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NAV Check OAT > NAV Check OAT > Flashcards

NAV Check OAT Flashcards

1
Q

What is touchdown zone elevation?

A

Touchdown zone elevation is the highest point in the first 3000 feet of the landing runway.
AFMAN 11-217V1, 6.5.4.4.2

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2
Q

How much fuel are we required to carry for a mission?

A

The T-1A will normally take off with a full fuel load from the home field. The aircraft commander will decide whether to take off at the home field or out base with less than a full fuel load. Factors to consider include weight and balance, mission requirements, aircraft performance, weather conditions and fuel conservation.

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3
Q

When may a PIC make changes to a route or destination not shown on the original
flight plan without refiling?

A

The format for making changes to a flight plan is printed on the back of the DoD IFR Supplement. Before takeoff, or while airborne, changes may be made to the original filed flight plan without re-filing provided:

  • ATC/Destination is aware of changes; prevent erroneous SAR or unannounced arrival.
  • The change does not penetrate an ADIZ.
  • The controlling ATC agency approves the change for an IFR flight.
  • The change complies with applicable host-nation rules.
    AFI 11-202 Vol 3, 4.17.3
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4
Q

Weather priorities in order?

A
  • Locally approved mission execution forecasts.
  • Local military weather unit.
  • Servicing Air Force operational weather squadron (OWS).
  • Another military weather unit (Air Force CWT or OWS, Navy, or Marine unit).
  • FAA weather forecast or flight weather briefing agency (or equivalent overseas).
  • The nearest flight service station (FSS).
    AFI 11-202 Vol 3, 4.12.1
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5
Q

What is a diverse departure? When can we not execute a diverse departure? What climb gradient is required?

A
  • A diverse departure allows the pilot to execute a turn in any direction from the runway and remain clear of obstacles.
  • Minimum climb gradient of 200‘/NM will ensure proper obstacle clearance.
  • Diverse departures are not authorized when an ODP, obstacle climb gradient, or non-standard takeoff weather minimums are published for the planned departure runway
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6
Q

When do we file IFR?

A

Fly USAF fixed-wing aircraft under IFR to the maximum extent practical.
Pilots shall fly under IFR if:
- Weather conditions do not permit VFR flight
- Airspace rules require IFR flight (e.g. Class A airspace).
- Operating in excess of 180 KTAS within (not simply crossing) federal airways.
- Operating fixed-wing aircraft at night, unless the mission cannot be flown under IFR.
AFI 11-202 Vol 3, 4.15.1

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7
Q

When are we not allowed to do a procedure turn?

A

Do not execute a procedure turn or HILO PT in the following situations. (Many people use the memory aid – SNERT).

  • S- “Straight-in” approach.
  • N- via No PT routing.
  • E- Established in holding, cleared the approach, and the holding course and procedure turn course are the same. NOTE: This generally applies if you are already established at the minimum holding altitude. If in doubt, query
  • R- Radar vectors to the final approach course.
  • T- Timed approach, when established in holding and given a time to depart the FAF inbound.
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8
Q

What are methods we can depart IFR?

A

SID, ODP, Diverse Dep, ATC instructions, MAJCOM certified, Non standard takeoff minimums.

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9
Q

What constitutes the runway environment?

A

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

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10
Q

Standard holding pattern?

A

The standard no-wind holding pattern is flown by following a specified holding course inbound to the holding fix, making a 180° turn to the right, flying a heading outbound to parallel the holding course, and making another 180° turn to the right to intercept and follow the holding course to the fix (Figure 8.1). The holding pattern is nonstandard when the turns are made to the left. Unless otherwise instructed by ATC, pilots are expected to hold in a standard pattern.
AFMAN11-217V1 (8.1.1)

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11
Q

What is considered station passage for a TACAN, VOR, NDB?

A
  • TACAN- Station passage occurs when the range indicator stops decreasing.
  • NDB- Station passage occurs when the bearing pointer passes 90° to the inbound course.
  • VOR - Station passage occurs when the TO-FROM indicator makes the first positive change to FROM.
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12
Q

What is established on course for TACAN, LOC, NDB?

