SAAB 340 Line Training

Question 1

Fuel Tankering; What should be considered when calculating fuel to be carried?

Fuel Tankering Policy PPM 11.3

Answer 1

1. Do not tanker more than round trip fuel.
2. Minimise fuel from outports.
3. Minimise unnecessary fuel margin above the minimum sector fuel from outports.
4. Maximise fuel from approved city pairs but not compromising payload.
5. Saab crew should maximise tankering from hub airports but no compromising payload.

Fuel Tankering Policy PPM 11.3

Question 2

Fuel Tankering; Can flight crew uplift whatever fuel they want at outports?

Fuel Tankering Policy PPM 11.3

Answer 2

Yes, but if fuel uplifted creates difference between FOB and minimum fuel required which is more than 100 kg, a brief reason of the margin fuel is to be noted on the comments section of flight log (EFL/DFL).

Fuel Tankering Policy PPM 11.3

Question 3

Automation Usage; When must the PF have their hands and feet on controls/power levers?

FCOM Chapter 3 3.14.7 Autopilot/Flight Director Usage

Answer 3

1. During an instrument approach or;
2. Whenever AP engaged below 1500 ft AGL.
   * 1 hand on control wheel
   * for approach only 1 hand on power levers
   * both feet on rudder pedals

FCOM Chapter 3 3.14.7 Autopilot/Flight Director Usage

Question 4

Automation Usage; before selecting ALT on MSP what ROC/ROD shall you be less than?

FCOM Chapter 3 3.14.7 Autopilot/Flight Director Usage

Answer 4

1500 fpm.

FCOM Chapter 3 3.14.7 Autopilot/Flight Director Usage

Question 5

Automation Usage; When should 1/2 BANK be selected ON?

FCOM Chapter 3 3.14.7 Autopilot/Flight Director Usage

Answer 5

• OEI Departures/Climb (including OEI GA) Once at crusing altitude 1/2 BANK may be turned OFF
• Moderate/Servere Icing.
• All operations below Venr+10 (Flap 0)(Venr+20 in Icing) or V2+10 (Flap 15)(V2+20 in Icing)

ALL other operations 1/2 BANK OFF icnluding IAP (AEO & OEI) except reversal proc with a wide base turn where 1/2 BANK may be used for the turn.

FCOM Chapter 3 3.14.7 Autopilot/Flight Director Usage

Question 6

When can you let the FA go after take-off?

PPM 12S.14.9 Cabin Service Signal After Take-off

Answer 6

at 1500 ft AGL & above MSA if Captain confident that it is safe and comfortable for FA.

PPM 12S.14.9 Cabin Service Signal After Take-off

Question 7

Thunderstorm Avoidance:
1. Before T/O
2. After T/O
3. Cruise
4. Descent and Approach to Land

PPM 12S.22.5 Thunderstorm Avoidance

Answer 7

• Before T/O
  1. Do not start take-off if active TS is approach and will be withing 5NM of the aircraft directly after T/O.
• After T/O
  1. If clear path not available on departure track, hold the aircraft clear of TS until departure track clear or alternative track is alloted by ATC.
• Cruise
  1. Normal Avoidance must be made (refering to FCOM)
• Descent and Approach to Land
  1. Fly aircraft clear of TS either by holding or flying an alternative approach trackl. The circuit and approach to land not closer than 5NM to TS.

Question 8

Low Visibility Take-off:
1. When do the procedures apply?
2. Flight crew who are able to perform the take-off?
3. Minimum visbility for airport and runway confirmed?
4. Does a departure alternate need to be avaliable?
5. Can the pilots assessment of the RVR replace the reported RVR/RV and at what point?
6. Can you perform an intersection departure?
7. What changes must happen to the taxi brief?
8. Standard calls when deviation from centreline greater than what?

RV/RVR = Runway Visibility & Runway Visual Range.

