NAV - Training Guide Flashcards

Question

14. In the NAS, when may a pilot fly in | excess of 250 KIAS below 10,000 ft?

Answer 1

- Within restricted areas or Military Operating Areas (MOAs). - Within DoD/FAA mutually developed instrument routes or DoD developed visual routes. - Within unpublished joint MAJCOM- and FAA-designated areas or routes (to accomplish the national defense mission). - During large-scale exercises or short-term special missions with appropriate coordination to ensure awareness of the nonparticipating flying public. - When the aircraft T.O. requires a higher airspeed. If the airspeed is listed as a range, fly the slowest practical speed in that range. AFI 11-202 Vol 3, 6.3.2.3

Answer 2

200 KIAS | AFI 11-202 Vol 3, 6.3.2.2

Answer 3

Do not turn after a takeoff, touch and go or low approach until at least 400 ft. above the Departure End of the Runway (DER) elevation, at a safe airspeed, and past the end of the runway (if visible) unless specifically cleared by the controlling agency or required by a published procedure, or when executing a closed pattern. AFI 11-202 Vol 3, 7.14

Answer 4

Illuminate position lights between official sunset and sunrise -When an engine is starting or running. Aircraft that do not have power available before start shall turn them on as soon as power is available -While being towed, or when parked in an area likely to create a hazard, unless clearly illuminated by an outside source. AFI 11-202 Vol 3, 3.15.1

Answer 5

Crew rest is compulsory for aircrew members prior to performing any duties involving aircraft operations and is a minimum of 12 non-duty hours before the Flight Duty Period (FDP) begins. -Crew rest is free time, and includes time for meals, transportation, and rest. This time must include an opportunity for at least 8 hours of uninterrupted sleep. Crew rest period cannot begin until after the completion of official duties. AFI 11-202 Vol 3, 2.1

Answer 6

FDP begins when an aircrew member reports for a mission, briefing, or other official duty and ends when engines are shutdown after the final flight of the completed mission. FDP for UAS aircrew member ends at final engine shut down, final in-flight handover briefing, or final crew swap, whichever occurs last. AFI 11-202 Vol 3, 2.2.1 -Students in a formal course of training must complete all training events in the first 12 hours of the FDP. AFI 11-202 Vol 3 AETC SUP 2.2.4

Answer 7

- 24 hours of compressed gas diving including SCUBA, surface supplied diving, hyperbaric (compression) chamber exposure or aircraft pressurization checks (to below sea level) that exceed 10 minutes duration . - 12 hours after completion of a hypobaric chamber flight above 25,000 ft. MSL. - 72 hours after donating blood, plasma or bone marrow - 12 hours of consuming alcohol or other intoxicating substance, or while impaired by its after effects AFI 11-202 Vol 3, 2.7.1

Answer 8

Pilots will declare minimum/emergency fuel to the appropriate controlling agency when the aircraft may land at the intended destination with less than the MDS specific minimum or emergency fuel reserves. (T-1 500lbs / 300 lbs) AFI 11-202 Vol 3, 3.13.2

Answer 9

The time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the Air Almanac. AFI 11-202V3 Attachment 1 (Glossary) (67)

Answer 10

Pilots are never relieved of the responsibility for terrain and obstacle avoidance. The radio call “Radar Contact” only means the aircraft has been identified on radar. Responsibility is shared between pilot and controller only after navigational guidance is issued. AFI 11-202 Vol 3, 3.29

Answer 11

IFR Supplement: back cover for ICAO, inside back cover for FAA IFR Supplement

Answer 12

- Locally approved mission execution forecasts. - Local military weather unit. - Servicing Air Force operational weather squadron (OWS). - Another military weather unit (Air Force CWT or OWS, Navy, or Marine unit). - FAA weather forecast or flight weather briefing agency (or equivalent overseas). - The nearest flight service station (FSS). AFI 11-202 Vol 3, 4.12.1

Answer 13

- Suitable RNAV systems may be used as a substitute or alternate means of navigation on conventional routes and procedures. - Determine position relative to or distance from VOR, TACAN, NDB, compass locator, or DME fix. - Determine position relative to or distance from a named fix defined by the intersection of a radial/bearing/course of a VOR/LOC/TACAN/NDB/compass locator. - Navigate to/from a VOR/TACAN/NDB/compass locator - Fly and arc based on DME. Requirements: -Retrieve all NAVAIDs, fixes, and procedures from a current navigation database. -TIM and display appropriate ground-based NAVAIDs whenever practicable. -Notify ATC when substituting for an out-of-service NAVAID. AFI 11-202 Vol 3, 6.8.4

Answer 14

Never. Ensure a flight plan is filed IAW MAJCOM guidance for any flight. AFI 11-202 Vol 3, 4.17.1

Answer 15

Route: Assigned, Vectored, Expected, Filed; Altitude: Assigned, Minimum, Expected FIH, Section A.4.a.(1)

Answer 16

Cleared for Takeoff. | FIH, Section A. 4.c.3 (Pg A-11)

Answer 17

FL 185 | FIH, Section B.1.d. (2)

Answer 18

RCR 12-17 | FIH Section B.5.

Answer 19

Key microphone on CTAF frequency 7 times in 5 seconds. | FIH Section B.7.

Answer 20

25th OWS, Davis-Monothan, AZ | FIH Section C.2

Answer 21

Weather Radar, continuous PMSV | FIH Section C.4. pg C-19

Answer 22

Frequency found on enroute chart; Use the ARTCC facility ID, your aircraft ID, nearest VOR, FIH Section C.10.b

Answer 23

-Moderate icing/turbulence -sustained winds of 30 knots or more at surface -widespread area of ceilings <1,000 ft and/or vis <3 mi -extreme mountain obscurement FIH Section C.11.h

Answer 24

¾ sm | FIH Section C. 15

Answer 25

6 – Icing 4 - Moderate icing (mixed) 0305 - from 3,000 ft to 8,000 ft. (3,000 + 5,000) FIH Section C. 15

Answer 26

29.97 | FIH Section D.1

Answer 27

20342 feet | FIH Section D.1

Answer 28

Add 40 feet to the MDA | FIH Section D.4.

