For every 1kg of air passing through the combustion chamber, 11kg of air pass bypass the combustion chamber.

A wing tip is the part of the wing that is the most distant from the fuselage of a fixed-wing aircraft.

N1= Low pressure compressor spool or fan rotation speed. Usually expressed as a % of Max N1.

N2= High pressure compressor rotation speed.

EGT= Exhaust gas temperature, indicates the temperature at the first stage of the turbine, which is the most critical temperature in the engine.

EPR= Engine pressure ratio of the inlet to the jet pipe, displayed on the EPR gauge to use as a parameter for setting engine thrust

Carb icing can occur with temperatures as high 30°C and humidity as low as 50%, but it is more likely when below 20°C and high humidity, especially during low power settings.

The position of the CG directly influences the fuel consumption of an aircraft. An aft position of the CG makes the aircraft less stable, requiring less lift to be generated in both the horizontal stabilizer and wings, reducing the overall drag of the aircraft, and increasing the max range.

You want to load the the aircraft so that the CG is at, or as close as possible, to the aft limit (Without exceeding it).

A free turbine is a turbine that is not directly connected to the compressor. This allows the compressor to rotate at a different speed than the turbine. Since the turbine speed is coupled with the propeller, this allows for the propeller to be maintained at a constant ideal speed.

Another advantage is that free turbine engines can be designed to be more compact than their single shaft counterparts

1. Unload. Make sure you are no longer 'pulling G's'

2. Roll wings level

3. Power Reduce the power to avoid overspeeding.

4. gently pull back on the control wheel to ease out of the dive.

When slowed down to a safe airspeed apply throttle as needed.

(N.b.: Do not confuse a spiral dive with a spin)

Fuel injection provides:

• Fuel free from vaporization ice

• Better economy through metered delivery

• More responsive and efficient engine

• Less maintenance

At the wing root. This is a property of rectangular wings, but it's also common to find close to the wing root devices that make it so that the wing root stalls first.

Swept wings are designed to be the most effective at high speeds. At low speeds, a swept wing produces less lift than its straight counterpart.

Decreasing speed, by reducing engine power or pitching up.

Battery power to the starter motors.

GPWS is a central computer system that receives various data inputs on configuration, (radio altimeter) height/altitude and instrument landing system glide slope deviation and is able to alert the pilot when a dangerous situation is about to occur.

662 kts

Local speed of sound = 39 x √(Temperature in Kelvin)

15°C in Kelvin is (15 + 273) = 288

So the local speed of sound = 39 x √288 = 662 kts

None. The go around procedure is distinct from the take off procedure. You will still have an acceleration altitude, but you will not have a screen height, V1, Vr, V2, flap retraction altitude, etc.

The track changes constantly.

Altimeter errors:

Instrument error Pressure error Time-lag error Barometric error

Induced drag and its wing tip vortices are a direct consequence of the creation of lift by the wing.

Since the Coefficient of Lift is large when the Angle of Attack is large, induced drag is inversely proportional to the square of the speed whereas all other drag is directly proportional to the square of the speed.

The effect of this is that induced drag is relatively unimportant at high speed in the cruise and descent where it probably represents less than 10% of total drag. In the climb, it is more important representing at least 20% of total drag. At slow speeds just after take off and in the initial climb, it is of maximum importance and may produce as much as 70% of total drag.

Finally, when looking at the potential strength of wing tip vortices, all this theory on induced drag must be moderated by the effect of aircraft weight. Induced drag will always increase with aircraft weight.

Swept wings are:

Better for high speed flight as they have minimal camber and thickness reduce drag and delay Mcrit More stable in turbulence as they produce less lift and as a result they are less responsive to updraughts

Tire creep is the tendency of the tire to rotate slowly around the wheel hub as a result of a millisecond landing friction on the tire before wheel spin occurs.

Yes, it is important because if there is too much creep the tire can tear out the inflation valve and cause the tire to burst.

To notify the crew of the aircraft of a particular position on the IAP.

Locators have been largely replaced with Distance Measuring Equipment (DME), but they can sometimes be found associated with Outer or Middle Markers where they are referred to as Locator Outer Marker (LOM) or Locator Middle Marker (LMM).

Depends on the engine.

In the case of the 737-800 CFM56, 27,300lbs total thrust at a ratio of 5.5:1

Vref = 1.3 x Vs0 (stall speed in the landing configuration).

Via INS/IRS/GPS

When an aircraft climbs, the static pressure in the instrument case decreases, which allows the enclosed capsule to expand.

This in turn moves the needle on the instrument to indicate a corresponding altitude.

During descent, the opposite function applies.

Altimeter errors can originate and vary from:

Instrument Pressure Time-lag Barometric Density Temperature Blocked static port

5000 litres

(4 tonnes / 0.8 = 5000 litters)

Basic Empty Mass (BEM) is the mass of the aircraft with the basic equipment, unconsumable fluids and unusable fuel and oil.

Assuming I'm performing single pilot operations:

• power idle,

• max brakes (and reversers if available),

-maintain directional control using rudder input,

• After coming to a full stop set parking break.

