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Flight Check > .52 > Flashcards

.52 Flashcards

1
Q

VOR TACAN: Polarization tolerance

A

<= 2.0 degrees

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2
Q

VOR: Receiver Checkpoint tolerance 1 Ground 2 Airborne

A

Ground 15 microvolts, +- 2.0 degrees

Airborne +- 1.5 degrees

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3
Q

VOR TACAN: Roughness tolerance

A

3.0 degrees

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4
Q

VOR TACAN: Scalloping tolerance

A

3.5 degrees

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5
Q

VORTAC: service volume Hi

A

1000 to14499: 40nm
14500 to 17999: 100nm
18000 to 45000: 130nm
45001 to 60000: 100nm

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6
Q

Rho Theta Coverage Orbit

  • terminal
  • low
  • hi
A

terminal-25 nm
low -40 nm
hi-40nm

1000’(2000’ mountainous) over antennae, terrain, and obstructions

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7
Q

VOR Modulation Tolerance

  • AM
  • FM
  • 9600
A

AM: 25-35%
FM: 14.8-17.2 deviation ratio
9600: 20-35% w/voice, 20-55% without voice

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8
Q

TACAN Modulation Tolerance

A

10-30%

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9
Q

VORTAC Service Volume

  • Low
  • Terminal
A

Terminal: 1000’-12,000’ @ 25 nm
Low: 1000’-18000’ @ 40 nm

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10
Q

Signal Strength Tolerance

  • VOR
  • TACAN
A

VOR: >=5 microvolts or -93dbm
TACAN: 80 dbm (whatever the fuck that is)

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11
Q

DME tolerance

A

+- .2 nm, no unlock

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12
Q

Rho Theta ARR

-Periodic Alignment tolerance

A

> 1 degree from previously established, perform alignment orbit.
If alignment orbit >1 degree, contact mx

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13
Q

VOR offsets are checked by flying…

A

5 degrees both sides

FAF altitude to 100 below mins

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14
Q

Rho Theta

  • ARR establishment
  • Alignment Orbit establishment
A

ARR: 5-10 nm segment, 5-25 DME hybrid mode (10-25 DME mode)

Alignment Orbit: 5 nm minimum hybrid (10 nm DME)

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15
Q

How do you fly a TACAN Null check?

A

3 miles before and after FAF at FAF altitude,

plus offset 5 degrees both sides

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16
Q

RNAV

Ensure full fly up indication on _____ approaches.

A

WAAS

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17
Q

RNAV

What’s the minimum segment to be flown on RNAV approaches?

A

2 miles prior to FAF to MAP

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18
Q

RNAV

-CRC remainder

A

Perfect match, No CRC remainder

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19
Q

RNAV

-Glide path alignment tolerance

A

+-.1 degrees

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20
Q

RNAV

-Course Alignment tolerance

A

+-.1 degrees of true course

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21
Q

RNAV

-Threshold Crossing Height tolerance

A

+12’
-10’
Don’t forget to check for pending data and VGSI coincidence!

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22
Q

RNAV
When checking ODP/SID:
If low close end obstacles, cross departure end of runway at…

A

200’

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23
Q

RNAV
HPL tolerances
-LP/LPV
-WAAS

A

<=40 m LP/LPV

<=556 m WAAS

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24
Q

RNAV
VPL tolerances
-LPV
-WAAS

A

<=35m, <=50 for approach mins 250’ or greater (LPV)

<=50, (WAAS)

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25
Q

RNAV

-Fly one dot below for approaches that have only ___ minima

A

LNAV or LP

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26
Q

VGSI

-Effective Glide Path Angle tolerance

A

+-.2 degrees

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27
Q

VGSI

-Visual and electronic glideslopes must coincide in the area between ….

A

6000-1000’ from threshold

…Height group 4 coincidence 300-350’

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28
Q

VGSI

-Coverage and Obstacle Clearance is measured…

A

10 degrees either side of centerline and 4 miles out when checking coverage

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29
Q

VGSIs are aligned to provide at least __ above obstacles

A

1 degree

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30
Q

Lights Visual Glide Path

-What are the intensity settings?

A

100% day
30% twilight
10% dark

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31
Q

VGSI

-When obstacles can’t be removed, what the hell are you supposed to do?

