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Primary Flight Training > VNAV > Flashcards

VNAV Flashcards

1
Q

purposes of VNAV training and reasons for Pre-Flight Planning

A

Purposes
➢ introduce you to VFR chart interpretation/symbology to successfully navigate without radio NAVAIDS
➢ familiarize with airspace and restrictions involved with VFR flying

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2
Q

type of charts for short-range navigation and the type of chart and scale for the VNAV stage

A

Type
➢ VFR Sectionals
➢ Tactical Pilotage Charts (TPC)

Scale
➢ We use 1:500,000 for VNAV
 The Larger the scale – the Larger the amount of detail (the smaller the area covered)

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3
Q

Maximum Elevation Figures (MEF)

A

Indicate the highest elevation in hundreds of feet MSL.
 Provides 100-199 ft of clearance over that feature
➢ Ex: 12(5) means highest figure is 12,301-12,400 feet MSL.

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4
Q

Airspace: Class A

A

➢ Controlled airspace between FL180 and FL600 VFR not permitted

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5
Q

Class B

A

Dimensions:
SFC – 10,000’ MSL.
 Layers like an upside-down wedding cake

Entry Requirements:
 ATC authorization (i.e. clearance)
 PPL or Student with permission
 Two-Way radio communication
 Transponder w/ Mode C (within 30 NM of primary airport or above airspace)

➢ Sectional – Solid Blue Lines

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6
Q

Class C

A

➢ Dimensions:
 5 nm radius inner circle: SFC – 4000’ AGL.
 10 nm radius outer circle: 1200’ AGL – 4000’ AGL
 20 nm circle for establishing communication

➢ Entry Requirements:
 Two-way radio communication (Once they say your callsign)
 Transponder with Mode C

➢ Sectional – Solid Magenta Lines

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7
Q

Class D

A

➢ Airports with an operational control tower

➢ Dimensions:
 SFC – 2500’ AGL
 Varied dimensions, but typically a 4.4 nm radius circle

➢ Entry Requirements:
 Two-way radio communication (Once they say your callsign)

➢ Sectional – Dashed Blue Circle

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8
Q

Class E:

A

➢ Any airspace not A, B, C, or D, but still defined as controlled airspace
➢ Dimensions:
 1200’ AGL – 17,999’ MSL
 All Victor Airways – 700’ AGL – 17,999’ MSL
➢ Sectional:
 Dashed Magenta Lines – Floor at SFC
 Shaded Magenta Lines – Floor at 700’
 Shaded Blue Lines – Floor at 1200’ or greater

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9
Q

Terminal Radar Service Area (TRSA)

A

➢ Airspace surrounding some airports where ATC will provide radar vectoring, sequencing, and separation for all IFR and participating VFR aircraft operating within its limits

➢ Mandatory participation for all CNATRA aircraft

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10
Q

Uncontrolled Airspace

A

 Class G airspace encompasses all uncontrolled airspace

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11
Q

Prohibited Area

A

Cannot go there at all

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12
Q

Restricted Area

A

➢ Areas that have unusual, often invisible, hazards to aircraft.
➢ Need prior permission before flying in or through

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13
Q

Warning Areas

A

➢ Same as restricted areas except they are in International airspace
➢ Not mandatory to obtain authorization, but pilots should

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14
Q

Alert Areas

A

➢ Areas of high volume of pilot training or an unusual type of aerial activity

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15
Q

Military Operating Areas (MOA)

A

➢ Separates military training from IFR traffic

➢ Pilots should contact FSS within 100 nm to obtain activity status of area

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16
Q

Altitude Restrictions (Anywhere)

A

➢ An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property.

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17
Q

Altitude Restrictions (Over congested areas)

A

➢ 1,000 ft above the highest obstacle within a horizontal radius of 2,000 feet.

