CFM Flashcards
When should the autopilot GP be changed by the PF v PM?
The PM should change the autopilot and Guidance Panel when the aircraft is being manually flown. The PF will make changes on the Guidance Panel and autopilot when the aircraft is being flown by the autopilot.
What call-outs are associated with the Guidance Panel and FMA Flight Mode Annunciator?
“LOC armed”
“LOC captured”
PF requests modes “FMS Speed”, “autopilot on”…
*To disengage AP, PF presses button and calls “Autopilot is off”
FMA annunciations that differ from expected
Always call-out “Roll mode”
How should in-flight deviations be announced?
PF “Check ____”
PM “Correcting _____”
What significant deviations are required to be announced? (Check ____)
Airspeed +10 or -5 Altitude +-100 Heading +-10 VSI +-250fpm Course +-1 dot GS1 dot above, 1/2 dot below Bank over 30deg and +-5deg MDA +100/-0
How should an altitude, airspeed or heading change be acknowledged with autopilot on?
PF sets and states “___ set”
PM points and states “____ set”
How should an altitude, airspeed or heading change be acknowledged with autopilot off?
PM sets and states “_____ set”
PF points and states “_____ set”
What response should be given for an incorrect altitude/airspeed/heading set?
“Negative”
What altitude call-outs are required enroute?
PM will state “FL240 for FL250” or “FL220 for FL 210” for 1,000’
PF will also state ___ for ___
*PF will state “ASEL” when alt begins to capture on FMA and “ALT” once alt is captured (PM will state “ALT” if PF doesn’t)
If ATC gives a heading change, how will the new heading be confirmed?
PM replies to ATC, PF acknowledges heading change by saying “Heading 120”
Both pilots will point at the assigned heading entered (by PF or PM depending on autopilot use) and state “Heading 120 set” or “Negative”
How should ASH 2683 be read back to ATC?
Air Shuttle 2-6-8-3 NOT twenty-six eighty-three
Who calls for a checklist on the ground v in the air?
The Captain calls for checklists on the ground. The PF calls for checklists in flight. BOTH crewmmembers must check the challenged item
If a checklist is interrupted or paused, what are the call-outs?
CA or PF: “Hold the checklist”
DO NOT PUT THE CHECKLIST DOWN
CA or PF: “Continue the checklist”
Re-read the last completed item before the interruption occurred.
If there is doubt as to the last item completed, restart the checklist.
What are the communication standards (verbage) for PPU operations (Power Push Unit)?
The communication standards for PPU operations are as follows: 1. Flight Deck: Ready for pushback 2. Ground: a. Brakes off b. Central c. Left, left (right, right) d. Back off e. Steady f. Pushback complete g. Set parking brakes 3. Flight Deck: Brakes set 4. Ground: Power push removed
- ‘Left, left’: Pilot applies left tiller. Continues to apply more left tiller until airplane towman says:
‘Steady’: Means hold tiller in current position. - ‘Right, Right’: Pilot applies right tiller. Continues to apply more right tiller until airplane towman says:
‘Steady’: Means hold tiller in current position. - ‘Back-off’: Means reduce the tiller input.
- ‘Central’: Means to place the tiller in a central position.
When is mooring necessary? How is mooring completed?
Mooring is necessary when the weather conditions are bad or unknown.
The area where the airplane is to be parked in and moored must be paved and level, with ground tie down anchors available.
There is one mooring attachment point installed on each primary brace strut of the Main Landing Gear.
Where are MLI Magnetic Level Indicator charts located?
CFM Ch. 11
Can the aircraft be refueled or defueled with engines on (hot fueling)?
No.
Define Cold Soaked Operations
Cold soaked is defined as an aircraft in ambient temperature of -30°C (-22°F) or below for more than 8 hours. Cold soaking is the effect of cold fuel in the tanks causing moisture to be present on the upper and lower wing surfaces. If fuel temperature is 0°C (32°F) or below, it is possible to have clear ice or frost on the wing with the ambient air temperatures above freezing. The wing surfaces must be below freezing temperatures for frost to form, even though the ambient temperatures may be above freezing.
If an aircraft is deiced and anit-ice fluid is applied, then has to return to the gate, can the anti-ice fluid stay on for the next flight?
