Location Memphis International Airport (KMEM) Simulator … · General overview of lesson: •...

ATP CTP

CRJ-200 FSTD 1 Briefing Guide

Revision: 1 Date: 01SEP2016 of 17

The objective is to demonstrate and allow the student to experience the high level concepts of larger, faster, and more complex transport category airplanes. Since the student is not being trained how to fly a specific aircraft type, the expectation is that the applicant will learn the expected outcomes and understand concepts shown to be true for all transport category airplanes. General overview of lesson:

• Location Memphis International Airport (KMEM) • Simulator positioned on KMEM Rwy 36L, engines running, ready for takeoff • Aircraft setup (weight, fuel load, etc- Standard configuration) (See student handout) • Weather conditions (DAY VMC, wind calm, 150C, Altimeter setting 30.06) • Maneuvers and procedures to be flown

• Takeoff • PF/PM Calls and Duties During Takeoff and Initial Climb • Lateral Modes

o HDG Mode – Heading Select o NAV Mode – VOR Radial Track via FMC o NAV Mode – Direct to a Fix o NAV Mode – Radial Intercept

• Vertical Modes o Climb Modes o Cruise Modes o Descent Modes

• Lateral/Vertical Modes o ILS Approach

• Landing

ATP CTP



Introduction

The intent of the FSTD training portion of the ATP CTP is to reinforce the air carrier concepts and principles taught in the academic portion of the course. Although somewhat different from typical FSTD training courses, the applicant will not be expected to perform maneuvers to proficiency with psychomotor skills.

The objective is to demonstrate and allow the student to experience the high level concepts of larger, faster, and more complex transport category airplanes. Since the student is not being trained how to fly a specific aircraft type, the expectation is that the applicant will learn the expected outcomes and understand concepts shown to be true for all transport category airplanes.

Provide an explanation of how the simulator session will be run. Explain role of the instructor and how we will first demonstrate new maneuvers from the instructor station using the Autopilot(A/P), and then coach students through “experiencing” the maneuvers, with the goal being that students attain “Conceptual Proficiency”.

Students will take turns and fly from both seats throughout the 5 lessons. Whoever is in the left seat for lesson1 will move to the right seat for lesson 2 and then we’ll continue to rotate each subsequent lesson. NOTE: We will not swap in the middle of a lesson.

Review required Jeppesen (plates) for today's lessons at KMEM (included in the student packet):

• KMEM Airport diagram • KMEM SID- PIEPE RNAV Departure • KMEM STAR- MARVELL (UJM) Arrival • ILS Rwy 36L

Explain Crew concept in two pilot airline operations where one pilot is the Pilot Flying (PF) and the other pilot is the Pilot Monitoring (PM) and associated duties:

• Checklist management • PF/PM calls and actions during the phases of flight (See student handout) • Mode Control Panel(FCP)/Flight Management Computer(FMC) inputs • Configuration changes

Review tailored checklists for use in all simulator sessions. (See student handout)

ATP CTP



Takeoff

Review of takeoff procedure (instructor will demonstrate to get aircraft airborne)

• Review of takeoff speeds • Callouts • When autopilot may be selected on (aircraft limitation)

NOTE: Takeoff Briefing example included in supplemental pages. The Flight Management System (FMS) of the CRJ provides integration between the Autopilot (A/P), navigation systems, RTU and Flight Directors(FD). This integration allows the automation to be engaged after takeoff and fly a complete flight profile to include climb, cruise, descent, approach and landing.

NOTE: The CRJ does not have Autothrottles.

The Flight Directors can receive input from the following:

• FCP for lateral and vertical guidance • FMS for lateral guidance (no direct FMS vertical guidance available)

The Flight Directors provide flight path guidance to the pilot through dual command bars. One for Pitch and one for Roll.

When the Autopilot is engaged, it will follow the Flight Director commands.

When the Autopilot is not engaged, the pilot will manually control the airplane to follow the Flight Director commands if desired. Always program the FD before relying on its commands.

ATP CTP



CRJ FCP (FLIGHT CONTROL PANEL)

Discuss FMA (Flight Mode Annunciator) on PFD

When working with any type of flight guidance control, it is CRITICAL to verify everything that has been selected. In the CRJ, the FMAs provide us with that information.

Altitude Pre-Select function

• The next altitude may be set by using the selector knob which arms the A/P & FD to capture that altitude upon reaching it. Insure ALT is displayed on the FMA before selecting a different altitude

• One pilot typically manipulates the knob • The other pilot then verifies the new altitude is correctly displayed • The bottom line is that BOTH pilots must verify that the correct altitude has been

set and is armed for capture

ATP CTP



Discuss proper way to turn Autopilot ON and OFF, and indications to look for. Explain that the Autopilot is not a “save me” switch! The Flight Director should be properly programmed with the aircraft symbol centered in the FD command bars and aircraft properly trimmed BEFORE selecting the Autopilot on. Remember to take all pressure off of the controls before engaging A/P.

