Instruments (starting at IN109-IN205, 217)* Flashcards
What is a low altitude instrument approach?
Low altitude instrument approaches transition aircraft from the low- altitude environment to a point where the runway can be visually acquired and a safe landing executed
What do low altitude instrument approaches provide?
terrain clearance, separation from other IFR aircraft, and guide the aircraft to a published Final Approach Fix(FAF)
What are the 3 categories of low altitude instrument approach procedures?
Precision approaches, Approaches with Vertical Guidance (APV), and Non-precision approaches
What are the 5 segments to an instrument approach procedure?
Arrival, Initial, Intermediate, Final, Missed Approach
What are the two ways an instrument procedure can be flown? Why would a pilot fly each one?
“full procedure” approach or with ATC assistance via radar vectors
-Full procedure approaches may be requested by the pilot but are most often used in areas without radar coverage. A full procedure approach also provides the pilot with a means of completing an instrument approach in the event of a communication failure
What is a precision approach?
an instrument approach based on a navigation system that provides COURSE and GLIDEPATH deviation information meeting the precision standards of ICAO
What is an approach with vertical guidance?
an instrument approach based on a navigation system that is not required to meet the precision approach standards of ICAO Annex 10, but provides course and glidepath deviation information
What is a non-precision approach?
an instrument approach based on a navigation system which provides course deviation information but no glidepath deviation information
What are the two types of course reversal procedures?
Procedure turn and Racetrack (Holding In Lieu of Procedure Turn)
What is a terminal routing?
Terminal routes, which originate at the IAF, are depicted with course, minimum altitude, and distance to the initial fix.
Essentially, these routes accomplish the same thing as feeder routes but originate at an IAF, whereas feeder routes terminate at an IAF
If you are using a terminal routing and are cleared for the approach, are you considered established on the approach?
Yes, you may descend to the published terminal routing altitude
What is RNAV operations?
RANDOM NAVIGATION (RNAV) is “point to point” navigation where you do not need to go from ground station (like a VOR or TACAN) to ground station, but you go in a straight lines. The Global Positioning System (GPS) is a form of RNAV
As a conservative technique, when can you consider yourself in the terminal area?
if you are within 30 NM of the destination, below Class A airspace, or are using a published procedure for navigation (IAP/STAR/SID, etc.).
If RAIM outages are predicted for more than __ minutes along the route of flight, the flight must rely on other approved equipment
5 minutes
What is the T-6A maneuvering speed?
120-150 KIAS
When executing any low altitude approach procedure, you are expected to slow to maneuvering speed for your aircraft prior to reaching the IAF
If you are using a terminal routing and are cleared for the approach, you are considered established on the approach. (T/F)
a. True
If using GPS in the terminal area, pilots should not comply with ATC instructions to proceed direct to a point. (T/F)
b. False
TAA area lateral boundaries are identified by magnetic courses _____ the IF (IAF).
a. TO
b. FROM
c. abeam
d. parallel to
a. TO
What airspeed do you maintain prior to configuring when flying a low altitude approach in the T-6A?
b. 120-150 KIAS
Low altitude approaches enable the aircraft to transition from instrument flight conditions to a visual landing while providing
a. terrain clearance and separation from other IFR aircraft.
b. terrain clearance only.
c. separation from all aircraft.
d. separation from VFR aircraft.
a. terrain clearance and separation from other IFR aircraft.
When a TAA is published, it replaces the __________ for the approach procedure.
a. MEA
b. MSA
c. MRA
d. MOCA
b. MSA (minimum safe altitude)
The minimum altitude on this approach you may descend to prior to the FAF is?
b. 2900 feet
What altitude can you descend to if you are using a feeder facility and are cleared for the approach?
a. You can descend to the altitude depicted on the feeder route.
b. You can descend to the IAF crossing altitude 10 NM from the IAF.
c. You can descend to the IAF altitude when halfway between the feeder fix and IAF.
d. You can descend only to the IAF altitude when crossing the IAF.
a. You can descend to the altitude depicted on the feeder route.
What is the “Radar Pattern?” Why is it used?
Operating in the radar pattern simply implies that you are assigned vectors (headings), altitudes, and other essential information from a ground-based controller. The radar pattern is used to vector aircraft to the final approach segment of both non-radar approaches (ILS, VOR, LOC) and radar approaches (ASR or PAR)
What are the parts of the radar pattern? (6)
Departure, Crosswind, Radar Downwind, Base Leg, Dogleg, Final
Are there published minimum altitudes in the radar pattern?
