SIM1 Flashcards
AIRWORK NORMAL MODE (NM) - 10,000 FT / FL100
High Alpha Protection (DEMO)
For demo AT will be failed to better view FBW protections
Pull to 20° NU, roll to 80° bank, release sidestick
Result - aircraft returns to 30° bank
At wings level
Pull to Hard stop and attempt to maintain 30° NU
Result - at alpha limit, nose lowers
Maintain Hard Stop, a couple of gentle turns + 10° bank, wings level, release side sidestick, recover
Push to soft stop and maintain 20° ND, until overspeed protection, release side sidestick, recover
Revision
DEPARTURE
* PROFILE NADP 2 (Standard)
DEPARTURE
* TRIM for desired Airspeed
* PROFILE NADP 2 (STANDARD)
* MAN SPD set Vfto
* AT - Engaged (as desired)
* Takeoff in (V)TO
* Accelerate and maintain Vfto
* Flap Retraction on schedule
* Flap 1 Vfto -30
* Flap 0 Vfto -10
* AP ON at or above 400’ (if desired)
* 1500’ AAE set (V)VS (2200 fpm)
* 3000’ AAE set (V)FLC, FMS SPD
* RNAV DEP
* FMA (NAV, VNAV modes)
* Route
Speed Restrictions
TCAS RECOVERY
Traffic Advisory (TA)
TRAFFIC on PFD / HUD and associated aural alert
* Attempt to establish visual contact with traffic
Resolution Advisory (RA)
TRAFFIC on PFD / HUD and associated aural alert
* AP…disconnect
* AT…. disengage
Flight path …..adjust immediately, FPV Move to fly - to zone, Adjust thrust as req’d
Advise ATC “Trainer 1, TCAS RA”
When TCAS “Clear of conflict” aural sounds:
Advise ATC “ Trainer 1, resuming altitude
Stalls
Stall recovery will be initiated at first indication of stall warning
(“SPEED”, “STALL” aural), stick shaker or airframe buffet
The first indication of stall / slow speed condition may alternatively be USPD being posted on FMA if the actual airplane speed reaches Vate / Vmin Trim
RECOVERY PROCEDURE:
* PITCH - Lower nose to Reduce AOA
* ROLL - Ensure WINGS LEVEL
* THRUST - MAX
* SPOILERS - RET
* When beyond VaTE and Accelerating - make Initial Flap retraction
* Positive Rate - Gear UP
* FCP - Mode selections as required
For this exercise recover to initial altitude and 200 KIAS
Unusual Attitudes
Unusual Attitudes
Include unintentional:
Pitching
25 degrees NU or higher;
10 degrees ND or lower
Banking
45 degrees or more; and/or
Inappropriate airspeed
Notes:
* Flight crews should resist “startle” response.
* initiate actions to prevent or recover from excursions well before reaching the parameters detailed in the above description.
* It operational envelope exceeded (ARM) by abrupt or excessive UA, FBW may revert to DIRECT mode.
* Verify instrumentation with cross check followed by smooth inputs are important elements of recovery.
Revision 2
May 2021
Unusual Attitudes 2
In the event of disorientation with unusual attitude:
PF
- Announces (“Nose High”, “Nose Low” as applicable)
- crosschecks with the ISI and opposite PFD
-Carries out the appropriate actions to regain control of the aircraft
PM
confirms by stating (“Nose High”, “Nose Low “ as applicable)
- monitors airspeed and attitude trend throughout the recovery and announces any continued divergence
Note:
In the event of pilot disorientation, CENTRALIZE and ANALYZE before reacting.
Centralizing controls before announcement and confirmation of aircraft attitude may promote more effective identification and recovery from unusual attitude.
Unusual Attitudes
NOSE HIGH
NOSE HIGH
1) Autopilot.
Disengage *
2) Autothrottle.
Select off
3) Pitch attitude
as required to reduce AOA
4) Roll attitude
as required
5) Thrust levers
as required (MAX)
6) SPOILER lever.
.. as required (RET)
7) Return to desired flight path when airspeed is sufficiently increasing
The use of bank up to a maximum of 60 degrees at 1G will assist in reducing nose high attitude. Thrust to MAX will assist in arresting deceleration.
Warning:
Avoid excessive use of rudder or pitch trim which can result in high structural loads.
* Autopilot and most protections are not available in DM
Unusual Attitudes
NOSE LOW
NOSE LOW
1) Autopilot.. Disengage
2) Autothrottle Select off
3) Roll attitude Level wings
4) Pitch attitude Ease out of the dive
5) Thrust levers .
… as required (IDLE)
6) SPOILER lever. …. as required (MAX)
7) Return to desired flight path
Do Not roll level and pull out of dive simultaneously. It is important to level the wings first to avoid asymmetric stresses on the aircraft.
