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Q1. Why does the ITT stay the same when reducing prop rpm from 1200 to 900?
A. Increasing prop blade angle slows prop and the power turbine and twists the main shaft showing as increased torque. The Fuel flow is dictated by power lever position so it does not change, therefore same ITT. The Fuel Flow stays the same also. ( you do lose a little speed though so your speed to fuel burn is affected and its not as efficient! Quieter though.
Q2. What would you do first if you put aux pumps on but one light doesn't illuminate?
A. Do lamps test. Also CB's. QRH. (FDdODAR )
Q3. What would you do if on a vector you have coms failure?
A. Stay on for the heading for two minutes , squawk 7600 return to original track. ( high 5 to survive)
Q4. What would you do if held at an alt radar terrain and had coms failure?
A. Stay on the alt for 5 mins and squawk 7600. If below MSA climd to MSA. (Remember "high 5").
Q5 What is a method of using radar?
A. Get ground return at 40 miles. Anything between must be weather. As you ascend you tend to tilt down and as you descend you tend to tilt up.
Q6. How would you use the FMS to divert or return to departure airport?
A. Put a gap at the end of the FLT plan then put NZ"XX". Now when you go Flt plan,menu, arrive, the available options will be at your chosen new destination. You could then put in a star as well.
Q7. Can you make a 3.3% climb gradient on one engine?
A. Yes, at 120kts you need about 400' ROC, or, ..at 140kts (about Vclimd +15) you need about 520 ROC. So should be able to. ( use speed x 3 for a basic calc).
Q8. What if you can't make the required climb gradient?
A. Turn around and keep climbing. Use vorsec charts, TAA or AMA to keep above terrain. Use FMS holding pattern if needed otherwise turn back onto the original track once at a suitable alt.
Q9. What's a way of getting into a hold that's not in you Flt plan?
A. To establish in a holding pattern thats not in your flight plan : Nav, menu, manoeuvre, holding definition, LSK L1 and type it in. Adjust the inbound and time. As its not in the Flt plan use DTO to hold to get there. Think about safe height. This is useful in an emergency.
Q10. What information other than specific aircraft performance information features in the Performance Manual?
A. All the supplements that Air Nelson own. For instance: the supplement on landing with up to 20 knots tailwind
Q11. If you dispatch with one DC GEN unserviceable on the MEL and the enroute have a MAIN BUS fault. Which QRH page will you use?
A. The one that's in the Performance Manual. (Sup 92)The MEL does not warn you of this requirement.
Q.11a. If you dispatch with one inoperative CABIN DUCT, CABIN or FC DUCT GAUGE , which QRH procedure will you use for a "CABIN DUCT HOT or FLT COMPT DUCT HOT Caution light illuminating?
A. The one in the Performance manual (sup 85). The MEL does not warn you of this.
Q12. When do you use the numbers off the T/O cards?
- 1) If your weight is in the grey area then use the card numbers. (No QNH adjustment in this area unless very very low QNH.
- 2) If the weight is not in the grey then the use the AAT numbers.
- 3) If however your weight comes in lighter by 500kgs than weight on the top line of the AAT then use the T/O card numbers.
Q13. When does an RTOW Takeoff Weight apply?
- 1). AIRCRAFT TECHNICAL PROBLEMS.
- Possible scenarios below:
- - ECU INOP. Special AAT's required.
- You will need to give ramp a RTOW.
- *If you are required to fly an aircraft that has an ECU inoperative the Performance Manual gives good info. Basically you need special AAT charts, AND all other systems have to be working. No reduced power T/O and you must do a static takeoff procedure.
- -During engine start the start will be normal until un-feathering the props, but, as there is no propeller under-speed protection (due no ECU) once you un-feather it you will need to use the Power Lever to keep the prop up out off the Yellow Arc (500 to 780NP).
- -The QRH says you can taxi in with the prop in the yellow but the Performance Manual recommends you feather it! So..perhaps your choice. (Will the NWS work with the right prop feathered? I reckon it will as there is pressure there via the SPU that is powered from the #1 AC GEN at 4.5 US gallons/min. Likewise the ABS brakes should work via the respective SPU if it's the left engine that's feathered).
- *I have since done this and yep the NWS and Brakes all work perfectly well. We dispatched with an ECU U/S. The Aircraft is a pain to taxi with one PL up above Flight Idle keeping the Prop out of the yellow arc! Much better Feathered. Taxies normally then. Otherwise you have heaps of brake on to stay at normal taxi speed.
- It's quite an unusual thing..remembering to push up to 785 PRPM once un-feathered...not coming back past DISK on landing... feathering on Taxi after landing...remembering that you can bring both PL's over the gate once feathered again etc. If you do pull the PL's a smidgen over the gate un-feathered, not much happens...but if you went back to reverse then you would get it hot! Hope that is useful.
