interview Flashcards

Question

Where do you see yourself in 10 years?

Answer 1

captain on the 757 at UAL

Answer 2

A critical phase of flight isn't necessarily referring to an emergency. A critical phases of flight includes all ground operations involving taxi, take- off and landing, and all other flight op- erations conducted below 10,000 feet, except cruise flight. During critical phases of flight all activities and communications not related to the safety and operation of the flight are prohibited.

Answer 3

vAirlines provide more structure, better benefits, and utilize more team memberss such as dispatch and flight attendants.

Answer 4

Confidence in myself as a CFI. dealing with perfectionism

Answer 5

My former flight instructor. When you go through part 61. You meet countless of flight instructors. Some great and some not so great. When I started flying I had a flight instructor that was not so great that took advantage of time building me instead of teaching me. Then I found someone who pushed me hard to get my ratings at the most practical and shortest time. I was check riding two - three weeks apart and he got me motivated back into my mission of the airlines.

Answer 6

I'm motivated, educated, and I love to fly.

Answer 7

Effectively Training 20 plus students and making a positive impact on the community

Answer 8

strive to do things to the best of my abilities,

Answer 9

there are always times when personalities do not match. When that happens, I focus on the job and maintain a professional work environment.

Answer 10

Safe, honest, reliable , flexible team player and get along well with others.

Answer 11

Doing this interview (6) When I hit 1500 hours! (4) My very first student I signed off for a checkride

Answer 12

Of course I have as a CFI. Talked about how I sat down with student and outlined why they were wrong and what was correct course of action. After it kept occurring, removed myself from situation and asked for CFI switch.

Answer 13

flying into KPSP with a student at night. He became overwhelmed and resigned so I had to take over and continue the flight for him and land

Answer 14

Try to separate the two and talk to the captain alone, inform another flight attendant to calm the FA down

Answer 15

Trust, integrity, a great work ethic, and a positive attitude. Be a team player and work towards achieving the goal successfully with your team.

Answer 16

All available resources. CRM MX Control, Dispatchers, Flight Attendants, ATC, Rampers

Answer 17

My family with both financial and mental support, Trio couselor at BSU, instructors and my aviations friends

Answer 18

) superior training , high level communication skills, integrity, respect for others

Answer 19

Direct communication, using positive feedback and honest dialogue

Answer 20

Health and Safety First Excellent Service and Quality Personal and Operational Reliability Fairness and Consistency Respect and Teamwork Personal and Corporate Integrity Superior Profitability and Efficient Use of All Resources I like Sky West because of its passionate and motivated employees. Being a smaller, growing company is exciting.

Answer 21

If you are a CFI; you know the process of how you learn in this industry and know how to approach this process to ensure you succeed because you have done it before for multiple certificates. If you hold a type rating: Again, you know how you learn, what you need to do to succeed, and you've been through the process already to achieve other type ratings. I said I've drank from the fire hose before, and know what steps I need to take to succeed in it. CFI helped me learn about myself and what works well for me too.

Answer 22

(6) SkyWest has the most favorable bases for people who love the outdoors. I would enjoy that the most.

Answer 23

Play in a band, lived in australia for 2 years, spain for 1, czech republic for 1

Answer 24

Being calm, levelheaded, and always thinking ahead

Answer 25

) I had a student that wasn't flying consistently because he was a doctor and he wasn't around but for a few days every month. The difficult part about the flying was that he lacked some natural ability and was not grasping the concepts quickly. I started with him when I was a brand new flight instructor and I just kept going on with the syllabus. Unfortunately that wasn't the correct way to train him, I needed to adapt to his level. Once I realized that, we started working hard at getting the concepts he wasn't understanding and he started improving drastically.

Answer 26

Immediately question his actions. It is best to have an angry captain than to have a pilot deviation.

Answer 27

Stability, culture, history, and achievements. 1. Fleet 2. Base/city 3. Payment

Answer 28

United, Delta, American Airlines and Alaska Airlines.

Answer 29

1-Health and Safety First. 2-Excellent Service and Quality. 3-Personal and Operational Reliability. 4-Fairness and Consistency.

Answer 30

Strong crosswind landing

Answer 31

Almost cross the US/mexico border going to brown field due to sun shining in my eyes causing loss of SA

Answer 32

Integrity is having a character of Honesty and strong Moral principles, not wavering.

Answer 33

This person is as driven, and hard working as they are knowledgeable. I see that they are a team player and that they will succeed at Skywest.

Answer 34

I choose to take a check ride when I did not feel completely ready. I have learned that it is okay to ask for a little more training.

Answer 35

Imposter syndrome

Answer 36

Students getting frustrated.

Answer 37

Being a successful pilot requires a combination of skills. It's not all mathematical and technical. You also have to think creatively, act under pressure, and adopt a mentality fitting for a role of such great responsibility.

Answer 38

Someone who becomes the right hand of the captain and makes the job easier. Also a good first officer always has their eyes peeled for any dangers. A pilot who can function as part of a team, learn from those who can impart their knowledge to him and also be assertive. He must also question any action , in a respectful manner, that appears to go contrary to company procedures. Being able to adapt to different situations

Answer 39

) I would refuse to fly with them and talk to a higher-up about the captain's condition.

Answer 40

1) Listen and learn, and if you think HE is wrong, be ready to back it up with the AFM or Company Procedures Manual

Answer 41

More knowledge. It's an industry that you're always learning and the minute you stop you're failing yourself as a safe proficient pilot.

Answer 42

Go through all the possibilities of who you can talk to and get their advice, and keep everyone informed ATC, Company, FA. Don't be afraid of declaring an emergency and diverting to the closest airport. Remember when your the PIC, be the PIC and make the decision.

Answer 43

Disagreed on student pilot pre solo check. I felt student was ready and qualified to make 1st solo flight and he did not based on ground knowledge issues not pertinent to solo flight.

Answer 44

Understand that it is their decision to not wear the shoulder harness during certain phases of flight. After the shutdown checklist and debrief I would share to the captain the rules of shoulder harness use in the SOPM

Answer 45

Helping at EAA

Answer 46

) My current flying job has enhanced my abilities in many ways. It has fine-tuned my decision-making skills, especially under pressure, and heightened my situational awareness. The experience has made me a more effective communicator with both my crew and air traffic control.

Answer 47

Ask for more information to determine their state of being. Encourage them to call off sick, but in all cases ensure they do not go to the airport if possible.

Answer 48

If you did not fly in crew situation before you can mention when you might have a disagreement with a student, check instructor or any other person you flew with.

Answer 49

12) Differences in personalities, philosophies, beliefs and values don't preclude a person from acting as a professional while on duty.

Answer 50

NGPA being essentially rejected from everyone. I learned that this industry has ebbs and flows to hiring and that all you can do is keep grinding and wait for your number to get called.

Answer 51

a combination of traits like being punctual, respectful, ethical, well-prepared, and demonstrating a strong work ethic; essentially, presenting yourself as a reliable competent individual who communicates effectively, takes initiative maintains a positive and professional demeanor in all interactions

Answer 52

) Act respectful against a captain no matter how old he is!

Answer 53

Getting on the Dean's list at calpoly 3x

Answer 54

Customer service and going out of your way to help is what they liked to hear. For instance: Loading fragile equipment yourself and telling them, being very accommodating for those that need assistance in and out of your airplane

Answer 55

I explained how my flight instructor has mentored me over the years since our relationship has grown.

Answer 56

I was asked this specifically flying with a difficult person; I fortunately hadn’t flown with many difficult people but did have one PIC who really didn’t know his stuff; I explained that rather than confront him disrespectfully, I just ensured I was proactive about reading for checklist and offering assistance.

Answer 57

They're looking for you to be respectful to the FO, tell them someone pointed it out to you, and to keep everyone at ease we should just go get breathalyzers at the airport. There is no tolerance when someone makes a statement about alcohol.

Answer 58

Have a story, describe the situation and what you did to provide the customer service. It helps them see you if you share details but not too much where you are there for over 2-3 minutes.

Answer 59

) Not necessarily, but when you assume a professional position, others will look up to you for your experience and knowledge. Wearing the uniform also provides a public signal of your status as a representative of the company. You may not have a leadership position, per se, but you may have expectations placed upon you every now and then.

Answer 60

Touched on this. Just understand there is a balance between the Capt and FO and then the rest of the crew, and lastly the customers. You may consider your actions more carefully in front of each group (unless safety of flight).

Answer 61

Student had a checkride starting at 8 am at a nearby airport but weather was very low. Asked DPE to postpone for an hour or so to allow weather to lift.

Answer 62

Someone outside my building trying to gain access saying they needed to come in to do something with a parking ticket,

Answer 63

First know what he's drinking. Beer, water, hard liquor, etc... If it's an alcoholic beverage and he's above a 0.04 BAC, then tell him to call someone else in. The last thing you want to do is hurt the company reputation, because that's who you're representing.

Answer 64

To be more resilient. Specifically around situations I can not control.

Answer 65

Make a PA announcement advising passengers of the requirement to obey all crew member instructions

Answer 66

I said my family, growing up going to miramar airshow, my parents feeding my nerdy technical side with RC cars

Answer 67

MARSL The sequenced flasher array consists of five (5) white flashing lamps, commonly referred to as flashers. The flasher are located at 200-foot intervals, in the direction of the approach and along the extended runway centerline, starting at 200 feet beyond the last steady burning light bar beginning at 1600 feet from the runway threshold. PAPI 2 first 2 lights white and 2 red to be on glideslope

Answer 68

A good captain is one that will use all available resources and incorporate the first officers' and crew's plans of action before making a decision.

Answer 69

The transition to working with younger pilots was more difficult. Although putting this aside we are able to ellaborate on each other's experiences and ideas to make more pronounced aeronautical decision making.

Answer 70

Ask questions, try to find out if there was anything that happened and was a reason for looking like that.

Answer 71

Reflect on this question and consider the times when you made yourself available to a coachable moment at work or in a team setting. Skywest just needs to know that you are someone willing to learn.

Answer 72

He's funny, loves his family, and enjoys life.

Answer 73

My personal safety standards are of high personal interest. Safety is always number one and ensuring not only myself but my passengers are safe is my biggest priority. Every decision I make boils down to safety, so much so that I have decided to do a masters in aviation safety.

Answer 74

If safety of flight is not a factor, I would make my point then drop it and maybe discuss in a debrief (pick your battles). If safety of lfight is a factor (FAR, CHK LIST, ETC), I would do everything within my power to ensure that no rules were broken and that safety remained top priority, including taking the aircraft if necessary.

Answer 75

We might be pilots, but Skywest is in the business of customer service. Keep this in mind when thinking of an answer to provide.

Answer 76

Hint: exhaust all your resources, keep the passengers safe, keep yourself safe, keep the airline out of the news.) have to take these things seriously. talk to captain, talk to company

Answer 77

CFI candidates first flight from right seat. Got power and yolk directions mixed up, pitched down while reducing power on short final.

Answer 78

I feel like I have failed as a leader anytime a student fails a checkride. I understand that silly mistakes can happen regardless of how well they are trained, but I still feel that students rely on my expertise to guide them to success. The worst failure I had in this regard was a recent commercial student who failed his oral. He busted for insufficient knowledge of airspace and weight and balance. I Feel that I overlooked these aspects of commercial ground trainig because they are topics covered thoroughly during PPL. My lesson to be learned was that no knowledge should be taken for granted and that you must always be more thorough than you realize during training.

Answer 79

Being a flight instructor I’d feel great every time I would send my students for their first solo or pass a checkride

Answer 80

Being an effective leader requires the respect of subordinates. And while some may demand that respect through the use of fear, that isn't earned. Earned respect comes from demonstrating professionalism.

Answer 81

The simpliest answer would be a good understanding of the big picture, and then just giving examples line what’s going on in the cockpit, what is the automation status, what’s the current position of the aircraft , the wx, is everything ok in the cabin

Answer 82

As a CFI I would talk about several of my students who are now great pilots flying on their own. They’re very grateful for the training I provided.

Answer 83

During CFI training my Instructor was busy talking with ATC. His altitude control was all over the place. I asked to take control of the aircraft and he immediately rejected my offer. I then asked him to fly and I would talk noting his altitude for the procedure we were executing. He finally decided I was trying to help and apologized for his actions.

Answer 84

Honesty, commitment. work etghic

Answer 85

The decision to become a full-time pilot in my mid-thirties was influenced by a lifelong passion for aviation. Despite having a stable career, I felt the urge to follow my dream. The transition was challenging, but the excitement of taking control of an aircraft and the joy of flying far outweighed any initial struggles.

Answer 86

) If a captain refused to use landing data, it would be essential to discuss the concerns with them first. If they persist, following the airline’s protocol regarding safety concerns is crucial, potentially escalating to control tower or company dispatch.

Answer 87

Amateurs train so they can get it right. Pros train so they can't get it wrong

Answer 88

7) I would look forward to learning from someone that has a lot of experience and wisdom in the industry - regardless of age.

Answer 89

As a CFI, I care deeply about the training I give to my students. I don’t only want them to pass, but I want them to be safe pilots in the future.

Answer 90

Just start using it, or ask tell him in a non confrontational way with a smile. "Oh did you loose your checklist'? Here you can use mine, something along those lines

Answer 91

AT EAA, EJ asked for my number and still asks me advice on training etc.

Answer 92

Flight instructing offered a faster route, and as someone who is captain in training for SkyWest when we start out as FO, being a CFI taught me to make decisions and be a leader to my student. I think that would transfer over to the airlines pretty well.

Answer 93

My first passenger was a relative. They knew I had been flying since I was about 7 years old and knew I was a safe pilot. After letting them watch and explain the preflight procedures I explained the entire flight and after landing procedures. I also discussed the weather and what to do in case of an emergency. This passenger knew I had considered all possibilities and had planned our flight as professionally as possible. This made them feel prepared as well as a passenger.