No. If deicing/anti-icing fluid is allowed to dry on airplane surfaces, this same fluid can become a contaminant. Deicing, and especially anti-icing, fluids are designed to adhere to airplane surfaces and shear off at speeds approaching Takeoff speeds.
If left on airplane surfaces for long periods of time (overnight), they may dehydrate and form a gel or dried deposit that will not shear off, even at high speeds.This contaminant will severely affect airplane performance and lift.
If there is dry snow actively falling, should de-icing procedures be performed?
It must never be assumed that an apparently dry and loose form of frozen moisture, for example, dry snow, will be removed by the slipstream during the initial Takeoff roll. For instance, on an airplane removed from a warm hangar, a dry snowfall that remains free and uncompacted on the ground may melt and later refreeze to form ice that sticks to the surface of the airplane.
When should water be drained from the potable water tank?
Drain water and waste from all tanks, if cold soak temperature is expected to be below 0°C (32°F).
How do anti-icing fluids work?
Anti-icing fluids lower the freezing point of frozen precipitation thus delaying the accumulation of contamination on the airplane. When applied to a clean surface, the fluid forms a thin layer that has a lower freezing point than precipitation. The fluid is highly soluble in water, thus the precipitation or ice melts on contact with the fluid. These fluids also delay the onset of frost on airplane surfaces. As the ice melts, the fluid dilutes with the water, thereby causing the mixture to become less effective or to run off. Ice can begin to form again after enough dilution has occurred and the freezing point begins to rise.
Do anti-icing fluids provide icing protection during flight?
No. Deicing/anti-icing fluids are not intended to provide icing protection during flight. The fluid must flow off the surface during Takeoff.
Do anti-icing fluids affect aircraft performance?
Embraer has performed flight tests to investigate the effects of approved fluids on performance and handling characteristics. The flight tests demonstrated these fluids did not have a measurable effect on Takeoff and climb performance.
What are the 5 components of anti-icing fluids?
Fluids are generally mixtures of glycol, water, inhibitors, thickening agents and wetting agents.
Glycol lowers the freezing point and prevents the formation of ice contamination at temperatures below freezing.
The wetting agent allows the fluid to conform to the airplane surfaces.
The inhibitors prevent corrosion and increase the flash point.
The thickening agent, normally propylene glycol with polymers, enables the coating of fluid to remain on airplane surfaces for longer periods.
What is Type 1 Fluid and what is it used for?
Orange Type I fluid is not thickened and characteristically forms a thin wetting film which provides relatively limited hold-over time. Type I fluid is usually used for deicing and provides protection against refreezing when no precipitation is present.
What are type II, III and IV Fluids? How do they compare?
Types II, III and IV fluids form a thicker film that provides a longer holdover time.
The holdover time of the type IV fluid is greater than that of type II, which in its turn has a longer hold-over time than type III fluid.
Type IV is an enhanced-performance fluid, with anti-icing effectiveness superior to Type II and provides an increased holdover time.
Type IV fluids offer significant operational advantages in terms of holdover times. However, all thickened fluids may dry out and residues may accumulate in aerodynamically quiet areas. The residues may rehydrate and refreeze during flight, which can potentially restrict the movement of flight controls. Operators are reminded to frequently inspect control surfaces, gaps and tab hinges for signs of fluid residues.
What is a deicing fluid composed of?
A deicing fluid is composed of heated water, or a mixture of water and type I, II, III or IV fluids. Heating is applied to a minimum temperature of 60°C to assure maximum deicing efficiency.
What are holdover times?
A. Holdover times for the fluids are shown in tables derived for each specific fluid brand, under various temperatures, fluid concentration and precipitation category.
- The lower limit of the published holdover time is used to indicate the estimated time of protection during moderate precipitation.
- The upper limit indicates the estimated time during light precipitation.
- Heavy conditions are not covered.
B. Therefore, crew experience and airline operational guidelines are required to clearly settle what heavy, moderate or light conditions are.
C. The holdover time for the existing weather conditions has to be greater than the time from the start of fluid application to the start of Takeoff roll.
D. Holdover times should be seen as rough approximations. They simply reflect the average estimated time that an anti-icing fluid should prevent the formation of frozen contaminants on the protected surfaces.
