Cessna CJ - LOFT Summary

Oral

Overview

The oral was conducted by a LOFT Training Center Examiner (TCE) and was completely focused on practical aspects of the operation of the Cessna CJ1. The oral covered memory items, annunciator indications, emergency procedures, and practical systems questions. The provided CJ1 checklists are allowed to be used at any time and are a valuable resource when answering system questions as the back of the normal checklist contains all pertinent systems diagrams. The following questions were some of the questions asked.

Structures

What doors are and are not on the “DOOR UNLOCK” light circuit?

Any door with a key lock is on the light. All others are not and must be visually checked.

Engine

What items are on the N2 accessory drive?

FOSHN2

Aircraft Fuel System

Why is the fuel boost turned on after certain engine shut downs?

To lubricate the engine driven fuel pump which is still turning if the engine is windmilling.

Hydraulics

What special considerations are required when setting the parking brake?

The battery master must be on and the landing gear handle down.

Which hydraulic systems are available in the event of an electrical failure?

Emergency gear extension and braking in the event of a total electrical failure.

The flaps and gear control are on the emer bus and can be activated if the emer bus is on.

Describe the general process of a hydraulic system activation.

One of the four hydraulic systems is selected in the cockpit.

The SBPV closes.

Pressure is sensed and activates the HYD PRESS light.

The selected system activates through its respective valves and then deactivates.

The SBPV opens and the HYD PRESS light extinguishes.

Electrical

What items are on the hot battery bus?

LIVE

What items remain functional in the event of switching to EMER power?

Comm 1 / Nav 1 / Audio

Standby Instruments & N1

Right Hand AHRS & Pitot Heat

Flap & Gear Control

Flood Lights & Voltmeter

Why does the voltmeter not work with the battery switch in off but the battery plugged in?

The voltmeter is wired through the master switch.

Ice and Rain Protection

What is the temperature limitation on the tail deice boots?

-35 C RAT – If used below this temperature the boots may crack and become useless.

Is engine and wing anti ice capability lost in a total electrical failure?

No, their respective valves deenergizes open. When a switch activates wing or engine anti ice the valve is also deenergized open.

Flight Controls

How many static wicks can be missing prior to dispatch?

One on a non-movable control surface.

How do you know if the control lock has been activated?

The yoke, rudders, and throttle will be immobile. The control lock handle will also be extended from the dash.

What special considerations are required prior to towing?

Control lock off.

Oxygen System

Can passenger oxygen masks be dropped in the event of a total electrical failure?

Yes, the manual dump position of the knob activates a manual system to drop the rubber jungle.

Environmental

What valves in the air conditioning system fail to open when power is lost?

All of them.

Describe the function of the Ram air modulating valve.

Adjusts the flow of cool ram air through a heat exchanger to rob the correct amount of heat from the hot pre-cooled bleed air to achieve the desired cabin temperature.

Pressurization

What are the memory items in the event of a cabin depressurization and emergency descent?

See flashcards.

Lighting

What lights are available with the battery switch in EMER?

The floodlights.

Checkride

Start & Takeoff

The checkride is conducted either as a crew from a crew type rating or solo for a single pilot type rating. The entire event is conducted at night on and around JFK airport in the sim. Only three approaches are used, the VOR 4R, RNAV 4R circle 31R, and the ILS 4R. The checkride begins with a full cockpit inspection and system check. The second engine start is usually an abnormal start to include, a hot, hung, or no light start. The first takeoff is a rejected takeoff in reduced visibility close to V1. The examiner is looking to see an immediate abort, speed brake extension, and a call to tower when it is safe to do so. The second takeoff attempt is normal expect for an immediate turn no lower than four hundred feet onto the JFK 5 radar departure.

Airwork

Prior to air work disconnect the autopilot and ensure the airplane is well trimmed as any out of trim condition will make the maneuvers very difficult.  Steep turns, unusual attitudes, and stalls are then conducted in night IMC conditions. Steep turns are conducted at 200 knots with an initial power setting of about 70%. Add a few percent to the power to maintain 200 knots. Either 180 degree or 360 degree turns will be requested by the examiner. On unusual attitudes be sure to follow the correct procedure for either nose high or nose low recovery. It is very easy to fail the nose high by pushing straight down instead of rolling off and the nose low is easy to fail if level wings are not obtained prior to raising the nose or if speed brakes are not used to avoid over speed.  Stall entries are usually conducted on autopilot and at idle. A secondary stall should be avoided at all cost.

Normal Approaches

LOFT wants to see all approaches set up using the ABBBA method. ABBBA stands for,

ATIS

Build

Bug

Brief

Approach Flaps – Approach Checklist

 

Also, LOFT has a standard missed approach procedure that they want to see all missed approaches conducted by.

Pickle – Pitch – Power – Flaps – Gear – Flaps - SNAP

Pickle – “TOGA”

Pitch – Pitch up into the command bars at ten degrees nose up.

Power – Push the power levers up and set takeoff power or call for the PM to set takeoff power.

Flaps – Select flaps to approach.

Gear – At positive rate select gear up.

Flaps – Select flaps up at Vapp + 10 knots

Source – Make sure the FMS is in the correct source for the missed.

Navigation – Pick the correct lateral mode whether is is heading or nav.

