N5105

Question 1

Inside the FAF what is required to be displayed to the pilot flying?

Answer 1

Once inside the final approach fix, one navigation receiver available to the pilot flying must remain tuned to and display the facility that provides final approach course guidance.
AFMAN11-217V1 12.1

Question 2

How is a published VDP calculated?

Answer 2

The VDP is a defined point on the final approach course of a non-precision straight-in approach procedure from which a normal descent (approximately 3°) from the MDA to the runway touchdown point
AFMAN11-217V1 12.1.1.3

Question 3

Can a pilot calculate his/her own timing on the final approach segment of an approach?

Answer 3

NO! If timing is not specifically depicted on the instrument approach procedure, timing is not authorized as a means of identifying the MAP.
AFMAN11-217V1 12.1.2.1.1.

Question 4

What if a VDP is not published on an IAP? Can you create one?

Answer 4

YES, however: When an IAP is published without a VDP, there is currently no way for the pilot to know why. WARNING: While pilots should calculate a VDP if one is not published, if performing a non-precision approach to an unfamiliar field at night (or very low visibility) without a published VDP, and no visual or ―normal‖ electronic glide path guidance to that runway is available, use extreme caution when departing the MDA, as there may be an obstacle penetrating the 20:1 surface.
AFMAN11-217V112.1.1.3.1

Question 5

When can you descend out of an MDA/DA/DH?

Answer 5

Descent below MDA/DA/DH is not authorized until sufficient visual reference with the runway environment has been established and the aircraft is in position to execute a safe landing.
AFMAN11-217V1 12.1.2.2.

Question 6

What can be used to determine runway environment?

Answer 6

Threshold, threshold markings or threshold lights. Runway end identifier lights.
Touchdown zone, touchdown zone markings, or touchdown zone lights.
Runway or runway markings. The runway lights. Visual approach slope indicator.
AFMAN11-217V1 12.1.2.2.2 thru 12.1.2.2.7

Question 7

What are the three required components of an ILS? Can any of them be replaced?

Answer 7

The glide slope, localizer, and outer marker are required components for an ILS. If the outer marker is inoperative or not installed, it may be replaced by DME, another NAVAID, a crossing radial, or radar, provided these substitutes are depicted on the approach plate or identified by NOTAM.
AFMAN11-217V1 12.2.1.1.

Question 8

Where should your marker beacon sensitivity switch be placed in the jet when flying an ILS?

Answer 8

Sensitivity feature should always be operated in the low sensitivity position to ensure proper reception of the ILS marker beacons.
AFMAN11-217V1 12.2.1.2.1.1.

Question 9

What are the usable ranges of ILS and LOC frequencies?

Answer 9

The glide slope has a usable range of 10 miles, localizer course 18 miles.
AFMAN11-217V1 12.2.1.2.3 and 12.2.1.3

Question 10

Can ATC clear you an approach outside the LOC usable range?

Answer 10

ATC may clear you to intercept the localizer course beyond 18 miles or the published limit, however, this practice is only acceptable when the aircraft is in radar contact and ATC is sharing responsibility for course guidance.
AFMAN11-217V1 12.2.1.3

Question 11

When are you supposed to notify ATC when flying an ILS coupled to the AP?

Answer 11

When autopilot coupled or auto land operations are to be conducted, and the weather is above ceiling 800 feet and/or visibility 2 miles, advise the ATC approach or tower controller as soon as practical but not later than the FAF.
AFMAN11-217V1 12.2.1.3.2.

Question 12

When can the Middle Marker be used as the sole means of identifying the MAP?

Answer 12

Never

AFMAN11-217V1 12.2.1.7.1

Question 13

When flying a BC LOC what course will you put in the HSI?

Answer 13

The front course is the proper course to set even when flying a back course approach.
AFMAN11-217V1 12.2.1.7.1

Question 14

Before flying a radar approach what must you do?

Answer 14

In preparation for the radar approach, select a backup approach that is compatible with the existing weather and your aircraft where available. If there are no backup approaches compatible with the weather or with your aircraft, advise the controller upon initial contact of your intentions in the event of lost communications.
AFMAN11-217V1 12.3.2.1 & 12.2.3.4.

Question 15

On a radar approach how often should you hear from ATC on downwind? On final for a PAR? ASR?

Answer 15

One minute while being vectored to final,
Fifteen seconds while on final for an ASR,
Five seconds while on final for a PAR approach.
AFMAN11-217V1 12.3.2.2.

Question 16

For a visual approach the pilot must have the airport in sight or what to execute the approach?

Answer 16

The pilot must have either the airport or the preceding identified aircraft in sight, and the approach must be authorized and controlled by the appropriate ATC facility.
AFMAN11-217V1 12.4

Question 17

What is the minimum ceiling and visibility for a visual approach?

Answer 17

Before a visual approach can be authorized, the airport must have a ceiling at or above 1,000 feet and visibility 3 miles or greater
AFMAN11-217V1 12.4.1

Question 18

If cleared a visual approach can you fly the overhead or enter the traffic pattern?

Answer 18

NO. Clearance for a visual approach does not authorize you to do an overhead/VFR traffic pattern.
AFMAN11-217V1 12.4.3

Question 19

What is a contact approach and the minimum weather to conduct one?

Answer 19

A contact approach is a procedure that may be used by a pilot in lieu of conducting a standard or special approach IAP to an airport. It is not intended for use by a pilot to operate into an airport without a published and functioning IAP. Nor is it intended for an aircraft to conduct an approach to one airport, and then in the clear, proceed to another airport. Min Weather: clear of clouds with at least 1-mile flight visibility and can reasonably expect to continue to the destination airport in those conditions.
AFMAN11-217V1 12.5.

Question 20

What are the differences between a visual approach and contact approach?

Answer 20

When executing a contact approach, the pilot assumes responsibility for obstruction clearance. If radar service is being received, it will automatically terminate when the pilot is instructed to change to advisory frequency.
AFMAN11-217V1 12.5.