CQ 2021 KV Flashcards
What is meant by the term non annunciated?
- Procedures which are not related to an EICAS message but rather to a condition present in the airplane. Qrh Introduction
Give an example of a threat that has a dedicated memory item but does not trigger and EICAS message?
- Fumes, ENG abnormal start, flight control jam/malfunction, trim run away
“UPSET” has memory item with no EICAS. PUSH ROLL THRUST STABILIZE
What is always the priority in an emergency? When should the checklist be called for?
- flying the airplane is always a priority in any emergency. Checkless should only be called by the PF after the flight path is under control, critical phases of flight (takeoff and landing) have ended and all memory items have been accomplished.
Describe the MEAN acronym as defined in the ERJ SOPM.
- The priority for handling an emergency/abnormal situation M.E.AN. Erj SOPM ch 5- Emergency an abnormal protocol
Unless the situation dictates otherwise, the priority of handling an emergency/abnormal situation is: M- Memory/QRC items E- Emergency items A- Abnormal items N- Normal checklists
I.e. Work through a situation using M.E.A.N so you have an example to back up the answer.
CABIN ALTITUDE HIGH.
MEMORY ITEM- Don oxygen mask, 100%. Crew communication establish.
Emergency- QRC.above 10K when Cabin Altitude high goes off.what generated it? Move on to emergency descent See picture for mea Slow leak? Bang? Rapid decompression… if you have a rapid explosive structural issue you don’t want to go fast because you will add more structural issues so 240 manuavering to not add more once safe altitude QRH two in two out two in FA/pax two out atc/comapy ntsbo pause: between E and A.. two in two out. what is the plan? Divert? Brace? brief people
ABNORMAL-May be no Abnormal or there may be yellow caution is Bleed 1 fail
NORMAL-move on to diversion/ landing
Are all emergency procedures that an ERJ crew must commit to memory found on the QRC?
- No. Rejected takeoff, windshear, EGPWS escape, TCAS, etc.
figure out an etc example:
Describe the actions and callouts of a rejected takeoff.
- see SOPM chapter 4, rejected takeoff, actions and callouts.
SOPM EFB page 160,161.
The pilot first noticing the condition or malfunction identifies and announces it.
CP - Decision to reject takeoff *”REJECT” or “REJECT, MY CONTROLS” * Reduce thrust levers to idle, disconnect AT, and apply reverse trust as necessary *Verify or apply maximum breaking *Use reverse thrust as necessary *Smoothly return thrust levers to idle FO- Decision to reject takeoff *Monitor airplane deceleration status *Verify reverse thrust *Cancel any aural warnings *Call out: “80 KNOTS” * Advise ATC. “Skywest is rejecting on the runway”
CP - When the airplane is stopped.
*Set parking brake
*Communicate with FAs and passengers as necessary
“THIS IS THE CAPTAIN REMAIN SEATED WITH YOUR SEAT BELT FASTENED”
Initiate one of the following actions based on the conditions in the aircraft and after clear communication with the flight attendants:
~No emergency Action- Taxi to gate
~Evacuation
*Request appropriate checklist, when applicable
FO - When the airplane is stopped.
*Perform appropriate checklist, as applicable
CP & FO- When emergency evacuation is required.
*Comply with emergency evacuation procedures
Why are some EIcas messages inhibited during takeoff including nearly all CAUTION messages?
- To prevent the CAUTION messages from being a nuisance. AOM vol 2 warning systems, EICAS messages inhibition.
Unable to find this answer, only EICAS messages at the end of each chapter in AOM volume two.
Study guide: “From 80 kn on takeoff to 400 feet caution messages are inhibited. From 200 feet on landing to 30 seconds after touchdown caution messages are inhibited.”
Does the SOPM direct crews to reject a takeoff for caution messages?
No. “If we have an engine failure or emergency prior to V1 we will execute a rejected takeoff procedure… “. ERJSOPM 3
SOPM chapter 3. Page 53. Departure briefing example.
With the EICAS presentation, why are aural warnings necessary?
