Brainscape's Knowledge GenomeTM

Browse over 1 million classes created by top students, professors, publishers, and experts.


See full index

T-38 > EPQ > Flashcards

EPQ Flashcards

1
Q

AC Power components

A

2 engine driven generators (115/200 Volts)

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
2
Q

DC Power components

A

2 essential busses and 1 non-essential bus powered by either 2 50-amp transformer rectifier units (TRU) or a 24 volt sealed lead acid battery.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
3
Q

When do the generators come online

A

When respective engine reaches 43-48 % RPM

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
4
Q

Generator volt and phases

A

115 (+-2) and 3 phases

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
5
Q

Generator Automatic Transfer

A

Generators can supply power to both systems if one fails. transfer may take 2.5 seconds.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
6
Q

Power protection system

A

allows sustained operation of wither bus with respective generator operating at 90 volts AC.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
7
Q

Will associated Bus be available with gen fail with no crossover?

A

No

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
8
Q

Below 108 (+-2) Volts AC

A

TRU triggers a RECTFIER FAILURE PFL, with an AVIONICS advisory on HUD and MFD.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
9
Q

Left AC Bus below normal voltage

A

AVIONICS advisory with AD FAILURE PFL associated with the loss of AOA information. Digital AOA indicators are removed. Airspeed and altitude remain valid.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
10
Q

Right AC Bus below normal voltage

A

RECTIFIER FAILURE PFL and HUD anomalies. HUD can be reset to dim. and can be reset with UFCP power switch. If voltage drops too low, the MDP will shut down. If voltage increases sufficiently, MDP will reboot.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
11
Q

Generator Caution Switches and lights

A

each gena has a switch in the FCP. A caution light will come on if the respective generator is placed off. May take 2.5 seconds to illuminate after generator failure. A reset position can reset the AC Bus prior to turning the Generator back to on.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
12
Q

Transformer Rectifiers (TRU)

A

Convert AC to DC power and is the normal power supply for DC power. A AC fail with no crossover will result in loss of associated TRU.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
13
Q

DC Buse Failures

A

Left CB fail results in left essential and non-essential bus failure. Right CB failure results in right DC bus fail only.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
14
Q

TRU low voltage

A

When a TRU falls below 25.5 volts for more than 2 seconds, a RECTIFIER FAILURE PFL and AVIONICS advisory appear. The affected TRU may still be putting out a lower voltage with the PFL present. The PFL will clear if the TRU voltage raises above 25.5.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
15
Q

Both TRU Fail

A

Master Caution with XMFR RECT OUT. Essential DC buses revert to battery power and power is removed from non-essential bus.
XMER RECT OUT may flicker during AB ignition. Battery supplies a minimum of 15 minutes.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
16
Q

Battery Switch

A

FCP. Under normal flight conditions battery should remain ON to charge the battery. A min of 18 volts is required to close the battery relay. After battery relay is closed, the battery should remain on until voltage drops below 10 volts.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
17
Q

DC Buses

A

Battery Bus is tied directly to engine start controls, the AB controls, and the static inverter.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
18
Q

Static inverter Activation

A

On ground with DC only, Activated when either engine start button is pressed or when the oxy/fuel qty check switch is held in the Gage test or Qty check position.

In Air, activated when start button is pressed or when throttle moved to MAX, or when GAGE test or qty check.

With AC/DC power or DC only, an ops check of the inverter can be accomplished by changing the oxy/fuel check switch to GAGE test with a counterclockwise movement of the oxygen indicator.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
19
Q

Static Inverter

A

Converts DC Bus voltage to 115 VAC for alternative source of AC power during first engine start on ground or in air, operation of right engine autosyn instruments (FF, oil Px) and left and right fuel qty sensors, oxygen qty indications, and flight hydraulic pressure gauge.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
20
Q

Hydraulic Power Systems

A

Utility (left) 3000 PSI
Flight control system (right) 3000 psi

Under normal circumstances no interchange between the 2.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
21
Q

Hydraulic Pressure Indicators

A

2 AC powered indicators below each EED

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
22
Q

Hydraulic Caution Lights

A

Illuminate when:

Low pressure - 1500 and below

Fluid Overtemperature - excessive high fluid temperatures detected

Lights go out when hyd pressure is restored above 1800 psi or when temp cools down below overheat threshold. Use the indicators to determine which condition caused the light to illuminate.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
23
Q

Checklist Discipline

A

Ensure completion of all items IAW the applicable flight crew checklist

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
24
Q

AFTO Form 781

A

Ensure AFTO IMTs are complete , correct, and the aircraft is airworthy. Perform a walk around IAW the flight crew checklist.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
25
Q

Ground Visual Signals

A

Keep hands clear anytime someone is under the aircraft. The crew chief is your safety observer. Monitor the crew chief’s signals closely for safety actions.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
26
Q

FOD

A

To reduce FOD during ground ops, DO NOT place objects on the cockpit glareshields during engine start or while the engines are running unless the canopies are down and locked.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
27
Q

Taxi Ops

A

Clear in all directions before advancing throttles. Keep use of power to a minimum. Normally 80 % is sufficient. Check nosewheel steering and brakes as you taxi out out of the parking spot.

When using brakes, throttles should be in idle. Adjust speeds to prevent exceeding the 30 kt relative wind canopy limit.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
28
Q

Taxi in congested areas

A

in congested areas reduce throttles to idle while turning to avoid jet blast damage. Check the flight instruments in the turn onto the taxiway or ramp, not the marshalling area out of the chocks.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
29
Q

Taxi speed technique

A

Taxi at moderate speed -25 kts GS
Tech: Taxi no faster than RCR

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
30
Q

Taxi obstacle clearance

A

When taxing behind an aircraft with engines running lower the canopies to prevent exhaust windblast effects.

Don not taxi with in 10 feet of any obstacle, or 25 feet without a wing walker.

31
Q

Instrument Cockpit Checks

A

Navigation Publications - Ensure all publications required for your departure, enroute, destination, and alternate are current

Pitot Heat - proper operation including TOAT and AOA vane

Clock

Vertical Velocity - should read 0

Attitude System - Set standby to 3* NL. EADI should indicate 3* NL if on level ground.

Heading System - EHSI with 8* of mag compass and 5* within known heading

Airspeed Indicators - proper indications on HUD, MFD, and standby

Altimeter - withing 75 feet of known elevation point

EGI - verify currency of ICAO database, present position (pp), and Civil (c) code, and blended EGI solution, and verify EGI accuracy

ILS Check - Tune and identify frequency, set final approach course, select ILS as PNS.

TACAN/VOR/DME - Tune and identify appropriate channels.

Bearing pointer - ensure they point to the station

CDI - check proper displacement

To-From Flip

NAVAID ground check points - within +-4* and 1/2 nm or 3% whichever is greater.

Side Slip Symbol - trap indicates properly in the turn

32
Q

EOR

A

Check FCP speed brake is centered and up

Review TOLD

Check flight control surfaces for free and proper movement and that they are neutral.

Final neutrality check should occur as close as possible to takeoff. No earlier than EOR/hold short and no later than taking the active runway.

Check other aircraft for aircraft condition, and if able check their stabilator is properly trimmed by inspecting the alignment marks.

Ensure VDTS has been titled and the appropriate display is being recorded. Title should include callsign, tail number, names, date, and mission.

33
Q

Taking active runway

A

Once cleared for takeoff, ensure the approach and departure ends are clear of other aircraft.

Ensure canopy is down and locked prior to engine run-up.

Note takeoff time and taxi into a position that allows max use of runway.

Release the nosewheel steering button during the last few degrees of the turn onto the runway and ensure the nosewheel is centered by allowing aircraft to roll forward once it is aligned with the runway.

Confirm heading system is withing tolerances.

34
Q

Static Takeoff

A

Disengage NWS and ensure other crew member is guarding the brakes. Exert as much pressure as necessary to prevent creeping during engine run-up (primary concern). Look outside as throttles move to mil. If brakes fail to hold, reduce power and attempt to pump brakes to sufficient pressure. If a second attempt fails consider aborting the aircraft.

