11-248 Flash Cards
1
Q
Inside Downwind Airspeed, Torque, & Pitch Attitude (Gear down, flaps LDG)
A
120 KIAS, 45%, 1/4 Ground and 3/4 Sky
2
Q
Inside Downwind Airspeed, Torque, & Pitch Attitude (Gear down, flaps TO)
A
120 KIAS, 35%, 1/4 Ground and 3/4 Sky
3
Q
Inside Downwind Airspeed, Torque, & Pitch Attitude (Gear down, flaps UP)
A
120 KIAS, 30%, Spinner on Horizon
4
Q
Final Turn Airspeed, Torque, & Pitch Attitude (Gear down, flaps LDG)
A
110 KIAS (or on speed AOA), ~18%, 2/3 Ground and 1/3 Sky
5
Q
Final Turn Airspeed, Torque, & Pitch Attitude (Gear down, flaps T/O)
A
115 KIAS (or on speed AOA), ~15%, 2/3 Ground and 1/3 Sky
6
Q
Final Turn Airspeed, Torque, & Pitch Attitude (Gear down, flaps UP
A
120 KIAS (or on speed AOA), ~12%, 1/2 Ground and 1/2 Sky
7
Q
Final Airspeed, Torque, & Pitch Attitude (Gear down, flaps LDG)
A
100 KIAS (or on speed AOA), ~16-18%, Aim point 1/2 windscreen
8
Q
Final Airspeed, Torque, & Pitch Attitude (Gear down, flaps T/O)
A
105 KIAS (or on speed AOA), ~14-16%, Aim point 1/2 windscreen
9
Q
Final Airspeed, Torque, & Pitch Attitude (Gear down, flaps UP)
A
110 KIAS (or on speed AOA), ~12-14%, Aim point 1/3 windscreen
10
Q
Touchdown Airspeed Target/Range, & Target Touchdown Zone (Gear down, flaps LDG)
A
80 (75-90) KIAS, 500 - 1,000 ft down
11
Q
Touchdown Airspeed Target/Range, & Target Touchdown Zone (Gear down, flaps T/O)
A
85 (80-95) KIAS, 500 - 1,000 ft down
12
Q
Touchdown Airspeed Target/Range, & Target Touchdown Zone (Gear down, flaps UP)
A
90 (85-100) KIAS, 500 - 1,500 ft down
13
Q
What two options exist for engine failure?
A
Ejection or Recovery to a suitable airfield
14
Q
The Three “F’s”
A
Fire, FOD, or Frozen
15
Q
The six skills needed for CRM?
A
1 SA, 2 Flight Integrity and Wingman Consideration, 3 Task Management, 4 Communication, 5 Risk Management or Decision Making, 6 Mission Planning, Briefing and Debriefing
16
Q
Typical ORM assessments include analysis in the following general categories…
A
Environmental Conditions (WX, Bird status, etc.), Mission Profile (Formation, VFR, Low level), Pilot Factors (experience level, fatigue, currency)
17
Q
Systems that are controlled in the FCP
A
Activation of the auxiliary battery, Manuel fuel balance left/right switch, Environmental Control System controls, Parking Brake position, Emergency gear extension, PMU, Interseat Sequencing System (ISS)
18
Q
How do you check for bleed air inflow?
A
Pressing the G-suit test button
19
Q
How do you confirm on board oxygen-generation system (OBOGS) is operating
A
Momentarily turning off supply lever
20
Q
Confirm defog operation by…
A
Sound or temperature of the defog outlet valves along the canopy rail
21
Q
Confirm external light operations (on the ground) by…
A
looking for reflections from adjacent aircraft or other surfaces
22
Q
The three primary tools for clearing in the T-6
A
Eyes, Radios, and TAS
23
Q
What does F.E.V.E.R stand for in an EP under analyzing the situation
A
F - fluctuating fuel flow. E - excessive ITT. V visual signals (smoke, flames, and oil). E - erratic engine operations. R - roughness (strange noises) and include S - smells
24
Q
Pitch and Power Picture for LEVEL FLIGHT 250 KIAS, Gear UP, Flaps UP?