• Inform ATC 'Stopping'.

• Initiate the appropriate process to diagnose the problem (ECAM, NITS DODAR, checklists....).

• When performing multi pilot operations the actions performed by me will depend with my current role: PF, PM and/or CM1 CM2.

OM = DOM + crew and fuel

-15°C

because:

-2°C per 1000 feet gives -30°C.

ISA: 15°C at sea level - 30°C = -15°C at FL150

At the tip

Nose up

When rolling the aircraft the up-going wing will experience more drag than the down-going wing. This will result in a yawing moment that directly opposes the desired direction of turn. (i.e.: rolling left will cause a right yaw.)

To increase the strength of the surfaces.

The same strategy is employed by plastic water bottles, by adding ridges to a surface you increase it's structural rigidity

Occurs at absolute ceiling where low speed buffet and high speed (Mach) buffet are coincident.

When reaching the coffin corner, both increasing and decreasing the corner speed will result in a loss of control (either the aircraft stalls, or mach buffeting starts).

Asymmetric Committal Altitude/Height is the minimum height needed to establish a positive climb whilst maintaining adequate speed for control and removal of drag during an approach to a landing.

In the Seneca at Oxford we used 200ft AGL. At this altitude when continuing for landing you selected the landing flaps (check clear runway, on speed, on altitude, landing clearance received).

You now are committed to land, single engine G/A with flaps 40 and gear down is not possible in a Seneca.

Example answer for a candidate with previous Seneca experience:

Weights:

Max all up weight – take off 4570lbs Max all up weight – landing 4340lbs Empty weight - 2830lbs Usefull load - 1740lbs

Speeds:

Clean stall 66kts with flaps 60kts Vyse 89kts Cruise 140kts gear raising 107kts – lowering 129kts. Vne 195

The 6 cyclinder teledyne continental turbo- charged, fuel injected engines provide 200 hp at 2575.

Left engine rotated clockwise and right anti clockwise.

No critical engine, RayGay turbo’s 42” MAP, 40” limit at lower levels, cowl flaps provide cooling and has 3 positions, open mid and closed.

Avgas 100/130

Props 2 or 3 blade, constant speed, hydraulically actuated, fully feathering.

Oil keeps props at fine pitch, gas and air keep the rpm towards feather. Takes 6 seconds to feather and must happen before locks engage at 800 rpm.

Limit load factor 3.8G

Fuel 2 x 54 (64US) gallons tanks 8 quarts oil max 6 Min

Retractable gear – hydraulic pumps – electrically driven. 6-7 seconds transit

Nose gear has 27 degrees castor.

Main wheels 55psi, nose wheel 31psi

Cable operated controls, all moving stabilator with anti servo tab which acts as a trim.

Frise ailerons and differential ailerons, up more than down.

Manual flaps, 3 settings, 10, 25, 40 degrees.

4.5” – 5.2” hg suction – AH, DI.

Heated lift deflectors and stall warners, anti ice.

Fusible plugs offer protection from tire blowouts caused by thermal expansion that is generated in the tire under extra hard braking conditions.

Departure is an east-west distance along a parallel line of latitude, other than the equator.

Departure is calculated by: Change of longitude(minutes) x cosine of latitude.

A coastal breeze is a wind from the sea that develops over land near coasts.

It is formed by increasing temperature differences between the land and water; these create a pressure minimum over the land due to its relative warmth, and forces higher pressure, cooler air from the sea to move inland.

Generally, air temperature gets cooler relative to nearby locations as one moves closer to a large body of water.

Wingtip vortices are tubes of circulating air that are left behind a wing as it generates lift.

They are caused by the difference in pressure above and below the wing causing the air to 'escape' from the high pressure area below the wing to the low pressure area above the wing, by rolling around the tip of the wing. This creates a vortex that trails behind the wing.

They provide at least 1000ft clearance over obstacles within 25NM of the homing facility.

Downward inclination of a wing from the root to the tip.

Yes.

There are permanent jet streams in the...

Radiation fog forms on cloudless nights with only very light winds and high relative humidity when the cold ground cools the air above it to its dew point causing condensation (fog).

Usually occurs inland in valleys and low lying areas (as these areas tend to have more moisture) and usually occurs in a high pressure system.

Poor, because the sweep-back design has the effect of reducing the lift capabilities of the wing.

Mcrit

Range = 1.23(√H1 + √H2)

= 1.23 * √32000

= 220 nm

Yes

On the Warrior, I would perform the following items:

throttle closed mixture closed fuel selector off fuel pump off magnetos off (mayday + 7700 if time permits) and check if fire is out heater defrost off batt alt switches off top door latch unlatch seat belts erect secure and make a forced landing

IRS / GPS / VOR / DME

Inform ATC.

Yes, with the modern high bypass turbofans the N1 compressor works as a huge propeller, it takes a big mass of air and gives it a relative small acceleration.

Around 70% of the air will bypass the core of the engine, only 30% of air will be compressed further and will eventually go through the combustion chamber.

