010.06 AIRCRAFT OPS .04 (approach procedures)

Question 1

Aircraft performance has a direct effect on the airspace and visibility required for the various manoeuvres associated with the conduct of instrument approach procedures. The most significant performance factor is (…).

Answer 1

Aircraft performance has a direct effect on the airspace and visibility required for the various manoeuvres associated with the conduct of instrument approach procedures. The most significant performance factor is (aircraft speed).

Question 2

V_at is (…)

V_SO is (…)

V_S1g is (…)

Answer 2

V_at is (indicated airspeed at threshold)

V_SO is (stall speed in landing configuration)

V_S1g is (stall speed at 1g load factor)

Question 3

V_at is equal to V_SO • (…) or V_S1g • (…).

If both V_SO and V_S1g are available, the (higher/lower) resulting V_at shall be applied.

Answer 3

V_at is equal to V_SO • (1.3) or V_S1g • (1.23).

If both V_SO and V_S1g are available, the (higher) resulting V_at shall be applied.

Question 4

Aircraft categories based on approach speed (V_at):

When the V_at is 166 kt or more but less than 211 kt, the aircraft category is (…)

Answer 4

Category A <91 kt

Category B 91 kt - 120 kt

Category C 121 kt - 140 kt

Category D 141 kt - 165 kt

Category E 166 kt - 210 kt

Question 5

Aircraft categories based on approach speed (V_at):

When the V_at is 141 kt or more but less than 166 kt, the aircraft category is (…)

Answer 5

Category A <91 kt

Category B 91 kt - 120 kt

Category C 121 kt - 140 kt

Category D 141 kt - 165 kt

Category E 166 kt - 210 kt

Question 6

Aircraft categories based on approach speed (V_at):

When the V_at is 121 kt or more but less than 141 kt, the aircraft category is (…)

Answer 6

Category A <91 kt

Category B 91 kt - 120 kt

Category C 121 kt - 140 kt

Category D 141 kt - 165 kt

Category E 166 kt - 210 kt

Question 7

Aircraft categories based on approach speed (V_at):

When the V_at is less than 91 kt, the aircraft category is (…)

Answer 7

Category A <91 kt

Category B 91 kt - 120 kt

Category C 121 kt - 140 kt

Category D 141 kt - 165 kt

Category E 166 kt - 210 kt

Question 8

Aircraft categories based on approach speed (V_at):

When the V_at is 91 kt or more but less than 121 kt, the aircraft category is (…)

Answer 8

Category A <91 kt

Category B 91 kt - 120 kt

Category C 121 kt - 140 kt

Category D 141 kt - 165 kt

Category E 166 kt - 210 kt

Question 9

A standard instrument arrival (STAR) route permits transition from (…) to (…). It ends at the (IAF/IF/FAF/MAPt).

Answer 9

A standard instrument arrival (STAR) route permits transition from (the en-route phase) to (the approach phase). It ends at the (IAF)​.

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 10

Manouvre D shown in the figure is a (…).

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Answer 10

Manouvre D shown in the figure is a (racetrack procedure).

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 11

The intermediate approach segment starts at the (IAF/IF/FAF/MAPt) and ends at the (IAF/IF/FAF/MAPt).

Answer 11

The intermediate approach segment starts at the (IF) and ends at the (FAF or FAP).

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 12

Manouvre C shown in the figure is a (45°/180° procedure turn / 80°/260° procedure turn / base turn / racetrack procedure).

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Answer 12

Manouvre C shown in the figure is a (base turn).

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 13

Manouvre B shown in the figure is a (45°/180° procedure turn / 80°/260° procedure turn / base turn / racetrack procedure).

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Answer 13

Manouvre B shown in the figure is a (80°/260° procedure turn).

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 14

Manouvre A shown in the figure is a (45°/180° procedure turn / 80°/260° procedure turn / base turn / racetrack procedure).

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Answer 14

Manouvre A shown in the figure is a (45°/180° procedure turn).

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 15

The initial approach segment provides at least (…) ft of obstacle clearance in the primary area, reducing laterally to zero at the outer edge of the secondary area.

Answer 15

The initial approach segment provides at least (1 000) ft of obstacle clearance in the primary area, reducing laterally to zero at the outer edge of the secondary area.

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 16

45°/180° procedure turn, starts at a facility or fix and consists of:

1) a straight leg with track guidance. This straight leg may be timed or may be limited by a radial or DME distance;
2) a 45° turn;
3) a straight leg without track guidance. This straight leg is timed. It is:
i) (…) minute(s) from the start of the turn for Category A and B aircraft; and
ii) (…) minute(s) (…) seconds from the start of the turn for Category C, D and E aircraft; and
4) a 180° turn in the opposite direction to intercept the inbound track.

