N5007 Flashcards
USAF aircrew will delay turn until ____’
above the airfield?
USAF pilots flying under IFR will delay all turns until at least 400 feet above the DER elevation unless an early turn is specifically required by the departure procedure.
AFMAN 11-217V1, 7.2.3
What is the crossing height for Army
airfields? Does it apply to the T-1?
Any departure at other than non-joint-use USAF or USN bases, if the screen height is not published in the ODP or other reliable source, pilots will plan to cross the DER at or above 35 feet.
T-1 is expected to cross the DER at a minimum of 50 feet AGL, so according to our T-1A-1, not really
AFMAN11-217V1, 7.3.3.2
What is the maximum height of low
close-in obstacles?
Low close-in obstacles are those that would generate an excessive climb gradient (>200 ft/NM) that terminates at or below 200 feet above the departure end of the runway.
AFMAN 11-217V1, 7.3.5
If a pilot doesn’t know whether they will
be given a SID or ODP from ATC what do
will they plan for?
If the pilot does not know in advance which procedure will be assigned by ATC, he or she must plan for the highest climb gradient for the runway of intended departure.
AFMAN 11-217V1, 7.4
When told to fly runway heading do you
apply a wind drift corrections?
No
AFMAN 11-217V1, 7.4.4
If being radar vectored on the departure
what minimum climb gradient must you
follow?
If the departure instructions do not contain a climb gradient and there are no published gradients for the runway utilized for departure, pilots are required to maintain 200 ft/NM. Controllers are required to issue climb gradients in excess of 200ft/NM with the departure instructions.
AFMAN 11-217V1, 7.4.4.1
If a SID has a 240’ NM climb rate to 9K and the ODP for the same runway has a 260’ NM climb rate to 5K what climb rate will you need to comply with the departure?
While flying a SID, if published, use the SID climb gradient. The memory aid “SID‘s stand alone” may assist in remembering which climb gradient to apply. (It is still critical, however, to reference the ODP when a appears on the approach plate as it may apply prior to joining the SID routing.) Pilots must notify ATC immediately if they cannot meet the published climb gradient or, if one is not published, a minimum of 200 ft/nm on each segment of the SID up to the MEA.
AFMAN 11-217V1, 7.4.3.4.1
If you are vectored off a SID; is the SID
cancelled? Do you still have to meet the
climb restrictions i.e. Trouble T?
If you are radar vectored or cleared off an assigned SID, you may consider the SID cancelled unless the controller adds “Expect to resume SID.” If ATC reinstates the SID and wishes any restrictions associated with the SID to still apply, the controller will state: “Comply with restrictions.”
AFMAN 11-217V1, 7.4.3.4.1
If there is an Obstacle Departure
Procedure (ODP) for the departure runway
and ATC states “cleared as filed” are you
required to follow ODP?
Yes. Do not mistake the words “cleared as filed” as clearance for a diverse departure. This is only the case if the required climb gradient is 200‘/NM or less and there is no ODP published for the departure runway. If there is an ODP for the departure runway, USAF pilots will fly the ODP before beginning the “cleared as filed” portion of the departure.
AFMAN 11-217V1, 7.4.5.1
When referencing a Climb Rate Chart that
gives vertical velocities for given ground speeds on a SID how does that chart affect the T-1 and what do T-1 aircrew have to do to compute required climb gradient?
The climb rates published on military SIDs give vertical velocities for given groundspeeds. The easiest way to use this information is to look at the 60 knot column. Using the 60 to 1 rule, 60 knots is 1 NM/min so the vertical velocity for this speed provides the required obstacle climb gradient in ft/NM. (If there is no 60 knot block, simply divide the 120 knot block by 2, the 180 knot block by 3, etc.) (Tech order climb profiles still apply.)
AFMAN 11-217V3
What are Special Departure Procedures;
(SDPs) and can the T-1 fly them?
SDPs are MDS-specific, commercially designed and published procedures, that require MAJCOM training and certification before use. SDPs are especially useful for multi-engine aircraft, as the procedure often increases the allowable takeoff gross weight while simultaneously providing the pilot an “escape” routing he or she can use in the event the aircraft loses thrust on takeoff. USAF pilots shall fly SDP routing that differs from ATC routing only in an emergency. We must get AETC approval prior to actually trying to fly a SDP.
AFMAN11-217V1 7.5.1.2
(T/F) Pilots will not takeoff where thunderstorms or other hazardous conditions are producing hail, strong winds, gust fronts, heavy rain, lightning, windshear, and (or) microbursts.
True
AFI 11-202 Vol 3, 5.1.3
Where do you find current cold weather
altimeter correction procedures?
For the current cold weather altimeter correction procedure, you must refer to the Flight Information Handbook (FIH). To ensure adequate obstacle clearance the values derived from the chart below will be:
Added to the published DA or MDA and step-down fixes inside the FAF whenever the outside air temperature is less than 0° Celsius
Added to ALL altitudes in the procedure in Designated Mountainous Regions whenever the outside air temperature is 0° Celsius or less
Added to ALL altitudes in the procedure whenever the outside air temperature is -30° Celsius or less, or procedure turn, intermediate approach altitude Heights Above Touchdown (HAT)/Heights Above Aerodrome (HAA) are 3000 feet or more above the altimeter setting source.
AFMAN 11-217V1, 6.3.1 and Table 6.1
What approach category can be flown in a
T-1?
The T-1A is a Category B aircraft for instrument approaches; it is normally a Category C for determining circling minimums. Depending on total gross weight and configuration of the aircraft, you may have to adjust the category and minimums for the approach you are accomplishing.
AFMAN 11-247, 6.13.1
What are the 5 approach categories? What
are their minimum and maximum speeds?
Aircraft approach category is based on 1.3 times the stalling speed in the landing configuration at maximum certificated gross landing weight.
A - Speed less than 91 knots.
B - Speed 91 knots or more but less than 121 knots.
C - Speed 121 knots or more but less than 141 knots.
D - Speed 141 knots or more but less than 166 knots.
E - Speed 166 knots or more.
AFMAN 11-217V1, 6.5.1.1