Once lineup checks complete advance to MAX, confirm afterburner operation, and EGT stabilizes within limits.

35
Q

Rolling Takeoff

A

150-300 increased takeoff distance.

Taxi onto runway like normal. After attaining proper runway alignment, check heading system, disengage NWS, and advance throttles tom MAX. Confirm proper engine operation during takeoff roll.

36
Q

Takeoff Roll

A

Use brakes until rudders have authority then place heels on the floor.

Check MACS and go/no-go speeds.

Normally initiate backstick pressure at 145 KCAS, and set boresight to 7* NH. Nose should lift off at 155 KCAS, and the mains at 165 KCAS.

When safely airborne with positive rate of climb, raise gear. After gear retraction with sufficient airspeed, retract the flaps. Then verify gear and flaps are up.

When significant crosswinds are a factor, use aileron to throughout the roll to prevent early liftoff of upwind wing. As airspeed increases, crosswind control inputs should decrease.

37
Q

Climb

A

Power out of MAX 220-280 KCAs and terminate AB by 300 KCAS. Accelerate to and maintain 300 KCAS using MIL and ~ 12* pitch until passing 10,000’ MSL.
Once past 10,000’ MSL, accelerate in a shallow climbing (1,000-2,000 FPM) to desired IMN (Technique: 350 KCAS).

Do not exceed 300 KCAS below 10,000’ MSL. If WSSP is equipped, do not exceed 400 KCAS above 10,000’ MSL.

If using MAX power climb, 20-25* NH will keep 300 KCAS. Passing 10,000’ MSL, lower nose and accelerate to and maintain .9 IMN.

38
Q

Climb Check

A

You may accomplish the climb and level off check at the same time when cruise altitude is below FL180. Applicable steps for the climb check can be accomplished prior to 10,000’ MSL, but the cabin altitude scheduling should be reconfirmed above 10,000’ MSL .

39
Q

Level- Off

A

Smooth, continuous pitch change to level flight. If below 6,ooo VVI being level off at 10* off VVI.

When greater than 6,000 VVI, reduce power and lower nose to cut the picture in half about 2,000 feet prior in MIL (4,000 MAX), and then use 10*.

Be mindful of false RA generation as the TCAS system is not designed for high vertical velocities.

40
Q

Cruise

A

Attain airspeed, set power and trim. Technique is to use 1200 PPH/engine below 10,000’ to hold 300 KCAS.

Above 35,000’ MSL. fly no slower than .9 IMN.

41
Q

Wake Turbulence

A

Plan to takeoff prior to preceding aircraft rotation point, or after preceding aircraft touchdown point.

42
Q

Barrier Ops

A

MA-1, MA-1A, and BAK-15 only approved barriers.
If aborting on a runway with BAK-15 raised only on request transmit “Barrier, Barrier, Barrier” on the appropriate frequency.

43
Q

Stall/Excessive Sink Rate Indications

A

If stall or excessive sink rate indications occur in the traffic pattern, immediately execute a stall recovery. Do not attempt to maintain the traffic pattern ground track because the altitude needed for recovery may significantly increase.

44
Q

Normal Straight-In

A

Normally slow to ~240 kts or less on base or 10-15 miles from touchdown on extended straight-in. Avoid slowing to less than final turn speed until established on final.
Prior to intercepting glidepath, establish final approach speed (~ .6 AOA). Strive to be configured at FAS upon intercepting glidepath.

45
Q

Wind Analysis

A

Adjust all traffic patterns to compensate for known wind conditions.

46
Q

Normal Break

A

End result is properly spaced on downwind with an established drift correction while maintaining traffic pattern altitude.
Unless the controller directs otherwise, initiate the break between the approach end and 3,000’ down the runway.

Don not go into the break until 45* off from proceeding aircraft to ensure 3,000’ spacing, and abeam another aircraft to ensure 6,000’ spacing.

Maintain level flight during the break. As a guide the pitot boom and FPM will be on the horizon during the break turn.

Slow to below 240 KCAS but no less than final turn airspeed by rollout.