A

Raise glidepath angle
displace the system further from threshold
baffle the fuckers

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32
Q

VGSI

-Check this on a surveillance inspection

A 
ID and contrast
Distinct color transitions
Correct sequence
Flyability
Coincidence
Obstructions
PCL
Circling considerations
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33
Q

VGSI

  • PAPI inspection preferred method to calculate angle
  • VASI inspection preferred method to calculate angle
A

Level Run- PAPI

On Path- VASI (start 5 miles at 1000 AGL, stay on glide path)

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34
Q

VGSI

  • Ensure obstruction clearance evaluated from __ to threshold
  • When usable distance is restricted, safety buffer of at least __ inside obstacle penetration
A

8 nm

.5 nm (e.g. when you NOTAM out a VGSI for an obstacle 3 miles from threshold, put the restriction at 2.5 nm)

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35
Q

Approach and Runway Lights

-These require night evaluations for 1st time evaluation

A 
REIL
Check intensity (no color, uniform) and alignment (+-1500', 2.5 degrees or higher, no glare)
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36
Q

Approach and Runway Lights

-Check these 4 things on lights

A

Intensity
Alignment
Inop Lights
For touchdown and centerline lighting (periodic) make sure no more than 10% are out, 4 or less consecutive centerline, and touchdown zone doesn’t have 2 same side bars out

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37
Q 
NDB
What's the service volume for 
-compass locator
-MH
-H
-HH
A 
Coverage
Compass locator:  15nm (10 w/ voice)
MH: 25 (16.7 w/ voice)
H: 50 (33.3 w/ voice)
HH: 75 (50 w/ voice)
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38
Q

NDB

  • Max bearing deviation
  • Max bearing deviation during approach
A

+-10 degrees (out of tolerance okay for 8 sec)
+-5 degrees (out of tolerance okay for 4 sec)
OT conditions cant look like station passage and generally not one sided when repetitive

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39
Q

NDB

  • Altitude coverage orbit
  • Max speed coverage orbit
A
  • 1500’ above facility or 1000’ (2k mountainous) above terrain/obstacles
  • 250 knots
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40
Q

If you perform a commissioning inspection on an ILS prior to the completion of runway construction, can you call it complete?

A

Maybe. A special flight inspection should be performed after completion of the runway work and before the facility is placed into service, specifying the items needing inspection. If the remaining runway work is negligible and no special is required, the condition must be documented on the DFL.

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41
Q

You’re scheduled to inspect the new IRW VOR system. The equipment replaced is the same type and config as the former and located at the same physical site, including antenna location. What type of check is required and which checklist will you run?

A

Required items for an antenna change in each chapter must be accomplished as a minimum. Additional requirements of such a check will be determined b flight inspector and facilities mx.

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42
Q

If a different antenna type is installed on an existing facility, is the inspection considered Antenna Change or Reconfig?

A

Antenna changes to different type are Reconfiguration Inspections

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43
Q

What is required if an out of tolerance or unsat condition is found during a surveillance inspection?

A

DFL entry, report, and if necessary NOTAM

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44
Q

What flight inspection priority would a CAT III ILS at DFW have?
Would you leave another facility’s periodic inspection if directed by FICO?

A

1B

Yes

45
Q

If you did a POA on a VOR but didn’t get to the approach at a satellite field because of shitty weather, what do you do?

A

Document as complete, get FICO to issue a special to complete the SIAP. They have 30 days.

46
Q

What do you do if you can’t check a ground receiver checkpoint for a VOR periodic inspection?

A

Call the inspection complete and annotate on the DFL and report remarks.

47
Q

What actions are required when conducting an inspection on a facility that is transmitting hazardous and misleading information during certain inspection configurations?

A

FAA localizers are required to be turned off when glide slopes are transmitting HMI, and glide slopes must be OFF when localizer is transmitting HMI. This doesn’t apply to PMs. These actions are backed up by NOTAM action verified by other than the NOTAM originator. Flight inspection crews must check for applicable NOTAMS, and remind mx of required shutdowns as needed, and monitor ATC so they don’t let others use it.

48
Q

What are the procedures for issuing NOTAMs affecting High Impact Airports?

A

Delay issuing non-critical NOTAMs until briefing FICO.
FICO will brief DO of the potential impact on flight operations at the affected airports and in coordination with the flight inspector, determine the further action.

49
Q

Do you have the authority to issue a NOTAM at a US military installation?

A

You recommend them to the appropriate military authority. NOTAMs for army go through the NFPG.

