FlyCRJ.com

If you're new here, subscribe to my RSS feed, so you will always get the next post. Thanks for visiting!

Also, sign-up for the highly acclaimed weekly newsletter from PilotWorkshops.com that will give you f.ree valuable insights into flying, just click here now.

This is the second the part of my recurrent simulator proficiency check (PC) that I did. If you haven’t read the first part, CRJ-200 Recurrent Simulator Proficiency Check – Part 1, just click here.

As a recap, every six months I have to head to the CRJ-200 simulator at FlightSafety in Salt Lake City. This proficiency check (PC) was a little different than all my previous ones because this one was two days long instead on one day long. This new setup had an immediate benefit since the first day was a non-jeopardy training session, which means we could really blotch a maneuver and we would be retrained on it. It also benefited us because it gave us a chance to get comfortable with the simulator again, because the simulator doesn’t necessarily fly like the real airplane. Close but not quite.

On the first day, we did several maneuvers that we don’t normally do like high-altitude stalls, zero flap landings, and complex departure procedures in IMC weather with an engine-out at airports that have rising terrain and high-density altitudes. Good stuff!

Needless to say it was a good experience.

On day two though, we had the official PC.

At a minimum, doing a PC, we are required to comply with the Federal Aviation Regulations, FAR 121.439 (recent experience) and FAR 121.441 (proficiency checks), company procedures and operations, know the CRJ200 aircraft systems and fly to Airline Transport Practical Test Standards (PTS).

When you go through the whole list there is a lot that we are responsible for and a lot that we cover; however, it is impossible to cover it all in two hours of ground briefing and four hours in the sim.

Preflight

• Pre-start Checks
• Engine Starts, both normal and abnormal like Hot Start and No Start Cutout
• Taxi Procedures
• Pre-Takeoff Checks

Takeoff and Terminal Departure

• Normal and Crosswind Takeoff (30 kts)
• Engine Fire/Failure at V1 with 500 feet visibility
• Rejected or Aborted Takeoff
• Standard Instrument Departures (SID) using the Flight Management System (FMS)

Inflight

• Steep Turns
• Departure Stalls
• Roll Upset and Recovery
• Controlled Flight Into Terrain (CFIT) Recognition and Recovery
• Windshear Recognition and Recovery

Instrument Procedures

• Standard Terminal Arrival Procedures (STAR) usin the FMS
• Holding Procedures (usually single-engine after a single-engine missed approach)
• ILS Category 1 Approach
• ILS Category 2 Approach
• Single-engine ILS using the Flight Director
• Two Non-Precision Approaches (e.g. VOR and/or GPS)
• Precision Radar Monitor (PRM) Approaches and Simultaneous Offset Instrument Approaches (SOIA) like the Localizer Directional Aid (LDA) PRM 28R approach into San Francisco

Approaches and Landings

• Normal and Crosswind Landings (30 kts)
• Landing after doing an ILS (multi-engine and single-engine)
• Rejected Landings
• Missed Approaches

Normal and Abnormal Procedures

• Instrument Failures
• Autopilot and/or Flight Director Failures
• Hydraulic System Failures
• Electrical System Failures
• Landing System Failures
• Navigation and/or Communication System Failures

Emergency Procedures

• Fire (e.g., engine, cargo, jetpipe, etc.)
• Smoke Control either on flight deck or other area
• Rapid Decompression and Emergency Descent Procedures
• Emergency Evacuation

OK, that’s a long list but you don’t have to do each and every procedure/maneuver to successfully complete the PC; furthermore, some are combined or part of some maneuvers like engine start failures and taxi. The sim instructor normally accomplishes the standard/required stuff and then incorporates the “hot” topics into the PC. If you look again at the list above, you will notice that I highlighted several, which to the best of my recollection were all the procedures and maneuvers that I did over the two-day training event.

Now, for if I were to write about each and every procedure/maneuver I did, we would be here forever. So, I will try to be brief and just hit the highlights.

The Briefing

During the briefing a few things were covered that I thought were terrific. First, we all know that attending recurrent sim can be nerve wrecking. Weeks before the event, you start reviewing your Flight Operations Manual (FOM), your Standard Operating Procedures (SOP), and your airplane systems. One area of responsibility that our instructor pointed out that pilots are missing is a solid understanding of ”Memory Items.” In fact, when he asked, I fumbled my way through it. I know it now. He also asked if we knew our “Immediate Action Item Quick Reference Handbook (QRH)” items. Again, I was less than proficient on my precise knowledge of those items. I looked at them and know them, mostly, but not solidly. I’m a lot better now on that too.

So the next time you are preparing for sim, review those two things and make sure you have them down. Airplane limitations should come later.

The CRJ200 Simulator Flight

During engine start, I was given a “NO STRT CUTOUT” caution message. This message falls under the category of “obvious and corrective action.” When this happens, hit the STOP button on the affected engine and then run the QRH for “NO STRT CUTOUT.”