- - ANTI-SKID INOP. T/O available via special AAT's.
- For landing the Performance manual has a graph that gives a fairly low Max landing weight due to the reduced braking capacity so therefore you will have a low RTOW. (interestingly if you have a Anti-skid failure once airborne the LDR is much smaller? ie, less restrictive on runway length at the weight than if you had actually dispatched with the same problem under the MEL.
- You will have to give ramp a RTOW.
- - Nose wheel steering U/S. subtract 200kgs from AAT figures. (All aircraft other systems must be working).
- -You will need to give ramp an RTOW
- - Autofeather system U/S. Use special AAT's that are weight restricted for each respective runway.
- -You will need to give ramp an RTOW.
- 2). Icing conditions at T/O. ie at or below 5* See the AAT's for actual weight reduction required for anti ice on. (disregard the 10* on the ground if snow etc. nothing working anyway due WOW..however, a captain might consider applying a weight reduction if taking off into sleet conditions immediately after T/O, with ground temps of around 7 of 8 degrees.
- -You will need to give ramp a RTOW.
- 3). Low QNH. Each airport AAT has a QNH correction table that indicates how much to reduce weight by for the actual QNH on the day. Give a RTOW.
- If Anti ice systems are on for T/O as well then the weight reduction can be significant and may require a fuel load decease to achieve the RTOW.
- - You will need to give ramp a RTOW
- 4). WIND-SHEAR or High T/O winds. A Pilot may to elect to reduce the T/O weight due to wind-shear and the threat it may pose if the aircraft becomes OEI.
- -If so you will need to give ramp a RTOW.
Q13. How do you find the RTOW?
A. Use the AAT for the runway in use. Use the Temp table on the left side and intersect the headwind (or tailwind) column to given basic weight. Adjust the weight by finding any decrement on the QNH/ anti ice scale at the bottom of the AAT.
Q14. On pushback start why is it important to check that the GEN 2 has actually come on line After stable start on number 2?
A. Because if it has not when you start number 1 on pushback it will be an inadvertent battery start! Not good.
Q14. If you where to dispatch with GEN 2 unserviceable on the MEL and have to do a pushback start in CHCH how would you do the start?
- A. Always start the engine with a serviceable GEN first to give XGEN start ability.
- ButOn a pushback gate the best option would be to start both engines on Ground Power.
Q15. What's a good way to get out of jail (so to speak) if things are not going well during a holding pattern that is associated with an approach trigger. For instance say you had taken DTO to the wrong hold, the one at the end of the MAP and now there is no proceed button. What could you do?
-A. Go, heading. Activate approach, intercept. This will give you the approach fully depicted and FPA Vnav (you will have to arm this).
Q16. If you are inbound in the hold above and you manually activate the approach but you are just to one side of the inbound so it can not intercept without a heading change. what is a good way to get it hooked up?
A. "Cancel heading" will force it to cut to the inbound.
Q17. Will the good engine uptrim in the event of a unscheduled prop feather?
A. Probably. The Autofeather system arms when turned on and both torques rise through approximate 38% ( depends on OAT). If the AF system fails it has been known to feather one and uptrim the other. Not the worst problem you could have even if it didn't uptrim as at least the prop is feathered! There is a backup Autofeather system that works ....more work needed
Q18. If you have to restart and engine in flight how do you do this?
- A. Use the QRH. Main points may be:
- -below 20'000' only.
- -If less 160 knots you can attempt a restart anywhere below 20,000'See graph QRH P5.8.
- - must have Main Bus tie closed.
Q19. If both engines flamed out what speed would you glide the Q300 at and what is the procedure for restarting?
A. 130kts is a good speed to glide at. Vclimb may be worth thinking about too. To start it use the QRH procedure.
Q20. What is the glide ratio or distance that the Q300 will glide?
Q21. What altitude will the Q300 maintain on one engine at 19.2 tonnes at ISA +10?
Q22. What is the rule of thumb for landing distance required?
- -The DHC8-311 can land at all airfields with a LDA of 1300 metres or greater:
- Up to 19051kg,
- Flaps 15 or 35
- Wet or dry runway (Basic LD x 1.64)
- Tailwind of up to 10 knots
- Propeller De-Ice off
-If landing with the Propeller de-ice ON, the DHC 8-311 can land at MLW with flap 15 or 35, wet or dry, with nil tailwind at all airfields with a LDA of 1300 metres or greater. See the graphs P 3.1.1 in the Performance Manual to work Some examples of your own.
Q23. What would you do if an aerodrome is temporarily shortened via notam due WIP and you want to work out if you can still land there?
A. Use the graphs on page 3.1.1 of the Performance manual.
Q24. There are some Aerodromes we go to that are shorter than 1300 metres. How do we know we can land there?
