Circuits

Question 1

What is the difference between flap 2 and flap 3?

Answer 1

The angle remains the same but the FADEC logic is different.

Question 2

What does a flap full approach permit?

Answer 2

Slower approach speeds and result in a reduced landing distance. They are only to be performed for full stop landings and when specifically briefed.

Question 3

Explain the upwind climb

Answer 3

With gear selected up and the take-off attitude maintained, the aircraft will climb and accelerate rapidly.

After the PM acknowledges selection of Gear Up and Flap 1, the Thrust Levers (TL) should be retarded from TOGA to 75-80% N1 and a small pitch/trim change made to achieve and maintain the pre-bugged 140 KIAS.

The PF should request the PM to action the After Take-off Checks once established in the upwind turn.

Question 4

Explain the Upwind Turn

Answer 4

The upwind turn will normally be initiated at 500 ft AGL.

Prior to entering the turn ensure you use standard CRM to confirm the turn is clear of traffic, both visually and on TCAS, and then roll smoothly to approximately 30° AoB; the AoB can be adjusted up to a maximum of 45° to achieve standard downwind spacing.

Approaching 900 ft, smoothly reduce the thrust to ~60% N1, this requires a large TL movement, and simultaneously lower the attitude to level-off at 1000 ft AGL.

Roll-out on the pre-selected heading bug to track accurately downwind parallel to the runway and ensure that the aircraft is in trim; thrust may now be reduced to ~58%.

The magenta ‘track’ diamond on the HSI is a useful indicator that the calculated downwind heading is correct and that the aircraft is tracking parallel to the runway.

Question 5

Explain downwind in the circuit

Answer 5

Approaching abeam the upwind threshold, the PF should call for Ldg Gear, followed by the ‘downwind’ RT call in the correct position.

As the gear travels, the PF should maintain 140 KIAS by smoothly increasing thrust by ~10% N1.

The Pre-Landing Checks are then completed.

When passing abeam the nominated touchdown point, the PF should select a suitable 400 ft point approximately 45° ahead on the extended centreline.

In average wind conditions, i.e. with a 10 kt head wind on final approach, this point will be ~20 seconds from abeam the touchdown point.

The nominated touchdown point is normally the instrument approach touchdown point abeam the PAPIs

Question 6

Explain the final turn

Answer 6

Approaching the tip-in point, and having visually acquired all ac ‘ahead’ on the approach (including radar traffic)

PF should call for Flap 3, reduce thrust to approximately 48%-50% N1 and visually lower the nose before rolling to approximately 25° AoB.

A brief cross-check of the FPM should show approximately a 3° descent path.

The KIAS should steadily reduce from 140 KIAS to not below VAPP during the final turn; small adjustments to the visual attitude and thrust will be required to control the KIAS trend and rate of descent.

When established in the final turn, after a confirmation of the gear indications, the PF should transmit the final RT call.

As the flaps travel during the early part of the turn, the aircraft will want to pitch up if left unchecked and the PF will have to trim ‘forward’ to maintain the desired flightpath; in addition the flap indication must not be forgotten.

With 90° of turn to go the aircraft should be passing through 700 ft AGL with the aim being to roll out at the 400 ft point on the extended runway centreline.

The limited field of view in the Phenom is still sufficient for the near-side pilot to be visual with both the 400 ft point and the runway, but the touchdown point will not be visible to the far-side pilot until fairly late on.

Maintain good lookout.

The far-side pilot should, where necessary, compare the track vector versus the runway OBS to ensure an accurate runway alignment.

This is also particularly useful in a tightening wind and early corrections to the AoB can be made to ensure that the maximum permitted 40° AoB in the final turn is not exceeded.

Question 7

What it the maximum AOB on the final turn?

Answer 7

40 AOB

Question 8

What is the Stabilised Approach Criteria?

Answer 8

Established on the runway centreline
Maintaining the desired approach path
Speed is between VREF and VREF +20 kt. (With stable thrust)
Appropriate trim in all the axes
Ac in the briefed landing configuration

Question 9

Explain the final approach

Answer 9

The aircraft is on the final approach once the wings are level and it is on a steady flight path towards the nominated touchdown point.

The thrust can now be used to control the aircraft speed and you should maintain a steady flight path towards the nominated aiming point using adjustments to the attitude.

The speed should now be allowed to taper below VAPP towards VREF.

The PF should not only monitor the KIAS but also the KIAS trend.

Fly a stabilised final approach to the nominated touchdown point as this predicates a safe landing.

Stabilised by 200ft

Question 10

What are the short final checks?