No. There are no published minimum altitudes to follow. ATC and the pilot are responsible for safety. If ever in doubt, query the controller
What are MVAs? How much clearance do they give?
Minimum Vector Altitude (MVA)’s help the controller ensure aircraft maintain a safe altitude. The altitudes within each MVA sector are established at 1000 feet above the highest obstruction within the sector and 2000 feet above the highest obstacle
Is it the controller’s responsibility to provide traffic advisories?
Traffic advisories are only an additional service the controller provides if their workload permits.
Do not get complacent about clearing when you are in the radar pattern
If the weather is greater than 500 feet above the MVA and visibility is greater than 3 miles, the controller may vector the aircraft to intercept final:
If not, the minimum is:
At least 1 mile from the FAF at a maximum intercept angle of 20° or
At least 3 miles from the FAF at a maximum intercept angle of 30°
If weather is worse than criteria specified above, the controller must vector you to intercept final no less than 3 miles from the FAF with no more than 30 degrees of intercept
What kind of approach do radar vectors put the aircraft on final for?
Radar vectors can be used to put the aircraft on final for any type of approach. Once you have the weather, you need to determine the weather minimums for the approach you plan to fly.
What is HAT (Height Above Touchdown)?
HAT (Height Above Touchdown) is the height of the Decision Altitude/Decision Height or Minimum Decision Altitude above the highest point on first 3,000 feet of the runway on a published straight-in procedure
What is HAA (Height Above Airport)?
HAA (Height Above Airport) is the height of the MDA above the published airfield elevation
What speeds/configurations should you fly in the radar pattern?
maintain 150 – 200 KIAS in a clean configuration while on radar downwind.
When turning base leg, slow to 120 – 150 KIAS. Depending on the situation, you may configure with gear and takeoff flaps on base, or if you see that there will be sufficient time and distance before the glide slope intercept or descent point, you can delay configuration until final.
Once you are configured and on final approach, slow to 110 KIAS
What is a good technique for making altitude changes in the radar pattern?
establish your descent rate equal to the number of feet to descend, not to exceed 1000 fpm. For example, if told to descend from 1800 to 1000 feet, a good descent rate would be 800 fpm
When vectored to a dogleg to final (20°- 30° from final heading), the controller may give a P.T.A.C. call. What does that stand for?
Position - aircraft position to final approach fix (FAF).
Turn - 20° to 30° turn to final.
Altitude - altitude to maintain until established on final approach course.
Clearance - approach you are cleared for.
What is a good technique for turn rates in the radar patten?
In the radar pattern, turn using bank angles to approximate a standard rate turn for the TAS being flown, not to exceed 30°. On final, use bank angles that approximate the number of degrees to be turned, not to exceed a half- standard rate turn.
A good technique for making turns in the radar pattern is to use a bank angle equal to the number of degrees to be turned, not to exceed 30°. For example, if told to turn 15° right, you should use 15° of bank.
What is an ASR approach?
An ASR (Airport Surveillance Radar) is a nonprecision approach in which the controller provides navigational guidance in azimuth only. ASR approach radar is less precise than precision approach radar in position determining capability. Surveillance radar also lacks altitude readout. Because of this, ASR approaches have HIGHER minimums than PARs
What two things are required to land from an ASR approach?
Runway environment in sight
Aircraft in position to make a safe landing
What is an ASR Circling Approach?
The ASR circling approach is flown precisely like a straight-in approach except when you reach the MAP or acquire visual contact with the runway environment, you circle around the airfield to land on a different runway. The circling portion of the approach is entirely a visual procedure. If at any time you lose sight of the runway environment, you must execute a missed approach.
What is a PAR approach?
A Precision Approach Radar (PAR) is a precision approach in which the controller provides navigational guidance in both course azimuth and vertical glidepath.
The PAR starts when the aircraft is within range of the precision radar and contact is established with the final controller. This usually occurs about 8 miles from touchdown.
How much bank should you use in a PAR approach? What happens if you drift off heading?
To prevent overshooting the assigned heading, use a bank equal to approximately the number of degrees to be turned not to exceed one-half standard rate
the controller assumes you are maintaining that heading and makes subsequent assignments based on that. It is important to correct immediately anytime you drift off the assigned heading
What are the two landing criteria to land from a PAR? Where is the Decision Altitude?
The runway environment must be in sight
The aircraft must be in position to land safely
On a PAR, decision altitude is determined in the cockpit by one of the following methods:
As read on the altimeter or when advised by the controller
Whichever occurs first!
What are no-gyro vectors? When are they used? What bank angle should be used? What radio calls must be made?
