Cross-Country Flight Planning

Question 1

Take me through this line on your XC nav log, show me how you calculated each number.

Answer 1

Ok

Question 2

How did you calculate your initial climb TAS?

Answer 2

Ok

Question 3

Define IAS, CAS, TAS, GS.

Answer 3

Ok

Question 4

Are the airway courses depicted on the low enroute chart magnetic or true?

Answer 4

Ok

Question 5

Where and how did you calculate our IFR fuel reserve?

Answer 5

Ok

Question 6

Approaching the INW VOR, ATC tells you, “Cessna 976SP, due to delays at KABQ you can expect to hold over the INW VOR for approximately two hours. Advise if able to accept.” Will you accept?

Answer 6

Calculate the expected fuel burn and determine whether, after holding for two hours, you would still have enough fuel to continue to KABQ then fly for 45min at normal cruise. The math is straightforward: multiply your cruise GPH by 2 and subtract this number from your original total fuel remaining. Make sure that this final number is more than 3⁄4 of the cruise GPH.

Question 7

How do you close your IFR flight plan at towered and non-towered airports?

Answer 7

Contact FSS on the ground or while airborne or call WX brief

Question 8

Is the phoenix one departure a SID or ODP? Why?

Answer 8

ODP. It says so in the title

Question 9

What are some of the differences between SIDs and ODPs?

Answer 9

SID:
Provide obstruction clearance and help reduce radio congestion and workload by simplifying ATC clearances.
Pilot Nav SID’s - navigate by charted routes, minimal radio instruction
Vector SID’s - navigation by radar vectors, routes not printed
Some SID’s depict non standard radio failure procedures
File NO SID’s in remarks if you don’t wan them
RNAV SID’s and all graphical RNAV ODP’s require RNAV1 performance

ODP:
ONLY provides obstruction clearance
May be flown without an ATC clearance unless a SID or other instructions are assigned.
Graphic ODP denote “obstacle in the chart title
All new RNAV ODPs are avail in graphic form
Found in front of NACO chart books arranged alphabetically by city
Jepp charts show ODP’s under airport diagram, large airports separate chart

Question 10

You take off on the PXR1.PXR but right after lift off tower starts giving you vectors. What
minimum climb gradient are you expected to maintain?

Answer 10

Look at the DVA under departure

procedures. In this case 250 ft/nm.

Question 11

How many ft/min does this translate to if we’re going to be climbing out at a ground speed of about 80kts?

Answer 11

Ft/nm requirement x nm/min

250/ (80/60) = 188ft/min

Question 12

Will we be able to maintain this ft/min climb to 3000?

Answer 12

Yes

Question 13

When you see “standard” written on an ODP, what does this mean?

Answer 13

It is referring to the standard visibility weather mins for 121/135. It does not mean 200 ft/nm climb gradient. Hence the reason some ODPs read, say, “Standard with minimum 250 ft/nm climb to 5000.” Clearly this does not mean, “200 ft/nm climb with minimum 250 ft/nm climb to 5000.” The way you can tell that the climb gradient is the standard 200 ft/nm is when it is not depicted at all.

Question 14

What are standard 121/135 weather mins? ​

Answer 14

1sm if the plane has 2 or fewer engines; 1⁄2 sm if the plane has more than 2 engines.

Question 15

Take me through your options for picking up an IFR clearance out of a non-towered airport

Answer 15

National clearance hotline, briefer/FSS, and most common, calling up the controlling agency in the plane while on the ground with the engines started.

Question 16

Let’s say you wanted to pick up your IFR clearance in the plane at KHII. Who do you call, what frequency would you use, what would you say?

Answer 16

LA Center on 134.65. ​“LA Center, Cessna 976SP is on the ground at KHII, we’d like to pick up our IFR clearance to KIWA.”

Question 17

Center gives you a clearance void time. Are you required to be off the ground by that time, or is the requirement that you’ve departed and contacted LA Center by that time?

Answer 17

Just off the ground.

