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GH > IF Approaches > Flashcards

IF Approaches Flashcards

1
Q

Normal pattern height and speed

A

2000ft
180 KIAS (approx. 45% TQ)

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2
Q

Instrument descent

A

9-10 deg. ND
10% TQ
200 KIAS
Speed break OUT

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3
Q

Short pattern height

A

1500ft

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4
Q

Configured descent

A

15% TQ
Lower nose for 120 KIAS

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5
Q

Speed to configure in the pattern

A

140 KIAS, stabilised
Approx. 28% TQ

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6
Q

Power setting to maintain 120 KIAS in the pattern once configured

A

Approx. 40% TQ
Anticipate + capture

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7
Q

Desired RoD for a 3 deg. glidepath

A

5 x GS (upper RH HSI)

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8
Q

Addition for white rating

A

+200ft to any DH/DA and MDH/MDA

State in the minima read back

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9
Q

ILS full scale deflection for localised and glidepath

A

Localiser = 2.5 deg.

Glidepath = 0.7 deg.

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10
Q

VOR full scale deflection?

A

10 deg.

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11
Q

What should you do if you got outside more than half-scale deflection during an ILS approach?

A

Terminate the approach and follow the MAP

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12
Q

How is the penetration descent flown?

A

250 KIAS, 20 deg. ND, IDLE, speedbrake OUT

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13
Q

How is the en-route descent flown?

A

220 KIAS, 10 deg. ND, 5% TQ, speedbrake IN

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14
Q

Below what height are slower descent rates appropriate when flying IF and approx. what parameters should these descents follow?

A

Below 2000ft

RoD approx. 1000ft/min
Speed 140-180 KIAS

I.e. further descent once established in the pattern
20% TQ, 4 deg. ND will give 180 KIAS descent clean

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15
Q

When requesting radar-to-intial or radar-to-visual, name some airmanship considerations to think about.

A

Type of descent to fly - Controller will clear you to descend to a certain height, but the type of descent is up to you. Think proximity to the airfield, other traffic, height to lose, airspace, icing, etc.

Icing bands (monitor if entering cloud with potential icing and plan type of descent accordingly).

Keep an eye on when you will be VMC below and call promptly to free up your capacity once you get own navigation.
Note - If you have a risk of losing sight of the ground/airfield due to weather moving through, keep hold of the service until certain you are clear.

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16
Q

What AoB is used for a Rate 1 turn above 140 KIAS?

A

30 deg.

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17
Q

What AoB is used for Rate 1 turns at 140 KIAS or below?

A

20 deg.

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18
Q

What power setting should you use to slow down from 180 KIAS to 140 KIAS when in the instrument pattern in order to complete your checks?

A

15-20% TQ, speedbrake as required.

Ultimately, make it work, if IDLE needed due to tight feed then go for it.

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19
Q

What should you do after reading back your DA/DH/MDA/MDH with intentions?

A

Brief the Missed Approach and set a bug for the climb out altitude on the missed approach.

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20
Q

What RoD should you fly the glidepath at for a PAR/SRA?

A

5 x GS

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21
Q

Once established on the 3 deg. glidepath for an approach, approximately where will the HUD and PFD waterline sit for a Land Flap approach?

A

2 deg. ND

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22
Q

What AoA should you aim to have at DH/MDH/DA/MDA?

A

9 units (bottom of E bar)

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23
Q

What power should you set to maintain 120KIAS when descending the glidepath with T/O flap?

A

Approx. 24% TQ - Set as you lower the nose

Refine and trim

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24
Q

Approximately where will the WL be on the HUD and PFD when descending the 3 deg. glideslope with T/O flap?

A

0 deg. of pitch

(higher nose attitude than with land flap due to wing generating less lift)

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25
Q

What height checks must you make during the descent of the glidepath on an instrument approach?

A

Initial cross check just before the descent

1500ft

1000ft

Every 100ft after this

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26
Q

PAR

A
27
Q

SRA

A
28
Q

ILS

A
29
Q

VOR/DME

A
30
Q

ILS - Localiser Only

A
31
Q

What height above DH/DA should you assess if you have the references?

A

No later than 50ft above

(100ft better)

Brief your intention clearly, e.g. “I have the visual references - continuing” or “not visual - carrying out missed approach procedure”

32
Q

What power should you set at 300ft (or DH/DA if it is lower) for the transition to visual?

