Profiles

Question 1

Emergency Descent PF

Answer 1

Question 2

Emergency Descent PM

Answer 2

Question 3

Windshear

Answer 3

After these call-outs continue with the normal go-around callouts. Positive rate - Gear Up, Speed Up. FMS, NAV or FMS, HDG, Climb Sequence, AP ON.

During the Takeoff roll, an abrupt change in airspeed requires prompt corrective action. At recognition of Windshear prior to liftoff, the following procedures are to be accomplished:
1. Prior to V1:
a. ABORT the Takeoff

Question 4

Enroute Stall PF & PM

Answer 4

Flaps are Zero
TOGA ~70%N1 (about half up on AT for clean and approach stalls)
PM: “Green Dot”
“AT, FLCH”
Trim ASAP don’t shoot through alt pitch and reduce power if necessary
“AP ON”

Question 5

TCAS PF

Answer 5

The consequences of not following an RA may result in additional RAs in which aural alert and visual annunciations may not agree with each other.
• Using every available means, clear the airspace into which you are going to maneuver. If needed, promptly and smoothly adjust the airplane’s pitch to fly into the green rectangle (if displayed), and fly out of the red trapezoidal shaped avoidance zone(s). This should require no more than 0.75 g to 1.25 g maneuver (+- 0.25 g).
• Exaggerated responses to TCAS RAs are not desirable or appropriate because of the other potential traffic conflicts and ATC consequences. From level flight, proper response to a TCAS RA typically results in an overall altitude deviation of 300 to 500 ft to resolve a traffic conflict.
• If a CLIMB RA is issued with the airplane in the landing configuration, a normal go-around should be initiated, including the appropriate thrust increase and configuration change.
• Compliance with TCAS RA is required unless the pilot considers it unsafe to do so.
• The pilot should promptly return to the previous ATC clearance after the TCAS voice message “Clear of Conflict” is announced.
• An immediate smooth response to an RA is required to obtain maximum separations. TCAS II algorithms are based on the pilot initiating the initial maneuver within 5 seconds of the RA and within 2 1/2 seconds for additional corrective RAs (increases or reversals). Any delay in responding to RAs will reduce the separations provided.

Question 6

TCAS PM

Answer 6

The consequences of not following an RA may result in additional RAs in which aural alert and visual annunciations may not agree with each other.
• Using every available means, clear the airspace into which you are going to maneuver. If needed, promptly and smoothly adjust the airplane’s pitch to fly into the green rectangle (if displayed), and fly out of the red trapezoidal shaped avoidance zone(s). This should require no more than 0.75 g to 1.25 g maneuver (+- 0.25 g).
• Exaggerated responses to TCAS RAs are not desirable or appropriate because of the other potential traffic conflicts and ATC consequences. From level flight, proper response to a TCAS RA typically results in an overall altitude deviation of 300 to 500 ft to resolve a traffic conflict.
• If a CLIMB RA is issued with the airplane in the landing configuration, a normal go-around should be initiated, including the appropriate thrust increase and configuration change.
• Compliance with TCAS RA is required unless the pilot considers it unsafe to do so.
• The pilot should promptly return to the previous ATC clearance after the TCAS voice message “Clear of Conflict” is announced.
• An immediate smooth response to an RA is required to obtain maximum separations. TCAS II algorithms are based on the pilot initiating the initial maneuver within 5 seconds of the RA and within 2 1/2 seconds for additional corrective RAs (increases or reversals). Any delay in responding to RAs will reduce the separations provided.