A. The Performance manual has specific landing correction graphs that are produced for aerodromes that have a LDA of less than 1300 metres. They are not usually limited in landing weight (19051) under normal conditions but may be for tailwinds, wet anti ice on etc.
Q25. Which runways (above) have the specific landing correction graphs?
A. Hokitika, Kerikeri, Paraparaumu and Whangerei have aerodrome specific landing graphs
Q26. Should we use the specific graphs each time we go to one of these runways to work out landing weights?
A. No not really. All these runways still allow aprox 19051kg landing weights under normal conditions, although a crew would be wise to have a quick look at the graphs before going to make sure. We also need to be aware of the situation in regards to RTOW on way out again thus avoiding carrying too much fuel out on the return flight and risking losing payload.
Q27. You are cruising at FL 200 and have to shut an engine down. You maximise the power initially to 800 ITT then use the MAX CONT POWER tables to find out how much power is available continuously, you notice the ITT is now at 802 degrees. How long can stay like ths?
A. Only 20 seconds because it's now a transient.
Q28. What's a good way of making sure the GPU is supplying power to the aircraft when you are cleaning the cabin.
A. Don't turn the EMERG Lights off on shutdown. This way if the GPU goes off then they will illuminate and warn you.
Q29. Why do the Torque gauges give a flick when the props are brought over into Feather?
Q30. Can you depart Tauranga if your FMS is U/S?
A. Yes. Climb to min turn height and then track to belet or dotar. There is an evaluated climb sector surrounding the aerodrome so climb at 3.3% ( or the climb rate as depicted n the sectors. You must be on a promulgated track and above MSA within 25nm. Good to consider this question for all Airports. How about NV?
Q30a. Can you depart an aerodrome if the Ground Nav Aid is U/S?
A. A flight under IFR can not depart an aerodrome unless a terrestrial radio navigation are available....UNLESS the aircraft has at least one operational FMS and an RNAV or terrestrial based departure procedure can be loaded from the FMS database, or the current weather conditions will allow a visual departure.
Q31. You taxi out and when the FA calls you to clear the cabin the call switch-light remains illuminated. You press it off but next time she calls it happens again and then the PA switch-light stays on after you do your PA. Why is this happening?
A. The rotary select knob on the jump seat com panel is switched to PA and is causing this.
Q32. What should you do if you have a bird strike ?
A. Use the procedure as detailed in the RG2. 9-2-1. Basically you are a certified Air Nelson bird strike inspector because you have see the Refresher course power point on bird strike. Recommended to call the engineering.
Q33. Can you taxi the Dash8 using the left engine only?
A. Yes. Turn the the PTU on to give NWS and charge up the Emergency Brake accumulator.
Q34. Can you taxi the Dash 8 using the right engine only?
A. Yes. Turn on the SPU pumps. This will give pressure for the normal Anti-skid brakes.
Q35. You can not get " Map-mode" to indicate on you EHSI, only the CDI. Why?
A. Because the Nav Reversion button is pressed on the opposite side.
Q36. Is there any landing distance calculations that need to be done before taking a 20 kt tailwind?
- A. It doesn't seem so. Not mentioned in the Performance Manual Supplement. There is a graph on page 3.1.1 of the
- Performance manual that has a line for flaps 35 dry runway but no wet. Try an example for yourself
Q37. What should you do if the other pilot becomes incapacitated?
A. Grab his wallet.
Q38. When does the FMS go into terminal mode?
- Q39. On a manual activation how do you know when you passed have over the approach trigger and have captured the inbound track?I Indications before this happens look very similar to an Auto activation, ie " Approach Active, LNAV, VS".
- A. You must see the Approach Label (name) in blue displayed at the top of FMS screen.
- Q40. You are on a instrument approach approach to circle to land on the opposing runway. The cloud ATIS states BKN 013. Can you leave the gear and flap, get visual and circle in clean configuration?
- A. Probably not. You are required to configure at 2000' so this dictates how the aircraft will be set up for the circling manoeuvre. If you became visual above that then you could continue clean. (The FCOM says that you can not go below 1000' without being configured on a circling approach so in this case you will configure in the downwind like a normal visual circuit).
Q41. You are on a circling approach at night. BKN013 vis 6000m. If you where to abort the landing on finals and go around will you go into the circuit or go full missed approach?
A. Cloud base and vis below 1500' and 8 Km's...so due the Sops rules a re-circuit not available....but if you go full missed approach you are now pointing the wrong way! You would have to do the MAP for the opposite runway or tun onto your original MAP. so...sense would say stay in the circuit now you are there!
Q42. Can you plan to land with flaps 35 off an approach if the cloud base is 500' above minima?
Q42. What ALT is best for doing a trend?
