Delta Latest and Greatest Continued
#21
60DME/60 radials = 1nm/ 1 radial
30DME/60 radials = 1nm/ 2 radials
120DME/60 radials = 2nm/ 1 radial
So at 120DME every radial you cross you've gone 2nm
and at 30DME every radial you cross you've gone 1/2 nm etc...
If you understand this, it's just a little math to figure out any of these types of questions.
Here is some math out of an Air Force book to support the 60 to 1 rule if you're curious. Good luck at the interview!
6.4. Mathematical Data Supporting the 60-to-1 Rule.
Let’s relate this to a VORTAC station. We know that the formula for the circumference of a circle = 2(pi)r. Therefore, the circumference of a 60 NM circle around our VORTAC is:
C = (2) (3.14) (60)C = 376.99 NM for a 60 NM radius circle
6.4.1.
Because there are 360° in a circle, we can determine the length of a 1° arc: 376.99/360 = 1.0472 NM or approximately 1 NM per degree at 60 NM
6.4.2.
Because 1 NM = 6,076 feet or approximately 6,000 feet, we can therefore say: 1° = 6,000 feet at 60 NM. This relationship is true not only in the horizontal plane, but also in the vertical plane. If we were to make a 1o dive, then we would have descended 6,000 feet (1 NM) after traveling 60 NM. Through the magic of algebra, we can break this down to 100 feet per NM for a 1 degree dive or pitch change.
#22
Line Holder
Joined APC: Sep 2007
Position: Stuck in the north!
Posts: 75
71Kilo and Professor thanks for the information.
Professor,
How do you determine heading correction for the crosswinds if you do not know the TAS. I understand how to do it for the runway when taking off or landing but not at altitude. Is there a difference? Also what is the IMN change you were refering to in your previous post.
Thanks for the help,
BFS
Professor,
How do you determine heading correction for the crosswinds if you do not know the TAS. I understand how to do it for the runway when taking off or landing but not at altitude. Is there a difference? Also what is the IMN change you were refering to in your previous post.
Thanks for the help,
BFS
#24
[QUOTE=
Typically doing this sort of mental math quickly first will eliminate 2 of the three answers. This is especially true of the wind drift calculations as well as the IMN change or EPR change questions.
Prof[/QUOTE]
I agree. Don't waste time figureing the actual answer. Use TLAR, procounced Tee-lahr. It stands for: That Looks About Right. You can easily narrow it to 1 or 2 choices. A little experince will tell you which one is correct. Too bad 288nm was not one of the answers on the GK test at DAL. Maybe it's a bad question? Either way use some tricks. Get the book "Mental Math for Pilots" It was a good refresher for me. As far as drift angles I use crosswind component speed divided by acft speed in MPM i.e. you have a 35 knot XWC and you are doing 420 TAS. 420=7 miles per minute and 35/7=5 therefore your xw correction is 5 degrees into the wind. Get the book and learn some quick cipher techniques. Doing cockpit calculus sucks. Good luck.
Typically doing this sort of mental math quickly first will eliminate 2 of the three answers. This is especially true of the wind drift calculations as well as the IMN change or EPR change questions.
Prof[/QUOTE]
I agree. Don't waste time figureing the actual answer. Use TLAR, procounced Tee-lahr. It stands for: That Looks About Right. You can easily narrow it to 1 or 2 choices. A little experince will tell you which one is correct. Too bad 288nm was not one of the answers on the GK test at DAL. Maybe it's a bad question? Either way use some tricks. Get the book "Mental Math for Pilots" It was a good refresher for me. As far as drift angles I use crosswind component speed divided by acft speed in MPM i.e. you have a 35 knot XWC and you are doing 420 TAS. 420=7 miles per minute and 35/7=5 therefore your xw correction is 5 degrees into the wind. Get the book and learn some quick cipher techniques. Doing cockpit calculus sucks. Good luck.
Last edited by 71Kilo; 09-18-2007 at 04:35 AM. Reason: spelin
#25
You are correct in what you say to do. I was just trying not to be long winded. Fact is that there are different scenarios similar to that one. Some necessitate taking over the aircraft. IE after repeated attempts. Some do not. Either way have a positive answer. The moral is not to be afraid of asserting yourself in the flight deck.
#26
Yup, 288 is the correct answer, and yup again, the choices only go to 64. I picked 64, since it was closest to the right answer, although nowhere near close, but maybe they were looking for the 48 nm traveled and the question was simply mis-worded. Who knows? Another theory is that it's an intentional bad question to see if you'll waste a bunch of time trying to figure it out.
Also, there was one wind drift question that didn't include a TAS or Mach number, so it initially appeared to be impossible due to lack of information. However, if you look at the choices they are just four permutations of left/right crab and head/tailwind, so it's trivial to figure out the only one that could be the answer.
Also, there was one wind drift question that didn't include a TAS or Mach number, so it initially appeared to be impossible due to lack of information. However, if you look at the choices they are just four permutations of left/right crab and head/tailwind, so it's trivial to figure out the only one that could be the answer.
#27
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,037
Delta has a two call rule. If the pilot does not respond, you assume incapacitation and perform the manuever appropriate to ensure safety.
Don't blow off interview prep. More people pass the tests than they do the interview.
#28
Don't blow off interview prep. More people pass the tests than they do the interview.
This is becoming increasingly true. More and more people are not getting the interview answers correct. The two call rule is quite true, it is what they train. The exact question that I am referring to is bug -10 (ref-5) and below glide slope with no indication of correction. WWYD. Seems simple, but a lot of people are afraid to answer the way that they are thinking. They want to know that you can make a tough call in a difficult situation. That is all. It is not rocket science.
This is becoming increasingly true. More and more people are not getting the interview answers correct. The two call rule is quite true, it is what they train. The exact question that I am referring to is bug -10 (ref-5) and below glide slope with no indication of correction. WWYD. Seems simple, but a lot of people are afraid to answer the way that they are thinking. They want to know that you can make a tough call in a difficult situation. That is all. It is not rocket science.
#30
Gets Weekends Off
Joined APC: Aug 2007
Posts: 128
787s won't be needed until the 767s are replaced some time around 2011-15 time frame.