Flight Phase Flashcards
Describe the HACK/TP brief?*
Workbook
Approx. 2 mins back from the hack, the Lead student will provide a briefing on the upcoming leg
Includes:
* Description of Hack/TP to include ETA
* Outbound Heading
* Distance to the next point
* Time at next point
* Minimum IFR altitude
* Climb / Decent if required
* Hazards and Restrictions (Obstacles, airports, terrain etc that crew should be aware of. Include deconfliction solution as required)
* Hack / TP brief complete
Describe the 5T Check procedure?
Workbook
Immediately upon Pilot’s call of “Wings Level” following roll out from the turn, Lead will verbalize:
- Time - Verbalize time on top and how many secs late/early you arrived.
“On top TP at 4:05, 5 secs late” or “Time started at the hack”
-
Turn - Ensure aircraft is turned to briefed heading and verbalize along with required drift correction.
- LLIN - Verify waypoint has captured and ensured computers are navigating to desired waypoint. Using the TKE and XTK, give an initial correction to stay / regain track
“We have turned onto the briefed heading of 270, Pilot alter 4R (drift correction)”
- Track - Carry out Track Angle Departure Check. This is a gross error check that uses the map to confirm that the ‘picture’ is correct.
“We are transiting along the east shore of Lake Winnipeg, on track”
- Throttle - Confirm current groundspeed and verbalize any changes if required.
“Maintain current groundspeed” or “Set groundspeed to 180 kts” and/or “Stand-by for speed correction”
- Talk - “Blind Broadcast will be conducted on this sub-leg” or “No BB on this sub-leg”
- 5T Check Complete
Describe the Lost Nav procedure?
Workbook
- Maintain a steady heading
- Review previous navigation
- Mark estimated position on map, and
- Turn on ETA for turning point
What is the procedure for obtaining an ADF position line?
Workbook
- Tune the station (NAVAID)
- Identify the station (Morse Code and expected needle direction)
- Look at the tail of the needle to give the COMPASS bearing of the aircraft from the station
- Convert compass bearing to True Bearing by applying Deviation (0 on Gonzo) and Variation
- Plot on the chart, aligning the protractor with the local Meridian
- If needle oscillates > 5 degrees, discard the line
What is the procedure for obtaining a VOR/TACAN position line?
Workbook
- Tune the station
- Identify the station (Morse Code and expected needle direction)
- Read the tail of the needle to give the MAGNETIC Bearing of the A/C FROM the station (radial)
- Plot on the chart, aligning the protractor with the Magnetic North at the station
- DME ranges are obtained from the digital DME Navigation idicators which are in the lower right of the RMI display
What is the procedure for obtaining a RADAR position line?
Workbook
- Identify the RADAR point
- Read the cursor info to give the Reciprocal Relative Bearing of the A/C FROM the point (± 180°)
- Convert this bearing (RB) to a True Bearing (TB) by adding the True Heading (TB = RB + TH) (based on the Compass heading, Deviation and Variation (at the aircraft DR position)
- Plot using local meridian at the aircraft DR position
Define XTK?
&
Define TKE?
Workbook
XTK: Cross Track Distance Error
* Cross track distance to a tenth of a NM of track
TKE: Cross Track Angle Error
* Cross track angle error to a tenth of a degree L(left) or R (Right) of track
List the 6 steps you use to help assist you (LLIN) when navigating to the TP / IP / Target?
Workbook
- Check your From / To waypoints and ensure proper navigation is set
- Check where you are compared to your desired track (XTK)
- Check if the aircraft is opening/closing your track (TKE)
- Determine heading correction to maintain/regain track
- Pass the heading to the pilots
- With the help of computer info (DTG/TTG), identify your RADAR point and adjust for speed
Most of these steps are conducted during the ‘Turn’ portion of the 5T Check
What are the hourly requirements ACSO students are responsible for?
Slides
- Fuel analysis
- Systems checks (same as EOC check)
- Position reports (covered under Comms)
You can adjust when to complete hourly requirements to fit your schedule, so plan accordingly when Lead.
What are some of the other En Route Requirements during flights?
Not Hourly or Lead Nav Duties
- Pinpoint their position at all times (within 10nm)
- Optimize Navaids for situational awareness (Follow Student)
- Complete any specialty messages
- Communicate with an appropriate agency (ex: FISE) to get updated info pertaining to flight
Transit OUT (S3 is Lead) – S2 will obtain WX between TOC and TGT #2;
Transit BACK (S2 is Lead) – S3 will obtain WX between Hack #3 and prior to Pre-Descent Check or approx 75 nm from CYWG
Pre-planning is required, as low altitude will affect the reception range on the VHF radio. If valid forecast weather is not available, the aerodrome cannot be used.