A. Best between FL150 and FL200. 5 mins to settle on power setting. Below FL 150 only if QNH is 1013. Not below 10'000'.
Q43. How does the Air Nelson SOP's regarding where to configure (2000') effect ATC speed control requirements on an ILS where we must maintain 160 till 5 miles, and can we mitigate its effect on traffic flow?
- A. It only effects us on precision approaches. It makes us slower than everybody else. To configure at 2000' is to slow to 163kts at about 7nm. All ILS's in NZ (except DN) require 160kts to 5nm so with flap 5 and gear down at 2000' we are below this required speed. Air Nelson has a special dispensation for this.
- We can mitigate this slowing of the traffic flow within reason. The FCOM ....? More words needed here ....
Q44. What is the max speed after T/O till 1500' AAL?
A. V Climb plus 30.
Q45. What advantage is there in disconnecting the AP at 100' AGL accordance with (supplement 16) FCOM NP 14.7?
A. In low vis situations such as Auckland's RVR OPS it may give the Pilots a slightly reduced work load by allowing the A/P to follow the G/S down lower. Being able to do this It is slightly restricted by a max of 15kts crosswind and a max 10 kts tailwind. All other parameters of Cat 1 operations must be met. Remember you must not go below DA if not visual. It's not a ticket to delow minima low in cloud.
Q46. What are the RNAV approach tracking limits
A. XTK 0.15nm in map mode which is half a CDI scale. Vertically half scale above or below.
Q47. In the cruise you could get an elevator Trim Freeze. What QRH page would you use and how will you operate the A/C.
A. This can happen after the aircraft has been very wet on the ground or flown through rain on the climb. You will see a "mistrim" message and the A/P may kick out The QRH has a trim jam procedure on P10.7, however it does not really tell you about what to do for a Trim Freeze. So..the aircraft will have been trimmed for the speed it was at the time of freeze, so descend to warmer temps at that speed. You may have to muscle the ship around a bit to fly it. It will free when it gets warm enough. Your decision to continue or divert will depend on what altitude the temp goes positive and the manourvers/approach you will have to make while getting to that temp.
Q48. What should you do if the Bleeds or Air-Con pacs are not on and you get the 10'000 cabin Alt light during the climb?
A. The QRH should be consulted however, in the case of the Bleeds or Pacs left off, when you get them on again the pressurisation schedule is not in good shape and the controller will not pump the cabin down, so level out and select "Cabset" and turn the rate knob to give a heathy rate. When the cabin alt is down to what it should as indicated on the graph on the overhead panel for your altitude switch back to "normal". Maybe commence climb again during this process. ( use FDdODAR). Probably 1 pilot should put the mask on.
Q49. On an RNAV approach if you require to stop the descent how can you stop descent and edit the FMS to link up the missed approach path without pushing the "go-round" button and therefore avoiding pitching the flight Director Bars up?
A. Press "ALT", apply the correct TQ then once past the FF a "Missed Appch " LSK will become available on the right side of the screen. Use it to take the "No-link" out. The aircraft will now fly the Appch and MAP track. (Another way would be to press the go-round button the immediately push "Alt" which would have a similar effect).
Q50. What is a company "attended " airport ?
Q51. Will the Q300 drift down if it loses an engine at 2000' ? How will you deal with that?
A. Yes it will drift down. When a failure occurs disconnect the A/P and select IAS to Vclimb speed then bring both condition levers forward to max. This will set approx max power on the good engine. Do the memory items, trim it then re-engage the AP. If you needed more power for some reason you could set MTOP ( 100%, or 105.6, or 800ITT , ITT will be reached first at Altitude) You will only have 5 mins at 100% TQ but no time limited at 800ITT if TQ at or below 90%. If in icing conditions set IAS Vclimd +20.
Q51. What is the most likely thing to cause starter not to disconnect?
A. The power lever position. If the power levers have not been pushed forward over the gate into Flight Idle it NH may not be able to reach 63% therefore the starter will stay engaged.
Q52. During a pushback starting engine #1 the starter fails to disconnect. How will you recognise this and what will you do?
- A. The start select switch may or may not release. The Start Button light may or may not be on. ..BUT.. If the load on Gen. is negative then it's stuck on! Firstly...switch START SELECT Off. That might fix it...if not..maybe tell the pushback guy that he may have to tow you back in, but he is not a priority, getting the Starter/Gen under control is. So shut out all outside stimulus and do the QRH ( below). It should come right when you switch the Main and Aux Batteries off as this will depower the Starter. (Remember where the starter motors are powered from?) If you check that it has disconnected before you switch off the Battery Master you will avoid a dead ship ! The emergency lights will come on in the cabin (and if you have totally cut all power to the ship you will still be able to do a PA from the captains side as the PA systems switches to the Hot Battery Bus).
