Brainscape's Knowledge GenomeTM

Browse over 1 million classes created by top students, professors, publishers, and experts.


See full index

LL/MPM/Form > LL > Flashcards

LL Flashcards

1
Q

How should the Radalt be set for LL?

A

10% below authorised MSD
(225ft for 250ft)

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
2
Q

How does the Radalt warn the pilot?

A

LHW - “Altitude, Altitude”

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
3
Q

How should you react to the Radalt LHW?

A

Pull away from the threat using 4g/stick shaker.

Normally wings level, but may be a pull away from a valley side if belly up.

If triggered by a ridge clip, re-tune your height assessment ‘eye’.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
4
Q

What does the TERPROM provide?

A

Predictive Ground Collision Avoidance (PGCAS)

Obstruction Warning and Cueing (OWC)

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
5
Q

How does the TERPROM OWC warn the pilot in flight?

A

Amber TERR annunciator illuminated.

“OBSTRUCTION LEFT/RIGHT/AHEAD”

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
6
Q

How should you react to TERPROM OWC warnings?

A

MUST be acknowledged.

Must be actioned (steer away from obstruction) if the obstruction cannot be immediately identified.

If there is ANY doubt, ease out of low level until the threat has passed.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
7
Q

How does the TERPROM PGCAS warn the pilot in flight?

A

Aural warning

“PULL UP”

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
8
Q

How should the pilot react to TERPROM PGCAS warnings?

A

Pilot must prioritise assessment of the situation and positively respond.

Response can either be:

  • Verbal “Flight Path clear” if the FPM is above the horizon
  • Positive control input to ensure the FPM is pointing into a safe area.
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
9
Q

How should you respond if you get simultaneous PGCAS and RadAlt LHW alerts?

A

“PULL-UP” and “ALTITUDE” simultaneously.

IMPERATIVE that you react immediately with a 4g pull away from the ground.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
10
Q

What reaction parameters does the PGCAS presume?

A

Set warning height = 100ft

Pilot reaction time = 1s

Roll rate = 90 deg./s

G onset rate = 3g/s

Pull up G = 4g

Climb out angle = 45 deg.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
11
Q

If in doubt, how can you confirm that you have 5km vis or better at low level?

A

Hack the clock/check the time and ensure you can see further than 45 secs ahead (at 240kts).

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
12
Q

How do you ‘BINGO Out’ of LL?

A

Climb using the IFR climb speed of 140 KIAS to a height equal to twice your range as a FL (e.g. 50nm from base, aim for FL100).

Once level, cruise at LRC speed initially (use the triangle on the AoA gauge for this).

Now make a more accurate calculation of your fuel requirements.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
13
Q

How can you accurately calculate your fuel requirements after a ‘BINGO Out’ from LL?

A

Set a direct steer to your intended destination using the FMS.

Use current Fuel Flow and TTG to destination to re-confirm the fuel on arrival.
(TTG auto includes head/tail wind component). Any excess fuel can be used by increasing speed but repeat this calculation when stabilised at the new speed.

Use FRC card N-16R to calculate the accurate long range cruise speed for your altitude.

Calculate ToD point range from destination. The FRCs can be consulted on card N-18R to calculate range descent.
(Good rule of thumb is FL = nm, i.e. FL160 = 16nm, but consider head/tail wind).

Half the cruise altitude = the fuel required for descent (e.g. FL100 = req. 50lbs for the descent).

Best descent profile = 210 KIAS, 20% TQ, speedbrake IN.

If fuel calc means you would land at or close to FOG, declare ‘MIN FUEL’ to ATC as per FOB.

If fuel calc has you below FOG, declare a FUEL EMERGENCY and if necessary divert.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
14
Q

When should you ‘BINGO Out’ of LL?

A

When your fuel = (2 x range) + 20 + MN

How bingo fuel is calculated

Set the BINGO Bug to something useful (e.g. min fuel at furthest expected point from Valley)

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
15
Q

What times should you allow for taxy to each of Valley’s runway holding points?

A

01 - 10 mins
19 - 12 mins

13 - 10 mins
31 - 14 mins

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
16
Q

How should declutter be set in the HUD for nav sorties?

A

Declutter 0 (navigation datablock showing).

