Trans Checkride GK Flashcards
Abort Start Procedure
AUTO start mode: PMU should terminate start sequence
MANUAL abort start if:
1. HOT: 871-1,000°C (>5 sec) OR likely to exceed 1,000°C
2. HUNG: normal N1 increase halted
3. NO: no rise in ITT within 10 sec of fuel flow indications
4. BAT BUS annunciator illuminates
5. ST READY annunciator extinguishes or PCL is moved
BAT BUS (red)
Battery Bus INOP
GEN BUS (red)
Generator Bus INOP
PMU FAIL (red)
PMU failure
- auto control of torque, ITT & N1 is lost
- prop governing (& overspeed protection) provided by mechanical overspeed governor
GEN (red)
Generator INOP
- loss of systems powered by gen
- loss of battery charging
CKPT PX (red)
Cockpit overpressurization
> 3.9 - 4.0 psi
CANOPY (red)
canopy unlocked/unsafe
FUEL PX (red)
< 10 psi in fuel motive flow/return flow supply line
OIL PX (red)
≤ 40 psi - above IDLE
15 - 40 psi (5 sec) + OIL PX (amber) - IDLE
≤ 15 psi - IDLE
OBOGS FAIL (red)
OBOGS system malfunction
- failure of OBOGS heat exchanger, concentrator, bleed air supply, electrical system interface, or excessive leakage
- engine off or battery failure
CHIP
engine chip detector indicates oil contamination
CKPT ALT (amber)
cockpit pressure altitude
> 19,000 feet
DUCT TEMP (amber)
Environmental duct or defog duct > 300°F
HYDR FL LO (amber)
hydraulic reservoir fluid
< 1 quart (55 cubic inches)
BUS TIE (amber)
BUS TIE switch open OR
bus tie inoperative
FUEL IMBAL (amber)
- fuel imbalance > 30 lbs (2 min)
- fuel probe fail
- EDM fail
EHYD PX LO (amber)
Emergency hydraulic pressure
≤ 2400 ± 150 psi
OBOGS TEMP (amber)
OBOGS temp >200°F
TAD FAIL (amber)
Rudder trim aid device failure
L FUEL LO (amber)
R FUEL LO (amber)
wing tank < 110 lbs usable fuel
PMU STATUS (amber)
(1) PMU has detected & accommodated a fault in-flight OR
(2) weight-on-wheels switch failure
OIL PX (amber)
40 - 90 psi (10 sec) - above IDLE
15 - 40 psi - IDLE
[+ OIL PX (red) @ 5 sec)
IGN SEL (green)
Ignition on
M FUEL BAL (green)
FUEL BAL switch - MANUAL
ST READY (green)
PCL positioned for auto start
BOOST PUMP (green)
(1) BOOST PUMP switch selected
(2) PCL positioned for auto start
(3) low pressure switch
ANTI ICE (green)
PROBES ANTI-ICE switch on
TAD OFF (green)
Rudder trim aid device off
TRIM OFF (green)
TRIM DISCONNECT switch activated
FAIL FDR (amber)
IDARS has failed; notify mx
- IDARS = Integrated Data Acquisition Recorder
MAINT FDR (green)
IDARS memory is 80% full or over-G may have occurred; notify mx
Land as Soon As Possible
An emergency shall be declared & landing accomplished at nearest suitable landing area
- consider emergency severity, wx, field facilities, lighting, command guidance
Land as Soon as Practical
- Emergency conditions less urgent
- mission should be terminated
- immediate landing may not be necessary
Suitable Landing Area
hard surface runway, taxiway, over/underrun
- unprepared surface or ditching not recommended
Effect of Batt Bus Fail on configuration & TP stalls
- ldg gear ctrl/indication INOP
- trim & TAD INOP
- hydraulic px INOP
- HYD FL LO annunciator INOP
Use emergency landing gear extension
Effect of Gen Bus on configuration & TP stalls
- gear & flap indications normal
- bat bus will still be powered if bus tie still working
Effect of Hydraulic Fail on configuration & TP stalls
HYDR FL LO (<1 qt) /
hydraulic px < 1800 psi
- landing gear INOP
- flaps INOP
- speed brake INOP
- NWS INOP
EHYD PX LO: emergency landing gear & flap extension INOP if < 2400 ± 150 psi
Effect of AOA computer fail on TP stalls
- AOA indexer INOP
- no stick shaker
- aural tones/warnings for CWS INOP
