ATP CTP
ATP CTP
ERJ FSTD 3 Briefing Guide
The objective is to demonstrate and allow the student to experience the high level concepts of larger, faster, and more complex transport category airplanes. Since the student is not being trained how to fly a specific aircraft type, the expectation is that the applicant will learn the expected outcomes and understand concepts shown to be true for all transport category airplanes. General overview of lesson: • • • • •
Initial location Memphis Airport (KMEM). Will move to Reno (KRNO) for Crosswind Landings, TCAS Event and Terrain Warning Event Simulator positioned at KMEM Gate A23, engines running, Flaps set- ready for taxi Aircraft setup; Standard Configuration Weather conditions (Dusk, RVR 1200, Temperature 150C, Altimeter setting 30.06) Review maneuvers and procedures to be flown o o o o o o o
•
Low-Visibility Taxi V MCG demonstration Low Visibility Takeoff Takeoff with climb at V2+10, V2, and V2-10 Takeoff with climb at V2 Takeoff with Windshear including escape maneuver Rejected Takeoffs on Dry and Contaminated runway
Simulator will be repositioned @ KRNO to conduct the items below; o Crosswind Takeoff with gusts o Use of TAWS and Terrain Escape maneuver o TCAS
Lesson 3 will normally be scheduled to take place during the first half of a scheduled 4hour sim period and immediately precede Lesson 4. If so, students should swap seats after completion of Lesson 3. NOTE: We will not swap in the middle of a lesson.
Revision 1 Date: 01SEP2016
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ATP CTP
ERJ FSTD 3 Briefing Guide
Review required Jeppesen (plates) for today’s lesson: •
•
KMEM o Airport diagram o SID - PIEPE__ RNAV Departure o ILS Rwy 36L KRNO o Airport Diagram o SID- ZEFFR__ RNAV Departure
Review Considerations for Low Visibility Taxi:
• • • • • • • •
Brief anticipated taxi route/hotspots Complete as many before takeoff items as possible prior to taxi Avoid single-engine taxi if fuel load permits. Instructor NOTE: Fuel freeze is permitted Adhere to Sterile Cockpit procedures Airport diagram available All lights on when crossing or entering runway Alert Tower if in position for takeoff more than 90 seconds without a takeoff clearance General discussion of SMGCS with examples from KMEM (won't use SMGCS in sim) to include taxi route to East side of 18C from East side of terminal
Review Considerations for Low-Visibility Takeoff
• • •
Briefly discuss Takeoff Minimums (focus on air carrier/OpSpecs issues) Review lighting requirements Discuss Takeoff Alternate concept
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ATP CTP
ERJ FSTD 3 Briefing Guide
Discuss V MCG (Velocity of Minimum Control on Ground) During the takeoff roll, it is of utmost importance to understand the concept of the minimum speed at which the aircraft will remain controllable in the event of an engine failure on ground. This is because, in such a case, and if the takeoff is continued, only the rudder will be able to counteract the yaw moment that is generated by asymmetric engine(s) thrust. And below V MCG , the rudder will not be able to control the direction of the airplane if full power is still on the good engine. The aircraft will veer off the runway quickly towards the dead engine side. Per regulations, the minimum speed at which an aircraft is defined to be “controllable” (lateral excursion lower than 30 feet) after an engine failure on ground, is referred to as V MCG (Velocity of Minimum Control on Ground). Use of Nose Wheel Steering is not accounted for in determination of V MCG . In the sim today, we will demonstrate the effect of an engine failure early in the takeoff roll (prior to V MCG ).
Normally, V 1 exceeds V MCG , and thus is not a consideration. If an engine failure is experienced prior to reaching V 1 , we immediately reject the takeoff. After V 1 , the takeoff is continued. This ensures that we are never attempting to continue a takeoff with an engine failure at a speed below V MCG .