47
Q

Normal closed pattern

A

With clearance, begin the pull-up with a minimum of 240 KCAS.
Normally MIL power is used, although from a touch and go, may require less power.
Maintain a minimum of 200 KCAS until wings level on downwind.
Consider spacing and crab. Clear for traffic in the break and on downwind.

48
Q

Normal Inside Downwind

A

no-wind normal spacing is 1-1.3 nm for 1,500’ AGL pattern. 1 technique is to add .1nm for each10 kts of crosswind.
As a guide crab into the wind twice as much as on initial.

Monitor airspeed during flap extension to prevent flap overspeed when lowering the flaps. Prior to beginning the final turn, ensure the landing gear is down and locked and the flaps have traveled a sufficient amount to ensure no asymmetry exists (~60%). Maintain a minimum of final turn airspeed.

49
Q

Final Turn

A

Arrive at desired rollout point on the extended runway centerline with proper heading, altitude, and airspeed.
Normally the rollout point is 300-390’ AGL at 1-1.3 nm from the threshold.

Begin final turn abeam the rollout point for no-wind.

A preceding t-38 should be 2/3 around the turn to ensure 3,00’ landing spacing or abeam for 6,000’ landing spacing.

50
Q

Flying the Final Turn

A

Confirm configuration and enter ~45* bank with a shallow rate of descent and blend in backstick pressure to establish on speed AOA.
Adjust proper, back, back pressure, and trim to arrive at the rollout point on altitude crabbed into the wind.
Maintain ~ .6AOA throughout the final turn and on final, and do not the airspeed to decrease below final turn airspeed until initiating the rollout to final.

FPM will be 6-7* NL for 1500’ pattern.

During the early part of the turn the VVI will indicate ~double the pattern altitude. You should lose about half the pattern altitude half way around the final turn.

consider final turn made when less than 30* AOB required, .6 AOA required, and within 30* of alignment. Power can be reduced to begin slowing to final approach speed corresponding to the amount of bank needed to complete the turn.

Once on final VVI 700-900 FPM.

51
Q

Normal Glidepath

A

2.5-3. Once established HUD should show 2.5-3 NL with FPM on the aimpoint.
If steep fly short until reestablished. If drug-in, aim longer until reestablished.

52
Q

Normal Airpspeed

A

Ideally, the aircraft should be flown at the computed final approach speed and .6 AOA.
With Gusty winds, increase the final approach speed by half the Gust factor. ~90% RPM should maintain on speed indications with gear and full flaps.

53
Q

Glidepath

A

A 3* glidepath positions the aircraft 300’ AGL at 1nm from the threshold.
For safety considerations 100-200’ past threshold (top of numbers) is sufficient to provide a margin of safety and still ensure adequate runway remaining.

54
Q

Crack

A

~1,000’ from aimpoint (threshold) pull power back 1 in. Aircraft will try to maintain airspeed so apply back stick pressure to maintain FPM on aimpoint. If no overrun, superimpose Capt’s bars from beginning of threshold.

55
Q

Shift

A

~500-700’ from aimpoint shift FPM to 100-200’ past threshold (top of numbers) by applying backstick pressure.

56
Q

Idle

A

~300-500’ from threshold (halfway through overrun)reduce power to idle. Aircraft should cross the threshold 5-10 kts below final approach speed.

57
Q

Flare

A

As Main gear get to 1-2’ above runway, apply back stick pressure to flare to maintain that 1-2’.

As aircraft slows down ore backstick pressure is required to maintain level flight.

As aircraft approaches touchdown speed (20-25 kts below final approach speed) aircraft settles to the ground ~ 150-1,000’ down the runway.

58
Q

Full Stop Landing

A

Ensure throttles are in idle.
Smoothly increase pitch to 10-12* NH for aerobrake. (Put bore sight just above 10* on pitch ladder).