Answer 94

i will listen to him and keep myself calm and try to absorb his anger by being professional

Answer 95

The chief pilot at the flight school I used to work just before interviewing for SkyWest. He manages to bring the best out of his employees by constantly showing appreciation for all the good work, having a open door policy, mentoring his instructors, leading by good example

Answer 96

) Remain calm and don't let him distract me. I would go for a run afterward the flight so relax.

Answer 97

Change my imposter syndrome. i think with hard work, I'm as capable as anyone

Answer 98

Flying with an experienced Captain/Chief Pilot in the Northeast. The Captain reports the next morning hung over. I asked if he was OK and he said he just wanted to get home. I refused the flight and suggested we return to the hotel. We did and I was assigned another crew member later that day, returning to our home base that evening.

Answer 99

My answer wasn't great...in hindsight a better answer would have been that they're hiring a person, not just a pilot, and that the volunteer stuff helps show the kind of person you are.

Answer 100

Aircraft had slight fuel leak, tires looking slightly bald, weather below mins.

Answer 101

I would politely remind her that the wine bottles are property of the company and we must remain professional and ethical at all times. And please put them back.

Answer 102

My ability to adapt to the constant schedule changes.

Answer 103

Someone who takes pride in their work and goes 110% beyond what is called for. Remember they will send things to your employer- make sure not to embellish.

Answer 104

More proactive in creating schedules for students. I feel I am capable of coming up with adequate training the morning of a training flight. It would be beneficial to keep students more informed of progress in real time.

Answer 105

Stubbornness and arrogance. Remain calm and professional.

Answer 106

I would be an objective and calming presence and encourage them to work it out. I would remind them that if they can't work it out now they are professionals and need to put personal stuff on hold to get the job done. If they refuse I would have to release them from duty and get someone else on board

Answer 107

Everyone mostly is here because they have the aviation experience to qualify. So, use questions like these to help paint the picture of who you are as a person and why they would want to hire and work with you. I’m not saying don’t talk about you and your aviation experience, just other ideas

Answer 108

(6) I would simply remind the Captain of our Operations Manual, including the damage that could occur to the airframe and engines. I would also try and provide an alternate solution to his suggested route of flight in a considerate manner.

Answer 109

Go explore the city, involve my copilot, have fun, go bowling/hiking/etc....

Answer 110

8) Starting it sooner.

Answer 111

Try not to tell the captain what to do but instead bring up how bad turbulence can be for the passengers and FA

Answer 112

Go up to her and have a conversation. Tell her you’ll buy her a drink at the hotel but let’s leave the alcohol for the passengers. Diffuse without escalation

Answer 113

Tell him we are unstable, say it again, say it a third time more firm, call for a go around, if nothing works call ATC and advise you are going around to force the issue, if safety is greatly compromised take controls as a last resort

Answer 114

Continue to remind him. Talk with him after and if he lands without it on talk to superiors.

Answer 115

Protect all those on board. Find the closest safe place to descend.

Answer 116

Politely point them to customer service

Answer 117

Senior pilots are humble, yet confident and assertive. They are teachable and are always trying to learn something new. I have had to demonstrate these traits to be a good CFI.

Answer 118

A good pilot is confident enough to get the job done but humble enough to still maintain a learning mindset. Regardless of how long you were in aviation, there is always some thing to learn. (4) A great pilot never stops learning, never gets complacent, and keeps safety as the number 1 priority.

Answer 119

6) Tell the captain you feel unsafe and uncomfortable and if needed you can make a radio call to atc noting the frost and the need for deicing equipment. (3) Depends, in air or on ground? Air - use deice equipment and evaluate further. In ground proceed to deice pad/follow company procedures.

Answer 120

SKYW on NYSE

Answer 121

(20) If I were taxiing I would politely remind him that we need to maintain a sterile cockpit and in the essence of safety.

Answer 122

(8) Maybe a student who has the same passion and determination to succeed in aviation as you do.

Answer 123

(2) My commercial single engine add-on. I should have never taken the test if I didn't know for sure that I would nail my short field and power off 180. I have now learned to never rush or feel embarrassed about doing a little extra training

Answer 124

(8) A pilot is simply a person who holds a pilot license. An aviator is a person who lives and breathes aviation. An aviator is not necessarily a pilot, but a good pilot should be an aviator.

Answer 125

Weigh all option here and tread lightly. I would mention SkyWests guiding principle Profitability and Effective use of all Resources. If the captain still doesn’t budge then let it go, as long as safety is not in jeopardy. If it was a reoccurring event then you can push it up higher and let others take care of the situation. Remember you are an FO.

Answer 126

(2) Having a background in flight instruction has shaped how I welcome critique and feedback, it should be taken as a way to improve ones flying ability and is not a personal attack in any way.

Answer 127

A leader is someone who serves his or her team, and is the ultimate backstop whenever something goes wrong. When the team wins, it's because the team performed, and the leader should take no credit. When the team fails, it's because its leader failed them, and the leader should take all the blame for the failure. A true leader will manage to extract the best performance out of his or her team, and they will do so by not only listening to what the team's concerns and requirements are to get the job done, but the leader will make sure everyone is happy in a proactive way. The best leaders always ask each individual in their team "what do you need to make your job easier and more efficient?", and then works to get their team what they need. The best leaders I've had also happened to be way better at my tasks than I was, so I could always go to them for advice and guidance, and the door was always open... in fact this was highly encouraged.

Answer 128

I recommended better communication between all departments at my smaller 135

Answer 129

o keep it short: I have been on both sides of the equation, and I have seen problems stem from lack of common experience between a flight crew (a new FO flying into poor weather and being unsure), and lack of knowledge that could help bridge a gap/disconnect (why a system is doing what it's doing). Either way, if a crew-member is uncomfortable it is important to address that situation and get them on-board. It could mean changing the plan, or helping to explain a situation and providing some insight to teach them something.

Answer 130

Refuse to fly in an unsafe airplane. Try and work it out professionally with the captain. If he does not heed your caution, take safety into your own hands and inform someone higher (Ops, Chief pilot) Like this Answer

Answer 131

Arrived late to work because of flight training.

Answer 132

Chip Childs (2016-Present)

Answer 133

kinesthetic. learn by doing

Answer 134

(1) I've always been a single pilot, so I've never had any issues regarding crew partners. Sometimes you have to pick up other people's slack, but I would probably just remind them we're here to do a job.

Answer 135

(5) Talk about maintaining a positive attitude, using CRM, ensuring you are both cross checking each other’s actions

Answer 136

Keeping students engaged and motivated if they are having training difficulties

Answer 137

I told them the great thing about my current employer was the opportunity to leave. We had a good chuckle.

Answer 138

As long as safety is not an issue, I would let it slide…

Answer 139

Try to figure out the issue and see if I can help defuse the situation. IF that is not possible consult with crew scheduling to get a new crew on board

Answer 140

Everyone is different. I learned money management and the importance of keeping good relationships that opened up opportunities for me and my family.

Answer 141

Continued to do my job and when parts of their job weren’t being completed I politely approached them about it and urged them of the importance of it being completed correctly and on time

Answer 142

Kindly ask the FO to use a real flashlight or simply offer one to him

Answer 143

As the pilot, it is your responsibility to ensure that each person on board is briefed about the use of belts and harnesses and that each person is notified to fasten his or her belt and harness, but it is not your responsibility to ensure that the passenger uses them. Yes. In terms of legality, the pax must be *briefed* on how to properly use seatbelts and additionally thqt they must wear them when the seatbelt sign comes on/when requested by flight crew. If a pax refuses to wear a seatbelt for landing, it is the pax violating the law at this point, not the flight crew.

Answer 144

Students challenging my methods as they progress through training.

Answer 145

Phils BBQ in SD

Answer 146

Check the MEL and confirm it allows us to fly, if not, then we're grounded.

Answer 147

call security

Answer 148

I would ask the FA for more information on the passenger to get a better idea of their condition. Assuming we were still at the gate as the CA has not arrived yet I would call for emergency medical personnel to come to the gate to provide care.

Answer 149

Have law enforcement meet you at the gate do not enforce passenger just inform.

Answer 150

Has any of my answers not been quite complete or detailed enough for you, maybe I could have a chance to explain myself better?" Whats the most mportant thing I should accomplish in the next 6 months to make myself a stronger candidate What do you most like about working here?

Answer 151

(13) It’s part of the job description I’ll put in my time, and do a good job at it.

Answer 152

(7) I told them the areas I thought I was good in and where I thought I could have done better. (they agreed with me)

Answer 153

Signed FCC license, sealed transcripts, part 141 grad certificate, and a medical that will remain current during training.

Answer 154

Be humble and honest.

Answer 155

Be more relaxed.

Answer 156

(13) Yes and the short legs should keep things interesting and will be great training for moving quickly and staying ahead of the airplane.

Answer 157

(4) I’m a dedicated and professional pilot with a passion for aviation. With several years of experience flying a variety of aircraft, I pride myself on my strong decision-making skills and meticulous attention to safety. Beyond the cockpit, I enjoy keeping up with advancements in aviation technology and regularly take up opportunities for further training and

Answer 158

Know everything, and I mean everything.

Answer 159

A Terminal Aerodrome Forecast (TAF) is typically valid for a 24-hour period. However, at some busier airports, TAFs can be issued with a 30-hour validity period. TAFs are usually updated four times a day, at 0000, 0600, 1200, and 1800 UTC. Always check the specific TAF for the airport you are interested in to confirm its validity period.

Answer 160

Cumulus: Thunderstorm is growing and developing; Defined mostly by updrafts; Clouds start to tower, moisture condenses Mature: Combo of updrafts and downdrafts Rain begins to reach the surface Dissipating Predominantly downdrafts; May still be rain reaching the surface, but the storm isn’t being developed anymore

Answer 161

Microbursts and HAIL — the interviewer was really looking for hail on this one (20) Avoid flying 20nm from the TS. You should not avoid flying 20nm from thunderstorms, you should fly 20nm from thunderstorms. (July 04, 2021 - Unknown) (9) Severe turbulence, hail, and lightning

Answer 162

Moving to the side of anvil

Answer 163

AO1 also has a precipitation sensor, just not a discriminator to tell you the type. FAA Aviation Weather Handbook Para 24.4.3.13.3: "Type of Automated Station AO1 or AO2 is coded in all METARs/SPECIs from automated stations. Automated stations without a precipitation discriminator are identified as AO1; automated stations with a precipitation discriminator are identified as AO2."

Answer 164

Aviation routine weather report (surface). Typically hourly. (0) Meteorological aerodrome report. Reports hourly weather at the surface of an airport. Can be published more often in special circumstances (SPECI)

Answer 165

DIOSSIPATING. A microburst is a rapidly descending column of air, usually no larger than about 2.5 miles in diameter where the rate of descent can exceed 6,000'/minute. When the column of air nears the surface, the wind will spread in all directions causing a wind change as you fly through the microburst.

Answer 166

(28) With only this much information, you would want to stay to the upwind side of the anvil (aka the side opposite where the anvil is pointing), but of course there’s more information you want to take into account when diverting.

Answer 167

Smoke and Mist

Answer 168

(25) VCSH - Showers in the vicinity CB - Cumulonimbus

Answer 169

(36) Updrafts and downdrafts at mature and all downdrafts at dissipating stage

Answer 170

(7) Performance increases, groundspeed decreases, perceived thrust required decreases, tricking you into retarding thrust levers which is the opposite of what you should do

Answer 171

(18) An individual microburst will seldom last longer than 15 minutes from the time it strikes the ground until dissipation The horizontal winds continue to increase during the first 5 minutes with the maximum intensity winds lasting approximately 2-4 minutes 2.5 Miles in diameter.

Answer 172

(12) Ice pellets

Answer 173

4 times 00z 06z 12z 18z

Answer 174

(7) 1. Moisture, 2. An unstable air mass as indicated by a higher than average lapse rate. 3. A lifting force

Answer 175

(47) A cold front has a higher potential for cumulus build-ups of clouds, with showery precipitation and generally good visibilities. A warm front has stratus-like cloud formations, steady rain and generally reduced visibilities associated with a more stagnant air mass.

Answer 176

(37) Away from the anvil

Answer 177

(23) oscillations to the lee side of high ground resulting from the disturbance in the horizontal air flow caused by the high (12) Mountain waves form when strong winds blow across a mountain range. The winds usually need to be at least 25 knots at the mountain peaks, and they need to blow perpendicular to the range.

Answer 178

(27) Towering cumulus

Answer 179

(18) 5SM Radius around Airport

Answer 180

(31) TEMPO If conditions are notable, but are expected to last for less than an hour at any given time and occur during a total of less than half of the time period of the TAF, TEMPO is used for periods of 30 minutes or more but less than 60 minutes. INTER is used for periods less than 30 minutes.

Answer 181

(26) Possible downdrafts/microburst/windshear.

Answer 182

Precipitation values over the last 6 hours

Answer 183

26) Cold front. Like this Answer

Answer 184

(7) Type I - High Pressure/Temp sprayed on airplane, not used below under 22F. Orange. Type 1 is heated and diluted with water, generally used as deicing fluid to remove any contaminants from the aircraft prior to fligh Type IV- Thicker, Green, used to prevent build up in flight. (Both made of Propylene Glycol). Type 4 is not diluted with water, so it has a higher viscosity allowing it to stick to the wing for a longer period of time protecting the aircraft from ice accumulation on the ground.

Answer 185

Clear into Mixed

Answer 186

For each 10 knots of wind you should be 1000 higher than the top of the thunderstorm

Answer 187

) A lenticular cloud is a lens-shaped cloud that normally develops on the downwind side of a mountain or mountain range. This occurs when stable, moist air flows over a mountain, creating a series of oscillating waves. If the temperature at the crest of the wave equals the dew point temperature, condensation occurs in a lens formation. As the air falls down the trough of the wave, where the temperature and dew point temperature are not equal, evaporation occurs. Thus, a wave cloud, or a series of lenticular clouds, is capable of forming.

Answer 188

The recruiter was looking for was high possibility of a severe thunderstorm. winds become gusty, drop in the temperature, heavy rain sometime with hail, thunder and lighting.

