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Hurry up and go.

You know you shouldn't be rushing to make up lost time, but it's only a shallow layer between you and a clear flight home. Just get on top and you can sort it all out, right?

Yesterday, you flew into John Wayne Airport (KSNA) for a short meeting--and stayed overnight due to severe thunderstorms. Now you're behind schedule, sweating in yesterday's clothes. You need to get home, shower, change, and get to the office ASAP.

The typical summertime marine layer is blanketing the area, with John Wayne reporting an overcast ceiling at 600 feet and two miles visibility. Multiple PIREPs report tops around 2500.

ATC clears you via, "... the Anaheim Five departure, Lake Hughes transition, then as filed. Climb via the SID. Expect 8000 10 minutes after departure. Squawk 5522." You load up the flight plan and departure procedure in your Garmin 430W, and blast off from Runway 02L. Tower sends you over to Departure as you're turning left, direct to the Seal Beach VOR. That's when you realize that you've got a small problem. Or two. Or more. Answers on page 23.

1. The departure frequency to use wasn't part of your clearance. What should you do?

a. Ask the tower controller.

b. Use the frequency you have from yesterday's arrival.

c. Find it on the departure procedure.

d. Call them on 121.5; they'll definitely hear you there.

2. Once you check in with SoCal Departure, the controller asks with an overtone of annoyance:

"Confirm you're on the Anaheim Five departure?" What should your course be at this point?

a. Heading of 332 until told otherwise

b. Heading of 332 until reaching 2000 feet

c. Heading of 222 until receiving SLI VOR

d. Direct to the SLI VOR, just like I'm doing

3. You're following the course depicted on your GPS for the departure procedure. Is something wrong with your GPS?

a. Your database is probably out of date.

b. Your GPS isn't capable of completely depicting all departure procedures.

c. Your GPS is fine, but the procedure isn't encoded properly. Notify ATC and contact your NavData vendor.

d. Nope, I trust in the magenta line. It will not lead me astray.

4. Next, you get another call from ATC, "... John Wayne altimeter 30.10, say altitude." What should you say?

a. 3100

b. 2700

c. 2300

d. "Say again," while pitching down

5. What should your altitude be at this point?

a. Climbing to 5000

b. Climbing to 4000

c. Level at 2000

d. ATC didn't assign an initial altitude, so you're good all the way up to 8000.

6. Essay Question: Okay, what else have you forgotten or otherwise botched so far?

7. ATC rapidly issues headings and altitudes to several aircraft inbound to LAX, and finally tells you to, "fly heading 360, join V394, resume Anaheim Five departure, climb and maintain 8000. "True or False: ATC expects you to maintain 5000 feet along V186 between BAYJY and DARTS intersections before climbing to 8000 after DARTS.

8. Your filed route was actually up V186, which continues past DARTS and over the Van Nuys VOR. This route never crosses Lake Hughes. What does ATC expect your route to be past DARTS?

a. Stay on VI86 to VNY as filed.

b. Turn up V165 to LHS as charted for the Lake Hughes transition.

c. There's no way to know without asking (Better late than never.), because you got a messed up clearance.

d. They don't really care. That's someone else's sector.

9. Once you're back on the departure procedure, and the frequency has settled down a bit, ATC calls you to say" ... possible pilot deviation, advise you contact SoCalTracon at 555-3141592." What's this notification actually called? p

a. The "Oh $#!%" notification

b. The Brasher notification

c. The Situation 709 notification

d. An "invitation for further discussion"

e. Gotcha, Dude!

10. What's so special about the obstacles that are noted on this procedure? (May have multiple answers.)

a. They are obstacles that are located on airport property.

b. They represent all known obstacles along the departure route.

c. Clearing them would require a climb gradient in excess of what is published on the procedure.

d. Pilots are required to be able to visually see and avoid them.


QUIZ ANSWERS (Questions on page 12)

1. c. When cleared via a SID, your clearance might not contain information that's shown on the departure procedure. Figure that out on the ground, before flying a complex departure. Make sure you know all the critical "CRAFT" items before taxi.

2. a. Since you're departing Runway 02L on the Lake Hughes transition, the departure procedure is to fly heading 332 and await vectors from ATC. So it doesn't matter what the GPS procedure says, you wait for the vector.

3. b. The magenta line is convenient and comforting, but in this case it's dead wrong. Your GPS navigator can't depict open-ended vectors to join a course "somewhere." So it gives up and simply shows a route direct to SLI VOR, which is the first fix it knows, and then as charted from there. That's why it's critical to do a sanity check of any procedure loaded into the GPS before following it.

4. a. It looks like you also forgot to set your altimeter before takeoff. The current altimeter setting of 30.10 is 0.4 inches higher than the setting currently dialed into your altimeter. Since each inch of mercury represents an altitude difference of 1000 feet, your actual altitude is 0.4 * 1000 = 400 feet above your currently indicated altitude, or 3100 feet.

5. c. The departure procedure specifies an initial altitude of 2000 feet. You did read the departure procedure before blasting off, didn't you?

6. Really wrong: Your flaps are still at approach setting; your cowl flaps must be closed because your CHT is redlined (top right of pilot yoke), your prop de-ice current draw is pegged (right meter below the radios--difficult to see), and SLI is the wrong frequency if you were planning to use it for backup. Could be better: You're not using your number two CDI for any situational awareness; you're slow for climb in a Bonanza (Vy clean is 96); and your prop is still at full RPM.

7. False. Once you have received a "climb and maintain" instruction, that's what you need to do. The 5000-foot altitude depicted on VI86 between BAYJY and DARTS is the minimum enroute altitude, and is not considered an altitude restriction. Altitude restrictions are depicted at fixes rather than along legs.

8. b. or c. Your clearance is b. If you were expected to leave the departure routing partway through, ATC should have said that in your clearance:"... via the Anaheim Five departure, Lake Hughes transition, DARTS, then as filed..." They make mistakes, too. Given your filed route was up V165 over VNY, the error was probably leaving out DARTS, and they're expecting you to continue to VNY. As always, when in doubt, ask. So c. is best.

9. b. Although pilots typically utter, "Oh $#!%," upon receiving the notification, it's actually known as the Brasher notification. Somewhat akin to a Miranda warning for pilots, this standardized notification is the result of an appeal of enforcement action to the NTSB in 1987 regarding a pilot who wasn't notified of an altitude deviation. The intention is "to provide the involved flight crew with an opportunity to make note of the occurrence and collect their thoughts for future coordination with Flight Standards regarding enforcement actions or operator training." Think of it as a reminder to file that NASA ASRS report.

10. c. & d. The obstacles listed in the "Takeoff Obstacle Notes" section of the departure procedure are known as "low, close-in" obstacles. These obstacles would result in an increased climb gradient to an altitude of less than 200 feet above the runway, but are close enough for pilots to be able to visually see and avoid them. As a result, they have been excluded from consideration during procedure development.


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Title Annotation:KILLER QUIZ
Author:Smith, Lee; Van West, Jeff
Date:Jul 1, 2015
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