Regulation (EU) No 1178/2011
An applicant for a CPL shall be at least 18 years of age.
FCL.305 CPL – Privileges and conditions
Regulation (EU) No 1178/2011
(a) Privileges. The privileges of the holder of a CPL are, within the appropriate aircraft category, to:
(1) exercise all the privileges of the holder of an LAPL and a PPL;
(2) act as PIC or co-pilot of any aircraft engaged in operations other than commercial air transport;
(3) act as PIC in commercial air transport of any single-pilot aircraft subject to the restrictions specified in FCL.060 and in this Subpart;
(4) act as co-pilot in commercial air transport subject to the restrictions specified in FCL.060.
(b) Conditions. An applicant for the issue of a CPL shall have fulfilled the requirements for the class or type rating of the aircraft used in the skill test.
FCL.310 CPL – Theoretical knowledge examinations
Regulation (EU) 2018/1974
Applicants for the issue of a CPL shall demonstrate a level of knowledge appropriate to the privileges granted in the following subjects:
(a) air law;
(b) aircraft general knowledge — airframe/systems/power plant;
(c) aircraft general knowledge — instrumentation;
(d) mass and balance;
(e) performance;
(f) flight planning and monitoring;
(g) human performance;
(h) meteorology;
(i) general navigation;
(j) radio navigation;
(k) operational procedures;
(l) principles of flight; and
(m) communications.
AMC1 FCL.310; FCL.515(b); FCL.615(b); FCL.835(d) Theoretical knowledge examinations
ED Decision 2020/018/R
LEARNING OBJECTIVES FOR ATPL, CPL, IR, CB-IR(A) and BIR
(a) Aeroplanes and helicopters
GENERAL
In the tables of this AMC, the applicable LOs for each ATPL, CPL, IR, CB-IR(A) are marked with an ‘X’, and for the BIR exam and BIR BK with the number 1, 2 or 3 (corresponding to the modules as mentioned in FCL.835 ‘Basic instrument rating (BIR)’.
The LOs define the subject knowledge and applied knowledge, skills and attitudes that a student pilot should have assimilated during the theoretical knowledge course.
The LOs are intended to be used by an approved training organisation (ATO) when developing the Part-FCL theoretical knowledge elements of the appropriate course. It should be noted, however, that the LOs do not provide a ready-made ground training syllabus for individual ATOs, and should not be seen by organisations as a substitute for a thorough course design. Adherence to the LOs should become part of the ATO’s compliance monitoring scheme as required by ORA.GEN.200(a)(6).
ATOs are required to produce a training plan for each of their courses based on the instructional systems design (ISD) methodology as specified in AMC2 ORA.ATO.230.
Additional guidance on the meaning and taxonomy of the verbs used in the LOs can be found in GM1 FCL.310; FCL.515(b); FCL.615(b); FCL.835(d).
TRAINING AIMS
After completion of the training, a student pilot should:
— be able to understand and apply the subject knowledge in order to be able to identify and manage threats and errors effectively;
— meet at least the Area 100 KSA minimum standard.
INTERPRETATION
The abbreviations used are ICAO abbreviations listed in ICAO Doc 8400 ‘ICAO Abbreviations and Codes’, or those listed in GM1 FCL.010.
Where a LO refers to a definition, e.g. ‘Define the following terms’ or ‘Define and understand’ or ‘Explain the definitions in ...’, candidates are also expected to be able to recognise a given definition.
Below is a table showing the short references to applicable legislation and standards:
|
Reference |
Legislation/Standard |
|
The Basic Regulation |
Regulation (EU) 2018/1139 of the European Parliament and of the Council of 4 July 2018 |
|
The Aircrew Regulation |
Commission Regulation (EU) No 1178/2011 of 3 November 2011 (as amended) |
|
Part-FCL |
Annex I to Commission Regulation (EU) No 1178/2011 of 3 November 2011 (as amended) |
|
Part-MED |
Annex IV to Commission Regulation (EU) No 1178/2011 of 3 November 2011 (as amended) |
|
CS-23, AMC & GM to CS-23, CS-25, CS-27, CS-29, CS-E and CS-Definitions |
Refer to the respective EASA Certification Specifications / AMC & GM |
|
Single European Sky Regulations |
Regulation (EC) No 549/2004 of the European Parliament and of the Council of 10 March 2004 laying down the framework for the creation of the single European sky (the framework Regulation) Regulation (EC) No 550/2004 of the European Parliament and of the Council of 10 March 2004 on the provision of air navigation services in the single European sky (the service provision Regulation) Regulation (EC) No 551/2004 of the European Parliament and of the Council of 10 March 2004 on the organisation and use of the airspace in the single European sky (the airspace Regulation) Regulation (EC) No 552/2004 of the European Parliament and of the Council of 10 March 2004 on the interoperability of the European Air Traffic Management network (the interoperability Regulation) |
|
Passenger Rights Regulation |
Regulation (EC) No 261/2004 of the European Parliament and of the Council of 11 February 2004 establishing common rules on compensation and assistance to passengers in the event of denied boarding and of cancellation or long delay of flights, and repealing Regulation (EEC) No 295/91 |
|
RTCA/EUROCAE |
Refers to correspondingly numbered documents issued by the Radio Technical Commission for Aeronautics/ European Organisation for Civil Aviation Equipment |
|
ITU Radio Regulation |
International Telecommunication Union Radio Regulation |
|
NASA TM-85652 |
National Aeronautics and Space Administration — Technical Memorandum 85652 |
‘Applicable operational requirements’ refers to, for the ATPL(A), CPL(A), ATPL(H)/IR, ATPL(H)/VFR, CPL(H), IR and CBIR, Annexes I, II, III, IV, V and VIII to Commission Regulation (EU) No 965/2012 of 5 October 2012 (as amended). For the BIR, it refers to Annexes I, II, V and VII to that Regulation.
The General Student Pilot Route Manual (GSPRM) contains planning data plus aerodrome and approach charts that may be used in theoretical knowledge training courses. The guidelines on its content can be found in this AMC, before the LO table for Subject 033 ‘Flight planning and monitoring’.
Excerpts from any aircraft manuals including but not limited to CAP 696, 697 and 698 for aeroplanes, and CAP 758 for helicopters may be used in training. Where questions refer to excerpts from aircraft manuals, the associated aircraft data will be provided in the examinations.
Some numerical data (e.g. speeds, altitudes/levels and masses) used in questions for theoretical knowledge examinations may not be representative for helicopter operations, but the data is satisfactory for the calculations required.
Note: In all subject areas, the term ‘mass’ is used to describe a quantity of matter, and ‘weight’ when describing the force. However, the term ‘weight’ is normally used in aviation to colloquially describe mass. The pilot should always note the units to determine whether the term ‘weight’ is being used to describe a force (e.g. unit newton) or quantity of matter (e.g. unit kilogram).
DETAILED THEORETICAL KNOWLEDGE SYLLABUS AND LOs FOR ATPL, CPL, IR, CB-IR(A) and BIR
GENERAL
The detailed theoretical knowledge syllabus outlines the topics that should be taught and examined in order to meet the theoretical knowledge requirements appropriate to ATPL, MPL, CPL, IR, CB-IR(A) and BIR.
For each topic in the detailed theoretical knowledge syllabus, one or more LOs are set out in the appendices as shown below:
— Appendix 021 AIRCRAFT GENERAL KNOWLEDGE – AIRFRAME, SYSTEMS AND POWER PLANT
— Appendix 022 AIRCRAFT GENERAL KNOWLEDGE – INSTRUMENTATION
— Appendix 031 FLIGHT PERFORMANCE AND PLANNING – MASS AND BALANCE
— Appendix 032 FLIGHT PERFORMANCE AND PLANNING – PERFORMANCE – AEROPLANES
— Appendix 033 FLIGHT PERFORMANCE AND PLANNING – FLIGHT PLANNING AND MONITORING
— Appendix 034 FLIGHT PERFORMANCE AND PLANNING – PERFORMANCE – HELICOPTERS
— Appendix 040 HUMAN PERFORMANCE AND LIMITATIONS
— Appendix 061 NAVIGATION – GENERAL NAVIGATION
— Appendix 062 NAVIGATION – RADIO NAVIGATION
— Appendix 070 OPERATIONAL PROCEDURES
— Appendix 081 PRINCIPLES OF FLIGHT – AEROPLANES
— Appendix 082 PRINCIPLES OF FLIGHT – HELICOPTERS
— Appendix 090 RADIO COMMUNICATIONS
— Appendix AREA 100 KNOWLEGDE, SKILLS AND ATTITUDES (KSA)
(b) Airships
SYLLABUS OF THEORETICAL KNOWLEDGE FOR CPL AND IR
The applicable items for each licence or rating are marked with ‘x’. An ‘x’ on the main title of a subject means that all the subdivisions are applicable.'
|
|
CPL |
IR |
|
|
1. |
AIR LAW AND ATC PROCEDURES |
x |
|
|
|
INTERNATIONAL LAW: CONVENTIONS, AGREEMENTS AND ORGANISATIONS |
|
|
|
|
AIRWORTHINESS OF AIRCRAFT |
|
|
|
|
AIRCRAFT NATIONALITY AND REGISTRATION MARKS |
|
|
|
|
PERSONNEL LICENSING |
|
x |
|
|
RULES OF THE AIR |
|
x |
|
|
PROCEDURES FOR AIR NAVIGATION SERVICES: AIRCRAFT OPERATIONS |
|
x |
|
|
AIR TRAFFIC SERVICES AND AIR TRAFFIC MANAGEMENT |
|
x |
|
|
AERONAUTICAL INFORMATION SERVICE |
|
x |
|
|
AERODROMES |
|
x |
|
|
FACILITATION |
|
|
|
|
SEARCH AND RESCUE |
|
|
|
|
SECURITY |
|
|
|
|
AIRCRAFT ACCIDENT AND INCIDENT INVESTIGATION |
|
|
|
2. |
AIRSHIP GENERAL KNOWLEDGE: ENVELOPE, AIRFRAME AND SYSTEMS, ELECTRICS, POWERPLANT AND EMERGENCY EQUIPMENT |
x |
|
|
|
DESIGN, MATERIALS, LOADS AND STRESSES |
|
|
|
|
ENVELOPE AND AIRBAGS |
|
|
|
|
FRAMEWORK |
|
|
|
|
GONDOLA |
|
|
|
|
FLIGHT CONTROLS |
|
|
|
|
LANDING GEAR |
|
|
|
|
HYDRAULICS AND PNEUMATICS |
|
|
|
|
HEATING AND AIR CONDITIONING |
|
|
|
|
FUEL SYSTEM |
|
|
|
|
PISTON ENGINES |
|
|
|
|
TURBINE ENGINES (BASICS) |
|
|
|
|
ELECTRICS |
|
|
|
|
FIRE PROTECTION AND DETECTION SYSTEMS |
|
|
|
|
MAINTENANCE |
|
|
|
3. |
AIRSHIP GENERAL KNOWLEDGE: INSTRUMENTATION |
x |
|
|
|
SENSORS AND INSTRUMENTS |
|
|
|
|
MEASUREMENT OF AIR DATA AND GAS PARAMETERS |
|
|
|
|
MAGNETISM: DIRECT READING COMPASS AND FLUX VALVE |
|
|
|
|
GYROSCOPIC INSTRUMENTS |
|
|
|
|
COMMUNICATION SYSTEMS |
|
|
|
|
ALERTING SYSTEMS |
|
|
|
|
INTEGRATED INSTRUMENTS: ELECTRONIC DISPLAYS |
|
|
|
|
FLIGHT MANAGEMENT SYSTEM (GENERAL BASICS) |
|
|
|
|
DIGITAL CIRCUITS AND COMPUTERS |
|
|
|
4. |
FLIGHT PERFORMANCE AND PLANNING |
x |
|
|
4.1. |
MASS AND BALANCE: AIRSHIPS |
x |
|
|
|
PURPOSE OF MASS AND BALANCE CONSIDERATIONS |
|
|
|
|
LOADING |
|
|
|
|
FUNDAMENTALS OF CG CALCULATIONS |
|
|
|
|
MASS AND BALANCE DETAILS OF AIRCRAFT |
|
|
|
|
DETERMINATION OF CG POSITION |
|
|
|
|
PASSENGER, CARGO AND BALLAST HANDLING |
|
|
|
4.2. |
FLIGHT PLANNING AND FLIGHT MONITORING |
|
|
|
|
FLIGHT PLANNING FOR VFR FLIGHTS |
x |
|
|
|
FLIGHT PLANNING FOR IFR FLIGHTS |
|
x |
|
|
FUEL PLANNING |
x |
x |
|
|
PRE-FLIGHT PREPARATION |
x |
x |
|
|
ATS FLIGHT PLAN |
x |
x |
|
|
FLIGHT MONITORING AND IN-FLIGHT RE-PLANNING |
x |
x |
|
4.3. |
PERFORMANCE: AIRSHIPS |
x |
|
|
|
AIRWORTHINESS REQUIREMENTS |
|
|
|
|
BASICS OF AIRSHIP PERFORMANCE |
|
|
|
|
DEFINITIONS AND TERMS |
|
|
|
|
STAGES OF FLIGHT |
|
|
|
|
USE OF FLIGHT MANUAL |
|
|
|
5. |
HUMAN PERFORMANCE |
x |
|
|
|
HUMAN FACTORS: BASIC CONCEPTS |
|
|
|
|
BASIC AVIATION PHYSIOLOGY AND HEALTH MAINTENANCE |
|
|
|
|
BASIC AVIATION PSYCHOLOGY |
|
|
|
6. |
METEOROLOGY |
x |
|
|
|
THE ATMOSPHERE |
|
|
|
|
WIND |
|
|
|
|
THERMODYNAMICS |
|
|
|
|
CLOUDS AND FOG |
|
|
|
|
PRECIPITATION |
|
|
|
|
AIR MASSES AND FRONTS |
|
|
|
|
PRESSURE SYSTEMS |
|
|
|
|
CLIMATOLOGY |
|
|
|
|
FLIGHT HAZARDS |
|
|
|
|
METEOROLOGICAL INFORMATION |
|
|
|
7. |
NAVIGATION |
|
|
|
7.1. |
GENERAL NAVIGATION |
x |
|
|
|
BASICS OF NAVIGATION |
|
|
|
|
MAGNETISM AND COMPASSES |
|
|
|
|
CHARTS |
|
|
|
|
DR NAVIGATION |
|
|
|
|
IN-FLIGHT NAVIGATION |
|
|
|
7.2. |
RADIO NAVIGATION |
|
|
|
|
BASIC RADIO PROPAGATION THEORY |
x |
x |
|
|
RADIO AIDS |
x |
x |
|
|
RADAR |
x |
x |
|
|
INTENTIONALLY LEFT BLANK |
|
|
|
|
AREA NAVIGATION SYSTEMS AND RNAV/FMS |
|
x |
|
|
GNSS |
x |
x |
|
8. |
OPERATIONAL PROCEDURES AIRSHIP |
x |
|
|
|
GENERAL REQUIREMENTS |
|
|
|
|
SPECIAL OPERATIONAL PROCEDURES AND HAZARDS (GENERAL ASPECTS) |
|
|
|
|
EMERGENCY PROCEDURES |
|
|
|
9. |
PRINCIPLES OF FLIGHT |
x |
|
|
9.1. |
PRINCIPLES OF FLIGHT: AIRSHIPS |
x |
|
|
|
BASICS OF AEROSTATICS |
|
|
|
|
BASICS OF SUBSONIC AERODYNAMICS |
|
|
|
|
AERODYNAMICS OF AIRSHIPS |
|
|
|
|
STABILITY |
|
|
|
|
CONTROLLABILITY |
|
|
|
|
LIMITATIONS |
|
|
|
|
PROPELLERS |
|
|
|
|
BASICS OF AIRSHIP FLIGHT MECHANICS |
|
|
|
10. |
COMMUNICATIONS |
|
|
|
10.1. |
VFR COMMUNICATIONS |
x |
|
|
|
DEFINITIONS |
x |
|
|
|
GENERAL OPERATING PROCEDURES |
x |
|
|
|
RELEVANT WEATHER INFORMATION TERMS (VFR) |
x |
|
|
|
ACTION REQUIRED TO BE TAKEN IN CASE OF COMMUNICATION FAILURE |
x |
|
|
|
DISTRESS AND URGENCY PROCEDURES |
x |
|
|
|
GENERAL PRINCIPLES OF VHF PROPAGATION AND ALLOCATION OF FREQUENCIES |
x |
|
|
10.2. |
IFR COMMUNICATIONS |
|
|
|
|
DEFINITIONS |
|
x |
|
|
GENERAL OPERATING PROCEDURES |
|
x |
|
|
ACTION REQUIRED TO BE TAKEN IN CASE OF COMMUNICATION FAILURE |
|
x |
|
|
DISTRESS AND URGENCY PROCEDURES |
|
x |
|
|
RELEVANT WEATHER INFORMATION TERMS (IFR) |
|
x |
|
|
GENERAL PRINCIPLES OF VHF PROPAGATION AND ALLOCATION OF FREQUENCIES |
|
x |
|
|
MORSE CODE |
|
x |
Appendix to AMC1 FCL.310; FCL.515(b); FCL.615(b) Theoretical knowledge examinations
ED Decision 2020/018/R
Note that the term ‘mass’ is used to describe a quantity of matter, and ‘weight’ when describing the force. However, the term ‘weight’ is normally used in aviation to colloquially describe mass. The professional pilot should always note the units to determine whether the term ‘weight’ is being used to describe a force (e.g. unit newton) or quantity of matter (e.g. unit kilogram).
(1) The subjects ‘Air law’ and ‘ATC procedures’ are primarily based on ICAO documentation and European Union regulations.
(2) National law should not be taken into account for theoretical-examination purposes; it should remain relevant though during practical training and operational flying.
|
Syllabus reference |
BK |
Syllabus details and associated Learning Objectives |
Aeroplane |
Helicopter |
IR |
CB-IR(A) |
BIR Exam |
BIR BK |
Remarks |
|||
|
ATPL |
CPL |
ATPL/IR |
ATPL |
CPL |
||||||||
|
010 00 00 00 |
|
AIR LAW |
|
|
|
|
|
|
|
|
|
|
|
010 01 00 00 |
|
INTERNATIONAL LAW: CONVENTIONS, AGREEMENTS AND ORGANISATIONS |
|
|
|
|
|
|
|
|
|
|
|
010 01 01 00 |
|
The Convention on International Civil Aviation (Chicago) — ICAO Doc 7300/9 Convention on the High Seas (Geneva, 29 April 1958) |
|
|
|
|
|
|
|
|
|
|
|
010 01 01 01 |
|
The establishment of the Convention on International Civil Aviation, Chicago, 7 December 1944 |
|
|
|
|
|
|
|
|
|
|
|
(01) |
X |
Explain the circumstances that led to the establishment of the Convention on International Civil Aviation, Chicago, 7 December 1944. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
010 01 01 02 |
|
Part I — Air navigation |
|
|
|
|
|
|
|
|
|
|
|
(01) |
X |
Recall the general contents of relevant parts of the following chapters: — general principles and application of the Convention; — flight over territory of Contracting States; — nationality of aircraft; — international standards and recommended practices (SARPs), especially notification of differences and validity of endorsed certificates and licences. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(02) |
X |
General principles Describe the application of the following terms in civil aviation: — sovereignty; — territory and high seas according to the UN Convention on the High Seas. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(03)
|
|
Explain the following terms and how they apply to international air traffic: — right of non-scheduled flight (including the two technical freedoms of the air); — scheduled air services; — cabotage; — landing at customs airports; — Rules of the Air; — search of aircraft. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(04) |
X |
Explain the duties of Contracting States in relation to: — documents carried on board the aircraft: — certificate of registration; — certificates of airworthiness; — licences of personnel; — recognition of certificates and licences; — cargo restrictions; — photographic apparatus. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
010 01 01 03 |
|
Part II — The International Civil Aviation Organization (ICAO) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
X |
Describe the objectives of ICAO. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(02) |
X |
Recognise the organisation and duties of the ICAO Assembly, Council and Air Navigation Commission (ANC). |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(03) |
X |
Describe the annexes to the Convention. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
010 01 02 00 |
|
Other conventions and agreements |
|
|
|
|
|
|
|
|
|
|
|
010 01 02 01 |
|
The International Air Services Transit Agreement (ICAO Doc 7500) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain the two technical freedoms of the air. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
010 01 02 02 |
|
The International Air Transport Agreement (ICAO Doc 9626) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain the three commercial freedoms of the air. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
010 01 02 03 |
|
Suppression of Unlawful Acts Against the Safety of Civil Aviation — The Tokyo Convention of 1963 |
|
|
|
|
|
|
|
|
|
|
|
(01)
|
|
Describe the measures and actions to be taken by the pilot-in-command (PIC) of an aircraft in order to suppress unlawful acts against the safety of the aircraft. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
010 01 02 04 |
|
Intentionally left blank |
|
|
|
|
|
|
|
|
|
|
|
010 01 02 05 |
|
Private international law |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain the legal significance of the issue of a passenger ticket or of baggage/cargo documents (that the issue is a form of contract). |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Describe the consequences for an airline or the PIC when a document of carriage is not issued (that the contract is unaffected). |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(03) |
X |
Explain the consequences for an airline operator of Regulation (EC) No 261/2004 on passenger rights in the event of delay, cancellation or denial of boarding. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(04) |
|
Explain the liability limit in relation to destruction, loss, damage or delay of baggage. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
010 01 03 00 |
|
World organisations |
|
|
|
|
|
|
|
|
|
|
|
010 01 03 01 |
|
The International Air Transport Association (IATA) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe the objectives of IATA. |
X |
|
X |
X |
|
|
|
|
|
|
|
010 01 04 00 |
|
European organisations |
|
|
|
|
|
|
|
|
|
|
|
010 01 04 01 |
|
European Union Aviation Safety Agency (EASA) Regulation (EU) 2018/1139 |
|
|
|
|
|
|
|
|
|
|
|
(01) |
X |
Describe the objectives of EASA. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Describe the role of EASA in European civil aviation. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(03) |
|
State that the structure of the regulatory material related to EASA involves: — hard law (regulations, delegated acts, implementing acts, and implementing rules); — soft law (certification specifications, acceptable means of compliance, and guidance material). |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(04) |
|
State the meaning of the terminology associated with the structure of the regulatory material related to EASA, specifically: regulations, delegated acts, implementing acts, and implementing rules, as applicable until 11 September 2023; and certification specifications, acceptable means of compliance, and guidance material. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
010 01 04 02 |
|
EUROCONTROL |
|
|
|
|
|
|
|
|
|
|
|
(01) |
X |
Describe the Single European Sky (SES) regulations. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
010 02 00 00 |
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AIRWORTHINESS OF AIRCRAFT, AIRCRAFT NATIONALITY AND REGISTRATION MARKS |
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010 02 01 00 |
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Intentionally left blank |
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010 02 02 00 |
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Certificate of Airworthiness (CofA) |
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010 02 02 01 |
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Certificate of Airworthiness (CofA) — Details |
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(01) |
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State the issuing authority of a CofA. |
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(02) |
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State the necessity to hold a CofA. |
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(03) |
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Explain the prerequisites for the issue of a CofA according to Commission Regulation (EU) No 748/2012. |
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(04) |
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State who shall determine an aircraft’s continuing airworthiness. |
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(05) |
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Describe how a CofA can be renewed or may remain valid. |
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010 02 03 00 |
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ICAO Annex 7 — Aircraft Nationality and Registration Marks |
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010 02 03 01 |
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ICAO Annex 7 — Definitions |
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(01)
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X |
Recall the definition of the following terms: — aircraft; — heavier-than-air aircraft; — State of Registry. |
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010 02 04 00 |
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Nationality marks, common marks and registration marks |
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010 02 04 01 |
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Nationality marks, common marks and registration marks — assignment and location |
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(01) |
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State the location of nationality marks, common marks and registration marks. |
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(02) |
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Explain who is responsible for assigning nationality marks, common marks and registration marks. |
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010 03 00 00 |
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Intentionally left blank |
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010 04 00 00 |
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PERSONNEL LICENSING |
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010 04 01 00 |
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ICAO Annex 1 |
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010 04 01 01 |
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Differences between ICAO Annex 1 and Regulation (EU) No 1178/2011 (hereinafter: Aircrew Regulation) |
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(01)
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X |
Describe the relationship and differences between ICAO Annex 1 and the Aircrew Regulation. |
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010 04 02 00 |
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Aircrew Regulation — Annex I (Part-FCL) Source: Aircrew Regulation |
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010 04 02 01 |
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Definitions |
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(01) |
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Define the following: — Category, class and type of aircraft, cross‑country, dual instruction time, flight time, student pilot-in-command (SPIC), instrument time, instrument flight time, instrument ground time, night, private pilot, proficiency check, renewal, revalidation, skill test, solo flight time. |
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1 |
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(02)
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Define the following: — multi-crew cooperation (MCC), multi-pilot aircraft, rating. |
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010 04 02 02 |
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Content and structure |
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(01) |
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Explain the structure of Part-FCL. |
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1 |
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(02) |
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Explain the requirements to act as a flight crew member of a civil aircraft registered in a Member State, and know the general principles of the licensing system (light aircraft pilot licence (LAPL), private pilot licence (PPL), commercial pilot licence (CPL), multi-crew pilot licence (MPL), airline transport pilot licence (ATPL)). |
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(03) |
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List the two factors that are relevant to the exercise of the privileges of a licence. |
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(04) |
X |
State the circumstances in which a language proficiency endorsement is required. |
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(05) |
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List the restrictions for licence holders with an age of 60 years or more. |
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(06) |
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Explain the term ‘competent authority’. |
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(07) |
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Describe the obligation to carry and present documents (e.g. a flight crew licence) under Part‑FCL. |
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010 04 02 03 |
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Commercial pilot licence (CPL) |
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(01) |
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State the requirements for the issue of a CPL. |
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(02) |
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State the privileges of a CPL. |
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010 04 02 04 |
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Airline transport pilot licence (ATPL) and multi-crew pilot licence (MPL) |
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(01) |
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State the requirements for the issue of an ATPL. |
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X |
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(02) |
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State the privileges of an ATPL. |
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X |
X |
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(03) |
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State the requirements for the issue of an MPL. |
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(04) |
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State the privileges of an MPL. |
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010 04 02 05 |
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Ratings |
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(01) |
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State the requirements for class ratings, their validity and privileges. |
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(02) |
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State the requirements for type ratings, their validity and privileges. |
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(03) |
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State the requirements for instrument ratings, their validity and privileges (instrument rating (IR), competency-based instrument rating (CB-IR) and basic instrument rating (BIR). |
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1 |
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(04) |
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State the requirements for other ratings, their validity and privileges according to Part-FCL. |
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010 04 03 00 |
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Aircrew Regulation — Annex IV (Part-MED) |
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010 04 03 01 |
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Aircrew Regulation — Annex IV (Part-MED) — Details |
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(01) |
X |
Describe the relevant content of Part-MED — Medical requirements (administrative parts and requirements related to licensing only). |
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(02) |
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State the requirements for the issue of a medical certificate. |
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X |
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(03) |
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Name the class of medical certificate required when exercising the privileges of a CPL, MPL or ATPL. |
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X |
X |
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X |
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(04) |
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State the actions to be taken in case of a decrease in medical fitness. |
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X |
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010 05 00 00 |
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RULES OF THE AIR ACCORDING TO ICAO ANNEX 2 AND SERA |
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010 05 01 00 |
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Overview of ICAO Annex 2 and SERA (Commission Implementing Regulation (EU) No 923/2012 and its references and subsequent amendments) |
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010 05 01 01 |
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ICAO Annex 2 and SERA — Relationship and content |
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(01) |
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Explain the scope and purpose of ICAO Annex 2. |
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X |
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(02) |
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Explain the scope and main content of SERA. |
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X |
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010 05 02 00 |
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Rules of the Air |
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010 05 02 01 |
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Applicability of the Rules of the Air |
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(01) |
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Explain the principle of territorial application of the various Rules of the Air, e.g. ICAO, SERA, national rules. |
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X |
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(02) |
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Explain the necessity to comply with the Rules of the Air. |
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(03) |
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State the responsibilities of the PIC. |
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X |
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(04) |
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Identify under what circumstances departure from the Rules of the Air may be allowed. |
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X |
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X |
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1, 2, 3 |
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(05) |
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Explain the duties of the PIC concerning pre-flight actions in case of an instrument flight rule (IFR) flight. |
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X |
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X |
3 |
1 |
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(06) |
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State that the PIC of an aircraft has final authority as to the disposition of the aircraft while in command. |
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X |
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(07)
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Explain when the use of psychoactive substances, taking into consideration their effects, by flight crew members is prohibited. |
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X |
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X |
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010 05 03 00 |
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General rules |
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010 05 03 01 |
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General rules — Collision avoidance — SERA |
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(01) |
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Describe the rules for the avoidance of collisions. |
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(02) |
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Describe the lights, including their angles, to be displayed by aircraft. |
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X |
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X |
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(03) |
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Interpret marshalling signals. |
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X |
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(04) |
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State the basic requirements for minimum height (HGT) for the flight over congested areas of cities, towns or settlements, or over an open-air assembly of persons. |
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X |
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(05) |
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Define when the cruising levels shall be expressed in terms of flight levels (FLs). |
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X |
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(06) |
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Define under what circumstances cruising levels shall be expressed in terms of altitude (ALT). |
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X |
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(07) |
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Explain the limitation for proximity to other aircraft and the right-of-way rules, including holding at runway (RWY) holding positions and lighted stop bars. |
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X |
X |
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X |
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(08) |
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Describe the meaning of light signals displayed to aircraft and by aircraft. |
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X |
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X |
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(09) |
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Describe the requirements when carrying out simulated instrument flights. |
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X |
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X |
3 |
1 |
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(10) |
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Explain the basic rules for an aircraft operating on and in the vicinity of an aerodrome (AD). |
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X |
X |
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X |
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(11) |
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Explain the requirements for the submission of an air traffic service (ATS) flight plan. |
X |
X |
X |
X |
X |
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3 |
1 |
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(12) |
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Explain the actions to be taken in case of flight plan change or delay. |
X |
X |
X |
X |
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X |
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3 |
1 |
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(13) |
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State the actions to be taken in case of inadvertent changes to track, true airspeed (TAS) and time estimate affecting the current flight plan. |
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X |
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(14) |
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Explain the procedures for closing a flight plan. |
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X |
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X |
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3 |
1, 2 |
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(15) |
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State for which flights an air traffic control (ATC) clearance shall be obtained. |
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X |
X |
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X |
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3 |
1, 2 |
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(16) |
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State how a pilot may request ATC clearance. |
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X |
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3 |
1, 2 |
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(17) |
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State the action to be taken if an ATC clearance is not satisfactory to a PIC. |
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X |
X |
X |
X |
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(18) |
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Describe the required actions to be carried out if the continuation of a controlled visual flight rule (VFR) flight in visual meteorological conditions (VMC) is not practicable any more. |
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X |
X |
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3 |
2 |
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(19) |
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Describe the provisions for transmitting a position report to the appropriate ATS unit including time of transmission and normal content of the message. |
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X |
X |
X |
X |
X |
X |
3 |
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(20) |
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Describe the necessary action when an aircraft experiences a communication (COM) failure. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(21) |
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State what information an aircraft being subjected to unlawful interference shall give to the appropriate ATS unit.
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X |
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010 05 04 00 |
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Visual flight rules (VFR) |
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010 05 04 01 |
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Visual flight rules (VFR) — SERA |
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(01)
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Describe the VFR as contained in Commission Implementing Regulation (EU) No 923/2012. |
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X |
X |
X |
X |
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010 05 05 00 |
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Instrument flight rules (IFR) |
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010 05 05 01 |
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Instrument flight rules (IFR) — SERA |
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(01)
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Describe the IFR as contained in Commission Implementing Regulation (EU) No 923/2012. |
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X |
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X |
X |
3 |
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010 05 06 00 |
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Interception of civil aircraft |
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010 05 06 01 |
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Interception of civil aircraft — SERA |
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(01) |
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List the circumstances in which interception of a civil aircraft may occur. |
X |
X |
X |
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X |
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(02) |
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State what primary action should be carried out by an intercepted aircraft. |
X |
X |
X |
X |
X |
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(03) |
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State which frequency should primarily be tried in order to contact an intercepting aircraft. |
X |
X |
X |
X |
X |
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(04) |
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State on which mode and code a transponder on board the intercepted aircraft should be operated. |
X |
X |
X |
X |
X |
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(05) |
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Recall the interception signals and phrases. |
X |
X |
X |
X |
X |
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010 06 00 00 |
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AIRCRAFT OPERATIONS |
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010 06 01 00 |
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Intentionally left blank |
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010 06 02 00 |
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Definitions and abbreviations (PANS-OPS Flight Procedures, ICAO Doc 8168, Volume I) |
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010 06 02 01 |
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Definitions and abbreviations — ICAO Doc 8168, Volume I |
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(01) |
X |
Recall all definitions included in ICAO Doc 8168, Volume I, Part I, Section 1, Chapter 1. |
X |
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X |
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X |
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(02) |
X |
Interpret all abbreviations and acronyms as shown in ICAO Doc 8168, Volume I, Part I, Section 1, Chapter 2. |
X |
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X |
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X |
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010 06 03 00 |
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Departure procedures — (ICAO Doc 8168, Volume I) |
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010 06 03 01 |
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General criteria (assuming all engines operating) |
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(01) |
X |
State the factors dictating the design of instrument departure procedures. |
X |
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X |
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X |
X |
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2 |
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(02) |
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Explain in which situations the criteria for omnidirectional departures are applied. |
X |
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X |
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X |
X |
2 |
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010 06 03 02 |
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Standard instrument departures (SIDs) |
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(01) |
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Explain the terms ‘straight departure’ and ‘turning departure’. |
X |
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X |
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X |
X |
2 |
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010 06 03 03 |
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Omnidirectional departures |
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(01) |
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Explain what is the meaning of an ‘omnidirectional departure’. |
X |
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X |
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X |
X |
2 |
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010 06 03 04 |
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Intentionally left blank |
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010 06 03 05 |
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Intentionally left blank |
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010 06 04 00 |
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Approach procedures — ICAO Doc 8168, Volume I |
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010 06 04 01 |
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General criteria |
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(01) |
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State the general criteria (except ‘Speeds for procedure calculations’) of the approach procedure design: — instrument approach areas; — accuracy of fixes; — fixes formed by intersections; — intersection fix-tolerance factors; — other fix-tolerance factors; — descent gradient. |
X |
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X |
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X |
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2 |
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(02) |
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Name the five possible segments of an instrument approach procedure. |
X |
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X |
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X |
X |
2 |
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(03) |
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State the reasons for establishing aircraft categories for the approach. |
X |
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X |
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X |
X |
2 |
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(04) |
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State the maximum angle between the final approach track and the extended RWY centre line to still consider a non-precision approach as being a ‘straight-in approach’. |
X |
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X |
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X |
X |
2 |
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(05) |
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State the minimum obstacle clearance (MOC) provided by the minimum sector altitudes (MSAs) established for an aerodrome. |
X |
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X |
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X |
X |
2 |
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(06) |
X |
State that a pilot shall apply wind corrections when carrying out an instrument approach procedure. |
X |
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X |
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X |
X |
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2 |
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(07) |
|
State the most significant factor influencing the conduct of instrument approach procedures. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(08) |
|
Explain why a pilot should not descend below obstacle clearance altitude/height (OCA/H), which are established for: — precision approach procedures; — non-precision approach procedures; — visual (circling) procedures; — APV approach procedures. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(09) |
|
Describe in general terms the relevant factors for the calculation of operational minima. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(10) |
|
State the following acronyms in plain language: DA, DH, OCA, OCH, MDA, MDH, MOC, DA/H, OCA/H, MDA/H. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(11) |
|
Explain the relationship between the terms: DA, DH, OCA, OCH, MDA, MDH, MOC, DA/H, OCA/H, and MDA/H. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
010 06 04 02 |
|
Approach procedure design |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe how the vertical cross section for each of the five approach segments is broken down into the various areas. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(02) |
|
State within which area of the cross section the minimum obstacle clearance (MOC) is provided for the whole width of the area. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(03) |
|
Define the terms ‘IAF’, ‘IF’, ‘FAF’, ‘FAP’, ‘MAPt’ and ‘TP’. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(04) |
X |
State the accuracy of facilities providing track (VHF omnidirectional radio range (VOR), instrument landing system (ILS), non-directional beacon (NDB)). |
X |
|
X |
|
|
X |
X |
|
2 |
|
|
(05) |
|
State the optimum descent gradient (preferred for a precision approach) in degrees and per cent. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
010 06 04 03 |
|
Arrival and approach segments |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Name the five standard segments of an instrument approach procedure, and state the beginning and end for each of them. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(02) |
|
Describe where an arrival route normally ends. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(03) |
|
State the main task of the initial approach segment. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(04) |
|
Describe the maximum angle of interception between the initial approach segment and the intermediate approach segment (provided at the intermediate fix) for a precision approach and a non‑precision approach. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(05) |
|
Describe the main task of the intermediate approach segment. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(06) |
|
State the main task of the final approach segment. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(07) |
|
Name the two possible aims of a final approach. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(08) |
|
Explain the term ‘final approach point’ in case of an ILS approach. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(09) |
|
State what happens if an ILS glide path (GP) becomes inoperative during the approach. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
010 06 04 04 |
|
Missed approach |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Name the three phases of a missed approach procedure and describe their geometric limits. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(02) |
|
State the main task of a missed approach procedure. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(03) |
|
Define the term ‘missed approach point (MAPt)’. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(04) |
|
Describe how an MAPt may be established in an approach procedure. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(05) |
|
State the pilot’s action if, upon reaching the MAPt, the required visual reference is not established. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(06) |
|
Describe what a pilot is expected to do in the event a missed approach is initiated prior to arriving at the MAPt. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(07)
|
|
State whether the pilot is obliged to cross the MAPt at the height (HGT)/altitude (ALT) required by the procedure or whether they are allowed to cross the MAPt at a HGT/ALT greater than that required by the procedure. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
010 06 04 05 |
|
Visual manoeuvring (circling) in the vicinity of the aerodrome (AD) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe what is meant by ‘visual manoeuvring (circling)’. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(02) |
|
Describe how a prominent obstacle in the visual manoeuvring (circling) area outside the final approach and missed approach area has to be considered for the visual circling. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(03) |
|
State for which category of aircraft the obstacle clearance altitude/height (OCA/H) within an established visual manoeuvring (circling) area is determined. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(04) |
|
Describe how the minimum descent altitude/height (MDA/H) is specified for visual manoeuvring (circling) if the OCA/H is known. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(05) |
|
State the conditions to be fulfilled before descending below MDA/H in a visual manoeuvring (circling) approach. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(06) |
|
Explain why there can be no single procedure designed that will cater for conducting a circling approach in every situation. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(07) |
|
State how the pilot is expected to act after initial visual contact during a visual manoeuvring (circling). |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(08) |
|
Describe what the pilot is expected to do if visual reference is lost while circling to land from an instrument approach. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
010 06 04 06 |
|
Intentionally left blank Note: VOR and VOR/DME are covered under 062 02 03 00 and 062 02 04 00. |
|
|
|
|
|
|
|
|
|
|
|
010 06 05 00 |
|
Holding procedures — ICAO Doc 8168, Volume I |
|
|
|
|
|
|
|
|
|
|
|
010 06 05 01 |
|
Entry and holding |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain why deviations from the in-flight procedures of a holding established in accordance with ICAO Doc 8168 are dangerous. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(02) |
|
State that if for any reason a pilot is unable to conform to the procedures for normal conditions laid down for any particular holding pattern, this pilot should advise ATC as early as possible. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(03) |
|
Describe the shape and terminology associated with the holding pattern. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(04) |
|
State the bank angle and rate of turn to be used whilst flying in a holding pattern. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(05) |
|
Explain why a pilot in a holding pattern should attempt to maintain tracks and how this can be achieved. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(06) |
|
Describe where outbound timing begins in a holding pattern. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(07) |
|
State where the outbound leg in a holding terminates if the outbound leg is based on DME. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(08) |
|
Describe the three heading entry sectors for entries into a holding pattern. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(09) |
|
Describe the terms ‘parallel entry’, ‘offset entry’ and ‘direct entry’. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(10) |
|
Determine the correct entry procedure for a given holding pattern. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(11) |
|
State the still-air time for flying the outbound entry heading with or without DME. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(12) |
|
Describe what the pilot is expected to do when clearance is received specifying the time of departure from the holding point. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
010 06 05 02 |
|
Obstacle clearance |
|
|
|
|
|
|
|
|
|
|
|
(01) |
X |
Describe the layout of the basic holding area, entry area and buffer area of a holding pattern. |
X |
|
X |
|
|
X |
X |
|
2 |
|
|
(02) |
X |
State which obstacle clearance is provided by a minimum permissible holding level referring to the holding area, the buffer area (general only) and over high terrain or in mountainous areas. |
X |
|
X |
|
|
X |
X |
|
2 |
|
|
010 06 06 00 |
|
Altimeter-setting procedures — ICAO Doc 8168 |
|
|
|
|
|
|
|
|
|
|
|
010 06 06 01 |
|
Basic requirements and procedures |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe the two main objectives of altimeter settings. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(02) |
|
Define the terms ‘QNH’ and ‘QFE’. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(03) |
|
Describe the different terms for ALT or flight levels (FLs) respectively, which are the references during climb or descent to change the altimeter settings from QNH to 1013.2 hPa and vice versa. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(04) |
|
Define the term ‘flight level (FL)’. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(05) |
|
State where FL zero shall be located. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(06) |
|
State the interval by which consecutive FLs shall be separated. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(07) |
|
Describe how FLs are defined. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(08) |
|
Define the term ‘transition altitude (TA)’. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(09) |
|
State how TAs shall normally be specified. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(10) |
|
Explain how the HGT of the TA is calculated and expressed in practice. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(11) |
|
State where TAs shall be published. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(12) |
|
Define the term ‘transition level (TRL)’. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(13) |
|
State when the TRL is normally passed on to the aircraft. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(14) |
|
State how the vertical position of the aircraft shall be expressed at or below the TA and TRL. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(15) |
|
Define the term ‘transition layer’. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(16) |
|
Describe when the vertical position of an aircraft passing through the transition layer shall be expressed in terms of FLs and when in terms of ALT. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(17) |
|
State when the QNH altimeter setting shall be made available to departing aircraft. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(18) |
|
Explain when the vertical separation of an aircraft during en-route flight shall be assessed in terms of ALT and when in terms of FLs. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(19) |
|
Explain when, in air–ground communications during an en-route flight, the vertical position of an aircraft shall be expressed in terms of ALT and when in terms of FLs. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(20) |
|
Describe why QNH altimeter-setting reports should be provided from sufficient locations. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(21) |
|
State how a QNH altimeter setting shall be made available to aircraft approaching a controlled aerodrome (AD) for landing. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(22) |
|
State under which circumstances the vertical position of an aircraft above the TRL may be referenced in ALT. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
010 06 06 02 |
|
Procedures for operators and pilots |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State on which setting at least one altimeter shall be set prior to take-off. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(02) |
|
State where during the climb the altimeter setting shall be changed from QNH to 1013.2 hPa. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(03) |
|
Describe when a pilot of an aircraft intending to land at an AD shall obtain the TRL. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(04) |
|
Describe when a pilot of an aircraft intending to land at an AD shall obtain the actual QNH altimeter setting. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(05) |
|
State where the altimeter settings shall be changed from 1013.2 hPa to QNH during descent for landing. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
010 06 07 00 |
|
Parallel or near-parallel instrument RWYs — ICAO Doc 8168, Volume III |
|
|
|
|
|
|
|
|
|
|
|
010 06 07 01 |
|
Simultaneous operation on parallel or near-parallel instrument RWYs |
|
|
|
|
|
|
|
|
|
|
|
(01) |
X |
Describe the difference between independent and dependent parallel approaches. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(02) |
|
Describe the following different operations: — simultaneous instrument departures; — segregated parallel approaches/departures; — semi-mixed and mixed operations. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(03) |
|
Describe the terms ‘normal operating zone (NOZ)’ and ‘no transgression zone (NTZ)’. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(04) |
|
State the aircraft avionics requirements for conducting parallel instrument approaches. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(05) |
|
State where guidance material may be located for simultaneous operations on parallel or near-parallel instrument runways. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(06) |
|
State the radar requirements for simultaneous, independent, and parallel instrument approaches, and how weather conditions effect these. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(07) |
|
State the maximum angle of interception for an ILS localiser course (CRS) or microwave landing system (MLS) final approach track in case of simultaneous, independent, and parallel instrument approaches. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(08)
|
|
Describe the special conditions for tracks on missed approach procedures and departures in case of simultaneous or parallel operations. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 06 08 00 |
|
Secondary surveillance radar (transponder) operating procedures — ICAO Doc 8168 |
|
|
|
|
|
|
|
|
|
|
|
010 06 08 01 |
|
Operation of transponders |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State when and where the pilot shall operate the transponder. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(02) |
|
State the modes and codes that the pilot shall operate in the absence of any ATC directions or regional air navigation agreements. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(03) |
|
State when the pilot shall operate Mode C. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(04) |
|
State when the pilot shall ‘SQUAWK IDENT’. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(05) |
|
State the transponder code to indicate: — a state of emergency; — a COM failure; — unlawful interference. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(06) |
|
Describe the consequences of a transponder failure in flight. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(07) |
|
State the primary action of the pilot in the case of an unserviceable transponder before departure when no repair or replacement at the given AD is possible. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(08) |
|
State when the pilot shall operate Mode S. |
|
|
|
|
|
|
X |
|
3 |
|
|
010 06 08 02 |
|
Operation of airborne collision avoidance system (ACAS) equipment |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe the main reason for using ACAS. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
|
|
(02) |
|
State whether the ‘use of ACAS indications’ described in ICAO Doc 8168 is absolutely mandatory. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(03) |
|
Explain the pilots’ reaction required to allow ACAS to fulfil its role of assisting pilots in the avoidance of potential collisions. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(04) |
|
Explain why pilots shall not manoeuvre their aircraft in response to traffic advisories (TAs) only. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(05) |
|
Explain the significance of TAs in view of possible resolution advisories (RAs). |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(06) |
|
State why a pilot should follow RAs immediately. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(07) |
|
List the reasons which may force a pilot to disregard an RA. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(08) |
|
Explain the importance of instructing ATC immediately that an RA has been followed. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(09) |
|
Explain the duties of a pilot with regard to ATC when an RA situation is resolved. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 06 09 00 |
|
REGULATION (EU) No 965/2012 ON AIR OPERATIONS |
|
|
|
|
|
|
|
|
|
|
|
010 06 09 01 |
|
Regulation structure |
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(01) |
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Describe the subject matter and scope of that Regulation. |
X |
X |
X |
X |
X |
X |
X |
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(02) |
X |
State that Regulation (EU) No 965/2012 covers all types of commercial and non-commercial operations. |
X |
X |
X |
X |
X |
X |
X |
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010 06 09 02 |
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Definitions (Annex I) |
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(01) |
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Recall the definitions in the Regulation not already given in ICAO PAN-OPS. |
X |
X |
X |
X |
X |
X |
X |
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010 06 09 03 |
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Part-SPA (Annex V), Part-NCC (Annex VI) and Part-NCO (Annex VII) |
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(01) |
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Describe the scope of these Parts. |
X |
X |
X |
X |
X |
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(02) |
X |
Explain the main content of these Parts, except the operational procedures. |
X |
X |
X |
X |
X |
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010 07 00 00 |
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AIR TRAFFIC SERVICES (ATS) AND AIR TRAFFIC MANAGEMENT (ATM) |
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010 07 01 00 |
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ICAO Annex 11 — Air Traffic Services |
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010 07 01 01 |
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Definitions |
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(01) |
X |
Recall the definitions given in ICAO Annex 11. |
X |
X |
X |
X |
X |
X |
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010 07 01 02 |
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General |
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(01) |
X |
State the objectives of ATS. |
X |
X |
X |
X |
X |
X |
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(02) |
X |
Describe the three basic types of ATS. |
X |
X |
X |
X |
X |
X |
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(03) |
X |
Describe the three basic types of ATC services. |
X |
X |
X |
X |
X |
X |
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(04) |
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State on which frequencies a pilot can expect ATC to contact them in case of an emergency. |
X |
X |
X |
X |
X |
X |
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(05) |
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Describe the procedure for the transfer of an aircraft from one ATC unit to another. |
X |
X |
X |
X |
X |
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010 07 01 03 |
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Airspace |
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(01) |
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Describe the purpose for establishing flight information regions (FIRs) including upper flight information regions (UIRs). |
X |
X |
X |
X |
X |
X |
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(02) |
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Describe the various rules and services that apply to the various classes of airspace. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(03) |
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Explain which airspace shall be included in an FIR or UIR. |
X |
X |
X |
X |
X |
X |
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(04) |
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State the designation for those portions of the airspace where flight information service (FIS) and alerting service shall be provided. |
X |
X |
X |
X |
X |
X |
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(05) |
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State the designations for those portions of the airspace where ATC services shall be provided. |
X |
X |
X |
X |
X |
X |
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(06) |
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Identify whether or not control areas (CTAs) and control zones (CTRs) designated within an FIR shall form part of that FIR. |
X |
X |
X |
X |
X |
X |
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(07) |
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State the lower limit of a CTA as far as ICAO Standards are concerned. |
X |
X |
X |
X |
X |
X |
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(08) |
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State whether or not the lower limit of a CTA has to be established uniformly. |
X |
X |
X |
X |
X |
X |
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(09) |
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Explain why a UIR or upper CTA should be delineated to include the upper airspace within the lateral limits of a number of lower FIRs or CTAs. |
X |
X |
X |
X |
X |
X |
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(10) |
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Describe in general the lateral limits of CTRs. |
X |
X |
X |
X |
X |
X |
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(11) |
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State the minimum extension (in NM) of the lateral limits of a CTR. |
X |
X |
X |
X |
X |
X |
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(12) |
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State the upper limits of a CTR located within the lateral limits of a CTA. |
X |
X |
X |
X |
X |
X |
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010 07 01 04 |
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Air traffic control (ATC) services |
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(01) |
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Name all classes of airspace in which ATC services shall be provided. |
X |
X |
X |
X |
X |
X |
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2, 3 |
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(02) |
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Name the ATS units providing ATC services (area control service, approach control service, aerodrome control service). |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(03) |
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Describe which unit(s) may be assigned with the task to provide specified services on the apron. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(04) |
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State the purpose of clearances issued by an ATC unit. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(05) |
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List the various (five possible) parts of an ATC clearance. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(06) |
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Explain why the movement of persons, vehicles and towed aircraft on the manoeuvring area of an AD shall be controlled by the aerodrome control tower (TWR) (as necessary). |
X |
X |
X |
X |
X |
X |
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010 07 01 05 |
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Flight information service (FIS) |
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(01) |
X |
State for which aircraft FIS shall be provided. |
X |
X |
X |
X |
X |
X |
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(02) |
X |
State whether or not FIS shall include the provision of pertinent significant meteorological information (SIGMET) and air meteorological information report (AIRMET) information. |
X |
X |
X |
X |
X |
X |
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(03) |
X |
State which information FIS shall include in addition to SIGMET and AIRMET information. |
X |
X |
X |
X |
X |
X |
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(04) |
X |
Indicate which other information the FIS shall include in addition to the special information given in Annex 11. |
X |
X |
X |
X |
X |
X |
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(05) |
X |
State the meaning of the acronym ‘ATIS’ in plain language. |
X |
X |
X |
X |
X |
X |
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(06) |
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List the basic information concerning automatic terminal information service (ATIS) broadcasts (e.g. frequencies used, number of ADs included, updating, identification, acknowledgment of receipt, language and channels, ALT- setting). |
X |
X |
X |
X |
X |
X |
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2, 3 |
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(07) |
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State the content of an ATIS message. |
X |
X |
X |
X |
X |
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(08) |
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State the reasons and circumstances when an ATIS message shall be updated. |
X |
X |
X |
X |
X |
X |
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010 07 01 06 |
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Alerting service |
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(01) |
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State who provides the alerting service. |
X |
X |
X |
X |
X |
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(02) |
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State who is responsible for initiating the appropriate emergency phase. |
X |
X |
X |
X |
X |
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(03) |
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State the aircraft to which alerting service shall be provided. |
X |
X |
X |
X |
X |
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(04) |
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State which unit shall be notified by the responsible ATS unit immediately when an aircraft is considered to be in a state of emergency. |
X |
X |
X |
X |
X |
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(05) |
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Name the three stages of emergency and describe the basic conditions for each kind of emergency. |
X |
X |
X |
X |
X |
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3 |
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(06) |
X |
State the meaning of the expressions ‘INCERFA’, ‘ALERFA’ and ‘DETRESFA’. |
X |
X |
X |
X |
X |
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(07) |
X |
State the information to be provided to those aircraft that operate in the vicinity of an aircraft that is either in a state of emergency or unlawful interference. |
X |
X |
X |
X |
X |
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010 07 01 07 |
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Principles governing required navigation performance (RNP) and air traffic service (ATS) route designators |
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(01) |
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State the meaning of the acronym ‘RNP’. |
X |
X |
X |
X |
X |
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(02) |
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State the factors that RNP is based on. |
X |
X |
X |
X |
X |
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(03) |
X |
Describe the reason for establishing a system of route designators and navigation specifications. |
X |
X |
X |
X |
X |
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(04) |
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State whether or not a prescribed RNP type is considered an integral part of the ATS route designator. |
X |
X |
X |
X |
X |
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(05) |
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Explain the composition of an ATS route designator. |
X |
X |
X |
X |
X |
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010 07 02 00 |
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ICAO Doc 4444 — Air Traffic Management |
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010 07 02 01 |
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Foreword (Scope and purpose) |
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(01) |
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State which ATS units provide clearances that do, and do not, include the prevention of collision with terrain. |
X |
X |
X |
X |
X |
X |
X |
3 |
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010 07 02 02 |
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Definitions |
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(01) |
X |
Recall all definitions given in ICAO Doc 4444 except the following: — accepting unit/controller, AD taxi circuit, aeronautical fixed service (AFS), aeronautical fixed station, air-taxiing, allocation, approach funnel, assignment, data convention, data processing, discrete code, D-value, flight status, ground effect, receiving unit/controller, sending unit/controller, transfer of control point, transferring unit/controller, unmanned free balloon. |
X |
X |
X |
X |
X |
X |
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010 07 02 03 |
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ATS system capacity and air traffic flow management (ATFM) |
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(01) |
X |
Explain when and where ATFM services shall be implemented. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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010 07 02 04 |
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General provisions for air traffic services (ATS) |
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(01) |
X |
Describe who is responsible for the provision of flight information and alerting services within an FIR, within controlled airspace and at controlled ADs. |
X |
X |
X |
X |
X |
X |
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010 07 02 05 |
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ATC clearances |
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(01) |
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State which information the issue of an ATC clearance is based on. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(02) |
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Describe what a PIC should do if an ATC clearance is not suitable. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(03) |
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State who bears the responsibility for adhering to the applicable rules and regulations whilst flying under the control of an ATC unit. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(04) |
X |
State the two primary purposes of clearances issued by ATC units. |
X |
X |
X |
X |
X |
X |
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(05) |
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State why clearances must be issued ‘early enough’ to aircraft. |
X |
X |
X |
X |
X |
X |
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(06) |
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Explain what is meant by the expression ‘clearance limit’. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(07) |
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Explain the meaning of the phrases ‘cleared via flight planned route’, ‘cleared via (designation) departure’ and ‘cleared via (designation) arrival’ in an ATC clearance. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(08) |
|
List which items of an ATC clearance shall always be read back by the flight crew. |
X |
X |
X |
X |
X |
X |
X |
3 |
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010 07 02 06 |
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Horizontal speed control instructions |
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(01) |
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Explain the reason for speed control by ATC |
X |
X |
X |
X |
X |
X |
X |
3 |
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(02) |
X |
Define the maximum speed changes that ATC may impose. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(03) |
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State within what distance from the THR the PIC should not expect any kind of speed control. |
X |
X |
X |
X |
X |
X |
X |
3 |
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010 07 02 07 |
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Change from IFR to VFR flight |
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(01) |
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Explain how the change from IFR to VFR can be initiated by the PIC. |
X |
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X |
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X |
X |
3 |
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(02) |
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Describe the expected reaction of the appropriate ATC unit upon a request to change from IFR to VFR. |
X |
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X |
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X |
X |
3 |
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010 07 02 08 |
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Wake turbulence |
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(01) |
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State the wake-turbulence categories of aircraft. |
X |
X |
X |
X |
X |
X |
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3 |
2 |
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(02) |
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State the wake-turbulence separation minima. |
X |
X |
X |
X |
X |
X |
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3 |
2 |
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(03) |
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Describe how a ‘heavy’ aircraft shall indicate this in the initial radiotelephony contact with ATS. |
X |
X |
X |
X |
X |
X |
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010 07 02 09 |
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Altimeter-setting procedures |
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(01) |
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Define the following terms: — TRL; — transition layer; and — TA. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(02) |
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Describe how the vertical position of an aircraft in the vicinity of an AD shall be expressed at or below the TA, at or above the TRL, and while climbing or descending through the transition layer. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(03) |
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Describe when the HGT of an aircraft using QFE during an NDB approach is referred to the landing THR instead of the AD elevation. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(04) |
|
State in which margin altimeter settings provided to aircraft shall be rounded up or down. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(05) |
|
Describe the expression ‘lowest usable FL’. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(06) |
|
Determine how the vertical position of an aircraft on an en-route flight is expressed at or above the lowest usable FL and below the lowest usable FL. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(07) |
|
State who establishes the TRL to be used in the vicinity of an AD. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(08) |
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Decide how and when a flight crew member shall be informed about the TRL. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(09) |
|
State whether or not the pilot can request TRL to be included in the approach clearance. |
X |
X |
X |
X |
X |
X |
X |
3 |
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010 07 02 10 |
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Position reporting |
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(01) |
|
Describe when position reports shall be made by an aircraft flying on routes defined by designated significant points. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(02) |
|
List the six items that are normally included in a voice position report. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(03) |
X |
State the requirements for using a simplified position report with FL, next position (and time-over) and ensuing significant points omitted. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(04) |
|
State the item of a position report which must be forwarded on to ATC with the initial call after changing to a new frequency. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(05) |
|
Indicate the item of a position report which may be omitted if secondary surveillance radar (SSR) Mode C is used. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(06) |
|
Explain in which circumstances the airspeed should be included in a position report. |
X |
X |
X |
X |
X |
X |
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(07) |
|
Explain the meaning of the acronym ‘ADS’. |
X |
X |
X |
X |
X |
X |
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(08) |
|
Describe which expression shall precede the level figures in a position report if the level is reported in relation to 1013.2 hPa (standard pressure). |
X |
X |
X |
X |
X |
X |
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010 07 02 11 |
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Reporting of operational and meteorological information |
