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38: 251 > Chapter 4: Traffic Patterns and Landings > Flashcards

Chapter 4: Traffic Patterns and Landings Flashcards

1
Q

What is the primary point of reference for all patterns?

A

The runway

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2
Q

When you have a strong headwind on initial, what should you do in regards to your break point and perch point?

A

Delay your break turn and initiate your perch earlier than normal

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3
Q

When performing a straight in, when do airspeed do you normally slow down to on base?

A

240 kts

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4
Q

During a normal straight in, prior to being established on final, what airspeed should you not slow down to?

A

Prior to being established on final, avoid slowing down to less than the final approach airspeed

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5
Q

What is the break zone?

A

Approach end to 3,000 ft down the runway

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6
Q

What are the spacing limits for initiating the break with another aircraft in the pattern?

A

Do not break until 45 degrees off from the preceding aircraft to ensure 3,000 ft spacing

or

Do not break until abeam the preceding aircraft to ensure 6,000 ft spacing

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7
Q

If you need a tight displacement on closed downwind after the break, what can you do?

A

Put your throttles in MIL power and use AOA and G to reduce airspeed

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8
Q

When initiating your break turn, what airspeed should you attain by roll-out?

A

Slow to or below 240 kts but no slower than final turn airspeed

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9
Q

What is the minimum airspeed to pull closed?

A

240 kts

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10
Q

What is the minimum airspeed during a closed pull up?

A

Maintain a minimum of 200 KCAS until wings-level on downwind

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11
Q

What is the no-wind spacing for closed downwind?

A

1 to 1.3 miles for a 1,500’ AGL traffic pattern

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12
Q

How much crab should you use on closed downwind vs initial?

A

Generally, use twice as much crab on closed downwind as you used on initial

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13
Q

What is one way to check your displacement to the runway?

A

Set the EOR as the EGI steer point, and when abeam the EOR, the EGI will tell you your displacement

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14
Q

When should you be configured on closed downwind?

A

Configure no later than abeam the touchdown point

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15
Q

What is the desired rollout point after the final turn?

A

300 to 390’ AGL and 1 to 1.3 NM from the threshold

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16
Q

When should you begin your final turn?

A

When abeam the no-wind rollout point

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17
Q

During the final turn, what should your AOA be and when are you allowed to slow down to final approach airspeed?

A

AOA should be approx 0.6

Do not slow down to final approach airspeed until initiating the rollout onto final

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18
Q

What is the visual reference for the final turn (Flaps 60-100)?

A

2/3 Ground, 1/3 Sky

The top corner of the HUD should approximate be on the horizon

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19
Q

During the final tun, what should the vertical velocity approximately be?

A

Double the pattern altitude… so for 1,800’ AGL pattern altitude, the IVV should approximately be 3,600

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20
Q

As a technique, when should you consider the final turn made?

A

When <30 degrees of stabilized bank is required
<0.6 AOA is required
Within 30 degrees of alignment to the runway

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21
Q

What should your IVV be when established on final after the final turn?

A

Approx 700 to 900 fpm

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22
Q

AOB used in the final turn?

A

45 degrees

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23
Q

When you set the aimpoint, what should it look like on the HUD?

A

The FPM should be on the aimpoint with the pitch scale indicating 2.5 to 3 degrees nose-low

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24
Q

With the HUD off, where should the aimpoint be approximately?

A

On the top of the HUD combining glass

As a technique, if you flew a HUD on landing prior, visualize where the FPM was previously and set the aimpoint there

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25
Q

With gust winds, what airspeeds do you increase?

A

Increase the final approach and landing speed by one-half of the gust factor.

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26
Q

With a 3degree glidepath, what is your altitude in AGL when 1NM from the threshold

A

300’ AGL

27
Q

As a technique, where should you crack your power for landing?

A

Approx 1,000’ from the desired aimpoint. Crack your power back ~1in

28
Q

As a technique, where should you shift your aimpoint for landing?

A

Approx 500-750 from the threshold, use backstick pressure to move the FPM 100-200ft beyond the threshold

29
Q

As a technique, when should you set your power to idle for landing?

A

Approx 300-500’ from the threshold

30
Q

As a technique, when should you being your flare for landing?

A

When you are approaching the ground, apply backtick pressure to put the FPM to level flight to arrest your descent

31
Q

At what airspeed should you cross the threshold?

A

5 to 10 knots below final approach speed

32
Q

With a strong headwind, what should you use caution around during the Crack-Shift-Idle-Flare phase?