What are the pre-showtime duties?
Gen Book
- Check NOTAMS and Weather
- Review FlightPro for currencies and AIFs
- Check-in with 402 Sqn Servicing - Determine tail number, fuel load and OPs restrictions
- Check-in with 17 Wing Ops - Note potential; conflicting low-level military and transient flights
- Check in with 402 OPs - Note any other detail flights
What are the pre-flight map preparation steps?
Gen Book
A. Draw Route
* Hack
* Turning Points (TP)
* Initial Point (IP)
* Target (TGT)
* Departure and STAR procedure
B. Draw Dog House
* Magnetic track
* Distance in nm
* Minimum IFR safety altitude (5 nm of track)
* show change in altitude with an arrow & required altitude directly below
C. Draw Timing Marks - 2 min intervals (right side) counting up until target
D. Draw Mileage Marks - 5 nm intervals (left side) counting down to 0 at each turning point
E. Draw Sub-Leg Times - timing conversion must match distance from ‘C’
F. Update all obstacles (as required)
G. Write all required MF’s/ATF’s and circuit heights (if different than 1000’ AGL) at each aerdrome with 10mn of track
H. Write expected winds (wind barb) for each leg
When can you calculate the ETA’s?
What are the ETA time calculations?
Gen Book
- Cleared on course,
- Abeam Navaid / Aerodrome, and
- Above 100nm safe altitude (or when safe when not flying above 100nm safe altitude)
LLIN ETA’s
* 1st Turning Point
* First ETP (if applicable)
* Ramp Time + 10 minutes then rounded up to nearest 5 min increment
What are the terms used for initating turns?
Gen Book
- ‘Set Heading ###°M’ - if change is >10°
- ‘Alter Heading #left/right°’ - if change is <10°
- ‘Turn left/right heading ###°M’ - For a planned turn
What are the track boundaries for LLIN?
Gen Book
LLIN
* Time on Target - +/- 18 secs
* Target Overflown - no more than 0.5nm
* Track Torerance - stay within 2nm of track
* Flown below 12,500’ ASL
What are the purposes of a brief?
Slide (3)
- Provide crew with info about mission
- Ensure crew are on same page regarding the conduct of the mission
- Sets tone of professionalism and conduct that is expected
- Briefs are intended to be brief
What is the minimum Indicated Airspeed permitted during training missions?
150 knots IAS
What are personal equipment required for all missions?
- Seasonal Flying Clothing (incl. Dual-layer gloves and Jacket)
- Headset, Hanger Line Pass, Dog Tags, Survival Knife, Flashlight
- Charts (VTA/VNC)
- Aeronautical Pubs
- Pens, Pencils, Dividers, Protractor, Jesppesen
- 402 Sqn Navigation/Communication Logs
- NO calculators permitted during Basic Phase
When must you do the following events?
- Put gloves on
- Secure Harness
- Turn seat toward cockpit
- Stow all unnecessary equipment and copy ATIS
Extra
- Gloves
* During External PFI Check
* From Pre-start Check to Post Takeoff Check
* From Approach Check until Shutdown Check - Secure Harness
* Pre-taxi Check
* Approach Check - Turn seat toward cockpit
* End of Taxi Check until above 500’ AGL on takeoff
* When Pre-Landing Check completed - Stow unnecessary equipment, copy ATIS, and open VTA, GPH200, checklist ready.
* Prior to Pre-Descent Check
What is the EOC process?
Starts when:
* +/- 30° from the On Course, and
* Above 100nm Safety Altitude
Process
1. DID hold computers
- Log and plot (with time) computer positions and log # of GPS satellites tracking and visible;
- If 3 or more satellites are tracked, GPS shall be the primary navigation computer:
- (a) if the INS is within 5 nm of the GPS, no update of the INS required; and
- (b) if the INS is not within 5 nm of the GPS, update the INS to the GPS.
- If 2 or less satellites are being tracked, the INS shall be the primary navigation computer;
- Log primary computer G/S and DA;
- Log and plot computer winds and compare to FP. If significantly different from forecast winds, adjust plan as required; and
- Log doppler drift and G/S, and compare to computer information.
Once computer accuracy has been confirmed, the call to the pilot should be as follows:
“Pilot, Lead, computers have been assessed, GPS (or INS) is primary, we are in transit, you have the nav.”
Purpose: Confirms the accuracy of the navigation computers and which will be the primary source of navigation
Describe the four point troubleshooting method to be used at 402 Squadron.
1. Initial Reaction:
* Inform the crew of the malfunction
* Consider higher priority duties before initiating troubleshooting.
