Crucial Review Flashcards
TODA
Takeoff Distance Available, including CLEARWAY
TODA = TORA + Clearway
The length of the take-off run available plus the length of the clearway, if provided.
ASDA
Accelerate Stop Distance Available
The length of the take-off run available plus the length of the stopway , if provided.
includes Stopway
TORA
Take off run available
The length of runway declared available and suitable for the ground run of an airplane taking off.
LDA
Landing Distance Available
The length of runway which is declared available and suitable for the ground run of an airplane landing.
Clearway
A defined rectangular area on the ground or water under the control of the appropriate authority selected or prepared as a suitable area over which an airplane may make a portion of its initial climb to a specified height.
(TODA-TORA)
Stopway
A defined rectangular area on the ground at the end of the runway in the direction of take-off prepared as a suitable area in which an airplane can be stopped in the case of an abandoned take-off
(ASDA-TORA).
Critical Field Length / Balanced Field Length
The distance required for an aircraft to accelerate to critical engine failure speed (V1), experience an engine failure and to either continue the take-off or reject it.
Define V1
The critical engine failure recognition speed.
What’s Critical Mach?
Critical Mach is the lowest Mach number at which the airflow over some point of the aircraft reaches the speed of sound, but does not exceed it.
ETOPS
ETOPS stands for Extended-range Twin-engine Operational Performance Standards, a rule which permits twin engine aircraft to fly routes which, at some point, are more than 60 minutes flying time away from the nearest airport suitable for emergency landing.
What are the long-lasting effects after drinking a lot of alcohol?
can remain in the tissue of the brain and effect cognitive abilities
CREW RESOURCE MANAGEMENT (CRM)
The effective use of all available resources - human resources, hardware, and information - to achieve safe and efficient flight.
IFR Flight experiences a two-way radio communications failure in VFR conditions
If the failure occurs in VFR conditions, or if VFR conditions are encountered after the failure, each pilot shall continue the flight under VFR and land as soon as practicable.
IFR Flight experiences a two-way radio communications failure in IFR conditions
IFR conditions. If the failure occurs in IFR conditions, or if paragraph (b) of this section cannot be complied with, each pilot shall continue the flight according to the following:
(1) Route.
(i) By the route assigned in the last ATC clearance received;
(ii) If being radar vectored, by the direct route from the point of radio failure to the fix, route, or airway specified in the vector clearance;
(iii) In the absence of an assigned route, by the route that ATC has advised may be expected in a further clearance; or
(iv) In the absence of an assigned route or a route that ATC has advised may be expected in a further clearance, by the route filed in the flight plan.
(2) Altitude. At the highest of the following altitudes or flight levels for the route segment being flown:
(i) The altitude or flight level assigned in the last ATC clearance received;
(ii) The minimum altitude (converted, if appropriate, to minimum flight level as prescribed in § 91.121(c)) for IFR operations; or
(iii) The altitude or flight level ATC has advised may be expected in a further clearance.
(3) Leave clearance limit.
(i) When the clearance limit is a fix from which an approach begins, commence descent or descent and approach as close as possible to the expect-further-clearance time if one has been received, or if one has not been received, as close as possible to the estimated time of arrival as calculated from the filed or amended (with ATC) estimated time en route.
(ii) If the clearance limit is not a fix from which an approach begins, leave the clearance limit at the expect-further-clearance time if one has been received, or if none has been received, upon arrival over the clearance limit, and proceed to a fix from which an approach begins and commence descent or descent and approach as close as possible to the estimated time of arrival as calculated from the filed or amended (with ATC) estimated time en route.
You climb to FL210 with an altimeter setting of 30.12 and forget to set the standard altimeter setting. What will happen to your indicated altitude when you set 29.92.
indicated altitude will decrease
Speed limitation below 10,000’
250KIAS maximum below 10,000 feet.
When does the maximum 200 KIAS speed limitation apply?
No more than 200KIAS below 3,000 feet AGL within 10 nautical miles of a controlled airport, unless authorized to do so in an air traffic control clearance.
How is Rime ice formed?
- When small supercooled water droplets freeze on contact with a surface which is below zero.
- low catch rate, small droplets
- droplets freeze immediately without spreading
- Rime ice comes from the water droplets in fog
In what phase of flight do CFIT accidents usually occur?
- During the approach phase
- In the approach and landing phase of flight and are often associated with non-precision approaches.
Calculate TAS for the following Conditions
- FL290
- OAT -12°
- Relative Temperate 11°
Answer is NOT 300kts TAS
Dynamic Hydroplaning
- Hydroplaning is a function of the water depth, tire pressure and speed.
- a non- rotating tire will begin to hydroplane at a lower speed than a rotating tire because water build-up under a non-rotating tire increases the hydroplaning effect.
- when hydroplaning occurs, the aircraft’s tires are completely separated from the actual runway surface by a thin water film and they will continue to hydroplane until a reduction in speed permits the tires to regain contact with the runway.
- The speed required for the tires to regain contact with the runway after hydroplaning starts is considerably lower than the speed at which the hydroplaning started in the first place.
Viscous Hydroplaning
arises in the same way as dynamic aquaplaning, but only on abnormally smooth surfaces such as touchdown zones contaminated with excessive rubber deposits, where it may begin and continue at any ground speed. Typically, a small amount of water may mix with a surface contaminant. a significantly thinner layer of contaminant is required in the event of viscous aquaplaning, compared to that required for dynamic aquaplaning. It too leaves no physical evidence on tire or runway surface.
