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Primary Flight Training > Instruments > Flashcards

Instruments Flashcards

1
Q

Cruise Climb

A 
AS: 180
Gear: Up
Flaps: Up
Pitch: 8* NH
Torque: 100%
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2
Q

Max Rate Climb

A 
AS: 140
Gear: Up
Flaps: Up
Pitch: 15* NH
Torque: 100%
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3
Q

Fast Cruise

A 
AS: 240
Gear: Up
Flaps: Up
Pitch: 1* NL
Torque: 80%
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4
Q

Normal Cruise

A 
AS: 200
Gear: Up
Flaps: Up
Pitch: 0* 
Torque: 50% + ALT
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5
Q

Holding Airspeed (Slow Cruise)

A 
AS: 150
Gear: Up
Flaps: Up
Pitch: 3* NH
Torque: 33%
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6
Q

Basic Approach Configuration (BAC)

A 
AS: 120
Gear: Down
Flaps: TO
Pitch: 3* NH
Torque: 42%
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7
Q

Penetration (Configuration)

A 
AS: 200-250
Gear: Up
Flaps: Up
Pitch: As Req
Torque: As Req
VSI: 2000-4000FPM
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8
Q

Terminal Descent (Configuration)

A 
AS: 200
Gear: Up
Flaps: Up
Pitch: 5* NL
Torque: 20%
VSI: 2000FPM
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9
Q

Enroute Descent (Configuration)

A 
AS: 220
Gear: Up
Flaps: Up
Pitch: 10* NL
Torque: 10%
VSI: 4000FPM
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10
Q

Precision Final (Configuration)

A 
AS: 120
Gear: Down
Flaps: T/O
Pitch: 0* 
Torque: 24%
VSI: 600
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11
Q

Nonprecision Final (Configuration)

A 
AS: 120
Gear: Down
Flaps: T/O
Pitch: 1* NL
Torque: 15%
VSI: 800-1000
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12
Q

Decelerations

A

Power: 15% Torque

Attitude: Anticipate nose drop, apply back stick and left rudder

Trim: Trim out control pressure

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13
Q

Enroute Descent (Proceures)

A
  1. Report leaving current altitude for new assigned
  2. Establish/maintain a descent at 200-250 KIAS and aprox 4000 FPM
  3. Descent Checklist
  4. Approx 1000 ft prior to level off, adjust pitch to slow rate of descent between 500-1500 FPM
  5. Level off at assigned altitude and transition to desired Cruise Speed
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14
Q

Terminal Descent (Procedures)

A
  1. Report leaving assigned altitude
  2. Adjust power and speed brake as requried to control desire rate of descent
  3. Lower nose as required to maintain current speed
  4. Trim (commence descent checklist if not previously completed)
  5. Approx. 1000’ prior to level off, (retract speed brake if used) adjust power as required to establish rate of descent between 500-1500FPM
  6. Level off at assigned altitude, resetting power to maintain airspeed
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15
Q

Missed Approach

A
  1. Advance power to MAX
  2. Simultaneously raise the nose of the aircraft to 10-15° nose-high.
  3. Check for a positive rate of climb on the VSI and the altimeter. Report “Two positive rates, gear” then raise the gear.
  4. Check airspeed above 110 KIAS and report, “Above 110, flaps” then raise the flaps. When gear and flaps are completely retracted report “Gear and flaps up at (prior to 150 KIAS) kts”
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16
Q

Unusual Attitudes (Nose High)

A
  1. Recognize - Identify potential unusual attitude with attitude indicator and aircraft performance.
  2. Confirm - Verify actual attitude with the BFI and performance instruments.
  3. Relax back stick pressure, allowing the nose of the aircraft to fall to the horizon (maintain positive G).
  4. Roll the aircraft towards, but not past, 90º of bank.
  5. If the aircraft is climbing, use power as required to maintain airspeed above stall.
  6. As the fuselage dot of the miniature aircraft approaches the horizon bar, adjust bank to establish a wings-level attitude. If airspeed is low (below 100 KIAS), the nose may continue below the horizon until a safe flying speed is achieved.
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17
Q