- Aural warnings are used when pilots need immediate knowledge without having to look at a visual display or indicator. AOM volume 2 warning system, aural warning.
Chapter 14-15. Page1,101.
What is significant about a voice message, i.e SINK RATE, TRAFFIC, etc.?
- Voice messages are generated whenever a potentially dangerous condition exist. AOM volume two warning systems, voice messages.
Pge 1,103. Voice messages are generated whenever a potentially dangerous condition exist As determined by the EGPWS, TCAS, and windshear detection system. Some voice messages can be canceled, but others are only canceled when the cars that activates them ceases.
Speaking of voice messages, what item(s) trigger a takeoff configuration warning when thrust is applied?
*Flaps not in takeoff position. Flaps position is not in agreement with the flaps position selected in FMS takeoff page 2/2. Parking brakes are applied. Pitch trim is out of green range. Any spoiler panel deployed. AOM volume two warning systems, voice messages.
Pge 1105. A dedicated Aural warning indicates that the airplane configuration is not in suitable takeoff condition. The Aural warning is activated whenever the airplane is on the ground, thrust is applied and at least one of the following conditions is met;
-Flaps are not in take off position. “NO TAKEOFF FLAPS”
- Flaps position is not in agreement with a Flaps position selected in the FMS takeoff page 2/2. “NO TAKEOFF FLAPS”
-Parking brakes are applied.”NO TAKEOFF BRAKES”
-Pitch trim is out of the green range. “NO TAKEOFF TRIM”
-Any spoiler panel is deployed.”NO TAKEOFF SPOILER”
More than one morning may be generated if more than one condition is Matt. A test but it is provided to allow checking the takeoff configuration by simulating power levers and advance position. If the airplane is and takeoff and vision creation, the voice message takeoff OK it’s generator. If the airplane is not set for takeoff configuration, the oral morning referred to the associate takeoff consideration deviation is generated.
What are some contributing factors as to why pilots attempt takeoffs with only one engine running?
- Contributing factors: ATC late runway/clearance changes. Operational pressure. Pilots indicated they needed to slow down to catch the single engine configuration error. Ineffective application of before takeoff configuration checklist. Rapidly changing weather. Complex SID related distractions.
Root causes, Skywest safety department, ineffective checklist discipline and the failure to recognize threats related to technology/distractions and effectively apply TEM.
After the completion of a rejected takeoff when can the airplane exit the runway?
- The airplane remains on the runway until it is absolutely clear that an emergency evacuation is not necessary and the entire scenario analyzed. ERJ SOPM CH 4-RTO.
Pge 161
Describe a windsheer warnings actions and callouts.
- ERJSOPM chapter 4, windshear.
Pge 260, 261. A warning windshear is annunciated during approach. PFD: WSHEAR (red)
Voice message: “WINDSHEAR, WINDSHEAR, WINDSHEAR.”
When windshear warning is encountered: Advanced thrust levers to max and press the toga button. Follow flight director guidance. Do not change flaps or landing gear configuration until out of the windshear condition and terrain clearance assured. Reduce thrust to climb power, retract landing gear and slats/flaps when the airplane is out of the windshear condition.
PM callouts: PM states “CLIMBING” or “DESCENDING” based upon VSI indication until the aircraft Has returned to the safe airspeed an altitude. When the radar altimeter in case less than 1000 feet AGL and the airplane is descending, the PM calls “DESCENDING ____” Based upon the RA value observed. “DESCENDING 700” “DESCENDING 600”
When the caution/warninG WSHEAR Indicator on the PFD disappears, the PM states “WINDSHEAR WARNING GONE” “WINDSHEAR CAUTION GONE”
How will selecting LLVL WIND SHR in ACARS affect performance?
- T/O 1, Optimized flap setting. ERJ SOPM chapter 4, windshear.
Pge 150, 163. No flex thrust.
Where would a crew find windshear performance information if the ACARS were inoperative?
- Contact the dispatcher. ERJ SOPM chapter 4, windshear.
Describe the EGPWS escape procedure actions and callouts.
- ERJ SOPM chapter 4 approach, EGPWS.
