Q400 Conversion & Training Manual
January 25, 2017 | Author: Captainchandan Chakravarthy | Category: N/A
Short Description
Q400 Conversion & Training Manual...
Description
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DASH 8 Q400 CONVERSION & TRAINING MANUAL
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TABLE OF CONTENTS DASH 8 Q400 CONVERSION & TRAINING MANUAL .............................................................................1-1 TABLE OF CONTENTS..................................................................................................................................1-3 1.
PREFACE ...................................................................................................................................................1-5
2.
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1.1 FLIGHT TRAINING PHILOSOPHY ..................................................................................................1-6 1.1.1 Introduction ..................................................................................................................................1-6 1.1.2 Training Philosophy .....................................................................................................................1-6 1.1.3 Training Administration ...............................................................................................................1-7 1.2 AMENDMENT RECORD ...................................................................................................................1-8 1.3 LIST OF EFFECTIVE PAGES.............................................................................................................1-9 DIFFERENCES TRAINING.....................................................................................................................2-1
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2.1 COCKPIT PROCEDURES TRAINING ..............................................................................................2-2 2.1.1 Overview.......................................................................................................................................2-2 2.1.2 General .........................................................................................................................................2-2 2.1.3 Flight Deck Layout -.....................................................................................................................2-3 2.2 FLIGHT DECK CHECK ....................................................................................................................2-19 2.2.1 General .......................................................................................................................................2-19 2.2.2 Before Start Drills ......................................................................................................................2-19 2.2.3 Review Following EFIS Displays/Controls ................................................................................2-20 2.2.4 FMS Operation ...........................................................................................................................2-21 2.3 FULL FLIGHT SIMULATOR TRAINING .......................................................................................2-22 2.3.1 General .......................................................................................................................................2-22 2.3.2 Exercise Contents .......................................................................................................................2-23 2.3.3 Exercise 601 ...............................................................................................................................2-23 2.3.4 Exercise 602 ...............................................................................................................................2-23 2.3.5 Exercise 603 ...............................................................................................................................2-24 2.3.6 Before Start Drills ......................................................................................................................2-25 2.3.7 Engine Starting ...........................................................................................................................2-25 2.3.8 Taxiing........................................................................................................................................2-26 2.3.9 Normal Take Off .........................................................................................................................2-28 2.3.10 Climb ..........................................................................................................................................2-31 2.3.11 Cruise .........................................................................................................................................2-32 2.3.12 Descent .......................................................................................................................................2-32 2.3.13 Steep Turns .................................................................................................................................2-32 2.3.14 High Angle of Attack Recovery...................................................................................................2-34 2.3.15 All Engines Operating Circuits ..................................................................................................2-41 2.3.16 Control Lock Release..................................................................................................................2-41 2.3.17 Brake Release .............................................................................................................................2-41 2.3.18 Runway Alignment......................................................................................................................2-41 2.3.19 Take-Off Roll to V1.....................................................................................................................2-42 2.3.20 Captain's Take-Off......................................................................................................................2-42 2.3.21 First Officer's Take-Off...............................................................................................................2-42 2.3.22 Rolling Start................................................................................................................................2-42 2.3.23 Roll-On Take-Off ........................................................................................................................2-42 2.3.24 Cross Check ASI's During Take-Off ...........................................................................................2-43 2.3.25 Rotation ......................................................................................................................................2-43 2.3.26 Circuit.........................................................................................................................................2-43 2.3.27 Normal Landing..........................................................................................................................2-44 2.3.28 Stable Approach .........................................................................................................................2-46 2.3.29 Crosswind Take-Off....................................................................................................................2-49 2.3.30 Lateral Control ...........................................................................................................................2-49 2.3.31 Crosswind Landing.....................................................................................................................2-50 2.3.32 Bad Weather Circuit and Landing..............................................................................................2-51 2.3.33 Instrument Approaches...............................................................................................................2-54 2.3.34 Plan ahead..................................................................................................................................2-54 2.3.35 Approach Speeds ........................................................................................................................2-56 2.3.36 Holding .......................................................................................................................................2-57
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Non Precision Approach............................................................................................................ 2-57 RNAV (GNSS) Approach............................................................................................................ 2-58 Use of Flight Director................................................................................................................ 2-59 ILS Approach ............................................................................................................................. 2-59 Raw Data ILS Approach ............................................................................................................ 2-63 Navigation Source Selection ...................................................................................................... 2-64 Tracking Tolerances .................................................................................................................. 2-65 Standard Calls ........................................................................................................................... 2-65 Missed Approach - One or Two Engines Operating .................................................................. 2-66 Go-around.................................................................................................................................. 2-66 Reduced Flap Landing............................................................................................................... 2-68 Application................................................................................................................................. 2-68 Rejected Take-Off ...................................................................................................................... 2-68 One Engine Inoperative Circuits ............................................................................................... 2-70 Considerations ........................................................................................................................... 2-71 Application................................................................................................................................. 2-72 Circuit and Landing (One Engine Inoperative) ......................................................................... 2-74
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2.3.37 2.3.38 2.3.39 2.3.40 2.3.41 2.3.42 2.3.43 2.3.44 2.3.45 2.3.46 2.3.47 2.3.48 2.3.49 2.3.50 2.3.51 2.3.52 2.3.53
Q400 DIFFERENCES TRAINING SYLLABUS & RECORD ............................................................. 3-1
4.
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3.1 Q400 DIFFERENCES TRAINING FILE AND LINE TRAINING RECORD PREAMBLE. ..............3-2 3.2 DHC-8-400 DIFFERENCES TRAINING FILE ..................................................................................3-3 3.2.1 Minimum Requirements (Simulator) ............................................................................................ 3-7 3.2.2 Cockpit Procedures Training....................................................................................................... 3-8 3.2.3 DHC-8-400 Simulator Exercise 601 ............................................................................................ 3-8 3.2.4 DHC-8-400 Simulator Exercise 602 ............................................................................................ 3-8 3.2.5 DHC-8-400 Simulator Exercise 603 ............................................................................................ 3-9 3.2.6 DHC-8-400 Simulator Proficiency Exercise 604......................................................................... 3-9 3.3 APPENDIX 1 - COMMAND FORM SCHEMATIC .........................................................................3-44 3.4 APPENDIX 2 - PROFICIENCY CHECK FROM SCHEMATIC (CYCLIC) ...................................3-45 3.5 APPENDIX 3 - ROUTE CHECK FORM SCHEMATIC ..................................................................3-46 3.6 APPENDIX 4 - UNSATISFACTORY PROGRAMS FORM SCHEMATIC .....................................3-47 OPERATIONAL REFERENCE MATERIAL ....................................................................................... 4-1 SIMULATOR/AIRCRAFT DIFFERENCES .......................................................................................4-2 CYCLIC PREPARATION GUIDE ......................................................................................................4-3
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1. PREFACE
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FLIGHT TRAINING PHILOSOPHY
1.1.1 Introduction This manual provides information associated with conversion training associated with the Dash 8-400. The QantasLink Conversion and Training Manual Section 1 addresses initial endorsement, line training and recurrent training for QantasLink Dash8-2/300 operations.
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The primary purpose of this manual is to enable crew to fully prepare for training, thereby maximising the potential of achieving quality learning outcomes. It can further be utilised by crew as ongoing reference in preparation for cyclic training and proficiency events, ensuring the highest level of safety through pilot skill and standards is achieved. All Aircrew members must comply with the directions, instructions and procedures contained in this manual in the performance of their duties. Deliberate deviations from required practices have the potential to impact in training outcomes and pilot standards.
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All Aircrew are encouraged to contribute ideas for the improvement of the content or the work practices covered by procedures in this manual. Submit any ideas to the Manager Training & Development. The Manual will be amended on a regular basis to conform with changing operational requirements, and on receipt of such amendments it is the responsibility of the individual manual holders to incorporate the changes without delay and to record the revisions on the Log of Revisions included in the Manual.
