Pilot Readiness Examination Preparation: INSTRUMENT

The following questions are based on a simulated flight from KLGB to KSAN. Please preplan a navigation log, and have a weather briefing for this flight.

Prior to departure what type of information must you become familiar with?

You must get a weather briefing, know about ATC delays, runway lengths and takeoff and landing distances, alternates if needed, and the required amount of fuel for the flight.

What charts/publications will you need for this flight?

You will need the US terminal procedures publication, the applicable IFR enroute charts, an airport and facility directory, and even though not required you should bring the appropriate VFR charts.

Why do you want a VFR chart on board for an IFR flight?

In the case of an electrical failure you would want to know what heading to fly in order to stay clear of any potential terrain, or if you lost communications in VMC and needed to divert under VFR.

What types of NOTAMs would be problematic for this flight?

Any NOTAMs that contain information about changes to charts, runway closures, and NAVAID outages, among other non severe changes.

What equipment is required to be installed in the aircraft for instrument flight?

VFR day equipment, VFR night (if the flight is from sunset to sunrise), and the required equipment for IFR. The IFR equipment acronym is GRABCARDD. Generator, radios,altimeter (adjustable), ball (inclinometer), clock with secondhand, rate of turn indicator, directional gyro, and DME above FL240.

What are the maintenance requirements?

The acronym is AV1ATE. Annual inspection, VOR check, 100 hour inspection which is in the airframe/propeller/engine logbooks (if the aircraft is for hire),altimeter/pitot static inspection every 24 calendar months, transponder inspection every 24 calendar months, and an ELT inspection every 12 calendar months. Also the ELT battery must be replaced at the half life of the battery(this date is indicated on a sticker on the battery, or after 1 hour of continual use.

After checking that all the required maintenance has been preformed, you notice two squawks. One stating the VSI is INOP and the other stating the turn coordinator is INOP. What required actions would you have to take in order to depart IFR?

In order to depart you need remove, or deactivate and label the VSI INOP. As for the turn coordinator you would need to get a special flight permit.

After taking the appropriate steps to fix the failed VSI, could there be any other problems?

Yes there could be. Since the VSI is connected to the same system that the airspeed and altimeter are connected to, you could also have a problem with these two required instruments.

When do you need to file an IFR flight plan?

Anytime you plan to fly in less than VFR weather minimums in controlled airport, and if you plan to fly in class A airspace.

What is a Tower Enroute Clearance?

When an aircraft is able to continuously be in radar contact with approach and departure controllers throughout the entire flight, you may be able to get an IFR clearance without filing a flight plan.

When must you list an alternate airport on an IFR flight plan?

At all times, except the destination airport has an approved instrument approach,and the weather is equal to or greater than 2,000 foot ceiling and 3SMvisibility. These weather minimums must be met within in 1 hour before to after the arrival time.

If you go into an airport that has VFR weather, but doesn't have an IAP, do you need to file an alternate?

Yes.You must always file an alternate unless you have VFR weather and an instrument approach.

What would be the last fix on the flight plan for the above question?

You would need to file to a fix just prior to the airport. Preferably a VOR.

Do you need to file an alternate if you're using tower enroute?

Yes,if required by the FARs. Follow the 1,2,3 rule and understand that any airport without an instrument approach will require an alternate.

How would you file an alternate for a tower enroute flight?

You would need to contact FSS and file you IFR flight plan with the alternate,rather than filing your flight plan with clearance delivery.

What are the standard alternate weather requirements if non standards are not listed?

If the airport has a precision approach the weather requirement is a 600 foot ceiling and 2 SM visibility.

If the airport has a non precision approach the weather requirement is a 800 foot ceiling and 2 SM visibility.

If the airport doesn't have an instrument approach, you must be able to descend from the MEA under VFR. Meaning from the point at which you begin your descent you must be 500 feet below the ceiling and have 3 SM visibility (or 1,000 and 5SM if you're above 10,000 feet).

If there is not a TAF for your alternate airport, how will you determine what the weather will be like at your arrival time?

TAFs are most accurate, but if needed you may use the area forecast.

What airport would you choose for an alternate?

Choose three alternates and be prepared to discuss these with your instructor.

What are the three factors in determining which airport should be the alternate?

The factors to consider are approach type, distance, and weather at the alternate airport. In a diversion to an alternate situation you want to make sure that you have the greatest chances of landing at your alternate, which would be by going to an airport with an ILS approach. The next issue is distance which is typically closely related to weather. If you are unable to land at your designation (KSAN), the weather at KMYF would probably be very similar because of how close it is. Just consider the fuel on board and where areas of good weather exist.

If you were to choose KLGB as an alternate, what would the weather requirement for choosing this airport as an alternate?

This would depend on what approach you will conduct and what category you plan tofly the approach in. In the case of using ILS in category A, the alternate requirement would be a 900 ceiling and 2 SM visibility. You would also need to arrive when the tower is in operation.

If an alternate is required, how much fuel is required for this flight?

You must be able to land at your alternate with 45 minutes of fuel. Don't forget to consider the fuel burn during taxi.