My first takeoff was off 28L in San Francisco with a 30 kt. crosswind. Use full aileron deflection from the very beginning and slowly takeout the crosswind correction as the wing begins to fly. You will know it is starting to fly because you will begin to bank in the direction of the aileron deflection. Then, as soon as you lift off, take out the aileron correction and rudder correction and fly the airplane adjusting for the wind. I ALWAYS set the heading bug to the runway heading before my takeoff roll and then fly it or the SID as required.

During climbout, we got a “IDG FAULT” caution message. After cancelling the alarm, I called for the “ABNORMAL QRH FOR IDG FAULT” and had the first officer display the ELEC synoptic page. The IDG was magenta but the engine was still running and the generator was still providing power. This means that the IDG was either going to “overtemp” or had “low oil.” Either way, it had to be disconnected in order to avoid it shearing. So we ran the QRH for that.

Next was the steep turn. Here is the procedure to successfully accomplish the maneuver:

1. Stabilize the airplane at 250 kts. and 10,000 feet. A power setting of 71% N1 will normally get you there.
2. Start your bank to 45 degrees.
3. At 30 degrees, continue the bank but set the tip of the command bar at 2.5 degrees nose up, adjust power to 74% N1 and click the trim, nose up, twice.
4. Look your elbows into your side.
5. Share your scan between the tip of the command bar (2.5 degrees nose up), the 45 degree bank roll pointer, and the altitude.
6. If you notice diversions from the any of those, make very, VERY small adjustments to return to the desired position. If you overcontrol at this point, the situation will just get worse.
7. The recovery is power back to 71% N1 and take out the trim.

Engine Fire at V1

Outside the steep turn and departure stalls, “V1 Cuts and Engine Fires” rattle pilots more than any other maneuver but it shouldn’t. It is the one maneuver where you just direct what needs to be done without have to do much except fly the airplane.

Typically you know when you are going to get the V1 Cut and/or Engine Fire. Visibility is reduced to 600 feet or less. Big clue there. This means when the non-flying pilot (NFP) says “V1,” the airplane is either going to pull to the right or to the left. Most likely left, meaning left engine failure. When this happens, your first action is to have the NFP check the thrust. I use to think that I wanted to check the thrust for what the problem is. Eventually I realized that the reason was that I needed the NFP to verify that the Automatic Performance Reserve (APR) kicked in and is providing that additional 2% of thrust. If it isn’t, the NFP needs to advance the thrust lever 2% over the takeoff thrust setting.

While this is happening, you need to maintain centerline with the rudder. Do not lift off until you have directional control of the airplane. A couple more seconds on the runway isn’t going to hurt. Then, once you have directional control, lift the nose and put the command bars into the flight director and monitor your skid/slip indicator. Once you are stabilized, sit back and enjoy the ride because all you have to do from this point on is direct the action.

• Call “Positive Rate, Gear Up”
• Call “Speed Mode, Heading (Nav) Mode, Bug V2, 1/2 Bank On” and rebug the speed at V2
• Call “Autopilot On” above 600 feet
• At flap retraction altitude and on speed, call “Flaps 8, Flaps Up”
• At Vfto, press “Speed Mode” and take “1/2 Bank” off
• Call for the appropriate checklists and monitor everything the non-flying pilot does

At some point, declare an emergency and notify the flight attendant. If you have a special departure procedure for terrain that needs to be flown when you lose an engine, fly it first and tell ATC what emergency procedures is because ATC has no idea what your engine out procedure is. CFIT does not go well with engine fires. Remember the old adage: Aviate, Navigate, Communicate!

One other note, if you are the captain and are the flying pilot at the time of the flame out, engine fire, or severe engine damage, when you get to the point of communicating your intentions, consider transfering the controls to your first officer and then talking to everyone. The reason is because while communicating to the first officer, in a time of stress, they could misunderstand or misinterpret what you said and give the wrong information to ATC, the fire department, the passengers, and the flight attendant.

So, transfer the controls to the first officer and then brief ATC, the fire department, the passengers, and the flight attendant then come back and brief the first officer. Once that is all done, have the first officer transfer the controls back to you.

Conclusion

Proficiency checks shouldn’t be scary events. Yeah, they are stressful and sometimes you will screw up and blow a maneuver (or two), but like what one check airman once said to me, “Jeff, if we were looking for perfection, we would be here all night,” holds true. The trick is to stay into your systems on a regular basis, review your “Memory Items” and “Immediate Action Items” at least once a trip, and that should include emergency descents and evacuations. Finally, during every takeoff, you should be saying to yourself, “This is the day I lose an engine,” and have a plan in your mind what action you are going to take.

Jeffrey

P.S. Your comments and experiences are always appreciated!

Related posts:

• Proficiency Checks: Just a Given for Pilots
• Simulators and IFR Proficiency
• Rejected Takeoffs in the CRJ-200
• CRJ-200 Recurrent Simulator Proficiency Check – Part 1
• Double Check Your FMS and the GPS Waypoints