Unusual Attitude (Nose Low)

A
  1. Recognize - Identify potential unusual attitude with attitude indicator and aircraft performance.
  2. Confirm - Verify actual attitude with the BFI and performance instruments.
  3. Roll wings level.
  4. Start pull up when the wings are level. Approaching 200 KIAS or greater, adjust power and extend the speed brake if required to insure recovery below maximum allowable airspeed.
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18
Q

Direct to a VOR (Station)

A
  1. Tune, Identify and monitor the station.
  2. Select PFD SOURCE to VOR.
  3. Select Bearing Pointer #1 to VOR.
  4. Turn shortest direction to place the head of Bearing Pointer #1 under the heading index on the HSI.
  5. Set a course in the CDI that centers the CDI with a “TO” indication.

NOTE
This can be accomplished using the “PRESS and HOLD” function at LSK LL on the PFD.

  1. Track the new course, flying a heading that keeps the CDI centered
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19
Q

Tracking

A
  1. Establish on course
  2. Maintain Heading = Course until deviation is noted on CDI
  3. Determine Direction of Wind
  4. Turn to re-intercept desired course
  5. Once reestablished, selected heading to crab into the wind to maintain course
  6. Repeat steps 4 and 5 as required
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20
Q

OVER-THE-STATION INTERCEPT

A

TIME: NR

TURN: In the shortest direction to a heading that will parallel or intercept the outbound course

TIME: NR

TRANSITION: NR
- (Initiate speed, configuration or altitude transitions as required by the situation)

TWIST / Intercept: Set the new course in the CDI. Turn to an intercept heading, use the Double-the-Angle method, not to exceed 45°.

TALK - Make voice reports as required.

21
Q

RADIAL / RADIAL INTERCEPTS

A

Course - Radial - Course

  1. Tune, Identify and monitor the NAVAID (TIM)

2, Set new course in CDI (Outbound/inbound)

  1. Turn to an intercept heading (Tail - Radial - Turn)
  2. Determine type of intercept (Outbound or Inbound)
    ~ 45: Put desired course on 45* benchmark at TOP of HSI
    ~ Double the angle if inbound within 5nm
  3. Turn onto new course and track
22
Q

RADIAL / ARC INTERCEPT

A
  1. Determine Lead DME (turn radius for 90* turn) (0.5% of GS for SRT)
  2. Determine direction of turn
  3. At lead DME, turn to place head of bearing pointer on 90* benchmark
  4. Check DME
  5. Commence arcing procedure
23
Q

ARCING

A
  1. Change heading to keep head of bearing pointer on the 90* benchmark
  2. If DME changes w/ head at 90* benchmark, crosswind adjustment needed.
  3. To maintain DME: Keep bearing needle head on bench mark
    - To increase: Place below
    - To decrease: Place above
24
Q

ARC / RADIAL INTERCEPT

A
  1. Set CDI to new course
  2. Determine Lead Radial
    - (0.5% of GS x (60/DME)
    - Ex: 160 GS and 10 DME
    - - 160 x .05 = .8
    - - 60/10 = 6
    - - .8 x 6 = 4.8
    - - round up to 5
    - - Begin turn 5 radials prior to new course
  3. At lead radial, turn onto new course
25
Q

POINT TO POINT

A
  1. TIM to correct NAVAID
  2. Set New RADIAL in CDI
  3. Turn to heading between head of bearing pointer and head of CDI (Split some Heads)
  4. Update heading enroute with pencil method
    * 5. If arriving at DME first, turn to split bearing and CDI with 90 benchmarks
    * 6. If arriving at radial first, turn to track inbound/outbound toward fix
26
Q