By the time you get ready to conduct the flight, the KLGB control tower is closed. How will you receive an IFR clearance to KSAN?

You can either contact the nearest FSS by frequency or telephone, contact the appropriate departure frequency, or a nearby airports clearance delivery frequency.

How would you get a clearance at an airport without clearance delivery?

You would ask ground control to issue the clearance.

What is the significance of a clearance void time?

A clearance void time is a limitation to the time you must establish communication to the departure facility in. If unable to contact ATC within this time period, your IFR clearance will become void. This time will not exceed 30 minutes.

What is the purpose of a hold for release time?

When there is flow into a destination airport, you will be issued a release time so that you can be sequenced in with all the other arriving traffic.

How many minutes in advance should you file your IFR flight plan, and how long will it be on file?

You should file it 30 minutes prior to departure. The flight plan will stay on file for 60 minutes after your planned departure time.

Demonstrate filing an IFR flight plan.

Present a completed IFR flight plan, and discuss how you would file it to FSS with your instructor.

Would there be any benefit to filing a composite flight plan for this flight?

Typically IFR routing is not as direct as VFR routing. If you are able to depart VFR then proceed under IFR at an enroute fix, this may be more efficient plan of action.The same applies if departing IFR to an airport that is VFR. In this situation you may not want to do the full arrival procedures if it is not needed.

While listening to the ATIS, you hear that the VOT is OTS. How will you conduct the VOR check?

The only method at KLGB would be to do a dual check if you are in a position to receive acceptable navigation reception from a nearby VOR, such as SLI. You would center up both CDIs with a from indication and confirm that they are within 4 degrees of each other. Also plot out on your chart which radial you are on, so you can better determine the accuracy of the VORs.

Is there any limitations to where you can conduct KLGB VOT?

Yes there are. You would need to refer the A/FD and see that you must be at a specific location to conduct this test.

What are the different types of VOR checks?

There are 4 methods used in checking the accuracy of the VORs. You may use a VOT,which is a ground test with the maximum amount of 4 degrees of error.

You may use a VOR ground test, which uses a radial from a nearby VOR. The maximum amount of error is 4 degrees. You may use an airborne VOR test, which is very similar to a VOR ground test except of you are airborne. The maximum amount of error is 6 degrees. It is a greater amount of error considering it is harder to maintain an exact location while flying. You may also use a dual VOR test. This is done by checking one VOR with another. The maximum tolerance is 4 degrees within each other. The preferred order (best to worst) for choosing which test to conduct is the VOT, VOR ground, VOR air, and then the dual check.

All the information for these test (excluding the dual check) are included in the airport and facility directory.

How often do the VORs need to be checked, and what needs to be recorded when doing these checks?

The VORs need to be checked every 30 days. You must include the date, place, error amount, and the signature of the pilot conducting the test. The acronym is DPES.

Where is an acceptable location for recording the VOR check?

You may record the check anywhere. It is recommended that you record the information on a professional looking document.

If one VOR is acceptable and the other is not, can you depart IFR?

Yes,you only need one VOR, but since the other is inoperative you must either remove it, or label it INOP and deactivate it.

When is it required to turn on your navigation lights?

Anytime from sunset to sunrise.

During your taxi, how will you check all necessary instruments and equipment for you IFR flight?

During your taxi you must check that all instruments are in good working order. A taxi instrument check should cover; that the airspeed reads zero, the attitude indicator is erect and level within 5minutes and indicates less than 5 degrees of pitch and bank, the altimeter is set and within 75 feet of field elevation, the turn coordinator airplane moves in the direction of turns and the ball swings outside of the turns, the heading indicator turns in the direction of turns, the VSI is noted that its current position is where zero will be referenced from, the compass turns in the direction of the turns and displays known headings, the VORs have been checked,and the clock is working and displaying seconds.

How can you test the ELT?

Prior to departing, you would tune to 121.50 and during the first 5 minutes of the hour you may press the ELT test button. You may hold the test button for a maximum of 3 beeps.

If the controller issues you a clearance you are unable to comply with, such as assigning you an RNAV departure, how will you handle this situation?

You must advise them that you are unable to comply with the routing, and provide them with the type of equipment on board so they can give you the appropriate clearance.

What are the weather requirements to takeoff from KLGB?

If you're operating under part 91 your takeoff weather requirement will always be0/0.

If you're a commercial operator, or would like to apply these more restrictive standards to your fight you would first look at the TAF to determine runway in use, then locate the takeoff minimum section in the US terminal procedures publication. If you plan to depart from 25L, you will see that the weather requirement for takeoff is standard which means a visibility of 1 SM for 1 and2 engine aircraft, and 1/2 SM visibility for 3 and 4 engine aircraft.

Is taking off in zero zero safe?

Noit is not a good idea, and could be considered careless and reckless.

If there aren't any takeoff minimums for your flight what should be your personal takeoff minimums?

