Section One: Flight Planning

Transcription

1 The Flight Academy Instrument Oral Exam: Certain Questions Foreword: On every instrument Oral exam there are certain areas that will definitely be dug into and certain areas that won't. For example, frequency ranges for ILS or NDB facilities are often not covered while weather will likely be covered in detail. In order to help our clients study more efficiently, here is a NON EXHAUSTIVE list of items we have commonly observed to be asked on Oral tests. This document will help break down the different sections of the Oral exam and provide areas that will very likely discussed during the checkride. It is vital that all pilots continue their study beyond the areas contained in this guide, but if one doesn't know the areas contained in this document then a pass on the Oral test is not very likely. Italicised comments are instructor comments to help explain the wording provided by the FAA. Section One: Flight Planning Flight Planning/Pilot requirements: FAR Recency of experience: What tasks must the pilot have completed in order to be considered current as PIC of an airplane under Instrument Flight Rules? -BFR complete -To carry passengers, 3 to/ldgs in 90 days, pax at night = 3 full stop night landings -Within the last 6 month period, the pilot must have logged in actual or simulated conditions at least 6 approaches, holding procedures, and intercept/tracking of a course. Approved flight simulating devices can be used for some or all of these approaches. If your currency for instrument flying does expire, how can you get current again? FAR month grace period to go up with a safety pilot (any Private Pilot qualified to fly this airplane) and shoot the approaches/holds in VMC under a hood. Safety pilot must sign your logbook. -If that 6 month grace period passes and you don't get current, you must perform an Instrument Proficiency Check which can be conducted by any CFII who can legally fly your aircraft. (ie: If a person is a CFII for helicopters only, he can't sign off a fixed wing pilot. Keep in mind for later reference that an IPC is an actual test, you can fail it if you don't perform to standards.)

2 What information must you be familiar with prior to any flight? FAR Weather reports and forecasts -Fuel requirements -Alternatives (if required) -Known delays with ATC -Runway lengths -Takeoff and landing performance data The usual catch-all of ALL AVAILABLE INFORMATION applies here too. What are the fuel requirements for IFR flight? FAR Enough fuel to fly to intended destination, including approach (usually figure 15 mins for that), then 45 more minutes. -If an alternate is required there must be enough fuel to get to your destination, shoot an approach, then fly to alternate at normal cruise power (same fuel flow as you planned to get to the original destination), then shoot an approach, then fly for 45 more minutes. What equipment is required on any aircraft that will be operating under IFR? FAR Generator or alternator Radio(s) Altimeter (that can be set to a baro pressure) Ball (slip/skid indicator - also called inclinometer) Clock Attitude indicator Rate of turn indicator (usually represented in glass planes as a line that comes out above the HSI) Directional Gyro (heading indicator) Write the GRABCARD acronym down during your test, it's fine

3 What are the required inspections and tests that must be performed on an airplane for it to be legal for IFR flight? Include how often those tests must be done. FAR , , , Annual inspection. 100 hour inspection also if airplane is for hire -Pitot/static system: 24 months -Transponder: 24 months -Altimeter: 24 months -ELT: 12 months -VOR: 30 days Be prepared to show these inspections to your examiner on the day of the test What are the documents that must be on board the airplane for it legal for flight? FAR Airworthiness -Registration -Operating handbook (POH) -Weight and balance information What special equipment suffix do you file for your airplane? What does that mean? AIM Most TAA are /G - they have an IFR certified GPS on board along with a Mode C (or better) transponder When are you required to file an alternate? FAR Remember: an alternate for me 1 hour before or after your scheduled arrival time 2,000 foot ceilings 3 miles vis If the ceiling is too low or the vis is too poor, an alternate is needed.