- aural tones/warnings for landing gear INOP
- fly known pitch & power
Initial indications of engine failure/flameout
- loss of power & airspeed
- rapid decay of N1, torque, & ITT
- propeller moves toward feather due to loss of oil px
- N1 may indicate 0% within 5 sec (even if not seized)
- GOOF lights: GEN, FUEL PX, OIL PX, OBOGS FAIL (PMU FAIL & CKPT ALT)
Engine Oil Quantity Limits
- service oil level within 30 minutes of engine shutdown
- most accurate results: 15-20 min after engine shutdown
- normal oil level: between ADD & MAX HOT
- only use dipstick to ascertain
Battery Starter Limits
- 23.5 V: do not attempt battery-powered start (use external power)
- < 22.0 V: don’t use external pwr
- starter duty cycle: 4 20-sec cycles (20-sec motor cycles)
- cooling periods:
30-sec | 2 min | 5 min | 30 min
Propeller Limits
Prohibited range for sustained ground operation: 62-80%
Propeller overspeed limit
(max Np): 110%
Maximum Operating Airspeed
V(MO) = 316 KIAS ≤ 18, 769’ MSL
M(MO) = 0.67 mach > 18,769’
V(G)
Turbulence penetration speed = 180 KIAS (recommended)
195 KIAS (max)
Operating Maneuvering Speed
V(O) = 227 KIAS
the speed above which full or abrupt control movements in 1 axis can result in structural damage
* below 227 KIAS, aircraft will stall before over-G
* full rudder deflection above 150 KIAS will exceed limits of rudder control system*
Zero-G (0-G) Operation Limit
5 seconds
gage tolerances: 0-G may occur at -0.25 to +0.25 G
Negative-G Operation Limit
60 seconds (including inverted)
- follow neg-G maneuvers with 60-sec upright (+G) flight
- don’t exceed -2.5 G for more than 30 sec
Prohibited Maneuvers
- Inverted stalls
- Inverted spins
- Aggravated spins past 2 turns
- Spins with PCL above idle
- Spins with the landing gear, flaps, or speed brake extended
- Spins with PMU off
- Spins below 10,000 feet PA
- Spins above 22,000 feet PA
- Abrupt cross-controlled (snap) maneuvers
- Aerobatic maneuvers, spins, or stalls with a fuel imbalance >50 lbs between wings
- Tail slides
Acceleration Limits
Clean, sym: -3.5 to 7.0 Gs
Gear/flap, sym: 0 to 2.5 Gs
Clean, asym: -1.0 to 4.7 Gs
Gear/flap, asym: 0 to 2.0 Gs
**limit AOB to 180° changes for uncoordinated rolling maneuvers initiated at -1G
Weight Limits
Max ramp weight: 6550 lbs
Max TO/LDG weight: 6500 lbs
Max 0-fuel weight: 5500 lbs
Max weight in baggage compartment: 80 lbs
Max weight on glareshield: 8.5 lb
Landing Limitations
- NWS & Defog OFF for landing & takeoff
Touchdown max VSI:
- 600 fpm (3.7 Gs)
[tire pressure 185 ± 5 psi]
- 780 fpm (5.1 Gs)
[tire pressure 225 ± 5 psi]
Barrier Limits
- taxi slowly over arresting cables; power IDLE & no braking
- avoid gear contact with cable support donuts
- don’t taxi over with main gear doors open
- takeoff & land beyond cables
- eject or steer around raised net barriers
Enroute Icing Limits
- PROBES ANTI-ICE switch ON in visible moisture (prevent freezing of AOA vane & pitot tubes)
- Limit: 5,000’ band of light rime
- ascend/descend to sublime/melt
- aerobatics after icing prohibited until ice melts/sublimates
- Maneuvers w/ ice accumulation restricted to 30° AOB & 0-2Gs up to stall warning
- +10 KIAS to approach speed w ice accumulation
Fuel Limitations
- aerobatic maneuvering: 150 lbs minimum per side
- max lateral imbalance: 50 lbs
- engine operation w only engine-driven high-pressure fuel pump: 10 hours
- max fuel flow: 799 PPH
Ambient Temperature Limits for Ground Operation
-23° to 43°C
**taxiing aircraft to parking allowed in temps >43°C for <15 minutes
Cockpit Pressurization Schedule Limit
3.6 ± 0.2 psi
When does Cockpit ΔP display change to red?