For any flight you should always plan to return to the departure airport if an emergency arises. With this in mind, your departure weather minimums should beat least a 200 foot ceiling, and 1/2 SM visibility, which is similar to ILS landing minimums. As a new instrument pilot, you should probably choose higher minimum, such as the weather required for a circle to land approach. Another safe approach to determining what personal weather requirements should be used is contained in the non standard takeoff weather minimums. Even though these requirements are for commercial operators, it's always a good idea to follow their more restrictive rules.

Can you locate a departure runway at KLGB that requires a greater than standard takeoff weather requirement for commercial operators?

16Lrequires you to takeoff with a weather minimum of 400 foot ceiling and 1 and1/2 SM visibility.

Why are you given the option to takeoff with a 400 foot ceiling and 1 and 1/2 SM or standard with a minimum climb rate of 321 feet per NM to 500?

In order to depart runway 16L, you either need better than standard weather in order to see and avoid obstacles, or you need a higher than normal climb performance to avoid the obstacles while in the clouds. Remember the weather requirement only applies to commercial operators.

Even though as a part 91 operator you don't need to comply with takeoff weather requirements, do you need to comply with non standard climb rare requirements?

Yes.You must climb at any published minimum climb rate regardless of your type of operation.

If the climb performance is not stated, what is the minimum/standard climb rate?

The standard is 200 feet per NM. This will assure you obstacle clearance of at least 48 feet.

Based on a 25L departure, what would your minimum climb rate need to be?

You would need to climb at a minimum of 225 feet per NM to 2300 feet.

What is the difference between feet per NM and feet per minute?

Feet per NM is a height you must climb for a given distance, where feet per minute is a distance to climb per unit of time.

How would you convert feet per NM into feet per minute?

The calculation is to divide your ground speed by 60, take the feet per NM requirement and divide it by your answer, and the result will be the VSI required rate. Example, 60knots GS divided by 60 is 1. 225 divided by 1 is 225 feet per minute.

What type of departure would you use for this flight?

You could either choose the obstacle departure or the ANAHM3 departure.

Which departure would be the better choice of the two?

TheANAHM3.SLI would be a more direct route considering how you would not need tofly out to PADDR and then to SLI.

What must a pilot posses in the cockpit in order to accept the ANAHM3 DP?

The pilot must have at least a textual description of the DP. If you don't have this, you may write "NO DP" in the remarks section of your flight plan form to inform the controllers that you are unable or choose not to accept this routing.

On the ANAHM3 DP, each of the transition VORs have letters and numbers below them. For example, the Hector VOR has L-4, H-7 at the bottom of the NAVAID box. What do these represent?

These indications represent the chart used after this transition.

For this DP, what would the departure frequency be?

The departure frequency is 127.2 which is found on the upper right hand corner of the chart.

If on a obstacle DP the routing is to "climbing left turn direct to SLI," what altitude will you begin your turn after rotation?

The general rule is if you are VMC you may turn at any altitude you feel is safe,and if you're in IMC you must turn at 400 AGL. The safest approach is to always turn at 400 AGL.

On the initial climb out, you notice airspeed gradually increasing. What could be causing this, and then what would be your corrective action?

The cause for a higher than normal airspeed indication is a blocked pitot tube.Your first reaction should be to turn on the pitot heat.

If you were unable to fix this airspeed indicator problem, what would you do?

Advise ATC that you need to proceed and land at the nearest, most practical airport.Also you would advise ATC of the situation and ask them to report to you if your airspeed reaches within 20 knots of your stall speed.

Consider that ATC only sees ground speed, so if on approach with a headwind you indicated airspeed would be faster than they report.

Also consider that if ice is blocking the pitot tube that other problems could arise such as a blocked static port, carburetor icing, and structural icing.

If you were to fly the obstacle departure procedure, what would be the minimum altitude you would maintain from PADDR to SLI?

Since there is not a published MEA you would need to fly the OROCA, which is 4,500for this area. The OROCA is indicated brown 45 just west of PADDR intersection.

After leveling off, what will you cruise checklist consist of?

You must always follow the checklist providing in the POH, but if the following is not on it, I would recommend that you include it. You should conduct a check that consists of turning off non essential lights, switching fuel tanks if needed, leaning the mixture, checking the heading indicator with the compass,and confirming that all frequencies and courses are set.

For this flight you have determined a time enroute. What will your cruise speed be? How do you set your power for this speed? What will be your fuel burn with this power setting?

To solve these problems, you must use the cruise performance chart in your POH. Onthis chart you will find a speed and a fuel burn, and the power setting need toachieve these two values.

Why would you request a cruise clearance?

A cruise clearance allows pilot to maintain any altitude from the MEA to the assigned altitude. This is typically used for turbulent conditions, or when there's excessive up and down drafts.Take note that once a pilot reports descending from one altitude, the pilot may not return to that altitude.

Where will you find the routing to KSAN?

The route of flight would be listed in the AFD under the tower enroute section.

In the AFD you will find multiple routes from KLGB to KSAN, which one is the correct route?

There is a route which is designated for jets and turboprops, which is indicated with the J and M aircraft identifier next to the route altitude. There is also another route which is for when KSNA is north traffic. This route is to be used only when KSNA is using runways 1L and 1R. You must look at KSNAs TAF in order to know which runways will be in use. You will also find another wind based route when KSAN is east traffic.Another route, the most commonly used route, is the one designated when KSNA is south traffic. The routing is SLI V64 V363 DANAH V23 MZB.