4 If your alternate has an instrument approach, what minimum weather must be forecasted for your ETA at that alternative airport in order to file it as your alternate? FAR Look at the instrument approach (if using NOAA charts): if there's an in the upper left segment, you must flip to the front of the approach book and look up the weather minimums required to file for this alternate. If you're using Jeppesen, look at the airport diagram page for these weather minimums. If there aren't any listed in either case, then standard minimum weather requirements are: Precision approach: 600 foot ceilings, 2 statute miles of vis Non precision appraoch: 800 foot ceilings, 2 statute miles of vis What kind of clouds or visibility restrictions would classify as a ceiling? Broken, Overcast, or Obscured are ceilings Can you attempt an approach even if the ATIS or AWOS is announcing weather that is below the published minimums on the approach chart? Yes What are Preferred Routes? Where can you find them? Routes established between busy airports for increased efficiency. They are found in the Airport/Facilities Directory (green book) What special considerations but be made upon entering class A airspace? FAR Must be on an IFR clearance -Set altimeter to Use High Altitude charts and Jetways

5 What are NOTAMs and what kind of information do they give? AIM Notice To Airmen: time critical information to amend charts, airspace, and facilities. NOTAM D (distant): Used to describe such things as runway closures, obstacle lights, instrument approach light outages - things that may affect an airport's usability NOTAM L (local): Used to describe such things as might be useful for operators to know but not necessary. Includes maintenance work being done close to runway, fly ins, taxiway closures, etc. FDC NOTAM (Flight Data Center): Used to amend charted publications, especially those used for instrument flight. Also used to disseminate information about TFRs What is the maximum allowable error of your altimeter? H feet What instruments operate on the Pitot/Static system? Altimeter, Vertical Speed Indicator, Airspeed What happens if the pitot tube and all its drain holes freeze over? Airspeed indicator will not change when level, will act as an altimeter if changing altitude. What could happen if there is water in the static lines? Airspeed, Altimeter, and VSI could all give erratic indications Special consideration: If the autopilot is on, it will attempt to follow those erratic indications. Disconnect it, turn on alternate static air, re engage autopilot when stable.

6 What are the acceleration errors and turning errors associated with magnetic compasses? H Accelerate Undershoot North North Decelerate Overshoot South South Accelerations on an easterly or westerly heading will have the most dramatic effect for ANDS. Turns to north or south headings will have the most dramatic effect for UNOS What is the standard temperature lapse rate? AC 00-6A 2 degrees C per thousand feet. What is an unstable atmosphere? What is a stable atmosphere? AC 06-6A Stable air is will resist vertical movement, attempting to return to its level if displaced. Unstable air will continue to move vertically if displaced. What are some general characteristics of Low and High pressure systems? AC 06-6A Low pressure systems see air moving counter clockwise, intwards towards the middle of the Low, and upward from there High pressure systems see air moving clockwise, away from the center of the High, and downward. What kind of clouds and weather are associated with Stable and Unstable airmasses? AC 06-6A Cumulus: unstable due to rising air - showery precip and good visibility outside that precip Stratus: stable due to air resisting any altitude change - steady widespread precip, poor visibility

7 What are the 4 different kinds of structural ice? AC 06-6A Clear ice - usually comes from freezing rain Rime ice - usually comes from very small drops like those that make clouds Mixed ice - combination of the above Frost - Ice deposits that for over several hours on an aircraft that is sitting still Why is ice dangerous? Ice changes the shape of the airfoil. This change in shape and the usual irregularity of the ice surface disrupts airflow and can cause a substantial loss of performance even when only 1/4 inch thick. Additional weight, while not helpful, is not as significant a factor in performance loss. What conditions must be met for ice to form? AC 06-6A Below freezing temperatures and visible moisture. What kind of ice is most dangerous? AC 06-6A Clear ice - normally associated with freezing rain and can build very fast. Ice can run back along the top and bottom of the wing disrupting airflow even more than ice on just the leading edge. What kind of weather must be present to make a thunderstorm? AC 06-6A -Unstable air -High moisture -A lifting force (heat, cold front, mountain side, etc) What is a Squall Line and why is it particularly dangerous? AC 06-6A Non frontal, narrow band of thunderstorms. Thunderstorms are often steady state and will not dissipate. Forms very rapidly, moves very rapidly, can be very long and difficult to detour around due to that fact. Maximum intensity of this weather phenomenon is near and just after dark (making it even more hazardous as it is no longer visible).

