Transcript Review Instrument Final - Kansas State University

Review Instrument Final
Instrument Currency
• “To act as PIC of an aircraft on an IFR
flight plan, one must have logged (within
the preceding 6 months):
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6 approaches
holding
intercepting and tracking navigation courses
or passed an IPC
Spatial Disorientation
• Conflict between the signals relayed by
your central vision and information
provided by your central vision
• Movement of snow or rain out the window
• Airplane next to you begins to taxi
Hypoxia
• Hypoxic
– high altitudes
• Hypemic
– CO, anemia, smoking
• Stagnant
– high G’s
• Histotoxic
– alcohol, drugs
Slip and Skid
• Slip - rate of turn is too slow for the bank
and the ball moves to the inside of the turn
• Skid - rate of turn is too great for the angle
of bank and the ball moves to the outside of
the turn
Magnetic Compass
• Errors
– Variation - the angular difference between the
true and magnetic pole
– Deviation - errors due to magnetic interference
with the metal components of the aircraft
– Magnetic dip - the compass tries to point down
deep inside the earth
ISA
• International Standard Atmospheric Sea
Level - 150 C - 29.92 in HG
• Before IFR flight the altimeter set to the
current altimeter setting should be within 75
feet of the actual elevation
Fundamental Skills
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Cross Check
Instrument Interpretation
Aircraft Control
Instrument Failure
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Any instrument may fail separately
In addition, any system may fail.
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Vacuum system failure
Electrical system failure
Pitot system failure
Static system failure
Ground Facilities - VOR
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Operate in 108.0 - 117.95 MHz Band
Standard Service Volumes (SSV)
– High Altitude(HVOR) - 200 watts, up to
130 nm, used for airways
– Low Altitude(LVOR) - about 100 watts,
up to 40 nm, used for airways
– Terminal(TVOR) - 50 watts, 25 nm, used
for approaches
VOR Receiver Checks
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VOT
– 180’ TO, 360’ FROM; +/- 4’
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VOR Ground Checkpoint
– Indicated radial; +/- 4’
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VOR Airborne Checkpoint
– Indicated radial; +/- 6’
– Centerline of airway; +/- 6
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Dual VOR Check
– Within 4’
DME
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Ground based - VOR/DME, VORTAC,
ILS/DME, LOC/DME
Interrogation and response
– rate * time = distance
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Uses slant distance - 1 NM away for
each 1000’ elevation
Pilot Responsibilities
• See and Avoid
• IFR Climb Considerations
– Optimum until 1000 feet of assigned altitude
– 500 to 1500 feet per minute for last 1000 feet
Pilot Responsibilities
• Adhere to a clearance
– Emergency
– Violate an FAR
– Responding to a traffic alert and collision
avoidance system resolution advisory (TCAS
RA)
Elements of an IFR Clearance
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Aircraft identification
Clearance limit
Departure procedures
Route of flight
Altitudes or flight levels
– Cruise clearance
Abbreviated IFR Clearance
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Cleared as file
Clearance limit or destination airport
SID name, number and transition
Altitude and additional instructions
– frequency and transponder code
Readback
• Initial enroute clearance in entirety
• Subsequently
– Altitude Assignments
– Radar Vectors
– any instruction requiring verification
• ATC clears, ATC advises, ATC requests
Tower Enroute Clearance
• Short, low altitude routes between terminal
areas
• Published in Airport/Facilities Manual
• Generally below 10,000 feet, less than 2
hours in nonturbojet aircraft
IFR Departure Procedures
• Standard
– 200’/nm climb gradient
– 35’ at end of runway
– 400’ HAA before turning
• Nonstandard
– Avoidance by climb or heading
– denoted by T on IAP
– description in front of IAPs
Rate of Climb Table
Climb Rate
Ft. per NM 80
Ground Speed
90
100
120
200
267
300
333
400
250
333
375
417
500
300
400
450
500
600
350
467
525
583
700
REPORTING PROCEDURES
RADAR/NONRADAR
• Anytime
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Leaving altitude
Leaving any assigned holding fix
Missed approach
<500 fpm climb/decent
TAS varies>5% or 10 kts
Time & altitude reaching a holding fix
Loss of Nav/Comm(Equip)
Unforecast weather
REPORTING PROCEDURES
NONRADAR (position reports)
• At required reporting points
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ID
P osition
T ime
E levation
E TA next
N ext next
REPORTING PROCEDURES
NONRADAR (position reports)
• Example
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KC center
KS81
Salina
1530
FL300
HYS 1545
Lamar next
Holding Pattern
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Race track shaped pattern
1 Min Inbound legs <14000’ MSL
1 1/2 min > 14000’ MSL
Standard holding pattern is right turns
At Nav facility, intersection, or Radial/DME
Departure and Arrival Charts
• DPs, STARs and visual approaches are
routinely assigned by ATC
• DPs and STARs are issued to simplify
clearance delivery procedures.