Answer 189

(34) The main line before that.

Answer 190

Structural Ice. Two conditions for formation: 1. Visible moisture (i.e., rain, cloud droplets), and 2. Aircraft surface temperature below freezing. ? Clear ice– The most dangerous type. Heavy, hard and difficult to remove. Forms when water drops freeze slowly as a smooth sheet of solid ice. Usually occurs at temperatures close to the freezing point (-10° to 0° C) by large supercooled drops of water ? Rime ice – Opaque, white, rough ice formed by small supercooled water drops freezing quickly. Occurs at lower temperatures than clear ice. ? Mixed ice – Clear and rime ice formed simultaneously. ? Instrument ice – Structural ice forming over aircraft instruments and sensors, such as pitot and static. ? Induction ice – ice reducing the amount of air for the engine intake. ? Intake ice – Blocks the engine intake. ? Carburetor ice – May form due to the steep temperature drop in the carburetor venturi. Typical conditions are outside air temperatures of -7° to 21° C and a high relative humidity (above 80%). ? Frost – caused by Deposition and not Sublimation (AC 00-06B). Deposition is vapor to solid, Sublimation is solid to vapor. Frost will occur when the object (wing) is below freezing and water vapor from the surrounding air will deposit into solid frost on it.

Answer 191

Clear ice is the most dangerous type of structural ice not only because it is hard to see, but also because it can change the shape of the airfoil. Freezes quickly, heavy

Answer 192

HALT Methodology: Heat: Turn on pitot heat, carb heat, jet engine anti-ice. To avoid most critical icing establish a penetration altitude below the freezing level or above the level of -15C 4. Airspeed/Attitude: Establish power settings for turbulence penetration airspeed to prevent an over-stress. Pilots must not attempt to chase every variation of altitude and speed; they are often unreliable. If using autopilot disengage altitude hold mode and safe speed mode. Do not change course at this point: Aircraft lose stability in a turn, and it is easier for a pilot to become disoriented. Fly the attitude indicator, and the aircraft will do the rest. Avoid the upper 2/3 of a mature cell (turbulence and hail) and freezing level ± 2000' (lightning). If utilizing an autopilot, avoid altitude hold settings, but consider heading hold settings to control roll. Light: Turn all cockpit lights to bright, including floodlights. Tight: Lower the seat to the bottom to prevent striking the head against the canopy and reduce lightning's blinding effect. Do not look outside the cockpit. Ensure all occupants tighten their seatbelts and shoulder restraints.

Answer 193

High pressure (clockwise) systems are generally areas of dry, descending air. Good weather is typically associated with high-pressure systems for this reason. Conversely, air flows into a low-pressure area to replace the rising air. This air usually brings increasing cloudiness and precipitation. Thus, bad weather is commonly associated with areas of low pressure. (PHAK Chap. 12) High pressure often means dry weather with sunshine. Low pressure often means clouds and precipitation.

Answer 194

(29) Prrr P - group indicator rrrr - water equivalent of precip since last METAR in hundredths of an inch For example, P0009 would indicate 9/100 of an inch of precipitation fell in the past hour; P0000 would indicate that less than 1/100 of an inch of precipitation (considered a trace) fell in the past hour.

Answer 195

(9) I would check my release from dispatch and check the tropopause layers and winds/temps aloft and convective outlook chart expected at altitude.

Answer 196

(11) A cold front is when relatively colder air overtake relatively warmer air. The cold air scoops under the warm air and lifts it up, and is usually associated with a low pressure system. Conversely, a warm front is when relatively warmer air overtakes relatively cooler air. The warmer air simply slides over the colder air, causing more of a downward force, associated with a high pressure system.

Answer 197

(19) If you read it its True (TAFs, Weather reports), if you hear it it's Mag (ATIS, AWOS). An FSS observer will give wind in true.

Answer 198

(8) "HYDROPLANING":Can occur at- 8.6 X Square Root of tire press. * "DYNAMIC": At ldg speeds water lifts your wheels off the runway. This usually happens when a wedge of water builds up in front of your tires and lifts them off the runway. When it happens, you're literally riding on water. And that's not good, because you don't have traction or braking. "VISCOUS": When oil or accumulated rubber combines with water on a runway, it can form an impenetrable layer of liquid your tires can't break through. This is especially problematic on smooth asphalt runways. Land on a grooved runway, if possible. Don't land fast. Keep your tires inflated. Under-inflated tires hydroplane easier than properly inflated ones. REVERTED RUBBER":When tires "LOCK UP" and RUBBER MELTS and trapped H2O causes steam. Use light brake pressure, and use aerodynamic braking to keep maximum weight on your landing gear.

Answer 199

(4) The anvil generally forms during the mature stage, but may linger throughout the dissipating stage as well. AC 00-24C.

Answer 200

Maximum turbulence usually occurs near the mid-level of the storm, between 12,000 and 20,000 feet and is most severe in clouds of the greatest vertical development. Severe turbulence is present not just within the cloud.

Answer 201

What constitutes a ceiling? (11) The height of the lowest layer of clouds above the surface that are either broken or overcast.

Answer 202

(0) "Wind shear is a change in wind speed and/or direction over a short distance. It can occur either horizontally or vertically and is most often associated with strong temperature inversions or density gradients. Wind shear can occur at high or low altitude

Answer 203

(9) Airspeed indicator. On final, wind shear will be indicated by rapid increases and decreases in airspeed.

Answer 204

(39) Icing accumulation so rapid that equipment fails to control removal

Answer 205

Per the AIM, 700 miles. 7-6-7

Answer 206

orange is the color for Type-I fluids, water white/pale straw (yellowish) is the color for Type-II fluids green is the color for Type-IV fluids. The color for Type-III fluid yellow

Answer 207

17) Go around.

Answer 208

(25) Do you mean on a weather chart? Alto Cumulus Standing Lenticular.

Answer 209

17) Go around

Answer 210

(22) wing tip(12) tips are usually thinner than the rest of the wing, so they are the part of the wing that most efficiently collects ice. This can lead to a partial stall of the wings at the tips, which can affect the ailerons and thus roll control.

Answer 211

A Stationary Front forms when cold and warm air meet and neither air mass has the force to move under or over the other, expect many days of clouds, fog and precipitation. An Occluded Front forms when a warm air mass gets caught between two cold air masses, expect strong winds, and heavy precipitation.

Answer 212

(26) Turbulence not associated with cloud formations

Answer 213

(12) Runway State Group (RSG) 88= all runways (first 2 digits) Runway deposit(third digit) Extent of Runway contamination or Depth of deposit (forth digit) Friction Coefficient or braking action (seventh and eight digit) Runway designator (first two digits) 27 = Rwy 27 or 27L 77 = Rwy 27R (50 added to the designator for "right" runway) 88 = All runways 99 = repetition of the last message as no new information received. Runway Deposits (third digit) 0 = Clear and dry 1 = Damp 2 = Wet or water patches 3 = Rime or frost covered (depth normally less than 1mm) 4 = Dry snow 5 = Wet snow 6 = Slush 7 = Ice 8 = compacted or rolled snow 9 = frozen ruts or ridges / = type of deposit not reported (e.g. due to rwy clearance in progress) Extent of runway contamination (fourth digit) 1 = 10% or less 2 = 11% to 25% 5 = 26% to 50% 9 = 51% to 100% / = not reported (e.g. due to rwy clearance in progress) Depth of Deposit the quoted depth is the mean of a number of readings or, if operationally significant, the greatest depth measured. 00 = less than 1mm 01 = 1mm etc to 90 = 90mm 91 = not used 92 = 10cm 93 = 15cm 94 = 20cm 95 = 25cm 96 = 30cm 97 = 35cm 98 = 40cm or more 99 = Rwy(s) non-operational due to snow, slush, ice, large drifts or runway clearance, but depth not reported. // = depth of deposit operationally not significant or measurable. Friction Coefficient or Braking Action (seventh and eighth digits) The mean value is transmitted or, if operationally significant, the lowest value, e.g.: 28 = friction coefficient 0.28 38 = friction coefficient 0.38 or 91 = Braking action: Poor 92 = Braking action: Medium/Poor 93 = Braking action: Medium 94 = Braking action: Medium/Good 95 = Braking action: Good 99 = Figures unreliable (e.g. if equipment has been used which does not measure satisfactorily in slush or snow.) // = Braking action not reported (e.g. runway not operational; aerodrome closed; etc.) Note: If contamination conditions cease to exist, the abbreviation CLRD is used, e.g. 24CLRD93 = Rwy 24 cleared; Braking action: Medium/Good 88CLRD95 = All rwys cleared; Braking Action: Good

Answer 214

(17) occluded: purple semi circle, stationary blue triangle red semi circle, isobar: grey line

Answer 215

(17) cold weather = lower true alt. warm weather = higher true alt

Answer 216

(15) VC: 5-10SM DSNT: >10SM TAF: distance from ARP METAR: distance from observation point

Answer 217

(22) Water droplets who's temperature is cooled below that of freezing (32F), and they freeze immediately on contact with any surface they touch

Answer 218

(13) The approximate geographical area applicable to TAFs, local reports and METAR/SPECI encompasses the area within an 8 km radius from the aerodrome reference point (ARP).

Answer 219

(55) 20,000' near the poles, 65,000' near the equator. Approximately 36,000' over the US

Answer 220

(41) No. when temp reaches same dewpoint, air is 100% saturated

Answer 221

(28) anti-ice prevents ice build up De-ice removes ice that has built up

Answer 222

(11) Mature thunderstorm cells can rise so high that they reach the stratosphere, where winds will spread and flatten the top. This makes the anvil-shaped thunderstorm clouds that you may have seen. The updraft will continue to rise until its temperature matches the temperature of the air around it. This is known as the equilibrium level. In fact, it typically climbs a little higher, due to the inertia from its upward speed. In an unstable atmosphere, an updraft can even climb up through the troposphere, into the tropopause or stratosphere, where the air temperature starts to increase with altitude. As the updraft slows down, it flattens out, resulting in the anvil and flat top you see on a mature or dissipating thunderstorm.

Answer 223

(20) Specifically, the jet stream is caused by the meeting of air masses just under the tropopause where winds are the strongest. When two air masses of different densities meet here, the pressure created by the different densities causes winds to increase.

Answer 224

Moist Adiabatic Lapse Rate = 2 degrees per 1,000 ft. Dry Adiabatic Lapse Rate = 3 degrees per 1,000 ft

Answer 225

8.6 times the square root of the tire pressure in pounds per square inch (PSI)

Answer 226

(32) If you have anti-icing capabilities that will not be exceeded by the icing condition.

Answer 227

(20) Yes. It depends on the temperature of the surface of the aircraft. If descending from very cold altitudes you can definitely accumulate ice with an OAT of 5C.

Answer 228

(19) Hail can be detected using radar. On Doppler radar, hail generally sends a return signal that looks like extremely heavy rainfall. Dual-polarization radar technology, used by the NWS, can help tell the difference between hail, ice pellets and rain, and even determine hail size.

Answer 229

(19) Close isobars depict a steep pressure gradient. That is to say, there is a rapid increase or decline in pressure over a short distance perpendicular to the isobar. Close isobars usually indicate a probability of higher wind speeds.

Answer 230

(20) ATIS is traditionally a voice recording of someone reading the weather. D-ATIS is a way to deliver the information digitally so onboard equipment can interact with it. The service provides text messages to aircraft, airlines, and other users outside the standard reception range of conventional ATIS via landline and data link communications to the cockpit.

Answer 231

Advection - When moist air moves over cooler ground or water, advection fog forms. Radiation - Common both at night and dawn, radiation fog forms when the ground cools, subsequently cooling surrounding air to its dew-point. steam -Common during cold weather months over bodies of water, steam fog forms when cold and dry air moves over warm water. upslope - As moist, stable air moves up along terrain, it cools. This causes upslope fog, which can extended hundreds of feet above surrounding terrain. ice - Freezing fog occurs when tiny droplets of water are supercooled in the air. Once they contact a surface (or condensation nuclei) the droplets freeze on contact. It typically needs to be very cold for freezing fog to form, roughly 15 degrees Fahrenheit or colder. (6) Frontal fog. Associated with frontal zones and frontal passages, this type of fog can be divided into three types: warm-front pre-frontal fog; cold front post-frontal fog; and frontal-passage fog. Pre and post-frontal fog are caused by rain falling into cold stable air thus raising the dew point. Frontal passage fog can occur in a number of situations: when warm and cold air masses, each near saturation, are mixed by very light winds in the frontal zone; when relatively warm air is suddenly cooled over moist ground with the passage of a well marked precipitation cold front; and in low-latitude summer, where evaporation of frontal-passage rain water cools the surface and overlying air and adds sufficient moisture to form fog.

Answer 232

The NWS NCEP produces scheduled FB Wind and Temperature Aloft Forecasts four times daily for specified locations in the CONUS, the Hawaiian Islands, Alaska and coastal waters, and the western Pacific Ocean

Answer 233

5) Mature stage

Answer 234

(19) Different colors define the reflectivity of an air mass or specifically, moisture in the air. Higher reflections of a radar transmission indicate higher moisture content.

Answer 235

X Pascals/100= x millibars

Answer 236

Although we fly the same IAS on approach, when DA increases, TAS will be higher. Assuming same winds, a pilot has to stop the airplane with a faster ground speed, thus taking a longer distance.

Answer 237

It depends on which direction you're flying. If you're flying west, the north side would benefit you. If you're flying east, the south side would benefit you. If you're flying north, the east side would benefit you, and lastly, if you're flying south, the west side would benefit you.

Answer 238

Put 29.92 into the altimeter

Answer 239

53018 indicates the pressure tendency (the "5 group"). The digit following the "5", which can vary from 0 to 8, describes the behavior of the pressure over the past three hours (for guidance, consult the table below). 0-3 pressure higher than 3 hours ago 0,4,5 - pressure same as 3 hours ago 5-8 - pressure lower than 3 hours ago The last three digits represent the amount of pressure change in tenths of a millibar. Thus, the pressure at Concord increased 1.8 mb in the three-hour period ending at 12Z on May 13, 2006.

