SYSNAV Gauge Flashcards
90 degree turn
1% of GS or 1.7nm
Or when track changes
OOL
Out of Limits
ATIS on
when turning on equipment
Wind correction timings
1/2 w x minutes in leg
RADALT settings
HAT - ILS
250 - with FAF non precision straight in
400 - non precision straight in (no FAF)
400 - non precision circling
Tracking
Opposite letter
Cat C circling
400’
4.2nm
Rate of climb
2000/min, 180kts
Rate of descent
1500/min
200kts
Descent profile
3nm/1000’
9nm/3000’
Minima correction
Pressure error correction (PEC) +20’ ILS
Actual QNH -100
Area QNH +50
Tolerances
GEC 0.5nm
Altimeters 60’
-altimeters 60-75
Compasses 2*
-aux compass 2*
NDB 5*
VOR/TACAN 1/2 scale deflection
DME 2nm
RNAV 2nm
Climb Altimeter Calls
10 MSA 25 MSA Leg safe Transition Alt alert 1000'
Descent altimeter calls
Transition 5000' Leg safe 25 MSA 10 MSA 1000 before limiting Post IAF 200 before Minima
Suitable airfield
- Ceiling SCT and below, above HAT/HAA +500
- visibility +2000
Timings
Plan: doors -2hrs 15
Brief: doors -1hr
Doors: flightpro
ETD: doors +30
King air take off ceiling and visibility minima
0 feet
550m
60min to alternate
Obstacle clearance height
Circling altitude or
10/25nm - 400ft
Taxi fuel
Fuel required for engine start and taxi to the take off point
Departure allowance
A quantity of fuel necessary for airfields with lengthy departure procedures
Flight fuel
Fuel for take off, climb, cruise to arrive overhead the destination at 1500 AGL; sufficient for flight in forecast winds, temp and icing
Diversion fuel
Fuel necessary to proceed from 1500 AGL overhead the destination to the missed approach point at the destination, and then proceed at appropriate alt to arrive overhead the alternate airfield at 1500 AGL
Variable fuel reserve
Percentage of flight fuel if holding an alternate
10% - compensate for unplanned fuel consumption
Unplanned fuel consumption due to:
- Non availability of planned higher cruising levels
- Avoidance
- Winds, temp or icing conditions worse than forecast
- fuel leak
- incorrect power setting
Fixed fuel reserve
Fuel required for 30 minutes at 1500 AGL above landing field in ISA conditions
Usually retained in tanks at end of landing roll (can be used for manoeuvring in vicinity of airfield)
Minimum fuel reserve
Minimum useable fuel with which aircraft should arrive 1500 AGL overhead airfield
Fuel for 45 minutes holding at 1500 AGL in ISA
Includes FFR plus 15 minutes for approach and landing
Holding fuel
Fuel for flying a specified period of time
Where holding fuel is required at the alternate as wells the destination, only the required holding fuel for the alternate beef be carried
Contingency fuel
Additional fuel got preflight requirements for diversions due emergencies etc
Arrival allowance
Fuel got ms levering airfields with lengthy arrival procedures
Additional fuel
Excess to preflight minimum operational requirement
Minimum operational requirement
Min fuel IAW fuel policy requirements
Suitable airfield
Forecast not to require an alternate within the time period either side of the planned ETA (FIHA)
Where holding is required, airfield is only suitable if required holding fuel is carried
Acceptable airfield
Forecast not below landing minima within required time period
Holding required-only acceptable if held
Point of safe diversion (PSD)
Point furthest removed from departure airfield to which the aircraft may fly and have sufficient fuel remaining to divert to a suitable airfield with all engines operating
PSD useable fuel on board must equal or be greater than:
- Flight fuel required at normal cruise level, from PSD to suitable airfield