What conditions can affect published holdover times?
The following conditions can reduce actual holdover times:
- Windy conditions.
- Jet blast.
- Heavy precipitation.
- High moisture content.
What should be done if the holdover time expires?
If the holdover time expires, return for another deicing/anti-icing fluid application.
Do we conduct Pre-Takeoff Contamination checks?
Mesa Airlines, Inc does not conduct Pre-Takeoff Contamination checks. If the holdover time is exceeded the aircraft must return for additional deicing/anti-icing and a new holdover time will commence.
What is infrared deicing?
Infrared deicing is an alternative process to fluid ground deicing only. The InfraTek® infrared deicing system uses infrared (IR) energy of controlled amplitude and targeted wavelength to melt frozen ice and snow from airplane. This electromagnetic wave form strikes the surface of materials, causing the molecules of the surface to move rapidly and generate heat. Because the IR energy does not penetrate the surface, only the outermost layers experience any direct heat from the IR. During the IR deicing process, airplane surfaces that contain ice are not exposed to any infrared energy until after the surface contamination is completely removed.
After deicing, how long should pilots wait to use the engine or open the APU bleed valve? How long should pilots wait to use the PACK valves?
Wait one minute to use the engine or open the APU bleed valve and three minutes to use the PACK valves after the deicing and anti-icing procedures are complete. The vapor from the deicing and anti-icing fluid can go into the air conditioning system when the engine or APU is in operation. This can cause damage to the air conditioning system.
Which aircraft are LL v LR?
LR aircraft are tailnumbers below 360. LR aircraft have 76 seats and FMS EPIC Load ~25.
LL are tailnumbers at and above 360. LL aircraft have 70 seats and FMS EPIC Load ~27.
How does the LL FMS EPIC Load 27 operate differently when there is an engine failure at cruise?
In case of EO, the FMS prompt “CONFIRM EO” is displayed. Do NOT select this. Fly the same procedures for the LR aircraft.
Automatic DRIFT DOWN is available and recommended for use. In case of DRIFT DOWN, activate EO.
The aircraft will slow down to Green Dot noted under “DD/LRC SPD,” then descend in FLCH.
CLOSEST APT - Closest airport function now available on R4
To Exit EO Drift down select R5 to move “ALL” to left side of the display as the SELECTED ENGINE MODE.
There is no automatic ACTIVATION of the Engine-Out condition during Climb, Cruise and Descent phases. The crew must confirm this condition to activate DRIFTDOWN on the EO Range Page.
How does the LL FMS EPIC Load 27 operate differently when there is an engine after V1?
Engine Failure - EO Automation Arms on top box on FMA
200’ AGL - LNAV engages with Vfs as target speed
EO VNAV CAP Height - FLCH engages with Vfs as target speed
Exit EO AUTO prompt selected on EO RANGE Page or Speed of 10kts above Vfs is reached - EO AUTO logic is terminated
Note: BANK engages automatically during EO on Takeoff or Go-Around. Do NOT select BANK. Verify BANK engaged.
What is different about the LL aircraft seats from the LR version?
Electrical 110 volt outlets are available in every row of First Class and Economy sections in the cabin.
Can the LL aft wardrobe be used for crew baggage?
No. Due to the maximum floor loading limitation, the aft wardrobe is not to be used for Crew Baggage.
How many flight attendant jumpseats are on the LR and LL aircraft.
2 on LR aircraft. Third Flight Attendant Jump Seat only installed in the E-175 LL aircraft (due to extra space).
Where can cockpit and cabin emergency equipment information be found?
Detailed emergency equipment information is found in the CFM Bulletins section as well as on the jumpseat briefing cards.
How can you tell which FMS EPIC Load version is installed on the aircraft?
Aircraft LL are ~27.3, LR are ~25.7
You can verify the version on the placard below the reversionary panel.
What is different about the LL FMA with EPIC Load 27?
The LL FMA a third box on top for EO engine out conditions.
What is different about the LL HSI with EPIC Load 27?
When changing segments, the HSI has a magenta ghost pointer marking the predicated track, and the CDI will be centered during the transition between the waypoints, similar to a DME arc.