50
Q

May a DME arc used in an IFP pass through an area of unusable VOR radials?

A

Yes, provided the radial where the arc starts, the lead radial, final approach radial, or any other radial required for the approach is in tolerance.

51
Q

What are items included in the evaluation of an instrument approach procedure?

A 
Obstacle clearance
Navigation system supports the procedure
Simple procedure design
Nav charts must properly portray the procedure and easily interpreted
Aircraft maneuvering must be consistent with the safe operating practice for category of aircraft intending to use the procedure
Cockpit workload
Runway markings and lighting
Communications
RADAR coverage available if required
52
Q

What is the difference between an obstacle evaluation during a SIAP commissioning inspection vs. a periodic inspection?

A

Confirm controlling obstacles in each segment by in-flight or ground observation during the commissioning of flight procedures, or when an amendment to an existing procedure may affect the controlling obstacles.
During a periodic inspection, there is no requirement to visually identify the controlling obstacle.

53
Q

Your itinerary has a special inspection for V123 between ABC and DEF VTAC’s. The controlling obstacle has changed and the MEA is being lowered by 300’. The new MEA is 2800’ MSL and the MOCA is 2300’ MSL. How will you conduct this inspection?

A

If a Minimum Obstruction Clearance Altitude (MOCA) is specified for the route, perform the evaluation at the MOCA (TRUE) altitude within 22 nm of the facility; otherwise, perform the evaluation at the MEA (TRUE) altitude for the airway or route.

54
Q

Concerning the evaluation of communications during a SIAP inspection, where must communication with ATC be satisfactory? Are we required to fly these segments to verify communications?

A

Air/ground communications with ATC must be satisfactory at the initial approach fix (IAF) minimum altitude and at the missed approach altitude and holding fix. Satisfactory communications coverage over the entire airway or route segment at minimum en route IFR altitudes must be available with an ATC facility. Communication may be considered satisfactory without flying through the area in question, if the appropriate air traffic control facility will verify coverage.

55
Q

For a holding pattern predicated on a VOR or TACAN, should you ensure usable signal strength through the turn to the inbound leg of the holding pattern?

A

Yes

56
Q

You are scheduled to commission a new SIAP. Do you have the option of flying any of the segments in any direction, or must all segments be flown in the direction of procedural use?

A

Fly all procedural segments at the minimum procedural altitude (true). All initial, intermediate, final, and missed approach segments must be flown in the intended direction of procedural use.

57
Q

A VASI-2 system provides descent information under daytime conditions to what distance?

A

3 Miles

58
Q

You are scheduled to commission a SIAP to an airport with no prior IFR service. What is required beyond the commissioning of the procedure?

A

A night evaluation is required to allow night IFR operations.

59
Q

You’re just begun the run on the ARR for your next periodic inspection on a VOR near KSTL. Your mission specialist informs you that he’s lost Hybrid. What are your options and what would you do?

A

Select FI-DME and continue the inspection. Landing to re-initialize is an option, though not preferred.

60
Q

You are commissioning a new Victor airway between two VORTAC’s. The TACAN signal is out of tolerance and will not support the airway. Do you deny the use of the airway based on this out-of-tolerance condition?

A

No. Victor airways are predicated on VOR signals.

61
Q

When is a fix displacement coverage evaluation required? How would you conduct this evaluation?

A

When a fix is located beyond the FISSV of any facility that supports the fix, the appropriate fix displacement coverage evaluation must be accomplished for that facility.

62
Q

When a crossing radial is used to define a point in space, do we need to fly that crossing radial radially?

A

No, there is no requirement to fly it radially. The evaluation of the crossing radial is accomplished while the aircraft remains on the procedural track.

63
Q

What is a Null?

A

Any repeatable out-of-tolerance cross pointer or condition of unlock.

64
Q

Rho-Theta

-How is a rho theta orbit distance and altitude determined?

A

5 NM and beyond using hybrid and 4 – 6 degrees above site elevation.

65
Q

How do you inspect a POA with dual transmitters?

A

One orbit may be flown on dual transmitter facilities during any inspection, except commissioning, by requesting transmitter changes. If sufficient transmitter changes cannot be made (at least one in every 40°), fly an orbit on each transmitter

66
Q

Rho-Theta
If, during your coverage orbit, out-of-tolerance conditions are found, what other steps are necessary to determine facility restrictions?