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(01) |
|
List the occasions when special air-reports shall be made. |
X |
X |
X |
X |
X |
X |
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010 07 02 12 |
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Separation methods and minima |
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(01) |
|
Explain the general provisions for the separation of controlled air traffic. |
X |
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X |
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X |
X |
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(02) |
X |
Name the different kinds of separation used in aviation. |
X |
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X |
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X |
X |
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3 |
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(03) |
|
State the difference between the type of separation provided within the various classes of airspace and the various types of flight. |
X |
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X |
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X |
X |
3 |
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(04) |
|
State who is responsible for the avoidance of collision with other aircraft when operating in VMC. |
X |
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X |
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X |
X |
3 |
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(05) |
|
Describe how vertical separation is obtained. |
X |
|
X |
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X |
X |
3 |
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(06) |
|
State the required vertical separation minimum. |
X |
|
X |
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X |
X |
3 |
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(07) |
|
Describe how the cruising levels of aircraft flying to the same destination and in the expected approach sequence are correlated with each other. |
X |
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X |
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X |
X |
3 |
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(08) |
|
Name the conditions that must be adhered to when two aircraft are cleared to maintain a specified vertical separation between them during climb or descent. |
X |
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X |
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X |
X |
3 |
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(09) |
|
State the two main methods for horizontal separation. |
X |
|
X |
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X |
X |
3 |
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(10) |
|
Describe how lateral separation of aircraft at the same level may be obtained. |
X |
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X |
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X |
X |
3 |
|
|
|
(11) |
|
Explain the term ‘geographical separation’. |
X |
|
X |
|
|
X |
X |
3 |
|
|
|
(12) |
|
Describe track separation between aircraft using the same navigation aid or method. |
X |
|
X |
|
|
X |
X |
3 |
|
|
|
(13) |
|
Describe the three basic means for the establishment of longitudinal separation. |
X |
|
X |
|
|
X |
X |
3 |
|
|
|
(14) |
|
State the minimum standard horizontal radar separation in NM. |
X |
|
X |
|
|
X |
X |
3 |
|
|
|
(15) |
|
Describe the method of the Mach number technique. |
X |
X |
|
|
|
|
|
|
|
|
|
010 07 02 13 |
|
Separation in the vicinity of aerodromes (ADs) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe the expression ‘essential local traffic’. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(02) |
|
State which possible decision the PIC may choose to take if they are asked to accept take-off in a direction which is not ‘into the wind’. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(03) |
|
State the condition to enable ATC to initiate a visual approach for an IFR flight. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(04) |
|
State whether or not separation shall be provided by ATC between an aircraft executing a visual approach and other arriving or departing aircraft. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(05) |
|
State in which case, when the flight crew are not familiar with the instrument approach procedure being carried out, only the final approach track has to be given to them by ATC. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(06) |
|
Describe which FL should be assigned to an aircraft first arriving over a holding fix for landing. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(07) |
|
State which kinds of priority can be applied to aircraft for a landing. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(08) |
|
Describe the situation when a pilot of an aircraft in an approach sequence indicates their intention to hold for weather improvements. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(09) |
|
Explain the term ‘expected approach time’ and the procedures for its use. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(10) |
|
State the reasons which could probably lead to the decision to use another take-off or landing direction than the one into the wind. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(11) |
|
State the possible consequences for a PIC if the ‘RWY-in-use’ is not considered suitable for the operation involved. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
010 07 02 14 |
|
Miscellaneous separation procedures |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State the minimum separation between departing and arriving aircraft. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(02) |
|
State the non-radar wake-turbulence longitudinal separation minima. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(03) |
|
Describe the consequences of a clearance to ‘maintain own separation’ while in VMC. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(04) |
|
Give a brief description of ‘essential traffic’ and ‘essential traffic information’. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(05)
|
|
Describe the circumstances under which a reduction in separation minima may be allowed. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
010 07 02 15 |
|
Arriving and departing aircraft |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
List the elements of information which shall be transmitted to an aircraft as early as practicable if an approach for landing is intended. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(02) |
|
List the elements of information to be transmitted to an aircraft at the commencement of final approach. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(03) |
|
List the elements of information to be transmitted to an aircraft during final approach. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(04) |
|
State the prerequisites for operating on parallel or near-parallel RWYs including the different combinations of parallel arrivals or departures. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(05) |
|
State the sequence of priority between aircraft landing (or in the final stage of an approach to land) and aircraft intending to depart. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(06) |
|
State the significant changes in the meteorological conditions in the take-off or climb-out area that shall be transmitted without delay to a departing aircraft. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(07) |
|
State the significant changes that shall be transmitted as early as practicably possible to an arriving aircraft, particularly changes in the meteorological conditions. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
010 07 02 16 |
|
Procedures for aerodrome (AD) control service |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Name the operational failure or irregularity of AD equipment which shall be reported by the TWR immediately. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(02) |
|
Explain that, after a given period of time, the TWR shall report to the area control centre (ACC) or flight information centre (FIC) if an aircraft does not land as expected. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(03) |
|
Describe the procedures to be observed by the TWR whenever VFR operations are suspended. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(04) |
|
Explain the term ‘RWY-in-use’ and its selection. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(05) |
|
List the information the TWR should give to an aircraft prior to: — taxiing for take-off; — take-off; — entering the traffic circuit. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(06) |
|
Explain that a report of surface wind direction given to a pilot by the TWR is magnetic. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(07)
|
|
Explain the exact meaning of the expression ‘RWY vacated’. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 07 02 17 |
|
Radar services |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State the basic identification procedures used with radar. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(02) |
|
Define the term ‘PSR’. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(03) |
|
Describe the circumstances under which an aircraft provided with radar service should be informed of its position. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(04) |
|
List the possible forms of position information passed on to the aircraft by radar services. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(05) |
|
Describe the term ‘radar vectoring’. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(06) |
|
State the aims of radar vectoring as shown in ICAO Doc 4444. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(07) |
|
Describe how radar vectoring shall be achieved. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(08) |
|
Describe the information which shall be given to an aircraft when radar vectoring is terminated and the pilot is instructed to resume own navigation. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(09) |
|
Explain the procedures for the conduct of surveillance radar approaches (SRAs). |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(10) |
|
Describe what kind of action (concerning the transponder) the pilot is expected to perform in case of emergency if they have previously been directed by ATC to operate the transponder on a specific code. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
010 07 02 18 |
|
Air traffic advisory service |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe the objective and basic principles of the air traffic advisory service. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(02) |
|
State to which aircraft air traffic advisory service may be provided. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(03) |
|
Explain the difference between advisory information and clearances, stating which ATS units are responsible for their issue. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 07 02 19 |
|
Procedures related to emergencies, communication (COM) failure and contingencies |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State the mode and code of SSR equipment a pilot might operate in a (general) state of emergency or (specifically) in case the aircraft is subject to unlawful interference. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(02) |
|
State the special rights an aircraft in a state of emergency can expect from ATC. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(03) |
|
Describe the expected action of aircraft after receiving a broadcast from ATS concerning the emergency descent of an aircraft. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(04) |
|
State how it can be ascertained, in case of a failure of two-way COM, whether the aircraft is able to receive transmissions from the ATS unit. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(05) |
|
State on which frequencies appropriate information, for an aircraft encountering two-way COM failure, shall be sent by ATS. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(06) |
|
State what is meant by the expressions ‘strayed aircraft’ and ‘unidentified aircraft’. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(07) |
|
Explain the reasons for fuel-dumping and state the minimum level. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(08) |
|
Explain the possible request of ATC to an aircraft to change its radio-telephone (RTF) call sign. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 07 02 20 |
|
Miscellaneous procedures |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain the meaning of ‘AIRPROX’. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(02) |
|
Describe the task of an air traffic incident report. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 08 00 00 |
|
AERONAUTICAL INFORMATION SERVICE (AIS) |
|
|
|
|
|
|
|
|
|
|
|
010 08 01 00 |
|
Introduction |
|
|
|
|
|
|
|
|
|
|
|
010 08 01 01 |
|
Introduction to ICAO Annex 15 — Aeronautical Information Service (AIS) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State, in general terms, the objective of an AIS. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 08 02 00 |
|
Definitions of ICAO Annex 15 |
|
|
|
|
|
|
|
|
|
|
|
010 08 02 01 |
|
Definitions of ICAO Annex 15 |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Recall the following definitions: — aeronautical information circular (AIC), aeronautical information publication (AIP), AIP amendment, AIP supplement, aeronautical information regulation and control (AIRAC), danger area, aeronautical information management, international airport, international NOTAM office (NOF), manoeuvring area, movement area, NOTAM, pre-flight information bulletin (PIB), prohibited area, restricted area, SNOWTAM, ASHTAM. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
010 08 03 00 |
|
General |
|
|
|
|
|
|
|
|
|
|
|
010 08 03 01 |
|
General — AIS responsibilities and functions |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State during which period of time an AIS shall be available with reference to an aircraft flying in the area of responsibility of an AIS, provided a 24-hour service is not available. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(02) |
|
List, in general, the kind of aeronautical information/data which an AIS service shall make available in a suitable form to flight crew. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(03) |
|
Summarise the duties of an AIS concerning aeronautical information data for the territory of a particular State. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 08 04 00 |
|
Aeronautical information products and services |
|
|
|
|
|
|
|
|
|
|
|
010 08 04 01 |
|
Aeronautical information publication (AIP) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State the primary purpose of the AIP. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(02) |
|
Name the different parts of the AIP. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(03) |
|
State the main parts of the AIP where the following information can be found: — differences from the ICAO Standards, Recommended Practices and Procedures; — location indicators, AIS, minimum flight ALT, meteorological information for aircraft in flight (VOLMET) service, SIGMET service; — general rules and procedures (especially general rules, VFR, IFR, ALT-setting procedure, interception of civil aircraft, unlawful interference, air traffic incidents); — ATS airspace (especially FIR, UIR, TMA); — ATS routes (especially lower ATS routes, upper ATS routes, area navigation routes); — AD data including aprons, taxiways (TWYs) and check locations/positions data; — navigation warnings (especially prohibited, restricted and danger areas); — aircraft instruments, equipment and flight documents; — AD surface movement guidance and control system and markings; — RWY physical characteristics, declared distances, approach (APP) and RWY lighting; — AD radio navigation and landing aids; — charts related to an AD; — entry, transit and departure of aircraft, passengers, crew and cargo, and the significance of this information to flight crew. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(04) |
|
State how permanent changes to the AIP shall be published. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(05) |
|
Explain what kind of information shall be published in the form of AIP Supplements. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 08 04 02 |
|
Notices to airmen (NOTAMs) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe how information shall be published which in principle would belong to NOTAMs but includes extensive text or graphics. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(02) |
|
Summarise the essential information which leads to the issue of a NOTAM. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(03) |
|
State how NOTAMs shall be distributed. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(04) |
|
Explain how information regarding snow, ice and standing water on AD pavements shall be reported. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(05) |
|
Describe the means by which NOTAMs shall be distributed. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(06) |
|
Define and state which information an ASHTAM may contain. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 08 04 03 |
|
Aeronautical information regulation and control (AIRAC) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
X |
List the circumstances under which the information concerned shall or should be distributed as an AIRAC. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
010 08 04 04 |
|
Aeronautical information circulars (AICs) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
X |
Describe the type of information that may be published in AICs. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(02) |
|
Explain the organisation of AICs. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 08 04 05 |
|
Pre-flight and post-flight information/data |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Summarise, in addition to the elements of the integrated AIP and maps/charts, the additional current information relating to the AD of departure that shall be provided as pre-flight information. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(02) |
|
Describe how a recapitulation of current NOTAM and other information of urgent character shall be made available to flight crew. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(03)
|
|
State which post-flight information from flight crew shall be submitted to AIS for distribution as required by the circumstances. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 08 05 00 |
|
ATM service providers |
|
|
|
|
|
|
|
|
|
|
|
010 08 05 01 |
|
ATM |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that Commission Implementing Regulation (EU) 2017/373 provides: — general requirements for the provision of air navigation services; — specific requirements for the provision of air traffic services; — specific requirements for the provision of meteorological services; — specific requirements for the provision of aeronautical information services; — specific requirements for the provision of communication, navigation or surveillance services. |
X |
|
X |
X |
|
|
|
|
|
|
|
010 09 00 00 |
|
AERODROMES (ICAO Annex 14 and Regulation (EU) No 139/2014) |
|
|
|
|
|
|
|
|
|
|
|
010 09 01 00 |
|
General |
|
|
|
|
|
|
|
|
|
|
|
010 09 01 01 |
|
General — AD reference code |
|
|
|
|
|
|
|
|
|
|
|
(01)
|
|
Describe the intent of the AD reference code and state the functions of the two code elements. |
X |
X |
|
|
|
|
|
|
|
|
|
010 09 02 00 |
|
Aerodrome (AD) data |
|
|
|
|
|
|
|
|
|
|
|
010 09 02 01 |
|
Aerodrome (AD) reference point |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe where the AD reference point shall be located and where it shall normally remain. |
X |
X |
X |
X |
X |
X |
X
|
|
2 |
|
|
010 09 02 02 |
|
Pavement strengths |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain the terms: ‘pavement classification number (PCN)’ and ‘aircraft classification number (ACN)’, and describe their mutual dependence. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(02) |
|
Describe how the bearing strength for an aircraft with an apron mass equal to or less than 5 700 kg shall be reported. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 09 02 03 |
|
Declared distances |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that ICAO Annex 14 provides guidance on the calculation of declared distances (TORA, TODA, ASDA, LDA). |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(02) |
|
Recall the definitions for the four main declared distances. |
X |
X |
X |
X |
X |
X |
|
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|
010 09 02 04 |
|
Condition of the movement area and related facilities |
|
|
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|
|
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|
(01) |
|
State the purpose of informing AIS and ATS units about the condition of the movement area and related facilities. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(02) |
|
List the matters of operational significance or affecting aircraft performance which should be reported to AIS and ATS units to be transmitted to aircraft involved. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(03) |
|
Describe the different types of contaminant on RWYs. |
X |
X |
X |
X |
X |
X |
|
2 |
1 |
|
|
(04) |
|
Explain the different types of frozen water on the RWY and their impact on aircraft braking performance. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(05) |
|
Describe the runway condition codes and the associated runway braking action. |
X |
X |
X |
X |
X |
|
|
2 |
1 |
|
|
010 09 03 00 |
|
Physical characteristics |
|
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010 09 03 01 |
|
Runways (RWYs) |
|
|
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|
|
|
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|
|
|
(01) |
|
Describe where a THR should normally be located. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(02) |
|
Describe the general considerations concerning RWYs associated with a stopway (SWY) or clearway (CWY). |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
010 09 03 02 |
|
Runway (RWY) strips |
|
|
|
|
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|
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|
|
|
(01) |
|
Explain the term ‘runway strip’. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
010 09 03 03 |
|
Runway-end safety area |
|
|
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(01) |
|
Explain the term ‘runway-end safety area’. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
010 09 03 04 |
|
Clearway (CWY) |
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|
|
|
|
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|
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|
(01) |
|
Explain the term ‘clearway’. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
010 09 03 05 |
|
Stopway (SWY) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain the term ‘stopway’. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
010 09 03 06 |
|
Intentionally left blank |
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010 09 03 07 |
|
Taxiways (TWYs) |
|
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|
|
|
(01) |
|
Describe the reasons and the requirements for rapid‑exit TWYs. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(02) |
|
Explain TWY widening in curves. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(03) |
|
Explain when and where holding bays should be provided. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(04) |
|
Describe where RWY holding positions shall be established. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(05) |
|
Describe the term ‘road holding position’. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(06) |
|
Describe where intermediate TWY holding positions should be established. |
X |
X |
X |
X |
X |
X |
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010 09 04 00 |
|
Visual aids for navigation |
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010 09 04 01 |
|
Indicators and signalling devices |
|
|
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|
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|
|
|
(01) |
|
Describe the wind-direction indicators with which ADs shall be equipped. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(02) |
|
Describe a landing-direction indicator. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(03) |
|
Explain the capabilities of a signalling lamp. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(04) |
X |
State which characteristics a signal area should have. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(05) |
X |
Interpret all indications and signals that may be used in a signal area. |
X |
X |
X |
X |
X |
X |
X |
|
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|
010 09 04 02 |
|
Markings |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Name the colours used for the various markings (RWY, TWY, aircraft stands, apron safety lines). |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(02) |
|
State where a RWY designation marking shall be provided and describe the different layouts (excluding dimensions). |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(03) |
|
Describe the application and general characteristics (excluding dimensions) of: — RWY-centre-line markings; — THR markings; — touchdown-zone (TDZ) markings; — RWY-side-stripe markings; — TWY-centre-line markings; — RWY holding position markings; — intermediate holding position markings; — aircraft-stand markings; — apron safety lines; — road holding position markings; — mandatory instruction markings; — information markings. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
010 09 04 03 |
|
Lights |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe the mechanical safety considerations regarding elevated approach lights and elevated RWY, SWY and TWY lights. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(02) |
|
List the conditions for the installation of an aerodrome beacon (ABN) and describe its general characteristics. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(03) |
|
Describe the different kinds of operations for which a simple approach lighting system shall be used. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(04) |
|
Describe the basic installations of a simple approach lighting system including the dimensions and distances normally used. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(05) |
|
Describe the principle of a precision approach category I lighting system including information such as location and characteristics. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(06) |
|
Describe the principle of a precision approach category II and III lighting system including information such as location and characteristics, especially the inner 300 m of the system. |
X |
|
|
|
|
X |
X |
|
|
|
|
(07) |
|
Describe the wing bars of the precision approach path indicator (PAPI) and the abbreviated precision approach path indicator (APAPI). Interpret what the pilot will see during the approach using PAPI. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(08) |
|
Interpret what the pilot will see during an approach using a helicopter approach path indicator (HAPI). |
|
|
X |
X |
X |
|
|
|
|
|
|
(09) |
|
Explain the application and characteristics (as applicable, but limited to colour, intensity, direction and whether fixed or flashing) of: — RWY-edge lights; — RWY-THR and wing-bar lights; — RWY-end lights; — RWY-centre-line lights; — RWY-lead-in lights; — RWY-TDZ lights; — SWY lights; — TWY-centre-line lights; — TWY-edge lights; — stop bars; — intermediate holding position lights; — RWY guard lights; — road holding position lights. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(10) |
|
State the timescale within which aeronautical ground lights shall be made available to arriving aircraft. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
010 09 04 04 |
|
Signs |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain which signs are the only ones on the movement area utilising red. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(02) |
|
List the provisions for illuminating signs. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(03) |
|
Name the kinds of signs which shall be included in mandatory instruction signs. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(04) |
|
Name the colours used for mandatory instruction signs. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(05) |
|
Describe by which sign a pattern ‘A’ RWY holding position (i.e. at an intersection of a TWY and a non‑instrument, non-precision approach or take-off RWY) marking shall be supplemented. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(06) |
|
Describe by which sign a pattern ‘B’ RWY holding position (i.e. at an intersection of a TWY and a precision approach RWY) marking shall be supplemented. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(07) |
|
Describe the location of: — a RWY designation sign at a TWY/RWY intersection; — a ‘NO ENTRY’ sign; — a RWY holding position sign. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(08) |
|
State which sign indicates that a taxiing aircraft is about to infringe an obstacle limitation surface or interfere with the operation of radio navigation aids (e.g. ILS/MLS critical/sensitive area). |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(09) |
|
Describe the various possible inscriptions on RWY designation signs and on holding position signs. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(10) |
|
Describe the colours used in connection with information signs. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(11) |
|
Describe the possible inscriptions on information signs. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(12) |
|
Explain the application, location and characteristics of aircraft stand identification signs. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(13)
|
|
Explain the application, location and characteristics of road holding position signs. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
010 09 04 05 |
|
Markers |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain why markers located near a RWY or TWY shall be HGT limited. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(02) |
|
Explain the application and characteristics (excluding dimensions) of: — unpaved RWY-edge markers; — TWY-edge markers; — TWY-centre-line markers; — unpaved TWY-edge markers; — boundary markers; — SWY-edge markers. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
010 09 05 00 |
|
Visual aids for denoting obstacles |
|
|
|
|
|
|
|
|
|
|
|
010 09 05 01 |
|
Marking of objects |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State how fixed or mobile objects shall be marked if colouring is not practicable. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(02) |
|
Describe marking by colours (fixed or mobile objects). |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(03) |
|
Explain the use of markers for the marking of objects, overhead wires, cables, etc. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(04) |
|
Explain the use of flags for the marking of objects. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 09 05 02 |
|
Lighting of objects |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Name the different types of lights to indicate the presence of objects which must be lighted. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(02) |
|
Describe (in general terms) the location of obstacle lights. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(03) |
|
Describe (in general and for normal circumstances) the colour and sequence of low-intensity obstacle lights, medium-intensity obstacle lights and high‑intensity obstacle lights. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(04) |
|
State that information about lights to be displayed by aircraft is provided in both ICAO Annex 2 (Rules of the Air) and SERA. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 09 06 00 |
|
Visual aids for denoting restricted use of areas |
|
|
|
|
|
|
|
|
|
|
|
010 09 06 01 |
|
Visual aids for denoting restricted use of areas on RWYs and TWYs |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe the colours and meaning of ‘closed markings’ on RWYs and TWYs. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(02) |
|
State how the pilot of an aircraft moving on the surface of a TWY, holding bay or apron shall be warned that the shoulders of these surfaces are ‘non‑load-bearing’. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(03) |
|
Describe the pre-THR marking (including colours) when the surface before the THR is not suitable for normal use by aircraft. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 09 07 00 |
|
Aerodrome (AD) operational services, equipment and installations |
|
|
|
|
|
|
|
|
|
|
|
010 09 07 01 |
|
Rescue and firefighting (RFF) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State the principal objective of RFF services. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(02) |
|
Explain the basic information the AD category (for RFF) depends upon. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(03) |
|
Describe what is meant by the term ‘response time’, and state its normal and maximum limits. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 09 07 02 |
|
Apron management service |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State who has a right-of-way against vehicles operating on an apron. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 09 07 03 |
|
Ground-servicing of aircraft |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe the necessary actions during the ground‑servicing of an aircraft with regard to the possible event of a fuel fire. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 09 08 00 |
|
Supplementary Guidance Material |
|
|
|
|
|
|
|
|
|
|
|
010 09 08 01 |
|
Declared distances |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
List the four types of ‘declared distances’ on a RWY and also the appropriate abbreviations. |
X |
X |
X |
X |
X |
X |
|
|
1 |
|
|
(02) |
|
Explain the circumstances which lead to the situation that the four declared distances on a RWY are equal to the length of the RWY. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(03) |
|
Describe the influence of a CWY, SWY or displaced THR upon the four ‘declared distances’. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
010 09 08 02 |
|
Intentionally left blank |
|
|
|
|
|
|
|
|
|
|
|
010 09 08 03 |
|
Approach lighting systems |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Name the two main groups of approach lighting systems. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(02) |
|
Describe the two different versions of a simple approach lighting system. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(03) |
|
Describe the two different basic versions of precision approach lighting systems for CAT I. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(04) |
|
Describe the diagram of the inner 300 m of the precision approach lighting system in the case of CAT II and III. |
X |
|
|
|
|
|
|
|
|
|
|
(05) |
|
Describe how the arrangement of an approach lighting system and the location of the appropriate THR are interrelated. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
010 10 00 00 |
|
FACILITATION (ICAO Annex 9) |
|
|
|
|
|
|
|
|
|
|
|
010 10 01 00 |
|
Intentionally left blank |
|
|
|
|
|
|
|
|
|
|
|
010 10 02 00 |
|
Entry and departure of aircraft |
|
|
|
|
|
|
|
|
|
|
|
010 10 02 01 |
|
General declaration |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe the purpose and use of aircraft documents as regards a ‘general declaration’. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
010 10 02 02 |
|
Entry and departure of crew |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain entry requirements for crew. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Explain the reasons for the use of crew member certificates (CMC) for crew members engaged in international air transport. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(03) |
|
Explain in which cases Contracting States should accept the CMC as an identity document instead of a passport or visa. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
010 10 02 03 |
|
Entry and departure of passengers and baggage |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain the entry requirements for passengers and their baggage. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Explain the requirements and documentation for unaccompanied baggage. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(03) |
|
Identify the documentation required for the departure and entry of passengers and their baggage. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(04) |
|
Explain the arrangements in the event of a passenger being declared an inadmissible person. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(05) |
|
Describe the pilot’s authority towards unruly passengers. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
010 10 02 04 |
|
Entry and departure of cargo |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain the entry requirements for cargo. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
010 11 00 00 |
|
SEARCH AND RESCUE (SAR) |
|
|
|
|
|
|
|
|
|
|
|
010 11 01 00 |
|
Essential SAR definitions |
|
|
|
|
|
|
|
|
|
|
|
010 11 01 01 |
|
Essential SAR definitions — ICAO Annex 12 |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Recall the definitions of the following terms: alert phase, distress phase, emergency phase, operator, PIC, rescue coordination centre, State of Registry, uncertainty phase. |
X |
X |
X |
X |
X |
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010 11 02 00 |
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SAR — Organisation |
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010 11 02 01 |
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SAR — Organisation — Establishment and provision |
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(01) |
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Describe how ICAO Contracting States shall arrange for the establishment and prompt provision of SAR services. |
X |
X |
X |
X |
X |
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(02) |
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Explain the establishment of SAR by Contracting States. |
X |
X |
X |
X |
X |
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(03) |
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Describe the areas within which SAR services shall be established by Contracting States. |
X |
X |
X |
X |
X |
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(04) |
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State the period of time per day within which SAR services shall be available. |
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X |
X |
X |
X |
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(05) |
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Describe for which areas rescue coordination centres shall be established. |
X |
X |
X |
X |
X |
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010 11 03 00 |
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Operating procedures for non-SAR crews |
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010 11 03 01 |
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Operating procedures for non-SAR crews — PIC |
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(01) |
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Explain the SAR operating procedures for the PIC who arrives first at the scene of an accident. |
X |
X |
X |
X |
X |
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(02) |
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Explain the SAR operating procedures for the PIC intercepting a distress transmission. |
X |
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X |
X |
X |
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010 11 04 00 |
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Search and rescue signals |
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010 11 04 01 |
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Search and rescue signals — Survivors |
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(01) |
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Explain the ‘ground–air visual signal code’ for use by survivors. |
X |
X |
X |
X |
X |
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(02) |
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Recognise the SAR ‘air-to-ground signals’ for use by survivors. |
X |
X |
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X |
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010 12 00 00 |
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SECURITY — Safeguarding International Civil Aviation against Acts of Unlawful Interference (ICAO Annex 17) |
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010 12 01 00 |
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Definitions of ICAO Annex 17 |
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010 12 01 01 |
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Essential definitions of ICAO Annex 17 |
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(01)
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Recall the definitions of the following terms: — airside, aircraft security check, screening, security, security control, security-restricted area, unidentified baggage. |
X |
X |
X |
X |
X |
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010 12 02 00 |
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General principles |
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010 12 02 01 |
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General principles — Objectives of security |
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(01) |
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State the objectives of security. |
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X |
X |
X |
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010 12 03 00 |
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Intentionally left blank |
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010 12 04 00 |
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Preventive security measures |
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010 12 04 01 |
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Preventive security measures |
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(01) |
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Describe the objects not allowed (for reasons of aviation security) on board an aircraft that is engaged in international civil aviation. |
X |
X |
X |
X |
X |
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(02) |
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State what each Contracting State is supposed to do if passengers subjected to security control have mixed after a security screening point. |
X |
X |
X |
X |
X |
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(03) |
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Explain what has to be done when passengers who are obliged to travel because of judicial or administrative proceedings are supposed to board an aircraft. |
X |
X |
X |
X |
X |
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(04) |
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Explain what has to be considered if law enforcement officers carry weapons on board. |
X |
X |
X |
X |
X |
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010 12 05 00 |
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Management of response to acts of unlawful interference |
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010 12 05 01 |
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Management of response to acts of unlawful interference |
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(01) |
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Describe the assistance each Contracting State shall provide to an aircraft subjected to an act of unlawful seizure. |
X |
X |
X |
X |
X |
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(02) |
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State the circumstances which could prevent a Contracting State from detaining an aircraft on the ground after being subjected to an act of unlawful seizure. |
X |
X |
X |
X |
X |
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010 12 06 00 |
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Operators’ security programme |
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010 12 06 01 |
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Operators’ security programme — Principles |
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(01) |
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Describe the principles of the written operator’s security programme each Contracting State requires from operators. |
X |
X |
X |
X |
X |
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010 12 07 00 |
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Security procedures in other documents, i.e. ICAO Annexes 2, 6 and 14, ICAO Doc 4444, Regulation (EU) No 965/2012 and CS-ADR-DSN |
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010 12 07 01 |
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ICAO Annex 2 — Rules of the Air, including Attachment B — Unlawful interference |
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(01) |
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Describe what the PIC should do, in a situation of unlawful interference, unless considerations aboard the aircraft dictate otherwise. |
X |
X |
X |
X |
X |
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(02) |
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Describe what the PIC, of an aircraft subjected to unlawful interference, should do if: — the aircraft must depart from its assigned track; — the aircraft must depart from its assigned cruising level; — the aircraft is unable to notify an ATS unit of the unlawful interference. |
X |
X |
X |
X |
X |
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(03)
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Describe what the PIC should attempt to do with regard to broadcast warnings and the level at which to proceed, in a situation of unlawful interference, if no applicable regional procedures for in-flight contingencies have been established. |
X |
X |
X |
X |
X |
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010 12 07 02 |
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ICAO Annex 6 — Operation of Aircraft — Security |
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(01) |
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Describe the special considerations referring to flight crew compartment doors with regard to aviation security. |
X |
X |
X |
X |
X |
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010 12 07 03 |
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ICAO Annex 14 Volume I — Aerodromes — Physical characteristics |
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(01) |
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Describe what minimum distance an isolated aircraft parking position (after the aircraft has been subjected to unlawful interference) should have from other parking positions, buildings or public areas. |
X |
X |
X |
X |
X |
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010 12 07 04 |
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ICAO Doc 4444 — Air Traffic Management |
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(01) |
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Describe the considerations that must take place with regard to a taxi clearance in case an aircraft is known or believed to have been subjected to unlawful interference. |
X |
X |
X |
X |
X |
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010 13 00 00 |
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AIRCRAFT ACCIDENT AND INCIDENT INVESTIGATION |
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010 13 01 00 |
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Essential definitions of ICAO Annex 13 |
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010 13 01 01 |
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Definitions and descriptions |
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(01) |
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Recall the definitions of the following terms: — accident, aircraft, flight recorder, incident, investigation, maximum mass, operator, serious incident, serious injury, State of Design, State of Manufacture, State of Occurrence, State of the Operator, State of Registry. |
X |
X |
X |
X |
X |
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(02) |
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Explain the difference between ‘serious incident’ and ‘accident’. |
X |
X |
X |
X |
X |
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(03) |
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Determine whether a certain occurrence has to be defined as a serious incident or as an accident. |
X |
X |
X |
X |
X |
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(04) |
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Recognise the description of an accident or incident. |
X |
X |
X |
X |
X |
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010 13 02 00 |
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Accident and incident investigation in ICAO Annex 13 |
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010 13 02 01 |
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Objectives and procedures |
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(01) |
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State the objective(s) of the investigation of an accident or incident according to ICAO Annex 13. |
X |
X |
X |
X |
X |
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(02) |
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Describe the general procedures for the investigation of an accident or incident according to ICAO Annex 13. |
X |
X |
X
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X |
X |
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010 13 03 00 |
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Accident and incident investigation in EU regulations |
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010 13 03 01 |
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Occurrences |
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(01)
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Identify an occurrence as being either an accident, incident or serious incident in Regulation (EU) No 996/2010 of the European Parliament and of the Council of 20 October 2010 on the investigation and prevention of accidents and incidents in civil aviation. |
X |
X |
X |
X |
X |
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(02) |
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Describe the relationship between Regulation (EU) No 996/2010 of the European Parliament and of the Council of 20 October 2010 on the investigation and prevention of accidents and incidents in civil aviation and Regulation (EU) No 376/2014 of the European Parliament and of the Council of 3 April 2014 on the reporting, analysis and follow-up of occurrences in civil aviation. |
X |
X |
X |
X |
X |
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(03) |
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State the subject matter and scope of Regulation (EU) No 376/2014. |
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X |
X |
X |
X |
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(04) |
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Identify occurrences that must be reported. |
X |
X |
X |
X |
X |
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(05) |
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Identify occurrences that should be voluntarily reported. |
X |
X |
X |
X |
X |
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(06) |
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Describe how information from occurrences is collected, stored and analysed. |
X |
X |
X |
X |
X |
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SUBJECT 021 – AIRCRAFT GENERAL KNOWLEDGE – AIRFRAME, SYSTEMS AND POWER PLANT
ED Decision 2020/018/R
|
Syllabus reference |
BK |
Syllabus details and associated Learning Objectives |
Aeroplane |
Helicopter |
IR |
CB-IR(A) |
BIR Exam |
BIR BK |
Remarks |
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ATPL |
CPL |
ATPL/IR |
ATPL |
CPL |
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020 00 00 00 |
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AIRCRAFT GENERAL KNOWLEDGE |
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021 00 00 00 |
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AIRCRAFT GENERAL KNOWLEDGE — AIRFRAME, SYSTEMS AND POWER PLANT |
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021 01 00 00 |
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SYSTEM DESIGN, LOADS, STRESSES, MAINTENANCE |
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021 01 01 00 |
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System design |
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021 01 01 01 |
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Design concepts |
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(01) |
X |
Describe the following structural design philosophy: — safe life; — fail-safe (multiple load paths); — damage-tolerant. |
X |
X |
X |
X |
X |
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(02) |
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Explain the purpose of redundancy in aircraft design. |
X |
X |
X |
X |
X |
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021 01 01 02 |
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Level of certification |
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(01) |
X |
Explain why some systems are duplicated or triplicated. |
X |
X |
X |
X |
X |
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(02) |
X |
Explain that all aircraft are certified according to specifications determined by the competent authority, and that these certification specifications cover aspects such as design, material quality and build quality. |
X |
X |
X |
X |
X |
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(03) |
X |
State that the certification specifications for aeroplanes issued by EASA are: — CS-23 for Normal, Utility, Aerobatic and Commuter Aeroplanes; — CS-25 for Large Aeroplanes. |
X |
X |
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(04) |
X |
State that the certification specifications for rotorcraft issued by EASA are: — CS-27 for Small Rotorcraft; — CS-29 for Large Rotorcraft. |
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X |
X |
X |
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021 01 02 00 |
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Loads and stresses |
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021 01 02 01 |
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Stress, strain and loads |
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(01) |
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Explain how stress and strain are always present in an aircraft structure both when parked and during manoeuvring. Remark: Stress is the internal force per unit area inside a structural part as a result of external loads. Strain is the deformation caused by the action of stress on a material. |
X |
X |
X |
X |
X |
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(02) |
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Describe the following types of loads that an aircraft may be subjected to, when they occur, and how a pilot may affect their magnitude: — static loads; — dynamic loads; — cyclic loads. |
X |
X |
X |
X |
X |
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(03) |
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Describe the areas typically prone to stress that should be given particular attention during a pre-flight inspection, and highlight the limited visual cues of any deformation that may be evident. |
X |
X |
X |
X |
X |
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021 01 03 00 |
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Fatigue and corrosion |
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021 01 03 01 |
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Describe and explain fatigue and corrosion |
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(01) |
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Describe the effects of corrosion and how it can be visually identified by a pilot during the pre-flight inspection. |
X |
X |
X |
X |
X |
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(02) |
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Describe the operating environments where the risk of corrosion is increased and how to minimise the effects of the environmental factors. |
X |
X |
X |
X |
X |
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(03) |
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Explain that aircraft have highly corrosive fluids on board as part of their systems and equipment. |
X |
X |
X |
X |
X |
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(04) |
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Explain fatigue, how it affects the useful life of an aircraft, and the effect of the following factors on the development of fatigue: — corrosion; — number of cycles; — type of flight manoeuvres; — stress level; — level and quality of maintenance. |
X |
X |
X |
X |
X |
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021 01 04 00 |
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Intentionally left blank |
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021 01 05 00 |
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Maintenance |
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021 01 05 01 |
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Maintenance methods: hard-time and on-condition monitoring |
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(01) |
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Explain the following terms: — hard-time or fixed-time maintenance; — on-condition maintenance; — condition monitoring. |
X |
X |
X |
X |
X |
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021 02 00 00 |
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AIRFRAME |
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021 02 01 00 |
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Attachment methods |
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021 02 01 01 |
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Attachment methods and detecting the development of faulty attachments |
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(01) |
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Describe the following attachment methods used for aircraft parts and components: — riveting; — welding; — bolting; — pinning; — adhesives (bonding); — screwing. |
X |
X |
X |
X |
X |
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(02) |
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Explain how the development of a faulty attachment between aircraft parts or components can be detected by a pilot during the pre-flight inspection. |
X |
X |
X |
X |
X |
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021 02 02 00 |
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Materials |
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021 02 02 01 |
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Composite and other materials |
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(01) |
X |
Explain the principle of a composite material, and give examples of typical non-metallic materials used on aircraft: — carbon; — glass; — Kevlar aramid; — resin or filler. |
X |
X |
X |
X |
X |
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(02) |
X |
State the advantages and disadvantages of composite materials compared with metal alloys by considering the following: — strength-to-weight ratio; — capability to tailor the strength to the direction of the load; — stiffness; — electrical conductivity (lightning); — resistance to fatigue and corrosion; — resistance to cost; — discovering damage during a pre-flight inspection. |
X |
X |
X |
X |
X |
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(03) |
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State that several types of materials are used on aircraft and that they are chosen based on type of structure or component and the required/desired material properties. |
X |
X |
X |
X |
X |
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021 02 03 00 |
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Aeroplane: wings, tail surfaces and control surfaces |
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021 02 03 01 |
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Design |
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(01) |
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Describe the following types of design and explain their advantages and disadvantages: — high-mounted wing; — low-mounted wing; — low- or mid-set tailplane; — T-tail. |
X |
X |
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021 02 03 02 |
|
Structural components |
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(01) |
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Describe the function of the following structural components: — spar and its components (web and girder or cap); — rib; — stringer; — skin; — torsion box. |
X |
X |
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021 02 03 03 |
|
Loads, stresses and aeroelastic vibrations (flutter) |
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(01) |
|
Describe the vertical and horizontal loads on the ground and during normal flight. |
X |
X |
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(02) |
|
Describe the vertical and horizontal loads during asymmetric flight following an engine failure for a multi-engine aeroplane, and how a pilot may potentially overstress the structure during the failure scenario. |
X |
X |
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(03) |
|
Explain the principle of flutter and resonance for the wing and control surfaces. |
X |
X |
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(04) |
|
Explain the following countermeasures used to achieve stress relief and reduce resonance: — chord-wise and span-wise position of masses (e.g. engines, fuel, balance masses for wing and control balance masses); — torsional stiffness; — bending flexibility; — fuel-balancing procedures during flight (automatic or applied by the pilot). |
X |
X |
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021 02 04 00 |
|
Fuselage, landing gear, doors, floor, windscreen and windows |
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021 02 04 01 |
|
Construction, functions, loads |
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(01) |
X |
Describe the following types of fuselage construction: — monocoque, — semi-monocoque. |
X |
X |
X |
X |
X |
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|
(01) |
|
Describe the construction and the function of the following structural components of a fuselage: — frames; — bulkhead; — pressure bulkhead; — stiffeners, stringers, longerons; — skin, doublers; — floor suspension (crossbeams); — floor panels; — firewall. |
X |
X |
X |
X |
X |
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(03) |
|
Describe the loads on the fuselage due to pressurisation. |
X |
X |
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(04) |
|
Describe the following loads on a main landing gear: — touch-down loads (vertical and horizontal); — taxi loads on bogie gear (turns). |
X |
X |
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(05) |
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Describe the structural danger of a nose-wheel landing with respect to: — fuselage loads; — nose-wheel strut loads. |
X |
X |
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(06) |
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Describe the structural danger of a tail strike with respect to: — fuselage and aft bulkhead damage (pressurisation). |
X |
X |
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(07) |
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Describe the door and hatch construction for pressurised and unpressurised aeroplanes including: — door and frame (plug type); — hinge location; — locking mechanism. |
X |
X |
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(08) |
X |
Explain the advantages and disadvantages of the following fuselage cross sections: — circular; — double bubble; — oval; — rectangular. |
X |
X |
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(09) |
|
Explain why flight-deck windows are constructed with different layers. |
X |
X |
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(10) |
|
Explain the function of window heating for structural purposes. |
X |
X |
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(11) |
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Explain the implication of a direct-vision window |
X |
X |
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(12) |
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Explain the need for an eye-reference position. |
X |
X |
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(13) |
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Explain the function of floor venting (blow-out panels). |
X |
X |
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(14) |
|
Describe the construction and fitting of sliding doors. |
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X |
X |
X |
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021 02 05 00 |
|
Helicopter: structural aspects of flight controls |
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021 02 05 01 |
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Design and construction |
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(01) |
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List the functions of flight controls. |
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X |
X |
X |
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(02) |
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Explain why vertical and horizontal stabilisers may have different shapes and alignments. |
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X |
X |
X |
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021 02 05 02 |
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Structural components and materials |
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(01) |
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Describe the fatigue life and methods of checking for serviceability of the components and materials of flight and control surfaces. |
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X |
X |
X |
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021 02 05 03 |
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Loads, stresses and aeroelastic vibrations |
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(01) |
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Describe the dangers and stresses regarding safety and serviceability in flight when the manufacturer’s design envelope is exceeded. |
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X |
X |
X |
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(02) |
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Explain that blade tracking is important both to minimise vibration and to help ensure uniformity of flow through the disc. |
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X |
X |
X |
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(03) |
|
Describe the early indications and vibrations which are likely to be experienced when the main-rotor blades and tail rotor are out of balance or tracking, including the possible early indications due to possible fatigue and overload. |
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X |
X |
X |
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(04) |
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Explain how a vibration harmonic can be set up in other components which can lead to their early failure. |
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X |
X |
X |
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(05) |
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State the three planes of vibration measurement, i.e. vertical, lateral, fore and aft. |
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X |
X |
X |
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021 02 06 00 |
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Structural limitations |
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021 02 06 01 |
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Maximum structural masses |
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(01) |
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Define and explain the following maximum structural masses: — maximum ramp mass; — maximum take-off mass; — maximum zero fuel mass; — maximum landing mass. Remark: These limitations may also be found in the relevant part of Subjects 031 ‘Mass and balance’, 032 ‘Performance (aeroplane)’ and 034 ‘Performance (helicopter)’. |
X |
X |
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(02) |
|
Explain that airframe life is limited by fatigue, created by alternating stress and the number of load cycles. |
X |
X |
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(03) |
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Explain the maximum structural masses: — maximum take-off mass. |
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X |
X |
X |
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(04) |
|
Explain that airframe life is limited by fatigue, created by load cycles. |
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X |
X |
X |
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021 03 00 00 |
|
HYDRAULICS |
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021 03 01 00 |
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Hydromechanics: basic principles |
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021 03 01 01 |
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Concepts and basic principles |
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(01) |
X |
Explain the concept and basic principles of hydromechanics including: — hydrostatic pressure; — Pascal’s law; — the relationship between pressure, force and area; — transmission of power: multiplication of force, decrease of displacement. |
X |
X |
X |
X |
X |
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021 03 02 00 |
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Hydraulic systems |
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021 03 02 01 |
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Hydraulic fluids: types, characteristics, limitations |
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(01) |
X |
List and explain the desirable properties of a hydraulic fluid with regard to: — thermal stability; — corrosiveness; — flashpoint and flammability; — volatility; — viscosity. |
X |
X |
X |
X |
X |
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(02) |
X |
State that hydraulic fluids are irritating to skin and eyes. |
X |
X |
X |
X |
X |
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(03) |
|
List the two different types of hydraulic fluids: — synthetic; — mineral. |
X |
X |
X |
X |
X |
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(04) |
|
State that different types of hydraulic fluids cannot be mixed. |
X |
X |
X |
X |
X |
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(05) |
X |
State that at the pressures being considered, hydraulic fluid is considered incompressible. |
X |
X |
X |
X |
X |
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021 03 02 02 |
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System components: design, operation, degraded modes of operation, indications and warnings |
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(01) |
|
Explain the working principle of a hydraulic system. |
X |
X |
X |
X |
X |
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(02) |
|
Describe the difference in the principle of operation between a constant pressure system and a system pressurised only on specific demand. |
X |
X |
X |
X |
X |
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(03) |
|
State the differences in the principle of operation between a passive hydraulic system (without a pressure pump) and an active hydraulic system (with a pressure pump). |
X |
X |
X |
X |
X |
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(04) |
X |
List the main advantages and disadvantages of system actuation by hydraulic or purely mechanical means with respect to: — weight; — size; — force. |
X |
X |
X |
X |
X |
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(05) |
|
List the main uses of hydraulic systems. |
X |
X |
X |
X |
X |
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(06) |
|
State that hydraulic systems can be classified as either high pressure (typically 3000 psi or higher) or low pressure (typically up to 2000 psi). |
X |
X |
X |
X |
X |
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(07) |
|
State that a high-pressure hydraulic system is typically operating at 3000 psi but on some aircraft a hydraulic pressure of 4000 to 5000 psi may also be used. |
X |
X |
X |
X |
X |
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(08) |
|
Explain the working principle of a low-pressure |
X |
X |
X |
X |
X |
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(09) |
|
Explain the advantages and disadvantages of a high-pressure system over a low-pressure system. |
X |
X |
X |
X |
X |
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(10) |
|
Describe the working principle and functions of pressure pumps including: — constant pressure pump (swash plate or cam plate); — pressure pump whose output is dependent on pump revolutions per minute (rpm) (gear type). |
X |
X |
X |
X |
X |
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(11) |
|
Explain the following different sources of hydraulic pressure, their typical application and potential operational limitations: — manual; — engine gearbox; — electrical; — air (pneumatic and ram-air turbine); — hydraulic (power transfer unit) or reversible motor pumps; — accessory. |
X |
X |
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(12) |
|
Explain the following different sources of hydraulic pressure, their typical application and potential operational limitations: — manual; — engine; — gearbox; — electrical. |
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X |
X |
X |
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(13) |
|
Describe the working principle and functions of the following hydraulic system components: — reservoir (pressurised and unpressurised); — accumulators; — case drain lines and fluid cooler return lines; — piston actuators (single- and double-acting); — hydraulic motors; — filters; — non-return (check) valves; — relief valves; — restrictor valves; — elector valves (linear and basic rotary selectors, two and four ports); — bypass valves; — shuttle valves; — fire shut‑off valves; — priority valves; — fuse valves; — pressure and return pipes. |
X |
X |
X |
X |
X |
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(14) |
|
Explain the function of the demand pump installed on many transport aeroplanes. |
X |
X |
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(15) |
|
Explain how redundancy is obtained by giving examples. |
X |
X |
X |
X |
X |
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(16) |
|
Interpret a typical hydraulic system schematic to the level of detail as found in an aircraft flight crew operating manual (FCOM). |
X |
X |
X |
X |
X |
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(17) |
|
Explain the implication of a high system demand. |
X |
X |
X |
X |
X |
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(18) |
|
List and describe the instruments and alerts for monitoring a hydraulic system. |
X |
X |
X |
X |
X |
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|
(19) |
|
State the indications and explain the implications of the following malfunctions: — system leak or low level; — low pressure; — high temperature. |
X |
X |
X |
X |
X |
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|
021 04 00 00 |
|
LANDING GEAR, WHEELS, TYRES, BRAKES |
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021 04 01 00 |
|
Landing gear |
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|
021 04 01 01 |
|
Types |
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|
(01) |
X |
Name, for an aeroplane, the following different landing-gear configurations: — nose wheel; — tail wheel. |
X |
X |
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|
(02) |
X |
Name, for a helicopter, the following different landing‑gear configurations: — nose wheel; — tail wheel; — skids. |
|
|
X |
X |
X |
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|
021 04 01 02 |
|
System components, design, operation, indications and warnings, on-ground/in-flight protections, emergency extension systems |
|
|
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|
|
(01) |
|
Explain the function of the following components of a landing gear: — oleo leg/shock strut; — axles; — bogies and bogie beam; — drag struts; — side stays/struts; — torsion links; — locks (over centre); — gear doors. |
X |
X |
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|
(02) |
|
Explain the function of the following components of a landing gear: — oleo leg/shock strut; — axles; — drag struts; — side stays/struts; — torsion links; — locks (over centre); — gear doors. |
|
|
X |
X |
X |
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|
|
(03) |
|
Name the different components of a landing gear, using a diagram. |
X |
X |
X |
X |
X |
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|
(04) |
|
Describe the sequence of events during normal operation of the landing gear. |
X |
X |
X |
X |
X |
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|
(05) |
|
State how landing-gear position indication and alerting is implemented. |
X |
X |
X |
X |
X |
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|
|
(06) |
|
Describe the various protection devices to avoid inadvertent gear retraction on the ground and explain the implications of taking off with one or more protection devices in place: — ground lock (pins); — protection devices in the gear retraction mechanism. |
X |
X |
X |
X |
X |
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|
(07) |
|
Explain the speed limitations for gear operation (VLO (maximum landing gear operating speed) and VLE (maximum landing gear extended speed)). |
X |
X |
X |
X |
X |
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|
(08) |
|
Describe the sequence for emergency gear extension: — unlocking; — operating; — down-locking. |
X |
X |
X |
X |
X |
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|
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|
|
(09) |
|
Describe some methods for emergency gear extension including: — gravity/free fall; — air or nitrogen pressure; — manually/mechanically. |
X |
X |
X |
X |
X |
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|
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|
021 04 02 00 |
|
Nose-wheel steering |
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|
021 04 02 01 |
|
Design, operation |
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|
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|
|
(01) |
|
Explain the operating principle of nose‑wheel steering. |
X |
X |
X |
X |
X |
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|
|
(02) |
|
Explain, for a helicopter, the functioning of differential braking with free-castoring nose wheel. |
|
|
X |
X |
X |
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|
|
(03) |
|
Describe, for an aeroplane, the functioning of the following systems: — differential braking with free-castoring nose wheel; — tiller or hand wheel steering; — rudder pedal nose-wheel steering. |
X |
X |
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|
(04) |
|
Explain the centring mechanism of the nose wheel. |
X |
X |
X |
X |
X |
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|
|
(05) |
|
Define the term ‘shimmy’ and the possible consequences of shimmy for the nose- and the main‑wheel system and explain the purpose of a shimmy damper to reduce the severity of shimmy. |
X |
X |
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|
(06) |
|
Explain the purpose of main-wheel (body) steering. |
X |
X |
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|
021 04 03 00 |
|
Brakes |
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|
021 04 03 01 |
|
Types and materials |
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|
|
(01) |
|
Describe the basic operating principle of a disc brake. |
X |
X |
X |
X |
X |
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|
|
(02) |
|
State the different materials used in a disc brake (steel, carbon). |
X |
X |
X |
X |
X |
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|
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|
|
(03) |
|
Describe the characteristics, advantages and disadvantages of steel and carbon brake discs with regard to: — weight; — temperature limits; — internal-friction coefficient; — wear. |
X |
X |
X |
X |
X |
|
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|
021 04 03 02 |
|
System components, design, operation, indications and warnings |
|
|
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|
|
|
|
|
|
|
(01) |
|
Explain the limitation of brake energy and describe the operational consequences. |
X |
X |
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|
(02) |
|
Explain how brakes are actuated: hydraulically, electrically. |
X |
X |
X |
X |
X |
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|
(03) |
|
Explain the purpose of an in-flight wheel brake system. |
X |
X |
|
|
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|
|
(04) |
|
Describe the function of a brake accumulator. |
X |
X |
X |
X |
X |
|
|
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|
|
(05) |
|
Describe the function of the parking brake. |
X |
X |
X |
X |
X |
|
|
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|
|
(06) |
|
Explain the function of brake-wear indicators. |
X |
X |
|
|
|
|
|
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|
|
(07) |
|
Explain the reason for the brake-temperature indicator. |
X |
X |
|
|
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|
|
021 04 03 03 |
|
Anti-skid |
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|
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|
|
(01) |
|
Describe the operating principle of anti‑skid where excessive brake pressure applied is automatically reduced for optimum breaking performance. |
X |
X |
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|
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|
|
(02) |
|
Explain that the anti-skid computer compares wheel speed to aeroplane reference speed to provide the following: — slip ratio for maximum braking performance; — locked-wheel prevention (protection against deep skid on one wheel); — touchdown protection (protection against brake-pressure application during touchdown); — hydroplane protection. |
X |
X |
|
|
|
|
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|
|
(03) |
|
Give examples of the impact of an anti-skid system on performance, and explain the implications of anti-skid system failure. |
X |
X |
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|
021 04 03 04 |
|
Autobrake |
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|
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|
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|
|
(01) |
|
Describe the operating principle of an autobrake system. |
X |
X |
|
|
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|
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|
|
(02) |
|
Explain why the anti-skid system must be available when using autobrakes. |
X |
X |
|
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|
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|
|
(03) |
|
Explain the difference between the three modes of operation of an autobrake system: — OFF (system off or reset); — Armed (the system is ready to operate under certain conditions); — Activated/Deactivated (application of pressure on brakes). |
X |
X |
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|
|
(04) |
|
Describe how an autobrake system setting will either apply maximum braking (RTO or MAX) or result in a given rate of deceleration, where the amount of braking applied may be affected by: — the use of reverse thrust; — slippery runway. |
X |
X |
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|
021 04 04 00 |
|
Wheels, rims and tyres |
|
|
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|
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|
|
021 04 04 01 |
|
Types, structural components and materials, operational limitations, thermal plugs |
|
|
|
|
|
|
|
|
|
|
|
(01) |
X |
Describe the different types of tyres such as: — tubeless; — diagonal (cross ply); — radial (circumferential bias). |
X |
X |
X |
X |
X |
|
|
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|
|
|
(02) |
X |
Define the following terms: — ply rating; — tyre tread; — tyre creep; — retread (cover). |
X |
X |
X |
X |
X |
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|
|
(03) |
|
Explain the function of thermal/fusible plugs. |
X |
X |
|
|
|
|
|
|
|
|
|
(04) |
|
Explain the implications of and how to identify tread separation and wear or damage with associated increased risk of tyre burst. |
X |
X |
|
|
|
|
|
|
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|
|
(05) |
|
Explain why the ground speed of tyres is limited. |
X |
X |
|
|
|
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|
|
(06) |
|
Describe the following tyre checks a pilot will perform during the pre-flight inspection and identify probable causes: — cuts and damages; — flat spots. |
X |
X |
|
|
|
|
|
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|
|
021 04 05 00 |
|
Helicopter equipment |
|
|
|
|
|
|
|
|
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|
|
021 04 05 01 |
|
Flotation devices |
|
|
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|
|
|
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|
|
|
(01) |
|
Explain flotation devices, how they are operated, and their limitations. |
|
|
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Explain why indicated airspeed (IAS) limitations before, during and after flotation-device deployment must be observed. |
|
|
X |
X |
X |
|
|
|
|
|
|
021 05 00 00 |
|
FLIGHT CONTROLS |
|
|
|
|
|
|
|
|
|
|
|
021 05 01 00 |
|