What is different about the LL climb sequence with EPIC Load 27?
The LL aircraft with EPIC Load 27 feature a simplified climb sequence: Departure LNAV/VNAV
On LL aircraft with EPIC Load 27, will the J44.RSK format be accepted?
No. The RTE page will not accept J44.RSK. The airway will be entered on the left J44, and RSK will be entered on the right.
On LL aircraft with EPIC Load 27, what will happen to a page that has been modified?
Once a page has been altered, a Cyan MOD will appear at the top of the title
Do LR aircraft have a nearest airport function?
No. LL Aircraft do.
How should ALTN FUEL be entered on the FMS EPIC Load 27?
Leave ALTN FUEL blank on the Perf Init page so it updates during flight.
What should be entered in the STEP INC on the MCDU?
STEP INC: feet above initial cruise altitude, not final cruise altitude
Are entries on the TAKEOFF INIT page used by the FMS for performance calculations?
No. Entries on the TAKEOFF INIT page are not used by the FMS for performance calculations.
Will LNAV automatically arm on LL FMS EPIC Load 27 aircraft when pressing TO/GA?
Yes. LNAV will now automatically arm when TO/GA is pressed. If LNAV is not required, it must be deselected.
On LL aircraft with FMS EPIC Load 27, when does VGP become capture-capable? How does this compare to LR aircraft with FMS EPIC Load version 25?
For loads prior to Load 27.4, VGP becomes capture-capable when FAF is the active waypoint or the airplane is less than 5NM from the FAF. VGP is captured when the VGP deviation is within 1 dot on the vertical deviation scale, which is 75 ft if the distance is less than 2NM. Otherwise, it is 250 ft.
If VGP is captured below path when the VGP deviation is 250 ft (1 dot, beyond 2NM from FAF), the capture maneuver can cause
a significant pitch up.
For Load 27.4, VGP is captured when the VGP deviation is less than 75 if VGP is capture-capable, even if the capture occurs more than 2NM from FAF. This change will avoid significant pitch up and results in a smoother VGP capture from below.
Which cargo compartment should be loaded first? Unloaded first?
The forward cargo compartment should be loaded before the aft cargo compartment, while the aft cargo compartment should begin to be unloaded before the forward cargo compartment, in order to avoid airplane taildown.
Does Mesa use cargo nets between cargo compartment sections?
No. Mesa Airlines, Inc. aircraft do not have individual cargo nets installed. Only the nets at the cargo doors are installed.
Where should live animals be placed within the FWD cargo compartment? Are there any limitations regarding the carriage of animals?
Live animals shall be placed as close as possible to the cargo ventilation inflow. Care needs to be taken to avoid obstruction between the cargo ventilation inflow and the cage(s).
The containers should not be placed near the compartment floor, in order to isolate the animals from low temperatures in that region.
There are published limits for in-flight SAT and on-ground OAT.
There are capacity limitations for multiple dogs, cats, small birds, and other animals that are shipped on the same flight.
When can magnetized material be transported in the FWD and AFT cargo compartments?
Magnetized materials shall not be transported in the forward cargo compartment. In the aft cargo compartment, a maximum load of 260 lbs. is acceptable.
If the standby compass is inoperative, the restrictions above are not applicable and magnetized materials may be transported in any cargo compartment in accordance with standard loading limitations.
Where must Dry Ice be located?
FWD cargo bay. The aft cargo compartment does not have adequate ventilation to transport this kind of material.
Can animals be transported with dry ice in the FWD cargo compartment?
No.
Can Dry Ice be transported with a PACK inoperative before takeoff? After takeoff?
Both air conditioning PACKS (or equivalent ground cart ventilation) shall be operating while persons are onboard an airplane transporting dry ice.
In case of failure of the cargo ventilation system during flight, the CO2 sublimated in the cargo compartment may spread in the airplane, but the fresh air flow that comes from the PACKS dilutes the CO2 concentration below 0.5% CO2 in volume. The airplane can continue the flight normally, but after Landing it is required to follow special procedures to ventilate the place in which CO2 buildup is suspected.
Who is the accountable executive?
Johnathan Ornstein
What is the CFM based on?
The Embraer 175 AFM
What chapters are in the CFM?
