Midphase Checkride (No. 1)

Front 1

Allow a minimum of ___ minutes before takeoff behind any larger type aircraft or helicopter

Back 1

2 minutes

Front 2

When will wake turbulence be most pronounced

Back 2

during conditions of calm,
or near calm, surface winds.

Front 3

At pilot’s discretion, accomplish either a static runup at what torque range

Back 3

25-30%

Front 4

If gusty winds are present, increase rotation speed by

Back 4

1/2 the gust factor (up to 10 knots)

Front 5

Under crosswind conditions, the aircraft will tend to

Back 5

weather-vane into the wind.

Front 6

Crosswind controls
become more effective as

Back 6

airspeed increases

Front 7

retract the landing
gear, and raise flaps as required

Back 7

With a positive rate-of-climb established

Front 8

climb and accelerate
to the desired climb airspeed

Back 8

140-180, 160 (for improved forward visibility

Front 9

To avoid excessive stick forces, trim nose

Back 9

down as aircraft accelerates to climb speed.

Front 10

With canopy defog ON, expect an increase in

Back 10

ITT of up to 40 °C for a given PCL setting.

Front 11

With defog ON the PMU

Back 11

may reduce power to maintain ITT below 820 °C

Front 12

If readings other than ____ psi are encountered
at or above ________ feet PA, notify maintenance.

Back 12

3.6±0.2, 18,069

Front 13

The recommended enroute descent procedure is

Back 13

power and configuration as required (200-250 KIAS) and descent rate of 4000 fpm

Front 14

Descent rates will increase significantly (__________ fpm) with idle power and speed brake extended

Back 14

to 8000-11,000 fpm

Front 15

When cruising at altitudes above the freezing
level, water in the rudder centering springs
could freeze, resulting in restricted rudder
movement, what are the indications and what can you do to alleviate the condition

Back 15

Initial indications of this condition
are lack of aircraft response to rudder
inputs and/or the slip ball moving opposite
the expected direction during rudder trim
input. To alleviate this condition, reduce airspeed to 170 KIAS or below, then apply sufficient rudder pedal force to achieve one slip ball width deflection in each direction.

Front 16

Sustained or repeated aerobatic or traffic pattern
maneuvering may result in

Back 16

attitude and/ or heading display error (precession) without an accompanying warning flag and does not constitute a malfunction.

Front 17

If attitude errors are evident without warning flags

Back 17

maintain straight and level unaccelerated flight until corrected (1-2 minutes)

Front 18

If heading errors are evident without warning flags

Back 18

maintain straight and level unaccelerated flight, and momentarily cycle AHRS controller switch to DG, then back to SLVD to force re-alignment

Front 19

The decision to go around/waveoff should be made

Back 19

as early as possible.

Front 20

Excessive pitch near the ground can result in

Back 20

scraping the tail on the runway

Front 21

For heavy weight conditions, approach speed
will be greater than usual

Back 21

Fly base and final with no less than an “on speed” AOA indication

Front 22

Retard the PCL to IDLE once landing

Back 22

is assured

Front 23

Upon touchdown, smoothly lower the nose gear to the runway once airspeed

Back 23

is below 80 knots

Front 24

To avoid possible contact of ventral fin with
runway, do not allow the aircraft to develop

Back 24

excessive sink rates or allow excessive nose high
pitch attitudes during landing

Front 25

If nose wheel shimmy occurs after the nose wheel contacts
the runway

Back 25

apply back stick pressure to relieve the weight on the nose wheel, then gently release pressure to re-establish nose wheel contact with the runway. Notify maintenance after mission

Front 26

N1 will automatically reduce from flight idle (67%) to ground idle (60-61%), approximately

Back 26

4 seconds after touchdown

Front 27

Engage nose wheel steering as required once

Back 27

taxi speed is achieved

Front 28

If one brake fails, use the

Back 28

other brake and rudder/ailerons to aid in maintaining directional control

Front 29

If directional control cannot be maintained with failed brakes

Back 29

execute Aircraft Departs Prepared Surface

Front 30

Neutralize rudder pedals prior to

Back 30

engaging nose wheel steering to avoid excessive swerve when nose wheel steering is selected.

Front 31

Touch and Go, Upon touchdown

Back 31

Smoothly advance PCL to MAX, anticipate slight amount of right rudder as torque increases

Front 32

During gusty wind conditions, increase landing threshold and touchdown speeds by ____ of the gust increment up to a maximum increase of 10 knots. ___ flaps are not recommended during gusty wind conditions.

