TD 43 DQ

Pilots in their initial radio communication with the facility concerned will state: AIRCRAFT IDENTIFICATION, LOCATION ON THE AIRPORT, TYPE OF OPERATION PLANNED (IFR), POINT OF FIRST INTENDED LANDING AND REQUESTED ACTION (TAXI/REQUEST CLEARANCE/ETC.). There is no requirement for pilots to readback Air Traffic Control clearances while on the ground (except runway assignment and hold short instructions); however, pilots should clarify any portion of clearance that is not completely understood. In addition, controllers may request pilots to readback any clearance.

Pilots in their initial radio contact with the facility concerned will state? Is there a "Clearance Readback" requirement?

Some options are the standard 45-degree procedure turn (45/180), holding/racetrack pattern, teardrop procedure turn, or 80/260-degree course reversal. However, the point at which the turn may be commenced and type and rate of turn are at the discretion of the aviator.

What are the four common techniques for executing a procedure turn (course reversal)? At what point should the turn be commenced, and what type and rate of turn should an aviator use?

Nav Source ADI Lateral Deviation Scaling - Vertical Deviation Scaling VOR 5 deg/dot - N/A ILS 1.25 deg/dot* - .25 deg/dot* ILS Back Course 2.5 deg/dot* - N/A TACAN 5 deg/dot - N/A FMS Enroute 2 deg/dot - N/A

What are the navigational source lateral deviations per dot on the ADI: VOR, ILS, and ILS Back Course, TACAN, and FMS enroute?

a. Unpressurized aircraft. Oxygen will be used by aircraft crews and occupants for flights as follows: (1) Aircraft crews. (a) On flights above 10,000 feet pressure altitude for more than 1 hour. (b) On flights above 12,000 feet pressure altitude for more than 30 minutes. (2) Aircraft crews and all other occupants. (a) On flights above 14,000 feet pressure altitude for any period of time.

What are the oxygen/altitude requirements for flights in an unpressurized aircraft?

If a lightning strike occurs where by all helicopter electrical power and electronics subsystems and controls are lost (including the engine DEC/EDECU and the engine-driven alternator), both engines go immediately to maximum power with no temperature limiter or overspeed protection. In addition, the 701D engine overspeed may result in single or dual engine shutdown without automatic relight. Circumnavigate cells by at least 20 miles.

What are the problems that could happen to the 701D engines and the DEC/ EDECU if a lightning strike occurs? How far should we circumnavigate thunderstorm cells by?

HYPOXIC HYPOXIA 2-70. Hypoxic hypoxia occurs when there is not enough O2 in the air or when decreasing atmospheric pressure prevents diffusion of O2 from the lungs to the bloodstream. . Aviation personnel are most likely to encounter this type of hypoxia at high altitudes due to the reduction of PO2 in the atmosphere. HYPEMIC HYPOXIA 2-71. Hypemic, or anemic, hypoxia is caused by a reduction in blood's O2-carrying capacity. Anemia and blood loss are the most common causes of this type of hypoxia. Other possible causes include exposure to carbon monoxide, nitrites, and sulfa drugs that form compounds with and reduce the amount of hemoglobin available to combine with O2. STAGNANT HYPOXIA 2-72. With stagnant hypoxia, blood's O2-carrying capacity is adequate but circulation is inadequate. Conditions such as heart failure, arterial spasm, and blood vessel occlusion predispose affected individuals to stagnant hypoxia. This type of hypoxia often occurs when a crewmember experiences extreme gravitational forces and blood flow is disrupted, causing blood to stagnate. HISTOTOXIC HYPOXIA 2-73. Histotoxic hypoxia results from an interference with the use of O2 by body tissues. Alcohol, narcotics, or a poison such as cyanide (blue) is inhaled (or can be ingested) and is delivered to the tissues by the blood where it poisons the tissues, keeping them from using the available O2 (figure 2-12).

What are the types of Hypoxia and their descriptions? There are four major types of hypoxia:

IFF EMERG - Takes the transponder out of the STBY mode and sets the squawk to code 7700.

You are flying VFR cross country as the pilot not on the controls when you experience Inadvertent Instrument Meteorological Conditions. The pilot on the controls has done all of his steps in accordance with the crew mission brief and ATM. As the pilot not on the controls you are responsible for squawking Emergency. What is the fastest way to squawk emergency without using the FMS?