Question  |
Answer |
What is the key difference between DA/H and MDA/H? start learning
|
|
DA/H is a decision point used without planned level-off; MDA/H is an altitude/height below which descent is not permitted without the required visual reference.
|
|
|
What is the difference between a 2D and a 3D instrument approach? start learning
|
|
2D provides lateral guidance only; 3D provides both lateral and approved vertical guidance.
|
|
|
How are minima normally applied to a 2D approach flown using CDFA versus without CDFA? start learning
|
|
With CDFA, DA/H is used; without CDFA, MDA/H is used.
|
|
|
Why is CDFA preferred for 2D approaches? start learning
|
|
It provides a stable continuous descent and avoids level flight and large configuration/power changes close to the ground.
|
|
|
Does CDFA change the obstacle protection of the published procedure? start learning
|
|
No. It is a technique for flying the published procedure.
|
|
|
What is the practical difference between FAF and FAP? start learning
|
|
FAF normally marks the start of final descent on a 2D approach; FAP is the point where the nominal vertical path of a 3D approach is intercepted.
|
|
|
What is the operational significance of the MAPt? start learning
|
|
It defines the latest procedure point from which the published missed approach is initiated when landing cannot continue.
|
|
|
Why must published step-down restrictions still be respected when using VNAV? start learning
|
|
FMS vertical guidance does not override the obstacle-clearance requirements of the published procedure.
|
|
|
What is OCA/H and how does it relate to operating minima? start learning
|
|
OCA/H is derived from obstacle-clearance criteria; operational DA/H or MDA/H cannot normally be set below the applicable obstacle/system/runway limits.
|
|
|
What is MSA primarily intended to provide? start learning
|
|
Emergency obstacle clearance within the published sector; it does not necessarily guarantee navigation coverage.
|
|
|
What is the practical difference between an MSA and a TAA? start learning
|
|
MSA is primarily an emergency obstacle-clearance reference; TAA forms part of the arrival structure to an RNAV approach.
|
|
|
What is a Type A versus Type B instrument approach operation? start learning
|
|
Type A has DH/MDH ≥250 ft; Type B has DH below 250 ft.
|
|
|
How are current EASA Type B approaches divided? start learning
|
|
CAT I: DH ≥200 ft; CAT II: 100–<200 ft; CAT III: DH <100 ft or no DH, with the associated RVR criteria.
|
|
|
Does current EASA terminology divide CAT III operationally into IIIA, IIIB and IIIC? start learning
|
|
No. Current EASA rules use a single CAT III category.
|
|
|
What is the basic EASA approach-ban logic for CAT operations? start learning
|
|
If reported controlling RVR/VIS is below the applicable minimum, the approach must not continue past 1,000 ft above aerodrome elevation, or into the FAS if DH/MDH is above 1,000 ft.
|
|
|
If RVR/VIS deteriorates below minima after the approach-ban point has been passed, must the approach immediately be discontinued? start learning
|
|
No. It may continue to DA/H or MDA/H; the required visual-reference criteria then apply.
|
|
|
What is required to continue below DA/H or MDA/H? start learning
|
|
The required visual reference must be established and maintained.
|
|
|
If required visual reference is lost after passing minima, what is required? start learning
|
|
|
|
|
Why can an aircraft descend slightly below DA after the go-around decision? start learning
|
|
DA is a decision point; aircraft inertia and the transition to the missed approach can produce a small height loss.
|
|
|
What is the approximate geometry of a 3° descent path? start learning
|
|
About 300–320 ft/NM or roughly a 5.2% gradient.
|
|
|
What is the useful mental rule for vertical speed on a 3° path? start learning
|
|
Approximately groundspeed × 5 in ft/min.
|
|
|
What is the useful 3:1 descent-planning rule? start learning
|
|
Allow roughly 3 NM for every 1,000 ft of altitude to lose.
|
|
|
Why does a tailwind make vertical path management more difficult on final? start learning
|
|
Higher groundspeed gives less time per NM to lose the required altitude.
|
|
|
What is the standard ICAO missed-approach design climb gradient unless a higher value is published? start learning
|
|
|
|
|
What must be checked when a higher missed-approach climb gradient is published? start learning
|
|
Aircraft performance must be capable of meeting it under the expected conditions.
|
|
|
Why should a missed-approach turn not normally be started early? start learning
|
|
Obstacle protection is based on the published turn point or procedure geometry.
|
|
|
Does starting a go-around mean immediately turning toward the next missed-approach waypoint? start learning
|
|
No. The published initial missed-approach track and turn restrictions must first be respected.
|
|
|
What should be done when an approach cannot meet stabilised-approach criteria? start learning
|
|
Go around rather than attempt to salvage the approach close to the ground.
|
|
|
Are stabilised-approach gates and exact criteria universal? start learning
|
|
No. They are defined by the operator.
|
|
|
Why is a descent rate above about 1,000 ft/min operationally significant? start learning
|
|
It should be specifically assessed/briefed because it can indicate or create an unstable approach.
|
|
|
What is circling operationally? start learning
|
|
A visual manoeuvre following an instrument approach to position for landing on a runway not suitable for straight-in continuation.
|
|
|
What must be maintained during circling? start learning
|
|
Required visual reference with the intended runway/runway environment while remaining within the protected circling area.
|
|
|
What should be done if visual reference is lost during circling? start learning
|
|
Execute the applicable missed-approach procedure.
|
|
|
Why does higher circling speed increase risk? start learning
|
|
It increases turn radius and the airspace required to remain within the protected area.
|
|
|
What are the three conventional holding entries? start learning
|
|
Direct, parallel and offset/teardrop.
|
|
|
Are holding-entry sectors more important than remaining within protected airspace? start learning
|
|
No. The objective is safe entry and containment; the conventional entries are standard techniques.
|
|
|
How is wind correction normally managed in a hold? start learning
|
|
Correct heading for crosswind and adjust the outbound leg so the inbound track/timing is achieved.
|
|
|
What should take precedence over memorised generic holding speeds? start learning
|
|
The speed published on the chart, ATC restrictions and applicable aircraft/operator limitations.
|
|
|
Do SID/STAR restrictions disappear automatically after an ATC shortcut or amended clearance? start learning
|
|
No. Restrictions remain unless explicitly cancelled, replaced or rendered inapplicable by the clearance.
|
|
|
How should “at”, “at or above”, “at or below” and altitude windows be interpreted? start learning
|
|
At = exact altitude; at/above = minimum; at/below = maximum; window = remain between the two published limits.
|
|
|
Does radar vectoring remove the crew’s responsibility for terrain and altitude awareness? start learning
|
|
|
|
|
What should an approach briefing concentrate on rather than simply reading the chart? start learning
|
|
Runway/procedure, minima, key constraints, navigation setup, threats, stabilisation plan and missed approach.
|
|
|
Why is the missed-approach altitude an important cross-check before final approach? start learning
|
|
An incorrectly selected altitude can create an immediate vertical-path or ATC conflict during go-around.
|
|
|
Why should final approach course and runway heading be compared? start learning
|
|
A significant difference may reveal an offset approach or wrong runway/procedure selection.
|
|
|
Why is intercepting an ILS glide path from below preferred? start learning
|
|
It reduces the risk of capturing a false glide path and supports a stable intercept.
|
|
|
What is the key procedural principle when automation guidance conflicts with a published restriction? start learning
|
|
The published procedure and clearance take precedence unless ATC explicitly changes the restriction.
|
|
|