Chapter 1 – General Information and Definition of Terms. Chapter 2 – Limitations. Chapter 3 – Normal Procedures. Chapter 4 – Procedures and Techniques. Chapter 5 – Performance. Chapter 6 – Flight Planning. Chapter 7 – Weight and Balance. Chapter 8 – Loading. Chapter 9 – Emergency Information. Chapter 10 – Emergency Evacuation. Chapter 11 – Ground Servicing.
Vf
Design Flap Speed is the highest Speed permissible at which wing flaps may be actuated.
SAT
Static Air Temperature SAT=OAT in-flight.
TAT
Total Air Temperature. Static air temperature plus adiabatic compression (RAM) rise.
N2
High Pressure Compressor Speed. Core Rotor Speed.
N1
Low Pressure Compressor Speed. Fan Rotor Speed
ITT
Interstage Turbine Temperature. Temperature probes indicate the temperature between the low compressor turbine and power turbines.
Acceleration Segment
The acceleration segment is the part of the Takeoff flight path that begins at the end of the second segment and extends horizontally over the distance required to retreat flaps to zero and accelerate to the final Takeoff Climb Speed.
Clear Way
An area beyond the airport runway not less than 500 feet wide, centrally located about the extended centerline of the runway and under the control of the airport authorities. The clear way is expressed in terms for a clear way plane, extending from the edge of the runway with an upward slope not exceeding 1.25%, above which no object nor terrain protrudes. However, threshold lights may protrude above the plane if their height above the end of the runway is 26 inches or less and if they are located to each side of the runway.
Stopway
An area beyond the Takeoff runway, as wide as the runway and centered upon the extended centerline of the runway, able to support the airplane during an aborted Takeoff, without causing structural damage to the airplane, and designated by the airport authorities for use in decelerating the airplane during an aborted Takeoff.
Demonstrated Crosswind
The maximum 90° crosswind component for which adequate control of the airplane during Takeoff and Landing was actually demonstrated during certification tests. The maximum demonstrated crosswind component for Takeoff (at 33 ft (10 meters) tower height) is 28 knots and is not considered limiting. The maximum demonstrated crosswind component for Landing (at 33 ft (10 meters) tower height) is 30 knots and is not considered limiting.
In high crosswind conditions, rudder effectiveness may be limited after Landing with maximum reverse thrust selected.
FRA
Flap Retraction Altitude
First Segment
The first segment starts from the 35 ft height and extends to the point where the Landing Gear is fully retracted, at a constant V2 Speed and flaps in the Takeoff position.
Second Segment
The second segment starts at the point where the Landing Gear is fully retracted up to at least 400 ft above the runway, flown at V2 Speed and flaps in the Takeoff position.
Level Off Height
The height at which the third segment is performed (1,000 feet minimum).
Final Segment Vfs
The final segment starts from the end of the acceleration segment and extends to the end of the Takeoff flight path, flown at the final segment climb Speed, flaps up.
Empty Weight
The weight of an empty airplane before any oil or fuel has been added. This includes all permanently installed equipment, fixed ballast, full hydraulic fluid, full chemical toilet fluid, and all other operating fluids full; except engines, tanks and lines which do not contain any engine oil or fuel.
Basic Empty Weight
The weight of an empty airplane including full engine oil and unusable fuel. This equals empty weight plus the weight of unusable fuel, and the weight of all the engine oil required to fill the lines and tanks. Basic empty weight is the basic configuration from which loading data is determined.
BOW Basic Operating Weight
The basic empty weight of the aircraft plus items always carried on the aircraft (crew/crew bags, and cabin/galley supplies).
MLW
Maximum Landing Weight
MRW
Maximum Ramp Weight
MTOW
Maximum Takeoff Weight
MZFW
Maximum Zero Fuel Weight
Tare
The weight which may be indicated by a set of scales before any load is applied.
Useful Load
The difference between the airplane ramp weight and the basic empty weight.
ZFW Zero Fuel Weight
The airplane ramp weight minus the weight of useable fuel onboard.