Lateral/Roll modes (including Navigation)

Briefly review Autopilot/Flight Director Roll Modes/Functions

• Heading Select • Bank Angle Selection (default is High Bank = 28 degrees) • NAV

o VOR/LOC Arm and Capture for Conventional Navigation- GREEN o

LNAV Arm and Capture for Long-Range (FMS) navigation- WHITE

NOTE: The Display Control Panel is used to select the desired navigation source

Climb modes

Autopilot/Flight Director Climb Modes

• Vertical Speed (VS) Climb • SPD mode CMB/IAS/PTCH

Let’s start off discussing climbs:

• Vertical Speed (VS) climb will give a constant vertical speed in the climb. Airspeed will have to be managed by manually moving the thrust levers. There is no protection for loss/increase of airspeed. You must maintain good situational awareness and actively monitor the airspeed.

• CMB/IAS/PTCH Now discuss the 3 SPD mode functions

ATP CTP



Altimeter setting procedures in flight:

• Transition Altitude (climb) and Transition Level (descent) • It is very important to complete appropriate checklists to assure that altimeters are

set correctly at all times

Cruise modes

Autopilot cruise modes of cruise flight:

• Altitude Hold with the pilots manually setting thrust levers to maintain the desired speed. Speed in knots is used at lower altitudes while Mach is used at higher altitudes.

Descent modes

Autopilot/Flight Director Descent Modes

• Vertical Speed (VS) Descent • SPD mode Descent • FMS Advisory (VNAV) Descent will be covered in Lesson 2

Now let’s discuss the different Descent Modes…..

• Vertical Speed (VS) descents will give a constant vertical speed in the descent. Airspeed will have to be managed by manually moving the thrust levers. There is no protection for loss/increase of airspeed

• DES/IAS/PTCH Now discuss the 3 SPD mode functions

General approach management technique using the A-B-C technique:

• A - ATIS or weather A - Approach in use • B - Box – set the FMC for approach and missed approach, checking fixes and

altitudes

ATP CTP



B - Brief the approach using the approach plate and setting/checking all radios/courses/navigation/approach minimums/weather minimums

• C - Checklist (Descent and Approach Checklist)

ATP CTP



ATP CTP



Descent/Approach Profile planning

General concepts for descent and approach planning:

• Planning a top of descent for a straight in landing. The following profile will be used to back up what the airplane is doing so that the pilot can verify he is going to make appropriate altitudes on time.

• Use 3 miles for each 1000 Ft descent profile. Example: To descend from FL 300 to 10,000 Ft, a change of 20,000 Ft, plan 3 X 20 = 60 miles for the descent.

• Add or subtract 1 mile for each 10 knots of tailwind/headwind. In example above with 100 knots tailwind, you would add 10 additional miles to get down for a total of 70 miles

• For speed reduction from descent speed to 250 in level flight at idle power, plan to slow 10 Kts per mile. Example, to slow from 320 Kts to 250, plan 7 miles for speed reduction

• Without considerations for specific STAR altitude restrictions, plan to arrive at 10,000 Ft AFL, 250 Kts, 30NM from the airport

• Start speed reduction from 250 Kts at 20NM from runway • 200 Kts at 15 NM from runway • 160 Kts at 10 NM from runway • Landing Configuration/Approach Speed at 5 NM from Runway or Final Approach Fix

(FAF) • Stabilized approach by 1000ft AFL is required

ILS Approach

Give an example of a typical approach brief using the Jeppesen Approach Plate briefing strip for the ILS Rwy 36L approach.

• Set localizer frequencies in both NAV radios • Dial in the front course on both Course windows • NAV must be used to intercept and track the localizer • APR must be selected to arm, and capture the glideslope • Capture and tracking of both localizer and glideslope can be confirmed on the FMAs

(LOC armed in white & LOC captured in green)

ATP CTP



• We can “extend” the course centerline on our MFDs using the FMC. While not required for the aircraft to fly the approach, this technique is highly recommended to enhance overall situational awareness

• For Lesson 1, I will demonstrate an approach and landing by talking one of you the first one. Each of you will then get to experience one

NOTE: Approach Briefing Guidance example included in supplemental pages

Landing

• Use an ILS whenever it provides adequate threshold clearance height, regardless of weather conditions

• A VASI or PAPI may also be used for proper glide path information, realizing the characteristics and limitations of these systems

• If neither an ILS glideslope or PAPI/VASI is available on a visual approach, use the 300 foot/mile rule of thumb, the ground speed method, or any other available clues to ensure approach along a 3 degree flight path angle

