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T6-B Contacts 2

Terms in this set (221)

Fast Cruise
KIAS
Configuration
Power
Nose
240 KIAS
Clean configuration
80% torque
1 deg nose down
Normal Cruise
KIAS
Configuration
Power
Nose
200 KIAS
Clean configuration
54% torque
0 deg nose up
Slow Cruise
KIAS
Configuration
Power
Nose
150 KIAS
Clean configuration
33% torque
3.5 deg nose up
Normal Climb
KIAS
Configuration
Power
Nose
180 KIAS
Clean configuration
MAX 100% torque
8 deg nose up
Terminal Route Descent
KIAS
Configuration
Power
Nose
200 KIAS
Clean configuration
20% torque
5 deg nose down
No flap configuration
KIAS
Configuration
Power
Nose
120 KIAS
Gear Down, Flaps UP
31% torque
4 deg nose up
TO flap configuration
KIAS
Configuration
Power
Nose
120 KIAS
Gear Down, Flaps TO
42% torque
3 deg nose up
LDG flap configuration
KIAS
Configuration
Power
Nose
120 KIAS
Gear Down, Flaps LDG
52% torque
1 deg nose up
Ops checks are performed...
Once every 20 minutes with the first check occurring during the initial departure climb
Three Phases of takeoff
Takeoff roll
Rotation
Initial Climb
We rotate at ___ KIAS
90
How is rotation speed impacted by gusting winds
add 1/2 of the gust factor in knots up to 10 knots
the four C's
Clear - at 700-800 ft clear the area
Climb - begin to climb to course rules
click - do what you have to on the MFD's and UFCP
Call - make radio calls
4 basic transitions
cruise to climb
climb to cruise
cruise to descent
descent to cruise
Cruise to climb
a. Power - max
b. attitude - raise nose 12-15 deg nose high (nose attitude slightly above the 180 knot climbing attitude)
c. Trim as required commence clearing turns
d. As airspeed decreases to 180 KIAS, lower nose slightly to the normal climbing attitude of 8 deg nose high
e. re trim as necessary, check ball centered
climb to cruise transition
a. 200 feet prior to level off altitude, begin lowering nose toward the level flight attitude
b. trim for acceleration
c. five knots prior to desired cruise speed:
c-1 power - smoothly reduce to normal cruise 54% (fast cruise 80%)
c-2 attitude - set level flight picture
c-3 trim as necessary, center ball
cruise to descent
a. power - smoothly reduce to 20%
b. attitude - lower nose to the enroute descent nose attitude (5%)
c. Trim for power reduction and commence clearing turns as appropriate
d. re trim as necessary, center ball
Constant Angle of Bank Turns
a. clear the area
b. roll into an estimated angle of bank on teh horizon, add slight rudder in direction of turn to maintain a centered ball, then crosscheck that angle of bank on the attitude gyro throughout the turn
c. adjust power and nose attitude as necessary and re trim for the correct altitude and airspeed
d. roll out of the tirn on the desired heading by leading the turn with the 1/3 rule
e. reset straight and level and re trim
Turn Pattern
two 30 deg AoB turns for 90,
two 45 for 180,
two 60 for 360
Turn pattern procedure
a. establish the aircraft straight and level on any numbered heading, base altitude, and normal or slow cruise (normally slow)
b. clear the area with two 30 deg turns for 90 deg heading change
c. Reverse the second turn with two 45 deg turns for 180 degrees of heading. Remember to keep nose up and increase power as necessary.
d. clear the area once more with two 60 deg turns for 360 degs of heading.
e. hold slight forward stick pressure as you roll through wings level to prevent ballooning
f. reset power to the normal cruise power setting, reset attitude and re trim for straight and level flight
Level Speed Change Procedures
1. Establish normal cruise (200 KIAS) on any numbered heading

2. PCL -Idle to ~10% trim for deceleration (right, up) Airspeed below 150, gear down "below 150, gear" "clear"

3. Approaching 120 KIAS, power to ~31%

4. Stabilize in downwind configuration (no flaps). Trim

5. Lower Landing flaps. , power to ~52% to maintain 120 KIAS. stabilize. Trim

6. Complete Before Landing Checklist over ICS

7. Advance power to MAX, check below 150 KIAS - raise landing gear and flaps. "Gear up, flaps up at _____ knots". Trim for acceleration (left, down)