Aeroplane: primary flight controls |
|
|
|
|
|
|
|
|
|
|
|
021 05 01 01 |
|
Definition and control surfaces |
|
|
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(01) |
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Define a ‘primary flight control’. |
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(02) |
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List the following primary flight control surfaces: — elevator; — aileron, roll spoilers, flaperon; — rudder. |
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X |
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(03) |
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List the various means of control surface actuation including: — manual; — fully powered (irreversible); — partially powered (reversible). |
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X |
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021 05 01 02 |
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Manual controls |
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(01) |
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Explain the basic principle of a fully manual control system. |
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X |
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021 05 01 03 |
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Fully powered controls (irreversible) |
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(01) |
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Explain the basic principle of a fully powered control system. |
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X |
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(02) |
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Explain the concept of irreversibility in a flight control system. |
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X |
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(03) |
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Explain the need for a ‘feel system’ in a fully powered control system. |
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X |
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(04) |
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Explain the operating principle of a stabiliser trim system in a fully powered control system. |
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X |
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(05) |
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Explain the operating principle of rudder and aileron trim in a fully powered control system. |
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X |
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021 05 01 04 |
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Partially powered controls (reversible) |
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(01) |
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Explain the basic principle of a partially powered control system. |
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X |
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(02) |
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Explain why a ‘feel system’ is not necessary in a partially powered control system. |
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X |
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021 05 01 05 |
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System components, design, operation, indications and warnings, degraded modes of operation, jamming |
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(01) |
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List and describe the function of the following components of a flight control system: — actuators; — control valves; — cables; — electrical wiring; — control surface position sensors. |
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X |
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(02) |
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Explain how redundancy is obtained in primary flight control systems of large transport aeroplanes. |
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X |
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(03) |
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Explain the danger of control jamming and the means of retaining sufficient control capability. |
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X |
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(04) |
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Explain the methods of locking the controls on the ground and describe ‘gust or control lock’ warnings. |
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X |
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(05) |
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Explain the concept of a rudder deflection limitation (rudder limiter) system and the various means of implementation (rudder ratio changer, variable stops, blow-back). |
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X |
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021 05 02 00 |
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Aeroplane: secondary flight controls |
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021 05 02 01 |
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System components, design, operation, degraded modes of operation, indications and warnings |
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(01) |
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Define a ‘secondary flight control’. |
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(02) |
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List the following secondary flight control surfaces: — lift-augmentation devices (flaps and slats); — speed brakes; — flight and ground spoilers; — trimming devices such as trim tabs, trimmable horizontal stabiliser. |
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X |
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(03) |
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Describe secondary flight control actuation methods and sources of actuating power. |
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X |
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(04) |
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Explain the function of a mechanical lock when using hydraulic motors driving a screw jack. |
X |
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(05) |
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Describe the requirement for limiting flight speeds for the various secondary flight control surfaces. |
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X |
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(06) |
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For lift-augmentation devices, explain the load-limiting (relief) protection devices and the functioning of an auto-retraction system. |
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X |
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(07) |
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Explain how a flap/slat asymmetry protection device functions, and describe the implications of a flap/slat asymmetry situation. |
X |
X |
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(08) |
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Describe the function of an auto-slat system. |
X |
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(09) |
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Explain the concept of control surface blow-back (aerodynamic forces overruling hydraulic forces). |
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X |
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021 05 03 00 |
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Helicopter: flight controls |
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021 05 03 01 |
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Droop stops, control systems, trim systems, control stops |
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(01) |
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Explain the methods of locking the controls on the ground. |
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X |
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(02) |
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Describe main-rotor droop stops and how rotor flapping is restricted. |
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X |
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(03) |
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Explain the principle of phase lag and advance angle. |
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X |
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(04) |
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Describe the following four axes of control operation, their operating principle and their associated cockpit controls: — collective control; — cyclic fore and aft (pitch axis); — cyclic lateral (roll axis); — yaw. |
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(05) |
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Describe the swash plate or azimuth star control system including the following: — swash plate inputs; — the function of the non-rotating swash plate; — the function of the rotating swash plate; — how swash plate tilt is achieved; — swash plate pitch axis; — swash plate roll axis; — balancing of pitch/roll/collective inputs to the swash plate to equalise torsional loads on the blades. |
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(06) |
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Describe the operation of the spider control system. |
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(07) |
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State the need for artificial feel in a hydraulically actuated flight control system. |
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X |
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(08) |
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Describe and explain the purpose of a trim system using the following terms: — force-trim switch; — force gradient; — parallel trim actuator; — cyclic 4-way trim switch; — interaction of trim system with an SAS/SCAS/ASS stability system; — trim-motor indicators. |
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X |
X |
X |
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(09) |
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Describe the different types of control runs. |
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(10) |
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Explain the use of control stops. |
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X |
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021 05 04 00 |
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Aeroplane: fly-by-wire (FBW) control systems |
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021 05 04 01 |
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Composition, explanation of operation, modes of operation |
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(01) |
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Explain that an FBW flight control system is composed of the following: — pilot’s input command (control column/sidestick/rudder pedals); — electrical signalling paths, including: — pilot input to computer; — computer to flight control surfaces; — feedback from aircraft response to computer; — flight control computers; — actuators; — flight control surfaces. |
X |
X |
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(02) |
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State the advantages of an FBW system in comparison with a conventional flight control system including: — weight; — pilot workload; — flight-envelope protection. |
X |
X |
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(03) |
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Explain why an FBW system is always irreversible. |
X |
X |
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(04) |
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Explain the different modes of operation: — normal operation (e.g. normal law or normal mode); — downgraded operation (e.g. alternate law or secondary mode); — direct law. |
X |
X |
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(05) |
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Describe the implications of mode degradation in relation to pilot workload and flight-envelope protection. |
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X |
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(06) |
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— Intentionally left blank |
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(07) |
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For aircraft using sidestick for manual control, describe the implications of: — dual control input made by the pilot; — the control takeover facility available to the pilot. |
X |
X |
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(08) |
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Intentionally left blank |
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(09) |
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Explain why several types of computers are needed and why they should be dissimilar. |
X |
X |
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(10) |
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Explain why several control surfaces on every axis are needed on FBW aircraft. |
X |
X |
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(11) |
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Explain why several sensors are needed on critical parameters. |
X |
X |
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021 05 05 00 |
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Helicopter: fly-by-wire (FBW) control systems |
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To be introduced at a later date. |
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X |
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021 06 00 00 |
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PNEUMATICS — PRESSURISATION AND AIR‑CONDITIONING SYSTEMS |
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021 06 01 00 |
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Pneumatic/bleed-air supply |
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021 06 01 01 |
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Piston-engine air supply |
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(01) |
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Describe the following means of supplying air for the pneumatic systems for piston-engine aircraft: — compressor; — vacuum pump. |
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X |
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(02) |
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State that an air supply is required for the following systems: — instrumentation; — heating; — de-icing. |
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X |
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021 06 01 02 |
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Gas turbine engine: bleed-air supply |
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(01) |
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State that the possible bleed-air sources for gas turbine engine aircraft are the following: — engine; — auxiliary power unit (APU); — ground supply. |
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X |
X |
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(02) |
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State that for an aeroplane a bleed-air supply can be used for the following systems or components: — ice protection; — engine air starter; — pressurisation of a hydraulic reservoir; — air-driven hydraulic pumps; — pressurisation and air conditioning. |
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X |
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(03) |
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State that for a helicopter a bleed-air supply can be used for the following systems or components: — anti-icing; — engine air starter; — pressurisation of a hydraulic reservoir. |
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(04) |
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State that the bleed-air supply system can comprise the following: — pneumatic ducts; — isolation valve; — pressure-regulating valve; — engine bleed valve (HP/IP valves); — fan-air pre-cooler; — temperature and pressure sensors. |
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(05) |
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Interpret a basic pneumatic system schematic to the level of detail as found in an FCOM. |
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(06) |
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Describe the cockpit indications for bleed-air systems. |
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X |
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(07) |
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Explain how the bleed-air supply system is controlled and monitored. |
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X |
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(08) |
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State the following bleed-air malfunctions: — over-temperature; — over-pressure; — low pressure; — overheat/duct leak; and describe the potential consequences. |
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X |
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021 06 02 00 |
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Helicopter: air-conditioning systems |
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021 06 02 01 |
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Types, system components, design, operation, degraded modes of operation, indications and warnings |
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(01) |
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Describe the purpose of an air-conditioning system. |
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X |
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(02) |
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Explain how an air-conditioning system is controlled. |
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X |
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(03) |
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Describe the vapour cycle air-conditioning system including system components, design, operation, degraded modes of operation and system malfunction indications. |
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X |
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(04) |
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Identify the following components from a diagram of an air-conditioning system and describe the operating principle and function: — air-cycle machine (pack, bootstrap system); — pack-cooling fan; — water separator; — mixing valves; — flow-control valves; — isolation valves; — recirculation fans; — filters for recirculation; — temperature sensors. |
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X |
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(05) |
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List and describe the controls, indications and warnings related to an air-conditioning system. |
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X |
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021 06 03 00 |
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Aeroplane: pressurisation and air-conditioning system |
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021 06 03 01 |
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System components, design, operation, degraded modes of operation, indications and warnings |
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(01) |
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Explain that a pressurisation and an air-conditioning system of an aeroplane controls: — ventilation; — temperature; — pressure. |
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X |
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(02) |
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Explain how humidity is controlled. |
X |
X |
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(03) |
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Explain that the following components constitute a pressurisation system: — pneumatic system as the power source; — outflow valve; — outflow valve actuator; — pressure controller; — excessive differential pressure-relief valve; — negative differential pressure-relief valve. |
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X |
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(04) |
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Explain that the following components constitute an air‑conditioning system and describe their operating principles and function: — air-cycle machine (pack, bootstrap system); — pack-cooling fan; — water separator; — mixing valves; — flow-control valves (outflow valve); — isolation valves; — ram-air valve; — recirculation fans; — filters for recirculated air; — temperature sensors. Remark: The bootstrap system is the only air‑conditioning system considered for Part-FCL aeroplane examinations. |
X |
X |
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(05) |
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Describe the use of hot trim air. |
X |
X |
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(06) |
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Define the following terms: — cabin altitude; — cabin vertical speed; — differential pressure; — ground pressurisation. |
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X |
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(07) |
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Describe the operating principle of a pressurisation system. |
X |
X |
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(08) |
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Describe the emergency operation by manual setting of the outflow valve position. |
X |
X |
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(09) |
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Describe the working principle of an electronic cabin‑pressure controller. |
X |
X |
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(10) |
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State how the maximum operating altitude is determined. |
X |
X |
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(11) |
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Explain: — why the maximum allowed value of cabin altitude is limited; — a typical value of maximum differential pressure for large transport aeroplanes; — the relation between cabin altitude, the maximum differential pressure and maximum aeroplane operating altitude. |
X |
X |
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(12) |
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Explain the typical warning on a transport category aircraft when cabin altitude exceeds 10 000 ft. |
X |
X |
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(13) |
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List and interpret typical indications of the pressurisation system. |
X |
X |
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(14) |
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Describe the main operational differences between a bleed-air-driven air-conditioning system and an electrically driven air-conditioning system as found on aircraft without engine bleed-air system. |
X |
X |
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021 07 00 00 |
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ANTI-ICING AND DE-ICING SYSTEMS |
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021 07 01 00 |
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Types, operation, indications |
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021 07 01 01 |
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Types, design, operation, indications and warnings, operational limitations |
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(01) |
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Explain the concepts of anti‑icing and de‑icing. |
X |
X |
X |
X |
X |
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(02) |
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Name the components of an aircraft which can be protected from ice accretion. |
X |
X |
X |
X |
X |
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(03) |
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State that on some aeroplanes the tail does not have an ice-protection system. |
X |
X |
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(04) |
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State the different types of anti-icing/de-icing systems and describe their operating principle: — hot air; — electrical; — fluid. |
X |
X |
X |
X |
X |
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(05) |
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Describe the operating principle of the inflatable boot de-icing system. |
X |
X |
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021 07 02 00 |
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Ice warning systems |
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021 07 02 01 |
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Types, operation, and indications |
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(01) |
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Describe the different operating principles of the following ice detectors: — mechanical systems using air pressure; — electromechanical systems using resonance frequencies. |
X |
X |
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(02) |
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Describe the principle of operation of ice warning systems. |
X |
X |
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021 07 03 00 |
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Helicopter blade heating systems |
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021 07 03 01 |
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Limitations |
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(01) |
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Explain the limitations on blade heating and the fact that on some helicopters the heating does not heat all the main-rotor blades at the same time. |
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X |
X |
X |
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021 08 00 00 |
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FUEL SYSTEM |
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021 08 01 00 |
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Piston engine |
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021 08 01 01 |
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Fuel: types, characteristics, limitations |
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(01) |
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State the types of fuel used by a piston engine and their associated limitations: — diesel; — JET-A1 (for high-compression engines); — AVGAS; — MOGAS. |
X |
X |
X |
X |
X |
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(02) |
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State the main characteristics of these fuels and give typical values regarding their flash points, freezing points and density. |
X |
X |
X |
X |
X |
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021 08 01 02 |
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Design, operation, system components, indications |
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(01) |
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State the tasks of the fuel system. |
X |
X |
X |
X |
X |
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(02) |
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Name the following main components of a fuel system, and state their location and their function: — lines; — boost pump; — pressure valves; — filter, strainer; — tanks (wing, tip, fuselage); — vent system; — sump; — drain; — fuel-quantity sensor; — fuel-temperature sensor. |
X |
X |
X |
X |
X |
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(03) |
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Describe a gravity fuel feed system and a pressure feed fuel system. |
X |
X |
X |
X |
X |
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(04) |
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Describe the construction of the different types of fuel tanks and state their advantages and disadvantages: — drum tank; — bladder tank; — integral tank. |
X |
X |
X |
X |
X |
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(05) |
|
Explain the function of cross-feed. |
X |
X |
X |
X |
X |
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(06) |
|
Define the term ‘unusable fuel’. |
X |
X |
X |
X |
X |
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(07) |
|
List the following parameters that are monitored for the fuel system: — fuel quantity (low-level warning); — fuel temperature. |
X |
X |
X |
X |
X |
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021 08 02 00 |
|
Turbine engine |
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021 08 02 01 |
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Fuel: types, characteristics, limitations |
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(01) |
|
State the types of fuel used by a gas turbine engine: — JET-A; — JET-A1; — JET-B. |
X |
X |
X |
X |
X |
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(02) |
|
State the main characteristics of these fuels and give typical values regarding their flash points, freezing points and density. |
X |
X |
X |
X |
X |
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(03) |
|
State the existence of additives for freezing. |
X |
X |
X |
X |
X |
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021 08 02 02 |
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Design, operation, system components, indications |
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(01) |
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Explain the function of the fuel system: — lines; — centrifugal boost pump; — pressure valves; — fuel shut-off valve; — filter, strainer; — tanks (wing, tip, fuselage, tail); — bafflers/baffles; — sump; — vent system; — drain; — fuel-quantity sensor; — fuel-temperature sensor; — refuelling/defueling system; — fuel dump/jettison system. |
X |
X |
X |
X |
X |
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(02) |
|
Name the main components of the fuel system and state their location and their function: — trim fuel tanks; — bafflers; — refuelling/defueling system; — fuel dump/jettison system. Remark: For completion of list, please see 021 08 01 02 (02). |
X |
X |
X |
X |
X |
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(03) |
|
Interpret a typical fuel system schematic to the level of detail as found in an aircraft FCOM. |
X |
X |
X |
X |
X |
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(04) |
|
Explain the limitations in the event of loss of booster pump fuel pressure. |
X |
X |
X |
X |
X |
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(05) |
|
Describe the use and purpose of drip sticks (manual magnetic indicators) (may also be known as dip stick or drop stick). |
X |
X |
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(06) |
|
Explain the considerations for fitting a fuel dump/jettison system and, if fitted, its function. |
X |
X |
X |
X |
X |
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021 09 00 00 |
|
ELECTRICS |
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Remark: For any reference to the direction of current flow, the conventional current flow shall be used, i.e. from positive to negative. |
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021 09 01 00 |
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General, definitions, basic applications: circuit breakers, logic circuits |
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021 09 01 01 |
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Static electricity |
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(01) |
|
Explain static electricity and describe the flying conditions where aircraft are most susceptible to build-up of static electricity. |
X |
X |
X |
X |
X |
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(02) |
|
Describe a static discharger and explain the following: — its purpose; — typical locations; — pilot’s role of observing it during pre-flight inspection. |
X |
X |
X |
X |
X |
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(03) |
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Explain why an aircraft must first be grounded before refuelling/defueling. |
X |
X |
X |
X |
X |
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(04) |
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Explain the reason for electrical bonding. |
X |
X |
X |
X |
X |
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021 09 01 02 |
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Direct current (DC) |
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(01) |
|
Explain the term ‘direct current’ (DC), and state that current can only flow in a closed circuit. |
X |
X |
X |
X |
X |
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(02) |
X |
Explain the basic principles of conductivity and give examples of conductors, semiconductors and insulators. |
X |
X |
X |
X |
X |
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(03) |
|
Describe the difference in use of the following mechanical switches and explain the difference in observing their state (e.g. ON/OFF), and why some switches are guarded: — toggle switch; — rocker switch; — pushbutton switch; — rotary switch. Explain the difference in observing their state (e.g. ON/OFF) and why some switches are guarded. |
X |
X |
X |
X |
X |
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(04) |
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Define voltage and current, and state their unit of measurement. |
X |
X |
X |
X |
X |
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(05) |
X |
Explain Ohm’s law in qualitative terms. |
X |
X |
X |
X |
X |
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(06) |
X |
Explain the effect on total resistance when resistors are connected in series or in parallel. |
X |
X |
X |
X |
X |
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(07) |
X |
State that resistances can have a positive or a negative temperature coefficient (PTC/NTC) and state their use. |
X |
X |
X |
X |
X |
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(08) |
|
Define electrical power and state the unit of measurement. |
X |
X |
X |
X |
X |
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021 09 01 03 |
|
Alternating current (AC) |
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(01) |
X |
Explain the term ‘alternating current’ (AC), and compare its use to DC with regard to complexity. |
X |
X |
X |
X |
X |
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(02) |
|
Define the term ‘phase’, and explain the basic principle of single-phase and three-phase AC. |
X |
X |
X |
X |
X |
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(03) |
|
State that aircraft can use single-phase or three-phase AC. |
X |
X |
X |
X |
X |
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(04) |
|
Define frequency and state the unit of measurement. |
X |
X |
X |
X |
X |
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(05) |
X |
Define ‘phase shift’ in qualitative terms. |
X |
X |
X |
X |
X |
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021 09 01 04 |
|
Intentionally left blank |
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021 09 01 05 |
|
Intentionally left blank |
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021 09 01 06 |
|
Electromagnetism |
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(01) |
|
State that an electrical current produces a magnetic field. |
X |
X |
X |
X |
X |
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(02) |
|
Describe how the strength of the magnetic field changes with the magnitude of the current. |
X |
X |
X |
X |
X |
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(03) |
|
Explain the purpose and the working principle of a solenoid. |
X |
X |
X |
X |
X |
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(04) |
|
Explain the purpose and the working principle of a relay. |
X |
X |
X |
X |
X |
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(05) |
|
Explain the principle of electromagnetic induction and how two electrical components or systems may affect each other through this principle. |
X |
X |
X |
X |
X |
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021 09 01 07 |
|
Circuit protection |
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(01) |
|
Explain the working principle of a fuse and a circuit breaker. |
X |
X |
X |
X |
X |
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(02) |
|
Explain how a fuse is rated. |
X |
X |
X |
X |
X |
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(03) |
|
Describe the principal difference between the following types of circuit breakers: — thermal circuit breaker sensing magnitude of current; — magnetic circuit breaker sensing direction of current. |
X |
X |
X |
X |
X |
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(04) |
|
Describe how circuit breakers may be used to reset aircraft systems/computers in the event of system failure (when part of a described procedure). |
X |
X |
X |
X |
X |
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(05) |
|
Explain a short circuit in practical terms using Ohm’s Law, power and energy expressions highlighting the risk of fire due to power transfer and extreme energy dissipation. |
X |
X |
X |
X |
X |
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(06) |
|
Explain the risk of fire resulting from excessive heat in a circuit subjected to overcurrent. |
X |
X |
X |
X |
X |
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(07) |
|
Explain that overcurrent situations may be transient. |
X |
X |
X |
X |
X |
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(08) |
|
Explain the hazards of multiple resets of a circuit breaker or the use of incorrect fuse rating when replacing blown fuses. |
X |
X |
X |
X |
X |
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021 09 01 08 |
|
Semiconductors and logic circuits |
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(01) |
|
Describe the effect of temperature on semiconductors with regard to function and longevity of the component. |
X |
X |
X |
X |
X |
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|
(02) |
|
Describe the following five basic logic functions, as used in aircraft FCOM documentation, and recognise their schematic symbols according to the ANSI/MIL standard: — AND; — OR; — NOT; — NOR; — NAND. |
X |
X |
X |
X |
X |
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|
(03) |
|
Interpret a typical logic circuit schematic to the level of detail as found in an aircraft FCOM. |
X |
X |
X |
X |
X |
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021 09 02 00 |
|
Batteries |
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|
021 09 02 01 |
|
Types, characteristics and limitations |
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|
(01) |
|
State the function of an aircraft battery. |
X |
X |
X |
X |
X |
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(02) |
|
Name the types of rechargeable batteries used in aircraft: — lead-acid; — nickel-cadmium; — lithium-ion; — lithium-polymer. |
X |
X |
X |
X |
X |
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(03) |
|
Compare the different battery types with respect to: — load behaviour; — charging characteristics; — risk of thermal runaway. |
X |
X |
X |
X |
X |
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|
(04) |
|
Explain the term ‘cell voltage’ and describe how a battery may consist of several cells that combined provide the desirable voltage and capacity. |
X |
X |
X |
X |
X |
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(05) |
|
Explain the difference between battery voltage and charging voltage. |
X |
X |
X |
X |
X |
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(06) |
|
Define the term ‘capacity of batteries’ and state the unit of measurement used. |
X |
X |
X |
X |
X |
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(07) |
|
State the effect of temperature on battery capacity and performance. |
X |
X |
X |
X |
X |
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(08) |
|
State that in the case of loss of all generated power (battery power only) the remaining electrical power is time-limited. |
X |
X |
X |
X |
X |
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|
(09) |
|
Explain how lithium-type batteries pose a threat to aircraft safety and what affects this risk: — numbers of batteries on board an aircraft including those brought on board by passengers; — temperature, of both battery and environment; — physical condition of the battery; — battery charging. |
X |
X |
X |
X |
X |
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|
(10) |
|
Describe how to contain a battery thermal runaway highlighting the following: — how one cell can affect the neighbouring cells; — challenges if it happens in an aircraft during flight. |
X |
X |
X |
X |
X |
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|
021 09 03 00 |
|
Generation |
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|
|
Remark: For standardisation purposes, the following standard expressions are used: — DC generator: produces DC output; — DC alternator: produces AC, rectified by integrated rectifying unit, the output is DC; — DC alternator: producing a DC output by using a rectifier; — AC generator: produces AC output; — starter generator: integrated combination of a generator and a starter motor; — permanent magnet alternator/ generator: self-exciting AC generator. |
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021 09 03 01 |
|
DC generation |
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|
|
(01) |
|
Describe the basic working principle of a simple DC generator or DC alternator. |
X |
X |
X |
X |
X |
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|
(02) |
|
Explain the principle of voltage control and why it is required. |
X |
X |
X |
X |
X |
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|
(03) |
|
Explain the purpose of reverse current protection from the battery/busbar to the alternator. |
X |
X |
X |
X |
X |
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|
(04) |
|
Describe the basic operating principle of a starter generator and state its purpose. |
X |
X |
X |
X |
X |
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021 09 03 02 |
|
AC generation |
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|
(01) |
|
Describe the working principle of a brushless three‑phase AC generator. |
X |
X |
X |
X |
X |
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|
(02) |
|
State that the generator field current is used to control voltage. |
X |
X |
X |
X |
X |
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|
(03) |
|
State the relationship between output frequency and the rpm of a three-phase AC generator. |
X |
X |
X |
X |
X |
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|
(04) |
|
Explain the term ‘frequency wild generator’. |
X |
X |
X |
X |
X |
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|
(05) |
|
List the following different power sources that can be used for an aeroplane to drive an AC generator: — engine; — APU; — RAT; — hydraulic. |
X |
X |
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|
(06) |
|
List the following different power sources that can be used for a helicopter to drive an AC generator: — engine; — APU; — gearbox. |
|
|
X |
X |
X |
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|
021 09 03 03 |
|
Constant speed drive (CSD) and integrated drive generator (IDG) systems |
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|
(01) |
|
Describe the function of a CSD. |
X |
X |
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|
(02) |
|
Explain the parameters of a CSD that are monitored. |
X |
X |
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(03) |
|
Describe the function of an IDG. |
X |
X |
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|
(04) |
|
Explain the consequences of a mechanical disconnection during flight for a CSD and an IDG. |
X |
X |
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|
(05) |
|
Explain that a CSD/IDG has its own, independent oil system and how a leak from this may appear as an engine oil leak. |
X |
X |
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021 09 03 04 |
|
Transformers, transformer rectifier units (TRUs), static inverters |
|
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|
|
(01) |
|
State the function of a transformer. |
X |
X |
X |
X |
X |
|
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|
(02) |
|
State the function of a TRU and its purpose, including type of output. |
X |
X |
X |
X |
X |
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|
(03) |
|
State the function of a static inverter and its purpose, including type of output. |
X |
X |
X |
X |
X |
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|
021 09 04 00 |
|
Distribution |
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|
021 09 04 01 |
|
General |
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|
(01) |
|
Explain the function of a busbar. |
X |
X |
X |
X |
X |
|
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|
(02) |
|
Describe the function of the following buses: — AC bus; — DC bus; — emergency AC or DC bus; — essential AC or DC bus; — battery bus; — hot bus, ground servicing or maintenance bus. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(03) |
|
State that the aircraft structure can be used as a part of the electrical circuit (common earth) and explain the implications for electrical bonding. |
X |
X |
X |
X |
X |
|
|
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|
|
(04) |
|
Explain the function of external power. |
X |
X |
X |
X |
X |
|
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|
|
(05) |
|
State that a priority sequence exists between the different sources of electrical power on ground and in flight. |
X |
X |
X |
X |
X |
|
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|
|
(06) |
|
Explain the term ‘load sharing’. |
X |
X |
X |
X |
X |
|
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|
(07) |
|
Explain the term ‘load shedding’. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(08) |
|
Describe typical systems that can be shed in the event of a supply failure, such as passenger entertainment system and galley power. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(09) |
|
Interpret a typical electrical system schematic to the level of detail as found in an aircraft FCOM. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(10) |
|
Explain the difference between a supply (e.g. generator) failure and a bus failure, and the operating consequences of either. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
021 09 04 02 |
|
DC distribution |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe a simple DC electrical system of a single-engine aircraft. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Describe a DC electrical system of a multi-engine aircraft (CS-23/CS-27) including the distribution consequences of loss of generator(s) or bus failure. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(03) |
|
Describe the DC part of an electrical system of a transport aircraft (CS-25/CS-29) including the distribution consequences of loss of DC supply or bus failure. |
X |
X |
X |
X |
X |
|
|
|
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|
|
(04) |
|
Give examples of DC consumers. |
X |
X |
X |
X |
X |
|
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|
|
021 09 04 03 |
|
AC distribution |
|
|
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|
|
|
|
|
|
|
|
(01) |
|
Explain the difference in the principle of operation for a split AC electrical system and a parallel AC electrical system. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Describe the following distribution consequences: — power transfer between different power supplies; — power transfer in the event of a supply failure; — loss of all normal AC supplies. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(03) |
|
Give examples of AC consumers. |
X |
X |
X |
X |
X |
|
|
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|
|
|
(04) |
|
Explain the conditions to be met for paralleling AC generators. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(05) |
|
State that volt-ampere (VA) is the unit for total power consumed in an AC system. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
021 09 04 04 |
|
Electrical load management and monitoring systems: automatic generators and bus switching during normal and failure operation, indications and warnings |
|
|
|
|
|
|
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|
|
|
(01) |
|
Give examples of system control, monitoring and annunciators using the following terms: — generator control unit (GCU) for monitoring generator output and providing network protection; — exciter contactor/breaker/relay for control of generator exciter field; — generator contactor/breaker/relay for connecting the generator to the network; — bus-tie contactor/breaker/relay for connecting busbars together; — generator switch on the flight deck for manual control of exciter contactor; — IDG/CSD disconnect switch on the flight deck for mechanical disconnection of the generator; — bus-tie switch on the flight deck with AUTO and OFF positions only. |
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(02) |
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Describe, for normal and degraded modes of operation, the following functions of an electrical load management system on ground and in flight using the terms in 021 09 04 04 (01): — distribution; — monitoring; — protection in the event of incorrect voltage; — protection in the event of incorrect frequency; — protection in the event of a differential fault. |
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(03) |
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Describe the requirement for monitoring the aircraft batteries. |
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(04) |
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Explain the importance of monitoring the temperature of nickel-cadmium and lithium-type batteries. |
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(05) |
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Interpret various different ammeter indications of an ammeter which monitors the charge current of the battery. |
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021 09 05 00 |
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Electrical motors |
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021 09 05 01 |
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General |
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(01) |
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State that the purpose of an electrical motor is to convert electrical energy into mechanical energy. |
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(02) |
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State that because of the similarity in design, a generator and an electrical motor may be combined into a starter generator. |
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(03) |
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Explain that the size of the engine determines how much energy is required for starting, and state the following: — small turbine engines may be able to use the battery for a very limited number of start attempts; — large turbine engines require one or more power sources, either external or on-board. |
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021 09 05 02 |
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Operating principle |
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(01) |
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Describe how the torque of an electrical motor is determined by the supplied voltage and current, and the resulting magnetic fields within the motor. |
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(02) |
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State that electrical motors can be either AC or DC. |
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(03) |
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Explain the consequences of the following: — rotor seizure; — rotor runaway. |
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021 09 05 03 |
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Components |
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(01) |
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Name the following components of an electrical motor: — rotor (rotating part of an electrical motor); — stator (stationary part of an electrical motor). |
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021 10 00 00 |
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PISTON ENGINES |
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Remark: This topic includes diesel and petrol engines. |
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021 10 01 00 |
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General |
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021 10 01 01 |
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Types of internal-combustion engines: basic principles, definitions |
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(01) |
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Define the following terms and expressions: — rpm; — torque; — manifold absolute pressure (MAP); — power output; — specific fuel consumption; — compression ratio, clearance volume, swept (displaced) volume, total volume. |
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021 10 01 02 |
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Engine: design, operation, components |
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(01) |
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Describe the basic operating principle of a piston engine: — crankcase; — crankshaft; — connecting rod; — piston; — piston pin; — piston rings; — cylinder; — cylinder head; — valves; — valve springs; — push rod; — camshaft; — rocker arm; — camshaft gear; — bearings. |
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(02) |
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Name and identify the various types of engine design with regard to cylinder arrangement and their advantages/disadvantages: — horizontally opposed; — in line; — radial; and — working cycle (four stroke: petrol and diesel). |
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(03) |
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Describe the differences between petrol and diesel engines with respect to: — means of ignition; — maximum compression ratio; — regulating air or mixture supply to the cylinder; — pollution from the exhaust. |
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021 10 02 00 |
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Fuel |
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021 10 02 01 |
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Types, grades, characteristics, limitations |
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(01) |
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Name the type of fuel used for petrol engines including its colour (AVGAS); — 100 (green); — 100LL (blue). |
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(02) |
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Name the type of fuel normally used for aviation diesel engines (JET-A1). |
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(03) |
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Define the term ‘octane rating’. |
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(04) |
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Define the term ‘detonation’ and describe the causes and effects of detonation for both petrol and diesel engines. |
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(05) |
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Define the term ‘pre-ignition’ and describe the causes and effects of pre-ignition for both petrol and diesel engines. |
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(06) |
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Identify the conditions and power settings that promote detonation for petrol engines. |
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(07) |
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Describe how detonation in petrol engines is recognised. |
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(08) |
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Describe the method and occasions for checking the fuel for water content. |
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(09) |
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State the typical value of fuel density for aviation gasoline and diesel fuel. |
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(10) |
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Explain volatility, viscosity and vapour locking for petrol and diesel fuels. |
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021 10 03 00 |
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Engine fuel pumps |
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021 10 03 01 |
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Engine-driven fuel pump |
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(01) |
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Explain the need for a separate engine-driven fuel pump. |
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021 10 04 00 |
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Carburettor/injection system |
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021 10 04 01 |
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Carburettor: design, operation, degraded modes of operation, indications and warnings |
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(01) |
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State the purpose of a carburettor. |
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(02) |
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Describe the operating principle of the simple float chamber carburettor. |
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(03) |
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Describe the methods of obtaining mixture control over the whole operating engine power setting range (compensation jet, diffuser). |
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(04) |
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Describe the methods of obtaining mixture control over the whole operating altitude range. |
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(05) |
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Explain the purpose and the operating principle of an accelerator pump. |
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(06) |
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Explain the purpose of power enrichment. |
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(07) |
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Describe the function of the carburettor heat system. |
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(08) |
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Explain the effect of carburettor heat on mixture ratio and power output. |
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(09) |
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Explain the purpose and the operating principle of a primer pump. |
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(10) |
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Discuss other methods for priming an engine (acceleration pumps). |
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(11) |
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Explain the danger of carburettor fire, including corrective measures. |
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021 10 04 02 |
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Injection: design, operation, degraded modes of operation, indications and warnings |
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(01) |
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Explain the advantages and difference in operation of an injection system compared with a carburettor system. |
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021 10 04 03 |
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Icing |
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(01) |
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Describe the causes and effects of carburettor icing and the action to be taken if carburettor icing is suspected. |
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(02) |
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Name the meteorological conditions under which carburettor icing may occur. |
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(03) |
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Describe the indications of the presence of carburettor icing for both a fixed pitch and a constant speed propeller. |
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(04) |
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Describe the indications of the presence of carburettor icing for a helicopter. |
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(05) |
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Describe the indications that will occur upon selection of carburettor heat depending on whether ice is present or not. |
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(06) |
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Explain the reason for the use of alternate air on fuel injection systems and describe its operating principle. |
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(07) |
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State the meteorological conditions under which induction system icing may occur. |
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021 10 05 00 |
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Cooling systems |
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021 10 05 01 |
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Design, operation, indications and warnings |
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(01) |
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Specify the reasons for cooling a piston engine. |
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(02) |
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Describe the design features to enhance cylinder air cooling for aeroplanes. |
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(03) |
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Describe the design features to enhance cylinder air cooling for helicopters (e.g. engine-driven impeller and scroll assembly, baffles). |
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(04) |
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Compare the differences between liquid- and air‑cooling systems. |
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(05) |
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Identify the cylinder head temperature indication to monitor engine cooling. |
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(06) |
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Describe the function and the operation of cowl flaps. |
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021 10 06 00 |
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Lubrication systems |
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021 10 06 01 |
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Lubricants: characteristics, limitations |
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(01) |
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Describe the term ‘viscosity’ including the effect of temperature. |
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(02) |
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Describe the viscosity grade numbering system used in aviation. |
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021 10 06 02 |
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Design, operation, indications and warnings |
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(01) |
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State the functions of a piston-engine lubrication system. |
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(02) |
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Describe the working principle of a dry-sump lubrication system and describe the functions of the following components: — oil tank (reservoir) and its internal components: hot well, de-aerator, vent, expansion space; — check valve (non-return valve); — pressure pump and pressure-relief valve; — scavenge pump; — filters (suction, pressure and scavenge); — oil cooler; — oil cooler bypass valve (anti-surge and thermostatic); — pressure and temperature sensors; — lines. |
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(03) |
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Describe a wet-sump lubrication system. |
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(04) |
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State the differences between a wet- and a dry-sump lubrication system and their advantages and disadvantages. |
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(05) |
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List the following factors that influence oil consumption: — oil grade; — cylinder and piston wear; — condition of piston rings. |
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(06) |
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Describe the interaction between oil pressure, oil temperature and oil quantity. |
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021 10 07 00 |
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Ignition circuits |
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021 10 07 01 |
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Design, operation |
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(01) |
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Describe the working principle of a magneto-ignition system and the functions of the following components: — magneto; — contact-breaker points; — capacitor (condenser); — coils or windings; — ignition switches; — distributor; — spark plug; — high-tension (HT) cable. |
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(02) |
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State why piston engines are equipped with two electrically independent ignition systems. |
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(03) |
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State the function and operating principle of the following methods of spark augmentation: — starter vibrator (booster coil); — impulse-start coupling. |
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(04) |
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State the function and operating principle of the following methods of spark augmentation: — starter vibrator (booster coil); — both magnetos live. |
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(05) |
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Explain the function of the magneto check. |
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(06) |
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Explain how combustion is initiated in diesel engines. |
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021 10 08 00 |
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Mixture |
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021 10 08 01 |
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Definition, characteristic mixtures, control instruments, associated control levers, indications |
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(01) |
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Define the following terms: — mixture; — chemically correct ratio (stoichiometric); — best power ratio; — lean (weak) mixture (lean or rich side of the exhaust gas temperature (EGT) top); — rich mixture. |
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(02) |
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State the typical fuel-to-air ratio values or range of values for the above mixtures. |
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X |
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(03) |
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Describe the advantages and disadvantages of weak and rich mixtures. |
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(04) |
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Describe the relation between engine-specific fuel consumption and mixture ratio. |
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X |
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(05) |
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Describe the use of the exhaust gas temperature as an aid to mixture-setting. |
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X |
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(06) |
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Explain the relation between mixture ratio, cylinder head temperature, detonation and pre-ignition. |
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X |
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(07) |
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Explain the absence of mixture control in diesel engines. |
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X |
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021 10 09 00 |
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Aeroplane: propellers |
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Definitions, general |
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Remark: Definitions and aerodynamic concepts are detailed in Subject 081 ‘Principles of flight (aeroplane)’, Topic 07 (Propellers), but need to be appreciated for this Subject as well. |
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X |
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021 10 09 02 |
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Constant-speed propeller: design, operation, system components |
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(01) |
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Describe the operating principle of a constant-speed propeller system under normal flight operations with the aid of a schematic. |
X |
X |
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(02) |
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Explain the need for a MAP indicator to control the power setting with a constant-speed propeller. |
X |
X |
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(03) |
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State the purpose of a torque-meter. |
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X |
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(04) |
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State the purpose and describe the operation of a low‑pitch stop (centrifugal latch). |
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X |
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(05) |
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Describe the operating principle of a single-acting and a double-acting variable pitch propeller for single- and multi-engine aeroplanes. |
X |
X |
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(06) |
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Describe the function and the basic operating principle of synchronising and synchro-phasing systems. |
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X |
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(07) |
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Explain the purpose and the basic operating principle of an auto-feathering system and unfeathering. |
X |
X |
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021 10 09 03 |
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Reduction gearing: design |
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(01) |
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State the purpose of reduction gearing. |
X |
X |
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021 10 09 04 |
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Propeller handling: associated control levers, degraded modes of operation, indications and warnings |
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(01) |
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Describe the checks to be carried out on a constant‑speed propeller system after engine start. |
X |
X |
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(02) |
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Describe the operation of a constant-speed propeller system during flight at different true airspeeds (TAS) and rpm including an overspeeding propeller. |
X |
X |
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(03) |
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Describe the operating principle of a variable pitch propeller when feathering and unfeathering, including the operation of cockpit controls. |
X |
X |
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(04) |
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Describe the operating principle of a variable pitch propeller when reverse pitch is selected, including the operation of cockpit controls. |
X |
X |
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(05) |
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Describe the operation of the propeller levers during different phases of flight. |
X |
X |
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021 10 10 00 |
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Performance and engine handling |
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021 10 10 01 |
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Performance |
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(01) |
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Describe the effect on power output of a petrol and diesel engine taking into consideration the following parameters: — ambient pressure, exhaust back pressure; — temperature; — density altitude; — humidity. |
X |
X |
X |
X |
X |
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(02) |
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Explain the term ‘normally aspirated engine’. |
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X |
X |
X |
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(03) |
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Power-augmentation devices: explain the requirement for power augmentation (turbocharging) of a piston engine. |
X |
X |
X |
X |
X |
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(04) |
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Describe the function and the principle of operation of the following main components of a turbocharger: — turbine; — compressor; — waste gate; — waste-gate actuator. |
X |
X |
X |
X |
X |
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(05) |
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Explain the difference between an altitude-boosted turbocharger and a ground-boosted turbocharger. |
X |
X |
X |
X |
X |
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(06) |
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Explain turbo lag. |
X |
X |
X |
X |
X |
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(07) |
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Define the term ‘critical altitude’. |
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X |
X |
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X |
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(08) |
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Explain the function of an intercooler. |
X |
X |
X |
X |
X |
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(09) |
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Define the terms ‘full-throttle height’ and ‘rated altitude’. |
X |
X |
X |
X |
X |
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(10) |
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Explain the purpose of a supercharger and the basic differences from a turbocharger. |
X |
X |
X |
X |
X |
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021 10 10 02 |
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Engine handling |
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(01) |
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State the correct procedures for setting the engine controls when increasing or decreasing power. |
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X |
X |
X |
X |
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(02) |
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Define the following terms: — take-off power; — maximum continuous power. |
X |
X |
X |
X |
X |
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(03) |
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Describe the start problems associated with extreme cold weather. |
X |
X |
X |
X |
X |
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(04) |
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Describe the principal difference between a full‑authority digital engine control (FADEC) system‑controlled engine and traditional manual engine controls. |
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X |
X |
X |
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(05) |
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Describe the engine controls available on the flight deck for a FADEC-controlled engine. |
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X |
X |
X |
X |
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(06) |
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Explain that the FADEC has full authority of the control of all engine parameters ensuring efficient and correct running of the engine, including protection in the event of failure. |
X |
X |
X |
X |
X |
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(07) |
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Explain the need for FADEC redundancy with regard to power supply and data input and output. |
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X |
X |
X |
X |
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021 11 00 00 |
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TURBINE ENGINES |
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021 11 01 00 |
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Basic principles |
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021 11 01 01 |
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Basic generation of thrust and the thrust formula |
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(01) |
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Describe how thrust is produced by a basic gas turbine engine. |
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(02) |
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Describe the simple form of the thrust formula for a basic, straight jet engine and perform simple calculations (including pressure thrust). |
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(03) |
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State that thrust can be considered to remain approximately constant over the whole aeroplane subsonic speed range. |
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021 11 01 02 |
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Design, types and components of turbine engines |
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(01) |
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List the main components of a basic gas turbine engine: — inlet; — compressor; — combustion chamber; — turbine; — outlet. |
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(02) |
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Describe the variation of static pressure, temperature and axial velocity in a gas turbine engine under normal operating conditions and with the aid of a working cycle diagram. |
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(03) |
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Describe the differences between absolute, circumferential (tangential) and axial velocity. |
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(04) |
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List the different types of gas turbine engines: — straight jet; — turbofan; — turboprop. |
X |
X |
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(05) |
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State that a gas turbine engine can have one or more spools. |
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X |
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(06) |
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Describe how thrust is produced by turbojet and turbofan engines. |
X |
X |
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(07) |
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Describe how power is produced by turboprop engines. |
X |
X |
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(08) |
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Describe the term ‘equivalent horsepower’ (= thrust horsepower + shaft horsepower). |
X |
X |
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(09) |
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Explain the principle of a free turbine or free-power turbine. |
X |
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X |
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(10) |
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Define the term ‘bypass ratio’ and perform simple calculations to determine it. |
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X |
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(11) |
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Define the terms ‘propulsive power’, ‘propulsive efficiency’, ‘thermal efficiency’ and ‘total efficiency’. |
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X |
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(12) |
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Describe the influence of compressor-pressure ratio on thermal efficiency. |
X |
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X |
X |
X |
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(13) |
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Explain the variations of propulsive efficiency with forward speed for turbojet, turbofan and turboprop engines. |
X |
X |
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(14) |
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Define the term ‘specific fuel consumption’ for turbojets and turboprops. |
X |
X |
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021 11 01 03 |
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Coupled turbine engine: design, operation, components and materials |
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(01) |
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Name the main assembly parts of a coupled turbine engine and explain its operation. |
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X |
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X |
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(02) |
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Explain the limitations of the materials used with regard to maximum turbine temperature, engine and drive train torque limits. |
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X |
X |
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(03) |
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Describe the possible effects on engine components when limits are exceeded. |
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X |
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(04) |
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Explain that when engine limits are exceeded, this event must be reported. |
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X |
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021 11 01 04 |
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Free-turbine engine: design, components and materials |
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(01) |
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Describe the design methods to keep the engine’s size small for installation in helicopters. |
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X |
X |
X |
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(02) |
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List the main components of a free-turbine engine. |
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X |
X |
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(03) |
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Describe how the power is developed by a turboshaft/free-turbine engine. |
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X |
X |
X |
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(04) |
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Explain how the exhaust gas temperature is used to monitor turbine stress. |
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X |
X |
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021 11 02 00 |
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Main-engine components |
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021 11 02 01 |
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Aeroplane: air intake |
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(01) |
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State the functions of the engine air inlet/air intake. |
X |
X |
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(02) |
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Describe the geometry of a subsonic (pitot-type) air inlet. |
X |
X |
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(03) |
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Explain the gas-parameter changes in a subsonic air inlet at different flight speeds. |
X |
X |
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(04) |
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Describe the reasons for, and the dangers of, the following operational problems concerning the engine air inlet: — airflow separation; — inlet icing; — inlet damage; — foreign object damage (FOD); — heavy in-flight turbulence. |
X |
X |
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021 11 02 02 |