Answer 240

(4) In essence, METAR provides raw weather data, while ATIS gives pilots operationally relevant weather and airport-specific details.

Answer 241

Hot start - A hot start occurs when the engine’s internal temperature exceeds safe limits. This is often due to excessive fuel flow or insufficient airflow during a start. A weak starter motor can cause inefficient airflow. Lower currents don’t provide the starter with enough energy. In turn, this causes a high temperature due to limited airflow. The other cause of a hot start, excessive fuel flow, can occur if the power lever is out of idle. hung start - Hung starts occur when the engine fails to accelerate to an appropriate idle speed. Usually stalling at a lower RPM. This is caused by inadequate fuel supply or airflow issues. Temperatures are usually higher than normal during a hung start due to the lack of airflow and inefficient combustion. During a hung start, there isn’t enough energy to speed up the compressor. The starter motor then cuts out after it believes its work is complete, leaving the RPM much lower than required and causing a ‘hung’ start. wet - A wet start can happen when the engine receives fuel but fails to ignite it. This can lead to a dangerous accumulation of unburned fuel in the engine. You can see this on the EGT (Exhaust Gas Temperature) gauge, showing no rise in temperature. false - False starts occur when the starter disengages too early. This prevents the engine from reaching the necessary RPM for a successful start. The difference between a false start and a hung start is that the engine does not achieve combustion during a false start.

Answer 242

(15) is compressed air taken from a jet engine's compressor that has many uses in an aircraft, including: Heating: Bleed air can be used to heat the engine inlets and wing leading edges to prevent ice buildup. Pressurization: Bleed air is used to pressurize the aircraft's cabin, water reservoirs, and hydraulic reservoirs. Air conditioning: Bleed air is used to provide air conditioning for the aircraft's cabin. Engine starting: Bleed air can sometimes be used to start one of the aircraft's engines. Is turned it off When an air leak is detected (7) The general answer is, the engine bleeds stay on almost all the time. The times they're turned off: For a bleeds-off takeoff to get more power from the engines. During deicing on the ground, so that deicing fluid doesn't get in the bleed air system That's the answer I found but if anyone knows a better answer please add

Answer 243

(53) Typically bypass air makes up 80% of the air that is sucked into the engine (turbofan). Bypass air flows between the core of the engine and the outside casing. The benefit of using so much bypass air is both fuel efficiency and it's quieter than a full-on jet engine.

Answer 244

(28) C172: A 28V DC electrical system and a 24V 35 amp hour battery powered by a 60 amp alternator through a series of electrical buses which can be regulated in the cockpit using circuit breakers.

Answer 245

TRU Transformer Rectifier Unit. Used to convert AC to DC. Usually accomplished in two ways. The most common is through a set of diodes to redirect the current into one direction only, i.e.. Direct current Inverter, used to convert DC to AC. To invert from DC to AC one has to put in a switch that alternates or directs the current back and forth creating a simple

Answer 246

Alternator produces ac , battery produces DC

Answer 247

Electrical power generation is AC due to how it is created, and electrical storage using batteries is DC. AC because it you can step up or down voltage easier in AC for some components in the aircraft that require more Power consumption (watts) are controlled by two variables, voltage and amperage. If you need 1000 watts, you can supply 10 volts at 100 amps, or 100 volts at 10 amps. The more amperage (current), the larger gauge of wire you need to run to handle the load. TL,DR: DC= low voltage, big wires, very heavy. AC= high voltage, smaller wires, more payload less empty weight.

Answer 248

the front to back stages begin with a giant fan. From there the air splits into the bypass air and the air that will go through the engine core. As the air enters the engine core it will go through a Low Pressure Compressor, then a High Pressure Compressor (this is the stage where bleed air is taken). From the High Compressor stage its directed to the Combustion Stage where the air will expand and mix with fuel for ignition. That energy is captured by the next 2 stages of turbines, the High Pressure and Low Pressure turbine (in that order). These turbines are connected to the compressors up front respectively (high turbine to high compressor N2, and Low Pressure Turbine to Low Pressure Compressor N1). Leaving the turbines, the air is rejoined with the bypass air and blown out the back of the engine. For some engines, up to 80% of the thrust generated can be from this bypass air.

Answer 249

DC, power converted throuhgh rectifier first

Answer 250

21) converts a/c to d/c and stabilize current TRU

Answer 251

Think basic with this question. Explain airflow through the engine talking about the large main components: fan, low pressure compressor, high pressure compressor, diffuser, back to the high pressure, low pressure, exhaust. Airflow around the jet and when it meets up at the exhaust. Also know the accessory section and a few components located on the accessory section - This includes the fuel pumps, hydraulic pumps, and electric generators.

Answer 252

(24) From the Fan section aka bypass air.

Answer 253

33) Engine and wing thermal anti-ice, also used for pressurization, heating and cooling, engeine starting

Answer 254

High Pressure Compressor section

Answer 255

) takes current from D/C to A/C

Answer 256

AC for high-current continuous loads such as electric motors and resistive heat. DC for low-current loads and control circuits.

Answer 257

(28) Jet engine starters function by spinning the compressor to a sufficient speed that allows the intake of air, compressing it and mixing it with fuel. Once ignited, this mixture generates thrust. This process can be done pneumatically, using high pressure air, or electrically with a starter generator.

Answer 258

Hot start: start in which the Turbine Inlet Temperature or Interstage Turbine Temperature exceeds the turbine manufacturer's prescribed starting limits. A hung start is when normal lightoff occurs but the engine fails to reach idle rpm. You will see an egt (exhaust gas temp) rise, but the rpm will hang. A hung start could be the sign of a weak starter.

Answer 259

(33) Ok so 80% of air goes bypass around engine. The rest of 20% goes inside the inlet. The inlet feeds you through different stages (a stage is comprised of a rotating blade and stationary stator vane) and it the air gets faster and faster through smaller blades until fed to combustion chamber where engine is self igniting. From there exhaust air is pushed through a turbine and pushed out. Of course some molecules may be diverted into bleed air.

Answer 260

(18) We can convert ac supply into dc by using a rectifier. Rectifier consists of a transformer, two diodes each connected at two phases of transformer. when ac input is given to the transformer, at positive cycle one phase is active and another one is neutral and We need to convert AC to DC because of below facts: AC signals can not be stored and DC power or signals can be stored.Thus,to store the electrical energy we need to convert it into DC.

Answer 261

(25) AN APU is a small gas powered turbine engine normally located in the aft fuselage and is isolated from the cabin by a firewall. In flight, the APU is a back-up source of power for the generators. On the ground, the APU provides power for lighting, heating, cooling, cockpit avionics, hydraulic pressure, and main engine starting.

Answer 262

“In between each set of compressor blades are non-moving airfoil-shaped blades called "stators". These stators (which are also called vanes), increase the pressure of the air by converting the rotational energy into static pressure. The stators also prepare the air for entering the next set of rotating blades. In other words, they "straighten" the flow of air.” —- bold method

Answer 263

) Be very familiar with your current aircrafts electrical diagram

Answer 264

(25) A diffuser is a divergent duct that slows the velocity of the impellers output air, thereby increasing the air pressure before it enters the combustion chamber. Used in a centrifugal-flow compressor.

Answer 265

We should cut the fuel flow and run the hot-start checklist.

Answer 266

N1 = the speed of the fan/low pressure compressor and low pressure turbine. N2 = the speed of the high pressure compressor and high pressure turbine.

Answer 267

(25) Turbojets are used in aircraft with high performance needs (ie. supersonic); usually military jets. Turbofans are used by commercial airliners which normally cruise in the .75 - .85 mach range. Turbofans are 30-40% more fuel efficient than turbojets and much quieter because the lower-velocity "bypass" air shrouds the jet core exhaust, which insulates and muffles the noise. This is why a F-15 is so much more loud than a 737 passing overhead at an airshow.

Answer 268

(30) NiCads sustain a higher percentage of their rated output for a longer period of time, then after a certain amount of time the voltage dives and they are depleted. -------The output of a Lead Acid battery decreases more proportional to time. It's like a flashlight that will start going dim as the batteries die. One penalty of the performance of NiCads is that they can produce a lot of heat.

Answer 269

1. 24 volt

Answer 270

(10) Yes, the braking system. The main landing gear tires have hydraulically actuated single disc brakes. oleo strut, shimmy dampener

Answer 271

(19) Electrical flow is in a circuit or circle. If the circuit is broken or open, their is no flow. The source has a positive and negative terminal. The electrons are negatively charged and flow in the direction of the positive terminal.

Answer 272

No, jets don’t have critical engines like light twins do (5) If you have a conventional twin - left engine is critical. With counter rotating props there is no critical engine

Answer 273

c172 n 14amps/hour.

Answer 274

(19) If the alternator fails in a Cessna 172S, the electrical system will start to drain the battery as the alternator is the primary source of electrical power in flight. The loss of the alternator could lead to the failure of critical systems like navigation and communication equipment, interior and exterior lights, and the electrically-powered flaps.

Answer 275

The accessory section sits just below the front part of the engine core. Covered from the outside by the engine cowling.

Answer 276

An electrical power distribution point to which several circuits may be connected. It is often a solid metal strip having a number of terminals installed on it.

Answer 277

(22) It is an automatically operated electrical switch designed to protect an electrical circuit from damage caused by excess current, typically resulting from an overload or short circuit.

Answer 278

(29) A variable geometry(VG)system regulates airflow through the compressor by changing the position of the compressor inlet guide vane and the variable geometry stator vanes on the first five stages of the compressor. This is done to prevent compressor stall and surge by optimizing the angle of attack of the vanes. TheVG system is controlled by the fuel control unit (FCU) which uses high-pressure fuel to hydraulically move two actuators which are mechanically linked to the VG system. CRJ-200

Answer 279

7) Maximum cabin pressure differential, engine performance and coffin corner.

Answer 280

(14) only if the emergency checklist suggests resetting it. if you reset a tripped breaker and it is carrying too much current, you could create an electrical fire.

Answer 281

(3) uses oil and a spring mechanism to control the pitch of each blade, which in turn controls the propeller's rotational speed. When this oil pressure is lossed the propeller reverts to the feathered position.

Answer 282

(6) Propeller Turbine is separate from Compressor and allows for different rpm / start up torque is lower

Answer 283

Compressor stalls can be detected in several ways; rises in EGT, fluctuations in RPM, noticeable loss of thrust, can be heard by a "backfiring" noise. Prevention in engine design is the inclusion of variable inlet guide vanes and stator vanes, and the design of the compressor blades themselves helps to maintain a consistent airflow through the engine. Some engines also have an intermediate spool to help improve compressor stall characteristics. Compressor stalls, once detected, can be mitigated by the pilot by a reduction of AoA, reduction of power, opening the bleed air valves, turning on the anti-ice systems (if it uses bleed air can reduce air pressure in the compressor section and stabilize airflow).

Answer 284

(9) In the CRJ air is taken from the 10th stage bleed air from the compressor section and is run through a heat exchanger in the packs to cool and condition the air.

Answer 285

(13) The total Amperage load by which this circuit breaker is designed to protect the circuit with. Upon exceeding this number, the circuit breaker will "break" the flow of current to this circuit (I.E. popes the circuit breaker)

Answer 286

(29) The base unit of electrical current* -basically it is a number of electrons - and tells you how much electricity you have to work with. The More Amps you have, the more electricity you have to work with.*

Answer 287

Cheaper than NiCad and not as susceptible to overheating as NiCad

Answer 288

Electric starter, Lights, Electric flight instruments, Navigation aids and Radios

Answer 289

(8) Not asked, but depends on the aircraft. Most get it from an auxiliary power unit, some from batteries or an external power unit.

Answer 290

Hydraulic pumps, engine driven fuel pumps, electrical system

Answer 291

Greater power output

Answer 292

Hung start has fuel flow and ITT rise. N2 speed will not become self sustaining and will remain at some number, below 50-60%

Answer 293

Cold air is more dense and this helps create lift be because there is more air molecules for a given area (higher air pressure). It helps engine efficiency and performance in an engine. Hot air is less dense (less air molecules per area) so the aircraft will have to have a higher true airspeed to generate lift and the engine will need a higher power setting to achieve the desired thrust.

Answer 294

(4) E175- Spoilers, Wheel Brakes, Flight Controls, Landing Gear, Thrust Reversers, Nosewheel Steering

Answer 295

A fuse melts at over-current where a Circuit breaker can be reset.

Answer 296

Self Sustained after ignitors are used to start the engine(s)

Answer 297

(16) approx. 30% more fuel efficient; modification of turbojet engine; more power and less noise by moving significantly larger volume of dense cool air; larger air intake so processes more air than jet providing partially compressed air to compressor inlet; result is more gas is expelled at slower velocity and reduced temp, which results in higher thrust w less noise; compressor blades located ahead of actual compressor; these longer fan blades direct air backward partly to the compressor and partly through ducts that bypass the compressor and flow btwn the nacelle and the engine; the excess dense, cold air that is moved significantly increases overall engine thrust

Answer 298

Because over loading Amp

Answer 299

A hydraulic landing gear retraction system utilizes pressurized hydraulic fluid to actuate linkages to raise and lower the gear. When a switch in the flight deck is moved to the UP position, hydraulic fluid is directed into the gear up line. The fluid flows through sequenced valves and downlocks to the gear actuating cylinders. A similar process occurs during gear extension. The pump that pressurizes the fluid in the system can be either engine-driven or electrically-powered. If an electrically-powered pump is used to pressurize the fluid, the system is referred to as an electrohydraulic system. The system also incorporates a hydraulic reservoir to contain excess fluid and to provide a means of determining system fluid level.

