Cyclic 936 Knowledge Flashcards

Question 1

Q

What is the standard holding pattern direction?

Answer

A

Right

Question 2

Q

What are the speed limitations in a holding pattern?

Answer

A

1. up to and including FL140 – 230 kt, or – 170 kt for holding where the approach is limited to Cat A and B aircraft only; 2. above FL140 up to and including FL200, 240 kt; and 3. above FL200, 265 kt. NOTE: Above the highest MSA in turbulent conditions speeds may be increased to the lesser of 280 KIAS or Mach 0.8 subject to ATC approval in controlled areas (CTA

Question 3

Q

When does timing begin in a hold?

Answer

A

Timing begins abeam the fix or on attaining the outbound heading, whichever comes later.

Question 4

Q

How long must the outbound leg of a hold be?

Answer

A

The outbound leg must be no longer than: 1. Up to and including FL140 – 1 minute or the time or distance limit specified on the chart. 2. Above FL140 – 1.5 minutes or the time or distance limit specified on the chart.

Question 5

Q

What angle of bank should be used in a hold?

Answer

A

All turns in nil wind should be at a bank angle of 25 degrees or Rate One, which-ever requires the lesser bank.

Question 6

Q

To what extent must wind be compensated for in a hold?

Answer

A

Allowance should be made in heading and timing to compensate for the effects of wind to ensure the inbound track is regained before passing the holding fix inbound.

Question 7

Q

What is the heading flexibility in a sector entry?

Answer

A

The entry into the holding pattern must be according to heading in relation to the three entry sectors shown below, recognizing a zone of flexibility of 5 degrees on either side of the sector boundaries. For holding on a VOR intersection, the entry track is limited to the radials forming the intersection.

Question 8

Q

How long may an aircraft track outbound on a sector 2 entry for?

Answer

A

Track outbound for the appropriate period of time from the holding fix, where timing is specified, up to a maximum of 1 minute and 30 seconds; or, if earlier 2. until the appropriate limiting DME distance is attained, where distance is specified

Question 9

Q

What are the pilot responsibilities for a Missed approach?

Answer

A

In executing a missed approach, pilots must follow the missed approach procedure specified for the instrument approach flown. In the event that a missed approach is initiated prior to arriving at the MAP, pilots must fly the aircraft to the MAP and then follow the missed approach procedure. The MAP in a procedure may be: a. the point of intersection of an electronic glide path with the applicable DA; or b. a navigation facility; or c. a fix; or d. a specified distance from the Final Approach Fix (FAF) A published missed approach procedure must not be flown unless commenced at the MAP. If a missed approach climb is initiated before the MAP, the aircraft must track to the MAP before commencing the missed approach procedure When the instrument procedure is based on a radio navaid but the missed approach does not specify lateral guidance the expectation is that the pilot will use DR to achieve the nominated track. Allowance for wind must be made to make-good this nominated track A missed Approach Provides obstacle clearance of 100' at a gradient of 2.5%. If this missed approach climb gradient cannot be achieved, the DA, MDA or RA Height should be increased, or other action taken, to achieve the required obstacle clearance along the specified missed approach flight path. Obstacle Clearance Altitude is the lowest altitude at which a missed approach must be initiated to ensure compliance with obstacle clearance criteria. Must be executed if: Aircraft exceeds navigation tolerance during the final approach segment o Jeppessen do not specify the tolerance. Tolerances are applied in a test or SOP o GNSS, VOR, ILS/LOC or GLS - half scale deflection o NDB - 5°; or  During the approach and below MSA the navigation aid becomes suspect or fails o GNSS – loss of RAIM/RAIM warning after the IAF  GPS may be used for guidance in the missed approach if warning stops after selecting it, otherwise use DR; or  Visual reference is not established at or before MAP/DA/RH; or  A landing cannot be effected; or  Visual reference is lost while circling to land from an instrument approach Missed Approach is complete once reaching the Published altitude

Question 10

Q

What are the minimum meteorological conditions required for take off?