Answer 29

``` FIH section F. FSL - Full Stop Landing AD - Aerodrome ABn - Aerodrome Beacon LLSWAS - Low-Level Wind Shear Alert System PLA – Practice Low Approach WIP - Work in Progress ```

Answer 30

Fly USAF fixed-wing aircraft under IFR to the maximum extent practical. Pilots shall fly under IFR if: - Weather conditions do not permit VFR flight - Airspace rules require IFR flight (e.g. Class A airspace). - Operating in excess of 180 KTAS within (not simply crossing) federal airways. - Operating fixed-wing aircraft at night, unless the mission cannot be flown under IFR. AFI 11-202 Vol 3, 4.15.1

Answer 31

Prevailing weather for the ETA +1 hour at destination must be at or above the lowest compatible published landing minimums (TEMPO conditions may be below published mins). If there is no compatible published approach at the destination, pilots may proceed to a point served by a published approach or to an IFR point where forecast weather at ETA +1 hour allows the pilot to continue VFR to the destination. AFI 11-202 Vol 3, 4.15.2, 4.15.2.2

Answer 32

An alternate is required when the worst weather at destination, to include TEMPO conditions, ETA +1 hour is less than a ceiling of 2,000 ft and visibility of 3 SM. AFI 11-202 Vol 3, 4.15.3.1

Answer 33

AETC Waiver Vol 3/2000-2; No alternate required if: -Dep and Dest airports are same -IP is a crewmember -Wx reported and forecasted at or above 1,500 ft ceiling and 3 SM vis for planned mission’s duration or estimated time enroute plus two hours -Flights limited to local training areas -only applicable to AETC fixed wing training ops at: Vance AFB, OK and others.

Answer 34

-All compatible approaches require radar. -Required NAVAIDs will be unmonitored -Destination has no wx reporting capability -Airfield’s lowest compatible approach mins are greater than or equal to 1,500 ft ceiling and 3 SM vis -GPS is the only available NAVAID -(AETC) forecast winds exceed a/c limits +- 1 hour of ETA -(AETC) When denial of RVSM airspace would prevent a/c from reaching planned destination. AFI 11-202 Vol 3, 4.15.3.2 AFI 11-202 Vol 3 AETC Sup, 4.15.3.2.5, 4.15.3.2.6

Answer 35

Worst forecast wx for ETA +1 hour, to include TEMPO conditions (except those caused by T-storms, rain, or snow showers), will meet or exceed: -Ceiling of 1,000 ft or 500 ft. above the lowest compatible minimum, whichever is higher -Visibility of 2 SM or 1 SM above lowest compatible published minimum, whichever is higher. AFI 11-202 Vol 3, 4.15.3.4.1

Answer 36

- All compatible approaches require radar. - All compatible approaches require an unmonitored NAVAID. - Airfield does not have a weather reporting service. -“A NA” (Alternate Not Authorized) on all compatible approaches. - Any note disqualifying the airfield or all compatible approaches in the IFR Alternate Minimums section. - GPS is the only available NAVAID -(AETC) Access to RVSM airspace is required to reach the alternate for non-compliant aircraft. AFI 11-202 Vol 3, 4.15.3.5 AETC 11-202 Vol 3 AETC Sup, 4.15.3.5.8

Answer 37

Both the required ceiling and visibility minimums. | AFI 11-202 Vol 3, 7.1.2.2

Answer 38

- Below 0C: All altitudes inside the FAF or below 1000’ AGL. - Below -30C: All altitudes on IAP. - In mountainous terrain and below 0C: All altitudes on IAP - If altitude on IAP is >3000’ above altimeter setting source and below 0C: All altitudes on IAP AFI 11-202 Vol 3, Table 7.2

Answer 39

80 | AFI 11-202 Vol 3, 7.2

Answer 40

when starting the approach (AEO or OEI), ensure the aircraft can meet 200 ft/NM or the published missed approach climb gradient, whichever is higher, to an appropriate IFR altitude. AFI 11-202 Vol 3, 7.8.2.2

Answer 41

-As directed by the “INOP COMPONENTS” table in the TPP (front of approach book) -As stated on IAP, NOTAMS, ATIS or other airport info source -If no other guidance is provided, increase published visibility by 1/2 mile. A: AFI 11-202 Vol 3, 7.6.3

Answer 42

No. Pilots of USAF aircraft may passively participate in LAHSO (land or take-off when another aircraft has been given a LAHSO clearance). The PIC is the final authority whether to take-off, land or continue a touch-and-go when a merging aircraft has received a LAHSO clearance. AFI 11-202 Vol 3, 7.9.

Answer 43

Retractable gear aircraft will report gear down status to ATC or runway supervisory unit after extending the landing gear. This report shall be made during any approach to an airport prior to crossing the runway threshold. AFI 11-202 Vol 3, 7.7

Answer 44

At least 1,000 ft. above the highest obstacle within a 2,000-ft. radius of the aircraft. AFI 11-202 Vol 3, 6.2.3.3

Answer 45

Aircraft approach category is based on 1.3 times the stalling speed in the landing configuration at maximum certificated gross landing weight. • A - Speed less than 91 knots. • B - Speed 91 knots or more but less than 121 knots. • C - Speed 121 knots or more but less than 141 knots. • D - Speed 141 knots or more but less than 166 knots. • E - Speed 166 knots or more. AFMAN11-217V1 6.5.1.1

Answer 46

AIRCRAFT CLASSES (FAA-P/CG) - For the purposes of wake turbulence, separation minima, Air Traffic Control classifies aircraft as heavy, large and small as follows: (1) HEAVY - Aircraft capable of take-off weights of more than 300,000 pounds or more whether or not they are operating at this weight during a particular phase of flight. (2) LARGE - Aircraft of more than 41,000 pounds, maximum certificated take-off weight, up to but not including 300,000 pounds. (3) SMALL - Aircraft of 41,000 pounds or less, maximum certificated take-off weight. FLIP GP Terms 2-3

Answer 47

AIR DEFENSE IDENTIFICATION ZONE/ADIZ - The area of airspace over land or water, extending upward from the surface, within which the ready identification, the location, and the control of aircraft are required in the interest of national security. (1) DOMESTIC AIR DEFENSE IDENTIFICATION ZONE - An ADIZ within the United States along an international boundary of the United States. (2) COASTAL AIR DEFENSE IDENTIFICATION ZONE - An ADIZ over the coastal waters of the United States. (3) DISTANT EARLY WARNING IDENTIFICATION ZONE (DEWIZ) - An ADIZ over the coastal waters of the state of Alaska. ADIZ location and operating and flight plan requirements for civil aircraft operations are specified in Federal Air Regulations Part 99. ADIZ location, and operating and flight plan requirements for civil aircraft operations are specified in Federal Air Regulations Part 99. FLIP GP TERMS 2-3

Answer 48

The touchdown zone lighting system consists of two rows of high intensity light bars arranged on either side of the runway centerline. Each bar consists of three unidirectional white lights toward the approach area. The two rows of light bars are 3,000 feet long and extend from the threshold of the runway toward the rollout end of the runway. AFMAN 11-217V1, 13.4.2.1

Answer 49

The runway centerline lighting system is a straight line of lights located along the runway centerline. The system starts 75 feet (23m) from the threshold and extends down the runway to within 75 feet of the rollout end of the runway. The last 3,000 feet are color coded for landing rollout information. The last 3,000-foot to 1,000-foot section displays alternate red and white lights, while the last 1,000-foot section displays all red lights. AFMAN 11-217V1, 13.4.2.2

Answer 50

Runway threshold lights define the beginning of the operational runway surface for aircraft for landing. The lights emit red light toward the runway to indicate the runway end to a departing aircraft and may emit green outward from the runway end to indicate the threshold to landing aircraft. AFI 11-218 AETCSUP 3.9.3

Answer 51

BRAKING ACTION (GOOD, FAIR, POOR OR NIL) - A report of conditions on the airport movement area providing a pilot with a degrees/quality of braking that he might expect. Braking action is reported in terms of good, fair, poor or nil. (See Runway Condition Reading) BRAKING ACTION ADVISORIES - When tower controllers have received runway braking action reports which include the terms "poor" or "nil", or whenever weather conditions are conducive to deteriorating or rapidly changing runway braking conditions, the tower will include on the ATIS broadcast the statement, "Braking Action Advisories are in effect." During the time Braking Action Advisories are in effect, Air Traffic Control will issue the latest braking action report for the runway in use to each arriving and departing aircraft. Pilots should be prepared for deteriorating braking conditions and should request current runway condition information if not volunteered by controllers. Pilots should also be prepared to provide a descriptive runway condition report to controllers after landing. FLIP GP Terms 2-10

Answer 52

Circling: • General Procedures. Circling to land is a visual flight maneuver. When the instrument approach is completed, it is used to align the aircraft with the landing runway. The circling MDA and weather minima to beused are those for the runway to which the instrument approach is flown (this is not always the landing runway). • Instructions. If the controller has a requirement to specify the direction of the circling maneuver in relation to the airport or runway, the controller will issue instructions in the following manner: ―Circle (direction given as one of eight cardinal compass points) of the airport/runway for a right/left base/downwind to runway (number). For example, ―Circle west of the airport for a right base to runway one eight. AFMAN 11-217V1, 13.6.