Reverted rubber aquaplaning
occurs when the heat of friction from a locked wheel in contact with the surface causes the rubber to revert to its un-cured state and ‘boils’ the surface moisture into steam. The pressure of the steam raises the centre of the tire off the surface whilst the edges remain in contact, forming a seal that temporarily traps the steam. The tire will show clear evidence of rubber reversion and the runway surface will be clearly marked with the path of the wheels as a result of ‘steam pressure cleaning’ beneath the tire. This is the only type of aquaplaning which leaves physical evidence on the runway surface. It was much more common before anti-skid units became widespread and usually only occurs to aircraft so fitted if an emergency brake, which is applied directly rather than through the anti-skid units, is used.
Deicing Fluid Types
Type I fluids have a low viscosity, and are considered “unthickened”. They provide only short term protection because they quickly flow off surfaces after use. They are typically sprayed on hot (130–180 °F, 55-80 °C) at high pressure to remove snow, ice, and frost. Usually they are dyed orange to aid in identification and application.
Type II fluids are pseudoplastic, which means they contain a polymeric thickening agent to prevent their immediate flow off aircraft surfaces. Typically the fluid film will remain in place until the aircraft attains 100 knots (190 km/h) or so, at which point the viscosity breaks down due to shear stress. The high speeds required for viscosity breakdown means that this type of fluid is useful only for larger aircraft. The use of Type II fluids is diminishing in favour of Type IV. Type II fluids are generally light yellow in color.
Type III fluids can be thought of as a compromise between Type I and Type II fluids. They are intended for use on slower aircraft, with a rotation speed of less than 100 knots. Type III fluids are generally light yellow in color.
Type IV fluids meet the same AMS standards as Type II fluids, but they provide a longer holdover time. They are typically dyed green to aid in the application of a consistent layer of fluid.
Deicing Spray Order
- 4.1 Aircraft surfaces There is no single rule of spray order that can be applied to all aircraft. It is, however, recommended to start with the fuselage (front part covering the wing area) whenever it needs treatment (spray along the top centre-line and then outboard). After the fuselage comes the wings and the way to treat the wings depends on the aircraft and the place where deicing is performed (gate vs. remote). The wing should always be treated from the highest part towards the lowest part (generally wingtip inboard). Some aircraft have the wingtips lower than the wingroot and in that case deicing should be performed from the wingroot outboard. The tail should be performed from the vertical stabilizer downward and the aft-fuselage part before the horizontal stabilizer (excluding T-tail A/C).
https: //www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/deicing/media/standardized_international_ground_deice_program.pdf
Deicing Fluid Colours
- Type-I: orange
- Type-II: white/pale straw, yellowish
- Type-III: colour not determined
- Type-IV: green
What deicing fluid can be using on light aircraft with rotation speeds of less than 100 knots?
Type III
Which deicing fluid is intended for large aircraft as it will remain in place until the aircraft attains 100 knots, at which point the viscosity breaks down due to shear stress?
Type II
Note Type II fluid is similar to Type IV fluid. However, Type IV fluid has a longer holdover time and is dyed green.
Definition of the “Aircraft Operator”
Aircraft operator means a person who uses, causes to be used, or authorizes to be used an aircraft, with or without the right of legal control (the operator is not necessarily the owner or lessee), for the purpose of air navigation including the piloting of aircraft, or on any part of the surface of an airport.
IFR or VFR Flight in Class F Special Use Restricted Airspace or Class F Special Use Advisory Airspace
601.04 (1) The procedures for the operation of aircraft in Class F Special Use Restricted airspace and Class F Special Use Advisory airspace
- No person shall operate an aircraft in Class F Special Use Restricted airspace unless authorized to do so by the person specified for that purpose in the Designated Airspace Handbook.
- For the purposes of subsection (2), a person specified in the Designated Airspace Handbook may authorize the operation of an aircraft where activities on the ground or in the airspace are not hazardous to aircraft operating in that airspace and access by aircraft to that airspace does not jeopardize national security interests.
What are the vertical separations for RVSM airspace?
- At or above 18,000’ ASL but below FL290, intervals of 2000 feet vertical separation is used for same direction flights.
- Between FL290 and FL410, for RVSM approved aircraft, intervals of 2000 feet vertical separation is used for same direction flight.
- Between FL290 and FL410, for NON-RVSM approved aircraft, intervals of 4000 feet vertical separation is used.
High Level Controlled Airspace Dimensions
- Southern Control Area FL180 and above
- Northern Control Area FL230 and above
- Arctic Control Area FL270 and above
What are the requirements for a NOTAM with “APRX”?
A replacing or canceling NOTAM must be issued
Equivalent Airspeed (EAS)
- Equivalent Airspeed is calibrated airspeed corrected for compressibility.
- Above 200 knots CAS and 10,000 ft, CAS must be corrected for compressibility error to determine EAS.
- True Airspeed is the final step where equivalent airspeed is corrected for temperature and pressure altitude.
Total Air Temperature
- Static Air Temperature (SAT) is the same as OAT
- Total Air Temperature (TAT)
Total Air Temp is your OAT or Static Air Temp plus the dynamic heating brought about by the compression of the air as it is brought to rest (kinetic heating or ram rise).
GFA Symbols 1
GFA Symbols 2
GFA Symbols 3