Question 7

EGPWS Warning PF

Answer 7

Question 8

EGPWS Warning PM

Answer 8

Question 9

ILS PRM Procedure

Answer 9

1. ILS PRM is an acronym for Instrument Landing System Precision Runway Monitor. These procedures may be authorized at airports with parallel runways separated by less than 4,300 feet. To conduct ILS PRM operations, special equipment, procedures and training for both air traffic controllers and pilots are required.
2. The name ILS PRM (appears on the approach chart) indicates to pilots that there are differences from a standard ILS and ILS close parallel approach. Simultaneous close parallel ILS PRM approaches are published on a separate Approach Procedure Chart named ILS PRM (Simultaneous Close Parallel). For an airport to qualify for reduced lateral separation between runways, there must be high update radar and associated high resolution radar displays called Final Monitor Aids (FMAs) installed. The high update radar provides near instantaneous position and altitude information to the FMAs. Automatic tracking software provides monitor controllers with aircraft identification, position, altitude and the predicted position 10 seconds ahead, as well as visual and aural alerts to the controller. This equipment, along with trained controllers, has an enhanced communications capability that includes a secondary monitor frequency with tower override. This and the ILS equipment make up the ILS PRM system. The PRM system is a supplemental requirement for simultaneous close parallel approaches, less than 4,300 ft. between centerlines, separated by a 2,500 ft. No Transgression Zone.
   Procedure and Briefing
3. Follow the Precision Approach procedures as written in the applicable Mesa Airlines, Inc. Company Flight Manual for the aircraft. The approach briefing will include a thorough review of the PRM Attention All Users Page (Jeppesen 11-0) with the particular airport’s ILS PRM approach chart. The briefing must include the Final Monitor Frequency, the Minimum Vectoring Altitude, the fact that the breakouts must be hand flown and a review of the go-around procedures for both a climbing and a descending breakout. When the ATIS broadcast advises ILS PRM approaches in progress, brief to fly the ILS PRM approach.
4. If later advised to expect the ILS approach, the ILS PRM chart may be used after completing the following briefing items:
   a. Minimums and missed approach procedures are unchanged.
   b. Monitor frequency is no longer required.
   C. Profile and Call-Outs
   Fly the normal ILS profile and use all normal call-outs as written and depicted in
   the applicable Mesa Airlines, Inc. Company Flight Manual for the aircraft.
   D. Dual VHF Communications Required
5. Each runway will have two frequencies: the primary tower frequency for that runway and a monitor frequency discrete to that runway.
6. To avoid blocked transmissions during a breakout, ATC transmissions will be transmitted on both frequencies simultaneously.
7. Transmissions from the monitor controller will over-ride the tower controller on both frequencies.
8. Pilots will ONLY transmit on the primary tower frequency.
9. It is important to not select the monitor frequency audio until instructed to contact the tower. The volume levels should be set about the same on both radios so the pilots will be able to hear transmissions on at least one frequency if the other is blocked.
   E. Breakouts
10. Breakouts differ from other types of abandoned approaches in that they can happen anywhere and unexpectedly. Pilots directed by ATC to break off an approach must assume that an aircraft is blundering toward them and a breakout must be initiated immediately.
11. Hand fly breakouts
    All breakouts are to be hand flown to assure the maneuver is carried out in the shortest amount of time.
12. ATC directed breakouts
    ATC directed breakouts would be an air traffic controller instruction to turn and climb or descend. Always initiate the breakout in response to an air traffic controller instruction. Controllers will give a descending breakout only when there is no other reasonable option available, but in no case will the descent be below Minimum Vectoring Altitude (MVA), which provides at least 1,000 ft. required obstruction clearance.
13. Traffic alert
    If an aircraft enters the NO TRANSGRESSION ZONE (NTZ), the controller will breakout the threatened aircraft on the adjacent approach.
14. Phraseology
    The phraseology for the breakout will be: “Traffic alert, air shuttle _____ turn (left/right) immediately, heading ____degrees. Climb/descend and maintain _____feet.”

F.
410 5.22 35
1. The PF will disengage the autopilot and assume manual control of the aircraft. Simultaneously, the PF begins advancing the thrust/power and making the normal go-around call-outs for configuration changes. The PM will set the thrust/power to the go-around setting and select the flaps to the go-around setting requested.
2. Simultaneously, the PF will initiate a climb towards the new assigned altitude. The PM will set the newly-assigned altitude in the altitude pre- select and set the heading bug to the assigned heading. If the TOGA button has not been pressed, the PF will call “Flight Director off.” The PM will turn the Flight Director off to remove the Flight Director command bars.
3. Once the aircraft is established in the climb and at a suitable airspeed, the PF will begin a climbing turn towards the newly-assigned heading using no greater than 30° of bank while continuing to climb to the assigned altitude.
4. Once established in the climb and on the new heading, the PM will call “Positive Rate,” and the crew will continue with the normal go-around/ missed approach procedures/call-outs.
Descending Breakout Maneuver
1. The PF will disengage the autopilot and assume manual control of the aircraft. Simultaneously, the PF will turn towards the newly-assigned heading using a bank angle not to exceed 15° and will initiate or continue a descent to the newly-assigned altitude. The PF will adjust thrust/power as necessary to maintain no greater than 1,000 fpm rate of descent. Do not change configuration until established on the heading assigned in the breakout clearance.
2. The PF will call “Flight Director off.” The PM will turn off the Flight Director and set the newly-assigned altitude in the pre-select and newly-assigned heading with the heading bug.
3. Once established on the newly-assigned heading and in a descent, the PF should request to re-establish the Flight Director in Heading, Vertical Speed and Altitude Select modes and engage the Autopilot.
4. Once directed, the PM will confirm that the aircraft is on the proper flight path and will establish the FD in the proper Heading, Vertical Speed and Altitude capture modes and engage the Autopilot.
5. Upon leveling off at the directed altitude, the PF will adjust the thrust/ power as necessary to accelerate and begin reconfiguring the aircraft via the normal go-around/missed approach procedures.
6. The PF will adjust the thrust/power as necessary to maintain not less than the Minimum Maneuvering Airspeed appropriate for the flap configuration selected.