Answer 53

ATC will not specifically clear you for a diverse departure. Do not mistake the words “cleared as filed” as clearance for a diverse departure. This is only the case if the required climb gradient is 200‘/NM or less and there is no ODP published for the departure runway. If there is an ODP for the departure runway, USAF pilots will fly the ODP before beginning the “cleared as filed” portion of the departure. If filed for a STAR in the flight plan, then an initial ATC clearance of “Cleared as filed” constitutes clearance for the STAR routing (not altitudes). AFMAN 11-217V1, 7.4.5.1 & AFMAN 11-217V1, 9.8.1.1.5

Answer 54

CLEARED FOR THE OPTION - Air Traffic Control authorization for an aircraft to make a touch-and-go, low approach, missed approach, stop-and-go, or full stop landing at the discretion of the pilot. It is normally used in training so that an instructor can evaluate a student's performance under changing situations. (See Option Approach) FLIP GP Terms 2-11

Answer 55

CLOSED TRAFFIC - Successive operations involving take-off and landing or low approaches where the aircraft does not exit the traffic pattern. FLIP GP Terms 2-12

Answer 56

More than one aircraft which, by prior arrangement between the pilots, operates as a single aircraft with regard to navigation and position reporting. Separation between aircraft within the formation is the responsibility of the flight leader and the pilots of the other aircraft in the flight. This includes transition periods when aircraft within the formation are maneuvering to attain separation from each other to effect individual control and during joinup and breakaway. Such a group is treated for ATC purposes as a single aircraft. AFI 11-202V3, Attachment 1 Glossary (66)

Answer 57

OVERHEAD APPROACH/360 OVERHEAD - A series of predetermined maneuvers prescribed for Visual Flight Rules arrival of military aircraft (often in formation) for entry into the Visual Flight Rules traffic pattern and to proceed to a landing. The pattern usually specifies the following: (1) The radio contact required of the pilot. (2) The speed to be maintained. (3) An initial approach 3 to 5 miles in length. (4) An elliptical pattern consisting of two 180 degree turns. (5) A break point at which the first 180 degree turn is started. (6) The direction of turns. (7) Altitude (at least 500 feet above the Conventional pattern). (8) A “Roll-out” on final approach not less than 1/4 mile from the landing threshold and not less than 300 feet above the ground. FLIP GP Terms 2-34

Answer 58

RUNWAY CONDITION READING/RCR - Numerical decelerometer readings relayed by air traffic controllers at USAF and certain civil bases for use by the pilot in determining runway braking action. These readings are routinely relayed only to USAF and Air National Guard aircraft. (See Braking Action) FLIP GP Terms 2-40

Answer 59

When told to “fly runway heading,” do not apply wind drift corrections. AFMAN 11-217V1, 7.4.4

Answer 60

Where a side-step procedure is published, aircraft may make an instrument approach to a runway or airport and then visually maneuver to land on an alternate runway specified in the procedure. Landing minimums to the adjacent runway will be higher than the minimums to the primary runway, but will normally be lower than the published circling minimums. Begin Side-step. Pilots are normally expected to commence the side-step maneuver as soon as possible after the runway or runway environment is in sight. Typically this occurs inside the FAF. Beginning the side-step maneuver prior to the FAF could cause a conflict with other traffic, especially when using parallel runways. Compliance with minimum altitudes associated with stepdown fixes is expected even after the side-step maneuver is initiated. AFMAN 11-217V1, 13.7.

Answer 61

When ATC requests a speed adjustment for spacing, pilots are expected to maintain that speed ± 10 knots or ±.02 mach. FLIP GP Terms 2-43

Answer 62

Touchdown zone elevation is the highest point in the first 3000 feet of the landing runway. AFMAN 11-217V1, 6.5.4.4.2

Answer 63

The maximum distance in the direction of takeoff or landing at which the runway, or the specified lights or markers delineating it, can be seen from a position above a specified point on its center line at a height corresponding to the average eye-level of pilots at touch down. This value is normally determined by instruments located alongside and about 14 ft. above the runway and calibrated with reference to the high-intensity runway lights. AFI 11-202V3 Attachment 1 Glossary (70)

Answer 64

Before a visual approach can be authorized, the airport must have a ceiling at or above 1,000 feet and visibility 3 miles or greater. It is an IFR procedure accomplished while on an IFR clearance. It allows you to proceed visually and clear of clouds to the airport. VFR cloud clearances are not applicable as you are still an IFR aircraft. Do not cancel your IFR clearance when cleared the visual. AFMAN 11-217V1, 12.4

Answer 65

In the absence of other MAJCOM guidance, USAF aircrews shall consider as mountainous those areas defined in 14 CFR §95.11 for CONUS, Alaska, Hawaii and Puerto Rico. In other areas, use 500 ft. surface elevation change over a ½ NM. AFI 11-202 Vol 3 Attachment 1 Glossary

Answer 66

- Published ODP; textual or graphic, including Reduced Takeoff Runway Length (RTRL) and Visual Climb Over the Airport (VCOA) procedures. - SID - Specific ATC Departure Instructions. - Diverse Departures (Omni-directional Departures-ICAO). - Special MAJCOM Certification (authorized locations, pilots and aircraft only). - Non-Standard Takeoff Minimums AFI 11-202 Vol 3, 5.5

Answer 67

Departures using non-standard takeoff minimums (ceiling and visibility) must ensure the aircraft is at or above the published ceiling by the end of the runway (OEI for multi-engine fixed-wing aircraft), then continue climbing at 200'/NM (or IAW 5.4.3.1.2.1.) to a minimum IFR altitude (T-1). AFI 11-202 Vol 3, 5.5.2.5

Answer 68

Unless published, pilots will consider VCOA visibility requirement as the “remain within” distance and do not exceed this radius from the center of the airfield while climbing to the specified altitude. AFI 11-202 Vol 3, 5.5.2.2.1

Answer 69

Pilots without NVDs will not fly a VCOA at night, unless specifically authorized by the MAJCOM. (AETC) Aircrews will not fly a VCOA at night. AFI 11-202 Vol 3, 5.5.2.2.1

Answer 70

Follow SID procedures as published. Comply with applicable notes, low close-in obstacles, and climb gradients on the SID. SIDs without a published climb gradient have been assessed at 200 ft/NM. If the SID does not have published low close-in obstacles but has an ODP annotated, refer to the corresponding runway ODP for potential low close-in obstacles. Reference all published low close-in obstacle locations to ensure compliance. AFI 11-202 Vol 3, 5.5.2.3

Answer 71

1. If the departure runway has any published climb gradients, the PIC must meet or exceed the highest gradient when departing via ATC instructions. 2. If unable to meet any ATC climb gradient, coordinate with ATC prior to flying the procedure. 3. Pilots are never relieved of the responsibility for terrain and obstacle avoidance. The radio call “Radar Contact” only means the aircraft has been identified on radar. Responsibility is shared between pilot and controller only after navigational guidance is issued. 4. Outside the NAS, use caution when flying radar vectors. See paragraph 8.13.2 AFI 11-202 Vol 3, 5.5.2.4

Answer 72

Diverse departures are not authorized when an ODP, obstacle climb gradient, or non-standard takeoff weather minimums are published for the planned departure runway AFI 11-202 Vol 3, 5.5.2.1

Answer 73

200 ft/nm | AFI 11-202 Vol 3, 5.4.3.1.2

Answer 74

Standard takeoff weather minimums. USAF pilots shall comply with takeoff weather minima IAW AFI 11-202V3 and AFI 11-2MDSV3. Pilots of USAF aircraft will not use FAA or civil takeoff weather minima nor fly “see and avoid” in lieu of IFR climb gradients unless specifically authorized by the MAJCOM/A3 or as provided by AFI 11-202V3. AFMAN 11-217V1, 7.2.2

Answer 75

400 , unless an early turn is specifically required by the departure procedure. AFMAN 11-217V1, 7.2.3

Answer 76

At non-joint-use USAF/USN bases, assume a 0 foot runway end crossing height unless a higher altitude is published. Everywhere else, if the screen height is not published in the ODP or other reliable source, pilots will plan to cross the DER at or above 35 feet. AFMAN 11-217V1, 7.3.3.1.

Answer 77

Yes. USAF pilots shall only use an RTRL procedure if it is published as an ODP in FLIP. Pilots must check takeoff and landing data (TOLD) carefully when planning this type of departure. In the example below, subtract the value in the RTRL procedure from the usable runway length to determine the “reduced runway length”. Compare your aircraft’s “takeoff ground run” or “takeoff distance” value to the new reduced runway length. If the reduced length is equal to or greater than your aircraft’s calculated “ground run”, the procedure may be flown using a standard climb gradient of 200’/NM. AFMAN 11-217V1, 7.4.1.3

Answer 78

