N5108 Flashcards
When is a pilot required to correct for
known winds?
Where procedures depict a ground track, the pilot is expected to correct for known wind conditions.
AFMAN11-217V1 (5.1.1)
If you can hear the ATIS over the VOR
frequency does this qualify as positive
identification?
NO…(W) The only positive method of identifying a station is by its Morse code identifier (either aurally or alphanumeric display) or (for VORs) the recorded automatic voice identification, indicated by the word ―VOR‖ following the station name. Identifying a NAVAID by listening to other voice transmissions broadcast on a Flight Service Station or other facility is not a reliable method of station identification and shall not be used.
AFMAN11-217V1 (5.1.2.1.1.2.2)
Why is it imperative to monitor the NDB
identifiers for the entire approach?
The navigation signal must be considered unreliable when the station identifier is not being received. For NDBs, there is a direct correlation between the strength of the identifier and the strength and reliability of the signal with no off flags to indicate loss of signal. Therefore, on approaches that require an NDB, pilots will monitor the NDB identifier for the entire approach.
AFMAN11-217V1 (5.1.3)
For aircraft with the capability to translate
Morse code station identification into an
alphanumeric visual display is it acceptable
to use this as the sole means for
identification?
TRUE… For aircraft with the capability to translate Morse code station identification into an alphanumeric visual display, it is acceptable to use the visual display as the sole means of identifying the station identification provided: (MAJCOMs will determine which aircraft can use this method for identifying NAVAIDS.) But note 2-T1-V3 restriction for VOR only.
AFMAN11-217V1 (5.1.2.1.1)
When retrieving a RNAV approach from
the database can the pilot add some
addition points into the approach for
situational awareness purposes? Explain
NO… RNAV approaches must be retrieved from an aircraft database and not be manually entered.
AFMAN11-217V1 (5.9.3.2)
What is RAIM? Is it required to be
checked, and if so; when?
Receiver Autonomous Integrity Monitor (RAIM). The GPS receiver verifies the integrity of the signals received from the GPS constellation through RAIM to determine if a satellite is providing corrupted information. Without RAIM capability, the pilot has no assurance of the accuracy of the GPS position. RAIM (or equivalent integrity method) is required for use of GPS in IFR navigation and requires at least 5 satellites in view to check GPS integrity.
5.10.2.3.1. NOTE: Barometric aiding allows RAIM to validate GPS integrity utilizing just 4 satellites in conjunction with the current altimeter setting entered in an approved barometric altimetry system. Predictive RAIM forecasts RAIM availability at a particular location at a time in the future. To effectively check predictive RAIM, aircraft avionics must allow deselection of satellites based on NOTAM information. Predictive RAIM must be checked prior to the mission or the flight segment where GPS is required. AFMAN11-217V1 (5.10.2.3) Is the T-1 baro-aided?
Per 11-217 can pilots substitute GPS/
RNAV navigation aid providing lateral
guidance for the final approach segment on
an approach?
Using GPS in lieu of land-based NAVAIDS (RNAV substitution). GPS equipment certified for IFR operations IAW AFI 11-202V3, may be used in place of land-based NAVAIDS for en route and terminal operations, However, pilots may not substitute for the navigation aid providing lateral guidance for the final approach segment.
AFMAN11-217V1 (5.10.3)
Can a pilot substitute the DME from an
active WP instead of using the land based
NAVAID?
YES…If the fix is identified by a five-letter name, which is not contained in the GPS airborne database, or if the fix is not named, select the facility establishing the DME fix or another named DME fix as the active GPS WP. If selecting the DME providing facility as the active GPS WP, consider yourself over the fix when the GPS distance from the active WP equals the charted DME value and you are on the appropriate bearing and course.
AFMAN11-217V1 (5.10.4.1.2)
Are you required to verify all waypoint
names, sequence, course, distances, and
altitude information from the database? If
so what do you verify it against?
Pilots must verify all waypoint names, sequence, course, distance, and altitude information from the database against information listed on the paper copy of the terminal procedure (to include the missed approach) as discussed in the section 5.12 of this AFMAN, and as directed by the MAJCOM. Aircrew operating aircraft equipped with an Electronic Flight Bag (EFB) are also required to verify FMS against EFB data.
AFMAN11-217V1 (5.10.6.1.3)
In the terminal area the GPS CDI must be set to what sensitivity?
GPS TERM…CDI must be set (either manually or automatically) to terminal sensitivity (+- 1 nm).
AFMAN11-217V1 (5.10.6.1.4)
Explain what happens if when checking
the GPS database it is expired. Can we use
it? If so; what portions of flight?
Prior to flight, crews must check navigation database validity. If the database has expired, the crew:
May continue a mission with an expired database if the database information required for the flight can be verified with current FLIP.
Shall get the database updated at the first opportunity.
May not use the database to fly procedures that require terminal or better accuracy.
AFMAN11-217V1 (5.11.3.1)
When checking the database against your approach plate you realize the waypoint distance disagrees by .3 NM. Can you fly that approach? How about if the inbound course varying by 3 degrees. What are the tolerance?
The maximum allowable difference between the database course(s) and published course(s) is ±5° and distances must be within 0.1 nm.
AFMAN11-217V1 (7.6.4.9.1) Discuss how to discontinue an approach, since most haven’t seen it.
If the database is different from the published procedure (with NOTAM changes), which takes precedence?
In the event of differences between the terminal procedure chart or approach chart and database, the published approach chart, supplemented by NOTAMs, holds precedence and the database may not be used to fly terminal area or instrument approach procedures except as noted below.
¥ In some cases, waypoints in the navigation database may differ from the charted instrument procedure. The differences listed below are acceptable and do not preclude use of the database procedure.
Step down fixes depicted on the approach chart may not be contained in the aircraft database. Pilots are responsible for ensuring compliance with applicable step down fixes regardless of whether or not they are in the aircraft database.
- The database may contain some waypoints (capture fixes, and a point in lieu of a FAF for non-FAF overlay approaches) that are not depicted on the approach chart.
AFMAN11-217V1 (5.11.5.3)