A
2 degrees NL, 93%
25
Pitch and Power Picture for LEVEL FLIGHT 200 KIAS, Gear UP, Flaps UP?
0 degrees, 50% + Alt.
26
Pitch and Power Picture for LEVEL FLIGHT 150 KIAS, Gear UP, Flaps UP?
2 degrees NH, 32%
27
Pitch and Power Picture for TECH CLIMB 180 KIAS, Gear UP, Flaps UP?
9 degrees NH, MAX
28
Pitch and Power Picture for TECH CLIMB 160 KIAS, Gear UP, Flaps UP?
12.5 degrees NH, MAX
29
Pitch and Power Picture for TECH CLIMB 140 KIAS, Gear UP, Flaps UP?
17 degrees NH, MAX
30
TAKEOFF Airspeed, Gear, Flaps, Pitch, and Power
85, Down, TO, 7-10 degrees NH, MAX
31
What is slipstream effect?
Thrust generated by the rotation of the propeller induces a corkscrew slipstream effect. Airstream hitting the wing root, fuselage, and tail surfaces. Causes the aircraft to yaw left
32
What is P-factor?
AOA being higher on the downward-moving propeller blade then on the upward blade. Causes the aircraft to yaw left
33
What is the Torque Effect?
Acts opposite the direction of the propeller rotation. Aircraft tends to roll to the left as power is increased. Tends to roll right when power is reduced.
34
What is Gyroscopic Precession (Effect)?
The relatively large propeller on the T-6 and high RPMs result in more precession effect than an aircraft with a lighter, smaller propeller turning at slower RPM. Reactions: If the nose is yawed to the left, the nose tends to pitch up
If the nose is yawed to the right, the nose tends to pitch down
35
What defines a shallow turn?
Less then 30 degrees of bank
36
What defines a steep turn?
45-60 degrees of bank or greater
37
How do you correct nose-low (or nose-high) attitudes in a steep turn?
Reduce (or increase) the AOB with coordinated aileron and rudder pressure
38
What is adverse yaw?
Tendency of the aircraft to yaw away from the direction of aileron input. To counteract, rudder must be used in same direction of aileron input.
39
Normal Taxi Speed?
Not exceed 15 knots in uncongested areas
40
During Engine Shutdown and before stepping down from the aircraft wing what must you ensure?
Ensure the ejection and CFS pins are installed, the ISS is in SOLO, the battery switch and OBOGS lever are both off, the gust lock is engaged and parking brake is set.
41
What two takeoff exists?
Static takeoff, more time to accomplish required checks and verify engine operation, required at night and solo. Rolling takeoff, aids traffic flow in a busy pattern.
42
TAKEOFF FCP Visual Reference and Airspeed?
Spinner on, or slightly below the horizon. 85 KIAS
43
If Crosswind is present on Taxi and TAKEOFF which way do you deflect the control stick?
Deflect the control stick in the direction of the crosswind to keep the upwind wing from lifting
44
What is wake turbulence?
When an aircraft is creating lift. Plan to take off at a point prior to the preceding aircraft's takeoff point or after their point of touchdown
45
Before traffic pattern entry point, use the SUN-G check...
S - Squawk appropriate code
U - UHF/VHF, set to proper freqs.
N - NACWS. Set to range that aids clearing
G - GPS. Select useful waypoint and omnibearing selector to RWY heading
46
Gear down, Flaps TO provides for
highest lift-to-drag ratio
47
What is the Initial Airspeed, Power, Pitch, and FCP Visual Reference?
Aligns the aircraft with landing RWY. 200 KIAS. 50% + 1% per 1,000 ft MSL altitude. Pitch as required for level flight. Half ground, half sky.
48
What is the Break zone?
Transition from initial to inside downwind. The break zone is between the approach end and 3,000 ft down the RWY
49
What is the Break Airspeed, Power, FCP Visual Reference?