Question 18

What kind of weather is required to fly the VCOA out of KHII?

Answer 18

1500 AGL ceiling - 3sm vis.

Question 19

Do you need to inform ATC or will they propose it?

Answer 19

Inform them.

Question 20

How would you fly VOCA out of KHII? As described in the T/O minimums, ODPs, DVAs section:

Answer 20

After departure, circle back over the airport and climb while circling to at or above 2300ft MSL, then proceed northwest and intercept EED VORTAC R-138 to EED VORTAC, continue climb in EED VORTAC holding pattern (East, right turns, 257° inbound) to cross EED VORTAC at or above 6100 before proceeding on course.

Question 21

Scenario: Center gives you the following clearance: ​“Cessna 976SP, cleared to KIWA via EED V12 DRK V105 PXR Direct SNOWL, climb maintain 11,000….”​ It’s night out, the ceiling is 1000ft OVC, 2sm vis. You’re departing RWY32

How are you going to navigate to EED?

Answer 21

Fly the ODP (posted below).

LAKE HAVASU CITY, AZ
LAKE HAVASU CITY (HII)
TAKEOFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
AMDT 2 12152 (FAA)
TAKEOFF MINIMUMS: R​ wy 14, ​std. w/min. climb of 465’ per NM to 4800, or 1500-3 for climb in visual
conditions.​Rwy 32, 6​ 00-13⁄4 w/min. climb of 492’ per NM to 1100, or 1500-3 for climb in visual conditions. DEPARTURE PROCEDURE: ​Rwy 14, ​climbing right turn heading 300° to intercept EED VORTAC R-155 to
EED VORTAC, continue climb in EED VORTAC holding pattern (East, right turns, 257° inbound) to cross
EED VORTAC at or above 6100 before proceeding on course or …
Rwy 32, ​climbing left turn heading 290° to intercept EED VORTAC R-155 to EED VORTAC, continue climb in
EED VORTAC holding pattern (East, right turns, 257° inbound) to cross EED VORTAC at or above 6100
before proceeding on course or. ..
Rwys 14, 32​, … For climb in visual conditions: cross Lake Havasu City airport northwest bound at or above
2300, then Intercept EED VORTAC R-138 to EED VORTAC, continue climb in EED VORTAC holding

pattern (East, right turns, 257° inbound) to cross EED VORTAC at or above 6100 before proceeding on
course. When executing VCOA, notify ATC prior to departure.
TAKEOFF OBSTACLE NOTES: R​ wy 14, ​pole 3327’ from DER, 46’ right of centerline, 107’ AGL/868’ MSL.
Poles 3468’ from DER, 195’ left of centerline, up to 107’ AGL/890’ MSL. Trees/bushes 976’ from DER, 380’ left of centerline, up to 46’ AGL/829’ MSL. Terrain 143’ from DER, 346’ left of centerline, up to 804’ MSL. Rwy 32,t​rees 1544’ from DER, 416’ right of centerline, up to 44’ AGL/793’ MSL.

Question 22

Let’s say you’re departing during the summer, the temperature is 35C and the altimeter is 29.82. You’re taking off into a slight headwind. Would you fly this ODP? Why or why not?

Answer 22

Convert 492 ft/nm to ft/min. Then calculate your expected ft/min climb rate using the performance charts and confirm that you will safely be able to achieve the required performanc

Question 23

Do you need a clearance to fly an ODP? What if you are assigned a heading and altitude after departure, are you required to fly
what you’ve been assigned or can you still take the initiative and fly the ODP?

Answer 23

NO

You
must fly what you’ve been assigned.

Question 24

What does DER mean on the ODP?

Answer 24

Departure end of Runway

Question 25

Departures require you to clear the DER by a minimum of how many feet AGL?

Answer 25

35

Question 26

On an IFR departure, to what minimum altitude must you climb before making your first turn?

Answer 26

400’

Question 27

After calling approach on the departure leg you are told, ​“Cessna 976SP, radar contact...” Is obstacle clearance their responsibility now?