FCOM Chapter 4: 4.5

Answer 8

1. VIS < 550RV/RVR at Controlled Aerdrome.
2. Qualified crew from left seat ONLY.
3. • REDL (Runway Edge Lighting) spacing intervals not > 60 metres
   • RCLM (Runway Centreline Markings) clearly visbile, or RCLL (Runway centre line lighting)
   • No NOTAM affecting low vis take-off or taxi routes
   • No MEL prohibiting reduced vis take-off
   • check weather conditions.
     RV/RVR between 550 & 350 metres. TDZ 350, MID 350, END 350, MAX XWIND 15 kts.
4. Yes departure alternate must be ensured avaliable.
5. Yes it can in the initial part of the take-off run.
6. No intersection departures.
7. The taxi brief must be detailed.
8. 2 metres and PM calls STEER LEFT/RIGHT with PF response CHECKED.

Question 9

PPM Reduced Visibility Operations:
1. What visibility requires the Take off to be left hand seat only?
2. What does it mean when the visibility is 800m or less?

PPM Chapter 12S - 12S.22.2 Reduced Visibility Operations

Answer 9

1. Less than 1000m unless PIC deems safey is enhanced by substituting the PF role.
2. Only one aircraft or vehicle can manoeuvre on the around at any uncontrolled aerdrome.

Question 10

Wind Shear Escape:
What is the windshear escape manoeuvre?
What is standard phraseology for
1. Clear of Wind Shear and initiating ATC instruction or procedure
2. Clear of Wind Shear and clearance of instruction has been resumed
3. When given an instruction contradictory of escape manoeuvre

FCOM Chapter 5: 5.30.6

Answer 10

• PF or PM call “WIND SHEAR”
• PF call “WIND SHEAR ESCAPE”
  1. P/L - Advance to 80% Tq
  2. Simultaneously pitch up to G/A attitude if on approach OR higher than normal lift-off attitude on departure, to check rate of descent.
  3. Accept airspeed loss to that approaching stall warning/stick shaker speeds, as applicable or until rate of climb is commenced. DO NOT STALL.
  4. Climb straight ahead.
• PM - Apply rated power or max avaliable power.
• PM - radios “WIND SHEAR ESCAPE”

NOTE: Delay flaps and gear if ground contact possible during shear. Do NOT retrim until stabilised condition have again been established.

Once ground contact is no longer possibility
* PF calls “GOING AROUND”
* PF & PM apply normal G/A procedures.

Phraseology:
1. PM “ REX …. Clear of Wind Shear, Returning to (ATC clearance or instruction and/or procedure)”
2. PM “REX …. Clear of Wind Shear, ….(ATC clearance or instruction and/or procedure) resumed”
3. REX …. Unable to comply, windshear escape”

Question 11

Land & Hold Short Operations (LAHSO):
1. What is LAHSO?
2. What is participating aircraft Active and Passive mean?
3. What conditions need to be met for LAHSO?

AIP ENR 1.1 - 7. Page 39 Land & Hold Short Operations.

Answer 11

1. LAHSO are operations where an aircraft can be landing on one runway whilst another is landing or taking off on a crossing runway.
2. Active = When an aircraft is issued a hold short requirement and is alerted about traffic on crossing runway.
   Passive = When an aircraft has unrestricted use of the full runway length and is alerted about traffic on crossing runway.
3. • NOT > 20kt crosswind
   • NOT > 5kt tailwaind dry runway
   • no tailwind when runway not dry.
   • simultaneous take-offs By DAY ONLY
   • simultaneous landings by DAY & NIGHT
   • Celing not < MVA and VIS not < 8km but may be reduced by ATC to 5km.
   • If runway WET braking must be reported as GOOD.

Question 12

Stabilised Approaches:
1. What is a stabilised approach characterised by?
2. When should an approach be stabilised by and what is the criteria that needs to be met from that point?
3. What is the MAX bank angle during descent from the MDA on a runway aligned approach or 300 ft AGL on Visual Approach?
4. What rates of descent should not be exceeded?
5. What deviations are considered not acceptable?
6. When should a missed approach be conducted?