8 How does fog form? AC 06-6A -Cool air down to the dew point or -Add moisture to the air What are the different kinds of fog? AC 06-6A -Radiation Clear sky, no wind, small temp/dew point spread, very close to ground, almost always at night -Advection Moist air moves over colder ground. Coastal fog, common in San Francisco. Winds blowing on shore normally help to cause this kind of fog. -Upslope Moist, stable air pushed by winds up the side of a hill or mountain. -Precipitation fog Relatively warm, rainy drizzle falls through cool air. Evaporation of some of the precip as it falls fills the air with more humidity, cooler air temp causes temp/dew point spread to nullify. -Ice fog Very cold temps. Ice crystals form the fog as they sublimate from open water sources. Can be very difficult to see through as ice reflects the sunlight What are some ways you can get a weather briefing? AIM Call FSS on the radio or telephone -DUATS -Various online providers What is HIWAS? AIM Hazardous In flight Weather Advisory System - continuous broadcast recording, normally transmitted over VOR frequencies that includes Airmet, Sigment, and Convective Sigmet info as well as any urgent PIREPs or Center weather advisories If there is bad weather out there, find a VOR with HIWAS on it and listen it. This way you'll have the most up to date information about that bad weather. It may make you change your mind about continuing ahead to your destination!

9 What is a METAR and how often are they issued? Routine weather observation. Not a forecast. Published every hour for select airports. What is a PIREP and what kind of value does it have? AC 00-45E PIREPs are pilot reported weather based on actual observations. They include the time and type of aircraft, specific location, aircraft altitude, and information about observed clouds, ice, precip, turbulence, temperature, or any other useful information. Current PIREP information is among the most valuable in making a go/no go decision. It can accurately describe cloud tops and bases, the reality of ice (or no ice), and any hazards that might affect your decision to fly. It is good practice to give PIREPs as often as practical. What is a TAF? How long is it good for? How often is it issued? AC 00-45E, AIM A TAF is a forecast for the area in a 5 Statute Mile radius around the airport for which it is issued. It contains a breakdown, to the hour, of weather changes through a 24 hour period including winds, clouds, visibility, and any significant weather. They are issued every 6 hours (so there is some overlap, make sure you have the most current TAF). Note: there are currently 32 airports in the US which have 30 hour TAFs - this is a recent change as of November What kind of information is contained in an Area Forecast? How often do they come out? AC 00-45E It's a forecast for a large coverage area, broken down into regions (normally sized to a quarter or half of a state), which discusses general trends for VFR or IFR outlooks, general cloud bases and tops*, reference to AIRMETs for any adverse weather mentioned, and a synopsis of frontal movement across the area. Issued 3 times per day Valid for 18 hours *Note that this is one of the only places you can find forecast cloud tops. VERY useful information to an instrument pilot.

10 What information is contained in each: AIRMET, SIGMET, and Convective SIGMET? How long is each good for? AC 00-45E AIRMET: Significant weather that could be hazardous. (lasts 6 hours) Tango: Turbulence - light to moderate Sierra: IFR Zulu: Icing - light to moderate also includes Mountain Obscuration and Strong Surface Winds (sustained winds above 30 knots) SIGMET: Non convective severe weather (lasts 4 hours) Turbulence: Severe or Extreme Icing: Severe Dust Storms lowering surface vis below 3 miles Volcanic ash Convective SIGMET: severe weather associated with a thunderstorm (lasts 2 hours) Strong surface winds at or above 50 knots Hail of 3/4 inch diameter or more Tornadoes Embedded or line of thunderstorms What kind of info can you get from a Winds Aloft forecast? How often do they come out? AC 00-45E Issued twice a day Winds and temps in 3,000 foot increments If the wind says something odd like 6225, subtract 50 from the direction to get the actual direction (in this case 62-50= 12 or 120 degrees) and add 100 knots to the shown speed (in this case = 125 knots) means light and variable.

11 Name some general attributes of a cold front, warm front, occluded front, and stationary front: Cold front: typically faster moving of the frontal types. Showery precip with good visibility outside cells of showers. Speed of movement and lifting action normally cause turbulence. If a cold front encounters unstable air, it will provide the lifting force to create convective activity. Warm front: Typically the slower moving of frontal types. Usually has steady state precip and poor visibility with stratiform (smooth) clouds without a lot of vertical development. Some potential for freezing rain ahead of where the warm front touches the ground if temperature differences between the airmasses are close enough to above and below freezing.