4.0 psi
overpressurization safety valve opens at 4.0 psi
Ejection Seat Weight Restrictions
Nude: 103 - 231 lbs
Gear: 131.8 - 265.4 lbs
Lightweight & Heavyweight Ejection Seat Hazards
Lightweight:
- increased risk of spinal injury
- seat less stable; rotation increases
- drogue chute correction more severe
Heavyweight
- increased risk during parachute landing
- ejection seat performance for 0-alt, 0-airspeed degraded/lost
Type of Stability
positive stability in all configurations throughout flight envelope
Best Glide Speed & VVI
Clean: 125 KIAS | 1250 fpm
Gear: 105 KIAS | 1500 fpm
Artificial vs. Natural Stall Warning
Artificial
- stick shaker (activated by AOA system)
~ 5 knots before stall
Natural
- light aerodynamic buffet
~ 3 knots before stall
Roll-Off Tendency
Power-off: right roll-off occurs near full aft stick
Power-on: left roll-off before full aft stick (engine torque)
above 60% torque: full right rudder & full right aileron may not prevent a left roll-off at stall
Configuration Effect on Stalls
landing gear → little effect
flaps → aggravates roll-off tendency
speed brake → negligible
fuel imbalance → negligible
Define OCF
OCF - seemingly random motion of aircraft about 1 or more axes, usually resulting from stall in which inertial forces on aircraft exceed authority of aerodynamic controls
- when aircraft doesn’t respond immediately to flight controls
Define Post-Stall Gyrations
Post-stall gyrations - motions of aircraft about 1 or more axes immediately following stall and prior to incipient spin
- uncommanded motions about any axis
- controls no longer effective
- stalled/near stall AOA
- erratic airspeed indications
- random turn needle deflections
Define Spiral
How does a spiral differ from a spin?
rolling or yawing motion of the aircraft
- not steady-state
- increasing through 160 KIAS
- motions are oscillatory
Why are spins prohibited below 10,000 feet MSL?
High stress on propeller occur during spin with RPM below 80%
PMU artificially maintains propeller RPM at 80% with PCL at IDLE when aircraft is above 10,000’ PA to prevent high stress on propeller
Describe an Erect Spin
- Airspeed 120-135 KIAS
- spin rotation rate: 2-3 sec/turn
- altitude loss: 400-500 feet/turn
- AOA: 18+ units
- Needle: fully deflected in direction of spin
Altitude Loss for Erect Spin
vs. Steady-State Spin
Altitude loss: 400-500 feet/turn
Dive recovery: 1500-2000 feet
Steady-state spin: ~4,500 feet for 6-turn spin
How does RCR, headwind & temperature affect TOLD?
RCR:
- Dry → decreases TOLD
- Wet/Icy → increases TOLD
Headwind:
- HW → decreases
- TW → increases
Temperature:
- Hot/high → increases
- Cold/low → decreases
Pressure altitude:
- High PA → increases
- Low PA → decreases
What is RCR?