PROCEDURE TURN APPROACH

A
  1. 5 NM prior to IAF, slow to 150.
  2. At IAF station passage, execute 6 T’s:

Time - NR
Turn - Shortest direction to outbound course
Time - 1 min when wings level or abeam station (last)
Transition - Descend if Necessary (15% Q)
Twistercept - Set CDI to outbound, intercept course
Talk - As required

  1. Level off at PT altitude
  2. After 1 min, execute 45/180 course reversal. Start clock at wings level for 1 minute. Twist inbound course.
  3. At end of 1 minute, execute turn toward inbound course.

a. If bearing pointer head is not within 5* of inbound course, stop turn on heading depicted on barb
b. If head is within 5*, continue turn and roll out with DTA intercept

  1. Intercept and track inbound course
  2. Once within 5NM of FAF, configure BAC (Slowdown then comedown)
27
Q

TEARDROP APPROACH

A

Non-depicted tear drop authorized variant for PT. Outbound radial offset 20* to barb side.

  1. 5 NM prior to IAF, slow to 150
  2. At IAF station passage, execute 6 T’s:

Time - NR
Turn - Shortest direction to outbound course
Time - 2 min outbound (wings level or abeam, last)
Transition - Descend as required
Twistercept - Set outbound course in CDI.
Talk - As required

  1. Level off at PT altitude
  2. After 1.5 minutes, twist inbound course
  3. At 2 min, execute turn to inbound course. Note position of bearing pointer:
    a. If head not within 5* of course, stop turn with 45* intercept
    b. If head is within 5* of course, roll out with DAI
  4. Within 5NM of FAF, configure to BAC. (Slow down then come down)
  5. Comply with rest of IAP
28
Q

When dont you do a PT?

A 
SNERT
S: Straight in
N: NoPT 
E: Established in holding pattern and cleared for app
R: Radar vectors
T: Time approach
29
Q

Non-Precision Approach (FAF to RW)

A
  1. 6 Ts:
    Time: Start timing
    Turn: Parallel final approach course
    Time: NR
    Transition: 15% Q, trim for 120 to next segment altitude or MDA
    Twist: Ensure FAC in CDI
    Talk: “___ Tower, BB123, FAC, Gear down, Full Stop.”
  2. 100’ prior to MDA, add power to slow rate of descent
  3. Level off at MDA at or before published or derived VDP.
    - Maintain 120 (42% Q)
    - Proceed to MAP
  4. Once field is in sight and safe landing can be made, manuever to land
  5. At MAP, if field is not in sight, execute missed approach
30
Q

MISSED APPROACH

A
  1. Increase PCL to MAX
  2. Raise nose (10-15*)
  3. Check for positive rate of climb
  4. Raise landing gear and flaps
  5. Start a SRT toward MA course or heading
  6. Establish intercept to MA course or continue turn to designated heading
  7. Make Missed Appraoch report to Tower
  8. Level off at MA altitude
  9. Contact approach control, inform them of missed approach and state intentions

Options:

a. Request same approach
b. Request different approach
c. Proceed to alternate

  1. Update weather as needed
31
Q

VOR HILO APPROACH

A
  1. 5 NM prior to IAF, slow to 150. At station passage execute 6 T’s

Time: NR
Turn: Shortest direction to entry heading (use standard Holding Pattern entrty procedures)
Time: 1 Min once wings level or abeam station
Transition: Descend as required
Twistercept: Inbound course on CDI
Talk: As required

  1. Determine direction for turn to intercept inbound course
  2. After 1 min, turn inbound with intercept to inbound course
  3. Establish inbound and within 5 NM of FAF, transition to BAC and descend as required (slow down, come down)
  4. Comply with remaining approach procedure
32
Q

VOR/DME INTERSECTIONS

A
  1. Establish on course to intersection with primary NAVAID
  2. Track course until within 10 NM of intersection
  3. Tune secondary NAVAID
  4. Set new course into CDI
  5. Maintain wind corrected heading for primary until starting turn onto new course
  6. Note time if required for position reporting
33
Q

