Commonly missed interview questions....

Cheechako

Cheechako

Well-Known Member
I've been doing interviews for about a year now and here are some common questions that people don't know. I'd like to poll the audience here...

1. What three (yes only three) things are needed to leave a DH or MDA?

2. Denver class B upper limit is 12,000 feet. Your descent profile in the RJ is 320 kts to 10,000 feet. Denver approach tells you maintain 11,000 feet, max forward speed. What speed to you fly (you are in the B airspace)?

3. What is your speed limit in class C?

4. Where is the final approach on an ILS approach (generic answer here), and on the ILS 16R, Reno, NV (specific answer here...seems easier with the NOS)?

5. Decode the following in the remarks of a METAR: ACSL DIST NW.

6. Hypothetically your right aileron becomes disconnected completely so it's "flapping in the breeze." In straight and level flight, which way is that aileron going to go- down, flush, or up?

7. What is a VDP and how do you calculate it?

8. Grab your enroute chart and find an airport with a surface class E. Why is it there and what makes some of them part-time?

Enjoy!!
 
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2. Denver class B upper limit is 12,000 feet. Your descent profile in the RJ is 320 kts to 10,000 feet. Denver approach tells you maintain 11,000 feet, max forward speed. What speed to you fly (you are in the B airspace)?


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250 KIAS, once in the class B
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3. What is your speed limit in class C?


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If above 10,000...none...right?

If below 10,000, then 250 KIAS....

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4. Where is the final approach on an ILS approach (generic answer here), and on the ILS 16R, Reno, NV (specific answer here...seems easier with the NOS)?


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TAKLE intersection?

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5. Decode the following in the remarks of a METAR: ACSL DIST NW.


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Alto Cumulus Standing Lenticular Clouds, away from the airport to the Northwest.

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6. Hypothetically your right aileron becomes disconnected completely so it's "flapping in the breeze." In straight and level flight, which way is that aileron going to go- down, flush, or up?


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I'd say down....from the downwash of the wing.


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8. Grab your enroute chart and find an airport with a surface class E. Why is it there and what makes some of them part-time?


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Good luck....
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1. What three (yes only three) things are needed to leave a DH or MDA?

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You must have the required visibility, the airport environment in sight, and in a continuous position to land.

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2. Denver class B upper limit is 12,000 feet. Your descent profile in the RJ is 320 kts to 10,000 feet. Denver approach tells you maintain 11,000 feet, max forward speed. What speed to you fly (you are in the B airspace)?


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ATC authorized the RJ to its max capability, so you can fly faster than 250 when in Class B.

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3. What is your speed limit in class C?


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200 KIAS within 4 miles of the primary class C airport, such as OMA, and at or below 2500 AGL. If in class C and outside of 4 and above 2500, 250 is the speed limit.

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4. Where is the final approach on an ILS approach (generic answer here), and on the ILS 16R, Reno, NV (specific answer here...seems easier with the NOS)?


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Multise cross on normal approach, on the one in Reno, glideslope intercept (lightning symbol).

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5. Decode the following in the remarks of a METAR: ACSL DIST NW.


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Alto Cumulus Standing Lenticular Clouds beyond 10 miles in the NW quadrant.

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6. Hypothetically your right aileron becomes disconnected completely so it's "flapping in the breeze." In straight and level flight, which way is that aileron going to go- down, flush, or up?


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Flush

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7. What is a VDP and how do you calculate it?

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MAP (DME) - (HAT/3.0 (desired descent angle)/100)

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8. Grab your enroute chart and find an airport with a surface class E. Why is it there and what makes some of them part-time?


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The airspace is there to protect instrument departures. It is part time due to who is the controlling agency during the specified time of day.
 
mtsu: my statistics are standing firm!

1 right out of 7 ain't bad, is it?

Care to change some of your answers?
 
lruppert:

Nicely done, there are a few things you may want to think about...

