Effects of Controls- AC Flashcards
What are the principal duties of the PM?
Checklists - Read (‘challenge’) and check ‘response’ for all Normal and Emergency checklists. Ensure all checklists are completed.
Services - Confirm Limitation called by PF, Operation, and Indication.
R/T- Operates the primary radio in all phases of flight apart from the visual circuit.
F/D - Selects modes as directed by PF with AP disengaged.
FMS - Programmes the FMS as directed by PF.
Altimetry - Initiates altimeter checks in climb/descents iaw SOP.
Lookout - Arc of responsibility.
What are the types of PM intervention?
Probe
Direct
Interject
What is the taxying procedure?
When ready to taxy place the heels on the rudder pedals with the toes on the brake pedals. The pressure should be held by the toes and the parking brake released.
To start the aircraft moving, release the brake pressure and increase the thrust slightly, until the required taxy speed is achieved, then set idle thrust.
When first setting off, squeeze the brakes gently to ensure they are functioning correctly; there is no requirement to come to a complete stop.
To stop the aircraft set thrust to idle and smoothly apply the brakes to achieve the required rate of deceleration.
As speed reduces gradually reduce the brake pressure to stop smoothly, and if appropriate apply the parking brake; the brakes on the Phenom are powerful and practise will be required to achieve smooth, symmetrical braking
What is the turning radius for the phenom?
The rudder pedal nose-wheel steering (18°, 17 m turning circle, curb-curb)
To perform tighter radius turns asymmetric thrust and differential braking are required to caster the nose wheel to its maximum (35°, 8.5 m turning circle).
What are the taxy speeds?
The maximum taxy speeds are 10 kt Ground Speed (GS) on airfield aprons and 20 kt GS on manoeuvring surfaces.
What are the Take-off Line-up/Entering Rwy procedures?
Crew should ensure Pre Take-off Checks are completed.
clearance to enter the runway has been received and acknowledged.
PF should call for Rwy Checks
Crew should confirm that the approach is clear visually and on TCAS before entering the active runway.
PM should select the Strobes ON once cleared onto the runway, and the Landing light ON when cleared to take-off.
PF should line up on the centreline and check RWY QDM before verbally confirming the correct runway, e.g. “Rwy 26” ( N.B at some large airports there may be several parallel runways with the same QDM, e.g. 25L, 25C, 25R)
PF should select into wind aileron if required and hold the aircraft in position using the toe brakes only; the parking brake should not normally be applied once on the active runway.
Takeoff
What are the Take-off - PF’s Duties?
Confirm the RWY Checks are complete (confirmation of the landing light selected ON will indicate the receipt of take-off clearance)
Release the toe-brakes and advance the thrust levers (TL) to a mid-thrust setting; confirm that there is a normal symmetric engine response
Advance TL to TOGA
Keep one hand on the thrust levers until “V1” (or VR if V1 = VR)
Maintain the centreline using small rudder inputs; differential braking must not be used
Upon hearing the PM call “70 kt”, reply with “Check” to indicate no pilot incapacitation
At V1 (or VR if V1 = VR), place both hands on the control column
At VR a progressive pull on the control yoke with both hands should be initiated and the aircraft rotated visually to the take-off attitude as indicated by the Flight Director; this is approximately 9° nose-up and the rate of rotation is approximately 3°/s
What are the PM’s Duties on take off?
Confirm that demanded thrust is equal to thrust set
Confirm that the ATR caption is green
Monitor the engine instruments and EICAS
Crosscheck both ASIs and at 70 KIAS call “70 kt”
On reaching V1 call “V1” (unless V1 = VR)
On reaching VR, call “Rotate”
Once safely airborne what sequence of events should be followed?
The PF should call “Positive rate - Gear UP” and the PM will silently confirm that a positive rate is being achieved, either visually or by reference to the VSI and the Flight Path Marker (FPM), state “Confirmed” and make the gear up selection.
The PM will then silently check the correct operation and indication of the service before stating its final position “Gear up”
When at/or above VFS and 400 ft AGL the PF will call “VFS, 400 ft - Flaps Zero”. If content, the PM states “Confirmed”, selects Flap 0 and checks operation and indication. If the intention is to remain in the visual circuit then a slightly different procedure is used.
The PF should now retard the TL from TOGA to CON/CLB and allow aircraft to accelerate to the pre-bugged 180 KIAS climb speed
The PF calls for the After Take-off Checks to be actioned by the PM
How should the aircraft be trimmed?
Worse first then E-R-A
What CRM procedures are associated with turns?
The PF will brief the crew on the type and direction of turn and the roll-out heading, e.g. “This will be a steep turn to the left rolling out on a heading of 030°”
The PM will set the heading bug onto the roll-out heading briefed
The PF and PM will both carry out a thorough lookout through their arc of responsibility and in turn call “Clear R(L)”. Any rear crew on intercom will also assist with clearing the area or highlighting a potential conflict.
The PF will check the TCAS display to ensure that there are either no potential conflicts: “Clear TCAS” or describe the relative height and position of relevant traffic “One contact,
2 o’clock, 3000 ft above, no threat”
The PF will then initiate the turn
With 30° degrees of turn remaining the PM will call “Approaching heading”
Once rolled out of the turn, the PF/PM will clear the area that was masked by the wing before calling “Down-going wing clear”
What thrust setting is required for 180 Kias?
67% N1
What thrust setting is required for 240 Kias?