- VFR of 10% of the flight fuel calculate from PSD to a suitable airfield
- The MFR
- Hokdinh fuel required for adverse weather and ATC
KA350 Fuel Allowances
Taxi - 100
FFR - 300
MFR - 450
Holding fuel - 600lbs/he
Standard alternate minima SUITABLE
Conditions better than alternate minima:
- Cloud not more than SCT below relevant MDA+500
- Vis +2000m or more than landing minima
Standard alternate minima ACCEPTABLE
Conditions below alternate minima
But above landing minima
Standard alternate minima UNACCEPTABLE
Conditions below landing minima
Planning for alternate
Plan for climb and cruise to alternate from destination aerodrome
Add on to sawplan
15min and 150lbs
Joker fuel at alternate is MFR +holding
Fill in ALT in IFN (EET for origin NOT alternate)
Class A allowed; separation
IFR
All aircraft
Class C allowed; separation
All
IFR from all
VFR from IFR
SVFR from SVFR
Class D allowance; separation
All
IFR from IFR, SVFR
SVFR from SVFR
Class E allowance; separation
IFR, VFR
IFR from IFR
Class G allowance; separation
All
None
Storm window opened at
13500’
QNH Altimeter setting
1013+ = FL110
997-1012 = FL115
980-996 = FL120
963-979 = FL125
Ant operating limits
0-40, 10,000
Temp light at 5-0, 35-40
Flashing LED till steady at 50
At 50 tell pilot to pull circuit breaker
Pressure limit at 10,000
Passenger masks at 12,000
Master warning at 12,500
RVSM
ICAO standard allowing 1000’ separation between RVSM AC FL290-410
Altimeters in checklist conspired
off plate elevation
DORTA
Database - checks currency (DATA-NAV DATA)
Overfly - specifying Navajo on approach plate as overfly point (FPL-OVFLY, * on selection)
RAIM - checking GNSS is self monitoring its accuracy (FPL-MENU-RAIM pred); will rain check ensuring 15min either side of AF ETA
Terminal - for accuracy during GNSS arriv should auto cycle 30nm from AF (with T - XTR) (NAV-MENU-DISPLAY-TERMINAL)
Azimuth Aid - aid on plate displayed on instrument used for azimuth tracking (Aid for MAPt)
Visual departure can only be conducted
- Cloud base high enough for climb in VMC to LSALT/MSA
- Maintain TR/HDG from ATC
- Above 500ft above CTA LL
- Visually maintain obstacle clearance
Visual approach criteria
- Within 30nm not below LSALT/MSA/DME step until established
- Clear of cloud
- Establish and maintain visual reference to ground or water
- Vis 5000m+ or aerodrome in sight
Night: same + within 30nm or ATS surveillance service assigned MVA to intercept final or circling
Divert circle
(Clockwise from top left) Length (5000ft) Pavement concession number (4, 92psi) Fuel (f34, jet a-1, f44) Lighting (LIRL)
If ANT shuts off what is still on?
EMU FMS2 Backlighting ICS HF2
ATC direction
1 minute to comply
Possible reasons for TAS check discrepancies
Power wrong
Human error
ISA
Other equipment on
Altimetry rate
1000’ = 40 seconds
EDP/ETPs
- Halfway between fields marked on route
- Measure AF to EDP
- Going 190=3nm/min; dist/3=min
- Min as clock code = fraction of 60
- Apply fraction to w/v = amount move upwind
ATC responsibilities issuing visual departure
Cloud base above height for pilot to maintain VMC below MVA/MSA/LSALT
Pilot responsibilities for visual departure
Cloud above MSA/LSALT climbing to
Established on track for Vis departure
5nm
Altitude requirements for visual approach
Day:
- Higher than 500’ above CTA LL
- Not below lowest permissible altitude
Night:
1. LSALT/MSA/DME step/CTA+500 or assigned altitude
Until -
2. Wishing the circling area
3. AD in sight
4. Within 5nm, aligned with RWY centreline not below on slope T-VASIS/PAPI
5. Within 10nm, on GO, under azimuth deflection
VFR: above lowest permissible alt until 3nm and AD in sight