A

18% TQ with Land flap to taper to 10.5 AoA

15% TQ with T/O flap

12% TQ Flapless

33
Q

How high above MDH/MDA should you begin to assess if you have the visual references?

A

At least 100ft

Start levelling off no later than 50ft above and then ease down, don’t push it right to the limit

Fly slightly above the MDH/MDA until you either have the required visual references, or you reach the MAPt (Missed Approach Point).

34
Q

If, due to your rating, you have to add a considerable height/altitude allowance to an MDH/MDA, what must you be wary of when transitioning to visual?

A

If you level off higher but still do not get the visual references until at or very near the missed approach point, it may not be safe to execute a visual approach due to a very steep approach angle with insufficient time to safely lose the extra height and regain the glidepath.

It is a judgement call as to whether it can be done safely. If in doubt - execute the MAP.

35
Q

How should you fly a missed approach?

A

Smoothly select MAX power (but prompt)

Select 10 degrees NU pitch angle in the HUD - Accel to 180 for the pattern??

+ve rate, gear and flap up - Normal after T/O checks

If ATC don’t comment, notify them you are going missed approach.

Fly the agreement with ATC.

Note - The aircraft will climb very rapidly so pay particular attention to the level off height - FLY THE AIRCRAFT FIRST

36
Q

What should you do if ATC ask you to break off from an instrument approach?

A

Must comply with ATC instructions

Published MAP starts at the MAPt or DH, therefore if you execute the MAP earlier than this, whilst the vertical profile can be flown immediately, the lateral profile must not be commenced until through the MAPt or as defined by the approach chart (DME points, etc).
Same applies when conducting missed approaches at DH/DA when you have added additional height allowance.

BE VERY CAREFUL WITH CLIMB RATE AND LEVEL OFF HEIGHTS IF STARTING FROM HIGHER UP THE APPROACH

37
Q

What are the FATSIC checks and when must they be carried out?

A

FMS
Approach
Tune
Steer
Identify
Course

Completed whenever you set the navigation system for a phase of flight (requiring, FMS, ILS, VOR, DME, etc)

38
Q

State the order of events for re-entering the instrument pattern from a touch and go

A

After T/O checks, level 2000ft (1500ft for short pattern).

Turned on to the crosswind leg - FIRADS checks

180kts downwind leg - FATSIC checks

Approach brief

140kts base leg - Approach checks

120kts stable for descent - Checks on final

Approach - Action at MDA/MDH/DA/DH as required

Transition to visual or MAP

39
Q

How should the PFD/FMS be set for a non-ILS approach?

A

Final approach track to threshold set as course

PFD source FMS

40
Q

How should the altitude bugs be set for an approach?

A

Altitude bug as required, then for MAP once in pattern.

RadAlt warner set to 0.

41
Q

What should the approach brief consist of?

A

Type of approach?
SALT?
DH/MDH (personal limit, not just plate limit)
RVR limit
Any height checks on the final approach
MAPt
MAP

42
Q

What are the required references at DH/MDH?

A

Rwy threshold, its markings or lights

Elements of the approach lighting

PAPIs

Touchdown zone, its markings or lights

Rwy edge lights

43
Q

How is a missed approach flown?

A

Smoothly set MAX power

10 deg. NU WL

After T/O checks

Maintain track

Fly MAP either as published or as briefed by ATC if different

44
Q

What is the FMS range scale corresponding to ENR, TERM and APCH phases?

A

2.0nm
1.0nm
0.3nm

45
Q

Before what point on an ILS should you ensure the PFD source is set to LOC?

A

Before the FAF

Done in the FATSIC checks

FIRADS - FATSIC - Approach Brief - Approach Checks

46
Q

What type of approach is a localiser only approach?

A

Non-precision

47
Q

What extras should you ensure before flying a localiser only approach?

A

The Final Approach Fix (FAF) can be identified (when to start the descent, i.e. a DME, FMS waypoint, etc).

The chart data is examined to identify any notional glidepath constraints (height vs range) and any step fixes.
Note also RVR mins.

MDH/MDA calculated.

50ft added to the procedure minimum, this will be the height/altitude at which a missed approach will be initiated.

Missed approach procedure is briefed.

48
Q

When is a circling approach flown?

A

When the instrument approach track is more than 30 deg. off the intended landing runway

or

The runway in use does not have instrument approach aids

49
Q

What flap setting should be used for a circling approach?