• Use “No DP” or “No STAR” in remarks, if
you do not want to use them
Departure and Arrival Charts
• To accept a DP you must at least have the
textual description
• Use the rate of climb table in Legend 18 to
convert a specified minimum rate of climb
per NM to convert the climb rate into feet
per minute
Reduce Workload
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Simple, easy to understand, one page
Accommodate many types of aircraft
Use VORTACs
Avoid DME arcs
Altitude crossing and airspeed restrictions
included if normally used
Enroute
• MRA( Minimum Reception Altitude) is the
lowest altitude at which an intersection can be
determined
• MOCA(Minimum Obstruction Clearance
Altitude) assure acceptable navigation signal
coverage only within 22 NM of VOR
Enroute
• MEA( Minimum en route altitude) is the
lowest published altitude between radio
fixes which assures acceptable navigational
coverage and meets obstacle clearance
requirements
Enroute
• MCA(Minimum Crossing Altitude) is the
lowest altitude at a fix at which an aircraft
must cross when proceeding in the direction
of a higher MEA
Enroute
• Obstruction clearance in nonmountainous
areas is guaranteed for the MOCA and all
minimum IFR altitudes providing at least
1,000 ft of vertical distance from the highest
obstruction 4 NM either side of the center of
the airway
VFR-ON-TOP
• VFR-on-top can be conducted only after a
pilot has received a VFR-on-top clearance
• A pilot must request a VFR-on-top clearance
• Must comply with the VFR altitudes
VFR-ON-TOP
• Both IFR and VFR rules apply
• Prohibited in Class A airspace
• A clearance “to VFR-on-top” is to fly
through cloud layers to VFR conditions on
top
Reports
• Advise ATC when your airspeed changes by
5% or 10 knots whichever is greater
• On a direct routes, the fixes defining the
routes become compulsory reporting points
Reports
• When not in RADAR contact on a nonprecision approach, report to ATC any time
you leave a final approach fix inbound on
the final approach
Holding
• Turns are made to the right in a standard
holding pattern, and to the left in a nonstandard holding pattern
• The entry procedure for a holding pattern
depends on your heading relative to the holding
course
Holding Patterns
Approach Categories
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Computed as 1.3 VSO
A - Up to 90 knots
B - 91 to 120
C - 121 to 140
D - 141 to 165
E - above 165
Approach Charts
• The letters IAF indicate the location of an
initial approach fix
• The procedure title indicates the type of
approach system used and the equipment
required to fly the approach
Approach Charts
• MSA( Minimum Safe Altitude) provides
1,000 ft of obstruction clearance usually
within 25 NM
• Neither navigation nor communication
coverage is guaranteed
Approach Charts
• Absence of a procedure turn or holding
pattern indicates a course reversal is not
authorized
• TDZE(Touchdown zone elevation) is the
highest elevation in the first 3,000 ft of the
landing surface
Approach Charts
• TCH(Threshold crossing height) is the
altitude at which you cross the runway
threshold when established on the glide
slope centerline
• The procedure turn must be completed
within the prescribed distance from the
facility
Approach Charts
• The precision approach FAF is located at the
minimum glide slope intercept point
• When on the glide slope during a precision
approach, the missed approach point is the
decision height
Approach Charts
• When the glide slope becomes inoperative
during an ILS procedure, localizer
minimums are used
• Substitution for certain ILS components,
when the component is inoperative are
permitted
Approach Charts
• If your groundspeed decreases, the rate of
descent required to stay on glide slope must
also decrease
• Localizer and glide slope indications
become more sensitive as you get closer to
the runway
Approach Procedures
• An LDA approach is comparable to a
localizer, but is not aligned with the runway
• An SDF may offer less accuracy than an
LDA approach
Contact Approach
• Must be requested by the pilot, the visibility
must be at least one mile, allows the pilot to
deviate from an instrument approach
procedure and proceed to the destination
airport by visual reference to the surface
Weather Factors
• Highs are usually associated with
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Good visibility
Light winds
Few clouds
Good weather
Characterized by descending air
Weather Factors
– Lows are usually associated with
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precipitation
cloudiness
poor visibility
bad weather
turbulence
Wind
characterized by rising air
Example of lows are hurricanes and tornadoes
Weather Factors
• Air tries to flow from high to low
– At higher altitudes, Coriolis force makes the
wind flow parallel with isobars
– At lower altitudes, surface friction weakens
Coriolis force and flows across the isobars
– This airflow is wind
Weather Factors
• In the northern hemisphere
– Air flows counterclockwise around a low
(cyclonic)
– Air flows clockwise around a high
(anticyclonic)
– If one were to fly directly to the center of a low,
the winds would come from the left and get
stronger as one got closer
Weather Factors
• Relative Humidity
– Measure of how much moisture is present for a
a parcel of air at a temperature.