Answer 16

45°/180° procedure turn, starts at a facility or fix and consists of:

1) a straight leg with track guidance. This straight leg may be timed or may be limited by a radial or DME distance;
2) a 45° turn;
3) a straight leg without track guidance. This straight leg is timed. It is:
i) (1) minute(s) from the start of the turn for Category A and B aircraft; and
ii) (1) minute (15) seconds from the start of the turn for Category C, D and E aircraft; and
4) a 180° turn in the opposite direction to intercept the inbound track.
source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 17

During the intermediate approach, the obstacle clearance requirement reduces from (…) ft to (…) ft in the primary area, reducing laterally to zero at the outer edge of the secondary area.

Answer 17

During the intermediate approach, the obstacle clearance requirement reduces from (1000)​ ft to (500) ft in the primary area, reducing laterally to zero at the outer edge of the secondary area.

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 18

Where an operational advantage can be obtained, an ILS procedure may include a dead reckoning (DR) segment from a fix to the localizer. The DR track will intersect the localizer at (…)° and will not be more than (…) NM in length.

Answer 18

Where an operational advantage can be obtained, an ILS procedure may include a dead reckoning (DR) segment from a fix to the localizer. The DR track will intersect the localizer at (45)° and will not be more than (10) NM in length.

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 22

Height or altitude 1 in the attachment is (OCH/OCA/MDH/DH/MDA/DA)

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Answer 22

Height or altitude 1 in the attachment is (OCH)

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 23

Height or altitude 2 in the attachment is (OCH/OCA/MDH/DH/MDA/DA)

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Answer 23

Height or altitude 2 in the attachment is (OCA)

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 24

Height or altitude 3 in the attachment is (OCH/OCA/MDH/DH/MDA/DA)

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Answer 24

Height or altitude 3 in the attachment is (MDH)

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 25

Height or altitude 4 in the attachment is (OCH/OCA/MDH/DH/MDA/DA)

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Answer 25

Height or altitude 4 in the attachment is (MDA)

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 26

Height or altitude 4 in the attachment is (OCH/OCA/MDH/DH/MDA/DA)

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Answer 26

Height or altitude 4 in the attachment is (DA)

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 27

Height or altitude 3 in the attachment is (OCH/OCA/MDH/DH/MDA/DA)

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Answer 27

Height or altitude 3 in the attachment is (DH)

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 28

Height or altitude 1 in the attachment is (OCH/OCA/MDH/DH/MDA/DA)

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Answer 28

Height or altitude 1 in the attachment is (OCH)

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 29

Height or altitude 2 in the attachment is (OCH/OCA/MDH/DH/MDA/DA)

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Answer 29

Height or altitude 2 in the attachment is (OCA)

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 30

In ( ½ / ⅓ / ¼ ) of the whole width of the approach area, MOC is provided.

Answer 30

In ( ½ ) of the whole width of the approach area, MOC is provided.

source: http://www.chcheli.com/sites/default/files/icao_doc_8168_vol_1.pdf

Question 38

Wherever possible, a straight-in approach will be specified which is aligned with the runway centre line. In the case of non-precision approaches, a straight-in approach is considered acceptable if the angle between the final approach track and the runway centre line is (…)° or less.

Answer 38

Wherever possible, a straight-in approach will be specified which is aligned with the runway centre line. In the case of non-precision approaches, a straight-in approach is considered acceptable if the angle between the final approach track and the runway centre line is (30)° or less.

Question 39

Minimum Sector Altitudes (MSA) are established for each aerodrome and provide at least (…) ft obstacle clearance within (…) NM of the navigation aid, initial approach fix or intermediate fix associated with the approach procedure for that aerodrome.

Answer 39

Minimum Sector Altitudes (MSA) are established for each aerodrome and provide at least (1 000) ft obstacle clearance within (25) NM of the navigation aid, initial approach fix or intermediate fix associated with the approach procedure for that aerodrome.

Question 40

To achieve a stabilized approach, due allowance should be made in both (… and …) to compensate for the effects of wind so that the aircraft regains the inbound track as accurately and expeditiously as possible. In making these corrections, full use should be made of the indications available from the aid and from estimated or known winds.

Answer 40

To achieve a stabilized approach, due allowance should be made in both (heading and timing) to compensate for the effects of wind so that the aircraft regains the inbound track as accurately and expeditiously as possible. In making these corrections, full use should be made of the indications available from the aid and from estimated or known winds.

Question 50

Define the term ‘Missed Approach Point (MAPt)’.