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1.1.2 Training Philosophy
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Q400 Differences training together with cyclic training and proficiency assessments involving abnormal operations are normally to be carried out in an approved simulator. If circumstances require the conduct of training beyond normal operations in aircraft, the Manager Training and Development will be required to convene a risk assessment and seek approval from the Flight Standards Review Group and CASA prior to this occurring. All training sessions will be the subject of thorough pre- and post- flight briefings addressing details of the training to be conducted and the training objectives for the session. Each planned manoeuvre will be reviewed to an appropriate level of detail.
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Specific procedures associated with normal and abnormal operations are described in this manual only to the extent necessary to assist in the training process. Consequently, this manual should be read in conjunction with the appropriate sections of the FCOM, AEPM and FAM.
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1.1.3 Training Administration The rules and procedures to be followed during Flight Training are described in the Training and Check Manual: The structure of the Flight Operations Department, including the CAR 217 Organisation, is described in section one The training pathways for new entrant and upgrade promotional training is described in section 2
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The description of the Cyclic Training and Proficiency program, in-aircraft training procedures and recent experience training is located in section 3
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The process of selection and training of Training and Check Captains is described in sections 4 and 5
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1.2 AMENDMENT RECORD A MAIS bearing the amendment number will accompany all formal amendments to this manual. Enter the amendment number in order, together with the date filed and the initials of the person entering the data on the form below. AMENDMENT No.
PART AMENDMENT
AMENDMENT DATE
2.3.14
13 June 11
ACTIONED BY
DATE AMENDED
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1.3 LIST OF EFFECTIVE PAGES
2. Section 2 2-1. 2-2. 2-3. 2-4. 2-5. 2-6. 2-7. 2-8. 2-9. 2-10. 2-11. 2-12. 2-13. 2-14. 2-15. 2-16. 2-17. 2-18. 2-19. 2-20. 2-21. 2-22. 2-23. 2-24. 2-25. 2-26. 2-27. 2-28. 2-29. 2-30. 2-31. 2-32. 2-33. 2-34. 2-35. 2-36. 2-37. 2-38. 2-39. 2-40. 2-41. 2-42. 2-43. 2-44. 2-45. 2-46. 2-47. 2-48.
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2-49. 2-50. 2-51. 2-52. 2-53. 2-54. 2-55. 2-56. 2-57. 2-58. 2-59. 2-60. 2-61. 2-62. 2-63. 2-64. 2-65. 2-66. 2-67. 2-68. 2-69. 2-70. 2-71. 2-72. 2-73. 2-74.
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4. Section 4 4-1. 4-2. 4-3. 4-4.
01 July 2009 01 July 2009 01 July 2009 01 July 2009
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3. Section 3 3-1. 3-2. 3-3. 3-4. 3-5. 3-6. 3-7. 3-8. 3-9. 3-10. 3-11. 3-12. 3-13. 3-14. 3-15. 3-16. 3-17. 3-18. 3-19. 3-20. 3-21. 3-22. 3-23. 3-24. 3-25. 3-26. 3-27. 3-28. 3-29. 3-30. 3-31. 3-32. 3-33.
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1. Section 1 1-1. 1-2. 1-3. 1-4. 1-5. 1-6. 1-7. 1-8. 1-9. 1-10.
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2. DIFFERENCES TRAINING
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2.1
COCKPIT PROCEDURES TRAINING
2.1.1 Overview This training course is designed for current Dash 8 200/300 Flight Crew converting onto the Dash 8 400. The training path for both Captains and First Officers comprises four primary elements as follow: 1. Ground School comprising: DHC-8-400 Type differences course,
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DHC-8-400 Type performance course, and
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2. Cockpit Procedures Trainer & Full Flight Simulator training, 3. Line training conducted on revenue flying operations, and 4. A route check.
2.1.2 General
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Following the successful completion of the initial ground school, aircraft ground time will be utilised for a session of instruction on: The Differences in Layout of the Q400 cockpit
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Operation of various Flight Deck systems, particularly the Electronic Flight Instrument System (EFIS) and the FMS Flight deck drills and their associated checklists
The Instructor will provide training input throughout the exercise where required, however a thorough preparation by the candidate is required to establish an adequate level of knowledge ensuring meaningful learning.
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All drills and checks should be completed as per the Flight Crew Operating Manual and the instructor will provide explanation or training input as required to complete the drills. The cockpit inspection includes circuit breakers, location of the various items of emergency equipment and review of all the aircraft’s documents.
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The Trainee should familiarise him/herself with the adjustment of the seats and rudder pedals. Cockpit lighting and the location of all switches and controls should be thoroughly reviewed. The Instructor will review with the trainee the ARCDU operation, the electronic flight instrument system, the AFCS and the associated system test procedures required during the Before Start Drills.
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2.1.3 Flight Deck Layout -
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The following diagrams provide a general overview of the flight deck layout that will be reviewed during the exercise. No detailed system discussion will be conducted during the initial overview, this discussion will be conducted as part of the before start drill sequence. Further details may be extracted from the AOM.
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General View
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Overhead Panel
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Left Glare shield
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Centre Glare shield
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Right Glare shield
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Instrument Panel
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Forward Centre Console
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Centre Console
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Aft Centre Console
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Steering Hand wheel Console
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Pilots Side Panel
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Following the general overview of the flight deck layout, the Check Captain will provide guidance as necessary to review each of the following. Although no requirement is established for the demonstration of competencies at this stage of training, a thorough preparation by reviewing the following items as detailed in the FCOM will facilitate achieving the learning objectives :
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2.2
FLIGHT DECK CHECK
2.2.1 General The Flight Deck Check should be completed in accordance with the FCOM section 3.2.6. A high level of discipline is required with the conduct of the flight deck check to ensure omissions do not occur. Training input will be provided if necessary, however there is an underlying expectation that crew will be able to recall the necessary items due to commonality with the DHC8-2/300 aircraft •
Conducts items out of sequence
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Omits required items
2.2.2 Before Start Drills
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ADC Test Stall Warning System Test Auto Feather Test ARCDU Operation
Expanded Pages TCAS Test Channel Function Frequency Selection and Transfer Speaker operation/adjustment Volume Control Dimming Control TXPR operation (observe TCAS indications when ON) Emergency Mode (demonstrate audio COM 1 & Hot MIC) HOT MIC (demonstrate speakers disabled)
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The before start drills are defined separately for both the Captain and First Officer in FCOM section 3.8. The drills will be conducted by the trainees including the First Flight of the Day items. During the conduct of the drills the Check Captain will provide discussion opportunity on the functionality of controls and switches together with operational procedures. Training input will be provided as necessary to ensure correct operation and adequate understanding of each system with specific emphasis on the following:
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Control Locks must be removed prior to Aileron Trim Test Operation of ICP (setting speed bugs/QNH/MDA/DH) Completion of before Start Checklist
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2.2.3 Review Following EFIS Displays/Controls Operation of EFCP
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Select both MFDs to NAV Select each PFD NAV source to VOR and FMS observing CDI colour and NAV source annunciation Select various map scales and observe display Select 360degree plan view with FORMAT and observe display Select ARC Map FORMAT and observe display, identify that CDI may be changed on MFD but PFD may still remain in FMS mode with no changes to active lateral navigation Select TCAS display on MFD and observe display. Note TCAS reverts to AUTO with Range beyond 40nm Select TERR display on MFD and observe indications Select Bearing pointer to ADF, VOR and FMS while observing indications Select DATA and observe indications of VOR, Airports, Both and None with sequential pushes Select MFD to PFD and observe indications, including AVAIL indicating on PFD Select MFD to ENG and observe indications, including composite systems display on opposite MFD
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Operation of ESCP
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Select Both MFD’s to SYS Press each SYSTEM button to display corresponding system page and review each page. Identify the default system page of ELEC Select MFD 1 to Doors and MFD2 to Electrical Select ALL and demonstrate cycling through system pages
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Operation of ESID
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Identify NORM selection on ESID Discuss Failure of ATT or HDG (AHRS) with indications and refer to QRH for ATT fail. Select ATT/HDG Source to 1 or 2 and discuss system operation while observing indications Discuss Failure of IAS or ALT (ADC) with indications and refer to QRH for IAS fail. Select ADC Source to 1 or 2 and discuss system operation while observing indications
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Although no formal requirement of competency is established for this stage of training, candidates must ensure they have reviewed all required items as detailed above. Subsequent training events associated with Full Flight Simulator Training are designated competency based assessments and require flight crew to demonstrate the conduct of drills without training input to be assessed as competent.
