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Instrument Oral > Mock Checkride Review > Flashcards

Mock Checkride Review Flashcards

1
Q

How to check LRUs for G500?

A
  1. MFD
  2. AUX
  3. page x
  4. Press LRU
  5. Verify all are checked off, except N836AT missing a few but its ok
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2
Q

How to calculate for wind correction in a timed hold?

A
  • Time the inbound leg
  • Addition or difference apply it to the outbound leg
  • Timed Holding = 3 x WCA
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3
Q

How to calculate for wind correction in a distance hold?

A
  • Time the inbound leg
  • Addition or difference apply it to the outbound leg
  • Distance Holds = 2 x WCA
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4
Q

What is a Flight review BFR?

A
  • can be accomplished in any category aircraft that you are rated in
  • Review of rules, procedures, and maneuvers to safely exercise the certificate
  • Flight simulator can be used if it is authorized and represents the aircraft you are rated in
  • DPE, CFII, or any authorized FAA Check airman
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5
Q

Explain Night landings and passenger currency

A
  • Night currency = 3 stop n go’s during 1 hr after sunset to 1 hr before sunrise
  • Landing currency is required for carriage of passengers, not required if you are flying solo
  • You don’t need an instructor to be present to get current in a simulator
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6
Q

What is BasicMed and when is it used?

A
  • Slightly less strict rules on medical examination and a cheaper path to exercising PPL privileges
  • Requirements:
    • Drivers license
    • Held a medical at some point past July 14,2006
    • CME course, and keep certificate in logbook
    • Examined by State licensed physician (must provide form 8700-2 or 8500-8)
      • Examined every 24 cal. Months
      • Proof of examination kept in logbook
  • Privileges:
    • Act as PIC under the following limitations
      • Aircraft:
        • No more than 6 passengers
        • Takeoff weight less than 6,000lbs
        • Below 18,000’ MSL
        • Below 250kts
        • Stay inside the U.S.
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7
Q

What are the two conditions are necessary for structural icing in flight?

A
  1. the aircraft must be flying through visible water such as rain or cloud droplets
  2. the temperature at the point where the moisture strikes the aircraft must be 0° C or colder. Aerodynamic cooling can lower temperature of an airfoil to 0° C even though the ambient tempera-ture is a few degrees warmer.
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8
Q

What is a tailplane stall, how it can occur, and how to recover?

A
  • Tail plane stall is a hazard of structural icing, a tailplane stall describes how sharp-edge surfaces are more susceptible to collecting ice than large blunt surfaces. For this reason, the tailplane may accumulate ice before the wings, and may accumulate ice faster.
    • How it occurs: occurs when the critical angle of attack is exceeded. Since the horizontal stabilizer’s job is to stabilize and counter the natural nose down tendency by the center of lift of the main wing, the airplane will react by pitching down, sometimes uncontrollably, when the tailplane is stalled. Application of flaps can aggravate or initiate the stall. Pilots are to use caution when applying flaps during approach if there is possibility of icing on the tailplane.
    • Recovering: retract flaps & maintain or reduce thrust. Undo what you just did
      • Pull yoke back (opposite to action for wing stall recovery) this reduces the angle of attack of the tailplane and moves it away from the critical angle
      • Retract flaps
      • Maintain or reduce thrust
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9
Q

What are TEC routes?

A
  • TEC (terminal enroute control) the control of IFR en route traffic within delegated airspace between two or more adjacent approach control facilities; its purpose is to increase efficiency of ATC services; Preferred IFR routes = more busier airports. TEC routes: geared for the smaller GA pilots
    • Used when : there is no preferred IFR route, planning on staying below 10,000’
    • Who will you be talking to? communications are managed through tower controllers, and departure and approach controllers at a TRACON facility. You will never talk to ARTCC.
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10
Q

What is TRACON?

A

TRACONs are FAA facilities that house air traffic controllers who use radar displays and radios to guide aircraft approaching and departing airports generally within a 30- to 50-mile radius up to 10,000 feet, as well as aircraft that may be flying over that airspace. In other words, while TRACON controllers do not handle landings and takeoffs like airport tower controllers, they are responsible for the safe separation of aircraft flying in the busy areas surrounding airports.