78% N1
Explain the entry for a turn
Before commencing the turn the aircraft should be stabilised in straight, level balanced flight and on briefed datums.
After completing the CRM elements listed above, look straight ahead and use visual cues to roll to 30° AoB (45° AoB) with a squeeze of rudder to balance the aircraft.
Increase thrust by approximately 2% N1 (5 – 7% N1) to maintain 180 KIAS and increase back pressure to maintain level flight.
Explain the exit for a turn
With 30° of turn remaining, the PM should call “Approaching heading”.
One third of the AoB anticipation is required for the roll-out.
With 10° (15° for steep turn) of turn to go, look to the front and select the straight and level (S & L) visual attitude, appropriate thrust setting and balance the roll-out with rudder.
Check down going wing
Get back on datums
If you have adjusted the pitch trim in the turn, retrim accurately before resuming the normal work cycle LAI.
How do the flaps work?
The flap selector sends signals to the flap control unit, which performs a BIT (Built-In-Test) causing a pause before actuating the flap movement from Flap 0 to Flap 1.
What must you do to maintain S&L flight whilst operating the flaps?
the PF must anticipate an initial trim change and subsequent increase in lift which will require him to progressively lower the attitude and trim.
FLAPS DOWN – NOSE DOWN, TRIM
FLAPS UP – NOSE UP, TRIM
What effect will the flaps have on KIAS?
The selection of Flap 1 will result in a loss of approximately 10 kts of airspeed if no adjustment is made to the thrust set.
What effect does the landing gear have?
The selection of the landing gear to the down position does not affect lift but creates a significant amount of drag. Thrust must be increased by approximately 10% N1 to maintain the previous airspeed.
What work cycle must be used when configuring the aircraft?
FLAP – GEAR – THRUST
How is the GA flown by the PF?
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 107kts 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
Request the After Take-off Checks
Level off as appropriate and ask for removal of FD if not required.
What are the responsibilities for the Altimetry?
The PF is responsible for ensuring that altimeter checks are carried out.
After any change to an altimeter sub scale setting, LHS pilot must confirm the pressure settings on PFD and IESI, RHS pilot setting on the other PFD and all altimeter readings are then compared
Altimeter checks should normally be initiated by the PM stating level passing and cleared level and acknowledged by the PF. “Passing FL 080 cleared FL 050”
The PM shall call “One thousand to go” to any cleared Flight Level (FL)/Altitude/Height, and this should be acknowledged by the PF. From this point onwards the priority is to monitor the level-off to prevent a level-bust
The PM should call “Approaching level” at 200-300 ft to the cleared level
In addition, the following checks shall be made:
Climb. Altimeters should be cross-checked at FL 100/10 000 ft and every 5000 ft above and prior to entering RVSM airspace
Descent. Altimeters should be checked every 5000 ft above FL 100/10 000 ft and every 1000 ft below
Safety Altitude (SAlt). Both pilots must acknowledge descending below SAlt
To descend below SALT you must …
Compelled to do so in an emergency
In visual contact with the surface
In receipt of a suitable radar service from an ATC unit, with vectors to an approach or a radar let-down/cloud break
Flying an approved terminal approach procedure
How do you minimise an RA during climbs or descents?
The final 1000 ft to any cleared FL/Alt/Hgt should be flown at 1500 ft/min or less.
How do you calculate ToD?
TOD Distance from airfield = 3 x Height to lose (in thousands of ft) - Distance required from field at BOD ± wind allowance
How is the standard descent flown?
Ensure that the aircraft is clean
Lower the nose to ~7° ND (S-H-T)
Allow KIAS to increase to 200 KIAS, then select idle thrust
Adjust the attitude to maintain 200 KIAS (~5° ND) and trim
Monitor the descent profile and adjust as necessary
If required the speed brake may be selected OPEN in order to increase the RoD
How is the performance descent flown?
M 0.68 to 30 900 ft
Adjusting to 250 KIAS when below 30 900 ft
Maximum rate of descent 3000 ft/min - Thrust A/R.
What speed is the Emergency Descent flown?
Flown at 250 KIAS with speed brake selected OPEN and the landing gear down; if speed brake is not deployed the maximum KIAS after landing gear extension is 275 KIAS/MMO.
How is the Emergency descent with AP remaining engaged flown?
Control Wheel Steering - Consider using it to expedite initial descent
ALT SEL - Select 3 ‘winds’ counter-clockwise(target Altitude not set below MSA)
FLC - Select
SPD SEL - 3 winds clockwise
Thrust Lever - IDLE
Landing Gear - Down
SPEED BRAKE - (Check KIAS >182 kt ) – select OPEN
ALT SEL - Adjust to Set 10 000 ft /MSA
SPD SEL - Fine Tune/250 kt KIAS
Configuration - Confirm gear and speed brake indications
What does the TCAS RA Mandate?
A response with 5 secs and at a pitch rate of 0.25 g and will generate vertical speeds of 1500-2000 ft /min.
What are the TCAS RA MI’s?
AP PF Disconnect
Pitch angle PF Promptly adjust pitch to demanded green sector
Radio call PM ‘TCAS RA’
Attitude PF Monitor to maintain pitch angle and VSI in green sector.
Roll wings level if required and thrust as required. Any TCAS reversal should be
followed promptly until ‘Clear of Conflict’
Radio Call PM Report ‘Clear of Conflict’
When would you use TA only?
During stalling exercises
As lead ac when flying in a formation
In the visual circuit pattern
When dictated in FRCs e.g. OEI
