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Flashcards

Instrument Flying Handbook

Dan Anderson English 85 cards

Cards in this deck (85)

  1. 1Can you still file and fly a flight plan and GPS Approach if a WAAS Predictive NOTAM states “Unreliable”?Technically yes. If the potential outage is due to satellite geometry or infrastructure equipment outages, those are a near certainty,. It’s advisory only, revealing that it likely won’t work at the LNAV/VNAV or LPV level but other approaches likely will work
  2. 2HPLHorizontal Position limit
  3. 3HALHorizontal Alarm Limit
  4. 4HULHorizontal Uncertainty Level
  5. 5WAAS receivers must detect fault within how much time?6.2 seconds
  6. 6What if flying non-precision LNAV?10 seconds
  7. 7WAAS delivers what VAL?50M for flying LPVs to 250 foot minimums, 35 M for LPV 200 foot approaches
  8. 8How do you know if a Garmin 430 or 530 have WAAS?430W or 530W will appear in start up screen
  9. 9Are there some WAAS portable air GPS units?Yes but none are legal for approaches.
  10. 10When are only circling minimums listed?When the FAC is offset by more than 15 degrees from the runway.
  11. 11Where do TAA charts find there greatest value?Non-radar environments where the pilot can self direct to an IAF but generally not in high density areas. It’s based upon the standard T with straight in left base and right base areas
  12. 12Three sensitivities for non-WAS GPS units1. More than 30NM from departure or destination: ea deviation dot represents 1NM (full scale 5NM)
    2. Terminal mode: full scale L or R represents 1NM (ea dot = .2 NM)
    3. Approach mode: within 2NM of FAF full scale L or R = .3 NM returning terminal mode at MAP
  13. 13What’s the biggest difference Non-WAAS to WAAS in terms of approach?CDI deflection is linear, not angular, as it is when flying a VOR approach.
  14. 14What’s the WAAS CDI sensitivity?1. En route (over 30NM) sensitivity is 2NM
    2. Terminal 1NM
    3. Approach mode discussed separately
    *WAAS based approaches with vertical guidance CDI operates with angular sensitivity after FAF.
  15. 15HPLHorizontal Position Levels are derived from WAAS evaluated satellite signals, together with WAAS correction signals & Vertical Position Values revealing a 99.99999% probability that you’re within the VPL/HPL cylinder somewhere.
  16. 16WAAS LNAV required HPL?.3 NM 556M
  17. 17WAAS LNAV+V required accuracy?Required HPL .3 NM (556M)
    Required VPL 50M
  18. 18Required LNAV/VNAV Accuracy?Required HPL .3 NM (556M)
    Required VPL 50 M
  19. 19Required LPV Accuracy?Required HPL 40M
    Required VPL 50M
  20. 20Required LPV Accuracy when 200-foot minimums?Required HPV 40M
    Required VPL 35M
  21. 21What is the main purpose of the initial approach segment?To provide a method for aligning the aircraft with the intermediate or final approach segment for descent through one of the following design strategies:
    1. DME arc
    2. Course reversal (PT or Holding pattern)
    3. Following a terminal route intersecting FAC
  22. 22What’s the purpose of the intermediate segment?Designed to position aircraft for final descent to runway. It’s usually aligned at least 30 degrees to FAC.
  23. 23If an approach doesn’t have a specific IF where does the intermediate segment begin?Often it’s one that has a procedure turn, in which case, the intermediate segment begins when you intercept the inbound course, after completing the PT.
  24. 24Purpose of final approach segmentStabilized descent to approach minimums for landing or missed decision.
  25. 25Where does final approach segment begin for precision approach and how is it depicted?Glide slope intercept at intercept altitude. Depicted with lightning bolt (NACO) or the intercept altitude itself (Jepessen). Usually includes/incorporates Maltese cross but that’s actually for the localizer only.
  26. 26Benefits of RNAV (GPS) standard T designed approach?Can file and fly directly to IAF to begin with no need for a PT with a 5-10 NM FAC, which if not within 15 degrees of runway becomes a circling only.
  27. 27What’s OCS?Obstruction Clearance Surface for a non-precision GPS Approach -often called the “protected area”. TERPS prescribes their requirements.
  28. 28Where are primary OCS areas? How much protection?En route Airway centerlines 4NM to each side and instrument approach segments. In these primary areas, with some exceptions, in areas at or above MEA we’re afforded 1000 feet clearance or 2000 in mountainous areas.
  29. 29Describe airway secondary areasSecondary obstacle clearance plane, beginning at a point 500 feet above the obstacles in the primary area and slanting upwards at an angle that causes it to intersect the outer edge of the secondary area at a point 500 feet higher and it extends from the outside of the eight mile wide airway to a point 2NM farther out on either side.
  30. 30Closing in from en route to terminal protected areas shrink by _______.Half
    En route 2-4-4-2
    Terminal 1-2-2-1
    Intermediate to FAF 500 ft vertical w/ secondary tapering from 500 to zero
    4 NM prior to FAF 1-1-1-1
    2NM prior FAF APR Mode scale .3NM
    At FAF rocks 2NM either side 500 below
    MAP .5-.5-.5-.5 rocks 1NM either 250 inner zero outermost
