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Army Aviation Knowledge > FIH > Flashcards

FIH Flashcards

1
Q

What Guard or Emergency Frequencies can we transmit on?

A

A) UHF: 243.000

B) VHF: 125.000

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2
Q

What is the difference between a DISTRESS call and an URGENCY call?

A

A) DISTRESS: Call MAYDAY \voice) or SOS (CW): When you are threatened by serious and or imminent danger and require immediate assistance (e.g., ditching, crash landing or abandoning aircraft).
B) UGENCY: Call PAN PAN (voice) or XXX (CW): When a condition concerning the safety of an aircraft or other vehicle, or of some person on board or within sight but does not require immediate assistance (e.g., lost, fuel shortage, partial engine failure, etc)

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3
Q

What may/should an URGENT Call consist of?

A

(a) *Distress, MAYDAY (3 times) or **Urgency, PAN PAN (3 times).
(b) Name of station addressed.
(c) Aircraft identification and type.
(d) Nature of distress or urgency.
(e) Weather.
(f) Pilot’s intention (bailout, ditching, crash landing, etc.) and request (fix, steer, escort, etc.)
(g) Present position and heading. If unknown, last known position, time and heading since that position.
(h) Altitude or Flight Level.
(i) Fuel in hours and minutes.
(j) Numbers of persons on board.
(k) Any other information that might be helpful.

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4
Q

What should an DISTRESS call include beyond what an URGENT call includes?

A

When in *DISTRESS CONDITION with bailout, crash landing imminent, transmit the above information (time and circumstances permitting) plus:

(a) ELT status.
(b) Landmarks.
(c) Aircraft color.
(d) Emergency equipment available on board.

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5
Q

What should a DISTRESS call have in addition to what an URGENT call has?

A

When in *DISTRESS CONDITION with bailout, crash landing imminent, transmit the above information (time and circumstances permitting) plus:

(a) ELT status.
(b) Landmarks.
(c) Aircraft color.
(d) Emergency equipment available on board.

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6
Q

What are the procedures for when you are in distress and intercepted and unable to gain radio contact?

A

If unable to maintain a minimum of 210 knots, the interceptor will fly in the direction you should fly, circle to the left and again fly in the proper direction. This procedure will be repeated until the area for descent is reached. The interceptor will circle to the right over the area where you should descend. The distressed aircraft should let down in a descending turn at minimum rate of descent.

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7
Q

For two way radio failure, if you cannot contact ATC on previously assigned frequencies, what can you expect ATC to attempt to contact you on?

A

Guard frequencies or available NAVAID frequencies

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8
Q

When experiencing two-way radio failure while operating IFR but VMC, are you expected to land as soon as practicable or as soon as possible?

A

As soon as practicable. You are not expected to just land short of you destination, land to an unsuitable area, etc.

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9
Q

When experiencing a two-way radio failure and confronted with a situation not covered in the regulation, what are you expected to do?

A

Pilots are expected to exercise good judgment in whatever action they elect to take. Should the situation so dictate, they should not be reluctant to use the emergency actions contained in flying regulations.

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10
Q

If operating on an IFR flight plan in IMC and two-way radio failure is experienced, what route are you expected to fly?

A

a. By the route assigned in the last ATC clearance received;
b. If being radar vectored, by the direct route from the point of radio failure to the fix, route, or airway specified in the vector clearance;
c. In the absence of an assigned route, by the route that ATC has advised may be expected in a further clearance; or
d. In the absence of an assigned route or a route that ATC has advised may be expected in a further clearance, by the route filed in the flight plan.

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11
Q

If operating on an IFR flight plan in IMC and two-way radio failure is experienced, what altitude are you expected to fly?

A

At the highest of the following altitudes or flight levels for the route segment being flown:

a. The altitude or flight level assigned in the last ATC clearance received;
b. The minimum altitude (converted, if appropriate, to minimum flight level) for IFR operations (see Section B, Altimeter Changeover Procedures); or
c. The altitude or flight level ATC has advised may be expected in a

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12
Q

If operating on an IFR flight plan in IMC and two-way radio failure is experienced and when do you leave you clearance limit if your clearance limit was a fix from which an approach begins…
A) if you were given an expect further clearance time?
B) If you were not given an expect further clearance time?

A

A) Commence descent or descent and approach as close as possible to the expect further clearance time.
C) As close as possible to the expected time of arrival as calculated from the filed or amended (with ATC) estimated time enroute.

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13
Q

If operating on an IFR flight plan in IMC and two-way radio failure is experienced and when do you leave you clearance limit if your clearance limit was not a fix from which an approach begins…
A) if you were given an expect further clearance time?
B) If you were not given an expect further clearance time?

A

A) At the expect further clearance time if one has been received.
B) Upon arrival over the clearance limit, and proceed to a fix from which an approach begins and commence descent or descent and approach as close as possible to the estimated time of arrival as calculated from the filed or amended (with ATC) estimated time enroute.