Discuss Takeoff Performance (First, Second and Third Segment Climb and V 2 Speed) Regulations specify that a Transport Category airplane can experience an engine failure during takeoff and meet specific minimum climb gradients for each segment of the takeoff. If we ensure that we comply with weight limitations for the airport Pressure Altitude and temperature AND fly the aircraft according to the single-engine Profile, we are assured of proper performance. V 2 : Takeoff Safety Speed V 2 is the minimum speed that needs to be maintained up to acceleration altitude (third segment), in the event of an engine failure after V 1 . Flight at V 2 ensures that the minimum required climb gradient is achieved, and that the aircraft is controllable. Explain that the Magenta bug on the Airspeed Indicator is set to V 2 (marked on the tape with a “2”). Revision 1 Date: 01SEP2016
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ATP CTP
ERJ FSTD 3 Briefing Guide
Takeoff and V2+10, V2, and V2-10 Climb The following items are required by the FAA to be demonstrated and/or experienced in our ATP CTP program: Climb at V2 (D, E) Effects of speeds less than V2 (D) Effects of speeds greater than V2 (D)
We will first fly a demonstration scenario where you will start a normal takeoff with both engines operating. After normal rotation and liftoff, the gear will be retracted. I will then gradually retard the thrust to idle on one engine. The pilot flying will need to increase opposite rudder pressure consistent with the rate of thrust reduction. I will assist with the correct rudder trim input. The goal is to get the aircraft into a single-engine climb configuration (takeoff flaps with gear retracted) while maintaining runway heading.
Lateral and vertical Flight Guidance modes (HDG and SPD) will be used to provide Flight Director guidance. The Autopilot will NOT be available for these climbs. The airspeed will initially be well above V2. We will start by slowing to V2+10 and let the climb rate stabilize. We'll then increase the pitch attitude to climb at V2 and note the rate of climb. The last part of the demo will be to further increase pitch to climb at V2-10 and note the resulting rate of climb. The goal is to see all 3 scenarios in a single climb. We've done this simply in the interest of saving time. We'll then reposition for takeoff and each pilot will experience a single-engine climb at V2 (2 more takeoffs for a total of 3). • • • • • • • • • • •
This maneuver must be “Hand Flown” (Yaw Damper available at Instructor discretion) Follow command bars on initial pitch attitude After gear is retracted and the aircraft is stabilized Select HDG Select SPD Set speed to V2+10 Instructor or student will SLOWLY retard one engine to idle while the instructor simultaneously adds rudder trim into the good engine (Rudder input will still be required by PF) Once stabilized at V2+10, note vertical speed (rate of climb) Set speed to V2 and once stabilized, note vertical speed (rate of climb) Set speed to V2-10 and once stabilized, not vertical speed (rate of climb) Demonstration is complete after speed is stabilized at V2-10
Revision 1 Date: 01SEP2016
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ATP CTP
ERJ FSTD 3 Briefing Guide DISCLAIMER: The Demonstration scenario is for ATP CTP training purposes only. It is inconsistent with standard industry guidance pertaining to engine failures after takeoff. Standard practice (that you will be trained and checked on during your Initial airline qualification) is as follows:
• • •
If the engine failure occurs at an airspeed above V2+10, the speed should be reduced to V2+10. If the engine failure occurs at an airspeed between V2 and V2+10, maintain present airspeed. If the engine failure occurs at an airspeed below V2, accelerate to and maintain V2.
In air carrier operations, we NEVER climb at an airspeed below V2. V2 ensures all climb performance parameters will be met while also ensuring adequate margin above VmcA.
Windshear Precautions for Takeoff when possibility of windshear exists but avoidance not necessary (Windshear Advisories in Effect)
Precautions • • • • • •
• •
Takeoff with full rated takeoff thrust is recommended (T/O-1) For optimum takeoff performance, use Flaps 9 Use the longest suitable runway provided it is clear of areas of known windshear (KMEM 18C) Use the flight director after takeoff. Maximize available margins between VR and stick pusher through runway selection, flap selection and delayed rotation. The delayed rotation speed must not exceed either: — The runway weight limit VR speed or a 20 kts. increase whichever is less. For example, if the actual gross weight is 45,000 lb. (Vr of 128) and the runway limit is 48,000 lb.(Vr of 134), rotate at the VR speed which corresponds to the runway limit of 48,000 lb. Rotate at the adjusted (higher) rotation speed. This increased rotation speed results in an increased stall margin, and meets takeoff performance requirements. If windshear is encountered at or beyond the actual gross weight Vr, do not attempt to accelerate to the increased Vr, but rotate without hesitation.
