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What is the key difference between DA/H and MDA/H? empezar lección
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DA/H is a decision point used without planned level-off; MDA/H is an altitude/height below which descent is not permitted without the required visual reference.
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What is the difference between a 2D and a 3D instrument approach? empezar lección
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2D provides lateral guidance only; 3D provides both lateral and approved vertical guidance.
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How are minima normally applied to a 2D approach flown using CDFA versus without CDFA? empezar lección
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With CDFA, DA/H is used; without CDFA, MDA/H is used.
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Why is CDFA preferred for 2D approaches? empezar lección
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It provides a stable continuous descent and avoids level flight and large configuration/power changes close to the ground.
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Does CDFA change the obstacle protection of the published procedure? empezar lección
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No. It is a technique for flying the published procedure.
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What is the practical difference between FAF and FAP? empezar lección
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FAF normally marks the start of final descent on a 2D approach; FAP is the point where the nominal vertical path of a 3D approach is intercepted.
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What is the operational significance of the MAPt? empezar lección
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It defines the latest procedure point from which the published missed approach is initiated when landing cannot continue.
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Why must published step-down restrictions still be respected when using VNAV? empezar lección
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FMS vertical guidance does not override the obstacle-clearance requirements of the published procedure.
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What is OCA/H and how does it relate to operating minima? empezar lección
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OCA/H is derived from obstacle-clearance criteria; operational DA/H or MDA/H cannot normally be set below the applicable obstacle/system/runway limits.
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What is MSA primarily intended to provide? empezar lección
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Emergency obstacle clearance within the published sector; it does not necessarily guarantee navigation coverage.
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What is the practical difference between an MSA and a TAA? empezar lección
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MSA is primarily an emergency obstacle-clearance reference; TAA forms part of the arrival structure to an RNAV approach.
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What is a Type A versus Type B instrument approach operation? empezar lección
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Type A has DH/MDH ≥250 ft; Type B has DH below 250 ft.
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How are current EASA Type B approaches divided? empezar lección
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CAT I: DH ≥200 ft; CAT II: 100–<200 ft; CAT III: DH <100 ft or no DH, with the associated RVR criteria.
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Does current EASA terminology divide CAT III operationally into IIIA, IIIB and IIIC? empezar lección
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No. Current EASA rules use a single CAT III category.
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What is the basic EASA approach-ban logic for CAT operations? empezar lección
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If reported controlling RVR/VIS is below the applicable minimum, the approach must not continue past 1,000 ft above aerodrome elevation, or into the FAS if DH/MDH is above 1,000 ft.
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If RVR/VIS deteriorates below minima after the approach-ban point has been passed, must the approach immediately be discontinued? empezar lección
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No. It may continue to DA/H or MDA/H; the required visual-reference criteria then apply.
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What is required to continue below DA/H or MDA/H? empezar lección
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The required visual reference must be established and maintained.
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If required visual reference is lost after passing minima, what is required? empezar lección
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Why can an aircraft descend slightly below DA after the go-around decision? empezar lección
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DA is a decision point; aircraft inertia and the transition to the missed approach can produce a small height loss.
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What is the approximate geometry of a 3° descent path? empezar lección
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About 300–320 ft/NM or roughly a 5.2% gradient.
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What is the useful mental rule for vertical speed on a 3° path? empezar lección
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Approximately groundspeed × 5 in ft/min.
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What is the useful 3:1 descent-planning rule? empezar lección
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Allow roughly 3 NM for every 1,000 ft of altitude to lose.
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Why does a tailwind make vertical path management more difficult on final? empezar lección
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Higher groundspeed gives less time per NM to lose the required altitude.
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What is the standard ICAO missed-approach design climb gradient unless a higher value is published? empezar lección
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What must be checked when a higher missed-approach climb gradient is published? empezar lección
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Aircraft performance must be capable of meeting it under the expected conditions.
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Why should a missed-approach turn not normally be started early? empezar lección
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Obstacle protection is based on the published turn point or procedure geometry.
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Does starting a go-around mean immediately turning toward the next missed-approach waypoint? empezar lección
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No. The published initial missed-approach track and turn restrictions must first be respected.
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What should be done when an approach cannot meet stabilised-approach criteria? empezar lección
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Go around rather than attempt to salvage the approach close to the ground.
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Are stabilised-approach gates and exact criteria universal? empezar lección
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No. They are defined by the operator.
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Why is a descent rate above about 1,000 ft/min operationally significant? empezar lección
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It should be specifically assessed/briefed because it can indicate or create an unstable approach.
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What is circling operationally? empezar lección
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A visual manoeuvre following an instrument approach to position for landing on a runway not suitable for straight-in continuation.
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What must be maintained during circling? empezar lección
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Required visual reference with the intended runway/runway environment while remaining within the protected circling area.
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What should be done if visual reference is lost during circling? empezar lección
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Execute the applicable missed-approach procedure.
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Why does higher circling speed increase risk? empezar lección
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It increases turn radius and the airspace required to remain within the protected area.
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What are the three conventional holding entries? empezar lección
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Direct, parallel and offset/teardrop.
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Are holding-entry sectors more important than remaining within protected airspace? empezar lección
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No. The objective is safe entry and containment; the conventional entries are standard techniques.
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How is wind correction normally managed in a hold? empezar lección
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Correct heading for crosswind and adjust the outbound leg so the inbound track/timing is achieved.
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What should take precedence over memorised generic holding speeds? empezar lección
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The speed published on the chart, ATC restrictions and applicable aircraft/operator limitations.
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Do SID/STAR restrictions disappear automatically after an ATC shortcut or amended clearance? empezar lección
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No. Restrictions remain unless explicitly cancelled, replaced or rendered inapplicable by the clearance.
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How should “at”, “at or above”, “at or below” and altitude windows be interpreted? empezar lección
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At = exact altitude; at/above = minimum; at/below = maximum; window = remain between the two published limits.
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Does radar vectoring remove the crew’s responsibility for terrain and altitude awareness? empezar lección
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What should an approach briefing concentrate on rather than simply reading the chart? empezar lección
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Runway/procedure, minima, key constraints, navigation setup, threats, stabilisation plan and missed approach.
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Why is the missed-approach altitude an important cross-check before final approach? empezar lección
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An incorrectly selected altitude can create an immediate vertical-path or ATC conflict during go-around.
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Why should final approach course and runway heading be compared? empezar lección
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A significant difference may reveal an offset approach or wrong runway/procedure selection.
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Why is intercepting an ILS glide path from below preferred? empezar lección
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It reduces the risk of capturing a false glide path and supports a stable intercept.
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What is the key procedural principle when automation guidance conflicts with a published restriction? empezar lección
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The published procedure and clearance take precedence unless ATC explicitly changes the restriction.
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