8. Accelerate to normal cruise. Approaching 200 KIAS - power to ~54%

9. Retrain to remove all pressures and balance ball
The three C's for before performing stall maneuvers
Configuration - put the aircraft in the appropriate configuration
Checklist - complete the pre stall, spin, and aerobatics checklist
Clear area - clear working area with a visual scan, TCAS, and clearing turns as required.
What kind of energy is airspeed
Kinetic
What kind of energy is altitude
potential
what is the optimum energy level
in a typical MOA, optimum energy level for aerobatic maneuvering is 180 to 200 KIAS at an altitude midway between the top and bottom area limits
Slow Flight Maneuver Procedures
a. Configuration - At an altitude above 6,000 feet, slow the aircraft below 150 KIAS and configure with the landing gear down.
b. Checklist - complete the pre stalling checklist
c - clear the area
d. lower landing flaps, continue to reduce airspeed to aprox 85 KIAS, while setting aprox 45% torque,
e. complete 30 deg turn for 180 deg of heading, and then reverse. Add power and trim as required to maintain altitude and airspeed.
f. advance power to max, raise gear and puts flaps from LDG to TO. Once above 110 KIAS raise flaps fully. Reportover ICS " Gear up, flaps up at ____ knots" Trim for acceleration.
g. Accelerate to normal cruise, as airspeed approaches 200 KIAS reduce power to 54%
h. re trim as necessary to remove control pressures, center the ball.
POWER-ON STALL procedure
a - configuration - establish a clean configuration at a high enough altitude to complete the maneuver above 6,000 ft.
b. checkllist - perform the pre stalling checklist
c. Clear the area
d. straight ahead stall - adjust the PCL to 30-60 % torque, raise the about 15-40 degrees
e. maintain attitude using increasing back pressure. Keep wing level with rudder and aileron. Initiate recovery when control effectiveness is lost (uncommanded nose drop or rolling motion)
f. recovery - silmultaneously relax, max, level, ball. As Aoa decreases and stall is broken, positive pressure is felt in the controls.
g. Use maximum AoA to minimize altitude loss (14-17.9 units).
Turning Stall
Set up is the same as straight ahead stall except 20-30 deg of bank is added in either direction. Hold the bank angle with rudder and aileron pressure until control effectiveness is lost, recover the same way as a straight ahead stal.
Power Off Stall Procedures
a.configuration - clean, slow cruise, completing the maneuver above 6,000 ft.
b. checklist - complete the pre stalling checklist
c. clear the working area
d. Roll wings level. Once at 150 KIAS reduce power to 4-6% torque and begin decelerating towards best glide speed 125 KIAS. If above 150 KIAS, reduce power to 4-6% and zoom glide to capture best glide speed
e. As airspeed approaches 125 KIAS, lower nose to the 125 knot glide. Crosscheck VSI for 1350-1500 fpm sink rate.
f. simulate the high key and lower the landing gear; re trim for 120 knot glide and commence a 15-20 AoB turn to low key. Complete the Before LAnding Checklist.
g. Raise the nose to 5-10 deg nose high and allow airspeed to decay until the first indication of impending stall (airframe buffet or stick shaker)
h. Maintain the turn or profile ground track and recover my lowering the pitch attitude to put the prop arc on the horizon (8 deg nose low) until 120 KIAS is regained. Altitude loss is aprox. 800 ft.
Landing Pattern (Approach Turn) Stall Procedure
a. Configuration - establish the aircraft in the appropriate down wind configuration (120 KIAS, flaps as required)
b. Checlist - perform the pre stalling checklist
c. clear the area
d. simulate the transition near the abeam psition IAW contact FTI landing pattern. Power shuold be aprox 14/15/18, airspeed 120/115/110, trimmed in a descending 30 deg AoB turn to simulate the approach turn to final.
e. Once stabalized on airspeed in simulated approach turn, raise the nose 5-10 degrees and reduce power to idle. Adjust ailerons to maintain AoB between 20 and 45 degrees, and increase back stick pressure to hold the attitude.
f. At first indication of a stall, recover with minimal loss of altitude.
Landing Attitude Stall
a. configuration - establish a simulated final approach at 5-10 knots above final approach airspeed commesurate with flap setting.
b. - checklist - perform pre stalling checklist
c. clear the area.
d. retard pcl to idle, execute a simualted landing transition. Hold teh landing attitude constant until an approach to stall indication occurs. Recover on approac to stall indication (stick shaker)
e. recover - relax, max, level, ball
Slip Procedure
a. Usually flown at 125 KIAS clean, can also be flown at 120 KIAS with gear down flaps as required
b. initiate slip from wings level by lowering one wing while applying opposite rudder pressure.
-Select a reference point on the horizon and adjust rudder pressure and/or angle of bank to maintain ground track.
-Full rudder deflection is not required.
- if full rudder deflection is used, remain below 150 KIAS.
- use caustion when electing to slip with gear down, especially low to the ground
c. to initiate a slip while in a turn, lower the inboard wing while increasing opposite rudder, vary angle of bank and rudder pressure to maintain teh desired track over the groun
d. monitor speed closely, adjust nose to maintain 125 KIAS. Monitor VSI, note increased rate of descent.
- low fuel wanring for the low wing may illuminate regardless of fuel state
e. recover by smoothly rolling teh wings towads level while reducing rudder pressure.
Three phases of spin
Post stall gyrations
incipient spin
steady state spin
Post stall gyrations can be identified by what 5 things
1. uncommanded and rapid aircraft motion about any axis
2. a feeling that the controls are no longer effective nor acting in the normal sense
3. stalled or near stalled angle of attack
4. transient or erratic airspeed indications
5. random turn needle deflection
Incipient spins can be identified by what 4 things
2. Oscillatory spin like motion
2. fully deflected turn needs
3. stalled angle of attack
4. airspeed that is accelerating or decelerating toward the steady state value.
Steady State Spins have what 5 characteristics and MAY exhibit what other characteristic?
1. Spin rotation stabilized at 2-3 turns per second
2. Altitude loss of 400-500 ft per turn
3. angle of attack 18+
4. airspeed will stabilize at 120-135 KIAS
5. turn needle fully deflected in the direction of the spin.
MAY Exhibit
1. Roll and yaw oscillations after 3 turns with neutral ailerons
Spin Procedures
a. configuration - slow cruise configuration (150 KIAS), minimum entry altitude is 13,500, maximum is 22,000 ft, recovered before 10,000 ft.
b. checklist - perform the pre stalling, spinning, aerobatic checklist
c. clear the area, use TCAS below mode to aid in clearing the area below
d. roll out of the clearing turn, reducing power setting to idle
e. check the wings level, smoothly raise the nose to 30 deg above the horizon
-when gear warning horn activates, SNA shall acknowledge the warning horn, and IP will silence the horn prior to spin entry
f. At stick shaker, lead the stall with a slight amount of rudder in the desired direction of spin
- spins will be conducted in the same direction as the last half of the clearing turn
g. When the aircraft stalls (recognized by the nose pitching down) smoothly apply full rudder in the direction of spin and full back stick.
- call out altitude, AoA, airspeed, turn needle deflection/ direction
Incipient Spin Recovery
a. PCL - idle
b. Controls - neutral
c. altitude - check
d. recover from unusual altitude
Steady-State Spin Recovery
a. at spin entry - scan the inside of the cockpit to
- verify sufficient altitude for recovery
- stalled AoA
- airspeed stabilized 120 to 135 KIAS
- turn needle fully deflected in direction of spin
b. after verifying spin indications, initiate recovery from spin by applying full rudder opposite the direction of rotation
- follow immediately with smooth, positive forward stick to a position forward of neutral. (do not use ailerons)
c. Hold the controls in position until the rotation stops, then recover with minimum loss of altitude.
- neutralize the controls
- level the wing by referencing the horizon
- commence a smooth pull out, use sufficient G during pullout to maintain lower working area boundaries. Avoid secondary stalls and do not exceed G limitations.
