STUDY NOTES

STUDY NOTES

Contact Phase Test

Best single engine climb: 60% flaps = 190 knots, 0% flaps = 220 knots (high gross weight)

--If engine seizes wait until 220 kts to raise flaps

Oil system capacity = 4 qt with 1 quart expansion space

Fuel low pressure light is a valid indication of a boost pump failure if the throttle is out of off, fuel shutoff is in normal and crossfeed off.

No takeoffs from Live Oak allowed if CFL is greater than 6000’

Standard VASI has 2.5 - 3.0° glideslope, aims 750’ down the runway and should allow touchdown in the first 2000’ of the runway

Non-standard VASI has 3.0 - 3.5° glideslope, aims 450’ before the runway and should allow touchdown in the first 1000’ of the runway

On a 3° glideslope, you are 300AGL 1nm prior to the threshold

Actual stall is indicated by excessive sink and heavy buffet

The three basic factors that effect stall recovery are AOA, back and thrust

What causes a stall? Exceeding the critical AOA

CDI must center within 4° of the CSW to a known bearing

ADI and HIS warmup time is 3.5 minutes

ADI off flag goes out of view in 1 minute after initial AC power is applied

TACAN warmup time is 90 sec

Standby ADI warmup time is 3 minutes

Standby ADI is good for 9 minutes after loss of power ± 6°

ADI off flags:

--12 o’clock - localizer signal is bad (course warning flag)
--9 o’clock - glideslope signal is bad
--7 o’clock - ADI off flag - may not show if internal failure or generator phase failure

Don’t taxi within 25’ of an object without wing walkers, never taxi within 10’ from an object

Day solo flights can’t be accomplished in the 15 minute extended daylight window

Min fuels:

--Normal Ops: 600 Dual, 800 Solo
--Dual Runway Ops: 1000 Dual, 1200 Solo

Bug speed is the highest of ARS, CEFS and DS

Rolling takeoffs are allowed on wet runways - the rolling takeoff requirements are Dual, Day, Single ship & CFL not within 1000’ of runway length

Min airspeed to request closed = 220 kts, min airspeed to pull closed = 240 kts, min airspeed in closed pullup = 200 kts

Closed downwind fly a max of 240 kts and a min of final turn speed

Climb and level off checks can be combined below FL180

Minimum CEFS is 110 unless corrected for RCR

As TOF rises, SETOS rises

Min airspeed for MA-1 barrier engagement is 60 kts, aircraft damage may occur above 120 kts, MA-1 dynamic limit is 150 kts

Airframe mounted gearbox shaft failure will give master caution, generator and hydraulics lights

Oil pump shaft failure will give simultaneous RPM indication drop to zero and complete oil pressure loss - you’ll also loose the T5 system, so over temps may occur above 97%

A 2-3g pull on the top side up the cloverleaf should give a 175 - 200 knot speed over the top

Hydraulic caution light will illuminate for pressure under 1500psi and will go out when the pressure goes about 1800psi - it will also illuminate for an excessive temperature

Restricted low approach is 500AGL, low approach as wingman during an emergency is 300AGL, normal low approach just don’t touch down

Add ½ of gust factor to final approach and touchdown airspeeds - not to final turn airspeed

Recover in pattern anytime stall indication or excessive sink rate exists

Add headwind (subtract tailwind) from ARS & RS

Adjust landing roll with RCR using charts

Max endurance AOA is 0.3, max range is 0.18, optimum AOA in the pattern is 0.6

Throttle bursts from IDLE to MIL in one second or less can cause blade failure

Oil limits at 0g is 10 seconds, negative g’s is 30 seconds

Max airspeed with flaps from 1 - 45° is 300 kts, 45 - 60° is 240 kts, 60 - 100° is 220 kts

Fast slave cycle starts:

--Interruption of AC power
--Switch from Dir Gyro - Mag
--When the fast slave button is pressed

With a RS of 160kts, an RCR = 10 drops RS to 124 kts

Utility hydraulics powers: flight controls, stability augmentation, nosewheel steering, landing gear, speed brake (FANGS)

After aborting a start, purge with air for 2 minutes before attempting another start

When told to standby after requesting closed you can turn crosswind at the end of the runway, or wait until 2 miles past the departure end

RS assumptions are:

--3 second reaction time
--optimum braking in a 3 point attitude
--1 engine at IDLE, 1 engine windmilling

In a MOA on an IFR clearance, you need 3 miles visibility and must remain clear of clouds to do aerobatics

On an IFR flight plan the pilot is still ultimately responsible for clearing

Landing with 60% flaps increases landing roll by 500’

Landing distances:

Normal = 2500 + fuel + flare

60% flaps = 2500 + 500 + fuel + flare

No flap = (2500 + fuel)x2 + flare

Crosswind procedures with greater than 15 kts crosswind

--Land on upwind side of runway
--Stop aircraft without aerobraking - keep landing attitude
--6000’ spacing

Full aerobrake is approximately 12° nose high

Normal level off lead point is 10% of VVI. If VVI is pegged, cut climb rate in half 2000’ prior

Rolling takeoffs increase takeoff distance by 150 – 300’

With an inop airspeed indicator, fly known pitch and power settings and use 0.6 AOA on final

Initial takeoff abort – you can roll full flaps, but you must be below full flap takeoff speed and at full aft stick prior to rolling flaps to full

Speedbrake becomes ineffective below 250 kts

Restricted climb is accomplished by attaining 400 kts passing 10,000’

With flap-slab interconnect failure & no locking device, a fully configured aircraft will have an abrupt pitchup & stall immediately (not after 3 seconds) – reaction (MAX and full forward stick) within 3 seconds is required to keep from losing altitude

Landable configurations for the T-38:

--All gear down
--All gear up with
--Mains down, nosegear up
--Gear door position doesn’t matter

Know ops limits for lineup – fluctuations out of the normal range are bad

Stalls must be accomplished between 8000 AGL and FL200 – use at least 80% RPM