A
  • VOR/TACAN/RNAV/GPS: half-scale deflection
  • LOC: Full scale deflection/ case break
  • NDB: +- 5 degrees
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13
Q

Range of localizer and glideslope?

A

LOC: 18mi
GS: 10mi

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14
Q

Aircraft app cat based on?

A

Aircraft approach category is based on 1.3 times the stalling speed in the landing configuration at maximum certificated gross landing weight.
• A - Speed less than 91 knots.
• B - Speed 91 knots or more but less than 121 knots.
• C - Speed 121 knots or more but less than 141 knots.
• D - Speed 141 knots or more but less than 166 knots.
• E - Speed 166 knots or more.
AFMAN11-217V1 6.5.1.1

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15
Q

May USAF fixed wing pilots accept a LAHSO clearance?

A

No. Pilots of USAF aircraft may passively participate in LAHSO (land or take-off when another aircraft has been given a LAHSO clearance). The PIC is the final authority whether to take-off, land or continue a touch-and-go when a merging aircraft has received a LAHSO clearance.
AFI 11-202 Vol 3, 7.9.

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16
Q

What would drive approach to be circling approach?

A
  • Final approach course is aligned with the runway centerline by an angle greater than 30 degrees.
  • Approach not aligned with the runway
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17
Q

For a low altitude IAP, the initial descent gradient can’t exceed ______’/NM?

A

For a low altitude IAP, the initial descent gradient will not exceed 500 ft/nm (approx 5°); 1000 ft/min for a high IAP.
AFMAN 11-217V1, 6.5.4.2.2

18
Q

Mandatory calls PNF?

A

Mandatory Calls for Pilot Not Flying (PNF). The PNF will make the following calls:
• Nonprecision Approaches:
o One hundred feet above MDA/DA.
o 3.13.1.1.2. “Minimums” at MDA/DA.
o “Runway in sight.” Call when the runway environment is in sight. Do not call too soon when obstructions to vision, such as fog, haze, low clouds, etc., are present.
o “Go around.” Call at the MAP if the runway environment is not in sight.
• Precision Approaches:
o One hundred feet above DH/DA.
o “Continue.” Call at DH/DA if the runway environment is in sight but the runway red termination bars or the red side row bars are not visible or identifiable. When using the “continue” call at DH/DA, the “land” or “go around” calls described below may be delayed until 100 feet AGL above TDZE to line up with procedures described in AFMAN 11-217. In order to call “land” at 100 feet, the red termination bars or the red side row bars must be visible and identifiable.
o “Land.” Call at DH/DA if the runway is in sight and the aircraft is in a safe position for a normal landing.
o “Go around.” Call at DH/DA if the runway environment is not in sight or the aircraft is not in a safe position for a normal landing.
o When flying an RNAV approach to LNAV/VNAV minimums, use the precision approach calls. For all other GPS approaches, use nonprecision calls.
• Climbout:
o Transition altitude.
o At 1,000 feet below assigned altitude.
• Descent:
o Transition level.
o At 1,000 feet above assigned altitude.
o At 1,000 feet above initial approach fix altitude or holding altitude.
o At 100 feet above procedure turn, final approach fix altitude, and any step down altitude inside the final approach fix.
• Deviations. The PNF the aircraft will announce heading deviations, airspeed deviations of 5 knots or more below desired, and altitude deviations of 100 feet or more from desired.
AFI 11-2T-1V3, 3.14

19
Q

Min altitude in congested areas?

A

At least 1,000 ft. above the highest obstacle within a 2,000-ft. radius of the aircraft.
AFI 11-202 Vol 3, 6.2.3.3

20
Q

If not published, expected climb gradient?

A

200 ft/nm

21
Q

Dimensions of class B, C and D airspace? To what altitudes?

A

Class B: Generally from surface to 10,000ft MSL
Class C: Generally from surface to 4,000ft AGL
-small ring 5 miles surface to 1200 AGL
-big ring 10 miles 1200 AGL to 4,000AGL
Class D: Generally surface to 2500 AGL

22
Q

Cloud clearances:

A

Look at table

23
Q

E/G At or above 10,000MSL?

A

5-111

24
Q

Comm out altitudes?