Autopilot – On

Pitch – Select the appropriate mode for the missed either pitch or FLC.

 

When in the radar pattern or approaching to land always maintain the minimum maneuvering speed or better when using 15 degrees of bank or more.

Flaps Up Vman = Vref + 30 knots

Flaps T/O & APRCH Vman = Vref + 20 knots

Flaps LDG Vman = Vref + 10 knots

 

When given the first clue of a coming approach always ask for the latest ATIS. Then build the approach in both the FMS (UNS 1) and the Garmin 430. Always remove the “EOA” from each approach loaded in the FMS. The “EOA” is a fix at the end of each approach that will terminate the flight plan if not removed. Then bug all speeds, minimums, and power settings in the PFD. Follow this by briefing the approach using the typical Jeppesen briefing format. The instructors are looking for succinctness and brevity here. Always start each briefing with the name of the airport, approach type, plate number, and plate date. Then brief the briefing strip, any special considerations, and the approach lighting you can expect to see. If flying as a crew transfer controls to the PM when briefing.

Approaches begin with the VOR 4R and a two engine missed approach when crossing the runway threshold. Proceed to the JFK VOR as assigned and then proceed out for a procedure turn and then proceed inbound. The FMS auto-sequences all of this. Be sure to be on top of every next altitude. Only bug the first stepdown altitude for an approach once you have been cleared. Then when it is time to descend, select FLC (Flight Level Change “Airspeed Hold”), pull the power to idle, and then standby to add power at level off and then immediately bug the next lower altitude. Make this a habit pattern as it can mean a successful missed approach or not. Note also that the inbound course for the VOR 4R is 028 degrees and is a slightly offset approach to the runway. The descent to MDA is usually conducted auto-pilot off on the approach and most people bust by descending below MDA prior to reaching the VDP. Upon reaching the MDA, add power to 65%, bug the missed altitude, and then select flaps to land when the runway is in sight. At the VDP disconnect the autopilot, set 55% power, and then start a descent at 700 fpm. Upon being told to go around follow the LOFT standard missed approach procedure and get on a heading of 100 degrees for the missed approach.

The next approach is then the RNAV 4R circle to 31R. The instructors and examiners give plenty of time to set up for each approach and will usually unfreeze the sim or set up the final vector for intercept upon completion of the approach checklist. The PFD is usually failed during the descent to the MDA on this approach. Upon breaking out at MDA, add power to 65%, and bug the missed altitude. When the runway comes into sight and the aircraft is within circling minimums, turn right to a heading of 090 and then when runway 4R is on your left shoulder turn back to a heading of 044 to parallel runway 4R. When abeam the midpoint between 31L and 31R, select flaps to and allow the airplane to restabilize on autopilot. Upon reaching a good turning point, announce leaving MDA, reduce power to 55%, and turn for the runway. Fly ref +10 until wings level and descent at approximately 700 fpm. Runway 31R has no PAPI or VASI so an entirely visual approach must be conducted. Over the threshold pull power to idle and aim halfway between the 500 and 1000 ft marks. Just before impact make only the slightest of flairs or else you will balloon and float well past the required touch down zone. Taxi clear of the runway and follow instructions for an opposite direction takeoff.

Emergency Procedures & Approaches

The following takeoff will be a V1 cut just prior to rotation. If rotation speed has not been reaching when the engine fails stay on the runway for a few extra seconds to stop the drift with full rudder before rotating. Mentally follow the standard LOFT go-around missed procedure but be most careful to maintain runway heading and to get the flight director into FLC at V2 as soon as is reasonably possible. Climb out an upon reaching 1500 ft accelerate to Venr and retract the flaps at V2 + 10 knots. Get out the emergency checklist and complete all items for an engine failure above V1. Whenever possible after an engine failure evaluate the situation suing the acronym VFR.

Vibration – Is the airplane shaking due to the engine failure?

Fire – Did a fire light come on?

Rotation – Are N1 and N2 still rotating? If not this indicates a seized engine.

If you do not note any issues from VFR, get out the emergency single engine restart checklist and attempt to restart. Set up for an emergency landing via ABBBA and then request to proceed inbound for an emergency ILS. A fire light will then go off requiring another engine shutdown. You will then get vectored for a single engine ILS on autopilot. Operating engine power of 65% works well in the descent on glideslope with the other engine failed and 30% if the other engine is running but at idle. This will result in a single engine missed. Once again, follow the LOFT standard missed procedure and be sure to maintain runway heading during the maneuver with full rudder. Proceed around again for a single engine ILS off autopilot to a landing. All instructors recommend landing at flaps approach for the landing. Maintain the best approach speed by reference the AoA indicator and the speed table in the single engine approach checklist. Once again a spot landing must be made and the airplane must be driven at the aimpoint without flare. The final takeoff is then made without incident and then the flaps will fail on downwind. Attempt to get into ABBBA and the approach checklist early to “discover” this. Declare an emergency and proceed inbound for a no-flaps ILS. Utilize approximately 50% power in the descent on glideslope and resist all urges to flare. Fly the airplane into the runway in a level pitch and apply the speed brakes. The examiner will then instruct you to taxi clear, perform the after landing and shutdown checklists and the checkride will be complete.