SOP Introduction Flashcards
DEFINITION OF SPEEDS
Vmcg: Minimum speed on the ground at which lateral deviation can be limited to 30ft during continued T/O if the critical (Left) engine fails.
Conditions: Live engine (Right) at T/O Power, automatically increasing to T/O Power+APR
Vmca: Minimum speed in the air to maintain initial heading after critical engine failure. T/O Configuration, Gear Up
Conditions: Critical (Left) engine inoperative
Autocoarsen system active.
Maximum bank angle of 5° towards the live engine
Live engine at T/O Power or T/O Power + APR.
Vmcl: Minimum speed in the air to maintain initial heading after critical engine failure. LDG Configuration, Gear Down
Conditions: Critical (Left) engine inoperative
Autocoarsen system active.
Maximum bank angle of 5° towards the live engine
Live engine at T/O Power or T/O Power + APR.
Vfl up: Flaps Up Speed. Speed to start retracting Flaps during acceleration segment. Always Vclean-3 kts
Vclean: Final climb speed reached at the end of the acceleration segment.
It gives at least a margin of 1.25 to Vs in Clean Configuration
Vref: Speed for final approach at a height of 50ft AAE. Minimum Vref is the greater of 1.3Vs or Vmcl for LDG configuration
Vfa (or Vrefc): Speed on Final Approach. Nominal speed at 50 ft above landing surface.
It ensures aircraft controllability & stall margin. It accounts for various conditions (ice, malfunctions, wind, etc.).
Vhold: Speed in Clean Configuration for holding patterns. It gives a margin of 1.3 to Vs in a 25°banked turn
In Turbulence/Windshear conditions, Vhold+15 will give a good margin
In Icing conditions (residual ice on wings), Vhold+20 will give at least a margin of 1.3 to Vs in a 25° banked turn
In Icing conditions with severe turbulence, a higher speed might be required
Vcm: Conservative Manoeuvring Speed. Provide a margin of 1.3 to Vs in a 30° banked turn
Vmm: Minimum Manoeuvring Speed. Provide a margin of 1.3 to Vs in a coordinated 30° banked turn
T/O Speeds
T/O Speeds: V1, Vr, V2, Vfl up, Vclean
Max Tire Speed (ground speed): 165
Climb Speeds
FD/AP Climb mode speeds: FL0-50:
Low 140 - Medium 160 - High 182
Speed for best climb gradient (Vx no ice): Vclean+5
Speed for best climb gradient (Vx with ice): Vclean-ice=Vclean+30
Speed for best rate of climb (Vy): FD/AP Climb mode Low
Enroute Speeds
FD/AP Advisory Cruise Speeds: FL50: 207
Note: Approximately Long-range Cruise Speeds
Maximum Rough Air Penetration Speed Vra: FL0-210: 190 - FL210+: Vmo-30
Maximum Manoeuvring Speed Va: 180
Speed for Max Range: Long Range
Drift Down Speed: Vclean+5
Drift Down Speed (with ice): Vclean-ice
Descent Speeds
Descent Speed Low 220
Descent Speed High 250
Flaps/Gear Speeds
Max Flaps Speed (Vfe):
Flaps 7: 175
Flaps 15: 175
Flaps 20: 165
Flaps 35: 140
Note: Flaps must NOT be extended en-route or during holding (Except for low altitude holding)
Max Gear Speeds (Vle):
Retraction Vlor: 150
Extension Vloe: 200
Emergency extension Vloee: 200
Extended Vle: 200
Aquaplaning Speed (ground speed): 95+-10
Holding Speeds Vhold (21 000lbs): 138
Vhold (21 000lbs): 138
Note: With ice accretion or if we are not certain: +20kts to compensate
Approach/Landing Speeds
Reference Speed Vref (21 000lbs): Vref20: 106 - Vref35: 106
Manoeuvring Speeds
Conservative Manoeuvring Speeds (Vcm) Flaps 0: Normal 160 - Icing 180
Minimum Manoeuvring Speeds (Vmm) Flaps 0:
Normal Vclean+15 - Icing Vclean+45
-Increase by 10kts/10° above bank 30°
-In case of malfunction, do NOT use Vmm below Vref
-Flaps 35+ice, do NOT use Vmm above Vfe
-Flaps 0 & Flaps 35 +ice, avoid turns with bank angles higher than 20°
Speed on Final Approach Vfa (or Vrefc)
-Ice Increment (Ii): Vrefc=Vref+Ii (Flaps 20: Ii 25kts - Flaps 35: Ii 20kts)
-Wind Increment (Wi): 1/2Headwind Component + Gust
Vfa=Vrefc+Wi
Note: Headwind component of 10kts or less does not need to be considered.