- Before getting towed back onto the gate get the RFS to thermal image the starter for possible fire as a precaution.
- so....FDODAR. F.getting pushed back. Maybe "stop the push" ...of not .. You could be in the way if you stop in an unusual place. D..Yep she's stuck on. Deal with it....so Switch it off. Still stuck? QRH it. Don't turn the Batt Master off if you see no load on the Load meter.
- QRH says this:
- NO STARTER CUT-OUT FOLLOWING AN ENGINE START
- (START light remains illuminated or a negative load on the generator load meter)
- Start Select Switch................................................Off
- Note: ENGINE START and SELECT lights will take approximately 515 seconds to go out.
- Lights remain illuminated or a negative load still on the Generator load meter after 15 seconds?
- DC External Power switch ...............................Off
- APU Generator................................................Off
- Engine Shutdown ...................................carry out
- Main and Aux Batteries ...................................Off
- Battery Master.................................................Off Maintenance action is required prior to flight.
Maintenance action is required prior to next flight.
Q53. If the REU (remote electronics unit in the avionics rack) fails will you have intercom and will the PA system work, and is this in the QRH?
- A. No its not in the QRH. The headsets connect directly to their respective sides Com Box's. The PA is U/S so FA will have to use the Megaphone. Pilots will have to shout to each other across cockpit as the Intercom is out.
- ( FDODAR.
- F. continue, level out. Etc. Make sure it's all good.
- D Lift a headset earpiece off and speak to the other pilot. Deal with it...Can't , so leave it.
- O. Fly with headset half on.
- D. Keep going or divert depends on workload and wx.
- A. Tell FA somehow. Maybe open the flight deck door window.
Q54. The FA calls you and says "captain may I come to the flightdeck". what will you do?
- A. Probably panic! Not nice. All sorts of things will rush into your mind and you may initiate some of these ideas in a random fashion if not prepared. So...use FDODAR.
- F. Fly it...continue the approach, stay at the alt etc.
- D. Yep got a problem called "Unlawful interference "
- O. Divert ASAP I would think. Push the DTO button and have a look for suitable airports. Wx. Type of approach. Shortest time etc.
- D. Decide.
- A. Assign tasks. Mayday call, (use term "unlawfully interference". squawk 7500. ATIS..etc etc.
- R. Review.
Q54. During the Climb Checks you see the flaps still indicating 5*. What will you do?
A. F. Check to aeroplane is going the right way. ID802. Stay below 163kts. D. "Yep ...flap at 5" d. Deal with it. Recycle them. Check CB's .QRH....still stuck? O. Can we continue to dest? ( icing, will aircraft be AOG once landed etc ) D. A. R.
Q55. Does a tech alternate have to be attended?
A. No. RG 4-3-3
Q56. Does a tech alternate require lights?
A. Only if your arrival time is after CET.
Q57. For a departure alternate, how far in Nm is 1 hour on one 1 engine?
A. 180kts average for 1 hour so about 200nm should work. So for Air NSN ops we are always within range of of a departure alternate. NV is the most sensitive but still has Queenstown, Dunedin or Timaru.
Q59. During flight planning you find it's not possible to find a weather alternate with good enough conditions. What is another why to find a suitable wx alternate?
A. Use page ENR 1.5-40 of the IFG. (CAR 91 405). It may help by finding a lower alternate minima that will allow you to use an airport that was not available using the table ENR1.5-7.
Q 60. The GPS RAIM Predictions state that "GPS RAIM FDE UNAVBL FOR NPA". What does this mean?
A. It means that only 5 satellites are going to be available but we will still have RAIM so no change really. (We will still get the "GPS INTEG" if we go down to 4 satellites).
Q61. You are flying a two FMS ship and you wish to hold an Alternate that has no operational Radio Navaid (its NOTAMED as U/S) Can we still hold it as an Alternate Aerodrome?
- A. A flight under IFR shall not be planned to an aerodrome as an alternate aerodrome unless it has radio navigation facilities to do an approach procedure, however..if that Aerodrome has an RNAV (GNSS) approach procedure and your aircraft has two operational FMS's and another aerodrome with an operating radio navigational Aid is nominated as a 2nd alternate aerodrome you may use it.
- But having said all that...if the weather forecast shows that at the ETA at the 1st Alternate the ceiling will be at or above the minimum procedure commencement altitude shown on the instrument approach chart, and the visibility at least 8km by day and 16km by night then you could use it with no FMS or operational Ground Aid. See yellow page
Q62. What is an "attended Aerodrome? RG4-3-1
A. An airport with ATC or approved Air NZ personal.
Q63. Can you operate to a airfield that is unattended?