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Compressor and diffuser |
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(01) |
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State the purpose of the compressor. |
X |
X |
X |
X |
X |
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(02) |
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Describe the working principle of a centrifugal and an axial flow compressor. |
X |
X |
X |
X |
X |
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(03) |
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Name the following main components of a single stage and describe their function for a centrifugal compressor: — impeller; — diffuser. |
X |
X |
X |
X |
X |
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(04) |
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Name the following main components of a single stage and describe their function for an axial compressor: — rotor vanes; — stator vanes. |
X |
X |
X |
X |
X |
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(05) |
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Describe the gas-parameter changes in a compressor stage. |
X |
X |
X |
X |
X |
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(06) |
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Define the term ‘pressure ratio’ and state a typical value for one stage of a centrifugal and an axial flow compressor and for the complete compressor. |
X |
X |
X |
X |
X |
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(07) |
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State the advantages and disadvantages of increasing the number of stages in a centrifugal compressor. |
X |
X |
X |
X |
X |
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(08) |
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Explain the difference in sensitivity for FOD of a centrifugal compressor compared with an axial flow type. |
X |
X |
X |
X |
X |
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(09) |
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Explain the convergent air annulus through an axial flow compressor. |
X |
X |
X |
X |
X |
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(10) |
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Describe the reason for twisting the compressor blades. |
X |
X |
X |
X |
X |
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(11) |
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State the tasks of inlet guide vanes (IGVs). |
X |
X |
X |
X |
X |
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(12) |
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State the reason for the clicking noise whilst the compressor slowly rotates on the ground. |
X |
X |
X |
X |
X |
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(13) |
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State the advantages of increasing the number of spools. |
X |
X |
X |
X |
X |
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(14) |
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Explain the implications of tip losses and describe the design features to minimise the problem. |
X |
X |
X |
X |
X |
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(15) |
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Explain the problems of blade bending and flapping and describe the design features to minimise the problem. |
X |
X |
X |
X |
X |
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(16) |
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Explain the following terms: — compressor stall; — engine surge. |
X |
X |
X |
X |
X |
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(17) |
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State the conditions that are possible causes of stall and surge. |
X |
X |
X |
X |
X |
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(18) |
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Describe the indications of stall and surge. |
X |
X |
X |
X |
X |
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(19) |
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Describe the design features used to minimise the occurrence of stall and surge. |
X |
X |
X |
X |
X |
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(20) |
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Describe a compressor map (surge envelope) with rpm lines, stall limit, steady state line and acceleration line. |
X |
X |
X |
X |
X |
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(21) |
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Describe the function of the diffuser. |
X |
X |
X |
X |
X |
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021 11 02 03 |
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Combustion chamber |
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(01) |
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Define the purpose of the combustion chamber. |
X |
X |
X |
X |
X |
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(02) |
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List the requirements for combustion. |
X |
X |
X |
X |
X |
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(03) |
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Describe the working principle of a combustion chamber. |
X |
X |
X |
X |
X |
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(04) |
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Explain the reason for reducing the airflow axial velocity at the combustion chamber inlet (snout). |
X |
X |
X |
X |
X |
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(05) |
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State the function of the swirl vanes (swirler). |
X |
X |
X |
X |
X |
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(06) |
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State the function of the drain valves. |
X |
X |
X |
X |
X |
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(07) |
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Define the terms ‘primary airflow’ and ‘secondary airflow’, and explain their purpose. |
X |
X |
X |
X |
X |
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(08) |
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Explain the following two mixture ratios: — primary airflow to fuel; — total airflow (within the combustion chamber) to fuel. |
X |
X |
X |
X |
X |
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(09) |
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Describe the gas-parameter changes in the combustion chamber. |
X |
X |
X |
X |
X |
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(10) |
|
State a typical maximum value of the outlet temperature of the combustion chamber. |
X |
X |
X |
X |
X |
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(11) |
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Describe the following types of combustion chambers and state the differences between them: — can type; — can-annular, cannular or turbo-annular; — annular; — reverse-flow annular. |
X |
X |
X |
X |
X |
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021 11 02 04 |
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Turbine |
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(01) |
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Explain the purpose of a turbine in different types of gas turbine engines. |
X |
X |
X |
X |
X |
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(02) |
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Describe the principles of operation of impulse, reaction and impulse-reaction axial flow turbines. |
X |
X |
X |
X |
X |
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(03) |
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Name the main components of a turbine stage and their function. |
X |
X |
X |
X |
X |
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(04) |
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Describe the working principle of a turbine. |
X |
X |
X |
X |
X |
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(05) |
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Describe the gas-parameter changes in a turbine stage. |
X |
X |
X |
X |
X |
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(06) |
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Describe the function and the working principle of active clearance control. |
X |
X |
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(07) |
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Describe the implications of tip losses and the means to minimise them. |
X |
X |
X |
X |
X |
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(08) |
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Explain why the available engine thrust is limited by the turbine inlet temperature. |
X |
X |
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(09) |
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Explain the divergent gas-flow annulus through an axial-flow turbine. |
X |
X |
X |
X |
X |
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(10) |
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Explain the high mechanical thermal stress in the turbine blades and wheels/discs. |
X |
X |
X |
X |
X |
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021 11 02 05 |
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Aeroplane: exhaust |
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(01) |
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Name the following main components of the exhaust unit and their function: — jet pipe; — propelling nozzle; — exhaust cone. |
X |
X |
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(02) |
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Describe the working principle of the exhaust unit. |
X |
X |
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(03) |
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Describe the gas-parameter changes in the exhaust unit. |
X |
X |
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(04) |
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Define the term ‘choked exhaust nozzle’ (not applicable to turboprops). |
X |
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(05) |
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Explain how jet exhaust noise can be reduced. |
X |
X |
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021 11 02 06 |
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Helicopter: air intake |
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(01) |
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Name and explain the main task of the engine air intake. |
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X |
X |
X |
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(02) |
|
Describe the use of a convergent air-intake ducting on helicopters. |
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X |
X |
X |
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(03) |
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Describe the reasons for and the dangers of the following operational problems concerning engine air intake: — airflow separations; — intake icing; — intake damage; — FOD; — heavy in-flight turbulence. |
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X |
X |
X |
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(04) |
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Describe the conditions and circumstances during ground operations when FOD is most likely to occur. |
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X |
X |
X |
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(05) |
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Describe and explain the principles of air intake filter systems that can be fitted to some helicopters for operations in icing and sand conditions. |
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X |
X |
X |
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(06) |
|
Describe the function of the heated pads on some helicopter air intakes. |
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X |
X |
X |
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021 11 02 07 |
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Helicopter: exhaust |
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(01) |
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Describe the working principle of the exhaust unit. |
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X |
X |
X |
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(02) |
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Describe the gas-parameter changes in the exhaust unit. |
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X |
X |
X |
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021 11 03 00 |
|
Additional components and systems |
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021 11 03 01 |
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Engine fuel system |
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(01) |
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Name the main components of the engine fuel system and state their function: — filters; — low-pressure (LP) pump; — high-pressure (HP) pump; — fuel manifold; — fuel nozzles; — HP fuel cock; — fuel control; or — hydromechanical unit. |
X |
X |
X |
X |
X |
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(02) |
|
Name the two types of engine-driven high-pressure pumps, such as: — gear-type; — swash plate-type. |
X |
X |
X |
X |
X |
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(03) |
|
State the tasks of the fuel control unit. |
X |
X |
X |
X |
X |
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(04) |
|
List the possible input parameters to a fuel control unit to achieve a given thrust/power setting. |
X |
X |
X |
X |
X |
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021 11 03 02 |
|
Engine control system |
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(01) |
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State the tasks of the engine control system. |
X |
X |
X |
X |
X |
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(02) |
|
List the following different types of engine control systems: — hydromechanical; — hydromechanical with a limited authority electronic supervisor; — single-channel FADEC with hydromechanical backup; — dual-channel FADEC with no backup or any other combination. |
X |
X |
X |
X |
X |
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(03) |
|
Describe a FADEC as a full-authority dual-channel system including functions such as an electronic engine control unit, wiring, sensors, variable vanes, active clearance control, bleed configuration, electrical signalling of thrust lever angle (TLA) (see also AMC to CS-E-50), and an EGT protection function and engine overspeed. |
X |
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X |
X |
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(04) |
|
Explain how redundancy is achieved by using more than one channel in a FADEC system. |
X |
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X |
X |
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(05) |
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State the consequences of a FADEC single input data failure. |
X |
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X |
X |
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(06) |
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State that all input and output data is checked by both channels in a FADEC system. |
X |
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X |
X |
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(07) |
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State that a FADEC system uses its own sensors and that, in some cases, also data from aircraft systems is used. |
X |
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X |
X |
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(08) |
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State that a FADEC must have its own source of electrical power. |
X |
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X |
X |
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021 11 03 03 |
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Engine lubrication |
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(01) |
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State the tasks of an engine lubrication system. |
X |
X |
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(02) |
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Name the following main components of a lubrication system and state their function: — oil tank and centrifugal breather; — oil pumps (pressure and scavenge pumps); — oil filters (including the bypass); — oil sumps; — chip detectors; — coolers. |
X |
X |
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(03) |
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Explain that each spool is fitted with at least one ball bearing and two or more roller bearings. |
X |
X |
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(04) |
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Explain the use of compressor air in oil-sealing systems (e.g. labyrinth seals). |
X |
X |
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021 11 03 04 |
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Engine auxiliary gearbox |
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(01) |
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State the tasks of the auxiliary gearbox. |
X |
X |
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(02) |
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Describe how the gearbox is driven and lubricated. |
X |
X |
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021 11 03 05 |
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Engine ignition |
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(01) |
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State the task of the ignition system. |
X |
X |
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(02) |
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Name the following main components of the ignition system and state their function: — power sources; — igniters. |
X |
X |
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(03) |
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State why jet turbine engines are equipped with two electrically independent ignition systems. |
X |
X |
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(04) |
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Explain the different modes of operation of the ignition system. |
X |
X |
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021 11 03 06 |
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Engine starter |
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(01) |
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Name the main components of the starting system and state their function. |
X |
X |
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(02) |
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Explain the principle of a turbine engine start. |
X |
X |
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(03) |
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Describe the following two types of starters: — electric; — pneumatic. |
X |
X |
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(04) |
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Describe a typical start sequence (on ground/in flight) for a turbofan. |
X |
X |
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(05) |
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Define ‘self-sustaining rpm’. |
X |
X |
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021 11 03 07 |
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Reverse thrust |
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(01) |
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Name the following main components of a reverse-thrust system and state their function: — reverse-thrust select lever; — power source (pneumatic or hydraulic); — actuators; — doors; — annunciations. |
X |
X |
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(02) |
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Explain the principle of a reverse-thrust system. |
X |
X |
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(03) |
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Identify the advantages and disadvantages of using reverse thrust. |
X |
X |
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(04) |
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Describe and explain the following different types of thrust-reverser systems: — hot-stream reverser; — clamshell or bucket-door system; — cold-stream reverser (only turbofan engines); — blocker doors; — cascade vanes. |
X |
X |
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(05) |
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Explain the implications of reversing the cold stream (fan reverser) only on a high bypass ratio engine. |
X |
X |
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(06) |
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Describe the protection features against inadvertent thrust-reverse deployment in flight as present on most transport aeroplanes. |
X |
X |
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(07) |
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Describe the controls and indications provided for the thrust-reverser system. |
X |
X |
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021 11 03 08 |
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Helicopter specifics on design, operation and components for additional components and systems such as lubrication system, ignition circuit, starter, accessory gearbox |
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(01) |
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State the task of the lubrication system. |
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X |
X |
X |
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(02) |
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List and describe the common helicopter lubrication systems. |
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X |
X |
X |
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(03) |
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Name the following main components of a helicopter lubrication system: — reservoir; — pump assembly; — external oil filter; — magnetic chip detectors, electronic chip detectors; — thermostatic oil coolers; — breather. |
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X |
X |
X |
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(04) |
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Identify and name the components of a helicopter lubrication system from a diagram. |
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X |
X |
X |
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(05) |
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Identify the indications used to monitor a lubrication system including warning systems. |
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X |
X |
X |
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(06) |
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Explain the differences and appropriate use of straight oil and compound oil, and describe the oil numbering system for aviation use. |
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X |
X |
X |
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(07) |
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Explain and describe the ignition circuit for engine start and engine relight facility when the selection is set for both automatic and manual functions. |
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X |
X |
X |
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(08) |
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Explain and describe the starter motor and the sequence of events when starting, and that for most helicopters the starter becomes the generator after the starting sequence is over. |
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X |
X |
X |
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(09) |
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Explain and describe why the engine drives the accessory gearbox. |
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X |
X |
X |
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021 11 04 00 |
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Engine operation and monitoring |
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021 11 04 01 |
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General |
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(01) |
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Explain the following aeroplane engine ratings: — take-off; — go-around; — maximum continuous thrust/power; — maximum climb thrust/power. |
X |
X |
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(02) |
|
Explain spool-up time. |
X |
X |
X |
X |
X |
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(03) |
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Explain the reason for the difference between ground and approach flight idle values (rpm). |
X |
X |
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(04) |
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State the parameters that can be used for setting and monitoring the thrust/power. |
X |
X |
X |
X |
X |
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(05) |
|
Describe the terms ‘alpha range’, ‘beta range’ and ‘reverse thrust’ as applied to a turboprop power lever. |
X |
X |
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(06) |
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Explain the dangers of inadvertent beta-range selection in flight for a turboprop. |
X |
X |
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(07) |
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Explain the purpose of engine trending. |
X |
X |
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(08) |
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Explain how the exhaust gas temperature is used to monitor turbine stress. |
X |
X |
X |
X |
X |
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(09) |
|
Describe the effect of engine acceleration and deceleration on the EGT. |
X |
X |
X |
X |
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(10) |
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Describe the possible effects on engine components when EGT limits are exceeded. |
X |
X |
X |
X |
X |
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(11) |
|
Explain why engine-limit exceedances must be reported. |
X |
X |
X |
X |
X |
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(12) |
|
Explain the limitations on the use of the thrust-reverser system at low forward speed. |
X |
X |
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X |
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(13) |
|
Explain the term ‘engine seizure’. |
X |
X |
X |
X |
X |
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(14) |
|
State the possible causes of engine seizure and explain their preventative measures. |
X |
X |
X |
X |
X |
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(15) |
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Describe the potential consequences of a leak in the following two designs of fuel and oil heat exchanger: — oil pressure higher than fuel pressure with oil leaking into the fuel system, potentially affecting the combustion and running of the engine; — fuel pressure higher than oil pressure with fuel leaking into the oil system, potentially increasing the risk of a fire due to fuel entering warm parts of the engine that should be free from fuel. |
X |
X |
X |
X |
X |
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(16) |
|
Explain oil-filter clogging (blockage) and the implications for the lubrication system. |
X |
X |
X |
X |
X |
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(17) |
|
Give examples of monitoring instruments of an engine. |
X |
X |
X |
X |
X |
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(18) |
|
Describe how to identify and assess engine damage based on instrument indications. |
X |
X |
X |
X |
X |
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021 11 04 02 |
|
Starting malfunctions |
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(01) |
|
Describe the indications and the possible causes of the following aeroplane starting malfunctions: — false (dry or wet) start; — tailpipe fire (torching); — hot start; — abortive (hung) start; — no N1 rotation; — no FADEC indications. |
X |
X |
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(02) |
|
Describe the indications and the possible causes of the following helicopter starting malfunctions: — false (dry or wet) start; — tailpipe fire (torching); — hot start; — abortive (hung) start; — no N1 rotation; — freewheel failure; — no FADEC indications. |
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X |
X |
X |
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021 11 04 03 |
|
Relight envelope |
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(01) |
|
Explain the relight envelope. |
X |
X |
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021 11 05 00 |
|
Performance aspects |
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021 11 05 01 |
|
Thrust, performance aspects, and limitations |
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(01) |
|
Describe the variation of thrust and specific fuel consumption with altitude at constant TAS. |
X |
X |
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(02) |
|
Describe the variation of thrust and specific fuel consumption with TAS at constant altitude. |
X |
X |
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(03) |
|
Explain the term ‘flat-rated engine’ by describing the change of take-off thrust, turbine inlet temperature and engine rpm with outside air temperature (OAT). |
X |
X |
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(04) |
|
Define the term ‘engine pressure ratio’ (EPR). |
X |
X |
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(05) |
|
Explain the use of reduced (flexible) and derated thrust for take-off, and explain the advantages and disadvantages when compared with a full-rated take‑off. |
X |
X |
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(06) |
|
Describe the effects of use of bleed air on rpm, EGT, thrust, and specific fuel consumption. |
X |
X |
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021 11 05 02 |
|
Helicopter engine ratings, engine performance and limitations, engine handling: torque, performance aspects and limitations |
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(01) |
|
Describe engine rating torque limits for take-off, transient and maximum continuous. |
|
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X |
X |
X |
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(02) |
|
Describe turbine outlet temperature (TOT) limits for take-off. |
|
|
X |
X |
X |
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(03) |
|
Explain why TOT is a limiting factor for helicopter performance. |
|
|
X |
X |
X |
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|
(04) |
|
Describe and explain the relationship between maximum torque available and density altitude, which leads to decreasing torque available with the increase of density altitude. |
|
|
X |
X |
X |
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|
(05) |
|
Explain that hovering downwind, on some helicopters, will noticeably increase the engine TOT. |
|
|
X |
X |
X |
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(06) |
|
Explain the reason why the engine performance is less when aircraft accessories (i.e. anti-ice, heating, hoist, filters) are switched on. |
|
|
X |
X |
X |
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(07) |
|
Describe the effects of use of bleed air on engine parameters. |
|
|
X |
X |
X |
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|
(08) |
|
Explain that, on some helicopters, exceeding the TOT limit may cause the main rotor to droop (slow down). |
|
|
X |
X |
X |
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|
(09) |
|
Describe overtorquing and explain the consequences. |
|
|
X |
X |
X |
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021 11 06 00 |
|
Auxiliary power unit (APU) |
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021 11 06 01 |
|
Design, operation, functions, operational limitations |
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(01) |
|
State that an APU is a gas turbine engine and list its tasks. |
X |
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X |
X |
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(02) |
|
State the difference between the two types of APU inlets. |
X |
|
X |
X |
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(03) |
|
Define ‘maximum operating and maximum starting altitude’. |
X |
|
X |
X |
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(04) |
|
Name the typical APU control and monitoring instruments. |
X |
|
X |
X |
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(05) |
|
Describe the APU’s automatic shutdown protection. |
X |
|
X |
X |
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021 12 00 00 |
|
PROTECTION AND DETECTION SYSTEMS |
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021 12 01 00 |
|
Smoke detection |
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|
021 12 01 01 |
|
Types, design, operation, indications and warnings |
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|
(01) |
|
Explain the operating principle of the following types of smoke detection sensors: — optical; — ionising. |
X |
X |
X |
X |
X |
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|
(02) |
|
Give an example of warnings, indications and function tests. |
X |
X |
X |
X |
X |
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|
021 12 02 00 |
|
Fire-protection systems |
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|
021 12 02 01 |
|
Fire extinguishing (engine and cargo compartments) |
|
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|
|
|
(01) |
|
Explain the operating principle of a built-in fire‑extinguishing system and describe its components. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(02) |
|
State that two discharges must be provided for each engine (see CS 25.1195(c) Fire-extinguisher systems). |
X |
X |
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|
021 12 02 02 |
|
Fire detection |
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|
|
(01) |
|
Explain the following principles of fire detection: — resistance and capacitance; — gas pressure. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Explain fire-detection applications such as: — bimetallic; — continuous loop; — gaseous loop (gas-filled detectors). |
X |
X |
X |
X |
X |
|
|
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|
|
(03) |
|
Explain why generally double-loop systems are used. |
X |
X |
X |
X |
X |
|
|
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|
|
(04) |
|
Give an example of warnings, indications and function tests of a fire-protection system. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
|
Rain-protection system |
|
|
|
|
|
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|
|
021 12 03 01 |
|
Principle and method of operation |
|
|
|
|
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|
|
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|
|
(01) |
|
Explain the principle and method of operation of the following windshield rain-protection systems for an aeroplane: — wipers; — liquids (rain-repellent); — coating. |
X |
X |
|
|
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|
|
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|
|
(02) |
|
Explain the principle and method of operation of wipers for a helicopter. |
|
|
X |
X |
X |
|
|
|
|
|
|
021 13 00 00 |
|
OXYGEN SYSTEMS |
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|
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|
021 13 01 00 |
|
Cockpit, portable and chemical oxygen systems |
|
|
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|
|
021 13 01 01 |
|
Operating principles, actuation methods, comparison |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe the basic operating principle of a cockpit oxygen system and describe the following different modes of operation: — normal (diluter demand); — 100 %; — emergency. |
X |
X |
|
|
|
|
|
|
|
|
|
(02) |
|
Describe the operating principle and the purposes of the following two portable oxygen systems: — smoke hood; — portable bottle. |
X |
X |
|
|
|
|
|
|
|
|
|
(03) |
|
Describe the following two oxygen systems that can be used to supply oxygen to passengers: — fixed system (chemical oxygen generator or gaseous system); — portable. |
X |
X |
|
|
|
|
|
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|
|
|
(04) |
|
Describe the actuation methods (automatic and manual) and the functioning of a passenger oxygen mask. |
X |
X |
|
|
|
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|
|
(05) |
|
Compare chemical oxygen generators to gaseous systems with respect to: — capacity; — flow regulation. |
X |
X |
|
|
|
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|
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|
|
(06) |
|
State the dangers of grease or oil related to the use of oxygen systems. |
X |
X |
|
|
|
|
|
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|
|
|
021 14 00 00 |
|
HELICOPTER: MISCELLANEOUS SYSTEMS |
|
|
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|
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|
|
021 14 01 00 |
|
Variable rotor speed, active vibration suppression, night-vision goggles (NVG) |
|
|
|
|
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|
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|
|
021 14 01 01 |
|
Variable rotor speed |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain the system for ‘beeping’ the NR to its upper limit. |
|
|
X |
X |
X |
|
|
|
|
|
|
021 14 01 02 |
|
Active vibration suppression |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain and describe how the active vibration suppression system works through high-speed actuators and accelerometer inputs. |
|
|
X |
X |
X |
|
|
|
|
|
|
021 14 01 03 |
|
NVG |
|
|
|
|
|
|
|
|
|
|
|
|
|
To be introduced at a later date. |
|
|
X |
X |
X |
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021 15 00 00 |
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HELICOPTER: ROTOR HEADS |
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021 15 01 00 |
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Main rotor |
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021 15 01 01 |
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Types |
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(01) |
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Describe the following rotor-head systems: — teetering (semi-articulated); — articulated; — hingeless (rigid); — bearingless (semi-articulated). |
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X |
X |
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(02) |
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Describe in basic terms the following configuration of rotor systems and their advantages and disadvantages: — tandem; — coaxial; — side by side. |
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X |
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(03) |
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Explain how flapping, dragging and feathering is achieved in each rotor-head system. |
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X |
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021 15 01 02 |
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Structural components and materials, stresses, structural limitations |
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(01) |
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Identify from a diagram the main structural components of the main types of rotor-head systems. |
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(02) |
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List and describe the methods used to detect damage and cracks. |
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(03) |
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Explain and describe the structural limitations to respective rotor systems, including the dangers of negative G inputs to certain rotor-head systems. |
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X |
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(04) |
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Describe the various rotor-head lubrication methods. |
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X |
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021 15 01 03 |
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Design and construction |
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(01) |
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Describe the material technology used in rotor-head design, including construction, using the following materials or mixture of materials: — composites; — fibreglass; — alloys; — elastomers. |
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021 15 01 04 |
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Adjustment |
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(01) |
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Describe and explain the methods of adjustment which are possible on various helicopter rotor-head assemblies. |
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X |
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021 15 02 00 |
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Tail rotor |
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021 15 02 01 |
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Types |
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(01) |
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Describe the following tail-rotor systems: — delta-3 hinge effect; — multi-bladed delta-3 effect; — Fenestron or ducted fan tail rotor; — no tail rotor (NOTAR) low-velocity air jet flows from tangential slots (the Coandă effect); — NOTAR high-velocity air jet flows from adjustable nozzles (the Coandă effect). |
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(02) |
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Identify from a diagram the main structural components of the four main types of tail-rotor systems. |
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(03) |
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Explain and describe the methods to detect damage and cracks on the tail rotor and assembly. |
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(04) |
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Explain and describe the structural limitations to the respective tail-rotor systems and possible limitations regarding the turning rate of the helicopter. |
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(05) |
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Explain and describe the following methods that helicopter designers use to minimise tail-rotor drift and roll: — reducing the couple arm (tail rotor on a pylon); — offsetting the rotor mast; — use of ‘bias’ in cyclic control mechanism. |
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(06) |
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Explain pitch-input mechanisms. |
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(07) |
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Explain the relationship between tail-rotor thrust and engine power. |
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X |
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(08) |
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Describe how the vertical fin on some types reduces the power demand of the tail rotor. |
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X |
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021 15 02 02 |
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Design and construction |
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(01) |
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List and describe the various tail-rotor designs and construction methods used on helicopters currently in service. |
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021 16 00 00 |
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HELICOPTER: TRANSMISSION |
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021 16 01 00 |
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Main gearbox |
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021 16 01 01 |
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Different types, design, operation, limitations |
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(01) |
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Describe the following main principles of helicopter transmission systems for single- and twin-engine helicopters: — drive for the main and tail rotor; — accessory drive for the generator(s), alternator(s), hydraulic and oil pumps, oil cooler(s) and tachometers. |
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(02) |
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Describe the reason for limitations on multi-engine helicopter transmissions in various engine-out situations. |
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X |
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(03) |
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Describe how the passive vibration control works with gearbox mountings. |
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021 16 02 00 |
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Rotor brake |
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021 16 02 01 |
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Types, operational considerations |
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(01) |
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Describe the main function of the disc type of rotor brake. |
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X |
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(02) |
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Describe both hydraulic- and cable-operated rotor‑brake systems. |
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(03) |
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Describe the different options for the location of the rotor brake. |
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X |
X |
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(04) |
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List the following operational considerations for the use of rotor brakes: — rotor speed at engagement of rotor brake; — risk of blade sailing in windy conditions; — risk of rotor-brake overheating and possible fire when brake is applied above the maximum limit, particularly when spilled hydraulic fluid is present; — avoid stopping blades over jet-pipe exhaust with engine running; — cockpit annunciation of rotor-brake operation. |
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021 16 03 00 |
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Auxiliary systems |
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021 16 03 01 |
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Powering the air-conditioning system |
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(01) |
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Explain how power for the air-conditioning system is taken from the auxiliary gearbox. |
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X |
X |
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021 16 04 00 |
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Driveshaft and associated installation |
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021 16 04 01 |
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Power, construction, materials, speed and torque |
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(01) |
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Describe how power is transmitted from the engine to the main-rotor gearbox. |
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X |
X |
X |
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(02) |
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Describe the material and construction of the driveshaft. |
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X |
X |
X |
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(03) |
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Explain the need for alignment between the engine and the main- rotor gearbox. |
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X |
X |
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(04) |
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Identify how temporary misalignment occurs between driving and driven components. |
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X |
X |
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(05) |
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Explain the relationship between driveshaft speed and torque. |
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X |
X |
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(06) |
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Describe the methods with which power is delivered to the tail rotor. |
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X |
X |
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(07) |
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Describe and identify the construction and materials of tail-rotor/Fenestron driveshafts. |
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X |
X |
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021 16 05 00 |
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Intermediate and tail gearbox |
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021 16 05 01 |
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Lubrication, gearing |
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(01) |
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Explain and describe the various arrangements when the drive changes direction and the need for an intermediate or tail gearbox. |
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X |
X |
X |
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(02) |
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Explain the lubrication requirements for intermediate and tail-rotor gearboxes and methods of checking levels. |
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X |
X |
X |
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(03) |
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Explain how on most helicopters the tail-rotor gearbox contains gearing, etc., for the tail-rotor pitch-change mechanism. |
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X |
X |
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021 16 06 00 |
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Clutches |
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021 16 06 01 |
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Purpose, operation, components, serviceability |
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(01) |
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Explain the purpose of a clutch. |
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X |
X |
X |
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(02) |
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Describe and explain the operation of a: — centrifugal clutch; — actuated clutch. |
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X |
X |
X |
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(03) |
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List the typical components of the various clutches. |
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X |
X |
X |
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(04) |
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Identify the following methods by which clutch serviceability can be ascertained: — brake-shoe dust; — vibration; — main-rotor run-down time; — engine speed at time of main-rotor engagement; — belt tensioning; — start protection in a belt-drive clutch system. |
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X |
X |
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021 16 07 00 |
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Freewheels |
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021 16 07 01 |
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Purpose, operation, components, location |
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(01) |
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Explain the purpose of a freewheel. |
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X |
X |
X |
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(02) |
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Describe and explain the operation of a: — cam- and roller-type freewheel; — sprag-clutch-type freewheel. |
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X |
X |
X |
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(03) |
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List the typical components of the various freewheels. |
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X |
X |
X |
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(04) |
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Identify the various locations of freewheels in power plant and transmission systems. |
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X |
X |
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(05) |
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Explain the implications regarding the engagement and disengagement of the freewheel. |
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X |
X |
X |
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021 17 00 00 |
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HELICOPTER: BLADES |
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021 17 01 00 |
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Main-rotor design and blade design |
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021 17 01 01 |
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Design, construction |
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(01) |
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Describe the different types of blade construction and the need for torsional stiffness. |
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X |
X |
X |
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(02) |
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Describe the principles of heating systems/pads on some blades for anti-icing/de-icing. |
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X |
X |
X |
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(03) |
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Describe the fully articulated rotor with hinges and feathering hinges. |
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X |
X |
X |
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021 17 01 02 |
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Structural components and materials |
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(01) |
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List the materials used in the construction of main‑rotor blades. |
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X |
X |
X |
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(02) |
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List the main structural components of a main-rotor blade and their function. |
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X |
X |
X |
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(03) |
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Describe the drag hinge of the fully articulated rotor and the lag flexure in the hingeless rotor. |
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X |
X |
X |
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(04) |
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Explain the necessity for drag dampers. |
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X |
X |
X |
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021 17 01 03 |
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Forces and stresses |
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(01) |
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Describe main-rotor blade-loading on the ground and in flight. |
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X |
X |
X |
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(02) |
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Describe where the most common stress areas are on rotor blades. |
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X |
X |
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(03) |
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Show how the centrifugal forces depend on rotor rpm and blade mass and how they pull on the blade’s attachment to the hub. Justify the upper limit of the rotor rpm. |
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X |
X |
X |
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(04) |
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Assume a rigid attachment and show how thrust may cause huge oscillating bending moments which stress the attachment. |
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X |
X |
X |
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(05) |
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Explain why flapping hinges do not transfer such moments. Show the small flapping hinge offset on fully articulated rotors and zero offset in the case of teetering rotors. |
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X |
X |
X |
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(06) |
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Describe the working principle of the flexible element in the hingeless rotor and describe the equivalent flapping hinge offset compared to that of the articulated rotor. |
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X |
X |
X |
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021 17 01 04 |
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Structural limitations |
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(01) |
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Explain the structural limitations in terms of bending and rotor rpm. |
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X |
X |
X |
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021 17 01 05 |
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Adjustment |
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(01) |
X |
Explain the use of trim tabs. |
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X |
X |
X |
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021 17 01 06 |
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Tip shape |
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(01) |
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Describe the various blade-tip shapes used by different manufacturers and compare their advantages and disadvantages. |
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X |
X |
X |
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021 17 01 07 |
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Origins of the vertical vibrations |
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(01) |
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Explain the lift (thrust) variations per revolution of a blade and the resulting vertical total rotor thrust (TRT) variation in the case of perfectly identical blades. |
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X |
X |
X |
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(02) |
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Show the resulting frequencies and amplitudes as a function of the number of blades. |
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X |
X |
X |
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(03) |
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Explain the thrust variation in the case of an |
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X |
X |
X |
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021 17 01 08 |
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Lateral vibrations |
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(01) |
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Explain blade imbalances, causes, and effects. |
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X |
X |
X |
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021 17 02 00 |
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Tail-rotor design and blade design |
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021 17 02 01 |
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Design, construction |
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(01) |
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Describe the most common design of tail-rotor blade construction, consisting of stainless steel shell reinforced by a honeycomb filler and stainless steel leading abrasive strip. |
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X |
X |
X |
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(02) |
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Explain that ballast weights are located at the inboard trailing edge and tip of blades, and that the weights used are determined when the blades are manufactured. |
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X |
X |
X |
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(03) |
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Describe how, for some helicopters, anti-icing/de-icing systems are designed into the blade construction. |
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X |
X |
X |
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(04) |
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Describe the two-bladed rotor with a teetering hinge, and rotors with more than two blades. |
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X |
X |
X |
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(05) |
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Describe the dangers to ground personnel and to the rotor blades, and how to minimise these dangers. |
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X |
X |
X |
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021 17 02 02 |
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Intentionally left blank |
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021 17 02 03 |
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Stresses, vibrations and balancing |
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(01) |
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Describe the tail-rotor blade-loading on the ground and in flight. |
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X |
X |
X |
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(02) |
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Explain the sources of vibration of the tail rotor and the resulting high frequencies. |
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X |
X |
X |
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(03) |
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Explain balancing and tracking of the tail rotor. |
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X |
X |
X |
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021 17 02 04 |
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Structural limitations |
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(01) |
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Describe the structural limitations of the tail-rotor blades. |
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X |
X |
X |
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(02) |
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Describe the method of checking the strike indicators placed on the tip of some tail-rotor blades. |
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X |
X |
X |
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021 17 02 05 |
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Adjustment |
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(01) |
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Describe the adjustment of yaw pedals in the cockpit to obtain full-control authority of the tail rotor. |
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X |
X |
X |
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021 17 02 06 |
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The Fenestron |
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(01) |
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Describe the technical layout of a Fenestron tail rotor. |
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X |
X |
X |
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(02) |
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Explain the advantages and disadvantages of a Fenestron tail rotor. |
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X |
X |
X |
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021 17 02 07 |
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No tail rotor (NOTAR) |
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(01) |
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Describe the technical layout of a NOTAR design. |
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X |
X |
X |
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(02) |
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Explain the control concepts of a NOTAR. |
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X |
X |
X |
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(03) |
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Explain the advantages and disadvantages of a NOTAR design. |
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X |
X |
X |
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SUBJECT 022 – AIRCRAFT GENERAL KNOWLEDGE – INSTRUMENTATION
ED Decision 2020/018/R
|
Syllabus reference |
BK |
Syllabus details and associated Learning Objectives |
Aeroplane |
Helicopter |
IR |
CB-IR(A) |
BIR Exam |
BIR BK |
Remarks |
|||
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ATPL |
CPL |
ATPL /IR |
ATPL |
CPL |
||||||||
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020 00 00 00 |
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AIRCRAFT GENERAL KNOWLEDGE |
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022 00 00 00 |
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AIRCRAFT GENERAL KNOWLEDGE — INSTRUMENTATION |
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022 01 00 00 |
|
SENSORS AND INSTRUMENTS |
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022 01 01 00 |
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Pressure gauge |
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022 01 01 01 |
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Units for pressure, sensor types, measurements |
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(01) |
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Define ‘pressure’, ‘absolute pressure’ and ‘differential pressure’. |
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(02) |
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List the following units used for pressure measurement: — Pascal; — bar; — inches of mercury (in Hg); — pounds per square inch (psi). |
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(03) |
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State the relationship between the different units. |
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(04) |
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List and describe the following different types of sensors used according to the pressure to be measured: — aneroid capsules; — bellows; — diaphragms; — bourdon tube. |
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(05) |
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Identify pressure measurements that are applicable to an aircraft: — liquid-pressure measurement (fuel, oil, hydraulic); — air-pressure measurement (bleed-air systems, air-conditioning systems); — engine-pressure measurement manifold pressure (MAP), engine pressure ratio (EPR)). |
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(06) |
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Identify and read pressure measurement indications both for engine indications and other systems. |
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(07) |
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Explain the implications of the following pressure measurement errors both for engine indications and other systems: — loss of pressure sensing; — incorrect pressure indications. |
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022 01 02 00 |
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Temperature sensing |
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022 01 02 01 |
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Units for temperature, measurements |
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(01) |
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Explain temperature. |
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(02) |
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List the following units that can be used for temperature measurement: — Kelvin; — Celsius; — Fahrenheit. |
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(03) |
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State the relationship between these units and convert between them. |
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(04) |
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Identify temperature measurements that are applicable to an aircraft: — gas temperature measurement (ambient air, bleed-air systems, air-conditioning systems, air inlet, exhaust gas, gas turbine outlets); — liquid-temperature measurement (fuel, oil, hydraulic); — component-temperature measurement (generator, transformer rectifier unit (TRU), pumps (fuel, hydraulic), power transfer unit (PTU). |
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(05) |
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Identify and read temperature measurement indications for both engine indications and other systems. |
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022 01 03 00 |
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Fuel gauge |
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022 01 03 01 |
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Units for fuel, measurements, fuel gauges |
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(01) |
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State that the quantity of fuel can be measured by volume or mass. |
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(02) |
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List the following units used for fuel quantity: — kilogramme; — pound; — litres; — gallons (US and imperial). |
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(03) |
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Convert between the various units. |
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(04) |
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Explain the parameters that can affect the measurement of the volume or mass of the fuel in a fuel tank: — temperature; — aircraft accelerations and attitudes; — and explain how the fuel-gauge system design compensates for these changes. |
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(05) |
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Describe and explain the operating principles of the following types of fuel gauges: — float system; — capacitance-type of fuel-gauge system; — ultrasound-type of fuel-gauge system: to be introduced at a later date. |
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(06) |
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Describe and complete a typical post-refuelling procedure for a pilot: — recording the volume that was filled; — converting to the appropriate unit used by the aircraft fuel gauge(s) to compare the actual indicated fuel content to the calculated fuel content; — assess appropriate action if the numbers does not compare. |
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022 01 04 00 |
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Fuel flowmeters |
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022 01 04 01 |
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Fuel flow, units for fuel flow, total fuel consumption |
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(01) |
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Define ‘fuel flow’ and where it is measured. |
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(02) |
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State that fuel flow may be measured by volume or mass per unit of time. |
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(03) |
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List the following units used for fuel flow when measured by mass per hour: — kilogrammes/hour; — pounds/hour. |
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(04) |
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List the following units used for fuel flow when measured by volume per hour: — litres/hour; — imperial gallons/hour; — US gallons/hour. |
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(05) |
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Explain how total fuel consumption is obtained. |
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022 01 05 00 |
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Tachometer |
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022 01 05 01 |
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Types, operating principles, units for engine speed |
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(01) |
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List the following types of tachometers, describe their basic operating principle and give examples of use: — mechanical (rotating magnet); — electrical (three-phase tacho-generator); — electronic (impulse measurement with speed probe and phonic wheel); — and describe the operating principle of each type. |
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(02) |
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Explain the typical units for engine speed: — rpm for piston-engine aircraft; — percentage for turbine-engine aircraft. |
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(03) |
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Explain that some types of rpm indicators require electrical power to provide an indication. |
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022 01 06 00 |
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Thrust measurement |
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022 01 06 01 |
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Parameters, operating principle |
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(01) |
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List and describe the following two parameters used to represent thrust: — N1; — EPR. |
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(02) |
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Explain the operating principle of using an engine with EPR indication and explain the consequences of incorrect or missing EPR to the operation of the engine, including reverting to N1 mode. |
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(03) |
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Give examples of display for N1 and EPR. |
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022 01 07 00 |
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Engine torquemeter |
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022 01 07 01 |
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Torque, torquemeters |
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(01) |
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Define ‘torque’. |
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(02) |
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Explain the relationship between power, torque and rpm. |
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(03) |
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List the following units used for torque: — Newton meters; — inch or foot pounds. |
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(04) |
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State that engine torque can be displayed as a percentage. |
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(05) |
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List and describe the following different types of torquemeters, and explain their operating principles: — mechanical; — electronic. |
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(06) |
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Compare the two systems with regard to design and weight. |
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(07) |
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Give examples of display. |
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022 01 08 00 |
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Synchroscope |
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022 01 08 01 |
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Purpose, operating principle, display |
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(01) |
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State the purpose of a synchroscope. |
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(02) |
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Explain the operating principle of a synchroscope. |
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(03) |
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Give examples of display. |
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022 01 09 00 |
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Engine-vibration monitoring |
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022 01 09 01 |
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Purpose, operating principle of a vibration‑monitoring system, display |
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(01) |
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State the purpose of a vibration-monitoring system for a jet engine. |
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(02) |
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Describe the operating principle of a vibration‑monitoring system using the following two types of sensors: — piezoelectric crystal; — magnet. |
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(03) |
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Explain that there is no specific unit for vibration monitoring, i.e. it is determined by specified numeric threshold values. |
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(04) |
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Give examples of display. |
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022 01 10 00 |
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Time measurement |
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022 01 10 01 |
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On-board clock |
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(01) |
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Explain that the on-board aircraft clock provides a time reference for several of the on-board systems including aircraft communications addressing and reporting system (ACARS) and engine and systems maintenance. |
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022 02 00 00 |
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MEASUREMENT OF AIR-DATA PARAMETERS |
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022 02 01 00 |
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Pressure measurement |
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022 02 01 01 |
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Definitions |
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(01) |
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Define the following pressure measurements and state the relationship between them: — static pressure; — dynamic pressure; — total pressure. |
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022 02 01 02 |
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Pitot/static system: design and errors |
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(01) |
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Describe the design and the operating principle of a: — static port/source; — pitot tube; — combined pitot/static probe. |
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(02) |
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For each of these indicate the various locations and describe the following associated errors and how to correct, minimise the effect of or compensate for them: — position errors; — instrument errors; — errors due to a non-longitudinal axial flow (including manoeuvre-induced errors). |
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(03) |
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Describe a typical pitot/static system and list the possible outputs. |
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(04) |
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Explain the redundancy and the interconnections that typically exist in complex pitot/static systems found in large aircraft. |
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(05) |
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Explain the purpose of pitot/static system heating. |
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(06) |
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Describe alternate static sources and their effects when used, particularly in unpressurised aircraft. |
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(07) |
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Describe a modern pitot static system using solid‑state sensors near the pitot probe or static port converting the air data to numerical data (electrical signals) before being sent to the air-data computer(s). |
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022 02 02 00 |
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Temperature measurement |
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022 02 02 01 |
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Definitions |
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(01) |
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Define the following and explain the relationship between them: — outside air temperature (OAT); — total air temperature (TAT); — static air temperature (SAT). |
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(02) |
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Explain the term ‘ram rise’ and convert TAT to SAT. |
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(03) |
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Explain why TAT is often displayed and that TAT is the temperature input to the air-data computer. |
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022 02 02 02 |
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Design and operation |
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(01) |
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Indicate typical locations for both direct-reading and remote-reading temperature probes, and describe the following errors: — position error; — instrument error. |
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(02) |
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Explain the purpose of temperature probe heating and interpret the effect of heating on sensed temperature unless automatically compensated for. |
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022 02 03 00 |
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Angle-of-attack (AoA) measurement |
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022 02 03 01 |
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Sensor types, operating principles, ice protection, displays, incorrect indications |
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(01) |
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Describe the following two types of AoA sensors: — null-seeking (slotted) probe; — vane detector. |
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(02) |
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For each type, explain the operating principles. |
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(03) |
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Explain how both types are protected against ice. |
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(04) |
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Give examples of systems that use the AoA as an input, such as: — air-data computer; — stall warning systems; — flight-envelope protection systems. |
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(05) |
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Give examples of and interpret different types of AoA displays: — simple light arrays of green, amber and red lights; — gauges showing a numerical scale. |
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(06) |
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Explain the implications for the pilot if the AoA indication becomes incorrect but still provides data, e.g. if the sensor is frozen in a fixed position. |
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(07) |
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Explain how an incorrect AoA measurement can affect the controllability of an aircraft with flight‑envelope protection. |
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022 02 04 00 |
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Altimeter |
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022 02 04 01 |
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Units, terms, types, operating principles, displays, errors, corrections |
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(01) |
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List the following two units used for altimeters and state the relationship between them: — feet; — metres. |
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(02) |
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Define the following terms: — height, altitude; — indicated altitude, true altitude; — pressure altitude, density altitude. |
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(03) |
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Define the following barometric references: ‘QNH’, ‘QFE’, ‘1013.25’. |
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(04) |
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Explain the operating principles of an altimeter. |
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(05) |