Answer 300

Lithium, Nicad, Lead

Answer 301

Engine generators more easily generate AC power, energy more easily transmitted over longer distances using smaller wires which means less weight, higher cycles (400 vs 60) of AC to DC is less disruptive to the human body

Answer 302

(4) Conventional twins have a critical engine (usually the left engine) Counter rotating engines spin in the opposite direction of each other removing the effects of the critical engine.

Answer 303

airfoil-shaped spinning blades to speed up and compress the air. The rotor vanes act as the air pump, and add energy into the air stream: total pressure is increased. *

Answer 304

Fowler. these flaps slide backward on tracks or rails before hinging downwards. This action not only increases the wing’s camber, like our previous flap types, but it also extends the wing’s surface area. This increase in surface area, coupled with a more pronounced camber, leads to a significant lift increase. The rearward movement of Fowler flaps also creates a slot, similar to slotted flaps. This slot allows for smoother airflow and higher lift generation at steeper angles of attack, without an excessive drag penalty.

Answer 305

(18) Combustion section

Answer 306

If we think of electricity as water flowing through a pipe it can help us understand amps, volts and watts. Amps would be the volume of water flowing through the pipe. The water pressure would be the voltage. Watts would be the power = (volts x amps) So with this analogy in mind the definitions below for amp, volt and watt should be easier to understand: Amp – an ampere is the unit for measuring electricity. The accepted standard unit used for measuring how fast an electric current flows is an example of an ampere. Volt – difference in potential, that causes a current to flow through a conductor having a resistance of one ohm. Watt – the basic unit of electric, mechanical, or thermal power, equal to one joule per second or 10 ergs per second (of a horsepower): for electric power it is equal to one volt-ampere.

Answer 307

The accessory gearbox is generally driven by the N2 shaft (connecting the high-pressure turbine to the high-pressure compressor) and in turn drives the engine accessories such as generators, hydraulic pumps, oil pumps, etc.

Answer 308

No, if it is not necessary for normal operation.

Answer 309

If Yaw damper failure occurs , Pilots are supposed to fly slow and Low. Flying slow : Will reduce the lift on outer wing and corresponding drag , hence stopping the yaw to the opposite side , Thus cancelling the dutch roll. flyign low: Probably to ensure that the aircraft stays well away from stall speed while flying slow.

Answer 310

The fan at low altitude and the Jet exhaust at high They work better at high altitude firstly because the air is cooler. Cool air expands more when heated than warm air. It is the expansion of the air that drives combustion engines. The second reason is the low density of the air. Low density causes low drag and therefore the aircraft flies much faster at high altitude than on low altitude when it is given the same thrust. At this high speed, the mass flow through the engine is comparable to the mass flow at low speed in high density air (low altitude). The amount of energy needed is to heat the air to exhaust temperature is comparable between high and low altitudes. But since the aircraft at high altitude flies much faster, the amount of power generated is higher (Power=Thrust×Speed) at altitude.

Answer 311

EPR - Engine Pressure Ratio - * is the ratio of Turbine discharge to Compressor Inlet Pressure. - Pressure measurements are recorded by probes installed in the engine Inlet and at the Exhaust. - An EPR gauge is used to indicate the power/ THRUST Output of a Turbofan engine. - PRIMARY FOR THRUST PRODUCED!

Answer 312

Temperature of air increases as its pressure increases (compression). PV= nRT

Answer 313

Air goes from the compressors and goes through PACKS (Pressurization Air Conditioning Kits) for cooling then are mixed with hot air to control temperature Environmental Control System (ECS), works by taking in outside air, compressing it from the engine bleed air, then conditioning it through heating, cooling, and filtering to maintain a comfortable temperature, pressure, and humidity level inside the cabin for passengers and crew

Answer 314

The propeller's blade pitch is changed hydraulically, using engine oil. The component in charge of it all is called the governor. The governor moves oil back and forth through the propeller hub to make sure the prop is at the pitch and speed that you want. Pitch is varied using oil from the engine and a governor to provide the optimum performance for the state of flight you are in. pilot valve

Answer 315

(11) ITT = interstage turbine temp. within the engine's exhaust stream, specifically between the high-pressure turbine and the low-pressure turbine,

Answer 316

The accessory drive is a gearbox that forms part of a gas turbine engine. Although not part of the engine's core, it drives the accessories that are otherwise essential for the operation of the engine or the aircraft on which it is mounted. Example: - fuel pumps, -Hydraulic Pumps -Generator,

Answer 317

Skyhawk C172: Single Slotted with Fowler characterstics When extended, they open a slot between the wing and the flap. By opening a slot between the wing and the flap, high pressure air from the bottom of the wing flows through the slot into the upper surface. This adds energy to the wing's boundary layer, delays airflow separation, and produces less drag. The result? Lots of additional lift, without the excessive drag.

Answer 318

2 on newer crj 200 and 3 on the older 200's

Answer 319

controls the release of air from the cabin, thereby regulating the cabin pressure and maintaining a comfortable, breathable atmosphere for passengers and crew by adjusting to changes in altitude during flight; essentially, it prevents over-pressurization by releasing excess air to the outside atmosphere as needed to prevent exceeding max differential pressure.

Answer 320

(14) APU starter is usually electrically driven. The engines can use bleed air from the APU, or other engine if it is operating at the appropriate power settings, to power the engine starters. The turbine air starter receives it compressed air from either the APU, Huffer Cart, or bleed air from another engine that's already been started.

Answer 321

Air Conditioning Packs take high pressure, high temp air from the engines, cool and condition it so it can be used to pressurize the cabin as well as be used to control the cabin temperature. A PACK takes hot bleed air from the engine, cools it down through a heat exchanger, and then distributes the conditioned air throughout the cabin. Components: A PACK typically includes an air cycle machine (ACM) which is the core refrigeration unit, valves, heat exchangers, and a high-pressure water separator.

Answer 322

Switches that open and close circuits. A relay is an electromagnetic switch operated by a small electric current that can turn on or off one or more larger current circuits (devices) over long distances. The small current circuit in the relay is much safer and better for people and sensitive panel electronics than a conventional switch connected directly to the large and high current circuit it's controlling. (August 31, 2019 - Mark J.)

Answer 323

Very vague questions like this allows the interviewer to dig in to your overall knowledge and let’s you dig holes for yourself. Talk about what you know about.

Answer 324

Axial flow is compressed air going thru the engine core (straight line), centrifugal flow is air going outward.

Answer 325

A battery with a capacity of 1 amp-hour should be able to continuously supply a current of 1 amp to a load for exactly 1 hour. ---So a Battery XY amp/hours should be able to supply a current at its full capacity for XY hours. For example, a 20 amp-hour rated battery can discharge 20 amps of current for 1 hour. Rarely will you load this battery to the full 20 amps. So, more practical ways to express this are: 1 amp of current for 20 hrs; 5 amps for 4 hrs; 10 amps for 2 hrs; These ratings can be expressed in different values as long as the product equals the total capacity.

Answer 326

The fan at low altitude and the Jet exhaust at high

Answer 327

By using the venturi effect, where air speeds up in the manifold due to a narrowing of the chamber, fuel is vaporized and mixed with air prior to entering the engine. The volume of air flowing through the induction system is the primary means of fuel metering. Fuel injected systems work a little differently that carbureted engines, because there is no air mixed with the fuel in the metering system. A servo regulator measures airflow entering the engine, and meters fuel accordingly for the proper mixture.

Answer 328

N1 is the low-pressure engine spool speed, measured at the combustor output

Answer 329

storing extra hydraulic fluid under pressure, and providing that fluid in times of peak demand or emergency. It is a steel cylinder or spare with a diaphragm in the middle, one half is filled with Nitrogen or air and the other contains fluid. The purpose of an accumulator is to store power and supply fluid when needed in case of a pump failure also to absorb any pressure surges.

Answer 330

A magneto is an engine mounted, direct drive device that converts rotational motion into electrical energy which is then routed through wires to spark plugs in each cylinder of a piston engine and set to fire at specific times during crankshaft rotation. There are generally two per engine to provide redundancy as well as higher performance due to more efficient ignition of the fuel/air mixture.

Answer 331

Depends on battary

Answer 332

Bleeds off provides extra engine performance and you can keep the APU running to cool the customers, if you so desire. Most of our take offs were packs off until 1000 ft. Bleeds on for pax comfort (on our a/c the APU is for ground use only). High altitude airport, Aircraft T/O weight too close to max T/O weight, poor performance factors. Non issue to takeoff with bleeds closed

Answer 333

(11) Interstage Turbine Temperature (ITT) is the temperature of the exhaust gases between the high pressure and the low pressure turbines. The gas temperature is measured by a number of thermocouples mounted in the exhaust stream and is presented on a flight deck gauge in either degrees Fahrenheit or degrees Celcius. Maintaining a proper ITT range is crucial for engine efficiency and longevity, as exceeding the limit can cause damage to turbine components.

Answer 334

Generators don't produce rated output until engine rpm is up in the midrange of operation - typically above 1,400 rpm.

Answer 335

Injected-opposed 320in of cubic displacement

Answer 336

Depends C-172N has a O-320H2AD letter D indicates a Bendix dual magneto in a single-case driven by a single-drive

Answer 337

(12) In flight, the APU is a back-up source of power for the generators. On the ground, the APU provides power for lighting, heating, cooling, cockpit avionics, hydraulic pressure, and main engine starting. (1) You’ll need to start your engines with a ground cart and use a cross bleed start if using one engine to start the other (0) If an flight, nothing would be affected because the engine drives everything. If on the ground than the electrical, pressurization, air conditioning.

Answer 338

(9) Fly the airplane. Determine the best alternate (whether planned or back-up emergency alternate), run through your checklists to determine the failure (if time and safety permits).

Answer 339

This has less to do with the engine's angle of attack and more to do with compressor blade angle of attack. the compressor blade's angle of attack is exceeded, but don't go beyond that. Compressor stall occurs when air can't flow smoothly through the compressor section. Airflow can stop or even reverse flow. Compressor blades stall for numerous reasons: blade failure, foreign object damage, a fuel mixture that is too lean, abrupt aircraft movement (severe pitch up or down), excess fuel flow. -Advanced Aircraft Systems by David Lombardo Variable pitch stator vanes help prevent this issue. A steady state compressor stall is where it's not a single bang but successive bangs and will cause engine damage and eventual failure. On modern engines, steady state compressor stalls generally indicate something is wrong with the engine, like FOD ingestion, worn/contaminated compressor section, or the engine control computer is letting the pilot operate outside the design envelope.

Answer 340

(4) In a C172P and many earlier models, fuel could move between tanks through the vent tube up top if overfilled, as well as out of the external vent. Via gravity the fuel flows from both tanks into the fuel selector valve (4 position) It then passes the bottom fuel drain sump and goes into a fuel strainer. The fuel strainer provides gravity fed fuel to the engine primer, and carburetor. Inside the carburetor it enters fuel jets (small nozzles) which atomizes due to high velocity air inside the carburetor venturi tube and atomizes into the intake manifold where it is drawn through intake valves into the combustion chamber.

Answer 341

At it’s maximum rated RPM at sea level pressure.

Answer 342

(5) Fixed pitch maintains a constant blade angle that cannot be controlled by the pilot, Either a climb or a cruise prop. where as a variable pitch is controlled by the pilot to allow for maximum efficiency at different phases of flight.

Answer 343

compressing a gas causes it the temperature to increase. So the answer is that it heats as compressed

Answer 344

(12) If it is the accessory section of the jet engine, things like a fuel pump, generator or Constant Speed Drive generators, things like that.

Answer 345

To allow the battery to be charged by the alternator while the alternator is running.

Answer 346

(18) The Ram Air Turbine generates power from the air stream to supply power to either an electrical generator or to hydraulic pumps and is an emergency power supply to vital systems.

Answer 347

Two shafts.

Answer 348

Low-Pressure Bleed Air: Engine Starting and Air Conditioning. High-Pressure Bleed Air: Thrust reversers, cowl and wing anti-ice.

Answer 349

If the battery died, the alternator will still power your system. It only requires the battery during starting of the alternator.

Answer 350

Voltage supplied tapers off the longer the battery is discharged,, doesnt hold steady like NICAD (dims like flashlight). It doesn’t have as long of a usable life as a Nicad and it’s more susceptible to cold weather soaks inhibiting starts in those environments

Answer 351

EPR has a positive relationship to thrust. Therefore, if EPR is increased thrust is also increased since the ratio of inlet pressure to exhaust pressure is greater. But thrust on a jet engine is not comparable to horsepower on a reciprocating engine (which I'm assuming this is what the question is referring to). Equivalent shaft horsepower (ESHP) is the total engine power of a turboprop, which includes the shaft horsepower and the thrust from the exhaust. Shaft horsepower The power of the propeller, which is based on the propeller's RPM and the torque applied to the propeller shaft Exhaust thrust The thrust from the exhaust of the engine, which is usually less than 10% of the total engine power

Answer 352

Vso, Stall speed in the landing configuration.

Answer 353

Takeoff or a Go-Around / Missed Approach because this is when the engine is at high power with a potentially high angle of attack, which can disrupt the smooth airflow through the compressor blades, leading to a stall.

Answer 354

the SI unit of electromotive force, the difference of potential that would drive one ampere of current against one ohm resistance. - Basically it is electrical pressure*

Answer 355

1) Continuous position to land on intended runway 2) Required flight visibility 3) Runway environment in sight (approved visual reference for the runway)

Answer 356

Accumulator, Hydraulic Pumps on each engine maintain the desired 3,000 psi.

Answer 357

If its a free turboprop, then yes you can because the power turbine which spins the propeller is not connected to the compressor turbine.

Answer 358

In free turbines, the loads are driven by rotors that are not physically linked to the turbines. Free Turbine. In a free-turbine engine, the propeller is driven by a dedicated turbine. A different turbine drives the compressor; this turbine and its compressor run at near-constant RPM regardless of the propeller pitch and speed.

Answer 359

Yes, for air conditioning and bleed air in the cabin. However, in the case of take-off in a short runway or a scenario that requires higher performance climb, bleed air can be switched off to reduce take-off roll distance and enhance climb rate.

