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C4040-250 | Power Systems with POWER8 Sales Skills V1

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C4040-250 - Power Systems with POWER8 Sales Skills V1 - braindump

Vendor IBM
Exam Number C4040-250
Exam Name Power Systems with POWER8 Sales Skills V1
Questions 108 Q & A
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Test Number : C4040-250
Test Name : Power Systems with POWER8 Sales Skills V1
Vendor Name : IBM
Q&A : 108 Dumps Questions

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Power Systems with POWER8 Sales Skills V1 book

FLIGHT examine: Pilatus notebook-24 goes for versatile | C4040-250 Dumps and Real test Questions with VCE Practice Test

a bit of greater than a decade ago, the so-known as very gentle jet category of aircraft promised to set the world of company aviation alight. however while a few decent plane were offered, the market quite simply in no way materialised as estimated – and positively didn't get well from the body blow of the 2008 monetary crisis. Demand for light jets fared little more advantageous except a couple of years again, when Embraer’s Phenom 300 sparked an upward fashion, whereas Cessna has also maintained a powerful presence with its CJ3 and CJ4 offerings. It became in opposition t these big producers that a small Swiss business shook up the market when the notebook-24 was unveiled by using Pilatus at Europe’s EBACE business aviation show in 2013.

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Pilatus’s view turned into no longer that it became entering a crowded market – fairly, the company noticed itself as establishing something new: what it described as an excellent versatile jet. The promise become a light jet with a mid-sized cabin that might function from unpaved strips. preliminary deliveries were in executive configuration to fractional possession operator PlaneSense, beginning in February of 2018. Deliveries of medevac-configured computing device-24s to Australia’s Royal Flying medical doctors provider, which operates 35 computer-12 turboprops, adopted from November.

currently, FlightGlobal was invited to Pilatus’s base in Stans to event first hand how Pilatus’s area of interest-busting laptop-24 performs. The day in advance of the flight become crammed with briefings and the seemingly mandatory manufacturing facility tour. Over the 28 years I even have been a verify pilot I even have seen greater manufacturing unit flooring than I care to be aware, and actuality learn i was not expecting anything else of notice from the proposed tour.

The think of Pilatus’s facilities, although, turned into diverse – these had been greater like artisanal workshops. The one corridor that did machining become stuffed with very sophisticated Grob CNC machines, which milled away in near silence. The only corridor that become loud was the place stringers were fitted to skins. In a nod to effectivity – labour being high priced in Switzerland – the computing device-24’s fuselage is designed so a single adult can do each rivet, and not using a bucking required. building a jet aircraft isn't a cottage trade, however individual competencies were on reveal in every construction corridor. Pilatus has lengthy traded on Swiss craftsmanship, and my tour of the production halls confirmed that computer-24 operators will not be disappointed.

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As a part of my facilities tour i used to be able to spend about half an hour in a laptop-24 cockpit. Accompanied by using income and advertising and marketing director Matthias Luder, I familiarised myself with the flightdeck. after I flew the computing device-12NG three years in the past, i was impressed by using its Honeywell Apex flightdeck. For the computer-24, Pilatus has delivered several new points and now calls its avionics system the advanced cockpit atmosphere (ACE). akin to the flightdeck in a laptop-12NG, it has 4 similar 12in lcd shows with vital bezel buttons located in a T configuration; simple flight displays (PFDs) outboard and two multifunction displays stacked in the centre.

ACE is according to the flight-administration gadget and comparable to what i exploit daily in the Boeing 737 and includes over a few the Apex’s top notch facets: cursor control gadget (CCD) with tracking ball found aft of the thrust levers, resident wireless potential, vertical circumstance reveal and SmartView artificial imaginative and prescient equipment. ACE adds some additional features that make it even more positive – it comes with a category-wonderful ring laser gyro inertial tips gadget as normal, as well as a three-axis auto-pilot and autothrottle.

Pilatus didn't simply upgrade the avionics when it developed the notebook-24. just like the notebook-12, the pc-24’s fundamental flight controls are all manually actuated. The secondary flight controls are all electronically actuated, with the best hydraulics being an influence pack for the anti-skid-protected leading wheel brakes. The overlying electronic structure is composed of two buses. The electrically actuated secondary flight controls are controlled via four, two-channel statistics concentration and processing gadgets, which host control and monitoring channels working distinct software; further redundancy is guaranteed via separate sensors to check commanded surface position and precise place.

The plane for our preview flight, registration HB-VVV, become the one I had achieved my cockpit familiarisation in. Its fuselage became festooned with a number of tremendous Edelweiss flower stickers. As I followed test pilot and head of experimental trying out Matthew Hartkop for the exterior pre-flight inspection I marvelled on the exterior healthy and conclude. whereas the computer-24’s configuration is like that of almost each different company jet, it's within the details that beauty of this Alpine flower suggests. The excessive-element-ratio wing (9.35) became developed the usage of a DNA-like iterative procedure. The span features 5 different move sections to supply elevate for brief-field operations, while allowing hurries up to Mach 0.74 at four,500ft.