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ERJ FSTD 3 Briefing Guide
• •
Be alert for any airspeed fluctuations during takeoff and initial climb. Such fluctuations may be the first indication of windshear. Know the all-engine initial climb pitch attitude. Rotate at the normal rate to this attitude for all non-engine failure takeoffs. Minimize reductions from the initial climb pitch attitude until terrain and obstruction clearance is assured, unless stick shaker activates.
Escape- Once Windshear has been identified, IMMEDIATELY accomplish the following:
Pilot Flying Announce "Escape". Immediately and simultaneously: • Disconnect Autopilot • Press either Go-Around button • Ensure FGC is in Windshear escape mode (ROL/WDSHR at top of PFD) • Aggressively apply maximum thrust • Simultaneously roll wings level and rotate to an initial pitch attitude of 15 degrees • Verify Speedbrakes are retracted • Initially, follow FD Windshear Escape guidance • If terrain contact is a factor, increase pitch to upper limit of PLI • Do not change gear or flap configuration until terrain separation is assured • Monitor Radio Altimeter for sustained or increasing terrain separation • When clear of the terrain, slowly decrease pitch attitude and accelerate
Pilot Monitoring
• •
Verify maximum thrust (T/O-1) Verify all required actions have been completed and call out any omissions
•
Monitor vertical speed and altitude (radio altitude for terrain clearance) Call out any trend toward terrain contact, descending flightpath, or significant airspeed changes
•
NOTE: Aft control column force increases as the air speed decreases. In all cases, the pitch attitude that results in intermittent stick shaker or initial buffet is the upper pitch attitude limit. Flight at intermittent stick shaker may be required to obtain positive terrain separation. Smooth, steady control will avoid a pitch attitude overshoot and stall.
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ATP CTP
ERJ FSTD 3 Briefing Guide
NOTE: Maximum thrust can be obtained by advancing the Thrust Levers full forward. The FADECs will provide overboost protection. NOTE: Do not exceed the Pitch Limit Indication (PLI) Rejected Takeoffs Discuss low-speed aborts versus high-speed aborts. Generally speaking, we reject a takeoff for any abnormal indications below 80 knots. Above 80 knots (up to V1), the maneuver becomes more critical. As such, we generally only reject a takeoff above 80 knots for the following: • • •
Engine failure Engine fire If it is deemed that the aircraft is unsafe to fly (many variables here)
Rejected Takeoff procedures vary by the operator. In most airline operations, the Captain is required to perform the Rejected Takeoff. For the ATP CTP, we will use procedures which require the PF to perform the rejected takeoff. A review of the following chart shows the duties required for both PF and PM. Pilot Flying
Without delay, rapidly and simultaneously: Retard throttles to idle Apply maximum manual braking Initiate reverse thrust consistent with conditions Be alert for directional control problems from asymmetrical reverse thrust
Pilot Monitoring
Apply slight forward pressure on control column. Verify: Throttles idle Reverse thrust applied Call out 80 and 60 knots Advise Control Tower as soon as practical, especially during low visibility conditions
NOTE: The procedures above call for maximum manual braking. In the sim, all 3 scenarios will be initiated at the same reference speed. We will use IDLE Reverse thrust and max manual braking to a complete stop in all scenarios. This ensures consistent performance and provides a situation where the only variable between the scenarios is the weight and/or runway contamination.
Revision 1 Date: 01SEP2016
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ATP CTP
ERJ FSTD 3 Briefing Guide
In the sim, the Instructor will “call” for the reject. The first reject will be demonstrated by the instructor using Idle Reverse and the PF applying max manual braking. It will be performed at a lighter weight on a dry runway to establish a baseline for performancenoting where the aircraft comes to a complete stop (using distance remaining markers on left side of runway).
The left-seat pilot will then perform a rejected takeoff at a heavier weight (runway still dry) to see the increased stopping distance.