Answer 360

The primary difference between a constant speed prop for SE vs ME is what the neutral state of the prop wants to be. In a SE aircraft, with no oil pressure, the prop is at a low angle of attack relative to the direction it turns. In ME aircraft there are systems in place such as large springs and counter weights constantly trying to feather the prop into a high angle of attack. When you stop the engine for a ME aircraft there is a mechanism that locks in the props attitude so it does not completely go to feather because this would make starting the engine difficult. Some aircraft have a reservoir of pressurized oil that help you unfeather the prop easier. A full feathering prop helps reduce drag in the case of OEI flight. Oil pressure in a SE aircraft increases blade angle while it decreases blade angle in a ME aircraft. Like this Answer

Answer 361

kilovolt-amp. kVA is a measure of the apparent power (what it's capable of) output of the generator whereas watts are a measure of the real power (what you're actually getting). In a DC system apparent and real power are equal (power factor = 1). In an AC system, real power (watts) are usually less than apparent power (VA) due to inefficient electricity transference.

Answer 362

6.79 or rounded up to 6.8 lbs/gal

Answer 363

Use them early and often; that's the message from the NTSB when it comes to activating deicing boots on your aircraft. The longstanding debate over so-called "ice-bridging" notwithstanding, the safety board recommends inflating the boots with as little as one-quarter inch of ice on the surface.

Answer 364

(14) Ignitors are used during engine start and are normally used again only for takeoff, landing or cruising in heavy precipitation or icing conditions.

Answer 365

A fuel pump with no moving parts. operates solely by suction or low-pressure area created by a Venturi effect within the pump. That pressure is created by passing high-pressure fuel from the electric (or engine driven) fuel pump through the orifice. A jet pump can be used to: a. remove fuel vapors before the fuel enters fuel control unit b. provide a constant flow to the main fuel pumps. c. Maintain "collector" or "feeder" tanks at their appropriate level. d. Return needed (bypass) fuel to a fuel tank from an electric pump or Fuel Control Unit From Everything explained for the professional pilot

Answer 366

(1) Yea because the air going in to the carburetor has moisture from humidity and when it accelerates through the carburetor cools significantly (up to 70 F)

Answer 367

Fixed, unswept, dihedral, externally braced wings with integral fuel tanks

Answer 368

maximum ramp weight for a Cessna 172N is 2,307 lbs. Includes 1.1 gallons of fuel for startup, taxi, runup

Answer 369

Flap speed range. Vfe is the top of the white arc. Vso is the bottem. Vfe is not the whole arc

Answer 370

(2) DA negatively affects engine performance. The higher the DA the less performance output you will have. Higher DA’s are expected on hot days at high altitude airports.

Answer 371

crit mach is the airspeed at which airflow over some part of the aircraft (wing, tail, fueselage etc) begins to exceed mach 1.0. Air can accelerate above mach 1.0 no problem; the issue is when it decelerates and creates a pressure wave. fast air is low pressuire, when it slows down the pressure increases, so adverse pressure gradient acts backwards, creating drag and robbing energy from wing. when air has lost enough energy, it will separate from wing, causing stall. COL lift typically is at 25% mean aeroduynamic chord. when supersonic, COL moves aft to about 50% MAC, increasing lever arm between CG and COL, further causing nose down pitch moment called mach tuck. Fix it by reducing power and deploying drag devices - spoilers, gear. mach tuck - crit mach at root, also a factor is the turbulent wash over the horizontal stabilizer causing loss of downforce on tail mach pitch - crit mach at tip

Answer 372

Pros: on a swept wing, only some of the air flows parallel to the chord line. The other part flows perpendicular to the chord - this is called spanwise flow. Only the component of airflow flowing parallel to the chord line accelerates. So, by reducing the amount of airflow flowing parallel to the chord line, you've reduced the amount of acceleration - and delayed your critical Mach number. Now you can fly at a higher Mach number before you start to create wave drag. cons - When you reduce the amount of air flowing parallel to the chord line, you reduce the amount of lift the wing creates. At high speed, this isn't a problem - your high airspeed requires a small angle of attack to create lift. However, at slow speeds, you're at a high angle of attack, and sweeping the wing can force a very high angle of attack - nearing your stalling angle of attack. To counter this, swept wing aircraft use extensive flap systems - like fowler flaps, and leading edge slats. Sweeping the wings also affects the stall pattern. The amount of spanwise flow compounds as you approach the wingtip, decreasing the wingtip's effective airspeed and thickening the boundary layer. This can cause the wingtip to stall before the wing root - meaning you lose aileron control at the onset of the stall. That could make for a wild ride.

Answer 373

Coffin corner is a dangerous region in aviation where a plane's stall speed is close to its critical Mach number. Can be as close as 5 kts, meaning any decrease in speed will result in high altitude stall, and an increase will exceed crit mach and cause mach tuck. Left side represents stall speed whcih increases with altitude. As you climb, the air becomes less dense, and your wings need more airflow to generate the same amount of lift. So, as you climb, your true stall speed increases (IAS of stall always the same) Right side represents MMO (Maximum Mach Number) decrease with altitude. This is because colder air has slower speed of sound and therefore slower airspeed required to exceed crit mach. to get out: Very carefully. Reduce throttle and ease forward on the stick to maintain a constant speed while descending. As you get lower reduce speed until you get to a reasonable cruising altitude and never do that again. Realistically, modern jets are thrust limited so a more common scenario would be flying into an area of warmer weather (say -50C as opposed to -60), engines will produce less thrust and airspeed will slow until you near stall, thus giving you a low speed warning.

Answer 374

(14) Swept wings use their shape to redirect part of the airflow along the front of the wing (span wise flow) and this reduces the amount of air flow over the wing. This increases the critical Mach number. Chord wise - gives the shortest distance from leading edge to trailing edge - perpendicular to chord line.

Answer 375

It's a vibration caused by reaching the critical Mach number and it's caused by the formation of a shockwave over the wings.

Answer 376

As air accelerates about the surface of an aircraft [typically (but not limited to) over the top of the wing] local velocities can reach Mach 1, while the rest of the aircraft is still sub sonic. This super sonic flow builds up against pressure waves of subsonic air behind (think subsonic air downstream traffic jamming the supersonic air) and forms a shockwave. Shockwaves create a huge amount of drag, loss of lift, and often an alteration of stability and control characteristics (pitching moment). The speed at which shockwaves begin to form is known as Critical Mach or M subscript Crit. Air is only accelerated about a wing across the CHORDWISE component. Wingsweep divides the total flow over the wing into chordwise and span wise components. Picture a right triangle, with the hypotenuse being the total flow, and the shorter sides as span wise and chord wise flow. By dividing the flow into smaller components, shockwave formation is delayed and Critical Mach is increased. Meaning the airplane can fly faster before a shockwave develops.

Answer 377

Swept wings delay airflow separation due to the shockwave from approaching the speed of sound thus increasing the aircrafts critical mach number ( you can fly faster)

Answer 378

(38) A Dutch Roll is a combination of rolling and yawing (coupled lateral/directional) oscillations that normally occurs when the dihedral effects of an aircraft are more powerful than the directional stability

Answer 379

(59) Advantages: Higher cruising speeds due to higher critical mach number. Disadvantages: Reduced lift, which requires high lift type flaps and leading edge slats. At low airspeed the wingtips stall first due to spanwise flow accumulating at wing tips which thickens the boundary layer, which results in loss of aileron effectiveness. Poor yaw tendencies

Answer 380

6) Swept wings reduce airflow acceleration over the wings and delay crit mac. The airflow is divided into span-wise flow and chord-wise flow. As airflow acceleration is now reduced over the wing, the airplane can now go faster before you experience shockwave and the resultant drag

Answer 381

At the wingtips

Answer 382

A series of out-of-phase turns, when the aircraft rolls in one direction and yaws in the other.

Answer 383

Request lower, descend carefully

Answer 384

When the center of pressure/center of lift moves too far rearward. Not enough elevator control exists to overcome forces and maintain level flight. Usually around mach 1.0

Answer 385

A gyro operated stability augmentation auto control system installed to automatically provide immediate rudder input when necessary to aid in canceling out yaw tendencies such as those of Dutch roll.

Answer 386

TAS in relation to the local speed of sound

Answer 387

The increasing size of the shockwave (with an increase in Mach number) forces the COL and COP aft.

Answer 388

PAST, P-factor, Accelerated slipstream, spiraling slipstream torque

Answer 389

Any wing, including a straight wing has spanwise flow has the higher pressure on the lower side of the wing tends to flow towards the upper area where we have lower pressure. It tends to do so in any way possible, at the trailing edge by creating small eddies and vortices and also by flowing outwards from the root towards the wingtips. Then at the wingtips it attempts to curl up and over which in turns creates wingtip vortices. All of these disturbances, including the spanwise flow and wing tip vortices adversely affect straight laminar flow which is what we know as Induced Drag and it's simply a by-product of the production of lift. Spanwise flow in particular is strongest at slower speeds.

Answer 390

On a straight wing the stall occurs at the wing route first. On a sweptwing it will occur at the wing tip first. With a swept wing stalling at the wing tip first The stall occurs over the control services as well giving you less slow speed stability. Stalls begin at the wing root on a straight wing, and on a swept wing they begin at the wing tip. Swept wing aircraft have worse stall recovery characteristics compared to a straight wing. Also, swept wings typically have devices added near the wing tips to reduce induced drag and maintain airflow over those wing tips (winglets, wing fences, etc) in the event of a stall so control effectiveness is retained.

Answer 391

Yaw damper

Answer 392

When the plane yaws, the relative wind is now more aligned with the chord of a swept wing causing more temporary lift on that wing.

Answer 393

The minimum speed at which you can Maintain directional control with the critical engine inoperative. Vyse - best single engine rate of climb speed V1 The maximum speed at which a pilot can stop the plane on the runway if a takeoff is canceled V2 The minimum speed that the plane must maintain after V1 if an engine fails The speed that allows the plane to climb safely after an engine failure

Answer 394

Leading Edge Slats, flaps

Answer 395

It would have a buffet and you’ll lose 4-5k feet

Answer 396

V1 is the speed by which time the decision to continue flight if an engine fails has been made. It can be said that V1 is the "commit to fly" speed

Answer 397

AOA (COP moves forward with increasing AOA) and Supersonic Shockwave

Answer 398

Dutch Roll

Answer 399

(7) The chord line is drawn perpendicular to the leading edge of the wing back to the trailing edge. For a swept wing, the chord line will angle towards the fuselage.

Answer 400

) lift weight thrust drag

Answer 401

(4) Aircraft in flight disrupt the air they're moving through and leave behind turbulence. Most notably, wingtip vortices travel outward from, up, and around each wing and sink down below an aircraft's flight path. They become more pronounced in heavy, clean, and slow aircraft.

Answer 402

Jet wings are tapered so the chord is longer at the root, because it is longer the air is accelerated and will reach Mach 1 first. Due to the wing taper, the air near the wing tip follows a spanwise flow (not parallel to the wing chord). The spanwise flow delays the air reaching the critical mach speed. The air flow near the wing root can be accelerated to the critical mach speed even in subsonic flight speeds.

Answer 403

The engine that if suddenly lost would have the most adverse affect on climb performance and handling characteristics.

Answer 404

Vortex generators - The vortices pull high energy air into the boundary layer, which delays a stall. Stall fences - disrupt spaniwse flow, which would otherwise increase toward the wing tips, causing the stall to develop at the tips. Winglets.

Answer 405

Flaps both increase lift and induced drag for a given AOA. They allow a compromise between high cruising speeds and low landing speeds. (PHAK 5-8). Flaps also increase both the camber and/or surface area of the wing. They also serve as a means to steepen a descent for an approach without increasing airspeed (Turbine Pilot's Flight Manual pg. 73).

Answer 406

n aerodynamic condition in which an airplane exceeds its given critical angle of attack and is no longer able to produce the required lift for normal flight.

Answer 407

The speed of sound has to do with temperature, in colder temps sound travels slower so at altitude you'd reach the speed of sound at a lower speed than you would at sea level.

Answer 408

1.) P-factor (Asymmetrical thrust), 2.) Gyroscopic precession (action), 3.) Spiraling Slipstream (Corkscrew effect), 4.) Torque effect (newtons third law).

Answer 409

(11) Decrease the angle of attach by lowering the nose and maybe add power.

Answer 410

Max endurance is the maximum time it can remain airborne. (MIN FUEL FLOW) The longest endurance is achieved when the engine needs to generate the least amount of power to push the aircraft forward Max range Occurs at maximum lift/drag ratio (L/DMAX) (MIN FUEL/DISTANCE) Flying faster than the best range speed increases drag and fuel flow, which reduces range

Answer 411

Vx and Vy increase with increased weight. Vx increases and Vy decreases with increased density altitude. Where they meet is the absolute ceiling and where 0 excess thrust exists to continue a climb. Vy is best rate (most altitude in least time) Vx is best angle (most altitude in least distance)

Answer 412

a stall induced by separation of flow caused by pressure changes resulting from shock waves a marked increase in drag and a loss of lift and control on an aircraft approaching the speed of sound.

Answer 413

More stable at slower speeds than a swept wing, allowing for slower, more stable approaches. Does not, however, perform as well at high speeds. (16) Stalls at the root first thereby keeping your ailerons effective during a stall which helps recovery.

Answer 414

For a given constant IAS, TAS increases with altitude. As altitude increases, the air is less dense, meaning that less molecules will go into your pitot tube/mast, giving you a lower indicated airspeed. Your true airspeed does not necessarily change, it will just read higher than the IAS.

Answer 415

(12) Yes, a stall is created by exceeding the critical angle of attack which can happen at any airspeed and any attitude

Answer 416

When following a larger aircraft on final approach: - Stay at or above the larger aircraft's final approach flight path. - Note the touchdown point, and land beyond it. Avoiding wake turbulence on takeoff: -Rotate prior to the point at which the preceding aircraft rotated. -Maneuver your aircraft to avoid the flight path of the preceding aircraft.