A

Radials flown through the most severe out-of-tolerance area may be used to define the distance and altitude limits of the entire segment. Restriction lateral limits may be defined by orbital means. Radial inspection results have priority over orbital inspection data.

67
Q

You’ve been assigned a special for a frequency change on a VORTAC. You’ve planned your coverage orbit, and are ready to go fly. Are there any other considerations regarding this special check?

A 
Revalidate ESV(s) anytime a coverage orbit is required by the facility
checklist. If coverage is not required but is accomplished upon special request, ESV(s) are not required to be revalidated unless revalidation is part of the special flight inspection request.
68
Q

Rho-Theta

How is coverage flown?

A

1,000’ (2,000 in mountainous areas) above antenna elevation and intervening terrain as determined by map study.

69
Q

You’re flying the ARR on a VTAC periodic inspection. The mission specialist tells you that the VP is unsat. You repeated the VP and it was still unsat. What do you do?

A

Fly the confirmation procedure (5 – 20 NM, 30° bank, 360° turn, start/end over same ground point)

70
Q

NDB

Why are NDB coverage orbits flown counter clockwise?

A

ADF navigation needles park to the right if signal has an unlock.

71
Q

ASR
Explain the concept, function and inspection procedures of the General Terrain Monitor feature of an ASR. If this inspection fails, what impact does it have on the ASR inspection?

A

Software-based, 60 NM radius with 2 NM “bins” with assigned altitudes 500’ above terrain or obstacles. A failure of MSAW software does not affect the ASR status. There are no tolerances.

72
Q

ASR
GTM check on an ASR fails. What is your first action?
It fails again? What do you double check? What do you annotate?

A

Confirm IFR squawk with no “V” tag
Annotate on the DFL any MSAW alert failure. No MSAW flight inspection report is required. The FICO must report all MSAW alert failures to the Air Traffic Technical Operations Operational Support (AOS) MSAW Safety Team.

73
Q

ASR

What is the alignment tolerance for an ASR approach?

A

Within 500’ of the runway edge at the MAP

74
Q

PAR
Is an angle measurement required for the B cursor during a PAR commissioning inspection?
During a periodic inspection?

A

Yes

No

75
Q

What is the course alignment tolerance for a PAR at the threshold?
Along track?

A

30’ referenced to runway centerline.

The greater of 30’ or 0.6% of the aircraft to PAR antenna distance, referenced to runway centerline

76
Q

What is the glidepath angle tolerance for a PAR for a commissioning inspection?
A periodic inspection?

A
  1. 1° of published angle

0. 2° of published angle

77
Q

For a PAR, lateral coverage is considered satisfactory if coverage extends to how many degrees from procedural centerline?

A

The check is satisfactory if lateral coverage is ±10 ° from procedural centerline.

78
Q

You’re conducting a glideslope special and the MS states that he needs all of Zone 1 on the next run. Where will you maneuver the aircraft to?

A

Zone 1 is the distance from the coverage limit of the localizer/glidepath to Point A. For a glideslope, be established outside of 10 NM miles on path (Rise over Run plus site elevation)

79
Q

What is the definition of LCA as it relates to the ILS-1 maneuver?
Are man-made obstacles considered for determining LCA?

A

1,500 ft above the antenna or 500 ft above intervening terrain, whichever is higher.
NO

80
Q

You’re the PIC in the right seat running the mission. Your new SIC is flying. During the PM check on the glideslope, the mission specialist keeps complaining that the aircraft isn’t on course at SBP. What is considered “on course” and what would you do to address the issue?

A

The aircraft is considered On-Course/ On-Path when within 22.5 μA of the course or path signal.

81
Q

You’re conducting the ILS-2 maneuvers for an ILS PM. You turn in, but don’t catch the 190 μA point. You spin it 2 more times, but you’re unable to get the 190 μA point. What do you do?

A

For any facility configuration where the 190 μA / 150Hz structure below path point cannot be found, start the run from the edge of the glide slope service volume. Maintain obstacle clearance while remaining at or below the 180 μA point (150 μA point for alarm conditions).

82
Q

What things do you need to consider when conduction a clearance-below-path maneuver?

A

For a 3° glide slope, descend at a recommended angle of 1° to runway threshold, maintaining at least the minimum micro-amp level while the Mission Specialist reads the micro-amp deflection. The PIC will conduct a crew briefing prior to any clearance below path approach that includes intended aircraft configuration and speed; specific Pilot Not Flying duties; and call outs by the Mission Specialist (if any).

