Turkish Virtual Airlines Forums

A new Quiz has been opened. You can also see the last 'Quiz Results' on our main website, or please click down below link. Thank you. (13.03.2021)
https://www.turkishvirtual.com/poll_previous.asp

Gmorning Captain Erhan,
I really enjoy the mini quizes and I participate almost every time.
In the past i did give the wrong answer to some challenges , but I was never explained why my choice that i was so sure about was wrong.
To add to the learning effect, may I suggest to post also an explanation when the quiz is solved at the end of the month?

Vic

That was what i was expecting sooner or later. I knew somebody would ask for this and here it comes

Time to add some more codes..

Hi Vic, I believe these questions are things people search for on the internet and answer the quiz based on their results. Is it wrong to search on the internet and answer the quiz this way? Not. I think it's good that we encourage them to research and learn about something they don't know. That is why I did not feel that it was necessary to explain, assuming that even if they answered incorrectly, they could investigate further and find out what they were doing wrong. I always believed that people require research, curiosity, and logic to learn.

Anyway, I made a slight amendment to the website page and explained. From now on, an explanation will always be provided there. Bahadir will improve my edits on the code later.

Why is it that my ideas always makes someone else sweat?
Well, what can I say, I am a lazy guy

Regarding the quizes, some challenges, like the current one and the past one does not really need an explanation.
But for example, some time ago we had a challenge regarding entering into the holding, or another challenge regarding decoding a Metar...i think these type of questions are suitable for providing a brief explanation why the given answer is correct.

But yeah, i can also see that you want people to search and read up before they answer the quiz. It also makes perfect sense.

Question for the 737NG Captains

you're established ILS Approach at 2500ft, ATC instructed you to Go Around. But missed approach altitude is 1500ft.

How will you fly the go around and how will set the mcp or another equipment properly ?

Whooaa... yes.. let's see the answers please.. perfect question..

Just a quick reminder.. codes for further information about why the answer was bla bla have been implemented into the webpage. From now on, if additional info required, it will be shown on the last poll answer page.. which can be reached by the link just below the mini poll

The link is..

https://www.turkishvirtual.com/poll_previous.asp

THY4285 wrote::D Why is it that my ideas always makes someone else sweat?

It never does. If we receive a good idea which will help our pilots learn something new or will help to add extra joy to our hobby, and if it can be done, we will do it.

THY3716 wrote:

THY4285 wrote::D Why is it that my ideas always makes someone else sweat?

It never does. If we receive a good idea which will help our pilots learn something new or will help to add extra joy to our hobby, and if it can be done, we will do it.

Yes, what Bahadir said is very accurate. We've already developed most of the improvements on both FDR and website systems on the demands of our members.

you guys are just awesome

btw, mission accomplished, last choper is at home base

Thanks to every one who assisted on this logistic operation. Mission is over.

@ Hasan:
First of all: your question is independent of aircraft type, Boeing, Airbus, Cessna or whatever other aircraft one is flying is irrelevant.

Unless the ATC instructs otherwise, the missed approach procedure or any other procedure, should be executed as published (see Jeppesen charts, or the ones in the AIP).

The instructions of air traffic control supersede everything published, so in your case even if on the chart the missed approach point is indicated at 1500 ft, and the ATC instructs to begin the missed approach procedure, then the pilot is expected to begin the missed approach procedure immediately, not continuing descent to 1500 ft and then start the procedure.

The machine must always be set ready for the next step to do. In your case, You are expected to set the flight management computer to already know what are the next segments to fly (missed approach in this case). In this precise case, I understand your machine was configured to use the autopilot to intercept and follow the localizer and glidepath (beware that in Europe, when landing is forbidden to keep the autopilot engaged below 500 ft and all pilots are expected to disengage the autopilot at or above 500 ft and always land manually the airplane).