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18
Q

Altitude Restrictions (Over other than congested areas)

A

➢ 500 feet above the surface except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person vessel vehicle or structure

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19
Q

Altitude Restrictions CTAF 3710.7

A

➢ Beside takeoff or landing, shall not be conducted below 500’ AGL

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20
Q

Speed Restrictions Below 10,000

A

– 250 KIAS

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21
Q

Speed Restrictions Class B

A

➢ 250 KIAS

➢ Beneath lateral limits – 200 KIAS

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22
Q

Speed Restrictions Class C

A

➢ 250 KIAS

➢ Within 4 NM of airport and at or below 2500’ AGL – 200 KIAS

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23
Q

Speed Restrictions Class D

A

➢ Within 4 NM and at or below 2500’ AGL – 200 KIAS

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24
Q

Military training routes Airspeed

A

➢ Authorized above 250 KIAS.

25
Q

Aircraft Right of Way

A 
 Priority of converging aircraft
➢ Balloon
➢ Glider
➢ Towing/airborne refueling
➢ airships
➢ Rotary and Fixed wing
26
Q

Aircraft Right of Way: Converging of the Same Category

A

➢ Aircraft to the other’s right has right of way

27
Q

Aircraft Right of Way: Approaching Head-On

A

➢ Each aircraft shall alter course to the right

28
Q

Aircraft Right of Way: Overtaking

A

➢ Aircraft being overtaken has right of way

➢ Overtaking aircraft shall alter course to the right to pass well clear

29
Q

Aircraft Right of Way: Distressful

A

➢ Aircraft in distress have the right-of-way over all other aircraft in all emergencies

30
Q

Aircraft Right of Way: Landing

A

➢ Aircraft on final approach to land have right of way over other aircraft in flight
➢ If two aircraft are on final approach to land, the aircraft with the lower altitude
has right of way

31
Q

VFR cruising altitude determination

A

 Determined by Magnetic Course (Not heading) and beginning at 3000’ AGL:
➢ Easterly courses (360º-179º) = Odd thousands + 500
 NEODD

➢ Westerly courses (180º -359º) = Even thousands + 500
 SWEVEN

32
Q

Cloud Clearance Visibility

A

Draw Triangle

33
Q

Avoidance Criteria for uncontrolled airports and noise-sensitive areas

A

 Minimum altitude for visual navigation is 1000 feet AGL

➢ Descent to 500’ AGL is limited to simulated emergencies
 Do not overfly uncontrolled airports below 1500 feet AGL
 Avoid flight within 1500’ AGL or 5 NM of airports
 Noise sensitive areas maintain at least 3,000’ AGL

34
Q

procedures for obtaining fuel and oil for intended destinations

A

Fuel and oil shall be obtained from military activates or commercial sources with government contract fuel and oil.
➢ If Enroute Supplement shows “NC” before the listing, it indicates “No Contract”

35
Q

recommended destination distance and number of checkpoints

A

➢200-300 NM from departure airport

➢ 6-8 Check points

36
Q

recommended distance between checkpoints and checkpoint selection criteria

A

No closer than 3 minutes and not more than 25 minutes apart

37
Q

procedures for computing Magnetic course and True course

A

Compute Magnetic course:
➢ TC – Variation (E) = MC
➢ TC + Variation (W) = MC

38
Q

Continuation fuel and procedures for computing

A

Minimum amount of fuel required at each checkpoint to continue with the planned route and proceed to the final landing destination with required reserves

➢ Important to note whether the final checkpoint is also the destination airport or not
 Compute by working backwards along your route of flight
➢ Start with the amount of fuel you want to land with
➢ Add each leg worth of fuel working backward to your departure point

39
Q

determining Leg Time

A

Calculate using a 210 knots groundspeed or 3.5 NM/min
 If off time at a checkpoint:
➢ For every second off timing, change the groundspeed by 1 knot for 3.5 minutes
➢ Analyze why you were off time and apply correction

40
Q

types of landmarks along the route for time and position checks

A

 Positive Landmarks
➢ Features which can be positively identified and plotted at a point on the chart
 Linear Landmarks
➢ Features which can be positively identified but not specifically plotted because they extend for some distance
 Uncertain Landmarks
➢ Features which the pilot suspects he can correlate with the chart but are not fully reliable