Thrust to IDLE and spoilers to MAX will assist in arresting acceleration.
Note: Avoid excessive use of rudder or pitch trim which can result in high structural loads.
* Autopilot and most protections are not available in DM
Landings
Landings
* Use of Autobrakes in crosswind is recommended
* Flap 4 is the normal configuration for Landing
* VrEF + ½ gust factor up to 10 kts
* 30’ RA manually reduce thrust to idle and FLARE
* Touchdown (approx. 7°- 8° NU) and smoothly lower the nose
PITCH ANGLE AT TOUCHDOWN 8
BANK ANGLE 9
* TRs as required
* Tiller only at taxi speed (25 kts GS) and below
Max Demonstrated Xwind - 27 kts steady state, gusts to 34 kts
Max Tailwind - 10 kts (Limiting)
TAKEOFF (XWIND)
MAX DEMONSTRATED XWIND
27 kts steady state, gusts to 34 kts
NORMAL (XWIND 18 kts or less)
AT - selected
* Static or Rolling
* Rudder & aileron to maintain directional control and wings level prior to rotation
HIGH CROSSWIND TAKEOFF (XWIND >18 kts)
Static Takeoff
* Thrust 60% N1 set and stable
* Release Brakes
* >30 kts and before 60 kts GS
* Set takeoff thrust
* AT - ON
* Rudder & aileron to maintain directional control and wings level prior to rotation
DEPARTURE
PROFILE NADP 1 (Close-In)
PROFILE NADP 1 (Close-In)
* MAN SPD set V2 + 20
* AT - Engaged
* Takeoff in TO / VTO
AP ON at or above 400’ AGL
Accelerate and maintain V2 +20
@ 1,000’ AAE select VS (2,200’ fpm)
*@ 3,000’ AAE select FMS SPD / FLC
* Flap Retraction on schedule
* Flap 1 VFro -30
* Flap 0 VeTo -10
AIRWORK DIRECT MODE (DM) - 10,000 FT / FL100
Recovery is normally initiated at first indication of stall warning
(“SPEED”, “STALL” aural), stick shaker or airframe buffet
For this exercise, recover at the STICK SHAKER with AT failed
RECOVERY PROCEDURE:
* PITCH - Lower nose to Reduce AOA
* ROLL - Ensure WINGS LEVEL
* THRUST - MAX
* SPOILERS - RET
* When beyond VaTE and accelerating - Make initial flap retraction
* Positive Rate - Gear UP
* Accelerate to target speed (200 KIAS) maintaining positive rate of climb
Recover to beginning altitude
RNAV Approach with Vertical Guidance (VGP)
For RNAV approaches the FMS will always default to the highest degree of precision (LPV)
* LPV is a precision approach that becomes angular (ANG) from the
FAF inbound
*Normally LPV approaches are flown to a DA
* If LPV is not desired or available and above 1000’-
* RNP should be selected on the ARRIVALS DATA pop up in the
FMS ARRIVAL performance; and,
* minima adiust to LNAV/VNAV
Note: LPV and RNP approaches will descend by VGP
VGP will not respect minimums set on FCP with a level off
Landings FLAPLESS
- Use of Autobrakes recommended
- FLAP 4 is the selected flap lever position to ensure max extension of slats
- VrEF(adjusted with adder) + ½ gust factor up to 10 kts (bugged on FCP)
- Adder adjustment will similarly affect VLc, VAc values
- 30’ RA reduce thrust to idle and begin FLARE
- Touchdown and smoothly lower the nose
- TRs as required
- Tiller only at taxi speed (25 kts GS) and below
Max Demonstrated Xwind - 27 kts steady state, gusts to 34 kts
Max Tailwind - 10 kts (Limiting)
L/R ENG OIL LO TEMP
AFTER START
L/R ENG OIL LO TEMP will be displayed if thrust is advanced past 60% N1 on ground or in flight with oil temperature is below 43°C
TAXI AEO
- Briefs and ECL when not underway
Use SMS, backed up with Chart
*Conditions - NIGHT, Icing, Compacted Snow
Maneuvering Speed
* In accordance with conditions of the day
* Adjust (i.e. slow) to maneuvering surface conditions
* NWS - exercise in both directions during taxi and avoid large inputs
* Brake use - several steady applications to warm brakes to 5 or 6 BTMS indication (BTMS of (0 starts at -25°C) (1 starts at 0°C) (5 starts at 100°C)
* TRs (in cold soaked conditions) must be actuated until deploy and stow cycles are less than 5 seconds
DO NOT use TRs if movement areas are covered with slush, ice standing water, or snow except in the interest of safety.