12 Occluded front: Slow moving warm front is overrun by a faster moving cold front. Weather phenomena include worst of both worlds but will vary according to season. In the winter, relatively warm air is pushed aloft and creates precip which then falls into the air associated with the lower cold front - causing freezing rain. Cloud cover can be extensive and freezing rain can be encountered with little warning as temps change quickly. In the summer, stratus clouds and poor visibility of the warm front work to obscure the thunderstorms being created by the encroaching cold front. Thunderstorms thus hidden are referred to as Embedded Thunderstorms and are particularly dangerous since pilots can't see and avoid them. Stationary front: A stationary front happens when a warm and cold front going in opposite directions collide head-on (dissimilar to an occluded front where both the warm and cold fronts are going the same way, just the cold front is moving faster and overruns the warm). The frontal masses are often of similar strength and speed, thus they remain stationary. A variety of weather can be found here but turbulence and steady showers are not unusual but winds are normally light.

13 Know the various common symbols found on Prognostic and Surface Analysis charts: Remember that for rain and snow, the number of dots or snowflakes tells the relative intensity of the precip. One symbol means very light, two means light, three means moderate, and four means heavy.

14 What is the line (clouds or vis) between VFR and IFR with regards to weather reported at an airport? AC 00-45E 1,000 foot ceilings OR 3 miles visibility. Anything less is IFR. At or above 1,000 and 3 is VFR. NOTE that you must have both for VFR. If either ceiling or visibility are below those numbers, the field is IFR. Marginal VFR is an artificial distinction placed by the FAA to help gage the relative degree of how good the VFR weather may be. 1,000 foot ceilings to 3,000 foot ceilings would be VFR, but marginally so. 3 miles to 5 miles vis is VFR, but marginally so. Note that Marginal VFR does not have any kind of regulatory relevance. There are no special rules that apply when the weather is Marginal VFR. It is purely advisory so pilots can understand that while it's VFR, it isn't exactly skies clear. How far away should you stay from a thunderstorm in a flight? 20 miles to any thunderstorm. This means if you're flying between cells, they need to be 40 miles apart so you can stay 20 from each. Can you file IFR to an airport with no approaches? What kind of weather must be forecast for that? Yes, weather must be forecast to be high enough to allow a descent from the MEA to the airport in VFR conditions. For example, if the MEA is 5,000 feet then the weather forecast must be better than 5,000 foot ceilings.

15 Section Two: Departure Procedures and Aircraft Legality What are some ways you can pick up your IFR clearance? Controlled airport: Clearance delivery controller, ground controller, tower controller Use that order. Often clearance and ground are the same person on different frequencies. Sometimes, if just one person is in the tower (and an airport that isn't busy), then the tower controller runs everything. Uncontrolled airport: -Note- In the following, call for clearance when you're ready to depart, post run up. If possible, contact Approach or Center while on the ground and request clearance through them. If there is a Remote Communications Outlet (RCO) nearby, they'll be able to hear you easily. Look in the Airport/Facilities Directory to determine what frequency to call on. If this isn't possible, call Flight Service either on the phone or via a radio frequency. They will call Center or Approach on the phone and get your clearance for you. If the weather is sufficient for a VFR departure and terrain clearance is a sure thing, you can depart VFR and contact a controller in the air to get your clearance and expedite departure. This technique should only be used when the pilot is certain that the weather will allow it and that reception of ATC will happen prior to entering any kind of IMC. What is a clearance void time? This only happens at airports without a control tower. If you call and get your clearance from FSS or from Approach/Center, they will issue you an IFR clearance that is only valid if you depart before the clearance void time. If you aren't off the ground by then, you have no clearance and must call back for another. It is for this reason that we recommend waiting to call for your clearance until after your run up What is the lowest weather that you are allowed to take off with under Part 91? There are no weather minimums, you could technically take off with zero vis and clouds on the ground. It isn't advisable to do this, obviously. A good practice would be to look at the approaches back into your departure airport. If the weather would prevent you from successfully shooting one of those approaches, then you should not depart.

