Volume 2-NP

Question 1

When can you input approach into the FMS?

Answer 1

AFTER COMPLETING STEP 1 of the DESCENT checklist, i.e. approach runway known.

Question 2

Can you use Form 70 headings for fix to fix headings?

Answer 2

No, doing so may result in instructors marking out MHs on ICSO form 70s.

Question 3

What two methods are acceptable when refining fix to fix headings?

Answer 3

Pinch to pinch or rule of halves and pencil method.

Question 4

What is the max recommended degrees for intercepting a course i bound and outbound to a NAVAID?

Answer 4

30 and 45 degrees respectively.

Question 5

Turns greater than ______ degrees must have a LP.

Answer 5

30

Question 6

Assuming a 90 degree turn uses 100% or 1/1 or 1 turn radius. How much of the turn radius should be used for a 30 degree turn?

Answer 6

1/6.

Question 7

Assuming a 90 degree turn uses 100% or 1/1 or 1 turn radius. How much of the turn radius should be used for a 45 degree turn?

Answer 7

1/3

Question 8

Assuming a 90 degree turn uses 100% or 1/1 or 1 turn radius. How much of the turn radius should be used for a 60 degree turn?

Answer 8

1/2

Question 9

Assuming a 90 degree turn uses 100% or 1/1 or 1 turn radius. How much of the turn radius should be used for a 180 degree turn?

Answer 9

2

Question 10

Should UCSOs do two minute prior calls calculated from the turn point or lead pount?

Answer 10

The lead point.

Question 11

What is the drift correction formula?

Answer 11

(Crosswind component) \ (NM/min)

Question 12

When should you only use half of the headwind or crosswind component? (Clock positions.)

Answer 12

1-2 O’clock
4-5 O’clock
7-8 O’clock
10-11 O’clock

Question 13

What are the criteria for aGS check to be valid?

Answer 13

Level flight
Stabilized TAS
Direct to/from a NAVAID
Slant range greater than aircraft altitude divided by 1000 (i.e at FL200, GS check at 20 NM)

Question 14

GS check: If hacking for 36 seconds what should you do to get the actual ground speed?

Answer 14

Take the difference of the DME hacked at the beginning and the end and add a zero.

Question 15

GS check: what does hacking for 1 minute give you?

Answer 15

It gives you the GS covered in one minute- times by 60 to give you current GS.

Question 16

How do you compute a 6 minute gate? Why would you do this?

Answer 16

Take your ground speed in NM/hr and divide by 10 to give you NM covered in 6 minutes. (I.e. 390 on Gs readout/10 gives you 39NM.) You would use this to give you a further distance out to calculate your wings level call. I.e. now at 39 NM you could add 6 to your current time and you would have your ETA to your next point, and if you subtract 120#s(assuming 1200 average fuelflow=20lbs/min) from your current fuel, you now have your expected fuel at the next point.

Question 17

How do you set up a 10 minute gate and why is it useful?

Answer 17

GS in (NM/Min) X 10 gives you a distance in NM at which you will be 10
minutes away from your point. For example; you're doing 6.5 NM/min times 10 gives you 65 NM.  So at 65 NM you will know you are 10
Minutes from your next point.  Its useful because you now can do your wings level call 10 minutes out by adding 10 to your current time and subtracting 200#s from your current fuel.  Can be checked at the 6 minute gate.

Question 18

What points are you able to do a condensed TPP outbound from KNPA?

Answer 18

JAYDI, TEEZY, ENSLY, BRATT, JERYs and TPs reached while climbing to filed altitude.

Question 19

What points are you able to do a condensed inbound to KNPA?

Answer 19

TRADR TEEZY INBRD JAYDI MARYS and TPs associated with approaches. Once within 70 NM of destination.

Question 20

you’re going to Montgomery, with a winded outbound heading of 310 and a course of 315 and navigation is a fix to fix for to the wiregrass 270 at 35. What is your 2MP?

Answer 20

Two minutes prior to Montgomery, outbound heading 310 for a course of 315 navigation will be a fix to fix to the wiregrass 270 at 35.

Question 21

When do you know station passage has occurred for a TACAN?

Answer 21

When the DME stops decreasing.

Question 22

When is station passage indicated for a VOR/DME?

Answer 22

To-From indicator makes positive flip.

Question 23

For ADFs when is station passage indicated?

