Air Wisconsin Interview & Written Prep - January 2016 Flashcards
What color is the text and background for a Location Sign for a taxiway or runway?
BLACK background with WHITE inscription.
What colors is a Mandatory Instructions sign?
RED background with WHITE inscription.
What colors are a Direction Sign and what is always included with the text or numbers?
YELLOW background with BLACK inscription. There is always an ARROW showing the direction.
A Destination Sign has what colors?
YELLOW background and BLACK inscription. Always has an ARROW.
Information signs are what colors?
YELLOW background with BLACK inscription.
When do runway edge lights change color and to what color?
The last 2000 feet of runway lights change to YELLOW.
When do runway centerline lights change color and to what color?
The last 3000 feet centerline lights change to alternating RED and WHITE and then all RED for the last 1000 feet.
What color are threshold lights and in what direction?
GREEN towards aircraft on final approach.
What color are the end of runway lights and in what direction?
RED towards landing aircraft.
When are ILS Critical Boundary Hold Lines in effect?
When WX is 800-2 or lower.
What does a sign with WHITE lettering of “8-APCH” on a RED background indicate?
It’s a RUNWAY HOLD SHORT sign for APPROACHING AIRCRAFT.
What are the minimum holding airspeeds & times, and at what altitudes?
Below 6000’ 200kts (1 minute)
6000’ thru 14’000’ 230kts (1 minute)
Above 14’000’ 265kts (1.5 minutes)
Describe driftdown.
If an engine fails at an altitude above the single-engine absolute ceiling, the aircraft will descend. To minimize sink rate, you use driftdown speed, which is the single-engine best rate of climb speed, Vyse. It is also called V2, the best climb gradient speed with the most critical engine inop..
What is V1 and what are the three factors used to calculate it?
Decision speed. It is the speed at which you decide to take-off or abort takeoff when an engine fails. The three factors which determine this speed are takeoff weight, elevation, and temperature.
What are the two symbols used to indicate a PIREP?
UA, a ROUTINE pilot report, and
UUA, an URGENT pilot report, which would contain at least one of the following:
tornadoes, funnel clouds, water spouts, severe or extreme turbulence (incl. clear air turbulence), severe icing, hail, volcanic ash, and low-level windshear.
How do you calculate your Visual Decent Point using distance?
HAT / 300 = Distance in NM from threshold.
How do you calculate your VDP using only time information?
10% of HAT = Seconds to subtract from the time between FAF and MAP.
If the runway is not in sight at the VDP what should you do and why?
Execute a missed approach (or at least by the MAP if you are not officially there yet) because a normal stabilized descent to landing can only be obtained from the VDP location.
If you go visual on the approach, can you descend below MDA prior to the VDP?
No. The VDP always corresponds to an approximate (and reasonable) descent angle of about 3 degrees, which, if there is one, corresponds to the PAPI or VASI system(s) for that runway. You would be too low if you descended below MDA prior to the VDP. (And would likely get audible terrain warnings.)
Why do VDPs exist?
Not all NPA MAPs provide a position from which you can initiate a stabilized descent for touchdown. The VDP provides the last location where this is possible.
Why are MAPs and VDPs different fixes on the approach and not the same fix?
The MAP is as much about starting the missed approach in “as-much-as-an-obstacle-free-zone-as-possible”, as it is about identifying the last point you can legally descend to land (if you can do so with normal maneuvering.). Depending on your aircraft, where you can initiate a stable descent to land will be different for each approach. The VDP identifies the last point you can descend and still be capable of maintaining a normal descent angle of about 3 degrees.
What are the four things that determine which runways are suitable when narrowing down your choices for calculating derived minimums?
Airport winds,
NOTAMS,
Runway lengths, and
MELs affecting stopping ability of aircraft. (Which can eliminate what would normally be a suitable runway length.)
Once you add the ETE and the taxi time, thereby knowing your ETA, what do you then need to do to that ETA before verifying the dispatch alternate selection/omission is correct?
Change the ETA to ZULU.
For an ILS, which takes precedence over the other? RVR or Visibility?
RVR. (It’s at the specific runway on which you’re landing.)