Answer 12

1.
* Constant angle & ROD to Touchdown point where landing manoeuvre begins.
* All appropriate checklists and briefings completed before approach
* Stabilised from the FAF for runway aligned IAP OR 300 ft. in other cases.

2. Stabilised from the FAF for runway aligned IAP OR 300 ft. in other cases.
   * Aircraft on TRACK
   * Aircraft on allowable slope i.e Vertical Guidance
   * In Landing configuration (flap 35 may be delayed until 500 ft AGL)
   * Speed in acceptable range
   * ROD is not greater than 1000fpm
   * Power setting appropriate from landing config selected
   * Pilot flying require only normal correction to maintain track and profile to the TDZ.
3. Should NOT exceed 15 degrees.
4. 2000fpm below 2000ft AGL and 1000fpm after FAF or below 1000ft AGL is VISUAL. (IF IAP approach profile require ROD > 1000fpm past FAF, special approach brief should be given).
5. Frequent or sustained deviations caused by poor pilot performance not acceptable.
6. If TAWS/GPWS warning triggered any time during approach, or if other criteria cannot be maintained from the above relevant minimum altitude/position to the landing flare unless PIC believes doing so reduced safety of operation.

Question 13

TAWS/GPWS Warning In Flight:
In response to a TAWS/GPWS in IMC or at NIGHT pilots must immediately do what?
What about in VMC?
Does a report need to be made?

FCOM Chapter 5: 5.21

Answer 13

1. Disconnect AP, wings level, simultaneously pitch up at 2-3 degrees per second to best angle of climb attitude approx 12 deg.
2. Apply MCP and execute pull up action
3. Continue maximum climb stright ahead until visual and aural warning cease.
4. Monitor radio altimeter for trend towards terrain contact, adjust pitch accordingly
5. Advice ATC as required

• Duing the day in VMC pilots should assess the warning and take whatever corrective action is required.
• Report to be made if TAWS warning at night or in IMC.

Question 14

Stall Recovery:
1. What identifies a stall onset?
2. What is the reccomended procedure when recovering?

FCOM Chapter 5: 5.28

Answer 14

1. • Light bufferting of controls,
   • Stick shaker/pusher
   • PUSH 1 -2 Lights
   • AP disconnect
   • ROLL/PITCH Change

2.
* PF OR PM CALL “STALL”
* PF CALLS “MAX POWER” & Advance POWER to approx 80% tq
* AP/YD Disconnect
* PITCH - Immediately decrease approx by 5 degrees or as commanded by stick pusher (do NOT fight pusher) avoid unnecessary dive.
* POWER - PM to set MCP.
NOTE : the ABOVE is conducted simultaneously

• SPEED - Accelerate to higher of Venr (+10 in icing) or 30 knots above encountered stall / warning speed. (VENR @ max weight is 138 kts)
• ALTITUDE - When positive climb rate is indicated recover lost altitude. If low level stall or stall with gear and flap extended apply G/A procedures once minimum VREF + 10 or stall/warning speed + 30 knots is attained.

Question 15

TCAS:
1. What must crew do on hearing a TA annunciation?
2. What are the RA actions?
3. What does the TCAS system assume for a response time? what about increase or reveral RA?
4. What limits apply for AEO and OEI Power, Pitch & Speed?
5. If target is Visually acquired can you manoeuvre as require to avoid the collision?

FCOM Chapter 5: 5.22

Answer 15

1. • Crew must immdiately try and make visual contact with the intruder.