Back 32

50%, LDG

Front 33

Max braking effectiveness is obtained with a

Back 33

steady application of the brakes

Front 34

Great caution should be used when braking
at speeds above

Back 34

80 KIAS

Front 35

Braking should be discontinued at the first sign of directional control problems and then

Back 35

cautiously reapplied

Front 36

At speeds below 80 KIAS

Back 36

the chances of approaching maximum braking action are greatly increased

Front 37

Do not apply wheel brakes until

Back 37

the aircraft is firmly on the ground and the weight is fully on the wheels.

Front 38

If a wheel brake locks up before the weight
of the aircraft is fully on the wheels

Back 38

the brake may not release even with the full weight of the aircraft on the wheel. The result may be a blown tire and possible degradation of directional control on the ground.

Front 39

After a landing which required maximum
effort braking and if overheated brakes are
suspected

Back 39

do not taxi into or park in a congested area until the brakes have had sufficient time to cool. Do not set parking brake

Front 40

If brake pressure appears to fade during
application, or brakes are not responding as
expected

Back 40

fully release brakes, then re-apply.
Both crewmembers must fully release brakes
for this to be effective.

Front 41

Define Critical Altitude

Back 41

The altitude at which 100% torque is no longer available, with the PCL at MAX. Critical altitude occurs at approximately 16,000 feet MSL on a standard day with PCL at MAX

Front 42

(TO/MAX POWER) With the PCL at MAX, the engine is rated to produce at least

Back 42

1100 shp and indicate 100% torque below critical altitude, at a maximum ITT not to exceed 820 °C on a standard day.

Front 43

With PCL at MAX and ITT exceeding the 820 limit for 20 seconds and the PMU is functioning

Back 43

the PMU will reschedule fuel flow to keep ITT below 820

Front 44

Although there is no time limit for operation at maximum power, sustained operation at maximum power may

Back 44

significantly reduce engine service life

Front 45

Define Maximum Climb Power

Back 45

The amount of power available during climb when above critical altitude. This setting is the PCL position which yields an ITT 13 ° C below observed maximum power ITT at critical altitude; not to exceed 807 ° C.

Front 46

Define Maximum Cruise Power

Back 46

The amount of power available for cruise flight when above critical altitude. This setting is the PCL position which yields an ITT 40 C below the observed maximum ITT at critical altitude, not to exceed 780 C.

Front 47

Define Runway Condition Reading

Back 47

measure of the braking friction coefficient. RCR is
given as a whole number. This value is used to define the braking characteristics for various runway surface conditions

Front 48

RCR Condition Number/Meanings (3)

Back 48

23- Dry, Good
12- Wet, Medium
05- Icy, Poor

Front 49

Define Maximum Braking Speed

Back 49

max speed from which the aircraft can be brought to a stop without exceeding the maximum design energy absorption capability of the brakes (3.96 million foot pounds)

Front 50

Define Maximum Abort Speed

Back 50

The maximum speed at which an abort may be started and the aircraft stopped within the remaining runway length. Allowances included in this data are 3 second reaction time at Maximum Abort Speed to recognize the decision to abort AND select idle power. Additional allowance includes a 3 seconds after idle power is selected and to apply the brakes. Speed may increase 20 knots in this 6 sec allowance

Front 51

When abort speed is above rotation speed

Back 51

rotation speed becomes the abort speed

Front 52

For tailwind ops, if abort speed is greater than max braking speed less 20 knots

Back 52

the max braking speed (less 20 knots) becomes the abort speed

Front 53

Define Air Distance

Back 53

the ground distance covered from the 50-foot obstacle height to touchdown

Front 54

Define Landing Ground Roll distance

Back 54

the ground distance covered from touchdown to full stop using maximum braking procedures.

Front 55

Define Total Landing Distance

Back 55

the sum of air distance and ground roll distance

Front 56

During gusty conditions Increase landing threshold and touchdown speeds

Back 56

by 50% of the gust increment up to a maximum increase of 10 knots.

Front 57

Time and fuel allowances for a normal go-around

Back 57

5 minutes, 60 pounds

Front 58

What does a Red X mean?