A

Use caution when reducing power to idle, as an excessive sink rate may develop

33
Q

What is the pitch attitude for an aerobrake?

A

10-12 degrees nose high

34
Q

When do you let the nose drop down to the runway when aerobraking?

A

When approaching 100 KCAS

35
Q

How do you calculate approximate normal landing distance?

A

2500 + fuel + touchdown point distance

Ex) 1200 lbs of fuel with a 500 ft touchdown point
2500+1200+500 = 4200’ required

36
Q

During the landing roll, how long should you keep the stick full aft and why?

A

Until approx 50 KCAS, to maximize aerodynamic deceleration

37
Q

What is a technique to ensure you are slow enough to exit the runway?

A

Use 3x the runway distance remaining to estimate if appropriate braking has been used

38
Q

What is the general procedure for a touch-n-go?

A

At touchdown, advance the power to MIL (or max if required) and smoothly drop the nose just slightly below takeoff attitude to let the aircraft fly back off the runway

39
Q

When the crosswind component exceeds 15 knots, what should you plan to do in terms of landing?

A

Plan to touch down on the upwind side of the runway

40
Q

When should you avoid aerobraking?

A

When the crosswind component exceeds 15 kntos

41
Q

Crosswind landing procedures may increase the landing distance by approximately how much?

A

50%

42
Q

What is the minimum airspeed during a go-around?

A

Attain a minimum of final approach airspeed during a go-around

43
Q

Is MIL required during a Go-Around from the final turn?

A

No, it is not always required

44
Q

How do you execute a Go-Around from the final turn?

A

Maintain a minimum of final turn airspeed and climb or descend as required, then retract the gear and flaps only after attaining a safe flying airspeed

45
Q

What airspeed must you maintain during a go-around?

A

240 to 300 KCAS

46
Q

How do you break out from the final turn?

A

Never break out from the final turn

47
Q

What should you consider doing with your flaps when going around from an overshotting, no-flap final turn?

A

Consider lowering flaps to 60%

48
Q

What must your ensure after practice alternate gear extensions?

A
  1. Ensure that the alternate release handle is fully stowed

2. Then reset the anding gear system by moving the landing gear handle down, then up, then back down

49
Q

Without intercom, how does the rear cockpit pilot signal for na alternate gear release?

A

Dropping the gear handle

50
Q

With a known or suspected airspeed indicator malfunction, what do you do?

A

Ensure pitot heat is on and establish a known power setting or fuel flow for your desired cruise

51
Q

What is the no-flap no-wind spacing?

A

1.5 miles for a 1,500 ft AGL traffic pattern

52
Q

What is a technique for adjusting no-flap overhead displacement based on winds?

A

Move the spacing reference 0.1NM for every 10 knots of crosswind

53
Q

Where should your FPM be for a no-flap 1500 ft AGL pattern in the final turn?

A

4 to 6 degrees nose low

54
Q

During a Sim Single-Engine landing, what power setting is the simulated failed engine at?

A

Not less than 60% rpm

55
Q

How do you execute a touch-n-go from a single-eninge landing?

A

Use both engines for the takeoff following a simulated single engine touch and go

56
Q

Do you place both or only the good engine to idle during a single-engine landing?

A

Both

57
Q

What must you do if you have to do an unplanned go-around during a single-engine landing?

A

Use both engines if a go-around is required for any reason other than a planned single-engine go-around practice

58
Q

How much longer is a simulated single-engine landing?

A

Approximately 500 ft longer

59
Q

When flying a no-flap, what must you consider when using backstick pressure and why?

A

Due to not having the flap/slab interconnect, more aft stick travel is required to arrest your sink rate than normal

60
Q

If you begin your final turn with no flaps at the same position as a normal flap pattern, what would happen?

A

Since you are wider, you would have a late perch

61
Q

How do you fly a single-engine go-around from an overhead pattern?

A

Fly the final turn portion of the overhead pattern with 60% flaps or full flaps, using both engines until rolling out on final. Once on final, simulate that engine failure and then apply the boldface to go around.

62
Q

What do you do after initiating a simulated single engine go around?

A

On the go, advance the simulated inoperative engine to MIL power, then come out of afterburner on the other engine.

63
Q

When do you take out rudder during a single-engine landing?

A

Once established on a 2.5 to 3 degree glidepath, take out the rudder input and accept mildly uncoordinated flight as to not induce a rolling moment

38: 251 (6 decks)

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