AETCMAN 11-251 and Techniques Guide

Question 1

Two takeoff options exist: ___ and ___. How does this impact TOLD?

Answer 1

Static and Rolling
Static: used by solos and at night
Rolling: increases takeoff distance by up to 300 feet

Question 2

Takeoff. Pilots should normally initiate backstick pressure at approximately ___ KCAS and set the bore sight at ___º NH

Answer 2

145 KCAS and 7.5º NH

Question 3

Nosewheel liftoff should occur at approximately ___ KCAS and, the aircraft should fly off the runway at approximately ____ KCAS

Answer 3

155 KCAS nose wheel
165 KCAS main wheels

Question 4

When do you retract the gear on initial takeoff?

Answer 4

When safely airborne with a positive climb

Question 5

When significant crosswinds are a factor on takeoff, use

Answer 5

aileron into the wind

Question 6

Hot weather consideration. Following gear retraction, ensure sufficient airspeed before retracting flaps. What is this airspeed?

Answer 6

(T) 200 KCAS b/c that is L/D Max for Gear + 60 Flaps

Question 7

On initial takeoff, when do you reduce the power out of MAX? When must you terminate afterburner?

Answer 7

out of MAX: 220-280
terminate AB: 300

Question 8

Accelerate to and hold 300 KCAS using MIL power and approximately __ degrees pitch until passing ___

Answer 8

12 degrees pitch
10,000 feet MSL

Question 9

How do you calculate cruise indicated mach number?

Ex. 20,000 feet MSL

Answer 9

0.52 Mach + Altitude (in thousands)

0.52 + .20 = 0.72M Cruise IMN

Question 10

When should you accomplish the climb check?

Answer 10

once above 10,000 feet MSL but prior to 18,000 feet MSL

-it is desirable to remove moisture from the air conditioner prior to the freezing level

Question 11

How do you perform a smooth level off?

Answer 11

VVI less than 6000 fpm: use 10% of the VVI

greater than 6000 fpm: cut the picture in half about 2000 feet prior (in MIL) or 4000 feet prior (in MAX), then use 10% VVI

Question 12

What is a technique for attaining cruise speed at medium/low altitudes to maintain 300 KCAS?

Answer 12

fuel flow of 1000 - 1100 pph per engine

Question 13

What is a technique for attaining cruise speed at normal cruise altitudes (FL180 - FL280) to maintain 300 KCAS?

Answer 13

93% RPM on both engines or a total fuel flow of 1800-2200 pph

Question 14

Above FL280, what appears on the airspeed indicator on the MFD?

Answer 14

a Min Mach caret (MM)

Question 15

When flying above 35,000 feet MSL, pilots should fly a minimum speed of ___ or higher

Answer 15

0.9 Mach

Question 16

With a malfunction, when can you taxi clear and when can you taxi single engine?

Answer 16

Due to the lack of redundancy of the hydraulic and electrical systems with only one engine operating, do NOT taxi the T-38 single engine. However, you may clear an active runway with downside hydraulics or if the landing gear is pinned

Question 17

Most T-38 fatalities happen in the final turn and in most cases, the sink rate developed first. What is the most sink rate you should see in the final turn?

Answer 17

NO MORE THAN

60 or 100% flaps: 3,000-3,500 fpm

No flaps: 2,000-2,500 fpm

Question 18

Normal Straight-In. Slow to approximately ___ KCAS or less on base or approximately __ to __ miles from touchdown on an extended straight-in

Answer 18

240 KCAS
10 - 15 miles

Question 19

Normal Straight-In. Avoid slowing less than ___ until established on final

Answer 19

final turn airspeed for the current flap setting

Question 20

When do you initiate the break?

Answer 20

Approach end to 3,000 feet down the runway

Question 21

As a guide during the break turn, what should the sight picture be?