Unpaved box operations, the workstation-24’s niche, drove a number of qualities. The wing root vital be thick satisfactory to stow the two-wheeled main equipment meeting required for softer surfaces. The huge-span, two-panel double-slotted flaps are peculiar, as they do not use e book tracks. Bruno Cervia, deputy chief govt and head of research and building, says the trackless design ensured gravel and different debris would now not prevent flap operations. also of notice were the four spoiler panels on each wing. As at the moment configured, the two colossal inboard ones are for carry dump on the runway, while both smaller outboard panels are multifunction roll/pace brake.


Inspection of the aft lefthand facet of the fuselage printed what's most likely one of the computer-24’s largest aggressive benefits, the cargo door. absolutely 1.25m x 1.30m (4ft 1in x 4ft 3in), there is nothing in its category that comes close. inside the cavernous aft cargo compartment is an adjustable frame and web baggage restraint device. For outsized cargo, seat rails run the size of the cabin to at ease higher items.

Williams FJ44 engines are hooked up conventionally on the tail. The engine rotor burst zone is aft of the whole baggage enviornment, permitting in-flight access to the compartment. Pilatus fabricates lots of the computer-24’s structure, together with the engine nacelles. The exhaust conclusion of the nacelle isn't flat when seen from the facet – quite it's concave, with the good protruding additional than the backside. Cervia pointed out this turned into performed to use the Coanda effect – the tendency of a fluid stream to stick to a convex surface, seen for example within the airflow following the curved upper floor of a wing – to vector thrust upward. At take-off vigour settings the exhaust circulation is became upward by a full 3°. This counters what would in any other case be a nostril-down pitching second caused via the excessive set up engines. Harnessing the Coanda effect makes it possible for for a smaller horizontal stabiliser and elevator, cutting back weight and induced drag. One fantastic thing about this design is that at cruise energy settings the turning effect of the exhaust lip is reduced, giving a more efficient thrust line.

With the walk-round comprehensive, I strapped into the lefthand seat and used the pillar-mounted alignment balls to movement the manual seat so that i was with no trouble seated on the design eye place. The thrust levers fell effectively at hand with the CCD easily determined simply aft on the centre pedestal. The ACE flightdeck changed into well organized with a small overhead panel that contained electrical system control, lighting fixtures switches and two rotary engine controls. As mentioned past, the forward instrument panel turned into virtually similar to the notebook-12 NG’s.

On the centre pedestal, beneath the reduce multifunction screen, became the colossal multifunction controller. It contained alphabetic and numeric keypads, as well as a number of shortcut keys. It also had a joystick for cursor manage, and four arrow keys that moved the cursor between shows, duplicating CCD features. The sidewalls have been remarkably clear, housing oxygen masks and a row of seven circuit breakers on the lefthand side. all the other circuit breakers are remotely located and accessed through the flight administration gadget synoptic pages.

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After completion of earlier than-birth gadgets, validated with the intuitive electronic checklist, the right engine changed into began. once it become stabilised, the flaps were prolonged to 15° and a manage sweep completed earlier than the left engine changed into all started. The pc-24 has guide pedal-managed nosewheel steerage; direct control up +/-17° with angles up to 60° obtainable by using differential braking to enter the castoring place. throughout the taxi to runway 06 at Buochs, I found that gradual-velocity 90° turns have been complex to achieve, as transition to the castoring vicinity changed into necessary. Hartkop advised the use of differential thrust to facilitate ninety° turns, which made the task somewhat bearable for this neophyte pc-24 pilot. as soon as rolling, turns up to 45° were conveniently completed, as become monitoring of taxiway centrelines.

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once lined up and cleared for take-off I advanced both thrust levers to mid-range, where the autothrust engaged, and set take-off thrust of ninety four.7% N1. Hartkop referred to as out V1 followed without delay by way of “rotate” at 95kt (176km/h) indicated airspeed (KIAS). approximately 15kg (33lb) of aft yoke become needed to rotate the aircraft, where I captured an preliminary pitch angle of 15°.

Certificated for single-pilot operations, I called “gear up” to maintain Hartkop in the loop as I raised the landing gear. Passing 130KIAS I retracted the flaps, again calling out my movements. once the pc-24 turned into in a clear configuration, I pulled up into a hiking flip to fly crosswind over a finger of Lake Lucerne, turning downwind at four,000ft mean sea degree/2,500ft above floor level to parallel the mountain ridge with the Burgenstock resort near its height.

