Tricky IFR Questions At Interviews
Joined: Jun 2001
Posts: 889
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From: Australia
So you'd be needing the kyu-NH then...
The letter found on the top left of the keyboard can also be generated by holding the left ALT key down while typing (on the number pad) 0 0 8 1. I'll give it a try: Q. Yup it works.
ASCII code. Whoever would have thought it might come in handy one day?
The letter found on the top left of the keyboard can also be generated by holding the left ALT key down while typing (on the number pad) 0 0 8 1. I'll give it a try: Q. Yup it works.
ASCII code. Whoever would have thought it might come in handy one day?
Joined: Sep 2005
Posts: 136
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From: My Suitcase
Hi ovum,
So am I right to say that en route, I set my altimeter to the Area QNH and before I start my descent, I set the altimeter to the TAF QNH so that I can disregard the 50 ft increase that will be required if I used the Area QNH?
So am I right to say that en route, I set my altimeter to the Area QNH and before I start my descent, I set the altimeter to the TAF QNH so that I can disregard the 50 ft increase that will be required if I used the Area QNH?
Joined: Sep 2005
Posts: 136
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From: My Suitcase
You are correct there. You add 50 feet to your minima to take into account for PEC if your aircraft manual does not provide for calculations to calculate the PEC.
I am just a bit confused about the Area QNH that is given to by ATS. So, en route, I am supposed to set my altimeter to the Area QNH, and then when I am descending for my approach into the aerodrome, I set the altimeter to the TAF QNH? I would have thought the Area QNH given by ATS would have been more accurate...
I am just a bit confused about the Area QNH that is given to by ATS. So, en route, I am supposed to set my altimeter to the Area QNH, and then when I am descending for my approach into the aerodrome, I set the altimeter to the TAF QNH? I would have thought the Area QNH given by ATS would have been more accurate...
Grandpa Aerotart
Joined: Jun 2000
Posts: 4,579
Likes: 3
From: SWP
fixa 24 Add 50' to MDA on a non precision approach.
overmars...no, area QNH is representaive (within 5 mb) of any 'spot' QNH within a defined area. The TAF QNH is valid for various times within the TAF period...for instance if the TAF was a 12 hr one and they gave you 4 QNHs each would be valid for 3 hrs.
overmars...no, area QNH is representaive (within 5 mb) of any 'spot' QNH within a defined area. The TAF QNH is valid for various times within the TAF period...for instance if the TAF was a 12 hr one and they gave you 4 QNHs each would be valid for 3 hrs.
Joined: Feb 2004
Posts: 392
Likes: 7
From: Aus
fixa 24 Add 50' to MDA on a non precision approach.
Jepp Terminal 2.6.2 Compensation for aircraft pressure error is not required when determining AOM (aerodrome operating minima) for non-precision approaches.
I would have thought the Area QNH given by ATS would have been more accurate
Therefore the need to add the 50ft to the forecast terminal QNH MDA/DA (Jepps) if using area qnh
Joined: Apr 2004
Posts: 120
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From: Sydney
overmars
Correct
Q - Oktas8, it worked! Top stuff
So am I right to say that en route, I set my altimeter to the Area QNH and before I start my descent, I set the altimeter to the TAF QNH so that I can disregard the 50 ft increase that will be required if I used the Area QNH?
Q - Oktas8, it worked! Top stuff
Joined: Jan 2001
Posts: 725
Likes: 0
From: Australia
Want some more interview questions?
How is Moderate and Severe turbulence defined?
When are you required to report it?
Which aircraft are required to be fitted with GPWS?
Which aircraft are required to be fitted with TCAS?
Can such an aircraft fly in CTA with TCAS inoperative?
Your IFR CHTR aircraft has an altitude alerting system. It is written up as not providing the aural and visual warnings (approaching/deviating from assigned altitude). Can you take it flying? Any restrictions?
What does a gradient in brackets on a SID chart indicate?
Describe how you make a circling approach to aerodrome YXXX at night.
What are your actions if you lose visual reference whilst circling?
How is Moderate and Severe turbulence defined?
When are you required to report it?
Which aircraft are required to be fitted with GPWS?
Which aircraft are required to be fitted with TCAS?