Answer 23

When the bearing pointer passes 90 degrees.

Question 24

How is fix to fix passage indicated?

Answer 24

You are at the fix’s radial and DME.

Question 25

Mark on too call. You are at Montgomery(A Tacan, idk if it is or not) turning left to the 310, time is 1530 fuel gauge for the fuselage is on the 8, wing tanks are full and you are going to the wiresgrass(also a TACAN, idk if it is or not) 270 at 35.

Answer 25

“Pilot clear right, left 3-1-0…. DME stops counting down and ticks up time is 1530Z, place is Montgomery, fuel is 3400 pounds, TACAN switching to wiregrass.” Technique only; “course changes to 270”.

Question 26

Wings Level Call assuming; passing wiregrass 270 at 35, going to TGE current fuel: 3400 pounds, MCF: 2700 pounds.
Your last WL you were 800 pounds above MCF.
Current time is 1600
GS is 300.
TGE is 40 miles away.
The IAF is 40 minutes from TGE.
Fuel flow to the IAF is 1800 lbs.

after writing everything, hack a watch, try to beat 10 seconds to do all the math, no calculator- NO CHEATING!

Answer 26

check your course and tacan and put in correction back to course.
“Navigation checks, 700 pounds above MCF, negative trend, ETA to Tuskeegee is 1608Z. ETA to IAF 1648Z, estimate 1600 pounds at the IAF.

Explanation: 3400-2700 gives you 700 pounds above MCF. 700 is less than 800 at your last WL so you have a negative trend. At 300GS you are doing 5nm/min, TGE is 40 miles away, 40NM/5(nm/min)=8 mins. And the 40
Minutes ETE to the IAF and you get 1648. Subtract the expected fuel flow to the IAF at 1800, from your current fuel and you get 1600 pounds at the IAF.

Question 27

When close to a station what should you limit your course to correction to?

Answer 27

10 degrees of your desired course unless absolutely sure you need more.

Question 28

How many miles from the field should UCSOs get ATIS?

Answer 28

At least 100-150 NM prior to the destination IAF by listening to ATIS.

Question 29

How do you determine an enroute descent point?

Answer 29

The altitude to lose multiplied by 3. I.e. You are at 21000 and you’re IAF altitude is 1000, you should descend at 60 NM from the IAF for a steady descent.

Question 30

What is the holding speed and when should you slow to it?

Answer 30

Holding speed is 180, slow to it prior to the IAF, no clear definition in the TM just says before the IAF.

Question 31

Configuration: when can you start the before landing checklist?

Answer 31

Once accurate fuel/landing data can be checked. Recommended to wait until commencing the approach or on vectors to final.

Question 32

When should you initiate flaps to 10 and gear down?

Answer 32

3-5 NM from the FAF or the expected glide slope intercept for precision approaches(ILS, PAR).

Question 33

When is the latest you should initiate flaps to 30?

Answer 33

NLT 1 NM prior to the FAF for non precision approaches. NLT 1 NM prior to expected glideslope intercept.

Question 34

What are the mandatory call outs for non precision approaches?

Answer 34

“One hundred feet above”
“Minimums” at MDA
“Runway in sight” call when you can see the runway environment.
“Go Around” at MAP if runway environment is not in sight.

Question 35

What are the mandatory calls on precision approaches?

Answer 35

“One hundred feet above DH/DA”
“Continue” call at DH/DA if runway environment is in sight but the runway red termination bars or the red side or bars are not visible or identifiable.
“Land” call at DH/DA if runway is in sight and A/C is a safe position to land.
“Go Around” at DH/DA

Question 36

When flying an RNAV approach, when will you use precision approach calls?

Answer 36

When flying RNAV approach to LNAV/VNAV minimum.

Question 37

Climb out required calls.

Answer 37

Transition altitude.

1000 feet below assigned altitude.

Question 38

What are the mandatory descent calls?

Answer 38

Transition level
1000 above assigned altitude.
1000 feet above intial approach fix,
100 above procedure turn and FAF altitudes.

Question 39

When will UCSOs announce deviations?

Answer 39

UCSOs will announce deviations of 5 knots or more below desired or 100 feet or more of desired altitude.

Question 40

For reference go to AFMAN 11-217 V1 CH. 5, 6, 7, 8, 9, 11, 12, 13, and 14.

Answer 40

Reference 11-247 for T1 specific crap too. Ch 4 and 6.