• We must be stabilized (gear and flaps in landing configuration, on approach speed with engines spooled up) by 1000 feet AFL

• The Ground Spoilers should deploy automatically after touchdown. Once the nosewheel is on the ground, lift the Reverse levers and go into Reverse. Use your feet to maintain directional control and apply manual braking

ATP CTP - DFW



Takeoff Briefing

General The briefing is completed at the gate, to the extent possible, to allow both pilots to focus on taxi operations after gate departure. Last minute clearance changes from ATC (taxi or departure) will be verbalized by the F/O and verified by the Captain. Checklist items covering the departure procedure need not be briefed unless some contingency or exception exists. When required, the Captain will conduct whatever briefing is appropriate to the situation (e.g., poor weather, inexperienced crew member, etc.). The Captain, at his / her discretion, may delegate the briefing to the F/O (Pilot-Flying), with the understanding the Captain will take the aircraft in the event of an RTO in compliance with current policy. Briefing The takeoff briefing will include as a minimum: • Designate the pilot-flying • Rejected takeoff considerations. Contingencies, if appropriate: • Departure procedure (required only if not covered previously by checklist

completion or if revised by ATC) • Airport / runway specific engine failure profile

• Takeoff alternate • Takeoff weather considerations • Runway surface conditions • Terrain considerations Any other variables associated with the taxi and takeoff.

Supplemental Pages

ATP CTP - DFW



Approach Briefings

The approach briefing is completed prior to top of descent (TOD), to the extent possible, in order to minimize distractions in high-density operations at lower altitudes. The PF will conduct whatever briefing is appropriate to the situation (e.g., poor weather, inexperienced crewmember, special qualification airports, etc.). The PF may delegate the briefing to the PM. Each crewmember is responsible for reviewing the applicable approach chart. Set-up for the instrument approach, if available. Crosscheck all instrument procedures charts (STAR, Approach, etc.) against the FMS data for the arrival, approach and missed approach.

Visual Approach Briefing

The approach briefing shall include as a minimum:

• Identify the landing runway • Identify the back-up approach, if available • For visual approaches, runway changes do not require a new approach

briefing • The back-up instrument approach need not be briefed • Visual Approach Briefing Example:

“I am planning on a visual to DFW Runway 18R. ILS 18R will be used as a back-up. Any questions?”

Supplemental Pages

ATP CTP - DFW



Instrument Approach or Night VMC Approach Briefing

The approach briefing shall include as a minimum: • Airport and approach name • Page number and revision date • Briefing strip information • Weather minima - Visibility, RVR, and Ceiling, whichever is

applicable

For All Approaches

Other considerations, if appropriate: • Runway specific engine failure profile • Weather considerations • Runway surface conditions • Terrain considerations • LAHSO and / or SMGCS procedures • Any other variables associated with the landing / missed approach • Alternate airport and routing • Initial turn off and taxi considerations

Supplemental Pages

ATP CTP - DFW



Supplemental Pages

ATP CTP - DFW



Multi Function Display Formats

Supplemental Pages

ATP CTP - DFW



CRJ Generic Checklists for ATP CTP Simulators

Takeoff Checklist FMS Route Verified Initial Hdg/Altitude Set Takeoff Speeds Set Takeoff Thrust Set Takeoff Flaps Set Stabilizer Trim Set Rudder/Aileron Trim Zero CAS Check & Cleared

After Takeoff Checklist

Landing Gear Up Flaps Up CLB Power Set Landing Lights As Required

Descent/Approach Checklist

Landing Data Set Altimeters Set Nav Radios/Minimums Set Ice Protection As Required Approach Briefing Completed

Landing Checklist

Landing Gear Down & 3 Green Flaps Set For Landing CAS Checked &

Cleared

Supplemental Pages

ATP CTP - DFW



Review of PF and PM Calls and Duties During Takeoff and Initial Climb

Pilot Flying Pilot Monitoring

Advance Thrust Levers Command:“Set Thrust” “Thrust Set” At 80 Kts IAS, call: “80 Kts” “ Cross Checked” At V1 call: “V1” At VR call: “Rotate” When positive climb indicated call “Positive

Rate” “Gear Up”

Upon command: Set landing gear lever to UP

"Climb Mode" Select the SPD button on FCP, and verify on FMA

At 400 Ft AGL, call “NAV “or “HDG” Select "NAV" or "HDG" and verify on FMA "ACCELERATION ALTITUDE"

"Select Speed 200" Adjust SPD to 200 knots with Speed knob Accelerating through "VT" "FLAPS UP, AFTER TAKEOFF CHECKLIST" Complete After T/O Checklist When After Takeoff items are complete, call

“After Takeoff Checklist Complete”

Supplemental Pages

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