2.
* PF - Disconnects AP and applies pitch and power to comply with RA instructions on VSI.
PM - Calls ATC “REX …. TCAS RA” Monitors Flight path and attempts to visually acquire traffic.
* PF - Once the “Clear of Conflict” is annunciated, return to previous level.
PM - Calls “REX …. Clear of conflict, returning to ….” and once at returned level “REX …. Clear of conflict, …. Resumed”
* PF - If RA contradicts ATC clearance or instruction, COMPLY WITH RA
PM - calls “REX …. unable, TCAS RA”

3. 5 seconds to an RA. 2.5 seconds

4.
* MCP if required
* AEO Pitch +/- 15 degrees
* AEO Speed V2 or VENR+10 in Icing.
* OEI TA ONLY Pitch +6.5 and -15 degrees
* OEI TA ONLY Speed V2 or VENR+10 in Icing

5. Yes you can.

Question 16

Approach Speeds:
1. CAT C Speeds from AIP
2. CAT C Speeds from COMPANY

FCOM Chapter 3: 3.17.12 Approach Speeds

Answer 16

1. • Initial Approach = 160 - 240 KIAS
   • Final Approach = 115 - 160 KIAS
   • MAX Circling = 180 KIAS
   • MAX MAP Speed = 240 KIAS

2.
* Initial Approach = 160 - 200 KIAS
* Final Approach = VFA+10 - 160 KIAS
* Circling = 160 - 180 KIAS
* MAP = VREF+10 to VENR+10 (may be increased above MSA)

Question 17

Weather Radar, what are the 3 life and death rules for the terminal area?

FCOM Chapter 4: 4.11.10

Answer 17

1. With +10 tilt, any echo that appears on the display at 20nm or greater MUST be avoided regardless if it is contouring or not.
2. With +10 tilt, any echo giving contour regardless of distance must be avoided no matter how high it is.
3. With +10 tild, and the aircraft in the landing configuration, if any contouring echo is detected within 5nm and cannot be avoided perform an immediate go-around. If lined up for take-off do not go.

Question 18

When can you NOT poerform a reduced power reduction?

Answer 18

1. Anti-skid INOP
2. CTOT INOP
3. NWS INOP
4. Visbility <1000 metres
5. EAI ON
6. Windshear/Wake turbulence suspected or known
7. Gear down dispatch
8. After ground de-icing

Memory Aid:
ENG Cant Always Win < 1000
ENG = EAI ON, NWS INOP, Gear DN disptatch.
Cant= CTOT INOP
Always = Anti-skid INOP
Win = Windshead/Wake Turbulence
< 1000 = Visibility <1000.
& Ground De-Icing

Question 19

ECS ON Corrections:
1. What does ECS ON help?
2. What dispatches should be conducted ECS ON?
3. When should they NOT be conducted?

FCOM Chapter 6: 6.11 & 6.14 (B model & WT)

Answer 19

1. Increases engine stall margin and reduces the likely hood of compressor stall in certain scenarios.
2. • All first flights of the day where OAT =/< 20 degrees
   • Where ITT & OAT are within 25 degrees of eachother
   • Where a low level tempreature inversion is forecast or know to exist.
3. • Would result in a payload offload.
   • Wet runway
   • Engine anti-ice is ON (EAI)

Question 20

When filling out a manual trim what 3 things determine your max take-off limit and what 4 things determine your max landing weight?

FCOM Chapter 7-Page 33.

Answer 20

• Max Take off Weight
  1. Max Structural weight 13155 or 13605
  2. Max landing weight plus fuel fuel 12930 plus fuel burn
  3. Max performance limited (RTOW)
• Max Landing Weight
  1. Approach Climb Limited
  2. Landing Climb limited
  3. Landing length limited
  4. Max structural landing weight limited 12930.

Question 21

Unusual Attitude/Upset Recovery:
What is the recovery procedure from excessive roll?

FCOM Chapter 5: 5.29.2

Answer 21

• Recovery from Excessive Roll
  1. AP/YD —– DISCONNECT
  2. ROLL —– Use the “blue sky” on the EADI to establish roll direction. Roll shortest way towards the “blue sky” to recover.
  3. POWER —– Reduce if large pitch down, do not over speed. Increase if large pitch up, avoid stall.
  4. PITCH —– Nose LOW - Pull to stop the dive. Pitch may be increased when roll <30 degrees.
  Nose HIGH - Lower to the horizon. Avoid unneccessary dive.

If excessive roll has resulted from a stall, continue as for recovery from stall procedure.

