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Instrument Certificate (DA 40NG) > Approaches: General > Flashcards

Approaches: General Flashcards

1
Q

Under what circumstances would you NOT perform a procedure turn?

A

S - Straight in
H - Hold in lieu
A - DME Arc
R - Radar vectors
P - No PT

T - Timed approach
T - Teardrop course reversal

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2
Q

What are three broad categories of Approaches?

A
  1. Precision
  2. APV = Provides vertical guidance
  3. Non-Precision = Does not provide vertical guidance, or vertical guidance is advisory only
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3
Q

What are the different types of Non-RNAV Approaches?

A
  1. ILS
  2. Localizer
  3. VOR (VORTAC, VOR/DME)
  4. NDB
  5. LDA

BONUS
6. SDF (Simplified Directional Facility)
7. ASR & PAR

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4
Q

What are the two main ways in which an IAP can be procedurally flown?

A
  1. Full Approach
  2. Radar Vectors (common when available)
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5
Q

Do you need a specific ATC clearance to perform an Approach if you are given a Cruise clearance?

A

No, the cruise clearance allows you to select any approach at the destination you can perform.

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6
Q

What are two things a Cruise clearance allow for?

A
  1. Allows us to select any approach at our destination without the need for a specific ATC clearance
  2. Allows us to fly at any altitude between the minimum altitude listed (MOCA/MEA), and the altitude you were originally cleared for.
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7
Q

How will an approach work, in general, when at a towered airport with an approach control facility?

A

1.You will likely be told what approach to expect ahead of time.
2. You will most likely be vectored to the final approach course directly, or from an Arrival procedure
3. Clearance for an approach is normally issued with the final vector for intercepting the approach course
4. If you have not been given clearance and you are nearing the approach course, query ATC

*Do not join any part of an IAP without being cleared for the IAP unless directed otherwise by ATC
*ATC may need you to CROSS (delay vectors) the final approach course for spacing and sequencing

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8
Q

What should you do if you are cleared for an approach very late, without being fully prepared for it?

A

You should request Delay Vectors

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9
Q

When is Radar service terminated at both a towered and non towered airport?

A
  1. Non Towered = When advised to change to advisory frequency (“radar services terminated”)
  2. Towered = Upon landing
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10
Q

What is a Radar Instrument Approach?

A

An approach in which the aircraft is Radar vectored down to minimums

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11
Q

What are the two types of Radar Instrument approaches?

A
  1. PAR - Precision (Azimuth and elevation provided). This is a Precision approach
  2. ASR - Surveillance (Azimuth only). This is a Non-Precision approach
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12
Q

Under what circumstances will would you be given a Radar approach such as a PAR or ASR?

A

Upon request, ATC may offer one, or in an emergency situation (loss of nav equip)

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13
Q

What is a No-Gyro approach?

A

An approach requiring radar service in which the pilot is given basic radar vectors to final.

*used mainly in an emergency scenario when loss of gyroscopic heading information occurs.

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14
Q

How should a Radar Instrument Approach or No-Gyro approach be performed?

A
  1. Standard rate turns..

UNTIL turned on to final approach

  1. Then make half-standard rate turns
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15
Q

What is Precision Runway Monitoring? (PRM)

A

An approach where accurate radar monitoring provides advisories during standard approaches (ILS PRM)

  1. Require special pilot training
  2. Used at some closely spaced parallel RWYs.
  3. ATC will give you progress alerts on the approach and any additional advisories
  4. ATC will require you to monitor a specific freq for the advisories
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16
Q

When should you begin descending to the next altitude on an approach?

A
  • Not until you have crossed the associated fix
  • As soon as you are established (approach guidance is within half scale deflection) on the approach course
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17
Q

When are you considered established on the approach?

A

Once you are within Half Scale on the CDI

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18
Q

When should you Load the approach?

A

When…
1. Told to expect the approach
2. When it can be reasonably assumed what approach will be conducted

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19
Q

When should you ARM the approach?

A

When CLEARED for it!

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20
Q

What is an importance item to remember when the missed approach procedure requires us to navigate to a secondary VOR?

A

DON’T for get to set the secondary VOR in NAV2 or standby and select your radial!!

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21
Q

How do you Arm the approach?