d. continue pullout until nose is positioned to the flight level attitude
e. check and report oil pressure
f. add power as required
3 first steps of any emergency
maintain aircraft control
Analyze the situation and take proper action
land as soon as conditions permit
ELP altitude
Intercept at 3000 ft, AGL, 2500 ft AGL minimum
Difference between a forced landing and a PEL
Forced landing is executed with no power available, PEL is execute with sufficient power remaining, although engine failure is thought to be imminent
How to correct for low energy in a forced landing
delaying landing gear or flap extension
intercept ELP at some point other than high key (low key or base key, or final)
adjusting pattern ground track.
Best glide seed - clean
KIAs
sink rate
glide ratio
torque
125 KIAS, sink rate of 1350-1500 fpm
2 nm/ 1000 ft of lost altitude (2:1)
prop feathered (4-6%) (PEL only obviously)
best glide speed gear down, flaps and speed brake retracted
KIAS
sink rate
glide ratio
105 KIAS
1500 fpm sink rate
1.6 nm per 1000 ft lost (1.6:1)
calculation for required altitude to reach an airport
1/2 DME + Key + field elevation (10 miles will need 5,000 ft + high key at 3000 = 8000 feet plus whatever field elevation is
High key altitude
3000 ft
low key altitude
1500 feet
Why use DME method for calculating altitude required
comparing energy state to a specific field
why use altitude method for calculating altitude required
comparing energy state to more than one field
altitude loss for 360 turn at 125 KIAS, idle power
30 deg angle of bank - 3000-3500 ft
Altitude loss for 360 deg turn 125KIAS, 4-6% torque or prop feathered
30 deg AoB - 2000 ft
45 deg AoB - 1500 ft
60 deg AoB - 1000 ft
how much extra airspeed an be traded for 100 ft of increased altitude
10 knots
5 Methods for dissipating energy to arrive at high key on altitude and airspeed
360 turns
bow ties
slips
S- turns
Lower the gear early or extending the speed brake
High Key
altitude
airspeed
configuration
position
angle of bank turn to low key
2500-3000 ft AGL
120 KIAS
Gear down, flaps up
1/3 down the runway, offset up to 1/4 WTD
15-20 deg AoB in calm wind
Low key
altitude
airspeed
configuration
position
1500 ft AGL
120 KIAS
Gear down, flaps TO
On runway heading, 2/3 WTD (fuel cap on runway)
Base Key
altitude
airspeed
configuration
position
600-800 ft AGL
120 KIAS slowing to 110 KIAS (min)
Gear down, flaps LDG (as required)
Perpendicular to landing line; halfway between low key and the run way
Final
altitude
airspeed
configuration
position
110 KIAS (min)
Gear down, flaps LDG (as required)
On exetnded runway centerline
What is the ELP profile used for
positiont he aircraft for landing from a forced landing, PEL, or PEL from the pattern
When do you do the before landing checklist in the ELP
When transitioning from high key to low key
PEL Checklist
Turn
Climb
Clean
Check BIP
PEL Checklist Procedures
1. Turn in general direction of nearest suitable field. Locate field visually.
2. Climb or Accelerate - if a climb is needed, climb at 140 KKIAS to achieve Dead Engine Glide Distance
3. Clean - ensure aircraft is in a clean configuration
4. check - conduct a systematic check of the aircraft and instruments for additional signs of impending engine failure
5. B - Boost pump switch - as required
6. I - ignition switch as required
7. Plan - plan to intercept the ELP in the appropriate configuration and a minimum speed of 120 KIAS. the above considerations should lead to one of three decisions
a. intercept ELP at or above high key
b. intercept the ELP at a point other than high key with the appropriate configuration and airspeed
c. eject if it becomes clear that the aircraft cannot be safely recovered
8. determine duty runway
9. delver a simulated emergency coice report using the ISPI format over ICS to your instructor
10. reduce power to 4-% torque once DEGA is achieved
11. Lower landing gear NO LATER THAN high key
12. report on ICS before landing checklist and re trim for 120 KIAS
13. at high key turn toward low key position and make appropriate radio call IAW local SOP
14. approaching low key, arrive 2/3 wtd abeam the inteded point of landing, level wings momentairly to accurately check position abeam
15. at low key, set flaps TO and perform low key voice report IAW local SOP. LOWER FLAPS NO SOONER THAN LOW KEY
16. Continue to turn towards bse key, RRIVE AT 600-800 FT agl 120 kias
17. Check and report "gear down, flaps TO (or LDG as req.) speed brake retracted, before landing checklist complete"
18. When landing is assured, lower flaps to LDG
19. Use normal power corrections as req to make a safe and controlled landing
20. Decelerate toward 110 KIAS after rolling out on final, maintain 110 KIAS on final until commencing the landing transition. Make an ICS call IAW local SOP
PEL common errors
1. Delaying turn towards nearest suitable field during initial climb
2. excessive climb, delayed arrival at high key, increased risk of engine failure during PEL
3. Poor power control on PEL, failure to set and maintain 4-6% torque once on ELP profile
4. Poor airspeed control due to improper trim for 125 KIAS glide
5. Improper position at high key (aircraft not aligned)
6. Excessive o insufficient bank angle at high key resulting in improper low key spacing
7. Delaying configuration instead of correcting with power
8. failure to compare actual and desired position and energy
9. Failure to anticipate and correct for wind
10. Failure to refer to pocked checklist with time permitting
11. failure to reduce power to idle during landing phase of PEL
PEL - P Procedures
1. Turn
2. Climb
3. Clean
4. Check
5. Boost pump switch as required
6. Ignition switch as required
7. Plan
8. Determine or verify intended runway with instructor
9. deliver the appropriate simulated emergency voice report using ISPI format over ICS
10. Reduce power to 4-6% once within DEGA of a low key position (lower nose to 125 KIAS and re trim
11. Lower landing gear
12. Report over ICS Before landing checklist and re trim for 120 KIAS
13. arrive at pattern low key with proper configuration (LOWER FLAPS NO SOONER THAN LOW KEY) 2/3 wtd
14. make approproate radio call at pattern low key IAW local SOP
15. Complete maneuver as in last half of the PEL
zoom/ glide - what airspeed determines what you will do, and what is the difference
150 KIAS is the determining factor. Above 150 KIAS you will zoom up to capture DEGA at 125 KIAS, below you will pitch for 125 KIAS and glide
Engine Failure during flight procedures
1. Zoom/ glide 125 KIAS min
2. PCL - off
3. Intercept ELP
4. Airstart - attempt if warranted
if conditions do not warrant an airstart
5. firewall shutoff handle - pull
6. execute forced landing or eject
7. determine duty runway at landing site before intercepting ELP
8. deliver a simulated emergency voice report using ISPI format over ICS to instructor
9 Approaching high key, assess winds and plan accordingly
10. Intercept ELP at or above high key
11. If unable to intercept at high key, intercept at another point with proper configurationa nd speed
12. lower gear and complete before landing checklist
13. at high key turn toward low key, maintian 120 KIAS
low key - WTD 2/3 abeam intended point of landing
14 lower flaps NO SOONER THAN LOW KEY
15. Turn towards base key (600 -800 ft AGL, 120 KIAS)
16. check and report "gear down, flaps TO (or LDG as req) speed break retracted, before landing checklist complete.
17.Decelerate to 110 KIAS on final
18. Power at 4-6% throughout the flare
7 Engine failure during flight common errors
1. Not getting aircraft into TRIMMED 125 KIAS glide speed
2. Failure to compare actual and desired position and energy
3. improper position at high key (aircraft not aligned)
4. Excessive or insufficient bank angle at high key resulting in improper low key spacing
5. Premature configuration (for example, TO flaps lowered at low key with insufficient energy on profile)
6. Not trimming throughout the ELP
7. Failure to anticipate or correct for winds
ISPI format
Identification
Situation
Position
Intention
1. The turn pattern is started________
A. in slow cruise on a cardinal heading
B. in normal or slow cruise on any numbered heading
C. in fast cruise on a cardinal heading
D. in fast cruise on any numbered heading
B
2. The first turn in the turn pattern will use _____ angle of bank for ____ of turn.