VOR ONLY INTERSECTIONS

A
  1. Establish AC on course to intersection using primary NAVAID
  2. Appox 3 minutes prior to ETA, tune secondary NAVAID
    - If tail of bearing pointer is not yet 10 radials or less prior to secondary radial:
    - - Retune primary naviad and continue track
    - - Wait 1 min (max)
    - - Retune secondary until tail is within 10
    - Once tail is within 10 radials, maintain wind corrected heading for primary course until tail if bearing pointer rises to secondary radial
  3. Note time and retune primary NAVAID
34
Q

VOR ONLY INTERSECTIONS AND TURNING ONTO NEW COURSE

A
  1. Establish AC on course to intersection using primary NAVAID
  2. Appox 3 minutes prior to ETA, tune secondary NAVAID
    - If tail of bearing pointer is not yet 10 radials or less prior to secondary radial:
    - - Retune primary navaid and continue track
    - - Wait 1 min (max)
    - - Retune secondary until tail is within 10
    - Once tail is within 10 radials, maintain wind corrected heading for primary course until tail of bearing pointer rises with 10 Radials then set Secondary course in CDI
  3. Maintain wind corrected heading until turn to new course
  4. Annotate time as required
35
Q

HOLDING

A

Pre-Entry:
1. Copy and readback the holding clearance.

  1. Determine required direction and heading for the entry turn.
  2. Slow to 150 KIAS within 3 minutes (or 5 NM) of the Holding Fix.

Entry Orbit:
1. TIME- Note GMT time crossed the Holding Fix

  1. TURN- to outbound heading
  2. TIME- Start outbound timing
  3. TRANSITION- Ensure established at 150 KIAS, comply with any altitude changes.
  4. TWIST- Set Holding Course into the CDI.
  5. TALK- Report entering holding (PTA report).

Upon completion of the outbound leg:
7. TIME- Outbound time/DME/ATD completed.

  1. TURN- Inbound to intercept the Holding Course (Tail-Radial-Turn).
  2. TIME- Start timing inbound (if required).
  3. TRANSITION- If required to comply with ATC instructions.
  4. TWIST- Holding Course is set in the CDI and track the Holding Course.
  5. TALK- entry report if not already completed
36
Q

NO WIND ORBIT

A
  1. TIME- Reset elapsed time to zero.
  2. TURN- Turn in the pattern direction to a no-wind outbound heading.
  3. TIME- Start outbound timing if required (wings level or abeam the Holding Fix, whichever occurs last).
  4. TRANSITION- As required to comply with ATC instructions.
  5. TWIST- Confirm Holding Course has been set in the CDI.
  6. TALK- OPS check or confirm EFC if needed.

Upon completion of the outbound leg:
7. TIME- Outbound time/DME/ATD completed.

  1. TURN- Inbound to intercept Holding Course.
  2. TIME- Start timing inbound
  3. TRANSITION- As required to comply with ATC instructions.
  4. TWIST- Confirm Holding Course is set in the CDI and track the Holding Course. Determine the drift correction required to maintain the holding course.
  5. TALK- Report the crab direction/angle required to maintain course. State intended ‘Triple Drift” heading correction for the next orbit.
37
Q

CORRECTION ORBIT

A
  1. TIME- Note the inbound time (if required).
  2. TURN- Turn in the pattern direction to set the Triple-Drift correction. Analyze inbound time and report outbound timing correction (if required) to the instructor.
    (Example: “Inbound was short 10 seconds. New outbound time will be 70 seconds.”)
  3. TIME- Start outbound timing (wings level or abeam the Holding Fix, whichever occurs last).
  4. TRANSITION- As required to comply with ATC instructions.
  5. TWIST- Confirm Holding Course has been set in the CDI.
  6. TALK- Good time for an OPS check or to confirm EFC if needed.