Answer 50

That point in an instrument approach procedure at or before which the prescribed missed approach procedure must be initiated in order to ensure that the minimum obstacle clearance is not infringed.

Question 51

The accuracy of a VOR providing track guidance is assumed to be (± 2.4°/± 4.5°/± 5.2°/± 6.9°).

Answer 51

The accuracy of a VOR providing track guidance is assumed to be (± 5.2°).

Question 52

The accuracy of an NDB providing track guidance is assumed to be (± 2.4°/± 4.5°/± 5.2°/± 6.9°).

Answer 52

The accuracy of an NDB providing track guidance is assumed to be (± 6.9°).

Question 53

The accuracy of an ILS providing track guidance is assumed to be (± 2.4°/± 4.5°/± 5.2°/± 6.9°).

Answer 53

The accuracy of an ILS providing track guidance is assumed to be (± 2.4°).

Question 54

The optimum descent gradient for an ILS approach is (…)%

Answer 54

The optimum descent gradient for an ILS approach is (5.2)%

- based on 3° descent angle -

Question 55

The optimum descent angle for an ILS approach is (…)°

Answer 55

The optimum descent angle for an ILS approach is (3)°

Question 56

The main purpose of the initial approach segment is to (…).

Answer 56

The main purpose of the initial approach segment is to (manoevere the aircraft to enter the intermediate approach segment)​.

Question 57

Normally track guidance is provided along the initial approach segment to the IF, with a maximum angle of interception of:

a) (…)° for a precision approach; and
b) (…)° for a non-precision approach.

Answer 57

Normally track guidance is provided along the initial approach segment to the IF, with a maximum angle of interception of:

a) (90)° for a precision approach; and
b) (120)° for a non-precision approach.

Question 58

The purpose of the intermediate approach segment is to (…).

Answer 58

The purpose of the intermediate approach segment is to (adjust speed and configuration to prepare the aircraft for final approach).

Question 59

The final approach segment is the segment in which (…). Final approach may be made to a runway for a straight-in landing, or to an aerodrome for a visual manoeuvre.

Answer 59

The final approach segment is the segment in which (alignment and descent for landing are made). Final approach may be made to a runway for a straight-in landing, or to an aerodrome for a visual manoeuvre.

Question 60

In case of an ILS approach, the FAF becomes a FAP. This is (…)

Answer 60

In case of an ILS approach, the FAF becomes a FAP. This is (a point in space on the final approach track where the intermediate approach altitude/height intercepts the nominal glide path).

Question 61

If an ILS GP becomes inoperative during the approach, the pilot should (…).

Answer 61

If an ILS GP becomes inoperative during the approach, the pilot should (continue the approach as non-precision app. or initiate a go-around if the requirements for a NPA can not be met).

Question 62

The intermediate approach altitude/height generally intercepts the glide path/MLS elevation angle at heights from 1 000 ft to (…) ft above runway elevation. In this case, for a 3° glide path, interception occurs between 3 NM and (…) NM from the threshold.

Answer 62

The intermediate approach altitude/height generally intercepts the glide path/MLS elevation angle at heights from 1 000 ft to (3 000) ft above runway elevation. In this case, for a 3° glide path, interception occurs between 3 NM and (10) NM from the threshold.

Question 63

In a precision approach procedure, the missed approach procedure should be initiated not lower than (…)

Answer 63

In a precision approach procedure, the missed approach procedure should be initiated not lower than (DA/H)

Question 64

In a non-precision approach procedure, the missed approach procedure should be initiated not lower than (…)

Answer 64

In a non-precision approach procedure, the missed approach procedure should be initiated not lower than (MDA/H)

Question 65

The missed approach procedure consists of three phases; (…), (…) and (…)

Answer 65

The missed approach procedure consists of three phases; (initial -), (intermediate -) and (final phase)

Question 66

The initial phase begins at (…) and ends at (…). This phase requires the concentrated attention of the pilot on establishing the climb and the changes in aeroplane configuration. (no turns/track change of maximum 15°) are specified in this phase.

Answer 66

The initial phase begins at (the MAPt) and ends at (the start of climb (SOC) ). This phase requires the concentrated attention of the pilot on establishing the climb and the changes in aeroplane configuration. (no turns) are specified in this phase.

Question 67

The intermediate phase begins at (…). It extends to (…).

The intermediate missed approach track may (not be changed/changed by a maximum of 15°) from that of the initial missed approach phase.

Answer 67

The intermediate phase begins at (the SOC). It extends to (the first point where 50 m obstacle clearance is obtained and can be maintained).

The intermediate missed approach track may (changed by a maximum of 15°) from that of the initial missed approach phase.

