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.

Yeah I thought he was trying to pass along a gouge. If you want good gouge try www.willflyforfood.cc

I apologize if my comment came off as rude, but those aren't really "curve-ball" questions and in my opinion should have been asked in an instrument or II checkride which the poster has supposedly passed the first or both. I also believe someone at a level high enough to be considering applying to fly 50-70 people around at 400mph should have the know how to do his/her own research to find answers to questions as fundamental as those. It is scary to think what else he/she doesn't know if they are befuddled to the point of opening a thread in a public forum to pose such simple questions. I was not commenting to belittle this individual, I was merely posting out of shock.

Ah, passing along a gouge would make much more sense. Good eye fellas. Another great gouge site is aviationinterviews.com

yeah, i think he might have been passing on gouge, but i will tell you, that it is all based on your particular experience...

the 21.2G was a stumper for me but i dont fly with Jepp stuff. in the USAF we use NOS, so that standard Jepp format (if that was what it really was) is just something i am not trained for....you know?

just my $.02 worth......

I have been taught the same but instrument PTS give you 1NM either side.

Thank you to TankerBob, Tinpusher007, oldveedubs, kbalch, crjjetjockey and jeff122670

Excellent point. Not everyone as you said uses Jepps. As far as another way to figure out distances on an arc/even distance off course, calculation I teach is: For every NM away from the station, each dot = 200 Feet. So if you are 20 NM away and have two dots deflection you would be 8000 feet off course of 1.2 NM.
On a side note, I wish everyone would lay off the whole low timer thing, I am sick of hearing it and believe or not, not every pilot interviewing at an airline is low time. In the group of people that I interviewed with at Mesaba, I was the lowest time pilot there, with a weak 1100TT. So this whole world is ending thing is getting a little ridiculous.

for the Arc length:

.0174*(DME)*(#radials)
....everybody has a small calc for the cockit, right? Can somebody try their "way" to check this?

Thanks!

I'm doomed if I ever have to interview at a small jet carrier. I don't know the answer to the DME arc question. The bus flys it by PFM. All I need to know is which buttons to push to program the box.

:D

:D

Yeah your way checks out. Did it for 10 NM and 10 Radials, you way came up with 1.74 NM, my way came up with 10000 Feet which equals about 1.7 NM, so it checks

i am thinking that i probably wont have a calculator in the interview...so why not just take 2% OR just move the decimal 2 places after you calculate DME * Radials...

hey it is close and isnt that what a ROT is all about...ha.ha.