Passing Burgenstock I all started configuring and descended over the narrowing of Lake Lucerne, just north of Stansstad. Hartkop advised I shoot to be 2,700ft imply sea stage/1,200ft above container elevation at 130KIAS with gear down and flaps 33° there. The circuit round Stansstad turned into in essence a 135° base-to-remaining flip, rolling out aligned with the runway at 2,100ft imply sea level/600ft above container elevation. Time on the 4° glidepath remaining, as defined by means of the precision approach route indicator, turned into relatively short. The Williams engines and the computing device-24’s inherent speed steadiness on remaining allowed me to seize and dangle target speed of 98KIAS; no longer a trivial task given the various winds whistling down the numerous passes and narrows. Thrust levers were retarded at 30ft above floor level, with the flare manoeuvre all started at about 20ft.

It is not clear if it become my piloting knowledge or the trailing-link landing leading gear with its low-force tyres, nevertheless it became a clean landing. as soon as the nosewheel become grounded I set the thrust levers to mid-latitude, whereas Hartkop set the flaps to 15° and stab trim to the take-off band for our contact-and-go. When Hartkop referred to as “go” I advanced the levers and circled for liftoff, passing 95KIAS. The subsequent circuit and contact-and-go at Buochs became once more a pleasure to fly, given the laptop-24’s predictable coping with characteristics and the wonderful surroundings.

After completion of the 2nd contact-and-go at Buochs, we left the sample and climbed right into a medium-altitude block to sample the Pilatus’s low-speed managing traits. level at 16,000ft I did a number of steep turns (forty five° attitude of financial institution). I held 130KIAS, 25KIAS above the 7,940kg plane’s Vstall of 105KIAS.

The plane became nevertheless fairly responsive in roll with somewhat of rudder necessary to co-ordinate the turn. while synthetic vision become no longer a lot use at altitude, I did recognize its side-to-edge angle suggestions, with the flightpath vector making altitude control an easy project. What became neat was how the synthetic imaginative and prescient screen decluttered at financial institution angles improved than 45°, alerting the pilot of the steep financial institution.

subsequent we did two stalls, one in a clean and the other in a landing configuration. These manoeuvres would pattern the computer-24’s stall warning protection system. The gadget operates in two phases: stall warning phase and stick pusher phase. Stall warning contains an aural “stall”, visual purple “STALL” on the PFD and the tactile stick shaker. may still the pilot ignore these warnings, the stick-pusher makes use of the autopilot servo to command nose-down elevator except the sensed stall circumstance is alleviated. The notebook-24 has two angle-of-attack vanes/sensors and pass tests their values earlier than declaring a stall situation. In each the clear and touchdown configuration approach to stalls, the computer-24 changed into good in all three axes. There become little airframe buffet but the ACE-generated warnings have been ample to announce the low-velocity condition. In both situations stick-pusher activation compelled the yoke forward and pitched the nostril right down to destroy the stall.

convinced with the notebook-24’s slow-speed handling qualities we began a climb to the plane’s ceiling, forty five,000ft. as soon as level there I stabilised the aircraft at M0.65 for a protracted-latitude cruise element. complete fuel flow turned into 850lb/h and the 7,260kg aircraft clipped alongside at a true airspeed of 372kt. book statistics for top-velocity cruise on the same conditions increases fuel move to 970lb/h whereas pumping the velocity up to M0.74.

subsequent Hartkop would exhibit an important protection feature of the computer-24 – its emergency descent mode (EDM). EDM is armed simplest above 30,000ft with the autopilot engaged, and caused when cabin altitude exceeds 9,600ft. Designed to descend the plane to steer clear of a hypoxia-brought on loss, it starts a descent at Mmo/Vmo to 15,000ft mean sea stage while turning ninety° off course. simultaneously it wakes up the autothrust, if not engaged, to set IDLE thrust. With clearance for descent from air site visitors manage, Hartkop brought on the EDM. I watched with pride as we stabilised in an IDLE energy 4,000ft/min (20m/s) descent to security.

convinced with EDM operation, I disengaged the autopilot and hand flew the plane, turning south towards Lugano for a steep method and landing. Hartkop loaded the inertial information system (IGS) runway 01 into the flight-management gadget. The IGS approach presents instrument-landing-gadget-like advice but with a 6.sixty five° glidepath. Pilatus plans to present a coupled method ability for steep methods like this, but the software load on our preview plane meant i might get to hand fly it.

STEEP approach

wholly configured on ultimate at 110KIAS (Vtgt) our fee of descent was 1,100ft/min (20kt headwind giving a 90kt floor pace). I followed the flight director’s suggestions in the PFD’s synthetic vision monitor. Passing 1,000ft Above ground level I shifted my reference outside the plane, aiming at the threshold. i was cautious now not to comply with the precision method route indicator, which become set to a shallower visible strategy attitude of four.20°. As with the strategies at Buochs I retarded the thrust levers to IDLE at 30ft. The flare manoeuvre became also begun at 20ft, but at a faster rate to arrest the greater sink fee.

touchdown became pretty gentle, about 275m (900ft) from the threshold. maximum wheel brakes were utilized once the nosewheel was on the runway. The anti-skid cycled as the effective brakes introduced the workstation-24 to a cease just 350m from the touchdown factor. After a brief lower back taxi on the runway, we parked the plane for a brief wreck.