Next, we’ll see the effects of runway contamination. The right-seat pilot will perform a rejected takeoff at the heavier weight (same as prior takeoff) but now on a contaminated runway and note the increased distance to get the aircraft stopped. Crosswind Takeoff with Gusts • • • • • • •
EMB-145 max demonstrated crosswind is 30 Kts Throughout takeoff roll, use rudder pedal steering to maintain centerline Note – the nose wheel steering tiller is not used for directional control during takeoff roll Place control column slight forward of neutral to improve nosewheel traction. As speed increases, use sufficient aileron into the wind to maintain wings level. Aircraft will be in a forward slip with crossed flight controls at lift off. After liftoff, slowly release rudder and aileron and allow aircraft to align into the wind.
GPWS (TAWS) System
Two levels of aural and visual predictive alerts are used to assist the crew in determining location of terrain relative to airplane position: • • • • • • •
Terrain Display Color and density vary based on terrain height vs. airplane altitude: dotted green: terrain from 2,000 feet below to 500 feet (250 feet with gear down) below the airplane’s current altitude dotted amber: terrain 500 feet (250 feet with gear down) below to 2,000 feet above the airplane’s current altitude dotted red: terrain more than 2,000 feet above airplane’s current altitude dotted magenta: no terrain data available solid amber: look–ahead terrain caution active solid red: look–ahead terrain warning active.
Revision 1 Date: 01SEP2016
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ATP CTP
ERJ FSTD 3 Briefing Guide
Any of the following alerts require an escape maneuver except in clear with daylight visual
meteorological conditions when the flight crew can immediately and unequivocally confirm safe terrain clearance: "Terrain, Terrain" or "Terrain, Terrain, Pull-Up" or "Too Low Terrain" or "Obstacle, Obstacle, Pull-Up" Immediately and simultaneously – • • • • •
• • •
Pilot Flying Disconnect Autopilot Aggressively apply maximum thrust Simultaneously roll wings level and rotate to an initial pitch attitude of 20 degrees Verify Speedbrakes are retracted If terrain remains a threat, continue rotation up to the pitch limit indicator or stick shaker or buffet Do not change gear or flap configuration until terrain separation is assured Monitor Radio Altimeter for sustained or increasing terrain separation When clear of the terrain, slowly decrease pitch attitude and accelerate
• •
•
•
Pilot Monitoring Verify maximum thrust (T/O-1) Verify all required actions have been completed and call out any omissions
Monitor vertical speed and altitude (radio altitude for terrain clearance and barometric altitude for a minimum safe altitude) Call out any trend toward terrain contact
NOTE: Aft control column force increases as the air speed decreases. In all cases, the pitch attitude that results in intermittent stick shaker or initial buffet is the upper pitch attitude limit. Flight at intermittent stick shaker may be required to obtain positive terrain separation. Smooth, steady control will avoid a pitch attitude overshoot and stall. NOTE: Do not use Flight Director commands.
NOTE: Maximum thrust can be obtained by advancing the Thrust Levers full forward. The FADECs will provide overboost protection.
NOTE: If positive visual verification is made that no obstacle or terrain hazard exists when flying under daylight VMC conditions prior to an obstacle or terrain warning, the alert may
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ATP CTP
ERJ FSTD 3 Briefing Guide
be regarded as cautionary and the approach may be continued. TCAS Traffic Avoidance: Immediately accomplish the following by recall whenever a TCAS traffic Resolution Advisory (RA) occurs:
For RA: Comply with the RA if there is a conflict between the RA and air traffic control. Once an RA has been issued, safe separation could be compromised if current vertical speed is changed, except as necessary to comply with the RA. This is because TCAS II-to-TCAS II coordination may be in progress with the intruder aircraft, and any change in vertical speed that does not comply with the RA may negate the effectiveness of the others aircraft’s compliance with the RA. Note: If stick shaker or initial buffet occurs during the maneuver, immediately accomplish the APPROACH TO STALL RECOVERY procedure. Note: If high speed buffet occurs during the maneuver, relax pitch force as necessary to reduce buffet, but continue the maneuver. Note: Do not use flight director commands until clear of conflict.
For TA: Look for traffic using traffic display as a guide. Call out any conflicting traffic. Note: Maneuvers based solely on a TA may result in reduced separation and are not recommended.
