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.