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Basic Instruments > Instrument Procedures > Flashcards

Instrument Procedures Flashcards

1
Q

250 KIAS level cruise

A 
3 degrees nose up
1300 PPH (sim)
1500 PPH (jet)
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2
Q

Rotation attitude

A

10-12 degrees nose up

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3
Q

200 KIAS level cruise

A

5 degrees nose up

1100 PPH

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4
Q

Nose attitude to capture 250 KIAS on climb-out

A

15-20 per FTI

18 per gouge

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5
Q

Radial to Arc lead point equation (1/2 standard rate)

A

1% of GS for half standard rate turn

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6
Q

Arc to Radial lead point equation (1/2 standard rate)

A

(60/ARC DME) x (1% of GS) = RADIALS PRIOR

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7
Q

Night or weather <3000/3 full stop fuel requirement

A

On deck with 500 lbs remaining

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8
Q

When to declare EMERGENCY FUEL

A

any time on-deck fuel state will be less than 350 lbs or LOW FUEL caution has illuminated

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9
Q

Fuel flow to maintain level flight

150 KIAS, Gear down, Flaps half

A

1900 PPH

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10
Q

Fuel flow to maintain level flight

Optimum AOA, Gear down, Flaps half

A

1800 PPH

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11
Q

SPIT check

A

Strobes, Pitot Heat, IFF Normal, Taxi/Landing Lights on,

Fuel control normal, NO AV BIT, VCR (Auto/on/off)

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12
Q

Fuel flow to maintain level flight

150 KIAS, Gear down, Flaps full

A

1500 PPH

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13
Q

Fuel flow to maintain level flight

Optimum AOA, Gear down, Flaps half, BOARDS OUT

A

2100 PPH

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14
Q

LAW setting for Precision Approaches

A

AT Height Above Touchdown

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15
Q

LAW setting for straight-in Non-Precision Approaches

A

Height Above Touchdown minus 10%

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16
Q

LAW setting for circling Non-Precision Approaches

A

Height Above AIRPORT minus 10%

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17
Q

Transition to a 300 KIAS climb?

A

@ 10,000 ft lower nose to approximately 3 degrees and accelerate to 300 KIAS

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18
Q

Determining angle of bank for 1/2 standard rate turns?

A

Between 15,000 and 20,000 ft use 10% of Indicated Airspeed

If below use less
If above use more

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19
Q

Descent Penetration Checks

A
  1. Canopy Temp - 3 o’clock
  2. Master Arm - SAFE
  3. CONTR AUG - ALL
  4. WX - Checked
  5. NAVAIDS - Describe
  6. STBY ATT INDICATOR - ERECT
  7. STBY BARO ALT - (Kollsman setting)
  8. LAW - Platform
  9. FUEL - 1.x
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20
Q

Fuel flow to maintain level flight

Optimum AOA, Gear down, Flaps Full, BOARDS OUT

A

2,400 PPH

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21
Q

GCA Base Leg

A

Gear and flaps down within 10nm of the field and 30 radials of FAC.

Perform Landing Checks

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22
Q

GCA pattern downwind speed

A

200 KIAS

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23
Q

Turn rate in the GCA pattern

A

Standard rate until FAC.

On FAC angle of bank equal to degrees of turn not to exceed half standard rate.

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24
Q

ABCD

A

ATIS
Brief
Cockpit Setup
Descent Checklist

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25
Q

Procedures following missed approach

A

Aviate:
Don’t do anything else until aircraft is clean below 200 with handle checked.

Navigate:
Change LAW for situational awareness.

Communicate:
“(Approach/Tower), Blazr 2xx, missed approach.”

Navigate:
Setup NAVAIDS for next approach

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26
Q

ADRWHOM

A 
ATIS
Descent/Penetration Checks
Review Approach
Weather Options (if weather isn't what I expect what choices do I have?)
Holding
Obtain Clearance for approach
Missed Approach instructions
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27
Q

At what point should you no longer use the minute-to-live rule?

A

Do not exceed minute to live at or below 1000’ AGL

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28
Q

Level off at MDA

A

100’ prior add 300pph of fuel flow and apply slight back stick pressure

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29
Q

Missed Approach Procedure

A 
MRT
Speed Brakes - IN
Two positive rates:
Gear CLEAR! - UP
Below 125 KIAS FLAPS - from Full to Half
Above 140 KIAS FLAPS - from Half to Up
Missed Approach Call
30
Q

VOR vs TACAN station passage

A

VOR station passage is indicated by the bearing pointer falling below the 90 degree benchmark

TACAN station passage is indicated by reaching minimum DME

31
Q

30 degree intercept method

A

Take the difference in heading between the desired course and the bearing pointer. Add 30 degrees.

Use the sum to determine total turn from bearing pointer to new course.

32
Q

Course intercept following station passage

A

Upon station passage turn parallel to desired course.

Set desired course on the HSI display. Turn to intercept not to exceed 45 degrees and then turn back to intercept course line.

33
Q

Initial turn in a point to point

A

Set the new radial as the CDI course. Make your initial turn to a heading approximately halfway between the head of the CDI and the Bearing Pointer.

34
Q

Updates to a point to point

A

If going to a DME closer to the station (than your present position) favor the head of the needle.

If going to a DME further from the station favor the desired radial.

Finally, take the fix with the greater distance and place it at the edge of the compass card on its radial. Put the remaining fix along its radial AT a proportional distance from the center of the card.