Back 58

Indicates the aircraft is unsafe or unserviceable and will not be flown or used until the unsatisfactory condition is corrected and/or the symbol is cleared. No one will authorize or direct an aircraft to be flown until the Red X has been properly cleared IAW applicable technical data and MAJCOM directives. Aircrew members can NEVER clear or downgrade a Red X. When all work is completed to correct the deficiency(ies), the individual who accomplished the work enters a signature in the CORRECTED BY box and another member of the MX crew signs the INSPECTED BY box. This system requires more than one individual to confirm the airworthiness of the aircraft.

Front 59

What does a Inspection (DASH) signify?

Back 59

Indicates that the condition of specific equipment, or aircraft system, is unknown and a more serious condition may exist. Generally, a Red – does not normally ground the aircraft, but it can if the situation is bad enough to affect airworthiness. Sometimes, MX personnel will not ground the aircraft with this status, but, as the pilot, you have the final say. Do not accept the aircraft if, in your opinion, the condition will impact the aircraft so negatively that you cannot accomplish your assigned mission or you feel that airworthiness is in question. Red – discrepancies are cleared by the individual who accomplishes the corrective action by entering a signature in the INSPECTED BY box.

Front 60

What does a Discrepancy (Diagonal) mean?

Back 60

Indicates that a discrepancy exists with one or more pieces of equipment, but is not sufficiently urgent or dangerous enough to warrant grounding the aircraft. Red / discrepancies are cleared by the individual who accomplishes the corrective action by entering a signature in the CORRECTED BY box. Keep in mind, that like other aircraft statuses, a decision not to ground the aircraft by a MX tech does not require you as the PIC, to accept the aircraft with the cited discrepancy, if you cannot accomplish the assigned mission or the airworthiness of the aircraft is impacted significantly.

Front 61

Black initial Sign Off

Back 61

an individual’s black initial is entered on top of a red symbol to indicate the discrepancy has been corrected. A black initial is entered in place of a red symbol on the status page if there are no discrepancies noted for the aircraft. This situation is rare because there are normally minor items on an aircraft requiring repair.

Front 62

Exceptional Release

Back 62

a. An ER serves as certification that an authorized individual has reviewed the aircraft forms and determined the aircraft is safe for flight. Only a limited number of designated MX personnel are authorized to sign an ER. A valid ER is good for the entire day unless the aircraft status changes. A rated PIC can sign his/her own ER. An ER is only valid for the PIC’s flight and must be re-accomplished for additional sorties. This usually occurs when the aircraft is off station on a multi-sortie navigation mission. A rated pilot cannot sign an ER for another pilot or student. SOLO STUDENTS CAN NEVER SIGN AN ER!
b. An ER is always required before flight and under no circumstances will an ER be granted for an aircraft on a Red X. Aircraft on a Red X cannot be released for flight. The discrepancy must be repaired and the Red X cleared.

Front 63

How long is a pre-flight inspection valid?

Back 63

A preflight inspection (PR) is good for 48 hours or until the end of the day, if the aircraft is flown

Front 64

Explain Inspection Compliance

Back 64

Required inspections are tracked in the AFTO Form 781, numerous aircraft inspections must be completed at specific time intervals

Some are time compliant (Isochronal) based on hours or dates while others are mission type inspections required before and after flight

Front 65

781/Before Exterior Inspection*

Back 65

Students should plan on checking the 781 on each sortie. The 781 must be reviewed by a rated pilot on every sortie except student solos.

Front 66

Exterior/Interior Inspection*

Back 66

Students should plan on performing an exterior inspetion on each sortie. A rated pilot must perform the exterior inspection on every sortie except student solos.

Front 67

Spare Aircraft Procedures*

Back 67

Inform Lowell (UHF/VHF Ch.15) of any tail changes. On dual sorties, if the student has already checked the 781 and performed an exterior inspec- tion on the initial aircraft, the student will strap in immediately after the Before Exterior In- spection checklist.

Front 68

Clearance/Taxi Procedures*

Back 68

Obtain ATIS and call Clearance Delivery prior to calling for taxi. Plan to taxi no later than 10 minutes prior to scheduled takeoff time. Pilots will taxi staggered unless at night or off station

Front 69

EOR/Pre-Takeoff Procedures*

Back 69

The pilot taxiing will ensure the aircraft nose gear is
on the “T” by referencing the parking spots on either side. Accomplish the Overspeed Gov-
ernor Check in the Taxiway Charlie and Taxiway Echo hammerheads. Run-ups in other
areas may be conducted if it can be determined that the area in front and behind the aircraft is clear.