Answer

A

6.3.2 The take-off minima for a qualifying multi-engine airplane are: a. a ceiling of zero feet; and b. visibility of: 1. 550m – but only if the following conditions are complied with: – the runway must have illuminated edge lighting at spacing intervals not exceeding 60m, and centreline lighting or centreline markings; and – if the airport is a non-controlled airport, or a controlled airport without ATC in operation – the take-off must be conducted by day only, and the airport must be one at which carriage of radio is mandatory; or 2. 800m. 6.4 TAKE-OFF MINIMA FOR OTHER IFR AEROPLANES 6.4.2 The take-off minima for the airplane are: a. a ceiling of 300 ft; and b. visibility of 2000m. It is a condition of the use of the take-off minima in this section that the pilot in command of the airplane must ensure that: a. if a return to land at the departure airport will be necessary in the event of an engine failure – the meteorological conditions must be at or above instrument approach and landing minima for the airport or such as to allow a visual approach; and b. if engine failure occurs at any time after V1, lift-off, or encountering non-visual conditions – terrain clearance is assured until reaching either enroute LSALT or departure airport MSA; and c. if a return to the departure airport is not possible – the airplane’s performance and fuel availability must each be adequate to enable the airplane to proceed to a suitable airport, having regard to terrain, obstacles and route distance limitations. For a qualifying multi engine aircraft; 1. 2 pilot operated; or 2. a single pilot operated jet airplane; or 3. a single pilot operated propeller airplane with operative auto feather; and b. for an airplane with a MTOW exceeding 5700kg – the airplane is able to meet the relevant obstacle clearance requirements of CAO 20.7.1B; and c. for an airplane with a MTOW not exceeding 5700kg: 1. the gross climb gradient performance is at least 1.9% under ambient conditions with the loss of the most critical engine; and 2. the airplane engine-out climb gradient under ambient conditions specified in the manu-facturer’s data is at least 0.3% greater than the obstacle free gradient for the runwaylength required; and 3. the pilot in command uses published obstacle free gradients only if such gradients are surveyed to at least a distance of 7500m from end of TODA; and NOTE: All runways with strip widths of 150m or greater are surveyed to 7500m unless otherwise annotated.

Question 11

Q

When is an alternate required?

Answer

A

Alternates (ATC Airports & Ground Aids: Alternates) Alternates Could Very Well Prove Life Savers Aids Alternate isn't required if: • Destination has an instrument approach procedure (Night & Day); OR, arrival is by day & o Forecast indicates ≤ SCT cloud below LSALT for the last route segment + 500’ &; o Visibility is ≥8km • For PVT & AWK: aircraft has a receiver for 1 approach at the destination • For RPT & CHT: the aircraft can suffer the failure of 1 airborne receiver o NB: a TSO 145/6a is considered a receiver if data base is current and no RAIM FDE outages are forecast  Airservices prediction is more accurate than a box check NVFR flights must provide for an alternate within one hour flight time if the destination isn't served by an NDB/VOR Cloud Alternate is required if: • Arrival is during the currency of, or within 30 min of forecast of >SCT cloud below the alternate minimum NB: Special Alternate Minima may be used provided the aircraft is equipped with two independent ILS/VOR receivers, a METAR/SPECI service is available and the tower is open Visibility Alternate is required if: • Arrival is during the currency of, or within 30 min of forecast of visibility less than the alternate minima or weather phenomenon reducing the visibility below the alternate minima NB: Special Alternate Minima may be used provided the aircraft is equipped with two independent ILS/VOR receivers, a METAR/SPECI service is available and the tower is open. Wind • Crosswind or downwind component more than the maximum for the aircraft (gusts to be considered) Prov/Prob Alternate is required if: • a TAF is Provisional or not available for an aerodrome with a published approach • If an INTER or TEMPO is affixed with a PROB then it is to be assumed that it will occur. Lighting Alternate isn’t required if: • Portable with a responsible person; or • Electric with standby power; or • PAL with standby and a responsible person; or • Fuel to hold until BOD + 10min NB: the alternate for RPT passenger carrying aircraft ≥ 3500kg or aircraft with single VHF communication may only have PAL if there is a responsible person in attendance. In any other case PAL is acceptable without a responsible person provided the aircraft is equipped with two VHF’s or a VHF & HF plus 30min holding to alert ground staff of a VHF failure. NB: at a controlled aerodrome with a partial lighting failure, pilots will be notified of a doubled spacing of runway edge lights. In less than VMC this imposes a requirement to apply a factor of 1.5 to the published minimum visibility being used. Storms • Any probability of Thunder Storms or their associated turbulence forecast for arrival will require an alternate If a TAF3 is used then no buffer is required within the first 3 hours, nor is the requirement to consider a probability of TS or visibility reductions below the alternate minima.