A

Select the APR softkey and check your AP indicator to ensure that it armed properly

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22
Q

When will the AP switch from HDG mode to LOC mode on an approach?

A
  1. With the approach armed and when the Localizer comes alive
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23
Q

How do you ensure the GPS/AP will fly the MAP?

A
  1. Make sure the approach is loaded and activated properly
    - Press TOGA
    - Press PROC and hit activate missed
    - Press SUSP button if the GPS has suspended the approach
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24
Q

What is a Timed Approach?

A

When ATC tells you to hold on somewhere on the IAP and gives you a time to exit the hold and perform the rest of the IAP

*used when they are busy and need to adjust aircraft sequencing.

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25
Q

What does it mean when “DME” is in the title of an IAP?

A

DME is required for the final approach segment

*If DME is required by the notes section it means DME is needed to identify any other segment of the approach

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26
Q

What does LOM mean on an IAP

A

Localizer Outer Marker (Usually at the FAF)

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27
Q

What are the different approach category speeds and what are they based on?

A

Speeds are based on AFM recommended final approach speeds.

Cat A - 90 kts or less
Cat B - 91 to 120 kts
Cat C - 121 to 140 kts
Cat D - 141 to 165 kts
Cat E - 166 kts or more

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28
Q

What V-Speed are the Approach Categories on an IAP based on?

A

AFM recommended V-ref or final approach speed

  • keep in mind that depending on the situation, you may need to use the higher Category Approach speeds, depending on the conditions necessary to safely fly the IAP.
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29
Q

What Approach Category does our aircraft belong to and why?

A
  1. Category A
  2. Because our V-ref (Flaps T/O) is 78 kts.
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30
Q

Under what conditions may you need to use a higher Approach Category speed minima?

A
  1. Emergency return to field when above Max Landing weight (2,822 lbs)
  2. Inoperative flaps (NA to the DA 40 NG)
  3. Approaches made in inadvertent icing conditions
  4. Windshear
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31
Q

How would you find V-Ref speed if it was not listed in the AFM?

A

1.3 x Vso at Max landing landing weight (Vso 60 kts)

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32
Q

When are you NOT required to perform a Procedure Turn or Hold-In-Lieu?

A

FAR 91.175

S - Straight in
H -
A - Arc
R - Radar Vectors
P - No PT

T - Timed appraoch
T - Tear drop

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33
Q

How can you identify a fly-over waypoint/fix vs a fly-by waypoint/fix on an IAP?

A

Fly-over waypoints/Fixes will have a circle around them

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34
Q

What does it mean when an RNAV IAP has a letter in the title?

A

It means there is more than 1 RNAV approach to the same RWY.

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35
Q

Lets say you lose your WAAS+RAIM, or your radio NAV function on an approach, what would be a good idea to do on your missed approach?

A

Climb above missed approach altitude ASAP to at least the MSA

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36
Q

What is the purpose of a DME arc on an IAP?

A
  1. Its a substitute for a course reversal
  2. Its a transition from enroute to approach phase of flight
  3. To fly a circular path around a VOR to intercept an approach course
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37
Q

When is DME required on an IAP?

A

When “DME Required” is stated in the approach notes

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38
Q

If you notice your Vertical or Lateral guidance behaving unusual, what should you do?

A
  1. Verify you have the right approach loaded
  2. Disengage the AP and hand fly as the AP may follow any
    unusual GS or LOC deviations
  3. Consider going missed
  4. Advise ATC
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39
Q

What is required to accept a LAHSO clearance?

A
  1. Airport must be VFR
  2. PIC must be POSITIVE a LDG is possible within the limited RWY distance
  3. PIC has final authority as to the acceptance of a LASHO clearance
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40
Q

What approach lighting systems offer red Side Row Bars and what does this allow us to do on an IFR approach?

A

FAR: 91.175

  • ALSF 1&2
  • Red Side Row bars (in sight) allow us to descend below 100ft of the TDZE
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41
Q

On an approach with ALSF lighting, provided you do not yet have the RWY in sight BUT DO have the approach lights in sight, when can you descend below 100 ft above the TDZE,

A

When the Red Side Row or Terminating bars are in sight.

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42
Q

On an approach, what is required for you to operate below the DA/MDA?

