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Instrument Rating Test > 5. Non-precision approach procedures > Flashcards

5. Non-precision approach procedures Flashcards

1
Q

Why should you always note down the ATC STAR clearance down?

A

You cannot proceed past it without clearance. Be ready to hold.

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2
Q

On a CDFA, how do you mentally estimate if you’ve got enought track miles to descend?

A

Height*5=required miles

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3
Q

What makes a good approach briefing?

(both NPA and PA)

A

Clear, concise and pertinent to conditions of the day

  1. Approach ban? WX and NOTAM info
  2. Approach plate + date
  3. MSA
  4. Approach aid and frequency
  5. Platform altitude and FAF
  6. Minima?
    1. PEC?
    2. Cold WX temp. correction?
      1. If t<0*
      2. Add to DEP, ENR, APP (MDA,DA, MSA) altitudes
      3. Advise ATC of corrections
    3. Visibility - highest of VIS reqd and 800m single pilot
  7. Missed approach procedure and altitude
  8. Alternate, route and fuel required
  9. RWY conditions
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4
Q

What do you do if you have to track single needle to NAVAID that is outside of DOC?

A

Either

  • DR to it until w/i range
  • DIRECT TO

Then

  • Aural ID
  • Make sure there are no failure flags
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5
Q

What are the general criteria for a CDFA approach? How long is the CDFA?

A
  • From FAF to 50’ above threshold
  • If not visual, MAP is followed on reaching DA or MAPt, whichever first
  • MAP flown via MAPt
  • Stable by 1000’ agl
  • If required VSI>1200 fpm, must be briefed
  • No PEC required. 50’ added to DA if CDFA to allow for altitude lost on G/A
  • Absolute minimum RVR is 800m
  • If not flown CDFA, must add 200m to RVR minima
  • Make sure you brief the minima!
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6
Q

Why do you need an EAT if entering the hold ?

A

So you know when to start the approach if you have radio failure.

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7
Q

What are your checks prior to entering the hold?

A
  1. FLIRT brief
  2. how long can we hold?
  3. Are we >= MHA?
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8
Q

What are the characteritics of an ICAO hold?

A
  • Right handed oval
  • Max IAS for A, B a/c of 170KIAS
  • Max rate 1 or 25* AoB
  • Buffer area (5nm) where you have 1000’ (2000’) above terrain
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9
Q

How do you do a parallel entry to a hold?

A
  • Fly parallel on the non-hold side for 1min (+/- 1sec per kt W/V corr.)
  • Turn in the direction of holding side and INTCPT 20* the INBD track
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10
Q

How do you do an offset entry to a hold?

A
  • 30* teardrop track (to the gate) (+/- 1sec/knot of W/V corr.)
  • Turn in the direction of the hold on reaching
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11
Q

How do you do direct hold entry?

A
  • If 180* or greater is required - then turn immediately when passing the fix
  • If less than 180* turn required - maintain HDG passing the fix for (180-reqd turn to OUTBD)/3 seconds
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12
Q

Why is wind correction important in a hold?

A

To make sure you stay within the protected area

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13
Q

How do you know the W/V for a hold without the G1000?

A

you calculate it at the planning stage (roughly) or, worst case - from the W/V on the ATIS , you +30* and double the speed

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14
Q

What adjustments do you do when on the outbound leg of a hold?

A

Heading and Time:

Heading:

  1. Calculate Dmax
  2. Clock code it
  3. Apply to OUTBD HDG

Timing:

  1. Subtract the wind angle from 90
  2. Clock code it
  3. Apply timing correction (1kts=1sec)
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15
Q

What do you do if the gate for the hold is reached early?

A

You’ve been blown inside the hold!

Turn outbound and follwo the QDR until time is up to open up the turn.

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16
Q

What do you do if, during a hold, the time is up and the gate never reached?

A

The W/V has blown you out of the holding!

Turn but roll out early to intercept the INBD track. You’re looking for:

  • 90* to go - RMI 15* off INBD - 10*DIP - 5* to go
  • 60* to go - 10* off + 10* dip - ON INBD TRK
  • 30* to go - 5* to go + 10* dip - 5* PAST
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17
Q

45/180* procedure turn. What corrections do you do?

A

You are given RQD TRK, so correct for W/V both time and track. (1sec=1kt per minute of outbound)

Start timing before you turn

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18
Q

80*/260* procedure turn. What W/V adjustments do you do?

A

in strong HWC - 80* HDG can be held briefly (1sec per 1kt of HWC)

In strong TWC - stop turning before 80* turn is reached and roll immediately onto reversal turn

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19
Q

What are the test altitude tolerances for the NPA?

A
  • G/A start at MDA +50’/-0’ (OEI +100’/-0’)
  • ‘Not below’ minima (from FAF down to MDA) -0’
  • Circling minima +100’/-0’
20
Q

If there is no DME for NPA, what d oyou use? Do you adjust it?

A

Timing, yes, (1sec per 1kt of W/V for every 1min)

Best to adjust timing by looking at G/S from GPS.

21
Q

When established on the FAT, how soon do you configure?

