I’ve been doing questions of the day for the IFMP Students. I figured the community may like to participate as well.
How it will work I will post a question in the topic each time we have one. Answer the poll, feel free to discuss it with fellow members in the comments. The answer, and explanation will be posted that night.
1/6/18
1/6/18 Question of the day
You are approaching KSAN from the north in a 737 BBJ. Field elevation is 16 feet MSL. You call up tower, at 10 miles. they instruct you to Enter right downwind runway 27. How do you execute that instruction?
- (A) Descend to 3,000 MSL turn to a heading of 090° until the end of the ILS cone then turn base.
- (B) Descend to 1,500 feet MSL over fly the field. Then enter downwind on a 45° Angle.
- (C) Fly around the airspace at 3,000 MSL then intercept the localizer for runway 27.
- (D) Descend to 1,500 feet MSL, and enter the downwind at a 45° Angle mid field.
0 voters
Answer / Explanation
Well 68% of you got this incorrect.
D Is the correct answer. You are in a 737 so TPA (Traffic Pattern Altitude) is 1,500 AGL. You are coming from the north so you are on the right traffic side. Standard pattern entry dictates a 45° entry around mid field.
(A) Is incorrect because 3,000 MSL is 1,500 feet above TPA, and a visual pattern wouldn’t be out to the end of the cone, or 10 miles away on downwind.
(B) Is incorrect because you do not need to over fly the field to enter right downwind for 27.
(C) Is incorrect because you are 1.500 feet above TPA, and wouldn’t be flying around the airspace to get to the ILS cone.
1/7/18 Question / Poll
IFMP Question of the day | 1/23/18 Answer posted - #12 by Brandon_Sandstrom
Answer / Explanation
Great job on this one by the community 85% where correct
The correct answer is (A) you would Exit the runway hold short runway 26L and await further instructions.
(B) Is incorrect because you have not vacated the runway and shouldn’t be talking to ground on it. Nor where you instructed to contact ground.
(C) Is incorrect because you weren’t instructed to contact ground.
(D) Is incorrect because you turned Right instead of left.
1/8/18 Question /Poll
IFMP Question of the day | 1/23/18 Answer posted - #17 by Brandon_Sandstrom
Answer / Explanation
(A) is the correct answer We Check in with approach because we already stated our intentions for an ILS approach to runway XX with departure. The flight strip then transfers to the approach controller.
Checking in
(B) Is incorrect, because the flight strip has passed from departure to approach. Therefore re requesting is un necessary.
(C) Is incorrect, you don’t just tune to a frequency that you are expecting services from without saying anything.
(D) Is incorrect, because an altitude request should never be the first contact with a radar facility.
1/9/18 Question / Poll
IFMP Question of the day | 1/23/18 Answer posted - #24 by Brandon_Sandstrom
Answer / Explanation
( C ) Is the correct answer. You want to Add power, as we add power the tendency of the aircraft will be to pitch up. So we need to counteract that by pitching down to maintain altitude, and gain sufficient air speed. then finally turn left to re intercept the localizer since our needle is deflected that way. Climbing isn’t necessary as you are only half deflection off on the glide slope. If you Climb you will make the problem worse.
(A) Is incorrect, because if we Pitch down first we are going to loose altitude. We also need to turn left not right
(B) Is incorrect, because we don’t want to pitch up as that will still cause us to stall. Nor do we want to climb
(D) Is incorrect, because we want to turn left not right.
1/10/18 Question / Poll
IFMP Question of the day | 1/23/18 Answer posted - #51 by Brandon_Sandstrom
Answer / Explanation
The answer is (B) this is the ILS critical hold. Since our METAR is reporting overcast at 600 feet, and 2SM. We are in IFR conditions, and therefore using the ILS critical area.
Answer (A) is incorrect, because we are in IFR conditions.
Answer (C) is incorrect, because this is the ILS critical area sign not payment marking.
Answer (D) is incorrect, because this is a non movement area line.
1/11/18 Question / Poll
IFMP Question of the day | 1/23/18 Answer posted - #88 by Brandon_Sandstrom
Answer / Explanation
C Is the correct answer. METAR reports clouds in hundreds of feet above the ground. 050 50 hundred feet so 5,000 AGL.
(A) Is incorrect, because it’s Above ground level, not 5,000 above mean sea level
(B) Is incorrect, because it’s read as 5,000 not 500. It is also reported as AGL not MSL.
(D) Is incorrect, because it’s 5,000 not 500.
1/12/18 Question / Poll
IFMP Question of the day | 1/23/18 Answer posted - #99 by Brandon_Sandstrom
Answer / Explanation
(A) Is the correct answer. We are flying a westerly course so even thousands +500. We also need to remain below 17,999 MSL.