A

FAR: 91.175(c)

  1. Must have required flight visibility for the approach
  2. Must have the RWY environment in sight
  3. Must be in a continuous position to make a normal landing, with a normal rate of descent, using normal maneuvers, on the intended RWY
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43
Q

What is the main difference between PAPI and VASI visual glide slopes?

A
  1. PAPI lights are in 1 row
  2. VASI lights are stacked on top of each other in rows
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44
Q

Suppose you are on an approach and you notice that the Visual Glide Slope Indicator lights begin to flash, what could this mean?

A

The RWY is currently occupied and you may need to consider going missed IF the situation becomes unsafe.

** This is known as a Final Approach RWY Occupancy Signal (FAROS)

45
Q

What color is a civilian airport Rotating Beacon?

A

Flashing White and Green

46
Q

What color is a military airport Rotating Beacon?

A

Flashing TWO White and ONE Green

47
Q

What color would denote a Seaport or a Heliports Rotating Beacon?

A

If Amber/yellow is present in one of the flashing lights, it is either a Seaport or a Heliport.
(DONT LAND HERE)

Seaport - Yellow & White
Heliport - Green, Yellow, white

48
Q

What constitutes the RWY environment as it pertains to descending below the DA/MDA?

A

FAR: 91.175

Simply put:
Any RWY, Threshold, or Touchdown Zone markings or lights, specifically to include the Red Terminating bars of ALSF 1&2.

Detailed:
1. ASLSF 1/2 Red terminating bars
2. RWY, threshold or touchdown zone lights or markings
3. REILs (flashing strobes)
4. VASIs or PAPIs

49
Q

Describe what the different triangles in an IAPs note section mean

A

T = Non-Standard T/O or departure mins
A = Non-standard IFR alternate Mins
A NA = Alternate Minimums Not-Authorized

50
Q

When is a published procedure turn (type of course reversal) not required, and what acronym do we use to remember these instances?

A

Use the acronym SHARPTT

S - Straight-In clearance is given
H - Hold-In-Lieu is published
A - Arc (DME Arc)
R - Radar Vectored
P- ‘No PT’ is listed

T - Timed approach
T - Teardrop entry in lieu of PT

51
Q

What are the two basic ways in which an approach can be flown?

A

IAPs can be flown one of two basic ways

  1. Receive radar vectors to final from ATC
  2. Fly the full IAP
52
Q

When does the Final Approach Segment technically begin and end for both a Precision and a Non-precision IAP?

A

Precision
- Begins at GS intercept
- Ends at MAP
Non-Precision
- Begins at FAF
- Ends at MAP

53
Q

When briefing a Missed Approach procedure on an IAP, What are some extra items that are good to take note of? (6 items, get at least 4)

A
  1. Brief exactly HOW you will identify the MAP: Time, Fix, DME
  2. Altitudes and turns
  3. How you will enter any holds (if you brief this ahead of time you will be less task saturated if you need to go missed.
  4. Any Navaids required for the missed procedure, its a good idea to have their frequencies already entered
  5. Approach NOTAMs
  6. Ensure its loaded properly in G1000
54
Q

On a Non-Precision IAP, how are the MAP typically identified?

A
  1. Time from FAF based on ground speed
  2. Fix using a navaid or waypoint
  3. DME distance from a Navaid or fix/waypoint
55
Q

Where is the Missed Approach Point (MAP) on a Precision IAP?

A

At the Decision Altitude (DA)

56
Q

When briefing an IAP, what item(s) is easily overlooked?

A

NOTAMs!!
- Always remember to check in the bottom right corner of your screen in Garmin Pilot for any NOTAMs that may effect your approach.
- Otherwise it may be easy to overlooked closed taxiways, revised DA/MDA, or Navaid outages.

Notes Section

57
Q

You notice a circle with the letters ‘MSA’ in the top right corner of an IAP, what does this mean?

A

Minimum Sector Altitude
- Denotes the lowest safe altitude within 25 NM of a Fix or Navaid
- Provides obstruction and terrain clearance within 25 NM

58
Q

Why is it important to take note of the MSA on an IAP?

A

Because it gives us the lowest safe altitude within 25 NM of a Fix or Navaid
- Useful in emergency scenarios that require us to deviate from the IAP

59
Q

What is a TAA, commonly found on RNAV charts where you usually see the MSA?

