Question
1. When does a microburst die?
2. What should you do if you enter a thunderstorm?
3. What distance is considers as safe for avoiding thunderstorms?
4. What is indicated by the presence of virga?
5. What is required for a visual approach?
6. What is required for a contact approach.
7. Where do we find the FDC NOTAMs?
8. IFR flight requires that you have all available information plus...
9. How does the AI react differently in a roll Vs a loop?
10. to recover from a steep diving unusual attitude what is the best instrument to use for recovery?
11. In unusual attitude recovery, why level wings before fixing pitch?
12. Why do aircraft recovery from changes in pitch attitude?
13. How can you identify the horizon in recovery from an unusual attitude?
14. How does the localizer of Category II approaches differ from standard?
15. What is the meaning of RA 345 on an approach chart?
16. Why might a Category II approach have two DHs?
17. What should you expect if crossing the threshold on the glide slope?

Answer
1. A microburst becomes stronger for about five minutes and then takes another ten minutes to dissipate

2. Continue straight ahead, ignore altitude changes, slow to Va, don't turn, and stay level.

3. 20 miles.

4. Strong downdrafts with moderate + turbulence.

5. A visual approach must be authorized by ATC, be on an IFR flight plan, must have airport or preceding aircraft in sight, and be able to maintain VFR to the airport.

6. For a contact approach you must be on an IFR flight plan, clear of clouds in one mile visibility, conditions expected to remain enroute to airport, must be requested by pilot.

7. Every two weeks the Notices to Airmen publishes the NOTAM Ds expected to remain active and the FDC NOTAMs currently effective.

8. In addition to all available information you must have weather reports forecasts, needed fuel, alternatives, known traffic delays and runway lengths.

9. AIs do not tumble during a roll. In roll they will read correctly. In pitch, when a loop exceeds the 80-degrees the AI stops in up/down pitch and then slowly read correctly.

10. If the dive is not inverted, the turn coordinator is easiest to use.

11. Leveling wings reduces load factor and prevents a spiral dive.

12. Positive dynamic stability is the design quality of an aircraft which allows it to make a self-recovery from pitch changes.

13. The horizon can be identified in unusual attitude recovery when the VSI, altimeter and airspeed reverse trend direction.

14. Category II localizers are no more accurate but signal quality is higher.

15. RA 345 on an approach chart is a radar altitude which can only be determined if you have a radar altimeter.

16. After a Category II pilot has gained experience he can take lower DHs.

17. Crossing the threshold on the ILS on the glide slope will give touchdown at the 1000' markers.

Question
1. Are glide slope and localizer equipped for shutdown on failure?
2. Why are low altitude holds prohibited over any part of the ILS?
3. What is the service range of an ILS signal?
4. What are false glide slopes?
5. Can you intercept a glide slope from far away and fly it inbound?
6. How does a attitude indicator precess under acceleration?
7. What kind of bank does a coordinated turn show on the turn coordinator?
8. What is the best way to increase the rate of turn while decreasing the radius of the turn in a standard rate turn?
9. What is the effect of temperature on true airspeed?
10. What is the effect of true altitude on true airspeed?
11. How do you determine pressure altitude?
12, With an altimeter setting of 30.43 at an altitude of 6000 feet what will the pressure altitude be?
13. When making a standard rate turn how fast are you turning?

Answer
1. Shutdown is not automatic. Always check flags for glide slope and localizer.

2. Aircraft at moderate altitudes and lower can cause localizer distortion.

3. ILS standard service volume is 10 miles but may be farther.

4. False glide slopes are allowed to exist above the published glideslope. The key identifier is the crossing altitude of the marker. False glide slopes will have a steeper angle of descent.

5. You can fly a glideslope from beyond 10 miles out but you have no way to determine if it is false or true until you get an altitude check.

6. When accelerated the AI moves down so that corrections will cause an unwarranted descent.

7. Turn coordinator does not show bank. It only shows rate of turn regardless of airspeed.

8. If maintaining a standard rate turn it will be the same regardless of airspeed so rate cannot be changed. The radius of the turn can be reduced by slowing the TAS of the aircraft.

9. True airspeed will vary directly with changes of temperature. TAS increases as temperature rise and decreases as temperatures fall.

10. True airspeed will vary directly with changes of true altitude. TAS increases as true altitude rises and decreases as true altitude becomes lower.

11. Pressure altitude is determined by setting altimeter to 29.92.

12. The difference is .51 or 510 feet. Pressure altitude is 5490 feet.

13. Three degrees a second, thirty degrees in 10 seconds, 90 degrees in thirty seconds, 180 degrees per minute.

Question
1. What common flight instrument is not required for IFR flight?
2. Where do false glide slopes exist?
3. How do you overcome spatial disorientation?
4. What kinesthetic sense is created by a smoothly coordinated 1.5G turn? (This is more than a standard rate turn)
5. When can level flight from an unusual attitude recovery be noted on the instruments?
6. How do you recover from a spiraling descent?
7. What the difference between flying "over the top" and "on top."
8. What constitutes the end of radar service?
9. When on an IFR flight, ATC advises that radar contact has been lost. What do you do?
10. Non-radar separation standards are?
11. What depends on your distance from the antenna?
12. When cleared for approach why might ATC issue an altitude restriction?

Answer
1. The VSI is not a required IFR flight instrument.

2. False glide slopes are permitted to exist only above the real one.

3. Spatial disorientation cannot be prevented. It can be overcome by total reliance on the instruments.

4. The illusion produced is the entrance into a climb if the head is held erect eyes covered but open. With the eyes closed the illusion is that of a dive. (needs confirmation)

5. Approximate level occurs when airspeed and altimeter slow their rate of change and the VSI reverses.

6. Recovery from a spiraling descent is best achieved by power reduction, leveling of wings, and raising the nose. The closer together these occur the better will be the recovery.

7. "VFR over the top" is when a VFR pilot flies over a ceiling "IFR over the top" is the act of flying VFR over a ceiling on

an IFR flight plan "VFR on top" is the clearance an IFR pilot must request while on an IFR flight

8. The controller may make a specific statement or convention says that being told to contact the tower or the advisory frequency constitutes a termination of radar service.

9. When radar contact is lost resume making all standard and requested position reports.

10. Single - thread procedures usually prevail in non-radar situations. One aircraft at a time is taken in or out until radar can make contact and provide separation.

11. Terminal separation depends on the aircraft distance from the antenna. 3 miles is standard within 40 miles and 5 is standard beyond that the same as Center.

12. Any time ATC issues an altitude restriction as part of an approach clearance you should assume that an obstacle is responsible.

 

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