SCAN Homework #12 Answers
AIM Chapter 4.3: 1. 4-3-2(a): 15nm miles out. 2. 4-3-2(a): No, once you are clear of their airspace you need not ask. 3. 4-3-2(a): 700 or 1,200 feet above the airport as charted. Remember that you can have a controll tower within Class G airspace which means that although it is a controlled airport, the airspace (Class G) is not considered "controlled" airspace. 4. 4-3-2(b): Avoid the flow of fixed wing traffic. 5. 4-3-2(c)(6): After takeoff and straight ahead on centerile until at least 1/2 mile past the departure end of the runway and within 300 feet of the traffic pattern altitude. 6. 4-3-2(d)(3): You need not fly the heading. Suggested and general direction headings (e.g. SW) are only advisories not radar vectors which are instructions. 7. 4-3-3(b)(3): Landing direction ONLY!! Do NOT rely on it for anything other than that. At a towered airport it may not be properly lined up after tower closes. 8. 4-3-3(b)(5): On or near the end of the runway. 9. FIG 4-3-3(6): Straight out or 45 degree turn. 10. 4-3-4: Up to 2,500 feet AGL. 11. 4-3-5: No, you must ask the controller because an unexpeced 360 could really screw with the pattern and cause a dangerous situation. Shallow S-turns are OK without prior permission. 12. 4-3-6(a): 145-155 degrees. 13. 4-3-6(b)(1)(b): 5 knots or less. 14. 4-3-6(c): Acellerate stop distance is 5,100 feet. Make sure you know the other contractions TORA, TODA, LDA. 15. 4-3-8(d): A NOTAM (D), using "poor", "nil" or "fair." 16. 4-3-8(c): When tower has received braking action reports of poor or nil, or whenever weather conditions are conducive to deteriorating or rapidly changing runway braking conditions. 17. 4-3-9(c): Bad. MU is the friction coefficient of the runway and goes from 0 to 100, 100 being max friction. When MU is less than 40 that is when aircraft braking performance and directional control starts to deteriorate. 18. 4-3-10(c): Give your location on the airport, for example "At the intersection of Bravo and Three one Right, ready for departure." 19. 4-3-10(d): There is NO required wait. ATC must give you 3-minutes but you can waive that sice it is not required. The three minutes IS mandatory when taking off behind a heavy aircraft. 20. 4-3-11(b)(2): Yes, however they are highly encouraged to NOT participate. 21. 4-3-11(b)(4): The published ALD and runway slope information for all LAHSO runways at each airport of intended use. 22. 4-3-11(c)(4): It is a hold short point for a runway that does not cross your runway. 23. 4-3-12(b): Before starting final approach. 24. 4-3-13(c): Point your aircraft towards the tower and turn on your landing light. 25. 4-3-14(a): After your run-up and just prior to requesting takeoff clearance. 26. 4-3-14(b): Only after Tower tells you to. 27. 4-3-18(a)(8): It is required. ATC must verify runway hold-short assignments. 28. 4-3-20(a): No, you must only exit onto a taxiway unless authorized by ATC. 29. 4-3-22: It allows you to make a touch and go, low approach, missed approach, missed approach, stop-and-go, or full stop landing. You should request it passing the FAF inbound when IFR or entering downwind when VFR. 30. 4-3-23(c): Turn on landing lights when cleared for takeoff or when rolling down the runway for takeoff. Also to turn the landing lights on below 10,000 feet day or night, especially within 10nm of any airport, or in conditions of reduced visibility and in areas where flocks of birds may be expected. 31. 4-3-23(d): Anytime the engines are running. 32. 4-3-23(e): One landing light when cleared into position, all remaining lights when cleared for takeoff. 33. 4-3-24(a): The aircraft is engaged in flight inspection/certification of NAVAID's and flight procedures. 34. 4-3-26(b): Within 25nm up to 10,000 feet. You can find the freq in the A/FD. AIM Chapter 4.4: 1. 4-4-5(c): No, because you need freedom in order to remain clear of clouds. 2. 4-4-13(b): To maneuver the aircraft to avoid the other aircraft or maintain in-trail separation. 3. 4-4-13(d): Scan in 10 degree segments for at least 1 second each segment. 4. 4-4-14(f)(3): Momentarily lower the wing in the direction of the intended turn and look.