Question 1: Let's take it a step further... Who's visibility is controlling?

Question 2: Right on... Can ATC authorize you to fly faster than 250 below 10,000 feet? We get this a lot out of LAX checking on with departure control just after takeoff: "Skywest 6900 maintain 280 kts when able" When can I accelerate to 280? The RJ is capable to do 280 in the climb.

Question 4: What does the maltese cross have to do with an ILS?? You can flip through the Jepps and find many an ILS without a maltese cross...

Question 6: Think about the pressures that are going on when a wing is producing lift...

Question 8: Controlling agency? There are many surface class E airports that are controlled by 24 hour ARTCC facilities...

Good stuff....
 
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Question 4: What does the maltese cross have to do with an ILS?? You can flip through the Jepps and find many an ILS without a maltese cross...

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Maltese cross = FAF on ILS, if there is no malteses cross then FAF would be procedure turn inbound.
<edit....to indicate FAF on ILS.... when actually flying, the FAFon ILS is always GS interception. I can see my CFII slapping me on the head right now. /end edit>
Close
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"Right on... Can ATC authorize you to fly faster than 250 below 10,000 feet?"

No.

Here's a better question. Can you exceed 200 below a class B? If you say you can for operation reasons, is it pilots discretion to leave the flaps out and go slow or go flaps up (which is normal) and exceed the speed.

"What does the maltese cross have to do with an ILS??"

Nothing. It's there for LOC only. FAF on an ILS is always GSIA.
 
Sweet!!

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FAF on an ILS is always GSIA.

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Add to that the qualifier, that it's Glide Slope intercept at the lowest published or ATC authorized altitude. In Reno, it's 8500' on the glideslope or 7200' when authorized by ATC.

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Here's a better question. Can you exceed 200 below a class B? If you say you can for operation reasons, is it pilots discretion to leave the flaps out and go slow or go flaps up (which is normal) and exceed the speed.

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Hmm... I've been looking through 91.117 on Aircraft Speed, and AIM 4-4-11 and I can only find this:

91.117 (c)
d) If the minimum safe airspeed for any particular operation is greater than the maximum speed prescribed in this section, the aircraft may be operated at that minimum speed.

I say you leave the flaps out and maintain 200 kts until clear of the Class B shelf.
 
1) flight vis, position to land, airport environment
2) I don't think atc can waive the 250 rule, so 250
3) 250, but within 2500' and 4nm its 200
4) gs intercept at lowest published gs intercept altitude
5) there is an ACSL (?) to the distant northwest (greater than 10 miles)
6) Hmm, up? So the plane will bank toward that side
7) HAA/300
8) it's there for instrument approaches, part time because the wx reporting may be part time (?)
 
About the maltese cross, the only reason I found that it would be there, is for a non precision approach. You must maintain the altitude depicted till at the maltese cross.

Here is a good question for everyone? Why do you always intercept the glideslope from below?
 
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Why do you always intercept the glideslope from below?

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No Idea !! Is it because of the direction you are flying?. If you intercepted the gs flying away from the apt you would be on the "top" part of the signal? Absolutely no idea, just pissin in the wind.
 
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To avoid a false glideslope?

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Yeah, which is at roughly 12 degrees, so much much steeper than the actual glideslope.

And more about the maltese cross, it is the FAF for non precision approaches oly. The only reason it is on an ILS approach is that incase the glide slope fails, the altitude with the line underneath is the minimum altitude to maintain on a non precision (loc only) approach until past the maltese cross when going inbound.
 
1. Flight vis, runway environment, continuous position to land.

2. As fast as you can. There is no speed limit in class B aside from the 250 below 10,000.

3. 200 if within 4 miles of the primary airport and within 2500 of the surface. Otherwise, 250 if below 10,000 feet.

