Random Missed Questions Flashcards
What is PAR as it relates to instrument approaches?
PAR is a system in which a controller provides highly accurate navigational guidance in azimuth and elevation to a pilot.
Pilots are given headings to fly to direct them to and keep their aircraft aligned with the extended centerline of the landing runway.
What sensitivity is required for the various segments for GPS approaches?
When an approach is loaded into the GPS unit, the CDI sensitivity changes from +/- 1 NM when within 30 NM of the airport to +/- 0.3 NM when within 2 NM of the Final Approach Waypoint (FAWP) with the approach mode armed.
A departing aircraft is cleared to cross FLUKY Intersection at or above 3,000 feet, Gordonsville VOR at or above 12,000 feet, maintain FL 200. Shortly after departure, the altitude to be maintained is changed to FL 240.
Do the altitude restrictions (for the intersection and the VOR) still apply?
In general, no - the last ATC clearance has precedence over prior clearances.
What is “empty field myopia?”
Empty-field myopia is a condition where the eyes, having no specific object to focus on, automatically focus at a short distance ahead, which can delay the detection of distant objects
What are MTRs, and how are they depicted on IFR enroute charts?
Military Training Routes (MTRs) are routes established for the conduct of low-altitude, high-speed military flight training (generally below 10,000 feet MSL at airspeeds in excess of 250 knots IAS).
During cruise flight, you check the instruments and notice that the suction gauge is reading zero.
What action(s) will you take?
What questions could you ask yourself to help determine a course of action?
A failed vacuum system results in the loss of vacuum-driven gyroscopic instruments, such as heading and attitude indicators. Pilots should assess whether to continue flying under IFR conditions, ask key questions about their situation, and always report instrument loss to ATC to ensure safety.
Hemispheral rules are primarily for ___________airspace
Uncontrolled
Can you fly a procedure turn at DYNER (the FAF)?
Consider the following surface analysis chart:
In north-central Texas, there’s a blue double circle with the numbers 70, 64, and 167 in red, green, and orange, respectively surrounding it.
Take your best guess at what those numbers mean. The 70 and 64 you should be able to figure out from your general knowledge of weather. The 167 may be a bit tougher, but if you look around the chart, you might figure it out.
Don’t turn to the answer too quickly as it’s a good challenge to try it figure it out by looking closely around the chart.
This example is typical of what an examiner might ask students with regards to weather chart questions. Examiners know that students are often unfamiliar with the minutiae of such charts, but want to both see whether they can reason about the charts and weather in general in an intelligent way and also to show them that such charts can indeed be usable.
First of all, the double blue circle in the middle represents calm surface winds as there is no “wind stick” sticking out of it. Because the inner circle is not at all filled in, this also indicates clear skies.
The red 70 represents the current temperature, in Fahrenheit.
The green 64 represents the dew point. While a small temperature/dew point spread does not guarantee the formation of fog (since moisture and other factors are needed), it is a key factor in the creation of fog or low visibility conditions. A double pink equals (=) looking sign - look at Cuba and in the Chicago area to see some fog examples and check out the relatively small temperature-dew point spreads there.
The orange “167” might be tricky at first, but with a little careful observation you might be able to figure it out. This is the barometric pressure (altimeter setting). Sea-level pressure is plotted in tenths of millibars (mb), with the first two digits (generally 10 or 9) omitted. For reference, 1013 mb is equivalent to 29.92 inches of mercury. Below are some sample conversions between plotted and complete sea-level pressure values:
410: 1041.0 mb
103: 1010.3 mb
987: 998.7 mb
872: 987.2 mb
What should be a pilot’s primary source for obtaining aviation weather information?
The primary source of preflight weather briefings is an individual briefing obtained from a briefer at the AFSS/FSS.
What is VNE for the Cessna 172?
141
What does the “260 and 45” mean in this PIREP?
Urgent Pilot Weather Report, 260 degrees at 45 nautical miles from Battle Mountain VOR
What are the only cloud types forecast in the Terminal Aerodrome Forecast (TAF)?
The only types of clouds reported in a TAF are cumulonimbus (thunderstorm) clouds.
What is the illusion known as “the leans?”
The Leans is an illusion caused by a slow banked turn followed by a rapid correction, leading the pilot to feel a false sensation of banking in the opposite direction, which can result in disorientation and erroneous maneuvers.
What must the receiver CDI sensitivity be set to in order to fly a departure procedure using an IFR-approved GPS?
Terminal (1nm) sensitivity.
Is it normally possible to receive a signal from a VOR that is “over the horizon?”
No, it is not.
They are subject to line-of-sight restrictions, and the range varies proportionally to the altitude of the receiving equipment.
The nose of your aircraft is 15 degrees left of the desired track (DTK) shown on your FMS. You’re finding that DTK and TK remain the same however as you proceed along the leg. What should you do in terms of wind correction?
You don’t need to do anything. You are already holding the correct wind correction to ensure that your actual track (TK) matches the desired track (DTK).
Many airplanes are equipped with a suction gauge which must be checked during the pre-takeoff run-up checks. What does this gauge actually indicate?
The suction gauge indicates the strength of the vacuum suction pressure being supplied by the engine-driven vacuum pump.
Flying direct ABC VOR in the vicinity of Busytown Muni at 4000, ATC tells you to expect a hold at ABC VOR. There is no charted holding procedure there. The frequency is busy and you find you can receive but not transmit due to extreme frequency congestion. What should you do?
Enter a hold at ABC VOR (right turns) with the inbound leg matching the inbound direct course (a direct entry), since there is no hold depicted on the enroute IFR chart. Advise ATC when frequency congestion permits.
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This NAVAID is shown in “3D”. What does this mean?
Shadow (3D) NAVAID boxes indicate Flight Service Station (FSS) locations. Frequencies 122.2, 255.4, and emergency 121.5 and 243.0 are normally available and are not shown. All other frequencies (in this case 122.65) are shown above the box.
You are operating without a heading indicator. Your compass indicates 350. For how many seconds should you turn left to get onto a heading of 270?
Standard rate turns are 3 degrees per second. Using this, it would take 27 seconds (well, 26.666 seconds) to turn to 270.
350 - 270 = 80 degrees.
Standard rate turn:
= 360 degrees in 2 minutes
= 360 degrees in 120 seconds
= 3 degrees in 1 second
80 / 3 = 26.666 seconds = 27 seconds.
Remember though, you are turning to west. It is possible to roll out on a heading of 270 or 090 without timing. In a turn, the magnetic compass indicates correctly on 270 and 090.
What is an AHRS? Does your aircraft have one?
The AHRS is a little box which sends attitude information to the PFD (Primary Flight Display) in order to generate the pitch and bank information of the attitude indicator.
The heading information is derived from a magnetometer which senses the earth’s lines of magnetic flux.
This information is then processed and sent out to the PFD to generate the heading display.
What are Isogonic Lines?
Isogonic lines are lines of equal magnetic variation on the Earth’s surface.
What is the difference between an ILS localizer and a SDF?
Usable off-course indications are limited to 350 either side of the course centerline. Instrument indications
in the area between 350 and 900 from the course centerline are not controlled and should be disregarded.
What illusion might a pilot experience when attempting to land on a narrower than usual runway?
A narrower- than-usual runway can create the illusion that the aircraft is at a higher altitude than it actually
is. The pilot who does not recognize this illusion will fly a lower approach, with the risk of striking objects
along the approach path or landing short. A wider-than-usual runway can have the opposite effect, with
the risk of leveling out high and landing hard or overshooting the runway.