Question 12

Q

When must an aircraft establish itself above MSA/LSALT after departure. CASR 91.305 – Minimum heights – IFR flights AIP GEN 3.3 Para 4 – Calculation of Lowest Safe Altitude (Jepp ATC – Climb and Cruise 3.6.4)

Answer

A

1.3.6.1 Obstacle/terrain avoidance while below the LSALT or MSA, as applicable, is a pilot responsibility except when an aircraft has been assigned a level using ATS surveillance service terrain clearance procedures until: the pilot is assigned the responsibility for maintaining such clearance visually, or a visual or instrument approach is commenced. An aircraft may be flown along a route segment at a height less than the LSALT: (a) during take-off or landing; or (b) during arrival or departure, if the aircraft is being flown (i) at a safe height above the terrain; and (ii) in accordance with any instructions published in AIP; or (c) during an authorised instrument departure procedure or authorised instrument approach procedure; or (d) if the aircraft is being flown by day in V.M.C.; or (e) if the aircraft is being flown in accordance with instructions from air traffic control.

Question 13

Q

What are the visual approach requirements? (Jepp TERMINAL – Instrument Approach/Take-off Procedures 4.19)

Answer

A

By Day: • within 30nm • Clear of cloud and in sight of ground or water • IFR, remain not less than 500’ above CTA LL • IFR & VFR, operate not below lowest permissible for VFR flight By Night: • Clear of cloud and in sight of ground or water • Not less than 500’ above CTA LL unless under ATS surveillance, not below assigned altitude; until o In the circling area; or o 5 NM on/above slope on T-VASIS or PAPI (7 NM if runway equipped with ILS/GLS) o 10 NM if established on/above ILS/GLS glide path with less than full scale azimuth deflection (14 NM on Sydney 34L/16L) • VFR, not less than lowest permissible for VFR flight until within 3 NM of airport and airport is in sight

Question 14

Q

When can an aircraft descend below the circling MDA? Jepp TERMINAL – Instrument Approach/Take-off Procedures 4.16.6

Answer

A

Descent below MDA may occur when: • Within the circling area • Maintain specified visibility along flight path • Maintain visual contact with runway environment • By night or day (preferred); can complete a continuous decent from downwind, base or final from not below MDA in normal circuit to the threshold not below obstacle clearance until aligned with the runway; or • By day only; remain visually clear of obstacles not below obstacle clearance until aligned with the runway

Question 15

Q

What are the speed limitations and restrictions during an approach?

Answer

A

Depending on the category,
 For cat B:
 
 Initial and intermediate segment: 180-120
 Reversal: 140
 Final: 130-85
 Circling: 135
 Missed approach: 150

Question 16

Q

What are the VMC requirements for class C/E, D and G?

Answer

A

C, G & E - 1000' above and below cloud, 5km vis 8km, 1500m horizontally from cloud
 
 Only G - Below 3000'MSL or 1000'AGL in sight of ground or water, 5km vis and clear of cloud.
 
 D - 600m horizontally, 5km vis, 1000' above cloud 500' below

Question 17

Q

FDODAR statement

Answer

A

AP on/off/which side? 
Ball, Dot, Wings, Pointer
Speed, Configuration, Altitude, Modes
Temp, Terrain, Traffic
Fuel status

Question 18

Q

FDODAR Decision model

Answer

A

Safety
Passenger Comfort and requirements
Airline Schedule
Commercial Considerations
Everything considered

Plan B

Question 19

Q

FDODAR Options/considerations model

Answer

A

Remain on track and make time
Range available
Continue or divert
LDR and options within range
Weather
Instrument approaches
Airspace
Company representation
Fuel services
MEL if not a maintenance port

Brainscape's Knowledge GenomeTM

Cyclic 936 Knowledge Flashcards

Brainscape's Knowledge Genome^TM