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NR > Instrument Stage Maneuvers > Flashcards

Instrument Stage Maneuvers Flashcards

1
Q

Coupled Core level of automation

A

Aircraft is coupled to the FDP with the FD coupled to core modes of HDG, ALT

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2
Q

Coupled NAV level of automation

A

Aircraft is coupled to ENAV or INAV with some use of the FDP.

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3
Q

Command level of automation

A

Flight director commands are used to aid the pilot in determining the flight control inputs required to stay within the desired aircraft state

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4
Q

Cue level of automation

A

The aircraft is not coupled and is being hand flown with cues set up in the FDP by the PNF to alert the PF of the desired aircraft state

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5
Q

Purpose of an ITO

A

To safely establish climbing flight while entering IMC

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6
Q

Difference between an ITO and a normal takeoff

A

During an ITO both pilots are required to establish an instrument scan prior to the loss of visual reference to the ground

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7
Q

Difference between military and civilian SIDs

A

Military SIDs depict obstacles, ATC climb gradients, and obstacle climb gradients. Civilian SIDs only depict minimum obstacle climb gradients

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8
Q

Configuration for all BI patterns flown in CONV

A

115 KCAS60 degree nacelle500 fpm climbs and descents

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9
Q

Configuration for all BI patterns flown in APLN

A

170 KCAS1000 fpm climbs and descents

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10
Q

Transition while in a climb

A
  1. Set 60 degree nacelle, on base heading and altitude2. Add power to establish 1000 fpm rate of climb3. Transition to APLN4. Accelerate to and maintain 170 KCAS5. Level off after 1000ft climb
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11
Q

Conversions while in a descent

A
  1. Establish APLN at 170 KCAS, on base heading and altitude2. Autobeep to 100% Nr then reduce power and establish 500 fpm rate of descent3. Convert while maintaining 500 fpm rate of descent4. Decelerate to maintain 115 KCAS, 60 degrees nacelle5. Level off after a descent of 1000ft
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12
Q

CONV Mode S-1 Pattern

A
  1. Add power to establish 500 fpm rate of climb2. Check for 125ft altitude change every 15 seconds3. 50ft prior to level off altitude, reduce power to terminate the climb4. Fly straight and level for up to 1 minute5. Reduce power to establish 500 fpm rate of descent6. Check for 125ft altitude change every 15 seconds7. 50ft prior to level off altitude, add power to terminate the descent
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13
Q

APLN Mode S-1 Pattern

A
  1. Increase pitch to establish a 1000 fpm rate of climb, while adding power to maintain airspeed2. Check for 250ft altitude change every 15 seconds3. 100ft prior to level off altitude, decrease pitch and power to terminate climb and maintain airspeed4. Fly straight and level for up to 1 minute5. Reduce pitch and establish 1000 fpm rate of descent, while reducing power to maintain airspeed6. Check for 250ft altitude change every 15 seconds7. 100ft prior to level off altitude, increase pitch and power to terminate descent and maintain airspeed
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14
Q

Turn Pattern

A

Flown in both CONV and APLN1. 1/2 SRT for 90 degrees heading change with reversal2. SRT for 180 degrees heading change with reversal

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15
Q

CONV Oscar Pattern

A
  1. Initiate 500 fpm climb and roll into a SRT2. Crosscheck altitude for 125ft change and heading for 45 degrees change every 15 seconds.3. Level off for 1 minute4. Initiate 500 fpm descent and roll into SRT in opposite direction 5. Crosscheck altitude for 125ft change and heading for 45 degrees change every 15 seconds.6. Level off on original heading and altitude
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16
Q

APLN Oscar Pattern

A
  1. Initiate 1000 fpm climb and roll into a SRT2. Crosscheck altitude for 250ft change and heading for 45 degrees change every 15 seconds.3. Level off for 1 minute4. Initiate 1000 fpm descent and roll into SRT in opposite direction 5. Crosscheck altitude for 250ft change and heading for 45 degrees change every 15 seconds.6. Level off on original heading and altitude
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17
Q

When should you get ATIS

A

10 to 15 minutes prior to arrival or 45 to 50 nm away

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18
Q

When should you convert on an instrument approach

A

Convert to approach nacelle prior to the FAFConvert to landing nacelle prior to landing

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19
Q

Nacelle setting and airspeed for Category A approach

A

78 to 80 degrees nacelle 80 KCAS

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20
Q

Nacelle setting and airspeed for Category B approach

A

60 to 61 degrees nacelle 115 KCAS

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21
Q

Nacelle setting and airspeed for Category C approach

A

44 to 45 degrees nacelle 130 KCAS

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22
Q

Nacelle setting and airspeed for Category D approach

A

30 degrees nacelle 150 KCAS

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23
Q

What nacelle setting and airspeed is normally used for 1000 level training

A

60 degrees nacelle115 KCAS

24
Q

Approach speeds and obstruction clearance for Category A aircraft

A

Less than 91 KIAS1.3 NM

25
Q

Approach speeds and obstruction clearance for Category B aircraft

A

91-120 KIAS1.5 NM

26
Q

Approach speeds and obstruction clearance for Category C aircraft

A

121-140 KIAS1.7 NM

27
Q

Approach speeds and obstruction clearance for Category D aircraft

A

141-165 KIAS2.3 NM

28
Q

Configuration for holding

A

APLN mode at 170 KCAS

29
Q

If CONV holding is required, what nacelle setting should be used

A

60 degrees

30
Q

ILS Approach Procedures

A
  1. Slow to 170-200 KCAS prior to the IAF2. 3 miles prior to glide slope intercept, convert to desired nacelle setting/airspeed, configure, and complete landing checks.3. Upon glideslope intercept, reduce power to maintain glideslope4. At DH execute landing or missed approach
31
Q