The presence of the ―Trouble T means IFR takeoff minima and departure procedures are prescribed for specific airports/runways. Typically, this means obstacles penetrate the 40:1 OCS. AFMAN 11-217V1, 7.4.1.1

Answer 79

Yes. Sector Diverse Departures are considered ODPs. | AFMAN 11-217V1, 7.4.2.

Answer 80

NO, technically you are flying an Obstacle Departure Procedure (ODP). By definition a diverse departure requires no more than 200 ft/nm climb gradient. AFMAN 11-217V1, 7.4.5

Answer 81

Yes. If no obstacles (other than low, close-in obstacles) penetrate the 40:1 Obstacle Clearance Surface (OCS) for a particular runway, then a minimum climb gradient of 200’/NM will ensure proper obstacle clearance. If a runway does not have a published DP and does not have an ODP in the IFR Takeoff Minimums and Departure Procedures section of FLIP specifically stating, “Diverse Departure Not Authorized” then a diverse departure is an acceptable IFR departure procedure for that runway. AFMAN 11-217V1, 7.4.5

Answer 82

Delaying a mission until environmental conditions (temperature, pressure altitude, winds, etc.) or mission requirements (fuel load required, stores, cargo load, etc.) allow compliance with the required climb gradient is the safest option. IAW AFI 11-202V3, operations supervisors (or equivalent mission execution authority supervisor) may reduce the required climb gradient by the ROC safety margin. (subtraction of 48‟/nm from published climb gradient.) AFMAN 11-217V1, 7.5.1

Answer 83

True | AFMAN 11-217V1, 7.6.4.9

Answer 84

USAF pilots flying under IFR will delay all turns until at least 400 feet above the DER elevation unless an early turn is specifically required by the departure procedure. AFMAN 11-217V1, 7.2.3

Answer 85

Any departure at other than non-joint-use USAF or USN bases, if the screen height is not published in the ODP or other reliable source, pilots will plan to cross the DER at or above 35 feet. T-1 is expected to cross the DER at a minimum of 50 feet AGL, so according to our T-1A-1, not really AFMAN11-217V1, 7.3.3.2

Answer 86

Low close-in obstacles are those that would generate an excessive climb gradient (>200 ft/NM) that terminates at or below 200 feet above the departure end of the runway. AFMAN 11-217V1, 7.3.5

Answer 87

If the pilot does not know in advance which procedure will be assigned by ATC, he or she must plan for the highest climb gradient for the runway of intended departure. AFMAN 11-217V1, 7.4

Answer 88

No | AFMAN 11-217V1, 7.4.4

Answer 89

If the departure instructions do not contain a climb gradient and there are no published gradients for the runway utilized for departure, pilots are required to maintain 200 ft/NM. Controllers are required to issue climb gradients in excess of 200ft/NM with the departure instructions. AFMAN 11-217V1, 7.4.4.1

Answer 90

While flying a SID, if published, use the SID climb gradient. The memory aid “SID‘s stand alone” may assist in remembering which climb gradient to apply. (It is still critical, however, to reference the ODP when a appears on the approach plate as it may apply prior to joining the SID routing.) Pilots must notify ATC immediately if they cannot meet the published climb gradient or, if one is not published, a minimum of 200 ft/nm on each segment of the SID up to the MEA. AFMAN 11-217V1, 7.4.3.4.1

Answer 91

If you are radar vectored or cleared off an assigned SID, you may consider the SID cancelled unless the controller adds “Expect to resume SID.” If ATC reinstates the SID and wishes any restrictions associated with the SID to still apply, the controller will state: “Comply with restrictions.” AFMAN 11-217V1, 7.4.3.4.1

Answer 92

Yes. Do not mistake the words “cleared as filed” as clearance for a diverse departure. This is only the case if the required climb gradient is 200‘/NM or less and there is no ODP published for the departure runway. If there is an ODP for the departure runway, USAF pilots will fly the ODP before beginning the “cleared as filed” portion of the departure. AFMAN 11-217V1, 7.4.5.1

Answer 93

The climb rates published on military SIDs give vertical velocities for given groundspeeds. The easiest way to use this information is to look at the 60 knot column. Using the 60 to 1 rule, 60 knots is 1 NM/min so the vertical velocity for this speed provides the required obstacle climb gradient in ft/NM. (If there is no 60 knot block, simply divide the 120 knot block by 2, the 180 knot block by 3, etc.) (Tech order climb profiles still apply.) AFMAN 11-217V3

Answer 94

SDPs are MDS-specific, commercially designed and published procedures, that require MAJCOM training and certification before use. SDPs are especially useful for multi-engine aircraft, as the procedure often increases the allowable takeoff gross weight while simultaneously providing the pilot an “escape” routing he or she can use in the event the aircraft loses thrust on takeoff. USAF pilots shall fly SDP routing that differs from ATC routing only in an emergency. We must get AETC approval prior to actually trying to fly a SDP. AFMAN11-217V1 7.5.1.2

Answer 95

True | AFI 11-202 Vol 3, 5.1.3

Answer 96

For the current cold weather altimeter correction procedure, you must refer to the Flight Information Handbook (FIH). To ensure adequate obstacle clearance the values derived from the chart below will be: • Added to the published DA or MDA and step-down fixes inside the FAF whenever the outside air temperature is less than 0° Celsius • Added to ALL altitudes in the procedure in Designated Mountainous Regions whenever the outside air temperature is 0° Celsius or less • Added to ALL altitudes in the procedure whenever the outside air temperature is -30° Celsius or less, or procedure turn, intermediate approach altitude Heights Above Touchdown (HAT)/Heights Above Aerodrome (HAA) are 3000 feet or more above the altimeter setting source. AFMAN 11-217V1, 6.3.1 and Table 6.1

Answer 97

The T-1A is a Category B aircraft for instrument approaches; it is normally a Category C for determining circling minimums. Depending on total gross weight and configuration of the aircraft, you may have to adjust the category and minimums for the approach you are accomplishing. AFMAN 11-247, 6.13.1

Answer 98

Aircraft approach category is based on 1.3 times the stalling speed in the landing configuration at maximum certificated gross landing weight. • A - Speed less than 91 knots. • B - Speed 91 knots or more but less than 121 knots. • C - Speed 121 knots or more but less than 141 knots. • D - Speed 141 knots or more but less than 166 knots. • E - Speed 166 knots or more. AFMAN 11-217V1, 6.5.1.1

Answer 99

The addition of outer or middle rings indicates that only approach information inside the inner ring is to scale. AFMAN 11-217V1, 6.5.4.1.8

Answer 100

On IAPs with a single ring, the entire plan view is to scale. (Low IAP = 10NM , High IAP = 20NM) AFMAN 11-217V1, 6.5.4.1.8

Answer 101

For a low altitude IAP, the initial descent gradient will not exceed 500 ft/nm (approx 5°); 1000 ft/min for a high IAP. AFMAN 11-217V1, 6.5.4.2.2

Answer 102

YES: There may be situations when you are required to fly a circling approach which does not have a ceiling requirement published. In this case, the required ceiling will be the HAA plus 100 feet rounded up to the next one hundred foot value. For example, if the HAA is 757 feet, add 100 feet to get 857 feet and then round up to the nearest one hundred foot value, which would be 900 feet. Your ceiling for the approach must be at or above 900 feet. AFMAN 11-217V1, 6.5.4.3.2

Answer 103

A straight-in approach may bring your aircraft to the runway as much as 30 degrees off of the runway centerline and still be considered a straight-in approach. AFMAN 11-217V1, 6.5.4.4.7

Answer 104

In addition to complying with the published climb gradient, the PIC must also ensure that the aircraft can always vertically clear applicable published low close-in obstacles. AFI 11-202 Vol 3, 5.4.1

Answer 105

• On all sorties, one aircrew member will carry a complete set of current aircraft technical orders (that is, TO 1T-1A-1, Flight Manual; TO 1T-1A-1-1, Flight Manual, Appendix 1, Performance Data; and TO 1T-1A-1-2, Supplemental Flight Manual. o All aircrew members are required to carry a current TO 1T-1A-1CL-1 (pilot’s abbreviated flight crew checklist) and a unit-developed IFG. o All aircrew members are required to carry a current TO 1T-1A-1CL-1-1 Pilots’ Fanfold Checklist. • In addition to required publications, aircrews will carry a suitable terrain chart to cover the proposed route when flying outside the local area (e.g., Visual Flight Rules [VFR], Sectional Aeronautical Chart, Operational Navigation Chart [ONC], Tactical Pilotage Chart [TPC], Joint Operations Graphics [JOG]). • A life raft is required for overwater flight unless the only overwater portion of the flight is during the departure or approach phase or if the aircraft remains within gliding distance of land. Life preservers should be carried onboard whenever a life raft is required. • All aircrew members will have approved flight gloves in their possession while performing aircrew duties. In addition, aircrew members must wear these flight gloves during external aircraft inspection and servicing. AFI 11-2T-1V3, 3.1.2

Answer 106