V1 is lower when the runway is wet than when the runway is dry, because of the longer ASDR on a wet runway.

Meridians converge from their maximum distance apart (at the equator) to the poles where they meet.

Great circles are the shortest distance between two points and convergency represents the change in direction experienced between those points.

36,090ft in ISA

In Newfoundland. With cold weather density increases, therefore you would pick up a higher mass in Newfoundland.

A swept wing makes the velocity vector normal to the leading edge a shorter distance than the chordwise resultant.

From West to East

East to West (In Africa during the summer)

No, there is no P-factor (asymmetric blade effect) as on a propeller-driven aircraft.

A Mach trimmer automatically compensates for Mach tuck above Mcrit.

Mach number

1st segment starts at screen height and finishes at gear retracted.

2nd segment starts when the gear is retracted and finishes when acceleration alt is reached (min. 400ft max 1000ft) speed V2.

3rd segment starts at acceleration alt, minimum 400ft, and finishes when the flaps are retracted.

4th segment starts when the flaps are retracted, MCT is set and finishes at the 1500ft.

TAS will increase.

Barber pole on the ASI, flying at a Mach number at altitude and audible warnings.

Angle of attack is the angle between the chord of the aerofoil and the relative airflow.

Angle of incidence is the angle between the chord and the aircrafts longitudinal datum.

No, because if your critical engine fails at V1 you have to continue your takeoff roll, but because you’re under VMCG you are unable to maintain directional control.

A variable pitch propeller provides an optimum angle of attack for the propeller blades for a longer range which reduces fuel usage, fixed pitch propellers only have a certain rpm.

Anhedral:

compensates for the wing sweep improves roll maneuverability

This speed is defined to be equal to the greater of stall speed (Vso) multiplied by 1.3, or stall speed (Vs1g) multiplied by 1.23.

The landing configuration that is to be taken into consideration can be defined by either the operator or by the aeroplane manufacturer but is most commonly assigned by the manufacturer.

8.000ft

The FMA indicates what system is controlling the aircraft and what mode is operational.

False glide slope.

An IRS is an Inertial Reference System  which consists of accelerometers, gyroscopes (laser) and a position computer.

The computer calculates the aircrafts position by direction and velocity sensed by the accelerometers from the initial latitude and longitude input.

An IRS enables the aircraft to fly great circle tracks and to navigate accurately across vast expanses where no ground based navigation aids are available.

Because of the distance which has to be covered to reach 41.000 feet which may not be convenient for a short flight.

On long flights it is more typical to fly at 41.000 feet when the aircraft weight and performance allows.

Swept back wings

Forward motion forces air into the intake which is a convergent duct where it is compressed (causing a temperature rise).

Fuel is added and combustion takes place increasing the volume. The expanding gasses accelerate to the atmosphere through the exhaust duct nozzle producing a propulsive jet.

Average range over land 20 - 25 miles.

Range for an NDB can be calculated with:

2√power output in Watts = Range (Land) 3√ power output in Watts = Range (Water)

An anti-servo tab works in the opposite way to a servo tab.

It deploys in the same direction as the control surface, making the movement of the control surface more difficult and requires more force applied to the controls by the pilot.

Swept wings, thin wings.

Transmitting uses more power.

Alternate air is....

New York to London (flying east) would take less time because of the Polar front westerly jet stream.

The Boeing 737 has an all moving horizontal stabilizer.

Yes, for safety you will need a V2 speed.

Boots on the leading edges inflate (6 seconds) to break the ice dissipating it into the airflow.

Powered by the gyro pressure system.

A turbofan is a type of jet engine, similar to a turbojet.

It essentially consists of a ducted fan with a smaller diameter turbojet engine mounted behind it that powers the fan.

Part of the airstream from the ducted fan passes through the turbojet where it is burnt to power the fan, but the majority of the flow bypasses it, and produces most of the thrust. They are mainly used commercially because they are highly efficient and relatively quiet in operation.

Yes, VMCG has to be equal to or less than V1 to ensure the aircraft could maintain runway heading having suffered an engine failure at or above V1 when the aircraft is committed to takeoff.

VOR stations are fairly short range: the signals are line of sight between transmitter and receiver and are useful for up to 200 miles.

Each station broadcasts a VHF radio composite signal including the navigation signal, station's identifier and voice, if so equipped.

Hypoxia, a lack of oxygen to tissues of the body due to low partial pressure at altitude.

Symptoms are: blue lips, apparent personality change, impaired judgement, muscular impairment, short term memory loss, sensory loss, hyperventilation, unconsciousness.

Other possible effects:

• Baurotrauma

• Lung damage

Decision altitude (precision), the altitude at which a decision must be made during an ILS, MLS, or PAR instrument approach to either continue the approach or to execute a missed approach.

TORA= Takeoff Run Available, the length of runway declared available and suitable for the ground run of an aeroplane taking off.

TODA= Takeoff Distance Available, the length of the take off run available (TORA) plus the length of the clearway, if available.