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Common Errors The most common deficiency or error observed with this stage of training is a lack of preparation on the part of the trainee, whereby an inability to conduct a required procedure occurs. A thorough preparation by reviewing all FCOM drills will provide adequate levels of knowledge for satisfactory progress.
2.2.4 FMS Operation
FMS initialisation Loading of basic Flight Plan Insertion of SID Manual Leg Change FPL amendment to destination not in original FPL Insertion of STAR Insertion of Approach Fuel Page and Fuel Data Entry
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This portion of the cockpit procedures training builds on the syllabus items covered in the FMS ground school. Crew should have ability to demonstrate to the Check Captain the following items without training input. The purpose of the assessment is to establish crew competency in the conduct of basic FMS operation prior to undertaking Full Flight Simulator activities
Common Errors
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The following items will also be reviewed and training provided as necessary. Although a formal competency assessment is not required on these areas, the crew must demonstrate an adequate level of knowledge of the location of the relevant pages and data entry. • Flight Details/Weight Entry • Fix page Rushes Data Entry causing data entry errors
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2.3
FULL FLIGHT SIMULATOR TRAINING
2.3.1 General Full Flight Simulator training is designed to introduce a pilot who is current on DHC8-2/300 aircraft to the DHC8-400 series aircraft. The training is structured on a competency based training platform, where the objective is to provide training to crew whereby they can demonstrate competency in normal and abnormal manoeuvres.
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Each exercise or manoeuvre contains its individual elements of competency, however in general terms, trainees should consider the term competency as an ability to conduct or perform a required sequence to the required standard without training input. As guidance, Check Captains are required to make assessments of a number of items in any given lesson plan. These items may be annotated with specific instructions for the Check Pilot.
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Where a specific training item is annotated with the comment “Monitor”, the Check Captain will ensure compliance with the identified item. If training input is required to ensure successful completion of the item it will be provided by the Check Captain. There is no limit to the amount of training that can be provided, however if training input is provided the item CAN NOT be assessed as competent in the trainees Q400 conversion file.
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Where a specific training item is annotated with the comment “Completed without error”, the Check Captain is to ensure compliance with the identified items. If errors are observed, these should be identified and corrected with training input following completion of the required task. If training input is provided the item again CAN NOT be assessed as competent in the trainees Q400 conversion file.
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Where a specific training item is annotated with the comment “able to recall”, the Check Captain is to ensure the trainee has the ability to recall the required function and or indications associated with the item. If the trainee is unable to recall the function or indications, the Check Captain should provide training input and demonstrate the functions. If training input is provided the item CAN NOT be assessed as competent in the trainees Q400 conversion file.
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The Full flight simulator activities provide ample opportunity for crews to demonstrate competency in the execution of the required items. A crew progressing at an expected normal rate should complete all required competencies within the rostered period of three full flight simulator sessions. Prior to each simulator exercise, trainees can expect a detailed briefing aided with Power Point Presentations that will include in many cases visual animations or videos related to the exercise being undertaken. A copy of these presentations will be made available on CD prior to the event to assist trainees in their preparation.
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2.3.2 Exercise Contents Full Flight Simulator activity contains elements of normal and abnormal operations designed to support the development of competency in handling the Q400 aircraft. In some sessions the elements are repeated to allow repeated practice of significant items. It is expected by the end of full flight simulator training competency will be demonstrated in all required elements.
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The following paragraphs contain the elements of each full flight simulator activity. Each element is described in detail in subsequent sections to facilitate a thorough preparation by the trainee.
2.3.3 Exercise 601 Before Start Drills Engine Starting
Normal Take Off Climb Cruise
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Descent
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Taxiing
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Aileron Trim Runaway
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Stalling
ILS Approach
Normal Landing
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Normal Circuits
Shut Down Battery Start
2.3.4 Exercise 602 Before Start Drills Engine Starting Abnormal Start Procedures Taxiing Normal Take Off 1 July 09
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Climb Cruise Descent ILS Approach Normal Landing
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Reduced Flap Landing Asymmetric Circuits Crosswind Operations Bad Weather Circuit Rejected take Off
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2.3.5 Exercise 603 Before Start Drills Engine Starting
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Taxiing Normal Take Off Climb
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Cruise Descent
GNSS RNAV Approach
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Normal Landing EFIS Malfunctions
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2.3.6 Before Start Drills The drills to be conducted before the engines are started are detailed in the FCOM. The sequence in which the drills are conducted has been determined by the physical location of the relevant items. The procedures begin at the Captain’s circuit breaker panel and proceed around the flight deck systematically addressing the: Overhead panel
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Glareshield panel
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Flight instrument panels
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Forward side panels and engine instruments and
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Centre console
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2.3.7 Engine Starting
Before attempting the initial engine start, review the engine start limitations.
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Ensure that the seat position and rudder pedals are adjusted to allow unrestricted operation of all flight controls and the brakes. Seat harnesses should be secured.
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Engine starts are normally made with the flight crew in visual and interphone communication with the ground crew. Complete the BEFORE START checklist. If required, obtain start-up clearance from ATC and a clearance to start each engine from the ground crew, who will ensure the area is and remains clear. Prior to actually selecting START for each engine, visually confirm and advise that the propeller area is clear.
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The Q400 engines are controlled by FADEC (Fully Automated Digital Engine Control) and this presents a substantive difference to the DHC8-2/300 aircraft. The start technique for the Q400 requires the selection of condition levers to START FEATHER on initial identification of Nh rise allowing FADEC to control fuel flow in addition to ignition sequencing The FCOM provides information relating to engine starts as follows: Section 1.8 - Power Plant Limitations
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Section 2.3.1 -Technical information related to engine start. Section 3.9.1 – Engine Start Procedure
Flight crew must be familiar with the detailed FCOM areas as they form the required standard against which competency must be demonstrated.
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Common Errors Fails to utilise correct communication with Ground Crew
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Fails to select condition lever to START & FEATHER on Nh indication
•
Fails to check SELECT and START lights are out
•
Fails to check oil pressure greater than 44psi
•
Fails to check ENG OIL PRESS warning light, ENG FUEL PRESS and ENG HYD PUMP caution lights extinguish
•
Fails to utilise correct terminology of STARTER OUT when SELECT and START lights are both extinguished
•
Calls STARTER OUT prior to both SELECT and START lights being extinguished
LL ED
•
2.3.8 Taxiing
Prior to taxiing the hydraulic system quantities and pressures should be checked in accordance with the AFTER START drills and checklist as detailed in FCOM section 3.10.
NT
RO
With the condition levers selected to MAX, the power levers should normally remain at DISC, however they may be placed slightly forward of the disc position to assist in noise reduction. Care should be taken in this case to avoid positive thrust and prop blast if remaining on the parking bay for any extended period. Apply the toe brakes fully then slowly and smoothly release the park brake. Release the toe brakes and if necessary, advance the power levers in the discing range to start the aircraft moving. Allow the aircraft to move forward before turning. Control taxi speed with the power levers in the discing range and avoid prolonged use of the wheel brakes.
CO
Do not attempt to commence taxiing with the power levers at or near FLT IDLE as the thrust is considerable at this setting and the aircraft will accelerate quickly to a speed well in excess of a comfortable taxi speed. Steering with the tiller provides a maximum nosewheel deflection of ±70° from centreline. If tighter turning is required differential braking and power, together with maximum deflection of the tiller can be used to deflect the nosewheel beyond 60° at which point it will disconnect from the steering mechanism and caster up to 120° either side of centre.
