Study Unit 3: Airports, Air Traffic Control, and Airspace Subunit Group 2

When approaching to land on a runway served by a visual approach slope indicator (VASI), the pilot shall:

1. maintain an altitude that captures the glide slope at least 2 miles downwind from the runway threshold.

2. maintain an altitude at or above the glide slope.

3. remain on the glide slope and land between the two-light bar.

2. maintain an altitude at or above the glide slope.

An airplane approaching to land on a runway served by a VASI shall maintain an altitude at or above the glide slope until a lower altitude is necessary for a safe landing.

A below glide slope indication from a pulsating approach slope indicator is a:

1. pulsating white light.

2. steady white light.

3. pulsating red light.

3. pulsating red light --> A pulsating VASI indicator normally consists of a single light unit projecting a two-color visual approach path into the final approach area of the runway upon which the indicator is installed. The below glide slope indication is a pulsating red, the above glide slope is pulsating white, and the on glide slope is a steady white light. The useful range of this system is about 4 mi. during the day and up to 10 mi. at night.

While operating in class D airspace, each pilot of an aircraft approaching to land on a runway served by a visual approach slope indicator (VASI) shall

1. maintain a 3° glide until approximately 1/2 mile to the runway before going below the VASI.

2. maintain an altitude at or above the glide slope until a lower altitude is necessary for a safe landing.

3. stay high until the runway can be reached in a power-off landing.

2. maintain an altitude at or above the glide slope until a lower altitude is necessary for a safe landing. --> When approaching to land on a runway served by a VASI, each pilot of an airplane must fly at or above the VASI glide path until a lower altitude is necessary for a safe landing.

Which approach and landing objective is assured when the pilot remains on the proper glidepath of the VASI?

1. Continuation of course guidance after transition to VFR.

2. Safe obstruction clearance in the approach area.

3. Course guidance from the visual descent point to touchdown.

2. Safe obstruction clearance in the approach area.

--> The visual approach slope indicator (VASI) provides safe obstruction clearance within ±10° of the extended runway centerline out to 4 NM. Pilots are advised to remain on the VASI-directed glide path throughout the entire approach to ensure obstruction clearance.

Each pilot of an aircraft approaching to land on a runway served by a visual approach slope indicator (VASI) shall

1. maintain a 3° glide to the runway.

2. maintain an altitude at or above the glide slope.

3. stay high until the runway can be reached in a power-off landing.

2. maintain an altitude at or above the glide slope.

--> When approaching to land on a runway served by a VASI, each pilot of an airplane must fly at or above the VASI glide path until a lower altitude is necessary for a safe landing.

Illustration A (three red dots on top of three white dots) indicates that the aircraft is

1. below the glide slope.

2. on the glide slope.

3. above the glide slope.

2. on the glide slope

--> Illustration A indicates that the airplane is on the glide path (glide slope). The basic principle of the VASI is that of color differentiation between red and white. Each light unit projects a beam of light having a white segment in the upper part and a red segment in the lower part of the beam. Thus, to be on the glide slope you need to be on the lower part of the far light (red) and on the upper part of the near light (white).

(Near is bottom, far is top; red before white)

two bars of red?

below glide path --> red is dead

Which approach and landing objective is assured when the pilot remains on the proper glidepath of the VASI?

1. Runway identification and course guidance.

2. Safe obstruction clearance in the approach area.

3. Lateral course guidance to the runway.

Safe obstruction clearance in the approach area.

--> The visual approach slope indicator (VASI) provides safe obstruction clearance within ±10° of the extended runway centerline out to 4 NM. Pilots are advised to remain on the VASI-directed glide path throughout the entire approach to ensure obstruction clearance.

A slightly high glide slope indication from a precision approach path indicator is

1. four white lights.

2. three white lights and one red light.

3. two white lights and two red lights.

2. three white lights and one red light.

--> A precision approach path indicator (PAPI) has a row of four lights, each of which is similar to a VASI in that they emit a red or white light. Above the glide slope (more than 3.5°) is indicated by four white lights, a slightly above glide slope (3.2°) is indicated by three white lights and one red light, on glide slope (3°) is indicated by two white and two red lights, slightly below glide slope (2.8°) is indicated by one white and three red lights, and below (too low) the glide slope (less than 2.5°) is indicated by four red lights.

Wingtip vortices are created only when an aircraft is

1. operating at high airspeeds.

2. heavily loaded.

3. developing lift.

3. developing lift.

