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Flashcards in Instrument Procedures Deck (71):
1

250 KIAS level cruise

3 degrees nose up
1300 PPH (sim)
1500 PPH (jet)

2

Rotation attitude

10-12 degrees nose up

3

200 KIAS level cruise

5 degrees nose up
1100 PPH

4

Nose attitude to capture 250 KIAS on climb-out

15-20 per FTI
18 per gouge

5

Radial to Arc lead point equation (1/2 standard rate)

1% of GS for half standard rate turn

6

Arc to Radial lead point equation (1/2 standard rate)

(60/ARC DME) x (1% of GS) = RADIALS PRIOR

7

Night or weather <3000/3 full stop fuel requirement

On deck with 500 lbs remaining

8

When to declare EMERGENCY FUEL

any time on-deck fuel state will be less than 350 lbs or LOW FUEL caution has illuminated

9

Fuel flow to maintain level flight

150 KIAS, Gear down, Flaps half

1900 PPH

10

Fuel flow to maintain level flight

Optimum AOA, Gear down, Flaps half

1800 PPH

11

SPIT check

Strobes, Pitot Heat, IFF Normal, Taxi/Landing Lights on,
Fuel control normal, NO AV BIT, VCR (Auto/on/off)

12

Fuel flow to maintain level flight

150 KIAS, Gear down, Flaps full

1500 PPH

13

Fuel flow to maintain level flight

Optimum AOA, Gear down, Flaps half, BOARDS OUT

2100 PPH

14

LAW setting for Precision Approaches

AT Height Above Touchdown

15

LAW setting for straight-in Non-Precision Approaches

Height Above Touchdown minus 10%

16

LAW setting for circling Non-Precision Approaches

Height Above AIRPORT minus 10%

17

Transition to a 300 KIAS climb?

@ 10,000 ft lower nose to approximately 3 degrees and accelerate to 300 KIAS

18

Determining angle of bank for 1/2 standard rate turns?

Between 15,000 and 20,000 ft use 10% of Indicated Airspeed

If below use less
If above use more

19

Descent Penetration Checks

1. Canopy Temp - 3 o'clock
2. Master Arm - SAFE
3. CONTR AUG - ALL
4. WX - Checked
5. NAVAIDS - *Describe*
6. STBY ATT INDICATOR - ERECT
7. STBY BARO ALT - (Kollsman setting)
8. LAW - Platform
9. FUEL - 1.x

20

Fuel flow to maintain level flight

Optimum AOA, Gear down, Flaps Full, BOARDS OUT

2,400 PPH

21

GCA Base Leg

Gear and flaps down within 10nm of the field and 30 radials of FAC.

Perform Landing Checks

22

GCA pattern downwind speed

200 KIAS

23

Turn rate in the GCA pattern

Standard rate until FAC.

On FAC angle of bank equal to degrees of turn not to exceed half standard rate.

24

ABCD

ATIS
Brief
Cockpit Setup
Descent Checklist

25

Procedures following missed approach

Aviate:
Don't do anything else until aircraft is clean below 200 with handle checked.

Navigate:
Change LAW for situational awareness.

Communicate:
"(Approach/Tower), Blazr 2xx, missed approach."

Navigate:
Setup NAVAIDS for next approach

26

ADRWHOM

ATIS
Descent/Penetration Checks
Review Approach
Weather Options (if weather isn't what I expect what choices do I have?)
Holding
Obtain Clearance for approach
Missed Approach instructions

27

At what point should you no longer use the minute-to-live rule?

Do not exceed minute to live at or below 1000' AGL

28

Level off at MDA

100' prior add 300pph of fuel flow and apply slight back stick pressure

29

Missed Approach Procedure

MRT
Speed Brakes - IN
Two positive rates:
Gear CLEAR! - UP
Below 125 KIAS FLAPS - from Full to Half
Above 140 KIAS FLAPS - from Half to Up
Missed Approach Call

30

VOR vs TACAN station passage

VOR station passage is indicated by the bearing pointer falling below the 90 degree benchmark

TACAN station passage is indicated by reaching minimum DME

31

30 degree intercept method

Take the difference in heading between the desired course and the bearing pointer. Add 30 degrees.

Use the sum to determine total turn from bearing pointer to new course.

32

Course intercept following station passage

Upon station passage turn parallel to desired course.

Set desired course on the HSI display. Turn to intercept not to exceed 45 degrees and then turn back to intercept course line.

33

Initial turn in a point to point

Set the new radial as the CDI course. Make your initial turn to a heading approximately halfway between the head of the CDI and the Bearing Pointer.

34

Updates to a point to point

If going to a DME closer to the station (than your present position) favor the head of the needle.

If going to a DME further from the station favor the desired radial.

Finally, take the fix with the greater distance and place it at the edge of the compass card on its radial. Put the remaining fix along its radial AT a proportional distance from the center of the card.