Pge 251.
Upon receiving EPGWS warning;
PF-
- Disengage the auto pilot
- Simultaneously advance thrust levera to MAX position and set pitch 20° to maintain pitch on PLI, respecting stick shaker and buffet
- Retract spoilers (when required)
- Maintain present airplane configuration (gear/flaps) until terrain separation is achieved
- Climb to the MSA or MORA
- Clear of terrain, resume level flight
- Retract gear and flaps (when required)
- Engage auto pilot
- Resume normal speed
PM-
- Verify all required actions have been performed
- Communicate with ATC
- Turn FSTN BELTS ON
- Scam for visual reference
- Call out radar altimeter indications
- Read MFD terrain indications to check obstacle height, guides for the best course of action, and indicates when obstacle has been cleared
MORE ON PAPER STUDY GUIDE
Describe the pitch target/presentation on the PFD during the EGPWS escape.
- ERJ SOPM chapter 4 approach, EGPWS. Note, ensure the crew distinguishes between airplane symbol in flight path angle.
Wasn’t able to find this answer. Study guide answer;
On the PFD we set the “black airplane symbol” that represents the airplanes pitch on the 20° mark on the attitude indicator. While setting the “black airplane symbol” on the 20° mark we also have to monitor the PLI’s and make sure we don’t set the pitch above those. Once we are clear of the terrain and want to level off we can transition back to the “green airplane symbol” that represents the flight path angle and place the “green airplane symbol” on the horizon on the attitude indicator line.
On the terrain awareness display what does a solid red color indicate?
- Approximately 30 seconds from impact. AOM volume two warning system.
Pge 1116.
- Solid red. Warning to rain approximately 30 seconds from impact.
- Solid yellow. Caution terrain. Approximately 60 seconds from impact.
- High density red dots. Terrain that is more than 2000 feet above airplane altitude.
- High density yellow dots. Terrain that is between 1000 feet and 2000 feet above airplane altitude.
- Low density yellow dots. During that is between 500 feet (250 feet with gear down) Below and 1000 feet above airplane altitude. *Solid green. Highest terrain not within 500 ft (250 ft with gear down) ft of airplane altitude. May Appear with dotted yellow terrain when the airplane altitude is within 500 feet (250 feet with gear down) of terrain.
- High density green dots. Terrain that is in the middle elevation band when there is no red or yellow terrain areas within range of the display.
- Low density green dots. Train that is in the lower elevation band when there is no red or yellow train areas within range of the display.
- Light density cyan dots. Train elevation equal to 0 feet MSL.
What do you high density yellow dots indicate?
- Terrain is 1000’ to 2000’ above the airplane. AOM volume two warning system.
Pge 1116
What are the PFs actions during a resolution advisory, RA?
- Erj SOPM chapter 4, RA. Auto pilot disconnect. Autothrottle disconnect. Pitch fly-to zone. Thrust as required.
Pge 172. PF- Auto pilot… Disconnect Autothrottle… Disconnect Pitch… (Green rectangle) fly to/zone Thrust… As required
As much as possible, clear the air space in which you maneuver. Adjusts vertical rate promptly and smoothly. Keep the VSI needle outside the red band pitching for the fly to/zone.
Receiving the “CLEAR of CONFLICT” aural, return to your assigned altitude quickly and smoothly, unless directed otherwise by ATC.
Study guide;. Once you hear “CLEAR of CONFLICT” then you can return to your assigned altitude by calling for the fantastic four. HDG. FLCH. AP. AT.
Pm-
Monitors the airspeed an altitude and calls PF attention for altitude or airspeed to low or airspeed close to maximum. Keep scanning for visual contact with the intruder. Advises ATC as soon as possible that you are climbing or descending in response to a TCAS. RA.
What is “Upset”?
- ERJ SOPM chapter 5, upset.
Unintentionally exceeding the parameters normally experienced in line operations or training. Pitch greater than 25° nose up. Pitch greater than 10° nose down. Bank greater than 45° or airspeed inappropriate for the conditions.