A

AEO: 0.5nm before FAF

OEI: 0.3nm before FAF or just before the descent

(it is acceptable to begin the descent up to 0.3nm before the FAF to allow for aircraft inertia)

When configured, reduce PWR and wait for the speed to reduce

  • Pitch to RoD
  • Power to Speed
22
Q

You’re descending on a NPA and you’re high on profile. How do you correct?

A
  • Reduce PWN
  • Nose DN

Only small changes in pitch and power!

Do not overcontrol!

Once on profile - adjust pitch and power, retrim to maintain. Is a change from the original settings required?

23
Q

You’re descending on a NPA and you’re low on profile. How do you correct?

A
  • Increase PWR
  • Nose UP

Small changes in pitch and power!

Do not overcontrol!

Once on profile, adjust pitch and power, retrim. Is a change to the original settings necessary?

24
Q

What’s the wake turbulence separation on APP/LDG?

A
  • L—>M (3 mins)
  • L—>H (3 mins)
  • L—>S (4 mins)
25
Q

HOLDING

A

Flaps UP, Gear UP

Power 55% , +2°

IAS 120KIAS, VSI 0fpm

(Va=126KIAS, VNO=155, VNE=194, Icing speeds=121-160)

26
Q

PRECISION APPRACH - NORMAL

=

NON-PRECISION APPRACH - NORMAL

A

Flaps APP, Gear DOWN

Power 55% , -5°

IAS 105KIAS, VSI -500fpm

(Vs=61, Flaps APP)

27
Q

PRECISION APPRACH - best speed by ATC

=

NON-PRECISION APPRACH - best speed by ATC

A

>5nm out

Flaps UP, Gear DOWN

Power 80% , -4°

IAS 140KIAS, VSI -500fpm

<5nm out

Flaps APP, Gear DOWN

Power 80% , -5°

IAS 105KIAS, VSI -500fpm

(Vs=61, Flaps APP)

28
Q

PRECISION APPRACH - OEI

=

NON-PRECISION APPRACH - OEI

A

Flaps UP, Gear DOWN

Power 75% , -1°

IAS 105KIAS, VSI -500fpm

(Vs=61, Flaps APP, VMCA=68, VYSE=82)

29
Q

NON-PRECISION APPRACH - NO DME

A

Flaps APP, Gear DOWN

Power 75% , -2°

IAS 105KIAS, VSI -700fpm

(Vs=61, Flaps APP)

30
Q
A
31
Q
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32
Q
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33
Q
A
34
Q
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35
Q
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36
Q
A
37
Q

Position Fixing - taking a bearing. Which NAVAIDS would you take bearing from first?

A

The rule of thumb in this case is to take the bearing of the beacon nearest to the track first as the rate of change of bearing will be least, then take the cross bearing which will be changing the most.

38
Q

Corrections – Towards the Beacon

A

A good rule of thumb is to make a heading change which is double the track error.

39
Q

Turn anticipation when turning onto track

A

aircraft has a radius of turn and this must be allowed for by anticipating the turn back onto the desired track by a few degrees depending on the distance from the beacon The closer the aircraft is, the greater the anticipation required. In the hold, where the distance on the inbound track may be only 2 nm, 10° anticipation may be needed.

40
Q

Tracking the head of the needle (TOWARDS) beacon

A

his then is the basic rule of thumb - If the head of the needle is right of desired track, turn right. If the head of the needle is left of desired track, turn left.

41
Q

Tracking the needle (FROM) of a beacon

A
  1. Pull the tail of the needle in the desired direction. That is, if the tail of the needle is right of desired track, turn LEFT to ‘pull’ the needle LEFT. If the tail of the needle is left of desired track, turn RIGHT to pull the needle RIGHT. 2. The angular difference between the actual bearing and the desired bearing must be exceeded to produce an intercept (but see paragraphs below on allowing for drift).
42
Q

Needle trends - NDB

A

ADF to keep the wings level when you read the needle because even small angles of bank will induce a DIP error.

43
Q

What are the different methods for lead in when it comes to intercepting an inbound track?

A
  1. Start turning at 1% of GS
  2. Judge lead in by movement of needles (rate at which needle is falling)
  3. Reduce intercept 45*=>30*=>15*
44
Q

Under what conditions is DME distance considered accurate?

A

If you are more than 1 DME distance away from station for every 1000’ of altitude

45
Q

As a rule of thumb, what are the required values of PDOP for enroute and non-precision approach operations with GPS?

A
  • PDOP <6 for enroute
  • PDOP<3 for NPA
46
Q

How do you enter and maintain a DME arc?

What do you do if there’s wind?

How do you correct for 0.5nm deviations?

What’s the lead-in for the final approach course turn?

A

Enter

  1. From inside - turn 100*
  2. From outside - turn 80*

Maintain

  1. 10* in front of wingtip - wait until 10* behind, turn 20* towards. Wait (Bouncing the needle)
  2. Can do (1) with 10* HDG changes and 5* changes ahead and behind

Wind

  • Wind from inside the arc changes the abeam reference to a little ahead of the wingtip
  • Wind from outside changes the abeam reference to a little behind the wingtip

0.5nm deviations outside the arc

10-20* turn towards DME should be sufficient

Lead-in

  • for 10 DME arc 5* before sufficient
  • Closer in, or flying faster, need to increase, W/V dependent

Instrument Rating Test (8 decks)

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