A

Altitude: Assigned, Minimum, Expected
Route: Assigned, Vectored, Expected, Filed;
FIH, Section A.4.a.(1)

25
Q

Before takeoff or immediately after in-flight refueling, the aircraft must have enough usable fuel to complete the flight to where?

A

A final landing, either at the destination airport or alternate airport (if one is required), plus the fuel reserves; or, between Air Refueling Control Points (ARCPs) and then to land at the destination (or a recovery base, if refueling is not successful), plus the fuel reserve.
AFI 11-202 Vol 3, 4.18.1

26
Q

How are fuel reserves computed?

A

The PIC must ensure the aircraft is carrying enough usable fuel on each flight to increase the total planned flight time between refueling points by 10 percent (up to a maximum of 45 minutes for fixed-wing or 30 minutes for helicopters) or 20 minutes, whichever is greater. Compute fuel reserves using MAJCOM-defined consumption rates for normal cruising speeds or the following:
• For turbine-powered aircraft use fuel consumption rates that provide best endurance at 10,000 ft. Mean Sea Level (MSL).
AFI 11-202 Vol 3, 4.18.3

27
Q

When can Air Force aircraft land at civil (P) fields?

A
  • AETC volume training LOA list
  • In an emergency.
  • When flying a helicopter or C-coded aircraft (e.g. C-130, C-12, C-40).
  • When necessary in the recovery of active air defense interceptor aircraft.
  • When this instruction requires an alternate and no other suitable airport is available.
  • When the wing commander or higher authority approves the flight and the airport manager grants permission in advance.
    -A US Government tenant unit (e.g. ANG, USCG) is listed for the airport of intended landing and airport facilities or ground support equipment can support the aircraft concerned.
    AFI 11-202 Vol 3& AETC SUP, 4.8
28
Q

What are the Right-of-Way Rules?

A

Each pilot must take whatever action is necessary to avoid collision, regardless of who has the right-of-way. The yielding aircraft must not pass over, under, abeam, or ahead of the other aircraft until well clear.
1. Distress. Aircraft in distress have the right-of-way over all other air traffic.
2. Converging. When converging at approximately the same altitude (except head-on or approximately so), the aircraft to the other’s right has the right-of-way. Aircraft of different categories have the right-of-way in the following order of priority: balloons, gliders, aircraft towing or refueling other aircraft, airships, rotary- or fixed-wing aircraft.
3. Approaching Head-On. If aircraft are approaching each other head-on or approximately so, each shall alter course to the right.
4. Overtaking Aircraft. An overtaken aircraft has the right-of-way. The overtaking aircraft must alter course to the right.
5. Landing. An aircraft established on final approach has the right-of-way over other aircraft on the ground or in the air, except when two or more aircraft are approaching to land. In this case, the aircraft at the lower altitude has the right-of-way but it shall not use this advantage to cut in front of or overtake the other.
AFI 11-202 Vol 3, 3.17

29
Q

In the NAS, when may a pilot fly in excess of 250 KIAS below 10,000 ft?

A
  • Within restricted areas or Military Operating Areas (MOAs).
  • Within DoD/FAA mutually developed instrument routes or DoD developed visual routes.
  • Within unpublished joint MAJCOM- and FAA-designated areas or routes (to accomplish the national defense mission).
  • During large-scale exercises or short-term special missions with appropriate coordination to ensure awareness of the nonparticipating flying public.
  • When the aircraft T.O. requires a higher airspeed. If the airspeed is listed as a range, fly the slowest practical speed in that range.
    AFI 11-202 Vol 3, 6.3.2.3
30
Q

Do not exceed ___ KIAS in the airspace underlying Class B or in a VFR corridor designated through Class B unless required to maintain the minimum operating airspeed specified in that aircraft

A

200 KIAS

31
Q

When can you turn after a takeoff, touch and go, or low approach?

A

Do not turn after a takeoff, touch and go or low approach until at least 400 ft. above the Departure End of the Runway (DER) elevation, at a safe airspeed, and past the end of the runway (if visible) unless specifically cleared by the controlling agency or required by a published procedure, or when executing a closed pattern.
AFI 11-202 Vol 3, 7.14

32
Q

What is minimum fuel when stated to a controller mean?