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11
Q

What is ARTCC?

A
  • Air Route Traffic Control Center services
    • Divided into sectors
    • Control begins at 1,200’ AGL on airways

You are talking to ARTCC when you hear Center

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12
Q

What does the word “standard” on a departure procedure plate mean?

A

“Standard”= standard weather

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13
Q

What is a Diverse Vector Area (DVA)?

A

usually exists at busy airports, an airport may have a DVA if it is necessary to vector aircraft below the minimum vectoring altitude to assist in the efficient flow of departing traffic. DVA design requirement are outlined in TERPS and allow for the vectoring of aircraft immediately off the departure end of the runway below MVA.

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14
Q

What is a Minimum Vector Altitude (MVA)?

A

minimum altitude clearances that ATC can provide radar vectors. MVA assessment is apart of TERPS (terminal instrument procedures) and provides at least 1000’ obstacle clearance.

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15
Q

When can you descend on the arrival?

A

You need a “descend via” clearance to descend

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16
Q

What does being cleared for an arrival mean to you?

A

You can lateral track the arrival procedures, DO NOT descend unless given clearance to

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17
Q

Non-Precision Approach Procedures, what category does a piper seminole use?

A

Use the Category B minimums for approaches in the Seminole

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18
Q

3 reasons for why an approach would be circle-to-land only

A
  1. Final approach course alignment with runway centerline exceeds 30°
  2. Descent gradient is greater than 400 fpnm
  3. Runway is not clearly defined on the airfield
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19
Q
  • What are the Circling Radius for the approach categories? * from the approach end of any runway on the airport.*
A
  • Category A = 1.3 nm
  • Category B = 1.5 nm
  • Category C = 1.7 nm
  • Category D = 2.3 nm
  • Category E = 4.5 nm
20
Q

What are the EXPANDED Circling Radius for the approach categories?

A
21
Q

Circle to Land provide how much feet of obstacle clearance?

A

300 ft

22
Q

How to go Missed after circling?

A

Climb towards the runway centerline and then follow the missed approach procedures

23
Q

Can you can legally shoot an approach under part 91 with the airport reporting weather less than the minimums on the approach plate?

A

Yes! Although not a good idea.

Per 91.175, the FLIGHT visibility must meet the plate minimums, not the reported visibility at the field. This way, the FAA is giving you a shot to still fly the approach, no promises that you can descend to land once at minimums though. Nowhere does it say you cannot shoot an approach for weather, just comes to good pilot judgement knowing that if we shot an approach with weather at the airport reporting below mins, maybe that’s not the approach for us. We can certainly still try it.

24
Q

What speeds do Approach category use?

A

IAS

25
Q

Minimums for Approach charts are in reference to what?​

A

Height above touchdown zone (HAT) for minimums in parentheses

26
Q

What is the standard DH for an ILS approach?

A

200’ AGL​

27
Q

What is the difference between DA and DH?

A

DA = MSL read off altimeter

DH = AGL

28
Q

What is RVR?

A

Runway visual range = minimums for visibility in feet

29
Q

Aircraft Category speeds?

A
  • Category A: Speed 90 knots or less.
  • Category B: Between 91 and 120 knots.
  • Category C: Between 121 and 140 knots.
  • Category D: Between 141 knots and 165 knots.
  • Category E: Speed 166 knots or more. ​
30
Q

What is the difference between LP and LNAV?

A
  • LP lateral guidance that can ONLY use WAAS, usual found where terrain or obstructions prevent vertically guided LPV procedures. LP is not a fail-down mode for LPV — LP and LPV are independent. Lateral sensitivity increases as you get closer to the runway (course width at runway is 700’)
  • LNAV lateral guidance that can use either GPS or WAAS. Lateral sensitivity does not increase as the aircraft gets closer to the runway (course width gives you 0.3nm sensitivity, doesn’t taper like the LP) b/c of this, the lowest LNAV/VNAV can get you is 250’ above touchdown
31
Q

What is Barometric aiding?