(B) Is incorrect because it’s above 17,999 MSL
(C) Is incorrect because it’s above 17,999 MSL
(D) is incorrect because we are in a westerly heading, which is even thousands.
Answer / Explanation
(B) Is the correct answer. Wind direction on a METAR is the deg in which it’s blowing from. So since 200 is less then 90° from 160, and more then 90° from 340 we can denounce that we would use Runway 16.
Answer / Explanation
Well 17% were correct this time around. You really needed to look at all the instruments to get this one. Great job to the 8 that got it.
(C) Is the correct answer. We are gaining speed, and loosing altitude. However we are showing a pitch up attitude. So we are inverted. We need to reduce our throttle then slowly pitch the nose down. Once we are at a stable speed increase the power to maintain altitude, and speed then roll the plane back upright.
(A) is incorrect because if we pitch up that will take us toward the ground. Turning left will also cause us to go right.
(B) Is incorrect because if we add power we will over speed. Turning left will cause us to go right
(D) Is incorrect, because if we add power and pitch up we will be continue gaining speed plummeting to the ground.
True story as my boss tells it. He was on his commercial check ride and all they had left was unusual attitudes. He proceeds to give the DPE the controls, and close his eyes. When the DPE asked him to open his eyes and recover. He just sat and laughed as my boss pulled up while they where inverted. Moral of the story read all your gauges before making the corrective move.
1/16/18 Question / Poll
IFMP Question of the day | 1/23/18 Answer posted - #155 by Brandon_Sandstrom
Answer / Explanation
B Is the correct answer. Regardless if you are flying in am controlled airspace. IFR or VFR. The pilot in command is responsible for separation of traffic they can see. Since we are seeing a red light that is gradually getting brighter we know we are looking at the Left hand Nav light of another aircraft. Since they are on our right we deviate for them. By either Descending Ascending, or turning right to come in behind them. In RL if you where flying IFR you would let the controller know of the conflict if they haven’t already provided it, and they will inform you of how to correct it. In IF we don’t have that so just deviate if it’s an imminent threat of collision. This, flying into terrain, or an emergency is the only time you may deviate from a ATC instruction.
A is incorrect, because they are to the right of you. So you need to deviate.
C is incorrect, because a pilot is still accountable for separation in VMC.
D is incorrect, because turning left will further prolong the situation.
1/17/18 Question/ Poll
IFMP Question of the day | 1/23/18 Answer posted - #169 by Brandon_Sandstrom
Answer / Explanation
C Is the correct answer. When flying an IFR flight which is what we are doing while filing a departure, and cruising at FL350. We just simply check in with the controller. You will then be given a Altitude to climb to. If it’s below FL350 which it will be there is no need to ask for, you will be off the frequency more then likely before you hit the altitude they gave you. You should also expect vectors if need be. This is exactly what you do in real life when being handed off on an IFR clearance. Except the phraseology is a bit different. ”John F Kennedy Departure N435BT climbing thru 1,500 on the DEEZZ Four”
(A) Is incorrect, because that doesn’t tell a controller your intentions to simply ask for a climb to FL350. Its just an improper request on first contact.
(B) Is incorrect, because Flight following is a VFR service, and only permissible below FL180.
(D) Is incorrect, because departure doesn’t handle an ILS halfway across the world.
1/20/18 Question / Poll
IFMP Question of the day | 1/23/18 Answer posted - #190 by Brandon_Sandstrom
Answer / Explanation
(D) Is the correct answer. You can tune into a frequency 25 NM from the airport. First you should listen for other traffic. Either taxiing taking off, or inbound.
If you hear any of these, you will be able to judge what Runway is in use. From there you just Announce inbound around the 10NM mark with the applicable traffic.
If you do not hear any of these then you will Request traffic advisories this is done Incase someone is there but not communicating on Unicom.
1/21/18 Question / Poll
IFMP Question of the day | 1/23/18 Answer posted - #199 by Brandon_Sandstrom
Answer / Explanation
(B) Is the correct answer. Although you may be able to make it out in time. An aircraft that announces final has right of way over any other aircraft. So since you can’t ask that aircraft if you can go. You need to hold short until they land.
Reffrence FAR 91.113g
1/22/18 Question / Poll
IFMP Question of the day | 1/23/18 Answer posted - #209 by Brandon_Sandstrom
Answer / Explanation
C Is the correct answer since we have ceilings of 1,000 ft AGL and visibility is less then 3SM.
1/23/18 Question / Poll
IFMP Question of the day | 1/23/18 Answer posted - #213 by Brandon_Sandstrom
Answer / Explanation
(A) Is the correct answer. Since we are coming from the South East we will need to over fly TNCM, then enter the holding pattern via a tear drop.