ASDA= Accelerated Stop Distance Available, the length of the takeoff run plus the length of the stopway, if available.

A clearway is an area beyond the paved runway, free of obstructions and under the control of the airport authorities. The length of the clearway may be included in the length of the takeoff distance available (Take Off Distance Available (TODA)). For example, if a paved runway is 2000 m long and there are 400 m of clearway beyond the end of the runway, the takeoff distance available is 2400 m long.

The stopway is an area beyond the runway which can be used for deceleration in the event of a rejected takeoff.

Screen height: TODR is the distance from the brake release point to the point where the aircraft gains a height of 35 ft above the ground. This 35 ft is what we call the screen height. While 35 ft is the screen height for class A airplanes, it is 50 ft for class B airplanes.

On a wet runway, the screen height is reduced to 15 ft.

Mostly in the fan, but also from the exhaust nozzle duct.

A high wing location like the BAE and the Fokker give a natural stable contribution.

This is because the Center of Gravity is underneath the wing, therefore when disturbed the C.G. provides a positive momentum opposite to the distortion.

The total pressure (static and dynamic pressure).

No. Carburetor heat uses exhaust air to heat air going into the carburetor. No electrics are involved.

A variable pitch propeller provides an optimum angle of attack for the propeller blades for a longer range which reduces fuel usage. Fixed pitch propellers are easier to produce and maintain, but reach maximum efficient at only one specific airspeed.

• If no IRS/INS/GPS was available, it’s easier to fly a constant heading (but you will need to apply variation).

• If flying over short distances (as done during your training) the error introduced by flying a rhumb line is insi

Apply opposite aileron to the direction of the roll.

Mach number describes the speed of sound, which changes with the density of the medium it is travelling through.

When you reach the speed of sound, the compressibility effect creates a supersonic flow along the wing if you exceed a certain mach number.

This causes airflow separation and flutter.

It is therefore much safer and much easier to use a Mach number to express a limit at which compressibility effects start to tear the aircraft apart, as it is a constant value at all altitudes.

A Mach trimmer is a system that artificially corrects for Mach tuck.

1kg = 2.2lbs

When considering a volume of air, adiabatic lapse rate is the temperature change that is caused by the vertical movement of the volume, andThe Lapse Rate is the rate at which temperature changes with height in the atmosphere.

The Environmental Lapse Rate (ELR) is according to ISA 2°C per 1000 feet increasing altitude.

For unsaturated air, the lapse rate is 3°C per 1000 feet, this is called the Dry Adiabatic Lapse Rate (DALR).

The Saturated Adiabatic Lapse Rate (SALR) is the rate at which saturated air cools with height and is, at low levels and latitudes, 1.8°C per 1000 feet.

Aircraft categories are based on Vat (in knots):

A <91

B 91-120

C 121-140

D 141-165

E 166 - 210

Precision Approach Path Indicator

The critical engine of a multi-engine, fixed-wing propeller-driven aircraft is the one whose failure would result in the most adverse effects on the aircraft's handling and performance.

Due to the asymmetric blade effect (P-factor), the right-hand engine typically develops its resultant thrust vector at a greater lateral distance from the aircraft's C.G. than the left-hand engine.

The failure of the left-hand engine will result in a larger yaw effect via the operating right-hand engine, rather than vice-versa, and it is termed the Critical Engine. Since the operating right-hand engine produces a stronger yaw moment, the pilot will need to use larger control deflections in order to maintain aircraft control. Thus, the failure of the critical (left-hand) engine is less desirable than failure of the right-hand engine.

The operating right-hand engine will produce a more severe yaw towards the dead engine, thus making the failure of the left-hand engine critical.

A Fohn wind is a warm dry wind that blows down the lee side of a mountain.

Initially, the air temperature cools dry-adiabatically (3°C/1000 ft), until its dew point temperature is reached. Condensation occurs as the air is further forced up the mountain range, resulting in the air cooling saturated-adiabatically (generally considered in the mid-latitudes to be 1.8°C/1000 ft). Clouds and precipitation form. When the air mass reaches the top of the mountain range it has lost a significant amount of its water content and so has a much lower dew point temperature.

As the air then begins to descend down the lee slope of the mountain the compressed air is initially heated saturated-adiabatically, and in effect the direct reverse to the cooling effect on the windward side occurs. As the air continues leeward and downward from the mountain range, the air, now no longer saturated, is heated dry-adiabatically.

The resultant wind is dry and warm giving clear conditions at airfields on the lee side of the mountain range.

The Foehn Effect also may be associated with mountain wave activity.

Jet engines are designed to achieve their best specific fuel consumption at high rpm, which can only be achieved at high altitudes where the air density is low.

Thrust produced will be low enough to equal the required cruising thrust. Also high altitude gives the best operating conditions for the airframe i.e. minimum drag during the cruise.

Turboprops need relatively dense air for the propellers to work efficiently and at high altitude the density would be too low.

Minimum Safe Altitude.

Windshear is a change of wind speed and/or direction from place to place, including updraughts and down draughts.

