MT 4

Question 1

What is the procedure for a takeoff with a tailwind component of 11 to 15 knots?

Answer 1

1. ) Line up with runway and apply brakes
2. ) With the AT disarmed, apply 60% N1
3. ) Once engines stabilize at 60%, release brakes and arm AT
4. ) Make sure AT has taken the throttles or manually push them to toga and take off.

Question 2

What is the procedure for takeoff in icing conditions?

Answer 2

1. ) Hold brakes
2. ) Advance to 54% N1
3. ) Hold for 30 seconds OR until vibrations are normal
4. ) Push the thrust a bit more forward and AT carry the throttles to TOGA and take off.

NOTE: If the aircraft begins to slip or creep let go of the brakes and just begin the takeoff roll

Question 3

We have authorization to use lower than standard (1 SM 2 engines) takeoff minimums. We can go as low as 600-600-600 RVR with adequate equipment. What would need to exist to make us not be able to use lower than standard minimums? In other words, when do we need to actually abide by what is published on the airport chart?

Answer 3

Whenever a published minimum is greater than standard AND an alternate procedure (such as a minimum climb gradient) is not prescribed.

SIMPLIFICATION:

1. ) Check the 10-9A page
2. ) Are there takeoff minimums GREATER than standard (1SM)? If no, stop there. You can use less than standard.
3. ) YES, there are minimums published that are greater than standard (1SM).
4. ) Is there a procedure that includes a climb gradient that you can meet? If YES, stop here. You can still use lower than standard (can meet climb gradient)
5. ) Only if you have greater than standard minimums published, and there is no climb gradient associated with it, must you abide by the published minimums.

ULTRA SIMPLICICATION:

• Basically, we always use less than standard takeoff minimums (unless 2 conditions exist, listed below)
• Only ever require published minima if its 1. greater than standard AND 2. missing a climb gradient

Question 4

Most of the time we operate using less than standard takeoff minimums (C078). If we’re not following published minimums, what are we following? In other words, how do you determine what your takeoff minimums are?

Answer 4

• RVR below 600: Not authorized
• RVR 600 TDZ, 600 MID, 600 RO: Equipment required= HIRL and CL
• RVR 1000 TDZ, 1000 MID, 1000 RO: Equipment required= CL; (or HIRL and RCLM)
• RVR 1200 TDZ, 1200 MID, 1000 RO: Equipment required= (DAY= RCLM or HIRL or CL) ——–(NIGHT= HIRL or CL)

(anything below 1600 requires 2 RVR reports)

-RVR 1600+ TDZ: Equipment required= HIRL or CL or RCLM or Adequate Visual Refence

Question 5

What is the visibility and ceiling required to start a circling approach?

Answer 5

At least 1,000’ and 3SM or charted minimums, whichever is higher

Question 6

What approach minimums must you set for a circle to land approach?

Answer 6

MDA of 1,000’ HAA

or charted approach plate MDA, whichever is higher

Question 7

What approach category must be used when completing a circle to land approach?

Answer 7

CAT D

Question 8

Can an FO circle to land?

Answer 8

No, CA only

Question 9

How to fly a circle to land approach

Answer 9

• Very similar to a LOC approach
• VNAV PTH all the way to MDA with preview needles (unless GPS approach). Never press APP. Altitude selector will have MDA ad well as BARO mins
• No FAF callout
• Be fully configured to land before beginning circle (so be fully configured before reaching MDA)
• At MDA let it ASEL and ALT, say “Set missed approach altitude”
• If you see the runway, begin to circle. If not, continue normal missed approach callouts and actions.
• When leaving MDA/Circling altitude (usually past the abeam threshold point), say “Autopilot off, cancel flight director” and fly visually to land.

Question 10

Are CAT 2 approach callouts and actions any different from a CAT 1?

Answer 10

Essentially, no not really. They are the same callouts and actions with a few notable exceptions:

• Must be coupled approaches to DA
• Emphasis on eyes outside for CA at “approaching minimums” and eyes inside for FO.
• CAT 2 speeds must be used
• 12 knot crosswind limit
• RA minimums must be used
• CA only (with over 100 hours not including IOE)
• “approach lights continue” PM callout is not applicable to a CAT 2

Don’t overthink a CAT 2 regarding callouts. They are the same exact callouts.

Question 11

What is the lowest DA we can set on a CAT 2? What is the lowest DH?