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14
Q

If operating on an IFR flight plan in IMC and on a radar approach, what are the times associated with determining you have two-way radio failure for each segment?
A) On vectors
B) On final for a ASR
C) On final for a PAR

A

A) 1 minute
B) 15 seconds
C) 5 seconds

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15
Q

If operating on an IFR flight plan in IMC and on a radar approach you determine that you are experiencing two-way radio failure, what steps should you take?

A

a. Attempt contact on a secondary frequency, the previously assigned frequency, the tower frequency, or guard.
b. If unable to re-establish communications and unable to maintain VMC, proceed with a published instrument approach procedure or previously coordinated instructions. Change transponder to appropriate codes.
c. Maintain the last assigned altitude or the minimum safe/sector altitude (emergency safe altitude if more than 25 NM from the facility), whichever is higher, until established on a segment of the published approach.

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16
Q

All VFR Operations except “VFR Conditions on Top” will utilize FSS frequency ____________ as primary frequency for position reporting.

A

255.4 MHz

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17
Q

At non-towered airports, what frequency will provide Airport Advisory Services or flight plan servicing?

A

At non-tower airports, 123.6 will provide AAS or flight plan servicing.

18
Q

What is EFAS and what frequency is it on?

A

Enroute Flight Advisory Service (EFAS) will be provided on 122.0.

19
Q

If two-way communications cannot be established with a FSS when changing frequencies, what do you do?

A

If two-way communications cannot be established when changing frequencies, a pilot should attempt to re-contact the transferring controller for the assignment of an alternative frequency or other instructions. If, however, communications are not re-established, the pilot should then contact the appropriate communications medium as indicated below:

  1. VHF FSS 122.2 or other frequencies published in enroute supplement.
  2. UHF FSS 255.4 (272.7 is now available only in the Pacific and at select stations in the conterminous U.S. where it is used at the option of the pilot.)
20
Q

For IFR navigation below 18,000ft MSL, what is the dimensions of the protected airspace for airways/routes? How far apart are NAVAIDS typically?

A

A) within 51 NM of the NAVAID, 8 NM of airspace is protected, 4 NM on either side of the center line. Beyond that the 4.5 degree accuracy factor determines the width of the airways/routes approximately 2 NM in total width every 13 NM).
B) 80 NM.

21
Q

What Mode 3/A Code do you use when operating in a restricted/warning area unless another code is published?

A

4000

22
Q

If your transponder is equipped with pressure altitude reporting are you required to use it?

A

Yes, unless otherwise directed by ATC

23
Q

How are compulsory position reports and “on-request? position reports graphically depicted?

A

A) Compulsory: filled-in triangle along route

B) “On-request”: open triangle along route

24
Q

(FIH) When operating in a non-radar environment, what should the initial contact call include when position reports are required? What should the position report include?

A

On initial contact, the pilot should inform the controller of the aircraft’s present position, altitude and time estimate for the next reporting point.
Example: (Name) CENTER (aircraft identification), (position), (altitude), ESTIMATING (reporting point) AT (time).

(b) After initial contact, when a position report will be made, the pilot should give the controller a complete position report.
Example: (Name) CENTER (aircraft identification), (position), (time), (altitude), (type of flight plan), (ETA and name of next reporting point), (the name of the next succeeding reporting point), and (remarks).

25
Q

(FIH) When operating in a radar environment, what should the initial contact with the controlling agency include?

A

On initial contact, the pilot should inform the controller of the aircraft’s assigned altitude preceded by the words “level”, or “climbing to”, or “descending to”, as appropriate; and the aircraft’s present vacating altitude, if applicable.

26
Q

What are the compulsory reporting points when operating along a direct route? At what altitude does this apply? Does this apply even if you are operating “VFR on Top”?

A

A) Each reporting point used in the flight plan to define the route of flight.
B) All altitudes and flight levels
C) Yes

27
Q

Are pilots supposed to continue with position reports when they are in radar contact?

A

No, when informed by ATC that their aircraft are in “RADAR CONTACT,” PILOTS SHOULD DISCONTINUE POSITION REPORTS OVER DESIGNATED REPORTING POINTS. They should resume normal position reporting when ATC advises “RADAR CONTACT LOST” or “RADAR SERVICE TERMINATED.”

28
Q

What are the items of a position report?

A

(a) Identification.
(b) Position.
(c) Time.
(d) Altitude or flight level (include actual altitude or flight level when operating on a clearance specifying “VFR ON TOP”).
(e) Type of flight plan (not required in IFR position reports made directly to ARTC Centers or approach control).
(f) ETA and name of next reporting point.
(g) The name only of the next succeeding reporting point along the route of flight, and
(h) Pertinent remarks.

29
Q

What are the other additional reports that should be made to a FSS or ATC without a specific request?