A. Yes. See flow chart RG1 4-3-2.
Q64. How do you know if an aerodrome is "attended" if it is not ATC (like KK or HK ).
A. Not sure can't find it anywhere.
Q64. If you accidentally do an "anti-skid" test in the air what will happen?
A. When the wheels come down the "Anti-skid" caution lights will be on. Cycle the Antiskid switch and they will go out.
Q65. The smoke warning light illuminates on the ground. What should you do?
- A. Reject Takeoff/stop taxi/stop pushback. It's smoke so "on ground emergency" using the Precautionary Evacuation PA. Could be upgraded if it turns int a fire. Might be a good idea to park off the runway if within easy reach of a taxiway. F...stop the aeroplane. D....yep it's smoke..deal with it...use memory item for on ground emergency...O...none..get them off. A..not applicable, memory items cover it. R..do that over coffee.
- Q66. How many pax can we carry?
- A. 57?
- Q67 One of the supplemental bottles is low on pressure. Can we still depart?
- A. Yes. Because we have the therapeutic bottle we have enough for 10% of the pax. 2 x supplemental each with 2 masks and 1therapeutic. Need better words here. See the Mel. ( not sure if we can carry more than 50 pax then though)
- Q68. If we have 56 pax on are we covered into above situation?
- Q69. Your load sheet comes in at 18640and the CofG is 21%. The FA wishes to shif a passenger from row 10 to row 3. Will it be OK?
- A. Use the Trim Change Table..doesn't look good Vern. Remember the
Q70. You are a new Captain on a flight from NS to WN. Your inexperienced F/O wants to fly all the way raw data because he has a command assessment coming up. It's BCN 018 in WN. Will you allow this?
- A. Your choice. ..Maybe ok if you brief the way as a crew you will use the alerter, the display on the HSI that the F/O will have up and the method he/she will use to make the intercept onto the ILS. Maybe better to to a flight with full Flight director first.
- 71. Are there taxiways we use at night that do not have yellow centreline markings?
- A. No. Do not taxi off a runway unless you are following a yellow line!
72. How does a Guide Dog appear on the load sheet?
A. It will appear as if its in cargo hold "0" but the actually the weight will be included in the seat row it's owner is sitting in. ( it wont be seen on the LIR at all but the load sheet makes it look like it should be!) So as long as you have got 36kgs in cargo "0" you are in good shape.
73. If you get an Amber Caution light on after 70knts what will you do?
A. Keep going from Amber. After T/O you could leave the wheels down to check that is was not a '"anti-skid" caution light. Don't forget to put them up though!
74. When should the Captain fly the Approach?
A. If visibility is less than 1000 meters. So...no RVR for the F/O?(FCOM 3.6.3)
75. If an engine fails at a time when the Auto feather system is not on (and armed) will the propellor feather when you put the condition lever to "fuel off" in the memory drills?
A. Most likely not. It needs engine oil-pressure to feather the blades and when the engine fails and spooled down there is not enought pressure to do it so be prepared to use the electric Alternate Feather pump.
Q76. What is a basic rule of thumb to work out what the diff should be as you climb out?
A. Multiply the height on the altimeter by 4 and add .2. Ie at 3000'. ...3 x 4 = 12 (1.2) plus .2 = 1.4. So at 3000' it should be approximate this. This works Ok till about 7000'.
Q77. What would happen if you reached up and switched the Pressurisation controller to "manual" on the climb through around 3000'?
A. At 3000 the diff will be about 1.4, so if the controller is switched to manual the bleeds will pump the cabin up to max diff very quickly at approximate 2500fpm. Max diff will be reached and the forward outflow valve will be audibly releasing pressure. The pressure inside the cabin will be noticeably very high ( possible above sea level pressure)
Q78. As above but switched to manual climbing through 14000'?
A. The diff will be near max diff. The bleeds with rapidly pump the cabin to max diff with the same effect as above with the sound from the forward outflow valve etc. Th cabin pressure will not be great inside though as it was already at aprox 8000' cabin alt.
Q79. The information contained in the above answer is important. Why?
A. Because a pilot should be familiar with the pressurisation system. For instance ..say the pressurisation controller somehow malfunctioned or appeared to be not on the correct schedule during a climb. The crew could easily switch it to manual for a moment not realising what the rate will go to and pressure bump the cabin badly.
A79. Somewhere there must be a cutoff point to NOT do the memory items to secure a failed engine on approach. When is it in your opinion?
A. Once on the approach in IMC if there is any problem that requires both crews attention to manage a go-round /MAP should be commenced immediately. ( Remember that if an engine has failed and spooled down the prop will not feather when the condition lever is moved though start feather so the alternate feather switch will have to be used when you do the memory drills on the climb). However with a fire warning it my be better to continue and land.