The 2d part of the preview flight turned into a whirlwind tour of airfields all the way through our return to Pilatus’s Buochs airfield. After departure from Lugano’s runway 01, our first stop was at Grenchen, a small airfield just north of Bern. The airport is serviced by VHF omnidirectional latitude and RNAV procedures to runway 24. Hartkop loaded the RNAV runway 24, but as the winds favoured runway 06, we would visually circle for a touch-and-go on the 1,000m x 23m paved surface. during the method and manoeuvring within the visible ambiance I found the ordinary site visitors alert and collision avoidance system (TCAS II) helped us get eyes on aircraft in the congested enviornment. On last Hartkop jogged my memory that it become a slender surface – so it became important to reside on centreline and not flare late.

As with the outdated landing, the pc-24 settled gently on to the runway, where Hartkop hurriedly reset the flaps and trim for the contact-and-go. as soon as airborne I cleaned the aircraft up and became against Militarflugplatz Emmen, 9nm (16km) north-northwest of Pilatus’s sairfield at Buochs.

Hartkop guided me throughout the setting up of the instrument touchdown system DME Z runway 22 at Emmen. The method would be hand flown. On a long remaining Hartkop simulated a one-engine inoperative experience with the aid of pulling the number two engine to IDLE. Configured on glideslope with flaps set to fifteen°, only a small amount of left rudder changed into crucial to maintain co-ordinated flight at 107KIAS (60% N1 on the decent engine). originally I trimmed the rudder forces out, however then centred the rudder trim for the remainder of the method. Hartkop known as “go round” at minimums. I circled the computing device-24 to a 10° nostril-up perspective as I moved the left thrust lever to take-off power (ninety five% N1). I fed in left rudder because the vigor increased, with approximately 45kg of drive vital to hold co-ordinated flight at 120KIAS. To ease pilot workload in the adventure of an engine failure, the pc-24 has a rudder bias gadget. If an engine failure is sensed under 2,500ft Above floor degree, the autopilot’s yaw damper servo deflects the rudder within the route of the respectable engine. The quantity of deflection is about one-third of that necessary for co-ordinated flight. After a heads up, Hartkop disabled the rudder bias so I might consider the unaugmented forces. each bit of 65kg of drive changed into necessary to keep co-ordinated flight.

satisfied with the computing device-24’s handling traits with one engine inoperative, I superior the right thrust lever to terminate the pastime. I found the rudder bias equipment become a valuable help for the pilot when responding to an engine failure, but now not a toes-on-the-floor answer to counteract uneven thrust.

With both engines in use and the notebook-24 cleaned up, we turned towards Buochs for a highest-effort touchdown. Flaps had been once again set to 33° with a Vref of 96KIAS. I floated a bit in the flare, touching down further from the threshold than preferred. After alighting on runway 06, wheel braking cycled the ­anti-skid and slowed the pc-24 to taxi pace by taxiway D (650m from the brink). After a short pause to permit our photographer to get in vicinity, we taxied back to runway 06 for a different take-off and two more visual circuits around Burgenstock and over Lake Lucerne. i used to be saddened when we bought notice the photographer had gotten all of the shots he necessary, as my sample enjoyable had come to an conclusion. Taxi back to parking was a breeze, store for my much less-than easy low-speed double ninety° turn in the shut quarters of Pilatus’s ramp.

all over my whirlwind tour of Switzerland i used to be at the controls of the notebook-24 for greater than 3h 30min. In that point i was in a position to see the way it flew at the extremes of its flight envelope. The medium-altitude stint showcased its docile low-pace dealing with qualities, whereas the quick time at its ceiling established the ­computer-24’s safeguard-improving EDM function. The extensive pattern work gave me an excellent consider for its neatly-harmonised handle forces, as neatly because the workload-reducing rudder bias device.

The computer-24 is a winner when judged from the pilot’s seat, but its gigantic cabin and huge cargo door are huge differentiators in this segment. Add to this steep method and unpaved container capabilities, the computer-24 is a true all-rounder. With the pc-24 Pilatus has fielded a excessive-speed stablemate to the notebook-12, relocating its gigantic cabin between identical strips but 155kt faster.

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Services Overview

We provide Pass4sure Questions and Answers and exam simulators for the candidates to prepare their exam and pass at first attempt.

Contact Us

As a team are working hard to provide the candidates best study material with proper guideline to face the real exam.

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