Answer 27

No, not unless they give you a vector

Question 28

Students must be able to identify and explain all Low Enroute Chart symbology. The following symbology has been historically weak:

Answer 28

White vs brown-shaded areas; blue vs green vs brown airports; airport symbols with the tick marks extending out from them vs the circle inside the circle symbol; VOR-to-VOR DME (boxed DME) vs VOR-to-fix DME (DME with arrow) vs fix-to-fix DME (just the DME number); MOCAs vs MEAs vs OROCAs vs MRAs vs MCAs vs MTAs; interpret all the information in the Airport Data Block; T’s on either side of fixes that represent MEA change; class B vs C symbology; ARTCC box; RCOs; compulsory reporting points; negative H (HIWAS) symbol in the VOR box; symbols representing different types of VORs; SFRA/Grand Canyon boundary; ILS feather; MTRs; (T) vs (L) in VOR box; NDBs.

Question 29

The low enroute chart shows airspace up to but not including what altitude?

Answer 29

​18,000 MSL.

Question 30

What is the purpose of an M.O.A.?

Answer 30

To separate military and IFR traffic.

Question 31

Let’s say you’ve departed ABQ and you’re on V12 established at 9000 approaching CARTY. You’re on with Albuquerque Center. What are you going to do?

Answer 31

REQUEST a higher altitude, 10,000 min, due to the MCA.

Question 32

A lot of students respond to the previous questions with, “Climb to 10,000 due to the MEA,” at which point ask, “Are you going to ask for approval from ATC before initiating that climb, or just take the initiative and start climbing?” ​

Answer 32

Need to request the climb!

Question 33

If ATC assigns altitudes that keep you above MCAs, why are MCAs even depicted? I.e. what are some situations where you would need to know them? ​

Answer 33

​Lost coms, situational awareness, or if ATC makes a mistake and forgets to give you a climb.

Question 34

Let’s say you’ve lost coms and there’s no MCA at the next fix. You cross the fix at 8,000ft and start your climb to the MEA for the next route segment, 10,000ft. What climb gradient must be maintained in order to guarantee obstacle clearance? ​

Answer 34

​120ft/nm. (The rule is 150ft/nm < 5000msl. 120ft/nm from 5000 - 10,000. 100ft/nm > 10,000.)

Question 35

When you cross INW enroute to KABQ are you required to make a position report?

Answer 35

No, only if out of radar contact.

Question 36

What does “out of radar contact” mean?

Answer 36

You’re not showing up on ATC’s radar.

Question 37

How would you know that you’ve lost radar contact?

Answer 37

ATC will inform you: ​“Cessna | 976SP, radar contact lost.”

Question 38

ATC tells you that radar contact has been lost. You’re crossing INW and now turning eastbound onto V12 enroute to KABQ. Simulate a position report to Albuquerque Center.

Answer 38

Fill in blank

Question 39

Do any of the IFR altitudes guarantee you communication coverage?

Answer 39

NO

Question 40

You’re on V190 westbound toward PXR at 5,300 and you’ve just crossed ZERLO. Are you guaranteed nav coverage on this segment between ZERLO and LAKEY

Answer 40

Not for the first 2 | miles of the segment; yes for the next 5 miles (because you’d be within 22 nm of the VOR).

Question 41

Give me some examples of when you would use the OROCA (ask the same question with MSA’s). ​

Answer 41

​Emergencies that occur off-airway. E.g. hypoxia, icing, lost coms in IMC.

Question 42

Clearance: ​“Cessna 976SP, ABQ Center, proceed direct CHISUM. Maintain FL280 to CHISUM. You are cleared for the LZZRD THREE arrival, CHISUM transition.” Provided we have supplemental oxygen, if we received a clearance for this arrival, could we accept it?

Answer 42

No, turbojet only.

Question 43

Clearance: ​“Cessna 976SP, ABQ Center, proceed direct CHISUM. Maintain FL280 to CHISUM. You are cleared for the LZZRD THREE arrival, CHISUM transition.” For the sake of this scenario we’ll say you’re flying a turbojet. With the above clearance, to what altitude will you either maintain or descend after crossing CHISUM? How about after crossing LOKKE?