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
17
Q

How should you set your kit/FMS prior to taxy?

A

Loud route from the ‘brick’

Check FMS LEGS page and compare with route

Ensure steering to first waypoint, sources all correct

Complete the first TSA(A)T check prior to entering the runway. TSD displayed on LH MFD.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
18
Q

What are the TSA(A)T checks?

A

Time
Steering
Avoids
(Altitude)
Time

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
19
Q

How should you carry out your first TSA(A)T checks on the ground prior to departure?

A

Time - Note expected time of departure and prepare the HUD stopwatch or chronograph for ‘hack’ at brake release

Steering - Anticipate first heading and wind effect (set heading and speed bug)

Avoids - Check avoids for first leg

(Altitude) - Required altitude if medium level. Once airborne and established at ML.

Time - Ensure stopwatch running and check time against planned timeline.

ATC should be notified at taxy if a timed take-off is required for a TOT. Aim to be at the hold point with checks complete 2 mins prior to your planned take-off time.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
20
Q

What should you note at brake release?

A

The time to give timeline awareness.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
21
Q

If climbing to ML, how should you fly the departure?

A

Climb at 180 KIAS

After completing domestic RT calls, and when suitable to do so, complete the TSA(A)T check by checking and noting the timeline (AIRCRAFT to MAP).

Make small heading adjustments as required to achieve the planned track by ToC.

For longer ML transits expect a handover to Swanick Mil during the climb.

Ensure all other in climb checks and ToC checks are completed. FODVP is climbing above 10,000ft.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
22
Q

What should you do at the ToC to ML?

A

ToC FOEL, finish TSAT and ensure steering fine
Gain correct speed and assess weather and timeline - Next event

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
23
Q

What speed band should you aim to remain within when transiting at ML?

A

M0.38 +/- 0.05

24
Q

Approx. what TQ is required for M0.35 at ML?

A

50%

25
Q

Approx. what TQ is required for M0.38 at ML?

A

56-60%

26
Q

On a 40nm leg, speeding up by M0.05 will save approximately how much time?

A

-1 min

27
Q

On a 40nm leg, slowing down by M0.05 will result in approximately what time difference?

A

+1.5 mins

28
Q

Where is TTG and ETA displayed in the cockpit?

A

WPT info window on the TSD

Can use this to formulate a time line recovery plan

29
Q

If you can’t recover time on a short leg or because of a headwind, how else can you recover time en-route?

A

Turn early/short cuts

30
Q

If forced off route by weather or ATC when at ML, by what point should you have attempted to regain track?

A

By the next WPT

31
Q

What should you consider when both planning and approaching the LLEP?

A

Weather the the LLEP.

Visually assess when approaching and could ask ATC for the latest weather information at a suitable airfield in the vicinity of the LLEP.

Plan LLEP to have a nearby option for let down in bad weather if possible.

32
Q

Can Swanick Mil descend you below SALT in IMC?

A

Rarely.

Therefore, have an awareness of LARS services and Sector SALTs at suitable airfields nearby the ToD/LLEP.

If you have doubts about remaining IMC all the way down or about having gaps, pre-arrange a handover to a suitable radar unit and can even pre-arrange a radar descent.

33
Q

What should you do when approaching the ToD?

A

Complete the FIRADS checks, set TCAS to BELOW.

34
Q

How should you begin the descent from ToD?

A

Smoothly set 5% TQ whilst lowering the nose to approximately 8 deg. ND to capture 220 KIAS (en-route descent).

35
Q

How can you aid SA at the LLEP if the visibility is poor?

A

Designate the LLEP with the NWS button

36
Q

What airmanship points should you consider on the descent in to LL at the LLEP?

A

Maintain lookout and checking of TCAS (incl. just before descent).

Drop a wing occasionally to clear the airspace below.

Have an awareness of SALT (or MSA) and, unless safe to do so, do not continue the descent beyond this. Note when passing and verbally state visual.

Always be prepared to climb back up above SALT if still IMC at MSA or, if on completion of the descent, the weather is found to be unsuitable at LL.

37
Q

During the descent to LL, what should the dive angle remain less than and when should it be reduced?

A

30 deg. ND

Should be reduced on passing 3000ft AGL to reduce RoD.