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Describe and compare the following three types of altimeters and reason(s) why particular designs may be required in certain airspace: — simple altimeter (single capsule); — sensitive altimeter (multi-capsule); — servo-assisted altimeter. |
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(06) |
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Give examples of associated displays: pointer, multi-pointer, drum, vertical straight scale. |
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(07) |
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Describe the following errors: — static system error; — instrument error; — barometric error; — temperature error (air column not at ISA conditions); — lag (altimeter response to change of height). |
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(08) |
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Demonstrate the use of an altimeter correction table for the following errors: — temperature corrections; — aircraft position errors. |
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(09) |
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Describe the effects of a blockage or a leakage on the static pressure line. |
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(10) |
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Describe the use of GPS altitude as an alternative means of checking erroneous altimeter indications, and highlight the limitations of the GPS altitude indication. |
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1, 3 |
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022 02 05 00 |
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Vertical speed indicator (VSI) |
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022 02 05 01 |
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VSI and instantaneous vertical speed indicator (IVSI) |
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(01) |
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List the two units used for VSIs and state the relationship between them: — metres per second; — feet per minute. |
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(02) |
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Explain the operating principles of a VSI and an IVSI. |
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(03) |
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Describe and compare the following types of VSIs: — barometric type (VSI); — instantaneous barometric type (IVSI); — inertial type (inertial information provided by an inertial reference unit). |
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(04) |
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Describe the following VSI errors: — static system errors; — instrument errors; — time lag. |
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(05) |
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Describe the effects on a VSI of a blockage or a leakage on the static pressure line. |
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1 |
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(06) |
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Give examples of a VSI display. |
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(07) |
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Compare the indications of a VSI and an IVSI during flight in turbulence and appropriate pilot technique during manoeuvring using either type. |
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022 02 06 00 |
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Airspeed indicator (ASI) |
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022 02 06 01 |
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Units, errors, operating principles, displays, position errors, unreliable airspeed indications |
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(01) |
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List the following three units used for airspeed and state the relationship between them: — nautical miles/hour (kt); — statute miles/hour (mph); — kilometres/hour (km/h). |
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(02) |
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Describe the following ASI errors and state when they must be considered: — pitot/static system errors; — instrument errors; — position errors; — compressibility errors; — density errors. |
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1 |
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(03) |
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Explain the operating principles of an ASI (as appropriate to aeroplanes or helicopters). |
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1 |
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(04) |
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Give examples of an ASI display: pointer, vertical straight scale, and digital (HUD display). |
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(05) |
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Demonstrate the use of an ASI correction table for position error. |
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X |
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(06) |
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Define and explain the following colour codes that can be used on an ASI: — white arc (flap operating speed range); — green arc (normal operating speed range); — yellow arc (caution speed range); — red line (VNE) or barber’s pole (VMO); — blue line (best rate of climb speed, one-engine-out for multi-engine piston light aeroplanes). |
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(07) |
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Define and explain the following colour codes that can be used on an ASI: — green arc (normal operating speed range); — red line (VNE); — blue line (maximum airspeed during autorotation). |
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X |
X |
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(08) |
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Describe the effects on an ASI of a blockage or a leakage in the static or total pressure line(s). |
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X |
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X |
X |
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(09) |
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Define the term ‘unreliable airspeed’ and describe the means by which it can be recognised such as: — different airspeed indications between ASIs; — unexpected aircraft behaviour; — buffeting; — aircraft systems warning; — aircraft attitude. |
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X |
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X |
X |
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1 |
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(10) |
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Describe the appropriate procedures available to the pilot in the event of unreliable airspeed indications: — combination of a pitch attitude and power setting; — ambient wind noise inside the aircraft; — use of GPS speed indications and the associated limitations. |
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X |
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X |
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X |
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1 |
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022 02 07 00 |
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Machmeter |
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022 02 07 01 |
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Operating principle, display, CAS, TAS and Mach number |
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(01) |
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Define ‘Mach number’ and ‘local speed sound’ (LSS). Calculate between LSS, TAS and Mach number. |
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(02) |
X |
Describe the operating principle of a Machmeter. |
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(03) |
X |
Explain why a Machmeter does not suffer from compressibility error. |
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(04) |
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Give examples of a Machmeter display: pointer, drum, vertical straight scale, digital. |
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(05) |
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Describe the effects on a Machmeter of a blockage or a leakage in the static or total pressure line(s). |
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(06) |
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Explain the relationship between CAS, TAS and Mach number. Explain how CAS, TAS and Mach number vary in relation to each other during a climb, a descent, or in level flight in different temperature conditions. |
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(07) |
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State the existence of maximum operating limit speed (VMO) and maximum operating Mach number (MMO). |
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(08) |
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Describe typical indications of MMO and VMO on analogue and digital instruments. |
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(09) |
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Describe the relationship between MMO and VMO with change in altitude and the implications of climbing at constant IAS and descending at constant Mach number with respect to the margin to MMO and VMO. |
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(10) |
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Describe the implications of climbing or descending at constant Mach number or constant IAS with respect to the margin to the stall speed or maximum speed. |
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022 02 08 00 |
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Air-data computer (ADC) |
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022 02 08 01 |
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Operating principle, data, errors, air-data inertial reference unit |
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(01) |
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Explain the operating principle of an ADC. |
X |
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X |
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(02) |
X |
List the following possible input data: — TAT; — static pressure; — total pressure; — measured temperature; — AoA; — flaps position; — landing gear position; — stored aircraft data. |
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X |
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X |
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(03) |
X |
List the following possible output data, as applicable to aeroplanes or helicopters: — IAS; — TAS; — SAT; — TAT; — Mach number; — AoA; — altitude; — vertical speed; — VMO/MMO pointer. |
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X |
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X |
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(04) |
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Explain how position, instrument, compressibility and density errors can be compensated/corrected to achieve a TAS calculation. |
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X |
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(05) |
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Give examples of instruments or systems which may use ADC output data. |
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X |
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(06) |
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Explain that an air-data inertial reference unit (ADIRU) is an ADC integrated with an inertial reference unit (IRU), that there will be separate controls for the ADC part and inertial reference (IR) part, and that incorrect selection during failure scenarios may lead to unintended and potentially irreversible consequences. |
X |
X |
X |
X |
X |
X |
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(07) |
X |
Explain the ADC architecture for air-data measurement including sensors, processing units and displays, as opposed to stand-alone air-data measurement instruments. |
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X |
X |
X |
X |
X |
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(08) |
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Describe the consequences of the loss of an ADC compared to the failure of individual instruments. |
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X |
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022 03 00 00 |
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MAGNETISM — DIRECT-READING COMPASS AND FLUX VALVE |
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022 03 01 00 |
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Earth’s magnetic field |
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022 03 01 01 |
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Magnetic field, variation, dip |
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(01) |
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Describe the magnetic field of the Earth. |
X |
X |
X |
X |
X |
X |
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(02) |
X |
Explain the properties of a magnet. |
X |
X |
X |
X |
X |
X |
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(03) |
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Define the following terms: — magnetic variation; — magnetic dip (inclination). |
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X |
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(04) |
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Describe that a magnetic compass will align itself to both the horizontal (azimuth) and vertical (dip) components of the Earth’s magnetic field, thus will not function in the vicinity of the magnetic poles. |
X |
X |
X |
X |
X |
X |
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(05) |
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Demonstrate the use of variation values (given as East/West (E/W) or +/–) to calculate: true heading to magnetic heading; magnetic heading to true heading. |
X |
X |
X |
X |
X |
X |
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022 03 02 00 |
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Aircraft magnetic field |
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022 03 02 01 |
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Permanent magnetism, electromagnetism, deviation |
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(01) |
X |
Explain the following differences between permanent magnetism and electromagnetism: when they are present; what affects their magnitude. |
X |
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X |
X |
X |
X |
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(02) |
X |
Explain the principles of and the reasons for: — compass swinging (determination of initial deviations); — compass compensation (correction of deviations found); — compass calibration (determination of residual deviations). |
X |
X |
X |
X |
X |
X |
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(03) |
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Explain how permanent magnetism within the aircraft structure and electromagnetism from the aircraft systems affect the accuracy of a compass. |
X |
X |
X |
X |
X |
X |
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(04) |
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Describe the purpose and the use of a deviation correction card. |
X |
X |
X |
X |
X |
X |
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(05) |
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Demonstrate the use of deviation values (either given as E/W or +/–) from a compass deviation card to calculate: — compass heading to magnetic heading; — magnetic heading to compass heading. |
X |
X |
X |
X |
X |
X |
X |
1 |
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022 03 03 00 |
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Direct-reading magnetic compass |
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022 03 03 01 |
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Purpose, errors, timed turns, serviceability |
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(01) |
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Explain the purpose of a direct-reading magnetic compass. |
X |
X |
X |
X |
X |
X |
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(02) |
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Describe how the direct-reading magnetic compass will only show correct indications during straight, level and unaccelerated flight, and that an error will occur during the following flight manoeuvres (no numerical examples): — acceleration and deceleration; — turning; — during pitch-up or pitch-down manoeuvres. |
X |
X |
X |
X |
X |
X |
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(03) |
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Explain how the use of timed turns eliminates the problem of the turning errors of a direct-reading magnetic compass, and calculate the duration of a rate-1 turn for a given change of heading. |
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X |
X |
X |
X |
X |
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(04) |
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Describe the serviceability check for a direct-reading magnetic compass prior to flight, such as: — the physical appearance of the device; — comparing the indication to another known direction such as a different compass or runway direction. |
X |
X |
X |
X |
X |
X |
X |
1 |
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022 03 04 00 |
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Flux valve |
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022 03 04 01 |
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Purpose, operating principle, location, errors |
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(01) |
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Explain the purpose of a flux valve. |
X |
X |
X |
X |
X |
X |
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(02) |
X |
Explain its operating principle. |
X |
X |
X |
X |
X |
X |
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(03) |
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Indicate typical locations of the flux valve(s). |
X |
X |
X |
X |
X |
X |
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(04) |
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Give the remote-reading compass system as example of application for a flux valve. |
X |
X |
X |
X |
X |
X |
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(05) |
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Explain that deviation is compensated for and, therefore, eliminates the need for a deviation correction card. |
X |
X |
X |
X |
X |
X |
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(06) |
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Explain that a flux valve does not suffer from the same magnitude of errors as a direct-reading magnetic compass when turning, accelerating or decelerating and during pitch-up or pitch-down manoeuvres. |
X |
X |
X |
X |
X |
X |
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022 04 00 00 |
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GYROSCOPIC INSTRUMENTS |
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022 04 01 00 |
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Gyroscope: basic principles |
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022 04 01 01 |
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Gyroscopic forces, degrees of freedom, gyro wander, driving gyroscopes |
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(01) |
X |
Define a ‘gyro’. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(02) |
X |
Explain the fundamentals of the theory of gyroscopic forces. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(03) |
X |
Define the ‘degrees of freedom’ of a gyro. Remark: As a convention, the degrees of freedom of a gyroscope do not include its own axis of rotation (the spin axis). |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(04) |
X |
Explain the following terms: — rigidity; — precession; — wander (drift/topple). |
X |
X |
X |
X |
X |
X |
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(05) |
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Explain the three types of gyro wander: — real wander; — apparent wander; — transport wander. |
X |
X |
X |
X |
X |
X |
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(06) |
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Describe the two ways of driving gyroscopes and any associated indications: — air/vacuum; — electrically. |
X |
X |
X |
X |
X |
X |
X |
1 |
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022 04 02 00 |
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Rate-of-turn indicator — Turn coordinator — Balance (slip) indicator |
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022 04 02 01 |
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Indications, relation between bank angle, rate of turn and TAS |
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(01) |
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Explain the purpose of a rate-of-turn and balance (slip) indicator. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(02) |
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Define a ‘rate-1 turn’. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(03) |
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Describe the indications given by a rate-of-turn indicator. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(04) |
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Explain the relation between bank angle, rate of turn and TAS, and how bank angle becomes the limiting factor at high speed (no calculations). |
X |
X |
X |
X |
X |
X |
X |
1 |
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(05) |
|
Explain the purpose of a balance (slip) indicator and its principle of operation. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(06) |
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Describe the indications of a rate-of-turn and balance (slip) indicator during a balanced, slip or skid turn. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(07) |
|
Describe the indications given by a turn coordinator (or turn-and-bank indicator). |
X |
X |
X |
X |
X |
X |
X |
1 |
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(08) |
|
Compare the indications on the rate-of-turn indicator and the turn coordinator. |
X |
X |
X |
X |
X |
X |
X |
1 |
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022 04 03 00 |
|
Attitude indicator (artificial horizon) |
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022 04 03 01 |
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Purpose, types, effect of aircraft acceleration, display |
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(01) |
|
Explain the purpose of the attitude indicator. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(02) |
|
Identify the two types of attitude indicators: — attitude indicator; — attitude and director indicator (ADI). |
X |
X |
X |
X |
X |
X |
X |
1 |
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(03) |
X |
State the degrees of freedom. |
X |
X |
X |
X |
X |
X |
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(04) |
|
Describe the effects of the aircraft’s acceleration and turns on instrument indications. |
X |
X |
X |
X |
X |
X |
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(05) |
|
Describe a typical attitude display and instrument markings. |
X |
X |
X |
X |
X |
X |
X |
1 |
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022 04 04 00 |
|
Directional gyroscope |
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022 04 04 01 |
|
Purpose, types, drift, alignment to compass heading |
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(01) |
|
Explain the purpose of the directional gyroscope. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(02) |
|
Identify the two types of gyro-driven direction indicators: direction indicator; horizontal situation indicator (HSI). |
X |
X |
X |
X |
X |
X |
X |
1 |
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(03) |
|
Explain how the directional gyroscope will drift over time due to the following: — rotation of the Earth; — aircraft manoeuvring; — aircraft movement over the Earth’s surface/direction of travel. |
X |
X |
X |
X |
X |
X |
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(04) |
|
Describe the procedure for the pilot to align the directional gyroscope to the correct compass heading. |
X |
X |
X |
X |
X |
X |
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022 04 05 00 |
|
Remote-reading compass systems |
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022 04 05 01 |
|
Operating principles, components, comparison with a direct-reading magnetic compass |
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(01) |
|
Describe the principles of operation of a remote-reading compass system. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(02) |
|
Using a block diagram, list and explain the function of the following components of a remote-reading compass system: — flux detection unit; — gyro unit; — transducers, precession amplifiers, annunciator; — display unit (compass card, synchronising and set-heading knob, DG/compass/slave/free switch). |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(03) |
|
State the advantages and disadvantages of a remote-reading compass system compared to a direct-reading magnetic compass with regard to: — design (power source, weight and volume); — deviation due to aircraft magnetism; — turning and acceleration errors; — attitude errors; — accuracy and stability of the information displayed; — availability of the information for several systems (compass card, RMI, automatic flight control system (AFCS)). |
X |
X |
X |
X |
X |
X |
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022 04 06 00 |
|
Solid-state systems — attitude and heading reference system (AHRS) |
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022 04 06 01 |
|
Components, indications |
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(01) |
|
Explain that the AHRS is a replacement for traditional gyros using solid-state technology with no moving parts and is a single unit consisting of: — solid-state accelerometers; — solid-state rate sensor gyroscopes; — solid-state magnetometers (measurement of the Earth’s magnetic field). |
X |
X |
X |
X |
X |
X |
X |
1 |
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(02) |
|
Explain that the AHRS senses rotation and acceleration for all three axes and senses the direction of the Earth’s magnetic field where the indications are normally provided on electronic screens (electronic flight instrument system (EFIS)). |
X |
X |
X |
X |
X |
X |
X |
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022 05 00 00 |
|
INERTIAL NAVIGATION |
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022 05 01 00 |
|
Basic principles |
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022 05 01 01 |
|
Systems |
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(01) |
|
State that inertial navigation/reference systems are the main source of attitude and one of the main sources of navigational data in commercial air transport aeroplanes. |
X |
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X |
X |
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(02) |
|
State that inertial systems require no external input, except TAS, to determine aircraft attitude and navigational data. |
X |
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X |
X |
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(03) |
|
State that earlier gyro mechanically stabilised platforms are (technically incorrectly but conventionally) referred to as inertial navigation systems (INSs) and more modern fixed (strap down) platforms are conventionally referred to as inertial reference systems (IRSs). INSs can be considered to be stand-alone, whereas IRSs are integrated with the FMS. |
X |
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X |
X |
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(04) |
|
Explain the basic principles of inertial navigation (including double integration of measured acceleration and the necessity for north–south, east–west and vertical components to be measured/extracted). |
X |
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X |
X |
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(05) |
|
Explain the necessity of applying correction for transport precession, and Earth rate precession, coriolis and gravity. |
X |
|
X |
X |
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(06) |
|
State that in modern aircraft fitted with inertial reference system (IRS) and flight management system (FMS), the flight management computer (FMC) position is normally derived from a mathematical analysis of IRS, global positioning system (GPS), and distance measuring equipment (DME) data, VHF omnidirectional radio range (VOR) and LOC. |
X |
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X |
X |
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(07) |
|
List all navigational data that can be determined by a stand-alone inertial navigation system. |
X |
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X |
X |
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(08) |
|
State that a strap-down system is fixed to the structure of the aircraft and normally consists of three laser ring gyros and three accelerometers. |
X |
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X |
X |
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(09) |
|
State the differences between a laser ring gyro and a conventional mechanical gyro. |
X |
|
X |
X |
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022 05 02 00 |
|
Alignment and operation |
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022 05 02 01 |
|
Alignment process, incorrect data entry, and control panels |
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|
(01) |
|
State that during the alignment process, the inertial platform is levelled (INS) or the local vertical is determined (IRS), and true north/aircraft heading is established. |
X |
|
X |
X |
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(02) |
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Explain that the aircraft must be stationary during alignment, the aircraft position is entered during the alignment phase, and that the alignment process takes around 10 to 20 minutes at mid latitudes (longer at high latitudes). |
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X |
X |
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(03) |
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State that in-flight realignment is not possible and loss of alignment leads to loss of navigational data although attitude information may still be available. |
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X |
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(04) |
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Explain that the inertial navigation system (INS) platform is maintained level and north-aligned after alignment is complete and the aircraft is in motion. |
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X |
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(05) |
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State that an incorrect entry of latitude may lead to a loss of alignment and is more critical than the incorrect entry of longitude. |
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X |
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(06) |
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State that the positional error of a stand-alone INS varies (a typical value can be quoted as 1–2 NM/h) and is dependent on the gyro drift rate, accelerometer bias, misalignment of the platform, and computational errors. |
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X |
X |
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(07) |
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Explain that, on a modern aircraft, there is likely to be an air-data inertial reference unit (ADIRU), which is an inertial reference unit (IRU) integrated with an air-data computer (ADC). |
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X |
X |
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(08) |
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Identify examples of IRS control panels. |
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X |
X |
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(09) |
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Explain the following selections on the IRU mode selector: — NAV (normal operation); — ATT (attitude only). |
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X |
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(10) |
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State that the majority of the IRS data can be accessed through the FMS control and display unit (CDU)/flight management and guidance system (FMGS) multifunction control and display unit (MCDU). |
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X |
X |
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(11) |
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Describe the procedure available to the pilot for assessing the performance of individual IRUs after a flight: — reviewing the residual indicated ground speed when the aircraft has parked; — reviewing the drift given as NM/h. |
X |
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X |
X |
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022 06 00 00 |
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AEROPLANE: AUTOMATIC FLIGHT CONTROL SYSTEMS |
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022 06 01 00 |
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General |
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022 06 01 01 |
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Definitions and control loops |
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(01) |
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Describe the following purposes of an automatic flight control system (AFCS): — enhancement of flight controls; — reduction of pilot workload. |
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X |
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X |
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(02) |
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Define and explain the following two functions of an AFCS: — aircraft control: stabilise the aircraft around its centre of gravity (CG); — aircraft guidance: guidance of the aircraft’s flight path. |
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X |
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X |
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(03) |
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Describe the following two automatic control principles: — closed loop, where a feedback from an action or state is compared to the desired action or state; — open loop, where there is no feedback loop. |
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X |
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(04) |
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List the following elements of a closed-loop control system and explain their basic function: — input signal; — error detector; — signal processor providing a measured output signal according to set criteria or laws; — control element such as an actuator; — feedback signal to error detector for comparison with input signal. |
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X |
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(05) |
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Describe how a closed-loop system may enter a state of self-induced oscillation if the system overcompensates for deviations from the desired state. |
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X |
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(06) |
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Explain how a state of self-induced oscillations may be detected and describe the effects of self-induced oscillations: — aircraft controllability; — aircraft safety; — timely manual intervention as a way of mitigating loss of control; — techniques that may be used to maintain positive control of the aircraft. |
X |
X |
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022 06 02 00 |
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Autopilot system |
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022 06 02 01 |
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Design and operation |
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(01) |
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Define the three basic control channels. |
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X |
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(02) |
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Define the three different types of autopilots: — single or 1 axis (roll); — 2 axes (pith and roll); — 3 axes (pitch, roll and yaw). |
X |
X |
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(03) |
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Describe the purpose of the following components of an autopilot system: — flight control unit (FCU), mode control panel (MCP) or equivalent; — flight mode annunciator (FMA) (see Subject 022 06 04 00); — autopilot computer; — actuator. |
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X |
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(04) |
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Explain the following lateral modes: — heading (HDG)/track (TRK); — VOR (VOR)/localiser (LOC); — lateral navigation/managed navigation (LNAV or NAV). |
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X |
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(05) |
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Describe the purpose of control laws for pitch and roll modes. |
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X |
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(06) |
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Explain the following vertical modes: — vertical speed (V/S); — flight path angle (FPA); — level change (LVL CHG)/open climb (OP CLB) or open descent (OP DES); — speed reference system (SRS); — altitude (ALT) hold; — vertical navigation (VNAV)/managed climb (CLB) or descent (DES); — glideslope (G/S). |
X |
X |
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(07) |
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Describe how the autopilot uses speed, aircraft configuration or flight phase as a measure for the magnitude of control inputs and how this may affect precision and stability. |
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X |
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(08) |
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Explain the following mixed modes: — take-off; — go-around; — approach (APP). |
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X |
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(09) |
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Describe the two types of autopilot configurations and explain the implications to the pilot for either and when comparing the two principles: — flight-deck controls move with the control surface when the autopilot is engaged; — flight-deck controls remain static when the autopilot is engaged. |
X |
X |
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(10) |
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Describe the purpose of the following inputs and outputs for an autopilot system: — attitude information; — flight path/trajectory information; — control surface position information; — airspeed information; — aircraft configuration information; — FCU/MCP selections; — FMAs. |
X |
X |
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(11) |
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Describe the purpose of the synchronisation function when engaging the autopilot and explain why the autopilot should be engaged when the aircraft is in trim. |
X |
X |
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(12) |
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Define the control wheel steering (CWS) mode as manual manoeuvring of the aircraft through the autopilot computer and autopilot servos/actuators using the control column/control wheel. |
X |
X |
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(13) |
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Describe the following elements of CWS: — CWS as an autopilot mode; — flight phases where CWS cannot be used; — whether the pilot or the autopilot is controlling the flight path; — the availability of flight path/performance protections; — potential different feel and control response compared to manual flight. |
X |
X |
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(14) |
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Describe touch control steering (TCS) and highlight the differences when compared to CWS: — autopilot remains engaged but autopilot servos/actuators are disconnected from the control surfaces; — manual control of the aircraft as long as TCS button is depressed; — autopilot servos/actuators reconnect when TCS button is released and the autopilot returns to previously engaged mode(s). |
X |
X |
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X |
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(15) |
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Explain that only one autopilot may be engaged at any time except for when APP is armed in order to facilitate a fail-operational autoland. |
X |
X |
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X |
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(16) |
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Explain the difference between an armed and an engaged mode: — not all modes have an armed state available; — a mode will only become armed if certain criteria are met; — an armed mode will become engaged (replacing the previously engaged mode, if any) when certain criteria are met. |
X |
X |
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X |
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(17) |
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Describe the sequence of events when a mode is engaged and the different phases: — initial phase where attitude is changed to obtain a new trajectory in order to achieve the new parameter; — the trajectory will be based on rate of closure which is again based on the difference between the original parameter and the new parameter; — capture phase where the aircraft will follow a predefined rate of change of trajectory to achieve the new parameter without overshooting/ undershooting; — tracking or hold phase where the aircraft will maintain the set parameter until a new change has been initiated. |
X |
X |
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X |
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(18) |
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Explain automatic mode reversion and typical situations where it may occur: — no suitable data for the current mode such as flight plan discontinuity when in LNAV/managed NAV; — change of parameter during capture phase for original parameter such as change of altitude target during ALT ACQ/ALT*; — mismanagement of a mode resulting in engagement of the autopilot envelope protection, e.g. selecting excessive V/S resulting in a loss of speed control. |
X |
X |
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X |
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(19) |
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Explain the dangers of mismanagement of the following modes: — use of V/S and lack of speed protection, i.e. excessive V/S or FPA may be selected with subsequent uncontrolled loss or gain of airspeed; — arming VOR/LOC or APP outside the protected area of the localiser or ILS. |
X |
X |
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X |
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(20) |
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Describe how failure of other systems may influence the availability of the autopilot and how incorrect data from other systems may result in an undesirable aircraft state, potentially without any failure indications. Explain the importance of prompt and appropriate pilot intervention during such events. |
X |
X |
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X |
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(21) |
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Explain an appropriate procedure for disengaging the autopilot and why both aural and visual warnings are used to indicate that the autopilot is being disengaged: — temporary warning for intended disengagement using the design method; — continuous warning for unintended disengagement or using a method other than the design method. |
X |
X |
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X |
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(22) |
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Explain the following regarding autopilot and aircraft with manual trim: — the autopilot may not engage unless the aircraft controls are in trim; — the aircraft will normally be in trim when the autopilot is disconnected; — use of manual trim when the autopilot is engaged will normally lead to autopilot disconnection and a risk of an out-of-trim situation. |
X |
X |
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X |
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022 06 03 00 |
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Flight director: design and operation |
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022 06 03 01 |
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Purpose, use, indications, modes, data |
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(01) |
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Explain the purpose of a flight director system. |
X |
X |
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X |
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(02) |
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Describe the different types of display: — pitch and roll crossbars; — V-bar. |
X |
X |
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X |
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(03) |
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Explain the differences between a flight director and an autopilot and how the flight director provides a means of cross-checking the control/guidance commands sent to the autopilot. |
X |
X |
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X |
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(04) |
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Explain why the flight director must be followed when engaged/shown, and describe the appropriate use of the flight director: — flight director only; — autopilot only; — flight director and autopilot; — typical job-share between pilots (pilot flying (PF)/pilot monitoring (PM)) for selecting the parameters when autopilot is engaged versus disengaged; — highlight when the flight director should not be followed or should be disengaged. |
X |
X |
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X |
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(05) |
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Give examples of different scenarios and the resulting flight director indications. |
X |
X |
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X |
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(06) |
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Explain that the flight director computes and indicates the direction and magnitude of control inputs required in order to achieve an attitude to follow a trajectory. |
X |
X |
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X |
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(07) |
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Explain how the modes available for the flight director are the same as those available for the autopilot, and that the same panel (FCU/MCP) is normally used for selection. |
X |
X |
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X |
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(08) |
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Explain the importance of checking the FMC data or selected autopilot modes through the FMA when using the flight directors. If the flight directors are showing incorrect guidance, they should not be followed and should be turned off. |
X |
X |
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X |
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022 06 04 00 |
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Aeroplane: flight mode annunciator (FMA) |
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022 06 04 01 |
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Purpose, modes, display scenarios |
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(01) |
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Explain the purpose of FMAs and their importance being the only indication of the state of a system rather than a switch position. |
X |
X |
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X |
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(02) |
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Describe where the FMAs are normally shown and how the FMAs will be divided into sections (as applicable to aircraft complexity): — vertical modes; — lateral modes; — autothrust modes; — autopilot and flight director annunciators; — landing capability. |
X |
X |
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X |
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(03) |
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Explain why FMAs for engaged or armed modes have different colour or different font size. |
X |
X |
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X |
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(04) |
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Describe the following FMA display scenarios: — engagement of a mode; — mode change from armed to becoming engaged; — mode reversion. |
X |
X |
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X |
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(05) |
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Explain the importance of monitoring the FMAs and announcing mode changes at all times (including when selecting a new mode) and why only certain mode changes will be accompanied by an aural notification or additional visual cues. |
X |
X |
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X |
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(06) |
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Describe the consequences of not understanding what the FMAs imply or missing mode changes, and how it may lead to an undesirable aircraft state. |
X |
X |
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X |
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022 06 05 00 |
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Autoland |
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022 06 05 01 |
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Design and operation |
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(01) |
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Explain the purpose of an autoland system. |
X |
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X |
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(02) |
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Explain the significance of the following components required for an autoland: — autopilot; — autothrust; — radio altimeter; — ILS receivers. |
X |
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X |
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(03) |
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Explain the following terms (reference to CS-AWO ‘All Weather Operations’): — fail-passive automatic landing system; — fail-operational automatic landing system; — fail-operational hybrid landing system; — alert height. |
X |
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(04) |
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Describe the autoland sequence including the following: — FMAs regarding the landing capability of the aircraft; — the significance of monitoring the FMAs to ensure the automatic arming/engagement of modes triggered by defined radio altitudes or other thresholds; — in the event of a go-around, that the aircraft performs the go-around manoeuvre both by reading the FMAs and supporting those readings by raw data; — during the landing phase, that ‘FLARE’ mode engages at the appropriate radio altitude, including typical time frame and actions if ‘FLARE’ does not engage; — after landing, that ‘ROLL-OUT’ mode engages and the significance of disconnecting the autopilot prior to vacating the runway. |
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(05) |
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Explain that there are operational limitations in order to legally perform an autoland beyond the technical capability of the aircraft. |
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(06) |
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Explain the purpose and significance of alert height, describe the indications and implications, and consider typical pilot actions for a failure situation: — above the alert height; — below the alert height. |
X |
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(07) |
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Describe typical failures that, if occurring below the alert height, will trigger a warning: — all autopilots disengage; — loss of ILS signal or components thereof; — excessive ILS deviations; — radio-altimeter failure. |
X |
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(08) |
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Describe how the failure of various systems, including systems not directly involved in the autoland process, can influence the ability to perform an autoland or affect the minima down to which the approach may be conducted. |
X |
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(09) |
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Describe the fail-operational hybrid landing system as a primary fail-passive automatic landing system with a secondary independent guidance system such as a head-up display (HUD) to enable the pilot to complete a manual landing if the primary system fails. |
X |
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022 07 00 00 |
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HELICOPTER: AUTOMATIC FLIGHT CONTROL SYSTEMS |
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022 07 01 00 |
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General principles |
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022 07 01 01 |
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Stabilisation |
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(01) |
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Explain the similarities and differences between SAS and AFCS (the latter can actually fly the helicopter to perform certain functions selected by the pilot). Some AFCSs just have altitude and heading hold whilst others include a vertical speed or IAS hold mode, where a constant rate of climb/decent or IAS is maintained by the AFCS. |
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X |
X |
X |
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022 07 01 02 |
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Reduction of pilot workload |
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(01) |
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Appreciate how effective the AFCS is in reducing pilot workload by improving basic aircraft control harmony and decreasing disturbances. |
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X |
X |
X |
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022 07 01 03 |
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Enhancement of helicopter capability |
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(01) |
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Explain how an AFCS improves helicopter flight safety during: — search and rescue (SAR) because of increased capabilities; — flight by sole reference to instruments; — underslung load operations; — white-out conditions in snow-covered landscapes; — an approach to land with lack of visual cues. |
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X |
X |
X |
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(02) |
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Explain that the SAR modes of AFCS include the following functions: — ability to autohover; — facility for mark on target (MOT) approach to hover; — automatically transition from cruise down to a predetermined point or over-flown point; — ability for the rear crew to move the helicopter around in the hover; — the ability to automatically transition from the hover back to cruise flight; — the ability to fly various search patterns. |
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X |
X |
X |
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(03) |
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Explain that earlier autohover systems use Doppler velocity sensors and modern systems use inertial sensors plus GPS, and normally include a two‑dimensional hover-velocity indicator for the pilots. |
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X |
X |
X |
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(04) |
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Explain why some SAR helicopters have both radio‑altimeter height hold and barometric altitude hold. |
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X |
X |
X |
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022 07 01 04 |
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Failures |
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(01) |
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Explain the various redundancies and independent systems that are built into the AFCSs. |
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X |
X |
X |
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(02) |
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Appreciate that the pilot can override the system in the event of a failure. |
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X |
X |
X |
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(03) |
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Explain a series actuator ‘hard over’ which equals aircraft attitude runaway. |
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X |
X |
X |
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(04) |
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Explain the consequences of a saturation of the series actuators. |
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X |
X |
X |
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022 07 02 00 |
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Components: operation |
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022 07 02 01 |
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Basic sensors |
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(01) |
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Explain the basic sensors in the system and their functions. |
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X |
X |
X |
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(02) |
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Explain that the number of sensors will be dependent on the number of coupled modes of the system. |
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X |
X |
X |
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022 07 02 02 |
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Specific sensors |
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(01) |
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Explain the function of the microswitches and strain gauges in the system which sense pilot input to prevent excessive feedback forces from the system. |
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X |
X |
X |
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022 07 02 03 |
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Actuators |
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(01) |
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Explain the principles of operation of the series and parallel actuators, spring-box clutches and the autotrim system. |
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X |
X |
X |
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(02) |
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Explain the principle of operation of the electronic hydraulic actuators in the system. |
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X |
X |
X |
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022 07 02 04 |
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Pilot–system interface: control panels, system indications, warnings |
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(01) |
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Describe the typical layout of the AFCS control panel. |
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X |
X |
X |
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(02) |
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Describe the system indications and warnings. |
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X |
X |
X |
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022 07 02 05 |
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Operation |
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(01) |
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Explain the functions of the redundant sensors’ simplex and duplex channels (single/dual channel). |
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X |
X |
X |
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022 07 03 00 |
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Stability augmentation system (SAS) |
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022 07 03 01 |
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General principles and operation |
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(01) |
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Explain the general principles and operation of an SAS with regard to: — rate damping; — short-term attitude hold; — effect on static stability; — effect on dynamic stability; — aerodynamic cross-coupling; — effect on manoeuvrability; — control response; — engagement/disengagement; — authority. |
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X |
X |
X |
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(02) |
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Explain and describe the general working principles and primary use of an SAS by damping pitch, roll and yaw motions. |
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X |
X |
X |
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(03) |
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Describe a simple SAS with force trim system which uses magnetic clutch and springs to hold cyclic control in the position where it was last released. |
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X |
X |
X |
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(04) |
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Explain the interaction of trim with SAS/stability and control augmentation system (SCAS). |
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X |
X |
X |
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(05) |
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Appreciate that the system can be overridden by the pilot and that individual channels can be deselected. |
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X |
X |
X |
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(06) |
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Describe the operational limits of the system. |
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X |
X |
X |
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(07) |
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Explain why the system should be turned off in severe turbulence or when extreme flight attitudes are reached. |
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X |
X |
X |
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(08) |
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Explain the safety design features built into some SASs to limit the authority of the actuators to |
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X |
X |
X |
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(09) |
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Explain how cross-coupling produces an adverse effect on roll-to-yaw coupling when the helicopter is subjected to gusts. |
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X |
X |
X |
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(10) |
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Explain the collective-to-pitch coupling, |
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X |
X |
X |
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022 07 04 00 |
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Autopilot — automatic stability equipment |
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022 07 04 01 |
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General principles |
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(01) |
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Explain the general autopilot principles with regard to: — long-term attitude hold; — fly-through; — changing the reference (beep trim, trim release). |
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X |
X |
X |
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022 07 04 02 |
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Basic modes (3/4 axes) |
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(01) |
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Explain the AFCS operation on cyclic axes (pitch/roll), yaw axis, and on collective (fourth axis). |
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X |
X |
X |
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022 07 04 03 |
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Automatic guidance (upper modes of AFCS) |
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(01) |
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Explain the function of the attitude-hold system in an AFCS. |
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X |
X |
X |
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(02) |
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Explain the function of the heading-hold system in an AFCS. |
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X |
X |
X |
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(03) |
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Explain the function of the vertical-speed hold system in an AFCS. |
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X |
X |
X |
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(04) |
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Explain the function of the navigation-coupling system in an AFCS. |
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X |
X |
X |
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(05) |
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Explain the function of the VOR-/ILS-coupling system in an AFCS. |
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X |
X |
X |
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(06) |
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Explain the function of the hover-mode system in an AFCS (including Doppler and radio-altimeter systems). |
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X |
X |
X |
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(07) |
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Explain the function of the SAR mode (automatic transition to hover and back to cruise) in an AFCS. |
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X |
X |
X |
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022 07 04 04 |
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Flight director: design and operation |
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(01) |
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Explain the purpose of a flight director system. |
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X |
X |
X |
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(02) |
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Describe the different types of display: — pitch and roll crossbars; — V-bar. |
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X |
X |
X |
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(03) |
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State the difference between the flight director system and the autopilot system. Explain how each can be used independently. |
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X |
X |
X |
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(04) |
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List and describe the main components of the flight director system. |
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X |
X |
X |
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(05) |
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Give examples of different situations with the respective indications of the command bars. |
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X |
X |
X |
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(06) |
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Explain the architecture of the different flight directors fitted to helicopters and the importance to monitor other instruments as well as the flight director. |
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X |
X |
X |
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(07) |
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Explain how some helicopter types have the collective setting as a flight director command; however, the command does not provide protection against a transmission overtorque. |
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X |
X |
X |
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(08) |
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Describe the collective setting and yaw depiction on flight director for some helicopters. |
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X |
X |
X |
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022 07 04 05 |
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Automatic flight control panel (AFCP) |
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(01) |
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Explain the purpose and the importance of the AFCP. |
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X |
X |
X |
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(02) |
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State that the AFCP provides: — AFCS basic and upper modes; — flight director selection, SAS and AP engagement; — failure and alert messages. |
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X |
X |
X |
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022 08 00 00 |
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TRIMS — YAW DAMPER — FLIGHT-ENVELOPE PROTECTION |
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022 08 01 00 |
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Trim systems |
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022 08 01 01 |
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Design and operation |
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(01) |
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Explain the purpose of the trim system and describe the layout with one trim system for each control axis, depending on the complexity of the aircraft. |
X |
X |
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(02) |
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Give examples of trim indicators and their function, and explain the significance of a ‘green band/area’ for the pitch trim. |
X |
X |
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(03) |
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Describe and explain an automatic pitch-trim system for a conventional aeroplane. |
X |
X |
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(04) |
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Describe and explain an automatic pitch-trim system for an FBW aeroplane and that it is also operating during manual flight; however, during certain phases it may be automatically disabled to alter the handling characteristics of the aircraft. |
X |
X |
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(05) |
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Describe the consequences of manual operation on the trim wheel when the automatic pitch-trim system is engaged. |
X |
X |
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(06) |
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Describe and explain the engagement and disengagement conditions of the autopilot according to trim controls. |
X |
X |
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(07) |
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Define ‘Mach trim’ and state that the Mach-trim system can be independent. |
X |
X |
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(08) |
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Describe the implications for the pilot in the event of a runaway trim or significant out-of-trim state. |
X |
X |
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022 08 02 00 |
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Yaw damper |
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022 08 02 01 |
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Design and operation |
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(01) |
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Explain the purpose of the yaw-damper system. |
X |
X |
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(02) |
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Explain the purpose of the Dutch-roll filter (filtering of the yaw input signal). |
X |
X |
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(03) |
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Explain the operation of a yaw-damper system and state the difference between a yaw-damper system and a 3-axis autopilot operation on the rudder channel. |
X |
X |
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022 08 03 00 |
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Flight-envelope protection (FEP) |
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022 08 03 01 |
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Purpose, input parameters, functions |
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(01) |
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Explain the purpose of the FEP. |
X |
X |
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X |
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(02) |
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Explain typical input parameters to the FEP: AoA; — aircraft configuration; — airspeed information. |
X |
X |
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X |
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(03) |
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Explain the following functions of the FEP: — stall protection; — overspeed protection. |
X |
X |
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X |
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(04) |
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Explain how the stall-protection function and the overspeed-protection function apply to both mechanical/conventional and FBW control systems, but other functions (e.g. pitch or bank limitation) can only apply to FBW control systems. |
X |
X |
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X |
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022 09 00 00 |
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AUTOTHRUST — AUTOMATIC THRUST CONTROL SYSTEM |
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022 09 01 00 |
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Autothrust system |
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022 09 01 01 |
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Purpose, operation, overcompensation, speed control |
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(01) |
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Describe the purpose of the autothrust system and explain how the FMAs will be the only indication on active autothrust modes. |
X |
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(02) |
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Explain the operation of an autothrust system with regard to the following modes: — take-off/go-around (TOGA); — climb or maximum continuous thrust (MCT), N1 or EPR targeted (THR CLB, THR MCT, N1, THR HOLD, EPR); — speed (SPEED, MCP SPD); — idle thrust (THR IDLE, RETARD/ARM); — landing (RETARD, THR IDLE). |
X |
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(03) |
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Describe the two main variants of autothrust systems: — mode selections available on the FCU/MCP and thrust levers move with autothrust commands; — mode selections made using the thrust levers which remain static during autothrust operation. |
X |
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(04) |
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Explain how flight in turbulence/wind shear giving fluctuating airspeed indications may lead to the autothrust overcompensating in an oscillating manner and that manual thrust may be required to settle the airspeed. Airspeed indications/trend vectors may give an indication of appropriate thrust adjustments but any reaction should not be too aggressive. |
X |
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(05) |
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Explain the threats associated with the use of autothrust resulting in the pilot losing the sense of energy awareness (e.g. speed, thrust). |
X |
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(06) |
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Explain the relationship between autopilot pitch modes and autothrust modes, and how the autopilot and autothrust will interact upon selecting modes for one of the systems. |
X |
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(07) |
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Explain the principles of speed control and how speed can be controlled: — by varying the engine thrust; — by varying the aircraft pitch. |
X |
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(08) |
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Explain the potential implications on speed control when the autothrust controls speed and the autopilot pitch channel has a fixed pitch target for the following mode combinations: — MCP SPD/SPEED and ALT HOLD/ALT; — MCP SPD/SPEED and VSP (climb); — MCP SPD/SPEED and VSP (descent). |
X |
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(09) |
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Explain the potential implications on speed control when the autothrust has a fixed thrust target and the autopilot pitch channel controls speed for the following mode combinations: — N1/THR CLB and LVL CHG/OP CLB; — ARM/THR IDLE and LVL CHG/OP DES. |
X |
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022 10 00 00 |
|
COMMUNICATION SYSTEMS |
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022 10 01 00 |
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Voice communication, data-link transmission |
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022 10 01 01 |
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Definitions and transmission modes |
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(01) |
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Describe the purpose of a data-link transmission system. |
X |
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X |
X |
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(02) |
|
Compare voice communication versus data-link transmission systems. |
X |
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X |
X |
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(03) |
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Describe the communication links that are used in aircraft: — high-frequency (HF) communications; — very high-frequency (VHF) communications; — satellite communications (SATCOM). |
X |
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X |
X |
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(04) |
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Consider the properties of the communication links with regard to: — signal quality; — range/area coverage; — range; — line-of-sight limitations; — quality of the signal received; — interference due to ionospheric conditions; — data transmission speed. |
X |
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X |
X |
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(05) |
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Define and explain the following terms in relation to aircraft data-link communications: — message/data uplink; — message/data downlink. |
X |
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X |
X |
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022 10 01 02 |
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Systems: architecture, design and operation |
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(01) |
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Describe the purpose of the ACARS network. |
X |
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(02) |
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Describe the systems using the ACARS network through the air traffic service unit (ATSU) suite: — aeronautical/airline operational control (AOC); — air traffic control (ATC). |
X |
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(03) |
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Explain the purpose of the following parts of the on‑board equipment: — ATSU communications computer; — control and display unit (CDU)/multifunction control and display unit (MCDU); — data communication display unit (DCDU); — ATC message visual annunciator; — printer. |
X |
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(04) |
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Give examples of airline operations communications (AOC) data-link messages such as: — out of the gate, off the ground, on the ground, into the gate (OOOI); — load sheet; — passenger information (connecting flights); — weather reports (METAR, TAF); — maintenance reports (engine exceedances); — aircraft technical data; — free-text messages. |
X |
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(05) |
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Give examples of ATC data-link messages such as: — departure clearance; — oceanic clearance; — digital ATIS (D-ATIS); — controller-pilot data-link communications (CPDLC). |
X |
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022 10 02 00 |
|
Future air navigation systems (FANSs) |
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022 10 02 01 |
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Versions, applications, CPDLC messages, ADS contracts |
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(01) |
|
Describe the existence of the ICAO communication, navigation, surveillance/air traffic management (CNS/ATM) concept. |
X |
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(02) |
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Explain the two versions of FANSs: — FANS A/FANS 1 using the ACARS network; — FANS B/FANS 2 using the ACARS network and the aeronautical telecommunication network (ATN). |
X |
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(03) |
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List and explain the following FANS A/FANS 1 applications: — ATS facility notification (AFN); — automatic dependent surveillance (ADS); — CPDLC. |
X |
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(04) |
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Compare the ADS application with the secondary surveillance radar function, and the CPDLC application with VHF communication systems. |
X |
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(05) |
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State that an ATCU can use the ADS application only, or the CPDLC application only, or both of them (not including AFN). |
X |
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(06) |
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Describe the AFN process for logging on with an ATCU and typical data that will be included in the message. |
X |
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(07) |
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Describe typical types of CPDLC messages and the typical pilot work practices when requesting or accepting a CPDLC clearance. |
X |
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(08) |
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List and describe the different types of ADS contracts that are controlled by the ATCU and beyond the control of the pilot: — periodic: data sent at set time intervals; — on demand: data sent when requested; — on event: data sent when an event occurs (e.g. heading change, climb initiated, etc.); — emergency mode. |
X |
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(09) |
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Describe the purpose of the ADS emergency mode contract and highlight the difference to the ATCU controlled contracts. |
X |
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022 11 00 00 |
|
FLIGHT MANAGEMENT SYSTEM (FMS)/ |
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022 11 01 00 |
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Design |
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022 11 01 01 |
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Purpose, architecture, failures, functions |
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(01) |
|
Explain the purpose of an FMS. |
X |
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X |
X |