Upon completion of the outbound leg:
7. TIME- Outbound time/DME/ATD completed.

  1. TURN- Inbound to intercept the Holding Course.
  2. TIME- Start timing inbound if required (wings level, on course, or with an appropriate intercept to the holding course established).
  3. TRANSITION- As required to comply with ATC instructions.
  4. TWIST- Confirm Holding Course is set in the CDI and track the Holding Course. Refine inbound drift correction as required to maintain the Holding Course.
  5. TALK- Report the adjusted inbound crab direction/angle if required. State intended outbound heading correction for the next orbit.
38
Q

DEPARTING HOLDING

A
  1. TIME- Not required.
  2. TURN- As required to comply with ATC clearance.
  3. TIME- Not required.
  4. TRANSITION- Speed/altitude as required to comply with ATC clearance.
  5. TWIST- Set/check CDI for course required for holding departure.
  6. TALK- Report departing holding if required.
39
Q

SHUTTLE DESCENT

A
  1. Report leaving current altitude for assigned altitude.
  2. Reduce power to approximately 15% torque.
  3. Lower the nose to maintain 150 KIAS.
  4. Re-trim.

To level-off:
5. Approximately 50’ prior to level-off altitude, begin the transition by resetting power to 33% torque.

  1. Raise the nose to set level flight.
  2. Re-trim.
40
Q

GCA

A
  1. Fly Downwind at 200 KIAS
  2. Using SRT, make a level turn for 90* heading change
  3. Slow to 150 KIAS
  4. SRT for 90* heading change
  5. Transition to BAC
  6. Begin Descent at 120 KIAS
41
Q

Precision Approach Radar

A
  1. comply with vectors/altitudes provided
  2. Fly 200 KIAS on downwind and 150 KIAS on base leg (if vectored on an extended final or extended dog-leg to final, maintain 200 KIAS until within 15 NM of the airport).
  3. Transition to BAC and complete landing checks when established on final or on a dog leg to final and within 15 miles of the airport.
  4. Contact the final controller when directed. Initial call should include the current status of the gear.
  5. Once final controller advises “ON GLIDEPATH;”
    – Set power to 24% torque
    – establish 120 KIAS, 600 FPM descent
    – continue to comply with assigned headings
  6. At the DH/DA (as noted on the cockpit altimeter or the controller stating “At Decision
    Height,” whichever occurs first), if the runway environment is not in sight or you are not in a
    position to make a safe landing, execute the missed approach or climb out instructions.
42
Q

ASR and PAR w/o GLIDESLOPE

A
  1. comply with vectors/altitudes provided
  2. Fly 200 KIAS on downwind and 150 KIAS on base leg. (If being vectored on an extended final or extended dog-leg to final, maintain 200 KIAS until within 15 NM of the airport).
  3. Transition to BAC, complete landing checks when established on final or on a dog leg to final and within 15 miles of the airport.
  4. Contact the final controller if directed (initial call to a final controller should include the current status of the gear).
  5. Descend to the MDA when directed.
    a. When utilizing recommended altitudes: Set power to approximately 24% torque, trim for 120 KIAS descent.
    b. When not utilizing recommended altitudes: Set power to approximately 15% torque, trim for 120 KIAS descent to the MDA. Adjust pitch to maintain airspeed; use power as required to maintain a stabilized rate of descent not to exceed 1000 fpm.
  6. Approximately 100’ prior to MDA, initiate level-off. Maintain MDA and assigned headings until the MAP.
  7. controller will advise when the aircraft has reached the MAP. Land or execute missed approach.
43
Q

Execute a Missed Approach if:

A
  1. DA/DH as noted on the pilot’s altimeter and runway environment is not in sight.
  2. Controller reports “At Decision Height/Altitude” and runway environment is not in sight.
  3. When directed by the controller, tower, wheels watch, or runway duty officer.
  4. When a safe landing cannot be made.
44
Q

