Falcon 10 - Notes from Sim Training:

Elevator Runaway Pitch-Trim Prevention (Primary & Secondary)

Indications:
In addition to the abnormal pitch sensations, an aural indication that the elevator trim has begun to run away is the audible (& continuous running of the) trim "clacker" sound, telling the crew of the stabilizer pitch-trim in-motion.  Recognition of this clacker with a "longer-than-normal" time duration, would be one of the first indications that your stab trim has begun to runaway on the Falcon 10.

Part 1:  Primary Pitch-Trim "Runaway" ("A" Bus powered)
To recover from the unlikely event of a "Runaway Pitch-Trim", plan to pull the labelled "Stabilizer-NORMAL" circuit breaker on F/O CB Panel - (3rd down, 1 across from Right Side of the F/O cb panel)

Note: While unlikely in real life, (but happens in sim, and there is a report of this happening in a Falcon 20) should a subsequent Secondary Trim (Emergency Trim) failure occur ... here is a strategy to deal with it.  As a minimum, your knowledge of this will impress the sim instructor.

Part 2:  Secondary (or Emergency) Pitch-Trim Runaway ("D" Bus powered)
Lets say that after the Primary Trim failed you began to use the Secondary Trim System.   This should be quite usable for the balance of your flight...but what would you do if the Secondary Trim fails on you?

The secondary trim can be shut-off using the AUX bus switch. So...should the Secondary Trim (Emergency Trim) runaway as well, simply switching OFF the AUX bus will stop this runaway before it trims you too far from where you want it to be (thus significantly affecting your control of the aircraft).

Jammed Stabilizer 
(possibly caused from a full-blown Pitch-trim Runaway Occurrence where the trim has run fully to a nose up position and then stopped there ...Remembering what checklist to call for at this point will be difficult, as you are not totally in control of the aircraft, but rather struggling significantly).

When in a nose-high attitude and unable to get the nose down to descend, you can begin a descent by rolling into a series of turns (L & R) (instead of continuing to fly straight & level with a nose-high attitude). The nose will thus drop through the horizon, while meanwhile the PNF is moving the passengers to a more forward position. Teamwork is critical here.

Windshear Recovery/Escape

The Falcon 10 does not have a stick-shaker that normally you could target to recover from windshear, a good strategy to deal with an extreme wind-shear would be to target 20 degrees nose up and simultaneously apply MAX Power to escape from the threat.

Hydraulics
Acrostics to remember which items powered from HYD #1 and HYD #2:

#1 - B  -Brakes                              #2 - N -Nosewheel                                                                    
        A -Antiskid                                        E -Emergency Brake
        L  -Landing Gear                                E-Emergency Slats
        S -Slats  (Inb & Outb)                        T-Thrust Reversers
        A -Airbrake                                        Y-Yaw Dampner
        Q -Arthur Q

2013 Fall & Winter Ops Review - Falcon 10

Wet Contaminated Runway Ops Review   (Notes from Pg # 201 & 346 DA-10 IPTM)

With the Fall season now here....Remember!  ......

When operating on runways contaminated by standing water, in addition to the aerodynamic drag, the aircraft is also subject to hydrodynamic drag and plume drag.  The total drag increases proportionally up to Vh (hydroplaning speed) and reaches about 3,100 lbs for a 3/8 " water depth, then decreases slowly at speeds above Vh.

If the runway is contaminated by slush, wet snow, or dry snow, the equivalent water depth should be determined before estimating the Vh.  a chart for determining equivalent water depth is found in the Falcon 10 Performance Manual.

When braking on non-dry runways, the braking coefficient of friction may be reduced:

-by 20% to 50% on  wet runways,

-by up to 75% on contaminated runways,

-by 60% to 90% on snow-compacted runways, and

-by 90% on very slippery runways (icy)

The Following Recommendations are Summarized (See IPTM):

·         Wet Runways  >>>increase landing distance by 15% and landing field length by 67%

·         Contaminated Runways>>>>Operation on contaminated runways should be avoided whenever possible, especially during and immediately after heavy rainfall.  If slush or snow, use the Performance Manual charts to determine the equivalent water depth. Max recommended water depth is .5 inches with operable anti-skid system and max x-wind of 15 kts. Multiply the normal landing distance by 2.3 for landing field length.

·         Snow-Compacted Runways >>>>Not Recommended, however...Max crosswind is limited to 5 knots / Landing distance is equal to the dry runway landing distance x2 (compacted snow) to x3.4 (black ice).  To this result, add 15% for the new landing field length.

·         Very slippery runways (icy)>>>>Avoid/Forget it! (summarized)

    

     DA-10 Ice & Rain Protection Info:

I

The following cautions are found in the various Falcon 10 Operating Manuals and other available material and are for the guidance of pilots conducting winter operations:

Ice and Rain Protection: Engine Anti-Ice (Ground or Flight) ·         Engine Anti-Ice must be ON when total air temperature is below +5 Celsius and icing conditions are anticipated ·         Engine anti-ice must be OFF when total air temperature is above +10 Celsius	FA-10 IPTM Pg. 2-23
N1 Settings: ·         For adequate performance of wing and engine anti-icing systems, the N1 speed of the operative engines must not be lower than the minimum values shown in the chart below:	FA-10 IPTM Pg. 2-23
Notes:  CAUTION: If ice has already started to accumulate, turn on the ignition system (start selector switches to AIRSTART) prior to selecting the engine anti-icing systems on; turn on the engine anti-ice systems one after the other with a time delay of no less than 30 seconds.  Wing anti-icing can then be switched on.

	% N1
Phase of Flight	At -30 Celsius OAT	At -20 Celsius OAT	At -10 Celsius OAT	At -5 Celsius OAT
In-Flight Min Recommended	76 78	73 75	67 69	62 64
Approach	69	69	69	64
One-Engine	88	85	79	74

*Engine settings for Anti-Ice

Windshield Electrical Heating: ·         The PILOT & COPILOT Windshield control switches must not be selected to the MAX position except in flight and then only if the NORM Position is not sufficient in icing conditions.

WING ANTI-ICE (FLIGHT ONLY): ·         Must be on in flight when total temperature is below +5 Celsius and when icing conditions are anticipated. ·         Wing Anti-ice must be off when total temperature is above +10 Celsius ·         Do not operate on the ground.

Caution:  If red lights of main landing gear remain ON when retracting during icing conditions, ice may hinder the uplatching of main landing gear.  Attempt gear retraction 3 times to clear ice;  if unsuccessful, speed must not exceed VLO (190 kts) and fuel consumption can be increased by 33% at maximum.

FYI:
"DALTON Departure" @ KTEB - Pilot Requested Departure from Rwy 19

ICAO Definition of Safety:

The state in which the possibility of harm to persons or of property damge is reduced to, and maintained at or below, an acceptable level through a continuing process of:

• hazard identification and 
• safety risk management.

FA10 Take-Off Data (S+FLAPS 15 @PA 1,000' feet)