ACARS
Airborne Communications Addressing and Reporting System
ATIS
Automatic Terminal Information Service
CDL
Configuration Deviation List
LAN
Local Area Network
PCN
Pavement Classification Number
QFE
Local Station Barometric Pressure
QNE
ISA Barometric Pressure
QNH
Local Altimeter Setting
RVR
Runway Visual Range
RVSM
Reduced Vertical Separation Minimum
SAD
Still Air Distance
SELCAL
Selective Call
SLD
Super Large Droplet
ULD
Unfactored Landing Distance
V1
Takeoff Decision Speed
V2
Takeoff Safety Speed
Vac
Approach Climb Speed
Vfe
Maximum Flaps Extended Speed
Vfs
Final Segment Speed
Vmca
Minimum Control Speed in the Air
Vmcg
Minimum Control Speed on the Ground
What limitations should be committed to memory?
Crewmembers should have all limitations committed to memory except tables and charts.
When must headsets be used?
At all times below FL180. Headsets should be worn above FL180.
What category is the E175 certified for?
Transport
Is the aircraft certified for ditching?
Yes, if the required equipment is installed, so NO.
How are Vmcg and Vmca accounted for in our performance calculations?
They are covered by takeoff and landing speeds.
If using full aileron or full rudder, or are near the critical AOA, what speed should you be below?
Va
Can you make rapid and large alternating control inputs below Va?
No. Structural failure may occur, even below Va.
What is an AWU?
The Adjusted Weight Loading System includes, in one number, the values of the item’s weight and its contribution to the moment that determines the location of the CG of the aircraft. The adjusted weight number is a combination of the item’s weight, rounded to the nearest 100 lbs. and the moment of the item about a chosen reference.
Can large items be carried in a passenger seat?
Mesa Airlines, Inc. will allow certain large and/or fragile items to be carried in the passenger cabin if a seat is purchased for the item as long as the item:
- Does not exceed 170 lbs.
- Is packaged or covered to avoid injury to passengers.
- Is properly secured by a seat belt/or seat belt extender (as necessary).
- Will not restrict access to, or use of, an emergency exit, emergency equipment, regular exit or cabin aisle.
- Does not block any passenger’s view of the FSTN BELTS and NO SMKG Switches or Exit signs.
- Does not contain dangerous goods. Refer to the Mesa Airlines, Inc. Hazardous Materials Manual to determine items that would be classified as dangerous goods.
- Has one or more handles that allow the seat belt, or seat belt with extender, to go through and secure the baggage to the seat.
- Not restrained to bulkheads.
For the purposes of weight and balance, large and/or fragile items occupying a seat, secured by a seat belt and/or a seat belt extender (as necessary), will be noted on the passenger count form by the Flight Attendant in the zone count as seat baggage (e.g., 18 pax zone 1 and one seat baggage will be written as “18/ 1 SB”). The flight crew will add the SB to the passenger count for the purpose of weight and balance but will use the actual passenger count for the souls onboard.
Are animals allowed in the cabin? What are the general restrictions?
Mesa Airlines, Inc. permits small warm-blooded domesticated pets in the aircraft cabin, provided the household pet (dog, cat, rabbit, bird, hamster, guinea pig) is at least eight weeks old and the animal is in an acceptable carry-on kennel, which fits beneath the seat in front of the passenger. Maximum carry-on dimensions of under seat stowage may not be exceeded.
What how is weight and balance usually performed? What happens if it cannot be done normall?
Mesa Airlines, Inc. utilizes the Aircraft Communications Addressing and Reporting System (ACARS) for paperless weight and balance, communication and performance information on E-175 aircraft. This is accomplished via the transmission of messages and data between aircraft and ground stations utilizing a third VHF transceiver and supporting equipment. When the ACARS system is inoperative the manual weight and balance method will be used per the procedures in this manual.
The performance data received through the Mesa Airlines, Inc. Weight and Balance Program utilizes the same Takeoff and Landing Report (TLR) data and weight and balance methodology.
If ACARS is inop, refer to the QRH for the most accurate speeds, then call dispatch to confirm the numbers. (Although the TLR is a source of information, it is not necessarily the most accurate with updated weights and old weather info. Don’t use the TLR (flight release) info).
How long will a ground station keep a manual weight and balance on file?
3 months
How long will the ground station keep a copy of the CLR Cargo Load Report?
24hrs