Foreign Object Damage (FOD). • Do not allow personnel to approach the crew entrance door or allow crewmembers to open the crew entrance door when both engines are running. Personnel may enter and exit the crew entrance door with the right engine operating (and when the left engine is shut down). • Limit power during ground operations to approximately 70 percent N2 in congested areas. • Avoid prop or jet blast from other aircraft. • Do not place objects other than flight gloves on the flight deck glare shield to prevent scratching and abrasions to the windshield. • Do not pass open containers of food or drink over the center console or circuit breaker panel. AFI11-2T-1V3 3.1.7

Answer 107

Taxiing: • Obstacle Clearance. Do not taxi with less than 25 feet of wingtip obstacle clearance unless a marshaller is used in conjunction with a wing walker at each affected wingtip. When obstacles affect only one wingtip, the marshaller may also act as the wing walker and direct the aircraft while monitoring the affected wingtip. This requirement does not apply at the home station when fixed taxi routes are marked and provide a minimum of 10 feet of wingtip clearance from obstacles and other aircraft. Never taxi with less than 10 feet of wingtip obstacle clearance. • Taxi Interval. Do not taxi staggered and avoid taxiing too close behind other aircraft. Maintain a minimum of 150 feet in trail. • Ice and/or Snow Conditions. Do not taxi during ice and/or snow conditions until all portions of the taxi route and runway have been checked for safe conditions. When ice and/or snow are present on the taxiway, taxi on the center line with a minimum of 300 feet of spacing. For removal of snow and ice, refer to the aircraft TO, command guidance, and TO 42C-1-2, Anti-icing, De-icing, and Defrosting of Parked Aircraft. AFI 11-2T-1V3, 3.2

Answer 108

Runway: • The minimum runway length for T-1A takeoffs is 6,000 feet, critical field length (CFL), or the distance required to reach reference zero whichever is greater. Note: The minimum usable runway is computed between arresting cables located on or above the runway surface. • The minimum runway length for full-stop landings is 6,000 feet or computed landing distance, whichever is greater. If a runway has landing distance available (LDA), the LDA must be at least 6,000 feet or landing distance whichever is greater. If the tabular data landing distance is within 1,000 feet of the total usable runway for landing, aircrews must use the longer of the performance chart or tabular data landing distance. If the tabular data landing distance is not within 1,000 feet of runway available, aircrews may use tabular data landing. • The minimum usable runway length for touch and go landings must be equal to or greater than the applicable touch and go distance but never less than 6,000 feet. (See T.O 1T-1A-1-1 for touch and go distances for 15,500 to 12,000 pounds gross weight.) Touch and go distances reflect the most restrictive of the go or stop option from the appropriate decision point (flaps and throttles). o From these points, the applicable touch and go distance allows acceleration, rotation, and climb to reference zero by departure end, or deceleration to stop within the runway remaining. • Minimum runway width for takeoffs and landings is 100 feet. AFI 11-2T-1V3, 3.3.6

Answer 109

A restricted low approach is defined as no lower than 500 feet above ground level (AGL) or as directed by the controlling agency. AFI 11-2T-1V3, 3.3.8

Answer 110

Traffic Patterns: • Tactical Patterns. A tactical pattern is one turn to downwind and one turn to final either from initial or the closed pull up. Single-engine and no-flap tactical patterns are prohibited (simulated or actual). If necessary to configure during the break, establish the desired AOB prior to any configuration change. The minimum speed in the break is 160 KIAS. • Closed Pattern (Tactical or Rectangular). The minimum airspeed to begin the closed pullup is 160 knots indicated airspeed (KIAS). Maintain 160 KIAS minimum during the pullup. On downwind, maintain minimum speeds for fuel weight and configuration. • Bank Angles. Pilots should adjust pattern spacing so they do not exceed 30 degrees of bank in the final turn or on final. Pilots should not exceed 45 degrees of bank anywhere in the traffic pattern, to include the break during tactical overhead patterns. AFI 11-2T-1V3, 3.3.10

Answer 111

Critical Phases of Flight. The following flight regimes are critical phases of flight: • Takeoffs and landings. • Traffic pattern operations (instrument and visual) after initiating the base turn. • Low-level navigation (below 1,000 feet AGL). • Precontact and contact positions. • Airdrop maneuver (IP to target). AFI 11-2T-1V3, 3.4.1.

Answer 112

If actual cruise time will be of short duration (approximately 15 minutes), the cruise checklist does not have to be accomplished. If aircrews are transiting between different airfields located in close proximity to each other (approximately 15 minutes) and remaining below transition level, the pattern checklist may be accomplished in lieu of after-takeoff, climb, cruise, descent, and before-landing checklists. AFI 11-2T-1V3, 3.4.3

Answer 113

Minimum altitude for VFR point-to-point navigation is 3,000 feet AGL. Aircrews may descend below 3,000 feet AGL as required for low-level entry/VFR arrival. Do not descend outside of the area covered by the chummed low-level or VFR arrival chart. If flying below 3,000 feet AGL, the chart must be annotated with applicable vertical obstruction data. AFI 11-2T-1V3, 3.4.5.

Answer 114

Complete approach to stalls, traffic pattern stalls, slow flight, unusual attitudes, and flight characteristic demonstrations above 5,000 feet AGL. AFI 11-2T-1V3, 3.4.5.2

Answer 115

Simulated single-engine and no-flap approaches and patterns, as well as, circling approaches may be flown at night if the ceiling and visibility is at least 2,000/3 or circling minimums, whichever is higher. AFI 11-2T-1V3, 3.5.3.1

Answer 116

The T-1A will not be flown in areas of forecasted or reported severe turbulence, severe icing, freezing rain, or freezing drizzle. Do not cruise or conduct multiple pattern operations in actual moderate icing conditions. AFI11-2T-1V3 3.7.1.1

Answer 117

Do not begin a penetration, enroute descent, or approach unless existing ceiling and visibility meet the requirements below: • Certified PWC 1 pilots require weather equivalent to published ceiling and visibility approach minimums. • PWC 2 pilots require weather minimums of no less than a ceiling of 300 feet and visibility of 1 sm (5,000 feet runway visual range [RVR]) or published approach minimums, whichever is greater. EXCEPTION: PWC 2 pilots may utilize published ceiling and visibility approach minimums at home station. • Published ceiling and visibility approach minimums may be utilized if at least one certified PWC 1 pilot is occupying one of the pilot seats. • When overriding mission requirements dictate, operations group commanders may individually authorize any qualified T-1A pilot to use published approach minimums. AFI 11-2T-1V3, 3.6.1

Answer 118

After commencing a penetration or approach, if weather subsequently is reported below the required minimums (ceiling or visibility), the approach may be continued to a missed approach or landing. Aircrew must ensure the aircraft has sufficient fuel to execute a missed approach and land at the alternate airfield with required fuel reserves. PWC 2 decision height (DH), decision altitude (DA) or MDA will be determined by reference to the runway threshold elevation (THRE) or touchdown zone elevation (TDZE) for straight-in approaches and field elevation for circling approaches. Use field elevation if THRE or TDZE is unavailable. AFI 11-2T-1V3, 3.7.5.1

Answer 119

Comply with restrictions in AFI 11-202, Volume 3. For locally published routes, slow routes (SR), and instrument routes (IR), aircrew will ensure a ceiling and visibility of at least 1,500 feet and 3 miles. For VFR training visual routes (VR), aircrew will ensure 3,000 feet and 5 miles. AFI 11-2T-1V3, 3.9.1

Answer 120

Mandatory Calls for Pilot Not Flying (PNF). The PNF will make the following calls: • Nonprecision Approaches: o One hundred feet above MDA/DA. o 3.13.1.1.2. “Minimums” at MDA/DA. o “Runway in sight.” Call when the runway environment is in sight. Do not call too soon when obstructions to vision, such as fog, haze, low clouds, etc., are present. o “Go around.” Call at the MAP if the runway environment is not in sight. • Precision Approaches: o One hundred feet above DH/DA. o “Continue.” Call at DH/DA if the runway environment is in sight but the runway red termination bars or the red side row bars are not visible or identifiable. When using the "continue" call at DH/DA, the "land" or "go around" calls described below may be delayed until 100 feet AGL above TDZE to line up with procedures described in AFMAN 11-217. In order to call "land" at 100 feet, the red termination bars or the red side row bars must be visible and identifiable. o “Land.” Call at DH/DA if the runway is in sight and the aircraft is in a safe position for a normal landing. o “Go around.” Call at DH/DA if the runway environment is not in sight or the aircraft is not in a safe position for a normal landing. o When flying an RNAV approach to LNAV/VNAV minimums, use the precision approach calls. For all other GPS approaches, use nonprecision calls. • Climbout: o Transition altitude. o At 1,000 feet below assigned altitude. • Descent: o Transition level. o At 1,000 feet above assigned altitude. o At 1,000 feet above initial approach fix altitude or holding altitude. o At 100 feet above procedure turn, final approach fix altitude, and any step down altitude inside the final approach fix. • Deviations. The PNF the aircraft will announce heading deviations, airspeed deviations of 5 knots or more below desired, and altitude deviations of 100 feet or more from desired. AFI 11-2T-1V3, 3.14