Answer 43

FL 280 FL 280

Question 44

Different clearance, ​“Cessna 976SP, ABQ Center, proceed direct CHISUM. Maintain FL280 until crossing CHISUM. Descend via the LZZRD THREE arrival, CHISUM transition.” How does this change how you will fly the arrival?

Answer 44

​Now you can laterally AND vertically track the arrival.

Question 45

“Cessna 976SP, ABQ Center, proceed direct CHISUM. Maintain FL280 until crossing CHISUM. Descend via the LZZRD THREE arrival, CHISUM transition.” To what altitude(s) will you descend after crossing CHISUM and LOKKE now?

Answer 45

Only restriction is that you must cross JETOS between FL300 and FL260. So when crossing CHISUM and LOKKE you must still be between those altitudes.

Question 46

What does “RADAR required” on arrival, departure, and approach plates mean?

Answer 46

“Radar Required” appears in the plan view of an instrument approach chart when there's no way to navigate from the en route structure (a.k.a. airways) to any initial approach fix (IAF) without the help of a kindly controller. The most common reason for this is that the approach has no IAF

Question 47

Are the waypoints on this arrival fly-by or fly-over?

Answer 47

Flyby

Question 48

How can you differentiate between MEAs and Minimum/Maximum/Mandatory Attitudes on an arrival plate?

Answer 48

The min/max/mandatory altitudes have bars either below, above, or above and below them.

Question 49

What does STAR stand for?

Answer 49

Standard Terminal Arrival (STAR) Procedures

Question 50

When you hear, “cleared for the _____ arrival, _____ transition,” what does the “_____ transition” part mean? ​

Answer 50

This is a connecting point. It is where you transition onto an arrival from your prior route; or on a DP, it’s where you transition off of the departure and onto the next part of your route.

Question 51

Some arrivals, like the BRUSR ONE, have segments composed of dots representing the flight track. What does this signify?

Answer 51

Lost coms flight track.

Question 52

Identify and explain all instrument approach plate symbolog

Answer 52

OK

Question 53

After being cleared for a visual approach, do you have to maintain your last assigned alt or can you initiate your descent into the airport?

Answer 53

You can descend.

Question 54

There are some clouds between you and the airport. Once cleared for the visual approach do you have to circumvent them or can you fly through them?

Answer 54

You have to maintain clear of clouds.

Question 55

Do you have to maintain the basic VFR cloud clearances on a visual approach?

Answer 55

No, just | clear of clouds.

Question 56

What are the requirements to receive a visual approach clearance?

Answer 56

Weather-wise: 1000ft ceiling and 3sm vis reported at the destination airport. The pilot must have the destination airport or the preceding aircraft in sight

Question 57

What is a contact approach? When would you use it? How do you get cleared for one? Weather requirements?

Answer 57

It’s a visual approach which keeps traffic flowing quickly. There's no need to join a published approach course. All you need is the airport, or the preceding aircraft, in sight. That's why you hear IFR aircraft calling "airport in sight" so often. They're looking for a visual approach clearance. You can expect ATC to clear you for a visual approach For ATC to clear an aircraft for a visual approach, the reported ceilings at the airport need to be at or above 1000', and visibility needs to be at or above 3 statute miles. If the airport doesn't have reported weather, ATC can still clear you for a visual approach if they have reasonable assurance the weather meets the 1000 and 3 minimums. In this case, they'll use pilot reports and weather observations in the area

Question 58

Tower clears you for an RNP approach, can you accept?

Answer 58

In the United States, operators who seek to take advantage of [RNP AR] approach procedures must meet the special RNP requirements outlined in FAA [AC 90-101A], Approval Guidance for RNP Procedures with Authorization Required (AR).

Question 59

What are the segments of an instrument approach? Explain what each is for.

