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CRJ 200-700-900 > Approach > Flashcards

Approach Flashcards

1
Q

When do we need A go-around?

A
  • Not enough visual guidance is available
  • airplane’s position is inadequate for a safe landing
  • The approach becomes unstabilized below 1,000 ft HAT
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2
Q
  • Half Bank (½ BANK) mode will be ______during all approaches
A

OFF

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3
Q

STABILIZED APPROACH CRITERIA ?

A

constant angle
constant rate of descent

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4
Q

INSTRUMENT APPROACHES By FAF:

A
  • Landing gear down
  • Flaps in final landing configuration
  • Flight spoilers 0
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5
Q

By 1,000 ft HAT:

A
  • On lateral and vertical profile.
  • Airspeed within -0 and +10 kt of approach speed.
  • Thrust levers above idle.
  • Sink rate is no greater than 1,000 ft/min; if an approach requires a high sink rate, a briefing is required.
  • The aircraft must be fully configured for landing and the BEFORE LANDING CHECKLIST complete.
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6
Q

any unstable condition or any EGPWS notification that occurs at or below 500 ft HAT requires a missed approach.

A

PM commands a go-around by announcing “UNSTABLE, GO-AROUND.”

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7
Q

What is different for visual approaches in FAF, 1000 feet and 500 feet.

A

only difference; by 1500 feet,
* Landing gear down
* Flaps greater than 0
* Flight Spoilers 0

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8
Q

For a VMC circle-to-land maneuver, the aircraft must be stabilized and aligned with the runway by______

A

500 ft HAT.

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9
Q

“APPROACH LIGHTS, CONTINUE” CALLOUT

When to make?

A

not made prior to reaching DH, DMDA, or MAP, only as a response to the “MINIMUMS” callout.

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10
Q
A
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11
Q

Can you do CAII e with 5G modems

A

NO

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12
Q

Limitations CAT II:

explain the 80 ft

A
  • No Autopilot below 80 ft AGL
  • published RA is below 80 ft, DH is set to 80 ft
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13
Q

CAT IIThe lowest authorized minima are * ______RVR and decision height of ________above TDZE

A

1200
100 ft

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14
Q

CAT II. Approach is _______using barometric pressure.

A

not authorized

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15
Q

CAT II. A missed approach is mandatory anytime:

A

– A 1/3 dot on the localizer and/or ½ dot on the glidepath
– The flight visibility is below minimums
– Any required airborne or associated ground based equipment becomes inoperative
– The crosswind component at touchdown is expected to be greater than 15 knots

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16
Q

CAT II What is the procedure if cat two approach is not successful because of equipment failure

A

report on flight view

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17
Q

PRECISION RADAR MONITOR (PRM) APPROACH
The approach briefing must include a review of the

A

“Attention all Users” page on the reverse side of the approach plate.

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18
Q

PRM The autopilot is used for the approach, unless XXXXXX.

A

deferred

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19
Q

PRM When a breakout command is issued:

A
  • Disengage autopilot
  • Hand fly the maneuver until the assigned heading is acquired
  • The PM calls out headings, altitudes, and airspeeds as required
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20
Q

NON-PRECISION APPROACHes are?

A

LOC, VOR, GPS (GNSS), and RNAV approaches.

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21
Q

DESCENT PROFILe non precicion approaches

In the absence of the conversion table

A

descent rate of 700-800 FPM is
recommended

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22
Q

When 1 nm from any step-down altitude descent point on a 3° glidepath, you should be at least _______ above that altitude

A

300 ft

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23
Q

What is DMDA?

A

missed approach point is derived by adding 50 ft to the MDA

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24
Q

NON-PRECISION APPROACH PROCEDURE

A

1) Set MDA bug to DMDA

2) Once FAP altitude is captured, set missed approach altitude

3) At 0.2 nm prior to the FAP,

4)

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25
Q
A

NOTE: When conducting a circling maneuver, set the MDA in the altitude preselect instead of the missed approach altitude.

26
Q
  • When GPS is required for navigation, verify the following messages are not displayed:
A

– “NO GPS RAIM”
– “GPS NOT AVAILABLE”
– “GPS – FMS DISAGREE”

27
Q

, Category I IFR Landing Minimums – Circle-to-Land Approach Maneuver.

A

1) Category D minima.

2) never less than 1,000 ft ceiling and 3 SM visibility.

3) Must remain clear of clouds.

4) visual contact with the airport.

28
Q

What altitude do you need to stay for the cirlce to land manuever.

A

not less than the charted circle-to-land MDA
or 1,000 ft above the airport (HAA), whichever is higher

29
Q

Circle toAircraft must be stabilized by 500 ft.

A
30
Q

If visual reference to the airport is lost while conducting a circle-to-land maneuver,

A

missed approach procedure specified

31
Q

Published circling minimums provide obstacle clearance _______ when pilots remain within the appropriate protection area.

A

(300 ft)

32
Q

Circling Minumum distance

A
33
Q

The standard circling maneuvering airspace radius for Category D

A

(165 kt maximum( is 2.3 NM

34
Q

How to do the ONE ENGINE INOPERATIVE CIRCLING APPROACH?

A

Same. Consider delaying landing gear and flap extension.

35
Q
A
36
Q

Explain the visual approach

A
37
Q
A
38
Q

go-around is required while maneuvering. Where do you need to go?

A

climbing turn toward the runway of intended landing. To the published procedure

39
Q
A
40
Q

MISSED APPROACH FUEL BURN CRJ 200

A

500 lb

41
Q

COLD WEATHER - APPROACH (CRJ 200) explain the step by step and why?

