to level the wings and overcome the rolling moment created when setting TOGA thrust.

56
Q

How can you assess a positive rate of climb on an Asymmetric GA?

A

This may be assessed visually or if IMC on 2 instruments; you may use the altimeter, VSI or Flight Path Marker (FPM)

57
Q

Explain an Asymmetric Upwind Climb

A

At VR, pitch to visual TO attitude which is maintained in the event of an EF

Safe obstacle clearance is achieved visually (FD is not normally used in visual cct)

Once under control, gently adjust visual attitude to target V2 - V2 +10 kt

At accel Ht/Alt visually lower the attitude to accelerate and allow flap retraction

Once flap is retracted climb at VFS

At 1000 ft, PAAT as the aircraft accelerates to stabilise at 170 KIAS with approx. 75% N1 set. Trim in all three axes

By this time you will have extended upwind by about three miles. If joining the circuit from elsewhere, you should consider extending upwind by a similar amount
If joining the circuit from elsewhere, you can extend upwind to keep the familiar asymmetric visual circuit but may turn downwind as per normal circuit to expedite procedure if required

58
Q

Explain an Asymmetric Upwind Turn

A

Turning to achieve standard downwind spacing will require approx. 40º AoB (maximum 45º AoB) to achieve the normal circuit spacing

OEI landing brief should be given by PF IAW SOPs

RT,”Callsign, re-joining downwind” and lookout/give way to circuit traffic

59
Q

Explain an Asymmetric Downwind circuit

A

Flap 1 as you approach the upwind threshold, set spd bug 140 KIAS

Gear just prior to passing abeam the upwind threshold

RT,”Callsign, downwind simulated asymmetric land/touch and go/low approach”

Complete the (one engine inoperative) pre-landing checks, calculate and display VREF Flap Full +10 kt

Maintain the slider in the middle and trim in all three axes as the ac decelerates. Up to approx.

82% N1 may be required to stabilise the speed depending on the prevailing conditions

60
Q

Explain an Asymmetric Final Turn in the circuit

A

Follow the normal flight path around final turn maintaining the slider in the middle and trim

Thrust setting on the live engine ~ 65% N1

61
Q

What must you do in the Asymmetric final approach/landing?

A

Request the PM to set the rudder trim to neutral and hold the residual rudder force. Normal stabilised criteria apply

62
Q

Explain a Touch and go from an Asymmetric approach

A

Simulated asymmetric circuits only, with the nose wheel on the ground the PM should ensure all three trims are in the take-off position when setting “flaps and trims”.

Touch and Gos must never be attempted whilst asymmetric, normal two engine procedures apply.

63
Q
A

Phenom Info (36 decks)

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