A

an integrity augmentation that allows a GPS system to use a nonsatellite input source (e.g., pitot-static system) to provide vertical reference +V

32
Q

What is Barometric Vertical Navigation?

A

Uses barometric altitude info from the pitot-static system and air data computer to compute vertical guidance

33
Q

Lost Comms, when can you climb to the expected IFR clearance?

A
  • Only when the time elapsed.
    • · Example: climb and maintain 040 x 075 10 min, you are on an airway, MEA is 6000
      • Climb to MEA, then after time elapsed, climb to expected
34
Q

Lost Comms procedures when your clearance limit is a fix from which an approach begins

A

Commence descent and approach at your EFC time if one has been received, or if one has not been received, as close as possible to ETA as calculated from the filed flight plan

35
Q

Lost comms procedures when your clearance limit is NOT a fix from which an approach begins?

A

leave the clearance limit at the EFC time if one has been received, or if none has been received, upon arrival over the clearance limit, proceed to a fix from which an approach begins and commence descent and approach at your ETA as calculated from filed flight plan

36
Q

What happens when the pitot tube is blocked?

A

pitot tube blockage means, no ram air is getting through and only the Airspeed uses ram air. Therefore the airspeed will act as an altimeter, increase during climb, decrease during descent

37
Q

What happens if the static port gets blocked?

A
  • Altimeter = frozen at last reading
  • VSI = frozen at last reading
38
Q

What happens if both pitot tube and static port is blocked?

A
  • Altimeter = frozen
  • VSI = frozen
  • Airspeed Indicator = frozen
39
Q

How will flight instruments be affected when using alternate static air?

A
  • The airspeed will indicate a speed greater than actual
  • The altimeter will indicate a slightly higher altitude
  • The VSI will show a climb until it has adjusted to the lower cabin pressure and then it will stabilize
40
Q

Describe and list the GPS Sensitivity modes (Approach, Terminal, and Enroute)

A

GPS Sensitivity modes (Approach, Terminal, and Enroute) describes what the distance of the full deflection of your CDI.

  • Terminal : 1 nm either side full deflection; pops up when 30nm from either dep/des
  • Enroute : 2 nm either side full deflection; pops up when 30nm from either dep/des
  • Approach : 0.3 nm either side full deflection; when within 2nm of FAF
41
Q

What are the Holding Speeds?

A
  • Holding altitude 14000’ or below - 230 KIAS
  • Holding altitude above 14000’ to 20000’ - 240 KIAS
  • Holding altitude above 20000’ to 34000’ - 265 KIAS
42
Q

If your heading indicator failed, and you had to rely on the magnetic compass, explain how you would turn knowing the magnetic compass errors.

A

Magnetic compass has northerly turning errors, we use the acronym UNOS. (Undershoot North Overshoot South)

When you are turning to a northerly heading, compass swings opposite direction and lags. (undershoots). Undershoot the turn 1/2 Latitude + 15º.

When you are turning to a southerly heading, compass leads excessively into the turn (overshoots). Overshoot the turn 1/2 Latitude + 15º.

Example: KIWA area (30º/2) + 15 = 30º, heading 270º then turning to 330.

correct by turning 330º - 30º = 300º

43
Q

How to calculate 3º descent rate?

A

GS*5 = descent rate (fpm)

44
Q

How to calculate standard rate turn?

A

TAS x 15% = standard rate turn (bank angle)

ex: 120 x 15% = 18º bank angle is considered standard

45
Q

How do you convert climb gradient ft/nm to ft/min?

A

(GS/60) * climb gradient(fpnm) = required climb gradient fpm

46
Q

What is a VDP?

A

VDP = Visual Descent Point

Basically a reference point on a non-precision approach of which, if you see the runway in sight or any 91.175 items in sight, you will be able to land.

FAA definition: The Visual Descent Point (VDP) is a defined point on a straight-in, non-precision approach from which you can descend below the MDA, as long as you have the required visual reference. If a VDP is available, it will be indicated by a “v” on the profile view portion of the instrument approach procedure chart. Do not descend below MDA before reaching the VDP.

Instrument Oral (7 decks)

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