A

1) Prior to extending flaps for all approaches with TAT 10°C (50°F) or less, start the APU,
2) use the bleed source of the APU, and turn the WING ANTI-ICE ON.
This will prevent the “Bleed Misconfig” message

42
Q

Can you turn off the wing anti ice system during the approach?
Yes when fully configured for landing and the following conditions are met:

A
  • ICE is not annunciated by the ice detection system, and
  • Not in icing conditions.
43
Q

When the APU bleed source is not available (deferred or INOP), “ICE” is not annunciated by the ice detection system, and not in icing conditions, the ‘Bleed Misconfig” message is temporarily allowed. (The message is cleared when the WING ANTI-ICE is turned OFF after fully configured.) When the ICE message is displayed or in icing conditions, operation of anti-ice systems is required. The unpressurized landing procedure for the APU INOP is appropriate, if required.

A
44
Q

When anti-ice equipment is required during approach/landing: what do you need to do with the APU?

A

APU START
BLEED AIR TRANSFER TO APU

45
Q

“CABIN ALT WARN HI” status message illuminates during an approach to land at an airport with a pressure altitude above 8,000 ft: what do you need to do?

A
  • The PF must use supplemental oxygen
  • A missed approach or go-around is not necessary
46
Q

What is gust factor ?

A

the difference between the maximum gust and steady wind velocity.

47
Q

Calculate the gust factors with the airspeed?

A

Approach airspeed should be VREF plus 50% of the gust factor; minimum VREF+5, maximum VREF+10.

48
Q
  • For winds of 25/G35, fly VREF+5
  • For winds of 10/G30, fly VREF+10
    Gust factor can be adjusted on final relative to actual conditions.
A
49
Q

MISSED APPROACH FLAP FAIL CONSIDERATIONS with CRJ 200. Explain the AD.

A

Don’t start the approach with adding flaps unless:

  • Visibility and ceiling
  • An emergency or abnormal situation occurs that requires landing at the nearest suitable airport; or
  • The fuel remaining is sufficient to conduct the approach, execute a missed approach, divert to a suitable airport with the flaps extended to the landing position, conduct an approach at the airport, and land with 1,000 lb of fuel remaining
50
Q

FLAP FAIL AIRWORTHINESS DIRECTIVE (CRJ 200)

Note 1 - The fuel burn factor (refer to QRH Volume 2 Flap Fail) shall be applied to the normal fuel consumption for calculation of the flaps extended missed approach, climb, diversion, and approach fuel consumption.

A
51
Q

FLAP FAIL AIRWORTHINESS DIRECTIVE (CRJ 200)
Note 2 - Terrain and weather must allow a minimum flight altitude not exceeding 15,000 ft along the diversion route.

A
52
Q

FLAP FAIL AIRWORTHINESS DIRECTIVE (CRJ 200)
Note 3 - For the purpose of this AD, a “suitable airport” is an airport having at least one usable runway, served by an instrument approach when operating under Instrument Flight Rules (IFR) and the airport is equipped as per the applicable regulations and standards for marking and lighting. The existing and forecasted weather for this airport shall be at or above landing minima for the approach in use.

A
53
Q

NO SLAT / FLAP OR NO FLAP CONFIGURATION

A
  • autopilot is recommended
  • Check landing distance
  • Limit bank angle to 20°
  • Establish a long final approach at recommended speed
  • Attitude and speed are higher than normal
  • Establish landing configuration early
  • Plan touchdown at the 1,000 ft touchdown zone marker
  • Flare just enough to reduce the rate of descent; do not float
  • Over threshold, set thrust levers to IDLE
  • After nosewheel touchdown, use max reverse thrust, and brake as appropriate
54
Q

EGPWS
Unless verified to be erroneous, anytime the following EGPWS aural alerts sound, including:
* PULL UP
* TERRAIN TERRAIN PULL UP
* OBSTACLE OBSTACLE PULL UP
* TERRAIN TERRAIN
* CAUTION TERRAIN
* CAUTION OBSTACLE
They must be corrected as follows:

Enroute or initial approach:
Final approach (VMC):

A
55
Q
A

Enroute or initial approach:
* Climb immediately until warning is canceled and terrain separation is achieved. When corrections are not immediately apparent or effective, and/or warnings continue, perform an EGPWS Escape Maneuver.

56
Q

Unless verified to be erroneous, anytime the following EGPWS aural alerts sound, including:

They must be corrected as follows:

Enroute or initial approach:
Final approach (VMC):

A
  • PULL UP
  • TERRAIN TERRAIN PULL UP
  • OBSTACLE OBSTACLE PULL UP
  • TERRAIN TERRAIN
  • CAUTION TERRAIN
  • CAUTION OBSTACLE
57
Q

EGPWS during Enroute or initial approach:

A
  • Climb immediately until warning is canceled and terrain separation is achieved. When corrections are not immediately apparent or effective, and/or warnings continue, perform an EGPWS Escape Maneuver.
58
Q

EGPWS during Final approach (VMC):

A
  • Correct vertical flight path to cancel warning. When corrections are not immediately apparent or effective, and/or warnings continue, perform an EGPWS / CFIT Escape Maneuver.

Below 500 ft AGL: Immediately initiate an EGPWS / CFIT Escape Maneuver

59
Q

EGPWS / CFIT ESCAPE MANEUVER - ACTIONS AND CALLOUTS

A
60
Q

Whenever windshear is suspected during landing, the following precautions must be taken:

A
  • During approach, maintain VREF with the applicable wind additive correction
  • Select flaps 45, unless limited by other landing performance consideration
  • When possible, plan to land on the longest runway available with the lowest possibility of a windshear encounter
  • Monitor airspeed trends during the approach. When the approach becomes unstabilized, perform the missed approach procedure
  • Develop an awareness of normal airspeed, attitude, and vertical speed. Closely monitor the vertical flight path instruments and call out any deviations

CRJ 200-700-900 (19 decks)

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