Runway Condition Reading - measure of braking friction coefficient (2 - 26)
Dry = 23 - Good
Wet = 12 - Medium
Icy = 5 - Poor
V(B)
Max Braking Speed (V(B)) - max speed from which the aicraft can be brought to a stop without exceeding the max design absorption capability of the brakes (3.96 million foot-pounds)
used to calculate abort speed
Assumptions for Max Abort Speed
the max speed at which an abort may be started and the aircraft stopped within the remaining runway length
Assumptions:
(1) 3-sec reaction at Max Abort Speed to recognize decision to abort & select idle
(2) 3-sec period to apply brakes after idle power selected
(3) 20-knot increase during 6-sec period of recognition to braking
when abort speed is above rotation speed, rotation speed becomes abort speed
Max Range vs. Max Endurance
Max Endurance - greatest flying time (endurance) per pound of fuel remaining [8.8 units]
Max Range - greatest flying distance (range) per pound of fuel remaining [4.9 units]
Long Range Cruise
the level flight speed above the max range speed which yields 99% of max range
Landing Distance Assumptions
(1) 3° approach to 50’ obstacle
(2) Idle power and threshold speed determined by chart at 50’
(3) 2-sec delay from touchdown to initiation of braking
(4) Max braking obtained once aircraft on ground & continues to full stop
(5) Braking coefficient for dry rwy corresponds to RCR of 23
Taxi Spacing Restrictions
Staggered - 75 feet
In Trail - 150 feet
Ice/snow or night - 300 feet
When should your helmet visor be down?
Any time the canopy is closed
*wear clear visor at night
* optional during period of low visibility
When should you wear a G-suit?
when anticipating 2 or more Gs during any portion of a sortie
- aircrews will have a hook blade knife when G-suit not worn
When should you wear flight gloves?
(1) from engine start until engine shutdown
(2) flight gloves should be worn during exterior inspections
Methods to Reduce FOD
(1) not approach or allow others to approach an operating engine
(2) avoid using excessive power
(3) avoid prop or jet blast from other aircraft
(4) ensure loose items are secure in the cockpit before opening the canopy
(5) do not place objects on canopy transparency
Joker Fuel
the brevity term for pre-briefed fuel quantity above Bingo at which separation, bug out, or event termination should begin and proceed with the remainder of the mission
Bingo Fuel
the brevity term for a pre-briefed fuel quantity that allows the aircraft to return to the base of intended landing or alternate using preplanned recovery parameters and arriving with normal recovery fuel
Normal Recovery Fuel
fuel on initial or at FAF at the base of intended landing or alternate
*200 lbs or whatever is established locally (whichever is higher)
When should you declare minimum/emergency fuel?
when it becomes apparent that the fuel remaining at final touchdown will be less than the required
*after declaring, add fuel status call & amount of fuel remaining (minutes) to each new ATC facility
Use of LDG Flaps
Crosswind limit (steady state or gusts)
> 10 knots
*Use LDG flaps for full-stops when heavy weight flaps up landing distance ≥ 80% of actual field length
Low Approach vs.
Restricted Low Approach
Low Approach - aircraft will not touch down
Restricted Low Approach - will not descend below 500’ AGL (or altitude specified)
Minimum Runway Length
[Normal vs. Emergency]
Normal: 4,000 feet x 75 feet OR heavy weight flaps up landing ground roll plus 500 feet (whichever is greater)
Emergency: consider winds, runway conditions & environment, energy state, etc.