A

Terminal Arrival Area

A TAA is similar to an MSA in that it provides obstacle/terrain clearance, with some distinct differences.

  1. TAA allows us to legally descend to the listed altitude within the listed distance AFTER being cleared for the approach
  2. The TAA may be broken into sectors from a fix, you will need to know which sector you are coming from to determine what altitude you can descend to.
60
Q

What information can be found on a Jeppesen 10-9 page?

A
  • Airport diagram with taxiways
  • Frequencies
  • Hot Spots
  • FBOs, ramps, terminals
  • RWY distances
  • RWY slopes

(Takeoff mins and Alt mins are on 10-9A page)

61
Q

What can be found in the Jeppesen 10-9A page?

A
  • Takeoff minimums
  • Take-off obstacle notes
  • Notes on filing airport as alternate
  • Temperature Restrictions
62
Q

List all Precision approaches

A
  1. ILS
    - LVP (APV)
63
Q

List all Non-Precision approaches

A
  1. Localizer
  2. VOR with or without DME
  3. NDB
  4. LP (RNAV)
  5. LNAV/VNAV (RNAV)
  6. LNAV (+V)(RNAV)
  7. LDA (Localizer Directional Aid)
  8. LPV
64
Q

When briefing an IAP, what all is required to go over per procedures?
(answer the question in simple terms and then give an example by briefing an approach)

A

PUT SIMPLY:

  1. Everything up to the Plan view (excluding ATC freqs)
  2. Below the Profile view, WX mins and Lights

+

  1. NOTAMs
  2. TAXI route
  3. Special considerations

*additionally, go over how you will fly the route (altitudes, holds, course reversals etc)

65
Q

What is required to descend on an IAP?

A
  1. ATC clearance
  2. When you become established on published portion of the IAP (3/4ths deflection on course)
66
Q

What criteria defines a Straight-In approach and what kind of approach would it change to if the criteria could not be met?

A

The final approach course is within 30 degrees of the RWY centerline
- If this criteria is not met, it becomes a Circling approach

**an approach may also be considered a circling approach if the descent gradient from the FAF would be greater than 400ft/NM, as this will would unsafe steep descents

67
Q

When performing a Radar Approach, what is important to remember regarding how you should turn the aircraft?

A
  1. Prior to Final Approach Course = Standard rate
  2. On Final Approach Course = Half Standard rate
68
Q

What is a Timed Approach from a holding fix?

A

An approach that is initialized after having been told to hold for traffic instead of immediately performing the IAP
- Usually used when the airspace or IAP is busy
- Notify ATC when you are leaving the hold
- ATC will assign a time to depart the holding fix
- ATC will not explicitly state that you are being asked to perform a timed approach, they will just ask you to hold at a fix and give you a time to leave

69
Q

How do you know if ATC is having you perform a Timed Approach from a holding fix?

A

They will have you hold at a fix with a departure time, instead of immediately having you fly the IAP or vectoring you to final.

70
Q

If only 1 Missed Approach Procedure is available, what condition is required when conducting a Timed Approach from a holding fix?

A

AIM 6-7-1

The reported Ceiling and Viz must be equal to or greater than the highest prescribed circling minimums for the IAP

71
Q

Describe what a Side-Step Maneuver is

A

A maneuver performed on an approach with a parallel RWY where you side step to land on the parallel RWY
- Occurs at an airport where there are parallel RWYs.

  • Sidestep Minimums will be explicitly posted in the IAP
72
Q

When can you begin a Side-Step Maneuver?

A

Whenever the RWY environment is in sight

73
Q

What constitutes the RWY environment?
(6 items, get all of them right)

A

FAR 91.175

  1. RWY
    - Markings
    - Lights
  2. Threshold
    - Markings
    - Lights
  3. Touchdown Zone
    - Markings
    - Lights
  4. Runway End Identifier Lights (REILS
  5. Visual glideslope indicators (VASI & PAPI)
  6. Approach light system (need the red terminating bars of ALSF 1&2 to go below 100ft above TDZE)
74
Q

When should a missed approach be executed?
(4 instances. Get them all right)

A
  1. You don’t have the runway environment in sight at Minimums OR at the MAP
  2. If you lose sight of the RWY environment below MDA
  3. If at any point your approach becomes unstable
  4. As required by ATC
75
Q

What is a VDP?