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ERJ FSTD 3 Briefing Guide
Supplemental pages (B-757 displays for illustration purposes only)
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ERJ FSTD 3 Briefing Guide
Supplemental pages
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ERJ FSTD 3 Briefing Guide
Supplemental pages
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ERJ FSTD 3 Briefing Guide
Supplemental pages
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ERJ FSTD 3 Briefing Guide
The objective is to demonstrate and allow the student to experience the high level concepts of larger, faster, and more complex transport category airplanes. Since the student is not being trained how to fly a specific aircraft type, the expectation is that the applicant will learn the expected outcomes and understand concepts shown to be true for all transport category airplanes. General overview of lesson: • • • • •
Initial location Memphis Airport (KMEM). Will move to Reno (KRNO) for Crosswind Landings, TCAS Event and Terrain Warning Event Simulator positioned at KMEM Gate A23, engines running, Flaps set- ready for taxi Aircraft setup; Standard Configuration Weather conditions (Dusk, RVR 1200, Temperature 150C, Altimeter setting 30.06) Review maneuvers and procedures to be flown o o o o o o o
•
Low-Visibility Taxi V MCG demonstration Low Visibility Takeoff Takeoff with climb at V2+10, V2, and V2-10 Takeoff with climb at V2 Takeoff with Windshear including escape maneuver Rejected Takeoffs on Dry and Contaminated runway
Simulator will be repositioned @ KRNO to conduct the items below; o Crosswind Takeoff with gusts o Use of TAWS and Terrain Escape maneuver o TCAS
Lesson 3 will normally be scheduled to take place during the first half of a scheduled 4hour sim period and immediately precede Lesson 4. If so, students should swap seats after completion of Lesson 3. NOTE: We will not swap in the middle of a lesson.
Revision 1 Date: 01SEP2016
Page 1 of 14
ATP CTP
ERJ FSTD 3 Briefing Guide
Review required Jeppesen (plates) for today’s lesson: •
•
KMEM o Airport diagram o SID - PIEPE__ RNAV Departure o ILS Rwy 36L KRNO o Airport Diagram o SID- ZEFFR__ RNAV Departure
Review Considerations for Low Visibility Taxi:
• • • • • • • •
Brief anticipated taxi route/hotspots Complete as many before takeoff items as possible prior to taxi Avoid single-engine taxi if fuel load permits. Instructor NOTE: Fuel freeze is permitted Adhere to Sterile Cockpit procedures Airport diagram available All lights on when crossing or entering runway Alert Tower if in position for takeoff more than 90 seconds without a takeoff clearance General discussion of SMGCS with examples from KMEM (won't use SMGCS in sim) to include taxi route to East side of 18C from East side of terminal
Review Considerations for Low-Visibility Takeoff
• • •
Briefly discuss Takeoff Minimums (focus on air carrier/OpSpecs issues) Review lighting requirements Discuss Takeoff Alternate concept
Revision 1 Date: 01SEP2016
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ATP CTP
ERJ FSTD 3 Briefing Guide
Discuss V MCG (Velocity of Minimum Control on Ground) During the takeoff roll, it is of utmost importance to understand the concept of the minimum speed at which the aircraft will remain controllable in the event of an engine failure on ground. This is because, in such a case, and if the takeoff is continued, only the rudder will be able to counteract the yaw moment that is generated by asymmetric engine(s) thrust. And below V MCG , the rudder will not be able to control the direction of the airplane if full power is still on the good engine. The aircraft will veer off the runway quickly towards the dead engine side. Per regulations, the minimum speed at which an aircraft is defined to be “controllable” (lateral excursion lower than 30 feet) after an engine failure on ground, is referred to as V MCG (Velocity of Minimum Control on Ground). Use of Nose Wheel Steering is not accounted for in determination of V MCG . In the sim today, we will demonstrate the effect of an engine failure early in the takeoff roll (prior to V MCG ).
Normally, V 1 exceeds V MCG , and thus is not a consideration. If an engine failure is experienced prior to reaching V 1 , we immediately reject the takeoff. After V 1 , the takeoff is continued. This ensures that we are never attempting to continue a takeoff with an engine failure at a speed below V MCG .
