Flight Plannimg Flashcards
1
Q
In flight weather service options
A
- HIWAS- hazardous in flight weather advisory service
- continuous broadcast heard over select VOR’s
- AIRMETS, SIGMETS, CONVECTIVE SIGMETS, and urgent PIREP’s - FSS- frequency found in A/FD
- Prescott FSS 122.2 or 122.6 - EFAS- en route flight advisory service
- for aircraft flying at 5,000’ AGL to 17500’ MSL
- weather advisories pertinent to the type of flight intended, route of flight, and altitude
- collection and distribution of PIREP’s
- best source for in flight weather
- flight watch 122.0 - AWOS
- ASOS
- ATIS
- TWEB
- transcribed weather en route broadcast in Alaska
- continuous broadcast of WX along specific routes
- heard over VOR’s (50NM corridor along route)
2
Q
Go-no go decisions
A
- based on pilot skill
- weather, trends or forecasted
- aircraft performance or limitations
- risk management/ ADM
3
Q
Aeronautical charts 4 types
A
- WAC (world aeronautical chart)
- Sectional
- TAC (terminal)
- HRC (helicopter route chart)
4
Q
WAC (world aeronautical chart)
A
- updated annually
- scale 1:1,000,000
- used by high flying, high speed aircraft
- least amount of detail
5
Q
Sectional
A
- updated every 6 months
- scale 1:500,000
- some detail
- 36 charts covering US
6
Q
TAC (terminal)
A
- Updated every 6 months
- scale 1:250,000
- more detail
7
Q
HRC (helicopter route chart)
A
- Updated as needed
- scale 1:125,000
- most amount of detail
- 9 charts for the US
- designated for busy cities
8
Q
A/FD
A
- directory is issued every 56 days
- contains descriptive listings of all airports, heliports, and seaplane ports that are open to the public
- 7 directories for different regions across the US
9
Q
Route selection
A
Dead reckoning/pilotage:
- dead reckoning is navigation by computing direction and distance from a know point
- pilotage is navigation by reference to visible land marks
10
Q
Airspeed calibration curve
A
Shows indicated airspeed corrected for position error:
- pitot tube is not directly in line with the RW
- main rotor doe wash
Calibrated airspeed
11
Q
Density altitude chart
A
- it’s the altitude the helicopter will preform like while on the ground
- density altitude is pressure altitude corrected for non-standard temp
- as DA increases the performance of the AC decreases.
A. Rotor efficiency decreases because the air is thinner (less dense) and the rotor blades have less air to “bite”/process.
B. Engine output is also decreased because the engine has less air to take in and use. It’s working harder to get the same amount of performance. - high DA= low density= temp above standard= A/C will perform worse
- low DA=high density= temp be low Standard= AC will preform better
- max operating DA is 14,000’
12
Q
IGE hover ceiling vs gross weight
A
- within 1 rotor diameter above the ground
- limits the altitude the aircraft can accomplish an in ground effect hover
- tested the aircraft in perfect conditions so we use a 1000’ safety buffer
- the second line at 9800’ is for the possibility to lose A/C control due to high winds and reduction of tail rotor performance
13
Q
OGE hover ceiling vs gross weight
A
- limits altitude the aircraft can accomplish an out of ground effect hover
- no wind
- requires 1000’ safety buffer
14
Q
Height velocity diagram
A
- the shaded area shows the area an average pilot or average skill may not be able to perform a successful autorotation due to insufficient airspeed at a given altitude
- shaded area is adjusted for density altitude
- max operating altitude is 9,000’ AGL to allow landing within 5 minutes incase of fire
15
Q
High altitude performance considerations
A
- VNE- velocity to never exceed
- true airspeed
- IGE/OGE hover ceiling
- limited power/lift (MAP)
- true airspeed
Supplemental oxygen: - 12,500-14,000 over 30 min of flight, required to use
- above 14,000 required to use
- above 15,000 passengers must be provided with oxygen