A
  1. When vacating any previously assigned altitude or flight level for a newly assigned altitude or flight level.
  2. When an altitude change will be made if operating on a clearance specifying “VFR ON TOP.”
  3. When unable to climb/descend at a rate of at least 500 feet per minute.
  4. When approach has been missed. (Request clearance for specific action; i.e., to alternative airport, another approach, etc.).
  5. Change in the average true airspeed (at cruising altitude) when it varies by 5 percent or 10 knots (whichever is greater) from that filed in the flight plan.
  6. The time and altitude or flight level upon reaching a holding fix or point to which cleared.
  7. When leaving any assigned holding fix or point.

NOTE: The reports in subparagraphs 6 and 7 may be omitted by pilots of aircraft involved in instrument training at military terminal area facilities when radar service is being provided.

  1. Any loss, in controlled airspace, of VOR, TACAN, ADF, low frequency navigation receiver capability, complete or partial loss of ILS receiver capability or impairment of air/ground communications capability. Reports should include aircraft identification, equipment affected, degree to which the capability to operate under IFR in the ATC system is impaired, and the nature and extent of assistance desired from ATC.
  2. Any information relating to the safety of flight.
30
Q

What additional reports should be made when not in “radar contact”?

A
  1. When leaving final approach fix inbound on final approach (nonprecision approach) or when leaving the outer marker or fix used in lieu of the outer marker inbound on final approach (precision approach).
  2. A corrected estimate at anytime it becomes apparent that an estimate as previously submitted is in error in excess of 2 minutes. For flights in the North Atlantic (NAT), a revised estimate is required if the error is 3 minutes or more.
31
Q

What is a CIRVIS report? Where can you find the template?

A

A) CIRVIS (pronounced SUR VEES) reports are reports of information of vital importance to the security of the United States and Canada and their forces, which in the opinion of the observer, require very urgent defensive and/or investigative action by the US and/or Canadian Armed Forces.
B) B-37 of the FIH

32
Q

Military pilots departing a location where military weather and NOTAM services are not available will obtain required information via what methods?

A

(1) Contact the Operational Weather Squadron (OWS) responsible for your area. OWSs are located worldwide to be the primary 24-hour weather-briefing source. Local base/post weather flights may assist transient aircrews if and when higher priority taskings and local mission support allow.
(2) Obtain information from published Command-approved weather sources.
(3) Obtain information from the US National Weather Service (http:// aviationweather.gov/).
(4) Obtain information from an NWS/FAA-approved source IAW FAAO 8900.1 (http:// fsims.faa.gov).
(5) Obtain information from accredited local agencies.
(6) Real time NOTAM updates are available at https://www.daip.jcs.mil.

33
Q

Where can you find the contact information for the OWS responsible for your area?

A

Page C-3 of the FIH

34
Q

What are the four types of weather forecasts the National Weather Service (NWS) provides?

A

A) Terminal Forecasts (FT)
B) Route Forecasts
C) Area Forecasts
D) Winds aloft Forecasts

35
Q

What are the four Categorical outlooks describing ceiling and visibility defined as?

A
  1. LIFR (Low IFR) - Ceiling less than 500 feet and/or visibility less than 1 mile.
  2. IFR - Ceiling 500 to less than 1,000 feet and/or visibility 1 to less than 3 miles.
  3. MVFR (Marginal VFR) - Ceiling 1,000 to 3,000 feet and/or visibility 3 to 5 miles inclusive.
  4. VFR - Ceiling greater than 3,000 feet and visibility greater than 5 miles including sky clear.
36
Q

What are the kinds of preflight briefings that the NWS provides and when do you use them?

A

(a) Standard briefing - request this briefing if you have not received recorded preliminary information such as TWEB.
(b) Abbreviated briefing - request this briefing if you have received recorded preliminary information, need to update a previous briefing, or need only one or two specific items.
(c) Outlook briefing - request this briefing when your ETD is 6 or more hours from the briefing time. This is for planning purposes only and a Standard or Abbreviated briefing is needed prior to departure.

37
Q

What does TWEB stand for? What does HIWAS stand for? What’s the difference?

A

A) Transcribed Weather Broadcasts: Transcribed weather information broadcasted usually over NAVAIDS that is route oriented and also has other select information like NOTAMs.
B) Hazardous Inflight Weather Advisory Service: Broadcasted on VOR frequencies summarizing weather. It is not a replacement for a preflight weather briefing.

38
Q

Where can you go to determine what information an AWOS provides? How many different kinds of AWOS are there?

A

A) C-58 of the FIH

B) nine

39
Q

What is ASOS/AWSS and what is the difference between AWOS and ASOS/AWSS?

A

A) Automated Surface Observation System / Automated Weather Sensor System
B) ASOS/AWSS is the primary surface weather observing system in the United States and is also provides continuous minute-by-minute observations and performs the basic observing functions necessary to generate an aviation routine weather report (METAR) and other aviation weather information

40
Q

What does METAR mean and where can you go to find the key for its abbreviations?

A

A) Aviation Routine Weather Reports

B) C-62 of the FIH

Army Aviation Knowledge (7 decks)

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