Approaches (Atb-21)

Front 1

An aircraft must be in instrument flight conditions to execute an Instrument Approach Procedure (IAP).

A. True
B. False

Back 1

False

Front 2

An approach is termed “precision” because it

A. lines the aircraft up with the active runway.
B. provides electronic glideslope information.
C. allows the aircraft to descend through the overcast safely.

Back 2

provides electronic glideslope information

Front 3

An Instrument Approach Procedure (IAP) is designed to provide

A. an IFR descent to a point where the active runway is in sight.
B. an IFR descent to a point where a safe landing can be made.
C. altitude guidance to a descending aircraft.

Back 3

an IFR descent to a point where a safe landing can be made

Front 4

There are three types of precision approaches: ILS, MLS and PAR.

A. True
B. False

Back 4

True

Front 5

What are the five sections of the IAP Chart?

Back 5

Margin Information
Planview
Profile View
Airport Diagram
Minimums Section

Front 6

What is the purpose of the IAP Chart?

Back 6

To portray the aeronautical data required to execute Instrument Approach Procedures to airports

Front 7

Controllers are responsible for providing current prevailing visibility/RVR appropriate to the runway-in-use; however, they are NOT responsible for determining that landing minimums do or do NOT exist.

A. True
B. False

Back 7

True

Front 8

Instrument Approach Procedures (IAPs) are designed to

A. be used only by aircraft in IFR conditions.
B. transition an aircraft from the en route segment of the flight to a point where the runway is in sight.
C. expedite air traffic in terminal areas.
D. provide an IFR descent from the en route environment to a point where a safe landing can be made.

Back 8

provide an IFR descent from the en route environment to a point where a safe landing can be made

Front 9

A Nonprecision approach does NOT provide

A. electronic glideslope information.
B. azimuth guidance to Category D aircraft.
C. height and visibility minima.
D. missed approach instructions.

Back 9

electronic glideslope information

Front 10

The Decision Height (DH)

A. must be followed by a Runway Visual Range (RVR) number.
B. is always AGL.
C. represents the lowest altitude to which an aircraft may descend when cleared for a nonprecision approach.
D. is the height at which a decision must be made to either continue the approach or execute a missed approach.

Back 10

is the height at which a decision must be made to either continue the approach or execute a missed approach

Front 11

Which of the following is an optional component of an ILS?

A. Inner marker beacon
B. Approach lights
C. Glideslope
D. Localizer

Back 11

Inner marker beacon

Front 12

When the glideslope component of an ILS is inoperative

A. the entire approach is unusable.
B. it is classified as a Localizer approach.
C. the altitude minima are lower, but the visibility minima are higher.
D. the altitude minima are lower, and the visibility minima remain the same.

Back 12

it is classified as a Localizer approach

Front 13

DME arcs are depicted in the

A. Profile View.
B. Airport Diagram.
C. Planview.
D. Circling section.

Back 13

Planview

Front 14

Height of obstructions depicted on Instrument Approach Procedure Charts are

A. always AGL.
B. found only in the Planview section.
C. sometimes AGL.
D. always MSL.

Back 14

always MSL

Front 15

Runway Visual Range (RVR) is

A. the horizontal distance a pilot will see down the runway from the approach end.
B. given in nautical miles.
C. located in the Airport Diagram section of the IAP.
D. used only for military aircraft.

Back 15

the horizontal distance a pilot will see down the runway from the approach end

Front 16

A Localizer approach is less accurate than an ILS approach because NO electronic altitude guidance is provided.

A. True
B. False

Back 16

True

Front 17

Marker beacons are depicted in the Planview section of an Instrument Approach Chart.

A. True
B. False

Back 17

True

Front 18

A Localizer approach is a Precision approach.

A. True
B. False

Back 18

False

Front 19

Minimum Sector Altitudes (MSAs) are for emergency use only and do NOT ensure NAVAID frequency reception.

A. True
B. False

Back 19

True

Front 20

Nondirectional radio beacons are adversely affected by lightning and precipitation static.

A. True
B. False

Back 20

True