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IFR > Drills > Flashcards

Drills Flashcards

0
Q

What is the Setup and Recovery for an Initial Approach configuration stall?

A

Begin with Hazell checks.

  • Height; sufficient to recover by 2000ft, or 1500ft if examiner is content. Use MSAs to judge what height we are at AGL.
  • Airframe; Gear down, flaps set approach, leave power at 55%
  • Security; Harnesses tight, no loose objects
  • Engine; Fuel on Temperature and pressures green
  • location and lookout- complied with by examiner.

Finally reduce power to 20%, maintain a level turn
Recovery at the incipient signs and to Vy 77kts 13deg NU.

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1
Q

What is the drill for an Asymmetric Go Around, and where would you do this?

A

We go around at or before ACA, which is 240 feet at Bournemouth, which is also the DA.

The drill is:

  • Live engine power to full
  • Gear up immediately
  • Raise nose to target 82 kts, 8 degrees?
  • Trim
  • Call going around (into visual circuit?)
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2
Q

What is the setup and recovery from a Landing Configuration Stall?

A

Height: Sufficient to recover by 2000’ or 1500’ with examiner.
Airframe: Gear down, Flaps set to approach, counter balloon, power set 55%
Security: Harnesses, No loose objects
Engine: fuel on, temperatures and pressures green
Location and Lookout by examiner

Finally take full flap, reduce power to 20%, keep level. Recover at first sign of the stall.
FLAP, GEAR, FLAP, up to Vy, 77kts, 13deg NU.

Level off at examiners discretion.

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3
Q

What are the checks while entering the runway and lining up?

A

When cleared to line up and wait, or takeoff, firstly SPAS check.

Strobes: On
Pitot: On
Anti Ice: is it required?
Stall heat fail warning (disabled w/ weight on wheels): Acknowledge.

On line up or take off clearance: LTTRL

Landing light: on
Timer: on
Power up...
T&Ps: green
RPM: 2300max
Load: 100% (for best climb performance)
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4
Q

What is the procedure after the initial Take Off Roll? All the way to top of climb.

A 
Let the speed come up to 70kts, rotate.
Nose up 5deg
Positive Climb, gear up
Nose up 8deg, 100kts, trim
500'agl, power back 90%
700' turn on track
GFLAR check
ICING CHECK!

ATA checks per 1000ft

Level off: attitude, power, trim.

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5
Q

What is the altimeter setting procedure?

When can we set it?

A

ABBAB.

Alt on primary, BARO on primary.
BARO on stby
Alt on alt alerter, BARO on alt alerter.

We set secondary BARO to new QNH as soon as we have ATIS.

We can set FL or ALT as soon as we’re given one to fly to by ATC.

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6
Q

What are the cruise checks (expanded)?

A

FTRAA

Fuel, on, sufficient? Check fuel log. Do we have the expected quantity?
Temperatures and pressures, all in the green?
Radios, set to next frequency expected? Nav aids also set/ identified?
Altimeters set? Correct altitude? What is next altitude expected?
Anti ice, are we clear of visible moisture? Is the anti ice system required? How much anti ice do we have remaining?

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7
Q

What are the airfield approach checks?

A

AFARA

ATIS, received, QNH adjusted if required.
FUEL, on and sufficient? Check the fuel log to see how much fuel is “bingo”.
APPROACH BRIEF, will go into this in detail in another slide.
RADIOS set and on standby.
ALTIMETERS set?
ANTI ICE required?

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8
Q

Give an example of the items to read on an approach brief, and what order to read it out. Firstly for an ILS approach, secondly for a Radar Vectored NDB approach.

A

The approach Brief is for your own benefit, but you should try to be methodical when reading it.

  1. Check you have the correct procedure and read an effective date if there is one.
  2. If intentions are to enter the hold, read the holding inbound and outbound tracks for the hold, and the minimum holding height.
  3. Consider the effect of the wind, and what the max drift will be.
  4. Read aloud your chosen entry type based on heading and whether you will need to hold wings level after crossing the beacon.

