MT 2

Question 1

How to fly a VOR Approach:

Answer 1

Simply fly it as if it were an RNAV approach, but have the preview needles displayed.

NOTE: You will need to manually enter the frequency/course. No auto-tune for VOR.

NOTE: Missed approach if 1 dot deflection on preview needle once aligned with final approach course.

Question 2

Speed requirement for a procedure turn

Answer 2

200 knots

Question 3

If a VOR approach does not have a FAF (such as an on field VOR), what is considered the FAF?

Answer 3

The FAF becomes the point at which you intercept the final approach course inbound.

Question 4

What approach category is the ERJ-175? Can we fly anything different? What speeds are associated with the approach categories we can use?

Answer 4

1. ) ERJ-175 is certified as CAT C. (So even if you might be flying a really slow approach speed like CAT B, you must use CAT C.)
2. ) We can fly CAT C and D. So if your speed requires CAT D, use CAT D mins. But nothing less than CAT C.
3. )
   
   • CAT C: Final approach segment speed of 121 - 141 knots
   • CAT D: Final approach segment speed of 142 - 165 knots

Question 5

How do you set an MDA in the minimums?

Answer 5

• If the approach does not have a ballnote, set published MDA plus 50’ (derived decision altitude)
• If the approach has a ballnote (only authorized operators may use VNAV DA(H) in lieu of MDA (H)) then set the actual MDA (rounded up to nearest 10’ increment as you usually would).

Question 6

OpsSpec C073 lets us use an MDA as a DA if there is a ballnote. Can this authorization be used on LOC approaches?

Answer 6

No, do not ever use this on a LOC approach. Always round up to the nearest 100’ increment and set that in the minimums and also altitude preselect.

Question 7

OpsSpec C073 lets us use an MDA as a DA if there is a ballnote. Can this authorization be used on LOC approaches?

Answer 7

No, do not ever use this on a LOC approach. Always round up to the nearest 100’ increment and set that in the minimums and also altitude preselect.

Question 8

On a missed approach, what speed does GA in the vertical mode command?

Answer 8

All engines operating: Vref + 20

Single Engine: Vac

Question 9

When must you use temp comp?

Answer 9

1. ) If the airport info 10-7 page has a “Cold Temp Airport” blue bar, temp comp is required if the temp is below this temperature listed. (ALL APPROACHES)
2. ) If on a specific approach plate, the remarks section gives temperature limitations, and the temp is outside those parameters.
3. ) At all foreign airports for all approaches whenever OAT is less than -30 degrees C.

Question 10

You must advise ATC that you are temp comping. What are you required to tell them?

Answer 10

The altitude required at both the IAF and the MAHP.

Ex. “SKW5435 requires 9,400’ at ADANE (IAF) and 9,400’ at DRAKE (MAHP) for cold weather operations.”

Question 11

When is an RNP discontinue procedure required?

Answer 11

If the approach has an RF leg in the final approach segment

Question 12

Describe the RNP discontinue procedure

Answer 12

1. ) Callout “Discontinue”
2. ) Deselect APP
3. ) MAN speed 165 knots
4. ) Set missed approach altitude and FLCH

(PM sequences the missed approach in the FMS)

5. ) Call “missed approach flap 2” -positive rate- “gear up”
6. ) Passing runway waypoint: “speed up clean up” (as always, no SOPM guidance. So at this point, I would ASSUME it is OK to select manual speed 200 and call “climb sequence after takeoff checklist” but who knows what the instructor wants…..

Question 13

If the autopilot fails on an RNP Approach, is it ok to continue? What are some things that require a missed approach on an RNP?

Answer 13

It may be the safest thing to do- just continue to land.

Things that require a missed (just a few):

• Yellow flags for altitude miscompare (greater than 100’)
• “NO RNP” or “DGRAD” EICAS messages

Question 14

On an RNP approach, there is always a risk of a total navigation failure and therefore you should have a contingency plan. What should that plan be?

Answer 14

1. ) Initially just maintain your heading or current bank
2. ) Have a cardinal direction that is the best direction for avoiding terrain. e.g. “West is the ocean so lets just fly west and climb”
3. ) Have PM declare an emergency and get vectors as soon as possible

Question 15

Regarding an RNP approach, what do failures such as a dual FMS failure, GPS POS DISAG, and FMS POS DISAG all have in common? What should you do?

Answer 15

The thing they all have in common is that they all make your position unreliable/unknown. This is bad news on an RNP approach.

Big takeaway: These types of failures require a CONTINGENCY procedure, not a missed/discontinue like many other failures.

Question 16

Rejected takeoff actions

Answer 16

1. ) “REJECT” if PF. Or “REJECT, MY CONTROLS” if PM.
2. ) Reduce thrust to idle then MAX reverse and disconnect AT.
3. ) Use reverse as needed to stop the plane and bring them out of reverse at an appropriate time.
4. ) Set parking brake.
5. ) PA: “This is the captain. Remain seated with your seatbelt fastened.”
6. ) Call FA’s and assess the situation.
7. ) Do not vacate the runway until it is 100% clear that no evacuation is required.

If an evacuation is required, call FA’s and say “assess and wait for my command.” Than have FO run emergency evacuation QRC.

Question 17

How do you join a radial? Join a victor airway?

Answer 17

Go direct to VOR, then in the INTC CRS (biggie size), enter the radial. Confirm it looks correct on the white dashed line before activating.

Remember point/bearing/distance as well. Sometimes it is easier to just have something like this in the scratchpad “RBS/180” (P/B/D. In this example distance is omitted as its irrelevant)

Question 18

How to build a hold?

Answer 18

Nav-Hold- enter on top of desired holding fix, fill out the fields like a book, leave EFC time blank, activate.

Go back and add EFC time on the second part. You can mess with the EFC time to calculate fuel status.

NOTE: If you want to hold present position, go NAV-HOLD- and drop that hold on the top left like you are going direct to it.

Question 19

Describe the PF actions and callouts for a LOC approach

Answer 19

1. ) Set MDA rounded up to the nearest 100’ increment on both BARO and altitude preselect
2. ) Use LNAV but with preview needles
3. ) Do not press APP
4. ) No callouts at FAF

If runway in sight:
-“RUNWAY IN SIGHT, AUTOPILOT OFF, CLEAR MY FLIGHT DIRECTOR, SET MISSED APPROACH ALTITUDE”

If runway not in sight:

• do nothing…. WAIT a few seconds. Once it goes from ASEL to ALT, then say:
• “SET MISSED APPROACH ALTITUDE” –5000 set–
• Press TOGA and say “MISSED APPROACH, FLAP ___, —pos rate–, GEAR UP”

Question 20

On a normal CAT I, there is a callout that can be made, “approach lights continue” by the PM. Is this a call that is made the second you see approach lights? Basically, when is the ONLY time that call should ever be made?

Answer 20

ONLY AT minimums if you pick up the approach lights. Not before minimums, not after. Right at minimums only if you see the lights, and only as PM and only on a CAT 1. So its very rare to have that callout happen, hence why it gets rusty.