Question 68

The final phase begins at (…). It extends to (…). Turns may be prescribed in this phase.

Answer 68

The final phase begins at (the point where 50 m obstacle clearance is first obtained and can be maintained). It extends to (the point where a new approach, holding or a return to en-route flight is initiated). Turns may be prescribed in this phase.

Question 69

The main task of a missed approach procedure is (…)

Answer 69

The main task of a missed approach procedure is (to provide protection from obstacles)

Question 70

Define the term ‘missed approach point (MAPt)’

Answer 70

That point in an instrument approach procedure at or before which the prescribed missed approach procedure must be initiated in order to ensure that the minimum obstacle clearance is not infringed.

Question 71

The MAPt in a procedure may be defined by:

a) (…) in APV or precision approaches; or
b) (…) in non-precision approaches.

Answer 71

The MAPt in a procedure may be defined by:

a) (the point of intersection of an electronic glide path with the applicable DA/H) in APV or precision approaches; or
b) (a navigation facility, a fix, or a specified distance from the final approach fix (FAF) ) in non-precision approaches.

Question 72

If upon reaching the MAPt the required visual reference is not established, the procedure requires that (…).

Answer 72

If upon reaching the MAPt the required visual reference is not established, the procedure requires that (a missed approach be initiated at once).

Question 73

If a missed approach is initiated before arriving at the missed approach point (MAPt), the pilot will normally (…) and then follow the missed approach procedure in order to remain within the protected airspace.

Answer 73

If a missed approach is initiated before arriving at the missed approach point (MAPt), the pilot will normally (proceed to the MAPt at any altitude/height at or above that for the procedure) and then follow the missed approach procedure in order to remain within the protected airspace.

Question 74

Visual manoeuvring (circling) is the term used to describe the phase of flight after an instrument approach that (…).

Answer 74

Visual manoeuvring (circling) is the term used to describe the phase of flight after an instrument approach that (brings the aircraft into position for landing on a runway which is not suitably located for straight-in approach).

Question 75

A sector in the circling area where a prominent obstacle exists may be ignored for OCA/H calculations if it is outside the final approach and missed approach areas. When this option is exercised, the published procedure (provides minimum horizontal seperation of 500 m of the obstacle / prohibits circling within the entire sector in which the obstacle is located / permits circling only in VMC when the object can remain in sight)

Answer 75

A sector in the circling area where a prominent obstacle exists may be ignored for OCA/H calculations if it is outside the final approach and missed approach areas. When this option is exercised, the published procedure (prohibits circling within the entire sector in which the obstacle is located)

- on the chart is would say for example “circling not authorized west of runway” if an obstacle is on the western side of the airport -

Question 76

Obstacle clearance altitude/height (OCA/H) within an established visual manoeuvring (circling) area is determined for aircraft categories (which of the following: A, B, C, D, E, F, G, H).

Answer 76

Obstacle clearance altitude/height (OCA/H) within an established visual manoeuvring (circling) area is determined for aircraft categories (A, B, C, D and E).

Question 77

When the visual menouvring (circling) area has been established, the OCA/H is determined for each category of aircraft. It (is the same/may be different) for all of them

Answer 77

When the visual menouvring (circling) area has been established, the OCA/H is determined for each category of aircraft. It (may be different) for all of them

Question 78

When the OCA/H is established, an MDA/H is also specified to allow for operational considerations. Descent below MDA/H should not be made until:

a) (…);
b) (…); and
c) (…) and the aircraft is in a position to carry out a landing.

Answer 78

When the OCA/H is established, an MDA/H is also specified to allow for operational considerations. Descent below MDA/H should not be made until:

a) (visual reference has been established and can be maintained);
b) (the pilot has the landing threshold in sight); and
c) (the required obstacle clearance can be maintained) and the aircraft is in a position to carry out a landing.

Question 79

After initial visual contact during circling, the basic assumption is that the runway environment should be kept in sight while at (…). The runway environment includes features such as the runway threshold or approach lighting aids or other markings identifiable with the runway.

Answer 79

After initial visual contact during circling, the basic assumption is that the runway environment should be kept in sight while at (minimum descent altitude/height (MDA/H) ) for circling. The runway environment includes features such as the runway threshold or approach lighting aids or other markings identifiable with the runway.

Question 80

If visual reference is lost while circling to land from an instrument approach, the missed approach specified for that particular procedure must be followed. The pilot will (…).

Answer 80

If visual reference is lost while circling to land from an instrument approach, the missed approach specified for that particular procedure must be followed. The pilot will (make an initial climbing turn toward the landing runway and overhead the aerodrome). At this point, the pilot will establish the aircraft climbing on the missed approach track.