A

T/O flap

Therefore 24% TQ when beginning glidepath descent

50
Q

If not clear of cloud at MDH on a circling approach what should you do?

A

Carry out a missed approach, there is no point continuing to the MAPt because the cloud base is too low to get visual with the airfield.

51
Q

Once clear of cloud on a circling approach, what must you do if you cannot fix your position visually with reference to the landing runway?

A

Carry out MAP

52
Q

If you lose sight of the runway during a circling approach what must you do?

A

Remain at or above circling minima

Turn towards the centre of the airfield

When overhead, carry out the MAP for the RUNWAY YOU DID THE INSTRUMENT APPROACH TO - not the runway in use.

53
Q

If you get and can maintain the visual references with the landing runway after a circling approach, what should you do>

A

Manoeuvre as for a low level circuit (do not go below the MDH) and position for a finals turn. Maintain 120kts.

54
Q

How should you fly a non-precision approach at a civilian airfield?

A

Continuous Descent Final Approach

Calculate a derived DH/DA:

MDH/MDA + 50ft (levelling out above), then plus another 50 for the derived DH/DA.
Be actioning the MAP if required at this point.

55
Q

What are the minima for a circling approach?

A

RVR - Must be above the published minimum before a circling approach to land or touch and go can be commenced.

Circling approach minimum (or your minimum for the approach if, due to rating allowances, it is higher than the circling approach minimum).

DO NOT ADD RATING ALLOWANCE TO THE CIRCLING MINIMUM. ADD IT TO THE PROCEDURE MINIMUM, COMPARE IT TO THE CIRCLING MINIMUM AND US THE HIGHER OF THE TWO.

56
Q

What sort of approach is a circling approach?

A

It can be precision or non-precision depending on the approach type used.

HOWEVER, regardless of the type of approach, it will end at an MDH/MDA.

The calculated minima (either the approach with your allowance, or the circling minima) is a MDH/MDA. Level off approx. 50ft above. Look up at least 100ft before.

57
Q

When flying a circling approach, what must you do if you cannot fix your position relative to the airfield using any identifiable airfield or runway markings?

A

Carry out the MAP

(on the runway track for the runway you made the approach to, not the runway in use)

58
Q

What are your actions if you are continuing after a circling approach?

A

Level off not below MDH, make sure that 35-40% TQ is set (if req. raise the flaps to T/O) - maintain 120KIAS.

Turn the shortest way round to the runway in use. Similar technique to a low level circuit, but DO NOT GO BELOW THE MDH/MDA.

Position the aircraft to fly a normal, visual final approach, selecting land flap as req.

59
Q

When positioning to land off of a circling approach, what must you do if you lose sight of the airfield references?

A

Transfer to instruments

Turn and carry out the MAP for the instrument approach you flew initially (not the in use runway you were circling to) - Get on to the correct runway track asap.

TSD and coursebar good SA tools to ensure on the correct track and position.

60
Q

What calculating a derived DH/DA, what else must you add as well as the initial 50ft?

A

Your personal rating allowance must also be added to this.

White = + 200ft
Amber = + 300ft

61
Q

What sort of approach is a VOR/DME approach?

A

Non-precision

62
Q

If a VOR/DME procedure is named in the FMS navigation database, how can you elect to fly the approach?

A

You may fly the procedure using FMS guidance, provided that you display raw VOR/DME data on pointer 1 (green) and use this to cross-check the performance of the FMS.

Known as an FMS Overlay Approach. Only an option for VOR/DME approaches in the Texan.

63
Q

How is a VOR/DME approach flown?

A

VOR is used for azimuth guidance.

DME is used by cross checking expected heights with distance from the TAPs.

Timing is also used as another backup as to how long it should take.

Fly CDFA (add 50ft to the MDH/MDA, along with your own rating allowance).
DO NOT LEVEL AND FLY TO THE MAPt ON BFT, USE CDFA TECHNIQUE.

It is flown to an MDH/MDA as it is a non-precision approach. Look up at least 100ft before and level by 50ft above.

VOR set correctly during FATSIC and both NAV and DME portions identified.

64
Q

What must you note from the TAPs before flying a VOR/DME or Localiser only approach?

A

The FAF - Are you equipped to be able to identify the FAF (specified by a DME range or radar fix)

Chart data to help maintain a notional glide path - normally a table of expected height/altitude vs DME range.

Any step fixes, shown as minimum heights at given ranges. Carry out MAP if below.

GH (15 decks)

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