83
Q

What facilities do we inspect in which the Dual Transmitter Equality in Normal Maintenance Limits do not apply?

A

USAF ILS facilities. For FAA, U.S. non-Federal civil, U.S. Army, and U.S. Navy/ Marine Corps facilities, alternate transmitters should match the reference transmitter within the prescribed equality in normal maintenance limits during the same flight inspection.

84
Q

During your preflight planning, you notice that all of the localizers on your schedule have different widths. How are localizer widths determined?

A

Localizers, offset localizers, and LDA(s) must be tailored to a course sector width not greater than 6° and a linear sector width of 700 ft at the following points:
• Point C for LDA and SDF
• Point B for runways less than 4,000 ft long and for runways that do not conform to precision instrument design standards
• Point T for facilities supporting all other applications

85
Q

Why do we perform the rollout check and where are you going to hit the event mark for the mission specialist?

A

It’s a comparison check intended to authorize the 50-ft run as a periodic check of Zones 4 and 5 structure. Record the raw cross-pointer information and mark abeam the glide slope, Point D, and Point E.

86
Q

Where exactly are you going to hit the event mark for the mission specialist for points D and E?

A

Use the precision runway markings, not the distance remaining boards. Point D will be at the start of the paint for the last set of markings. If there are no precision markings on the rollout end, you may have to use the distance remaining board for Point E.

87
Q

What 3 things must be accomplished prior to any phasing checks on a glideslope facility?

A

Check modulation level and modulation equality and ensure a Hazardous and Misleading Information NOTAM is active.

88
Q

What are the normal width measurement points on an ILS-2?

Any value from 60 μA to 90 μA can be used when steps are encountered.

A

75 to 75uA.

Yes. Any value from 60 μA to 90 μA can be used when steps are encountered.

89
Q

If steps are encountered, how do you determine which level run measurement points should be used for path width analysis?

A

Perform a mean width check. Fly a normal level run using 60uA points. Fly a normal level run using 90uA points. On subsequent level runs, use the measurements points that most closely match the path width results measured on the mean width check.Once the measurement points are established, annotate on the -20 for inclusion on to the facility data sheet and use these points for ALL subsequent inspections.

90
Q

How do you, as the pilot, recognize a glide slope step, up front?

A

Monitor GS indicator for transition indications.

91
Q

What is structure below path, how do we measure it and what do we do if we don’t get it?

A

The glideslope 190 μA point on the localizer course (within 22 μA) measured using the ILS-2 maneuver. If not found, conduct a clearance below path check starting at the edge of the service volume.

92
Q

You’re conducting a clearance below path check. To what point must clearances be in tolerance for the check to be satisfactory?

A

Glideslope intercept to the threshold

93
Q

What is being evaluated when conducting a tilt check on a glideslope? How would you fly this check?

A

This check verifies that the glidepath angle and clearances are within the authorized tolerance at the extremities of the localizer course sector. See table on 15-93 for maneuvers.

94
Q

What is being evaluated when conducting a mean width check on a glideslope? How would you fly this check?

A

It determines the mean width of a glidepath between ILS Points “A” and “B”. This check is also be used to determine the mean symmetry of the glidepath. See table on 15-94 for maneuvers.

95
Q

The mission specialist tells you that there is a rate of change/reversal on the glideslope that is out of tolerance. What does this mean to you as the PIC and what actions, if any, are required?

A

The use of facilities which do not meet the change/reversal tolerance must be limited by a NOTAM (see Chapter 5, Paragraph 5.12) that withholds authorization for autopilot coupled approaches below an altitude (MSL) which is 50 ft higher on the glidepath than the altitude at which the out-of-tolerance condition occurs. Compute the MSL altitude for such a restriction based on the commissioned angle of the facility.

96
Q

How is Transverse Structure measured on an endfire glideslope? How would you fly that on the FMS/CDU?

A

12° arc either side of localizer course at FAF distance and Altitude corrected to true altitude. Ensure candidate understands how to calculate arc distance by adding GS abeam to threshold distance and threshold to FAF distances. This will be the distance input into the FMS/CDU. If the FAF is less than 5.0 miles from the glide slope, change the arc distance to at least 5 miles.