Q80. Say you taxi in and feather the props on the gate in the normal way, including selecting the GPU switch to on. However the ground staff don't hook a GPU :( At 30 seconds you shut down the engines and as it's bright sunshine you decide to save the batteries and turn them off. After switching off screens etc you reach up and flick off the Battery switches but as the GPU green light is not illuminated you omit to switch it off too. Is thus a problem?
A. Yep. The ground staff could switch the GPU on and proudly give you the thumbs. ;( this is not great as the batteries are not on to absorb the sudden load and this could damage electrical equipment. So always when shutting the power off include the GPU switch. It may not bi illuminated green so easy to miss.
Q 80. How will you taxi the Q300 if the NWS is unserviceable?
A. KEEP THE RUDDER PEDALS CENTRED. Use toe brakes and asymmetric power. A slight even forward pressure with both legs may help. If you try to use rudder you will have great trouble getting the correct brake inputs as your feet are not even with one another.
Q81. What is the best way for a F/O to taxi the Q300?
A. Keep the NWS on for landing but reach over and switch it off for taxing as it will be a problem going in an out of the the 7 degrees control by the pedals. Use the above technique. You will be able to taxi quite well like this. Try it with the next training captain you fly with.
Q82. There's an ergonomic issue within the cockpit that could be an issue for pushback. What is it?
- A. Most switches and levers in the flight deck go forward towards the window for "on" or "go" including the NWS switch. On pushback the natural thing to do is to push this switch forward to "go" after pushing the Park Brake handle forward to "go".
- If this actually happened and you did the pushback with the NWS "on" it should not damage the Aircraft as the pressure relief valve will open to allow oil to bypass. The pushback driver would probably notice difficulty in getting the aircraft to turn. Maybe don't try it though.
Q83. You are cleared to descend 2000' on a heading to intercept the LZZ for an ILS. You then receive clearance for the ILS.
You find that when you change across to VORLOC that you are slightly below the G/S but the LZZ captures nicely and you are judg below the G/S Can you put the ALERTER down to DA now as Performance Manual questions and notes of interest.
Q84. Why do the distances either side of the point where the drift-down lines cross on the graph not add up to the total distance between Nelson and Christchurch?
Q85. All AAL's allow up to 10 knots tailwind for takeoff, except two airports that also have a 20knot tailwind column. Which airports snd runways are they?
Q86. If its above 38 degrees for takeoff and you are WAT limited, what do you do to work out your landing distance?
Q87. If you wanted to ferry the Q300 from WN to NS with the antiskid inop what weight would you dispatch at? Consider it to be nil wind, runway 02, 1020, 20degrees.h
Q88. Say you are on an RNAV APPCH and you have a problem that causes you to stop descent. Perhaps you wish to follow the APPCH path and MAP path but there is an EOA in the FLT PLAN. How can you link the MAP track up without pushing the GA button and get the FD bars to stay in ALT mode?
A. Linking up the MAP track before the EOA has been reached....
- Once past the FAF or FAP "activate go round" becomes available on the box, I think its on nav page that has heading. So it you want to fly the MAP track without pushing the "go-round" button, you can link it all up using this feature. Good for levelling out on an approach, staying on the plan view and keeping at the height. Linking up the MAP track before the EOA has been reached.
- Once past the FAF or FAP activate go round becomes available on the box, I think its on nav page that has heading. So it you want to fly the MAP track without pushing the gotound button you can link it all up using this feature. Good for levelling out on an approach but staying on the plan view.
Q89. On landing roll you get a cargo smoke warning light. What will you do?
A. Get off the runway and stop. Do the on ground emergency drills with a precautionary evacuation. If it becomes a fire then upgrade it..
Q90. At Vr you get a engine failure with negative auto feather. What will you do?
A. Raise the gear and complete the fail fire shutdown memory Drills, then at the correct height (on the card) level accelerate and retract the flaps etc.
Q91. At Vr you get an engine failure and fire on one engine. What will you do?
A. Raise the gear and complete the fail fire shutdown memory drills, then at the correct height level accelerate and retract the flaps etc.
Q92. At Vr you get an engine fire with the engine still running. What will you do?
A. Raise the gear and climb away. At acceleration alt "flap zero" and set IAS Vclimb. Complete memory drills.
Q93. What will you do if you get an unscheduled prop feather at Vr?
A. Climb to level accel height and do the memory drills.
Q93. If you are cruising below transition altitude can plan to do the TANGISF
- checks on your descent?
- A. No. Below transitions checks should be completed in level flight before descent.
Q94. If you are cruising above transition can you do the TANGISF checks on descent?
A. Yes but not ideal.
Q95. What is the max climb speed until 1500 AAL.
A. Vclimb plus 30
Q96. If you get a door unsafe light on what should you do?