Descent rate to maintain 3 degree glideslope at 115 KCAS

A

600 fpm

32
Q

Rule of thumb for descent rate, based on airspeed

A

Use half your KGS (with unit conversion)

33
Q

Non-Precision Approach Procedures

A
  1. Slow to 170-200 KCAS prior to the IAF2. Prior to the FAF, convert to desired nacelle setting/airspeed, configure, and complete landing checks3. At or prior to the MAP transition to landing or execute missed approach
34
Q

Radar Approach Procedures

A
  1. Slow to 170-200 KCAS at/prior to entering the radar pattern2. Consider asking for distance and/or recommended altitude advisories3. Prior to “Begin Descent” convert to desired nacelle/airspeed configuration and complete landing checks4. At or prior to DH or MAP execute normal landing or Missed Approach
35
Q

Pre-Takeoff Cockpit Setup

A
  1. Get ATIS2. Copy Flight Clearance3. COMM - Put Departure frequency in Standby4. NAV - Ensure proper CDI, and ENAV setup for SID, first approach or emergency return5. FDP - Setup CRS, HDG, SPD, and ALT6. IFF - Check Mode of operation 7. Brief
36
Q

Departure Brief

A

Type of takeoffInitial Heading Initial Altitude Limit First FixEmergency return to the departure airfield

37
Q

CMS Setup for ILS Approach

A
  1. EICAS CDU Key: Set ILS Frequency, Check Baro Press, and set RAD ALT Low 2. ENAV Key: Select ILS mode, enter DH altitude, and enter inbound course 3. FD Panel: Select HDG, ALT, and SPD for the approach and select HOLD if command bars are needed4. Select VOR/ILS CDI on NAV SYST page5. FD VOR/ILS capsule/switch - Press to ARM
38
Q

CMS Setup for LOC Approach

A
  1. EICAS CDU Key: Set LOC Frequency, Check Baro Press, and set RAD ALT Low 2. ENAV Key: Select LOC mode, enter DH altitude, and enter inbound course 3. FD Panel: Select HDG, ALT, and SPD for the approach and select HOLD if command bars are needed4. FD VOR/ILS capsule/switch - Press to ARM 5. Select VOR/ILS CDI on NAV SYST page
39
Q

CMS Setup for LOC BC Approach

A
  1. EICAS CDU Key: Set LOC Frequency, Check Baro Press, and set RAD ALT Low 2. ENAV Key: Select LOC BC mode, enter DH altitude, and enter inbound course 3. FD Panel: Select HDG, ALT, and SPD for the approach and select HOLD if command bars are needed4. FD VOR/ILS capsule/switch - Press to ARM 5. Select VOR/ILS CDI on NAV SYST page
40
Q

CMS Setup for VOR Approach or VOR/VORTAC Navigation

A
  1. EICAS CDU Key: Set VOR Frequency, Check Baro Press, and set RAD ALT Low 2. ENAV Key: Enter Course3. MFD NAV Key: NAV SYST, VOR/TACAN PAIR - Press to activate VORTAC Pairing 3. FD Panel: Select HDG, ALT, and SPD for the approach and select HOLD if command bars are needed4. FD VOR/ILS capsule/switch - Press to ARM 5. Select VOR/ILS CDI on NAV SYST page
41
Q

CMS Setup for TACAN Approach

A
  1. EICAS CDU Key: Set TACAN Channel, Check Baro Press, and set RAD ALT Low 2. ENAV Key: Select TACAN mode, enter DH altitude, and enter inbound course 3. FD Panel: Select HDG, ALT, and SPD for the approach and select HOLD if command bars are needed4. FD TACAN capsule/switch - Press to ARM, and Press FD CRS knob to get a direct CRS to the TACAN (If needed)5. Select VOR/ILS CDI on NAV SYST page
42
Q

INAV Restriction

A

May be used for enroute navigation, but prior to commencing an instrument approach must transition from the use of INAV to GCA or ENAV functions

43
Q

INAV Restriction For SID/STARS

A

INAV can be used for non-RNAV SIDs and STARs but not for RNAV ones

44
Q

INAV restriction for airways

A

INAV cannot be used for RNAV routes defined by flyby or flyover waypoints such as: Q36 or T201

45
Q

When will the TACAN signal become blocked

A

At 84% Nr with the TACAN station 40-60 degrees off the nose. Autobeep to correct

46
Q

When is ILS glideslope data unreliable

A

At 84% Nr. Autobeep to correct

47
Q

Recommended icing entry and operating speed

A

200 KCAS

48
Q

Recommended icing penetration speed and configuration in CONV/VTOL mode

A

60 degree nacelle110 KCASBut should only be in VTOL/CONV as needed for take off and landing, and for as little time as possible

49
Q

Best indication of decreased aircraft performance with icing

A

Note decrease in Qm at 200 KCAS

50
Q

AOA should not exceed ___ in icing conditions

A

60%

51
Q

In icing condition rate of climb should be less than ___

A

3000 fpm to prevent ice build up on surfaces not protected by ice protection system

52
Q

When should you consider exiting icing conditions. When SHALL you exit icing conditions

A

Consider exiting when 200 KCAS Qm has increased to half the available power margin. You shall exit when power required reaches maximum power available minus 10%

53
Q

What pilot action can improve handling characteristics when operating in turbulent air

A

Decrease airspeed and/or increase Nr

54
Q

Maximum turbulent air penetration speed

A

220 KCAS

55
Q

Qm limits in turbulent air

A

75% Qm max at 100% Nr 65% Qm max at 84% Nr

NR (20 decks)

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