41
Q

determining ETE for Jet Log

A

 Divide distance of leg by Ground Speed

➢ (____ NM / 3.5 NM/min = min ETE)

42
Q

procedures for closing VFR flight plan and FSS responsibilities if it is not closed

A

 Always close your flight plan on arrival via phone (1-800-WX-BRIEF), or over the radio when landing is assured
 FSS will consider you overdue 30 minutes after your ETA based on your actual takeoff time and ETE.
➢ If you have not closed your flight plan FSS will start trying to locate you
 Starts with phone calls, then as far as launching SAR aircraft on your flight plan route

43
Q

day and night altitude restrictions for VNAV

A 
 Daytime VNAV routes:
➢ Never lower than 1000’ AGL
➢ Normally no higher than 4500’ AGL
 Nighttime VNAV routes:
➢ Shall not be flown lower than 2000’ AGL
44
Q

pilot responsibilities for Cockpit Management and CRM

A

 CRM should be discussed before every flight

 Pilot at the controls (usually the SNA) is responsible for:
➢ Navigation and mission requirements
➢ Radio calls
➢ Timing between checkpoints and continuous update of course and airspeed corrections as well as time on target (TOT) updates if required
➢ Landmark identification
➢ Management of all radio frequencies
➢ Perform Ops Checks every 15-20 minutes and update closest divert field

45
Q

procedures for route navigation in the VNAV stage

A

Combination of Dead Reckoning (DR) and Pilotage
➢ DR – time, velocity, and distance are combined to arrive at a position
➢ Pilotage – flying by visual reference to features on the ground

46
Q

procedures for Visual Fixing

A

➢ Clock-Chart-Ground method
 Check the chart for preselected checkpoints, ground for the point on the chart. Look for checkpoints 2-5 minutes ahead and have them identified by 1 minute out. Crosscheck against your timing

 Align chart in the same direction as the aircraft
 Check for landmarks off the wings as well as the nose

47
Q

execution of the 6T’s in the VNAV stage

A

 Time
➢ Note the time at the checkpoint and reset the clock
 Write the arrival time in the ATA block of your jet log
➢ Turn
 Turn to the new heading and look for landmarks to get on track
➢ Time
 Not required
➢ Transition
 Check altitude and climb or descend as necessary prior to the checkpoint to be at the proper VFR cruising altitude
 If below 3000’, ensure our altitude is at least 1000’ AGL for day navigation and 2000’ AGL for night navigation
➢ Twist
 Adjust heading bug for new leg course
➢ Talk
 Give an Ops check over the ICS

48
Q

procedures for Weather Deviations

A

 If circumnavigation is required, leave the route by making a turn a number of degrees determined by the distance and size of the obstructing weather.
 Note time and maintain new heading until abeam of the obstruction. Note time and turn back toward the original course using twice the original heading change.
➢ It is recommended that no angle above 70º is used
 60º Method
➢ Turn 60º off course in order to make an equilateral
triangle for your deviation.
➢ Add the leg time of one leg to the ETA

49
Q

procedures for operating at tower-controlled airports

A

 Initial calls should be made about 15 NM from the airport
➢ Preferably at a VFR reporting point depicted on the sectional by a magenta flag
 Follow all instructions given by tower and maintain two-way radio communication.
 It is not necessary to request permission to leave the tower frequency once outside the towered airspace

50
Q

FAR 91.192 requirements for Traffic Patterns at most airports

A

 Unless directed by tower, circle the airport to the left
➢ If an “RP” is in the airport data on the sectional, this indicated a right-hand pattern
 Standard pattern:
➢ Upwind, crosswind, downwind, base, and final legs
 For Turbine powered airplanes at class D airports and airports without operating control towers, pattern altitude is 1500’ AGL.