  31. 31What is .3 Nm in feet?1800 a little over one and a third laps on a high school track or five football fields.
  32. 32How much obstruction clearance in the primary area along the final approach segment?250 feet above obstacles and the secondary area tapers from 250 from its inner edge to 0 at it’s outer edge
  33. 33What’s the primary reason Pilot’s fail to pitch up sufficiently when going missed approach?Somatographic illusion because anytime the body is accelerated, fluids in the ear give us a sense of tumbling backwards. Cured by checking attitude indicator for correct pitch attitude and confirm with airspeed indicator and VSI.
  34. 34Unless specified otherwise, what’s the missed approach obstacle clearance ratio for missed approach?200 feet per nautical mile. If flying a ground speed of 90 knots this translates to 300 FPM and it’s a 40:1 rising surface beginning 1823 feet beyond MAP.
  35. 35Assuming the standard climb gradient, you go missed approach with 250 feet of vertical separation, what’s your separation at 1 Nm? How about 2 NM?1 - 298
    2 - 346
  36. 36Standard 200 FPNM Climb gradient at 60 knots200 FPM
  37. 37Standard 200 FPNM Climb gradient at 80 knots267 fpm
  38. 38Standard 200 FPNM Climb gradient at 90 knots300 FPM
  39. 39When does the MAP Protection area expand laterally ?1823 feet prior to MAP WHERE IT EXPANDS 7.5 degrees either side toward and beyond MAP and at the same time the protection area (OCS) expands at 15 degrees (twice as much).
  40. 40For WAAS capable receivers, where are the three greatest/most abrupt scaling changes on approach?1. End of the runway after hitting suspend soft key
    2. Whenever the first leg to a fix on missed is within 3 degrees of inbound course
    3. Any turn after the first straight leg of missed approach it abruptly grows to +/- 1NM
  41. 41You got distracted on approach and now have a full scale deflection, what do you do?Power, pitch, clean, trim, climb, no turns until reaching MAP, and communicate the missed.
  42. 42Yellow INTEG appears on display. What’s going on and what’s our protocol?Doesn’t have the minimum five satellites, as required and will continue to provide navigation, which may or not be correct. Don’t rely upon it for primary navigation.
  43. 43WARN annunciation on display. What does it mean?While there is enough satellites, the system has detected pseudo range errors on the distance measured to the satellites, inconsistent with psuedoranges from other satellites and your calculated position. Because of this the GPS stops displaying any GPS information.
  44. 44You’re shooting GPS approach prior to FAF when you receive a RAIM errorDiscontinue approach
  45. 45When do GPS units perform a RAIM check on a non-precision approach?More than two miles before FAF
  46. 46If a RAIM failure occurs after passing FAF can you continue approach?If necessary you can, because it does continue working for up to five minutes after losing RAIM. However, you should really execute an immediate missed approach.
  47. 47Can Non-WAAS receivers be used for primary en route IFR OPS?No. And cannot be used for SA unless there’s a VOR in aircraft. If doing this, the VOR 30-day check, check NOTAMs for VOR outages for entire route and verify GPS accuracy against VOR along the way.
  48. 48Are there exceptions for these older GPS devices to where they may be used for primary navigation?Yes. Class II and oceanic and remote airspace where there is Fault Detection & Exclusion (FDE) with other specific requirements
  49. 49When selecting an alternate airport when must you select one which has at least one approach that doesn’t require a GPS?When using a non-WAAS GPS.
  50. 50For airports with ALS, when are you permitted to descend below MDA/DA?1When lights in sight
    2. Descend to 100 above TDZE
    3.
  51. 51Definition of TDZETouchdown zone elevation (highest point in first 2300 feet of runway
  52. 52What type of equipment is required for LNAV/VNAV DA?WAAS GPS or baro VNAV
  53. 53What type of equipment is required for LNAV MDA?WAAS GPS or baro VNAV Or non-WAAS GPS
  54. 54What type of equipment is required for Circling?Non WAAS GOS, baro VNAV or WAAS GPS
  55. 55Are approach lights required for any approach?None but without them other minimums usually apply
  56. 56When flying LPVs why can’t you wait for the distance counter to count down to zero?Because these approaches are based upon distance remaining to the runway; not closing distance to. MAP
  57. 57What does LPV stand for?Localizer Performance with vertical guidance
  58. 58Prior to authorizing LPV Minimums, a WAAS capable receiver is required to have an HPL value of _____ & a VPL of ______.HPL of 40 M (131 feet)
    VPL of 50M (164 feet)
  59. 59When did LP approaches become available2009. Can only be flown by WAAS capable receiver
  60. 60ATC sees your/G equipment code. Does that tell them whether you have the right equipment for the approach you’re attempting?No
  61. 61If you ever fly something with the old type GPS, what approaches can you accept?LNAV or circling. Never a LP, LPV or LNAV/VNAV
  62. 62When does FAA create LPV approaches?Operational need and when the vertical signals are available 98% of the time, or 99% in the case of LPV 200 (also triggers requirement for MIRL or better & appropriate runway markings and a parallel taxiway