A. 10°; 45°
B. 15°; 60°
C. 30°; 90°
D. 45°; 180°
C
3. The Level Speed Change (LSC) is started _________

A. in slow cruise on any cardinal heading
B. in normal cruise on any numbered heading
C. in fast cruise on any cardinal heading
D. in fast cruise on any numbered heading
B
4. The LSC sequence is flown from ________ cruise to the ______ configuration, to the _______ configuration, and then back to _________ cruise

A. normal; downwind; landing flap approach; normal
B. normal; takeoff flap; landing flap approach; normal
C. fast; downwind; landing flap approach; fast
D. fast; takeoff flap; landing flap approach; fast
A
5. The THREE Cs ______and __ required between individual maneuvers flown in a series.

A. may be accomplished in any order; are
B. must be accomplished in order; are
C. may be accomplished in any order; are not
D. must be accomplished in order; are not
C
6. Indications of a full stall are_______

A. stick shaker & buffet
B. uncommanded nose drop
C. 18 AOA
D. all of the above
B
7. Which two factors must be present in order for an aircraft to spin?
Torque and Yaw
Rotation and Roll
Yaw and Stalled AOA
Stalled AOA and Roll
C
. Which torque setting does not simulate a feather condition?

A. 3%
B. 4%
C. 5%
D. 6%
A
9. After spin entry you should initiate the "Inadvertent departure from controlled flight" procedure, which is_______

A. Controls-NEUTRAL; PCL-IDLE; Altitude-CHECK
B. Controls-SLIGHTLY FORWARD OF NEUTRAL; PCL-IDLE; Altitude-CHECK
C. Altitude-CHECK; Controls-NEUTRAL; PCL-IDLE
D. PCL-IDLE; Controls-NEUTRAL; Altitude-CHECK
D
10. What is the proper way to enter a slip?

A. lower one wing while applying top rudder
B. lower one wing while applying bottom rudder
A
11. Coordinated turns during Slow Flight (SCATSAFE) will be flown at ____ KIAS (15 AOA) with __ torque

A. 60; 60%
B. 80; 45%
C. 120; 31%
D. 150; 33%
B
12. What is the entry speed for a practice landing attitude stall (takeoff flap)?

A. 100-105 KIAS
B. 105-110 KIAS
C. 110-115 KIAS
D. 115-120 KIAS
C
13. What is the entry speed for a practice landing attitude stall (landing flap)?

A. 100-105 KIAS
B. 105-110 KIAS
C. 110-115 KIAS
D. 115-120 KIAS
B
14. Energy level is defined by airspeed (kinetic energy) and altitude (potential energy).

A. True
B. False
A
15. Kinesthesia is probably the best and most important indicator of a stall for an experienced pilot.

A. True
B. False
A
16. The recovery for a power on stall is ___________________

A. idle power, controls neutral, check altitude, recover from unusual attitude
B. max power, relax the backstick to break the stall, level the wings, center the ball
C. relax the backstick to break the stall, max power, level the wings, center the ball
D. neutralize the control stick to break the stall, max power, level the wings, center the ball
C
17. Slips are normally demonstrated at ___KIAS in the clean configuration, although they may also be demonstrated at 120 kts with the gear down/flaps as required.
A. 120
B. 125
C. 150
D. 200
B
18. What is the configuration for Power-Off (ELP) Stall?
A. 150 KIAS, gear up, flaps up
B. 125 KIAS, gear down, flaps up
C. 125 KIAS, gear down, flaps t/o
D. 120 KIAS, gear down, flaps up
A
19. After initiating a normal turn and retarding the PCL to idle on a landing pattern (Approach Turn) stall, you should raise the nose_____ nose high and maintain ____ angle of bank.
A. 5-10°; 15-30°
B. 10-15°; 15-30°
C. 5-10°; 20-45°
D. 10-15°; 20-45°
C
20. For a spin entry you should apply full backstick and full rudder_______
A. at stick shaker
B. at the point of stall
C. once you are 30° nose high
D. when your instructor tells you
B
21. After approximately ___ turns a spin will enter a near steady state condition.
A. 2
B. 3
C. 4
D. 5
B
22. Spin rotation will stabilize to approximately 2 to 3 seconds per turn with an altitude loss of ___ per turn
A. 200-300
B. 300-400
C. 400-500
D. 500-600
C
23. Delaying configuration instead of adding power to correct for low altitude during a PEL is a common mistake.
A. True
B. False
A
24. Recovery from the Power On Stall (POS) involves simultaneously relaxing the nose, adding maximum power, leveling the wings and centering the ball.