2. Analysis: Provide detailed awareness and understanding of actual/suspected malfunction
3. Corrective Actions: Attempt to rectify malfunction
4. Follow-Up: If the problem can’t be rectified, determine impact of failure on the flight / mission:
(1) Minor mission degradation - mission can be continued with minor systems malfunctions (Lead/TACCO’s call)
(2) Major mission degradation - mission cannot be continued due to major systems malfunctions (Lead/TACCO’s call)
(3) Safety of flight degradation: mission cannot be continued as degradation results in concerns regarding safety of flight (AC’s call).
Describe the 5 proficiency levels used to assess tasks carried out during training missions.
Level 1 - The candidate was not capable of completing the task(s). The candidate required frequent verbal and/or physical assistance to avoid making major errors;
Level 2 - The candidate completed the task(s) but required verbal and/or physical assistance to avoid making major errors;
Level 3 - The candidate completed the task(s), making only minor errors. The candidate required verbal cues to analyze and/or correct errors. Further practice required to improve;
Level 4 - The candidate completed the task(s) making only minor errors. No assistance was required to self-analyze and correct errors; and
Level 5 - Completion of the task(s) was ideal under given conditions.
After monitoring the departure, what is the sequence of events?
- Calculate ETAs and pass to Pilot (Lead) or Instructor (S1,S2,S4)
- Lead contact WOps with AB time, ETA en route stop (if applicable), and ETA ramp;
- EOC Check & “Pilot, Lead, computers have been assessed, GPS/INS is primary we are in transit, you have the nav.”
- HF radio check, get Pri and Sec frequencies & OPEN WATCH
- Send OUT/Departure msg (can be combined with OPEN WATCH)
- After Level Off Check, conduct a fuel analysis.
What is the Summer Clothing Requirements?
SUMMER FLYING CLOTHING
Period outside 15 October until 30 April or excluding days where lowest overnight temp is predicted to be below 0 (C) for sustained flying, shall be considered Summer Flying Clothing Period.
402 Sqn CO is authorized to waive the dual layer clothing requirement, when climatic conditions or mission profiles could unduly degrade aircrew effectiveness due to heat stress.
During extreme warm temps, the AC or TMC shall request from the CO, relaxation of the requirement to wear dual layer in the aircraft. If CO unavailable, then through DCO or further down the Flight Command delegation list.
Regardless, aircrew shall have available the below flying clothing:
* Summer flying clothing consists of:
a. flying suit;
b. flying jacket (intermediate);
c. flying gloves (with liners);
d. issued long underwear (long johns);
e. issued blue long sleeve turtleneck or blue T-Shirt; and
f. flying boots
IAW CT-142 SMM
Full Nav Leg Procedure
- Pilots have Nav leading to Hack
- Once Hack is Radar identified, Lead will inform crew
“Crew, Lead, Hack is Radar identified, XXnm on the nose” - 6nm (2 mins) from Hack, Lead will provide Hack Brief
* Description of Hack to include ETA
* Outbound Heading
* Distance to the next point
* Time at next point
* Minimum IFR altitude
* Climb / Decent to altitude (if required)
* Hazards and Restrictions
* Hack / TP brief complete - Once over top Hack, Pilots will call “Hack Now”. Students start stopwatch amd Lead take over Navigation
“Pilot, Lead, I have the Nav” - After Hack, Pilots will call “Wing Level” Lead will then conduct 5T check
* Time- Verbalize time on top and difference (if applicable) from flight planned time
* Turn - Ensure aircraft on briefed heading, WP captured and correct for XTK and TKE
* Track - Gross error check using map to confirm that the radar ‘picture’ is correct
* Throttle - Brief pilot on desired groundspeed
* Talk - Make a blind broadcast on 126.7 (as required) - As soon as TP/IP/Tgt is Radar identified, Lead will inform the crew (same as Hack)
“Crew, Lead, Hack is Radar identified, XXnm on the nose” - 6 nm (Approximately 2 min back) from the TP/IP, the lead student will provide a briefing for the upcoming leg.
* Description of TP/IP to include ETA
* Outbound Heading
* Distance to the next point
* Time at next point
* Minimum IFR altitude
* Climb / Decent to altitude (if required)
* Hazards and Restrictions
* Hack / TP brief complete - Lead will advise the crew when 6, 3, 2 and 1 nm from the TP/IP/Tgt
- Turn early to “cut” the corner and avoid overshooting. Advise the pilots if you plan on turning early.
- The ICS call to turn is as per a planned turn
“Standby to turn… turn left/right heading XXX” - After TP and IP - 5T check
- Lead will call on-top the TGT. The call is “standby on-top…on-top now, pilot you have the Nav”
- 6 nm back from the Tgt, the Lead student will provide a target brief. This brief will include:
* Description of Tgt to include ETA;
* Tgt brief complete.