38
Q

Below 3000ft AGL, what should the dive angle not exceed?

A

The altitude in thousands of feet AGL, e.g. on passing 2000ft AGL dive angle should be <20 deg. ND.

39
Q

What checks should you complete as 2000ft AGL is approached?

A

SARTL

40
Q

What speed should you accelerate to as you approach 2000ft AGL?

A

240 KIAS

41
Q

What are the SARTL checks and when should they be completed?

A

Completed as 2000ft AGL is approached

Squawk - Ensure ON, set 7001 once cleared by ATC, set TCAS to look UP

Altimeter - RPS set and Radalt visible in HUD, LHW set to briefed minima

Radio - LL Common freq. set - position call if practical

Time - Note time on entering the low flying system. Ensure within booked LFA time

Lights - Ensure strobes on and forward facing lights on

42
Q

What does a successful low level workcycle pivot around?

A

Lookout

Quick ‘snapshot glances’ for other information, know where you will look beforehand. Adjustments/information processing then made whilst looking out again.

43
Q

What checks are carried out after making a turn?

A

TSAT

44
Q

What are the TSAT checks and when are they carried out?

A

Time - Note time at next WPT. consider TEL (time early/late)

Steering - Anticipate the hdg, allowing for any timing corrections

Avoids - Check new route for avoids

Timing - Fly an accurate 240 KIAS and in line with planned next turn time. ‘Next event is…’

Carried out after making a turn

45
Q

What technique should you use to prepare for upcoming events?

A

‘Next event’

E.g. ‘next event is turning at 5:42’

Brings that WPT to the top of your ‘timeline’. Assess TEL and adjust your next event time to regain the timeline.

Reassess TEL approx. 1 min before the revised time for the event.

46
Q

When should you make calls on low level common?

A

LLEP

When passing significant geographical features

When it will aid air safety (e.g. nearby traffic/responding to another nearby LLC call)

Do not compromise your workcycle to make a LLC call if at a very busy point.

47
Q

What is the format of a LLC call?

A

“LFA X, AXX, singleton Texan, {position}, hdg {south west, west, etc}, Machynlleth loop in 5 minutes”

48
Q

What should you do if manipulation of the FMS LEGS page is required whilst at LL?

A

Aircraft must be wings level and eased away from the ground.

Ensure a +ve vector away from the ground before accessing the FMS pages and ensure that the task is split up in to ‘chunks’.

Intersperse ‘chunks’ with checking the aircraft flightpath and lookout.

49
Q

What is a good MSD to aim for?

A

300ft

50
Q

What must you remember when contour flying?

A

Link your hands, i.e. pitching up early, power up to maintain speed.

51
Q

According to GASOs, what is the maximum AoB to be used at LL?

A

90 deg.

52
Q

What is the procedure for the turns at LL?

A

Lookout - Into the turn through the top of the canopy, check weather and clear airspace (noting any obstacles and rising ground)

Attitude - To remain level or as req.

Speed - Throttle to maintain 240 KIAS

G - Increase/decrease back pressure to maintain 3g

HDG - Anticipate roll out hdg (10 deg., look to front and smoothly set attitude)

53
Q

What are the post roll out checks for turns at LL?

A

FP, DW, TCAS

TSAT checks - Correct any speed/hdg errors

54
Q

Where should you aim to sit in a valley?

A

On the ‘shoulder’

Straightens the valley out a little and allows a better view ahead for weather/other aircraft

55
Q

How should you turn in valleys?

A

Anticipate and prepare for them by beginning to roll before the turn ‘opens’.

Set the appropriate AoB, squeeze to 3g

Ensure the aircraft ‘hugs’ the closer, visible valley side. Allows max MSD from the threat of the unsighted valley side.

Roll out to point at the next suitable ‘shoulder’.

Avoid sitting low in the valley.

56
Q

How should you conduct lookout at LL?

A

Ensure flight path is clear during ‘picture’ and ‘instruments’ assessment.

Then break sky in to chunks and check and clear one - Ensure you look right back round towards the QFI.

LL/MPM/Form (21 decks)

Brainscape helps you reach your goals faster, through stronger study habits.
© 2025 Bold Learning Solutions. Terms and Conditions