A

Visual Descent Point
- It is the distance from the MAP at which you would need to have the RWY environment in sight in order to make a normal descent to landing
- Latest point at which we could make a normal descent to land

76
Q

How do you manually calculate your own VDP?

A

Take your decision height (the altitude in parentheses) and divide it by 300

77
Q

Will the Missed Approach Point (MAP) always be the same?

A

No, it will change depending on if you are doing a Precision (APV) or Non-Precision IAP.
1. Precision - MAP is at DA
2. Non-Precision - MAP is at a specified fix, Navaid, DME distance, or time elapsed from FAF

78
Q

***On a Non-Precision approach utilizing a VDP, you reach the VDP and do not see the RWY. What should you do?

A

Continue to stay at or above the MDA and proceed to the MAP and perform the Missed Approach Procedure.

** you may begin a climb prior to crossing the MAP, but you should NEVER make any turns prior to reaching the MAP.

79
Q

What is an important checklist consideration to remember when going missed on an IAP?

A

Don’t forget to perform your After T/O and Cruise Checklists!

80
Q

What is a Visual Approach?

A

An approach that allows an aircraft operating on an IFR flight plan to land visually
- Airport must be VFR
- Must remain Clear of Clouds
- Must be able to see any aircraft you are required to follow
- ATC may assign or you may ask for it

81
Q

What is a Contact Approach?

A

An approach that allows an aircraft to proceed to the RWY with limited visibility
- Can be requested ONLY by the pilot
- Airport must have an IAP
- Airport visibility must be at least 1 SM & CC throughout the approach
- Allows pilots to retain an IFR clearance

82
Q

When are radar services terminated during a visual approach?

A

When ATC hands you off to tower.

83
Q

Why cant we perform NDB approaches under IFR in the DA 40 NG?

A

Because we dont have an ADF receiver, we can only practice NDB approaches under VFR conditions using our GPS.

84
Q

What is the acronym we use when preparing for an approach?

A

ABBBC

A - ATIS
B - Build
B - Bug
B- Brief
C - Checklist

85
Q

What acronym do we use to remember the ATC approach clearance information?

A

PTAC

P - Position
T - Turn
A - Altitude
C - Clearance

**Everything but your Position must be read back to ATC.

86
Q

When should we activate and arm the approach in the G1000?

A

When cleared for it by ATC.

87
Q

What is an LDA approach?

A

Localizer-Type Directional aid - Non-precision approach!
- Essentially a localizer that is offset from the RWY. Will have a letter in the title if offset by more than 30 degrees
- May be used in lieu of a VOR approach as they can be more accurate
- Usually in place where, due to obstacles or terrain, a straight in approach is not feasible
- May also be associated with a glide slope if GS is in the title, still a non-precision approach

88
Q

List the Precision approaches and Approaches with Vertical Guidance (APV)

A
  1. ILS - Precision Approach
  2. LPV - APV approach
  3. LNAV/VNAV
  4. PAR
89
Q

What is a SDF approach?

A

Simplified Directional Facility - Non-precision
- Similar to an LDA approach but less accurate
- Final approach course is 6-12 degrees wide
- May not be aligned with the RWY
- No GS information
- Rarer than an LDA approach

90
Q

What does a TAA allow you to do?

A

It allows you to descend to the TAA sector altitude you fall under prior to reaching a published portion on the IAP
- BUT ONLY AFTER YOU HAVE BEEN CLEARED FOR THE APPROACH

91
Q

When may you descend down to the lower TAA altitude listed on an RNAV approach?

A

ONLY after you have been cleared for the approach and ATC hasn’t assigned you any other altitudes.
*Ask ATC for the lower altitude if you are confused about when you can descend to it.

92
Q

How can you tell the difference between a fly-over waypoint and a fly-by way point on a chart?

A

Fly-by way points will be surrounded by a black circle

93
Q

What’s important to remember regarding MDA when utilizing a VDP?