  63. 63On. N LPV at the runway threshold, how far left or right of the centerline Would a 75 foot obstacle be permitted? How about a 118 foot obstacle?75 = 700 feet L or R
    118 = 1000 feet either side
  64. 64What is CDI sensitivity for an LPV at the threshold?+ or - 350 feet (each side, 700 total), where each dot represents 70 feet.
  65. 65Why is there a Kollsman window for adjusting pressure on the altimeter but there’s not an adjustment knob for temperature?1. Primary differences are for pressure itself
    2. Unnecessary for traffic separation since error is shared by other altimeters (individual deviations are the same)
  66. 66How much terrain protection is there at an ZLPV 250-foot DH?117 feet
  67. 67CFR 91.121(1) requires A pilot to set his altimeter to a local setting from a location along his/her route of flight, if available, within ______ of his position.100 miles
  68. 68What rules are triggered when local altimeter settings exceed 31.0?1. En route/ arrivals: Keep altimeters set to 31.0 until reaching the final approach segment then switch.
    2. Departures: launch with current local setting and then switch prior to reaching 1500 AGL or any crossing altitude, whichever is lower.
  69. 69What’s the legal standard for non-WAAS receivers?TSO-C129
  70. 70TERPS optimum final approach segment length for LNAVOptimum of 5NM, but can be up to 10
  71. 71What, among other things, triggers the need for a step down fix on an LNAV approach?Final approach segment longer than 6 NM
  72. 72LPV vs LNAV criteria for published straight in minimums?In order to have straight ins, LPV must be aligned within 3 degrees of runway and LNAV must be aligned within 15 degrees.
  73. 73Where does the primary OCS Clearance Limit begin for LNAV?.3 NM from runway where it is .5 NM wide on both sides and widens proceeding backwards up the approach to the FAF where it is 1NM wide on both sides
  74. 74On LNAV at FAF, the primary and secondary together provide protection to where the nearest obstacle at your altitude left or right is_____.2 NM either side
    .
  75. 75Normally, where is the MAP on an LNAV?Runway threshold but if approach runway alignment exceeds 3 degrees, it’s recommended that the MAP be 3000 feet prior to runway, which is the case at S50 where the disparity is 12 degrees and UGUYE is a half NM out.
  76. 76Can you land straight in on a circling approach?Yes
  77. 77What is a VDP?A defined point on a non-precision approach straight in approach procedure on the FAC from which a normal descent fTom MDA to touchdown point may be commenced provided all visual references are acquired.
  78. 78Best advice and rules of thumb for VDPsIt really shouldn’t change what we’re doing. Where VDPs are published there’s a fairly clear, obstacle free path ahead of you. Where they are not published, we should be vigilantly looking for obstacles. And if flying the LPV ignore VDP altogether. On KCLM’s RNAV 26 there is a VDP 2 Nm past SEBTY/1.5 Nm prior to threshold. If GPS only indicates LNAV (instead of LP) fly MDA & if visual references acquired after VDP circle instead of straight in.
  79. 79Flight Safety Foundation ‘s study Airport Safety revealed that the accident risk for non-precision was how many times greater than precision?Five times greater.
  80. 80I was originally taught the flawed “dive and drive” non-precision technique. When did the FAA announce its discontinuance and why?2001 because it was the leading cause of CFIT, the leading cause of commercial accidents worldwide and because the benefits of safe stabilized approaches outweigh the benefits 1000 or greater FPM descent rates all so one could just spot visual references sooner.
  81. 81Best way to determine descent rate for each approach segment90-knot approach speed is 1.5 NMPM. Divide each segment distance by 1.5 (or other chosen rate) for number of minutes per segment. Then divide the number of feet of descent altitude loss in each segment by the number of segment minutes to acquire descent rate for that segment.
  82. 82All glide slopes help to stabilize approaches, even advisory ones. How would you know if an advisory glide slope is available?The easiest way is to look at the approach list in panel GPS when choosing approach. LNAV+V reveals a non-precision approach with advisory glide slope. Jepessen charts indicate an advisory GS by depicting dashed near FAF to the MDA and then from there a dotted line to runway. No indications on NACO.
  83. 83CANPAConstant Angle Non-Precision Approach, essentially the same as CDFA (Continuous descent final approach). CDFA techniques are limited to flying non-precision LNAV approaches With an advisory glide path indication
  84. 84VDAVisual Descent Angle -angle between Runway TCH & FAF Minimum altitude.
  85. 85You’re shooting an RNAV GPS approach. Normally, you will default to the LPV when it’s available. What’s one reason you’re likely to choose the LNAV or LNAV/VNAV instead?

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Flashcards on Instrument Flying Handbook, created by Dan Anderson on 30/07/2022.
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