Can such an aircraft fly in CTA with TCAS inoperative?
Your IFR CHTR aircraft has an altitude alerting system. It is written up as not providing the aural and visual warnings (approaching/deviating from assigned altitude). Can you take it flying? Any restrictions?
What does a gradient in brackets on a SID chart indicate?
Describe how you make a circling approach to aerodrome YXXX at night.
What are your actions if you lose visual reference whilst circling?
Joined: Feb 2004
Posts: 392
Likes: 7
From: Aus
Only three QNH's are given on a 12 hr TAF. One for now, four hrs in, 8 hrs in.
Jepp Met 11.16.3 Up to four (4) forecast values of QNH are given, valid at three (3) hourly intervals commencing at the beginning of the validity periods of the forecast.
Where I fly, 99% of the TAF's are valid for 12 hours. We always get four QNH's and Temperatures for the reason above. You will also find that area QNH's on an area forecasts are also only valid for three hours.
D'oh
Grandpa Aerotart
Joined: Jun 2000
Posts: 4,579
Likes: 3
From: SWP
turbantime you're right if talking about PEC.
We are required by our SOPs (widebody/longhaul) to add 50' to an MDA to make it a 'claytons' DH if you like...this seems almost universal amonst the big end of town.
It makes sense when you think about it for a second...the DH on an ILS is exactly that...Decision Height and it is perfectly acceptable to go below it slightly during the GA manouver.
An MDA is a Minimum Descent Altitude and must NOT be broken in the GA....so we add 50'. We do not have a PEC in the Boeing.
Another good question...What's the difference between DH and MDA?
Here's another one. Explain the difference between MDA and OCA?
Chuckles.
We are required by our SOPs (widebody/longhaul) to add 50' to an MDA to make it a 'claytons' DH if you like...this seems almost universal amonst the big end of town.
It makes sense when you think about it for a second...the DH on an ILS is exactly that...Decision Height and it is perfectly acceptable to go below it slightly during the GA manouver.
An MDA is a Minimum Descent Altitude and must NOT be broken in the GA....so we add 50'. We do not have a PEC in the Boeing.
Another good question...What's the difference between DH and MDA?
Here's another one. Explain the difference between MDA and OCA?
Chuckles.
Joined: Sep 2005
Posts: 136
Likes: 0
From: My Suitcase
With regards to ITCZ's questions (another question, how do you define the ITCZ? heh), most of the answers can be found in the AIPs. A bit lazy to get off my bum to find them, but they're there. Except for a few that I am unsure of, for example...
So far, I have only seen 'GRAD 3.3%' on the SID chart that I use. Haven't really seen any in brackets.
And the question regarding MDA and OCA... that's a good one. A colleague of mine said that they are basically the same thing. Somebody please dispute him! That would make my day!
What does a gradient in brackets on a SID chart indicate?
And the question regarding MDA and OCA... that's a good one. A colleague of mine said that they are basically the same thing. Somebody please dispute him! That would make my day!
Joined: Feb 2004
Posts: 392
Likes: 7
From: Aus
Defenestrator,
No worries
Chimbu,
Yeah, I can see the logic behind that.
The gradient in brackets indicates the gradient to be flown to remain in CTA.
I'd have to say MDA is an OCA? Just like DA and minimum obstacle clearance for visual circling are an OCA.
As for DH and MDA. I'd say that DH is much the same as a DA where descent below that height/altitude is allowed as long as the decision to continue/MAP is made at or before reaching that height/altitude? Whereas descent below MDA is not allowed unless meeting the appropriate criteria?
No worries
Chimbu,
Yeah, I can see the logic behind that.
The gradient in brackets indicates the gradient to be flown to remain in CTA.
I'd have to say MDA is an OCA? Just like DA and minimum obstacle clearance for visual circling are an OCA.
As for DH and MDA. I'd say that DH is much the same as a DA where descent below that height/altitude is allowed as long as the decision to continue/MAP is made at or before reaching that height/altitude? Whereas descent below MDA is not allowed unless meeting the appropriate criteria?
Joined: Jan 2001
Posts: 725
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From: Australia
Difference between MDA and OCA?
MDA is minimum descent altitude, you can descend to MDA in IMC, but not below.