Pge 301
And absent is defined as unintentionally exceeding the parameters normally experienced in line operations or training. In other words, the aircraft is not doing what it was commanded or expected to do and is approaching unsafe parameters i.e. stalls, roll upsets, nose high and nose low attitudes. The following unintentional conditions generally describe an aircraft upset:
Pitch attitude greater than 25° nose up. Pitch attitude greater than 10° nose down. Bank angle greater than 45°. Or flight within the above parameters, but at an airspeed inappropriate for the conditions.
What is the Upset recovery procedure?
- ERJ JSOPM chapter 5, upset recovery.
Recognize and confirm. Disconnect. Push, roll, trust, stabilize.
Pge 303
*Recognize and confirm.
Upon recognizing an upset situation either pilot will call out UPSET. Assess the energy state of the aircraft. Upset is confirmed by cross checking the flight instruments, and if available by using outside references.
*Disconnect.
Disconnect the autothrottle. Do not follow the flight director during the recovery.
* PUSH.
Unload the aircraft. Although the PUSH step does not always require forward pressure, it will almost always call for unloading the aircraft. Unloading the airplane improves role effectiveness even when beyond 90° of bank. Unloading 0.5 G, feeling light in the seat, maintains positive G load and decreases stall speed by 30%. Manage the angle of attack. Apply smooth, deliberate, and positive control inputs to avoid unacceptable load factors and secondary stalls. Avoid cyclical or oscillatory control inputs to prevent exceeding the structural limits of the airplane. PUSH is accomplished with neutral ailerons and rudder. AOA must be reduced prior to rolling. Applying rudder during an upset, unless required for adverse year, may result in a spin or lead to structural failure. Trim as necessary.
WARNING: If the airplane is stalled, recover from the stalled condition before continuing with the remainder of the upset recovery procedure. Maintain reduced AOA until stick shaker ceases and airspeed is greater than green dot. At high altitude, maintain nose down -5 to -10° until the aircraft is out of the stall or slow speed condition. In extreme situation, increase nose down attitude may be required.
*ROLL-
Manage the lift vector orientation by rolling towards the sky pointer the shortest direction to wings level without pulling on the elevator. Avoid pulling all together. NOTE: During a nose high upset, if the elevator is an effective at reducing pitch, roll aircraft to a bank and all that starts the nose down. The angle bank should not normally exceed 60°.
*THRUST
Manage aircraft energy. You stressed and speed breaks as required. Up to maximum thrust may be necessary..
WARNING: Hi energy attitudes may require immediate reduction of thrust.
Note: adding thrust with under wing mounted engines will cause a pitching up moment, increasing angle of attack and possibly aggravating the upset. In normal mode, the flyby wire functionalities automatically neutralize any pitch up tendency caused by engine thrust. In this case, applying max thrust during the stall recovery Procedure should not result in a pitch up tenancy. Additionally, setting the thrust levers to MAX position automatically disengages the auto throttle Andrew tracks the speed breaks, reducing the workload during the recovery. Indirect mode, no flyby wire high-level functionality is available. More control column input may be required to produce the same pitch change.
*STABILIZE
return to normal flight path i.e. applicable profile and configuration. After stabilizing the aircraft, implement the threat an era management model as applicable. Study guide. Place the green airplane on the horizon, I just saw stress is necessary, call for the fantastic four. Heading, FLCH, AP, AT.
WARNING: Excessive use of pitch trim or Rutter may aggravate the upset and may result in excessive kilos. At high altitudes :-) return to normal flight, remaining at or above green dot.
CHART AND CALL OUTS PAGE 305.
During engine start, you suspect a hung start. What is the memory item?
- Affected engine. Start/stop selector. Stop.
QRC
AOM 2- 40, perform QRH NAP 1-6.
In the initial climb, you experience a sudden uncontrollable pitch up tendency and you suspect a pitch trim run away. What action would you take?
- A/P disk button…Press and hold. Pitch trim sys 1 and sys 2 cut out buttons….Push in.
QRC
SOPM attachment 2, QRH NAP 1-15.