97
Q

Are marker beacon width measurements taken on the major or minor axis?

A

The actual width of the marker is measured on the minor axis, and is measured on the procedural course.

98
Q

What is the optimum width for an Outer Marker?

What is a hole?

A

2,000’.
Outer and fan markers are allowed “holes” in the area of coverage provided that it is less then 300 feet in duration, a hole is defined as a momentary reduction in signal strength below 1700μV within the coverage area.

99
Q

What is the tolerance for localizer alignment during a PM inspection on an FAA facility?

A

Within ± 3 µA of the designed procedural azimuth

100
Q

What are the localizer clearance tolerances?

A

Sector 1 Linear increase to 175 µA then maintain 175 µA to 10°. Sector 2 150 µA (see note). Sector 3 150 µA (see note).
Clearances are reduced 15 µA from the clearance required in normal.

101
Q

What is the tolerance for glideslope width during a periodic inspection?

A

0.7° ± 0.2°

102
Q

What is the tolerance for glideslope angle during a commissioning inspection?
During a periodic inspection?

A

Within ±0.05° of the commissioned angle.

Within +10.0 % to -7.5% of the commissioned angle.

103
Q

What is the difference between the facility Standard Service Volume (SSV) and the Flight Inspection Service Volume (FISSV)?

A

Standard Service Volume (SSV) - That volume of airspace defined by the national standard. The Flight Inspection Standard Service Volume (FISSV) is defined in the appropriate chapter for the specific facility type.

104
Q

You’re inspecting a new SIAP which has an ESV requirement. Is the ESV based on the Standard Service Volume or Flight Inspection Standard Service Volume?

A

An ESV is a volume of airspace, outside of a facility’s Standard Service Volume (SSV)

105
Q

You’ve been assigned a procedure package in which the FAF and MDA were both raised by 120’. No other changes were made. Will you fly this procedure? Will you enter this on the DFL and how will you sign it off?

A

When signing off a procedure package as No Flight Check Required (NFCR), use the No Flight Log form. Do not enter these on the Daily Flight Log. A blank version of the No Flight Log can be found in the Flight Management System under the Inspection Log menu.

106
Q

You’ve been assigned a procedure package that has secondary facilities that are checked in conjunction with the procedure. How will you annotate these checks in your DFL?

A

All facilities that are checked in conjunction with a procedure flight inspection must be recorded. The first DFL entry must have the ident of the procedure and the special control number assigned by the FICO. Each subsequent entry (underlying NAVAID) must have the facility ident and facility type used for that procedure, an “S” type check, without the special control number. Update checks complete, if appropriate. Log all flight time to the primary procedure entry and show the facilities that are checked in conjunction with a procedure as an “underlying NAVAID” by lining through the rest of the workload line. If no report is required for the underlying NAVAID and it is only for reference on the DFL, mark the box “skip report”.

107
Q

Weather conditions allow you to complete the ARR and orbit on a VDME periodic inspection, but will only allow you to complete 3 of the 4 approaches to satellite airfields. The facility inspection was satisfactory. How will you document this on your DFL?

A

If periodic requirements are met, except for SIAP(s), and the crew does not expect to complete
the inspection, record a list of “UNCHECKED” SIAP(s) in Block 24. Enter “P” in Block 12 and show the inspection complete. If it is determined the SIAP(s) cannot be checked within its periodic interval, the procedure(s) will be NOTAMed, (Not Authorized), and a Special will be generated to ensure accountability. Include the procedure name and airport served for SIAP(s) not checked.

108
Q

You’ve just completed a periodic inspection on an ILS. Due to weather, you were forced to use clearance comparability altitudes to complete the inspection on the facility and the SIAP. How will you document this on the DFL?

A

PA (no L) would be entered in the Checks Complete box.

109
Q

You just completed a satisfactory inspection on the ILS Rwy 17R at KDFW. How will you document this inspection on your DFL?

A

For facilities at OPSNET airports, do not update an “A” checks complete. All required obstruction clearances for OPSNET airports should be entered as a separate line item on the DFL as explained in Note 6 to Table 1. – (Note 6) Obstruction inspections for Operational Network (OPSNET) airports are documented by airport and runway for straight-in approaches. Each inspection task represents all obstacle requirements for all procedures that serve that runway. All obstruction requirements for that runway must be met before the inspection can be considered completed.

Flight Check (1 decks)

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