Which altitude will fly this route at?

5000,which is indicated by the PQ50 next to the route description in the AFD.

By maintaining this altitude, what are you assured of?

Youwill avoid all obstacles, receive navigation reception, and communication reception.

Is there a higher altitude than 5,000 feet for this route of flight?

Yes,just after SLI on V64 at TUSTI intersection there is an increase in MEA from5,000 to 6,000.

The AFD states 5000, would you need to climb higher?

No.Even though the MEA is higher you were assigned 5000, also consider that this leg is only 3 NM and that you could possibly be at the lower MEA of 3000 and safely climb up to 6000 only using 200 feet per NM. Considering this, the minimum altitude you would need to be at before turning on V363 would be 3600.

If you are approaching a VOR enroute and the MEA is 5000 feet higher on the next leg. When should you begin your climb to the new MEA?

When reaching the point at which the change in MEA begins.

When ATC assigns you a new altitude, what rate of climb or descent are you expected to use?

You must climb/descend 500-1500 feet per minute, if unable you must advise ATC.

Within what distance from the airway centerline is this assured at?

The airway is a total of 8 NM wide (4 NM on each side) up to 51 NM from the VOR.After that point the airway expands based on a 4.5 degree radial from the VOR.

What is the maximum altitude you could climb to over ELB and still receive navigation reception?

Considering the ELB VOR is a terminal VOR, the service volume extends up to 12,000 feet.

What are the different types of VORs and what are their service volumes?

The three different types of VORs consist of a terminal, a low altitude, and high altitude VOR. The terminal VOR has a range of 25NM from 1,000-12,000. The low altitude VOR has a range of 40NM from 1,000-18,000. And the high altitude VOR has a range of 40NM from 1,000-14,500, 100NM from 14,500-18,000, 130NM from 18,000-45,000,and 100NM from 45,000-60,000.

How can you determine if a VOR is a terminal, low altitude, or high altitude VOR?

You would need to reference the A/FD for this type of information.

When does the MEA change from SLI to ELB?

There is a change in MEA TUSTI, which is indicted by the Ts on each side of the intersection.

Define MEA and what does it guarantee you?

Minimum enroute altitude. Guarantees obstacle clearance of 1,000 feet in non mountainous terrain and 2,000 feet in mountainous, and navigation and radio communication reception.

South of LAX, V23 goes over the ocean. What is the minimum terrain clearance on this airway?

You would be assured at least 2,000 feet of obstacle clearance since this areas is designated as mountainous.

How do you know if the area you flying in is designated as mountainous or not?

In the AIM there is an image of the united states that shows areas of mountainous and non mountainous terrain.

What is the purpose of an MRA?

An MRA is used only to identify an intersection by using a NAVAID not associated with the airway being flown.

What is the purpose of a MAA?

It's the maximum authorized altitude you can maintain without leaving a VORs service volume, and it is used to prevent you from receiving two VORs with the same frequencies.

Define MCA

Minimum crossing altitude. You must be at this altitude prior to reaching this fix, as compared to a change in higher MEA where you would start you climb at the fix.

Define MOCA

Minimum obstruction clearance altitude. The lowest altitude you may maintain within 22NM of a VOR to receive navigation reception, receive radio communication reception, and be clear of any obstacles.

If you don't maintain the MRA, would there be a possibility of hitting an obstacle or losing navigation reception?

No, a MRA is used only to identify an intersection.

Define MRA

Minimum reception altitude. The lowest altitude you can maintain in order to identify an intersection by using a NAVAID not associated with the airway.

Define OROCA/MORA

Off route obstruction clearance altitude/minimum off route altitude. The lowest altitude you may maintain off an airway in order to remain at least 1000/2000feet from the highest obstacle in that MORAs quadrangle.

Identify a MOCA on the enroute chart.

The MOCA is identified by the altitude on an airway with the asterisk next to it.

When would you fly at a MOCA altitude?

If you needed to descend prematurely for an approach, allows you to climb less than 200 feet per NM, and descend in search for VFR conditions with failed communications.

While on V64 the controller asks you to fly heading 180 and intercept V23, what is the minimum altitude for this part of your flight?

10,600which is the OROCA, but since you are in radar contact you would maintain the assigned altitude.

If the minimum altitude is 10,600 and the airplane has an service ceiling of 14,700, can you climb to that altitude?

More than likely yes, but consider that 14,700 is based off of density altitude and that 10,600 is an indicated altitude.

What is considered a flyable route?

Any route can be flown on as long as the pilot has acceptable navigation for that route and can remain clear of any obstacles, but commonly flyable depicted route will have distance, heading, and altitude information associated with it.

Will you need supplemental oxygen at 10,600 feet?

No.Part 91 regulations don't require oxygen at that altitude.

What are the oxygen requirements?

12,501-14,000is for durations longer than 30 minutes, 14,001-15,000 is for any durations, and above 15,000 oxygen must be supplied to the passengers.