Answer 417

Vne - never exceed

Answer 418

(13) Induced drag is highest at low airspeed and parasite drag is highest at high airspeed. The best glide airspeed is where the induced drag equals the parasite drag (where the curves intersect on a drag/airspeed graph).

Answer 419

V2 - Takeoff Safety Speed V-YSE (Blue line)

Answer 420

The result of lift and induced drag. The high pressure below the wing normally provides lift, but some of it escapes around the outside of the wings, creating a vortex and drag. Will be greatest HEAVY CLEAN SLOW

Answer 421

(13) It's the point where lift-to-drag ratio is greatest. Total drag would be minimized and your range would be increased.

Answer 422

(24) Airflow that results in decrease in pressure (i.e. top the wing) also results in decrease in temperature

Answer 423

(28) The distance where Accelerate stop and accelerate go distances are equal. In aviation, a balanced field takeoff is a condition where the takeoff distance required (TODR) with one engine inoperative and the accelerate-stop distance are equal for the aircraft weight, engine thrust, aircraft configuration and runway condition.[1] For a given aircraft weight, engine thrust, aircraft configuration, and runway condition, the shortest runway length that complies with safety regulations is the balanced field length.

Answer 424

A wing that maintains and equal chord

Answer 425

(12) A delta wing is an airfoil shaped like a triangle* for supersonic aircraft

Answer 426

"split the ball and raise the dead". so rudder opposite of the dead engine to split the inclinometer ball, then apply bank into the good engine around 3-5 degrees.

Answer 427

(9) chord refers to the imaginary straight line joining the leading and trailing edges of an aerofoil

Answer 428

No, it may be placarded for the Va at max gross weight, but it it not listed on airspeed indicators because it is a moving target. That is, because Va is a function of weight, and weight is always decreasing (as you burn fuel), that means Va is always decreasing.

Answer 429

The “pinched waist” – there is an indentation in the fuselage near the wing, which reduces the drag at transonic speed, allowing the airplane to fly faster and farther without increasing power.

Answer 430

(23) it directs the wing airflow up and away from the upper wing surface reducing induced drag.

Answer 431

Pascal's law says that pressure applied to an enclosed fluid will be transmitted without a change in magnitude to every point of the fluid and to the walls of the container.

Answer 432

P factor and lack of right rudder coordination

Answer 433

Defined by the ladder like markings on the field, the area that the ILS signals are sent out on the approach. Aircraft in the critical area could reflect these signals

Answer 434

Study Jeppesen charts. Remember approach category speeds and be careful to read the vis. as RVR or SM depending on the approach plate!

Answer 435

FAR 121.651 says if you are inside the FAF, you can continue the approach to minimums).

Answer 436

At some airports, mostly the larger commercial service airports, an enhanced taxiway centerline will be used. The enhanced taxiway centerline marking consists of a parallel line of yellow dashes on either side of the normal taxiway centerline. The taxiway centerlines are enhanced for a maximum of 150 feet prior to a runway holding position marking. The purpose of this enhancement is to warn the pilot that he/she is approaching a runway holding position marking and should prepare to stop unless he/she has been cleared onto or across the runway by ATC.

Answer 437

Area extending off a runway where you can take off but cannot be used to land. It is depicted on a chart with three connected, stretched circles. In person there will be arrows. A displaced threshold is a threshold located at a point on the runway other than the designated beginning of the runway. Displacement of a threshold reduces the length of runway available for landings in this direction only. The portion of runway behind a displaced threshold is available for takeoffs in either direction and landings from the opposite direction. Most often, the offset threshold is in place to give arriving aircraft clearance over an obstruction. it may also be introduced as a noise mitigation. A displaced threshold is marked by: -A stripe showing the displaced threshold -Arrows along the centre line - Arrowheads across the width of the runway just prior the stripe in case of temporary displaced threshold On jeppesen chart, it is a rectangular black line, filled white inside

Answer 438

Maltese cross

Answer 439

Critical area when conditions are below 800/2 where you may be asked to hold short. It protects either the LOC signal, GS signal, or both, depending on the airfield and location of taxiway

Answer 440

when it is actually at glide slope intercept.

Answer 441

Glideslope Intercept at Published Glideslope Intercept Altitude

Answer 442

If natural ie. terrain, it will be marked by the dots that show peaks in terrain with the bold arrow that designates the highest point. If man made, it will have some sort of symbol like a tower.

Answer 443

At a non-towered airport towered airport when the tower is closed When they denote a Runway Approah Area Holding Position, accompanied by a white-and-red sign that would say, for instance, 15-APCH, you are only required to stop at this position when specifically instructed by ATC Per AIM 2-3-5 (a)(3).

Answer 444

ILS critical holding short

Answer 445

Ceiling less than 800 feet and visibility less than 2 miles or when instructed by ATC. Pilots are not required to hold short of ILS critical areas unless ATC instructs you to hold short. AIM 1-1-9: ATC issues control instructions to avoid interfering operations within ILS critical areas at controlled airports during the hours the Airport Traffic Control Tower (ATCT) is in operation. critical areas are not protected at uncontrolled airports or at airports with an operating control tower when weather or visibility conditions are above those requiring protective measures. Aircraft conducting coupled or autoland operations should be especially alert in monitoring automatic flight control systems. (See Figure 1-1-7.)

Answer 446

Runway Approah Area Holding Position These markings are used at some airports where it is necessary to hold an aircraft on a taxiway located in the approach or departure area of a runway so that the aircraft does not interfere with the operations on that runway. This marking is collocated with the runway approach/departure area holding position sign. When specifically instructed by ATC, “Hold short of Runway XX approach or Runway XX departure area,” the pilot MUST STOP so that no part of the aircraft extends beyond the holding position marking. Aim chapter 2 section 3.

Answer 447

Destination signs have black lettering or digits over a yellow background. Taxiway signs, assuming you are already on a taxiway will depict yellow lettering with or without digits, over a black background. Remember "Yellow over black, is where you're at" and "Black over yellow, is where it's at". Furthermore, reference the AIM and FAA publications on runway and taxiway identification to familiarize yourself with colors and phraseology used on the movement area.

Answer 448

Destination/Direction- Yellow background with black inscriptions Location- Black background with yellow inscriptions

Answer 449

white letters red background

Answer 450

Remember to read top to bottom on each of the sections in the briefing box and then the FAF is designated by the end of the “feather” on the profile view as well as described with the briefing strip

Answer 451

ILS Critical Area Boundary = Yellow background black ink bar like railway. ILS Critical Area Hold Sign= Red background, white ILS letters inside.

Answer 452

The bottom altitude on a Standard Terminal Arrival Route (STAR) is the last published altitude on the STAR or STAR Runway Transition.

Answer 453

Typically white. On precision instrument runways, yellow replaces white on the last 2,000 feet or half the runway length, whichever is less, to form a caution zone for landings.

Answer 454

Standard instrument departure

Answer 455

Black sign, white numbers

Answer 456

(5) Know Jepp charts and where all information is located on them.

Answer 457

On Jepp chart the tallest obstruction is shown with a big bold black arrow.

Answer 458

A standard displaced threshold has white markings. Yellow markings are used if the relocated threshold is preceded by a taxiway aligned with the runway (AIM figure 2-3-3.)

Answer 459

Glideslope intercept at GS intercept altitude.

Answer 460

When we intercept the GS at publish altitudes.

Answer 461

Cone with "rays" radiating from it

Answer 462

From the Jeppesen glossary: Normal coverage is a 25 NM radius from the forming facility/fix. If the protected coverage is other than 25 NM, that radius is depicted below the forming facility/fix. (February 09, 2019 - Unknown)

Answer 463

ALSF-1 has red terminating bars that are parallel to the threshold. ALSF-2 has red side bars that line up with the touchdown zone lights.

Answer 464

ATC clearance authorizing pilots to navigate a SID vertically and laterally while complying with all published restrictions Lowest published altitude on arrival, generally this is assigned to the last fix on the arrival.

Answer 465

(9) iThe same as you would one in a towered airport with the exception of making sure the approach is being monitored

Answer 466

Waypoints on a GPS Jepp approach plate look like white ninja stars with 4 points.

Answer 467

without GPS in the airplane, either identify the fix with DME (given the aircraft is equipped with an actual DME receiver, or via a cross radial from another VOR, depending on the type of approach and what is shown on the plate. (9) Precision Approach, FAF is where the glideslope is intercepted. (Not necessarily a fixed coordinate or waypoint) Non-Precision Approach, FAF is where the FAP (Final Approch Point) is depicted by Maltese cross on IAP plate.

Answer 468

row of black and yellow arrows

Answer 469

Indicate areas of pavement aligned with the runway that are unusable for taxi, takeoff, or landing. Chevrons cover blast pads or stopways, which are constructed to protect areas from erosion caused by jet blast and to provide extra stopping distance for aircraft (stopways). http://download.aopa.org/epilot/Rwy_Flash_Card_Chevron_Markings.pdf

Answer 470

A defined point on the final approach course of a non-precision straight-in approach procedure from which normal descent from the MDA to the runway touchdown point may be commenced, provided the approach threshold of that runway, or approach lights, or other markings identifiable with the approach end of that runway are clearly visible to the pilot.

Answer 471

White, red and green. Threshold lights are green and are part of the ALS

Answer 472

(Think of half a hold short line) 1 solid line 1 dashed line

Answer 473

) MINIMUM OBSTRUCTION CLEARANCE ALTITUDE (MOCA)? The lowest published altitude in effect between radio fixes on VOR airways, off-airway routes, or route segments which meets obstacle clearance requirements for the entire route segment and which assures acceptable navigational signal coverage only within 22 nautical miles ( or 25 statute miles) of a VOR

Answer 474

) Taxi way edge lights are blue and center line lights are green

Answer 475

) This is the lowest published altitude between radio navigation fixes that assures acceptable navigational signal coverage and meets obstacle clearance requirements between those fixes*

Answer 476

D indicates DME/TACAN, L for low altitude class VOR

Answer 477

location of a beacon

Answer 478

Tiny star/ asterisk

Answer 479

On the “Airport Info (CONTD), Take-off Mins” plate, often 10-9A or 20-9A

Answer 480

Blast pad is for jet blast erosion. EMAS is to aid in stopping an airplane that is overrunning the runway

Answer 481

First 3000 ft from the thresholdIt's the first 3,000' or first 1/3 of the runway, whichever is shorter

Answer 482

The runway centerline lights are white until the last 3000 ft of rwy. The white lights begin to alternate with red for the next 2000 ft, and for the last 1000 ft of the rwy, all centerline lights are red." AIM 2-1-5

Answer 483

The configuration of signal lights starting at the threshold and extending into the approach area 2,400-3000' for a precision, instrument runway 1,400-1,500' for a non-precision, instrument runway MALSF 1400ft MALSR 2400ft (the flashing RAILS extend from 1400ft to 2400ft)

Answer 484

Published on Chart: Top Altitude is XX,XXXft

Answer 485

) MALSR doesn't have either of the red terminating bars or the red side row bars https://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/lsg/malsr

Answer 486

Yellow Sign with black slanted lines through it

Answer 487

Ramp Tower frequency listed on chart, unless otherwise listed in "Operational Notes"

Answer 488

Pattern of bold "U's in opposite direction", splitting the two sides with different frequencies down the middle of the chart. Chart frequencies are listed in two boxes (one on each side) inside a box with the same pattern

Answer 489

Generally for U.S. purposes, the ARP (Airport Reference Point) is the approximate geometric center of all the usable runway surfaces, is where the airport elevation is surveyed from, and is the exact coordinates that are used for navigating "direct to" the airport using GPS

Answer 490

established inbound on the final approach course

Answer 491

(15) IFR airports are blue and VFR airports are green on Jepp

Answer 492

(11) A black compass rose with a black scalloped cirlce inside.

Answer 493

(27) you have 1000 feet or runway remaining

Answer 494

(15) MOCA only guarantees reception within 22 NM from the navaid. Both provide obstacle clearance.

Answer 495

CATII ILS is 100FT DH and 1200 RVR

Answer 496

(4) request a PAR If applicable, it will be announced on the ATIS, "glideslope inop, arrivals expect Localizer RwyXyz"

Answer 497

(13) (R) next to their callsign on the briefing strip.

Answer 498

(8) Depicted on approach chart (FAA and Jeppesen).

Answer 499

(6) Solid white bar on each side of rwy centerline aprox. 1000ft from end of runway threshold used as aiming point for landing operations

Answer 500

(8) Consult the A-FD for the field you are located at and contact the area controller listed, either by phone or once airborne.

Answer 501

Roadway edge stripes (Found on movement areas)

Answer 502

(5) Airport Diagram

Answer 503

(15) Glide slope intercept at the intercept altitude

Answer 504

HAT/300 TIME: Take 10%of the HAT(height above threshold)that will give you time(in seconds)from VDP(visual desent point) to the end of the runway or MAP(missed approach point). Example; If your HAT is 300' at minimums, 10% of 300 is 30,therefore you take 30sec. off of your time from the FAF(final app. fix)

Answer 505

(14) Jepp Charts - feeder or transition routes are heavy dashed black lines. Cross raidials are thin light grey lines.

Answer 506

(3) To locate the given angle of a PAPI light, reference the profile view on an approach plate. The angle of the PAPI will be represented on top of the TCH bold line with a greater sign and angle. Jeppesen 10-9 if the additional runway information is shown on this page. If not, the 10-9A.

Answer 507

(13) Expanded circling minimums - they were put into place to account for the higher true airspeed at higher altitudes.

Answer 508

(10) In the context of aviation, EMAS stands for Engineered Materials Arresting System. It is a safety feature designed to enhance aircraft safety during landings and prevent runway overruns or undershoots. EMAS is primarily used at the end of runways to provide an extra layer of safety in case an aircraft overshoots the runway during landing or rollout. EMAS is made up of a bed of specially designed crushable materials that are placed at the end of a runway. These materials are engineered to progressively crush and decelerate an aircraft that goes off the runway surface. When an aircraft's wheels make contact with the EMAS materials, the energy of the aircraft's motion is absorbed as the materials crush and compact, creating a controlled deceleration that helps bring the aircraft to a safe stop.