Answer 121

Simulated Emergencies: • Do not practice simulated emergency takeoff, approach, or landing procedures unless an IP or flight examiner is seated at, and has immediate access to, aircraft controls and a minimum of 1,500/3 (ceiling and visibility). • Brief all airborne simulated emergencies prior to execution. Compound or multiple simulated emergencies are prohibited. • Maintain clear of clouds when conducting simulated emergencies. • Do not practice a single-engine go-around after selecting 30 degree flaps. • Do not initiate practice simulated engine failure below 500 feet AGL during takeoff or landing. • Do not fly VFR single-engine and no-flap patterns from the tactical pattern. • Discontinue simulated emergencies if intracockpit communications cannot be maintained. AFI 11-2T-1V3, 3.15

Answer 122

Instrument Approach Procedures (RWY 17C/35C). During practice approaches in VMC conditions DO NOT OVERSHOOT the extended RWY centerline unless advised to “EXPECT VECTORS ACROSS FINAL.” AFI 11-2T-1V3, A8.5.1.1

Answer 123

Squawk 4301 in the VFR traffic pattern. | AFI11-2T-1V3 A8.6.2.2.1

Answer 124

25 feet, 10 feet. | AFI 11-2T-1 Vol 3, 3.2.1

Answer 125

3000 ft. AGL, 3000 ft. AGL | AFI 11-2T-1 Vol 3, 3.4.5.1

Answer 126

1: - Visual lighting systems - Precision guidance systems - Also includes GPS vertical navigation retrieved from a published RNAV instrument approach. 2:- Published minimum descent altitude (MDA) AFI 11-2T-1Vol 3, 3.5.4.1

Answer 127

- Forecasted or reported severe - Severe AFI 11-2T-1Vol 3, 3.7.1.1

Answer 128

30 degrees | AFI 11-2T-1Vol 3, 3.7.1.4

Answer 129

1. Departure and destination airfields are the same. 2. An IP is a crewmember. 3. Ceiling and visibility are reported and forecast to remain at or above 1,500 feet and 3 miles for ETE plus 2 hours. 4. Flights are limited to local training areas AFI 11-202 Vol 3, 71 OG Sup, Attachment in

Answer 130

48 ft/nm | AFI 11-202 Vol 3, AETCSUP 1 7.8.2.2.1

Answer 131

- LNAV/VNAV DA - 0.3 nm operations - Do not AFI 11-2T-1 Vol 3, 3.8.7.1

Answer 132

1,500 feet and 3 miles (AFI 11-2T-1 Vol 3, 3.9.1) | 3,000 feet and 5 miles (AP-1B)

Answer 133

1. 100 ft above MDA/DA 2. Minimums at MDA/DA 3. Runway in sight 4. Go Around AFI 11-2T-1 Vol 3, 3.14.1.1

Answer 134

1. 100 feet above DH/DA 2. Continue. 3. Land 4. Go Around AFI 11-2T-1 Vol 3, 3.14.1.1

Answer 135

Precision Non-precision AFI 11-2T-1 Vol 3, 3.14.1.2.5

Answer 136

5, 100 | AFI 11-2T-1Vol 3, 3.14.1.5

Answer 137

The standard no-wind holding pattern is flown by following a specified holding course inbound to the holding fix, making a 180° turn to the right, flying a heading outbound to parallel the holding course, and making another 180° turn to the right to intercept and follow the holding course to the fix (Figure 8.1). The holding pattern is nonstandard when the turns are made to the left. Unless otherwise instructed by ATC, pilots are expected to hold in a standard pattern. AFMAN11-217V1 (8.1.1)

Answer 138

NAS: The standard no-wind length of the inbound leg of the holding pattern is 1 minute when holding at or below 14,000 feet MSL and 1½ minutes when holding above 14,000 feet MSL. DME holding patterns specify the outbound leg length. If holding at a DME fix without specified outbound leg length, use timing procedures listed above. AFMAN11-217V1 (8.1.1) ICAO: The standard times are: 1 minute outbound at or below 14,000 feet MSL, or 1 1/2 minutes outbound above 14,000 feet MSL. AFMAN11-217V1 (15.5.6)

Answer 139

While in holding, the localizer signal is the most accurate method of determining aircraft position. However, if a VOR, TACAN or NDB also defines the holding pattern, it‘s the pilot‘s option as to which NAVAID to use. AFMAN11-217V1 (8.1.2)

Answer 140

• Direction. Direction of holding from the fix. • Holding fix. The holding fix. • Holding course. Radial, course, bearing, airway, or route on which the aircraft is to hold. • Leg length. Outbound leg length in miles, if DME or RNAV is to be used. • Direction of turn. Left turns, if nonstandard. • Expect Further Clearance. Time to expect further clearance and any pertinent additional delay information. o Example: Hold northwest of the 106 radial, 40 DME fix, 10-mile legs, left turns. Expect further clearance at 1725Z, time now 1710Z. AFMAN11-217V1 (8.2.2.1-.8.2.2.6)

Answer 141

ATC should issue holding instructions at least 5 minutes before reaching a clearance limit fix. When an aircraft is 3 minutes or less from a clearance limit and a clearance beyond the fix has not been received, the pilot is expected to start a speed reduction so that the aircraft will cross the fix at or below the maximum holding airspeed. If holding instructions have not been received upon arrival at the fix, hold in accordance with procedures in FLIP. For two-way radio failure holding procedures, refer to the FIH. AFMAN11-217V1 (8.2.3)

Answer 142

ALTITUDE (MSL) Max Speed MHA through 6,000‘ ------------- 200 KIAS Above 6,000‘ through 14,000‘-- 230 KIAS Above 14,000‘ --------------------- 265 KIAS USAF - 310 KIAS unless otherwise noted USN - 230 KIAS unless otherwise noted. AFMAN11-217V1 (8.2.4)

Answer 143

You are considered established in the holding pattern upon initial passage of the holding fix. AFMAN11-217V1 (8.3.2)

Answer 144

Unless correcting for known winds, make all turns during entry and while holding at: 3 degrees per second, or 30 degree bank angle, or bank angle commanded by the flight director system, whichever requires the least bank angle. The bank angle on the entry turn may be varied (up to 30 degrees maximum) to obtain the desired displacement in the holding pattern. AFMAN11-217V1 (8.3.3)

Answer 145

On the initial outbound leg do not exceed the appropriate time for the altitude. Adjust subsequent outbound legs as necessary to meet the required inbound time. AFMAN11-217V1 (8.5.2)

Answer 146

After completing the first circuit of the holding pattern, adjust the time outbound as necessary to provide the desired inbound times. AFMAN11-217V1 (8.5.2.1)

Answer 147

Outbound. Begin outbound timing when over or abeam the fix. If you cannot determine the abeam position, start timing when wings level outbound. AFMAN11-217V1 (8.3.5.1)

Answer 148

Inbound. Begin inbound timing when wings level inbound. | AFMAN11-217V1 (8.3.5.2)

Answer 149

Knowing the time it takes you to fly a holding pattern will allow you to meet an EFC. As an approximation, 1/100th of TAS will give the number of minutes to fly a 360° turn at 30° of bank. (For example, at 350 knots true airspeed (KTAS), a 360° turn takes about 3.5 minutes.) Aircraft flying standard rate turns cover 360° in 2 minutes. Add to the time for turning the number of minutes to fly the inbound and outbound legs. AFMAN11-217V1 (8.5.2.2)

Answer 150

Mach: Divide the crosswind component by the mach times 10. Example: 50 knots crosswind and 300 KTAS (.5M) = 10° drift correction, or TAS: Divide the crosswind component by the aircraft speed in nautical miles per minute. Example: 30 knots crosswind and 180 KTAS (3NM per minute) 30÷3 = 10° drift correction. Applying drift corrections. Compensate for wind effect primarily by drift correction on the inbound and outbound legs. When outbound, triple the inbound drift correction; e.g., if correcting left by 8 degrees when inbound, correct right by 24 degrees when outbound. AFMAN11-217V1 (7.5.1.2)

Answer 151

There are two broad categories of low altitude approaches: course reversals and procedure tracks. AFMAN11-217V1 11.2

Answer 152

Unless ATC specifically clears you otherwise, you are expected to fly to the IAF and execute the full instrument approach procedure as published. AFMAN11-217V1 11.2.1

Answer 153

Prior to reaching the initial approach fix, the pilot must slow to aircraft maneuvering speed. Use holding airspeed if maneuvering airspeed is not specified for your aircraft. AFMAN11-217V1 11.2.3

Answer 154

Do not execute a procedure turn or HILO PT in the following situations. (Many people use the memory aid – SNERT). - S- “Straight-in” approach. - N- via No PT routing. - E- Established in holding, cleared the approach, and the holding course and procedure turn course are the same. NOTE: This generally applies if you are already established at the minimum holding altitude. If in doubt, query - R- Radar vectors to the final approach course. - T- Timed approach, when established in holding and given a time to depart the FAF inbound. In any of the situations described above, proceed over the FAF at the published FAF altitude and continue inbound on the final approach course without making a procedure turn, holding pattern, or any other aligning maneuver before the FAF unless otherwise cleared by ATC. If you need to make additional circuits in a published holding pattern or to become better established on course before departing the FAF, it is your responsibility to request such maneuvering from ATC. NOTE: Historically, these restrictions have created a lot of confusion between pilots and controllers. If you are ever in doubt about what ATC expects you to do, query the controller. AFMAN11-217V1 11.3.1