Slow from 200 to 120-150 KIAS. ~10%. Drag NACWS/TAS antenna across horizon
50
What is the glide path and aimpoint on final?
Glide path is 3-4 degrees. Aim point is RWY threshold
51
In a Straight-In Approach when do you descent to 500 AGL?
Before the 5 mile radar point
52
In a Straight-In Approach when do you configure?
At 2 mile point. Slow to final approach speed once configured and before starting descent on glide path.
53
What does RAP stand for when introducing crosswind controls (wing-low)
R - rudder to align the nose with the RWY. A - aileron into the wind to prevent drift. P - power to counteract increased drag
54
Technique for Closed Traffic (Closed Pull-Up)
Power at MAX for start. Begin a climbing turn and pull the nose up until horizon is between the rudder pedals. As you level-off, drop PCL to ~20%. Begin power reduction 100 ft below pattern altitude for every 10 KIAS in excess of 140 KIAS. i.e. Airspeed is 180 KIAS, start power reduction 400 ft below pattern altitude.
55
What is a Low (Drug-In) Final?
Aircraft below proper glide path
56
What is a Steep Final?
Aircraft above proper glide path
57
What is a Slow Final?
Increased pitch attitude is required to maintain lift as airspeed is reduced
58
What are the two types of ELPs?
Force Landing (FL) and Precautionary Emergency Landing (PEL). FL is flown with the engine inoperative (no power)
59
In an actual engine failure remember ORM 3-2-1. What is ORM 3-2-1?
Aircrews will not descent below 2,000 ft AGL unless they are (O)n profile for the intended landing, with (R)WY in sight and in position to safely (M)aneuver to land. The point to make the final decision to continue or eject is (3)00' AGL. At (2)00' AGL, the gear will be confirmed and reported down, (1)00' AGL the aircraft should be on centerline.
60
What is "being on profile" or "being in the bubble" regards to ELPs
Being at sufficient altitude to be able to make an airfield using an engine-out glide
61
What is "bubble hopping" in regards to ELPs?
Being on profile for a near field and climbing so as to be on profile for a further, but more desirable
62
Factors for considering an airfield during ELP?
Distance to airfield, terrain around airfield, RWY length, width, direction, and condition, WX, fire or rescue support, emergency oxygen and electrical power supply, threat to the public if aircraft must be abandoned
63
If greater than ________(airspeed) climb to trade excess airspeed for altitude
150 KIAS
64
Glide Ratio of 2:1 gets?
A clean glide at 125 KIAS should glide 2 miles for every 1,000 ft of altitude loss with a VSI of approximately 1,350-1,500 fpm
65
Target Altitude and Configuration, Airspeed, and Position Description for HIGH KEY on ELP
3,000' AGL. Gear down. 120 KIAS minimum or on-speed AOA. 1/3 down planned, WTD abeam or directly over intended point of landing
66
Target Altitude and Configuration, Airspeed, and Position Description for CROSS KEY on ELP
2,200-2,300' AGL. Gear down. 120 KIAS minimum or on-speed AOA, whichever is higher. Halfway from high key to low key, approximately perpendicular to the landing RWY
67
Target Altitude and Configuration, Airspeed, and Position Description for LOW KEY on ELP
1,500' AGL. Gear down, flaps TO. 120 KIAS minimum or on-speed AOA, whichever is higher. 2/3 WTD abeam intended landing aimpoint. Fuel cap on RWY
68
Target Altitude and Configuration, Airspeed, and Position Description for BASE KEY on ELP
600-800' AGL. Gear down, flaps LDG (as required). 120 KIAS minimum or on-speed AOA, whichever is higher. Halfway between low key and final
69
Target Altitude and Configuration, Airspeed, and Position Description for FINAL on ELP
N/A. Gear down flaps LDG as required. 110 KIAS (minimum). Plan for 1,000 ft (minimum) final prior to the intended point of touchdown, which is the first 1/3 of RWY
70
When entering the MOA and leaving the MOA a FENCE check is performed. What is FENCE?