It is ussualy characterized by a strong change over a short distance. Windshear can effect the flight path and airspeed and can be hazardous.

At the tip as downwash and spanwise flow effect the angle of attack at each section, but because of the tapered wing the effective angle of attack near the tips is greater than that near the center.

Due to the structural damage that may occur in thunderstorms, due to hail, severe turbulence and severe windshear.

Besides that, lightning strikes may cause damage to electrical systems and severe icing may occur.

1.98°C per 1000ft

Bright yellow lights will light up in the cockpit.

Mcrit is the aircraft’s Mach speed at which the airflow over a wing becomes sonic.

An aerofoil is a body shaped to produce an aerodynamic reaction (lift) perpendicular to its direction of motion, for a small resistance (drag) force in that plane. It achieves this by accelerating the flow passing over it, and decelerating the flow passing under it. This change in velocity causes a change in pressure, which in turn generates lift.

In a high bypass design, the vast majority of the thrust is derived from the ducted fan, rather than from combustion gases expanding in a nozzle.

A high bypass ratio provides a lower thrust specific fuel consumption (grams/sec fuel per unit of thrust in kN using SI units), especially at zero velocity (at takeoff) and at the cruise speed of most commercial jet aircraft.

Jeppesen charts and plates are simplified and uniform.

CAT

Frontal passage

Microburst

A turbo charger is externally driven by exhaust back pressure turning a turbine which in turn drives a compressor in the induction manifold to increase the air pressure (constant volume, higher pressure) and is controlled by waste gate.

A supercharger is internally driven by the propellor shaft to compress mixture and is controlled by RPM.

There are 2 types of leading edge devices:

-Slats. Slats are movable surfaces on the leading edge of the wing which when deployed, allow the wing to operate at a higher angle of attack, by delaying separation in the wing upper surface.

-Leading edge flaps (Krueger). Leading edge flaps are hinged on the leading edge of the wing and extend forward and down when deployed. they provide similar benefits as trailing edge flaps, by increasing wing surface area and camber.

High lift devices increase the lift produced by a wing, allowing the aircraft to operate at lower speed ranges usually for take off and landing.

TSRA: Thunderstorm with rain

• MIFG: Shallow fog

Non Directional Beacon, a medium range radio navigation aid that sends out a signal in all directions for an aircraft to home to.

The speed is too low for an indication.

NDB’s are stations emitting a signal. There is nothing for them to be accurate about. ADF's on the other hand, when tuned to an NDB need to be accurate within +/- 5 degrees.

A stall strip, usually located close to the wing root, causes the airflow to separate at a lower angle of attack and ensures that the wing root stalls before the wing tips.

No, VMCG is defined as the minimum control speed on the ground, with one engine inoperative (critical engine on two engine airplanes), takeoff power on other engine(s), using aerodynamic controls only for directional control and thus only applicable to ME aircraft.

A line across the surface of the earth that cuts all meridians at the same angle. i.e. a track of constant direction.

A straight line on a Mercator chart.

Stall speed is defined as the minimum steady flight speed at which the airplane is controllable.

Contingency fuel is carried to account for additional enroute fuel consumption caused by wind, routing changes or ATM: ATM/CNS restrictions.

Frequency range from 200-1750kHz, medium and low range frequency bands.

Because the specific gravity can change with temperature.

Volume of litres x Specific gravity = weight in kg

NDB errors:

Interference from other NDB’s

• Static, especially near thunderstorms

• Night effect Coastal refraction

• Mountain effect

• Aircraft quadrantal error

To be within aircraft design limitations with regards to:

Structural limitations

Stability

Take-off and landing performance

A line of shortest distance between two points on a sphere.

Low pressure weather, unstable weather.

Center of pressure moves forward when approaching a stall.

This provides pitch manoeuvrability.

Longitudinal balancing by the trim system.

The mode control panel is used to select the autothrottle, autopilot, and flight director operating modes. The flight mode annunciator displays current flight modes.

No, tropopause at the pole is lower (30.000ft) than at the equator (56.000ft)

Vmu is the minimum unstick speed.

It is the calibrated airspeed at and above which the airplane can safely lift off the ground and continue the takeoff. Lift-off is not possible prior to reaching this speed.

Vmu is not an operational speed and is established in flight testing only.

The maximum brake energy speed.

It is a function of the gross weight, altitude, temperature, runway slope, wind component, and braking configuration.

V1 must be less than VMBE.

Antiskid has a detection system that senses the moment a wheel stops rotating.

Once it senses that the wheel is not rotating, the antiskid system releases brake pressure. This allows the wheel to regain traction with the surface, so that break application can be resumed and prevents complete loss of controllability.

Mach tuck is a nose-down pitching moment experienced as an aircraft passes Mcrit.

Mach tuck is a form of longitudinal instability that is caused by the centre of pressures rearward movement (caused by the shock wave) behind the centre of gravity.

A line of latitude.