--> Wingtip vortices are the result of the pressure differential over and under a wing when that wing is producing lift. Wingtip vortices do not develop when an airplane is taxiing, although prop blast or jet thrust turbulence can be experienced near the rear of a large airplane that is taxiing.

Wingtip vortices created by large aircraft tend to

1. sink below the aircraft generating turbulence.

2. rise into the traffic pattern.

3. rise into the takeoff or landing path of a crossing runway.

1. sink below the aircraft generating turbulence.

--> Wingtip vortices created by large airplanes tend to sink below the airplane generating the turbulence.

With winds reported as from 300° at 4 knots, you are given instructions to taxi to runway 30 for departure and to expect to take off after an airliner, which is departing from runway 35L. What effect would you expect from the airliner's vortices?

1. The winds will push the vortices into your takeoff path.

2. The crosswind will prevent lateral movement of the vortices.

3. The downwind vortex will rapidly dissipate.

1. The winds will push the vortices into your takeoff path

--> A light wind between 1 to 5 knots could result in the upwind vortex remaining over the runway and hasten the drift of the downwind vortex toward your runway of intended departure.

When taking off or landing at an airport where heavy aircraft are operating, one should be particularly alert to the hazards of wingtip vortices because this turbulence tends to

1. rise from a crossing runway into the takeoff or landing path.

2. rise into the traffic pattern area surrounding the airport.

3. sink into the flightpath of aircraft operating below the aircraft generating the turbulence.

3. sink into the flightpath of aircraft operating below the aircraft generating the turbulence.

--> When taking off or landing at a busy airport where large, heavy airplanes are operating, you should be particularly alert to the hazards of wingtip vortices because this turbulence tends to sink into the flight paths of airplanes operating below the airplane generating the turbulence. Wingtip vortices are caused by a differential in high and low pressure at the wingtip of an airplane, creating a spiraling effect trailing behind the wingtip, similar to a horizontal tornado.

The wind condition that requires maximum caution when avoiding wake turbulence on landing is a

1. light, quartering headwind.

2. light, quartering tailwind.

3. strong headwind.

2. light, quartering tailwind

--> The most dangerous wind condition when avoiding wake turbulence on landing is a light, quartering tailwind. The tailwind can push the vortices forward, which could put it in the touchdown zone of your aircraft even if you used proper procedures and landed beyond the touchdown point of the preceding aircraft. Also, the quartering wind may push the upwind vortices to the middle of the runway.

How does the wake turbulence vortex circulate around each wingtip?

1. Inward, upward, and around each tip.

2. Inward, upward, and counterclockwise.

3. Outward, upward, and around each tip.

3. Outward, upward, and around each tip.

--> Since the pressure differential is caused by a lower pressure above the wing and a higher pressure below the wing, the air from the bottom moves out, up, and around each wingtip.

When landing behind a large aircraft, which procedure should be followed for vortex avoidance?

1. Stay above its final approach flightpath all the way to touchdown.

2. Stay below and to one side of its final approach flightpath.

3. Stay well below its final approach flightpath and land at least 2,000 feet behind.

1. Stay above its final approach flightpath all the way to touchdown.

--> When landing behind a large aircraft, stay above its final approach flight path all the way to touchdown; i.e., touch down beyond the touchdown point of the large aircraft.

The greatest vortex strength occurs when the generating aircraft is

1. light, dirty, and fast.

2. heavy, dirty, and fast.

3. heavy, clean, and slow.

3. heavy, clean, and slow.

--> Vortices are the greatest when the wingtips are at high angles of attack. This occurs at high gross weight, flaps up, and low airspeed (heavy, clean, and slow).

When departing behind a heavy aircraft, the pilot should avoid wake turbulence by maneuvering the aircraft

1. below and downwind from the heavy aircraft.

2. above and upwind from the heavy aircraft.

3. below and upwind from the heavy aircraft.

2. above and upwind from the heavy aircraft

--> The proper procedure for departing behind a large aircraft is to rotate prior to the large aircraft's rotation point, then fly above and upwind of the large aircraft. Since vortices sink and drift downwind, this should keep you clear.

Your flight takes you in the path of a large aircraft. In order to avoid the vortices you should fly

1. at the same altitude as the large aircraft.

2. below the altitude of the large aircraft.

3. above the flight path of the large aircraft.

3. above the flight path of the large aircraft.

--> When flying behind a large aircraft, stay at or above the other aircraft's flight path. Wingtip vortex turbulence tends to sink into the flight path of airplanes operating below the airplane generating the turbulence.

During a night flight, you observe a steady red light and a flashing red light ahead and at the same altitude. What is the general direction of movement of the other aircraft?

