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57 Cards in this Set

  • Front
  • Back
Altitude/Airspeed Trade Rate
1000 ft of altitude = 50 kt airspeed (descent: MIL, canopy bow on horizon, climb: 80-85% rpm, 20 NH)
Optimum Energy Level
Midway between top and bottom of MOA at 300 KCAS
Gaining Energy
Light G/AOA climb at TO climb schedule, generally use MIL, though you could use MAX if quick increase is needed
Rudder Effectiveness
More effective at high AOA, less effective at low AOA
Aileron Effectiveness
Less effective at high AOA, more effective at low AOA
Speed Brake Effectiveness
Minimual effect below 250 KCAS, causes slight pitch up when deployed above 250
PIO Correction
Freeze stick slightly aft of neutral until oscillations stop
G Ex
MIL Power, 420+-20 KCAS, 8-10 NL for 4-4.5 G, 18-20 NL for 5-5.5 G
Light Tickle
First consistent apperance of high freq/low amp vibration. ~0.55 AOA below 300 KCAS, about 0.4 AOA at 400 KCAS
Light Buffet
Normally around 0.6 AOA
Moderate Buffet
Consistent, moderate vibration from about 0.7 AOA to DIBI, just short of wing rock
DIBI
Generally 0.8 AOA clean, to potentially above 0.9 AOA with flaps 60/full (does not always occur prior to wing rock)
Heavy Buffet
After DIBI to full aft stick
Wing rock
Normally occurs just prior to fully developed stalls. Exaggerated, alternating drops of each wing.
Full Aft Stick Stall Entry
Below FL200, power 80% min, As speed decreases, maintain pitch all the way to aft stick, with no aileron inputs
Full Aft Stick Stall Recovery
Leave power alone and relax backstick pressure. As airspeed increases reapply backstick pressure and add power as required.
Sim Trim Failure Entry
Below FL200, airspeed above 300, trimmed for level flight.
Sim Trim Failure Procedure
Without retrimming, slow to final app airspeed, configure to full flaps. After noting forces, trim to relieve pressure
Sim Trim Failure Recovery
After relieving pressures configured, execute sim go-around without trimming and accelerate to above 300. Make turns to see how bank helps relieve pressures. Complete- retrim.
Rudder Effectiveness Demo
Configured- gear and any flap setting (including NF). Apply varied amounts of rudder input for varied times to note roll response.
Rudder Effectiveness Final Turn Hold
Sim level final turn with .8-.85 AOA, apply full top rudder, hold until aircraft reacts, then neutralize. Aircraft will overcorrect 45 deg opposite direction. Maintain ailerons neutral.
Rudder Effectiveness Final Turn Quick
Same as other, but put rudder in quickly and release immediately. Aircraft tends to right itself to level.
Aileron Effectiveness Demo
Power b/w 85-MIL. Roll at various Gs and AOA using only ailerons. Tech: 90%, 20NH, 150kt. At 150 increase backstick to mod buffet then roll. Then unload to 0.5 G and roll. Note increased effectivness at lower AOA, regardless of airspeed.
Turn Reversals
350-400 kt, min of MIL power. 90 deg bank, 4 G turn. One reversal: Unload, roll, restablish 4 G turn opposite direction. Second reversal: Establish 4 G, turn only using rudder (bottom or top). Note how rudder turn is slower.
Accelerated Stall
2-3 G level turn, MIL power, 300 kt, should be in light tickle. Then rapidly increase bank and backstick to either increased buffet or mild wing rock. Note that turn rate increases initially, then slows as AOA increases.
Pitchback
Bank between 0-90 deg. 450-500 kt, MIL. Roll to desired bank, ailerons neutral, 4-5 G pull. Maintain straight nose track to 180 deg of turn.
Sliceback
Bank between 90-180 deg. 200-300 kt, MIL. Roll to desired bank, ailerons neutral. Light buffet and straight nose track through 180 deg of turn.
Pitch to Slice
Start at 450-500 kt to a pitchback at MIL. Look straight back at tip of tail and make 4-5 G pull. As you pull through horizon, continue with slice back at light buffet.
Low Speed Stab Ex
60 NH, 85%. Through 170 kt, unload to maintain 0.5 G. Note how slow you can get without loss of control or stall indications. Coming through horizon, apply full backstick and note immediate stall. Unload back to 0.5 G until 175-200kt, then recover. Do not move throttles until 175 min and maintain at least 0.5 G for oil system.