A. True
B. False
A
25. The proper recovery for the Power-Off Stall (ELP Stall) is ___
A. max power, relax the backstick to break the stall, level the wings, center the ball
B. idle power, controls neutral, check altitude, recover from unusual attitude
C. relax the backstick to break the stall, max power, level the wings, center the ball
D. maintain the turn/profile ground track, lower pitch attitude to put the prop arc on the horizon.
D
For a straight ahead power on stall you shall set torque between___ and raise the pitch between ______
A. 15-40%; 30-60°
B. 30-60%; 15-40°
C. 20-30%; 30-60°
D. 30-60%; 20-30°
B
27. What is the proper altitude and wingtip distance for High Key?
A. 1500'AGL; ½ WTD
B. 1500' AGL; ¼ WTD
C. 3000' AGL; ½ WTD
D. 3000' AGL; ¼ WTD
D
28. It is acceptable for the stick shaker to be activated during the slow flight (SCATSAFE) maneuver.
A. True
B. False
A
29. For a turning power on stall you should use _______ AOB
A. 10-30°
B. 15-40°
C. 15-30°
D. 20-30°
D
30. Which is NOT a goal of power on stalls?
A. proper recognition of the stall
B. proper recovery of the stall
C. minimum airspeed loss
D. minimum altitude loss
C
31. Which of the following is NOT used to manipulate energy level?
A. nose attitude
B. power
C. drag
D. G-loading
A
32. Slow flight (i.e. SCATSAFE maneuver) is flown at ______ AOA
A. 10.5
B. 15
C. 15.5
D. 17.9
B
33. Which sense is only reliable in detecting a stall indication that is the result of an unusual attitude?
A. Vision
B. Hearing
C. Kinesthesia
D. Feeling of control pressure
A
34. During a constant angle of bank turn, use a constant angle of bank and while maintaining _____.
A. airspeed
B. altitude
C. airspeed and altitude
D. nose attitude
C
35. The power off (ELP) stall is considered recovered when you have regained ______.
A. 110kts
B. 120kts
C. 125kts
D. 150kts
B
36. Airspeed, pitch and power setting for Terminal Route Descent is ______.
A. 180kts; 10° Nose Down; 10%
B. 180kts; 5° Nose Down; 20%
C. 200kts; 10° Nose Down; 10%
D. 200kts; 5° Nose Down; 20%
D
37. You have a CHIP light over Monroeville, you should deliver a voice report in which format?
A. ISSI
B. PSSI
C. ISPI
D. SIPI
C
38. When gliding, 10kts of airspeed can be traded for approximately _____ft of altitude.
A. 10
B. 50
C. 100
D. 200
C
39. Which slow flight (SCATSAFE) maneuver is used to demonstrate the importance of using smooth positive inputs at slow airspeeds?
A. Abrupt control movement
B. Effectiveness of controls
C. Adverse yaw
D. Coordination exercise
B
40. The most significant effect when flaps move from LDG to T/O is ___________
A. an AOA increase due to the loss of lift
B. an AOA decrease due to the loss of lift
C. an airspeed increase due to the loss of drag
D. an airspeed decrease due to increase in drag
C
41. The most significant effect when flaps move from T/O to UP is ___________

A. an AOA increase due to the loss of lift
B. an AOA decrease due to the loss of lift
C. an airspeed increase due to the loss of drag
D. an airspeed decrease due to increase in drag
A
42. Which of the following slow flight (SCATSAFE) maneuvers will NOT result in a large increase in AOA?
A. raising the flaps to UP during the Flap Retraction exercise
B. rolling to 60° AOB in the Steep Turns exercise
C. rapidly moving the ailerons in the Effectiveness of Controls exercise
D. abruptly pulling the nose 20° nose high in the Abrupt Control Movement exercise
C
43. A clean aircraft gliding at 125kts should glide _____ for every ____ feet of altitude loss with a VSI between________.
A. 1NM; 2000; 1350-1500
B. 1NM; 2000; 1000-1350
C. 2NM; 1000; 1350-1500
D. 2NM; 1000; 1000-1350
C
44. At optimum glide airspeeds the drag of extended landing gear reduces the glide ratio (NM flown to 1000' altitude loss) from ____ to _____
A. 1:2 / 1:1.6
B. 1:2 / 1:1
C. 2:1 / 1.6:1
D. 2:1 / 1:1
C
45. When executing the recovery for an ELP stall pitch should be lowered _____ and you should ______ the turn
A. slightly below the normal glide picture; maintain
B. 8° nose low (prop arc on horizon); maintain
C. slightly below the normal glide picture; roll out of
D. 8° nose low (prop arc on horizon); roll out of
B
46. For the clearing turn during the 3C's, you should use no more than ____ AOB with the gear up and _____ AOB with the gear down.
A. 45°; 30°
B. 60°; 45°
C. 90°; 45°
D. 90°; 60°
B
47. During a precautionary emergency landing (PEL) the approximate amount of altitude that you will lose during a 360 turn using 60 degrees angle of bank are
A. 3,000
B. 2,000
C. 1,500
D. 1,000
D
48. Operations Checks should be accomplished every _____ with the initial check completed_________
A. 10-15 minutes; on takeoff
B. 20-25 minutes; on takeoff
C. 10-15 minutes; on departure climb out
D. 20 minutes; on initial departure climb
D
49. Gliding at 125kts with the PCL at 4-6% torque should produce a VSI between_____

A. 1000-1500 fpm
B. 1000-2000 fpm
C. 1350-1500 fpm
D. 1350-2000 fpm
C
50. What are the altitudes of High Key and Low Key respectively?
A. 3000' MSL; 1700-1500' MSL
B. 3000' AGL; 1700-1500' AGL
C. 3000-2500' MSL; 1500' MSL
D. 3000-2500' AGL; 1500' AGL
D
51. What is the proper altitude for Base Key?
A. 400-500' AGL
B. 500-700' AGL
C. 600-800' AGL
D. 800-1000' AGL
C
52. Reducing the power while slightly raising the nose is the proper correction if you are ___

A. low
B. high
C. slow
D. fast
D
53. At high altitudes, smoothly decelerate to the 125 KIAS descent attitude to trade excess airspeed for glide distance.
A. true
B. false
A
54. The steps for a Power On Stall recovery should be done__________.
A. in order
B. simultaneously
B
55. Which of the following is NOT a principle regarding energy management?
A. climb at 140-160kts at MAX power to gain energy
B. set an appropriate Joker fuel so that sufficient fuel remains to practice landings
C. plan maneuvers to minimize the need for deliberate energy changes
D. energy gain is enhanced by low AOA (while avoiding flight near 0 G)
B
56 Best glide speed is ______ with the gear up and _____ with the gear down.
A. 150 KIAS; 125 KIAS
B. 140KIAS; 125 KIAS
C. 125 KIAS; 105 KIAS
D. 125 KIAS; 115KIAS
C
57 1,000 of altitude equals approximately ____ knots of airspeed with the canopy bow on the horizon at maximum power.
A. 10
B. 50
C. 75
D. 100
B
58. In a full slip the rate of descent may be in excess of 2000ft/min.
A. True
B. False
A
59. During the turn patter you use what angle of bank for a 180° turn.
A. 30
B. 45
C. 60
D. 90
B
60. The sense of change of direction or speed is one of the most important and best indicators of an approaching stall to the experienced and trained pilots and is known as:
A. Vision
B. Hearing
C. Kinesthesia
D. control pressure
C
61. During flap retraction while executing the slow flight maneuver:
A. initially airspeed decreases as AOA increases.
B. initially airspeed increases as AOA increases.
C. initially airspeed increases as AOA decreases.
D. initially airspeed decreases as AOA decreases.
B
62. Abrupt control inputs when flying in a near-stalled condition during SCATSAFE demonstrate the need for:
A. Landing attitude recognition
B. Abrupt control inputs
C. Smooth control inputs
D. Quick reaction during the flare
C
63. Recovery from a stall involves simultaneously executing Relax-Max-Level-Ball.
A. True
B. False
A
64. Which of following is correct when executing an engine failure?
A. Below 150 KIAS, zoom to capture 125 KIAS minimum. Above 150 KIAS, slow to 125 KIAS minimum as required.
B. Below 150 KIAS, slow to 125 KIAS minimum as required. Above 150 KIAS, zoom to capture 125 KIAS minimum.
C. Above 200 KIAS, zoom to capture 125 KIAS minimum. Below 200 KIAS, slow to 125 KIAS minimum as required.
D. Below 200 KIAS, slow to 125 KIAS minimum as required. Above 200 KIAS, zoom to capture 125 KIAS minimum.
B
65. Starting configuration for the level speed change is:
A. Fast cruise, clean.
B. Slow cruise, gear down.
C. Normal cruise.
D. Downwind configuration
C
66. During the level speed change you will use ________ to maintain altitude.
A. attitude adjustment
B. power
C. airspeed
D. configuration
A
67. Full rudder deflection is not required during a slip. If full rudder deflection is used, remain below _____ KIAS.
A. 125
B. 120
C. 150
D. 200
C
68. During a precautionary emergency landing (PEL), if a climb is needed, climb at _____ when in the pattern and intercept ________.
A.140, 125kts
B. 180, 140kts
C. 125, 160kts
D. 200, 180kts
A
69. During a precautionary emergency landing (PEL), if a climb is needed, climb at _____ using an appropriate power setting to achieve Dead Engine Glide Distance. If
A. 125kts
B. 140kts
C. 160kts
D. 180kts
B
70. Use caution with low power settings on final, especially with LDG flaps. High descent rate with idle power setting, coupled with pitch change to intercept a normal glide path could result in rapid decrease in airspeed. A high sink rate can develop, which may result in a stall or hard landing.