1. The other aircraft is crossing to the left.

2. The other aircraft is crossing to the right.

3. The other aircraft is approaching head-on.

1. The other aircraft is crossing to the left.

--> Airplane position lights consist of a steady red light on the left wing (looking forward), a green light on the right wing, and a white light on the tail. Accordingly, if you observe a steady red light, you are looking at the tip of a left wing, which means the other plane is traveling from your right to left (crossing to the left). The red flashing light is the beacon.

During a night flight, you observe a steady white light and a flashing red light ahead and at the same altitude. What is the general direction of movement of the other aircraft?

1. The other aircraft is flying away from you.

2. The other aircraft is crossing to the left.

3. The other aircraft is crossing to the right.

1. The other aircraft is flying away from you.

--> A steady white light (the tail light) indicates the other airplane is moving away from you. The flashing red light is the beacon light.

During a night flight, you observe steady red and green lights ahead and at the same altitude. What is the general direction of movement of the other aircraft?

1. The other aircraft is crossing to the left.

2. The other aircraft is flying away from you.

3. The other aircraft is approaching head-on.

3. The other aircraft is approaching head-on.

--> If you observe steady red and green lights at the same altitude, the other airplane is approaching head-on. You should take evasive action to the right.

How can you determine if another aircraft is on a collision course with your aircraft?

1. The other aircraft will always appear to get larger and closer at a rapid rate.

2. The nose of each aircraft is pointed at the same point in space.

3. There will be no apparent relative motion between your aircraft and the other aircraft.

3. There will be no apparent relative motion between your aircraft and the other aircraft.

--> Any aircraft that appears to have no relative motion and stays in one scan quadrant is likely to be on a collision course. Also, if a target shows no lateral or vertical motion but increases in size, take evasive action.

Eye movements during daytime collision avoidance scanning should

1. not exceed 10 degrees and view each sector at least 1 second.

2. be 30 degrees and view each sector at least 3 seconds.

3. use peripheral vision by scanning small sectors and utilizing off-center viewing.

1. not exceed 10 degrees and view each sector at least 1 second.

--> The most effective way to scan for other aircraft during daylight hours is to use a series of short, regularly spaced eye movements that bring successive areas of the sky into your central visual field. Each movement should not exceed 10°, and each area should be observed for at least 1 second to enable detection. Only a very small center area of the eye has the ability to send clear, sharply focused messages to the brain.

The most effective method of scanning for other aircraft for collision avoidance during daylight hours is to use

1. regularly spaced concentration on the 3-, 9-, and 12-o'clock positions.

2. a series of short, regularly spaced eye movements to search each 10-degree sector.

3. peripheral vision by scanning small sectors and utilizing offcenter viewing.

2. a series of short, regularly spaced eye movements to search each 10-degree sector.

--> The most effective way to scan for other aircraft during daylight hours is to use a series of short, regularly spaced eye movements that bring successive areas of the sky into your central visual field. Each movement should not exceed 10°, and each area should be observed for at least 1 second to enable detection. Only a very small center area of the eye has the ability to send clear, sharply focused messages to the brain. All other areas provide less detail.

Prior to starting each maneuver, pilots should

1. check altitude, airspeed, and heading indications.

2. visually scan the entire area for collision avoidance.

3. announce their intentions on the nearest CTAF.

2. visually scan the entire area for collision avoidance.

--> Prior to each maneuver, a pilot should visually scan the entire area for collision avoidance. Many maneuvers require a clearing turn, which should be used for this purpose.

The most effective method of scanning for other aircraft for collision avoidance during nighttime hours is to use

1. regularly spaced concentration on the 3-, 9-, and 12-o'clock positions.

2. a series of short, regularly spaced eye movements to search each 30-degree sector.

3. peripheral vision by scanning small sectors and utilizing off-center viewing.

3. peripheral vision by scanning small sectors and utilizing off-center viewing.

--> At night, collision avoidance scanning must use the off-center portions of the eyes; these portions are most effective at seeing objects at night. Accordingly, in order to perceive a very dim lighted object in a certain direction (i.e., another aircraft), you should use peripheral vision and scan small sectors adjacent to the object; short stops of a few seconds in each scan area will help to detect the light and its movement. This is in contrast to daytime searching for air traffic, when center viewing should be used.

Most midair collision accidents occur during

1. hazy days.

2. clear days.

3. cloudy nights.

2. clear days.