Slow Flight
Configure, then slow to 10 below final app speed (normally level flight, though slight descent may be needed). Perform coordinated turns at various bank angles. Note AOA changes.
Slow Flight Recovery Demo
Configured with full flaps at slow flight airspeed. Retract flaps to 60. Note acceleration and AOA decrease. Restablish slow flight with full flaps, then fully retract flaps. Note that as flaps pass 60, aircraft accelerates and AOA decreases. As flaps continue up, buffett increases, airspeed decreases, and approaches stall.
Is buffet more or less defined with flaps?
Less defined onset of buffet at lower flap settings
Turning Approach to Stall
FL200 or below, 80% min, landing configuration. Fly simulated final turn with an error (level turn, diving final turn, overshooting final). Recover at first indication (warning or DIBI) or as briefed.
Landing Attitude Approach to Stall
FL200 or below, 80% min, landing configuration. Attain landing attitude and let airspeed decrease. Recover at first indication or as briefed.
When is stall recovery complete?
Descent is stopped, positive controlled climb is established (altimeter and VVI reversed) and sufficient airspeed for continued flight.
Nose High Recovery
Low amplitude requires reducing back stick and slight g to return to level. High pitch requires rolling to nearest horizon and pull nose down to level flight. Low airspeed may require unloading G.
Nose Low Recovery
Roll to nearest horizon, then pull to moderate buffet or 4-5 G. Adjust power and/or boards to maintain 250-400 kt. If no buffet at desired G increase power.
WX for aerobatics
Remain in VMC conditions
How much altitude is required for over the top maneuvers?
At least 10000 ft
Energy Management- Lead Pullout By:
10 kt or 500 ft for each 10 deg nose low
Aileron Roll
Any altitude or airspeed, various pitch attitudes. Don't attempt to keep nose on a point.
Lazy 8
350-400 kt, 95%. 180 deg of turn. Start with a climb, max pitch 20-30 at 45 deg of turn, then lower nose so that it passes through horizon at 90 deg of turn, 20-30 NL at 135 deg of turn then bring nose up so level at 180 deg.
Lazy 8 Airspace
2 NM Forward, 6 NM in direction of turn, 4000-6000 ft above
Barrel Roll
375-400 kt, 95%. Draw a circle around point on the horizon. 30-45 deg off. 90 deg of bank directly above and below.
Barrel Roll Airspace
3 NM forward, 4000-8000 above
Loop
500 kt, MIL. 4.5-5 G straight pull. Maintain light buffet/green donut. Maintain light buffet on bottom side back to 4-5 G.
Loop Airspace
1-2 NM forward, 8000-10000 ft above
Split S
200 kt, MIL. (Technique: 230, pull to 10 NH) Slight climb then roll inverted (wings level inverted before passing through horizon). Once inverted, straight pull to 4-5 G or completion of maneuver. No exit airspeed (380-440 typical)
Split S Airspace
1 NM forward, 1 NM behind, 7000-10000 below
Immelmann
500 kt, MIL. 4.5-5 G straight pull. Once inverted with canopy bow on horizon, roll back to wings level.
Immelmann Airspace
1 NM forward, 8000-10000 ft above
Cuban 8
500 kt, MIL. 4.5-5 G straight pull. When reaching 45 NL inverted, roll wings level. Hold 45 NL until beginning next 4.5-5 G pull. In the dive, G is about 0.7. Start second pull at 450 kt (alt will drop 2500-3000 ft before getting back through horizon)
Cuban 8 Airspace
1 NM forward, 2 NM behind, 8000-10000 ft above
Cloverleaf
450 kt, MIL. Pick point 90 off, 2-3 G straight pull, passing 45 NH begin to roll towards point. 175-200 kt when inverted wings level and 90 off. Pull from this point like a split S (maintain light buffet). Play out to get entry airspeed for next leaf.
Cloverleaf Airspace
3 NM forward, 2 NM direction of turn, 3 NM opposite first turn. 8000-10000 ft above. Turn to closest border first.
Chandelle
400 kt, MIL, nose below horizon. Begin climbing turn so that you pass through horizon after 30-45 deg of turn at 60 deg bank. Pull nose in straight line diagonal to horizon. Constant bank until 135-150 deg of turn. Reduce bank angle so wings level at 180 deg of turn and 200 kt.
Chandelle Airspace
1 NM forward, 1 NM direction of turn, 6000-7000 ft above.