UN
To reconnect, centre the nosewheel and normal steering will be available. On the ground, the rudder pedals will turn the nose wheel up to 8° either side of centreline. This function is for use during high speed taxi and take-off and landing. Taxi speed should be reduced below 15 kts prior to turning on normal taxi ways (minimum 18 m wide) and 10 knots on narrow taxiways (less than 18m but not less than 15m wide). Harsh over controlling may cause the nosewheel steering to disconnect requiring reconnection as previously described. Specific details relating to normal Taxi are contained in FCOM section 2.6.1 and Narrow Taxiway operation in FCOM section 2.6.2. Caution should be exercised on narrow taxi ways and Captains should exercise caution in applying judgemental oversteer to ensure the inbound main wheel does not compromise the taxiway edge. Obstruction avoidance during turns is ensured by observation of wing-tip clearance, the tail of the aircraft always being within this arc. Control locks should be engaged during taxi. 2-26
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On wet or slippery surfaces, nose wheel steering angles and taxi speed should be kept to a minimum to avoid the necessity for harsh brake application and possible skidding. Reverse taxiing is not permitted in the Q400, with the section 2.6.2 being reserved in the FCOM. Common Errors Excessive power used to initiate taxiing.
•
Excessive power used during taxi, requiring frequent brake application.
•
Taxiing too fast.
•
Large, coarse nose wheel steering corrections.
•
Rapid or harsh steering application to initiate or recover from turns.
•
Not taxiing on the centre line.
•
Undershooting turns and putting the inboard main gear off taxi-ways.
•
Riding Brakes causing excessive brake ware
•
Trying to steer with brakes during brake application.
•
Application of brakes too late, and therefore, too hard.
UN
CO
NT
RO
LL ED
•
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2.3.9 Normal Take Off This section summarises the procedures to be applied during normal take offs and should be read in conjunction with details provided in the FCOM. The FCOM provides information relating to take offs as follows: Section 1.8 - Power Plant Limitations Section 2.7 – Technical information relating to Take Offs
LL ED
Section 3.12 – Drills and Standard calls for Take Offs Take-Off Roll to V1
Although the First Officer maintains a check on engine instruments throughout the take-off roll, the Captain alone makes the decision to continue or reject the take-off for any reason. Rejecting a take-off will require retarding of the power levers so the Captain's hand must remain on the power levers, until reaching V1, for all take-offs. Captain's Take-Off
RO
The Captain retains controls the power levers on all take-offs.
The Captain maintains directional control using the rudder pedals.
NT
The Captain advances the power levers to approximately 60% of the normal take-off torque. They then calls "SET POWER", keeping their right hand on the power levers. The First Officer will call “Autofeather armed”, advance the power to the detent position using the power lever shafts and then lift their hand from the power levers. Engine parameters, particularly torque and ITT, must be monitored throughout the take-off.
CO
The First Officer (Pilot Not Flying) will call “70 KNOTS”. This call serves as a cross check of ASI’s during the take off roll. The First Officer will call "V1" and “ROTATE” at the appropriate speeds. It is important that the V1 callout is completed by the time the actual IAS reaches V1 on the IAS indicator. Therefore, some anticipation will be necessary depending on the rate of acceleration.
UN
The Captain places both hands on the control column and rotates the aircraft to the required body angle. When a positive rate of climb is achieved the gear is retracted and the take-off proceeds as described in the FCOM. First Officer's Take-Off The same general procedure as for a Captain’s take-off, except as follows: When the Captain calls “your controls” the First Officer takes full directional control of the aircraft with the rudder pedal steering and places both hands on the control column. After the F/O says: “On Centre Line, Call me V1 at…, set power”, the Captain will call “Autofeather armed”, set the power by advancing the power levers to the detent position and continue to guard the tiller and brakes in case of a rejected take-off. The Captain will make the appropriate calls for “70 KNOTS, V1 and ROTATE”.
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Rolling Start Rolling starts are required. After the aircraft is lined up the brakes are released and power is applied as the take-off roll begins. The correct power for take-off must be set by the time the aircraft reaches 50kt. Roll-On Take-Off
Cross Check ASI's During Take-Off
LL ED
Roll-On take-offs are performed without stopping at the end of the runway. Roll onto the runway using nosewheel steering. From this point on all other procedures are the same as for a rolling start take-off.
It is essential practice for the Pilot-Not-Flying to call “70 kts” and "V1". The Pilot-Flying is responsible for checking his own airspeed and ensuring rotation is commenced at VR. Any disturbance (engine monitoring, radio etc.) may distract the PNF and cause him to call V1 at an incorrect speed or forget to call it at all. Rotation
RO
In training it is common for the Trainee to overshoot VR, resulting in nosewheel lift off well after VR and mainwheel lift off well after V2. A delayed rotation can be critical when the takeoff is runway length or obstacle limited and an engine failure occurs. A delay in rotation will result in a longer take-off roll, exceeding V2 and a take-off climb path below the required flight path.
NT
Rotating to the correct take-off attitude too soon may extend the take-off roll or cause an early lift off which will result in a lower rate of climb and the predicted flight path will not be followed. Over rotation on take-off adversely affects take-off performance. The nose high attitude will cause an increase in drag delaying acceleration to lift off speed.
CO
Over rotation generally goes with early rotation and if an engine failure is suffered, the results could be disastrous.
UN
During take-off with an aft C of G, the aircraft is more responsive in pitch and some anticipation may be required in order to avoid over-controlling.
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Common Errors Uses tiller steering for directional control instead of rudder pedal steering.
•
Rough nosewheel steering.
•
Uses too much runway aligning the aircraft in the take-off position. Use a short turn on and correct for proper alignment at the start of the take-off roll.
•
Sudden brakes release
•
Does not cross check his ASI for “70 kts” and "V1" calls.
•
Under rotates at VR - requires more runway.
•
Over rotates at VR.
•
Rotates late.
•
Does not rotate until “Rotate” call is made
•
Rotation rate is too low
•
Rotation rate is too high.
UN
CO
NT
RO
LL ED
•
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2.3.10 Climb The Q400 utilises three standard climb profiles. These climb profiles are summarised in FCOM 3.12.4. During full flight simulator differences training type I and type II profiles will be utilised. When initially selecting IAS on the flight guidance controller, type II (intermediate) or IAS 185 should be requested and selected. When the aircraft is established above the LSALT or MSA, a type I (high speed) or IAS 210 should be selected providing due consideration for track direction and weather conditions.
LL ED
The increased power of the Q400 introduces a need to monitor carefully the IAS during transient altitude captures associated with step climbs or climb restrictions. When any mode change occurs from IAS to ALT the pilot flying must monitor the IAS and make necessary power reductions to ensure the company airspeed limitation of VMO minus 10 is not exceeded.
RO
When transitioning from an interim altitude to a climb, a variety of techniques may be utilised however the following will assist trainees in ensuring appropriate automation management and control. If the IAS is below the intended climb speed (Cruising 190KIAS and then planning to climb at 210 KIAS), the following procedure may be utilised to establish a climb profile. With the aircraft established in stable level flight;
NT
Select IAS on the FGC
Advance power smoothly to the detent (the increased thrust will cause a climb based on the nominated airspeed being maintained as the active vertical mode)
CO
Roll the pitch wheel smoothly at a gradual rate to achieve the desired IAS (rapid rolling of the pitch wheel should be avoided to avoid unwanted large or rapid pitch changes) If the IAS is above the intended climb speed (Cruising 235 KIAS and then planning to climb at 210 KIAS), the following procedure may be utilised to establish a climb profile. With the aircraft established in stable level flight;
UN
Select IAS on the FGC
Roll the pitch wheel smoothly at a gradual rate to achieve the desired IAS (the FGC will command a climb to achieve the nominated IAS) Advance power smoothly to the detent (the increased thrust result in the aircraft establishing in a stabilised climb) Any combination of the above or other techniques are suitable for crew to utilise, however care and consideration must be applied to ensure that any limitations are not exceeded together with ensuring flight profiles are consistent with expectations. By way of example, it would be inappropriate to select IAS and then increase the power briskly to detent power if cruising at VMO minus 10 and transitioning to a climb. The FGC will take a short period to recognise the IAS increase associated with the power application prior to commanding an increase in pitch attitude. This process may result in a potential VMO over speed. Additional information may be found in FCOM section 2.8
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Common Errors •
Fails to control transition from ALT to nominated climb profile speed
•
Fails to verbalise mode changes
•
Engages inappropriate modes resulting in undesired aircraft profile
•
Fails to select MCL following selection of 850 Np at transition
2.3.11
Cruise
LL ED
With the aircraft established at the required cruising altitude the procedure detailed in section 2.9 of the FCOM should be utilised. The significance of using the intermediate cruise speed power setting can not be over emphasised as it provides significant improvements to engine life as well as providing long term fuel savings when compared to the selection of MCR As a result the use of MCR is not approved. Some early model aircraft have a prohibited NL range of 85% to 86%. In these aircraft a placard is fitted to the base of the Engine Display (ED) stipulating continued operation in the range is prohibited. Should the intermediate speed cruise setting result in the NL falling in the prohibited range in these aircraft, then 87% NL should be set.
