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Old man LDA: just a simple, straight-in approach in a basic Cessna 172. These are welcome factors when the procedure is a bit of an oddball.

Your visit to see your sister in St. Louis has been everything you hoped for: the arch, the Cardinals, the free samples on the Anheuser-Busch tour.

The only thing you need to make it complete is to give your sister the view of Old Man River from 1500 feet. Since you hopped a cheap air line flight to get here, you'll have to survive the rental checkout before they hand you the keys to the club 172. No problem. You don't mind a little workout with a good instructor now and then.

Unbeknownst to you, the instructor you drew for today's flight has a reputation for being the most sadistic of the local lineup. One of his favorite procedures is the LDA/ DME Rwy 12L at KSTL. If things get dicey under the hood and on the gauges, just keep telling your self that there's always another An heuser-Busch tour just around the bend. Answers on page 23.
1. As always, where are you?

a. About to overshoot the missed
   approach course
b. At the missed approach point
c. About to cross JAAME
d. At the VDP

2. Assuming you have a flawless pi
tot-static system and you make
no changes to your flight path,
what will be your altitude crossing
JAAME?

a. 3510
b. 3530
c. 3550
d. 3600

3. To arrest this descent using control
and performance technique, how
many degrees should you raise the
nose to level off?

a. One
b. Two
c. Three
d. Five

4. Let's say that your DME was
placarded INOP. Could you have re
quested this approach anyway?

a. Sure, each fix has "RADAR" by it.
b. Sure, you'd only need to coordinate
   an alternate missed approach.
c. Nope. DME is in the title.
d. Nope, but I'd ask anyway.

5. The first note reads: "Simultaneous
approaches authorized with Rwy
12R." How does this affect you?

a. You can't accept this approach
   without simultaneous approach (SA)
   training.
b. Choice "a" is right, but the "training" is
   reading one page on PRM procedures.
c. You will be queried by ATC if you
   can accept parallel, simultaneous
   approaches. You must accept this to
   be cleared for the approach.
d. It's just an FYI.

6. A Localizer Directional Aid (LDA)
is:

a. A localizer that's not aligned with the
   runway.
b. A localizer with a width fixed at either
   six or 12 degrees.
c. A localizer-like system whose width
   exceeds the maximum to be called a
   localizer.
d. a & c.

7. The Morse code identifier for the
DME:

a. Is the same as the VOR.
b. Is the same as the LDA.
c. Doesn't exist because DME doesn't
   have an ident.
d. Requires TACAN equipment to hear.

8. According to the plate, what
approach lighting might you see on
Runway 12L?

a. ALSF-2 and PAPI.
b. SSALR and HIRL.
c. No lighting.
d. All of the above.

9. Inside FREAS the plan view depicts
a 745-foot obstacle. The straight-in
height-above-touchdown (HAT) is
659 feet. How did they get away
with publishing this?

a. Visual segments are not TERPSed.
b. The visual segment turns away from
   the obstacle.
c. The missed approach turn remains
   clear of the obstacle.
d. I don't see what the big deal is.

10. At MDA, how many feet will you be
above the ground?

a. 455
b. 541
c. 659
d. Can't be certain

11. Is there anything significant
regarding the indications of NAV2?

a. The TO-FROM flag is kaput.
b. The needle should be centered.
c. The OBS should be spun to 122.
d. Nope.

12. If told to, "Execute the published
missed approach":

a. DME is not required.
b. Plan holding on the TOY R-282.
c. Plan holding on the TOY R-102.
d. The missed approach hold is missing.
Good catch.

13. What is the weather required to
proceed on the visual flight segment?

a. VMC
b. One mile and clear of clouds.
c. Four miles visibility.
d. Continue as long as you seethe
   runway.

14. Reaching FREAS, towersays, "N2ST,
cleared circle runway 12R, cleared
to land." This instruction:

a. Is fine.
b. Would be OK if he'd said "side-step"
   instead of "circle."
c. Is only OK when simultaneous
   approaches are in use.
d. Is not fine.

15. Both Jeppesen and the FAA depict
obstacleson their plates. What's up
with the three, large, black arrows
that Jeppesen uses and why don't
they appear on the FAA plates?

a. The FAA and Jeppesen use different
   charting conventions.
b. Because the FAA is in denial.
c. Because the FAA is stricter.
d. There should only be one arrow.


QUIZ ANSWERS (questions on page 12)

1. c. You're 0.2 DME outside JAAME.

2. c. Without changing your vector, you will be 70 feet lower than your present altitude in seven seconds when you reach JAAME. 575 feet/min is roughly 10 feet /sec. The aircraft would travel below the minimum of 3600 feet.

3. c. 3.19 degrees, to be exact. At roughly 108 KTAS, you travel 1.8 miles/min. Each degree of pitch change from level, then, yields 180 feet/min. 575/180 equals 3.19 degrees nose low. Raise the nose that amount to stop descending. No, we don't expect you to do this math in the cockpit.

4. c. DME is in the title, so it's required for the final approach segment and radar cannot substitute. If it were required for some other segment, a note would likely appear "DME or radar required"

5. d. The note warns you that traffic might be called close to your position. This is not a Parallel Runway Monitor (PRM) approach.

6. a. An LDA is comparable to the accuracy of a localizer but is not closely aligned with the runway.

7. b. The DME identifying letters will match the LDA; however, they are broad cast separately at a longer interval and slightly higher pitch.

8. d. The plate shows an ALSF-2, REIL, HIRL, PAPI, and TDZ/CL lighting. Much of that is for the ILS, not the LDA. Which (if any) of these will be illuminated at a given time depends on the conditions and NOTAMs. The Tower could configure the ALSF-2 as an SSALR, too. Point is, brief up the approach.

9. d. Obstacles are charted in MSL; your MSL minimum is 1200 feet.

10. d. The HAT of 659 only tells you your height above touchdown. Given undulating terrain, there's no easy way to tell your AGL altitude on approach.

11. d. With DME and radar, who needs the VOR? But a quick technique for determining relative direction from a VOR is "opposite-opposite." Dividing the case into four quadrants, look opposite of the flag and opposite of the needle (minus 10 degrees when the needle is pegged). That's the lower-left quadrant of 235 to 305, roughly west of the station, which is right where you are.

12. a. DME is not required, nor is holding. TERPS rules allow for the omission of MAP holding when the procedure allows the aircraft to rejoin the en route structure at an en route altitude. Instructions from ATC would still be nice.

13. c. FAR 91.175(c)(2) says plainly that you must have the prescribed flight visibility. Because the visual portion is 2.7 nm (3.1 sm), you might see the runway with a bit over three miles visibility, but be technically illegal because the flight visibility was still under four.

14. d. You have neither circling nor sidestep minimums provided. Technically, the only thing you should accept is a visual to another runway.

15. a Jeppesen uses the black arrow to highlight the highest obstacle depicted, but these three towers are all the same height. The FAA depicts a taller tower to the north of the VOR; however, this is outside of the area shown by Jepp.
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Title Annotation:KILLER QUIZ
Author:Holston, Ken; McCloy, John
Publication:IFR
Date:Jul 1, 2007
Words:1309
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