A

Pilots will declare minimum/emergency fuel to the appropriate controlling agency when the aircraft may land at the intended destination with less than the MDS specific minimum or emergency fuel reserves. (T-1 500lbs / 300 lbs)
AFI 11-202 Vol 3, 3.13.2

33
Q

When may you use RNAV as a substitute?

A
  • Suitable RNAV systems may be used as a substitute or alternate means of navigation on conventional routes and procedures.
  • Determine position relative to or distance from VOR, TACAN, NDB, compass locator, or DME fix.
  • Determine position relative to or distance from a named fix defined by the intersection of a radial/bearing/course of a VOR/LOC/TACAN/NDB/compass locator.
  • Navigate to/from a VOR/TACAN/NDB/compass locator
  • Fly and arc based on DME.

Requirements:
-Retrieve all NAVAIDs, fixes, and procedures from a current navigation database.
-TIM and display appropriate ground-based NAVAIDs whenever practicable.
-Notify ATC when substituting for an out-of-service NAVAID.
AFI 11-202 Vol 3, 6.8.4

34
Q

What weather at the destination requires an alternate?

A

An alternate is required when the worst weather at destination, to include TEMPO conditions, ETA +1 hour is less than a ceiling of 2,000 ft and visibility of 3 SM.

AFI 11-202 Vol 3, 4.15.3.1

35
Q

What additional conditions require an alternate?

A

All compatible approaches require radar.
-Required NAVAIDs will be unmonitored
-Destination has no wx reporting capability
-Airfield’s lowest compatible approach mins are greater than or equal to 1,500 ft ceiling and 3 SM vis
-GPS is the only available NAVAID
-(AETC) forecast winds exceed a/c limits +- 1 hour of ETA
-(AETC) When denial of RVSM airspace would prevent a/c from reaching planned destination.
AFI 11-202 Vol 3, 4.15.3.2
AFI 11-202 Vol 3 AETC Sup, 4.15.3.2.5, 4.15.3.2.6

36
Q

What weather is required when selecting an

alternate?

A

Worst forecast wx for ETA +1 hour, to include TEMPO conditions (except those caused by T-storms, rain, or snow showers), will meet or exceed:

-Ceiling of 1,000 ft or 500 ft. above the lowest compatible minimum, whichever is higher
-Visibility of 2 SM or 1 SM above lowest compatible published minimum, whichever is higher.
AFI 11-202 Vol 3, 4.15.3.4.1

37
Q

What conditions disqualify an alternate?

A
  • All compatible approaches require radar.
  • All compatible approaches require an unmonitored NAVAID.
  • Airfield does not have a weather reporting service.
    -“A NA” (Alternate Not Authorized) on all compatible approaches.
  • Any note disqualifying the airfield or all compatible approaches in the IFR Alternate Minimums section.
  • GPS is the only available NAVAID
    -(AETC) Access to RVSM airspace is required to reach the alternate for non-compliant aircraft.
    AFI 11-202 Vol 3, 4.15.3.5
    AETC 11-202 Vol 3 AETC Sup, 4.15.3.5.8
38
Q

What are the maximum holding speeds with associated altitudes?

A

ALTITUDE (MSL) Max Speed
MHA through 6,000‘ ————- 200 KIAS
Above 6,000‘ through 14,000‘– 230 KIAS
Above 14,000‘ ——————— 265 KIAS

USAF - 310 KIAS unless otherwise noted
USN - 230 KIAS unless otherwise noted.

39
Q

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

A

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.

40
Q

Declared distances: TODA, TORA LDA, ASDA

A

TODA. TAKE-OFF DISTANCE AVAILABLE-The length of the takeoff run plus the length of the clearway, if provided
TORA. TAKE-OFF RUN AVAILABLE-The length of runway declared available and suitable for the ground run of an airplane take-off.
ASDA. ACCELERATE-STOP DISTANCE AVAILABLE–The runway plus stopway length declared available and suitable for the acceleration and deceleration of an airplane aborting a takeoff. (A stopway is comparable to a US Military ―overrun‖; it is paved and weight-bearing).
LDA. LANDING DISTANCE AVAILABLE-The length of runway which is declared available and suitable for the ground run of an airplane landing.

NAV Check OAT (1 decks)

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