RO
Common Errors
Sets ISC Power Setting prior to reaching 300 KTAS
•
Fails to select MCR prior to setting ISC power setting
•
Sets ISC power setting with resultant NL between 85% and 86%
2.3.12
Descent
NT
•
CO
Descent practices are predominately consistent with those utilised in DHC8-2/300 aircraft, in that a nominal three degree profile is adopted. FCOM section 2.11 provides detailed technical information relating to the conduct of normal descents however it is important that the trainee is aware of the changing VMO between 10,000’ and 8,000’. During this period the trainee must maintain sound situational awareness and adopt appropriate practices that ensure an ability to maintain profile while providing sufficient protection from airspeed limitations being exceeded. During training check pilots will provide guidance to ensure trainees are equipped with a process that will ensure compliance.
UN
One suggested practice is for crew to reduce power to flight idle at F120 when established in a descent at VMO minus 10. Common Errors •
Reluctance to establish airspeed at VMO minus 10
•
Fails to plan ahead and make power reduction to ensure 250 KIAS at 10,000ft
•
Fails to plan ahead and make power reduction to ensure VMO minus 10 at 8,000ft
2.3.13
Steep Turns
The handling of the Q400 during steep turns is predominately consistent with DHC8-2/300 aircraft. Small variations in airspeed and power settings for entry are present however the technique for the conduct of the procedure is common. Noteworthy is the need for the crew member to interpret a “TAPE” type presentation for airspeed and altitude during the manoeuvre. 2-32
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Set the aircraft up in level flight at 180 KIAS. Approximately 28% torque on each engine will be required. Make a coordinated entry into a 45 degree banked turn; adding 10% extra torque each side to prevent speed loss. Initiate roll-out with 10 degrees of heading to go, reducing power as the bank angle passes 30 degrees. Angle of bank
±5°
Airspeed
±10kt
Altitude
±100 feet
Roll-out heading
±10°
Common Errors Entry
LL ED
Tolerances:
Too high a roll rate. This will generally result in loss of height or rapid application of elevator to prevent height loss, eliminating smoothness of entry.
•
Reluctance to roll to the correct angle of bank.
•
Premature back pressure resulting in a climb during entry. This is generally followed by steepening the bank angle to arrest the climb rather than using the elevator to check the climb and then smoothly correcting the altitude deviation.
RO
•
Maintenance
Fails to scan altimeter resulting is sustained altitude deviations
•
Fails to scan airspeed resulting in sustained airspeed deviations
•
Fails to maintain sufficient elevator pressure when approaching required bank angle. A continuous descent generally results.
•
Reluctance to make the required power change resulting in a change in airspeed.
•
Tends to chase performance.
CO
NT
•
Recovery
Roll out commences too late; overshoots required heading.
•
Maintains back pressure for too long during roll out and consequently climbs.
UN
•
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2.3.14
High Angle of Attack Recovery
2.3.14.1 Introduction An aircraft stalls when the angle of attack increases to the stalling angle. At this angle the airflow separates from the upper surface of the wing causing a substantial loss of lift. Since high angle of attack is usually associated with low speed, pilots normally consider a stall to be a low speed event. However, a stall is fundamentally a high angle of attack event and the aircraft will stall whenever the stalling angle of attack is reached, regardless of speed.
LL ED
Stalling can be related to a speed and pilots must have some knowledge of the stalling speed for their aircraft. The stalling speed will vary with gross weight, flap setting, engine thrust and load factor. The Q400 stall warning system provides a display of stalling speed to help the pilot maintain a safe margin from stalling.
2.3.14.2 Stall Warning
RO
The Q400 incorporates two angle of attack sensors on the forward fuselage. The stall warning modules (SPMs) use data from these sensors to determine corrected angle of attack. When the corrected angle of attack reaches a predetermined warning threshold the stick shaker activates. The Q400 also incorporates a stick pusher system. If the angle of attack increases to the pusher threshold, the pusher system activates to provide a nose down elevator input that assists the stall recovery process.
NT
Since the system uses angle of attack to detect proximity to a stall, it provides a reliable warning regardless of speed, gross weight and load factor.
CO
The Q400 system also incorporates a means to account for ice on the airframe. If there is ice on the wings the aircraft will stall at a lower angle of attack. When there is or may be ice on the aircraft, the REF SPEEDS switch is selected to INCR by the pilot. With INCR selected the stall warning computer reduces the stick shaker and stick pusher activation threshold angles. In this way the stall warnings are provided at a higher speed to preserve the margin above the stall with ice on the aircraft.
UN
It is important to recognise that this bias is active whenever the REF SPEEDS switch is selected to INCR, regardless of whether there is ice on the aircraft or not. It is paramount that the pilot maintains airspeed above the increased stall warning speeds whenever INCR is selected. Similarly, it is important that the REF SPEEDS switch is selected off when the aircraft is no longer affected by ice. Q400 aircraft incorporate a red low speed cue on the PFD airspeed display. This provides a continuous display of the reference stalling speed computed by the SPMs for the current configuration and flight conditions. In addition to this warning, airspeed at or below the reference stalling speed will be displayed in red.
2.3.14.3 Minimum Reference Airspeed The minimum reference airspeed is the minimum speed scheduled in the AFM at which the aircraft is intended to be flown. That is, the reference airspeed (V2, VFR, VBG, or 1.23VSR/VREF) applicable to the phase of flight or manoeuvre without any Company procedure or personal additives applied. It is normally determined (as a function of weight and flap setting) directly from the speed cards provided on the flight deck or by reference to the PFD speed bugs.
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The pilot must also account for any change to the scheduled speeds imposed by the QRH, MEL or otherwise, to account for unserviceabilities or configuration differences, if applicable. Additional airspeed factors will be required when operating with REF SPEEDS – INCR selected. The flight deck speed cards include reference airspeeds applicable to REF SPEEDS – INCR.
2.3.14.4 Stall Avoidance There are five aspects to avoiding a stall.
LL ED
Avoid low speed Since pilots identify stalling with low speed, the primary means of avoiding a stall is to maintain airspeed above the minimum reference airspeed for the configuration and weight. Minimum reference airspeeds, as a function of weight and flap setting, are published on the speed cards displayed on the flight deck. Minimum speed callouts, whenever configuration is changed, help the pilot maintain continual awareness of the minimum reference airspeed. Attitude/power awareness Avoid a high pitch attitude/low power combination that will be associated with or indicative of a high angle of attack condition.
RO
Load factor awareness Avoid high manoeuvring load factors that could be associated with reaching the stalling angle at a high airspeed. The manoeuvring load factor increases as the bank angle increases and has a direct impact on the speed at which the stick shaker and stick pusher will activate.
NT
Autoflight mode awareness Both pilots must be aware, at all times, of the active and armed autoflight modes, especially when automatic mode transitions occur. This is particularly important during descent and approach when altitude capture or other vertical flight path changes must be accompanied by power changes to maintain the intended airspeed and prevent airspeed decaying below the minimum reference airspeed.
CO
Icing awareness Remain aware of the icing state of the aircraft and ensure that the ice protection systems are selected accordingly. The aircraft may stall at a higher speed, with reduced warning margin or possibly with no warning at all, if there is ice on the airframe.
UN
The state of the REF SPEEDS switch should be considered carefully. If INCR is selected, the stall warning speed thresholds are biased upwards. If INCR is selected but there is no ice on the aircraft a stall warning will occur well before the aircraft approaches a stall. If REF SPEEDS is off when there is ice on the aircraft, the aircraft could stall with no warning. In terms of avoidance, it is important that the REF SPEEDS switch is in the correct position for the flight conditions. To avoid a stall the switch must be on if there is ice on the aircraft. To avoid an inappropriate (early) warning the switch should be off when the aircraft is aerodynamically clean.