Weather Clearance During OCF
- 7,000 feet of airspace & clear of clouds below entry altitude required to remain out of IMC during recovery
- OCF recoveries should occur at least 3,000 feet above clouds
Minimum Altitude Restrictions
(1) perform all parts of aerobatic maneuvering & simulated EPs above 6,000’ AGL
(2) do not begin OCF spin training below 13,500 feet MSL
(3) minimum solo enroute altitude = 5,000’ AGL
(4) VFR non-local, point-to-point navigation min alt = 3,000’ AGL
(5) complete slips by 300’ AGL
Dual Only Maneuvers
(1) rolling takeoffs
(2) stalls
(3) slow flight
(4) stability demo
(5) contact recoveries
(6) intentional spin entry
(7) simulated EPs
(8) straight-in approaches
(9) low-closed patterns
(10) uncontrolled airfield ops
Weather Required for Non-Precision GPS Approaches
RNAV: day VMC
- cannot fly SIDs, STARs & DPs with RNAV in the title
GPS Database Currency
- check Jeppesen NAVDATA alerts, change notices & NOTAMs before each flight
- if database is expired, GPS cannot be used as primary source of IFR navigation
FDE for GPS Use
FDE = Fault Detection Exclusion
- check FDE before using GPS as primary course of IFR navigation
- loss of FDE = unacceptable degradation of system performance
Max Aircraft in Pattern at Uncontrolled Airfield
4 total (military or civilian)
Overhead Pattern vs. Rectangular Pattern
- left turns unless otherwise indicated
- no overhead patterns with civilian traffic in pattern
- instrument approaches, overheads, rectangular patterns & ELPs may be flown
Max Airspeed at an NTA
- 200 KIAS or less for the pattern
- approach operations within 1,500’ AGL & 3 NM of field
High Surface Wind Restriction
Max: 35 knots (steady state)
*requires OG/CC approval:
- wave heights > 10 feet
- surface winds > 25 knots
High Swell Restriction
over-water flights with forecasted or actual wave heights > 10 feet
Solo Flying Recommendations for Engine Malfunction vs. Engine Failure
Engine Malfunction → PEL
Engine Failure → strongly consider ejection; may attempt FL if min runway requirements are met
Tire Wear Criteria
Local - no red chord
O&B - no chord
XC - tread remaining
Nose - tread remaining
Ejection Seat Pin Installation
- insert after landing & clearing runway, prior to taxiing onto parallel taxiway
- fully inserted at all times under covered area
Procedures for Dropped Pin
- complete After Landing checklist,
- ISS - SOLO,
- have Redstick coordinate maintenance to marshal to uncovered parking
- shutdown and run normal checklists
- open canopy enough to retrieve auxiliary pin
Contact, Instrument & Formation MOAs
Contact: 1, 2, 6, 7, 9, 10
Instrument: 3, 4, 5, 9, 10
Formation: 3, 4, 5
All: 8
Burr areas used for overflow
MOA Altitudes
Low: 7,000’ - 12,000’
High: 15,000’ - 22,000’
altimeter 28.92-29.41: 21,000’
altimeter 29.42-29.91: 21,500’
Proceeding into Lateral Confines of Area
can proceed to lateral confines if (1) established on PIIPE/FORDE & (2) level at 13,000’
Proceed Direct: proceed direct at last assigned altitude & request climb/descent within lateral confines
Expected Recovery & Altitudes from MOAs
- expect altitude assignment prior to leaving area
- High RIO (14,000’): low areas 4/5/7/8/9/10
- Low RIO (6,000’): low areas 1/2/3/6
Pattern Priorities
- Emergency
- Min Fuel
- Formations
- Radar Entries
- Established in pattern
- VFR entry
Pattern Comm Priorities
- Safety of flight / emergency / deconfliction / separation
- Clearances or acknowledgements
- Gear down calls
- Position reports
- Requests
Turning Crosswind
Dep Leg: ½ mi past DER - 1 mi past DER
BP St-Thru: DER - DER
Offset: DER - ½ mi past DER
Center: cleared - breakout point
When to Not Break or Request Closed
No Break
(1) conflict on inside downwind
(2) 5-mi & 2-mi on straight-in
(3) between “report HK” & LK
(4) orbiting HK
No Closed:
(1) between initial & break
(2) 5-mi & 2-mi on straight-in
(3) between initial & halfway between HK & LK
When to Request High Key
(1) no more than 3 (Honcho)/5 (Wizard) in pattern
(2) no one breaking out
(3) no one between “report HK” & “report LK”
Taxi Right of Way
- exiting runway gives way taxiing on parallel runway
- aircraft on taxiway returning gives way to aircraft taxiing to depart
Aircraft on Taxiway Alpha
- T-6/T-1: 4 (combined)
- T-38: 6 (3 per side); only 2 aircraft max on a given side
What to do if unable VMC in the MOA?