In the event your heading indicators should fail during flight, radar controllers are able to provide “no-gyro” vectors to either a no-gyro ASR or PAR approach. Use a standard rate of turn until told otherwise. You must acknowledge the start and stop turn commands until told “do not acknowledge further transmissions” This usually occurs during final approach
Minimum Vector Altitude (MVA) may be lower than the published MEA or MOCA. (T/F)
a. True
With the airfield weather station reporting 2 miles visibility, what is the minimum distance from the FAF and the maximum intercept angle the controller can use to set up aircraft for final approach course intercept?
b. 3 miles and 30º
You are cleared for the PAR circling approach to runway 15 at Robert Gray AFF. Under normal circumstances, this is a valid clearance.
b. False
Using the Rate of Climb/Descent Table, with a groundspeed of 120 knots and a glidepath of 2.5°, what would be your recommended descent rate?
b. 500 fpm
What three radio calls are you required to repeat back to the controller when operating in the radar pattern?
d. Assigned headings, altitude, and altimeter settings
When flying in the radar Pattern, maintain __________ KIAS in a clean configuration while on radar downwind.
c. 150 – 200
Using the technique discussed earlier, if you were flying in the radar pattern and instructed to turn right from heading 360 to heading 045, what angle of bank would you use?
b. 30º
ASR RWY 17 MDA at Fort Worth NAS is (Figure 110-56)
c. 1120
What is the criteria you must meet in order to land from an ASR approach?
a. Runway environment in sight
b. Aircraft in a position to make a safe landing
c. Controller directs “land”
d. Both a and b
d. Both a and b
Assume you are flying a PAR approach in your T-6A (CAT B) to Runway 35 at Fort Worth NAS. What would be the Decision Altitude/Decision Height for your approach?
d. 900
On PAR final approach, use bank equal to the number of degrees to be turned not to exceed standard rate. (T/F)
b. False
If on PAR final, you accidentally drift off assigned heading, what is the proper action to take?
a. Maintain the heading, the controller will base new heading instruction based on your observed course.
b. Inform controller of actual heading so they can adjust their corrections.
c. Immediately correct back to the last assigned heading.
d. Either a or c is correct.
c. Immediately correct back to the last assigned heading.
Decision Altitude on a PAR is determined by
a. the barometric altimeter reading.
b. when advised by the controller “at decision altitude”
c. Either a or b, whichever occurs first
d. timing from the begin descent point.
c. Either a or b, whichever occurs first
When you reach final approach on a no-gyro ASR or PAR, you must automatically transition to using half- standard rate turns.
a. True
b. False
b. False
MVAs are established at _____ feet above the highest obstacle within the sector, _____ in mountainous terrain.
a. 500; 1,000
b. 1,000; 2,000
c. 1,500; 2,500
d. 2,000; 4,000
b. 1,000; 2,000
Traffic advisories are a mandatory service provided by controllers to aircraft operating in the radar pattern. (T/F)
b. False
Where can you locate an airfield’s radar approach minimums?
a. In FLIP General Planning
b. In the back of the Instrument Approach book
c. In the front of the Instrument Approach book
d. In the IFR Supplement
c. In the front of the Instrument Approach book
Aircraft malfunction reports are
a. made only for engine malfunctions.
b. optional.
c. mandatory.
d. applicable only to multiengine aircraft.
c. mandatory
In the T-6A, it is mandatory to configure the aircraft on base leg of the radar pattern. (T/F)
b. False
An ASR is a _____ approach.
b. nonprecision
When flying an ASR approach, the MAP is defined by
a. timing from the FAF.
b. the barometric altimeter.
c. the VDP.
d. the controller.
d. the controller
To execute a missed approach while circling to land from an ASR, turn initially towards the
a. last assigned heading.
b. nearest available alternate airfield.
c. landing runway.
d. nearest IAF.
c. landing runway
A PAR approach starts when
a. the aircraft is in range of the precision radar.
b. contact has been established with the final controller.
c. Both a and b are correct.
d. None of the above are correct.
c. Both a and b are correct
T-6A final approach airspeed on a PAR approach is _____ KIAS.
c. 110
When flying no-gyro vectors and approach, you must acknowledge the “start/stop turn” controller directives until
a. told “do not acknowledge further transmissions.”
b. the aircraft is established on final approach.
c. the aircraft has landed.
d. handed over to the final controller.
a. told “do not acknowledge further transmissions.”
When do you typically report gear down?
Typically, report gear down at the FAF
When must the aircraft be configured for landing by?
the FAF
For a VOR approach, what is typically used to indicate arrival at the FAF?