35

DME to lose 1,000 ft @ idle with boards out

1 (6,000 fpm descent)

36

DME to lose 1,000 ft @ idle with boards in

2.5 (2,500 fpm descent)

37

Difference between "PERFORM LANDING CHECKS" and "SLOW TO APPROACH SPEED"

PERFORM LANDING CHECKS - advisory call to remind the pilot to dirty up

SLOW TO APPROACH SPEED - direction from controller to slow for sequencing, comply or state unable.

38

Finishing the landing checklist at the final approach fix

"Speed brakes full, Landing checklist complete."

39

Descent rate for a non-precision approach

800-1000 fpm to reach MDA before MAP

40

Maximum range of localizer signal

18 nm and within 10 degrees either side of centerline

41

Normal range of glideslope transmitter

10 nm

42

Transition to landing configuration and slowing to on-speed should occur no later than?

3-5 nm from the final approach fix

43

Guidelines for transitioning to landing configuration

within 10 nm of the field
within 30 radials of FAC
within 90 degrees of heading from FAC
no later than 3-5 miles prior to FAF/GS intercept

44

Maximum heading changes recommended on an ILS

+/- 5 degrees

45

Lead point for level offs

10% of VSI

(i.e. 300 ft for 3000 fpm vsi)

46

Transition to a 300 KIAS climb-out

At 10,000 ft MSL lower nose to 3 degrees nose high

47

Gouge fuel flow for missed approach climb out

2000 - 3000 pph once clean at 200 KIAS

48

Constant airspeed descent

Entry:
Power idle
250 KIAS
Lower nose 3 - 6 degrees to approx 2 degrees nose low.

Exit:
Increase throttle to cruise (1300-1400 pph at 15,000 MSL)
Raise nose 3 degrees up

49

Flights in the T-45C will normally be planned with a cruising altitude of?

FL280 or FL290

50

When filing an IFR flight plan your weather should be based on...

Actual weather at point of departure, existing and forecast weather along the route of flight, forecast weather at your destination and alternate from 1 hour before to 1 hour after ETA.

51

Standard Instrument Rating takeoff mins

1. Lowest non-precision minimums for runway in use but not lower than 300-1

2. If runway has a precision approach, takeoff is permitted to precision minimums or 200 - 1/2, whichever is higher.

52

What is the latest you should be filing a DD-175?

Filed with base ops no later than 30 minutes prior to planned takeoff time.

53

If ATC wants to reinstate your SID what information must they provide?

The portion of routing which still applies and restate all altitude restrictions.

54

When MUST you be given an EFC time?

When cleared to a point not on your route of flight.

55

To change a flight plan enroute what five items must be given to ARTCC?

Destination
Route
Altitude
Fuel
Time

56

If VMC and communications are lost how should you proceed?

Do not enter IFR conditions and if possible descend and land VFR at a suitable field.

57

How should you proceed enroute if IMC and comms are lost?

AVEFAME

ROUTE:
assigned
vectored
expected further routing
filed on flight plan

ALTITUDE:
assigned
minimum safe
expected further clearance

58

Direct entry

Turn right (or nonstandard left) directly to outbound course

59

Parallel entry

Continue across the fix along the outbound course, time 45 seconds, turn to the protected side and intercept the inbound course.

60

Teardrop entry

Turn in shortest direction to a heading -30 (+ 30 for nonstandard) degrees of outbound course. Continue for 45 seconds. Turn directly to inbound course.

61

Gouge trim 30 degree turn

2 clicks up from level trim

62

RVSM altitudes

FL290 - FL410

63

Holding airspeed below 6,000'

200 KIAS

64

Holding airspeed 6,001' - 14,000'

230 KIAS

65

Holding airspeed 14,001' and above

265 KIAS

66

Calculating cruise descent

altitude to lose - minutes to go = descent rate in fpm
(14,000 - 2,000 = 12,000) - (6 minutes) = 2,000 fpm

67

Max Range Descent

14 units AOA, 1,500 fpm, 3-4 nm per thousand feet lost

68

Simulated Min Fuel Approach

On vectors for ILS or GCA final maintain clean until 30 seconds prior to glide path intercept. (ON ILS configure upon glideslope intercept) Immediately select gear down, flaps half, speed brakes IN and apply significant forward stick pressure.

69

Simulated Min Fuel GCA

Maintain 200 KIAS until final. Request 30 second gear warning.

70

Emergency Fuel GCA

Request minimum vectoring altitude and shortened vectors. Glide path intercept will be much closer to the runway than a normal GCA and expect a continuous turn from downwind to final.

71

Low Oil GCA

Set power 87%, control airspeed with speed brakes. When given the "up and on glide path" call or the aircraft intercepts the ILS needles, simultaneously drop the landing gear, retract speed brakes and lower the nose. Maintain 175 knots. Lower the flaps to half as necessary. Select flaps full when landing is assured.