Answer 10

That the appropriate clearance has been received

The appropriate Missed Approach altitude has been correctly set in the ALT SEL

All checklists have been completed; this ensures the Pre-Landing Checks and any outstanding FRC drills have been completed

Question 11

Explain the landing procedure

Answer 11

For a landing made at the instrument touchdown point, speed should be tapered so that the runway threshold is crossed as close as possible to (but not below) VREF.

At approximately 50 ft, smoothly select idle and fractionally prior to touchdown, the rate of descent should be checked with a small nose-up adjustment.

Look well ahead of the aircraft towards the end of the runway and after the mainwheels have touched down the nose-wheel should be gently lowered onto the runway.

Question 12

Explain the stopping procedure

Answer 12

Maintain the runway centreline with small rudder corrections before smoothly and symmetrically applying the toe-brakes.

The PM should silently check that the ground spoiler has deployed, call out the runway distance remaining (or distance to a cable) and aircraft groundspeed so that the PF can assess the amount of brake pressure required.

Question 13

What is lateral Pilot induced Oscillation?

Answer 13

Overly aggressive braking

If this happens, a temporary pause in braking will stop the oscillations.

Question 14

Explain a flap full landing

Answer 14

Flap Full may be used for the final landing and allows a VREF of approximately 5 kts less than using Flap 3.

Flap Full should be selected once the aircraft is established on the extended centreline.

The additional drag may require a small thrust increase.

Question 15

Explain a touch and go landing

Answer 15

Once all wheels are on the ground, the PF will ‘stand up’ the thrust levers (advance TL to mid-range) and call for PM to “Set Flaps and Trims”.

The PM will select Flap 2, confirm Flap 2 indication and confirm the pitch trim is correctly set in the green band (and Roll and Yaw neutral) before calling “Set”.

The PF will then smoothly advance the TLs to TOGA thrust.

For all aircraft weights with the WINGSTAB Off, the PM will silently confirm TOGA thrust is set and then call “rotate” at 95 kt.

(If flap incorrectly set to Flap 1 by PM, then a rotate speed of 107 kt shall be used.)

At the rotate call, the PF is to place both hands on the control column to select the normal take off attitude.

Once airborne, the PM silently confirms Spoiler ‘CLOSED’.

When established in the take-off attitude the PF calls “Positive rate - Gear Up, Flap 1”.

If content the PM states “Confirmed” and then after a silent check of speed > 107 kt, selects the Landing Gear up and Flap 1.

Question 16

On a touch and go landing when must TOGA be selected?

Answer 16

By 3000 ft runway distance to go; the PM should prompt “Power” if required.

Question 17

What is the go around procedure?

Answer 17

Warn Crew “Going Around, Flap 1 (2 if at Flap FULL)”

Level the wings

Simultaneously:
Smoothly set TOGA thrust and press the TO/GA button

Select the ‘Go-around attitude’ (FD command and GA attitude will be 7.5° NU if TOGA pressed with Flap 3 and will be 5.5 NU if TOGA pressed with Flap FULL)

With a positive rate of climb request landing gear UP
(When above 107 kts request Flap 1 if GA was from Flap FULL)

When above 400 ft AGL and VFS, request Flap 0 (if remaining in the circuit AEO, Flap should remain at 1)

Set CON/CLB thrust

Complete the After Take-off checks
Level off as appropriate and ask for removal of FD if not required

Question 18

What are the reasons for a rejected take off?

Answer 18

Below 70 KIAS, any take-off may be rejected for any abnormality or safety of flight issue.

A take-off between 70 KIAS and V1 should be rejected for the following:

CAS Message (remember only critical CAS messages will be displayed during take-off)
Sign of FIRE
Undemanded loss of thrust
Loss of directional control
Any other situation that either pilot considers merits an RTO, (e.g. runway incursion, structural failure)

Question 19

What are the actions on a rejected take off?

Answer 19

Thrust Levers … … … Idle
Toe Brakes… … … … Apply up to maximum braking
Directional Control … Maintain

Question 20

What is a rough guide on a rejected take off/ malfunction when in the take off configuration?

Answer 20

As a guide, 2000 ft of runway remaining is the minimum required to safely stop an ac close to 95 kt/VR at maximum training weight and with TOGA thrust set.

Question 21

Explain a low level circuit

Answer 21

The Low-Level circuit in the Phenom is flown at 500 ft AGL.

The aircraft should be climbed ahead as for a normal circuit.

Upon passing 400 ft AGL a large TL movement is required to reduce to 58% N1.

This will invariably activate a ‘Too low, gear’ aural warning, which the PF should acknowledge and PM should mute using the WRN INHIB button next to the gear handle.