VMC in MOA: 3 SM visibility / clear of clouds
- advise controller
- IFR separation will be provided until pilot advises 3 SM & clear of clouds
RSRS Distances & Procedures
Reduced Same Runway Separation
- T6/T6: 3,000’ - low approach behind T&G, T&G behind full stop, full stop/T&G behind formation (both cold)
- formation, T38, T1/T6: 6,000’
- other trainer/T6 formation: 6,000’
- no RSRS: 6,000’
When does RSRS not apply?
(1) between trainer & non-trainer aircraft
(2) “cleared for the option”
(3) between departure following arrival aircraft
(4) wet runway; 47 OG/CC approves ops on wet runway conditions
(5) safety of aircraft (determined by Tower Watch Supervisor)
T-6 Flying Status Criteria (Honcho)
- UNRESTRICTED
- SOLO (Inner Rings, Formation, Pattern Only): 3100/5
- DUAL: 3100/3
- RESTRICTED PATTERNS: 2600/3
- SIMULATANEOUS INSTR: 2100/3
- ALTERNATING INSTR: ≥ approach mins
- STOP LAUNCH: local launches stopped
- WX RECALL: recover 250 KIAS
- 47 OG RECALL: recover 200 KIAS
- STANDBY: awaiting improving conditions
- TERMINATED: all local flying complete
T-6 Flying Status Criteria:
UNRESTRICTED
- full use of MOA & Honcho’s pattern
- XW within solo limits
- solos can mx visual reference with ground during dep, area work & recovery
- Honcho controls pattern
T-6 Flying Status Criteria:
SOLO
3100 MSL/ 5SM
- XW within solo limits
- Honcho controls pattern
- INNER RINGS:
- limited to specified areas
- mx visual reference during dep, area & recovery
- FORMATION ONLY
- mx VMC during dep, area work & recovery with sufficient ground references to visually navigate
- PATTERN ONLY
- solos can only fly in the pattern
T-6 Flying Status Criteria:
DUAL
- 3100 MSL / 3 SM *
- no solos allowed
T-6 Flying Status Criteria:
RESTRICTED PATTERNS
- 2600 MSL / 3 SM *
- no solos
- pattern entry via (1) initial takeoff, (2) straight-in, (3) closed/crosswind from center
- no breakouts
- 8 aircraft max
T-6 Flying Status Criteria:
SIMULTANEOUS INSTRUMENTS
- better than 2100 MSL / 3 SM, but less than Restricted Patterns*
- ATIS will inform recovery
- T6 recover via GBS-B unless coordinated with SOF & approved by RAPCON
T-6 Flying Status Criteria:
ALTERNATING INSTRUMENTS
- suitable approach minimums *
- all aircraft recover for instrument approach
- multiple radar patterns allowed during T6 window with prior approval
T-6 Flying Status Criteria:
STOP LAUNCH
- all local launches are stopped
- O&B/XC may launch with SOF approval
T-6 Flying Status Criteria:
WEATHER RECALL
- SOF can full stop/recall acft to VFR/radar pattern
- flying status & nearest suitable alternate will be announced on GUARD
- discontinue profiles & await sequencing for recovery
- climb to top of assigned altitude block & hold at max endurance speed
- priority: solos, divert fuel
- recover @ 250 KIAS
- status changes to STANDBY once all aircraft have landed; PATTERN ONLY once aircraft est in pattern
T-6 Flying Status Criteria:
47 OG RECALL
- recover same as WX RECALL
- recover @ normal airspeeds (200 KIAS)
- don’t contact SOF unless special handling required
T-6 Flying Status Criteria:
STANDBY
- awaiting improving conditions
- all local aircraft have recovered
- Wx ships, O&B, XC sorties have launch with SOF approval
T-6 Flying Status Criteria:
TERMINATED
- all local sorties are complete (including off-station returns) through scheduled start time of launches the next day
T-6 Flying Status Criteria:
WIZARD STATUSES
- Closed
- In Place
- Restricted Patterns
- Restricted Patterns/Uncontrolled
- Uncontrolled
- Dual
- AHC Sterile
- Solo In Pattern
T-6 Flying Status Criteria:
SOLO IN PATTERN - Honcho Vs. Wizard
Honcho: 3100 MSL / 5 SM
Wizard 13: 3100 MSL / 5 SM
Wizard 31: 5500 MSL / 5 SM
* requires VFR operations to & from Wizard & Rio One arrival