Answer 21

Pitot boom and flightpath marker should be on the horizon

Question 22

Going into the break abeam another aircraft will create ___ feet of separation

Answer 22

6,000 feet

Question 23

Normal Break. One technique is to leave the throttles where they are on initial and use ___ AOA to reduce airspeed

Answer 23

0.6 AOA (green donut)

Question 24

Normal Break. Slow to below ___ KCAS, but no less than ___ by rollout

Answer 24

240 KCAS
no slower than final turn airspeed

Question 25

Normal Closed Pattern. With clearance for the closed pattern, begin the pull-up with a minimum of ___ KCAS. Normally, the power should be in ___, but less may be needed from a go around

Answer 25

240 KCAS MIL power

Question 26

Normal Closed Pattern. Maintain a minimum of ___ KCAS until wings-level on downwind

Answer 26

200 KCAS minimum

Question 27

Normal Closed Pattern. A common technique is to initiate with a vertical pull to ___to ___ degrees nose-high before rolling into __ degrees of bank climbing turn towards downwind. At about ___ to ___ feet below TPA, increase bank to ___ to allow the nose to slice down.

Answer 27

10 - 15 degrees NH 60 degrees of bank 300 - 500 feet prior to TPA -> increase bank to 90 degrees

Question 28

Normal Close Pattern. Using AOA, bank, and throttle modulation, target rolling out at traffic altitude near ___ KCAS with proper spacing. Setting a power setting of __ - __ RPM after rolling out on inside downwind should maintain ___ - ___ KCAS

Answer 28

rolling out at 220 KCAS 80 - 86% RPM to maintain 200 - 220 KCAS

Question 29

The normal no-wind spacing is approximately ___ to ___ miles for a 1,500 foot AGL traffic pattern.

Answer 29

1.1 to 1.3 miles

Question 30

Prior to beginning the final turn, ensure the landing gear is down and locked and the flaps

Answer 30

have traveled enough to ensure no asymmetry exists (approx 60%)

Question 31

Normal Inside Downwind. If using full flaps, a recommended technique is to configure no earlier than ___ KCAS to prevent a flap overspeed

Answer 31

220 KCAS

Question 32

Final Turn. The rollout point is approx. ___ to ___ feet AGL at __ to __ NM from the threshold

Answer 32

300 to 390 AGL 1.1 to 1.3 NM from threshold

Question 33

Flying the final turn. Confirm configuration and enter approx. ___ degrees bank turn with a shallow rate of descent. For a full flap pattern at 1500 AGL, set approx __ to __ percent RPM. Maintain ___ AOA throughout the final turn.

Answer 33

45 degree banked turn 90 to 91% RPM 0.6 AOA

Question 34

A visual reference for pitch in the final turn is ___ ground and ___ sky. Also, the top corner of the HUD should be approx. on the horizon. For a 1500 AGL pattern, the flightpath marker should be approx. __ to __ degrees nose-low in the HUD/EADI

Answer 34

2/3 ground and 1/3 sky 6 to 7 degrees NL

Question 35

Final Turn. The vertical velocity should eventually indicate approx. ____ the pattern altitude. Ex. ___ fpm for a 1500 AGL pattern

Answer 35

double the TPA 3000 fpm for 1500 AGL

Question 36

For heavy weight final turns, consideration should be given to

Answer 36

configuring with 60% flaps to allow for a final turn airspeed window of 205-240 KCAS

Question 37

Once established on final and on airspeed, the vertical velocity indicator should be?

Answer 37

approx. 700 to 900 fpm

Question 38

(T) At straight-in altitude and about 220 KCAS, set power to

Answer 38

86-88% and trim off pressure

Question 39

(T) On normal straight-in, maintain ground track and configure at __ miles

Answer 39

6 miles (2-3 miles prior to descent point)

Question 40

(T) Once configured, 5 KCAS prior to approach speed set power to about __%

Answer 40

95% (= level flight configured)

Question 41

(T) Once the 3.0º pitch ladder reaches the threshold or threshold is 1/2 up the HUD frame, lower the nose and reduce power to __% for descents on straight-ins

Answer 41

about 91%

Question 42

(T) Once you are at final approach airspeed, initially set an approx power setting of __ to __ RPM to hold airspeed on final

Answer 42

87 to 89% RPM

Question 43

(T) Under normal conditions, final power reduction will begin when aircraft is

Answer 43

1/2 way into the overrun...however, don't use a pre-determined spot on the ground in every scenario

Question 44

(T) Go around if you will land more than ___ feet past the runway threshold

Answer 44

2,000 feet

Question 45

Exchanging altitude and airspeed. The most common rule is ___ feet of altitude is worth about ___ knots of airspeed

Answer 45

1,000 feet = 50 knots

Question 46

What is the optimum energy level in the MOA?