* Route
* Unsure of position - STOP and Advise ATC
Wing A/ICE (WAI) System
(1) Ground operations
* The wing anti-ice system must be selected ON for takeoff when the
OAT is 5 °C (41 F) or below and visible moisture in any form is present (such as fog with visibility of 1500 meters [one mile] or less, rain, snow, sleet and ice crystals; or, when the runway is contaminated with surface snow, slush, or standing water.
(2) Flight operations
* TAT of 10 °C (50 °F) or below and visible moisture in any form is encountered, except when the SAT is -40 °C (-40 °F).
* WAI must be ON in SLD icing conditions
* Leave icing conditions when side window icing occurs
FAN BLADE ICE SHEDDING
FAN BLADE ICE SHEDDING
Normally done on runway if traffic is in trail on taxiways
Advise ATC accordingly
On ground in visible moisture when OAT is less than 10 °C (50 °F)
At intervals of less than 18 minutes or if N, VIB displayed -
* Brakes apply
* Increase thrust to a minimum of 50% N
* Stabilize for a minimum of 5 seconds or until N VIB extinguishes
* Return to original settings
VIB may increase during the ice shedding process
Note: If maneuvering surface is slippery, perform shedding one TL at a time. Check for creep during procedure.
ARRIVAL and APPROACH CONSIDERATIONS
TEMPERATURE COMPENSATION (At or Below 0 °C)
ARRIVAL and APPROACH CONSIDERATIONS
TEMPERATURE COMPENSATION (At or Below 0 °C)
FMS altitude compensation is made via the TEMP COMP dialog box (arrival page)
In any positively controlled airspace,
* Advise ATC and request authorization prior to using Temperature
Compensation
* Altitudes inside the FAF including the published missed approach, shall be corrected to ensure obstacle clearance.
In an uncontrolled airspace,
Temperature compensation shall be applied to all published approach altitudes and ATC advised
DIVERT
If at destination:
* braking action is reported to be poor
* extreme weather conditions exist (i.e., freezing rain)
* strong crosswinds are occurring combined with slippery runways
NPAs with Vertical Guidance (RNAV or VOR, NDB with GNSS Overlay)
NPAs with Vertical Guidance (RNAV or VOR, NDB with GNSS Overlay)
* For these approaches the FMS will always default to the highest degree of precision (LPV)
* If RNP is desired using non LPV minima -
* RNP should be selected on the ARRIVALS DATA pop up in the
FMS ARRIVAL performance
*RNP remains linear from the FAF inbound so is non-precision solution
* RNAV approaches render a vertical mode of VGP
* Normally LPV and RNP RNAV approaches are flown to a DA; RNAV approaches using LNAV minima, VOR and NDB to DDA
NPAs with Vertical Guidance (VOR, NDB, RNAV)
NPAs with Vertical Guidance (VOR, NDB, RNAV)
* VOR and NDB approaches with FMS overlay are considered non-precision approaches
* Normally flown in a continuous descent (SCDA) to a DDA (Derived
Decision Altitude) DDA = MDA + 50’
* VOR and NDB approaches will render vertical mode of VPATH not
VGP like the RNAV approaches
* PATH will only become active if lower altitude is selected on FCP
* VPATH will level off at the selected lower altitude
* If Level Off not desired and below Missed Approach Altitude:
* deselect VNAV and manage descent in FPA to DDA
* Set Missed Approach Altitude on FCP
Note:
If FMS based VOR or NDB approach displays APPR FOR REF ONLY on HSI, bearing pointers must be tuned to the approach navigation facility and used as primary means of navigation during approach.
For VOR approaches identified as VOR/DME crew must tune and hold associated DME.
NPAs without Vertical Guidance
(VOR, NDB, LOC, LOC BC)
NPAs without Vertical Guidance
(VOR, NDB, LOC, LOC BC)
* Some VOR, NDB and LOC based approaches available in FMS are without a complete vertical guidance solution
* Normally flown in a continuous descent (SCDA) to a DDA (Derived
Decision Altitude) DDA = MDA + 50’
* These approaches may render vertical mode of VPATH up to a point before the FAF
* PATH only becomes active if lower altitude is selected on FCP
* VPATH will level off at the selected lower altitude
* If Level Off not desired, then below MAA and prior to FAF:
* deselect VNAV and manage descent in FPA to DDA
* Set Missed Approach Altitude on FCP
*Be mindful to respect any crossing altitudes along the approach
Note:
If FMS based VOR or NDB approach displays APPR FOR REF ONLY on HSI, bearing pointers must be tuned to the approach navigation facility and used as primary means of navigation during approach.
For VOR approaches identified as VOR/DME crew must tune and hold associated DME.
