*5H XC Planning - AIM Flashcards
- describe Visual Approach Slope Indicator (VASI) lighting
AIM 2-1-2
arranged to provide visual descent guidance during the approach to a runway. White Over White—above Glide Path Red Over White—on Glide Path Red Over Red—below Glide Path
- describe Precision Approach Path Indicator (PAPI)
AIM 2-1-2
similar to the VASI,
but in a single row
of either two- or four-light units
visual range = 5 miles (day)
20 miles (night)
Typically on left side of runway
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4 white = High (> 3.5*)
3 white, 1 red = Slightly high (3.2*)
2 white, 2 red: On glide path (3*)
1 white, 3 red: Slightly low (2.8*)
4 red: Low (- airport rotating beacon
during the day
(AIM 2-1-9)
ground visibility
- 6 types
airport signage
(AIM 2-3-9 through 2-3-13)
a. Mandatory instruction
White on red;
entrance to a runway, critical, or prohibited area.
b. Location sign
Yellow on black/yellow border;
No arrows;
taxiway or runway location, boundary of runway, or ILS critical area
c. Direction sign
Black on yellow;
intersecting taxiway(s) leading out of an intersection that a pilot would expect to turn onto or hold short of.
d. Destination sign
Black on yellow
With arrows;
provides information on locating runways, terminals, cargo areas, and civil aviation areas, etc.
e. Information sign
Black on yellow;
used to provide the pilot with information on areas that can’t be seen from the control tower, applicable radio frequencies, and noise abatement procedures, etc.
f. Runway distance remaining sign
White numbers on black background
indicates the distance of the remaining runway in 1000’s of feet.
- What color are runway markings?
Taxiway markings?
(AIM 2-3-2)
Markings for runways are white.
Markings for taxiways, areas not intended for use by aircraft (closed and hazardous areas), and holding positions (even if they are on a runway) are yellow.
6. What airport marking aids will be used to indicate the following? (AIM 2-3-2 through 2-3-6) Runway Threshold Markings Displaced Threshold Runway Hold Position Markings Temporarily closed runways and taxiways Permanently closed runways and taxiways
Runway Threshold Markings—
These come in two configurations. They either consist of eight longitudinal stripes of uniform dimensions disposed symmetrically about the runway centerline, or the number of stripes is related to the runway width. A threshold marking helps identify the beginning of the runway available for landing.
Displaced Threshold—
A threshold located at a point on the runway other than the designated beginning of the runway. A displaced threshold reduces the length of runway available for landings. The portion of runway behind a displaced threshold is available for takeoffs in either direction. A ten-foot wide white threshold bar is located across the width of the runway at the displaced threshold. White arrows are located along the centerline in the area between the beginning of the runway and displaced threshold. White arrowheads are located across the width of the runway just prior to the threshold bar.
Runway Hold Position Markings—
For taxiways, these markings indicate where an aircraft is supposed to stop when it does not have clearance to proceed onto the runway. They are also installed on runways only if the runway is normally used by air traffic control for “land, hold short” operations. They consist of four yellow lines, two solid and two dashed, spaced six inches apart and extending across the width of the taxiway or runway.
Temporarily closed runways and taxiways—Provides a visual indication to pilots that a runway/taxiway is temporarily closed. Yellow crosses are placed on the runway only at each end of the runway. Closed taxiways are blocked with barricades or may utilize a yellow cross at the entrance to the taxiway.
Permanently closed runways and taxiways—
For runways and taxiways which are permanently closed, the lighting circuits will be disconnected. The runway threshold, runway designation, and touchdown markings are obliterated and yellow crosses are placed at each end of the runway and at 1,000-foot intervals.
- What are the different methods a pilot may use to determine the proper runway and traffic pattern in use at an airport without an operating control tower?
(AIM 4-1-9, 4-3-4)
a. At an airport with a full- or part-time FSS or a full- or part-time UNICOM in operation, an advisory may be obtained which will usually include wind direction and velocity, favored or designated runway, right or left traffic, altimeter setting, known traffic, NOTAMs, etc.
b. At those airports where these services are not available, a segmented circle visual indicator system, if installed, is designated to provide traffic pattern information. The segmented circle system consists of the following components:
• The segmented circle
• The wind direction indicator (wind sock, cone, or tee)
• The landing direction indicator (a tetrahedron)
• Landing strip indicators
• Traffic pattern indicators
- What is the standard direction of turns when approaching an uncontrolled airport for landing?
(AIM 4-3-4)
When approaching for landing, all turns must be made to the left unless a traffic pattern indicator indicates that turns should be made to the right.
- What is considered standard for traffic pattern altitude?
(AIM 4-3-3)
Unless otherwise established, 1,000 feet AGL is the recommended traffic pattern altitude. At most airports and military air bases, traffic pattern altitudes for propeller-driven aircraft generally extend from 600 feet to as high as 1,500 feet AGL. Also, traffic pattern altitudes for military turbojet aircraft sometimes extend up to 2,500 feet AGL.
- What recommended entry and departure procedures should be used at airports without an operating control tower?
(AIM 4-3-3)
A pilot should plan to enter the traffic pattern in level flight, abeam the midpoint of the runway at pattern altitude. When departing a traffic pattern, continue straight out, or exit with a 45-degree turn (to the left when in a left-hand traffic pattern; to the right when in a right-hand traffic pattern) beyond the departure end of the runway, after reaching pattern altitude.
- If in doubt about the traffic pattern altitude for a particular airport, what publication can provide this information?
The Airport/Facility Directory.
- What is an “ARTCC,” and what useful service can it provide to VFR flights?
(AIM Glossary)
An “Air Route Traffic Control Center” is a facility established to provide air traffic control service primarily to aircraft operating on IFR flight plans within controlled airspace and principally during the en route phase of flight. Air Route Surveillance Radar allows them the capability to detect and display an aircraft’s position while en route between terminal areas. When equipment capabilities and controller workload permit, certain advisory/assistance service may be provided to VFR aircraft (VFR Flight Following). Frequencies may be obtained from the local FSS or the Airport/Facility Directory.
- What are the following transponder codes?
AIM 4-1-20, 6-4-2
1200—VFR operations
7500—Hijack
7600—Communications failure
7700—Emergency
- When conducting flight operations into an airport with an operating control tower, when should initial contact be established?
(AIM 4-3-2)
When operating at an airport where traffic control is being exercised by a control tower, pilots are required to maintain two-way radio contact with the tower while operating within Class B, Class C, and Class D surface areas, unless the tower authorizes otherwise. Initial call-up should be made about 15 miles from the airport. Also, not all airports with an operating control tower will have Class D airspace. These airports do not have weather reporting, which is a requirement for surface-based controlled airspace. Pilots are expected to use good operating practices and communicate with the control tower.
- What communication procedures are recommended when departing a Class D airspace area?
(AIM 4-3-2)
Unless there is good reason to leave the tower frequency before exiting the Class B, Class C and Class D surface areas, it is good operating practice to remain on the tower frequency for the purpose of receiving traffic information. In the interest of reducing tower frequency congestion, pilots are reminded that it is not necessary to request permission to leave the tower frequency once outside of Class B, Class C, and Class D surface areas.