How would you get updated weather in flight?

You can contact FSS via RCOs or over selected VORs.

Identify an RCO and a VOR that has a FSS frequency associated with it on your enroute chart?

At the KSNA airport there is a RCO for the Riverside FSS. The frequency is 122.45.Over the OCN VOR there is a San Diego FSS, and their frequency is on 122.1. You will also notice that there is a "R" next to 122.1. This indicates that in order to communicate with San Diego FSS you must transmit on 122.1, and receive over 115.3.

How would you determine the density altitude for a victor airway?

You would need nearby altimeter setting and the temperature for that altitude, then you could calculate the density altitude with an E6B.

Would altitude would you maintain if you were still maintaining radio communication?

You would maintain the highest of the assigned, expected, or published minimum altitude. For the example of flying south to intercept V23, you would need to climb to the OROCA until you were within 4 NM from the airway center line.

If at any point during this flight you lose radio communications what actions must you take regarding your route and altitude?

If under VFR you would proceed VFR and land at the most practical airport.

For the altitude, you must fly the highest of the minimum, assigned, or expected altitude. (MEA)

For the route, you would fly the assigned, vectored, expected, or filed. You would proceed in this order. (AVE.F)

V23 goes through restricted airspace, do you need clearance?

No.You have already received clearance when you received your routing clearance.If the restricted area is active, you could expect to be vectored around this area if needed.

What are the three different ways distance is depicted on an airway?

Distance between fixes, distance from a VOR, and distance of the airway.

Where is the change over point from OCN to MZB?

Since there is not a change over point symbol, the change over point will be at the14.5 NM. You will either need DME, use timing, or a cross radial to determine this point.

Why do you change over from one VOR to another?

As you fly further from a VOR, the sensitivity of the VOR decreases. This is why the halfway point is the most optimal point to change over. Now there may be other reasons for having a change over point not at the halfway point, such as VOR line of site disturbance, or the two VORs in use have different service volumes.

The OCN VOR doesn't have an underlined frequency, why is this important to an instrument pilot?

During loss communication situation, once you have determined your radios have failed, the next step is to identify the nearest VOR that doesn't have an underlined frequency. The controllers will attempt to communicate to you through these frequencies. Since you will not be able to talk back to them, you will be more than likely asked to respond via the ident feature on your transponder.

Could it be possible to divert to Miramar airport?

You could but diverting to a military airport should be a last resort. Also consider blue colored airport indicated a high altitude approach exists at this airport. If you are required to conduct the approach from the IAF, your aircraft may not be capable of climbing to the minimum altitude. These altitude can extend up to and beyond 18,000 feet.

Could you divert to Warner Spring, it's the brown airport towards the east?

It is a private airport, so this should be a last report. Also since it is a brown colored airport this indicated the airport doesn't have an instrument approach,which mean you will need to descend under VMC from the MEA to this airport.

How low would the clouds need to be for you to divert to this airport?

The clouds would need to be 500 above the fix that you would proceed to Warner Springs from.

Enroute in IMC you experience an electrical failure, how will you handle this situation?

With a complete electrical failure you would lose both the ability to navigate by VORs and the ability to communicate. For this reason it is essential for you to know where areas of VMC exist and why you should carry a VFR chart on board. In this situation you would proceed to areas of VMC and descend when you know you are clear of any terrain. The only form of navigation at this point is dead reckoning. Please consider flying with back up source of navigation such as handheld GPS and a back up source for communication such as a handheld radio.

If you were to have a gyro failure in flight, how would you recognize this happening and what would you do to handle this situation?

The first indication of a vacuum failure would be noticed on the suction gauge. The next will be an erroneous pitch and bank indication on the attitude indicator,then a frozen heading indicator. This situation would require a report to ATC.

If you were to lose your VOR receivers while in IMC, how would you get on the ground?

You can either anticipate getting vectored to an area of VFR conditions to that you could cancel IFR, or get vectored to an airport that has a PAR or ASR approach?

What is PAR approach?

PAR stands for precision approach radar. It's a controller assisted approach in which the controller will give you both vertical and lateral guidance to the runway.

What is ASR approach?

ASR stands for airport surveillance radar. It's a controller assisted approach in which the controller will give you only lateral guidance to the runway.

Where are the minimums for these located?

The PAR and ASR minimums are published in the front section of the US terminal procedure publication under radar minima.

While referencing only the compass, you are flying a heading of 090 and are assigned a heading of 360. How will you appropriately turn to this heading?

Since this turn is towards the north you would need to undershoot 360 by 30 degrees,meaning you would need to roll out when the compass indicates 030. Remember,undershoot north and overshoot south.

Will it ever be different than 30 degrees?

Yes.The 30 degrees changes based on latitude. The higher the latitude, the more the under/overshoot correction.

While heading south you accelerate, what will the compass indicate?

Since there are not any acceleration or deceleration errors when heading north or south, there will not be any change in the compass heading.

Up until MZB, what airspeed restrictions have you needed to comply with?

