SSG Flashcards
Effects of landing gear
Down: - slight pitch up then pitch down - speed reduce Up: - slight pitch down then pitch up - speed increase
Effects of airbrakes
Out - pitch up, deceleration
In - pitch down, deceleration arrested
Pitching and deceleration effects are more pronounced at higher airpseeds
Stalling speed in manoeuvre
Basic stalling speed x square root of load factor
Symptoms of approaching stall
- High nose attitude
- Low and reducing airspeed
- Less responsive controls, but still adequate to control and fly the aircraft
- Aural stall warning (5-10KIAS above the stall speed)
- Light buffet (2-3KIAS before the stall)
Symptoms of fully developed stall
- Heavy buffet
- Loss of altitude (sink rate)
- Note pitch down (nose drop)
- Possible wing drop (if one wing stalls before the other)
Height loss when recovering from a stall
With power: 200 - 300ft
Without power: 500ft
What are the effects of power and configurations on stall? (Decel, buffet duration, nose attitude, stalling speed, wingdrop tendency)
With power: slower, longer, higher, lower, no change
With flaps: faster, slower, lower, lower, increased
With L/G: faster, slower, no change, no change, increased
With A/B: faster, slower, no change, no change, increased
What is the power source for the HUD Symbol Generator (HSG)?
GEN 1 BUS
What is the difference between the Flight Path Market (FPM) and Climb Dive Marker (CDM)?
Both provide the pilot actual aircraft flight relative to the Climb Dive Ladder (CDL) but the CDM is constrained laterally to the HUD centreline and therefore does not show drift while the FPM does not have this constraint and will indicate drift within the HUD FOV.
What is a Climb Dive Ladder?
A CDL provides a true horizon line and pitch bars at each 5 degree above and below horizon.
When should the FPM not be relied upon?
During take-off, as the FPM has a lag due to parabolic flight path after the selection of take-off attitude.
Should the HUD be used during unusual attitudes?
No. The HUD should never be used as a reference for recovery from unusual attitudes. If an unusual attitude is suspected, the pilot should immediately refer to the PFD, confirm the unusual attitude exists, and then use the PFD to recover.
What is the margin of error for line-speed checks?
70KIAS +- 10
When will the HUD indicate airspeed?
Above 40KIAS
When will the FPM appear?
Above 60KIAS
What is the takeoff speed?
92KIAS, 10% higher than the stalling speed of the aircraft in the given configuration
What are the turn back parameters for clean configuration?
1000ft AGL, 160KIAS
What are the 4 golden principles of flight control?
Smooth, Continuous, Axes, Proportional
What engine parameters do you look at when applying full power?
Torque, ITT, and oil pressure
How long does it take to decelerate from 280KIAS to 240KIAS and 200KIAS to 160KIAS with airbrakes respectively?
15 seconds, 25 seconds
Straight and Level Parameters at 10,000ft
160KIAS: 35% TQ 2” below horizon
200KIAS: 42-45% TQ 3” below horizon
240KIAS: 63-64% TQ 4” below horizon
Note: as a guide, increase/decrease TQ by approximately 2-3% for every 1000ft change in altitude
How to fly straight & level?
Set up: P: Power A: Attitude T: Trim Maintaining: LAPA Correction: CCHT
Acceleration
Accelerating more than 30KIAS:
- Select full power
- LAPA scan, as speed increases, CCHT
- Anticipate 2-5KIAS, set the required power
Accelerating by 30KIAS or less:
- Estimate power setting required
- Set 10% above the estimated power required
- LAPA scan, as speed increases, CCHT
- Anticipate 2-5KIAS, set the required power
Deceleration
Decelerating more than 30KIAS
- Select power to idle
- Airbrakes out
- LAPA scan, as speed decreases, CCHT
- Anticipate approximately 5KIAS to desired speed, set the required power and airbrakes in
Decelerating by 30KIAS or less
- Estimate power setting
- Set 10% below desired power
- LAPA scan, as speed decreases, CCHT
- At desired airspeed, set power