Discontinue IAP
Day:
- 30nm, above MSA/LSALT/DME/MDA
- Clear of cloud
- In sight of ground or water (maintaining)
- 5000+ or AD in sight
- Maintain criteria within circling area
Night:
1. above MSA/LSALT/DME/MDA
2. Clear of cloud
3. In sight of ground or water (maintaining)
4. 5000+ or AD in sight
5. Maintain criteria within circling area
Or 5nm (7nm ILS/GLS) aligned with RWY centreline above slope T-VASIS/PAPI
Or 10nm established on GP within azimuth
CAVOK
- 10k+ Vis
- No cloud below 5000 or 25 MSA
- No CB or TCU at any height
- Nil significant weather
DSPT
Wind from CP & w/v aid EHSJ Or ATIS wind, convert to M, apply
Fuel sitrep
Trend said as is reducing/increasing, not from amount originally planned
In spare flight time
Fixes
Study map airspaces, next event
Troughs
Have different weather on either side
Weather just in front of trough is worst
POD Sector entries
Parallel
Offset
Direct
INP tolerances
Terminal = 1 Enroute = 2 Approach = 0.3
Anti ice ON
More torque - reset
- if resets: uses 45lbs/engine/hr more
- no reset: uses 40lbs/engine/hr less but 20kt slower
Top aid is
Aid for the AF/route
Also what ATIS is on
{
Means colocated
RTCC clearance
1000’/3nm
GEC at holding point
Check system position against most suitable navaid at AF
Within 5nm/10* of reference navaid
RMT - FPL MENU - POS TO WPT ID
Input navaid; compTR and dist
TAF in True
ATIS/AWIS in Magnetic
DME approach where maintain?
DME approach must maintain in sector once passed the FAF
IFN submitted
At least 30 minutes before departure NAIPs Fax Phone Radio (flight watch)
ATS notified of IFN changes
Flight rules Route Landing Alt Cruising level Route interval/next reporting point +2min POB Mach number Navaid serviceability ETD if exceeds 30 min change SARTIME
TAF TTF updated when?
More than 1 hour outside departure time
TTF or TAF
TTF
If flight time exceeds 3 hour validity of TTF return to TAF
Lowest possible LSALT
1500
MSA provides separation
1000’
5nm
MVA
Minimum vector altitude
Only available in radar environment
Set local QNH
Within 100nm of airfield
Joker fuel
Min fuel required to complete mission and return home with required reserves
Bingo
Fuel to divert from current location to destination airfield with fuel reserves
Altitude bingo
Calculated with NCP, ISA and FL
Depressurised bingo
Calculated with 190TAS, 540lbs FF
Pessimistic view of 10,000 MRP on ISA+10 day
Inflight rules of thumb
NCP - mid FL - 3lbs/nm
MRP - mid FL - 2.5lbs/nm
Combat fuel
Difference between current fuel and current joker fuel
Fuel for additional tastings
PLE
Prudent limit of endurance
Divide: current fuel(fuel available-bingo) / current FF =Fuel for ontask
Ontask + time of fuel reading = PLE
FF management methods
Climbing to reduce FF
Descending out of strong headwinds
Increase power for higher cruise ceiling
Reduce power = range increase within alt restricted
Cruise climb
Shorten track
LSALTs no spot height/obstacle
Choose next contour
5999
Ka350 Crosswind limitations
30kt
ANT 25kt
Wet 20kt
Generator failure in flight ANT auto off
If fails to auto or on the ground (weight on wheels) must manual off
ANT OPERATIONS GO TO
IF IN DOUBT TURN OFF
IF STILL NO GO PULL CURCUIT
RNP
Required navigational performance
Terminal 1
Enroute 2
Approach 0.3
For DTO briefing
Use proper Turn Point brief
Notify ATC of speed change
5% TAS or 0.01 Mach
ATIS and AWIS validity
AWIS - 15min
ATIS - continually updated
Update from crew if tracking due ATC
TCAS any traffic visual for you as to why we’d track like this?
Lower alt
Going slower, flying time longer time and more fuel used
DTO briefing
Just TP and TTAF
