SIM1

Question 1

AIRWORK NORMAL MODE (NM) - 10,000 FT / FL100
High Alpha Protection (DEMO)
For demo AT will be failed to better view FBW protections

Answer 1

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

Question 2

DEPARTURE
* PROFILE NADP 2 (Standard)

Answer 2

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

Question 3

TCAS RECOVERY

Answer 3

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

Question 4

Stalls

Answer 4

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

Question 5

Unusual Attitudes

Answer 5

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

Question 6

Unusual Attitudes 2

Answer 6

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.

Question 7

Unusual Attitudes
NOSE HIGH

Answer 7

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

Question 8

Unusual Attitudes
NOSE LOW

Answer 8

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

Question 9

Landings

Answer 9

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)

Question 10

TAKEOFF (XWIND)
MAX DEMONSTRATED XWIND

Answer 10

27 kts steady state, gusts to 34 kts

Question 11

NORMAL (XWIND 18 kts or less)

Answer 11

AT - selected
* Static or Rolling
* Rudder & aileron to maintain directional control and wings level prior to rotation

Question 12

HIGH CROSSWIND TAKEOFF (XWIND >18 kts)

Answer 12

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

Question 13

DEPARTURE
PROFILE NADP 1 (Close-In)

Answer 13

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

Question 14

AIRWORK DIRECT MODE (DM) - 10,000 FT / FL100

Answer 14

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

Question 15

RNAV Approach with Vertical Guidance (VGP)

Answer 15

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

Question 16

Landings FLAPLESS

Answer 16

• 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)

Question 17

L/R ENG OIL LO TEMP
AFTER START

Answer 17

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

Question 18

TAXI AEO

• Briefs and ECL when not underway
  Use SMS, backed up with Chart
  *Conditions - NIGHT, Icing, Compacted Snow

Answer 18

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

Question 19

Wing A/ICE (WAI) System

Answer 19

(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

Question 20

FAN BLADE ICE SHEDDING

Answer 20

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.

Question 21

ARRIVAL and APPROACH CONSIDERATIONS
TEMPERATURE COMPENSATION (At or Below 0 °C)

Answer 21

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

Question 22

NPAs with Vertical Guidance (RNAV or VOR, NDB with GNSS Overlay)

Answer 22

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

Question 23

NPAs with Vertical Guidance (VOR, NDB, RNAV)

Answer 23

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.

Question 24

NPAs without Vertical Guidance
(VOR, NDB, LOC, LOC BC)

Answer 24

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.

Question 25

NPAs without Vertical Guidance LOC

Answer 25

Localizer approaches begin by selecting APPR mode when cleared for the approach, within 70°of course, and intercepting;
Once established on localizer select NAV mode

Question 26

REJECTED LANDING/ Go Around (AEO)
[Balked landing initiated in the low-energy regime]

Answer 26

REJECTED LANDING/ Go Around (AEO)
[Balked landing initiated in the low-energy regime]
Once thrust is reduced for landing below 50’ the aircraft is in a low energy state.
If Go Around is required:
* TOGA select
* Thrust set MAX
* Initially maintain or slightly increase pitch attitude
Notes-
If possible, remain in ground effect;
Engines take several seconds to spool up;
Aircraft may touchdown activating a (nuisance “NO TAKEOFF” message)
When no further risk of touchdown and accelerating at or beyond VAc:
* Flaps select FLAP 2
* Positive Rate/Climb select Gear Up
* Continue with normal Go Around profile
* AFCS modes select as required

Question 27

Super Cooled Large Droplet (SLD) Icing

Answer 27

Super Cooled Large Droplet (SLD) Icing
Limitations:
* Continued operation in areas where Super-cooled Large Droplet
(SLD) icing conditions exist is prohibited.
* SLD icing conditions are indicated by ice accretion on the flight compartment side windows.
* The wing anti-icing system must be ON in SLD icing conditions.
* The cowl anti-icing system must be ON in SLD icing conditions.
* Leave icing conditions when side window icing occurs.

Question 28

LANDING In icing

Answer 28

LANDING
* Touchdown firmly to ensure initial wheel spin up, free up frozen brakes, and reduce the risk of hydroplaning
* Lower the nosewheel immediately and hold light fwd pressure on stick
* Use autobrake, if available. If not, apply brakes with steadily increasing pressure to allow the anti-skid system to modulate brake pressures for maximum braking efficiency
* maximum effectiveness of Reverse Thrust is at high speed
* Maximum use Reverse Thrust as soon as possible but with caution
* If skidding develops, reduce Reverse Thrust to idle reverse and if necessary, to forward idle thrust and regain centerline with the rudder and/or differential braking. Use nosewheel with extreme caution

Question 29

ENG FAILURE AFTER V1
OEI Profile

Answer 29

ENG FAILURE after Vi

Preselect NAV or HDG and VNAV set departure speeds arm autothrottle.
RELEASE BRAKES
THRUST SET
80 kts
V1 - ENGINE FAILURE
VR - ROTATE SMOOTHLY @ 3 to 4* PER SEC
TO THE PITCH TARGET
V2
POSITIVE RATE - GEAR UP
Select MAN Speed - Set V2- VFLC
MAINTAIN V2
AUTOPILOT ON
As required (above 400 feet)

DIRECT IMMEDIATE ACTION ITEMS

LEVEL OFF - WHEN OBSTACLE
CLEARANCE ASSURED

SET VFTO - VNAV /VFLC

FLAP 1 (VFTO-30)
FLAP O (VFTO-10)
AFTER TAKEOFF CHECK

Question 30

ENG FAILURE after V2

Answer 30

Fly the Profile -
• Minimum control speed in the air (Vmca) is below VR for all gross weights.
Thrust Performance and Flight Guidance will automatically adjust to OEl configuration
• Keep the turn & slip centered
Adjust rudder input during auto relight
• Use the AFCS to assist
(400’ AGL, AP - ON, “What’s the problem?”)

Stabilized Climb
• FBW trim speed bug on PFD and HUD automatically set to V2 + 10 if a valid V2 has been entered in FMS DEP PERF (not available when the AP is engaged)
• Positive rate GEAR UP
• Maintain V2 to V2+ 20 to the Level Off Height (LOH)
• No immediate actions prior to 400’ AGL
• At 400’ AGL use AP to assist
• If already above V2 + 20 and obstacles not an issue, maintain present speed to LOH. Otherwise increase pitch and maintain V2 to V2 + 20.
• When below V2+10, selecting HDG and 1/2 BANK on FCP will improve buffer between target speed and stall if OEl maneuvering in turbulent conditions
• LOH (normally 1500’ AAE) when obstacle clearance not otherwise detailed
• Special engine-out escape procedure (as per third party Airport Analysis) may be used

Acceleration Altitude
• When ready to level off and accelerate, in MAN SPD select target speed near
VETO
• Select ALT mode on FCP at 1500’ AAE or LOH and accelerate in level flight to target speed
• Retract Flaps on schedule and complete AFTER TAKEOFF checklist
EEC will automatically set thrust to MCT at FLAP 0 or 10 minutes after engine fail. whichever is first
• Once clean, fly VFTO and climb (as required) in (V)FLC