Answer 46

300 KCAS in the middle of the MOA

Question 47

The rudder is more effective at ___ The ailerons are more effective at ___

Answer 47

High AoA Low AoA

Question 48

The speed brake has minimal effect ___

Answer 48

below 250 KCAS

Question 49

What is the point of the Full Aft-Stick Stall?

Answer 49

This stall demonstrates aircraft characteristics throughout the stall regime and shows the importance of relaxing backstick pressure This stall progresses far beyond normal flight or approach-to-stall training

Question 50

How do you perform the full aft-stick stall? How do you recover?

Answer 50

-Begin in level flight with the power set at 80% RPM minimum; either configured or clean -As airspeed decreases, hold the pitch constant by smoothly and steadily pulling the stick straight back to the stop with no aileron inputs -After the stall is fully developed, recover by leaving the power alone and relaxing backstick pressure before reachieving level flight

Question 51

What should you experience in the full aft-stick stall?

Answer 51

-Approach full aft stick, wing rock occurs, and a high sink rate develops -DIBI once past 0.8 AoA, full stall around 1.0 AoA, and fully-developed stall at 1.1 AoA

Question 52

What is the point of simulated trim failure?

Answer 52

Simulated inoperative trim familiarizes pilots with the stick pressures required when the stabilator trim fails

Question 53

How do you perform the simulated trim failure?

Answer 53

-Begin with airspeed above 300 KCAS and trim the aircraft for level flight -Without retrimming, slow the aircraft to normal final approach speed and configure with gear and full flaps -One technique it to press the takeoff trim button to see how it alleviates some pressure -Now, retrim the aircraft for final approach speed. Without retrimming, simulate a go around and accelerate to a speed above 300 KCAS -Notice the stick forces and turn the aircraft to demonstrate how increased bank helps maintain altitude and provides some stick relief

Question 54

If approach-to-stall indications are encountered during the simulated trim failure?

Answer 54

simultaneously re-trim the aircraft and execute stall recovery procedures

Question 55

What is the point of the rudder effectiveness at slow speeds maneuver?

Answer 55

demonstrates the flight characteristics during the landing phase and the delay from the time the rudder is applied to its effect

Question 56

How do you perform the rudder effectiveness at slow speeds maneuver?

Answer 56

-Configure the aircraft and achieve a level attitude and 45 degrees of bank with approach-to-stall indications (~ 0.8 AoA) simulating a level final turn -Then, as quickly as possible, apply full top rudder and wait for the aircraft to react -Once the aircraft reacts, neutralize the rudders and note how the aircraft overcorrects to 45 degrees of bank in the opposite direction -Now, once again apply full top rudder and immediately take out the input before the aircraft reacts (the aircraft should right itself to almost level flight)

Question 57

What is the point of the aileron effectiveness exercise?

Answer 57

Demonstrate the increased effectiveness of the ailerons at low G-loads and AoA. Ailerons become more effective as the AoA decreases, regardless of airspeed

Question 58

How do you perform the aileron effectiveness exercise?

Answer 58

(T) from Faithy poo -Be around 250 KCAS and fly the "U" -Increase backstick pressure to ~0.8 AoA and try to roll the aircraft and then start unloading as you roll and notice how it wraps up quicker

Question 59

What is the point of the turn reversal AHC?

Answer 59

demonstrates the tactical usefulness of turning with the ailerons alone under a low AoA condition vice turning the aircraft with the rudder alone under high AoA

Question 60

How do you perform the turn reversal AHC?

Answer 60

-350 to 400 KCAS, roll to 90 degrees of bank, and pull to 4G using MIL power -after establishing 4G, acomplish one turn reversal by unloading the aircraft and using only ailerons to quickly reverse the lift vector -Establish a 4G turn in the opposite direction and execute a turn reversal only using either top or bottom rudder and maintain the load factor

Question 61

What should you note about the turn reversal AHC?

Answer 61

-unloading and using the ailerons to turn is always quicker and loses little airspeed -the rudder is effective under higher AoA, but will be slower than using the ailerons -the rudder will always cost energy: top rudder = slower airspeed and bottom rudder = loss of altitude