Procedures of Insufficient Radar Separation:
DUAL or better
- climb/descend to 2600’ MSL & turn to the WEST
- contact RSU: “insufficient radar separation, proceeding to VFR entry”
- do not cross ground tracks until at 2600’ MSL
- enter pattern through VFR entry
Procedures of Insufficient Radar Separation:
RESTRICTED PATTERNS
- maintain 2100’ & turn toward corner of crosswind & outside downwind
- contact RSU: “insufficient radar separation, proceeding towards outside downwind
- enter patterns on crosswind/ODW
- maneuver to avoid conflict or perform 360° turn to the west
Runway Change Procedures
@ RCT:
- climb to breakout altitude
- maintain pattern groundtrack
- exit 90-to-initial (turn away from pattern)
- descend & re-enter for new runway
Completion of Checklists, Interruptions & Responsibilities of the Pilot Flying
- PF = only 1 actively controlling aircraft at a time
- PF responsible for completion of all checklists
- attempt to complete checklist without interruptions
- restart checklist at first step or 2-3 steps prior to missed or interrupted step
- do not start new checklist until completing previous checklist
Straight-Through Initial Procedures
- continue through initial at TPA & 200 KIAS
- @ end of break zone, call: break point straight through”
- @ DER: turn crosswind (clear for other aircraft)
Breakout Procedures
- max power
- climbing turn away from conflict
- raise gear & flaps & confirm before 150 KIAS
- level off at breakout altitude & fly to VFR entry
- make radio call when able
- arrive at VFR entry at TPA with wings level
** never breakout from final turn, perform a go-around **
Go-Around Procedures
> 500’ AGL: power as required
≤ 500’ AGL: power as required; wait for positive climb indication before raising gear & flaps
* landing phase: PCL - MAX; mx landing attitude; positive climb before raising gear & flaps
* Offset to avoid overtaking aircraft on runway performing TO/T&G
- turn ~20° away from runway & parallel
- add “offset” to C/S for RSU requests
ORM 3-2-1
- used for Forced Landing *
O - On profile for field of intended landing
R - Runway in sight
M - in a position to safely Maneuver & land
3: 300’ AGL - final decision to continue or eject
2: 200’ AGL - confirm & report gear down
1: 100’ AGL - centerline
Zoom/Glide Actions
- trade airspeed for altitude
- initiate 2-G pull-up to a 20° angle of climb until approaching 20 KIAS above desired glide speed
- 0.5-G bunt-over to capture desired glide speed
- TCCCBIP *
ELP/HAPL Calculations:
DME Method
½ DME + Key
= (distance to field/2) + HK (3000’) or LK (1500’)
** add field elevation **
ELP/HAPL Calculations:
Altitude Method
Determine Max Glide Distance:
[current MSL alt - Key - field elevation] x 2
/ 1000 = Max Glide Distance (NRST)
Describe High Key to Landing
- HK: 3000’ AGL - 120 KIAS - gear down -
⅓ down runway - runway heading - wings level
** ORM 3-2-1 **
- XC: 2200-2300’ AGL - 120 KIAS - gear down - perpendicular to runway heading
- LK: 1500’ AGL - 120 KIAS - gear down + flaps TO - ⅔ WTD abeam intended point of touchdown - fuel filler cap on runway
- BK: 600-800’ AGL - 120 KIAS - gear + flaps LDG
- Final: 110 KIAS - gear down + flaps LDG - plan for 1,000’ final prior to intended point of touchdown
Required Check prior to Spins & Stalls
CLEF check:
- C: Clear the area & CWS panel
- L: Loose items stowed
- E: Engine within limits
- F: Fuel balance within 50 pounds
When can a destination be filed to?
- 1 hour before to 1 hour after estimated time of arrival
- at or above lowest compatible approach minimums
- TEMPO lines may be below minimums
- straight-in or sidestep: must meet required mins
- circling approach: must meet ceiling & prevailing visibility minimums
When is an alternate required?