Discuss Takeoff Performance (First, Second and Third Segment Climb and V 2 Speed) Regulations specify that a Transport Category airplane can experience an engine failure during takeoff and meet specific minimum climb gradients for each segment of the takeoff. If we ensure that we comply with weight limitations for the airport Pressure Altitude and temperature AND fly the aircraft according to the single-engine Profile, we are assured of proper performance. V 2 : Takeoff Safety Speed V 2 is the minimum speed that needs to be maintained up to acceleration altitude (third segment), in the event of an engine failure after V 1 . Flight at V 2 ensures that the minimum required climb gradient is achieved, and that the aircraft is controllable. Explain that the Magenta bug on the Airspeed Indicator is set to V 2 (marked on the tape with a “2”). Revision 1 Date: 01SEP2016
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ATP CTP
ERJ FSTD 3 Briefing Guide
Takeoff and V2+10, V2, and V2-10 Climb The following items are required by the FAA to be demonstrated and/or experienced in our ATP CTP program: Climb at V2 (D, E) Effects of speeds less than V2 (D) Effects of speeds greater than V2 (D)
We will first fly a demonstration scenario where you will start a normal takeoff with both engines operating. After normal rotation and liftoff, the gear will be retracted. I will then gradually retard the thrust to idle on one engine. The pilot flying will need to increase opposite rudder pressure consistent with the rate of thrust reduction. I will assist with the correct rudder trim input. The goal is to get the aircraft into a single-engine climb configuration (takeoff flaps with gear retracted) while maintaining runway heading.
Lateral and vertical Flight Guidance modes (HDG and SPD) will be used to provide Flight Director guidance. The Autopilot will NOT be available for these climbs. The airspeed will initially be well above V2. We will start by slowing to V2+10 and let the climb rate stabilize. We'll then increase the pitch attitude to climb at V2 and note the rate of climb. The last part of the demo will be to further increase pitch to climb at V2-10 and note the resulting rate of climb. The goal is to see all 3 scenarios in a single climb. We've done this simply in the interest of saving time. We'll then reposition for takeoff and each pilot will experience a single-engine climb at V2 (2 more takeoffs for a total of 3). • • • • • • • • • • •
This maneuver must be “Hand Flown” (Yaw Damper available at Instructor discretion) Follow command bars on initial pitch attitude After gear is retracted and the aircraft is stabilized Select HDG Select SPD Set speed to V2+10 Instructor or student will SLOWLY retard one engine to idle while the instructor simultaneously adds rudder trim into the good engine (Rudder input will still be required by PF) Once stabilized at V2+10, note vertical speed (rate of climb) Set speed to V2 and once stabilized, note vertical speed (rate of climb) Set speed to V2-10 and once stabilized, not vertical speed (rate of climb) Demonstration is complete after speed is stabilized at V2-10
Revision 1 Date: 01SEP2016
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ATP CTP
ERJ FSTD 3 Briefing Guide DISCLAIMER: The Demonstration scenario is for ATP CTP training purposes only. It is inconsistent with standard industry guidance pertaining to engine failures after takeoff. Standard practice (that you will be trained and checked on during your Initial airline qualification) is as follows:
• • •
If the engine failure occurs at an airspeed above V2+10, the speed should be reduced to V2+10. If the engine failure occurs at an airspeed between V2 and V2+10, maintain present airspeed. If the engine failure occurs at an airspeed below V2, accelerate to and maintain V2.
In air carrier operations, we NEVER climb at an airspeed below V2. V2 ensures all climb performance parameters will be met while also ensuring adequate margin above VmcA.
Windshear Precautions for Takeoff when possibility of windshear exists but avoidance not necessary (Windshear Advisories in Effect)
Precautions • • • • • •
• •
Takeoff with full rated takeoff thrust is recommended (T/O-1) For optimum takeoff performance, use Flaps 9 Use the longest suitable runway provided it is clear of areas of known windshear (KMEM 18C) Use the flight director after takeoff. Maximize available margins between VR and stick pusher through runway selection, flap selection and delayed rotation. The delayed rotation speed must not exceed either: — The runway weight limit VR speed or a 20 kts. increase whichever is less. For example, if the actual gross weight is 45,000 lb. (Vr of 128) and the runway limit is 48,000 lb.(Vr of 134), rotate at the VR speed which corresponds to the runway limit of 48,000 lb. Rotate at the adjusted (higher) rotation speed. This increased rotation speed results in an increased stall margin, and meets takeoff performance requirements. If windshear is encountered at or beyond the actual gross weight Vr, do not attempt to accelerate to the increased Vr, but rotate without hesitation.