Dangers of flying into thunderstorms:

Severe wind shear and turbulence (with a risk of structural problems, loss of altitude, loss of airspeed) Severe icing Hail Lightning strikes (with a risk of damage to electrical systems) Radio Communications and Navigation interference from static electricity in thunderstorms

A wing stalls because the airflow over the wing’s upper surface separates when the critical angle of attack is reached or exceeded. This causes a reduction in the lift generated by the aerofoil

Profile drag, also known as pressure drag or form drag, is the drag caused by the separation of the boundary layer from a surface and the wake created by that separation.

It is primarily dependent upon the shape of the object and increases directly with speed as the faster an aircraft moves the more air molecules collide with it.

The Dry Operating Mass (DOM) is the Basic Empty Mass and the Variable Load, also called the Aircraft Prepared for Service (APS) weight.

41.000ft

V1 is the decision speed (sometimes referred to as critical engine speed or critical engine failure speed) by which any decision to reject a takeoff must be made.

V2 is the takeoff safety speed which must be attained at the 35 ft height at the end of the required runway distance. This is essentially the best one-engine inoperative angle of climb speed for the airplane and is a minimum speed for flight in that condition until at least 400 ft above the ground. V2 shall be at least 1.1 times VMCA, and no less than 1.2 times VS.

Vr is defined as the speed at which the rotation of the aircraft should be initiated to takeoff attitude.

VMCA is the minimum control speed in the air and is defined as the minimum speed, whilst in the air, that directional control can be maintained with one engine inoperative (critical engine on two engine aerolanes), operating engine(s) at takeoff power and a maximum of 5 degrees of bank towards the good engine(s).

VMCG is the minimum control speed on the ground and is defined as the minimum speed, whilst on the ground, that directional control can be maintained, using only aerodynamic controls, with one engine inoperative (critical engine on two engine airplanes) and takeoff power applied on the other engine(s).

The elevation at which the airplane departed from the runway.

Yes, the closer the C.G. is to the rear limit, the less tail down force is required, which means less drag which results in less fuel burn.

Reduced Vertical Separation Minima (RVSM) is the reduction, from 2,000 feet to 1,000 feet, of the standard vertical separation required between aircraft flying between flight level 290 (29,000 ft) and flight level 410 (41,000 ft).

A moving stabilator allows for wider operating range of the control surface, which is of great importance in aircraft with a large range of operating speeds.

Compared to a fixed horizontal stabilizer, when trimmed, the moving stabilitor will produce less drag, reducing fuel consumption.

The critical angle of attack is the angle of attack which produces maximum lift coefficient.

This is also called the "stall angle of attack".

You can go through a DA, but not a MDA.

A Decision Height, used in precision approaches, defines the point where a go around should be performed. It accounts for the altitude loss during the initial seconds of the go around maneuver.

The MDA does not account for this and assumes the pilot will never go below this altitude. When performing a CDFA most operators establish a Derived Decision altitude (DDA) to account for the extra lost altitude.

NDB’s can suffer from a lot of errors.

Wing loading is the loaded weight of the aircraft divided by the area of the wing.

The faster an aircraft flies, the more lift is produced by each unit area of the wing. Correspondingly, the landing and take-off speeds will be higher and the high wing loading also decreases maneuverability.

Because the air is less dense thus the TAS is higher for a given power setting and for this reason modern jet aircraft are designed to be most efficient at high altitude.

The assessor was trying to get to the approach where you need flaps and slats to increase S (lower wingload) in order to be able to fly a lower speed.

Cumulonimbus clouds

Thunderstorms

Virga

A line on a meteorologic chart that joins places of equal sea level pressure (QNH).

Enhanced Ground Proximity Warning System, provides a greater level of detection than GPWS.

EGPWS is capable of ‘looking ahead’ to identify potential risks on the aircraft flight path as it includes a terrain and obstacle database.

To monitor the flight management and aircraft control actions of the Pilot Flying and carry out support duties such as communications and check-list reading.

They are aerodynamically efficient surfaces located at the wing tips, designed to reduce induced drag and increase fuel efficiency.

They increase efficiency by reducing the size of the wingtip vortices, which are created by the difference between the pressure on the upper surface of the wing and that on the lower surface.

Minimum decent altitude (non-precision), the lowest altitude, expressed in feet above mean sea level to which descent is authorised on final approach or during circle-to-land maneuvering in execution of a standard instrument approach procedure where no electronic glideslope is provided.

If not visual between MDA and MAPt, a Go-around must be initiated.

-35°C

In the airplane documents, as the airplane is certificated regarding performance to be able to fly blue line speed (or Vyse) in this situation, so I would climb at this speed to ensure minimum obstacle clearance.

First continue on the SID and try all available resources to check if you have a complete radio failure.

If so, squawk 7600 and return towards the airport.

SOP's are Standard Operating Procedures, they provide safety, uniformity and work ethics.

You will need to have a clearance, to be stable and visual.

A METAR is an observation of the actual weather given by a meteorological observer at that aerodrome.

Hydraulic system A and hydraulic system B.

Always make sure to update yourself with the latest information on these type of questions.

CFM56-7 series with a max takeoff thrust of 27,300lb.