Should control be lost, resulting in a dive the following may aid recovery.
* Monitor EADI for corret up/down indications.
* Reduce power and advance CL MAX.
* Maintain wings level and make a smooth pullup.
* Use pitch trim with great care.

Question 22

What are the PF and PM ILS/PRM Break Out Standard Calls and Procedures?

FCOM Chapter 3 - 3.17.34 ILS/PRM Break Out Standard Calls and Procedures

Answer 22

1. PF actions:

• PF will repeart the break out instructions
• Disengage Auto Pilot
• Turn onto assigned heading
• set power as required: Climbing approx 80%. Descending leave power.
• Once established on assigned hjeading after the read back PF calls going around. Normal GA proc applies.
• If descending do not re-configure until cleared to climb which then PF calls going around. Normal GA proc applies.

2. PM actions:

• After breakout instruction, SET HDG BUG to assigned heading
• Select HDG on MSP (if dual MSP select PF side first)
• Set assigned altitude on the APA
• Read back the ATC instructions as soon as practicable: “REX 123 breaking left/right heading…., climbing/descending ….”

Question 23

ILS/PRM Sydney Questions:
1. If not trained and unable to particicpate in PRM ILS approaches when must the crew contact and let ATC know?
2. Are circling approaches avaliable during PRM ops?
3. What mode should TCAS be in?
4. What two frequencies should be tuned and what freq should be transmitted on?
5. How do the break out procedures need to be flow?
6. When must the break out instruction be read back?

PRM USER INSTRUCTIONS - Departure and Approach Procedures (DAP) YSSY

Answer 23

1. prior to 120 DME SY, if departing aerodrome within 120 DME, on first contact with ATC.
2. No cirlcing allowed.
3. TCAS in the RA mode.
4. Both tower and PRM freq and only transmit on tower.
5. Hand flown.
6. As soon as practicable.

Question 24

Pilot Incapacitation Questions:
1. If an appropriate response is not reveived to any required call or cautionary prompt as a second call results in no response what should the PM do?
2. Can assistance be sought from FA and any one else?
3. how should the incapacitated pilot be dealt with?
4. Who should you advise?
5. Can you use any other flight crew if on board?
6. If single pilot what useage is encouraged?

FCOM Chapter 5 - 5.31 PILOT INCAPACITATION

Answer 24

1. Assume control of the aircraft immediately and call “taking Over”
2. Yes FA and suitabke passenger as soon as a safe flight path is attained.
3. The incapacitated pilot should be either restrained to avoid interference with flight controls or removed from the cockpit for treatment if necessary.
4. Advise ATS and company whilst requesting priority for approach.
5. Yes.
6. Maximum use of the autopilot should be used.

Question 25

Pilot Incapacitation procedure:

FCOM Chapter 5 - 5.31 PILOT INCAPACITATION

Answer 25

1. Ensure safe flight condition:
   * Take over and maintain control of aircraft.
   * Check positions of essential controls and switches
   * Maximise AP useage
2. Advise ATC
   * Make PAN call
   * Request ambulance and advise any holding time required to complete cockpit activities
3. Attend to incapacitated crew memeber
   * If possible remove the crew memeber from the cockpit but if not possible restrain the crew memeber as follows:

• Slide seat fully back
• Recline seat back
• tighten seat belt
• lock shoulder harness
• administer 100% oxygen
• Check manifest for suitably qualified persons

4. Prepare for Approach and landing
   * Complete emergency/abnormal or normal checklists and procedures
   * if suitability qualified crew are on board sonsider asking for assistance
   * if captain is incapacitated, the first officer must carry out the landing from the right hand seat and no attempt must be made to taxi the aircraft.

Question 26

RNP MAP FLAP 20 Profile?

Answer 26

Question 27

RNP Approach Profile?

Answer 27

Question 28

EFATO Flap 0 Profile

Answer 28

Question 29

2D Approach Profile?

Answer 29

Question 30

Cirlce to land profile?

Answer 30