I3001 Discuss Items Flashcards
Things you need to know for BI Sims/Flights
For all Simulator BI’s you will be loading the following into NAV 1.
63x (for the TACAN 32 approach to NSE)
106x (for NDZ 101)
70x (again for NDZ 101)
110.55 (localizer for backup)
Put direct CEW in the GPS and leave 326 in the ADF in ADF mode.
When you chair fly get in the habit of giving a maneuver complete report after every maneuver i.e. “Maneuver
complete, gauges green, caution lights checked, 65 gallons, time is 1430”
Attitude Instruments flight/trim/scan
Rotor attitude is what matters not fuselage attitude; however there is no instrument for directly
measuring rotor attitude. Therefore the pilot must depend more on the airspeed indicator, turn and slip
indicator and VSI. Make a ballpark change on your gyro and then cross check these instruments. To
trim push the button, set an attitude, release the button, wait, and expect to have to take half of it back
out. Trim the pedals by exerting light pressure on both and then moving them. Divide your scan
among position gauges (Altimeter, RMI, HSI and Rad Alt) and rate gauges (Airspeed, Turn Needle,
VSI). Do not dwell on where you are (position) but focus on where you are going (rate).
Approximate Power Settings
Airspeed Torque AOB 70 49% 10-12° 80 55% 12-14° 90 65% 14-16° 100 72% 16-18°
a. Most of the maneuvers are flown at 80KIAS = 55% torque
b. 39% for 80kts and 500 fpm descent
c. 72% for 80kts and 500 fpm climb
d. 58% for 20° AOB to maintain altitude for turn pattern
e. At least 60% for 30° AOB to maintain altitude for turn pattern
Communication Procedures
a. ATIS, Clearance Delivery, Base, Ground, Tower, Departure
b. “Lucky Base, ###, outbound to ____ , #+##, with Geyer”
c. ATIS
d. “Whiting Clearance, Navy 7E###, NDZ101, clearance on request, # souls.”
Expect: Clearance Limit, Altitude, Departure freq, Squawk.”
e. “South Ground, Navy 7E###, Taxi (VFR/IFR) with clearance, From ____, with info ____.”
f. “South Whiting Tower, Navy 7E###, #1 Hold Short for Spot ____, _____ Departure, Request ITO”
g. Crossing Hold Short complete ITO checklist.
Level-off Checklist
a. Check OAT and engage anti-ice and pitot heat as required, determine V ne.
b. Engine rpm and power set for desired airspeed.
c. Attitude gyros displaying accurate information when cross-checked w/ other performance instruments.
d. Heading indicator and magnetic compass checked for continuity.
e. Engine and transmission instruments within limits, caution panel checked.
f. Compare airspeed indicators and barometric altimeters for differences.
g. Write down fuel quantity and time.
h. Activate flight plan if required.
i. Compute ETA at clearance limit based on actual takeoff time.
Maneuver Completion Report
a. After each maneuver is complete give the following report:
“Maneuver complete, gauges green, no caution lights, fuel is___ , time is _____.”
b. Be careful not to let your scan break down as you make this report. Trim the aircraft, check the first
two items, rescan, and check the second two items.
Straight-and-level flight
a. A flight maneuver where altitude, heading and airspeed are held constant.
b. Common Errors and Safety Notes
i. Failure to trim the aircraft properly.
ii. Failure to keep the ball centered.
iii. Fixation on an instrument or group of instruments at the exclusion of others, contributing to a
breakdown in the scan necessary to maintain straight and level flight.
Level Speed Changes
a. The level speed change is taught so the pilot may learn the proper control coordination and instrument
interpretation as the aircraft varies airspeed. A pilot will apply level speed change skills when
transitioning from cruise flight conditions to a holding pattern, slowing the aircraft when requested by
the controlling agency in order to provide proper spacing of aircraft, or accelerating to cruise airspeed
upon reaching cruising altitude. The constants are heading and altitude.
b. Procedures
i. Trim the aircraft at 80 KIAS on assigned heading and altitude.
ii. Reduce collective and adjust wing attitude and pedals to maintain heading and ball centered.
Apply aft cyclic to slow the aircraft to 70 KIAS and stabilize momentarily.
iii. Increase collective and adjust wing attitude and pedals to maintain heading and ball centered.
Apply forward cyclic to accelerate the aircraft to 100 KIAS and stabilize momentarily.
iv. Reduce collective and adjust wing attitude and pedals to maintain heading and ball centered.
Apply aft cyclic to slow the aircraft to 80 KIAS. Stabilize.
c. Amplification and Technique
i. Scan wing attitude, ball, and heading to ensure they remain constant. Scan IVSI and maintain
altitude with aft cyclic application. This will give an immediate indication of tendency to climb or
descend. Apply enough cyclic to prevent a descent but not so much that the aircraft balloons.
Approaching the new airspeed, will probably be necessary to adjust collective and cyclic slightly
to maintain each new airspeed while holding altitude.
Standard Rate Turns
a. Standard Rate turns are at a rate of 3°/sec.
b. 45° in 15 sec; 90° in 30 sec; 180° in 60 sec
c. AOB varies with speed; approximately 20% of KIAS.
d. “Gouge” power settings and AOB’s used for simulator events
(Values are taken from NATOPS charts corresponding precisely to Simulator settings)
e. Procedures:
i. Once assigned a new heading, compute time to turn at a standard rate of 3° per second. (i.e. X°/3
= Time to Turn)
ii. Smoothly roll into standard rate turn three seconds prior to the time the turn should commence.
Check turn needle with ball centered to confirm rate of turn.
iii. Check the progress of the turn at least every 15 seconds for 45° and 10 seconds for 30°. Increase
or decrease AOB as required to complete turn on time.
iv. Lead rollout sufficiently to finish on assigned heading. (i.e. Lead by AOB°/2)
v. The AFCS will trim in a rate of rotation. Be careful to stop rolling and hold the stick still for a
second before you release the trim. Otherwise you will trim in that roll.
f. Amplification and Technique
i. The AOB for a standard rate turn will vary with different airspeeds; as airspeed increases, AOB
necessary for a standard rate turn will also increase. Confirm you are turning at a standard rate by
checking the turn needle, then, return your scan to the attitude indicator.
ii. Rollouts from standard rate turns should be commenced at a point prior to the rollout heading
equal to 1/2 the number of degrees of the AOB used for the standard rate turn (i.e., 20º AOB
requires a 10º lead).
Standard rate Climbs and Descents
a. Begin the maneuver on any assigned heading or altitude, 80 KIAS. Three seconds prior to the second
hand reaching a cardinal time (3, 6, 9, 12) add sufficient power (72% torque) while applying left pedal
to initiate a 80 KIAS, 500 FPM climb, maintaining heading. Remember, as you add power the nose
will want to pitch up and right wing will want to drop. Maintain the same attitude on the attitude gyro
as you apply power. Cross check for proper nose attitude by checking the airspeed indicator and cross
check proper wing attitude by checking heading and turn needle / ball.
b. Check your performance by checking for 125’ of climb every 15 seconds. If you reach 125’ of climb
prior to the second hand reaching a cardinal time you are climbing too fast, reduce the collective. If
you reach 125’ of climb after the second hand has reached a cardinal time you are climbing too slowly,
add more power to increase your rate of climb and get back on schedule.
c. 10% of your rate of climb, (10% of 500 FPM=50’) begin to level off by adjusting collective, nose
attitude and pedals.