Revision 1 Date: 01SEP2016
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ATP CTP
ERJ FSTD 3 Briefing Guide
• •
Be alert for any airspeed fluctuations during takeoff and initial climb. Such fluctuations may be the first indication of windshear. Know the all-engine initial climb pitch attitude. Rotate at the normal rate to this attitude for all non-engine failure takeoffs. Minimize reductions from the initial climb pitch attitude until terrain and obstruction clearance is assured, unless stick shaker activates.
Escape- Once Windshear has been identified, IMMEDIATELY accomplish the following:
Pilot Flying Announce "Escape". Immediately and simultaneously: • Disconnect Autopilot • Press either Go-Around button • Ensure FGC is in Windshear escape mode (ROL/WDSHR at top of PFD) • Aggressively apply maximum thrust • Simultaneously roll wings level and rotate to an initial pitch attitude of 15 degrees • Verify Speedbrakes are retracted • Initially, follow FD Windshear Escape guidance • If terrain contact is a factor, increase pitch to upper limit of PLI • Do not change gear or flap configuration until terrain separation is assured • Monitor Radio Altimeter for sustained or increasing terrain separation • When clear of the terrain, slowly decrease pitch attitude and accelerate
Pilot Monitoring
• •
Verify maximum thrust (T/O-1) Verify all required actions have been completed and call out any omissions
•
Monitor vertical speed and altitude (radio altitude for terrain clearance) Call out any trend toward terrain contact, descending flightpath, or significant airspeed changes
•
NOTE: Aft control column force increases as the air speed decreases. In all cases, the pitch attitude that results in intermittent stick shaker or initial buffet is the upper pitch attitude limit. Flight at intermittent stick shaker may be required to obtain positive terrain separation. Smooth, steady control will avoid a pitch attitude overshoot and stall.
Revision 1 Date: 01SEP2016
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ATP CTP
ERJ FSTD 3 Briefing Guide
NOTE: Maximum thrust can be obtained by advancing the Thrust Levers full forward. The FADECs will provide overboost protection. NOTE: Do not exceed the Pitch Limit Indication (PLI) Rejected Takeoffs Discuss low-speed aborts versus high-speed aborts. Generally speaking, we reject a takeoff for any abnormal indications below 80 knots. Above 80 knots (up to V1), the maneuver becomes more critical. As such, we generally only reject a takeoff above 80 knots for the following: • • •
Engine failure Engine fire If it is deemed that the aircraft is unsafe to fly (many variables here)
Rejected Takeoff procedures vary by the operator. In most airline operations, the Captain is required to perform the Rejected Takeoff. For the ATP CTP, we will use procedures which require the PF to perform the rejected takeoff. A review of the following chart shows the duties required for both PF and PM. Pilot Flying
Without delay, rapidly and simultaneously: Retard throttles to idle Apply maximum manual braking Initiate reverse thrust consistent with conditions Be alert for directional control problems from asymmetrical reverse thrust
Pilot Monitoring
Apply slight forward pressure on control column. Verify: Throttles idle Reverse thrust applied Call out 80 and 60 knots Advise Control Tower as soon as practical, especially during low visibility conditions
NOTE: The procedures above call for maximum manual braking. In the sim, all 3 scenarios will be initiated at the same reference speed. We will use IDLE Reverse thrust and max manual braking to a complete stop in all scenarios. This ensures consistent performance and provides a situation where the only variable between the scenarios is the weight and/or runway contamination.
Revision 1 Date: 01SEP2016
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ATP CTP
ERJ FSTD 3 Briefing Guide
In the sim, the Instructor will “call” for the reject. The first reject will be demonstrated by the instructor using Idle Reverse and the PF applying max manual braking. It will be performed at a lighter weight on a dry runway to establish a baseline for performancenoting where the aircraft comes to a complete stop (using distance remaining markers on left side of runway).
The left-seat pilot will then perform a rejected takeoff at a heavier weight (runway still dry) to see the increased stopping distance.
