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Wow, good questions as always! It took some serious thought for a few of them because all of my IFR notes are at work, but here's my answers:
1.) I would say that you fly 045 because that is the actual runway heading. The runway numbers are just rounded up or down (and interestingly, they actually change every now and then due to changes in variation- for example CLE used to have 5/23, now its 6/24, and SYR used to have 14/32 and now its 15/33). Also, if tower assigns you to fly runway heading, they do not want you to apply wind correction...after all, its "runway
heading."
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Correct, sir. ATC expects you to fly runway heading, whatever that may be, and do not apply a wind correction (as opposed to being in a hold). Apparently, a commonly missed question among many instrument pilots.
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2.) Hmm, I don't know that I've ever heard S.D. classified into three different types. Is that a military thing, or something I [shouldn't have] missed? If I had to guess, I would say each type has something to do with the "axis" of disorientation. Meaning the three e-tubes in your ears are each aligned with an axis of the aircraft, so I suppose each being disturbed could create its own form of disorientation....But somehow I have a feeling that I'm waaay off.
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Yes, I should've specified that Spatial D may be more of a military term. I remembered the general differences, but was wordy in my explanation. The easiest way to describe it, the examiner told me, was the difference with each type had to do with the different facial expression of the pilot as the plane impacts the ground. Type 1 Spatial D is the worst, since it's insidious in onset and unrecognized; the pilot impacts the ground fat/dumb/happy with no realization that anything is wrong, nor any corrective action. Type II Spatial D is where the pilot realizes something is amiss, but either hasn't figured out what corrective action needs to be taken yet, or doesn't yet realize the gravity of the situation. The pilot in this case impacts the ground with a look of concern on his face. Type III Spatial D is the scariest, yet rarest too. Type III SD is where the pilot recognized something is very wrong (instruments don't agree, etc) and each action he attempts to take either is the wron one, or keep the problem the same/makes it worse. Pilot in this case impacts the ground with a look of shear terror on his face.
So there you have it. Sick, I know; yet an accurate description of the three types.
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3.) On Jepp charts theres little green numbers in each "grid" on a low en-route chart. They are the MORA...Minimum Off Route Altitude. (i.e. big 2 little 4 would mean 2400 ft.)
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You would be correct on the grids. However, the grid numbers on the IFR Low Enroute Charts are more accurately known as the OROCA, or Off Route Obstruction Clearance Altitude. They give you obstacle clearance from both obstacles and terrain within their grid for 1000' in non-mountainous terrain and 2000' in mountainous terrain. They do not guarantee navaid signal nor communication coverage.
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4.) i.) When an obstacle DP is published for a particular runway.
ii.) When unable to climb at least 200 ft./nautical mile
iii.) ???
Yikes, I probably should know these better.
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Half right. Generally the three times you won't find a diverse departure are a) At an airport located in a mountainous area that can (unless obstacle clearance criteria can be met) b) An airport with no Instrument Approach Procedure. If the airport hsn't been TERPs for approaches, it hasn't been TERPs for departures either. c) When in the "T" section of alternate takeoff minimums, diverse departure is noted as not authorized.
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5.) This sounds like a trick question....As far as I know, only if in response to a TCAS RA.
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I'd forgotten this one too. If cleared for a descent from above 10,000 to an altitude below 10,000 MSL, a momentary level-off to allow the pilot to slow below 250 kts is authorized without ATC approval
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6.) If ATC says, "Cleared for the ABCD3 Arrival" then you are authorized to fly only the routing of the STAR, but the altitude will be assigned by ATC. If they say "Descend via the ABCD3 Arrival" then you are cleared to follow both the routing and the altitudes published in the STAR.
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Correct. To further expand on your answer, if given "Descend via..." you must also adhere to all crossing and speed restrictions of the STAR, if any. Also, when changing frequencies, advise the new frequency on check-in what you're doing. IE- "Center, Lear 28A, out of 16,000 descending via the Karlo Six".
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7.) I'm going to guess on this one...Off Route Terrain Clearance Altitude? I don't know that I've ever seen it before though...
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Again correct. ORTCAs tie in with OROCAs. The OROCAs are found on the IFR Low Enroute Charts and provide obstruction clearance as previously explained. ORTCAs are only found outside the United States and, as their name implies, give terrain clearance only of 3000' feet. The reason ORTCAs are found outside the US is that the FAA/NIMA know they cannot keep maps of areas outside the US current (CHUMed) via the monthly CHUM, or CHart Update Manual, like they can in the US. CHUM is put out monthly and is a publication that advises of new obstacles built, new map names, etc; any changes that need to be made to a chart. Since there can be no confirmation of new obstacles on charts outside the US and terrain rarely changes, the feds figure that a 3000' buffer is sufficient to keep one clear of any obstacles that could "pop-up" or be built. Hence the ORTCA that guarantees terrain clearance only and is found outside the US only.
Thanks for participating..............