A. True
B. False
A
71. The ELP is used for both actual/simulated PEL and forced landings. If altitude permits, intercept the ELP at ________.
A. 1,500 AGL
B. 1,500 MSL
C. 3,000 AGL
D. 3,000 MSL
C
72. When positioning the controls to neutral, it is not uncommon to mistakenly position the elevator slights aft of neutral. If the aircraft is not recovering as expected, slowly feed in forward stick until the neutral elevator position is reached and the aircraft recovers.
A. True
B. False
A
73. During takeoff, a left crosswind will ________
A. decrease yaw
B. increase airspeed for takeoff
C. increase yaw
D. none of the above
C
74. In regards to energy management, plan maneuvers in an order to ________
A. maximize deliberate energy changes and minimize the use of inherent energy gaining or losing properties of individual maneuvers
B. something else
C. exchange altitude for airspeed
D. minimize deliberate energy changes and maximize the use of the inherent energy gaining or losing properties of individual maneuvers
D
75. A slip is an out of balance flight condition used to increase the sink rate or lose airspeed while maintaining a constant altitude and a specific track over the ground.
A. True
B. False
B
76. If you were at 8,000 AGL then you would be able to glide to a field without intercepting high key that is _____ miles away, assuming the field is at sea level.
A. 8
B. 10
C. 14
D. 16
D
77. If you were gliding to intercept low key, how far would you be able to glide (assume the field is at sea level). You are at 8,000AGL.
A. 8
B. 10
C. 13
D. 16
C
78. _______ will warn an experienced pilot of a decrease in speed or the beginning of a settling or "mushing" of the airplane.
A. kinesthesia
B. feeling
C. hearing
D. sight
A
79. The Abrupt Control Movement portion of the Slow Flight (SCATSAFE) maneuver is taught to:
A. Avoid delaying ejection below 2000AGL
B. View the total landing environment and apply controls in a smooth, positive manner.
C. Something else
D. Something else
B
80. Which of the following is not a common error when executing a precautionary emergency landing?
A. Delaying configuration (gear/flaps) instead of correcting with power.
B. Extending speed brake withought sufficient energy.
C. Failure to set and maintain 4-6% torque once on ELP profile.
D. Delaying turn toward the nearest suitable field during initial climb.
B
81. Which of the following is not a common error when executing a forced landing.
A. Using power to correct for low energy.
B. Premature configuration. For example, TO flaps lowered at low key with insufficient energy on profile.
C. Not trimming throughout the ELP profile.
D. Failure to anticipate or correct for wind.
A
83. When climbing during a precautionary emergency landing (PEL), when you reach dead engine glide altitude you should reduce power to _____ and lower the gear no later than ______.
A. 4-6%, high key.
B. idle, high key.
C. 4-6%, DEGA
D. idle, DEGA
A
84. Incipient spin is characterized by:
A. uncommanded (and often rapid) aircraft motions about any axis
B. altitude loss of 400 to 500 feet per turn
C. an oscillatory spin-like motion, a fully deflected turn needle, a stalled angle of attack, and airspeed that is accelerating or decelerating toward the steady-state value
D. 120 to 135 KIAS
C
85. T/F: A spin progresses through three phases: post-stall gyrations, incipient spin, and steady state spin. The aircraft progresses from one phase to the next as long as pro-spin controls are applied.
A. True
B. False
A
86. The Turn Pattern is a series of constant angle of bank turns while maintaining:
A Attitude and Airspeed
B Attitude and Altitude
C Altitude and Airspeed
D Airspeed and Attitude
C
87. The Turn Pattern is a series of constant angle of bank turns. What angle of bank is used to conduct the 360 degree turns?
45
30
60
10
C
88. The Turn Pattern is a series of constant angle of bank turns. The 30 degree bank angle is used to conduct two turns of _________ degrees.
90
180
360
45
A
89. The Level Speed Change maneuver may be conducted on any numbered heading.
TRUE
FALSE
A
90.During the Level Speed Change maneuver, poor basic air work may be the result of which common error?
Failure to properly trim elevator pressure
Failure to maintain proper nose attitudes
Commencing the landing checklist in the middle of a transition
All of the above
D
91 During the Level Speed Change maneuver, a common error is failure to maintain proper nose attitude for level flight.
TRUE
FALSE
A
92When trading airspeed for altitude, for every 50 KIAS, approximately ____ feet may be gained or lost.
200
500
1500
1000
D
93When trading airspeed for altitude, for every ____ KIAS, approximately 1000 feet may be gained or lost.
20
50
80
100
B
94Energy management, as it relates to CONTACT flying, includes which of the following?
Optimizing time and energy
Altitude and airspeed exchange
Constant awareness of total energy state
All of the above
D
95 How do you best plan a CONTACT sortie regarding energy management?
Ensure you leave the area with enough fuel to conduct landings
Plan your maneuvers around the fuel required to conduct landings prior to RTB
Accomplish maneuvers in an order that optimizes time and energy
Only perform maneuvers which allow for energy trade-offs
