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Race time in Monterey: your bag of tricks had better be full because your options are fading fast in the face of coastal weather in this month's K.Q.

Snowballs aren't things that come to mind when flight planning to Monterey, Calif.,--snow cones, maybe, but not snowballs. Funny, then, that you find yourself running short of fuel and racing an inbound storm with circumstances snowballing before your eyes.

If you're an astute pilot, you may soon be strolling Steinbeck's Cannery Row. Let your attention flag and the next stop may be Spam-Can Row at the local salvage yard. It's up to you.

1. Naturally, where are you?

a. Inbound to SNS on the missed approach

b. Direct entry outbound in the hold

c. On the SNS feeder routing

d. Getting RMI station passage at MUNSO

2. NORCAL said, "Radar vectors unavailable due to sector workload. Maintain 5000 until established, cleared ILS 10R approach." Regarding your altitude, you're:

a. Doing a nice job.

b. Too high for MUNSO.

c. Too low for MUNSO.

d. In tolerance but sloppy.

3. You're no Morse code expert but, although the 110.7 Mhz LOC ident seems strong, you think that two letters don't exactly match. This is:

a. Normal for being outside the service volume

b. The reason a flag is displayed

c. Fine, because there's little chance a strong ident is wrong

d. A good reason to call the controller

4. It appears that your autopilot is off. You should:

a. Use it if you like.

b. Use it, but only for altitude control.

c. Keep it off, per the plate notes.

d. Pull the breaker to ensure it stays off.

5. You're feeling as though the storm is racing you to the airport. Save critical time by:

a. Paralleling the course and turning in outside MUNSO

b. Transitioning to a NoPT feeder

c. Passing through the course and making a 180-turn.

d. Insisting on vectors

6. To fly the shortest distance possible while on vectors:

a. Request "short vectors" or "close turn on."

b. Request "intercept at the final approach fix."

c. ATC must vector traffic more than a mile outside the FAF.

d. All of the above

7. If the altimeter setting is 30.13 and you mistakenly set 30.03. Ideally, how far off will your aircraft be?

a. You'd be 100 feet higher than you indicate.

b. You'd be 100 feet lower than you indicate.

c. You'd be 1000 feet lower than you indicate.

d. Look out, Sputnik, here you come.

8. If you were IFR GPS equipped and didn't trust the altimeter setting, matching the baro altimeter to the GPS readout is a:

a. Smart idea; never thought of that

b. Bad idea

c. Last-ditch maneuver

d. Actually an FAA-recommended technique

9. The airport METAR on your XM rig has the remark PRESFR. What does that mean?

a. Precip east from runway

b. Pressure falling rapidly

c. Primary radar echoes show frontal rain.

d. Pilots readback special flight rules.

10. Your airspeed is a little high. What's up with that?

a. We could have a blocked static port.

b. Maybe the pitot tube is clogged.

c. It looks like alternate static air is in use.

d. We're trying to race a storm, duh.

11. Let's say your concern caused you to select the alternate static air inside the cabin. How does this affect altitude and airspeed indications?

a. Both are higher

b. Both are lower

c. Only airspeed is higher

d. Both will be erratic

12. How many NoPT options are available to fly this approach?

a. Three

b. Two

c. One

d. Zero

13. Essay: Old-timers may refer to the LOM MUNSO as what?

14. After crossing MUNSO outbound, you are essentially flying a back course and must "fly away" from the needle in order to track the course. T or F?

15. If the glideslope were out of service, flying the localizer approach to the VDP:

a. Is the smartest way to plan to land

b. Is no guarantee of landing

c. Will result in a drug-in final

d. Only works from the Cat D minimums

16. Why does the profile view depict the dashed line for the missed approach beginning prior to I-MRY 1.8 DME?

a. That's where the signal becomes unreliable.

b. You begin the missed at 480 MSL, not the marker.

c. Flight Check anticipates some sink before a climb begins.

d. The FAA artists decided it should.

17. The airfield postage stamp says that Rwy 28L landing distance is 6616 feet. It's the same pavement on 10R. Why don't they note that for both directions?

a. An artist oversight

b. It has to do with runway point of intercept.

c. Takeoff is restricted on l OR, not landing.

d. None of the above




1. c. You're on the SNS feeder route to MUNSO.

2. a. We're established on the SNS transition and legal to maintain 4900 feet.

3. d. See the L-3 chart on page 14. To ease frequency congestion, the two localizers at KMRY share a common frequency but have unique idents for each runway. If the letters don't match, ATC needs to verify the correct navaid is turned on.

4. a. Coupled approaches are NA, but you can use the auto-pilot through the PT and disconnect it somewhere prior to minimums. The prohibition is linked to the unreliability of the signal past the MM and is meant for autoland-type ops.

5. a or d. Assuming this has become an emergency, declare one. Not our first choice, but the feeder-leg length of 16.4 miles would allow you to turn short at roughly SNS 14 DME and either fly a short downwind or modified base to the marker. Saying the "E" word would also trump ATC's workload card without having to really demand anything.

6. b. If specifically requested by the pilot, aircraft may be vectored to intercept the final approach course inside the approach gate (typically one mile outside the FAF) but no closer than the FAF (7110.65 Chap 5). Because a is vague, we like b better.

7. a. "Low to high, you're high in the sky." Each .01 inches is 10 feet, so you are 100 feet higher than indicated.

8. c. GPS is fab on lat/long, but look for a future IFR article detailing why altitude is a different story.

9. b. Straight from your weather text.

10. a. If the static port were clogged at a higher altitude, air-speed would read high. If the pitot tube were clogged, the airspeed would act as an altimeter and decrease on arrival, not increase. Despite the urgent situation, we're powered back, so we'd argue d is not a good answer. Even with full power, 160 knots indicated in level flight at 5000 feet would be a bit high for a Cessna 182 RG.

11. a. Answer d is tempting because varying cabin-air vents and the act of switching over in itself causes erratic behavior; however the generally lower cabin pressure results in both readings being higher once stabilized.

12. b. Two scenarios exist: radar vectors or an aircraft holding at the LOM and subsequently cleared the approach.

13. Because there is an NDB co-located with a marker beacon, it is often called a compass locator.

14. false. If you had only a course indicator (CI) needle, that would be true, but the HSI seen here negates the need.

15. b. All categories use the same minimum. The VDP is 2.2 miles from brick one, yet even the Cat D visibility requirement is 1-3/4 miles. If the weather is low, anticipate either a steeper final or long landing, as you will not see the runway until past the VDP.

16. d. The ILS missed approach begins upon reaching decision altitude, but this should occur over the MM. The line above the timing block also confirms that the non-ILS approaches miss 3.8 miles from the FAF, also the MM. We don't have an answer from NACO yet as to why sometimes the profile view shows the missed off from the MM.

17. d. Runway 28L has a displaced threshold; however this does not affect anything on 10R.
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Title Annotation:KILLER QUIZ
Author:Holston, Ken; McCloy, John
Date:Jul 1, 2008
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