Front 70

Rolling/Static*

Back 70

Pilots should perform a rolling takeoff to the max extent possible

Front 71

Routing, Altitudes, Airspeeds*

Back 71

Comply with the Vance IFG or Radar Approach Con-
trol (RAPCON) directions. Pilots will brief and fly an airspeed within the tech order range.
If it is determined a different airspeed is needed or desired, the PF will brief the new airspeed being used

Front 72

NACWS/TAS*

Back 72

Set NACWS to “Enroute” or TAS to > 10NM range. Change TAS
from “ABOVE” as necessary.

Front 73

Power-on Stalls*

Back 73

Students will brief intended entry parameters prior to execution

Front 74

Spins/OCF/Special Syllabus*

Back 74

Students will verbalize the altitude after neutralizing the controls and oil pressure before advancing the PCL. Students are responsible for ensur- ing opted Special Syllabus items are accomplished during the profile

Front 75

Recoveries*

Back 75

Students preparing for Midphase can expect the IP to fly the aircraft into a position requiring a recovery. Post-Midphase students can expect the IP to direct them to
“recover” during an aerobatic maneuver.

Front 76

Traffic Pattern Stalls/Slow Flight*

Back 76

Students will brief the flap setting prior to execu- tion

Front 77

HAPL/SLIP*

Back 77

Plan on commencing simulated HAPLs from either the COR- MI/DLLTA Stereo Routes or MOA Areas adjacent to DOGFACE to minimize interference with other flight training. HAPLs may be conducted to a local non-towered airfield (NTA) listed in AFI 11-2T-6V3 VAFB Sup 1 (A7.2.4.1.) if not conveniently aligned with Dogface or if the pattern is saturated.

Front 78

NTA Operations*

Back 78

Upon completion of NTA operations, contact RAPCON for an IFR clearance or, as a minimum, VFR flight following. If proceeding to DOGFACE, contact Dogface no later than 10 miles from pattern entry and state intentions for entry via High Key or the VFR entry point.

Front 79

Joker/Bingo/Chock Time*

Back 79

Students will calculate appropriate Joker and Bingo fuels and will be responsible
for monitoring their fuel state for the duration of the sortie. If a student intends to over- fly a Joker fuel to gain more training in a particular phase of flight, the student will ver- balize the new Joker fuel prior to reaching the original Joker fuel state. Pilots will annotate the chock time on the Mission Data Card. Pilots are respon- sible for meeting chock times and will coordinate with Lowell for a chock extension if needed.

Front 80

Touch& Go/Full Stop Flap Setting*

Back 80

The PF should plan on using LDG flaps for full-stop landings when practical.

Front 81

Nosewheel Steering/Exiting Runway*

Back 81

Aircrews should land on the appropriate side of the runway for spacing. If spacing and/or crosswinds are not a factor, aircrews should plan touch-and-go landings on the “hot side” and full-stop landings on the “cold side.” When taxiing clear from the hot side, ensure the “cold side” is clear.

Front 82

A/C Commander/Student Pilot Duties*

Back 82

The IP is the aircraft commander. Students
should act like aircraft commanders while in control of the aircraft. Students will inform the IP if they wish to make any adjustments to the profile, joker/bingo fuels or drop any planned maneuvers.

Front 83

Transfer of Aircraft Control (With and Without Intercom).*

Back 83

IAW AFMAN 11-248 paragraph 1.15.

Front 84

Clearing*

Back 84

The PF will make all pattern position reports. To facilitate clearing, the PF will minimize the time spent “belly up” to possible conflicts by using “crisp” turns using a minimum of 60 deg angle of bank while flying in the local traffic pattern. Attempt to acquire traffic conflicts visually and use RAPCON/controlling agency as required to avoid conflicts. Use NACWS/TAS as an aid in clearing for traffic.

Front 85

In-Flight Checks*

Back 85

The PF will accomplish all checks and will challenge the PNF for any (BOTH) items and ensure that a timely response is received. IPs will not ignore chal- lenges in an attempt to test students.

Front 86

Radio Procedures*

Back 86

All radio calls will be initiated at the appropriate time by the PF. An intervening radio call by the aircraft commander does not constitute a transfer of aircraft control. The aircraft commander desiring control over one of the radios will advise that they “have the UHF /VHF radio” and then advise when control is transferred back to the PF.

Front 87

Simulated Emergency Procedures*

Back 87

Brief planned simulated emergency procedures to include configurations, airspeeds and anticipated power settings.