Consider the weather and if we are going to be able to make an approach. The cloud
BKN or OVC level is your ceiling, and is relative to height. The vis should be as per the plate with the required App Light Sys working and relevant Nav aids.

  1. Read the final approach course in the briefing strip
  2. Read the hard heights for the WHOLE procedure, being mindful of those outbound as well as inbound.
  3. Read the FAF or ILS established height
  4. Finally what the Missed Approach procedures are likely to be. (As briefed by ATC)

For a RV approach brief the:

  1. Inbound
  2. Distance expected to begin descent
  3. Hard heights
  4. ACA?
  5. MDH.
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9
Q

What are the checks beacon outbound, OR vectored downwind?

A 
Complete the prelanding checks if not already done.
FPLS:
FUEL on 
PARKING BRAKE off
LANDING LIGHT on 
SECURITY secure.

Twist, Turn, Time, Talk

  1. Set the inbound of the procedure.
  2. Set heading, timer if outbound, report beacon outbound.
  3. Re identify the NDB beacon.
  4. Make a quick anticlockwise check of the instruments, Nav aids, CDI setup, check MDA/ DA, check glide slope alive
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10
Q

Give an example mayday or pan pan call

A 
Name of station addressed
Identification (callsign and type)
Nature of the distress
Intentions
Position level and heading
Any other information.
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11
Q

What is the EFATO drill?

A 
CONTROL ball centered, wings lvl, 8deg NU, heading on bug
IDENTIFY leg/ engine
POWER full
GEAR up
FLAP up
REIDENTIFY place finger on dead lever
Close power, confirm no change in sound or yaw
ENGINE MASTER OFF
TRIM, TRIM 82 kts
ASSESS performance

Phase 2,
REIDENTIFY
ALTERNATOR OFF
FUEL SELECTOR OFF

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12
Q

Electrical fire in flight

A 
Emergency switch on
Mayday call consider
Avionics master off
Electrics master off
Cabin heat and defrost off
Emergency windows open
Canopy unlatch if nessecary
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13
Q

Method to work out a spot wind?

A

What is the left or right drift in degrees? Double this to apply maximum drift

Is there a head or tail wind?

From these two factors work out where the wind is coming from, draw a triangle using the numbers and work out the resultant wind strength.

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14
Q

Electrical fire on the ground

A 
Call ATC?
Electric master off
Power levers idle
Engine masters off
Fuel selectors off
When Engines and ac stopped, exit.
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15
Q

Fire on the ground

A 
Power levers to idle
Engine masters off
Fuel selectors off
Mayday call consider
Electric master off
Parking brake off and exit
16
Q

Engine fire in flight

A 
Power full
Gear and flap up
Power on affected engine to idle
Engine master on affected engine off
Alternator off
Fuel off
Cabin heat and defrost off
Canopy unlatch if necessary
(Pinpoint engine at fault)
17
Q

What are the considerations for a hold with wind from the holding side?

A

Wind from the holding side equates to triple drift. Think holding side is the busier side so it is the more drift.
UNLESS the wind is 30deg off the nose, in which case it is only 2xdrift.

The gate moves OUT by single drift. So a max drift of ten degrees would make a gate 40 deg offset.

Wind from the holding side pushes you through the turn, so be aware of closing the inbound rapidly with a strong tailwind.

18
Q

What are the considerations for a hold from the non holding side?

A

From the non holding side the wind is two times the drift.

Wind from the non holding side pushes against you in the turn meaning you have a little bit more time to intercept the inbound.

19
Q

NDB hold considerations, and considerations for alternate procedures.

A

The NDB leads the turn by about 15 degrees. Therefore when we are 60deg to go in the turn, the needle will be 5past the inbound. At 30 to go, the needle will be about ten past the inbound. Hopefully when we turn inbound, the needle will sit neatly on the inbound.