- compatible instrument approach not available at destination
- predicted weather from 1 hour before to 1 hour after ETA (including TEMPO) are less than indicated
- ceiling of 2,000’ AGL & 3 SM visibility
- forecasted crosswinds outside of limits
What disqualifies an alternate?
- all compatible approaches require unmonitored NAVAID
- airfield does not report weather observations
- alternate not authorized on all compatible approaches
- any not disqualifying airfield or compatible approaches in “IFR Alternate Mins” section
Control & Performance Method
- ESTABLISH pitch & power
- TRIM
- CROSSCHECK
- ADJUST
ILS Usable Range
18 NM within 10° sector
10 NM for remainder of coverage
Localizer vs. LDA
Localizer offset > 5° from centerline = instrument guidance system
Localizer offset > 3° from centerline = Localizer Type Directional Aid (LDA)
NAVAID Station Passage
- VOR & VOR/DME: TO-FROM indicator makes first positive change indicating FROM
- TACAN: range indicator stops decreasing
- ADF: bearing pointer passes 90° to inbound course
Established on Track
- ½ scale deflection
- LOC: full-scale deflection
- RNAV: 1x required accuracy
- NDB: ± 5° of required bearing
Aircraft Category
A: < 90 KIAS
B: 91 - 120 KIAS
C: 121 - 140 KIAS
D: 141 - 165 KIAS
E - 166+ KIAS
H - Helicopters (may use Cat A minima)
Weather for Arrival
- don’t begin descent/approach if wx < mins
- St-in/sidestep: use prevailing vis or RVR
- Circling: use ceiling & vis in parentheses
- if wx drops below mins during approach, continue to MAP
- do not fly to airport if hazardous wx reported
Requirement Prior to Initial Descent
- review IAP
- review weather
- check heading & attitudes
- coordinate lost comm procedures
- reduce to maneuvering airspeed prior to IAF
NTA Position Calls
- in addition to VFR CTAF calls *
- established on final approach or released by ATC
- departing FAF inbound
- completion/termination of approach
- executing missed approach
Equipment Required for Approach
/ = more than 1 type required
- additional equipment may be needed to accomplish other portions of procedure
- notes will list other equipment needed
- Plan View indicates equipment required for transition from enroute to IAP
Method for Procedure Turns
- 45/180
- 80/360
- Base Turn/Teardrop
When to Not Fly a Procedure Turn
SNERT
S - Straight-In
N - NoPT
E - Established on inbound course
R - Radar vectors to final approach course
T - Timed approached from holding fix
Description & Depiction of HILPT
- type of course reversal
- holding pattern printed in heavy black line in plan view & established over IF or FAF
DA vs MDA
DA = Decision Altitude
- specified altitude (MSL) on an IAP in which the pilot decides whether to continue approach or initiate missed approach
MDA = Minimum Descent Altitude
- lowest altitude (MSL) to which descent is authorized on final approach of a IAP with not electronic glideslope is provided
What is VDP?
How do you calculate VDP?
VDP = Visual Descent Point
- defined point on final approach course of non-precision straight-in IAP from which normal descent from MDA to runway touchdown may be commenced (as long as runway enviro is in sight)
VDP = HAT/(descent angle x 100)
When is a Missed Approach required?
Do not descend below MDA, DA or DH unless runway environment is in sight:
- runway & rwy markings
- runway end identifier lights
- runway lights
- visual glideslope indicator (VGSI)
- threshold/threshold markings/threshold lights
- TDZE , markings or lights
- approach lighting system (ALS)
Do not descend below 100’ above TDZE unless red terminating bars or red side row bars visible
Acceptable VOR Tolerance
Ground: within
4° of designated radial
0.5 NM of posted distance
Air: within 6°
What is powered by the Hot Battery Bus?
BEFORE-Time
- Battery Bus
- ELT
- FDR Maintenance
- OBOGS
- RAM Air Valve
- Emergency Flaps
- Clock