Answer 155

Procedure turns may be safely flown at speeds up to 250 KIAS provided the pilot takes into consideration all factors which may affect the aircraft‘s turn performance (e.g., winds, TAS at altitude, bank angle, etc.). AFMAN11-217V1 11.4.1

Answer 156

The FAA recommends a maximum airspeed of 200 KIAS while performing procedure turn course reversals, and when possible, USAF aircraft should also observe this speed restriction. If a speed of 200 KIAS is not practical, you must exercise caution to ensure your aircraft remains in the protected airspace provided by TERPS. AFMAN11-217V111.4.2

Answer 157

If your heading is not within 90° of the course, overfly the fix and turn in the shorter direction to intercept the procedure track course. If your heading is within 90° of the outbound procedure turn course, you may use normal lead points to intercept the procedure turn course outbound. AFMAN11-217V1 11.9.2 & 11.6.1

Answer 158

If you elect a teardrop entry, your teardrop course must be within 30 degrees of the procedure turn course. Use course guidance if it is available. AFMAN11-217V1 11.6.2

Answer 159

Maintain the course for the remainder of the outbound leg, then turn toward the maneuvering side to reverse course. AFMAN11-217V1 11.6.3

Answer 160

Begin timing once you are outbound abeam the procedure turn fix. If you cannot determine the abeam position while in the turn, start timing after completing the outbound turn. AFMAN11-217V1 11.6.4.

Answer 161

Do not descend from the procedure turn fix altitude (published or assigned) until abeam the procedure turn fix heading outbound. If unable to determine when you are abeam, start descent after completing the outbound turn. Do not descend from the procedure turn completion altitude until established on the inbound segment of the approach. AFMAN11-217V1 11.6.5

Answer 162

Intercept and maintain the procedure turn course outbound as soon as possible after passing the procedure turn fix. AFMAN11-217V111.7.2

Answer 163

Do not descend from the procedure turn fix altitude (published or assigned) until abeam the procedure turn fix and on a parallel or intercept heading to the outbound track. Do not descend from the procedure turn completion altitude until established on the inbound segment of the approach. NOTE: When flying procedure turns designed in FAA airspace, there is no requirement to wait until you are on a parallel or intercept heading to begin descent from the procedure turn fix altitude; however, when flying these types of course reversals in ICAO airspace, this procedure is MANDATORY due to different TERPS criteria. In the interest of forming good habit patterns, the ICAO method has been adopted by the USAF as procedural. AFMAN11-217V111.7.3

Answer 164

Begin timing upon initiating the 45° turn; time for 1 minute (Categories A and B) or 1 minute and 15 seconds (Categories C, D, and E); then begin a 180° turn in the opposite direction from the initial turn to intercept the procedure turn course inbound. AFMAN11-217V111.7.4.1

Answer 165

If cleared for the approach while holding in a published HILO PT, complete the holding pattern and commence the approach without making additional turns in the holding pattern (altitude permitting). If an additional turn is needed to lose excessive altitude, request clearance from ATC since additional circuits of the holding pattern are not expected by ATC. If the aircraft is at an altitude from which the approach can be safely executed and you are ready to turn inbound immediately, you may request approval for an early turn from ATC. AFMAN11-217V111.8.3

Answer 166

If your heading is not within 90° of the course, overfly the fix and turn in the shorter direction to intercept the procedure track course. AFMAN11-217V111.9.2

Answer 167

When a descent is depicted at the IAF, start descent when abeam or past the IAF and on a parallel or intercept heading to the procedural track course. Except for initial descents at an IAF, be established on the appropriate segment of the procedural track before descending to the next altitude shown on the IAP. AFMAN11-217V111.9.4.1

Answer 168

minimum altitudes depicted within the TAA icons, unless instructed otherwise by air traffic control. AFMAN11-217V111.10.10

Answer 169

Once inside the final approach fix, one navigation receiver available to the pilot flying must remain tuned to and display the facility that provides final approach course guidance. AFMAN11-217V1 12.1

Answer 170

The VDP is a defined point on the final approach course of a non-precision straight-in approach procedure from which a normal descent (approximately 3°) from the MDA to the runway touchdown point AFMAN11-217V1 12.1.1.3

Answer 171

NO! If timing is not specifically depicted on the instrument approach procedure, timing is not authorized as a means of identifying the MAP. AFMAN11-217V1 12.1.2.1.1.

Answer 172

YES, however: When an IAP is published without a VDP, there is currently no way for the pilot to know why. WARNING: While pilots should calculate a VDP if one is not published, if performing a non-precision approach to an unfamiliar field at night (or very low visibility) without a published VDP, and no visual or ―normal‖ electronic glide path guidance to that runway is available, use extreme caution when departing the MDA, as there may be an obstacle penetrating the 20:1 surface. AFMAN11-217V112.1.1.3.1

Answer 173

Descent below MDA/DA/DH is not authorized until sufficient visual reference with the runway environment has been established and the aircraft is in position to execute a safe landing. AFMAN11-217V1 12.1.2.2.

Answer 174

Threshold, threshold markings or threshold lights. Runway end identifier lights. Touchdown zone, touchdown zone markings, or touchdown zone lights. Runway or runway markings. The runway lights. Visual approach slope indicator. AFMAN11-217V1 12.1.2.2.2 thru 12.1.2.2.7

Answer 175

The glide slope, localizer, and outer marker are required components for an ILS. If the outer marker is inoperative or not installed, it may be replaced by DME, another NAVAID, a crossing radial, or radar, provided these substitutes are depicted on the approach plate or identified by NOTAM. AFMAN11-217V1 12.2.1.1.

Answer 176

Sensitivity feature should always be operated in the low sensitivity position to ensure proper reception of the ILS marker beacons. AFMAN11-217V1 12.2.1.2.1.1.

Answer 177

The glide slope has a usable range of 10 miles, localizer course 18 miles. AFMAN11-217V1 12.2.1.2.3 and 12.2.1.3

Answer 178

ATC may clear you to intercept the localizer course beyond 18 miles or the published limit, however, this practice is only acceptable when the aircraft is in radar contact and ATC is sharing responsibility for course guidance. AFMAN11-217V1 12.2.1.3

Answer 179

When autopilot coupled or auto land operations are to be conducted, and the weather is above ceiling 800 feet and/or visibility 2 miles, advise the ATC approach or tower controller as soon as practical but not later than the FAF. AFMAN11-217V1 12.2.1.3.2.

Answer 180

Never | AFMAN11-217V1 12.2.1.7.1

Answer 181

The front course is the proper course to set even when flying a back course approach. AFMAN11-217V1 12.2.1.7.1

Answer 182

In preparation for the radar approach, select a backup approach that is compatible with the existing weather and your aircraft where available. If there are no backup approaches compatible with the weather or with your aircraft, advise the controller upon initial contact of your intentions in the event of lost communications. AFMAN11-217V1 12.3.2.1 & 12.2.3.4.

Answer 183

One minute while being vectored to final, Fifteen seconds while on final for an ASR, Five seconds while on final for a PAR approach. AFMAN11-217V1 12.3.2.2.

Answer 184

The pilot must have either the airport or the preceding identified aircraft in sight, and the approach must be authorized and controlled by the appropriate ATC facility. AFMAN11-217V1 12.4

Answer 185

Before a visual approach can be authorized, the airport must have a ceiling at or above 1,000 feet and visibility 3 miles or greater AFMAN11-217V1 12.4.1

Answer 186

NO. Clearance for a visual approach does not authorize you to do an overhead/VFR traffic pattern. AFMAN11-217V1 12.4.3

Answer 187

A contact approach is a procedure that may be used by a pilot in lieu of conducting a standard or special approach IAP to an airport. It is not intended for use by a pilot to operate into an airport without a published and functioning IAP. Nor is it intended for an aircraft to conduct an approach to one airport, and then in the clear, proceed to another airport. Min Weather: clear of clouds with at least 1-mile flight visibility and can reasonably expect to continue to the destination airport in those conditions. AFMAN11-217V1 12.5.

Answer 188

When executing a contact approach, the pilot assumes responsibility for obstruction clearance. If radar service is being received, it will automatically terminate when the pilot is instructed to change to advisory frequency. AFMAN11-217V1 12.5.

Answer 189

If at any time you are unable to descend at a rate of at least 500 fpm, advise ATC. AFMAN11-217V1, 9.2.1.

Answer 190

Before starting descent, review the IAP, recheck the weather (if appropriate), check the heading and attitude systems, and coordinate lost communication procedures (if required). AFMAN11-217V1, 9.2.2.

