Its 2022 and I Dont Remember Shit Flashcards
What is the V1 cut profile? Not callouts but the whole big picture of how things should go
- The failure happens and you do the procedure
- After HDG AP ON call, PM says “SKW5790 declaring emergency engine fail standby”
- at acceleration altitude, PF calls for flap retraction individually.
- Once flaps are UP and you’re at VFS, PF calls “CONTINUOUS, BANK OFF, QRC_____” (if it’s just a flameout (ENG FAIL), no need to call for a QRC. Fly the plane, once cleaned up and steady, QRH can be called for.
- PM runs QRC
- Once QRC complete, CA assigned radios and controls to FO (If on Fire, FO communicating to return to field for landing, give me a downwind now. If not on Fire, get a hold or delay vectors)
- CA runs QRH (usually ENG FIRE/SEV DAMAGE/SEPARATION).
- Does the fire go out? (If yes you got TIME, so CA should advise FO to let ATC know we don’t need to land right away, get a hold or delay vectors)
- Once that’s complete, 2 in 2 out.
- QRH SE approach/landing
- ABC’s (ATIS, build, but, brief, checklists)
- Once whoever is doing the approach is in control of the aircraft, that individual will call “after takeoff checklist”…. then “descent checklist”
- Then advise ATC you’re ready to shoot approach.
- PM needs to remember when “gear down flaps 3” is called, turn the crossfeed OFF, then chime the FA’s, then gear down
What’s the deal with REF speeds for SE approach?
The SOPM says for any VREF (new), which is what you’re doing by ref FULL plus 20, that you can add up to 20 knots for gusts and wind additive, with no requirement to add any minimum amount.
….. HOWEVER, the sim instructors want you to just not ever add anything regardless of what the winds are. So, your VREF will be VREF FULL plus 20. Then duplicate that for VAP. Then FLAPS 2 for VAC. Then regular VFS.
On a SE go around, what are the basic CALLOUTS?
-missed approach flaps 2 (flaps 2) (Pos rate) -gear up (gear up) AT 400 (If it’s in LNAV and you’re flying the published, just say AP ON) (If it’s a HDG assigned, say HDG AP ON) AT ACCELERATION ALTITUDE -FLAPS 1 (Flaps 1) -(FLAPS UP) (Flaps up) (Flaps up) -CONTINUOUS, AFTER TAKEOFF CHECKLIST (Crossfeed can be turned on at this time. Think after takeoff checklist feed the beast. But there isn’t clear guidance on this specific subject. Ask your examiner and be prepared to do what they say regarding crossfeed on a SE go around)
On an MV you’re always below 10,000. Should you transfer controls to brief and build?
Yes absolutely. Don’t do anything other than fly the plane, even with AP on, just fly the plane and handle radios if assigned that. But the other pilot will be busy. They can set it all up. If you’re pilot flying, just transfer controls, brief it and bug your side, transfer controls back, then call for checklists and then head in for the approach. Don’t multi task as PF other than fly and radios
On an LOE, should you do anything like send for the ATIS while still climbing out below 10K?
Apparently not? Got chewed for that one. Sit there like a vegetable until at least 10,000. Then be VERY familiar with AOV’s. Research what defines the AOV’s, and what they want you to do.
The RNP discontinue procedure is published and easy to find, but what is the “set appropriate altitude” part?
Just set the missed approach altitude, but the examiner will probably give you a specific altitude so set that.
How to fly an ILS PRM breakout?
- ignore the SOPM because it’s confusing and unclear on this.
1. Disconnect the AP and begin a slow bank to the heading
2. Leave the AT on
3. Begin a climb or descent to altitude by ignoring the FD and initially overriding the AT
4. Once PM has the FD setup correctly and you’re already on your heading and either climbing or descending, call AP on.
5. SPEED UP (manual 200)
6. ) flaps 2 gear up
7. ) climb sequence after takeoff checklist
What comes after the windshear escape maneuver
The instructors this year seem to have invented their own way of handling windshear recoveries. Essentially dividing the method between windshear recovery on landing, and windshear recovery on takeoff. (Same concept applies to EGPWS). It is as follows:
On landing: once “windshear warning gone”, PF reduces thrust to climb, then presses TOGA. “Go around flaps 2, positive rate gear up, climb sequence after takeoff checklist.”
On takeoff: once “windshear warning gone”, PF will call “NAV (if on LNAV SID) or HDG, FLCH, AT, AP, climb sequence after takeoff checklist”.
On a rejected takeoff with a fire, the CA will most likely elect to initially fight the fire (unless he deems it immediately necessary to evacuate right away). How does this generally flow?
After “80 knots” is called by FO, FO will call ATC and say “stopping on runway, fire, roll the trucks, declaring emergency”
CA makes announcement “this is the captain. Remain seated with seatbelts fastened.” Then he will say to FO to run, for example, engine fire QRC.
UNLIKE in the air, this QRC is no longer a challenge and response checklist. The FO just does what needs to be done fighting the fire.
Then if needed, CA has FO run the QRC for evacuation.
What is the cadence of events for an engine abnormal start?
Engine abnormal start is detected Memory item accomplished QRC is called for by CA, ran by FO QRH is called for by CA, ran by FO If restart is attempted and successful, great. Don’t forget to write it up on landing.
HOWEVER, if MX is going to be called instead of restarting, WRITE IT UP FIRST (write up engine abnormal start-hot start, etc.)
THEN call MX control.
Big focus this year on ALWAYS WRITE UP FIRST BEFORE CALLING MX REGARDLESS OF ANY SITUATION
On a single engine approach the QRH has you set VREF = FLAPS FULL plus 20. What do you set for VAP?
Always set VAP identical to VREF in any VREF new condition.
You have a V1 cut. You go around. You forget to balance the fuel. You get FUEL IMBALANCE EICAS. Can you just reach up and balance it?
No. Before the message, yes you can. But since you got the message, now you have to run the QRH procedure for FUEL IMBALANCE.
How do you fly a VOR approach?
Preview needles up, use APP mode. It’s literally just a GPS approach but with preview needles for legality. The reason it doesn’t kick you into green needles when you hit APP is because a VOR frequency has a 3 letter identifier. The system knows not to go into green for a VOR. An ILS or LOC is a 4 letter identifier so the system is smart enough to know that you’re just doing a VOR approach. Fly it like a GPS approach just with preview needles.
If you see approach lights at say 300 above minimums as PM, can you call “approach lights, continue”?
No, this year I learned that the “approach lights continue” callout is only applicable when literally AT minimums on a CAT 1. Not before minimums.
Does the PM say “minimums missed approach” on a CAT 1?
This year I learned that the SOPM actually only permits the PM to say “minimums missed approach” if the airplane fails to say it. So really there are no differences between CAT 1 and CAT 2 callouts other than the omission of “approach lights continue” during CAT 2.