A

You should reach MDA prior to passing the VDP, or go missed.
- Otherwise you may not be able to maintain an normal descent and normal landing as required by FAR 91.175
- Its best to go around if you pass the VDP prior to going visual
- You should calculate your FPM descent rate in order to ensure you reach the MDA at the VDP

**While complying with a VDP isn’t regulatory, it may be hard to explain to a DPE why you continued to try and land passed the VDP prior to reaching MDA and breaking out of the clouds when the whole point of a VDP is that its the last point at which you could make a normal visual landing per 91.175.
** This may not be applicable when landing at airports with long RWYs as your potential landing RWY is much greater.
**VDP is a subjective reference point. It MAY still be safe to land if you reach MDA after

94
Q

What should you do in order to ensure you will reach MDA prior to hitting the VDP?

A

Calculate your FPM descent required: especially when the VDP is very close to the FAF

EXAMPL: MDA 437ft AGL, RWY is 2.6 DME from FAF, GS is 85kts

437ft/300 = 1.5
FAF 2.6 DME - 1.5 = 1.1
85(GS)/60 = 1.4
1.4x437 = 620 FPM descent rate (round up to 650FPM)

95
Q

When flying an LNAV approach, you notice ‘LNAV+V’ or ‘LP+V’ pops up on your HSI. What does this mean?

A

The WAAS (TSO 145/156) equipped G1000 has added a vertical navigation function to the LNAV approach
- This Glidepath is ADVISORY ONLY, since this is not an approved APV.

96
Q

At LIFT, what approaches are we to use our non-precision callouts vs our precision callotus?

A

Precision Callouts
- ILS
- LPV
- LNAV/VNAV

Non- Precision Callouts
- VOR
- LOC
- BCj
- Circle to land
- LNAV
- LP
- LDA

97
Q

At LIFT, what is different about the Callouts we make when at the FAF on a Precision vs Non-Precision approach?

A

Precision = Bug Missed approach altitude. Call out “missed approach altitude set”

Non-Precision = Bug MDA or step down altitude

98
Q

At LIFT, when do we callout “missed approach altitude set” on a Precision vs Non-precision approach?

A

Precision = At FAF

Non-Precision = When going missed

99
Q

At LIFT, when do we callout “landing checklist complete” on a Precision vs a Non-Precision approach?

A

Precision = At 1/2 dot from GS intercept

Non-Precision = 1 NM from the FAF

100
Q

When can you ignore stepdown fixes on an approach?

A

When performing a Precision approach
- HOWEVER you still must NOT go below the step down altitude prior to crossing the associated fix.

**This could happen if you accidentally go below GS. Thats why its so important to remain at or above GS

101
Q

Which is less desirable on an approach, the GS diamond being too high or too low?

A

The GS diamond being too high is less desirable, this mean you are BELOW GS and may not have proper obstacle clearance

102
Q

Explain what happens when you LOAD an approach vs what happens when you activate it in the G1000

A
  1. Simply loading the approach will add it to the end of your flight plan
  2. Activating the approach with an IAF will make the IAF your active waypoint, Activating with Vectors will make the FAF your active waypoint

**if you are not ready to head towards the IAF or FAF, do not Activate the approach.

103
Q

When may you proceed to descend to a lower published altitude when entering the approach at an IAF requiring a HOLD IN LIEU?

A

Instrument Procedures Handbook

After completing your entry and ESTABLISHED (half scale deflection) on the inbound course

104
Q

What does ALSF stand for, and what does it look like?

A

Approach Lighting with Sequential Flashing
- Full approach lights with RED terminating side row or row bars.

105
Q

What does MALSR stand for and what does it look like?

A

Medium Intensity Approach Lighting System with RWY alignment Indicator lights

  • White lights with flashing lights leading to the RWY
106
Q

What does REIL stand for and what does it look like?

A

Runway End Identifier Lights

Bright flashing lights at the corners of the approach end of the RWY.

107
Q

What is RVR and how does it work?

A

Runway Visual Range

  • Scatter-Effect RVR systems utilize an infrared projector and receiver to estimate visibility
  • The lower the visibility gets, the more accurate the reported RVR visibility will be, down to 100ft increments
108
Q

What does it mean if you see a note on a Jepp IAP chart stating “34:1 is not clear”?

A

This means that the visual approach area may be penetrated by obstacles.

Check the chart for obstacles near final approach.

Instrument Certificate (DA 40NG) (23 decks)

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