35
Q

DME to lose 1,000 ft @ idle with boards out

A

1 (6,000 fpm descent)

36
Q

DME to lose 1,000 ft @ idle with boards in

A

2.5 (2,500 fpm descent)

37
Q

Difference between “PERFORM LANDING CHECKS” and “SLOW TO APPROACH SPEED”

A

PERFORM LANDING CHECKS - advisory call to remind the pilot to dirty up

SLOW TO APPROACH SPEED - direction from controller to slow for sequencing, comply or state unable.

38
Q

Finishing the landing checklist at the final approach fix

A

“Speed brakes full, Landing checklist complete.”

39
Q

Descent rate for a non-precision approach

A

800-1000 fpm to reach MDA before MAP

40
Q

Maximum range of localizer signal

A

18 nm and within 10 degrees either side of centerline

41
Q

Normal range of glideslope transmitter

A

10 nm

42
Q

Transition to landing configuration and slowing to on-speed should occur no later than?

A

3-5 nm from the final approach fix

43
Q

Guidelines for transitioning to landing configuration

A

within 10 nm of the field
within 30 radials of FAC
within 90 degrees of heading from FAC
no later than 3-5 miles prior to FAF/GS intercept

44
Q

Maximum heading changes recommended on an ILS

A

+/- 5 degrees

45
Q

Lead point for level offs

A

10% of VSI

i.e. 300 ft for 3000 fpm vsi

46
Q

Transition to a 300 KIAS climb-out

A

At 10,000 ft MSL lower nose to 3 degrees nose high

47
Q

Gouge fuel flow for missed approach climb out

A

2000 - 3000 pph once clean at 200 KIAS

48
Q

Constant airspeed descent

A

Entry:
Power idle
250 KIAS
Lower nose 3 - 6 degrees to approx 2 degrees nose low.

Exit:
Increase throttle to cruise (1300-1400 pph at 15,000 MSL)
Raise nose 3 degrees up

49
Q

Flights in the T-45C will normally be planned with a cruising altitude of?

A

FL280 or FL290

50
Q

When filing an IFR flight plan your weather should be based on…

A

Actual weather at point of departure, existing and forecast weather along the route of flight, forecast weather at your destination and alternate from 1 hour before to 1 hour after ETA.

51
Q

Standard Instrument Rating takeoff mins

A
  1. Lowest non-precision minimums for runway in use but not lower than 300-1
  2. If runway has a precision approach, takeoff is permitted to precision minimums or 200 - 1/2, whichever is higher.
52
Q

What is the latest you should be filing a DD-175?

A

Filed with base ops no later than 30 minutes prior to planned takeoff time.

53
Q

If ATC wants to reinstate your SID what information must they provide?

A

The portion of routing which still applies and restate all altitude restrictions.

54
Q

When MUST you be given an EFC time?

A

When cleared to a point not on your route of flight.

55
Q

To change a flight plan enroute what five items must be given to ARTCC?

A 
Destination
Route
Altitude
Fuel
Time
56
Q

If VMC and communications are lost how should you proceed?

A

Do not enter IFR conditions and if possible descend and land VFR at a suitable field.

57
Q

How should you proceed enroute if IMC and comms are lost?

A

AVEFAME

ROUTE:
assigned
vectored
expected further routing
filed on flight plan

ALTITUDE:
assigned
minimum safe
expected further clearance

58
Q

Direct entry

A

Turn right (or nonstandard left) directly to outbound course

59
Q

Parallel entry

A

Continue across the fix along the outbound course, time 45 seconds, turn to the protected side and intercept the inbound course.

60
Q

Teardrop entry

A

Turn in shortest direction to a heading -30 (+ 30 for nonstandard) degrees of outbound course. Continue for 45 seconds. Turn directly to inbound course.

61
Q

Gouge trim 30 degree turn

A

2 clicks up from level trim

62
Q

RVSM altitudes

A

FL290 - FL410

63
Q

Holding airspeed below 6,000’

A

200 KIAS

64
Q

Holding airspeed 6,001’ - 14,000’

A

230 KIAS

65
Q

Holding airspeed 14,001’ and above

A

265 KIAS

66
Q

Calculating cruise descent

A

altitude to lose - minutes to go = descent rate in fpm

(14,000 - 2,000 = 12,000) - (6 minutes) = 2,000 fpm

67
Q

Max Range Descent

A

14 units AOA, 1,500 fpm, 3-4 nm per thousand feet lost

68
Q

Simulated Min Fuel Approach

A

On vectors for ILS or GCA final maintain clean until 30 seconds prior to glide path intercept. (ON ILS configure upon glideslope intercept) Immediately select gear down, flaps half, speed brakes IN and apply significant forward stick pressure.

69
Q

Simulated Min Fuel GCA

A

Maintain 200 KIAS until final. Request 30 second gear warning.

70
Q

Emergency Fuel GCA

A

Request minimum vectoring altitude and shortened vectors. Glide path intercept will be much closer to the runway than a normal GCA and expect a continuous turn from downwind to final.

71
Q

Low Oil GCA

A

Set power 87%, control airspeed with speed brakes. When given the “up and on glide path” call or the aircraft intercepts the ILS needles, simultaneously drop the landing gear, retract speed brakes and lower the nose. Maintain 175 knots. Lower the flaps to half as necessary. Select flaps full when landing is assured.

Basic Instruments (5 decks)

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