The upwind turn is flown level at 500 ft AGL and the ATOCxs completed.

TERR INHIB may be selected to minimise nuisance terrain warnings but remember, switch selections on this panel are only to be made once above 400 ft AGL.

The downwind leg spacing, checks and thrust settings are as per the normal circuit.

Approaching the final turn entry point, select Flap 3 but retain the downwind thrust setting; PAAT as the speed decays to maintain a level turn, do not descend.

Just after half way around the turn, set thrust for a normal final turn.

Two thirds of the way around the final turn, gently lower the nose to intercept the normal final turn descent path. Continue as for a normal circuit.

Question 22

Explain a visual straight in approach

Answer 22

To plan the ground track required to position for a straight-in 3° approach, calculate the distance required based on ~300 ft per nm.

Aim to select gear 2 nm before the descent point and complete the Prelanding Checks (PLCx) 1 nm before.

At the descent point, select Flap 3 and target an initial speed of 130 kt by setting ~60% thrust.

Descending through 1000 ft AGL, reduce thrust slightly to allow the speed to start tapering back whilst using all available visual cues to monitor the glidepath such as PAPIs, 400 ft point and runway aspect.

Approaching 400 ft, set a normal thrust setting (~49%) to achieve the normal speed range on final; from this point the final approach and landing are as per the normal circuit.

Question 23

What is the technique for a flap fail at Flap 0

Answer 23

The VREF is significantly higher (VREF FLAP FULL NO ICE +25 kt)

Higher nose attitudes are required on approach

The bank angle is limited to 20°

TAWS ‘FLAP OVRD’ selection

Approaches to Land or GA only

Question 24

Explain a High Level circuit

Answer 24

The aircraft should be climbed straight ahead maintaining runway track until 1000 ft at which point a climbing turn is initiated using the normal angle of bank

The downwind leg flown at 1500 ft AGL using a similar spacing to the normal circuit although the aircraft may appear closer to the runway due to the different aspect. The RT call is “C/S…Downwind high” plus intentions

Entry to the Final Turn is delayed by 3 to 5 seconds beyond the Normal Circuit entry position

Select Flap 3 prior to the turn, enter using IDLE thrust and set a lower than normal nose attitude of 5° to 7° nose down.

This will give you a descending and gently decelerating turn

You should aim to be 900 ft half way around.

Approaching 600 ft assess your approach path (with reference to the PAPIs if available) and if correct set thrust and adjust the attitude for a normal final turn
Endeavour to be 400 ft AGL over the 400 ft point.

If you are going low, select thrust early; if high, delay the application of thrust slightly but remember that the normal stabilised approach criteria still apply.

If required, adjust you Final Turn entry point for a subsequent circuit.

Question 25

What is WTP for a visual re-join?

Answer 25

W – Wind, tightening, slackening, downwind hdg?

T – Traffic/TCAS - TA only, squawk for circuit and set a suitable TCAS range, ADS-B tablet(s) volume to 0%

P – Pressure setting/QFE

Question 26

Explain an initial join

Answer 26

the initial join is flown via an Initial Point (IP). (Cranwell FOB defines the Phenom IP as 3 nm from threshold, deadside by 100 m.)

As you approach the IP ensure you are displaced sufficiently from any radar traffic and aim to be at 1000 ft and 180 KIAS. At the IP, call “Initial”; ATC will reply with the position of any circuit traffic.
Listen carefully and with the aid of TCAS, lookout and crew discussion, identify other traffic and brief how this may affect you when you turn from the dead side to join the circuit.

On the deadside start to configure the aircraft adjusting thrust to 58% to initiate a gradual deceleration to 140 KIAS and select Flap 1.

While configuring the aircraft, keep a good lookout and listen out.

Turn on to the live side when it will cause the least disruption.

CAUTION. Do not turn onto live side unless you have confirmed the position of all circuit traffic.

Question 27

Explain an overhead join

Answer 27

The overhead join is commenced from 1000 ft above circuit height.

Aim to overfly the in-use threshold perpendicular to the centreline and flying towards the dead side at 180 KIAS clean.

Once on the dead side, reduce to approximately 50% N1, commence a gentle descending turn towards the upwind end of the runway and call “Deadside Descending”.

During this descending turn, ensure that any circuit traffic is positively identified.

Select Flap 1 and aim to decelerate to 140 KIAS as you overfly the upwind threshold, reset 58% N1.

Do not turn onto the live side until you are sure of the position of all circuit traffic.

If required, you can extend upwind.

Continue the turn onto the downwind leg at circuit height and continue as for a normal circuit.