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2.3.14.5 Stall Recognition
LL ED
The following symptoms may be associated with an impending or actual stall: Low IAS, Proximity to the low airspeed cue on the PFD, Red airspeed indication on the PFD, High pitch attitude, Airframe buffet, Uncommanded wing drop, Sudden pitch down, Stick shaker activation, Stick pusher activation.
All are associated with high angle of attack and may occur in isolation or combination, depending on the flight conditions.
2.3.14.6 Stall Recovery
The single most important action to recover from a stall or impending stall is to reduce the angle of attack. This principle is reinforced by the AFM procedure which is titled:
RO
HIGH ANGLE OF ATTACK RECOVERY PROCEDURE The subtitle to the AFM procedure is more detailed
NT
“Recovery from Stall Warning and Stall (stick shaker, unusual airframe buffet, uncommanded wing drop, activation of stick pusher, and presentation of red low airspeed cue)”. The procedure is included in Section 5 of the FCOM.
CO
The following points should be noted carefully. The autopilot must be selected off. This will occur automatically if the stick shaker has activated but if other symptoms such as airframe buffet occur first, the autopilot must be disengaged manually by the pilot.
UN
The primary recovery action is to reduce pitch attitude (to reduce angle of attack). Relax any control column pull force and/or move the control column forward to reduce pitch attitude. This may cause loss of altitude so the amount of pitch down must be limited according to height above ground. Power must be increased. Advance the POWER levers to the RATING detent and the CONDITION levers to MAX/1020. Power increase will cause the aircraft to pitch up so the need for nose down elevator input to stop the aircraft pitching up into a secondary stall is reinforced. If the aircraft is banked, apply roll control to level the wings. This will reduce any load factor effects that may adversely affect stalling speed and will reduce altitude loss. Roll control remains effective at low speed and must be used to achieve and maintain wings level. Small rudder inputs may be used to stop any yaw (skid ball centred), particularly as power is applied. Large rudder inputs to correct bank must not be made. Excessive rudder inputs will cause large yaw and roll excursions that will delay recovery from the stall and could lead to loss of control. Accelerate to the minimum reference airspeed for the current configuration and any additional airspeed factors, if applicable. The Pilot Monitoring will refer to the scheduled
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speeds card and call out the appropriate minimum reference airspeed. Do not change configuration. Provided the pitch attitude is managed correctly, these actions will reduce angle of attack and accelerate the aircraft away from the stalling speed. The procedure is completed when the airspeed has increased to at least the minimum reference airspeed permitted for the current aircraft configuration and the aircraft flight path is stabilised. The configuration should not be changed during the recovery. Retracting the flaps would serve only to increase the stalling speed and delay the recovery.
LL ED
2.3.14.7 After the Recovery
Subsequent actions will depend on the phase of flight in which the stall event occurred. If deviation from the intended flight path has been contained it may be possible to continue with the planned flight without further action.
RO
Following stall recovery below the MSA, conduct the normal go-around/missed approach procedure and climb to a safe altitude. During descent, approach and landing the appropriate minimum reference airspeed would be VREF. Having accelerated to VREF for the current configuration the aircraft has achieved the minimum speed required to initiate the goaround/missed approach procedure. Furthermore, the normal go-around/missed approach procedure will ensure compliance with minimum airspeed requirements for subsequent changes of configuration.
NT
If acceleration and clean-up is required without climbing, the flaps must be retracted progressively. Do not retract the flaps until the aircraft achieves the minimum reference airspeed permitted for the new configuration.
CO
The minimum reference airspeed must be adjusted for any additional factors such as those specified in the QRH or MEL for system malfunctions. Additionally, the minimum reference airspeed must be increased if the REF SPEEDS switch is selected to INCR. Furthermore, if INCR is selected, the minimum reference airspeed may be quite close to the speed limit for each flap setting. The Pilot Flying must adjust the power and attitude to control acceleration so that the flap speed limits are not exceeded.
2.3.14.8 Summary
UN
Disengage the autopilot. Reduce pitch attitude. This is the single most important action to reduce angle of attack. The amount of pitch down must be limited according to height above ground. Increase power. Advance the power levers to the RATING detent and the condition levers to MAX. Power increase will cause the aircraft to pitch up so the need for nose down elevator input to stop the aircraft pitching up into a secondary stall is reinforced. Accelerate to the minimum reference airspeed. When the minimum reference airspeed has been reached, attitude and power can be adjusted to adopt or maintain the desired flight profile.
Subsequent actions will depend on the phase of flight in which the stall event occurred.
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2.3.14.9 Other considerations There have been a number of cases of momentary activation of the stick shaker that were not associated with genuine proximity to a stall. Possible scenarios include system malfunctions or turbulence when operating close to minimum speed. However, the pilot cannot and must not attempt to weigh-up the veracity of a stall warning before deciding to respond. If a stall warning occurs the recovery procedure must be applied without losing valuable recovery time deciding if the warning is genuine.
LL ED
However, it takes time for the pilot to react to the warning and initiate the recovery procedure. It is possible that a transient warning may stop before the recovery can be initiated. If the warning stops before recovery action can be initiated, the pilot must immediately check attitude, speed and power setting and continue flight at or above the minimum reference airspeed for the configuration. In summary, if a warning occurs, apply the recovery procedure immediately and in full. If the warning is momentary and stops before the recovery can be initiated, check attitude, speed and power and continue at a safe speed.
UN
CO
NT
RO
There have been cases where a stall warning occurred because the pilot reduced speed thinking that REF SPEEDS switch was OFF when in fact it had been left at INCR. As speed was reduced the stall warning occurred unexpectedly. It must be understood that checking the REF SPEEDS switch before committing to the stall recovery procedure is not permitted. If a stall warning occurs the recovery must be initiated. If it is subsequently determined that the warning occurred because the REF SPEEDS switch was left at INCR unnecessarily, the switch should be selected off after the recovery has been completed.
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Recovery Procedure – Diagram Pilot Flying Reduce pitch attitude Advance Power levers to RATING detent Accelerate to minimum reference airspeed
Pilot Monitoring Check/advance Condition levers to MAX/1020 Check NTOP achieved Call “MIN SPEED ___”
Simulator Training Exercises
NT
2.3.14.11
Pilot Flying Adjust attitude and power to achieve desired flight profile or Conduct go-around, if required.
LL ED
Pilot Flying Call: “STALL” “Set Power” Disengage AP
RO
2.3.14.10
CO
The stall recovery procedure will be practised in a number of different situations: Stick shaker events: • High level, clean configuration • Low level, approach configuration (REF SPEEDS OFF and INCR) • Low level, go-around configuration Stick pusher • Low level, approach configuration (REF SPEEDS INCR) Note: At least one stick shaker exercise must be entered with the autopilot engaged.
UN
In each case the following training outcomes must be achieved. Autopilot disengaged (may occur automatically) Pitch attitude reduced (commensurate with height above ground) Power increased to RATING detent Pitch-up with power avoided by appropriate elevator control Roll control used to achieve and maintain wings level Appropriate rudder input to control yaw Aircraft accelerated to minimum reference airspeed No change to configuration below minimum reference airspeed Appropriate decision to resume normal flight or conduct go-around Go-around conducted correctly, as appropriate Speed maintained above minimum reference airspeed for configuration Configuration speed limits observed – appropriate attitude and power management
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2.3.14.12
Common Errors
Aircraft allowed to pitch up as power is applied Power increase will cause the aircraft to pitch up. The pilot must anticipate this change and adjust the elevator input to ensure that the aircraft does not pitch up.
LL ED
Excessive nose-down elevator input The aim is to reduce angle of attack by pitching down. Pitching down will almost certainly result in losing altitude. Whilst this may be acceptable at high level, at low altitude any height loss must be minimised. The pilot must rapidly assess the extent of deviation from normal attitude and speed and adjust the attitude down to stop the warning without sacrificing too much altitude in the process. Excessive altitude loss Once the attitude is reduced and power is applied, the aircraft will accelerate rapidly so the pilot can (and should) pitch up to minimise any altitude loss without compromising acceleration to the minimum reference airspeed. However, the rate of pitch change must be managed carefully to avoid a secondary stall due to high ‘g’ loading induced by increasing pitch attitude too quickly.