If you gain visual reference at the MDA, you can descend visually from the MDA to not below the OCA (daytime procedures) and circle. You cannot go below OCA until established on final for the landing runway. The OCA is performance category dependent in PANS-OPS (Cat C = 400') or 400' in australian old criteria charts.
Some more interview/renewal questions from the ITCZ vault.
Questions:
1. What are the Category B speeds?
2. What determines Cat A, B, C, or D?
3. What are the conditions for descent below the minima (circling day, circling night and straight in)?
4. What is the minimum taxi distance behind turboprops and jets (a) taxiing and (b) requiring breakaway thrust?
5. What is the minimum distance from objects when activating the Wx radar on ground with antennae rotating, stationary, and what objects must be outside this distance?
6. What are suitable and adequate aerodromes?
7. What limits apply to the IFR altimeter checks?
8. What are the conditions for visual approach, night and day?
9. What are your actions if landing gear is not locked down after normal selection? (ATC/procedures, not the manufacturer drill to get em down)
10. What are the conditions on conducting straight in approaches to CTAF?
11. Which Australian aerodomes use LAHSO procedures? Can you participate as active or passive?
12. When does a Notam become a 'one-liner'?
13. What does Nil Current with respect to a Notam mean?
14. What fuel reserves apply to normal, one inop and depressurised ops/PNR?
15. What are the speed limitations in the holding pattern?
16. When are your required to plan for an alternate aerodrome?
17. When can you use Special Alternate Minima?
18. You are planning to depart ASP RW12 to the north in IMC. How do you ensure terrain clearance until established above LSALT on track?
19. You are an IFR flight planning AS for TNK, you are having trouble getting an AVFAX briefing. What are the minimum briefing materials you require prior to departure?
20. When is a FROM period valid in an aerodrome forecast? Is different if the FROM is in a TTF?
21. How many flight attendants do you require in the cabin whilst refuelling?
22. What is the wake turbulence separation standard for a Medium category aircraft departing behind: a B747, a Metro, a Chinook?
MDA is minimum descent altitude, you can descend to MDA in IMC, but not below.
If you gain visual reference at the MDA, you can descend visually from the MDA to not below the OCA (daytime procedures) and circle. You cannot go below OCA until established on final for the landing runway. The OCA is performance category dependent in PANS-OPS (Cat C = 400') or 400' in australian old criteria charts.
Some more interview/renewal questions from the ITCZ vault.
Questions:
1. What are the Category B speeds?
2. What determines Cat A, B, C, or D?
3. What are the conditions for descent below the minima (circling day, circling night and straight in)?
4. What is the minimum taxi distance behind turboprops and jets (a) taxiing and (b) requiring breakaway thrust?
5. What is the minimum distance from objects when activating the Wx radar on ground with antennae rotating, stationary, and what objects must be outside this distance?
6. What are suitable and adequate aerodromes?
7. What limits apply to the IFR altimeter checks?
8. What are the conditions for visual approach, night and day?
9. What are your actions if landing gear is not locked down after normal selection? (ATC/procedures, not the manufacturer drill to get em down)
10. What are the conditions on conducting straight in approaches to CTAF?
11. Which Australian aerodomes use LAHSO procedures? Can you participate as active or passive?
12. When does a Notam become a 'one-liner'?
13. What does Nil Current with respect to a Notam mean?
14. What fuel reserves apply to normal, one inop and depressurised ops/PNR?
15. What are the speed limitations in the holding pattern?
16. When are your required to plan for an alternate aerodrome?
17. When can you use Special Alternate Minima?
18. You are planning to depart ASP RW12 to the north in IMC. How do you ensure terrain clearance until established above LSALT on track?
19. You are an IFR flight planning AS for TNK, you are having trouble getting an AVFAX briefing. What are the minimum briefing materials you require prior to departure?
20. When is a FROM period valid in an aerodrome forecast? Is different if the FROM is in a TTF?
21. How many flight attendants do you require in the cabin whilst refuelling?
22. What is the wake turbulence separation standard for a Medium category aircraft departing behind: a B747, a Metro, a Chinook?
Last edited by ITCZ; 29th November 2005 at 11:57.
