The Instrument Trivia Thread

n57flyguy said:
Turn to runway heading and procede on missed approach procedure, I believe....
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The correct answer is circle-climb over the airport until established on the missed. Reason being, the airport is a protected area and you will have obstruction clearance.

AIM 5-4-21 c. states that during a circle, if visual is lost, a turn towards the intended landing runway should be made (thus, essentially turning towards the airport) and to "continue the turn until established on the missed" (e.g. circle-climb over the airport until established back on course). Also, the second paragraph of 5-4-21 d. says that if you reject a landing anywhere other than a published missed approach point, a circle-climb over the airport is a viable option (if you can not obtain an amended missed clearance.) There is also a pretty picture in the AIM depicting this.

If you answer "turn to runway heading" you open yourself up to being asked "which runway?" I'm guessing, you would say "the runway heading of the approach you just shot." Well ok, lets say you shoot the approach and are now on a base leg for the runway you plan on actually landing on, and now you lose visual, if you turn to that "runway heading" you would be essentially flying away from the airport towards an unprotected area. If you happen to say your "runway heading" is the runway of intended landing, then what if you miss the visual while still aligned with the approach you just shot? Turning wouldn't do you any good, as you would be departing from being established on the approach you just shot.

FYI, I was asked this recently and got my *** handed to me. It was awesome! =)
 
This is a question even an examiner didn't know and he didn't feel like looking it up when I asked... Maybe someone knows off hand:

When entering a hold via parallel entry you are allowed to be outside of the "protected" side of hold and use the "maneuver" side of hold to get established. How far outside of the "protected" side of hold are you allowed to go?
 
Apophis said:
Ah, I've got a good one (I think).

Only circling minimums are published for a specified instrument approach procedure. Why?

There are two criteria, one of which is kind of obvious, the other, perhaps not so much.
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Steep or off rwy heading.
 
Calvin and Hobbs Meter said:
The correct answer is circle-climb over the airport until established on the missed. Reason being, the airport is a protected area and you will have obstruction clearance.

AIM 5-4-21 c. states that during a circle, if visual is lost, a turn towards the intended landing runway should be made (thus, essentially turning towards the airport) and to "continue the turn until established on the missed" (e.g. circle-climb over the airport until established back on course). Also, the second paragraph of 5-4-21 d. says that if you reject a landing anywhere other than a published missed approach point, a circle-climb over the airport is a viable option (if you can not obtain an amended missed clearance.) There is also a pretty picture in the AIM depicting this.

If you answer "turn to runway heading" you open yourself up to being asked "which runway?" I'm guessing, you would say "the runway heading of the approach you just shot." Well ok, lets say you shoot the approach and are now on a base leg for the runway you plan on actually landing on, and now you lose visual, if you turn to that "runway heading" you would be essentially flying away from the airport towards an unprotected area. If you happen to say your "runway heading" is the runway of intended landing, then what if you miss the visual while still aligned with the approach you just shot? Turning wouldn't do you any good, as you would be departing from being established on the approach you just shot.

FYI, I was asked this recently and got my *** handed to me. It was awesome! =)
Click to expand...

You are correct, and I should have explained that better, poor due diligence on my behalf. I made that in haste, there is a lot more to it. Thanks!
 
PropSettin' said:
This is a question even an examiner didn't know and he didn't feel like looking it up when I asked... Maybe someone knows off hand:

When entering a hold via parallel entry you are allowed to be outside of the "protected" side of hold and use the "maneuver" side of hold to get established. How far outside of the "protected" side of hold are you allowed to go?
Click to expand...
Since your only real obligation on hold entry is to remain within protected airspace, why not just fly a teardrop entry, or merely maneuver as appropriate to stay within protected airspace?

(or execute a half-Cuban to enter the hold...)
 
PropSettin' said:
This is a question even an examiner didn't know and he didn't feel like looking it up when I asked... Maybe someone knows off hand:

When entering a hold via parallel entry you are allowed to be outside of the "protected" side of hold and use the "maneuver" side of hold to get established. How far outside of the "protected" side of hold are you allowed to go?
Click to expand...

http://forums.jetcareers.com/threads/holding-pattern-obstacle-clearence-anyone-know.43176/

See posts 3 and 5 for source documents.
 
The Fez said:
By the FAF in order to apply the visibility reduction, if used.
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Not in the Army... I was referring to AIM 10-1-2:

The helicopter may initiate the final
approach segment at speeds up to the upper limit of
the highest approach category authorized by the
procedure, but must be slowed to no more than
90 KIAS at the missed approach point (MAP) in
order to apply the visibility reduction.
 
Ian J said:
Not in the Army... I was referring to AIM 10-1-2:

The helicopter may initiate the final
approach segment at speeds up to the upper limit of
the highest approach category authorized by the
procedure, but must be slowed to no more than
90 KIAS at the missed approach point (MAP) in
order to apply the visibility reduction.
Click to expand...

Crap, you're right. The AF has an additional "recommendation" to be at 90kts at the FAF to abide by the "stabilized approach concept".
 
Bumblebee said:
you can go backwards...it's not the speed you're traveling, it's the speed at which you CAN travel. (right?)
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Wrong, actually it's all the speed that you're flying at:

AIM said:
a. Aircraft approach category means a grouping of aircraft based on a speed of VREF,if specified, or if VREF is not specified, 1.3 VSO at the maximum certified landing weight. VREF, VSO, and the maximum certified landing weight are those values as established for the aircraft by the certification authority of the country of registry. A pilot must use the minima corresponding to the category determined during certification or higher. Helicopters may use Category A minima. If it is necessary to operate at a speed in excess of the upper limit of the speed range for an aircraft's category, the minimums for the higher category must be used. For example, an airplane which fits into Category B, but is circling to land at a speed of 145 knots, must use the approach Category D minimums. As an additional example, a Category A airplane (or helicopter) which is operating at 130 knots on a straight-in approach must use the approach Category C minimums. See the following category limits:

1. Category A: Speed less than 91 knots.

2. Category B: Speed 91 knots or more but less than 121 knots.

3. Category C: Speed 121 knots or more but less than 141 knots.

4. Category D: Speed 141 knots or more but less than 166 knots.

5. Category E: Speed 166 knots or more.
Click to expand...
 
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