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X |
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(02) |
|
Describe a typical dual FMS architecture including the following components: — flight management computer (FMC); — CDU/MCDU; — cross-talk bus. |
X |
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X |
X |
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(03) |
|
Describe the following failures of a dual FMS architecture and explain the potential implications to the pilots: — failure of one FMC; — failure of one CDU/MCDU; — failure of the cross-talk bus. |
X |
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X |
X |
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(04) |
|
Describe how the FMS integrates with other systems and gathers data in order to provide outputs depending on its level of complexity. |
X |
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X |
X |
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X |
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(05) |
|
Explain how the FMS may provide the following functions: — navigation; — lateral and vertical flight planning; — performance parameters. |
X |
X |
X |
X |
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X |
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022 11 02 00 |
|
FMC databases |
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022 11 02 01 |
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Navigation database |
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(01) |
|
Explain the purpose of, and describe typical content of, the navigation database. |
X |
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X |
X |
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X |
X |
3 |
1, 2 |
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|
(02) |
|
Describe the 28-day aeronautical information regulation and control (AIRAC) update cycle of the navigation database and explain the reason for having two navigation databases (one active, one standby) and the implication this has to the pilot. |
X |
|
X |
X |
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X |
X |
3 |
1, 2 |
|
|
(03) |
|
Explain the purpose of typical user-defined waypoints such as: — latitude/longitude coordinates; — place/bearing/distance (PBD); — place/bearing place/bearing (PBX); — place/distance (PD). |
X |
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X |
X |
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X |
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(04) |
|
Explain that the pilot cannot change or overwrite any of the data in the navigation database and that any user-defined waypoints, routes and inputted data will be erased when a different database is activated. |
X |
|
X |
X |
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X |
X |
3 |
1, 2 |
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|
(05) |
|
Explain the threats and implications to the pilot of changing the database by error either on the ground or while flying. |
X |
|
X |
X |
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X |
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3 |
1 |
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|
022 11 02 02 |
|
Aircraft performance database |
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|
(01) |
|
Explain the purpose of, and describe the typical content of, the aircraft performance database. |
X |
|
X |
X |
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X |
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(02) |
|
Explain the importance of verifying that the aircraft performance database is based on the correct data, such as engine type and aircraft variant. |
X |
|
X |
X |
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X |
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|
(03) |
|
Explain that the contents of the aircraft performance database cannot be modified by the pilot. |
X |
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X |
X |
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X |
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(04) |
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Explain the purpose of performance factor and how it influences the calculations. |
X |
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X |
X |
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X |
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(05) |
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Explain the purpose of cost index (CI) and how it influences the calculations. |
X |
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022 11 03 00 |
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Operations, limitations |
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022 11 03 01 |
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Data, calculations, position inputs, raw data |
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(01) |
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Describe typical data that may be provided by the FMS: — lateral and vertical navigation guidance; — present position; — time predictions; — fuel predictions; — altitude/flight level predictions. |
X |
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X |
X |
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X |
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(02) |
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Explain how the FMS will use a combination of inputted/database and measured data in order to calculate projections and provide output data. |
X |
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X |
X |
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X |
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(03) |
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Explain the issues and threats using inputted/database data and give examples of consequences of inputting data incorrectly/using incorrect data. |
X |
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X |
X |
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X |
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2, 3 |
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(04) |
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Describe fuel consumption calculations during standard operations and explain typical data that will have an influence on the accuracy of the calculations. |
X |
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X |
X |
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2, 3 |
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(05) |
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Explain the implications on the accuracy of the calculations during flight in abnormal configurations (such as engine out, gear down, flaps extended, spoilers extended, etc.) if the FMS is unable to detect the failure. |
X |
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X |
X |
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2, 3 |
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(06) |
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Describe and explain the purpose of an FMS having dedicated radio-navigation receivers that it will tune automatically. |
X |
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X |
X |
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(07) |
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Explain typical position inputs to an FMS: — GPS; — IRS; — DME; — VOR; — LOC; — runway threshold (RWY THR). |
X |
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X |
X |
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X |
3 |
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(08) |
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Explain how the FMS will create its own FMS position fix and that the FMS calculations will be based on the FMS position. Depending on the type of system, the FMS position may be calculated from: — a single source of position data where the most accurate data available at a given time will be used; — multiple sources from which a position will be derived using the combined inputs. |
X |
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X |
X |
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(09) |
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Explain the implications of a reduction in available position inputs to the FMS, especially GPS in relation to the capability of performing RNP/PBN approaches. |
X |
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X |
X |
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(10) |
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Explain the difference between following the FMS data compared to following raw data from radio‑navigation receivers and describe how there may be limitations for using FMS data as primary source to follow an instrument approach procedure (IAP) such as LOC, VOR or NDB. |
X |
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X |
X |
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X |
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022 11 04 00 |
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Human-machine interface (control and display unit (CDU)/ multifunction control and display unit (MCDU)) |
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022 11 04 01 |
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Purpose, scratchpad, data input, set-up process |
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(01) |
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Describe the purpose of a CDU/MCDU. |
X |
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X |
X |
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X |
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(02) |
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Describe the typical layout of a CDU/MCDU and the general purpose of the following: — screen; — line select keys; — menu select keys; — alphanumerical keys. |
X |
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X |
X |
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X |
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(03) |
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Explain the function of the ‘scratchpad’ part of the screen. |
X |
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X |
X |
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X |
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(04) |
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Describe how input of some data is compulsory for the function of the FMS and other data is optional, and that different symbology is used to highlight this: — rectangular boxes = compulsory information; — dashed line = optional information. |
X |
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X |
X |
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X |
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(05) |
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Describe a typical FMS pre-flight set-up process through the CDU/MCDU to cover the most basic information (with the aim to create awareness of required information as this is irrespective of aircraft type and FMS/FMGS make): — ident page (who am I = aircraft type/variant, engine type/rating and appropriate navigation database); — position initialisation (where am I = position for aligning the IRS and FMS position); — route initialisation (where am I going to = place of departure/destination and alternate(s)); — route programming (how will I get there = SIDs, STARS, route (company or otherwise)); — performance initialisation (when will I arrive = weights, flap setting, FLEX/assumed temperature/derate, take-off speeds). |
X |
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022 12 00 00 |
|
ALERTING SYSTEMS, PROXIMITY SYSTEMS |
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022 12 01 00 |
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General |
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022 12 01 01 |
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Alerting systems according to CS-25 and CS-29 |
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(01) |
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State definitions, category, criteria and characteristics of alerting systems according to CS‑25/AMC 25.1322 for aeroplanes and CS-29 for helicopters as appropriate. |
X |
X |
X |
X |
X |
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022 12 02 00 |
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Flight warning systems (FWSs) |
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022 12 02 01 |
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Annunciations, master warning, master caution, advisory |
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(01) |
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State the annunciations given by the FWS and typical location for the annunciator(s): — master warning; — master caution; — advisory. |
X |
X |
X |
X |
X |
X |
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(02) |
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Explain master warning: — colour of annunciator: red; — nature of aural alerts: continuous; — typical failure scenarios triggering the alert. |
X |
X |
X |
X |
X |
X |
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(03) |
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Explain master caution: — colour of the annunciator: amber or yellow; — nature of aural alerts: attention-getter; — typical failure scenarios triggering the alert. |
X |
X |
X |
X |
X |
X |
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(04) |
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Describe a typical procedure following a master warning or master caution alert: — acknowledging the failure; — silencing the aural warning; — initiating the appropriate response/procedure. |
X |
X |
X |
X |
X |
X |
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(05) |
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Explain advisory: — colour of the annunciator: any other than red, amber, yellow or green; — absence of aural alert; — typical scenarios triggering the advisory. |
X |
X |
X |
X |
X |
X |
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022 12 03 00 |
|
Stall warning systems (SWSs) |
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022 12 03 01 |
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Function, types, components |
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(01) |
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Describe the function of an SWS and explain why the warning must be unique. |
X |
X |
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(02) |
|
Describe the different types of SWSs. |
X |
X |
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(03) |
|
List the main components of an SWS. |
X |
X |
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(04) |
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Explain the difference between the stall warning speed and the actual stalling speed of the aeroplane. |
X |
X |
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022 12 04 00 |
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Stall protection |
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022 12 04 01 |
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Function, types |
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(01) |
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Describe the function of a stall protection system. |
X |
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(02) |
|
Describe the different types of stall protection systems including the difference between mechanical and FBW controls. |
X |
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(03) |
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Explain the difference between an SWS and a stall protection system. |
X |
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022 12 05 00 |
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Overspeed warning |
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022 12 05 01 |
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Purpose, aural warning, VMO/MMO pointer |
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(01) |
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Explain the purpose of an overspeed warning system (VMO/MMO pointer). |
X |
X |
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(02) |
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State that for large aeroplanes, an aural warning must be associated to the overspeed warning if an electronic display is used (see AMC 25.11, paragraph 10.b(2), p. 2-GEN-22). |
X |
X |
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(03) |
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Describe and give examples of VMO/MMO pointer: barber’s/barber pole pointer, barber’s/barber pole vertical scale. |
X |
X |
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022 12 06 00 |
|
Take-off warning |
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022 12 06 01 |
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Purpose |
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(01) |
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Explain the purpose of a take-off warning system and list the typical abnormal situations which generate a warning (see AMC 25.703, paragraphs 4 and 5). |
X |
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022 12 07 00 |
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Altitude alert system |
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022 12 07 01 |
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Function, displays, alerts |
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(01) |
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Describe the function of an altitude alert system. |
X |
X |
X |
X |
X |
X |
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(02) |
|
Describe different types of displays and possible alerts. |
X |
X |
X |
X |
X |
X |
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022 12 08 00 |
|
Radio altimeter |
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022 12 08 01 |
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Purpose, range, displays, incorrect indications |
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(01) |
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Explain the purpose of a low-altitude radio altimeter. |
X |
X |
X |
X |
X |
X |
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(02) |
|
Describe the principle of the distance (height) measurement. |
X |
X |
X |
X |
X |
X |
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(03) |
|
Describe the different types of radio-altimeter displays. |
X |
X |
X |
X |
X |
X |
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(04) |
|
Describe how the radio altimeter provides input to other systems and how a radio-altimeter failure may impact on the functioning of these systems. |
X |
X |
X |
X |
X |
X |
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(05) |
|
State the range of a radio altimeter. |
X |
X |
X |
X |
X |
X |
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(06) |
|
Explain the potential implications of a faulty radio‑altimeter and how this in particular may affect the following systems: — autothrust (flare/retard); — ground-proximity warning systems (GPWSs). |
X |
X |
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X |
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022 12 09 00 |
|
Ground-proximity warning systems (GPWSs) |
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022 12 09 01 |
|
GPWSs: design, operation, indications |
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(01) |
|
Explain the purpose of GPWSs. |
X |
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X |
X |
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(02) |
|
Explain inputs and outputs of a GPWS and describe its operating principle. |
X |
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X |
X |
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(03) |
|
List and describe the different modes of operation of a GPWS. |
X |
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X |
X |
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022 12 09 02 |
|
Terrain-avoidance warning system (TAWS); |
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(01) |
|
Explain the purpose of a TAWS for aeroplanes and of a HTAWS for helicopters, and explain the difference from a GPWS. |
X |
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X |
X |
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(02) |
|
Explain inputs and outputs of a TAWS/HTAWS and describe its working principle. |
X |
|
X |
X |
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(03) |
|
Give examples of terrain displays and list the different possible alerts. |
X |
|
X |
X |
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(04) |
|
Give examples of time response left to the pilot according to look-ahead distance, speed and aircraft performances. |
X |
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X |
X |
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(05) |
|
Explain why the TAWS/HTAWS must be coupled to a precise-position sensor. |
X |
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X |
X |
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(06) |
|
Explain the possibility of triggering spurious TAWS/HTAWS warnings as a result of mismanaging the flight path in the proximity to obstacles: — high rate of descent; — high airspeed; — a combination of high rate of descent and high airspeed. |
X |
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X |
X |
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022 12 09 03 |
|
Intentionally left blank |
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022 12 10 00 |
|
ACAS/TCAS |
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022 12 10 01 |
|
Principles and operations |
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(01) |
|
State that ACAS II is an ICAO standard for anti‑collision purposes. |
X |
X |
X |
X |
X |
X |
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(02) |
|
Explain that ACAS II is an anti-collision system and does not guarantee any specific separation. |
X |
X |
X |
X |
X |
X |
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(03) |
|
Describe the purpose of an ACAS II system as an anti-collision system. |
X |
X |
X |
X |
X |
X |
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(04) |
|
Describe the following outputs from a TCAS: — other intruders; — proximate intruders; — traffic advisory (TA); — resolution advisory (RA). |
X |
X |
X |
X |
X |
X |
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(05) |
|
State that ACAS II will issue commands in the vertical plane only (climb, descent or maintain), and that the commands are complied with as a manual manoeuvre. |
X |
X |
X |
X |
X |
X |
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(06) |
|
Explain that an RA may or may not require any active control input and the implications of reacting instinctively without awareness of actual control inputs required to comply with the RA. |
X |
X |
X |
X |
X |
X |
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(07) |
|
Explain that if two aircraft are fitted with ACAS II, the RA will be coordinated. |
X |
X |
X |
X |
X |
X |
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(08) |
|
State that ACAS II equipment can take into account several threats simultaneously. |
X |
X |
X |
X |
X |
X |
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|
(09) |
|
State that a detected aircraft without altitude‑reporting can only generate a TA; describe typical type of traffic and how this can create distractions during flight in certain areas of significant air traffic activity. |
X |
X |
X |
X |
X |
X |
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(10) |
|
Describe the interaction between the TCAS II system and the transponder, radio altimeter and the air‑data computer: — antenna used; — computer and links with radio altimeter, air‑data computer and mode-S transponder. |
X |
X |
X |
X |
X |
X |
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(11) |
|
Explain the principle of TCAS II interrogations. |
X |
X |
X |
X |
X |
X |
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(12) |
|
State the typical standard detection range for TCAS II: — 35–40 NM horizontally; — approximately 2 000 ft above and below (any setting); — extension to approximately 10 000 ft above (ABV selected) or approximately 10 000 ft below (BLW selected). |
X |
X |
X |
X |
X |
X |
|
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|
(13) |
|
Explain the principle of ‘reduced surveillance’. |
X |
X |
X |
X |
X |
X |
|
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|
(14) |
|
Explain that in high-density traffic areas the range may automatically be decreased in order to enable detection of the threats in the proximity of the aircraft due to a limitation of the maximum number of possible intruders the system is able to process. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(15) |
|
Identify the equipment which an intruder must be fitted with in order to be detected by TCAS II. |
X |
X |
X |
X |
X |
X |
|
|
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|
(16) |
|
Explain in the anti-collision process: — the criteria used to trigger an alarm (TA or RA) are the time to reach the closest point of approach (CPA) (called TAU) and the difference of altitude; — an intruder will be classified as ‘proximate’ when being less than 6 NM and 1 200 ft from the TCAS-equipped aircraft; — the time limit to CPA is different depending on aircraft altitude, is linked to a sensitivity level (SL), and state that the value to trigger an RA is from 15 to 35 seconds; — in case of an RA, the intended vertical separation varies from 300 to 600 ft (700 ft above FL420), depending on the SL; — below 1 000 ft above ground, no RA can be generated; — below 1 450 ft (radio-altimeter value) ‘increase descent’ RA is inhibited; — at high altitude, performances of the type of aircraft are taken into account to inhibit ‘climb’ and ‘increase climb’ RA. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(17) |
|
List and interpret the following information available from TCAS: — the different possible statuses of a detected aircraft: ‘other’, ‘proximate’, ‘intruder’; — the appropriate graphic symbols and their position on the horizontal display; — different aural warnings. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(18) |
|
Explain the indications of a TA and an RA and how an RA will generate a red area on the VSI. Some variants will also include a green area. To manoeuvre the aircraft to comply with the RA, the pilot should ‘avoid the red’ or ‘fly the green’. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(19) |
|
Explain that the pilot must not interpret the horizontal track of an intruder upon the display. |
X |
X |
X |
X |
X |
X |
|
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|
022 12 11 00 |
|
Rotor/engine overspeed alert system |
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|
022 12 11 01 |
|
Design, operation, displays, alarms |
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|
|
(01) |
|
Describe the basic design principles, operation, displays and warning/alarm systems fitted to different helicopters. |
|
|
X |
X |
X |
|
|
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|
|
022 13 00 00 |
|
INTEGRATED INSTRUMENTS — ELECTRONIC DISPLAYS |
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|
022 13 01 00 |
|
Electronic display units |
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|
022 13 01 01 |
|
Design, limitations |
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|
|
|
(01) |
|
List the different technologies used, e.g. CRT and LCD, and the associated limitations: — cockpit temperature; — glare; — resolution. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
022 13 02 00 |
|
Mechanical integrated instruments |
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|
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|
022 13 02 01 |
|
Attitude and director indicator (ADI)/ |
|
|
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|
|
|
|
|
(01) |
|
Describe an ADI and an HSI. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(02) |
|
List all the information that can be displayed on either instrument. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
022 13 03 00 |
|
Electronic flight instrument systems (EFISs) |
|
|
|
|
|
|
|
|
|
|
|
022 13 03 01 |
|
Design, operation |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
List the following parts of an EFIS: — control panel; — display units; — symbol generator; — remote light sensor. |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
|
(02) |
|
Describe the typical layout of the EFIS display units and how there may be a facility to transfer the information from one display unit on to another if a display unit fails. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(03) |
|
Explain the need for standby instruments to supplement the EFIS in the event of all the display units failing and the challenge of using these standby instruments, namely their size and position on the flight deck. |
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(04) |
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Explain the difference between a symbol generator failing and a display unit failing, and the implications if there are redundant symbol generators available. |
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(05) |
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Describe the purpose of an EFIS control panel and typical selections that may be available: — altimeter pressure setting; — navigation display (ND) mode selector; — ND range selector; — ND data selector (waypoints, facilities, constraints, data, etc.); — radio-navigation aids selector (VOR 1/2 or ADF 1/2); — decision altitude (DA)/decision height (DH) selection. |
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022 13 03 02 |
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Primary flight display (PFD), electronic attitude director indicator (EADI) |
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(01) |
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Describe that a PFD (or an EADI) presents a dynamic colour display of all the parameters necessary to control the aircraft, and that the main layout conforms with the ‘basic T’ principle: — attitude information in the centre; — airspeed information on the left; — altitude information on the right; — heading/track indication lower centre; — flight mode annunciation; — basic T; — take-off and landing reference speeds; — minimum airspeed; — lower selectable airspeed; — Mach number. |
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(02) |
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Describe the typical design of the attitude information: — artificial horizon with aircraft symbol; — superimposed flight director command bars. |
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(03) |
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Describe the typical design of the speed tape: — rolling speed scale with numerical read-out of current speed; — limiting airspeeds according to configuration; — speed trend vector; — bug/indication for selected airspeed. |
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(04) |
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Explain the Mach number indications and how a selected Mach number is presented with the speed bug on a corresponding IAS on the speed tape with the Mach number shown as a numerical indication outside the speed tape. |
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(05) |
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Describe the typical design of the altitude information: — rolling altitude scale with numerical read-out of current altitude; — altimeter pressure setting; — bug/indication for selected altitude; — means of highlighting the altitude if certain criteria are met. |
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(06) |
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Describe the typical design of the heading/track information: — rolling compass scale/rose with numerical read-out of current heading/track; — bug/indication for selected heading/track. |
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(07) |
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Describe the typical design and location of the following information: — flight mode annunciators (FMAs); — vertical speed indicator including TCAS RA command indications; — radio altitude; — ILS localiser/glideslope and RNP/PBN, GBAS or SBAS horizontal/vertical flight path deviation indicator; — decision altitude/height (DA/H). |
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3 |
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022 13 03 03 |
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Navigation display (ND), electronic horizontal situation indicator (EHSI) |
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(01) |
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Describe that an ND (or an EHSI) provides a mode‑selectable colour flight ND. |
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(02) |
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List the following four modes typically available to be displayed on an ND unit: — MAP (or ARC); — VOR (or ROSE VOR); — APP (or ROSE LS); — PLAN. |
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(03) |
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List and explain the following information that can be displayed with the MAP (or ARC) mode selected on an ND unit: — aircraft symbol, compass scale and range markers; — current heading and track (either one may be ‘up’ depending on selection), true or magnetic; — selected heading and track; — TAS/GS; — wind direction and speed (W/V); — raw data radio magnetic indicator (RMI) needles/pointers for VOR/automatic direction-finding equipment (ADF), if selected, including the frequency or ident of the selected navigation facility; — route/flight plan data from the FMS; — TO/next waypoint data from the FMS; — data from the navigation database such as airports, waypoints or navigation facilities as selected; — weather radar information; — TCAS traffic information (no TCAS commands); — TAWS (EGPWS) terrain information; — failure flags and messages. |
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(04) |
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List and explain the following information that can be displayed with the VOR or APP (or ROSE VOR or ROSE LS) mode selected on an ND unit: — aircraft symbol and compass scale; — current heading and track (either one may be ‘up’ depending on selection), true or magnetic; — selected heading and track; — TAS/ground speed (GS); — wind direction and speed (W/V); — VOR or ILS frequency and identification of the selected navigation aid; — VOR selected course, deviation indicator and a TO/FROM indicator in a HSI-type display format when in VOR mode; — localiser selected course, deviation indicator and glideslope indicator in a HSI-type display format when in APP mode. — weather radar information; — TCAS traffic information (no TCAS commands); — TAWS (EGPWS) terrain information; — failure flags and messages. |
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(05) |
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List and explain the following information that can be displayed with the PLAN mode selected on an ND unit: — north-up compass rose and range markers; — aircraft symbol oriented according to aircraft heading; — TAS/GS; — wind direction and speed (W/V); — route/flight plan data from the FMS; — TO/next waypoint data from the FMS; — data from the navigation database such as airports, waypoints or navigation facilities as selected; — failure flags and messages. |
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(06) |
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Explain the purpose of PLAN mode and its characteristics such as: — no compass information; — north is up on the display unit at all times; — the centre waypoint is the selected waypoint on the FMS CDU; — scrolling through the flight plan on the FMS CDU will shift the map view along the flight path; — the aircraft symbol will be positioned in the appropriate place along the flight path; — using PLAN mode as the primary mode during flight may lead to disorientation and loss of situational awareness. |
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(07) |
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Distinguish the difference between the appearance of an EXPANDED or FULL/ROSE mode and how the displayed range differs between them. |
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(08) |
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Explain the combination of mode and range selection including how selecting the appropriate range and displayed data can improve situational awareness for a given phase of flight. |
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022 13 04 00 |
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Engine parameters, crew warnings, aircraft systems, procedure and mission display systems |
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022 13 04 01 |
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Purposes of systems, display systems, checklists |
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(01) |
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State the purpose of the following systems: — engine instruments centralised display unit; — crew alerting system/aircraft display unit; — facility for appropriate on-screen checklists; — that the aircraft systems display unit enables the display of normal and degraded modes of operation of the aircraft systems; — that the systems/aircraft display unit is able to show pictorial systems diagrams/schematics and associated parameters. |
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(02) |
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Describe the similarities to EFIS with regard to basic system architecture. |
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(03) |
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Give the following different names by which engine parameters, crew warnings, aircraft systems and procedures display systems are known: — multifunction display unit (MFDU); — engine indication and crew alerting systems (EICASs); — engine and warning display (EWD); — electronic centralised aircraft monitor (ECAM); — systems display (S/D). |
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(04) |
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Give the names of the following different display systems and describe their main functions: — vehicle engine monitoring display (VEMD); — integrated instruments display system (IIDS). |
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(05) |
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State the purpose of a mission display unit. |
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(06) |
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Describe the architecture of each system and give examples of display. |
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(07) |
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Explain why awareness of the consequences of the actions commanded by the automatic checklist is required. |
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(08) |
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Explain the limited ability of the computer to assess a situation other than using the exceedance of certain thresholds to trigger the main and subsequent events and programmed actions. |
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(09) |
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Describe an appropriate procedure for following an on-screen checklist associated with a failure scenario including the following: — confirm the failure with the other flight crew member prior to performing any of the actions; — seek confirmation prior to manipulating any guarded switches or thrust levers; — follow the checklist slowly and methodically; — assess the possible implications of making certain selections, such as opening the fuel cross-feed if there is a fuel leak even though the electronic checklist may ask for the action. |
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022 13 05 00 |
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Engine first limit indicator |
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022 13 05 01 |
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Design, operation, information on display |
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(01) |
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Describe the principles of design and operation, and compare the different indications and displays available. |
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(02) |
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Describe what information can be displayed on the screen, when the screen is in the limited composite mode. |
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022 13 06 00 |
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Electronic flight bag (EFB) |
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022 13 06 01 |
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Purpose, certification, malfunctions |
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(01) |
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Explain the purpose of the EFB and list typical equipment: — computer laptop; — tablet device; — integrated avionics suite in the aircraft. |
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(02) |
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Describe the ‘class’ hardware certification: — portable: portable electronic device (PED) that can be used inside or outside the aircraft, is not part of the certified aircraft configuration and does not require tools to remove it from the flight-deck cradle, if one exists; — installed: an electronic device that is considered an aircraft part covered by the aircraft airworthiness approval, thus is a minimum equipment list (MEL) item in the event of failure. |
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(03) |
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Describe the ‘type’ software certification: — type A: applications whose misuse or malfunctions have no adverse effect on flight safety; — type B: applications for which evaluation of the hazards presented by misuse or malfunctions is required. |
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(04) |
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Explain implications of malfunctions with the EFB installation in a fully electronic flight-deck environment: — mass and balance calculations; — performance calculations; — access to charts; — access to manuals. |
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022 13 07 00 |
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Head-up display (HUD), synthetic vision system (SVS) and enhanced visual system (EVS) |
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022 13 07 01 |
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Components, benefits, modes of operation |
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State the components of a typical HUD installation: — HUD projector and stowable combiner; — HUD controls such as declutter and dimmer; — HUD computer. |
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Explain the reasons and benefits of having an HUD: — increased situational awareness due to reduced need to look inside to view primary flight information; — lower minima for both departure and landing; — improved accuracy of flying thus reduced susceptibility to enter a state of aircraft upset. |
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Describe how the HUD replicates the information on the primary flight display (PFD) by showing the following data: — altitude; — speed, including speed trend; — heading; — flight path vector (track and vertical flight path); — flight mode annunciator (FMA); — CAS, TAWS and wind shear command annunciations. |
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Describe the following modes of operation of an HUD: — normal display mode that may automatically adapt the information based on the phase of flight; — declutter function. |
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Describe the principle of SVS: — an enhanced database used as reference to provide terrain and ground features to be shown on the PFD; — limitations due to being a synthetic image not based on actual sensory information thus not lowering landing minima; — implications if aircraft position accuracy becomes reduced. |
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Describe the principle of EVS: — includes external sensors such as infrared cameras to generate a real-time image on the PFD or on the HUD; — limitation of the fact that an infrared camera uses temperature and temperature difference in order to produce an image; — enables lower minima because of the real‑time image, thus enhancing the visibility as experienced by the pilot. |
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022 14 00 00 |
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MAINTENANCE, MONITORING AND RECORDING SYSTEMS |
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022 14 01 00 |
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Cockpit voice recorder (CVR) |
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022 14 01 01 |
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Purpose, components, parameters |
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(01) |
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Describe the purpose of a CVR, its typical location, and explain the implications of knowingly erasing or tampering with any information or equipment. |
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(02) |
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List the main components of a CVR: — a shock-resistant tape recorder or digital storage associated with an underwater locating beacon (ULB); — a cockpit area microphone (CAM); — a control unit with the following controls: auto/on, test and erase, and a headset jack; — limited flight-deck controls such as erase and test switches. |
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(023 |
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List the following main parameters recorded on the CVR: — voice communications transmitted from or received on the flight deck; — the aural environment of the flight deck; — voice communication of flight crew members using the aeroplane’s interphone system; — voice or audio signals introduced into a headset or speaker; — voice communication of flight crew members using the public address system, if installed. |
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022 14 02 00 |
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Flight data recorder (FDR) |
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022 14 02 01 |
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Purpose, components, parameters |
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(02) |
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Describe the purpose of an FDR and its typical location. |
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(02) |
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List the main components of an FDR: — a shock-resistant data recorder associated with a ULB; — a data interface and acquisition unit; — a recording system (digital flight data recorder); — two control units (start sequence, event mark setting); — limited flight-deck controls, but includes an event switch. |
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(02) |
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List the following main parameters recorded on the FDR: — time or relative time count; — attitude (pitch and roll); — airspeed; — pressure altitude; — heading; — normal acceleration; — propulsive/thrust power on each engine and flight-deck thrust/power lever position, if applicable; — flaps/slats configuration or flight-deck selection; — ground spoilers or speed brake selection. |
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(02) |
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State that additional parameters can be recorded according to FDR capacity and applicable operational requirements. |
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022 14 03 00 |
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Maintenance and monitoring systems |
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022 14 03 01 |
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Helicopter operations monitoring program (HOMP): design, operation, performance |
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(01) |
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Describe the HOMP as a helicopter version of the aeroplane flight data monitoring (FDM) program. |
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(02) |
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State that the HOMP software consists of three integrated modules: — flight data events (FDEs); — flight data measurements (FDMs); — flight data traces (FDTs). |
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(03) |
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Describe and explain the information flow of an HOMP. |
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(04) |
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Describe HOMP operation and management processes. |
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022 14 03 02 |
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Integrated health and usage monitoring system (IHUMS): design, operation, performance |
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(01) |
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Describe the main features of an IHUMS: — rotor system health; — cockpit voice recorder (CVR)/flight data recorder (FDR); — gearbox system health; — engine health; — exceedance monitoring; — usage monitoring; — transparent operation; — ground station features; — monitoring; — rotor track and balance; — engine performance trending; — quality controlled to level 2. |
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(02) |
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Describe the ground station features of an IHUMS. |
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(03) |
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Summarise the benefits of an IHUMS including: — reduced risk of catastrophic failure of rotor or gearbox; — improved rotor track and balance giving lower vibration levels; — accurate recording of flight exceedances; — CVR/FDR allows accurate accident/incident investigation and HOMP; — maintenance cost savings. |
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(04) |
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State the benefits of an IHUMS and an HOMP. |
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022 14 03 03 |
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Aeroplane condition monitoring system (ACMS): general, design, operation |
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(01) |
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State the purpose of an ACMS. |
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(02) |
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Describe the structure of an ACMS including: — inputs: aircraft systems (such as air conditioning, autoflight, flight controls, fuel, landing gear, navigation, pneumatic, APU, engine), MCDU; — data management unit; — recording unit: digital recorder; — outputs: printer, ACARS or ATSU. |
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(03) |
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State that maintenance messages sent by an ACMS can be transmitted without crew notification. |
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(05) |
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Explain that data from the ACMS can be used as part of an FDM and safety programme. |
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(05) |
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Explain that the FDM program collects data anonymously; however, grave exceedance of parameters may warrant a further investigation of the event by the operator. |
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(06) |
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Explain the purpose of FDM as a system for identifying adverse safety trends and tailoring training programmes in order to enhance the overall safety of the operation. |
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022 15 00 00 |
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DIGITAL CIRCUITS AND COMPUTERS |
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022 15 01 00 |
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Digital circuits and computers |
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022 15 01 01 |
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General, definitions and design |
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(01) |
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Define a ‘computer’ as a machine for manipulating data according to a list of instructions. |
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(02) |
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Explain the term ‘bus’ being used as a term for a facility (wiring, optical fibre, etc.) transferring data between different parts of a computer, both internally and externally. |
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(03) |
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Define the terms ‘hardware’ and ‘software’. |
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(04) |
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With the help of the relevant 022 references, give examples of airborne computers and list the possible peripheral equipment for each system, such as: — ADC with pitot probe(s), static port(s) and indicators; — FMS with GPS, CDU/MCDU and ND; — GPWS with radio altimeter, ADC and ND. |
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1 |
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SUBJECT 031 – FLIGHT PERFORMANCE AND PLANNING: MASS AND BALANCE – AEROPLANES/HELICOPTERS
ED Decision 2020/018/R
Note that the term ‘mass’ is used to describe a quantity of matter, and ‘weight’ when describing the force. However, the term ‘weight’ is normally used in aviation to colloquially describe mass. The professional pilot should always note the units to determine whether the term ‘weight’ is being used to describe a force (e.g. unit newton) or quantity of matter (e.g. unit kilogram).
(1) DEFINITIONS OF MASSES, LOADS AND INDEXES
Allowed take-off mass
The mass taking into consideration all possible limitations for take-off including restrictions caused by regulated take-off mass and regulated landing mass.
Area load or floor load
The load (or mass) distributed over a defined area. Example units:
— SI: N/m2, kg/m2;
— Non-SI: psi, lb/ft2.
Basic empty mass (BEM)
The mass of an aircraft plus standard items such as: unusable fuel; full operating fluids; fire extinguishers; emergency oxygen equipment. (The lowest mass that is used in FCL exams.)
Dry operating mass (DOM)
The total mass of an aircraft ready for a specific type of operation excluding all usable fuel and traffic load. This mass includes items such as:
— crew and crew baggage;
— catering and removable passenger service equipment (food, beverages, potable water, lavatory chemicals, etc.);
— special operational equipment (e.g. stretchers, rescue hoist, cargo sling).
Dry operating index (DOI)
The aircraft index at dry operating mass.
Index
An index is a moment reduced in a numerical value by an index formula.
In-flight mass/gross mass
The mass of an aircraft in flight at a specified time.
Landing mass
The mass of an aircraft at landing.
Maximum structural in-flight mass with external loads (applicable to helicopters only)
The maximum permissible total mass of the helicopter with external loads.
Maximum structural landing mass
The maximum permissible total mass of an aircraft at landing under normal circumstances.
Maximum structural mass
The maximum permissible total mass of an aircraft at any time. It will be given only if there is no difference between maximum structural taxi mass, maximum structural take-off mass and maximum structural landing mass.
Maximum structural take-off mass
The maximum permissible total mass of an aircraft at commencement of take-off.
Maximum (structural) taxi mass or maximum (structural) ramp mass
The maximum permissible total mass of an aircraft at commencement of taxiing.
Maximum zero fuel mass
The maximum permissible mass of an aircraft with no usable fuel.
Minimum mass (applicable to helicopters only)
The minimum permissible total mass for specific helicopter operations.
Operating mass
The dry operating mass plus take-off fuel.
Payload
The total mass of passengers, baggage and cargo but excluding any non-revenue load.
Performance-limited landing mass
The mass subject to the destination airfield limitations.
Performance-limited take-off mass
The take-off mass subject to departure airfield limitations.
Ramp mass
See ‘taxi mass’.
Regulated landing mass
The lower of performance-limited landing mass and maximum structural landing mass.
Regulated take-off mass
The lower of performance-limited take-off mass and maximum structural take-off mass.
Running (or linear) load
The load (or mass) distributed over a defined length of a cargo compartment irrespective of load width. Example units:
— SI: N/m, kg/m;
— Non-SI: lb/in, lb/ft.
Take-off fuel
The total amount of usable fuel at take-off.
Take-off mass
The mass of an aircraft including everything and everyone carried at the commencement of the take-off for helicopters and take-off run for aeroplanes.
Taxi mass or ramp mass
The mass of an aircraft at the commencement of taxiing.
Traffic load
The total mass of passengers, baggage and cargo, including any non-revenue load.
Zero fuel mass
The dry operating mass plus traffic load.
|
Syllabus reference |
BK |
Syllabus details and associated Learning Objectives |
Aeroplane |
Helicopter |
IR |
CB-IR(A) |
BIR Exam |
BIR BK |
Remarks |
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ATPL |
CPL |
ATPL/IR |
ATPL |
CPL |
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030 00 00 00 |
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FLIGHT PERFORMANCE AND PLANNING |
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031 00 00 00 |
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MASS AND BALANCE — AEROPLANES/HELICOPTERS |
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031 01 00 00 |
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PURPOSE OF MASS-AND-BALANCE CONSIDERATIONS |
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031 01 01 00 |
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Mass limitations |
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031 01 01 01 |
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Importance with regard to structural limitations |
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(01) |
X |
Describe the relationship between aircraft mass and structural stress. Remark: See also Subject 021 01 01 00. |
X |
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(02) |
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Describe why mass must be limited to ensure adequate margins of strength. |
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031 01 01 02 |
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Importance with regard to performance Remark: See also Subjects 032/034 and 081/082. |
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(01) |
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Describe the relationship between aircraft mass and aircraft performance. |
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(02) |
X |
Describe why aircraft mass must be limited to ensure adequate aircraft performance. |
X |
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031 01 02 00 |
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Centre-of-gravity (CG) limitations |
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031 01 02 01 |
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Importance with regard to stability and controllability Remark: See also Subjects 081/082. |
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(01) |
X |
Describe the relationship between CG position and stability/controllability of the aircraft. |
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(02) |
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Describe the consequences if CG is in front of the forward limit. |
X |
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(03) |
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Describe the consequences if CG is behind the aft limit. |
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031 01 02 02 |
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Importance with regard to performance Remark: See also Subjects 032/034 and 081/082. |
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(01) |
X |
Describe the relationship between CG position and aircraft performance. |
X |
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(02) |
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Describe the effects of CG position on performance parameters (speeds, altitude, endurance and range). |
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031 02 00 00 |
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LOADING |
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031 02 01 00 |
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Terminology |
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031 02 01 01 |
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Mass terms |
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(01) |
X |
Define the following mass terms: — basic empty mass; — dry operating mass; — operating mass; — take-off mass; — landing mass; — ramp/taxi mass; — in-flight mass (gross mass); — zero fuel mass. |
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031 02 01 02 |
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Load terms (including fuel terms) Remark: See also Subject 033. |
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(01) |
X |
Define the following load terms: — payload/traffic load; — block fuel; — taxi fuel; — take-off fuel; — trip fuel; — reserve fuel (contingency, alternate, final reserve and additional fuel); — extra fuel. |
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(02) |
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Explain the relationship between the various |
X |
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(03) |
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Calculate the mass of particular components from other given components. |
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X |
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(04) |
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Convert fuel mass, fuel volume and fuel density given in different units used in aviation. |
X |
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X |
X |
X |
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031 02 02 00 |
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Mass limits |
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031 02 02 01 |
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Structural limitations |
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(01) |
X |
Define the maximum zero fuel mass. |
X |
X |
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(02) |
X |
Define the maximum ramp/taxi mass. |
X |
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(03) |
X |
Define the maximum take-off mass. |
X |
X |
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X |
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(04) |
X |
Define the maximum in-flight (gross) mass with external load. |
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X |
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(05) |
X |
Define the maximum landing mass. |
X |
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X |
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031 02 02 02 |
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Performance and regulated limitations |
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(01) |
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Describe the following performance and regulated mass limitations: — performance-limited take-off mass; — performance-limited landing mass; — regulated take-off mass; — regulated landing mass. |
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X |
X |
X |
X |
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031 02 02 03 |
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Cargo compartment limitations |
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(01) |
X |
Describe the maximum floor load (maximum load per unit of area). |
X |
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X |
X |
X |
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(02) |
X |
Describe the maximum running load (maximum load per unit of fuselage length). |
X |
X |
X |
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X |
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031 02 03 00 |
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Mass calculations |
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031 02 03 01 |
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Maximum masses for take-off and landing |
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(01) |
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Calculate the maximum mass for take-off (regulated take-off mass) given mass-and-load components and structural/ performance limits. |
X |
X |
X |
X |
X |
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(02) |
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Calculate the maximum mass for landing (regulated landing mass) given mass-and-load components and structural/ performance limits. |
X |
X |
X |
X |
X |
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(03) |
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Calculate the allowed mass for take-off. |
X |
X |
X |
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X |
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031 02 03 02 |
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Allowed traffic load and fuel load |
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(01) |
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Calculate the maximum allowed traffic load and fuel load in order not to exceed the given allowed take‑off mass. |
X |
X |
X |
X |
X |
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(02) |
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Calculate ‘under load’/‘over load’ given the allowed mass for take-off, operating mass and actual traffic load. |
X |
X |
X |
X |
X |
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031 02 03 03 |
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Use of standard masses for passengers, baggage and crew |
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(01) |
X |
Extract the appropriate standard masses for passengers, baggage and crew from relevant documents or operator requirements. |
X |
X |
X |
X |
X |
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(02) |
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Calculate the traffic load by using standard masses. |
X |
X |
X |
X |
X |
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031 03 00 00 |
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INTENTIONALLY LEFT BLANK |
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031 04 00 00 |
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MASS-AND-BALANCE DETAILS OF AIRCRAFT |
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031 04 01 00 |
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Contents of mass-and-balance documentation |
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031 04 01 01 |
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Datum, moment arm |
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(01) |
X |
State where the datum and moment arms for aircraft can be found. |
X |
X |
X |
X |
X |
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(02) |
X |
Extract the appropriate data from given documents. |
X |
X |
X |
X |
X |
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(03) |
X |
Define ‘datum’ (reference point), ‘moment arm’ and ‘moment’. |
X |
X |
X |
X |
X |
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031 04 01 02 |
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CG position as distance from datum |
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(01) |
X |
State where the CG position for an aircraft at basic empty mass can be found. |
X |
X |
X |
X |
X |
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(02) |
X |
State where the CG limits for an aircraft can be found. |
X |
X |
X |
X |
X |
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(03) |
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Describe the different forms in presenting CG position as distance from datum or other references. |
X |
X |
X |
X |
X |
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(04) |
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Explain the meaning of centre of gravity (CG). |
X |
X |
X |
X |
X |
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031 04 01 03 |
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CG position as percentage of mean aerodynamic chord (% MAC) Remark: Knowledge of the definition of MAC is covered under Subject 081 01 01 05. |
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(01) |
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Extract MAC information from aircraft documents. |
X |
X |
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(02) |
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Explain the principle of using % MAC for the description of the CG position. |
X |
X |
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(03) |
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Calculate the CG position as % MAC. |
X |
X |
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031 04 01 04 |
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Longitudinal CG limits |
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(01) |
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Extract the appropriate data from given sample documents. |
X |
X |
X |
X |
X |
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031 04 01 05 |
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Lateral CG limits |
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(01) |
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Extract the appropriate data from given sample documents. |
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X |
X |
X |
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031 04 01 06 |
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Details of passenger and cargo compartments |
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(01) |
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Extract the appropriate data (e.g. seating schemes, compartment dimensions and limitations) from given sample documents. |
X |
X |
X |
X |
X |
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031 04 01 07 |
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Details of fuel system relevant to |
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(01) |
X |
Extract the appropriate data (e.g. fuel-tank capacities and fuel-tank positions) from given sample documents. |
X |
X |
X |
X |
X |
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(02) |
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Explain aircraft CG movement as flight progresses given location of fuel tank (inner wing, outer wing, central, additional aft central, horizontal stabiliser) and mass of fuel consumed from that tank and aeroplane’s previous CG. |
X |
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(03) |
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Explain advantages and risks associated with fuel tanks in the aeroplane’s fin or horizontal stabiliser. |
X |
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031 04 02 00 |
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Determination of aircraft empty mass and CG position by weighing |
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031 04 02 01 |
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Weighing of aircraft (general aspects) |
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(01) |
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Describe the general procedure and regulations relating to when an aircraft should be weighed, reweighed or data recalculated. Remark: See the applicable operational requirements. |
X |
X |
X |
X |
X |
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(02) |
X |
Extract and interpret entries from/in ‘mass (weight) report’ of an aircraft. |
X |
X |
X |
X |
X |
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031 04 02 02 |
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Calculation of mass and CG position of an aircraft using weighing data |
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(01) |
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Calculate the mass and CG position of an aircraft from given reaction forces on jacking points. |
X |
X |
X |
X |
X |
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031 04 03 00 |
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Extraction of basic empty mass (BEM) and CG data from aircraft documentation |
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031 04 03 01 |
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BEM or dry operating mass (DOM) |
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(01) |
X |
Extract values for BEM or DOM from given documents. |
X |
X |
X |
X |
X |
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031 04 03 02 |
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CG position or moment at BEM/DOM |
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(01) |
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Extract values for CG position and moment at BEM or DOM from given documents. |
X |
X |
X |
X |
X |
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031 04 03 03 |
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Deviations from standard configuration |
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(01) |
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Extract values from given documents for deviation from standard configuration as a result of varying crew, optional equipment, optional fuel tanks, etc. |
X |
X |
X |
X |
X |
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031 05 00 00 |
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DETERMINATION OF CG POSITION |
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031 05 01 00 |
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Methods |
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031 05 01 01 |
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Arithmetic method |
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(01) |
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Calculate the CG position of an aircraft by using the formula: — CG position = sum of moments / total mass. |
X |
X |
X |
X |
X |
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031 05 01 02 |
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Graphic method |
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(01) |
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Determine the CG position of an aircraft by using the loading graphs given in sample documents. |
X |
X |
X |
X |
X |
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031 05 01 03 |
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Index method |
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(01) |
X |
Explain the principle of the index method. |
X |
X |
X |
X |
X |
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(02) |
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Define the terms ‘index’ and ‘dry operating index’ (DOI), and calculate the DOI given the relevant formula and data. |
X |
X |
X |
X |
X |
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(03) |
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Explain the advantage(s) of the index method. |
X |
X |
X |
X |
X |
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031 05 02 00 |
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Load and trim sheet |
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031 05 02 01 |
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General considerations |
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(01) |
X |
Explain the principle and the purpose of load sheets. |
X |
X |
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(02) |
X |
Explain the principle and the purpose of trim sheets. |
X |
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031 05 02 02 |
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Load sheet/balance schedule and CG envelope for light aeroplanes and for helicopters |
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(01) |
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Add loading data and calculate masses in a sample load sheet/balance schedule. |
X |
X |
X |
X |
X |
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(02) |
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Calculate moments and CG positions. |
X |
X |
X |
X |
X |
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(03) |
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Check CG position at zero fuel mass and take-off mass to be within the CG envelope including last‑minute changes, if applicable. |
X |
X |
X |
X |
X |
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031 05 02 03 |
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Load sheet for large aeroplanes |
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(01) |
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Complete a sample load sheet to determine the ‘allowed mass for take-off’, ‘allowed traffic load’ and ‘under load’. |
X |
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(02) |
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Explain the purpose of each load sheet section. |
X |
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(03) |
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Explain that the purpose of boxed maximum figures in load sheet sections is to cross-check the actual and limiting mass values. |
X |
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(04) |
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Complete and cross-check a sample load sheet. |
X |
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031 05 02 04 |
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Trim sheet for large aeroplanes |
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(01) |
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Explain the purpose of the trim sheet and the methods to determine the CG position. |
X |
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(02) |
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Check if the zero fuel mass CG or index is within the limits. |
X |
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(03) |
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Determine the fuel index by using the ‘fuel index correction table’ and determine the CG position as % MAC. |
X |
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(04) |
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Check that the take-off mass CG or index are within the limits. |
X |
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(05) |
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Determine ‘stabiliser trim units’ for take-off. |
X |
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(06) |
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Explain the difference between certified and operational CG limits. |
X |
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(07) |
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Determine the zero fuel mass CG or index. |
X |
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(08) |
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Explain the relationship between pitch control and CG position and the operational significance. |
X |
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031 05 02 05 |
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Intentionally left blank |
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031 05 02 06 |
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Other methods to present load and trim information |
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(01) |
X |
Describe information from other methods of presenting load and balance information, e.g. aircraft communications addressing and reporting system (ACARS), electronic flight bags (EFBs), and the ‘less paper in the cockpit’ (LPC) software. |
X |
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031 05 03 00 |
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Repositioning of CG |
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031 05 03 01 |
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Repositioning of CG by shifting the load |
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(01) |
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Calculate the mass to be moved over a given distance, or to/from given compartments, to establish a defined CG position. |
X |
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X |
X |
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(02) |
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Calculate the distance to move a given mass to establish a defined CG position. |
X |
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X |
X |
X |
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(03) |
X |
Describe the methods to check that cargo has been loaded in correct position in relation to the loading manifest, including identifying hazard of cargo loaded in reverse order (visual inspection of one or more unit load devices (ULDs). |
X |
X |
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(04) |
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Determine whether CG remains within limits if cargo has been loaded in incorrect order or at incorrect location. |
X |
X |
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031 05 03 02 |
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Repositioning of CG by additional load or ballast or by load or ballast removal |
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(01) |
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Calculate the amount of additional load or ballast to be loaded at or removed from a given position or compartment to establish a defined CG position. |
X |
X |
X |
X |
X |
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(02) |
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Calculate the loading position or compartment for a given amount of additional load or ballast to establish a defined CG position. |
X |
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X |
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031 06 00 00 |
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CARGO HANDLING |
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031 06 01 00 |
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Types of cargo |
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031 06 01 01 |
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Types of cargo (general aspects) |
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(01) |
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Describe the typical types of cargo, e.g. containerised cargo, palletised cargo, bulk cargo, and the advantages of containerised and palletised cargo. |
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X |
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031 06 02 00 |
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Floor-area load and running-load limitations |
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031 06 02 01 |
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Floor-area load and running-load limitations in cargo compartments |
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(01) |
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Calculate the required floor-contact area for a given load to avoid exceeding the maximum permissible floor load of a cargo compartment. |
X |
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(02) |
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Calculate the maximum mass of a container with given floor-contact area to avoid exceeding the maximum permissible floor load of a cargo compartment. |
X |
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X |
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(03) |
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Calculate the linear load distribution of a container to avoid exceeding the maximum permissible running load. |
X |
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X |
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031 06 03 00 |
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Securement of load |
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031 06 03 01 |
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Securement of load (reasons and methods) |
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(01) |
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Explain the reasons to restrain or secure cargo and baggage. |
X |
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X |
X |
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(02) |
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Describe the basic methods to restrain or secure loads (unit load devices secured by latches on roller tracks or to tie down points by straps; bulk cargo restrained by restraining nets attached to attachment points and tie-down points). |
X |
X |
X |
X |
X |
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SUBJECT 032 – FLIGHT PERFORMANCE AND PLANNING – PERFORMANCE – AEROPLANES
ED Decision 2020/018/R
Note that the term ‘mass’ is used to describe a quantity of matter, and ‘weight’ when describing the force. However, the term ‘weight’ is normally used in aviation to colloquially describe mass. The professional pilot should always note the units to determine whether the term ‘weight’ is being used to describe a force (e.g. unit newton) or quantity of matter (e.g. unit kilogram).