Answer 191

Review of the IAP should include, but is not limited to, the following: minimum and/or emergency safe altitudes, navigation frequencies, descent rates, approach minimums, missed approach departure instructions, and aerodrome sketch. AFMAN11-217V1, 9.2.2.

Answer 192

When the reported ceiling is at least 500 feet above the minimum vectoring altitude and the visibility is at least 3 miles, aircraft will be vectored to intercept the final approach course as follows: • At least 1 mile from the FAF at a maximum intercept angle of 20°. • At least 3 miles from the FAF at a maximum intercept angle of 30°. AFMAN11-217V1 9.6.2.

Answer 193

YES…aircraft will be vectored: • At an altitude not above the glide slope for a precision approach. • At an altitude that will allow descent in accordance with the published procedure for a nonprecision approach. AFMAN11-217V1 9.6.4.

Answer 194

If cleared for an approach while en route to holding fix that is not collocated with the IAF, proceed to the IAF via the holding fix, unless specifically cleared to proceed direct to the IAF. However, if the IAF is located along the route of flight to the holding fix, begin the approach at the IAF. If in doubt as to the clearance, query the controller. AFMAN11-217V1, 9.4.3.

Answer 195

complete the holding pattern to the IAF unless an early turn is approved by ATC. AFMAN11-217V1, 9.4.4.

Answer 196

7.6.4.9.1. The maximum allowable difference between the database course(s) and published course(s) is ±5° and distances must be within 0.1 nm. AFMAN11-217V1 7.6.4.9.1.

Answer 197

If filed for a STAR in the flight plan, then an initial ATC clearance of “Cleared as filed” constitutes clearance for the STAR routing (not altitudes) as well. Clearance for the STAR is not clearance for the approach the procedure may bring you to. AFMAN11-217V1 9.7.1.

Answer 198

STARs based on conventional NAVAIDS in some cases are retrievable from an RNAV database. Pilots will tune, identify, monitor and display the appropriate ground-based NAVAIDs whenever practicable. AFMAN11-217V1 9.8.1.2.7.

Answer 199

IT DEPENDS… A “DESCEND VIA” clearance authorizes pilots to vertically and laterally navigate, in accordance with the depicted procedure, to meet published restrictions. Vertical navigation is at pilot’s discretion; however, adherence to published altitude crossing restrictions and speeds is mandatory unless otherwise cleared. MEAs are not considered restrictions; however, pilots are expected to remain above MEAs. Pilots cleared for vertical navigation using the phraseology “Descend Via” shall inform ATC upon initial contact with a new frequency. For example, “Track 32, descending via the EAU CLAIRE SIX ARRIVAL.” AFMAN11-217V1 9.8.1.1.2.3.

Answer 200

“Expect” altitudes/speeds are not considered STAR restrictions until verbally issued by ATC. They are published for planning purposes and should not be used in the event of lost communications unless ATC has specifically advised the pilot to expect these altitudes/speeds as part of a further clearance. AFMAN11-217V1 9.8.1.1.2.3.

Answer 201

TRSA is a delimited airspace in which radar and air traffic control services are made available to pilots flying under instrument flight rules or (optionally) visual flight rules for the purposes of maintaining aircraft separation.

Answer 202

Population center, How it should look like at night.

Answer 203

Freq on top of Navaid Info

Answer 204

IR/VR yes, SR no

Answer 205

A VFR Waypoint Identifier

Answer 206

pic legend

Answer 207

For more practice, go to: | https://www.faa.gov/air_traffic/flight_info/aeronav/digital_products/aero_guide/

Answer 208

Where procedures depict a ground track, the pilot is expected to correct for known wind conditions. AFMAN11-217V1 (5.1.1)

Answer 209

NO…(W) The only positive method of identifying a station is by its Morse code identifier (either aurally or alphanumeric display) or (for VORs) the recorded automatic voice identification, indicated by the word ―VOR‖ following the station name. Identifying a NAVAID by listening to other voice transmissions broadcast on a Flight Service Station or other facility is not a reliable method of station identification and shall not be used. AFMAN11-217V1 (5.1.2.1.1.2.2)

Answer 210

The navigation signal must be considered unreliable when the station identifier is not being received. For NDBs, there is a direct correlation between the strength of the identifier and the strength and reliability of the signal with no off flags to indicate loss of signal. Therefore, on approaches that require an NDB, pilots will monitor the NDB identifier for the entire approach. AFMAN11-217V1 (5.1.3)

Answer 211

TRUE… For aircraft with the capability to translate Morse code station identification into an alphanumeric visual display, it is acceptable to use the visual display as the sole means of identifying the station identification provided: (MAJCOMs will determine which aircraft can use this method for identifying NAVAIDS.) But note 2-T1-V3 restriction for VOR only. AFMAN11-217V1 (5.1.2.1.1)

Answer 212

NO… RNAV approaches must be retrieved from an aircraft database and not be manually entered. AFMAN11-217V1 (5.9.3.2)

Answer 213

Receiver Autonomous Integrity Monitor (RAIM). The GPS receiver verifies the integrity of the signals received from the GPS constellation through RAIM to determine if a satellite is providing corrupted information. Without RAIM capability, the pilot has no assurance of the accuracy of the GPS position. RAIM (or equivalent integrity method) is required for use of GPS in IFR navigation and requires at least 5 satellites in view to check GPS integrity. 5.10.2.3.1. NOTE: Barometric aiding allows RAIM to validate GPS integrity utilizing just 4 satellites in conjunction with the current altimeter setting entered in an approved barometric altimetry system. Predictive RAIM forecasts RAIM availability at a particular location at a time in the future. To effectively check predictive RAIM, aircraft avionics must allow deselection of satellites based on NOTAM information. Predictive RAIM must be checked prior to the mission or the flight segment where GPS is required. AFMAN11-217V1 (5.10.2.3) Is the T-1 baro-aided?

Answer 214

Using GPS in lieu of land-based NAVAIDS (RNAV substitution). GPS equipment certified for IFR operations IAW AFI 11-202V3, may be used in place of land-based NAVAIDS for en route and terminal operations, However, pilots may not substitute for the navigation aid providing lateral guidance for the final approach segment. AFMAN11-217V1 (5.10.3)

Answer 215

YES…If the fix is identified by a five-letter name, which is not contained in the GPS airborne database, or if the fix is not named, select the facility establishing the DME fix or another named DME fix as the active GPS WP. If selecting the DME providing facility as the active GPS WP, consider yourself over the fix when the GPS distance from the active WP equals the charted DME value and you are on the appropriate bearing and course. AFMAN11-217V1 (5.10.4.1.2)

Answer 216

Pilots must verify all waypoint names, sequence, course, distance, and altitude information from the database against information listed on the paper copy of the terminal procedure (to include the missed approach) as discussed in the section 5.12 of this AFMAN, and as directed by the MAJCOM. Aircrew operating aircraft equipped with an Electronic Flight Bag (EFB) are also required to verify FMS against EFB data. AFMAN11-217V1 (5.10.6.1.3)

Answer 217

GPS TERM…CDI must be set (either manually or automatically) to terminal sensitivity (+- 1 nm). AFMAN11-217V1 (5.10.6.1.4)

Answer 218

Prior to flight, crews must check navigation database validity. If the database has expired, the crew: • May continue a mission with an expired database if the database information required for the flight can be verified with current FLIP. • Shall get the database updated at the first opportunity. • May not use the database to fly procedures that require terminal or better accuracy. AFMAN11-217V1 (5.11.3.1)

Answer 219

The maximum allowable difference between the database course(s) and published course(s) is ±5° and distances must be within 0.1 nm. AFMAN11-217V1 (7.6.4.9.1) Discuss how to discontinue an approach, since most haven’t seen it.

Answer 220

In the event of differences between the terminal procedure chart or approach chart and database, the published approach chart, supplemented by NOTAMs, holds precedence and the database may not be used to fly terminal area or instrument approach procedures except as noted below. • In some cases, waypoints in the navigation database may differ from the charted instrument procedure. The differences listed below are acceptable and do not preclude use of the database procedure. o Step down fixes depicted on the approach chart may not be contained in the aircraft database. Pilots are responsible for ensuring compliance with applicable step down fixes regardless of whether or not they are in the aircraft database. o The database may contain some waypoints (capture fixes, and a point in lieu of a FAF for non-FAF overlay approaches) that are not depicted on the approach chart. AFMAN11-217V1 (5.11.5.3)

NAV - Training Guide Flashcards

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