Question 10

Normal Takeoff PF

Answer 10

Question 11

Normal Takeoff PM

Answer 11

Question 12

Rejected Takeoff PF

Answer 12

Question 13

Rejected Takeoff PM

Answer 13

Question 14

Engine Fire/Failure at or after V1 PF/PM

Answer 14

Question 15

Engine Fire/Failure Climb PF/PM

Answer 15

Question 16

ILS Approach PF

Answer 16

Question 17

ILS Approach PM

Answer 17

Question 18

ILS CAT II PF

Answer 18

Question 19

ILS CAT II PM

Answer 19

Question 20

RNAV (GPS) and VOR Approach PF

Answer 20

Question 21

RNAV (GPS) and VOR Approach PM

Answer 21

Question 22

LOC Approach No Step Downs PF

Answer 22

Question 23

LOC Approach No Step Downs PM

Answer 23

Question 24

LOC Approach with Step Downs PF

Answer 24

Previous slide:
PM: Course Alive
PF: LNAV
PM: PATH

Question 25

LOC Approach with Step Downs PM

Answer 25

Previous slide: PM: Course Alive PF: LNAV PM: PATH

Question 26

Missed Approach PF

Answer 26

Question 27

Missed Approach PM

Answer 27

Question 28

Missed Approach (One Engine Inop) PF

Answer 28

Question 29

Missed Approach (One Engine Inop) PM

Answer 29

Question 30

Missed Approach with Engine Fire/Failure PF

Answer 30

Question 31

Missed Approach with Engine Fire/Failure PM

Answer 31

Question 32

Departure Stall Procedure

Answer 32

“Stall” Disengage AP Apply nose down 3deg below horizon Level Wings and Add TOGA Thrust PM: “Green Dot” “AT, Climb Sequence” Pitch up and turn to follow FD Trim AP ON Press nav if necessary to return to course On departure and clean stalls, pitch down (do not add power yet), then roll wings level and add power together at the same time.

Question 33

Steep Turn Brief

Answer 33

We’ll start the maneuver at 250kts with AP and AT ON. I will disengage the AP and AT. Please turn off my FD. We’ll roll into a 45deg bank for 2 180deg turns. Please bug my headings call out 15deg prior. At rollout, I will call for HDG, FLCH, AT and AP ON.

Question 34

Steep Turn PF

Answer 34

Focus on donut keep on horizon You should hear bank angle once upon reaching 45deg Trim on first turn Barely increase thrust, just bump up. Focus on airspeed not N1. Don’t use rudder. Feet on the floor. Push down HARD then turn the other way so trim is the same leave power in during the switch from one direction to the other At rollout, PUSH down, trim nose down, and power back quickly Immediately call HDG, FLCH, AT, AP ON

Question 35

Approach Stall

Answer 35

gear and flaps in (not final approach stall so don’t go missed) Same as enroute stall (70% thrust) except at green dot do not call for a vertical mode because GS is captured already recapture GS Approach stall call for AP right after AT, FLCH and call for Approach On approach stall, call is AT on, then AP on. Do not call FLCH. Fly to capture the GS. If below 1,000’ it would be a missed approach for unstable, otherwise continue

Question 36

Abandon Approach Procedure

Answer 36

To discontinue an approach with the autopilot engaged and without pressing the TOGA button the following actions are necessary (example: ILS approach prior to glideslope capture): a. PF “missed approach altitude 3,000 altitude set.” b. PF “Abandon Approach.” PM “Abandon Approach.” c. PF will set and verify “FMS, HDG,” or “FMS, NAV” d. PF will set VAC e. PF will select and verify “FLCH,” f. PF will call, “Flaps 2(4),” g. PM will call, “Positive rate.” h. PF will call, “Gear up, Speed Up” and set the speed of VFS i. PF shall call, “Climb sequence.” 1) PM will call “FLAPS UP,” and notify ATC when able.