For theoretical knowledge examination purposes:
‘climb angle’ is assumed to be air-mass-related;
‘flight-path angle’ is assumed to be ground-related;
‘screen height for take-off’ is the vertical distance between the take-off surface and the take-off flight path at the end of the take-off distance;
‘screen height for landing’ is the vertical distance between the landing surface and the landing flight path from which the landing distance begins.
|
Syllabus |
BK |
Syllabus details and associated Learning Objectives |
Aeroplane |
Helicopter |
IR |
CB-IR(A) |
BIR Exam |
BIR BK |
Remarks |
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ATPL |
CPL |
ATPL/IR |
ATPL |
CPL |
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030 00 00 00 |
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FLIGHT PERFORMANCE AND PLANNING |
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032 00 00 00 |
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PERFORMANCE — AEROPLANES |
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032 01 00 00 |
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GENERAL |
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032 01 01 00 |
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Performance legislation |
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032 01 01 01 |
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Applicability of airworthiness requirements of CS-23 and CS-25 |
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(01) |
X |
Describe the application of certification specification (CSs) with regard to the different kinds of aeroplanes. |
X |
X |
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(02) |
X |
Describe the general differences between aeroplanes certified according to CS-23 and CS-25. |
X |
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032 01 01 02 |
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Operational regulations and safety |
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(01) |
X |
Describe the basic concept that the applicable operational requirements differ depending on aeroplane performance. |
X |
X |
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(02) |
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Describe the performance classes for commercial air transport according to the applicable operational requirements. |
X |
X |
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032 01 01 03 |
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Performance and safety |
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(01) |
X |
State that aeroplane performance required for commercial air transport may limit the weight of a dispatched aeroplane in order to achieve a sufficient level of safety. |
X |
X |
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(02) |
X |
Describe that the minimum level of safety required for commercial air transport is ensured through the combination of airworthiness requirements and operational limitations, i.e. the more stringent airworthiness requirements of CS-25 enable a wider range of operating conditions for these aeroplanes. |
X |
X |
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032 01 01 04 |
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Performance definitions and safety factors |
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(01) |
X |
Describe measured performance and explain how it is determined. |
X |
X |
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(02) |
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Describe gross performance. |
X |
X |
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(03) |
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Describe net performance and safety factors. |
X |
X |
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(04) |
X |
Describe that the size of a safety factor depends on the likelihood of the event and the range of the measured performance data. |
X |
X |
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(05) |
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Describe the relationship between net and gross take‑off and landing distances, and net and gross climb and descent gradients. |
X |
X |
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032 01 02 00 |
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General performance theory |
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032 01 02 01 |
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Intentionally left blank |
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032 01 02 02 |
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Definitions and terms |
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(01) |
X |
Define the terms ‘climb angle’ and ‘climb gradient’. |
X |
X |
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(02) |
X |
Define the terms ‘flight-path angle’ and ‘flight-path gradient’. |
X |
X |
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(03) |
X |
Define the terms ‘descent angle’ and ‘descent gradient’. |
X |
X |
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(04) |
X |
Explain the difference between climb/descent angle and flight-path angle. |
X |
X |
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(05) |
X |
Define ‘absolute ceiling’. |
X |
X |
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(06) |
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Describe ‘clearway’ and ‘stopway’ according to CS‑Definitions. |
X |
X |
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(07) |
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Describe: — take-off run available (TORA); — take-off distance available (TODA); — accelerate-stop distance available (ASDA); and determine each from given data or appropriate aerodrome charts. |
X |
X |
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(08) |
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Describe ‘screen height’ including its various values. |
X |
X |
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(09) |
X |
Define the terms ‘range’ and ‘endurance’. |
X |
X |
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(10) |
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Define an aeroplane’s ‘specific range’ (SR) in terms of nautical air miles (NAM) per unit of fuel, and ‘specific range over the ground’ (SRG) in terms of nautical ground miles (NGM) per unit of fuel. |
X |
X |
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(11) |
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Define the power available and power required. |
X |
X |
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032 01 02 03 |
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Variables influencing performance |
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(01) |
X |
Name the following factors that affect aeroplane performance: pressure altitude and temperature, wind, aeroplane weight, aeroplane configuration, aeroplane anti-skid status, aeroplane centre of gravity (CG), aerodrome runway surface, and aerodrome runway slope. |
X |
X |
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(02) |
X |
Describe how, for different density altitudes, the thrust and power available vary with speed for a propeller-driven aeroplane. |
X |
X |
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(03) |
X |
Describe how, for different density altitudes, the thrust and power available vary with speed for a turbojet aeroplane. |
X |
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(04) |
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Describe how, for different density altitudes, the drag and power required vary with indicated airspeeds (IAS) and true airspeeds (TAS). |
X |
X |
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(05) |
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Describe how, for different aeroplane weights and configurations, the drag and power required vary with IAS and TAS. |
X |
X |
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032 01 03 00 |
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Level flight, range and endurance |
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032 01 03 01 |
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Steady level flight |
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(01) |
X |
Explain how drag (thrust) and power required vary with speed in straight and level flight. |
X |
X |
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(02) |
X |
Explain the effect of excess thrust and power on speed in level flight. |
X |
X |
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(03) |
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Interpret the ‘thrust/power required’ and ‘thrust/power available’ curves in straight and level flight. |
X |
X |
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(04) |
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Describe how the maximum achievable straight and level flight IAS and TAS vary with altitude. |
X |
X |
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(05) |
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Describe situations in which a pilot may elect to fly for ‘maximum endurance’ or ‘maximum range’. |
X |
X |
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032 01 03 02 |
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Range |
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(01) |
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Define a turbojet aeroplane’s specific fuel consumption (SFC) and describe how it affects fuel flow and specific range. |
X |
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(02) |
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Define a propeller-driven aeroplane’s SFC and describe how it affects fuel flow and specific range. |
X |
X |
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(03) |
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Explain the optimum speed for maximum SR for a turbojet aeroplane in relation to the drag curve. |
X |
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(04) |
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Explain the optimum speed to achieve maximum SR for a propeller-driven aeroplane in relation to the power required and drag graphs. |
X |
X |
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(05) |
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Explain the effect of aeroplane weight and CG position on fuel consumption, range and the optimum speed for maximum SR. |
X |
X |
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(06) |
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State how a turbojet engine’s SFC varies with temperature and thrust setting. |
X |
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(07) |
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Explain how SR for a turbojet aeroplane varies with altitude and under different meteorological conditions. |
X |
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(08) |
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Explain how SRG for a propeller-driven aeroplane varies with altitude and under different meteorological conditions. |
X |
X |
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(09) |
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Explain the effect of weight on the optimum altitude for maximum range. |
X |
X |
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(10) |
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Describe the effect of wind on SRG and the optimum speed for SRG , when compared to SR, and the optimum speed for SR. |
X |
X |
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032 01 03 03 |
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Maximum endurance |
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(01) |
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Explain fuel flow in relation to TAS and thrust for a turbojet aeroplane. |
X |
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(02) |
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State the speed for maximum endurance for a turbojet aeroplane. |
X |
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(03) |
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Explain fuel flow in relation to TAS and thrust for a propeller-driven aeroplane. |
X |
X |
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(04) |
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State the speed for maximum endurance for a propeller-driven aeroplane and the disadvantages of holding at this speed (e.g. high angle of attack (AoA) and lack of speed stability). |
X |
X |
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(05) |
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Explain the effect of wind and altitude on endurance, and the maximum endurance speed for a turbojet aeroplane. |
X |
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(06) |
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Explain the effect of wind and altitude on endurance, and the maximum endurance speed for a propeller‑driven aeroplane. |
X |
X |
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(07) |
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Describe the benefits of managing your en-route airspeed to reduce or avoid holding time, and the operational situations when it could be used (commanded by the pilot or air traffic control (ATC), when delays at arrival airport occur). |
X |
X |
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032 01 04 00 |
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Climbing |
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032 01 04 01 |
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Climbing (climb performance) |
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(01) |
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Resolve the forces during a steady climb. |
X |
X |
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(02) |
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Define and explain the following terms: — critical engine; — speed for best angle of climb (VX); — speed for best rate of climb (VY). |
X |
X |
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(03) |
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Explain climb performance in relation to the thrust available and thrust required (angle of climb), and power available and power required (rate of climb). |
X |
X |
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(04) |
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Explain the meaning and effect of ‘excess thrust’ and ‘excess power’ in a steady climb. |
X |
X |
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(05) |
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Interpret the ‘thrust/power required’ and ‘thrust/power available’ curves in a steady climb. |
X |
X |
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(06) |
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State the difference between climb angle and gradient. |
X |
X |
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(07) |
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Explain the effect of weight on the climb angle and rate of climb, and the speed for best angle and best rate of climb. |
X |
X |
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(08) |
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Explain the effects of pressure altitude and temperature, including an inversion on climb performance (angle and rate of climb). |
X |
X |
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(09) |
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Explain the effect of configuration on climb performance (angle and rate of climb, and VX and VY). |
X |
X |
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(10) |
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Describe the effect of engine failure on climb performance (angle and rate of climb, and VX and VY). |
X |
X |
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(11) |
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Calculate the all-engine and one-engine-out climb gradient from given values of engine thrust and aeroplane drag and weight. |
X |
X |
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032 01 05 00 |
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Descending |
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032 01 05 01 |
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Descending (descent performance) |
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(01) |
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Resolve the forces during steady descent and in the glide. |
X |
X |
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(02) |
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Explain descent performance in relation to thrust available and thrust required (drag), and power available and power required. |
X |
X |
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(03) |
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Explain the meaning of ‘excess thrust required’ (excess drag) and ‘excess power required’ in a steady descent. |
X |
X |
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(04) |
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Interpret the ‘thrust/power required’ and ‘thrust/power available’ curves in a steady descent. |
X |
X |
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(05) |
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Explain the effect of mass, altitude, wind, speed and configuration on the glide descent. |
X |
X |
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(06) |
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Explain the effect of mass, altitude, wind, speed and configuration on the powered descent. |
X |
X |
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032 02 00 00 |
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CS-23/APPLICABLE OPERATIONAL REQUIREMENTS PERFORMANCE CLASS B — THEORY |
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032 02 01 00 |
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Airworthiness requirements |
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032 02 01 01 |
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Airworthiness requirements and definitions |
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(01) |
X |
Define the following speeds: — stall speeds VS, VS0 and VS1; — rotation speed VR; — speed at 50 ft above the take-off surface level; — reference landing speed VREF. |
X |
X |
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(02) |
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Describe the limitations on VR, on the speed at 50 ft above the take-off surface and on VREF, and given the appropriate stall speed, estimate the values based on these limitations for a single-engine, class B aeroplane. |
X |
X |
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(03) |
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Describe the limitations on VR, on the speed at 50 ft above the take-off surface and on VREF, and given the appropriate stall speed, estimate the values based on these limitations for a multi-engine, class B aeroplane. |
X |
X |
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(04) |
X |
Describe the European Union airworthiness requirements according to CS-23 relating to aeroplane performance (stall, take-off, climb, landing). |
X |
X |
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(05) |
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Define and identify the critical engine of a multi‑engine propeller aeroplane. |
X |
X |
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(06) |
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Explain the effect of an engine failure on the power required, the total drag (thrust required) and climb performance of a multi-engine aeroplane. |
X |
X |
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(07) |
|
Explain the effect of engine failure on the minimum control speed of a multi-engine aeroplane under given conditions (temperature and pressure altitude). |
X |
X |
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032 02 02 00 |
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Intentionally left blank |
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032 02 03 00 |
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Take-off and landing |
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032 02 03 01 |
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Take-off and landing (definitions and effects) |
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(01) |
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Define the following distances and masses: — take-off distance; — landing distance; — ground-roll distance; — maximum allowed take-off mass; — maximum allowed landing mass. |
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(02) |
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Explain the effect of flap-setting on the take-off, landing and ground-roll distances. |
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(03) |
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Explain the effects of the following runway (RWY) variables on take-off distances: — RWY slope; — RWY surface conditions: dry, wet and contaminated; — RWY elevation. |
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(04) |
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For both fixed-pitch and constant-speed propeller aeroplanes, explain the effect of airspeed on thrust during the take-off run. |
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(05) |
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Describe the effects of brake release before take-off power is set on the TOD and ASD. |
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(06) |
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Explain the effect of wind on take-off and landing distances, and determine the actual headwind/tailwind component given the runway direction, wind speed and direction, by use of wind component graphs, mathematical calculations, and rule of thumb. |
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(07) |
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Explain why an aeroplane has maximum crosswind limit(s) and determine the crosswind component given the runway direction, wind speed and direction, by use of wind component graphs, mathematical calculations, and rule of thumb. |
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(08) |
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Explain the percentage of accountability for headwind and tailwind components during take-off and landing calculations. |
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(09) |
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Explain the effect of runway conditions on the landing distance. |
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(10) |
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Explain the effects of pressure altitude and temperature on the take-off distance, take-off climb, landing distance and approach climb. |
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(11) |
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Describe the landing airborne distance and ground-roll distance and estimate the effect on the landing distance when the aeroplane is too fast or too high at the screen. |
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(12) |
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Describe the take-off flight path for a multi-engine, class B aeroplane. |
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(13) |
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Describe the dimensions of the take off flight path accountability area (domain). |
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032 02 04 00 |
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Climb, cruise and descent |
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032 02 04 01 |
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Climb, cruise and descent (requirements and calculations) |
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(01) |
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Describe the climb and en-route requirements according to the applicable operational requirements. |
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(02) |
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For a single-engine aeroplane, calculate the expected obstacle clearance (in visual meteorological conditions (VMC)) given gross climb performance, obstacle height and distance from reference zero. |
X |
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(03) |
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For a single-engine aeroplane, calculate the net glide gradient and net glide distance, given aeroplane altitude, terrain elevation, gross gradient or lift/drag ratio (L/D ratio), and headwind or tailwind component. |
X |
X |
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032 03 00 00 |
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CS-23/APPLICABLE OPERATIONAL REQUIREMENTS PERFORMANCE CLASS B — USE OF AEROPLANE PERFORMANCE DATA FOR SINGLE- AND MULTI‑ENGINE AEROPLANES |
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032 03 01 00 |
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Intentionally left blank |
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032 03 02 00 |
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Intentionally left blank |
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032 03 03 00 |
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Use of aeroplane performance data |
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032 03 03 01 |
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Take-off |
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(01) |
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Determine the field-length-limited take-off mass and take-off speeds given defactored distance, configuration, pressure altitude, temperature and headwind/tailwind component. |
X |
X |
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(02) |
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Determine the accelerate-go distance and accelerate‑stop distance data. |
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(03) |
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Determine the ground-roll distance and take-off distance from graphs. |
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(04) |
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Determine the all-engine-out and critical-engine-out take-off climb data. |
X |
X |
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(05) |
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Determine take off flight path for a MEP aeroplane of given mass and given airfield conditions, and calculate the obstacle clearance based on the take off flight path. |
X |
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(06) |
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Determine the minimum headwind or maximum tailwind component required for take-off for a given mass and given airfield conditions. |
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(07) |
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Given take-off run available (TORA), TODA and ASDA, slope and surface conditions, calculate the defactored distance to be used for commercial air transport using the appropriate take-off graphs. |
X |
X |
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(08) |
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Calculate the minimum TORA or TODA for commercial air transport given the defactored take-off distance or run, runway surface and slope. |
X |
X |
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032 03 03 02 |
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Climb |
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(01) |
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Determine rate of climb. |
X |
X |
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(02) |
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Calculate obstacle clearance climb data. |
X |
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(03) |
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Determine the still-air and flight-path gradients for given IAS, altitude, temperature, aeroplane weight and, if relevant, wind component. |
X |
X |
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032 03 03 03 |
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Intentionally left blank |
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032 03 03 04 |
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Landing |
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(01) |
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Determine the field-length-limited landing mass and landing speeds given defactored distance, configuration, pressure altitude, temperature and headwind or tailwind component. |
X |
X |
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(02) |
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Determine landing climb data in the event of balked landing. |
X |
X |
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(03) |
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Determine landing distance and ground-roll distance for given flap position, aeroplane weight and airfield data. |
X |
X |
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(04) |
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Calculate, given the landing distance available (LDA), slope and surface type and condition, the defactored distance to be used for commercial air transport using the appropriate landing graphs. |
X |
X |
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(05) |
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Calculate the minimum landing distance (LD) that must be available for commercial air transport given the defactored landing distance, runway surface and slope. |
X |
X |
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032 04 00 00 |
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CS-25/APPLICABLE OPERATIONAL REQUIREMENTS PERFORMANCE CLASS A — THEORY |
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032 04 01 00 |
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Take-off |
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032 04 01 01 |
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Take-off performance, definitions of and relationships between terms |
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(01) |
X |
Explain the forces affecting the aeroplane during the take-off run. |
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(02) |
X |
State the effects of thrust-to-weight ratio and flap‑setting on ground roll. |
X |
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(03) |
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Describe the European Union airworthiness requirements according to CS-25 relating to large aeroplane performance (General and Take-off). |
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(04) |
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Describe the terms ‘aircraft classification number’ (ACN) and ‘pavement classification number’ (PCN), and the requirements and hazards of operating on aerodrome surfaces with PCNs smaller than the ACNs. |
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(05) |
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Define and explain the following speeds in accordance with CS-25 or CS-Definitions: — reference stall speed (VSR); — reference stall speed in a specific configuration (VSR1); — 1-g stall speed at which the aeroplane can develop a lift force (normal to the flight path) equal to its weight (VS1g); — minimum control speed with critical engine inoperative (VMC); — minimum control speed on or near the ground (VMCG); — minimum control speed at take-off climb (VMCA); — engine failure speed (VEF); — take-off decision speed (V1); — rotation speed (VR); — take-off safety speed (V2); — minimum take-off safety speed (V2MIN); — minimum unstick speed (VMU); — lift-off speed (VLOF); — maximum brake energy speed (VMBE); — maximum tyre speed (VMax Tyre). |
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(06) |
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Explain the interdependence between the above‑mentioned speeds where relevant. |
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(07) |
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Define the following distances in accordance with CS‑25:
— take-off run with all engines operating and — take-off distance with all engines operating and one-engine-inoperative; — accelerate-stop distance with all engines operating and one-engine-inoperative. |
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(08) |
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Explain how loss of TORA due to alignment is accounted for. |
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(09) |
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Explain the effect of the interdependency of relevant speeds in 032 04 01 01 (05) and the situations in which these interdependencies can cause speed and performance restrictions. |
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032 04 01 02 |
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Take-off distances |
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(01) |
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Explain the effects of the following runway (RWY) variables on take-off distances: — RWY slope; — RWY surface conditions: dry, wet and contaminated; — RWY elevation. |
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(02) |
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Explain the effects of the following aeroplane variables on take-off distance: — aeroplane mass; — take-off configuration; — bleed-air configurations. |
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(03) |
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Explain the effects of the following meteorological variables on take-off distances: — wind; — temperature; — pressure altitude. |
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(04) |
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Explain the consequence of errors in rotation technique on take-off distance: — early and late rotation; — too high and too low rotation angle; — too high and too low rotation rate. |
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(05) |
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Compare the take-off distance for specified conditions and configuration for all engines operating and |
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(06) |
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Explain the effect of using clearway on the |
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(07) |
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Explain the influence of aeroplane mass, air density and flap settings on V1, V2 and V2MIN and thereby on take-off distance. |
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(08) |
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Explain the effect of an error in V1 on the resulting one-engine-out take-off distance. |
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032 04 01 03 |
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Accelerate-stop distance |
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(01) |
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Explain how the accelerate-stop distance is affected by given conditions and configuration for all engines operating and one-engine-inoperative. |
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(02) |
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Explain the effect of using a stopway on the |
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(03) |
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Explain the effect of an error in V1 on the resulting accelerate-stop distance. |
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(04) |
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Explain the effect of runway slope or wind component on the accelerate-stop distance. |
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(05) |
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Explain how the accelerate-stop distance is determined and discuss the deceleration procedure. |
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(06) |
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Explain how the accelerate-stop distance is affected by the use of brakes, anti-skid, reverse thrust, ground spoilers (lift dumpers) and by brake energy absorption limits, delayed temperature rise and brake temperature indication. |
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(07) |
X |
Explain the hazards of rejecting a take-off from high ground speed or high take-off mass, and how to manage these hazards. |
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032 04 01 04 |
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Balanced field length concept |
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(01) |
X |
Define the term ‘balanced field length’. |
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(02) |
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Describe the relationship between take-off distance and accelerate-stop distance, and identify on a diagram the balanced field length and balanced V1. |
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(03) |
X |
Describe the applicability of a balanced field length. |
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032 04 01 05 |
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Unbalanced field length concept |
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(01) |
X |
Describe the applicability of an unbalanced field length. |
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(02) |
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Explain the effect of additional stopway on the allowed take-off mass and appropriate V1 when using an unbalanced field. |
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(03) |
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Explain the effect of additional clearway on the allowed take-off mass and appropriate V1 when using an unbalanced field. |
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032 04 01 06 |
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Field-length-limited take-off mass (FLLTOM) |
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(01) |
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Explain the factors that affect the FLLTOM. |
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(02) |
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Explain the concept of a ‘range of V1’ and explain reasons for the placement of the designated V1 towards the faster or slower end of the range. |
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032 04 01 07 |
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Contaminated runways Remark: See 010 09 02 04 and 071 02 13 02 |
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(01) |
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Define a ‘contaminated runway’, ‘wet runway’, and a ‘dry runway’. |
X |
X |
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(02) |
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Describe the different types of contamination: wet or water patches, frost-covered, dry snow, wet snow, slush, ice, compacted or rolled snow, frozen ruts or ridges. |
X |
X |
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(03) |
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Intentionally left blank |
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(04) |
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Intentionally left blank |
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(05) |
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Define the different types of hydroplaning. |
X |
X |
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(06) |
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Explain the difference between the two dynamic hydroplaning speeds and state which of them is the most limiting for an aircraft operating on a wet runway. |
X |
X |
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(07) |
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State that some wind limitations may apply in case of contaminated runways. Those limitations are to be found in Part B of the Operations Manual — Limitations. |
X |
X |
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(08) |
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State that the procedures associated with take-off and landing on contaminated runways are to be found in Part B of the Operations Manual — Normal procedures. |
X |
X |
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(09) |
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State that the performance associated with contaminated runways is to be found in Part B of the Operations Manual — Performance. |
X |
X |
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032 04 01 08 |
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Take-off climb |
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(01) |
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Explain the difference between the flat-rated and non-flat-rated part in performance charts. |
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(02) |
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State the differences in climb-gradient requirements for two-, three- and four-engined aeroplanes. |
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(03) |
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Explain the effects of aeroplane configuration and meteorological conditions on the take-off climb. |
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(04) |
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Determine the climb-limited take-off mass. |
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032 04 01 09 |
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Obstacle-limited take-off |
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(01) |
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Describe the operational regulations for obstacle clearance in the net take-off flight path (NTOFP). |
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(02) |
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Define the actual and NTOFP with |
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(03) |
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Explain the effects of aeroplane configuration and meteorological conditions on the obstacle-limited take-off mass. |
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(04) |
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Describe the segments of the actual take-off flight path. |
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(05) |
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Describe the changes in the configuration, power, thrust and speed in the NTOFP climb segments. |
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(06) |
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State the standard maximum bank angle(s) in the first and second segment, and determine the effect on the stall speed and implication on V2. |
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(07) |
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Explain the influence of airspeed selection, acceleration and turns on the climb gradient. |
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(08) |
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Describe the European Union airworthiness requirements according to CS-25 relating to aeroplane performance take-off climb and flight path. |
X |
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032 04 01 10 |
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Performance-limited take-off mass (PLTOM) and regulated take-off mass (RTOM) tables |
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(01) |
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Define PLTOM and RTOM. |
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(02) |
X |
Describe the use of RTOM tables or similar to find PLTOM and how this can also be done using an EFB. |
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(03) |
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Interpret what take-off limitation (field length, obstacle, climb, structural, etc.) is restricting a particular RTOM as it is presented in RTOM tables or similar. |
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(04) |
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Describe why data from an EFB can differ from data derived from RTOM tables or similar. |
X |
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032 04 01 11 |
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Take-off performance on wet and contaminated runways |
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(01) |
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Explain the differences between the take-off performance determination on a wet or contaminated runway and on a dry runway. |
X |
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(02) |
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Describe a wet V1 and explain the consequences of using a wet V1. |
X |
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(03) |
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Describe the hazards, effects and management of operating from a contaminated runway. |
X |
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(04) |
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Describe displacement drag, impingement drag, and the methods to monitor acceleration. |
X |
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(05) |
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Explain the benefits and implications of using a derated take-off on a contaminated runway. |
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032 04 01 12 |
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Use of reduced (flexible or flex) and derated thrust |
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(01) |
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Explain the advantages and disadvantages of using reduced (flex) and derated thrust. |
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(02) |
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Explain the difference between and principles behind reduced (flex) and derated thrust. |
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(03) |
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Explain when reduced (flex) and derated thrust may and may not be used. |
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(04) |
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Explain the effect of using reduced (flex) and derated thrust on take-off performance including take-off speeds, take-off distance, climb performance and obstacle clearance. |
X |
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(05) |
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Explain the assumed temperature method for determining reduced (flex) thrust performance. |
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032 04 01 13 |
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Take-off performance using different take-off flap settings |
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(01) |
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Explain the advantages and disadvantages of using different take-off flap settings to optimise the performance-limited take-off mass (PLTOM). |
X |
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(02) |
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Determine the optimum flap position and PLTOM from given figures. |
X |
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032 04 01 14 |
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Take-off performance using increased V2 speeds (‘improved climb performance’) |
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(01) |
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Explain the advantages and disadvantages of the increased V2 procedure. |
X |
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(02) |
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Explain under what circumstances this procedure can be used. |
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(03) |
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Explain the hazards of the fast V1 and VLOF speeds associated with the increased V2 procedure and how they can be managed. |
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032 04 01 15 |
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Brake-energy and tyre-speed limit |
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(01) |
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Explain the effects on take-off performance of brake‑energy and tyre-speed limits. |
X |
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(02) |
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Explain under what conditions they are more likely to become limiting. |
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032 04 02 00 |
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Climb |
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032 04 02 01 |
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Climb techniques |
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(01) |
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Explain the effect of climbing at constant IAS on: — TAS; — Mach number; — climb gradient; — rate of climb. |
X |
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(02) |
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Explain the effect of climbing at constant Mach number on: — TAS; — IAS; — climb gradient; — rate of climb. |
X |
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(03) |
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Explain the correct sequence of climb speeds for turbojet transport aeroplanes. |
X |
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(04) |
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Determine the effect on TAS when climbing in and above the troposphere at constant Mach number. |
X |
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032 04 02 02 |
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Influence of variables on climb performance |
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(01) |
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Explain the effect on the operational speed limit when climbing at constant IAS and at constant Mach number. |
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(02) |
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Explain the term ‘crossover altitude’ which occurs during the climb speed schedule (IAS–Mach number). |
X |
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032 04 03 00 |
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Cruise |
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032 04 03 01 |
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Intentionally left blank |
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032 04 03 02 |
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Intentionally left blank |
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032 04 03 03 |
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Intentionally left blank |
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032 04 03 04 |
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Long-range cruise |
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(01) |
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Define the term ‘long-range cruise’. |
X |
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(02) |
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Explain the differences between flying at long-range speed and maximum-range speed with regard to fuel‑flow and speed stability. |
X |
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032 04 03 05 |
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Intentionally left blank |
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032 04 03 06 |
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Cruise altitudes |
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(01) |
X |
Define the term ‘optimum cruise altitude’. |
X |
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(02) |
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Explain the factors that affect optimum cruise altitude. |
X |
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(03) |
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Explain the factors that can affect or limit the maximum operating cruise altitude. |
X |
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(04) |
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Explain the purpose of, and operational reasons for, a step climb and when such a climb would be initiated for optimum range. |
X |
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(05) |
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Describe the buffet onset boundary (BOB) and determine the high- and low-speed buffet (speed/Mach number only). |
X |
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(06) |
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Analyse the influence of bank angle, mass and the 1.3g buffet margin on a step climb. |
X |
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(07) |
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Describe that the high-speed buffet can occur at speeds slower or faster than MMO. |
X |
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(08) |
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Explain the reasons why a step climb may not be used (e.g. for short sectors, advantageous winds, avoiding turbulence, and due to air traffic restrictions). |
X |
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032 04 03 07 |
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Cost index (CI) |
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(01) |
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Describe ‘cost index’. |
X |
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(02) |
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Describe the reason for economical cruise speed. |
X |
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(03) |
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Describe the effect of cost index on climb, cruise and descent speeds. |
X |
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032 04 04 00 |
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En-route one-engine-inoperative |
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032 04 04 01 |
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Drift-down |
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(01) |
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Describe the determination of en-route flight-path data with one-engine-inoperative in accordance with the CS-25 provision on en-route flight paths. |
X |
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(02) |
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Describe the minimum obstacle-clearance height prescribed in the applicable operational requirements. |
X |
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(03) |
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Describe the optimum speed that the pilot should select during drift-down. |
X |
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(04) |
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Explain the influence of deceleration on the drift‑down profiles. |
X |
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032 04 04 02 |
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Influence of variables on the en-route |
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(01) |
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Describe and explain the factors which affect the en‑route net drift-down flight path. |
X |
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032 04 05 00 |
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Descent |
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032 04 05 01 |
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Descent techniques |
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(01) |
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Explain the effect of descending at constant Mach number. |
X |
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(02) |
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Explain the effect of descending at constant IAS. |
X |
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(03) |
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Explain the correct sequence of descent speeds for turbojet transport aeroplanes. |
X |
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(04) |
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Determine the effect on TAS when descending in and above the troposphere at constant Mach number. |
X |
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(05) |
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Describe the following limiting speeds for descent: — maximum operating speed (VMO); — maximum Mach number (MMO). |
X |
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(06) |
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Explain the effect of a descent at constant Mach number on the margin to low- and high-speed buffet. |
X |
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032 04 05 02 |
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Energy management in the descent |
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(01) |
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Explain the advantages and principle of a continuous descent. |
X |
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(02) |
X |
Describe energy management in terms of chemical, potential and kinetic energy. |
X |
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(03) |
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Describe the effect of increasing/decreasing headwind and tailwind on profile management. |
X |
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(04) |
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Describe the effect of the Mach number to IAS transition (speed conversion) on profile management. |
X |
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(05) |
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Describe situations during the descent and approach in which a pilot could find that an aeroplane flies high or fast, and explain how the pilot can manage descent angle/excess energy. |
X |
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032 04 06 00 |
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Approach and landing |
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032 04 06 01 |
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Approach requirements |
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(01) |
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Describe the CS-25 requirements for the approach climb (one-engine-inoprative). |
X |
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(02) |
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Describe the CS-25 requirements for the landing climb. |
X |
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(03) |
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Explain the effect of temperature and pressure altitude on approach and landing-climb performance. |
X |
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032 04 06 02 |
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Landing-field-length and landing-speed requirements |
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(01) |
X |
Describe the landing distance determined according to CS 25 (‘demonstrated’ landing distance). |
X |
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(02) |
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Describe the landing-field-length requirements for dry, wet and contaminated runways and the applicable operational requirements. |
X |
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(03) |
X |
Define the ‘landing distance available’ (LDA). |
X |
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(04) |
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Define and explain the following speeds in accordance with CS-25 or CS-Definitions: — reference stall speed in the landing configuration (VSR0); — reference landing speed (VREF); — minimum control speed, approach and landing (VMCL). |
X |
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032 04 06 03 |
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Influence of variables on landing performance |
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(01) |
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Explain the effect of runway slope, surface conditions and wind on the maximum landing mass for a given landing distance available in accordance with the applicable operational requirements. |
X |
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(02) |
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Explain the effect on landing distance and maximum allowable landing mass of the following devices affecting deceleration: — reverse; — anti-skid; — ground spoilers or lift dumpers; — autobrakes. |
X |
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(03) |
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Explain the effect of temperature and pressure altitude on the maximum landing mass for a given landing distance available. |
X |
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(04) |
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Explain the effect of hydroplaning on landing distance required and methods of managing landing on contaminated or wet runways. |
X |
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032 04 06 04 |
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Quick turnaround limit |
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(01) |
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Describe how brake temperature limits the turnaround times. |
X |
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032 05 00 00 |
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CS-25/APPLICABLE OPERATIONAL REQUIREMENTS PERFORMANCE CLASS A — USE OF AEROPLANE PERFORMANCE DATA |
X |
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032 05 01 00 |
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Take-off |
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032 05 01 01 |
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Take-off (performance data) |
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(01) |
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Determine from given graphs the field-lenght-limited take-off mass (FLLTOM) and describe situations in which this limitation could be most restrictive for take-off. |
X |
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(02) |
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Determine from given graphs the climb-limited take‑off mass and describe situations in which this limitation could be most restrictive for take-off. |
X |
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(03) |
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Determine from given graphs the obstacle-limited mass and describe situations in which this limitation could be most restrictive for take-off. |
X |
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(04) |
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Determine from given graphs the tyre-speed-limited take-off mass. |
X |
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(05) |
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Determine from given graphs the maximum brake‑energy-limited take-off mass. |
X |
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(06) |
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Determine the take-off V speeds for the actual take‑off mass. |
X |
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(07) |
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Determine the maximum take-off mass using given RTOM tables. |
X |
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(08) |
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Using RTOM tables, determine the take-off V speeds for the actual take-off weight using appropriate corrections. |
X |
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(09) |
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Determine the assumed/flex temperature and take‑off V speeds using the RTOM tables. |
X |
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(10) |
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Calculate the break cooling time following a rejected take-off given appropriate data. |
X |
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032 05 02 00 |
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Drift-down and stabilising altitude |
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032 05 02 01 |
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Drift-down and stabilising altitude (performance data) |
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(01) |
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Determine the one-engine-out net stabilising altitude (level-off altitude) from given graphs/tables. |
X |
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(02) |
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Determine the maximum mass at which the net stabilising altitude with one-engine-out clears the highest relevant obstacle by the required clearance margin. |
X |
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(03) |
|
Determine, using drift-down graphs, fuel used, time and distance travelled in a descent from a cruise flight level to a given altitude. |
X |
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032 05 03 00 |
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Landing |
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032 05 03 01 |
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Landing (performance data) |
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(01) |
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Determine the field length required for landing with a given landing mass from the aeroplane performance data sheets. |
X |
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(02) |
|
Determine the landing and approach climb-limited landing mass from the aeroplane performance data sheets. |
X |
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(03) |
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Calculate the maximum allowable landing mass as the lowest of: — approach-climb- and landing-climb-limited landing mass; — landing-field-length-limited landing mass; — structural-limited landing mass. |
X |
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(04) |
|
Determine the brake cooling time for different landing masses using the aeroplane performance data sheets. |
X |
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SUBJECT 033 – FLIGHT PERFORMANCE AND PLANNING – FLIGHT PLANNING AND MONITORING
ED Decision 2020/018/R
General Student Pilot Route Manual (GSPRM)
This document shall be referred to as the General Student Pilot Route Manual (GSPRM) and should contain as a minimum:
1. a table of contents and a list of effective pages;
2. introduction with the instrument flight rules (IFR) charts’ legends;
3. 1:500 000 visual flight rule (VFR) aeronautical chart of Germany;
4. en-route low- and high-altitude IFR charts to cover the airspace above all EU Member States plus Norway, Switzerland, Liechtenstein and the Balkans;
5. en-route high-altitude chart of the North Pole (a polar stereographic projection) to illustrate current polar routes;
6. a plotting chart of the North Atlantic (with information on extended range operations with two-engined aeroplanes (ETOPS));
7. area, aerodrome/heliport, aerodrome ground movement, standard instrument departure (SID), standard instrument arrival (STAR) and instrument approach charts (IACs) for Alicante Elche, Amsterdam Schiphol, Dubrovnik Čilipi, London Heathrow, Nantes/Atlantique, Santorini and Stuttgart for aeroplane operations, and Aberdeen, De Kooy and Tromso for helicopter operations;
8. microwave landing system (MLS) approach chart for Galbraith Lake Alaska;
9. an example of a completed air traffic service (ATS) flight plan (with instructions on how to complete it), including the ICAO model flight plan form;
10. introduction with the VFR charts’ legends, aerodrome directories for Croatia, France, Germany, Spain and United Kingdom, and area, aerodrome/heliport and visual approach charts (VACs) for Aberdeen Dyce, Alicante Elche, Dubrovnik Čilipi, Friedrichshafen, Gloucestershire and Nantes/Atlantique.
The charts should have a frozen date (e.g. 01.01.2017), and be reissued on a regular basis (e.g. every 4–5 years).
The charts listed above will form the basis for the questions in licensing examinations.
There will be no obligation for any student or approved training organisation (ATO) to buy, use or issue the GSPRM (nor will it have any other subject-matter material in it), but the content will be the basis for charts which may appear in Part-FCL exams. Any chart provider (Lido, Jeppesen, Navtech, etc.) may provide the GSPRM, but the students will not be expected to learn non-ICAO standard symbology or chart requirements.
Note that the term ‘mass’ is used to describe a quantity of matter, and ‘weight’ when describing the force. However, the term ‘weight’ is normally used in aviation to colloquially describe mass. The professional pilot should always note the units to determine whether the term ‘weight’ is being used to describe a force (e.g. unit newton) or quantity of matter (e.g. unit kilogram).
|
Syllabus reference |
BK |
Syllabus details and associated Learning Objectives |
Aeroplane |
Helicopter |
IR |
CB-IR(A) |
BIR Exam |
BIR BK |
Remarks |
|||
|
ATPL |
CPL |
ATPL/IR |
ATPL |
CPL |
||||||||
|
030 00 00 00 |
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FLIGHT PERFORMANCE AND PLANNING |
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033 00 00 00 |
|
FLIGHT PLANNING AND MONITORING |
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033 01 00 00 |
|
FLIGHT PLANNING FOR VFR FLIGHTS Remark: Using the GSPRM VFR charts. |
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033 01 01 00 |
|
VFR navigation plan |
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033 01 01 01 |
|
Airspace, communication, visual and radio‑navigation data from VFR charts |
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(01) |
|
Select routes taking the following criteria into account: — classification of airspace; — restricted areas; — VFR semicircular rules; — visually conspicuous points; — radio-navigation aids. |
X |
X |
X |
X |
X |
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(02) |
|
Find the frequencies or identifiers of radio‑navigation aids from charts. |
X |
X |
X |
X |
X |
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(03) |
|
Find the communication frequencies and call signs for the following: — control agencies and service facilities; — flight information service (FIS); — weather information stations; — automatic terminal information service (ATIS). |
X |
X |
X |
X |
X |
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033 01 01 02 |
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Planning courses, distances and cruising levels with VFR charts |
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(01) |
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Choose visual waypoints in accordance with specified criteria (large, unique, contrast, vertical extent, etc.). |
X |
X |
X |
X |
X |
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(02) |
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Measure courses and distances from a VFR chart. |
X |
X |
X |
X |
X |
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(03) |
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Find the highest obstacle within a given distance on either side of the course. |
X |
X |
X |
X |
X |
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(04) |
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Find the following data from a VFR chart and transfer them to a navigation plan: — waypoints or turning points; — distances; — true/magnetic courses. |
X |
X |
X |
X |
X |
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(05) |
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Calculate the minimum pressure altitude with a given obstacle clearance or true altitude from a given altitude or pressure altitude from minimum grid-area altitude using outside air temperature (OAT) and QNH. |
X |
X |
X |
X |
X |
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(06) |
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Calculate the vertical or horizontal distance and time to climb or descend to/from a given level or altitude with given data. |
X |
X |
X |
X |
X |
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(07) |
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Explain how to determine the position of a significant VFR point for insertion into a global navigation satellite system (GNSS) flight plan, using the distance and bearing from an existing significant point and using coordinates. |
X |
X |
X |
X |
X |
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033 01 01 03 |
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Aerodrome charts and aerodrome directory |
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(01) |
X |
Explain the reasons for studying the visual departure procedures and the available approach procedures. |
X |
X |
X |
X |
X |
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(02) |
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Find all visual procedures which can be expected at the departure, destination and alternate aerodromes. |
X |
X |
X |
X |
X |
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(03) |
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Find all relevant aeronautical and regulatory information required for VFR flight planning from the aerodrome charts or aerodrome directory. |
X |
X |
X |
X |
X |
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033 01 01 04 |
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Intentionally left blank |
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033 01 01 05 |
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Completion of navigation plan |
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(01) |
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Calculate the true airspeed (TAS) from given aircraft performance data, altitude and OAT. |
X |
X |
X |
X |
X |
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(02) |
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Calculate wind correction angles (WCAs), drift and ground speeds (GS). |
X |
X |
X |
X |
X |
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(03) |
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Calculate individual and accumulated times for each leg to destination and alternate aerodromes. |
X |
X |
X |
X |
X |
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033 02 00 00 |
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FLIGHT PLANNING FOR IFR FLIGHTS Remark: Using the GSPRM IFR charts. |
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033 02 01 00 |
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IFR navigation plan |
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033 02 01 01 |
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Air traffic service (ATS) routes |
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(01) |
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Identify suitable routings by identifying all relevant aeronautical and regulatory information (including information published in the national aeronautical information publication (AIP)) required for IFR flight planning. |
X |
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X |
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X |
X |
2 |
3 |
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(02) |
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Identify and describe ATS routes (conventional, area navigation (RNAV), required navigation performance (RNP), conditional routes (CDRs), and direct routes). |
X |
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X |
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X |
X |
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033 02 01 02 |
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Courses and distances from en-route charts |
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(01) |
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Determine courses and distances. |
X |
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X |
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X |
X |
2 |
3 |
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(02) |
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Determine bearings and distances of waypoints from radio-navigation aids. |
X |
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X |
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X |
X |
2 |
3 |
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033 02 01 03 |
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Altitudes |
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(01) |
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Define the following altitudes: — minimum en-route altitude (MEA); — minimum obstacle clearance altitude (MOCA); — minimum sector altitude (MSA); — minimum off-route altitude (MORA); — grid minimum off-route altitude (Grid MORA); — maximum authorised altitude (MAA); — minimum crossing altitude (MCA); — minimum holding altitude (MHA). |
X |
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X |
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X |
X |
2 |
3 |
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(02) |
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Extract the following altitudes from the chart(s): — MEA; — MOCA; — MSA; — MORA; — Grid MORA; — MAA; — MCA; — MHA. |
X |
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X |
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X |
X |
2 |
3 |
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(03) |
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State who is responsible for terrain separation during IFR flight inside and outside controlled airspace. |
X |
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X |
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X |
X |
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(04) |
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State the minimum obstacle clearance requirements for en-route IFR flight inside and outside controlled airspace. |
X |
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X |
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X |
X |
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(05) |
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State when a temperature error correction must be applied by either the pilot or ATC. |
X |
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X |
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X |
X |
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(06) |
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Identify and explain the use of minimum radar vectoring altitudes. |
X |
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X |
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X |
X |
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(07) |
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Calculate the minimum pressure altitude required with a given obstacle clearance, magnetic track, OAT, QNH and reduced vertical separation minimum (RVSM)/non-RVSM information. |
X |
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X |
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X |
X |
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(08) |
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Calculate true altitude above a given datum using a given pressure altitude, OAT and QNH. |
X |
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X |
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X |
X |
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033 02 01 04 |
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Standard instrument departure (SID) and standard instrument arrival (STAR) routes |
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(01) |
X |
State the reasons for studying SID and STAR charts. |
X |
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X |
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X |
X |
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(02) |
X |
State that SID and STAR charts show procedures only in a pictorial presentation style which may not be true to scale. |
X |
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X |
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X |
X |
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(03) |
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Interpret all data and information represented on SID and STAR charts, particularly: — routings; — distances; — courses; — radials; — altitudes/levels; — frequencies; — restrictions; — RNAV waypoints and non-RNAV intersection; — fly-over and fly-by waypoints. |
X |
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X |
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X |
X |
2 |
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(04) |
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Identify SID and STAR charts which might be relevant for a planned flight. |
X |
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X |
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X |
X |
2 |
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(05) |
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Define SID and STAR for RNAV only. |
X |
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X |
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X |
X |
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(06) |
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Describe the difference between SID/STAR, RNAV SID/STAR and RNAV SID/STAR overlay. |
X |
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X |
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X |
X |
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033 02 01 05 |
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Instrument-approach charts |
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(01) |
X |
State the reasons for being familiar with instrument-approach procedures (IAPs) and appropriate data for departure, destination and alternate aerodromes. |
X |
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X |
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X |
X |
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(02) |
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Select IAPs appropriate for departure, destination and alternate aerodromes. |
X |
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X |
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X |
X |
2 |
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(03) |
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Interpret all procedures, data and information represented on instrument-approach charts, particularly: — courses and radials; — distances; — altitudes/levels/heights; — restrictions; — obstructions; — frequencies; — speeds and times; — decision altitudes/heights (DAs/Hs); — (DA/H) and minimum descent altitudes/heights (MDAs/Hs); — visibility and runway visual ranges (RVRs); — approach-light systems. |
X |
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X |
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X |
X |
2 |
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(04) |
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Explain the following IAP terms: — type A and B; — 2D and 3D; — CAT I, II and III; — precision approach (conventional and ground-based augmentation system (GBAS)); — non-precision approach (conventional and required navigation performance approach (RNP APCH) (lateral navigation (LNAV), LNAV/vertical navigation (VNAV), localiser performance (LP), localiser performance with vertical guidance (LPV), and required navigation performance authorisation required approach (RNP AR APCH)); — approach procedure with vertical guidance (APV) (APV Baro and APV satellite-based augmentation system (SBAS)). |
X |
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X |
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X |
X |
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033 02 01 06 |
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Communications and radio-navigation planning data |
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(01) |
|
Find the communication frequencies and call signs for aeronautical services for IFR flights from en‑route charts. |
X |
|
X |
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X |
X |
2 |
3 |
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(02) |
|
Find the frequency or identifiers of radio-navigation aids for IFR flights from en-route charts. |
X |
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X |
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X |
X |
2 |
3 |
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033 02 01 07 |
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Completion of a manual navigation plan |
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(01) |
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Complete a navigation plan with the courses, distances and frequencies taken from charts. |
X |
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X |
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X |
X |
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3 |
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(02) |
|
Find the SID and STAR routes to be flown or to be expected. |
X |
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X |
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X |
X |
2 |
3 |
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(03) |
|
Determine the position of top of climb (TOC) and top of descent (TOD) from given appropriate data. |
X |
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X |
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X |
X |
2 |
3 |
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(04) |
|
Determine variation and calculate magnetic/true courses. |
X |
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X |
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X |
X |
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3 |
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(05) |
|
Calculate TAS from given aircraft performance data, altitude and OAT. |
X |
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X |
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X |
X |
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3 |
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(06) |
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Calculate wind correction angles (WCAs)/drift and ground speeds (GSs). |
X |
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X |
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X |
X |
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3 |
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(07) |
|
Calculate individual and accumulated times for each leg to destination and alternate aerodromes. |
X |
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X |
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X |
X |
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|
(08) |
|
Describe the advantages of global navigation satellite system/flight management computer (GNSS/FMC) equipment regarding: — automatic calculation and display of tracks and leg distances; — additional route information in the database (minimum altitudes, approach procedures); — time and fuel estimates over waypoints; — ability to adjust speed to arrive over a waypoint at a defined time; — time and fuel revisions based on predicted and actual wind. |
X |
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X |
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X |
X |
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(09) |
|
Describe the limitations of using GNSS/FMC equipment: — pilot-inputted errors (flight levels, wind, temperature, fuel); — the effect of other than predicted wind on fuel and time estimates; — the effect of aircraftʼs non-standard configuration on flight management system (FMS) predictions. |
X |
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X |
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X |
X |
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033 03 00 00 |
|
FUEL PLANNING — OPERATIONAL REQUIREMENTS |
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033 03 01 00 |
|
General |
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033 03 01 01 |
|
Fuel planning (general) |
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(01) |
|
Convert to volume, mass and density given in different units which are commonly used in aviation. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
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|
(02) |
|
Determine relevant data, such as fuel capacity, fuel flow/ consumption at different power/thrust settings, altitudes and atmospheric conditions, from the flight manual. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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|
(03) |
|
Calculate the attainable flight time/range from given average fuel flow/consumption and available amount of fuel. |
X |
X |
X |
X |
X |
X |
X |
3 |
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|
(04) |
|
Calculate the required fuel from given average fuel flow/ consumption and required time/range to be flown. |
X |
X |
X |
X |
X |
X |
X |
3 |
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|
(05) |
|
Calculate the required fuel for a VFR flight from given forecast meteorological conditions. |
X |
X |
X |
X |
X |
X |
X |
3 |
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|
(06) |
|
State the minimum amount of remaining fuel required on arrival at the destination and alternate aerodromes/ heliports. |
X |
X |
X |
X |
X |
X |
X |
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|
(07) |
|
Explain and describe how to calculate nautical air miles (NAM) from nautical ground miles (NGM). |
X |
X |
X |
X |
X |
X |
X |
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|
(08) |
|
Calculate the required fuel for an IFR flight from given forecast meteorological conditions. |
X |
|
X |
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X |
X |
3 |
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|
033 03 02 00 |
|
Pre-flight fuel planning for commercial flights |
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033 03 02 01 |
|
Taxi fuel |
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|
(01) |
|
Determine the fuel required for engine start and taxiing by consulting the fuel-usage tables or graphs from the flight manual taking into account all the relevant conditions. |
X |
X |
X |
X |
X |
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033 03 02 02 |
|
Trip fuel |
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(01) |
|
Define trip fuel and name the segments of flight for which the trip fuel is relevant. |
X |
X |
X |
X |
X |
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|
(02) |
|
Determine the trip fuel for the flight by using data from the fuel tables or graphs from the flight manual. |
X |
X |
X |
X |
X |
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033 03 02 03 |
|
Reserve fuel and its components |
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|
Contingency fuel |
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|
(01) |
|
Explain the reasons for having contingency fuel. |
X |
X |
X |
X |
X |
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|
(02) |
|
Calculate the contingency fuel according to the applicable operational requirements. |
X |
X |
X |
X |
X |
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|
Alternate fuel |
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|
(03) |
|
Explain the reasons and regulations for having alternate fuel and name the segments of flight for which the alternate fuel is relevant. |
X |
X |
X |
X |
X |
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|
(04) |
|
Calculate the alternate fuel in accordance with the applicable operational requirements and relevant data from the navigation plan and the flight manual. |
X |
X |
X |
X |
X |
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|
Final reserve fuel |
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|
(05) |
|
Explain the reasons and regulations for having final reserve fuel. |
X |
X |
X |
X |
X |
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|
(06) |
|
Calculate the final reserve fuel for an aircraft in accordance with the applicable operational requirements and by using relevant data from the flight manual. |
X |
X |
X |
X |
X |
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|
Additional fuel |
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|
(07) |
|
Explain the reasons and regulations for having additional fuel. |
X |
X |
X |
X |
X |
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|
(08) |
|
Calculate the additional fuel for a flight in accordance with the applicable operational requirements. |
X |
X |
X |
X |
X |
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|
033 03 02 04 |
|
Extra fuel |
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|
(01) |
|
Explain the reasons and regulations for having extra fuel in accordance with the applicable operational requirements. |
X |
X |
X |
X |
X |
|
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|
(02) |
|
Calculate the possible extra fuel under given conditions. |
X |
X |
X |
X |
X |
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|
(03) |
|
Explain the fuel penalty incurred when loading extra fuel (i.e. the additional fuel consumption due to increased mass). |
X |
X |
X |
X |
X |
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|
033 03 02 05 |
|
Calculation of total fuel and completion of the fuel section of the navigation plan (fuel plan) |
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|
(01) |
|
Calculate the total fuel required for a given flight. |
X |
X |
X |
X |
X |
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|
(02) |
|
Complete the fuel plan. |
X |
X |
X |
X |
X |
|
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|
033 03 03 00 |
|
Specific fuel-calculation procedures |
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|
033 03 03 01 |
|
Reduced contingency fuel procedure |
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|
(01) |
X |
Explain the reasons and regulations for reduced contingency fuel as stated in the applicable operational requirements. |
X |
|
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|
(02) |
|
Calculate the contingency fuel and trip fuel required in accordance with the reduced contingency fuel procedure. |
X |
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|
033 03 03 02 |
|
Isolated aerodrome or heliport procedure |
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|
(01) |
X |
Explain the basic procedures for an isolated aerodrome or heliport as stated in the applicable operational requirements. |
X |
|
X |
X |
|
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|
(02) |
|
Calculate the additional fuel for aeroplanes or helicopters according to the isolated aerodrome or heliport procedures. |
X |
|
X |
X |
|
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|
033 03 03 03 |
|
Predetermined-point procedure |
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|
(01) |
X |
Explain the basic idea of the predetermined-point procedure as stated in the applicable operational requirements. |
X |
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|
033 03 03 04 |
|
Fuel-tankering |
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|
(01) |
|
Explain the basic idea of fuel-tankering procedures. |
X |
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|
(02) |
|
Calculate how much fuel to tank by using given appropriate graphs, tables or data. |
X |
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|
033 03 03 05 |
|
Intentionally left blank |
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|
033 04 00 00 |
|
PRE-FLIGHT PREPARATION |
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|
033 04 01 00 |
|
Notice to airmen (NOTAM) briefing |
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033 04 01 01 |
|
Ground- and satellite-based facilities and services |
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|
(01) |
|
Check that the ground- and satellite-based facilities and services required for the planned flight are available and adequate. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
033 04 01 02 |
|
Departure, destination and alternate aerodromes |
|
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|
(01) |
|
Find and analyse the latest state at the departure, destination and alternate aerodromes, in particular for: — opening hours; — work in progress (WIP); — special procedures due to WIP; — obstructions; — changes of frequencies for communications, navigation aids and facilities. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(02) |
|
Check that satellite-based facilities are available during the expected time of use. |
X |
X |
X |
X |
X |
X |
X |
|
|
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|
(03) |
|
Check that GBAS/SBAS augmentation is available during the expected time of use. |
X |
X |
X |
X |
X |
X |
X |
|
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|
|
033 04 01 03 |
|
Airway routings and airspace structure |
|
|
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|
(01) |
|
Find and analyse the latest en-route state for: — airway(s) or route(s); — restricted, danger and prohibited areas; — changes of frequencies for communications, navigation aids and facilities. |
X |
X |
X |
X |
X |
X |
X |
3 |
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033 04 01 04 |
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Pre-flight preparation of GNSS achievability |
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(01) |
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Define why it is important to check GNSS achievability. |
X |
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(02) |
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Define receiver autonomous integrity monitoring (RAIM), NOTAM and notice advisory to NavStar users (NANU) messages. |
X |
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(03) |
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Explain the difference in use of augmented and non-augmented GNSS in connection with the achievability check. |
X |
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(04) |
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Explain the difference in planned and unplanned outage of GNSS or SBAS. |
X |
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033 04 02 00 |
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Meteorological briefing |
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033 04 02 01 |
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Intentionally left blank |
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033 04 02 02 |
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Update of navigation plan using the latest meteorological information |
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(01) |
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Confirm the most fuel-efficient altitude from given wind, temperature and aircraft data. |
X |
X |
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X |
3 |
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(02) |
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Confirm true altitudes from given atmospheric data to ensure that statutory minimum clearance is attained. |
X |
X |
X |
X |
X |
X |
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(03) |
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Confirm magnetic headings and GSs. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(04) |
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Confirm the individual leg times and the total time en route. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(05) |
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Confirm the total time en route for the trip to the destination. |
X |
X |
X |
X |
X |
X |
X |
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(06) |
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Confirm the total time from destination to the alternate aerodrome. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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033 04 02 03 |
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Intentionally left blank |
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033 04 02 04 |
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Intentionally left blank |
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033 04 02 05 |
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Update of fuel plan |
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(01) |
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Calculate the revised fuel data in accordance with the changed conditions. |
X |
X |
X |
X |
X |
X |
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3 |
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033 04 03 00 |
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Point of equal time (PET) and point of safe return (PSR) |
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033 04 03 01 |
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Point of equal time (PET) |
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(01) |
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Define ‘PETʼ. |
X |
X |
X |
X |
X |
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(02) |
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Calculate the position of a PET and the estimated time of arrival (ETA) at the PET from given relevant data. |
X |
X |
X |
X |
X |
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033 04 03 02 |
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Point of safe return (PSR) |
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(01) |
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Define ‘PSRʼ. |
X |
X |
X |
X |
X |
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(02) |
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Calculate the position of a PSR and the ETA at the PSR from given relevant data. |
X |
X |
X |
X |
X |
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033 05 00 00 |
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ICAO FLIGHT PLAN (ATS flight plan (FPL)) |
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033 05 01 00 |
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Individual FPL |
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033 05 01 01 |
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Format of FPL |
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(01) |
X |
State the reasons for a fixed format of an ICAO ATS FPL. |
X |
X |
X |
X |
X |
X |
X |
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(02) |
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Determine the correct entries to complete an ATS FPL plus decode and interpret the entries in a completed ATS FPL, particularly for the following: — aircraft identification (Item 7); — flight rules and type of flight (Item 8); — number and type of aircraft and wake‑turbulence category (Item 9); — equipment (Item 10); — departure aerodrome and time (Item 13); — route (Item 15); — destination aerodrome, total estimated elapsed time and alternate aerodrome (Item 16); — other information (Item 18); — supplementary information (Item 19). |
X |
X |
X |
X |
X |
X |
X |
3 |
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033 05 01 02 |
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Intentionally left blank |
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033 05 02 00 |
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Repetitive flight plan (RPL) |
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033 05 02 01 |
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Repetitive flight plan (RPL) |
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(01) |
X |
Explain the difference between an individual FPL and an RPL. |
X |
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X |
X |
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033 06 00 00 |
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FLIGHT MONITORING AND IN-FLIGHT REPLANNING |
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033 06 01 00 |
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Flight monitoring |
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033 06 01 01 |
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Monitoring of track and time |
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(01) |
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State the reasons for possible deviations from the planned track and planned timings. |
X |
X |
X |
X |
X |
X |
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(02) |
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Calculate GS by using actual in-flight parameters. |
X |
X |
X |
X |
X |
X |
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(03) |
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Calculate the expected leg times by using actual in‑flight parameters. |
X |
X |
X |
X |
X |
X |
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(04) |
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Enter, in the progress of flight, at the checkpoint or turning point, the ‘actual time-over’ and the ‘estimated time-over’ for the next checkpoint into the flight plan. |
X |
X |
X |
X |
X |
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(05) |
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State that it is necessary to determine the position of the aircraft accurately before commencing descent in order to ensure safe ground clearance. |
X |
X |
X |
X |
X |
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(06) |
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Calculate revised ETA based on changes to the pre‑flight plan, including changes of W/V, cruise level, OAT, distances, Mach number and calibrated airspeed (CAS). |
X |
X |
X |
X |
X |
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033 06 01 02 |
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In-flight fuel management |
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(01) |
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Explain why fuel checks must be carried out in flight at regular intervals and why relevant fuel data must be recorded. |
X |
X |
X |
X |
X |
X |
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(02) |
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Assess deviations of actual fuel consumption from planned consumption. |
X |
X |
X |
X |
X |
X |
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(03) |
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Calculate fuel quantity used, fuel consumption, and fuel remaining at navigation checkpoints/waypoints. |
X |
X |
X |
X |
X |
X |
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(04) |
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Compare the actual with the planned fuel consumption by means of calculation. |
X |
X |
X |
X |
X |
X |
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(05) |
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Determine the remaining range and endurance by means of calculation. |
X |
X |
X |
X |
X |
X |
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(06) |
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Calculate the revised fuel consumption based on changes to the pre-flight plan, including changes of W/V, cruise level, OAT, distances, Mach number and CAS. |
X |
X |
X |
X |
X |
X |
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033 06 02 00 |
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In-flight replanning |
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033 06 02 01 |
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Deviation from planned data |
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(01) |
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State that the commander is responsible for ensuring that, even in case of diversion, the remaining fuel is not less than the fuel required to proceed to an aerodrome where a safe landing can be made, with final reserve fuel remaining. |
X |
X |
X |
X |
X |
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(02) |
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Explain that, in the case of an in-flight update, the commander has to check the following: — the suitability of the new destination or alternate aerodrome; — meteorological conditions on revised routing and at revised destination or alternate aerodrome; — the aircraft must be able to land with the prescribed final reserve fuel. |
X |
X |
X |
X |
X |
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(03) |
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Calculate the revised destination/alternate aerodrome landing mass from given latest data. |
X |
X |
X |
X |
X |
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SUBJECT 034 – FLIGHT PERFORMANCE AND PLANNING – PERFORMANCE – HELICOPTERS
ED Decision 2020/018/R
Note that the term ‘mass’ is used to describe a quantity of matter, and ‘weight’ when describing the force. However, the term ‘weight’ is normally used in aviation to colloquially describe mass. The professional pilot should always note the units to determine whether the term ‘weight’ is being used to describe a force (e.g. unit newton) or quantity of matter (e.g. unit kilogram).