In an alternate procedure, we apply the timing correction per minute outbound. So if we have a tailwind of 20kts (common on the outbound of an alternate) and we are outbound for two minutes (a typical alternate procedure) then we must fly outbound for 40 seconds less than two minutes, I.e. 1:20. Drew suggests that there is also a gate of sorts for an alternate procedure, this being 15deg off the outbound.

Be sure to start the timer outbound!!

20
Q

What are the considerations for hold entries?

A

If you are making a direct entry, if the entry is acute, that is 90 degrees off the inbound, then we must hold wings level when turning or risk making a very narrow hold. Be aware if we were narrow in the hold, we could track the gate to rectify this.

When making a curve of pursuit entry (parallel) we must consider the NDB dip. It will show a dip past the inbound. Do not roll wings level for too long. Try to anticipate where you will be joining the inbound.

21
Q

What do we check inbound on an approach? Start at configuration point.

A

Before descent, AGF.
Check altimeters. Either .3 before TOD or as glide slope touches the horizon, configure gear down and if multi engined, flap down, then 5deg nose down.

Constant scan of SPEED, ROD, and HDG.
TRIM FOR SPEED.

At 1000 AGL, GAF check. Call gear down, approach stable continuing and what is coming next eg. asymmetric go around into vis cct. Then call flaps as required (not required until ACA asym)

22
Q 
Unusual attitude and stall recoveries.  What is the drill for:
SSR
Nose down dive
Nose up climb
Steep turns
A

SSR is simultaneous pitch down and gradual power increase. Once the symptoms have subsided, bring landing flap up if they were down, then bring the nose up gradually to Vy, then as the climb begins bring the gear up and then the flap. Safe speed is 68kts.

A nose down dive is resolved by closing the power, then rolling wings level, then gradually pulling the nose up, without stressing the aircraft. Finish by asking if we are above MSA, (if not full power and climb) and by asking yourself why it happened.

A nose up climb is resolved by applying full power, allowing the nose to drop while simultaneously rolling wings level.

A steep turn is identified by no change in airspeed but unusual bank and is corrected by rolling wings level.

23
Q

What are the checks out and inbound on a Non precision approach?

A

When going over the beacon, start with the T cycle.
Twist hdg bug
Overhead the beacon
Turn onto hdg
Timer start
Talk report beacon outbound.
Descend when cleared. You are clear to descend when cleared for approach. Caution not below hold altitude and not if cleared for approach until over the beacon.
Twist the CDI to the inbound, and set the alt to the procedure alt.
REIDENTIFY the NDB.
Set/ check BARO min
Prelanding checks if not already done.

Turn inbound. Report base turn complete.
This will prompt them to tell you to call tower. Can leave this until descent if needs be.
“Callsign, distance, type of approach, intentions”
Set the go around alt on Warner.
AGF checks. Remember altimeters.
Descend 105-115 kts
Start watching heights

At 1000ft AGL check GAF.

Next check MDA, go around 50 before.

24
Q

Give the procedures out and inbound for a precision approach.

A

When going over the beacon, start with the T cycle.
Twist hdg bug
Overhead the beacon
Turn onto hdg
Timer start
Talk report beacon outbound.
Descend when cleared. You are clear to descend when cleared for approach. Caution not below hold altitude and not if cleared for approach until over the beacon.
Set/ check BARO min
Setting the ILS freq to the active CDI should set the CDI to the inbound, and set the alt to the procedure alt.
Visually ID the Nav aids.
Prelanding checks if not already done.

Turn inbound. Report localiser established.
This will prompt them to tell you to call tower. Can leave this until descent if needs be.
“Callsign, distance, type of approach, intentions”
Set the go around alt on Warner.
AGF checks. Altimeters early.
Descend 105-115 kts
Stick to profile, minor changes.

At 1000ft AGL check GAF.

Next check DA, go around at DA.