16 What is an Obstacles Departure Procedure? (abbreviated as either ODP or DP) This is a non-graphic, text only description of how to get from an airport up onto an airway via a safe method. Normally there are several bearings or radials to fly and unpublished holding procedures are not uncommon. Example: Fly the MAG 222 radial after departure. At 500 AGL, turn left to join the MAG 250 radial. At the PAM 227 radial turn left to intercept PAM 227 and track inbound to PAM VOR. Climb in hold to assigned altitude and depart hold on V341. Pilots should draw their own version of these kinds of departure procedures and make sure they understand all steps prior to departure, including which frequencies are used, which radials, and any altitude limits. It is not uncommon for these ODPs to have climb rate minimums, they should be strictly adhered to. It is not recommended that pilots who have not flown an ODP recently should try to perform one that is particularly complicated. How would a pilot know if an airport has a DP or nonstandard takeoff minimums? If using Government NOS charts, there would be a at the top left of any approach chart into that airport. This means a pilot should flip to the appropriate section near the front of the chart book and look up the text for the ODP /DP as wel as the nonstandard takeoff minimums. If using Jeppesen charts, ODP and nonstandard takeoff minimums are located on the airport chart found alongside the approach charts. What is a climb gradient and how is it used? This is a measure of climb speed per nautical mile, not feet per minute. There are charts given by both kinds of approach providers which will allow this calculation. The gradient is used to inform pilots of the minimum climb rate required to avoid obstacles. Pilots should be careful to follow appropriate climb procedures and ensure the correct climb rate. A shallow climb at high airspeed could diverge from the minimum climb gradient and result in hitting terrain.

17 Name the different kinds of VOR accuracy checks along with their maximum allowed deviation: VOT: +/- 4 degrees Remember 180 To, 360 From Marked ground checkpoint: +/- 4 degrees Dual VOR check: within 4 degrees of each other Charted airborne checkpoint: +/- 6 degrees Pilot created airborne checkpoint: +/- 6 degrees Published checks can be found in the Airport/Facilities Directory (green book) What records must be kept of the VOR check and where must they be kept? Date Error Place (where test was done) Signature Log must be kept in the airplane but can be in any form (digital, spiral notebook, etc). What code would you put into your transponder if you knew your radios had failed? means lost communication It is possible to squawk 7700 for a minute and then 7600 to get ATC's attention at pilot's discretion When is an IFR clearance required? Any time when flying in less than VFR conditions or when operating in class A airspace.

18 Section Three: En Route Know the following acronyms and how they are shown on an en route chart: MEA: Minimum En route Altitude - ensures obstruction clearance as well as navaid reception for that segment MOCA: Minimum Obstruction Clearance Altitude - ensures navaid reception within 22 miles of that navaid OROCA: Off Route Obstruction Clearance Altitude - minimum altitude to maintain clear of all obstacles in a sector - must apply to an area including 4 nm along either side of intended route. Clearance depends on terrain type: mountainous = 2,000 feet clearance, non mountainous = 1,000 feet clearance (often used when flying GPS direct and not on airways) MCA: Minimum Crossing Altitude - minimum altitude to be at when crossing a fix MRA: Minimum Reception Altitude - lowest altitude at which navaids can be used to determine the placement of a fix or intersection. List the required reports you must make without being asked for it by ATC: -Leaving an assigned altitude for another assigned altitude (state both altitudes) -Changing altitude when VFR on top -Unable to climb or descend at 500fpm -When executing a missed approach -Upon reaching a holding fix -Upon departing a hold -Any loss of any navaid (enroute or approach) even including a partial loss -Anything that relates to the safety of flight (yours or others) -Upon encountering any unforecast weather (or if it's bad, report even if it's forecast) Know as many of these as you can. Many are reported naturally like going missed or when changing an altitude. Others are rather common sense like safety issues or bad weather, so start with memorizing those. What reports are required when ATC can't see you on radar? -When leaving a FAF or outer marker inbound on an approach

19 Is a VFR On Top clearance an IFR clearance? How is it used? It is an IFR clearance where the pilot is allowed to select altitude as desired (notify ATC first, always). The pilot is not allowed to deviate the course without permission, but can go up and down to avoid turbulence or to look for better winds. What leg length and direction of turn applies to a standard hold? Right hand turns, one minute legs. What is an EFC time and why is it important? Expect Further Clearance - it is given when a pilot enters a hold and is used if communication is lost while in the hold. At the EFC time, the pilot should depart the hold to continue on course or begin an approach. What is a standard holding pattern? Right hand turns, one minute legs. How many degrees per second is a standard rate turn? 3 degrees per second What are the different hold entry techniques? Direct:

20 Parallel: Teardrop: Name the different altitudes where oxygen is required and how it is utilized: Above 12,500 MSL for more than 30 minutes: Pilot must have Oxygen Above 14,000 MSL: Pilot must have Oxygen at all times Above 15,000 MSL: Passengers must be provided with Oxygen

21 When may you deviate from an ATC clearance? If you determine that continued flight under current conditions would be life threatening, you may deviate. You must declare an emergency or at least declare your intentions (and your actions would imply an emergency in this case). If you lose 2-way communication while on an IFR flight plan, what routes shall you fly and what altitudes shall you fly? If in VFR conditions, stay VFR and land. Call ATC as soon as possible to alert them to the issue If in IMC, follow these rules for route. In order of preference (move down the list until you find something you have. Remember AVEF. Note that this is for ROUTE ONLY. Altitudes are covered next): Assigned route (given by ATC) Vectored (go directly to the fix, route, or airway that you were being vectored for) Expected (if ATC said "Expect in (minutes or miles)" then go to that after the assigned time or distance) Filed (fly the route you filed) If in IMC, follow these rules for altitude but in this case, take the highest of the 3: M - MEA E - Expected A - Assigned Upon arrival at your clearance limit (usually an airport), commence an approach as close to your ETA or EFC (whichever applies) as possible. If you have a total electrical failure in your Cirrus (both alternators have gone out, both batteries are dead) and you are in IMC, what should you do? Deploy CAPS

22 If you find yourself in a thunderstorm, what procedure should you use to maintain aircraft control? Do not attempt to hold altitude. Hold an ATTITUDE only: keep the wings level, fly at or below maneuvering speed, and either continue straight ahead or turn around (usually continuing ahead works since cells are localized, but judgment must be exercised here). What kind of conditions are necessary for structural ice to form? -Visible moisture -Outside temperatures at or below freezing -Aircraft surface at or below freezing temps What should you do if you encounter ice? -Change altitude to get to warmer temps, out of visible moisture, or into temps so cold that the droplets are not liquid (they're ice crystals which bounce off) -Turn around and fly back to a known, non-icing condition (usually not the best option) Typically, the best place to be is where temps are above freezing first, out of visible moisture second, and into very cold temps as the least favorite option. What kind of weather gives the most dangerous kind of icing? Why? Freezing rain. It normally creates clear ice and has accumulation rates that are very fast (an inch of ice in 60 seconds is not unheard of in these conditions). Often times even known-ice protection systems cannot keep up with the rate of accumulation. How would you change your approach and landing if you were carrying ice? -Maintain a higher speed and higher power through the approach -Expect a higher than usual stall speed (increase of 20 knots or more is very possible) -Expect a long landing roll due to higher speed -DO NOT USE FLAPS (they could cause a tail stall which is more or less unrecoverable) -You have one chance to get the approach right, going missed will probably result in a crash (as ice continues to build and the aircraft might not be able to climb or may stall)

23 What are the 3 different kinds of VOR facilities? How far could you expect to receive each? Terminal: 25 nm up to 12,000 AGL Low Altitude: 40 nm up to 18,000 AGL High Altitude: up to 14,500 AGL - 40 nm 14,500 to 18,000 AGL nm 18,000 to 45,000 AGL nm 45,000 to 60,000 AGL nm What is RNAV? Any system that can compute aircraft position and course information as dictated by the pilot (Types of RNAV systems include GPS, LORAN, and INS. RNAV is a catch-all category that is then broken down into specific systems). How does the GPS system work? The GPS receiver in the aircraft sends a signal to the GPS satellites, which then send a response signal. The signal moves at the speed of light and thus time is used to determine distance from the satellite. Distances from several satellites are needed to determine an accurate location. GPS receivers must get 5 strong satellite signals in order to be considered precise enough to use the signal for IFR navigation. What is RAIM? Why is it useful? RAIM is a measure of the total signal strength and thus the level of accuracy of a GPS system. Mountains and the orbital paths of the satellites may cause a loss of RAIM at various places in the US and thus GPS navigation would be impossible in these areas. Also, certain military equipment is designed to scramble the GPS signal and will interfere as well in certain areas. It is possible to determine RAIM with predictor programs (free on the web and in various flight planning programs) and NOTAMs. RAIM stands for Receiver Autonomous Integrity Monitoring