These engines have higher thrust, improved efficiency, and lower maintenance costs than its predecessor, the CFM56-3 series.

180 minutes extended range (ETOPS).

Bypass ratio 5.5:1

Dihedral provides:

Lateral stability (during a roll) Wing clearance, wingtip to ground has more space

Crew Resource Management (CRM) is the effective use of all available resources for flight crew personnel to assure a safe and efficient operation, reducing error, avoiding stress and increasing efficiency.

No, there is no P-factor (asymmetric blade effect) as on a propeller-driven aircraft.

VHF Omnidirectional Radio Range (VOR) is defined as VHF Omnidirectional Radio Range, an aircraft navigation system operating in the VHF band.

VOR's are assigned radio channels between 108.0 MHz and 117.95 MHz (with 50 kHz spacing); this is in the very high frequency (VHF) range.

Taxi, trip, contingency, reserve and extra fuel.

The airspeed indicator uses part of the aircraft's pitot-static system to measure and compare the dynamic air pressure between air moving into the pitot tube and static air pressure measured in the case. 

The ASI is calibrated to ISA at MSL and represents the dynamic pressure as indicated airspeed in knots per hour.

ASI errors can originate and vary from:

Instrument Pressure Density Compressibility Maneuver Blocked pitot static system

No because it is warmer, according to ISA temperature should be -55°C

A precision approach uses both lateral (from left to right) and vertical guidance. A non-precision approach only uses lateral guidance.

Note: this question was asked to a candidate with previous Seneca experience, make sure to be able to answer this question for your previous aircraft type.

Seneca is class A.

Aircraft are classified according to their Vat.

At FL260

Drag penalties (additional weight)

Less controllability

30 minutes, I would land as soon as possible.

It’s an official document for the safety of the flight.

A copy of this document needs to remain on the ground.

With the IRS/INS/GPS or visually.

The critical point (CP) is a point on a track where it is as quick to go on as it is to turn back.

Also known as ETP (Equal Time Point) and PET (Point of Equal Time).

Those are contrails.

The jet engine exhaust gases consist of carbon dioxide and water vapour.

At high altitudes the wator vapour gets released in a very cold environment. This can cause the air to be saturated with water vapour and then condenses. If cold enough the condense can freeze into white droplets. This forms the contrails.

Occluded fronts are formed during the process of cyclogenesis when a cold front overtakes a warm front. When this occurs, the warm air is separated (occluded) from the cyclone center at the Earth's surface.

Occluded fronts usually form around mature low pressure areas.

No

Jet streams are narrow bands of high-speed upper thermal winds at very high altitudes.

Airplanes can get uncontrollable during windshear.

Glideslope: 329.15-335Mhz UHF 8 degrees either side, 10NM

Localiser: 108.10-111.95Mhz VHF 35 degrees either side, 17NM

The distance from the datum to the point at which the weight of a component acts.

Yes, some directional control as we still have two functioning engines.

Density altitude is pressure altitude corrected for temperature.

Pressure altitude is the indicated altitude when an altimeter is set to 29.92 (1,013.2 mb).

Their formation is most often triggered by freezing water vapour from the exhaust of aircraft engines.

20.020 litres (twenty thousand and twenty litres), about 15 tons.

Swept wings have:

• Poor lift qualities

• Higher stall speeds

• Speed instability at low speeds

• A wing-tip stalling tendency

+2.5G / -1.0G

To varify the nose gear position (up or down).

An ILS (Instrument Landing System) is defined as a precision runway approach aid based on two radio beams which together provide pilots with both vertical and horizontal guidance during an approach to land.

The ILS aerials transmit two lobes. For a pilot on final, the lobe to his right is modulated at a frequency of 150 Hz and the one to his left at 90 Hz. The point where the lobes meet is the centre line of the runway. As the signals on the lobe move from the centre line to either side, their amplitude increases. This means the magnitude of their depth modulation increases. The depth modulation can be considered as a percentage. For example, if an aircraft receives a 15% depth modulated signal from the left and a 5% depth modulated signal from the right, the difference of modulation becomes 10% to the left. This electrical imbalance is sent to the aircraft and the localizer needle is designed in such a way that it will show a deflection to the opposite direction, telling the pilot to go to the right.

When on the centre line, the modulation difference is zero and the needle centres itself.

The glide slope or the glide path provides the pilot with vertical guidance. The glide slope is set such that a glide slope angle of 3 degrees is maintained by the pilot. The needle of the slope moves up, if the aircraft is too low and moves down if it is too much above the required path. The glide slope is on the UHF band (329.15 - 335 Mhz).

The glide slope operates the same way as the localizer. The only difference is that the lobes are emitted on the vertical plane. The upper lobe is modulated at 90 Hz while the bottom one at 150 Hz. Exactly the same way as before, the needle of the slope moves based on the difference in depth modulation. As like before when the modulation difference is nil, the glide needle moves to the very centre of the instrument.

Because usually the heated air bypasses the air filter, therefore it is possible for dust to enter the engine and so exposing the engine to unnecessary engine wear.