C
96 What happens to the T-6B during SCATSAFE when a steep turn is performed in a near-stalled condition?
AOA quickly increases
AOA decreases
Stall speed is decreased
A point on the ground is referenced
A
97 Adverse yaw (weaving) during the SCATSAFE maneuver occurs due to:
Lack of situational awareness
Lack of coordinated rudder
Lack of coordinated aileron
Abrupt control inputs
B
98 The turning, Power On Stall may be performed in which of the following configurations?
Clean, 30 - 60% torque, 15 - 40 degrees AOB, 20 - 30 degrees pitch attitude
Clean, 30 - 60% torque, 15 - 40 degrees pitch attitude, 20 - 30 degrees AOB
Dirty, 30 - 60% torque, 15 - 40 degrees pitch attitude, 20 - 30 degrees AOB
Dirty, 30 - 60% torque, 15 - 40 degrees AOB, 20 - 30 degrees pitch attitude
B
99 The correct entry airspeed for the Power Off Stall is 150 KIAS.
TRUE
FALSE
A
100 Approximately how much altitude gain will be achieved from a Power On Stall which is commenced at 150 KIAS?
1000 - 1500 feet
1500 - 2000 feet
2000 - 3000 feet
If performed at 30% torque, it's 1000 feet, if 60%, it's closer to 2000'.
B
101 During the Power-Off Stall (ELP Stall) maneuver, after clearing the area you roll wings level, set ____ % torque and begin decelerating towards best glide speed, ______KIAS.
4-6, 125
4-6, 120
10, 125
10, 120
A
102 During the Power-Off Stall (ELP Stall) maneuver, when simulating High Key position, you lower the landing gear and trim for ____ knot glide and commence a _____ AOB turn towards Low Key and retrim.
125, 15-20°
500, 20-25°
120, 15-20°
120, 20-25°
C
103During the descent from High Key to Low Key in a Power-Off Stall (ELP Stall) maneuver, at what point is the best glide considered to be regained following an approach to stall?
125 KIAS
Prop arc established on the horizon
8 degrees nose down
120 KIAS
D
104 Landing Pattern (Approach Turn) stall may be practiced in any flap configuration.
TRUE
FALSE
A
105 The recovery from a Landing Pattern (Approach Turn) Stall (RELAX, MAX, LEVEL, BALL) is complete once the wings are level.
TRUE
FALSE
B
106 Which types of LANDING PATTERN stalls are conducted?
Downwind, Landing Attitude
Downwind, Waveoff
Approach Turn, Landing Attitude
Approach Turn, Waveoff
C
107 The slip is a useful maneuver that can aid in losing excess altitude if required. Which control inputs produce a slip?
Wing down, bottom rudder
Wing down, top rudder
Wings level, either side rudder
None of the above
B
108 Even when performing a full slip, rates of descent don't exceed 2000 feet per minute.
TRUE
FALSE
B
109 Which instrument indications would indicate that you are performing a slip?
Turn needle in direction of turn, Sideslip indicator in direction of turn
Turn needle in direction of turn, Sideslip indicator centered
Turn needle in direction of turn, Sideslip indicator opposite direction of turn
Turn needle opposite direction of turn, Sideslip indicator centered
A
110 According to the CONTACT FTI, spins are a useful maneuver in that they may be used to safely descend through clouds in the event a clear hole cannot be found.
TRUE
FALSE
B
111 What is the pitch attitude used to enter a spin?
15
30
45
60
B
112 If established in a steady state spin, spin rotation will stabilize. AOA will indicate 18+ units and airspeed will stabilize at _____.
100 - 125
125 - 140
120 - 135
120 - 150
C
113 The ELP Pattern is flown from High Key to final at:
125 KIAS
120 KIAS
110 KIAS minimum
150 until lowering the landing gear
B
114 The clean glide at 125 KIAS achieves an optimal descent rate of 1350 - 1500 fpm and should glide _______ for every ______ of altitude lost.
1 nm, 1000'
2 nm, 1000'
2 nm, 2000'
3 nm, 1000'
B
115 What power setting simulates the feathered condition of the prop and consequently simulates the T-6B's best glide configuration?
0% Torque
4-6% Torque
6 -7 % Torque
67% N1 (flight idle)
B
116Regarding glide performance of the T-6B, each 10 knots of excess airspeed can be traded for how many feet of altitude?
100
200
300
150
A
117 During the ELP profile, a safe landing is considered on centerline and touching down within the first _____ of the runway.
1000 feet
2000 feet
quarter
third
D
118 During a power loss scenario (forced landing), why does the resultant landing typically result in a longer flare and touchdown?
Increased approach speed
Reduced drag
Effects of emergency landing gear handle
Power is no longer set at 4-6%
B
119 What are the procedures for the PPEL(P)?
TURN, CLIMB, CLEAN, CHECK, AVIATE, NAVIGATE, COMMUNICATE
TURN, CLIMB, CLEAN, CHECK, DETERMINE, BIP
TURN, CLIMB, CLEAN, CHECK, DETERMINE, REDUCE, LOWER, PERFORM
TURN, CLIMB, CLEAN, CHECK, BIP, DETERMINE, DELIVER, REDUCE, LOWER, REPORT
D
120 The indication of a good Low Key position is:
Where orange meets white on the leading edge
Where canopy bow visually bisects the wing
Wingtip bisecting the intended point
Fuel cap on the runway
D
121How much offset is typically applied arriving at High Key?
1/4 WTD
1/3 WTD
1/2 WTD
None
A
122 What is your rotation speed when winds are 15 gusting to 25?
A. 85
B. 90
C. 95
D. 100
B
123At low key, level the wings momentarily and check for proper spacing and altitude. If energy is assessed to be adequate to make the runway, ______

