Some techinical questions

FlyboyZR1

FlyboyZR1

New Member
If there's anyone bored enough to help me out with some technical questions I would really appreciate it. I have had a hard time finding the answers/references to these. Thanks in advance.

What is your clearance limit when cleared for an approach?

You are cleared for the approach but lose radio contact before being handed off to Tower, what is your clearance limit? Can you land?

1/1000th of an inch of water = what type of hydroplaning?

What is colder/warmer: total air temperature, static air temperature, or outside air temperature?

What's more restrictive on an approach chart, RVR or SM?

What 3 things do you need to start a jet engine?

Which is a more hazardous place to be, above or below rotor clouds? Above or below standing lenticular clouds?

What is the difference between a TAF and an LTAF?
 
What 3 things do you need to start a jet engine?
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1. Fuel. 2. Fire 3. compressed air. On the ground, compressed air is provided by the APU or(on planes with cross-bleed capability) another running engine or a start truck. In an engine flame-out situation, the compressed air is provided by the speed of the aircraft in-flight, so no APU or start truck would be needed.
 
Which is a more hazardous place to be, above or below rotor clouds?
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Turbulence is most frequent and most severe in the standing rotors just beneath the wave crests at or below mountaintop level. rotor clouds are noted for their ragged leeward edge, where it appears the cloud is being torn apart. rotor clouds are very turbulent. updrafts up to 5,000 feet per minute on the windward edge, downdrafts up to 5,000 feet per minute on the leeward edge. They are stationary. constantly forming on the leading edge and dissipating on the trailing (downwind) edge.
 
FlyboyZR1 said:
If there's anyone bored enough to help me out with some technical questions I would really appreciate it. I have had a hard time finding the answers/references to these. Thanks in advance.

What is your clearance limit when cleared for an approach?

You are cleared for the approach but lose radio contact before being handed off to Tower, what is your clearance limit? Can you land?

1/1000th of an inch of water = what type of hydroplaning?

What is colder/warmer: total air temperature, static air temperature, or outside air temperature?

What's more restrictive on an approach chart, RVR or SM?

What 3 things do you need to start a jet engine?

Which is a more hazardous place to be, above or below rotor clouds? Above or below standing lenticular clouds?

What is the difference between a TAF and an LTAF?
Click to expand...

Wheew!

Lets try this out..

1. The clearance limit for an approach, from my standpoint, if you're cleared for the approach is the landing. My reasoning, I was cleared for the approach so in the event of lost comms I'm not going to break it off and go hold somewhere in IMC to wait for my ETA to recommence the approach from a fix as it could create a collision hazard with other aircraft. Even if the regs or AIM state something else if I'm in IMC on an approach I am going to continue in, put 7600 in the xpdr, and exercise 91.3 - emergency PIC authority.

2. Viscous Hydroplaning occurs when a thin film of water no more than 1/1000' is present.

3. I would say RVR is more restrictive but honestly, they kind of seem like equal counterparts.

4. The most hazardous place to be is below both lenticular and rotor cloulds and here is why - lenticular clouds form across mountain ridges or terrain and are a result of updrafts and downdrafts. This is the reason they appear to be still. Rotor cloulds also form on the leeward side of terrain. If we are below the lenticular and rotor clouds we face potential severe turbulence which may cause a CFIT hazards.

5. 3 things needed to start a jet engine are fuel, compressed air, and a ignition source.

I hope this helped. It may be a little rough cut but its the best I could do off the top of mind.
 
1. Your clearance limit for an approach (without clearance to land yet) is the missed approach instructions (or climbout instructions, whichever you've been issued). Clearance for an approach automatically includes clearance for the missed (or climbout), and even if you are given clearance to land, you still are cleared to go missed if you need to.

2. If you are cleared the approach and subsequently go NORDO you are definitely cleared to land, or to fly the missed approach (see above conversation). You are expected, however, to LAND. Reasoning is this: Clearance for the approach ALWAYS includes clearance for the missed, but when you go NORDO (IFR), you are cleared to any IAF for any suitable approach via whatever routing you were last assigned, vectored, told to expect, or filed, in that order. Basically since you are already on an approach, fly that approach and land!

3. Well, here's how it works with Total, static and outside air temp. First Total and static temp. You know how with pressure you've got static and dynamic pressure? Total pressure is the sum of static and dynamic pressures. Well its the same with temp. Total temperature would be the temperature of an airstream if it's velocity was slowed to zero. Static temp. is the temp of the moving airstream, so it's lower than total temp. Another way to think of this is that total air temp takes into account the kinetic heating of the air, and static doesn't. Outside temp really depends on your gauge, but most outside temperature gauges are really measuring static temperature. So they (OAT and SAT) are the same.

Short answer: TAT is warmer than OAT and SAT. OAT and SAT are the same.

4. In the military if RVR and SM are provided you are required to use RVR, unless you are circling, in which case they want you to use Prevailing vis (SM). This makes me think that RVR is the more restrictrive, however the rules for the civilian world are (quoting from the Instrument flying handbook): "ATC will provide the pilot with flight visibility. This may be in the form of prevailing visibility, runway visual value (RVV), or runway visual range (RVR). However, only the pilot can determine if flight visibility meets the landing requirements indicated on the approach chart." This basically means that it is dealer's choice. Just remember that RVR is reported at a particular end of a particular runway (or averaged between the two ends), but prevailing vis is what's present in half the horizon circle. That's not necessarily the half that you may be flying in on the approach!

Well that's enough from me. The other questions have already been sufficiently answered.
 
Thanks for the help guys, I wish I could buy you all a virtual beer or something. How about the LTAF, has anyone heard of that? I cannot find reference to it in any of the FAA texts.
 
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