F - Fuel (balance and quantity). E - engine (within limits). N - NAVAIDS (GPS/EHSI); NACWS (check range setting and clear the airspace). C - Communication (frequencies set, radio call). E - Equipment (G-suit test as required, loose items stowed)
71
Use a CLEF check prior to stalling, spinning, or aerobatic maneuvers. What is CLEF?
C - clear the area (also CWS panel clear). L - loose items stowed. E - Engine (within limits). F - fuel balance (within 50 pounds)
72
Optimum energy for an aerobatic maneuver is ____
180-220 KIAS
73
What aerobatic maneuvers are energy losers?
Spin, Traffic Pattern Stalls, Cloverleaf, Split-S, Nose-low recovery ELP stalls, and high G-turns with lower power settings
74
What aerobatic maneuvers are energy gainers?
Power-on stalls, nose-high recovery, stability demonstration and Chandelle
75
Airspeed, Power, Pitch, Bank, and FCP Visual Reference for Power-On stalls?
As required (~150 KIAS). Entry 30-60%, Recovery MAX. Entry 15-40 degrees NH. O* for straight-ahead stall, 20-30* for a turning stall. Entry, Crook of front windscreen on horizon. Recovery, initially firelight on horizon
76
Airspeed, Power, FCP Visual Reference of ELP stalls?
Clean 125 KIAS or Configured at 120 KIAS. 4-6%. Visual Reference on Recovery, Clean is one-half prop arc on the horizon. Configured, prop arc on horizon
77
Altitude loss ELP stall from 1. Glide to High Key 2. High and Low Key 3. Low Key and Runway
1. ~300 ft 2. ~800 ft 3. ~900 ft
78
What are the five possible traffic pattern errors?
1. An overshooting (NL), accelerated stall simulating overshooting crosswinds or improper perch spacing. 2. An undershooting stall simulating a combination of inadvertently placing the PCL to idle (zero torque) and poor airspeed crosscheck. 3. A landing attitude stall simulating an improper landing assured decision (PCL to idle) or improperly flown roundout and flare. 4. A break turn stall simulating an exaggerated aggressive break. 5. A close pull-up stall simulating an exaggerated pull-up with poor airspeed and altitude crosscheck
79
Airspeed, Power, Initial Turn for Traffic Pattern Stalls?
Final turn setups, 120 KIAS (minimum). Final turn setup 10-15%, To induce stall, 0% Recovery is MAX. Initial Turn = 30 degrees.
80
Slow Flight, Flaps LDG, TO, UP Airspeeds
Flaps LDG = 80-85 KIAS, Flaps TO = 85-90 KIAS, Flaps UP = 90-95 KIAS. Gear = DOWN
81
Airspeed, Torque, Altitude, and Energy Gain/Loss for Entry in AILERON ROLL
180-220. 80% - MAX. 1,000'. Neutral
82
Airspeed, Torque, Altitude, and Energy Gain/Loss for Entry in BARRAL ROLL
200-220. 80% - MAX. +2,000' - 1,000'. Neutral
83
Airspeed, Torque, Altitude, and Energy Gain/Loss for Entry in CHANDELLE
200-250. MAX. +3,000'. Gaining
84
Airspeed, Torque, Altitude, and Energy Gain/Loss for Entry in CLOVERLEAF
200-220. 80% - MAX. +3,000' - 1,000'. Slightly losing
85
Airspeed, Torque, Altitude, and Energy Gain/Loss for Entry in IMMELMANN
230-250. 80% - MAX. +3,000'. Gaining
86
Airspeed, Torque, Altitude, and Energy Gain/Loss for Entry in CUBAN EIGHT.
230-250. MAX. +3,000'. Neutral
87
Airspeed, Torque, Altitude, and Energy Gain/Loss for Entry in LAZY EIGHT.
200-220. 50-60%. +2,000' - 1,000'. Neutral
88
Airspeed, Torque, Altitude, and Energy Gain/Loss for Entry in LOOP.
