According to the instrument's procedure manual, “when the ATC has not used the term or imposed any climbing restrictions, pilots must quickly go up to the acknowledgment of receipt of authorization. Ascend to an optimal speed compatible with the operational characteristics of the aircraft up to 1000 feet below the assigned altitude, and then attempt to ascend at a speed of between 500 and 1500 feet per minute until you reach the assigned altitude. If at any time the pilot is unable to ascend at a speed of at least 500 feet per minute, let the ATC know. If it is necessary to lower the level to an intermediate altitude during the ascent, notify the ATC.
On the access plate, in the lower left corner, is the sketch of the airport. Within that sketch, track 33L is in the lower right corner. Each of the tracks has the distance and width marked with an arrow. Following the 33L track, there is “10083 x 150” with an arrow pointing to 33L.
This means that the available landing distance is 10,083 feet and the runway is 150 feet wide. During the IPC, the pilot is evaluated in various flight tasks by instruments, such as attitude, instrument flying, navigation and approaches. The evaluation ensures that the pilot is competent and competent to fly according to instrument flight regulations (IFR) and to make safe decisions in adverse weather conditions. Upon passing the CPI, the pilot instrument's currency is renewed for an additional 12 calendar months.
Below the profile view, at the bottom of the graph, are the lows. The category is not specified, but of the answers, 1240-1 is an appropriate answer. This translates to 1240 feet MSL for the minimum descent altitude and 1 statutory mile of visibility. Remember, visibility is always in statutory miles, not nautical miles.
In the profile view of the approach, there is a thick black V approximately 1.2 miles from the BOS VOR. This is the visual drop point. Section 5-4-5 of the Aeronautical Information Manual (AIM) defines the VDP as “identified with the symbol (V)”, it is a point defined in the final approach course of an inaccurate direct approach procedure from which a stabilized visual descent from the MDA to the landing point of the runway can begin. The pilot must not descend below the MDA before reaching the VDP.
The MSA indicated in the upper left part of the plan view of the graph indicates that, with the BTG VOR as a reference, between items 300 and 120, the safe altitude is 6,200 feet within a radius of 25 NM, since that number is to the right of the two items. This would also make sense, as there is a significant amount of land along the approach. In the significant high-level weather forecast graph, over Mississippi, there is a green arrow showing that air currents are flowing in a southeasterly direction. In this green arrow, there is a flag and then four spikes.
As in MetaRS, flags and spikes are the same. The flag is worth 50 knots, and four barbs of 10 knots each equal 90 knots. If communications are lost, it is important to locate the central radio frequencies to re-establish communications. The blue zigzag lines contain the name of the center and the frequencies of that sector.
In this case, next to the Cortez VOR, there is a box that contains Denver and the frequencies of 118 575 and 348.7, so this correct frequency for the Denver Center is 118 575 VOR (VHF omnidirectional range) they use VHF radio signals to determine the position of an aircraft relative to a ground station. When an aircraft is directly above the station, it is said to be in the station's “cone of confusion”. At this point, the aircraft's VOR antenna receives signals from the VOR station both from the ground and from the sky. This can cause inaccurate readings or errors on the radio screen.
The biggest errors are likely to occur when the aircraft is at a high altitude directly above the VOR station, as the angle of incidence between the VOR signals and the aircraft receiver is very small. As a result, it is recommended that pilots fly at least 1,000 feet above the highest obstacle within a horizontal radius of 5 nautical miles from the VOR station to avoid this problem. Navigation 2 shows a movement of the needle over the second point to the left. If the needle can deviate a maximum of 10 degrees, with 5 points, that will mean that each point has a value of 2 degrees.
If the needle deviates two points to the left, it means that the displacement is 4°. Before taking your control trip as a private pilot, your CFI must tour those areas with you and make an endorsement in your logbook stating that you have received additional instruction in those areas. Comprehensive training program Research shows that pilots learn best when they use a high-quality curriculum. Sporty's Pilot Training app includes powerful PDF tools, such as bookmarks and annotations, so you can organize your studies.
If a pilot wants to move from one approach to another, he must execute the omitted approach and request a different approach from the ATC. The instrument qualification course of the mobile pilot training application for iOS and Android now includes all FAA manuals for comfortable study. Ask anyone who has recently taken the private-pilot aircraft knowledge exam at a flight school or FBO. Sporty's new Roku pilot training channel allows you to access the instrument qualification course on the popular Roku SmartTV platform.