– If a parcel of air has a RH of 100%, it is
saturated. The temperature that it is at is called
the dewpoint. If this parcel were cooled more,
water vapor would clouds, fog, dew or frost
Thunderstorms
• Conditions
– Unstable air
– Lifting action
– High moisture content
• Stages
– Cumulus stage
– Dissipating stage
Mature stage
Hazards
• Embedded thunderstorms may be obscured
by cloud layers
• Wind shear can be found on all sides as well
as directly under it
• Greatest intensity during mature stage,
which is signaled by precipitation at the
surface
Types of Thunderstorms
• Airmass thunderstorms are usually isolated or
scattered over a large area
• Frontal thunderstorms associated with frontal
activity
• Squall line is a narrow band of active
thunderstorms normally containing severe
weather
Wake Turbulence
• Wingtip vortices occurs when an airplane
generates lift
• They can exceed the roll rate of an aircraft
• Greatest when an aircraft is heavy, slow and
clean
Clear Air Turbulence
• Turbulence above 15,000 feet AGL not
associated with cumuliform cloudiness is
reported as CAT
• CAT is common in a upper trough on the
polar side of the jet stream
Mountain Wave Turbulence
• Greatest turbulence occurs approaching the
lee side of a mountain range in strong
headwinds
• Standing lenticular and rotor clouds indicate
the possibility of strong turbulence
Microbursts
• Intense, localized downdrafts seldom lasting
longer than 15 minutes
• Downdrafts can be as strong as 6,000 feet per
minute
• Performance changes drastically as an aircraft
flies through a microburst
Fog
• Radiation Fog - ground fog - forms over
fairly flat land on clear, calm nights
• Advection fog- forms near coastal areas
when moist air moves over colder ground or
water
Fog
• Upslope fog forms when moist stable air is
forced up a sloping land mass
• Steam fog occurs as cool air moves over warmer
water
• Precipitation-induced fog forms when warm
rain falls through a layer of cooler air near the
surface
TAF
• Terminal Aerodrome Forecast - valid for a 24
hour period and scheduled four times a day
• Primary source of destination weather
• AMD means and amended forecast
• COR means a corrected forecast
• RTD indicates a delayed forecast
Area Forecast FA
• Issued three times a day and include a
forecast period of 18 hours
• We are in the Chicago region
• Consists of four sections
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Heading
Precautionary statements
Synopsis
VFR Clouds and Weather
Wind and Temperature Aloft
• Uses a four digit code for wind speed and
direction, the first two digits are the wind
direction in hundreds of degrees
• The second two digits indicate wind speed
• A two digit temperature code in degrees
Celsius follows the wind speed and direction
code
• All temperature above 24,000 feet are negative
Types of Briefings
• Standard is the most complete briefing and
assumes no familiarity with the weather picture
• Abbreviated is used to update weather
information when you need only one or two
specific items
• Outlook is used if you departure is six or more
hours away. You should update with a standard
or abbreviated briefing closer to flight time
In-Flight Weather Sources
• Airmets - WA - Airmans meteorological
information are forecasts for a maximum of
a six hour period
• Sierra for IFR conditions
• Tango for turbulence
• Zulu for icing and freezing levels
SIGMETs
• Significant meteorological information WS –
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Severe Icing
Severe and extreme turbulence
Volcanic eruptions
Duststorms, sandstorms or volcanic ash
lowering visibility to less than three miles
Convective SIGMETs
• Imply severe or greater turbulence, severe
icing and low level wind shear
• Contain either an observation and a forecast
or just a forecast for tornadoes, significant
thunderstorm activity or hail 3/4 inch or
greater in diameter
Center Weather Advisory CWA
• Issued by ARTCC to alert pilots of existing
or anticipated adverse weather conditions
• May be issued prior to an AIRMET or
SIGMET as a result of PIREPs