Answer 59

initial: The initial approach segment begins at an initial approach fix (IAF) and usually ends where it joins the intermediate approach segment. Purpose: To provide a method for aligning your aircraft with the approach course by using an arc procedure, a course reversal, or by following a route that intersects the final approach course. intermediate: This segment begins at the intermediate fix (IF) which is usually aligned within 30° of the final approach course. If no fix is shown for this segment then it begins at a point where you are proceeding inbound to the final approach fix and are properly aligned with the final approach course. Purpose: This is designed primarily to position your aircraft for the final descent to the airport. final: For a nonprecision approach, the final approach segment begins either at a designated final approach fix (FAF) or at a point where you are established on the final approach course. When an FAF is not designate (on-airport VOR or NDB) this point is typically where the procedure turn intersects the final approach course inbound and is referred to as the final approach point (FAP). For a precision approach the final approach segment begins where the glide slope is intercepted at the minimum glide slope intercept altitude. Purpose: Allows you to navigate safely to a point at which, if the required visual references are available, you can continue the approach to a landing. If you cannot see the required cues at the missed approach point, you must execute the missed approach procedure. missed approach: The missed approach segment begins at the missed approach point (MAP) and ends at a designated point, such as an initial approach or enroute fix. The MAP depends on the type of approach you are flying. If it’s a precision approach then the MAP occurs when you reach a designated altitude on the glide slope called the decision height (DH). For a nonprecision approach it’s when you hit either a fix defined by a navaid or after a specified period of time has elapsed since crossing the FAF. Purpose: To allow you to safely navigate from the missed approach point to a point where you can attempt another approach or continue to another airport.

Question 60

ILS or LOC RWY 22 KELP “Cessna 976SP, proceed direct EWM, maintain 8000 ‘til crossing EWM, you are cleared for the ILS22 into KELP.” U​ se the approach plate to finger fly and explain every step of how you would fly this approach. (Tip: don’t skip the procedure turn. Being aligned straight-in is different from receiving a “cleared straight in” approach clearance. The former does not, by itself, allow you to bypass the PT.) Given your clearance, what altitude will you fly until reaching the EWM VOR?

Answer 60

8000

Question 61

ILS or LOC RWY 22 KELP What if instead of the previous clearance, you were instructed, ​“Cessna 976SP, proceed direct EWM, you are cleared for the ILS22 approach into KELP.”​ Now what altitude would you maintain or descent to while enroute to EWM?

Answer 61

8000. You’re cleared, but not established, on a segment of the approach.​ ​So maintain last assigned altitude.

Question 62

ILS22 KELP: What are you going to do after crossing EWM in terms of course and altitude?

Answer 62

Track outbound on EWM 191 radial and descend to 7300.

Question 63

ILS RWY 22 KELP. What tells you that this radial is a feeder segment of the approach and not just a cross radial?

Answer 63

​It’s depicted as slightly more bold than the cross radials.

Question 64

ILS RW 22 KELP When can you descend below 7300 and to what altitude will you descend?

Answer 64

After crossing VALTR, once established outbound in the PT, descend to 7100.

Question 65

How will you know you’ve reached VALTR ILS RWY 22 KELP?

Answer 65

The localizer will center up in the other Nav.

Question 66

What are some other ways to identify VALTER ILS RWY 22 KELP? ​

Answer 66

Outer marker or DME (from the LOC).

Question 67

What is an LOM? ILS LOC RWY 22 KELP

Answer 67

Stands for Locator Outer Marker. It’s an Outer Marker coupled with an NDB.

Question 68

So you’ve crossed VALTR, what’s next RWY 22 ILS KELP?

Answer 68

Turn outbound on 042 localizer course. Descend | to 7100.

Question 69

For how long will you fly outbound - ILS LOC RWY 22 KELP

Answer 69

2 minutes works well. Not mandatory.

Question 70

What is your distance limitation on the PT outbound? - ILS LOC RWY 22 KELP

Answer 70

​10 nm from VALTR.