Question 37

Emergency Descent Procedure

Answer 37

Crew must descend straight ahead or initiate turn with maximum 30° bank. HDG mode can be used to turn the aircraft off the airway, it is recommended to start a turn before commencing the Emergency descent. Then set FSTN BELTS and NO SMKG Switches ON, advise ATC (EMERGENCY DESCENT), monitor cabin altitude, squawk 7700 on transponder, check all instrument and engines parameters. If cabin reaches 14,500 ft or above, set immediately MASKS DEPLOY selector knob to OVRD. During descent, crew must perform the EMERGENCY CHECKLIST. The flight profile must be monitored, and TERRAIN set on MFD. At 2,000 ft above the level off altitude, crew must reduce Speed to 250 KIAS or appropriate Speed. At 1,000 ft above the level off altitude crew must close the speed brake. Altitude callouts are performed every 10,000 ft (30,000 ft/20,000 ft/10,000 ft) by the PM to check crew awareness.

Question 38

Normal Climb PF

Answer 38

Question 39

Normal Climb PM

Answer 39

Question 40

Windshear Procedure

Answer 40

Windshear recovery procedures have been developed for the most critical phases of flight: Prior to Takeoff, After Takeoff, and on Arrival/Approach. Under certain scenarios, pilots have less than 5 seconds to attempt to recover from Windshear. It is critical to maintain proficiency in procedures below. A. During the Takeoff roll, an abrupt change in airspeed requires prompt corrective action. At recognition of Windshear prior to liftoff, the following procedures are to be accomplished: 1. Prior to V1: a. ABORT the Takeoff 2. After V1 and Prior to VR: a. Thrust Levers.......................................................................MAX b. TO/GA Button ...................Press while advancing Thrust Levers c. Aircraft ..............................................................................Rotate B. Accomplish the following procedure for aircraft EGPWS Windshear alerts. EGPWS Windshear Warning and Caution messages activate between 10 feet AGL and 1500 feet AGL. The Windshear escape guidance mode does not automatically revert to another flight guidance mode. The pilot must manually select another mode in order to exit this mode. The ability to escape the Windshear guidance mode requires the following: 1. Windshear Warning or Caution not detected by the airplane. 2. Thrust levers not set to MAX as a result of the Windshear detection by airplane. Whenever a Windshear is suspected during approach and landing the following precautions are taken: 1. Use SLAT/FLAPS 5 for landing; 2. Do not establish a stabilized approach lower than 1000 ft; 3. Use the most suitable runway that avoids the areas of suspected Windshear and is compatible with the crosswind or tailwind limitations; 4. Avoid large thrust reductions or trim changes in response to sudden airspeed increases as these may be followed by airspeed decreases; 5. Develop an awareness of normal airspeed, attitude, and vertical speed and closely monitor the vertical flight path instruments, such as, vertical speed and altimeters, and call out any deviations. Perform the Windshear Escape Maneuver whenever the following happens: A. A Warning Windshear is annunciated during approach. 1. PFD: WSHEAR (red). 2. Voice alert: “WINDSHEAR, WINDSHEAR, WINDSHEAR” B. A Caution Windshear is annunciated during approach and the pilot decides to perform the Windshear recovery technique. 1. PFD: WSHEAR (amber). 2. Voice alert: “CAUTION WINDSHEAR”. C. Whenever the pilot decides to perform the recovery techniques due to the presence of Windshear clues without EGPWS announcement.

Question 41

In what situations should a takeoff be aborted at low speeds v high speeds?

Answer 41

Low vs. High Speed A. The sooner an RTO decision is made, the greater is the chance to safely stop within runway limits. RTO above V1 may lead to a runway overrun and is the main cause of overrun accidents. B. The Low Speed portion of the Takeoff roll is from advancing Thrust Levers until 80 KIAS. Takeoff should be aborted for all emergencies, and anomalies per PIC discretion. During Takeoff, the 80 KIAS callout has three main purposes: 1. Pilot incapacitation check. 2. Airspeed crosscheck. 3. The transition from Low to High Speed. C. The High Speed portion of the Takeoff roll is from 80 KIAS to V1. Only abort Takeoffs if they severely affect safety, such as but not limited to: 1. Engine Fire, Failure, or Severe Damage 2. Any indication of fire. 3. Thrust Reverser Deployment. 4. Loss of directional control. 5. Takeoff Configuration Warning. 6. Pilot detected Windshear. 7. PIC determination. D. For High energy speeds, it is recommended to continue the takeoff if a tire burst occurs, E. Upon reaching V1, if no decision has been taken, continue the takeoff. After V1, there is no assurance that the airplane is capable of stopping within the remaining runway length.