Printer Friendly

Sunny side south: instrument flying is usually best done by normalizing as many actions as you can. That's great until something goes screwy--or maybe that's the time to normalize even more.

The weather at the Grand Canyon looks perfect for your planned hikes, with just enough mid-level overcast to shield out the merciless sun.

Unfortunately, your flight hasn't been a walk in the park. The autopilot in this rental G1000 Cessna 172SP doesn't work, which made it tougher in moderate turbulence. Now you look up from the plate and see this attitude, and your inset map and flight plan on the G1000 have disappeared. Are the avionics screwy, too, or is it just you?

[ILLUSTRATION OMITTED]

Figure it out and you can enjoy a day at one of the world's wonders. Don't do something soon and everyone will wonder what in the world happened to you. Answers on page 22.

1. The G1000 and the backup Al don't agree. Which should you believe?

a. The G1000, because the mechanical Al backup may have tumbled.

b. The backup Al, because simple gyros is more reliable in excessive attitudes.

c. Cross-reference the other data on the G1000 to decide what actions to take.

d. Cross-reference the backup instruments to see what makes the most sense.

2. Assuming the G1000 is correct, what are your next actions in order?

a. Power up, roll left, climb.

b. Power off, roll left, power up climb.

c. Power up, unload the wings, roll left, climb.

d. Power off, unload, roll left, power up, climb.

3. By the way, where are you?

a. Inside CARMS and almost on course

b. Almost to HAPLY but diverging from course rapidly

c. Past HAPLY and almost over the airport

d. How could I possibly know where I am without a moving map in view?

4. What are your priorities for getting back in safe airspace?

a. Climb, turn toward the approach course, rejoin the approach.

b. Turn toward the approach course, climb, rejoin the approach.

c. Climb, turn toward the approach course, go missed. d. Turn toward the approach course, climb, go missed.

5. How many initial-approach fixes are there for this approach.

a. 4 b. 3 c. 2 d. 1

6. When was this approach last updated and what changed? (Bonus points if you can say when the approach was first published.)

a. July 6, 2012, and the holding-pattern length changed

b. July 12, 2006, and the Tower frequency changed

c. July 6, 2012, and the Tower frequency changed

d. July 12, 2006, and the holding-pattern length changed

7. One of the holds on this chart is six miles and the other is seven. What's up with that?

a. It's a mistake. They should both be the standard four miles for GPS approaches.

b. It's a partial mistake. High-altitude holds are seven miles, so they should both read seven.

c. It's correct. Holds change length with altitude and the seven-mile one just happens to be in the next range, even though its only 1000 feet higher.

d. It's correct, but it's because of high terrain and the need for more protected airspace for overshoots.

8. Do you really have to fly outbound for six miles just to do a course reversal?

a. It says six so you fly six. What are you, some kind of subversive?

b. Technically yes, but it's doubtful anyone will care if you fly less outbound.

c. Heavens no. That's just the maximum you can go outbound.

[ILLUSTRATION OMITTED]

d. Fly the hold for a procedure turn? Just do a 90-270 turn and be done with it.

9. T/F: If your GPS annunciates LNAV/ VNAV and you fly the glidepath in IMC to 6960 feet, you must go missed because LNAV/VNAV is to a DA.

10. You fly the approach LNAV/VNAV, reach 6960, and can see the approach lights up to the first roll bar but no further. How much further can you descend?

a. You have the runway environment, so you can go ahead and land.

b. You can descend to 6860, but you need more in sight to go further down.

c. You can descend to 6656, but you need more in sight to go further down.

d. You have to go missed because required visibility is 1.5 miles and you can't even see the 1.2 miles from the VDP to the threshold.

1. c. The G1000 attitude information is much, much more reliable than any spinning gyro that may have tumbled and no longer be correctly oriented. However, answer c is better than b, both because the G1000 isn't foolproof (so foolish pilots can get the better of it) but also because the exact recovery isn't just a function of attitude, but also trends in airspeed and altitude.

2. c. You're climbing with deteriorating airspeed in an extreme right roll. The pink bars on airspeed and altitude show trends of increasing altitude (also shown as 500 FPM) and decreasing airspeed. You're also at only 1450 RPM. You want power to both climb and recover airspeed. You want to unload so you get maximum roll while having lowest likelihood of stalling the up-rolling wing. And once you're level, you'll want to climb.

3. a. The data bar top center in the PFD says the next fix is HAPLY and you're 4.8 miles from it on a bearing to of 030.

4. a or C. Unless you know for a fact that you're about to smack terrain on the given heading, climbing first is almost always the best bet. Even if you are heading toward terrain, that usually buys you a bit of time. Next turn back on course (or at least away from known terrain). If we got it under control and could get back on course to complete the approach, we would--the sooner the better.

6. a. The date is top center and the changes are bottom left. The original date is in the copyright info bottom right.

7. c. The reason these holds get so long at altitude is that they must accommodate high-speed jets whose true air-speeds can get quite stunning at altitude. The GPS guidance systems can get behind the plane if it turns inbound too soon because there's not enough time to rescale the CDI and make other adjustments at a rate humans could fly.

8. b. If it's charted as a racetrack, you're supposed to fly it as charted. That would include running outbound far enough for any teardrop or parallel entry. So long as your system can handle this situation (see previous answer), ATC is unlikely to care or even notice.

9. Usually true, but in this case false. LNAV/VNAV and LPV approaches are flown like an ILS: If you're IMC at DA, you immediately start the missed. However, this approach has the same minimums for LNAV/VNAV and just LNAV. So you can fly the glidepath to 6960, but then motor on as an LNAV approach because you're still at LNAV minimums.

10. c. Per FAR 91.175 you can descend below MDA with only part of the approach lights but not below 100 feet above TDZE. You also need the required visibility to be down this low, but you could fly this by the LNAV minimums and you'd only need 3/4 of a mile.

BY IFR STAFF
COPYRIGHT 2012 Belvoir Media Group, LLC
No portion of this article can be reproduced without the express written permission from the copyright holder.
Copyright 2012 Gale, Cengage Learning. All rights reserved.

Article Details
Printer friendly Cite/link Email Feedback
Title Annotation:KILLER QUIZ
Publication:IFR
Geographic Code:1USA
Date:Oct 1, 2012
Words:1200
Previous Article:When you're only going IMC for the final 30 seconds.
Next Article:Mag course mismatches: how many direct magnetic courses can there be between two points? Sometimes the answer is three. How many can possibly be...
Topics:

Terms of use | Privacy policy | Copyright © 2020 Farlex, Inc. | Feedback | For webmasters