A. Of course use the QRH ( within the FDODAR). But...a few things to consider. Remember that if the doors are actually shut with the handles in the correct position the it's most likely a false warning. (The strength of the door fastenings is massive)..therefore the QRH is very course in its instruction to " dump" the cabin! Why do that to to poor passengers. You could achieve a similar more user friendly method by using the " cracked window" procedure. Thus will take weight of the door in a way that won't traumatise the passengers!
Electrical Failures happen in Flight. What's the story?
97-71) One DC Generator Failure : No problem. The BBPU/DC Logic will simply close the Horizontal Bus Tie to allow the current generated by the good Gen to power the "top half" and all buses will be powered.
QRH: Try a reset, if no go turn it off and carry on.
2) One AC Generator Failure: No Problem. The AC cross tie will hook both sides to-gather therefore all buses and both TRU's will be powered.
QRH: Reset it by switching off and on. If no go, turn it off and carry on.
3). One TRU fails: No problem. The BBPU/DC Logic will close the horizontal Bus Tie between the secondary buses and all buses will be powered.
QRH: Pull the respective TRU CB on panel behind the F/O head. ( the left one is on the right if facing forward and vice versa, so think about left and right as if facing rearward). Carry on reward-less.
4). Both AC Generators fail (highly unlikely). Not in the QRH. All 115 variable AC Power to the AC buses (heaters and pumps) and both TRU's would be out.
The BBPU/DC Logic would close both vertical ties so both secondary busses will be powered.
QRH: Not mentioned. Obviously not deemed to be likely. But...there is a list of the services you would lose under the heading QRH "left OR right AC BUS" for lost services but in this case both sides would be out. Good idea to get out of Icing
5). One 115v AC bus. Caused by a short in the Bus itself. I think the AC GEN would suddenly overload (check this) and disconnect. The cross-tie function would want to kick in but the Generator control units have their own logic and will not allow it to tie across. Therefore the AC Bus light will illuminate. Also the associated TRU light will come on. The BBPU/DC Logic will tie the secondary buses so only the one bus unpowered.
QRH: list of lost services and a statement to alert the crew to the hazards now prevailing if in icing conditions.
6). One DC BUS fails. If other lights on too then it's that thing that happens when there's a short in the Bus itself, the associated Generator or the associated Battery. You remember? The BBPU recognises a massive currant flow, times for 7 seconds and if it's still there then chops off the Generator, the Battery and isolates the "MAIN BUS" itself. See below. However in this case it's just the DC BUS only.
QRH: Just says reset it. Doesn't say what you will lose if if doesn't come back. (Check for yourself now what is powered.... For instance the pressurisation controller is powered by a main bus as is the anti skid brakes). Lots of pretty lights will come on...so deal with them one at a time! (write more on this...include hydraulics light that comes on during main bus).
7). Loss of both DC Generators.
A. Unlikely but possible. DC logic will close the vertical bus ties so no power loss,as DC POWER supplied upwards by the TRU's, BUT...the TRUs have a slightly lower output and therefore the Batteries could add a bit too, lowering the charge in the batteries. To mitigate this and to also to keep the :30 emergency the QRH asks us to turn the BATTERIES OFF! It's no problem though as TRUs are still supplying enough and the vertical ties are closed. BUT CAUTION!! If a TRU NOW FAILS, the associated Secondary Bus will lose power therefore the DC LOGIC will want close the horizontal tie between the Secondary Buses...but to do so , it must open the vertical ones to achieve it ( remember it can't have horizontal AND the vertical ties closed at the same time... Except when the GPU is hooked up). So.... It lets go the Vertical ties and ..BOOM!! the lights go out!!! All black! Only the dome light!
But why? Well...It's because the flippin BBPU/DC LOGIC is powered from somewhere ABOVE! So when the verticals open to allow the horizontal to close, power stops flowing up through the verticals and all power is lost above, including power to operate the BBPU! Lights out.
So what now? Well then you are toast...unless of course you know to turn the Batteries back on pronto.
QRH. LOSS OF BOTH DC GENS.
Basically it's turn on the batteries and land soon. You only have :30 minutes.
Q97. One DC GEN fails enroute. Can you depart again once landed?
A. The A/C must be operated under the MEL.
There is a procedure the engineers must do:
- A visual inspection of the Starter/Gen, followed by an engine run to see if the "starter side"of it is working, and to check that it will disconnect at 63% NH. Also..the TRUs must be putting out 28 volts (+\- 3, (they won't ever put out 28 because they only put out 26 at the best of times!). This is to make sure the TRUs are ok in case of the other DC GEN packing up.
- If all that is verified you can go under the MEL.
- (Hope you don't lose another DC GEN though. You will then be in the QRH and switching Batteries off etc).
Q98. Tell me about the relationship between weight and CofG for the Q300.