Within4 NM of KLGBs class D airspace, you're limited to 200KIAS. When beneath class B airspace, you're limited to 200KIAS. When at an altitude below 10,000 feet,you're limited to 250KIAS.

Prior to conducting the approach, what will be your descent/approach checklist?

You must always follow the checklist providing in the POH, but if the following is not included, I would recommend that you include it. You should conduct a check that consists of turning on essential lights, turning fuel pumps on, switching to the fullest fuel tank, checking the heading indicator to the compass, listen to weather information, and confirm that all frequencies and courses are set for the approach.

List the thirteen required reports; note which are required at all times vs. not in radar contact.
Radar and non radar environment reports; any unforecasted weather, anything affecting the safety of the flight,loss of navigation or communication ability, executing the missed approach procedure and your intentions, changing an altitude, unable to climb or descent500 feet per minute, change in airspeed of 10knots or 5% whichever is greatest,time and altitude when reaching a holding fix, and when leaving a holding fix.

Non radar environment reports; time and altitude when passing a designated reporting point, final approach fix inbound, and change in ETA to the next reporting point of 3 or more minutes.

When must you make position reports to ATC or FSS?

You must make position reports anytime you cross a compulsory reporting point,cross a point used to define your route in a non radar environment, and when requested to do so by ATC.

What must your position reports include?

When making a position report you must include your position, time, and altitude,then the time to the next fix, and the next following fix.

How do you calculate the top of descent (distance out and descent rate)?

A common method is divide to your altitude by 1000 then multiply it by 3. This will give you the distance out. And then divide your groundspeed by 2 and multiply it by 10. This will give you the descent rate required.

What is a STAR?

STAR stands for standard terminal arrival route, which is used to simplify clearance instructions.

Are there any STARs into KSAN that apply to your routing?

No.There are 2 STARs that follow closely to your route, but these would only increase flight time.

How will you get from MZB to KSAN?

The common instrument approach into KSAN is the LOC 27, but the IAP states that you cannot proceed to RYAHH (the IAF) from MZB. In this case, you would need to utilize the ILS 9 approach.

What are the different IAFs for the ILS 9 into KSAN?

There are 2 IAFs, GATTO and SARGS.

What is the importance of an IAF?

When doing your flight planning, the IAF is the last point in your routing section of you flight plan.

What are the components of an ILS?

The ILS approach consists of a glide slope, a localizer, marker beacons, and an approach lighting system.

What are the different types of marker beacons, and what are they used for?

The OM is for the FAF, the MM is for the MAP a CAT 1 ILS, and the IM is for the MAP for CAT 2 ILS approaches.

What is the difference between an MM and an LMM?

A MM is just a middle marker beacon, while the LMM is a middle marker beacon associated with a NDB. This is called a compass locator.

What navigation facilities may you substitute for the outer marker and middle marker?

The outer marker may be substituted with DME, a cross radial, GPS information, ASR,PAR, or an NDB. The middle marker may be substituted for with a PAR or compass locator.

What are the 3 different categories of ILS approaches, and provide a description of each?

CAT1 provides a DH of typically 200 feet AGL. CAT 2 provides a DH of 100 feet AGL.CAT 3 is broken down into 3 parts. CAT 3 A, B, and C. CAT 3A can require a zero ceiling and an RVR of no less than 700 feet. CAT 3B can require a zero ceiling and an RVR of no less than 150 feet. CAT 3C can require a zero ceiling and zero RVR.

CAT2 and 3 ILSs' will require the crew to be trained for these procedures, and will require special equipment on board the aircraft.

How would you brief the ILS approach?

An approach briefing can be done in many ways. The following is what I prefer to review after setting up for the approach to serve as a confirmation that all important items have been reviewed.

Nav1 and 2 frequencies are set and have been identified. Course 1 set. Cross radial or course 2 set. Missed approach frequencies set in NAV standby. Marker beacons active. Communication frequencies set.Initial altitude, any step down altitudes, and minimum altitude reviewed.Missed approach instructions verbally reviewed and first step firmly memorized.

How can you calculate the required descent rate for this GS?

First determine the angle of the GS, which is 3.22 degrees. Then look at the last page of the terminal procedures publication and find your descent rate by connecting your decent angle with your approach ground speed.

What does TCH indicate?

It is the height on glide slope when you cross the threshold.

What does the D symbol in the AP diagram indicate?

This signifies the declared landing distance. Rather than depicting the total runway length, you have the landing distance for that runway.

Define MSA.

Minimum sector altitude. The lowest altitude you may maintain which will provide 1,000feet of obstacle clearance.

On the IAP there is a MSA. When would this information be important?

The MSA is used only for emergencies, such as low fuel situation in a non-radar environment. You would maintain the MSA for the area you are in until you reached the fix associated with the MSA, and then conduct the approach. The MSA allows you to proceed direct to an approach fix, rather than possible non direct and longer route.

On the approach chart, the ALS has a white background with black lettering. What does this mean to the pilot?

This lets the pilot know that PCL is not available for the ALS. This is probably due to the fact that the tower at this airport doesn't close.

What are the different type of approach lighting systems?