Front 88

Aircrew Responsibilities*

Back 88

In case of emergency the PF will continue to fly. Do not
assume the aircraft commander is taking control of the aircraft. Do not perform any irrevers- ible/difficult to reverse actions (e.g. cutting off the PCL, using the Emergency Landing Gear Handle, pulling the Firewall Shutoff Handle, etc.) without first confirming with the aircraft commander that the action is desired at that time. When able, the PNF will consult the checklist and IFG and use CRM to raise the situational awareness within the cockpit.

Front 89

Emergency Ground Egress*

Back 89

The aircraft commander will command “EGRESS, EGRESS, EGRESS.” For a right side egress, pilots will leave the canopy closed and locked, remain fully strapped-in with mask up/visor down and will activate their CFS handles

Front 90

Takeoff/Touch & Go EPs/Abort*

Back 90

The command to abort will be “ABORT, ABORT, ABORT.” Brief specific malfunctions that will require a high speed abort considering TOLD and weather conditions. Aircraft commanders should also brief touch-and-go abort decisions to include a brief discussion of runway available, landing performance, etc.

Front 91

Lost Comm (NORDO)*

Back 91

If communications cannot be established and the sortie is lo- cal, recover IAW the IFG. If communication is lost outside the local area, refer to the FIH.

Front 92

Intercom Failure/Visual Signals*

Back 92

If all settings/connections check good, attempt communication over the non-
primary radio. The FCP is (Call Sign) “Alpha” and the RCP is (Call Sign) “Bravo.” If unsuccessful and the cockpit altitude is below 10,000 feet, the mask can be lowered in the absence of smoke/fumes and communication established by yelling. If removing the
mask is not feasible or desired due to cockpit pressure altitude, consider writing notes on the back of the Mission Data Card or other suitable surface. The cockpit mirrors can also be used to establish visual communication.

Emergency Gear Extension. If the RCP desires the FCP to pull the Emergency Landing Gear Handle and is unable to verbally direct the extension, the RCP will lower and raise the gear handle multiple times then leave the handle in the down position.

Front 93

Ejection*

Back 93

With and Without Intercom. The aircraft commander will command “BAI-
LOUT, BAILOUT, BAILOUT” over the intercom, or three face curtains without the in- tercom. The term “bailout” will not be used at any other time during the flight; instead, “ejection” will be used while discussing options.

Controlled/Uncontrolled. Apply the T.O. 1T-6A-1 limits to the applicable ter- rain elevation.

Front 94

Bird Strike*

Back 94

If a bird strike occurs and the aircraft is in a position to land, such as short final, the PF should full-stop if able. Otherwise, both pilots should initiate an immediate climb to a safe altitude. If a bird penetrates the windscreen and the intercom is lost, the FCP will give a thumbs-up to the RCP to indicate that they are unhurt. If a thumbs-up is not received, the RCP should assume aircraft control, if not already flying, and coordinate to land at the nearest suitable facility that can provide immediate medical assistance. If structural damage is suspected and time and conditions permit, coordinate for a chase ship and conduct
a controllability check. Pilots should consider flying a PEL if they suspect a prop strike.

Front 95

IMC Procedures*

Back 95

Confess spatial disorientation as soon as it is recognized

Front 96

Taxi Out*

Back 96

The FCP will turn the Navigation Lights on for engine start. The Landing Light will be turned on to signal ready for taxi. Once taxiing past the marshaller while exiting the chocks, the Taxi Light should be turned on unless safety dictates other-wise. The Anti-Collision Lights will be turned on once established on the parallel tax- iway.

Front 97

Taxi In*

Back 97

The FCP will turn the Anti-Collision Lights off when turning off the parallel taxiway. The Taxi Light will be extinguished prior to executing the turn into the designated parking spot

Front 98

Holding Short*

Back 98

The FCP will keep the Taxi, Landing and Anti-Collision Lights off while the aircraft is not moving in the hold-short area.

Front 99

Alternate Mission*

Back 99

Students who are opted for an alternate syllabus sortie will be pre- pared to provide Mission Data Cards for the alternate mission at brief time. An alternate profile for the current sortie may also be briefed, to accommodate changing conditions. Low levels and Navigation sorties will not normally be used as an alternate mission due to extensive pre-mission planning, briefing requirements and mission complexity. Students will be prepared for ALL sorties for which they are currently opted.

Front 100

Glasses/Jewelry*

Back 100

Wear eyeglasses as required and bring a spare set. Remove all jewelry.