4. Intersection of the glideslope with the minimum GS intercept altitude.

5. AltoCumulus Standing Lenticular more than 10 miles Northwest.

6. Up.

7. The point from which a normal descent to land can be made. (HAT at MDA)/(desired descent angle)/100 gives you the distance from the end of the runway that the VDP is located at.

8. Provides controlled airspace for instrument approaches, but doesn't require VFR pilots to contact ATC. The airspace reverts to G when there's no weather observer available.
 
In reference to "2", Ral is correct, no speed limits related to Class B per se, except for below the lateral limits. You can exceed that under 91.117d, no, you don't have to leave your flaps out. That would mean that on the MD11 we'd leave them out to stay below 250 on all those climbs, when we actually accelate to about 290 indicated when heavy.
 
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1. Flight vis, runway environment, continuous position to land.

2. As fast as you can. There is no speed limit in class B aside from the 250 below 10,000.

3. 200 if within 4 miles of the primary airport and within 2500 of the surface. Otherwise, 250 if below 10,000 feet.

4. Intersection of the glideslope with the minimum GS intercept altitude.

5. AltoCumulus Standing Lenticular more than 10 miles Northwest.

6. Up.

7. The point from which a normal descent to land can be made. (HAT at MDA)/(desired descent angle)/100 gives you the distance from the end of the runway that the VDP is located at.

8. Provides controlled airspace for instrument approaches, but doesn't require VFR pilots to contact ATC. The airspace reverts to G when there's no weather observer available.

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Ding-ding-ding! Excellent! Especially with question 8! I think I've had ONE applicant answer that one correctly. Most just say they don't know.

Let's take question 1 even further...

You reach the DH on an ILS with the runway enviornment in sight. Tower is reporting visibility of 1/4sm and the ILS requires 1/2sm. The FAA wants to violate you for breaking 91.175 in not having the required visibililty. Defend yourself: Prove that you had 1/2sm of visibility at DH!

Question 7: What if it's a timed approach?
 
That's easy, if you had the ALS in sight. Most ILS associated ALS systems are approx. 2400 feet in length. If you can see the whole thing, you have approx. 1/2 sm visibility.

Not sure about the other question.
 
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In reference to "2", Ral is correct, no speed limits related to Class B per se, except for below the lateral limits. You can exceed that under 91.117d, no, you don't have to leave your flaps out. That would mean that on the MD11 we'd leave them out to stay below 250 on all those climbs, when we actually accelate to about 290 indicated when heavy.

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Help me get this straight.. climbing out under class B you may accelerate above 200 if your normal climbout speed exceeds 200?

A good example of this is the departure from San Jose. It lies under the 8000' shelf inside the 30nm ring of the SFO airport. The departure procedure south-bound has you climb to 5000feet. In the RJ we'll level off and maintain 200kts. If you did that in the MD-11, would you be able to exceed 200?

You said clean climbout is 290. Do you accelerate to that under 10,000 feet?

Good stuff! There's always something new to learn in this business!!
 
91.117 (d)

I know our training dept is teaching you have to leave the flaps out and stay below 200 under a class B. I've asked line capts about it and about half don't know what I'm talking about...the other half leave the flaps out.

Personally, I used to violate this all the time going into BFI from YVR. I think ATC could care less and has a lot more important things to worry about...but I've heard rumors of guys being violated before.

I like Seagull's answer. I would just like to see a FAA legal interpretation on it written down somewhere...all official like.
 
Re: 91.117 (d)

There are several FAA interps on this, and I have worked this issue at the National level before.

In answer to the questions, YES you can accelerate to clean MMS. Don't read that much into it. 91.117d is clear, it allows you to exceed A through C, period. However, that means just clean min maneuver speed, not anything above it!

Out of SJC, yes, we accelerate on schedule, but not above clean MMS until in Class B or out from under it. Our clean MMS is 289kts indicated at max TOGW, and, yes, we go to that absent a specific ATC clearance (or SID note) contrary to that, in which case, we do require ATC approval first.
 
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