51
Q

ALDIS Lamp Signals

A

Stead Green:
(Ground) Clear for Take off
(Air) Clear to Land

Flash Green:
(Grd) Clr to Taxi
(Air) Return for landing

Steady Red:
(Grd) Stop
(Air) Giveway to other AC

Flashing Red:
(Grd) Taxi clear of RW
(Air) Do not land

Flashing White:
(Grd) Return to starting point
(Air) No used

Alternate Green and Red:
(Grd/Air) Exercise extreme caution

52
Q

Traffic Advisory practices at airports without operating towers using CTAF or UNICOM

A

 The Common Traffic Advisory Frequency (CTAF) may be a UNICOM, MULTICOM, FSS, or tower frequency found on the sectional and identified in the appropriate publication

➢ All inbound traffic should monitor and communicate as appropriate on the designated CTAF frequency from 10 NM to landing.
 Self-announce position and intentions.

➢ All departing traffic should monitor /communicate on the appropriate frequency from start up, during taxi, and until 10 NM from the airport
 UNICOM (Aeronautical Advisory Stations) is a system which may provide airport information at public use airports where there is no tower or FSS available

➢ May have weather information, wind direction, the recommended runway, or other necessary info

53
Q

procedures for getting weather information at airports without operating towers

A

 If no FSS or UNICOM is available, wind and weather information may be obtainable from nearby controlled airports via Automatic Terminal Information Service (ATIS) or Automated Weather Observing System (AWOS) frequencies

54
Q

procedures for determining Minimum Safe Altitudes (MSA) and Emergency Route Abort Altitude (ERAA

A

 MSA is 500’ higher than the highest obstacle (rounded up to the nearest 100’) within 10 NM of route centerline for that specific leg

 Emergency Route Abort Altitude (ERAA) is 1000’ (2000 in mountainous terrain) above the highest obstacle (rounded up to the nearest 100’) within 10 NM of the route centerline for the whole route

55
Q

procedures to use in the event you are lost or disoriented

A

 Steps
➢ Determine extent of disorientation
 Check where you may have gone wrong from the last checkpoint
➢ Check the clock immediately
 Write down the time
➢ Do not complicate the situation
 Avoid wondering aimlessly. Immediately decide on a temporary plan. Normally continue flying preplanned headings and times or fly toward a charted known landmark
➢ Check your fuel state
 Against the minimum fuel required to continue on the route
 Remember the 5 C’s (Confess, Climb, Communicate, Conserve, and Comply)
➢ Climb to conserve fuel and to help aid in reorientation
 Find the highest landmark in the area
➢ Once Reoriented, Correct on Course
 Not possible unless your chart has sufficient area to account for possible disorientation

56
Q

Lost Communications procedures and Guard frequencies

A

 Troubleshoot hookups, audio panel, and frequencies. Attempt Guard frequencies and backup VHF.
 Once radio failure confirmed, maintain VMC, squawk 7600
➢ If returning to homefield conform with FWOP procedures
➢ UHF: 243.00 / VHF: 121.5

57
Q

procedures for handling Low Level Emergencies

A

 First reaction should be to climb
 Engine malfunctions
➢ If the engine fails on a low level, recovery is unlikely unless a suitable landing field is within approximately 3 miles.
 “Arc of Hope” – airfield within the arc from wingtips to top of prop arc
➢ A zoom from 240 knots GS gives ~1300’ of altitude.
➢ Consider restart if above 2000’

58
Q

procedures for determining Emergency Route Abort Altitudes (ERAA) and application

A

 calculated by taking 1000’ (2000 in mountainous terrain) above the highest obstacle (rounded up to the nearest 100’) within 10 NM of the route centerline for the whole route

 VMC route abort
➢ Maintain safe separation from the terrain, comply with VFR altitude restrictions (if possible), squawk the
appropriate transponder code, maintain VMC and attempt contact with the controlling agency, if required.
 IMC route abort
➢ An abort into IMC is an emergency. Execute an immediate climb to the ERAA (minimum) and squawk 7700.
➢ Attempt contact with the appropriate ATC agency. Fly the proper VFR altitude until an IFR clearance is received.

Primary Flight Training (17 decks)

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