lower LDG flaps (lower flaps no sooner than low key).
Lower TO flaps (lower flaps no sooner than low key).
Use power as necessary to make the field
Leave flaps up, set flaps to TO once landing is assured.
B
124 In a radar environment (Radar Contact), or positive radio contact with a tower/RDO, standard procedure for a distressed or urgent situation is to ____________.
A. squawk 7600
B. say "MAYDAY" three times
C. declare an emergency
D. say "PAN-PAN" three times
C
125 During a constant angle of bank turn check the aircraft attitude with the horizon, then crosscheck the PFD for nose attitude with the ______________, and the angle of bank with the __________.
A. airspeed, attitude indicator
B. altimeter and VSI, attitude indicator
C. heading, airspeed
D. altimeter and VSI, airspeed
B
126 If flown correctly, the forced landing and PEL look the same. However, methods to correct for low energy states differ.
A. Delay configuration for both.
B. Adjust ground track for both.
C. something else
D delay configuration for forced landing and use immediate power for PEL.
D
127 127. When initiating the power off (ELP) stall, which is NOT procedurally correct when ABOVE 150 KIAS.

a. Raise the nose to 5-10 nose high and allow airspeed to decay until first indication of impending stall
b. Maintain the turn or profile ground track and recover by lowering the pitch attitude
c. Simulate high key and lower the landing gear, re-trim for 120kt glide attitude.
d. reduce power to 4-6% torque and begin decelerating towards best glide speed 125kts
A
128Pitch will be ______ and torque ≈______ for level flight in fast cruise.
A. 0°; 54%
B. 3.5° nose up; 54%
C. 1° nose down; 80%
D. 0°; 80%
C
1129 Achieve the FAST CRUISE profile by setting:
54% Torque and 0° nose attitude.
80% Torque and 0° nose attitude.
54% Torque and 1° nose down attitude.
80% Torque and 1° nose down attitude.
D
130 Normal climb is at 180 KIAS by setting:
80% Torque and 8° nose up.
80% Torque and 10° nose up.
100% Torque and 8° nose up.
100% Torque and 10° nose up.
C
131 Best rate of climb is achieved at 15° nose up at max power and approximately _______ KIAS.
140
180
200
240
A
132 The NO FLAP APPROACH CONFIGURATION is achieved by setting the following parameters:
Power 20% / 5° nose down
Power ≈ 31% / 4° nose up
Power ≈ 34% / 3° nose up
Power ≈ 50% / 1° nose up
B
133The LANDING FLAP APPROACH CONFIGURATION is achieved by setting the following parameters:
Power 20% / 5° nose down
Power ≈ 31% / 4° nose up
Power ≈ 34% / 3° nose up
Power ≈ 52% / 1° nose up
D
134 The TERMINAL ROUTE DESCENT is achieved by setting the following parameters:
Power 20% / 5° nose down
Power ≈ 31% / 4° nose up
Power ≈ 34% / 3° nose up
Power ≈ 50% / 1° nose up
A
135 The TAKEOFF FLAP APPROACH CONFIGURATION is achieved by setting the following parameters:
Power 20% / 5° nose down
Power ≈ 31% / 4° nose up
Power ≈ 42% / 3° nose up
Power ≈ 50% / 1° nose up
C
136 Slow cruise is flown at _____KIAS with a torque setting of ≈________
A. 120; 31%
B. 150; 31%
C. 120; 33%
D. 150; 33%
D
137 When the Contact FTI mandates a specific power setting for a procedure, a power setting within______% is acceptable with the exception of setting ______to simulate a feathered power setting.
A. +/- 3%; 3-5%
B. +/- 4%; 4-6%
C. +/- 3%; 4-6%
D. +/- 4%; 3-5%
C
138 In straight and level un-accelerated flight at 200 KIAS, the level flight visual pitch picture is approximately ____, with the wings equidistant from the horizon?
A. 2/3 ground, 1/3 sky
B. ½ ground, ½ sky
C. 1/3 sky, 2/3 ground
D. it depends
B
139 If your altitude is 100 feet high, but you are on airspeed, how would you correct?

A. reduce the power slightly and allow the nose attitude to lower just slightly.
B. add power and raise the nose
C. eject
D. lower the nose slightly
A
140On a descent to cruise transition you __________ raise the nose to the level attitude _____prior to reaching altitude and add power to cruise power.
A. one after the other, 200 feet
B. simultaneously, 200 feet
C. simultaneously, 100 feet
D. one after the other, 5 kts
C
141 What is the purpose of the Slow Flight (Student) maneuver?
A. To develop your ability to fly in a near-stalled condition.
B. To develop your sense of kinesthesia.
C. To develop the ability to recover from a stall.
D. To recognize a near-stalled condition.
A
142 T/F A good memory aid for the precautionary emergency landing procedures are Turn, Climb, Clean, Call, BIP
A. True
b. FALSE
B
143 143. During a climb to cruise transition, you lower the nose attitude to level flight _____ prior to altitude and reduce power _____ prior to your airspeed.
A. 100ft, 5kts
B. 200ft, 10kts
C. 200ft, 5kts
D. 100ft, 10kts
C
144 144. You are at 8000MSL. How far can you glide if you want to reach high key?
A. 16nm
B. 10nm
C. 13nm
D. 8nm
B
145You are at 8000ft. How far can you glide if you want to reach low key?
A. 16nm
B. 10nm
C. 13nm
D. 8nm
C
146You are at 8000ft. How far can you glide if you want to reach the runway?
A. 16nm
B. 10nm
C. 13nm
D. 8nm
A
147147. You are 10nm from the field. What altitude do you need to be at to glide to high key if field elevation is 100ft.
A. 3100
B. 5100
C. 8100
D. 6600
C
148You are 10nm from the field. What altitude do you need to be at to glide to low key if field elevation is 100ft.
A. 3100
B. 5100
C. 8100
D. 6600
D
149 You are 10nm from the field. What altitude do you need to be at to glide to the runway if field elevation is 100ft.
A. 3100
B. 5100
C. 8100
D. 6600
B
150 With constant wind speed of 10kts gusting to 36, what is your rotation speed?
A. 95kts
B. 85kts
C. 98kts
D. 103kts
A
151 With a constant speed of 15kts gusting to 25kts, what is your rotation speed.
A. 90kts
B. 85kts
C. 98kts
D. 93kts
A
152.What is the recovery from a spin during the incipient spin phase?
A. PCL - Max, controls neutral, altitude check, recover from unusual attitude
B. PCL - idle, controls fully deflected, altitude check, recover from unusual attitude.
C. PCL - max, controls fully deflected, altitude check, recover from unusual attitude
D. PCL - idle, controls neutral, altitude check, recover from unusual attitude
D
153. During climbs and descents, the ________ indicator becomes the nose attitude crosscheck instrument. The ________ indicator remains the crosscheck for wings level (constant heading).
A. angle of bank, airspeed
B. airspeed, angle of bank
C. airspeed, heading
D. angle of bank, heading
C
82. If you are 6 miles from the field, what altitude must you be in order to glide to high key? Assume the field elevation is 200ft.
A. 6,000MSL
B. 12,000MSL
C. 6,000AGL
D. 6,200MSL
DC
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