Answer 509

(6) A flyby waypoint you do not need to physically fly over it (can cut the corner).Denoted with a 4 point star with no circle around it. A flyover waypoint, you need to physically fly "over" it, hence the name. denoted with a 4 point star with a circle around it

Answer 510

(31) On Jepp charts it's called a MORA (Minimum Off-Route Altitude). Below 10,000ft it's green, 10,000ft and above it's maroon (red).

Answer 511

(18) a red dashed line around the area see sfo inner class B ring.

Answer 512

(22) Runway centerline lights are white until the last 3,000 feet of the runway. Of that 3,000 feet, the first 2,000 feet alternate red and white and the last 1,000 feet of are red. This is to let you know how much runway is left before the end. Of course you will see the REL's (Runway End Lights) at the end of the runway as well.

Answer 513

(8) Use your ground speed and time. If you are going 120 KTS then you are going 2 miles per minute. In 5 min you are 10 miles out.

Answer 514

(19) B indicates that this is the second type of circling approach created for the airport. A would’ve been the first. For approaches designed for a specific straight in runway the letters start at Z and move backwards.

Answer 515

(5) The “FAF” for the ILS is 6,000’ with the glide slope centered. If on the localizer approach the FAF is where the maltese cross is.

Answer 516

both at 18,000ft-FL450 inclusive V - victor low T - RNAV low

Answer 517

Taxiway centerline lights are green

Answer 518

flyover waypoint

Answer 519

Go around. You are lined up on a taxiway

Answer 520

Runway aiming points

Answer 521

) KIDA has 4 runways. 03, 21, 17, 35.

Answer 522

(3) The slope of the runway is indicated on the airport diagram, chart supplement, or on Jeppesen chart 10-9.

Answer 523

Bold arrow

Answer 524

(2) indicates the point where the glide slope meets the DH on a CAT II ILS approach

Answer 525

(3) Precision instrument, non-precision instrument, visual

Answer 526

(1) Chart supplement

Answer 527

(2) Go missed immediately, get to a holding pattern and run checklists. if all checklists and trouble shooting have been run and the problem still occurs, declare a potential emergency that the gear might not be down and locked and request a flyby before landing, the airport conditions should be VFR as well, if landing gear is in fact not down then make the softest and safest landing as possible with gear positions noted.

Answer 528

(4) I would maintain controls of the aircraft, confirm the flight deck door is locked and request information from the Flight attendant/ other pilot. Confirm if the AED was used, assess the situation to determine for immediate landing or continue to the destination. Require a diversion airport with a medical truck available.

Answer 529

(9) Ideally the landing aircraft would have indicated how much airspeed they lost or gained and at what altitude, assuming the windshear is not associated with a microburst or thunderstorms, I would continue the approach at a higher than normal approach speed, possibly utilizing less flaps as long as all this results in me still having enough performance and runway to land.

Answer 530

(10) Things to know: are you cleared for the approach? Did ATC give you a clearance to descend? Are you established? If the feeder is apart of the approach and you have been cleared you can descend unless otherwise told by ATC. Know max holding speeds. Know max speed for a course reversal (200KTS)

Answer 531

(12) If the passenger is seriously sick, then I would declare an emergency and request immediate vectors to land.

Answer 532

(10) Take the emergency with you into the air, fly the airplane get some altitude and then handle the emergency. Obviously besides a dual engine failure on an aircraft with only two engines. Utilize QRH and available resources , ATC, cabin crew etc.

Answer 533

(23) Make a PA to all the passengers to help my FA, subdue the perpetrator, declare an emergency, land at the nearest suitable airport.

Answer 534

(7) Calculate total fuel, if diversion is necessary where to go (contact company) to ensure a quick turn/services/company base.

Answer 535

(6) I would like to continue the diversion in case of the person relapsing and re-entering medical emergency statu

Answer 536

(9) On the STAR it says "In the event of lost communications prior to runway assignment proceed via ILS RWY25"

Answer 537

You can have a pilot look through the peep hole, be specific when telling your emergency in what you think is going on

Answer 538

Depends is the altitude a mandatory altitude, block, at or above, at or below. Either way correct our altitude and fly the plane!

Answer 539

Follow memory items for an engine fire. Reference QRC/QRH. Immediately declare an emergency with ATC and request vectors to return to the departure airport, unless at the point of the departure we are in there is a closer suitable airport for landing.

Answer 540

3 miles for every 1000ft (3 to 1 rule) altitude to lose 9000’ft x 3 = 27 miles out. In addition, ground speed x 5 = FPM. So 250kts x 5 = 1250’fpm

Answer 541

(13) Land as soo as practical

Answer 542

8) Go around!

Answer 543

Assuming you have not decided to return to the departure airport due to the inconvenience of the lost comms, then remember 91.185 and use MEA AVEF along with your IFR clearance. Since you are technically in the hold in this scenario you would have also received an EFC. So, follow the EFC times and then proceed to you destination using MEA AVEF, assuming you destination airport has not gone below minimums you will not be able to receive ATIS through your radios, nut most approach plates will depict a D-ATIS which means you will be able to receive a digital format of the ATIS onboard the plane. Granted you may also use 91.175 to go below DA/H and try to land. If this is not the case, then you will need to proceed to your alternate.

Answer 544

Use all available resources to determine the best course of action. Verify weather at the destination airport, talk with ATC to see how much longer you will be in the hold. Review this information with the Captain and help him/her come to the best conclusion, whether that is to divert or continue. Declare min fuel - safety is definitely at risk so speak up

Answer 545

(1) If a passenger hits a Flight Attendant (FA) with a coffee pot, the priority is ensuring the safety and wellbeing of all on board. As a pilot, I’d follow company procedure and the aviation law guidelines, potentially involving informing the relevant authorities, ensuring the FA receives medical attention, and making a decision about whether to divert the flight.

Answer 546

(13) Notify ATC of the developing Medical situation, ask for an altitude with a smoother ride and depending on the severity of the emergency look at my diversion options.

Answer 547

(5) I would advise dispatch so we could have the appropriate person apply an approved deicing method to assist in opening the door.

Answer 548

F- Fly I- Identify the issue G- Gather Information(Fuel, divert, wx) S- State the options(Different airports to divert to) T- Take recommendations(Ask dispatch, other crew members)*always ask the crew their thoughts before telling yours, they may just agree with you without telling you their own thoughts first. A- Announce the decision B- Brief the decision Don’t be afraid to declare an emergency. They’re looking that you don’t hesitate to do it. Don’t make decisions without consulting the other crew members.

Answer 549

It depends. What is my ground speed?

Answer 550

(9) Fasten seatbelt sign on. Maintain altitude--don't change. Declare emergency with ATC for priority handling and airspace. Reference the FOM for Bomb Threat and Least Risk Bomb (LRB) location. Notify dispatcher if ATC hasn't already. Ask FA to reference her manual and training for Bomb Threat. Use CRM to develop a game plan with company and crew. Possibly move pax away from 12-C and inspect for bomb depending on situation. If bomb located, try to gather as much intel about it as possible without disturbing it. May have to move bomb to LRB and pack it with wet towels and carry-on items capable of absorbing energy from a bomb detonation. Use all available resources, onboard Wifi, photos, passengers with expertise in hurt-locker tactics, etc. Don't leave the flight deck. Keep the door locked. Fly the plane. Land at the nearest suitable airport based on your game plan.

Answer 551

Maximum speed in a procedure turn is 200 KIAS

Answer 552

3nm for every 1000 ft plus 3 nm to that would be 72 nm. Take 32,000 subtract 9,000. That gives you 23,000. Divide that by 1,000. That gives you 23. Now multiply that by 3 to get 69 nm. Now add 3nm to that. That's how you get 72nm.

Answer 553

(8) Inform the dispatcher of the flight. Calculate minimum diversion fuel. Discuss importance of Dispatch Resource Management and Crew Resource Management.

Answer 554

Where are you cleared to? If you're cleared to a fix from which an approach begins, commence descent and approach at your EFC or if one has not been received, and close as possible to your ETA. If you're not cleared to a fix from which an approach begins, fly to your clearance limit and leave at your EFC or if one has not been received, leave the clearance limit and proceed to a fix from which an approach begins and commence descent and approach as close as possible to your ETA from filed or amended flight plan (May 24, 2017 - Jonathan M.) (9) Assigned (Your last assigned heading) Vectored (If nothing is assigned fly your last vector) Expected (If no vector fly what was expected in your clearance) Filed (Finally fly what you filed) For altitude we use the MEA portion of our acronym Fly the HIGHEST of the following Minimum en-route altitude Expected altitude Assigned altitude

Answer 555

One time, Not without proper guidance. Qrh, maintenance, etc

Answer 556

(2) If a laptop caught on fire in the cabin I would locate the checklist appropriate for an in cabin fire and run the checklist as needed to extinguish the fire and secure the cabin as needed. I could also use the flight attendants and have them try to extinguish knowing they most likely have the training required for this type of ordeal.

Answer 557

Refer to 91.175

Answer 558

Beneath Class B or in VFR corridor through Class B — 200 kias. Class C or D airspace (at or below 2,500 feet agl within 4 nm of the primary airport) — 200 kias (unless a higher speed is specifically approved by ATC) Class E or G airport traffic pattern — 200 kias (recommended) § 91.117 Aircraft speed. (a) Unless otherwise authorized by the Administrator, no person may operate an aircraft below 10,000 feet MSL at an indicated airspeed of more than 250 knots (288 m.p.h.). (b) Unless otherwise authorized or required by ATC, no person may operate an aircraft at or below 2,500 feet above the surface within 4 nautical miles of the primary airport of a Class C or Class D airspace area at an indicated airspeed of more than 200 knots (230 mph.). This paragraph (b) does not apply to any operations within a Class B airspace area. Such operations shall comply with paragraph (a) of this section. (c) No person may operate an aircraft in the airspace underlying a Class B airspace area designated for an airport or in a VFR corridor designated through such a Class B airspace area, at an indicated airspeed of more than 200 knots (230 mph). (d) If the minimum safe airspeed for any particular operation is greater than the maximum speed prescribed in this section, the aircraft may be operated at that minimum speed.

Answer 559

0-6000: 200kts 6001-14000: 230kts 14,001 and above 265kts

Answer 560

(26) When the weather at the departing airport does not the meet the minimums on an approach to land at departing airport. 121.617 If the weather conditions at the airport of takeoff are below the landing minimums in the certificate holder's operations specifications for that airport, no person may dispatch or release an aircraft from that airport unless the dispatch or flight release specifies an alternate airport located within the following distances from the airport of takeoff: (1) Aircraft having two engines. Not more than one hour from the departure airport at normal cruising speed in still air with one engine inoperative. (2) Aircraft having three or more engines. Not more than two hours from the departure airport at normal cruising speed in still air with one engine inoperative.

Answer 561

If within 1 hour before or after the intended time of arrival the ceilings are forecast to be less than 2000 feet and visibility less than 3 statute miles an alternate is required.

Answer 562

When conditions at departure airfield are below the IAP landing minimums for the airfield.

Answer 563

Vmo of the aircraft, or your assigned speed, or the speed restriction on the arrival, or Below Mach 1

Answer 564

(6) In class A, you can not break the sound barrier over land. Below class B, you can not exceed 200 KIAS.

Answer 565

https://www.youtube.com/watch?v=eIQdejMw9Zo https://www.youtube.com/watch?v=9dd1YFT6olc Allows a flight to be dispatched to a destination if the forecast is below normal dispatch minimums. It's actually quite simple, just think of it in terms of risk mitigation. Any time you hear the word "exemption", understand that it is an EXEMPTION to an FAR, I.E., we will be breaking an FAR but it's ok because the FAA has allowed us to do so under these very specific circumstances. In the case of exemption 17347, we are going to dispatch to an airport with weather WORSE than what we need to get in, but its probably temporary in nature and won't affect us. If it does affect us, we have layered our risk so that we always have a usable alternate. Our destination must meet approach mins, and this exemption allows us to dispatch as long as the conditional statement(which is temporary in nature) is no less than half of that value. It would be a little tight to hold the 1st alternate to the same standard, and alternates are bound by C055 (derived minima) anyways, so we are gonna allow dispatch if the main body meets derived minimums and the conditional statement meets half of that. Now, lets say this temporary situation is actually a really big issue. We don't want the plane to be in the air with nowhere to land because the weather is too bad. For that case, we're gonna require a second alternate to use exemption 17347, but there is no reduced minimums for dispatch for the second alternate. Worst case scenario, this airport had a forecast above derived minimums in all scenarios so there was an exit strategy. It's just allowing you to break the rules on normal dispatch philosophy by limiting how bad the weather can get, and requiring it to be temporary as well as retaining an alternate that meets normal dispatch standards (C055)

Answer 566

(22) No. Yes if past the FAF.

Answer 567

(6) 200 knots

Answer 568

(13) Speed limit beneath a class Bravo shelf is 200 KIAS or less. Ther isn't a specific speed limit within Bravo airspace. However, if operating below 10,000' MSL you will need to abide by the 250 KIAS speed limit, or if operating at or above 10,000' MSL the limit is mach 1.

Answer 569

(20) Mach 1 at 10,000' and 250 KIAS BELOW 10,000

Answer 570

(10) The reg that is asked about specifically is 14 CFFR Part 121.651. Know that.

Answer 571

(34) Yes you can as long as you meet TO minimums in accordance with FAR or approved Op Specs c078. You may need a TO alternate, but that is different question.

Answer 572

ARROW: Airworthiness Certificate, Registration, Radio Operator's License, Operating handbook, and Weight/Balance

Answer 573

Yes. Iaw 91.175 Provided you are: 1. In a continuous position to land on the intended runway, 2. Have the required flight visibility