MALSR,Medium-intensity Approach Lighting System with Runway Alignment Indicator Lights. SSALF,Simplified Short Approach Lighting System with Sequenced Flashing Lights. ODALS,Omni directional Approach Lighting System. ALSF-1,Approach Lighting System with Sequenced Flashing Lights configuration 1. These are most common, but there are other types of ALS's.

What is RCLS?

A Runway centerline lighting system.

What does the dot on the top of the circle signify?

This indicates the airport has sequence flashing lights. These are the lead in lights that guide the aircraft towards the runway.

If the ILS is out of service, could you still land at this airport?

Yes,but you would need to either conduct a visual approach or a contact approach.

What is a visual approach and what are the requirements to execute a visual approach?

It allows the pilot the option to proceed to the runway visually if the pilot has the runway in sight or the proceeding aircraft.

What is a contact approach and what are the requirements to execute a contact approach?

This approach allows the pilot to proceed into an airport without conducting a published instrument approach procedure as long as the pilot can maintain 1SMviability and remain clear of clouds.

How will you determine 1SM flight visibility?

Determining flight visibility is based on the pilots interpretation of the visibility.Consider that this is not a privilege that should be taken advantage of. If you state that the visibility is within limits, but all the other pilots are reporting below minimums, you may have trouble proving your case to the FAA if they intervene.

Why would you want to do a contact approach?

A contact approach should be used a backup if the approach (es) at your destination are OTS. This option will allow you to continue to your destination if the weather meets the contact approach minimums.

Are there missed approach procedures for these?

There are not, meaning you should be very confident about being able to arrive at your airport. These approaches are designed to be used as safe alternatives to normal procedures.

Can you file IFR to an airport that doesn't have an instrument approach based on the assumption of doing a visual approach?

Yes you could, but if that airport doesn't have a published approach you must file an alternate.

While being vectored for the approach, the controller states that the approach lighting system is INOP. How does this change your approach?

Typically this would require the visibility requirement to increase, but as stated in the note section of this approach "the INOP table doesn't apply". If this note was not here, you would need to reference the first page of the terminal procedures publication and determine how much to increase the visibility to.Consider there is reference to two ILS approaches with different original visibilities. Use the one that applies to your ILS.

If you were to use the inoperative table, what would your minimums go up to?

The original visibility is 5000RVR, and the increase requirement is 1/4SM, which would bring the visibility up to 1 1/4SM.

While on radar vectors for the final approach course, you see that you are crossing the localizer, but you have not been cleared to intercept final, what should you do?

You would need to continue on your assigned heading and query ATC about the crossing of the localizer.

The controller reports that radar contact is lost which now requires you to conduct the full approach.

After passing SARGS outbound for the procedure turn, how long can you fly outbound before turning back inbound?

In order to stay within the 10 NM of the GATTO intersection, you could only proceed outbound for additional 6.5 NM.

What does NoPT mean?

No procedure turn is needed for this direction of arrival. If inbound on a segment of the approach which states NoPT, you will not need to initiate any type of course reversal.

When can you descent from 2100 to 2000 feet?

You may begin your descent after completing the procedure turn when the aircraft is established on the final approach course.

How will you know when you cross the FAF?

If conducting the ILS approach, you will reach the FAF when you reach 2000 feet on the glide slope. For a LOC approach, you will reach the FAF when your aircraft crosses the MZB 237R, or when you reach the I-SAN 6.8 distance.

Does this ILS have DME co-located with it?

Yes it does. This is indicated by the I-SAN 6.8 located above the FAP in the profile view.

What is the distance from the FAP to the MAP?

The distance is 4.6 which is depicted just above the missed approach times.

What category will you conduct your approach in?

To determine your approach speed you must multiply the Vso of your aircraft by1.3. The resulting number may be slower than what you would actually prefer to fly the approach at. In this situation you would choose the appropriate category for the indicated approach speed being used. Anytime your approach speed exceeds 91 knots, you will need apply the weather minimum prescribed for category B.

What are the different approach speed categories?

Category A is 0-90, category B is 91-120, category C is 121-140, category D is 141-165,category E is +165.

How low can you descend on the KSAN ILS 9 approach?

The lowest altitude you may descend to is 353 feet, which is 336 feet AGL. If at this altitude you see the ALS you may descend to 100 feet AGL.

Hypothetically, if KSAN were to report a ceiling of 350 feet, would you be able to see the runway at the DH?

Yes.Remember that clouds are always reported in AGL. The ceiling must be above the small number next to the DH. The small number represents the aircraft's height in AGL at DH, or in other words, your DA.

Can the minimums for this approach change, even though you posses current charts?

Yes,approach procedures and minimums change frequently. These changes are published as FDC NOTAMs.

In the FDC NOTAMs you will notice to different depictions regarding IAP changes, such as FI/T and FI/P. What do these abbreviation indicate?

FI/T indicates a temporary change in minimums or procedures, possibly due to construction in the vicinity of the airport. These temporary changes will never be published on the approach chart. FI/P indicates a permanent change. These changes will be implemented on the next chart revision.