Question 71

How will you reverse course in order to re-establish yourself inbound?​ - ILS LOC RWY 22 KELP

Answer 71

Fly 357 outbound for one minute, then make a right 180 degree turn to re-establish yourself inbound.

Question 72

Are you required to fly 357? ​- ILS LOC RWY 22 KELP

Answer 72

No the heading is recommended. The barb simply points to | the protected side.

Question 73

For how long will you fly your 357 course reversal heading? - ILS LOC RWY 22 KELP

Answer 73

Recommended one minute.

Question 74

After that will you make a left or right turn to re-intercept the localizer- ILS LOC RWY 22 KELP

Answer 74

Recommended to the right, that way you won’t re-intercept too close to AGUAS (or the FAF on other approaches).

Question 75

When can you descend below 7100? ​- ILS LOC RWY 22 KELP

Answer 75

Once re-established inbound.

Question 76

To what altitude? - ILS LOC RWY 22 KELP

Answer 76

5900

Question 77

How can you tell you’re established? - ILS LOC RWY 22 KELP

Answer 77

Course alive.

Question 78

When can you descend below 5900? - ILS LOC RWY 22 KELP

Answer 78

Once you’ve crossed AGUAS

Question 79

How will you know that you’ve crossed AGUAS? - ILS LOC RWY 22 KELP

Answer 79

DME (from the Localizer).

Question 80

What are some other ways to identify this fix? - ILS LOC RWY 22 KELP

Answer 80

​Cross radial from EWM, radar ID, GPS.

Question 81

To what altitude will you descend after crossing AGUAS? - ILS LOC RWY 22 KELP

Answer 81

​5100.

Question 82

What is your FAF on this approach? - ILS LOC RWY 22 KELP

Answer 82

Glideslope intercept.

Question 83

What is the glideslope descent angle on this approach? - ILS LOC RWY 22 KELP

Answer 83

3 degrees

Question 84

What descent rate will you use once established, and how did you calculate it? ​- ILS LOC RWY 22 KELP

Answer 84

Either use a rule of thumb calculation (e.g. ground speed divided by 2, tack on a 0 at the end, then add 50. So 80kts/2 = 40. Tack on a 0, so 400. Then add 50, so 450fpm), or just use the chart in the digital terminal procedures supplemental for the exact number. Students should either know this number beforehand or be able to quickly calculate it.

Question 85

After intercepting glideslope, to what altitude can you descend now? Wha is this altitude called? - ILS LOC RWY 22 KELP

Answer 85

4149 Decision Altitude DA

Question 86

Is this the altitude at which you make your decision to go missed and thus dip slightly below it during the time that you are adding power and initiating a climb pitch? Or will you start going missed just before your DA so that the plane never descends one inch below the DA? - ILS LOC RWY 22 KELP

Answer 86

​This is the DECISION altitude. It is expected that you will dip slightly below the DA during the time it takes to initiate the go around.

Question 87

Upon reaching your DA you have a taxiway and the control tower in sight, can you continue your descent and land? - ILS LOC RWY 22 KELP

Answer 87

No, these are not listed under 91.175.

Question 88

What is required under 91.175 in order to continue your descent beyond DA/MDA? - ILS LOC RWY 22 KELP

Answer 88

(1) The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and for operations conducted under part 121 or part 135 unless that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing; (2) The flight visibility is not less than the visibility prescribed in the standard instrument approach being used; and (3) Except for a Category II or Category III approach where any necessary visual reference requirements are specified by the Administrator, at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot: (i) The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable. (ii) The threshold. (iii) The threshold markings. (iv) The threshold lights. (v) The runway end identifier lights. (vi) The visual glideslope indicator. (vii) The touchdown zone or touchdown zone markings. (viii) The touchdown zone lights. (ix) The runway or runway markings. (x) The runway lights.

Question 89

What type of visibility is required here 91.175? Flight visibility or the reported ground visibility on the ATIS? ​ILS LOC RWY 22 KELPS

Answer 89

Flight

Question 90

How many SM visibility is 2400 RVR? ILS LOC RWY 22 KELP

Answer 90

1/2

Question 91

What if we were flying a plane with autopilot, how many RVR would be required now ILS 22 KELP?