Answer 11

Lowest DA = 80’ (Lowest RA we can ever see set on the minimums. If plate has anything less than 80, simply use 80).
Lowest DH = 100’ HAA (Lowest the plane actually gets above the airport)

Question 12

CAT II RVR requirements (in a nutshell)

Answer 12

• You need the TDZ RVR and it can’t be substituted.
• Any TDZ RVR below 1400 will require at least 2 RVR reports.
• 1200-600-300 are the hard minimums and you can substitute mid for rollout and rollout for mid. (far end advisory and can be substituded for rollout)
• If only TDZ RVR and nothing else, must be at least 1400 RVR

Question 13

Can you shoot a CAT II in a foreign airport?

Answer 13

Normally, no. However there is a list in the Ops Specs (C060) of airports that you can. (All in Canada).

As long as the airport and runway are on that list, you are good to shoot the CAT II.

Question 14

What airport equipment is required (regarding runway and approach lighting) for a CAT II?

Answer 14

RUNWAY:

-HIRL, TDZ, and CL all required.

APPROACH LIGHTS:

• ALSF 1 or 2
• or-
• SSALS
• or-
• SSALR

Question 15

You are about to shoot a CAT II and notice a NOTAM “SEQUENCED FLASHING LIGHTS INOP” on the ALSF-2 system. Can you still shoot the CAT II?

Answer 15

Yes, ops spec C060 states “sequenced flashing lights may be inop.”

Question 16

What is the difference between a PRM and a SOIA approach?

Answer 16

PRM: Close parallel runways spaced between 3,000’ and 4,300’. Approach courses are both straight in.

SOIA: Parallel runways are less than 3,000’ and at least 750’ apart. They are too close to have parallel approach courses, so one approach is offset, one is straight in.

Question 17

How many seconds do you have to initiate the turn in a PRM breakout maneuver?

Answer 17

8 seconds. Thats a long time, so just slow down and take it real slow so you get it right the first time.

Question 18

How to fly a PRM escape maneuver?

Answer 18

Here is what the simulator instructors want:

1. ) Disconnect AP and slowly bank to the heading
2. ) Leave the AT on
3. ) Begin a climb or descent to assigned altitude initially ignoring the FD and overriding the AT. (DONT EVER PRESS TOGA)
4. ) Once PM has the FD setup correctly, and you are established on your heading and climbing/descending to your altitude, call AP on.
5. ) Speed Manual 200 knots
6. ) Call for flaps 2, gear up
7. ) Call for climb sequence after takeoff checklist

PM: your job is only to sync up the FD as quickly as you can with what the situation needs. (deselect approach, set HDG mode, set the altitude preselect, FLCH. Then engage the AP when called for and aid in configuration of the plane.)

Question 19

Expect a FLAP FAIL EICAS and a subsequent zero flap landing. What will you use to accomplish this procedure?

Answer 19

QRH FLAP FAIL.

No tricks, it is a train to proficiency (will not be on MV.) Follow QRH and TEAM model and you will be guided by QRH to everything you need.

Question 20

Rejected Takeoff Actions

Answer 20

1. ) “REJECT” if PF. Or “REJECT, MY CONTROLS” if PM.
2. ) Reduce thrust to idle then MAX reverse and disconnect AT.
3. ) Use reverse as needed to stop the plane and bring them out of reverse at an appropriate time.
4. ) Set parking brake.
5. ) PA: “This is the captain. Remain seated with your seatbelt fastened.”
6. ) Call FA’s and assess the situation.
7. ) Do not vacate the runway until it is 100% clear that no evacuation is required.

If an evacuation is required, call FA’s and say “assess and wait for my command.” Than have FO run emergency evacuation QRC.

Question 21

Is there a difference between running a QRC on the ground versus in the air?

Answer 21

Yes. Lets say after you reject a takeoff, you develop an engine fire. In flight, normally the WRC is challenge and response. However on the ground it becomes read and do. Just fight the fire as needed. No threat of killing the wrong engine anymore.

Question 22

How to perform an emergency evacuation

Answer 22

1. ) Once the decision has been made to evacuate, call FA’s and say “ASSESS AND WAIT FOR MY COMMAND”
2. ) Tell FO to run evacuation QRC
3. ) Part of that QRC tells you to say “EVACUATE EVACUATE EVACUATE”
4. ) After the procedure, secure the flight deck and grab any emergency equipment you need.
5. ) Go back and assist with evacuation, make sure all passengers and crew are off the plane. You are the last one to leave.