Lost communication

A
  1. Attempt contact on a secondary or a tower frequency.
  2. Proceed in accordance with visual flight rules if possible.
  3. Proceed with an approved non-radar approach, or execute the specific lost communications procedure for the radar approach being used.
45
Q

ILS

A
  1. Prior to Localizer interception, perform DLIDS
    - D: DME Hold
    - L: Localizer Frequency - TIM
    - I: Inbound Course - Set CDI
    - D: Display - PFD source to LOC
    - S: Speed - Appropriate for transition
  2. Transition to BAC at either:
    - 5 NM prior to FAF
    - Controller provides radar identification
    - Established at GS intercept altitude and GS indication is alive (green diamond begins moving down)
  3. At GS intercept, set power to 24% and descend to DA/DH
    - Power to descent, pitch for speed
  4. At Non-precision FAF, start back up timing and monitor GS and Course
    - Glideslope:
    - If more than 1 dot below, do not descend below MDA until GS is reestablished or NonP MAP is reached
    - If more than 2 dots above, revert to NonP LOC approach
    - If full scale CDI defection occurs between FAF and DA/DHL
    - Turn to reestablish and track LOC course to NonP MAP while climbing to MA altitude (unless a max altitude is published between FAF and MAP).
  5. At DA/DH, Land if RW environment is in sight and safe to land, execute missed approach if not.
46
Q

RADAR VECTORS TO FINAL APPROACH COURSE

A

Fly 200 KIAS until 15NM from airport

  1. TIM NAVAID
  2. Check PFD for correct configuration
  3. Set FAC in CDI
  4. Follow Radar Vectors
  5. Execute terminal descent if lower altitude is assigned
  6. Transition to BAC if:
    - within 5NM of FAF and heading within 90* of FAC
    - Once established on FAC and cleared for approach if no FAF is depicted
  7. Once cleared for approach, maintain last assigned altitude and heading until established on approach. As CDI begins to center and we are cleared for approach, turn onto FAC and track inbound.
  8. Once established inbound, comply with IAP
47
Q

LOC

A

Prior to localizer interception, set NAVAIDS. Perform DLIDS
D - DME Hold - As required
L - Localizer Frequency
I - Inbound Course - Set CDI to FAC
D - Display - Set PFD Source to LOC
S - Speed - Appropriate for transition procedure

  1. Transition to BAC in accordance with the appropriate transition procedure.
  2. At the nonP FAF (Maltese cross) perform 6 Ts:
    a. TIME - Start timing
    b. TURN - As required to track localizer course.
    c. TIME - Not required.
    d. TRANSITION - Set approximately 15% torque, trim for 120 KIAS descent to next segment altitude or MDA
    e. TWIST - Ensure Front course is set in the CDI, continue tracking.
    f. TALK - Give appropriate voice report if required.
  3. 100’ prior to the LOC MDA - set 42% Q and transition to level flight at or above MDA. Continue tracking to the MAP
  4. Land if RW environment is in sight and safe to land, execute missed approach if not.
48
Q

ARCING APPROACH

A

Approximately 5 NM prior to the IAF and commencing the approach, slow to 150 KIAS.

At the IAF, execute the 6 T’s:

a. TIME - Not required.
b. TURN - To place the VOR bearing pointer at the 90º benchmark.
c. TIME - Not required.
d. TRANSITION - Comply with altitude restrictions as required
e. TWIST - Ensure the inbound course is set in the CDI.
f. TALK - Give an appropriate voice report if required.

  1. Anticipate interception of the final approach course (reference the bearing pointer and CDI). Use an appropriate lead radial for the 90 degree turn.
  2. When within 5 NM of the FAF, make a level or descending transition to BAC, as required.
  3. Once established inbound, comply with the remainder of the Low Altitude Instrument
    Approach Procedures.

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