150 Instrument Questions From a Regional Airline

[CLR4ILS]

I recieved a list of 150 questions from a very well known regional airline that they use in their interviews (written and oral). A good portion I knew, some I had to look up, and some I was un-sure of. I will post all 150 here, 5 at a time. Some are very basic, but I will post them anyway so those of you who are close to an interview can get a taste of whats to come. For those who do not have an interview soon, it will at least be a good review.

PLEASE keep your answers short and to the point......If someone has already given the correct answer (or at least you agree with them) then let their answer stand. Otherwise, this "instrument question diary" will be 400 pages.

Sorry, I cannot reveal the airline at this time. MAYBE, down the road. Those I was un-sure of, I will put multiple question marks next to.


Doug, you can play too.... [img]/ubbthreads/images/graemlins/laugh.gif[/img]


Questions 1-5

1. What is the final approach fix on a non-precision appraoch without a multeese cross?


2. What can you substitute for an outer marker?


3. How can you tell you are in or around mountainous terrain???


4. What is an MEA and what does it give you?


5. What is a MOCA and what does it give you?

[Dazzler]

I'll take a stab at these without looking up the answers...

1. What is the final approach fix on a non-precision appraoch without a multeese cross?

Procedure turn inbound

2. What can you substitute for an outer marker?

NDB/Compass Locator

3. How can you tell you are in or around mountainous terrain???

Look on a sectional chart (!?)

4. What is an MEA and what does it give you?

Minimum Enroute Altitude - guaranteed navigation signals and obstacle clearance along the airway

5. What is a MOCA and what does it give you?

Minimum Obstruction Clearance Altitude - guaranteed obstacle clearance, and navigation signals within 22NM of the VOR, along the airway

[stuckingfk]

1. What is the final approach fix on a non-precision appraoch without a multeese cross?

Where the procedure turn inbound intersects the final approach course

2. What can you substitute for an outer marker?

Compass Locator, DME, VOR or NDB fixes, PAR, ASR

3. How can you tell you are in or around mountainous terrain???

Look outside if VFR, if in the clouds, not sure. But the MEA's will become higher, along with OROCA's, MOCA's, etc (except MSA's)

4. What is an MEA and what does it give you?

Minimum Enroute Altitude and gives 1000 feet obstactle clearance in non mountainous areas and 2000 feet in mountainous areas. Gives adequate navigational coverage to facilities defining that route

5. What is a MOCA and what does it give you?

Minimum Obstacle Clearance Altitude, gives same as MEA, but only within 22 nm of closest nav facility defining the route.

[cime_sp]

"3. How can you tell you are in or around mountainous terrain??? "

In the Jepps packet there is a page at the back that identifies all the mountainous terrain in the US.

[stuckingfk]

[ QUOTE ]
"3. How can you tell you are in or around mountainous terrain??? "

In the Jepps packet there is a page at the back that identifies all the mountainous terrain in the US.

[/ QUOTE ]

There is also one in the AIM, 5-6-5, but I wonder if there is a different answer.

[EatSleepFly]

[ QUOTE ]
but I wonder if there is a different answer

[/ QUOTE ]

You look out the window and see mountains? [img]/ubbthreads/images/graemlins/cwm27.gif[/img] [img]/ubbthreads/images/graemlins/grin.gif[/img]

[Alchemy]

I believe Jepp and NOS plates are supposed to include countour lines and contour shading if their is an elevation change of 2000 ft or more in the area depcited by the approach plate.

so....the presence of those items would indicate mountanous terrain.

[RiddlePilot]

[ QUOTE ]
I believe Jepp and NOS plates are supposed to include countour lines and contour shading if their is an elevation change of 2000 ft or more in the area depcited by the approach plate.

[/ QUOTE ]

Yeah, there ya go. Approach plates have mountainous terrain depicted.

[CLR4ILS]

Nice to see so many of you participating. I like these kind of posts. It is a great review and you get a chance to learn something new or at least review something you have forgotten.

I was stumped on the mountainous terrain one also. I had assumed the Jepp plates but mine are Florida so it was not clear. Maybe Doug or one of the veterans can expand on that question.


Questions 6-10

6. How can you identify a mandatory reporting point and what must be stated?

7. Candidate was asked to brief an IFR approach - NO reply necessary on this one........

8. What is an EADI????????? [img]/ubbthreads/images/graemlins/banghead.gif[/img]

9. What does BKN mean in cloud cover in a metar?

10. What is not a basic attitude instrument during instrument flight?

[EatSleepFly]

[ QUOTE ]
8. What is an EADI?????????

[/ QUOTE ]

Electronic Attitude Display Indicator.

[cime_sp]

[ QUOTE ]


Questions 6-10

6. How can you identify a mandatory reporting point and what must be stated?

7. Candidate was asked to brief an IFR approach - NO reply necessary on this one........

8. What is an EADI????????? [img]/ubbthreads/images/graemlins/banghead.gif[/img]

9. What does BKN mean in cloud cover in a metar?

10. What is not a basic attitude instrument during instrument flight?

[/ QUOTE ]

6. Mandatory reporting points are black triangles on enroute charts. The acronym I always remembered was

P - position
T - time
A - altitude
P - next position
T - time estimate to next
P - position after that

7. Top to bottom...left to right

8. EADI has been discussed

9. BKN is 5/8 - 7/8 cloud coverage

10. I have no idea what they are talking about here....Coul you be more specific?

[kellwolf]

[ QUOTE ]
P - position
T - time
A - altitude
P - next position
T - time estimate to next
P - position after that

[/ QUOTE ]

That's a whacked out acronym. [img]/ubbthreads/images/graemlins/smile.gif[/img] Let's see if I can dredge this up from the dark depths of memory....

