Techincal Questions Expressjet Interview
 

How much error (in miles) are we allowed on a DME arc?

How can you calculate distance from one fix to another on a DME Arc.
What the 21.1G meant above the VOR box?

There is a question on expressjet gouge "know what to do when cleared for the approach 100 miles out at fl250." what would be the correct way of doing it?

Wow, I think maybe some more cfi'ing is in order. I don't think any of those questions should be stumpers.

I've been taught and I teach one mile: .5 on either side of the arc.

why dont you offer solutions to peoples questions instead of trying to make them look stupid on a public forum. don't you think it would be better for someone to ask a question instead of going around not knowing?

I thought it was 1 mile each side of the arc, but I try to stay within .5! I could be wrong on that.

you can use the 60 to 1 rule to determine distance on the arc. First you want to know how many miles from the station you are(which arc) then you want to figure out how many radials per mile there is. Then based on the radials you can determine miles.

I think the G means GPS distance, but I not 100% sure.

Hey its better to ask on a forum than sit in the interview and look like a dumba$$. Judging by your other 8 post insanelyradical might need to cfi some more to get some humility, not everyone knows everything man. relax alittle, unless you are just trying to get your post count up.

V. AREA OF OPERATION: NAVIGATION SYSTEMS
A. TASK: INTERCEPTING AND TRACKING NAVIGATIONAL SYSTEMS AND DME ARCS
REFERENCES: 14 CFR parts 61, 91; FAA-H-8083-15; AIM.
NOTE: Any reference to DME arcs, ADF, or GPS shall be disregarded if the aircraft is not equipped with these specified navigational systems.
Objective. To determine that the applicant:
1.Exhibits adequate knowledge of the elements related to intercepting and tracking navigational systems and DME arcs.
2.Tunes and correctly identifies the navigation facility.
3.Sets and correctly orients the course to be intercepted into the course selector or correctly identifies the course on the RMI.
4.Intercepts the specified course at a predetermined angle, inbound or outbound from a navigational facility.
5.Maintains the airspeed within +/-10 knots, altitude within +/-100 feet, and selected headings within +/-5°.
6.Applies proper correction to maintain a course, allowing no more than three-quarter-scale deflection of the CDI or within +/-10° in case of an RMI.
7.Determines the aircraft position relative to the navigational facility or from a waypoint in the case of GPS.
8.Intercepts a DME arc and maintain that arc within +/-1 nautical mile.
9.Recognizes navigational receiver or facility failure, and when required, reports the failure to ATC.

It has something to do with the radials each fix is on...and how far away you are from the VOR...other than that I'm not sure.

I've looked all over my Jepps and the only thing i can think of is possibly that is the ground freq for a co located airport/vor. Ground at that particular place is 121.1...But this is most likely very far off, i dunno.

You use a rule of thumb to determine when you should descend instead of just guessing. Some common rules of thumb are:

NM/MIN = Indicated Mach Number (IMN) x 10
? = .85 x 10
8.5nm/min at .85 mach

TAS = IAS + (FL/2)
? = 320 + 350/2
490 KTAS at 320 KIAS at FL350

Rule of Three
For every 1000ft of altitude loss, plan ahead for 3 nm (for a 3 degree glideslope)
FL350 down to FL180
17 x 3 = 51 miles to descend from FL350 to FL180

It means that the local FSS guards (listens) over 121.1 and transmits over the VOR frequency.

Ken

Nice I knew I was wrong on that one! Thanks

On NOS charts they put 121.1R meaning fss can receive only on that freq. but they transmit over the vor. if no R or G then fss can receive and transmit over that freq. Jepp puts the G for guard for some reason.

Consider what's on the line, and why a user would suggest more experience for a potential applicant might be prudent. I didn't take the suggestion to CFI a bit more as rude, in fact it's probably doing a guy who doesn't know the answer a favor.

The questions posed are pretty basic book answers that could be found in the Jepp index pages, PTS, or AIM. I also find it troubling (and a little embarrassed for the poster) to turn to a forum for these answers instead of doing their own homework.

Would you want to fly with someone that doesn't bring the book answers to the cockpit much less operational experience? I'd hate to be on the interview board at regional airlines these days trying to fill the seats while keeping standards at a reasonable level.

Who really thinks that just because a guy or girl has 250 hours and a multi ticket means they're ready to go fly the line in a jet? A Captain's job is to mentor new pilots, although where do you draw the line at flight instruction for supposed "professional" pilots or know when to say when if you find yourself flying "single pilot".

Finally, after my pontificating, I re-read the original post and I think the original poster is passing on gouge - not asking the questions.