SSG

Question 1

Effects of landing gear

Answer 1

Down:
- slight pitch up then pitch down
- speed reduce
Up:
- slight pitch down then pitch up
- speed increase

Question 2

Effects of airbrakes

Answer 2

Out - pitch up, deceleration
In - pitch down, deceleration arrested
Pitching and deceleration effects are more pronounced at higher airpseeds

Question 3

Stalling speed in manoeuvre

Answer 3

Basic stalling speed x square root of load factor

Question 4

Symptoms of approaching stall

Answer 4

1. High nose attitude
2. Low and reducing airspeed
3. Less responsive controls, but still adequate to control and fly the aircraft
4. Aural stall warning (5-10KIAS above the stall speed)
5. Light buffet (2-3KIAS before the stall)

Question 5

Symptoms of fully developed stall

Answer 5

1. Heavy buffet
2. Loss of altitude (sink rate)
3. Note pitch down (nose drop)
4. Possible wing drop (if one wing stalls before the other)

Question 6

Height loss when recovering from a stall

Answer 6

With power: 200 - 300ft

Without power: 500ft

Question 7

What are the effects of power and configurations on stall? (Decel, buffet duration, nose attitude, stalling speed, wingdrop tendency)

Answer 7

With power: slower, longer, higher, lower, no change
With flaps: faster, slower, lower, lower, increased
With L/G: faster, slower, no change, no change, increased
With A/B: faster, slower, no change, no change, increased

Question 8

What is the power source for the HUD Symbol Generator (HSG)?

Answer 8

GEN 1 BUS

Question 9

What is the difference between the Flight Path Market (FPM) and Climb Dive Marker (CDM)?

Answer 9

Both provide the pilot actual aircraft flight relative to the Climb Dive Ladder (CDL) but the CDM is constrained laterally to the HUD centreline and therefore does not show drift while the FPM does not have this constraint and will indicate drift within the HUD FOV.

Question 10

What is a Climb Dive Ladder?

Answer 10

A CDL provides a true horizon line and pitch bars at each 5 degree above and below horizon.

Question 11

When should the FPM not be relied upon?

Answer 11

During take-off, as the FPM has a lag due to parabolic flight path after the selection of take-off attitude.

Question 12

Should the HUD be used during unusual attitudes?

Answer 12

No. The HUD should never be used as a reference for recovery from unusual attitudes. If an unusual attitude is suspected, the pilot should immediately refer to the PFD, confirm the unusual attitude exists, and then use the PFD to recover.

Question 13

What is the margin of error for line-speed checks?

Answer 13

70KIAS +- 10

Question 14

When will the HUD indicate airspeed?

Answer 14

Above 40KIAS

Question 15

When will the FPM appear?

Answer 15

Above 60KIAS

Question 16

What is the takeoff speed?

Answer 16

92KIAS, 10% higher than the stalling speed of the aircraft in the given configuration

Question 17

What are the turn back parameters for clean configuration?

Answer 17

1000ft AGL, 160KIAS

Question 18

What are the 4 golden principles of flight control?

Answer 18

Smooth, Continuous, Axes, Proportional

Question 19

What engine parameters do you look at when applying full power?

Answer 19

Torque, ITT, and oil pressure

Question 20

How long does it take to decelerate from 280KIAS to 240KIAS and 200KIAS to 160KIAS with airbrakes respectively?

Answer 20

15 seconds, 25 seconds

Question 21

Straight and Level Parameters at 10,000ft

Answer 21

160KIAS: 35% TQ 2” below horizon
200KIAS: 42-45% TQ 3” below horizon
240KIAS: 63-64% TQ 4” below horizon
Note: as a guide, increase/decrease TQ by approximately 2-3% for every 1000ft change in altitude

Question 22

How to fly straight & level?

Answer 22

Set up:
P: Power
A: Attitude
T: Trim
Maintaining:
LAPA
Correction:
CCHT

Question 23

Acceleration

Answer 23

Accelerating more than 30KIAS:

1. Select full power
2. LAPA scan, as speed increases, CCHT
3. Anticipate 2-5KIAS, set the required power

Accelerating by 30KIAS or less:

1. Estimate power setting required
2. Set 10% above the estimated power required
3. LAPA scan, as speed increases, CCHT
4. Anticipate 2-5KIAS, set the required power

Question 24

Deceleration

Answer 24

Decelerating more than 30KIAS

1. Select power to idle
2. Airbrakes out
3. LAPA scan, as speed decreases, CCHT
4. Anticipate approximately 5KIAS to desired speed, set the required power and airbrakes in

Decelerating by 30KIAS or less

1. Estimate power setting
2. Set 10% below desired power
3. LAPA scan, as speed decreases, CCHT
4. At desired airspeed, set power

Question 25

Relationship between ground speed and turn radius

Answer 25

The higher the ground speed, the larger the turn radius

Question 26

Medium Level Turn

Answer 26

Entry:
LAP
Maintaining:
LAPA
Corrections:
CCHT(do not trim unless MLT is required for a extended period of time)
Exit:
A: Anticipate to roll out when the attention getter touches the selected reference, or about 10 degrees (1/3 AOB) before rolling out
APT

Question 27

Best rate of climb

Answer 27

Reach the operating altitude in the shortest time: 190KIAS
(TAS required for maximum rate of climb increases with altitude. But IAS reduces with altitude due to effects of density)

Question 28

Best angle of climb

Answer 28

130KIAS

Reach the altitude with least amount of distance travelled

Question 29

Climb

Answer 29

Climb can be entered from S&L at any speed
LPAT
LAPA
CCHT

Levelling off:
A: Anticipate level off by using 10% rate of climb
APT

Question 30

What are the various descent profiles?

Answer 30

1. Glide 140 KIAS, Idle, Airbrake In
2. Normal 200 KIAS, Idle, Airbrake In
3. Flexible Speed, power and airbrake as required

Question 31

What is Non-Specific Aim Point Technique?

Answer 31

Whenever a visual reference point is not utilised during a constant speed, powered descent (e.g. a base turn), adopt the technique that follows:

a. Power controls ROD. If desired, increase ROD by
reducing power and vice versa.
b. Attitude controls Airspeed. When changing ROD,
adjust attitude accordingly to maintain desired
descent speed.

Question 32

What is Specific Aim-point Technique?

Answer 32

When utilising a
visual reference point to descend towards/on a specific
glidepath to (e.g. final approach to a runway), adopt the
technique that follows:
a. Attitude controls Aim-point. Lowering the attitude
will shift the aim-point closer to the aircraft, and
vice versa.
b. Power controls Airspeed. When changing aim-point,
adjust power accordingly to maintain desired
descent speed.

Question 33

Why stop trimming at 120KIAS for stall?

Answer 33

This is to (1) prevent
a significant nose drop during the stall if
insufficient trim is applied and, (2) prevent a
significant pitch up during stall recovery when
power is applied resulting in a secondary stall
when aircraft is over trimmed.

Question 34

What is the scan pattern on downwind?

Answer 34

Heading, Height, Speed, Spacing

Question 35

When is a low level circuit flown?

Answer 35

When the cloud base in the circuit area does not allow a normal circuit to be flown

Question 36

What is the low level circuit height?

Answer 36

500ft AGL

Question 37

What is a normal circuit height?

Answer 37

1000ft AGL