RO
Configuration speed limits exceeded With the power levers in the RATING detent and pitch attitude reduced the aircraft will accelerate rapidly. The pilot can (and should) pitch up to avoid exceeding any configuration speed limits during the recovery.
NT
Rudder used to control roll Roll control must be used to achieve and maintain wings level. Rudder should be used to control yaw (skid ball centred), particularly as power is changed – right rudder with power increase. Excessive rudder inputs or rudder input reversals will cause roll excursions, delay the recovery and could contribute to loss of control.
UN
CO
Secondary stick shaker activation Secondary stick shaker activation can be caused by not anticipating aircraft pitch up as power is applied thus allowing the angle of attack to reach the stick shaker activation point again. The pilot must anticipate this change and adjust the elevator input to ensure that the aircraft does not pitch up excessively. Secondary stick shaker activation can also occur as the pilot pitches up to minimise altitude loss. As noted above (Excessive altitude loss) , the rate of pitch change must be managed carefully to avoid a secondary stall due to high ‘g’ loading induced by pitching up too quickly.
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2.3.15 All Engines Operating Circuits Circuit pattern operations are excellent practice for establishing good habits. Stay ahead of the aircraft, complete checklists at the appropriate times and strive to fly the pattern with precision.
LL ED
The Trainee should practice circuits using the patterns and procedures outlined on the following pages together with those detailed on the pre differences training power point packages. Fly smoothly with precision. Anticipate trim changes as any change in power or airspeed will result in a substantial rudder trim adjustment being required. Give yourself enough distance for final approach so as to be in landing configuration, established on centreline and holding a constant glidepath with a sink rate less than 1000 fpm. These, plus good airspeed control will set you up for a good touchdown. Do not crowd yourself for space or time. Allow enough of both for correctly banked turns onto final approach and unhurried cockpit procedures. Either glideslope, T-VASIS or PAPI reference provide useful assistance during circuit training. Once the final approach is established and final flap setting made, it should only be necessary to make small adjustments to attitude airspeed and trim.
RO
If the required threshold height is not attained for any reason, the Trainee should perform a go-around as described in the FCOM. An approach from an abnormally high or low final profile should not be continued and if the Trainee makes no effort to initiate a missed approach the Instructor should call "GO AROUND" and ensure that it is safely executed.
NT
The speeds recommended with each flap setting allow considerable margin above stall for normal manoeuvring. During flap extension, allow the speed to decrease to the proper flap manoeuvring or approach speed and trim stick forces to zero.
CO
When making a flap or landing gear down selection, the Pilot Not Flying should check the airspeed before making the selection. Both pilots should monitor that the flaps and landing gear have achieved the desired position.
2.3.16 Control Lock Release
UN
The control lock should not be released until a line up clearance has been received and the aircraft is entering the runway and then only after an instruction from the Captain to conduct the line up drills. In strong wind conditions delay releasing the control lock until the aircraft is headed approximately into wind. The Captain will switch on the taxi light after the take-off clearance has been received or the runway is confirmed as clear.
2.3.17 Brake Release Release the brakes slowly and smoothly for all take-offs prior to the application of power.
2.3.18 Runway Alignment If the aircraft is not aligned on the runway centreline before brakes release, steer the aircraft toward the centreline at the start of the take-off roll. Do not use valuable runway taxiing to do this. Once aligned, strive to maintain the aircraft on the centreline by using the rudder pedals. Adherence to these criteria will automatically aid the pilot when contending with an engine failure or correcting for a crosswind. Starting early in the training, the Instructor will insist that the Trainee stay on the centreline. 13 June 11
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2.3.19 Take-Off Roll to V1 Although the First Officer maintains a check on engine instruments throughout the take-off roll, the Captain alone makes the decision to continue or reject the take-off for any reason. Rejecting a take-off will require retarding of the power levers so the Captain's hand must remain on the power levers, until reaching V1, for all take-offs.
2.3.20 Captain's Take-Off The Captain retains controls the power levers on all take-offs.
LL ED
The Captain maintains directional control using the rudder pedals.
The Captain advances the power levers to approximately 60% of the normal take-off torque. They then calls "SET POWER", keeping their right hand on the power levers. The First Officer will call “Autofeather armed”, advance the power to the detent position using the power lever shafts and then lift their hand from the power levers. Engine parameters, particularly torque and ITT, must be monitored throughout the take-off.
RO
The First Officer (Pilot Not Flying) will call “70 KNOTS”. This call serves as a cross check of ASI’s during the take off roll. The First Officer will call "V1" and “ROTATE” at the appropriate speeds. It is important that the V1 callout is completed by the time the actual IAS reaches V1 on the IAS indicator. Therefore, some anticipation will be necessary depending on the rate of acceleration.
NT
The Captain places both hands on the control column and rotates the aircraft to the required body angle. When a positive rate of climb is achieved the gear is retracted and the take-off proceeds as described in the FCOM.
CO
2.3.21 First Officer's Take-Off
The same general procedure as for a Captain’s take-off, except as follows:
UN
When the Captain calls “your controls” the First Officer takes full directional control of the aircraft with the rudder pedal steering and places both hands on the control column. After the F/O says: “On Centre Line, Call me V1 at…, set power”, the Captain will call “Autofeather armed”, set the power by advancing the power levers to the detent position and continue to guard the tiller and brakes in case of a rejected take-off. The Captain will make the appropriate calls for “70 KNOTS, V1 and ROTATE”.
2.3.22 Rolling Start Rolling starts are required. After the aircraft is lined up the brakes are released and power is applied as the take-off roll begins. The correct power for take-off must be set by the time the aircraft reaches 50kt.
2.3.23 Roll-On Take-Off Roll-On take-offs are performed without stopping at the end of the runway. Roll onto the runway using nosewheel steering. From this point on all other procedures are the same as for a rolling start take-off.
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2.3.24 Cross Check ASI's During Take-Off It is essential practice for the Pilot-Not-Flying to call “70 kts” and "V1". The Pilot-Flying is responsible for checking his own airspeed and ensuring rotation is commenced at VR. Any disturbance (engine monitoring, radio etc.) may distract the PNF and cause him to call V1 at an incorrect speed or forget to call it at all.
2.3.25 Rotation
LL ED
In training it is common for the Trainee to overshoot VR, resulting in nosewheel lift off well after VR and mainwheel lift off well after V2. A delayed rotation can be critical when the takeoff is runway length or obstacle limited and an engine failure occurs. A delay in rotation will result in a longer take-off roll, exceeding V2 and a take-off climb path below the required flight path. Rotating to the correct take-off attitude too soon may extend the take-off roll or cause an early lift off which will result in a lower rate of climb and the predicted flight path will not be followed.
RO
Over rotation on take-off adversely affects take-off performance. The nose high attitude will cause an increase in drag delaying acceleration to lift off speed. Over rotation generally goes with early rotation and if an engine failure is suffered, the results could be disastrous.
2.3.26 Circuit
NT
During take-off with an aft C of G, the aircraft is more responsive in pitch and some anticipation may be required in order to avoid over-controlling.
CO
The correct technique following gear retraction is to maintain a constant body angle to Acceleration Altitude. At this point the flaps are retracted, bleed air is selected ON, the auto feather is selected OFF, the SPU OFF and PTU to NORMAL selected off and the climb power is then set. The condition lever setting for normal climb power is 900 NP.
UN
After levelling off at circuit height the power levers are set to approximately 25% torque to have the speed established not above 190 KIAS on downwind. When stabilised, the autopilot should be engaged and flap 5 selected followed by the condition levers being selected to 850 NP. Following this the approach should be briefed, the ICP utilised to set the required bugged speeds and the approach checklist completed Select gear down abeam the landing threshold, followed by Flaps 15. Allow airspeed to reduce to a range between Vref + 15 and 150 KIAS and reduce power to approximately 15% torque to maintain this speed during the initial descent.. Adjust the rate of descent on base leg to turn final at 700 - 800 ft on the glidepath. Reduce speed to be at Vapp by 500 feet AGL to achieve a Stable Approach. The Vref additive will be dependant on the environmental conditions existing at the time and this is described in FCOM section 2.12. It is important crew understand that the Vapp speed is based on a Vref additive which is incorporated into the stable approach parameters. Vref is a fixed speed that can not be changed with the utilisation of a Vref additive as part of a special briefing, thereby creating an artificially high approach speed. Tolerance calls should be based on the stabile approach criteria of Vref to Vref +20.
