You're almost finished with a FAR Part 91 IFR cross-country into Buffalo Niagara International, and you've spent most of the flight well above a solid cloud deck with heavy snow below. You have plenty of reserves - more than an hour and a half of anti-ice fluid and fuel. As you begin your descent, you flip on your SR22's TKS anti-ice, pick up ATIS Papa, and begin your approach briefing for the ILS to Runway 23. How well can you read and fly the chart? Try these 8 questions...
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1) As approach vectors you for the ILS, they advise that ATIS Quebec is current - with 100' ceilings and 3/4 SM visibility in snow. A CRJ in sequence ahead of you requests holding. Approach asks you for your intentions - can you request clearance for the approach?
Awesome! Under FAR Part 91, you can start the approach even if the weather is below published minimums. FAR Part 121 carriers (like the CRJ) cannot begin the approach when the weather drops below published minimums.
Incorrect. Under FAR Part 91, you can start the approach even if the weather is below published minimums. FAR Part 121 carriers (like the CRJ) cannot begin the approach when the weather drops below published minimums.
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2) Approach clears, "Cirrus Two November Papa, fly heading 265, maintain 3000 until established on the approach, cleared for the ILS Two-Three into Buffalo." You intercept the ILS course between TRAVA and KLUMP what does the 2300' altitude on the plan view indicate?
Awesome! 2300 is the minimum altitude you may maintain until established on the glideslope. If it was a mandatory altitude, the chart would display lines above and below the "2300." If it was a maximum altitude, the chart would show a line above the "2300." If it was only a recommended altitude, the chart wouldn't show any lines above or below the "2300."
Incorrect. 2300 is the minimum altitude you may maintain until established on the glideslope. If it was a mandatory altitude, the chart would display lines above and below the "2300." If it was a maximum altitude, the chart would show a line above the "2300." If it was only a recommended altitude, the chart wouldn't show any lines above or below the "2300."
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3) Which of the following is NOT an acceptable way of identifying KLUMP (BU)?
Awesome! You can't identify KLUMP with DME - instead you'll need to use your marker beacons, ADF or GPS.
Incorrect. You can't identify KLUMP with DME - instead you'll need to use your marker beacons, ADF or GPS.
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4) As you acquire the approach lights, you continue down to 826 feet. ATIS reports 2200 RVR, but you can't see a quarter mile. What do you do?
Awesome! Execute a missed approach - the flight visibility (as observed by you) is below the approach minimums.
Incorrect. Execute a missed approach - the flight visibility (as observed by you) is below the approach minimums.
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5) You begin the missed approach procedure. Approach control assigns you to climb and maintain 7000 and hold as published over LODIY. How should you measure your holding legs?
Awesome! Since you're holding at or below 14,000', fly a 1 minute inbound leg. The DME distance on the chart helps you identify the LODIY fix.
Incorrect. Since you're holding at or below 14,000', fly a 1 minute inbound leg. The DME distance on the chart helps you identify the LODIY fix.
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6) The weather at your filed alternate, Rochester, looks fine - but the weather at nearby Batavia/Genesee County (GVQ) is also above minimums and much closer to your destination. However, GVQ's approach plate indicates "Alternate NA." Can you still divert to GVQ?
Awesome! You can divert to GVQ. The "Alternate NA" note only prohibits you from filing Batavia as an alternate. Once in flight, you can divert there.
Incorrect. You can divert to GVQ. The "Alternate NA" note only prohibits you from filing Batavia as an alternate. Once in flight, you can divert there.
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7) Your Cirrus has an IFR approach certified GPS with WAAS capability. However, after you select and activate the RNAV (GPS) to Runway 28, you can't establish WAAS precision - but you do have RAIM. You're not equipped with Baro-VNAV. What minimums can you use?
Awesome! As long as you still can establish RAIM, you should use the LNAV MDA minimums for the approach.
Incorrect. As long as you still can establish RAIM, you should use the LNAV MDA minimums for the approach.
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8) You choose the LNAV MDA minimums and begin the approach. What's your missed approach point?
Awesome! RW28 is the MAP. The visual descent point is located .9NM from RWY28, but it's simply a point where you can start a normal descent to landing if you meet the criteria to descend below MDA. JUVKI is the final approach fix. The towers are definitely not part of the approach.
Incorrect. RW28 is the MAP. The visual descent point is located .9NM from RWY28, but it's simply a point where you can start a normal descent to landing if you meet the criteria to descend below MDA. JUVKI is the final approach fix. The towers are definitely not part of the approach.
Nice Try - Take Your CFII Along For A Ride
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Not Bad - BUF is Tough!
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The Snow's No Sweat!
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