25
Q

Complete radar vectored approach checks and drills

A
  1. 3.1 Downwind or equivalent (if coming in at an angle to the FAT) ■ Speed in pattern 120 kt IAS, or 105 kt asymmetric ■ Set up navaids and comms ■ Give brief (if not already done in Airfield Approach Checks) ■ Check/set BARO for DA/MDA ■ Check course pointer is set to FAT and if ILS, check correct sense ■ PreLanding Checks (use as reminder then to make ) ■ R/T call: o Give intentions from this approach o Give intentions for next approach (if not landing) o Request go around instructions (if not landing)
  2. 3.2 Inbound ■ Expect 90° ‘base leg’ then 30° intercept (this is shallower than a procedural intercept of 45° as distance downwind will be greater) o Request bigger angle if wind is reducing intercept angle ■ When within limits, turn onto FAT ■ R/T call: o ILS – “Localiser established” o Non precision app “inbound track established”

When cleared to do so, change to TWR and call (or leave until in descent). Format of call: o “c/s o distance o type of approach o intentions” ■ Check/set BARO for DA/MDA. ■ Set altimeter bug and autopilot alert to go around altitude if time, or leave until in the descent ■ Monitor DME or glidepath for progress inbound ■ Complete altimeter accuracy checks (+/ 50ft of each other) ■ Lower gear/flap approaching FAF or FAP: ■ Non precision Approach: 2 engines FAF + 0.3 nm (bit later if strong headwind component) Asymmetric – FAF + 0.1 nm ■ ILS: 2 engines ¼ scale glidepath (bit later if strong headwind component) Asymmetric when bottom of diamond touches centre ■ Final Safety Checks (GAF) at 1000ft AGL ■ At MDA + 50 ft non precision, or at DA ILS, decide either to go around or continue the approach ■ If going around: o raise nose positively to 8° nose up while simultaneously applying full power/rudder (both 2 engines and asymmetric) o raise gear and flap ■ Immediately confirm that gear and flap is actually up – do not leave unit after T/O checks ■ ≥ 500ft agl reduce power ■ R/T call “going around” ■ Comply with go around instructions ■ Complete the Go Around Checks when convenient

26
Q

How do you level off and maintain that level?

A

Attitude
Power
Trim.

As the airspeed increases, hold the attitude, trim for that attitude. As the speed reaches cruise, bring the power back. Set 70% for cruise, or whatever you worked it out to be. Ensure trim, don’t let go of the stick.

27
Q

How do you level off after a descent?

A

Attitude, power, trim.

As you level off, increase the power to maintain the speed. Hold the attitude and trim.

28
Q

Compass turns, how?

A

UNOS.

Turn at 15degrees.

29
Q

What are the checks after base turn complete? (NDB approach?)

A

Ensure ac trimmed and level.
Report base turn complete and change freq to tower.
“Tower, exam1 inbound NDB DME 26, 5d”

Check altimeters
.3 before, gear down, flap down, 5 deg nose down. Trim 105 kts.
1000 agl GAF check. Gear 3greens, flaps set, approach stable?
MDA +50 initiate go around.

30
Q

What are the checks after localiser established?

A

Trim for 120 level flight. Should already be in this config.
Report localiser established, change to tower. Give procedure and distance.
As glide slope touches horizon, AGF. altimeters checked, gear down, flaps set. 5ND.
follow glide slope, 105 kts 55%.
1000agl, GAF check.
Go around at DA.

31
Q

Asym approach into vis cct? Radar vectored ILS.

A

When told to descend with the glide and report localiser established, contact tower.
Check altimeters.
After call as diamond touches the horizon, config, gear down, 75-80%pwr.
Trim for nose 1-2 deg down.
Say aloud the ACA.
At 1000agl, GAF check.
At 200agl, go around, power full, nose 8up, gear up regardless of climb.
Speed 82kts, into low level cct.

IFR (5 decks)

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