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Between 800 to 1000 ft AGL select flaps to 35 degrees (if required) and then condition levers to MAX. The checklist should be completed at this point. Once on final with landing flap selected, speed should be maintained at Vapp throughout the final approach.
2.3.27 Normal Landing
LL ED
Below 50 ft the aircraft should be flared and the power levers retarded smoothly and progressively towards FLT IDLE. The rate of flare should be matched to the power reduction and will be determined by the perceived rate of sink. During landing with an aft CG loading, the aircraft is more responsive in pitch and some anticipation may be required in order to avoid over controlling. After touchdown the nose wheels should be gently lowered onto the runway, then the power lever latches lifted and DISC selected. If required, reverse thrust may be applied, but possible propeller and window damage on loose runway surfaces should be considered. During the landing flare sound pitch awareness should be maintained and any pitch attitudes in excess of 6 degrees must be corrected. If a sink rate is detected at low altitude, a standard sink recovery must be initiated where power is applied. The desire to arrest the sink by applying back pressure must be avoided due to potential of a tail strike occurring at pitch attitudes in excess of 7 degrees.
RO
The aircraft should be kept straight by the use of rudder pedal steering. The toe brakes may be used to achieve the optimum speed at the runway turnoff however heavy braking to achieve an intersection turn off should be avoided.
NT
During the landing roll the First Officer will engage the control lock when the Pilot Not Flying calls “50 knots”.
UN
CO
Use of reverse on landing should be demonstrated and practiced during training. Although a very effective mode to assist in deceleration, the incorrect use of reverse can cause significant damage to propeller blades and fuselage/windows. The preferred option when landing on longer runways is to exit at an intersection that requires minimal braking and reverse. If operationally required on shorter runways, appropriate use of reverse in conjunction with brakes may be applied but in all normal operations power levers must be out of the reverse range and returned to disc by at least 60kts.
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Common Errors Maintains too high an airspeed throughout approach and landing.
•
Makes too flat an approach.
•
Dives at end of runway and then over-rotates when attempting to stop a high rate of descent and lands hard and short.
•
Maintains too shallow bank angle on base leg, over-shoots runway centreline and "S" turns on final.
•
Attempts to angle onto centreline, generally following excessive bank angle on base, and never lines up properly.
•
With flap extension, holds the attitude with elevator and does not trim to zero stick force after each selection.
•
Fails to obtain Vref at 50’ point crossing the threshold
•
Flares too high and/or over-rotates during flare
•
Flares at high speed/power and floats excessively
•
"Pumps" controls during the flare instead of a smooth, controlled action.
•
Too slow in applying brakes.
•
Holds nose in air after touchdown.
•
Applies discing before nose wheel/ground contact
•
Aims for end of runway instead of 50 feet threshold height.
•
Flies final approach with both hands on the control column.
•
Over controls ailerons on final.
Gear Down Flap 15
CO
Normal Circuit
NT
RO
LL ED
•
• Maintain height • Turn after 30 sec • Allow IAS to decrease to Vref +15 – 150KIAS
UN
Check position Adjust power and attitude, as required
Flap 35 C/Ls … max
Landing Checklist
Flap 5 Establish 170 KIAS C/Levers 850 Brief/Bug Speeds Approach Checklist
30 sec
At 1500 ft Above Airport • Select ALT, • Level-off • Accelerate to 190 KIAS • Reduce Tq to ~25%, Trim • Autopilot
SBY HYD/PTU on Gear Down Flap 15
Bleed air On/ Min Complete checklist
By 500 ft VREF to +20
Flaps Zero Bleeds On Set climb power
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After Takeoff Checklist
Flaps 0 Bleeds on/NORM Autofeather off SBY HYD/PTU NORM C/Levers 900
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2.3.28 Stable Approach A stable approach is defined as an approach where: The aircraft is on the correct flight path
•
Only small changes in heading and pitch are required to maintain the correct flight path
•
The sink rate is less than 1000fpm
•
The aircraft is in the correct configuration for landing
•
The aircraft speed is stable at Vapp and between :
LL ED
•
Visual Approach: Vref to Vref+20 from 500ft AGL and below
Instrument Approach : Landing straight ahead: established at Vapp between Vref to Vref+20 from 500ft AGL and below or if intending to circle then Vref +10 -150 KIAS until on base (then visual approach criteria apply).
Common Errors
RO
If the aircraft is outside of these parameters without a previous special approach briefing and correction can not be achieved without introducing significant power or profile changes, (eg expected windshear etc.) then a go around/missed approach is mandatory.
High IAS/ROD on final approach
•
Late landing flap configuration
NT
•
CO
Safety systems (FOQA) data suggest that some pilots have historically used an incorrect approach technique. They approach the runway at high speed (presumably to achieve self or ATC imposed targets) then reduce speed to configure the aircraft and meet the stable approach parameters as quickly as possible. A high speed approach followed by a rapid speed reduction/configuration to arrive at the stable approach gates is poor technique as this does not allow for ATC track shortening, environmental changes or technical handling errors.
UN
What happens if an error in technique or a change in environmental conditions means that the aircraft’s energy and/or position does not permit the required parameters to be met? Some pilots use the technique of reducing the ROD to enable the speed reduction necessary - i.e. “go high on the slope”. Unfortunately this means that a higher than optimum ROD will then be required to regain the correct approach slope. If this ROD is high enough it will exceed the stable approach parameters leading to a requirement to conduct a go-around. Approach technique differs depending on the Dash 8 variant you are flying. It takes considerably longer to reduce momentum in a “heavy” Q400 series aircraft compared to a “light” DHC8 -200. The definition of a stable approach is one where the approach parameters are constant. Minimum and maximum values have been attributed to these parameters; however the important thing to remember is that the momentum of the aircraft should be constant during the latter stages of the approach. The Q400 has a relatively moderate level of momentum which can be affected by changes in wind direction/speed, shear, etc. Any deviations to the standard constant flight path must be quickly and assertively counteracted.
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Although the nominated gate is 500ft AGL (VMC and IMC), an allowance of variables must be made to ensure the flight path is constant and within the stable approach parameters well before these minimum altitudes. Therefore an “aiming gate” of 600ft is suggested. This will allow a buffer for unforseen errors/ environmental changes and reduce the risk of a go around caused by an unstable approach.
LL ED
The current ATC requirement to maintain 160 kts until 4 nm on final, applicable to some of our ports, seems to be at odds to the QantasLink stable approach policy. Some pilots have used the DME/GPS to define this distance. The requirement is 4 track miles to run to the landing runway threshold. The position of the DME/WPT may not accurately provide this information. On a 3 degree approach the aircraft should be approximately 1200 AGL at 4 nm on final. This altitude should provide sufficient time to reduce speed from 160 kts, configure the aircraft and achieve a stable approach and landing. The correct technique is to be on slope at the required speed early in the approach, ensuring that the ROD is CONSTANT for several hundred feet before the “required gate”.
RO
If a change in wind strength, etc results in a steeper than normal approach, immediately pitching the nose down to achieve the required slope could exceed the maximum ROD. A better technique is to gradually increase the ROD to a maximum of 1000 ft/ min to regain the approach slope. If the ROD exceeds 1000 fpm on short final the approach is unstable and a go around should be conducted.
UN
CO
NT
The best defence for avoiding an unstable approach, leading to a go around, is to achieve the required speed, configuration and ROD early and then assertively control the aircraft to maintain CONSTANT SPEED and RATE OF DECENT.
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VISUAL APPROACH “AIMING GATES”
4 nm / 1200 ft AGL
LL ED
2 nm / 600 ft AGL Landing flap Established at Vapp ROD
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