230-250. MAX. +3,000'. Neutral
89
Airspeed, Torque, Altitude, and Energy Gain/Loss for Entry in SPLIT-S
120-140. Idle to 80%. +500' - 2,000' (@ 75%) - 2,500 (@ Idle). Losing
90
Airspeed, Power, Attitude, and FCP Visual Reference of AILERON ROLL?
180-220 KIAS. 80% - MAX. Wings-level @ entry, 20-30* NH pitch attitude. Visual Reference, Corner of front windscreen on the horizon to start roll.
91
Airspeed, Power, Attitude, and FCP Visual Reference of LAZY EIGHT?
200-220 KIAS. 50-60%. Wings-level @ entry, 90 degrees MAX bank, 45 degrees MAX NH pitch. Visual Reference, bottom foot on or slightly above horizon at top leaf, feet splitting horizon as you come through horizon, top foot on horizon at bottom of leaf.
92
Airspeed, Power, Attitude, Altitude and FCP Visual Reference of BARREL ROLL?
200-220 KIAS. 80% - MAX. Wings-level @ entry. ~2,000 ft above and 1,000 feet below entry altitude. Reference point at or near the center of front windscreen
93
Airspeed, Power, Attitude, Altitude and FCP Visual Reference of LOOP?
230-250 KIAS. MAX. Wings level to horizon throughout the maneuver. ~3,000' above entry altitude. Visual Reference, wingtips equidistant from horizon in pull-up.
94
Airspeed, Power, Attitude, Altitude and FCP Visual Reference of IMMELMANN?
230-250 KIAS. MAX. Wings level to horizon before and after half roll at loop. ~3,000' feet above entry altitude. Visual Reference, wingtips equidistant from horizon in pull-up
95
Airspeed, Power, Attitude, Altitude and FCP Visual Reference of SPLIT-S?
120-140 KIAS. Idle - 80%. Entry, 20* NH, wings-level before and throughout pull. ~2,500' below entry altitude. Visual Reference, corner of forward windscreen on horizon to start roll
96
Airspeed, Power, Attitude, Altitude and FCP Visual Reference of CUBAN EIGHT?
230-250 KIAS. MAX. Wings level to horizon throughout maneuver. ~3,000' above entry altitude. Visual Reference, wingtips equidistant from horizon in pull-up & seat on horizon when 45* NL, inverted.
97
Airspeed, Power, Attitude, Altitude and FCP Visual Reference of CLOVERLEAF?
200-220 KIAS. 80% - MAX. Wings level for pull-up and pull-through. ~3,000' above and 1,000' below entry altitude. Visual Reference, wingtips equidistant from horizon in pull-up, feet on horizon when 45* NH
98
Airspeed, Power, Attitude, Altitude and FCP Visual Reference of CHANDELLE?
200-250 KIAS. MAX. Entry, wings level, 15* NL; Exit, wings level 45* NH. ~3,000' above entry altitude
99
Airspeed, Pitch, and Torque in Vertical S-Up
150, 4 NH, 55%
100
Airspeed, Pitch, and Torque in Vertical S-DOWN
150, 2 NL, 15%
101
Airspeed, Pitch, and Torque in 45* STEEP TURN
150, 3 NH, 45%
102
Airspeed, Pitch, and Torque in 60* STEEP TURN
150, 4 NH, 60%
103
Airspeed, Pitch, and Torque in WINGOVER
220, 80% - MAX
104
Airspeed, Pitch, and Torque in AILERON ROLL
220, 15-25 NH, 80% - MAX
105
Airspeed, Pitch, and Torque in PENETRATION
200, 8 NL = 5%, 10 NL = 25% & Speed Brake
106
Airspeed, Pitch, and Torque in En Route Descent
200, 5 NL = 20%, 7.5 NL = 8%
107
Airspeed, Pitch, and Torque in FINAL APPROACH
110, 3 NH, 35%
108
Airspeed, Pitch, and Torque in PRECISION FINAL
110, Line-on = 21%, Line = 0, 1 NL = 16%