Usually, but not always, the missed approach procedures begin with maintaining runway heading after the missed approach point until a certain fix or radio-navigation aid (VOR/NDB) or radial and distance, and then turn towards a holding patern. Other times, the turn towards a holding patern is immediate after the missed approach point.

So your machine was at 2500 ft on autopilot, and You received the instruction to go missed. From my perspective, but everyone that thinks I am wrong is welcome to correct me:
- if the published missed procedure implied maintaining runway heading, then that was a pretty easy execution: disengage the approach mode, engage heading and altitude hold and vertical speed, maintain heading and begin immediate climb to the published altitude or the one instructed by ATC;
- if the published missed approach procedure implied an immediate turn, then that required a bit of piloting skills: disengage the approach mode, fly manually until reaching a stable flight condition and then reengage the autopilot. (Depending on the area, it could be also executed with autopilot, but is way easier and safer to fly the airplane manually in this case - now it comes in my mind Innsbruck: keeping the autopilot there on a missed approach it may get the airplane into the mountains surrounding the airport.)

Have good wind!

Adrian
www.skycolors.com

THY4525 wrote:@ Hasan:
First of all: your question is independent of aircraft type, Boeing, Airbus, Cessna or whatever other aircraft one is flying is irrelevant.

Unless the ATC instructs otherwise, the missed approach procedure or any other procedure, should be executed as published (see Jeppesen charts, or the ones in the AIP).

The instructions of air traffic control supersede everything published, so in your case even if on the chart the missed approach point is indicated at 1500 ft, and the ATC instructs to begin the missed approach procedure, then the pilot is expected to begin the missed approach procedure immediately, not continuing descent to 1500 ft and then start the procedure.

The machine must always be set ready for the next step to do. In your case, You are expected to set the flight management computer to already know what are the next segments to fly (missed approach in this case). In this precise case, I understand your machine was configured to use the autopilot to intercept and follow the localizer and glidepath (beware that in Europe, when landing is forbidden to keep the autopilot engaged below 500 ft and all pilots are expected to disengage the autopilot at or above 500 ft and always land manually the airplane).

Usually, but not always, the missed approach procedures begin with maintaining runway heading after the missed approach point until a certain fix or radio-navigation aid (VOR/NDB) or radial and distance, and then turn towards a holding patern. Other times, the turn towards a holding patern is immediate after the missed approach point.

So your machine was at 2500 ft on autopilot, and You received the instruction to go missed. From my perspective, but everyone that thinks I am wrong is welcome to correct me:
- if the published missed procedure implied maintaining runway heading, then that was a pretty easy execution: disengage the approach mode, engage heading and altitude hold and vertical speed, maintain heading and begin immediate climb to the published altitude or the one instructed by ATC;
- if the published missed approach procedure implied an immediate turn, then that required a bit of piloting skills: disengage the approach mode, fly manually until reaching a stable flight condition and then reengage the autopilot. (Depending on the area, it could be also executed with autopilot, but is way easier and safer to fly the airplane manually in this case - now it comes in my mind Innsbruck: keeping the autopilot there on a missed approach it may get the airplane into the mountains surrounding the airport.)

Have good wind!

Adrian
www.skycolors.com

really good answer but you missed that this question exactly for 737NG. Because, as you said, you can't disangage the APP mode after it was engaged even if you push app or recycle the F/D's. so there are two option:

1st- press TO/GA and follow TO/GA orders

But when you press TO/GA, it will always show you to ''pitch up'' command. But in this case, the GA altitude is below current altitude so it is not correct.

2nd Option- De-tuning ILS frequencies.

When you did it, app mode will disengage and plane will revert CWS R and P modes. then select proper roll mode and pitch mode, retract gear and flaps as scheduled

So now, you can fly the airplane with correct FD guidance and later I would communicate with about missed approach procedure.

It is very important especially when you flying night and IMC conditions. As far as I know, the most companies SOP doesn't allow fly the airplane without Flight Directors except for raw data ILS and recycle on final app.