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What are some advantages of high-speed arrivals? (3-3; 5.5.1)
- Increased maneuverability
- Decreased exposure time
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What are some disadvantages of high-speed arrivals? (3-3, 5.5.1)
- Increased turn radius
- Increased noise and heat signatures
- Decreased margin of errors
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What are some advantages of Shallow arrivals? (3-3, table 5.4)
- Reduced detection capability due to LOS limitations
- Initiated within close proximity to the airfield
- Flexible ground track (Course Reversal (CR))
- Constant turning with airspeed changes make the aircraft an uncooperative target (CR)
- Easy to adapt in either direction (Beam (B))
- Universally familiar to controllers and aircrew (overhead (O))
- Offers built-in deconfliction for missed approaches (overhead (O))
- Overflying runway provides LZ acquisition (CR, B, O)
- Ingress airspeed is maintained until over the airfield (CR, B, O)
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What are some disadvantages of Shallow arrivals? (3-3, table 5.4)
- Aircraft operates close to the ground
- Aircraft is exposed to small arms
- Aggressive maneuvering may require more experience
- Navigation and LZ acquisition more difficult
- Maneuvering at low altitude and high airspeed may result in overshoot (CR)
- May create significant wing flash (CR)
- Requires considerable maneuvering with decaying airspeed close to the ground (CR, B)
- LZ acquisition may occur very late in the approach (B)
- Possible loss of position awareness while making the reversal/break-turn (CR, B, O)
- High ingress speeds may result in wider displacement following break turn (O)
- Large formations may become spread out past the desired break/perch point and protected airspace (O)
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What are some types of shallow arrivals? (3-3, table 5.4)
- Straight-in (SI)
- 90/270 course reversal (CR)
- Beam (B)
- Overhead (O)
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What are some types of steep arrivals? (3-3, table 5.4)
- Straight-in (SI)
- Spiral (SP)
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What are some disadvantages of steep arrivals? (3-3, table 5.4)
- Daylight operations may result in significant contrast of aircraft against sky
- Energy management from a steep arrival to a normal landing glide path may be complicated
- Aircraft could transit entire MANPAD WEZ
- Predictable ground track (SP)
- Time from initiating the maneuver to touchdown can limit DZ traffic flow (SP)
- Potential threats could be overflown multiple times (SP)
- Difficult to execute consistently and requires a high level of proficiency (SI)
- Lack of turns only allow energy dissipation in one dimension (SI)
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What are some advantages of steep arrivals? (3-3, table 5.4)
- Reduced exposure time to threats if flown with rapid descent
- Reduced acoustic/heat signature at idle power
- Allows for higher en route altitudes (fuel and time savings)
- Allows for excellent visibility of DZ
- Capitalizes on protected airspace (SP)
- Suitable for descent into areas of high terrain (SP)
- Requires minimum maneuvering (SI)
- Can be modified to a high-downwind or base turn in event of runway change (SI)
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Name some different slow down techniques. (3-3, 5.5)
- "Noodle" slow down
- Low-altitude slow down
- Panel slow down
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Describe the "noodle" slowdown technique. (3-3, 5.5.1)
- 1. Program a FAF altitude and glide slope in the MC approach page
- 2. When the noodle touches the FAF begin slowdown
- 3. Configure on speed and maintain level slowdown until the FAF
- 4. This technique is conservative especially at low altitudes and airspeed (below 280)
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Describe the low altitude slowdown rule of thumb. (3-3, table 5.1)
- 1. Distance required to slow down is 1% of ground speed
- 2. Add 1NM if above 280 Kts
- 3. Add 1NM if above 450,000 pounds
- 4. The distance given is to slow down to approach speed, configuring on speed
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Describe the panel slowdown technique? (3-3, table 5.5.1)
- 1. At 10,000 feet it takes 1NM to slow 20 knots using a panel slow down
- 2. At 20,000 feet it takes 1NM to slow 10 knots using a panel slow down
- 3. Table 5.2 in the 3-3 has a complete listing of rates at different altitudes
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What do we mean by a 1 to 1 descent?
Descending 1,000 feet in 1 NM
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Describe the "noodle" slowdown technique? (3-3, table 5.5.1)
- 1. The a FAF altitude and glide slope in the MC approach page
- 2. When the noodle touches the FAF begin slowdown
- 3. Configure on speed and maintain level slowdown until the FAF
- 4. This technique is conservative especially at low altitudes and airspeed (below 280)
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List some configurations and airspeeds that give a 1-to-1 descent? (3-3, table 5.3)
- 1. 230 knots, slats, half flaps, speed break (950 ft/nm)
- 2. 180 knots, slats, half flaps, speed break (950 ft/nm)
- 3. Slats, Full Flaps, Gear, DLC (950ft/nm)
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How do you update energy state during the descent? (3-3, table 5.5.1)
- 1. For an enroute descent using 1500-2000VVI, triple the altitude to lose and that is the number of miles needed to make the descent
- 2. Once inside three times your altitude to lose a 500ft/nm (travel two miles for every 1,000 loss) can be made by extended slats and descending at 230kts.
- 3. Transition to a 1-to-1 descent once altitude to lose equals distance remaining to loose the altitude
- 4. Once inside a 1-to-1 descent, ask for vectors or a 360
- 5. Program multiple slow-down points along anticipated route of flight. Program altitudes and airspeeds into the MC. Use PFP to update progress.
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How do you determine latest touchdown point? (3-3, 5.5.5.5.3.1)
Reduce the runway available on the landing told page until GND ROLL is displayed.
That distance is the minimum runway needed to stop.
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What is a good technique for determining the back of the assault zone? (3-3, table 5.5.1)
The aircraft is traveling at approx 175ft/sec and the gear is 66 feet behind the pilot.
If the pilot passes the back of the zone there is only 1/3 of a second until the wheels are out of the zone.
Go around if the pilots are past the end of the zone.
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