24 Can you use a GPS to substitute for an ADF or DME requirement? Yes, provided the GPS is IFR authorized, has current databases, and RAIM is in acceptable tolerances. How wide is an airway? 4 nm on either side of the airway (total width of 8 miles from one edge to the other). Pilots are expected to fly in the middle. What is a changeover point? The point on an airway at which a pilot using VORs to navigate would switch from the previous to the next VOR. It looks like this on a low altitude en route chart: If you're approaching a segment of an airway where the MEA goes up after a fix, when would you start your climb unless told otherwise by ATC? As you cross the fix, start your climb to the new MEA. Instrument Enroute Chart Symbols: Pilots must be familiar with virtually all the symbols found on an Instrument Enroute Chart. Jeppesen and NOAA use very similar symbols but pilots should study with the kind of chart they intend to use both for the check ride and for their normal flying after. Frequency boxes, colors of various airports and airspaces, all the numbers, all the different kinds of navaids, and virtually everything else are free game on the check ride. One or two references to the legend will be possible during the test, but if the examiner feels that there is any weakness here then it could be grounds for a failure. Clients should spend time with the legend of their chart type and look at en route charts for their region. If any symbols are run across that are unfamiliar, continue study by looking them up and then finding more examples of whatever the unknown item was. Where is Class A airspace? What limitations are associated with it? 18,000 MSL to 60,000 MSL: IFR only

25 What are the limitations associated with class B airspace? Must have a transponder and clearance to enter. An IFR clearance is considered permission to enter Class B and thus ATC will not say "cleared into the Class B" as was expected when flying VFR. What is hypoxia and how does it affect a pilot? Lack of sufficient oxygen in the blood. Can be caused by high altitude and carbon monoxide most commonly. It severely degrades judgment, cognitive skills, and eventually will cause unconsciousness. Confusion and sleepiness are common subtle cues while blue fingertips or lips as well as a tingling sensation, headache, or dizziness are common physical symptoms.

26 Section Four: Arrival and Approach Procedures What is a STAR? Are you required to accept one if given it? Standard Terminal Arrival Procedure - this is a charted and standardized way to get down from the en route environment to lower altitudes in busy airspace. It isn't an approach but it does get aircraft to altitudes and into places where they may then be directed to an approach. You are not required to accept a STAR but if you acknowledge and do not say otherwise, then you must fly the STAR. What is a Minimum Vectoring Altitude? Can you access this information? What is it used for? This is the lowest altitude that ATC can let you go. It is variable from sector to sector and it is NOT published where pilots can access it. The MVA would be used in a situation where a pilot is in trouble and needs to be as low as possible. What do you need to do to be cleared for a visual approach? What do you do once cleared? You must have either the preceding aircraft or the airport in sight. Once you report that it is in sight, ATC can then clear you for a visual. You are expected to follow the aircraft ahead (if there is one) or go directly towards the airport. Altitude is pilot's discretion unless ATC says otherwise. What is a contact approach? This is an approach where the pilot has at least one mile flight vis and a reasonable expectation of being able to stay clear of clouds. The pilot may fly to the airport by visual references to the surface. There is no specific route to follow. This is different from a visual approach in that the airport does not have to be in sight to perform this maneuver. A pilot must recommend a contact approach, it will not be issued by ATC otherwise. When are you not required to do a Procedure Turn? -NoPT is published on the segment you're flying on -You are getting radar vectors -You are cleared for a "straight in" by ATC