In order to descend below the DH for landing, what must you have in sight?

You must have the runway environment in sight, which consists of seeing the threshold markings, threshold lights, REILs, runway markings, runway lights, orVASI lights.

What are REIL lights, and what color are they?

REIL lights are two flashing white lights on the left and right side of the approach end of the runway.

What color are runway edge lights?

The sides of the runway are illuminated with a series of white lights. On instrument runways they may be yellow for the last 2,000 feet or half the runway, whichever is less.

What type of speed is your missed approach time based off of?

This time is based off of ground speed. Attention should be given to the direction and velocity of the wind while conducting the approach. If the winds are strong enough, there could be a dramatic change in the appropriate timing from the FAF to the MAP.

If the glide slope is out of service, can you still conduct this approach?

Yes.On the upper right corner of the approach chart you will notice "ILS or LOC RWY 9". if the glide slope is out of service you would need to conduct the LOC approach.

When descending to the MDA, can you descent at any rate you want?

You are expected to use a descend rate between 500-1,500 feet per minute, while pitching no more than 30 degrees.

What is a visual descent point?

AVDP is a distance from the touchdown zone while on the approach at which you will begin your descent from the MDA to the runway using a descent rate between500-1500 feet per minute.

How is a VDP depicted on approach charts?

On the profile view you may see a V symbol which identifies the VDP.

If the glide slope is OTS, and you proceed to the airport by using the LOC approach, how would you calculate your VDP?

To determine this point you would need to divide your AGL MDA by the desired descent rate, then multiply that answer by your nautical miles per minute of travel. For example, 336 (AGL height) /500 (desired descent rate) = .67 x 1.5(distance of travel per minute) = 1 NM.

Considering winds are typically from the west, how would you circle to land on 27?

Anytime you conduct a circle to land approach you should always first look in the notes section of the IAP. It is common that limitations will be imposed on which side of the airport you may circle on. For KSAN there are not any limitations, so you may enter either right or left traffic for 27 at the circle to land minimums which is 820 feet.

What are the various circling radii?

The circling radius for category A is 1.3 NM, for category B is 1.5 NM, for category C is 1.9 NM, for category D is 2.3 NM, and for category E is 4.5 NM from the threshold of the runway.

During a circle to land approach, when would you start you descent from the MDA?

You may begin your descent anytime you're in the protected area (for category A,1.3 NM from the threshold and 30 degrees from either side of the runway) and can make a normal descent (500-1,500 feet per minute) while using normal maneuvers (less than 60 degrees of bank and 30 degrees of pitch).

During a circle to land approach, when would you go missed?

You would go missed anytime you lose sight of the runway environment. For example,even if you still see the tower but don't see the runway, you must go missed.This doesn't include losing sight of the runway environment by a blockage of the wing during maneuvering.

How would you conduct a missed approach when on a circle to land approach?

When initiating the missed approach, the first step is to make a climbing turn towards the landing runway, then follow the missed approach instructions.

Upon landing, how would you close your flight plan?

If landing at a controlled airport the tower will automatically close your flight plan. If going into a uncontrolled airport you may close it with approach control prior to changing the frequency to CTAF, or you may call FSS when on the ground.

What determines a circle to land approach? Or in other words, why is an IAP named VOR-A instead of VOR 30?

The approach will be considered a circle to land approach when the final approach course is not aligned within 30 degrees of the runway centerline, when the missed approach point is beyond the touchdown zone, and when you cannot make a normal descent (500-1,500 feet per minute) to the runway from the MAP.

What is the difference between VOR-A and VOR-B?

There is no difference. The only difference, if it means anything, is a way to index the charts.

While conducting the ILS, you lose radio communications, and at DH you must execute the missed approach. How much fuel should you consider burning at the holding fix prior to departing for your alternate?

I would plan to burn 15 minutes of fuel. This number is subjective to the situation. If you will hold for improving weather, you could hold for any given length of time. Ultimately, a good plan of action is to plan on how long you would hold if you were to lose radio communication.

What is the airspeed restriction at this holding fix?

Since this hold is below 6,000 feet,the maximum airspeed for this hold is 200KIAS.

What are the various holding airspeeds?

0-6,000is 200KIAS, 6,001-14,000 is 230KIAS, 14,001-above is 265KIAS.

What are the holding airspeeds if the hold symbol is published on an enroute chart?

Below6,000 is 175KIAS, 6,001-14,000 is 210KIAS.

What are the Inbound holding lengths below 14,000 and above 14,000?

Below,the holding length is 1 minute and above the holding length is 1.5 minutes.

How do you correct for a headwind or tailwind, or crosswind in a hold?

In order to correct for a headwind or tailwind you must ensure that the inbound leg is one minute in length. You will accomplish this by manipulating the outbound legs' time. For example, if the inbound timing is only 50 seconds, you would need add 10 additional seconds to the outbound leg for a total of 1minute and 10 seconds, so that the next inbound leg will be 1 minute long. Timing correction should only be done when power setting shave been set, and when the airspeed is constant.

What will you do if your missed approach procedure doesn't have a hold?