Self-Test
Carrier Qualification
GLIDESLOPE AND AIRSPEED CORRECTIVE ACTIONS
4.
You are making your approach to the carrier. While making glideslope corrections for low and
on-speed, you overcontrol and the ball starts to go high at the ramp. What should you do?
ANSWER: In this situation you should stop the movement of the ball but not attempt to recenter it. If
you attempt to recenter the ball, you could overcontrol again, causing a very dangerous situation.
NIGHT FCLP LIGHTING
5.
What is the most important difference between day FCLP and night FCLP?
ANSWER: The lack of visual cues at night.
CARRIER PROCEDURES
6.
During carrier qualification, when is it appropriate to initiate your own waveoff?
ANSWER: You may initiate your own waveoff only in an emergency or if you have not received a
“Roger ball” call by the in-the-middle position.
7.
Briefly describe the Case I marshal (holding) pattern.
ANSWER: Left-hand circling pattern (with flight in balanced formation) tangent to ship’s BRC with
ship at 3 o’clock position.
*
No more than 5 nm in diameter
*
At assigned altitude (minimum: 1,500 ft)
*
Minimum separation of flights (vertically): 1,000 ft
*
Marshal airspeed: max conserve
8.
Identify the common errors associated with the carrier pattern break.
ANSWER:
1. Failure to check clock to set an exact break interval
2. Failure to hold heading and altitude after interval has broken
3. Gaining or losing altitude in the break--haze and loss of visual cues make an instrument break
imperative
(7-01) Original
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