DME or station passage
What is a VDP? How do you calculate it? Why is it useful?
Visual Descent Point (VDP). A VDP identifies a point along the final approach course that allows a normal descent (usually 3°) from the MDA to the runway for any non-precision approach. This is a useful technique because the MDA and MAP can sometimes make it difficult to maneuver the aircraft to land.
VDP = Gus Wears A Hat… HAT/GS * 100
At the FAF, you should set a descent rate of about _____ to ensure you reach MDA prior to your calculated VDP
800 - 1000 fpm
(16% 1ºNL 110 Knots)
What is the timing grid on the approach plate based on? What is it useful for?
Keep in mind that the timing grid on the approach plate is based on groundspeed. As a backup to DME, or for approaches where DME is not available, you should start the elapsed time counter on the clock at the FAF
CDFA is the preferred method that allows for flying the final approach segment of a non-precision approach as a
continuous descent
During a VOR approach, when do you transition from a descent to level flight?
As you approach the MDA
Once you reach the MAP, what two things do you need to continue the descent to land?
When you reach the MAP, you must either have the runway environment in sight (and be able to execute a safe landing) or execute a missed approach.
Where can you find GPS approaches and when must you have them loaded in by?
Available GPS approaches are found on the GPS Airport Page 8.
The approach must be loaded prior to the 2 NM area outside of the FAF, otherwise it does not go into approach mode.
As the aircraft comes within 30 NM of an airport with a loaded approach, the GPS automatically switches to the?
Approach Arm Mode
What happens when the GPS is in approach arm mode?
In approach arm mode, the CDI scale transitions from a ±5 NM enroute scale to a ±1 NM approach scale. The change from the enroute scale to the approach scale gradually occurs over a 30-second transition period.
When must you use OBS?
Whenever you are given radar vectors, performing a procedure turn, or holding, you must select the OBS mode. If the OBS mode is not used in these instances, the GPS automatically sequences to the next waypoint and becomes unusable.
What mode must you select on the GPS once on a heading within 90 degrees of the final approach course and prior to 2 NM from the FAF?
LEG mode to ensure a transition to the approach active mode
At 2 NM from FAF, the GPS automatically switches to the approach active mode if:
The LEG mode is active.
The aircraft is heading toward the FAF.
The FAF or a collocated IAF/FAF is the active point.
GPS confirms adequate monitoring is available to complete the approach.
RAIM is available at the FAF and missed approach point.
If approach active mode is not successfully loaded by the FAF, what must you do?
Missed Approach
What happens when the GPS switches to the approach active mode?
the CDI scale begins to change from the ±1 NM approach scale to a ±0.3 NM final approach scale. The rate of change occurs so that the scale will reach ±0.3 NM no later than the FAF.
How is the FAF denoted on a GPS display? What about a MAP?
FAF: lowercase f
MAP: lowercase m
After the MAP, does the GPS automatically sequence to the next waypoint?
NO. The GPS does not automatically sequence to the next waypoint (indicated by *NO WPT SEQ on GPS display). The reason automatic sequencing does not occur is because many missed approach procedures require certain actions be accomplished before proceeding to the missed approach holding fix (indicated on the GPS by an “-h” suffix).
What function must you use to fly a localizer approach that utilizes DME from another facility?
DME HOLD
Decision altitude
(DA) for the ILS approach shown is __________ feet.
For the ILS approach to runway 13R shown at right, frequency __________ MHz should be set in the NAV position on the RMU.
b. 214
a. 111.3
Refer to Figure 113-27. To fly the depicted approach, you should press the DME HOLD button with frequency/channel __________ set in the RMU.
c. 114.1
Refer to Figure 113-28. On an ILS approach with a 3° glideslope, TAS of 110 knots, and a 20-knot headwind, a descent rate of about __________ fpm should be established on the VSI.
b. 450
Using the excerpt minimums section in Figure 204-2, what is the Minimum Descent Altitude (MDA) that you would use in the T-6 for a circling approach?
b. 1760
Using Figure 204-3, what is the height above touchdown (HAT) for the T-6 if doing the S-17C approach?
c. 403
- What is the distance from the FAF to the MAP?
- What signifies the highest elevation in the first 3000’ feet of the runway?
***3. Using the provided aerodrome, what is the height of the highest obstacle? - Using the aerodrome sketch, what is the time from FAF to MAP at 180 GS?
- 3.6 NM (a)
- Touchdown Zone Elevation (a)
***3. 835’ (a) - 1:12 (b)