Answer 91

1800, per the notes on the plate.

Question 92

If the required visibility were 1800 RVR how many SM flight visibility would be required? ILS LOC RWY 22 KELP

Answer 92

1⁄2 still, per the chart in the digital terminal procedures supplemental.

Question 93

Let’s say you’re in pretty heavy IMC, which lights would you expect to see first? - ILS LOC RWY 22 KELP

Answer 93

​MALSR.

Question 94

Is the MALSR pilot controlled? ILS LOC RWY 22 KELP

Answer 94

No, the symbol isn’t shaded in.

Question 95

What’s if it’s inop, by how much does the visibility requirement increase? ILS LOC RWY 22 KELP

Answer 95

1⁄4 sm, per the | table in the Digital Terminal Procedures Supplemental.

Question 96

So you get the MALSR in sight, what exact altitude can you descend to now? ILS LOC RWY 22 KELP

Answer 96

100ft above TDZE, so 4049.

Question 97

What do you need before you can descend below that altitude? ILS LOC RWY 22 KELP

Answer 97

Anything else listed in 91.175.

Question 98

Let’s rewind . . . let’s say that as you’re approaching glideslope intercept you notice that your glideslope never comes alive, what are you going to do? ILS LOC RWY 22 KELP

Answer 98

Report the failed nav equip per 91.187 and switch to the Localizer approach, use localizer minimums

Question 99

Do you now have to get an additional clearance for the localizer approach or when you were cleared for the ILS does that suffice?

Answer 99

That suffices, you were cleared for the entire plate when you were cleared for the ILS.

Question 100

What is your FAF on the LOC22 KELP? ​

Answer 100

VALTR

Question 101

To what altitude will you descend after crossing VALTR? ILS LOC RWY 22 KELP

Answer 101

4300 if on a straight in approach​

Question 102

What do we call that altitude? ILS LOC RWY 22 KELP

Answer 102

MDA, Minimum Descent Altitude.

Question 103

When you get to that altitude will you hold it or go missed as soon as you reach it? ILS LOC RWY 22 KELP

Answer 103

​Hold it | until the MAP.

Question 104

What is your missed approach point (MAP) on the Localizer approach? ILS LOC RWY 22 KELP

Answer 104

​2.2 DME from the | localizer.

Question 105

Is DME required for this approach? ILS LOC RWY 22 KELP

Answer 105

NO

Question 106

So how would you know when to go missed if you don’t have DME ILS LOC RWY 22 KELP

Answer 106

Time. Or ask ATC.

Question 107

Are the MAP speeds depicted in ground speed or KIAS? ILS LOC RWY 22 KELP

Answer 107

Ground speed.

Question 108

What is your VDP on this approach? ILS LOC RWY 22 KELP

Answer 108

351/300 = Approximately 1.2 nm from the approach | end of runway 22, so I-ELP 3.4​

Question 109

If you don’t have 91.175 requirements by the VDP are you going to go missed right there, or would you hold the MDA until your MAP? ​ILS LOC RWY 22 KELP

Answer 109

Hold until your MAP.

Question 110

Simulate a missed approach call.

Answer 110

​“El Paso Tower, Cessna 976SP is going missed, request...”​ Here you generally have three options: You can request 1) to fly the published missed, 2) vectors for a different approach into the same airport, or 3) to proceed to an alternate airport.

Question 111

What is the standard climb gradient on a missed approach that guarantees obstacle clearance?

Answer 111

200’/NM

Question 112

What is your decision height

Answer 112

200ft AGL.

Question 113

How is DH different from decision altitude?

Answer 113

DA is MSL, DH is AGL.

Question 114

You said that the REILs qualify as part of the runway environment, what are REILs, what do they look like?

Answer 114

Flashing white lights on the sides of the approach end of the runway.

Question 115

What is the definition of Touchdown Zone Elevation?