Excessive pitch up tendency has been alleviated but to help compensate for more coordinated flight utilize the YAW or ROLL (?) trim, you can see it moving quickly to left. What memory items required to stop it?
- A/P DISC BUTTON….. PRESS AND HOLD.
Qrc
SOPM attachment 2, QRH NAP 1-15.
While climbing out 15,000 feet you receive a CAB ALT HI EICAS message, what is your response?
- OXYGEN MASKS….DON.
100% CREW COMMUNICATION ESTABLISH.
SOPM attachment 2, Qrh nap 1-15.
Study guide. Start an emergency dissent using accuracy. Once it emergency dissent is established and do the cabin altitude hi cure H. If the cabin altitude reaches 14,500 feet then set the master play selector to override. Once the mask usage is not necessary, the pilots must close the oxygen master which box doors and press the reset button enabling headset microphone booms to work again. Once at 10,000 feet finish the courage procedure and accuracy procedure call the flight attendants using the Ymer button and give them a NTSBO. Then we’re going to diversion. Call maintenance. Write it up.
While descending, the flight attendants call with the EMER button, they state that a first class passengers laptop is emitting smoke. You see no active smoke in the cockpit. What is the best course of action?
- OXYGEN MASKS…DON, 100%
CREW COMMUNICATION… ESTABLISH
QRC SOPM ATT 2, PERFORM QRH S1-3.
Study guide. Smoke, fire, or fumes without an EICAS warninG QRH.If the smoke becomes too dense then use the smoke evacuator procedure. How many rows conflation see?. It’s a source of the smell cannot be determined or removed and the curate has you do an emergency dissent while trying to isolate the source of smoke. Then work on a diversion.
Shortly there after you see active smoke coming from under the cockpit door. What if anything changes in regards to your require procedures?
- OXYGEN MASKS..DON, EMER
CREW COMMUNICATION …ESTABLISH
PRESSURIZATION DUMP …PUSH IN
SOOM ATT 2 QRH S1-2
Study guide. This QRH eventually leads you to an emergency to send in a diversion. Call maintenance write it up.
As you declare the emergency with ATC to get vectors back to the airport, you receive an EICAS message (BATT 1 OVERTEMP). What is the memory item?
- ASSOCIATED BATTERY..OFF.
verify using qrc SOPM att 2, followed by qrh EAP 5-1.
Study guide: Look at the electrical synoptic page to monitor the battery temperature. That one over temp cure age. Call me answer it up.
While turning final, they control column (pitch) appears to be jammed, what should you do?
You know I have pitch authority, but it appears you have no ROLL authority as a result. What now?
- ELEVATOR DISCONNECT HANDLE…PULL
SOPM ATT 2 perform Qrh nap 1-22
Study guide.Jammed control wheel. Pitch. QRH.
*Aileron Disconnect handle… Pull
SOPM ATT 2, QRH 1-16
Study guide. Curacy, QRH, call maintenance, write it up. Jammed control wheel ROLL.
You finally made it to short final, the landing is assured, and crash fire and rescue is waiting for you midfield. Once on the runway you can no longer maintain the centerline with the rudders, what action may be required to maintain on the runway?
- STEER DISC SWITCH..PRESS. Steer the airplane using differential braking and rudder.
SOPM ATTACH 2 QRH 1-16.
Study guide. QRC, QRH call maintenance write it up
List four of the seven conditions require the pilot to manually abort the start.
- no positive oil pressure within 10 seconds after N2 speed starts to increase.
- Oil pressure stabilizes below the engine limits.
- No ITT within 30 seconds after initiation of fuel flow. (No light off)
- ITT exceeds start limit (815° C HOT).
- During inch and start with a Tailwind, when a positive increase of N1 Is not indicated before starter cut out (50% N2). In this case, the airplane is re-position prior to and just start to minimize Tailwind affects.
- N1 and/or N2 failing to accelerate to stable idle speed (hung start).
- An intermittent electrical pneumatic or start malfunction occurs before the starter disengagement.
SOPM CH 4. Engine start abnormal engine start indication.