27 How can a hold be used as a Procedure Turn? The hold entry is used to turn the aircraft around to face inbound. No further turns around the hold are authorized or expected by ATC - pilots should fly the hold entry (teardrop or parallel) and then proceed inbound. Should additional turns be needed by the pilot to lose altitude, to slow down, to brief, or for any other reason; the pilot is expected to request those turns in the hold. What is a precision approach? An approach that provides both lateral and vertical guidance. How far out, at least, should you be able to pick up the localizer signal? At least 18 miles out. It is common to pick it up further but not guaranteed. When can you descend from your MDA or DH? -Flight visibility must be at or above that given on the approach -Aircraft must be in a place to make a safe, continuous descent to the runway -At least one of the following visual references for the landing runway is in sight: -Threshold, threshold markings, threshold lights (pavement, paint, or lights) -Touchdown zone, tdz markings, tdz lights (pavement, paint, or lights) -Runway with markings, runway lights -REIL -VASI **** If you have the approach light system (strobe lead-in lights) in sight but not the runway or its environment, you can descend to 100 feet above the touchdown zone elevation. Note that this is not 100 feet below the DH or MDA, it is 100 feet above the touchdown zone. What is a nonprecision approach? An approach that has only lateral guidance and no vertical. New altitudes are given for each segment but it is up to the pilot to decide at what rate to descend. What is a VDP and how do you use it? Visual Descent Point. Marked by the letter V (usually in bold) on the profile view section of an approach. This is a marking on a nonprecision approach which marks the place after which it is safe to descend from the MDA to the runway. Though the pilot may be down to MDA prior to the VDP and may have the runway in sight, they should not start a descent for the runway until passing the VDP else they could get dangerously close to terrain.

28 What are the main differences between an SDF and LDA approach? SDFs may or may not be aligned with a runway while an LDA is almost always not aligned with a runway. SDFs are either 6 or 12 degrees wide (fixed) while an LDA narrows like a localizer as the aircraft gets closer to the runway. If the weather on the ATIS or AWOS broadcasts weather that is worse than the minimums published on an approach, may you still attempt that approach? Yes. There are no limits on Part 91 operations - pilots may attempt any approach at any time. If you shoot an approach and the ATIS or AWOS is broadcasting weather that is worse than minimums published for your approach but you see the runway, may you still legally land? Yes. Flight visibility and conditions that exist exactly at the moment and in the place where the aircraft is would be the controlling factor.

29 What is a Circle To Land? How does it work? This is a maneuver performed at the end of an approach. The pilot uses the approach to get close to the airport and into VMC, then maneuvers the aircraft to land on the desired runway. It is up to the pilot to determine how best to maneuver for this landing unless ATC dictates something specific. It is assumed that the pilot will make the most expedient method, entering a base leg if appropriate, etc. The pilot must stay at the published circling altitude until such time as a normal, continuous descent might be made to the runway. The pilot must stay within range of the airport per the aircraft's category as shown: How do you know if an approach is for circling only? A letter is published instead of a runway number on the title bar of the approach. For example, GPA - A or VOR - B instead of GPS 13 or VOR 22. If you lose visual on the airport while circling to land, what should you do? Begin an immediate climbing turn towards the airport environment and maneuver to join the missed approach course.

30 Which aircraft category are you in a Cirrus? Technically the Cirrus is a Category A aircraft (category is figured by multiplying stall speed in landing configuration (56 for the SR20 and 59 for SR22) by 1.3) BUT! We use category B minima since we approach at 100 knots. When must you execute a missed approach? -Arrival at a missed approach waypoint with no runway in sight -Arrival at DH with no runway in sight -Anytime the pilot determines a safe landing is not possible (never go full scale - if you do, go missed) -Anytime instructed by ATC If you go missed early, what procedure shall you use? Climb along the final approach course until passing the missed approach waypoint. DO NOT TURN until passing this point as the procedures for a missed are calculated from there, not prior. Turning prior to passing the missed approach waypoint may cause the aircraft to impact terrain. Instrument approach charts have many symbols. Pilots should be familiar with the symbols found in the legend towards the front of both NOS and Jepp booklets. Review the various instrument approach charts that you have been using in training and to airports in your area. If you see anything at all with which you aren't familiar, look it up. Instrument pilots are expected to know all the symbols on those charts as there usually isn't enough time to look them up while flying. The following images are some examples of these chart symbols as found in the legend of the NOS charts. These symbols and those found in the pages around these symbols must be studied thoroughly.

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