Answer 115

The highest elevation in the first | 3000ft of the landing zone

Question 116

Why is it helpful to know your DH (as opposed to the DA) when you’re on an approach in IMC?

Answer 116

DH is AGL and therefore matches up with how cloud ceilings are reported.

Question 117

Pretend that during your set-up for the approach you listen to the ATIS and hear that the ceiling and visibility are below mins for the approach, can you still legally shoot the approach? ​

Answer 117

Yes, although depending on just how low the IMC is, continuing with the approach might be poor ADM.

Question 118

You’re on the Localizer 22 approach KELP, tower tells you to circle Southeast of the field for runway 8. While circling to land you drop the right wing to turn and briefly lose sight of the runway when the wing blocks your view. Do you have to go missed?

Answer 118

No, per 91.175(e).

Question 119

How many feet obstacle clearance are you guaranteed while circling right at mins? ​

Answer 119

300

Question 120

Now let’s say you’re halfway through your right circle-to-land downwind and you lose sight of the runway due to IMC. How exactly are you going to go missed here, seeing as you’re past the MAP?

Answer 120

Make an immediate climbing right turn over the runway and join the missed approach course

Question 121

For additional practice: ​“Cessna 976SP, cleared direct TFD, maintain 6000 until crossing TFD, you are cleared for the ILS30C into KIWA.” ​Finger fly and explain every step of how you would fly this approach: Are the DME fixes based on DME from the localizer or the VOR?

Answer 121

VOR

Question 122

ILS LOC RWY 30 KIWA On the localizer approach, to what altitude would you descend after crossing SNOWL?

Answer 122

1940

Question 123

ILS LOC RWY 30C IWA What if you never switched over to KIWA’s altimeter setting and were still using Sky Harbor’s?

Answer 123

2020 per the *

Question 124

ILS LOC RWY 30C IWA When, if at all, can you descend further?

Answer 124

​ If you have DME, then you can identify ORIYE so you can descend after crossing ORIYE; if you don’t have DME then you hold 1940 until the MAP: .6 DME from IWA.

Question 125

ILS LOC RWY 30C IWA You have DME and KIWA’s altimeter setting, to what altitude would you descend after crossing ORIYE?

Answer 125

1800

Question 126

ILS LOC RWY 30C KIWA What if you have DME but you don’t have KIWA’s altimeter setting, what is your MDA now

Answer 126

1880, per the notes.

Question 127

ILS LOC RWY 30 KLGB What does the black square symbol with the white letter “C” inside it next to the circling mins indicate? ​

Answer 127

Expanded circling mins.

Question 128

ILS LOC RWY 30 KLGB How can you tell that runway 30 has a displaced threshold? ​

Answer 128

The connected-ovals symbol crossing the runway threshold in the airport sketch​.

Question 129

ILS LOC RWY 30 KLGB If you’re landing on this airport at night, which lights represent the beginning of where you’re permitted to touch down?

Answer 129

Green line of lights called runway end/threshold lights.

Question 130

VOR B KPGA The approach above is unique in that it is an on-field VOR approach and therefore does not have a depicted FAF/maltese cross. Because of this, some additional questions should include What is your FAF on this approach?

Answer 130

The equivalent would be, re-established inbound on the approach.

Question 131

VOR B KPGA - When will you configure?

Answer 131

Generally, re-established inbound.

Question 132

VOR B KPGA Why are only circling mins depicted for this approach?

Answer 132

Either because the approach course is not aligned within 30 degrees of the runway, or because more than a 400 ft/nm descent is required on the final approach course. In this case, the latter. Put differently, circling is likely.

Question 133

VOR B KPGA Why is there no runway specified in the title of this approach?

Answer 133

Same as the answer to the previous question: either it’s not a straight in approach or the descent gradient exceeds 400 ft/nm.

Question 134

Do you have to circle to land on this approach (because only circling mins are published) or could you land straight in if you can descend in time to make a normal descent? ​

Answer 134

Straight in is approved.