(MAX 12* NH for 1000 lbs of fuel at 130 KCAS)

59
Q

Landing Roll and Wheel Braking

A

During landing roll apply aileron into the wind, and maintain directional control with rudders.
Use on smooth brake application evenly. Pump only if single application is insufficient pressure.
Use steady raking until below 50 kts to maximize aerobraking.
Use 3 times the runway remaining as speed limit (90 kts 3,000’ remaining)

60
Q

Touch and Go

A

At touchdown Mil power (MAX if required) and smoothly lower nose slightly below takeoff attitude to just prior to nosewheel touching the runway.
Check engine instrument s and accelerate to takeoff airspeed.
When reaching takeoff speed (~ 10 kts above final approach speed), allow aircraft to lift off.
One technique is to retract flaps to 60 until 200 KCAS to avoid losing altitude as flaps are retracted beyond 60%.

61
Q

Crosswind Landing

A

Counteract drift by crabbing into wind. Maintain crab until touchdown. The aircraft will reduce the crab when both main tires are on the ground.
When the crosswind component exceeds 15 kts, plan to touchdown on the upwind side of the runway.
Full stop landing- when crosswind component exceeds 15 kts, maintain landing attitude and do not aerobrake.

62
Q

No-Flap Overhead

A

Only for practice.
Wider downwind because of bigger turn radius and increased airspeed, (1.5 nm for 1,500’ AGL pattern).
In final turn FPM will be 4-6* NL.

63
Q

No-Flap Final Approach

A

Twice the required landing distance. Power reduction 300-500’ earlier than normal.

64
Q

Single Engine Patterns

A

From a straight-in approach.
Set simulated inop engine to no lower than 60&. ~98 % will be required on the good engine.
Use rudder to counteract asymmetry (Step on good engine).
Once established on glidepath, release rudder and accept mildly uncoordinated flight.
Same as normal straight-in but ensure both throttles are idle for touchdown.

65
Q

SE Touch and Go

A

Use both engines for takeoff after sim SE.

66
Q

SE Go-Around

A

If go-around required for any reason besides practice, use both engines.

67
Q

Stall Indications

A

An actual stall is immediately preceded by heavy, low frequency buffet, and in most cases, moderate wing rock.

Light Buffet- .6 AOA
Moderate Buffet- .7-DIBI
Definite Increase in Buffett Intensity- Buffet amptitude icnreaes but
frequency decreases and wing rock may occur- .8 AOA
Heavy Buffet- Stick at aft stop.

Aural tones and warning come on with landing gear down and .8 or higher AOA.

67
Q

Stall and Excessive Sink Rate Recovery

A

Simultaneously roll wings level, use backstick pressure as required (push for stall, pull for sink rate), max power.

Approaching wings level maintain AOA just below DIBI and achieve positive nose track.

Once climb has been established and obstacle clearance is assured ease back stick pressure to allow aircraft to accelerate. In general airspeed should not increase or decrease during recovery (if increase more back stick, if decrease less backstick pressure)

67
Q

SE Practice

A

If flying from overhead, use 60 or full flaps and using both engines until rolling out on final. Once Sim go-around exercise is complete, advance sim inop engine to Mil before taking good engine out of AB.
If any unsafe situation arises, do not hesitate to end Sim engine inop and recover suing both engines.

67
Q

Stall Excessive Sink Rate Situations

A

Begin final turn with improper configuration
Begin final turn below final turn speed
Begin final turn with inadequate downwind spacing
Begin final turn with excessively NL attitude.
Flying stabilized turn with more than .6 AOA or 45* AOB
Using low power settings
Making abrupt inputs
Overbanking to correct overshooting

68
Q

Go-Around

A

Mil or MAX and accelerate to final approach speed and retract ear only after ensuring touchdown will not occur. Ensure sufficient airspeed exists before flap retraction.
If runway is clear, you do not have to offset.
Maintain 240-300 on the go-around

Never brake from final turn.

69
Q

Alternate Gear Extension

A

Allow for adequate time for gear extension when using alternate system.
After practicing an alternate gear extension, ensure release handle is fully stowed. then reset the landing gear system by moving the handle down, up, then down again.
When using alternate extension, lower flaps, as require, prior to lowering the gear.

70
Q
A

T-38 (11 decks)

Brainscape helps you reach your goals faster, through stronger study habits.
© 2024 Bold Learning Solutions. Terms and Conditions