Next, we’ll see the effects of runway contamination. The right-seat pilot will perform a rejected takeoff at the heavier weight (same as prior takeoff) but now on a contaminated runway and note the increased distance to get the aircraft stopped. Crosswind Takeoff with Gusts • • • • • • •
EMB-145 max demonstrated crosswind is 30 Kts Throughout takeoff roll, use rudder pedal steering to maintain centerline Note – the nose wheel steering tiller is not used for directional control during takeoff roll Place control column slight forward of neutral to improve nosewheel traction. As speed increases, use sufficient aileron into the wind to maintain wings level. Aircraft will be in a forward slip with crossed flight controls at lift off. After liftoff, slowly release rudder and aileron and allow aircraft to align into the wind.
GPWS (TAWS) System
Two levels of aural and visual predictive alerts are used to assist the crew in determining location of terrain relative to airplane position: • • • • • • •
Terrain Display Color and density vary based on terrain height vs. airplane altitude: dotted green: terrain from 2,000 feet below to 500 feet (250 feet with gear down) below the airplane’s current altitude dotted amber: terrain 500 feet (250 feet with gear down) below to 2,000 feet above the airplane’s current altitude dotted red: terrain more than 2,000 feet above airplane’s current altitude dotted magenta: no terrain data available solid amber: look–ahead terrain caution active solid red: look–ahead terrain warning active.
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ERJ FSTD 3 Briefing Guide
Any of the following alerts require an escape maneuver except in clear with daylight visual
meteorological conditions when the flight crew can immediately and unequivocally confirm safe terrain clearance: "Terrain, Terrain" or "Terrain, Terrain, Pull-Up" or "Too Low Terrain" or "Obstacle, Obstacle, Pull-Up" Immediately and simultaneously – • • • • •
• • •
Pilot Flying Disconnect Autopilot Aggressively apply maximum thrust Simultaneously roll wings level and rotate to an initial pitch attitude of 20 degrees Verify Speedbrakes are retracted If terrain remains a threat, continue rotation up to the pitch limit indicator or stick shaker or buffet Do not change gear or flap configuration until terrain separation is assured Monitor Radio Altimeter for sustained or increasing terrain separation When clear of the terrain, slowly decrease pitch attitude and accelerate
• •
•
•
Pilot Monitoring Verify maximum thrust (T/O-1) Verify all required actions have been completed and call out any omissions
Monitor vertical speed and altitude (radio altitude for terrain clearance and barometric altitude for a minimum safe altitude) Call out any trend toward terrain contact
NOTE: Aft control column force increases as the air speed decreases. In all cases, the pitch attitude that results in intermittent stick shaker or initial buffet is the upper pitch attitude limit. Flight at intermittent stick shaker may be required to obtain positive terrain separation. Smooth, steady control will avoid a pitch attitude overshoot and stall. NOTE: Do not use Flight Director commands.
NOTE: Maximum thrust can be obtained by advancing the Thrust Levers full forward. The FADECs will provide overboost protection.
NOTE: If positive visual verification is made that no obstacle or terrain hazard exists when flying under daylight VMC conditions prior to an obstacle or terrain warning, the alert may
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be regarded as cautionary and the approach may be continued. TCAS Traffic Avoidance: Immediately accomplish the following by recall whenever a TCAS traffic Resolution Advisory (RA) occurs:
For RA: Comply with the RA if there is a conflict between the RA and air traffic control. Once an RA has been issued, safe separation could be compromised if current vertical speed is changed, except as necessary to comply with the RA. This is because TCAS II-to-TCAS II coordination may be in progress with the intruder aircraft, and any change in vertical speed that does not comply with the RA may negate the effectiveness of the others aircraft’s compliance with the RA. Note: If stick shaker or initial buffet occurs during the maneuver, immediately accomplish the APPROACH TO STALL RECOVERY procedure. Note: If high speed buffet occurs during the maneuver, relax pitch force as necessary to reduce buffet, but continue the maneuver. Note: Do not use flight director commands until clear of conflict.
For TA: Look for traffic using traffic display as a guide. Call out any conflicting traffic. Note: Maneuvers based solely on a TA may result in reduced separation and are not recommended.
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Supplemental pages (B-757 displays for illustration purposes only)
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Supplemental pages
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Supplemental pages
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Supplemental pages
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