--> Most midair collision accidents and reported near midair collision incidents occur during good VFR weather conditions (i.e., clear days) and during the hours of daylight. This is when more aircraft are likely to be flying.

Responsibility for collision avoidance in an alert area rests with

1. the controlling agency.

2. all pilots.

3. Air Traffic Control.

2. all pilots

--> Alert areas may contain a high volume of pilot training or other unusual activity. Pilots using the area as well as pilots crossing the area are equally responsible for collision avoidance.

The Aeronautical Information Manual (AIM) specifically encourages pilots to turn on their landing lights when operating below 10,000 feet, day or night, and especially when operating

1. in Class B airspace.

2. in conditions of reduced visibility.

3. within 15 miles of a towered airport.

2. in conditions of reduced visibility.

--> The FAA has a voluntary pilot safety program known as "Operation Lights On" to enhance the see-and-avoid concept. Pilots are encouraged to turn on their landing lights when operating below 10,000 feet, day or night, especially when operating within 10 miles of any airport or in conditions of reduced visibility.

It is the responsibility of the pilot and crew to report a near midair collision as a result of proximity of at least

1. 50 feet or less to another aircraft.

2. 500 feet or less to another aircraft.

3. 1,000 feet or less to another aircraft.

2. 500 feet or less to another aircraft.

--> A near midair collision is defined as an incident associated with the operation of an airplane in which a possibility of collision occurs as a result of proximity of less than 500 feet to another airplane. It is the responsibility of the pilot and/or flight crew to determine whether a near midair collision did actually occur and to initiate a near midair collision report.

ADS-B equipment is not required for aircraft in flight above 10,000 ft. MSL

1. because Class A airspace begins at 18,000 ft. MSL.

2. while that flight is still being conducted below 2,500 ft. AGL.

3. because the equipment is not required above this altitude.

2. while that flight is still being conducted below 2,500 ft. AGL.

--> Because ADS-B uses highly accurate GPS signals, it often will work where radar will not, even in mountainous terrain. It can also function at low altitudes and on the ground, meaning it can be used to monitor traffic on taxiways and runways.

Can aircraft without ADS-B Out equipment overfly Class C airspace?

1. Yes, as long as contact with the controlling facility is maintained for the duration of the overflight.

2. Yes, if flight is maintained at or above 10,000 ft. MSL.

3. Yes, but only in exceptional circumstances because flight over Class C airspace is not permitted without appropriate ADS-B equipment.

3. Yes, but only in exceptional circumstances because flight over Class C airspace is not permitted without appropriate ADS-B equipment.

--> ADS-B Out equipment is required to operate above the ceiling and within the lateral boundaries of a Class B or C airspace area designated for an airport upward to 10,000 ft. MSL.

ADS-B equipment offers many benefits to pilots; however, the range of coverage for air traffic controllers is

1. limited, and often worse than radar.

2. restricted in remote areas such as mountainous terrain.

3. often better than radar, even in remote areas.

3. often better than radar, even in remote areas.

--> ADS-B allows air traffic controllers (and ADS-B-equipped aircraft) to see traffic with more precision using highly accurate GPS signals. ADS-B works where radar often will not, even in remote areas, e.g., in mountainous terrain.

Any airspace that requires the use of a transponder also requires aircraft to be

1. equipped with specific ADS-B Out equipment.

2. on a VFR flight plan with ADS-B Out in the transmit mode at all times.

3. on an IFR flight plan with ADS-B Out equipment.

1. equipped with specific ADS-B Out equipment.

--> The required equipment is a Version 2 ADS-B Out system, either a 1090 ES or UAT (Universal Access Transceiver) ADS-B system.

Onboard ADS-B Out equipment is useful to pilots and ATC controllers

1. all the time, even when aircraft are positioned on the airport surface.

2. any time the aircraft is above 2,500 ft. AGL.

3. only during the times ATC requires it to be active.

1. all the time, even when aircraft are positioned on the airport surface.

--> ADS-B Out accuracy reduces the risk of runway incursions because cockpit and controller displays show aircraft and equipped ground vehicle locations on airport surfaces, even at night or during heavy rainfall.

When should ADS-B equipment be operated on the ground while taxiing?

1. Only when ATC specifically requests your ADS-B equipment be activated.

2. Any time when the airport is operating under IFR conditions.

3. All the time when on the airport surface.

3. All the time when on the airport surface.

--> ADS-B uses highly accurate GPS signals. Because of this, ADS-B often will work where radar will not, even in mountainous terrain. It can also function at low altitudes and on the ground, meaning it can be used to monitor traffic on taxiways and runways.