Maximum Wi: 20kts
-Malfunction Increment (Mi): For some malfunctions, Vref should be corrected with Mi, to maintain controllability and margin to stall
-Combination of Malfunction with ice accumulation and/or wind:
For some malfunctions NOT affecting stall speed, Ii is sufficient to represent the Mi. For some malfunctions Mi is sufficient to represent a part of Wi or the whole Wi.
For these malfunctions the highest of Mi or Wi should be added to establish Vfa
-Calculation of Vrefc and Vfa with a malfunction:
Vrefc defined as Vref corrected with Ii and Mi
Vfa defined as Vrefc corrected with Wi
Mi, Ii and combinations of them are specified for each malfunction in the QRH
Note: For Windshear, any necessary Wi may be added during approach and landing
Speeds below Vref/Vrefc should be avoided even in calm conditions
Go-Around Speeds
Normal: AEO Vref20+10 - Vref35+10 // OEI Vref20+10
If Ice Accretion: AEO Vref20+25 - Vref35+20 // OEI Vref20+25
DEFINITION OF ICING CONDITIONS
Engine Anti-ice:
-OAT/SAT ≤ +5°C
-Visible moisture OR standing water/slush/snow on ground
Propeller De-ice:
-OAT/SAT ≤ -5°C
-Any ice observed on aircraft
Wing/Stabilizer De-ice & Min Airspeed:
-OAT/SAT ≤ +5°C AND visible moisture
-OR any ice observed
-OR uncertainty of ice
Min Airspeed (Clean): 160 KIAS
STERILE COCKPIT RULE
-Sterile Cockpit: Below 10,000 ft, within 1,000 ft of selected altitude, and during takeoff/landing, avoid non-essential conversation in F/D.
-I/C Communication: I/C should not initiate communication with F/D during T/O and LDG except in an emergency.
-Emergency Communication: In an emergency, I/C should communicate with F/D immediately.
-F/D Response: F/D will respond to I/C communication when it is safe to do so.
PILOT/CABIN CREW INCAPACITATION
Key Points - Flight Crew Incapacitation
Frequency: Occurs more often than other trained emergencies, across all ages and flight phases.
Types: Ranges from subtle loss of function to death. Subtle incapacitation is most common and dangerous.
Early Recognition: Use crew resource management (CRM), cross-checks, and standard procedures. Suspect incapacitation if a crewmember doesn’t respond to communication or deviates from procedures.
If Feeling Unwell: Inform the other pilot and let them fly.
Incapacitation During Flight: Remaining pilot contacts cabin crew via PA.
Actions:
-Secure flight deck.
-Restrain incapacitated pilot away from controls.
-Provide first aid if needed.
-Assist remaining pilot.
-Cabin crew may relocate the incapacitated pilot with ABP assistance when safe.
-Use 120L portable O2 bottle for oxygen, NOT quick donning mask.
Key Points - Cabin Crew Incapacitation
Actions:
-Relocate and secure the crew member away from exits.
-Provide first aid.
-Brief an ABP on jumpseat use and exit operation if needed.
-Use 120L portable O2 bottle for oxygen.
-A replacement flight attendant will be flown to the destination.
-Minimum cabin crew for Saab 340 is ONE.
Remember:
-Communication is key for early detection and effective response.
-Prioritize safety and follow procedures.