Avoidance and Minimum Overfly Restrictions
Area | Altitude | Lateral Spacing | Note
- Sensitive Citizens, Population Centres, Penitentiaries, Hospitals
* Altitude 1000’ AGL / 1nm - Provincial & National Parks, Bird Sanctuaries/Nesting Areas, Wild Animal Refuges/Calving Areas
* Altitude 2000’ AGL / 2nm - Fur/Poultry Farms
* Altitude 2000’ AGL / 2nm
* Note: Fur Farms during Whelping Season Feb-May - 4000’ AGL / 4nm - Arsenals and Ammo Storage Facilities
* Altitude 1500’ AGL - Nuclear Research/Power Facilities
* Altitude 1500’ AGL / 1nm - Aerodromes
* Altitude 2000’ AGL / 2nm
* Note: 1000’ AGL above highest published circuit height or 2000’ AGL, whichever is higher - Forest Fires
* Altitude 3000’ AGL / 5nm - Weapon Ranges
* Avoid bounderies both vertically and laterally - Blasting Areas
* Avoid bounderies both vertically and laterally
What is the circuit altitude for CYWG?
Does CYWG have left or right hand circuits?
CYWG Circuit Altitude is 2000 ft ASL
RWYs 13 & 18 are RH circuits
RWYs 31 & 36 are LH circuits
What is the difference between homing and tracking?
Homing - ‘Fly the Needle, do not apply Drift
Tracking - Apply drift to your needle (Used at 402 Sqn)
What are the different types of altitude?
QNE - Q Code designator for Standard Pressure (Pressure Altitude)
* Altimeter sub-scale is set at ISA pressure of 29.92Hg
* Altimeter will display altitude above the standard datum plane (Mean Sea Level under ISA conditions)
* Set when at or above 18,000ft ASL or when in the Standard Pressure Region (Northern Canada and over ocean)
-
QNH - Q Code designator for barometric pressure for a particular time and place, adjusted for MSL, according to ISA
* Altimeter will read the height above Mean Sea Level
* To determine the pressure above Mean Sea Level, weight of an imaginary column of ISA air from the ground level to sea level is added to surface pressure
How to get QNH
* Surface Pressure at aerodrome (Station Pressure) and
* Elevation of aerdrome above sea level
-
QFE - Q Code designator for Actual Height Above Terrain
* Altitude read with QFE set on the altimeter sub-scale (only at aerodrome) or from a radio altimeter
-
True Altitude - Actual height above Mean Sea Level
* Obtained by correcting indicated altitude (QNH) for temperature
What is Mean Sea Level (MSL), as defined by ISA?
-
Pressure:
29.92” (in) Hg / 1013.25 mb at Mean Sea Level (MSL) -
Temperature:
15°C at MSL -
Lapse Rate
1.98°C per 1,000ft
1” Hg per 1000’ pressure lapse rate
What is a Nautical Mile (NM)?
Length of an arc on the surface of the Earth subtending 1 minute at the centre of the curvature of the place
1NM = 1’ of Latitude
60NM = 1° of Latitude
Altitude Variations with Pressure/Temperature
In standard atmosphere: True Altitude is equal to Indicated Altitude
If the altimeter setting is set on the sub-scale prior to take-off, the altimeter will read the correct indicated altitude over the aerodrome
Now, if the aircraft flies into an area where the ground level pressure (thus the altimeter setting) is different than the pressure at the starting aerodrome, the altimeter will not show the correct indiciated altitude
HIGHER
Temperature
In warm air: temp lapse rate is less - True Altitude is greater than Indicated Altitude
* If you fly at a constant indicated altitude of 5,000 ft into a warm air mass, you will be higher than the altimeter indicates
Pressure
* If the aircraft flies at a constant Indicated Altitude into an area of high pressure, the actual altitude will be higher that the altimeter reading
LOWER
Temperature
In cold air - temp lapse rate is greater - True Altitude is lower than Indicated Altitude
* If you fly at a constant indicated altitude of 5,000 ft into a cold air mass, you will be lower than the altimeter indicates
Pressure
* If the aircraft flies at a constant Indicated Altitude into an area of low pressure, the actual altitude will be lower that the altimeter reading
High to Low … Look Out Below
Greatest danger is when temperature is much colder and/or pressure is much lower than ISA
Altimeter is calibrated according to the pressure - temperature - altitude relationship in the standard atmosphere.
This assumes that the temperature will decrease at a given rate with increased in altitude, therefore, the pressure will decrease at a given rate with increase in altitude.
The altimeter is calibrated so that, for a given change in pressure, it will register a given change in altitude
