S&L, Climbing, Descending, Turns

Question 1

Approx. what TQ setting is required for 150 KIAS in S&L flight?

Answer 1

32% + 1% per 1000ft

Question 2

Approx. what TQ setting is required for 180 KIAS in S&L flight?

Answer 2

45% + 1% per 1000ft

Question 3

Approx. what TQ setting is required for 210 KIAS in S&L flight?

Answer 3

56% + 1% per 1000ft

Question 4

The selection of what automatically retracts the speedbrake?

Answer 4

Selection of T/O or Land flap

Throttle to max

Question 5

What are the g limits with the gear and/or flap extended?

Answer 5

0 to +2g

Question 6

What is the best rate of climb speed?

Answer 6

140 KIAS (approx. 12 deg. NU)

Question 7

What is the best angle of climb speed?

Answer 7

125 KIAS

Question 8

What speed is typically used to climb out in to the area?

Answer 8

180 KIAS (approx. 8-9 deg. NU)

Question 9

How is an instrument descent flown?

Answer 9

200 KIAS
9 deg. ND
10% TQ
Speedbrake OUT

Question 10

How is a max range descent flown?

Answer 10

180 KIAS
4 deg. ND
20% TQ
Speedbrake IN

Question 11

How is an en-route descent flown?

Answer 11

220 KIAS
8 deg. ND
5% TQ
Speedbrake IN

Question 12

How is a penetration descent flown?

Answer 12

250 KIAS
20 deg. ND
Idle
Speedbrake OUT

Question 13

When a climb or descent is approx. more than what altitude change should the TCAS be set to above or below respectively?

Answer 13

2000ft

Question 14

What are the climbing checks and when are they carried out?

Answer 14

Fuel - Check contents
OBOGs - Confirm flow indicator in both cockpits
DEFOG - As req.
Vent control lever - As req.
Pressurisation system - Check

Carried out upon passing 10,000ft

Question 15

When should you change the altimeters from QFE on departure/climb out?

Answer 15

When passing the Transition Altitude (normally 3000ft).

Ensure altimeters are cross-checked (HUD/PFD and BFI), including with the rear seat.

Question 16

What is the format of the descent ‘call-outs’, and how often must you make them?

What else is done at the same time?

Answer 16

State ‘altitude passing, descending, altitude cleared to/descending to’

E.g.:
“6000, descending, 3000”

> 10,000ft: Every 5,000ft
5,000 to 10,000ft: Every 2,000ft
< 5,000ft: Every 1,000ft

Whilst checking altitude, the altimeters are also cross-checked (HUD vs PFD and BFI, front to back if dual)

Question 17

When will you typically use SPS?

Question 18

When will you typically use RPS?

Question 19

What are the pre descent checks?

Answer 19

F
I
R
A
D
S

Question 20

What is the cruise speed and power setting?

Answer 20

210 KIAS
Approx. 56% TQ (+1% TQ per 1000ft)

Question 21

What is the approximate rate of descent when carrying out a penetration descent?

Answer 21

8000fpm

Question 22

How do you enter an en-route descent from the cruise speed of 210 KIAS?

Answer 22

Starting at 210 KIAS in the cruise, lower the nose to the en-route descent attitude (approx. 8 deg. ND).

As speed increases to 220 KIAS, set 5% TQ, hold and trim.

L-A-I work cycle once established.

Question 23

How do you commence a penetration descent?

Answer 23

Lower the nose to approx. 20 deg. ND.

Approaching 240 KIAS, select IDLE and speedbrake OUT to capture and maintain 250 KIAS.

Question 24

What emergencies is a penetration descent useful for?

Answer 24

Emergencies involving OBOGs or the pressurisation system, be it direct failure of the systems, or an electrical/engine failure that will means they will soon be lost.

Also useful if you need to penetrate a known icing layer.

Question 25

What is the max AoB displayed on the HUD bank scale?

Answer 25

45 degrees

Question 26

For a 60 deg. AoB turn, approx. how much TQ should be added to maintain cruise speed?

Answer 26

10-15%

Question 27

What is the load factor for a 60 degree AoB turn?

Answer 27

2g (the point at which the g-suit begins to inflate)

Question 28

If you overbank in a 60 degree AoB turn, how should you re-gain your datum altitude.

Answer 28

Reduce the AoB, NOT the back pressure, then re-adopt the correct AoB once datum regained.