I - identification
T - Time
P - position
A - Altitiude
T - type of flight plan?
E - ETA to next position

[RiddlePilot]

7. I know you said no reply, but you're gonna get one anyways. [img]/ubbthreads/images/graemlins/grin.gif[/img]

I have a sort of "flow" that I use when briefing a Jepp chart (NACO is a whooole other story). I start by telling the type of approach ("ILS Runway 21L"), and the airport that we're approaching. I then start reading the plate at the briefing strip (duh). When we get to the DA/MDA info, I'll brief visibility minimums. Then I move down to the planview to discuss stepdowns and fixes, while referencing the profile view at the same time. I then brief how we're going to identify the missed approach point, and then I brief the missed. After that, any applicable notes.

So as you can see, you can take another approach to briefing approaches (no pun intended). It may appear that I'm "jumping around" a tad, but since Jepp didn't put the missed approach info at the bottom (as I think they should [img]/ubbthreads/images/graemlins/wink.gif[/img]), that's the way I do it.

[Cheechako]

Oooh, great questions. I'll have to write those down and use them on my next interviewee!! mu-ah-hahaha

[kellwolf]

Interesting flow on the chart. I use the 'ole boring ASAP with MICEATM being the second A.

A TIS
S tack (set the navs/comms where you need 'em)
A pproach brief
> M arker Beacons
> I dentify (navaid and the approach plate)
> C set the course on your instrument
> E ntry (course reversal, procedure turn, vectors, etc)
> A ltitudes (step downs, MDA/DH)
> T imer (set the timer)
> M issed approach (id MAP and MA instructions)
P re-landing checklist

[RiddlePilot]

That's a good way to do that, too. Never heard of that. As for me, I use ABCD to set everything up prior to the IAF. (A)TIS, (B)rief, (C)hecklist (descent), (D)irectional Gyro. Works pretty well.

[Tokyo007]

mm.. I thought the mandatory reporting points (black triangle) are not req. if you are under radar contact? Is that right? (shows how long it's been since I filed IFR)

Matthew

[DE727UPS]

Why do you have to ask this? Didn't you learn all this stuff at the great FSA?

[MikeD]

ADI is an Attitude Director Indicator.

[EatSleepFly]

[ QUOTE ]
ADI is an Attitude Director Indicator.

[/ QUOTE ]

Ah, yeah...my mistake.

I suppose "display indicator" is a little redundant, isn't it? [img]/ubbthreads/images/graemlins/smile.gif[/img]

[kellwolf]

[ QUOTE ]
I thought the mandatory reporting points (black triangle) are not req. if you are under radar contact? Is that right? (shows how long it's been since I filed IFR)

[/ QUOTE ]

I'm pretty sure you still have to report those if you're under radar contact. Otherwise, I think ALL the triangles would be black. [img]/ubbthreads/images/graemlins/smile.gif[/img]

[mtsu_av8er]

[ QUOTE ]
Interesting flow on the chart. I use the 'ole boring ASAP with MICEATM being the second A.

[/ QUOTE ]

You had a Comair CFII too, huh?? [img]/ubbthreads/images/graemlins/grin.gif[/img]

That's still what I use...it works for me and I remember it easily!

[kellwolf]

[ QUOTE ]
You had a Comair CFII too, huh??

[/ QUOTE ]

lol! Yeah, all of my CFIs have been ex-Comair with the exception of they guy teaching me now. He did all of his ratings at Air Orlando.

[stuckingfk]

[ QUOTE ]
[ QUOTE ]
I thought the mandatory reporting points (black triangle) are not req. if you are under radar contact? Is that right? (shows how long it's been since I filed IFR)

[/ QUOTE ]

I'm pretty sure you still have to report those if you're under radar contact. Otherwise, I think ALL the triangles would be black. [img]/ubbthreads/images/graemlins/smile.gif[/img]

[/ QUOTE ]

When passing over compulsory reporting points (filled in black triangles), it is only required to report them when NOT in radar contact by ATC.

[CLR4ILS]

727UPS,
nice of you to chime in. Several reasons for posting the questions.

1. I am tired of all of the school bashing forums and wanted to contribute something fun and positive.

2. When I recieved the list of questions from a friend of mine I figured why not share them with my fellow pilots to help take some of the "un-wanted" mystery out of their future interview. I didn't have to share them, but I am happy to, and I am sure alot of these guys are happy to view the questions. [img]/ubbthreads/images/graemlins/smile.gif[/img]

3. I will bet that if I sat down with you that you could not answer all 150. [img]/ubbthreads/images/graemlins/shocked.gif[/img]

Now, if you would like to contribute something positive and help out the next generation pilots, then please feel free to throw down some answers. [img]/ubbthreads/images/graemlins/smile.gif[/img]

Eatsleep and MikeD,
Nice.....that darn EADI thing had me stumped. The panel never even came to mind. Now that I see the answer, it is apparent that I have seen it before in previous readings...


Questions 11-15

11. What is the minimum speed for a turbo prop ATC can require?

12. What is the max speed you can fly in and under class B?

13. The candidate is given a clearance to cross an intersection on an arrival. Candidate was asked to explain the procedure and route. According to the list here.....the interviewer wanted to hear that you cannot descend below the MEA on the arrival portion while tracking to the intersection.

14. Why do you time an ILS approach?

15. Prior to reaching your DA you know you are not going to be able to make the approach, and are sure you are going missed. When can you start your turn for the missed if the procedure specifies one?