TCAS works by sending interrogations to other aircraft's transponders.

The transponder will reply to the interrogation in a similar way it responds to radar. From the time difference between the interrogation and the reply, the distance to the other aircraft is calculated. The reply itself contains the altitude of the other aircraft.

The distance and the altitude difference with the other aircraft is tracked to identify a trend which may result in a TA or eventually a RA.

To protect the engine from blowing up as it is easy to open the throttles to far during take off at sea level.

Fuel, speed and holding entry.

The point during a flight at which an aircraft is no longer capable of returning to the airfield from which it took off due to fuel considerations.

Beyond this point the aircraft must proceed to some other destination.

No

35 ft

For Reference:

• 50ft for Class B or A (<15° AoB at take-off or normal landings)

• 35ft for Class A (dry take-off or steep approach)

• 15ft for Class A (wet take-off)

Carb icing can occur in the engine induction system and in the carburettor of piston engines.

Regarding the second question, mention the conditions in which carb icing can occur and if it would be possible on that particular day.

Conditions for carb icing: when OAT is between -10 & +30, with high humidity (greater than 40%) and/or visible moisture.

Advection fog occurs when moist air passes over a cool surface by advection (wind) and is cooled.

It is common as a warm front passes over an area with significant snowpack, but it is most common at sea when tropical air encounters cooler waters, including areas of cold water upwelling, such as along the coast of California.

25°

Government sources.

By using the formula: Range (nm) = 1.23(√H1 + √H2)

H1=height of transmitter (feet)

H2=height of receiver (feet)

An orographic cloud is formed as the air rises up the slope and will often envelope the summit.

When the air is humid, some of the moisture will fall on the windward slope and on the summit of the mountain.

Lift, Drag, Weight and Thrust.

Flying at Vmd. At this speed the aircraft is flying at the maximum ratio of Lift and Drag, maximizing the potential energy consumption in terms of distance travelled.

The glide range is not affected by the weight. Howver Vmd is. The heavier the aircraft, the higher the Vmd.

It's vertical velocity of the aircraft usually expressed in feet per minute.

To be the most efficient, aircraft descend at Vmd. Vmd increases with Weight, and therefore the rate of descent increases as well with weight.

A straight line conecting the leading edge with the trailing edge of an aerofoil.

It's the wing area divided by the wing span.

a line extending from the leading edge to the trailing edge equidistent from the upper and lower surface of the aerofoil.

The angle between between the chord line and the aircraft's longitudinal axis. It's a fixed angle for wings, but variable for variable incidence tailplanes.

The angle between the chordline and the incoming airflow.

A wing design feature where the angle of incidence of the wing decreases from the root to the tip.

This makes it so that the wing as a tendency to stall at the root first, maintaining aileron control for a longer time and providing a resistence to spinning, facilitating recovery.

Dihedral is the upward inclinitation of the wing from the root to the tip.

anhedral is the downward inclinitation of the wing from the root to the tip.

Lift is the component of the total aerodynamic force perpendicular to the relative airflow.

Lift is generated when a streamlined body, such as an aerofoil, is placed in a flow of air.

Drag is the component of the total aerodynamic force parallel to the relative airflow.

Drag is generated by any body placed in a flow and it's composed of friction, form, and pressure drag.

L = 1/2 * rho * Cl * A * V^2

An adymensional number relating the lift with the dynamic pressure of the incoming flow. It is dependent on the form of the object and the angle of attack.

An aerofoil when placed in a flow will (normally) cause said flow to accelerate over the aerofoil and decelerate below it.

This will cause a pressure differential between the upper and lower surface of the aerofoil, and the resultant force will be applied at the center of pressure.

The Center of pressure position is dependent of the angle of attack. As the angle of attack increases the center of pressure moves closer to the leading edge.

The weight of an aircraft is applied at the CG. The lift at the CP. The relative position between these 2 points determines the stability of the aircraft. For an Aircraft with a tail surface, a CG in front of the CP constitutes a stable system, while a CG behind the CP an unstable system.

The ratio between the wing span and the mean chord line.

A high aspect ratio is associated with good lift to drag ratio, i.e.: Gliders.

A low aspect ratio is usually associated with fast aircraft, i.e.: Fighter jets.

For a commerical aeroplane: During take off. At this point the aircraft has it it's maximum weight, and accelerating in the vertical plane requiring the highest ammount of lift to counteract the weight.

Stall warning, stick shaker, stick pusher, etc...

Generically we can destinguish between systems that alert the pilot of the impeding stall, like stall the stall warning or stick shaker, and systems that try to correct the situation, like a stick pusher.

Dutch roll is an aircraft stability issue involving oscillations of rolling and yawing motions. It occurs when the aircraft's nose deviates from its path, causing rolling in the opposite direction due to the vertical fin's side force. This generates a yawing moment, resulting in a cycle of yawing and rolling motions. Dutch roll can be problematic for passenger comfort and pilot control. Measures like tail fin design, yaw dampers, and control inputs are used to counteract it and maintain stability.