|
Syllabus reference |
BK |
Syllabus details and associated Learning Objectives |
Aeroplane |
Helicopter |
IR |
CB-IR(A) |
BIR Exam |
BIR BK |
Remarks |
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ATPL |
CPL |
ATPL/IR |
ATPL |
CPL |
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030 00 00 00 |
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FLIGHT PERFORMANCE AND PLANNING |
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034 00 00 00 |
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PERFORMANCE — HELICOPTERS |
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034 01 00 00 |
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GENERAL |
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034 01 01 00 |
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Performance legislation |
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034 01 01 01 |
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Airworthiness requirements |
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(01) |
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Interpret the airworthiness requirements of CS-27 and CS-29. |
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X |
X |
X |
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(02) |
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Name the general differences between helicopters certified according to CS-27 and CS-29. |
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X |
X |
X |
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034 01 01 02 |
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Operational regulations |
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(01) |
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State that the person responsible for complying with operational procedures is the commander. |
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X |
X |
X |
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(02) |
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Use and interpret diagrams and tables associated with CAT A and CAT B procedures in order to select and develop Class 1, 2 and 3 performance profiles according to available heliport size and location (surface or elevated). |
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X |
X |
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(03) |
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Interpret the charts showing minimum clearances associated with CAT A and CAT B procedures. |
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X |
X |
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034 01 02 00 |
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General performance theory |
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034 01 02 01 |
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Phases of flight |
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(01) |
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Explain the following phases of flight: — take-off; — climb; — level flight; — descent; — approach and landing. |
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X |
X |
X |
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(02) |
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Describe the necessity for different take-off and landing procedures. |
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X |
X |
X |
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034 01 02 02 |
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Definitions and terms |
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(01) |
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Define the following terms: — CAT A; — CAT B; — Performance Class 1, 2 and 3; — congested area; — elevated heliport; — helideck; — heliport; — hostile environment; — maximum operational passenger seating configuration (MOPSC); — non-hostile environment; — obstacle; — rotor radius (R); — take-off mass; — touchdown and lift-off area (TLOF); — safe forced landing; — speed for best rate of climb (Vy); — never exceed speed (VNE); — velocity landing gear extended (VLE); — velocity landing gear operation (VLO); — cruising speed and maximum cruising speed. |
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X |
X |
X |
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(02)
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Define the following terms: — reported headwind component; — take-off decision point (TDP); — defined point after take-off (DPATO); — take-off distance required helicopter (TODRH); — take-off distance available helicopter (TODAH); — distance required (DR); — rejected take-off distance required helicopter (RTODRH); — rotation point (RP); — committal point (CP); — defined point before landing (DPBL); — landing decision point (LDP); — landing distance available helicopter (LDAH); — landing distance required helicopter (LDRH); — ditching (see operations). |
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X |
X |
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(03) |
|
Understand the meaning and significance of the acronyms AEO and OEI. |
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X |
X |
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(04) |
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Define the terms ‘climb angle’ and ‘climb gradient’. |
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X |
X |
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(05) |
|
Define the terms ‘flight-path angle’ and ‘flight-path gradient’. |
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X |
X |
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(06) |
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Define ‘VmaxRange’ (speed for maximum range) and VmaxEnd (speed for maximum endurance). |
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X |
X |
X |
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(07) |
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Define and calculate the gradient by using power, wind, and helicopter mass. |
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X |
X |
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(08) |
|
Explain the terms ‘operational ceiling’ and ‘absolute ceiling’. |
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X |
X |
X |
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(09) |
|
Explain the term ‘service ceiling OEI’. |
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X |
X |
X |
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(10)
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Explain the difference between hovering in ground effect (HIGE) and hovering out of ground effect (HOGE). |
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X |
X |
X |
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034 01 02 03 |
|
Power required/power available curves |
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(01)
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Understand and interpret the power required/power available versus TAS graphs. |
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X |
X |
X |
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034 01 02 04 |
|
Height–velocity graphs |
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(01) |
|
Understand and interpret height–velocity graphs. |
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X |
X |
X |
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034 01 02 05 |
|
Influencing variables on performance |
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(01)
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Explain how the following factors affect helicopter performance: — pressure altitude; — humidity; — temperature; — wind; — helicopter mass; — helicopter configuration; — helicopter centre of gravity (CG). |
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X |
X |
X |
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034 02 00 00 |
|
PERFORMANCE CLASS 3 — SINGLE-ENGINE HELICOPTERS |
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034 02 01 00 |
|
Effect of variables on single-engine (SE) helicopter performance |
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034 02 01 01 |
|
Effect of variables on SE helicopter performance |
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(01) |
|
Determine the wind component, altitude and temperature for hovering, take-off and landing. |
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X |
X |
X |
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(02) |
|
Explain that operations are to be conducted only from/to heliports and over such routes, areas and diversions contained in a non-hostile environment where a safe forced landing can be carried out (point CAT.OP.MPA.137 of the EU Regulation on air operations, except when the helicopter is approved to operate in accordance with point CAT.POL.H.420). (Consider the exception: Operations may be conducted in a hostile environment. Ground level exposure — and exposure for elevated final approach and take-off areas (FATOs) or helidecks in non-hostile environments — is allowed for operations approved under CAT.POL.H.305, during the take-off and landing phases.) |
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X |
X |
X |
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(03)
|
|
Explain the effect of temperature, wind and altitude on climb, cruise and descent performance. |
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X |
X |
X |
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034 02 02 00 |
|
Take-off and landing |
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034 02 02 01 |
|
Take-off and landing (including hover) |
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(01) |
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Explain the take-off and landing requirements. |
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X |
X |
X |
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(02) |
|
Explain the maximum allowed take-off and landing mass. |
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X |
X |
X |
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(03) |
|
Explain that mass has to be restricted to HIGE. |
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X |
X |
X |
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(04) |
|
Explain that if HIGE is unlikely to be achieved (for example, blocked by an obstruction), then mass must be restricted to HOGE. |
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X |
X |
X |
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034 02 03 00 |
|
Climb, cruise and descent |
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034 02 03 01 |
|
Climb, cruise and descent (capabilities) |
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(01) |
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State that the helicopter must be capable of flying its intended track without flying below the appropriate minimum flight altitude and be able to perform a safe forced landing. |
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X |
X |
X |
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(02) |
|
Explain the effect of altitude on the maximum endurance speed. |
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X |
X |
X |
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034 02 04 00 |
|
Use of helicopter performance data |
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034 02 04 01 |
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Take-off (including hover) |
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(01) |
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Find the maximum wind component. |
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X |
X |
X |
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(02) |
|
Find the maximum allowed take-off mass for certain conditions. |
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X |
X |
X |
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(03) |
|
Find the height–velocity parameters. |
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|
X |
X |
X |
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034 02 04 02 |
|
Climb |
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(01) |
|
Find the time, distance and fuel required to climb for certain conditions. |
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X |
X |
X |
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(02) |
|
Find the rate of climb under given conditions and the best rate-of-climb speed VY. |
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X |
X |
X |
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034 02 04 03 |
|
Cruise |
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(01) |
|
Find the cruising speed and fuel consumption for certain conditions. |
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X |
X |
X |
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(02) |
|
Calculate the range and endurance under given conditions. |
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|
X |
X |
X |
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034 02 04 04 |
|
Landing (including hover) |
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(01) |
|
Find the maximum wind component. |
|
|
X |
X |
X |
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|
(02) |
|
Find the maximum allowed landing mass for certain conditions. |
|
|
X |
X |
X |
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|
(03) |
|
Find the height–velocity parameters. |
|
|
X |
X |
X |
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034 03 00 00 |
|
PERFORMANCE CLASS 2 |
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|
General remark: The Learning Objectives for Performance Class 2 are principally identical with those for Performance Class 1. (See 034 04 00 00) Additional Learning Objectives are shown below. |
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034 03 01 00 |
|
Operations without an assured safe forced landing capability |
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034 03 01 01 |
|
Responsibility for operations without an assured safe forced landing capability |
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(01) |
|
State the responsibility of the operator for assuring safe forced landings (point CAT.POL.H.305 of the EU Regulation on air operations). |
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X |
X |
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034 03 02 00 |
|
Take-off |
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034 03 02 01 |
|
Take-off requirements |
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(01) |
|
State the climb and other requirements for take‑off. |
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X |
X |
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034 03 03 00 |
|
Take-off flight path |
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034 03 03 01 |
|
Take-off flight path requirements |
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(01)
|
|
State the height above the take-off surface at which at least the requirements for the take-off flight path for Performance Class 1 are to be met. |
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X |
X |
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034 03 04 00 |
|
Landing |
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034 03 04 01 |
|
Landing requirements |
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(01) |
|
State the requirements for the climb capability when OEI. |
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X |
X |
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(02) |
|
State the options for a Performance Class 2 operation in the case of a critical power-unit failure at any point in the approach path. |
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X |
X |
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(03) |
|
State the limitations for operations to/from a helideck. |
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X |
X |
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034 04 00 00 |
|
PERFORMANCE CLASS 1 — HELICOPTERS CERTIFIED ACCORDING TO CS-29 ONLY |
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034 04 01 00 |
|
Take-off |
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034 04 01 01 |
|
Take-off distances |
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(01)
|
|
Explain the effects of the following variables on the flight-path and take-off distances: — take-off with HIGE or HOGE; — take-off procedure; — obstacle clearances both laterally and vertically; — take-off from non-elevated heliports; — take-off from elevated heliports or helidecks; — take-off from a TLOF. |
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X |
X |
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(02) |
|
Explain the effects of the following variables on take-off distances: — mass; — take-off configuration; — bleed-air configurations. |
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X |
X |
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(03) |
|
Explain the effects of the following meteorological conditions on take-off distances: — wind; — temperature; — pressure altitude. |
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X |
X |
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(04) |
|
Explain the take-off distances for specified conditions and configuration for AEO and OEI. |
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X |
X |
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(05) |
|
Explain the effect of obstacles on the take-off distance required. |
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X |
X |
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(06) |
|
State the assumed reaction time between engine failure and recognition. |
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X |
X |
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(07) |
|
Explain that the flight must be carried out visually up to TDP. |
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X |
X |
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034 04 01 02 |
|
Rejected take-off distance required (helicopter) (RTODR(H)) |
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(01) |
|
Explain RTODR(H) for specified conditions and configuration for AEO and OEI. |
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X |
X |
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(02) |
|
Explain the time-to-decide allowance (decision time) and deceleration procedure. |
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X |
X |
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034 04 01 03 |
|
Intentionally left blank |
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034 04 01 04 |
|
Take-off climb |
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|
(01) |
|
Define the segments of the take-off flight path. |
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|
X |
X |
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(02) |
|
Explain the effect of changes in the configuration on power and speed in the segments. |
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|
X |
X |
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(03) |
|
Explain the climb-gradient requirements for OEI. |
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|
X |
X |
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(04) |
|
State the minimum altitude over the take-off path when flying at the take-off safety speed in a Category A helicopter (VTOSS). |
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|
X |
X |
|
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|
(05) |
|
Describe the influence of airspeed selection, acceleration and turns on the climb gradient and best rate-of-climb speed. |
|
|
X |
X |
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|
034 04 01 05 |
|
Obstacle-limited take-off |
|
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|
(01) |
|
Describe the operational regulations for obstacle clearance of the take-off flight path in the departure sector with OEI. |
|
|
X |
X |
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034 04 01 06 |
|
Use of helicopter performance data |
|
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|
(01) |
|
Determine from helicopter performance data sheets the maximum mass that satisfies the operational regulations for take-off in terms of regulated take-off mass, TODRH and minimum gradients for climb and obstacle clearance. |
|
|
X |
X |
|
|
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|
034 04 02 00 |
|
Climb |
|
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|
034 04 02 01 |
|
Climb techniques |
|
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|
(01) |
|
Explain the effect of climbing with best |
|
|
X |
X |
|
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|
(02) |
|
Explain the influence of altitude on VY. |
|
|
X |
X |
|
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|
034 04 02 02 |
|
Use of helicopter flight data |
|
|
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|
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|
|
(01)
|
|
Find the rate of climb and calculate the time to climb to a given altitude. |
|
|
X |
X |
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|
034 04 03 00 |
|
Cruise |
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034 04 03 01 |
|
Cruise techniques |
|
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|
(01)
|
|
Explain the cruise procedures for ‘maximum endurance’ and ‘maximum range’. |
|
|
X |
X |
|
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|
034 04 03 02 |
|
Maximum endurance |
|
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|
(01) |
|
Explain fuel flow in relation to true airspeed (TAS). |
|
|
X |
X |
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|
(02) |
|
Explain the speed for maximum endurance. |
|
|
X |
X |
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|
034 04 03 03 |
|
Maximum range |
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|
(01) |
|
Explain the speed for maximum range. |
|
|
X |
X |
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|
034 04 03 04 |
|
Maximum cruise |
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|
(01) |
|
Explain the speed for maximum cruise. |
|
|
X |
X |
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|
034 04 03 05 |
|
Cruise altitudes |
|
|
|
|
|
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|
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|
(01) |
|
Explain the factors which might affect or limit the operating altitude. |
|
|
X |
X |
|
|
|
|
|
|
|
(02) |
|
Understand the relation between power setting, fuel consumption, cruising speed and altitude. |
|
|
X |
X |
|
|
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|
|
034 04 03 06 |
|
Use of helicopter performance data |
|
|
|
|
|
|
|
|
|
|
|
(01)
|
|
Determine the fuel consumption from the helicopter performance data sheets in accordance with altitude and helicopter mass. |
|
|
X |
X |
|
|
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|
034 04 04 00 |
|
En-route one-engine-inoperative (OEI) |
|
|
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|
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|
034 04 04 01 |
|
Requirements for en-route flights with OEI |
|
|
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|
|
(01) |
|
State the flight-path clearance requirements. |
|
|
X |
X |
|
|
|
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|
(02) |
|
Explain drift-down techniques. |
|
|
X |
X |
|
|
|
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|
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|
(03) |
|
State the reduction in the flight-path width when navigational accuracy can be achieved. |
|
|
X |
X |
|
|
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|
034 04 04 02 |
|
Use of helicopter flight data |
|
|
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|
|
|
|
|
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|
|
(01) |
|
Find the single-engine service ceiling, range and endurance from given engine-inoperative charts. |
|
|
X |
X |
|
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|
(02) |
|
Find OEI operating data from suitable charts. |
|
|
X |
X |
|
|
|
|
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|
|
(03) |
|
Find the amount of fuel to be jettisoned in order to reduce helicopter mass. |
|
|
X |
X |
|
|
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|
(04) |
|
Calculate the relevant parameters for drift-down procedures. |
|
|
X |
X |
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|
034 04 05 00 |
|
Descent |
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|
034 04 05 01 |
|
Use of helicopter flight data |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Find the rate of descent and calculate the time to descend to a given altitude. |
|
|
X |
X |
|
|
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|
|
034 04 06 00 |
|
Landing |
|
|
|
|
|
|
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|
034 04 06 01 |
|
Landing requirements |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State the requirements for landing. |
|
|
X |
X |
|
|
|
|
|
|
|
034 04 06 02 |
|
Landing procedures |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain the procedure for critical power-unit failure before and after the landing decision point. |
|
|
X |
X |
|
|
|
|
|
|
|
(02) |
|
Explain that the portion of flight after the landing decision point must be carried out visually. |
|
|
X |
X |
|
|
|
|
|
|
|
(03) |
|
Explain the procedures and required obstacle clearances for landings on different heliports/helidecks. |
|
|
X |
X |
|
|
|
|
|
|
|
034 04 06 03 |
|
Use of helicopter performance data |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Determine from helicopter performance data sheets the maximum mass that satisfies the operational regulations for landing in terms of regulated landing mass, LDRH and minimum gradients for climb and obstacle clearance. |
|
|
X |
X |
|
|
|
|
|
|
SUBJECT 040 – HUMAN PERFORMANCE AND LIMITATIONS
ED Decision 2020/018/R
|
Syllabus reference |
BK |
Syllabus details and associated Learning Objectives |
Aeroplane |
Helicopter |
IR |
CB-IR(A) |
BIR Exam |
BIR BK |
Remarks |
|||
|
ATPL |
CPL |
ATPL/IR |
ATPL |
CPL |
||||||||
|
040 00 00 00 |
|
HUMAN PERFORMANCE AND LIMITATIONS |
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|
040 01 00 00 |
|
HUMAN FACTORS: BASIC CONCEPTS |
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|
040 01 01 00 |
|
Human factors in aviation |
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|
040 01 01 01 |
|
Becoming a competent pilot |
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|
|
(01) |
|
State that competence is based on knowledge, skills and attitudes of the individual pilot, and list the ICAO eight core competencies: — application of procedures; — communication; — aircraft flight path management, automation; — aircraft flight path management, manual control; — leadership and teamwork; — problem-solving and decision-making; — situation awareness; — workload management. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
040 01 02 00 |
|
Intentionally left blank |
|
|
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|
040 01 03 00 |
|
Flight safety concepts |
|
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|
|
040 01 03 01 |
|
Threat and error management (TEM) model and SHELL model |
|
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|
|
(01) |
|
Explain the three components of the TEM model. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(02) |
|
Explain and give examples of latent threats. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(03) |
|
Explain and give examples of environmental threats. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(04) |
|
Explain and give examples of organisational threats. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(05) |
|
Explain and give a definition of ‘error’ according to the TEM model of ICAO Doc 9683 (Part II, Chapter 2). |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(06) |
|
Give examples of different countermeasures which may be used in order to manage threats, errors, and undesired aircraft states. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(07) |
|
Explain and give examples of procedural error, communication errors, and aircraft handling errors. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(08) |
|
Explain and give examples of ‘undesired aircraft states’. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(09) |
|
State the components of the SHELL model. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(10) |
|
State the relevance of the SHELL model to the work in the cockpit. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
040 01 04 00 |
|
Safety culture |
|
|
|
|
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|
|
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|
|
040 01 04 01 |
|
Safety culture and safety management |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Distinguish between ‘open cultures’ and ‘closed cultures’. |
X |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
(02) |
|
Illustrate how safety culture is reflected in national culture. |
X |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
(03) |
|
Discuss the established expression ‘safety first’ in a commercial entity. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(04) |
|
Explain James Reason’s ‘Swiss Cheese Model’. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(05) |
|
State the important factors that promote a good safety culture. |
X |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
(06) |
|
Distinguish between ‘just culture’ and ‘non-punitive culture’. |
X |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
(07) |
|
Name the five components which form safety culture (according to James Reason: informed culture, reporting culture, learning culture, just culture, flexible culture). |
X |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
(08) |
|
Name the basic concepts of safety management system (SMS) (including hazard identification and risk management) and its relationship with safety culture in order to: — define how the organisation is set up to manage risks; — identify workplace risk and implement suitable controls; — implement effective communication across all levels of the organisation. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
040 02 00 00 |
|
BASICS OF AVIATION PHYSIOLOGY AND HEALTH MAINTENANCE |
|
|
|
|
|
|
|
|
|
|
|
040 02 01 00 |
|
Basics of flight physiology |
|
|
|
|
|
|
|
|
|
|
|
040 02 01 01 |
|
The atmosphere |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that the volume percentage of the gases in ambient air will remain constant at all altitudes at which conventional aircraft operate. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
040 02 01 02 |
|
Respiratory and circulatory system |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
List the main components of the respiratory system and their function. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(02) |
|
Identify the different volumes of air in the lungs and state the normal respiratory rate. |
X |
X |
X |
X |
X |
X |
|
|
1 |
|
|
(03) |
|
Explain the role of carbon dioxide in the control and regulation of respiration. |
X |
X |
X |
X |
X |
X |
|
|
1 |
|
|
(04) |
|
Describe the basic processes of external respiration and internal respiration. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(05) |
|
List the factors that determine pulse rate. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(06) |
|
Name the major components of the circulatory system and describe their function. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(07) |
|
State the values for a normal pulse rate and the average cardiac output (heart rate × stroke volume) of an adult at rest. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(08) |
|
Define ‘systolic’ and ‘diastolic’ blood pressure. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(09) |
|
State the normal blood pressure ranges and units of measurement. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(10) |
|
List the main constituents of blood and describe their functions. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(11) |
|
Stress the function of haemoglobin in the circulatory system. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(12) |
|
Define ‘anaemia’ and state its common causes. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(13) |
|
Indicate the effect of increasing altitude on haemoglobin oxygen saturation. |
X |
X |
X |
X |
X |
X |
|
|
1 |
|
|
|
|
Hypertension and hypotension |
|
|
|
|
|
|
|
|
|
|
|
(14) |
|
Define ‘hypertension’ and ‘hypotension’. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(15) |
|
List the effects that high and low blood pressure will have on some normal functions of the human body. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(16) |
|
State that both hypotension and hypertension may disqualify a pilot from obtaining medical clearance to fly. |
X |
X |
X |
X |
X |
X |
|
|
|
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|
(17) |
|
List the factors which can lead to hypertension for an individual. |
X |
X |
X |
X |
X |
X |
|
|
|
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(18) |
|
State the corrective actions that may be taken to reduce high blood pressure. |
X |
X |
X |
X |
X |
X |
|
|
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(19) |
|
Stress that hypertension is the major factor of strokes in the general population. |
X |
X |
X |
X |
X |
X |
|
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|
|
Coronary artery disease |
|
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(20) |
|
Differentiate between ‘angina’ and ‘heart attack’. |
X |
X |
X |
X |
X |
X |
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(21) |
|
Explain the major risk factors for coronary disease. |
X |
X |
X |
X |
X |
X |
|
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(22) |
|
State the role physical exercise plays in reducing the chances of developing coronary disease. |
X |
X |
X |
X |
X |
X |
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|
Hypoxia |
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(23) |
|
Define the two major forms of hypoxia (hypoxic and anaemic), and the common causes of both. |
X |
X |
X |
X |
X |
X |
|
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(24) |
|
State the symptoms of hypoxia. |
X |
X |
X |
X |
X |
X |
|
|
1 |
|
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(25) |
|
State that healthy people are able to compensate for altitudes up to approximately 10 000–12 000 ft. |
X |
X |
X |
X |
X |
X |
|
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(26) |
|
Name the three physiological thresholds and allocate the corresponding altitudes for each of them: — reaction threshold (7 000 ft); — disturbance threshold (10–12 000 ft); and — critical threshold (22 000 ft). |
X |
X |
X |
X |
X |
X |
|
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(27) |
|
State the altitude at which short-term memory begins to be affected by hypoxia. |
X |
X |
X |
X |
X |
X |
|
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1 |
|
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(28) |
|
Define the terms ‘time of useful consciousness’ (TUC) and ‘effective performance time’ (EPT). |
X |
X |
X |
X |
X |
X |
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(29) |
|
State that TUC varies among individuals, but the approximate values for a person seated (at rest) are: — 20 000 ft 30 min — 30 000 ft 1–2 min — 35 000 ft 30–90 s — 40 000 ft 15–20 s |
X |
X |
X |
X |
X |
X |
|
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(30) |
|
List the factors that determine the severity of hypoxia. |
X |
X |
X |
X |
X |
X |
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(31) |
|
State the equivalent altitudes when breathing ambient air and 100 % oxygen at mean sea level (MSL) and at approximately 10 000, 30 000 and 40 000 ft. |
X |
X |
X |
X |
X |
X |
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|
Hyperventilation |
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(32) |
|
Describe the role of carbon dioxide in hyperventilation. |
X |
X |
X |
X |
X |
X |
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(33) |
|
Define the term ‘hyperventilation’. |
X |
X |
X |
X |
X |
X |
|
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(34) |
|
List the factors that cause hyperventilation. |
X |
X |
X |
X |
X |
X |
|
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(35) |
|
State that hyperventilation may be caused by psychological or physiological reasons. |
X |
X |
X |
X |
X |
X |
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(36) |
|
List the signs and symptoms of hyperventilation. |
X |
X |
X |
X |
X |
X |
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(37) |
|
List the measures which may be taken to counteract hyperventilation: breath slowly, close one opening of the nose, speak loudly, place a paper bag over nose and mouth. |
X |
X |
X |
X |
X |
X |
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|
Decompression sickness/illness |
|
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(38) |
|
State the normal range of cabin pressure altitude in pressurised commercial air transport aircraft and describe its protective function for aircrew and passengers. |
X |
X |
X |
X |
X |
X |
|
|
|
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|
(39) |
|
List the vital actions the crew has to perform when cabin pressurisation is lost (oxygen mask on, emergency descent, land as soon as possible, and no further flight for the next minimum 24 hours). State that decompression sickness symptoms can occur up to 24 hours later. |
X |
X |
X |
X |
X |
X |
|
|
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(40) |
|
Identify the causes of decompression sickness in flight operation. |
X |
X |
X |
X |
X |
X |
|
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(41) |
|
State how decompression sickness can be prevented. |
X |
X |
X |
X |
X |
X |
|
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(42) |
|
List the symptoms of decompression sickness (bends, creeps, chokes, staggers). |
X |
X |
X |
X |
X |
X |
|
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(43) |
|
Indicate how decompression sickness may be treated. |
X |
X |
X |
X |
X |
X |
|
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(44) |
|
Define the hazards of diving and flying, and give the recommendations associated with these activities. |
X |
X |
X |
X |
X |
X |
|
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1 |
|
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|
Acceleration |
|
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(45) |
|
Define ‘linear acceleration’ and ‘angular acceleration’. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(46) |
|
Describe the effects of z-acceleration on the circulation and blood volume distribution. |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
|
(47) |
|
List magnitude, duration and onset as factors that determine the effects of acceleration on the human body. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(48) |
|
List the effects of positive acceleration with respect to type, sequence and corresponding G-load. |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
|
|
|
Carbon monoxide |
|
|
|
|
|
|
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|
(49) |
|
State how carbon monoxide is produced. |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
|
(50) |
|
State how the presence of carbon monoxide in the blood affects the distribution of oxygen. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(51) |
|
List the signs and symptoms of carbon-monoxide poisoning. |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
|
(52) |
|
Explain immediate countermeasures on suspicion of carbon-monoxide poisoning and how poisoning can be treated later on the ground. |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
|
040 02 01 03 |
|
High-altitude environment |
|
|
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|
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|
(01) |
|
State how an increase in altitude may change the proportion of ozone in the atmosphere and that aircraft can be equipped with special ozone removers. |
X |
|
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|
Radiation |
|
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(02) |
|
State the sources of radiation at high altitude. |
X |
|
|
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|
(03) |
|
List the effects of excessive exposure to radiation. |
X |
|
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|
Humidity |
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|
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|
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(04) |
|
List the factors that affect the relative humidity of both the atmosphere and cabin air. |
X |
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|
(05) |
|
List the effects of low humidity on human body to be spurious thirst, dry eyes, skin and mucous membranes, and indicate measures that can be taken: drinking water, using eye drops and aqueous creams. |
X |
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040 02 02 00 |
|
People and the environment: the sensory system |
|
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040 02 02 01 |
|
The different senses |
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|
(01) |
|
List the different senses. |
X |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
040 02 02 02 |
|
Central, peripheral and autonomic nervous system |
|
|
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|
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|
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|
|
|
(01) |
|
Define the term ‘sensory threshold’. |
X |
X |
X |
X |
X |
X |
|
|
|
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|
(02) |
|
Define the term ‘sensitivity’, especially in the context of vision. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(03) |
|
Give examples of sensory adaptation. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(04) |
|
Define the term ‘habituation’ and state its implication for flight safety. |
X |
X |
X |
X |
X |
X |
|
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|
040 02 02 03 |
|
Vision |
|
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|
|
Functional anatomy |
|
|
|
|
|
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|
(01) |
|
Name the most important parts of the eye and the pathway to the visual cortex. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(02) |
|
State the basic functions of the parts of the eye. |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
|
(03) |
|
Define ‘accommodation’. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(04) |
|
Distinguish between the functions of the rod and cone cells. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(05) |
|
Describe the distribution of rod and cone cells in the retina and explain their relevance to vision. |
X |
X |
X |
X |
X |
X |
|
|
|
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|
|
|
The fovea (fovea centralis) and peripheral vision |
|
|
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|
|
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|
(06) |
|
Explain the terms ‘visual acuity’, ‘visual field’, ‘central vision’, ‘peripheral vision’ and ‘the fovea’, and explain their function in the process of vision. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(07) |
|
List the factors that may degrade visual acuity and the importance of ‘lookout’. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(08) |
|
State the limitations of night vision and the different scanning techniques at both night and day. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(09) |
|
State the time necessary for the eye to adapt both to bright light and the dark. |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
|
(10) |
|
State the effect of hypoxia, smoking and altitude in excess of 5 000 ft on night vision. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(11) |
|
Explain the nature of colour blindness. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
|
|
Binocular and monocular vision |
|
|
|
|
|
|
|
|
|
|
|
(12) |
|
Distinguish between monocular and binocular vision. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(13) |
|
Explain the basis of depth perception and its relevance to flight performance. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(14) |
|
List the possible monocular cues for depth perception. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(15) |
|
State that for high-energy blue light and UV rays, sunglasses can prevent damage to the retina. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
|
|
Defective vision |
|
|
|
|
|
|
|
|
|
|
|
(16) |
|
Explain long-sightedness, short-sightedness and astigmatism. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(17) |
|
List the causes of and the precautions that may be taken to reduce the probability of vision loss due to: — presbyopia; — cataract; — glaucoma. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(18) |
|
List the types of sunglasses that could cause perceptional problems in flight. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(19) |
|
List the measures that may be taken to protect oneself from flash blindness. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(20) |
|
State the possible problems associated with contact lenses. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(21) |
|
State the current rules/regulations governing the wearing of corrective spectacles and contact lenses when operating as a pilot. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(22) |
|
Explain the significance of the ‘blind spot’ on the retina in detecting other traffic in flight. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
040 02 02 04 |
|
Hearing |
|
|
|
|
|
|
|
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|
|
|
|
|
Descriptive and functional anatomy |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State the basic parts and functions of the outer, the middle and the inner ear. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(02) |
|
Differentiate between the functions of the vestibular apparatus and the cochlea in the inner ear. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
|
|
Hearing loss |
|
|
|
|
|
|
|
|
|
|
|
(03) |
|
Define the main causes of the following hearing defects/loss: — ‘conductive deafness’; — ‘noise-induced hearing loss’ (NIHL); — ‘presbycusis’. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(04) |
|
Summarise the effects of environmental noise on hearing. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(05) |
|
State the decibel level of received noise that will cause NIHL. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(06) |
|
Identify the potential occupational risks that may cause hearing loss. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(07) |
|
List the main sources of hearing loss in the flying environment. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(08) |
|
List the precautions that may be taken to reduce the probability of onset of hearing loss. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
040 02 02 05 |
|
Equilibrium |
|
|
|
|
|
|
|
|
|
|
|
|
|
Functional anatomy |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
List the main elements of the vestibular apparatus. |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
|
(02) |
|
State the functions of the vestibular apparatus on the ground and in flight. |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
|
(03) |
|
Distinguish between the component parts of the vestibular apparatus in the detection of linear and angular acceleration as well as on gravity. |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
|
(04) |
|
Explain how the semicircular canals are stimulated. |
X |
X |
X |
X |
X |
X |
|
|
1 |
|
|
|
|
Motion sickness |
|
|
|
|
|
|
|
|
|
|
|
(05) |
|
Describe air sickness and its accompanying symptoms. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(06) |
|
List the causes of air sickness. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(07) |
|
Describe the necessary actions to be taken to counteract the symptoms of air sickness. |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
|
040 02 02 06 |
|
Integration of sensory inputs |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State the interaction between vision, equilibrium, proprioception and hearing to obtain spatial orientation in flight. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(02) |
|
Define the term ‘illusion’. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(03) |
|
Give examples of visual illusions based on shape constancy, size constancy, aerial perspective, atmospheric perspective, the absence of focal or ambient cues, autokinesis, vectional false horizons, field myopia, and surface planes. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(04) |
|
Relate these illusions to problems that may be experienced in flight and identify the danger attached to them. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(05) |
|
List approach and landing illusions for slope of the runway, black-hole approach, and terrain around runway, and state the danger involved with recommendations to avoid or counteract the problems with high or low approach or flare at the wrong time. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(06) |
|
State the problems associated with flickering lights (strobe lights, anti-collision lights, propellers and rotors under certain light conditions, etc.). |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(07) |
|
Describe vestibular illusions caused by the angular accelerations (the Leans, Coriolis) and linear accelerations (somatogravic, G-effect). |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(08) |
|
Relate the above-mentioned vestibular illusions to problems encountered in flight and state the dangers involved. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(09) |
|
State that the ‘seat-of-the-pants’ sense is completely unreliable when visual contact with the ground is lost or when flying in instrument meteorological conditions (IMC) or with a poor visual horizon. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(10) |
|
Differentiate between vertigo, Coriolis effect, and spatial disorientation. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(11) |
|
List the measures to prevent or overcome spatial disorientation. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
040 02 03 00 |
|
Health and hygiene |
|
|
|
|
|
|
|
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|
|
040 02 03 01 |
|
Intentionally left blank |
|
|
|
|
|
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|
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|
|
040 02 03 02 |
|
Body rhythm and sleep |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Name some internal body rhythms and their relevance to sleep. Explain that the most important of which is body temperature. |
X |
X |
X |
X |
|
|
|
|
|
|
|
(02) |
|
Explain the term ‘circadian rhythm’. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(03) |
|
State the approximate duration of a ‘free-running’ rhythm. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(04) |
|
Explain the significance of the ‘internal clock’ in regulating the normal circadian rhythm. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(05) |
|
State the effect of the circadian rhythm of body temperature on an individual’s performance standard and on an individual’s sleep patterns. |
X |
X |
X |
X |
X |
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(06) |
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List and describe the stages of a sleep cycle. |
X |
X |
X |
X |
X |
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(07) |
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Differentiate between rapid eye movement (REM) and non-REM sleep. |
X |
X |
X |
X |
X |
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(08) |
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Explain the function of sleep and describe the effects of insufficient sleep on performance. |
X |
X |
X |
X |
X |
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(09) |
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Explain the simple calculations for the sleep/wake credit/debit situation. |
X |
X |
X |
X |
X |
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(10) |
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Explain how sleep debit can become cumulative. |
X |
X |
X |
X |
X |
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(11) |
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State the time formula for the adjustment of body rhythms to the new local time scale after crossing time zones. |
X |
X |
X |
X |
X |
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(12) |
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State the problems caused by circadian disrhythmia (jet lag) with regard to an individual’s performance and sleep. |
X |
X |
X |
X |
X |
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(13) |
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Differentiate between the effects of westbound and eastbound travel. |
X |
X |
X |
X |
X |
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(14) |
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Explain the interactive effects of circadian rhythm and vigilance on a pilot’s performance during flight as the duty day elapses. |
X |
X |
X |
X |
X |
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(15) |
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Describe the main effects of lack of sleep on an individual’s performance. |
X |
X |
X |
X |
X |
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(16) |
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List the possible strategies to cope with jet lag. |
X |
X |
X |
X |
X |
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040 02 03 03 |
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Problem areas for pilots |
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Common minor ailments |
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(01) |
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State the role of the Eustachian tube in equalising pressure between the middle ear and the environment. |
X |
X |
X |
X |
X |
X |
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(02) |
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State that the in-flight environment may increase the severity of symptoms which may be minor while on the ground. |
X |
X |
X |
X |
X |
X |
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(03) |
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List the negative effects of suffering from colds or flu on flight operations especially with regard to the middle ear, the sinuses, and the teeth. |
X |
X |
X |
X |
X |
X |
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(04) |
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State when a pilot should seek medical advice from an aeromedical examiner (AME) or aeromedical centre (AeMC). |
X |
X |
X |
X |
X |
X |
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(05) |
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Describe the measures to prevent or clear problems due to pressure changes during flight. |
X |
X |
X |
X |
X |
X |
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Entrapped gases and barotrauma |
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(06) |
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Define ‘barotrauma’. |
X |
X |
X |
X |
X |
X |
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(07) |
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Differentiate between otic, sinus, gastrointestinal and aerodontalgia (of the teeth) barotraumas and explain avoidance strategies. |
X |
X |
X |
X |
X |
X |
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(08) |
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Explain why the effects of otic barotrauma can be worse in the descent. |
X |
X |
X |
X |
X |
X |
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Gastrointestinal upsets |
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(09) |
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State the effects of gastrointestinal upsets that may occur during flight. |
X |
X |
X |
X |
X |
X |
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(10) |
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List the precautions that should be observed to reduce the occurrence of gastrointestinal upsets. |
X |
X |
X |
X |
X |
X |
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(11) |
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Indicate the major sources of gastrointestinal upsets. |
X |
X |
X |
X |
X |
X |
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Obesity |
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(12) |
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Define ‘obesity’. |
X |
X |
X |
X |
X |
X |
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(13) |
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State the following harmful effects obesity can cause: — possibility of developing coronary problems; — increased chances of developing diabetes; — reduced ability to withstand G-forces; — development of problems with the joints of the limbs; — general circulatory problems; — reduced ability to cope with hypoxia or decompression sickness; — sleep apnoea. |
X |
X |
X |
X |
X |
X |
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(14) |
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Describe the problems associated with Type 2 (mostly adult) diabetes: — risk factors; — insulin resistance; — complications (vascular, neurological) and the consequences for the medical licence; — pilots are not protected from Type 2 diabetes more than other people. |
X |
X |
X |
X |
X |
X |
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(15) |
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Describe the typical back problems (unspecific back pain, slipped disc) that pilots have. Explain also the ways of preventing and treating these problems: — good sitting posture; — lumbar support; — good physical condition; — in-flight exercise, if possible; — physiotherapy. |
X |
X |
X |
X |
X |
X |
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Food hygiene |
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(16) |
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Stress the importance of and methods to be adopted by aircrew, especially when travelling abroad, to avoid contaminated food and liquids. |
X |
X |
X |
X |
X |
X |
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(17) |
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List the major contaminating sources in foodstuffs. |
X |
X |
X |
X |
X |
X |
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(18) |
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State the major constituents of a healthy diet. |
X |
X |
X |
X |
X |
X |
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(19) |
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State the measure to avoid hypoglycaemia. |
X |
X |
X |
X |
X |
X |
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(20) |
|
State the importance of adequate hydration. |
X |
X |
X |
X |
X |
X |
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Tropical climates |
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(21) |
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List the problems associated with operating in tropical climates. |
X |
X |
X |
X |
X |
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(22) |
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State the possible causes/sources of incapacitation in tropical countries with reference to: — standards of hygiene; — quality of water supply; — insect-borne diseases; — parasitic worms; — rabies or other diseases that may be spread through contact with animals; — sexually transmitted diseases. |
X |
X |
X |
X |
X |
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(23) |
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State the precautions to be taken to reduce the risks of developing problems in tropical areas. |
X |
X |
X |
X |
X |
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Infectious diseases |
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(24) |
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State the major infectious diseases that may severely incapacitate or kill individuals. |
X |
X |
X |
X |
X |
X |
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(25) |
|
State the precautions that must be taken to ensure that disease-carrying insects are not transported between areas. |
X |
X |
X |
X |
X |
X |
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040 02 03 04 |
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Intoxication |
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Tobacco |
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(01) |
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State the harmful effects of tobacco on: — the respiratory system; — the cardiovascular system; — the ability to resist hypoxia; — the ability to withstand G-forces; — night vision. |
X |
X |
X |
X |
X |
X |
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1 |
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Caffeine |
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(02) |
|
Indicate the level of caffeine dosage at which performance is degraded. |
X |
X |
X |
X |
X |
X |
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(03) |
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Besides coffee, indicate other beverages containing caffeine. |
X |
X |
X |
X |
X |
X |
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Alcohol |
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(04) |
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State the maximum acceptable limit of alcohol for flight crew according to the applicable regulations. |
X |
X |
X |
X |
X |
X |
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(05) |
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State the effects of alcohol consumption on: — the ability to reason; — inhibitions and self-control; — vision; — the sense of balance and sensory illusions; — sleep patterns; — hypoxia. |
X |
X |
X |
X |
X |
X |
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(06) |
|
State the effects alcohol may have if consumed together with other drugs. |
X |
X |
X |
X |
X |
X |
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(07) |
|
List the signs and symptoms of alcoholism. |
X |
X |
X |
X |
X |
X |
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(08) |
|
List the factors that may be associated with the development of alcoholism. |
X |
X |
X |
X |
X |
X |
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(09) |
|
Define the ‘unit’ of alcohol and state the approximate elimination rate from the blood. |
X |
X |
X |
X |
X |
X |
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(10) |
|
State the maximum daily and weekly intake of units of alcohol which may be consumed without causing damage to the organs and systems of the human body. |
X |
X |
X |
X |
X |
X |
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(11) |
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Discuss the actions that might be taken if a crew member is suspected of being an alcoholic. |
X |
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X |
X |
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Prescription and non-prescription drugs and self‑medication |
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(12) |
|
State the dangers associated with the use of non‑prescription drugs. |
X |
X |
X |
X |
X |
X |
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1 |
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(13) |
|
State the side effects of common non-prescription drugs used to treat colds, flu, hay fever and other allergies, especially medicines containing antihistamine preparations. |
X |
X |
X |
X |
X |
X |
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1 |
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(14) |
|
Interpret the rules relevant to using (prescription or non-prescription) drugs that the pilot has not used before. |
X |
X |
X |
X |
X |
X |
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1 |
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(15) |
|
Interpret the general rule that ‘if a pilot is so unwell that they require any medication, then they should consider themselves unfit to fly’. |
X |
X |
X |
X |
X |
X |
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1 |
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Toxic materials |
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(16) |
|
List those materials present in an aircraft which may, when uncontained, cause severe health problems. |
X |
X |
X |
X |
X |
X |
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(17) |
|
List those aircraft-component parts which if burnt may give off toxic fumes. |
X |
X |
X |
X |
X |
X |
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(18) |
|
Describe a fume event and the possible incapacitating effects on those exposed to it. |
X |
X |
X |
X |
X |
X |
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040 02 03 05 |
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Incapacitation in flight |
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(01) |
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State that incapacitation is most dangerous when its onset is insidious. |
X |
X |
X |
X |
X |
X |
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(02) |
|
List the major causes of in-flight incapacitation. |
X |
X |
X |
X |
X |
X |
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(03) |
|
State the importance of crew to be able to recognise and promptly react upon incapacitation of other crew members, should it occur in flight. |
X |
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X |
X |
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(04) |
|
Explain methods and procedures to cope with incapacitation in flight. |
X |
X |
X |
X |
X |
X |
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040 03 00 00 |
|
BASIC AVIATION PSYCHOLOGY |
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040 03 01 00 |
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Human information processing |
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040 03 01 01 |
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Attention and vigilance |
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(01) |
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Differentiate between ‘attention’ and ‘vigilance’. |
X |
X |
X |
X |
X |
X |
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(02) |
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Differentiate between ‘selective’ and ‘divided’ attention. |
X |
X |
X |
X |
X |
X |
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(03) |
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Define ‘hypovigilance’. |
X |
X |
X |
X |
X |
X |
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(04) |
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Identify the factors that may affect the state of vigilance. |
X |
X |
X |
X |
X |
X |
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(05) |
|
List the factors that may forestall hypovigilance during flight. |
X |
X |
X |
X |
X |
X |
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(06) |
|
Indicate the signs of reduced vigilance. |
X |
X |
X |
X |
X |
X |
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(07) |
|
List the factors that affect a person’s level of attention. |
X |
X |
X |
X |
X |
X |
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040 03 01 02 |
|
Perception |
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(01) |
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Name the basis of the perceptual process. |
X |
X |
X |
X |
X |
X |
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(02) |
|
Describe the mechanism of perception (‘bottom‑up’/‘top-down’ process). |
X |
X |
X |
X |
X |
X |
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(03) |
|
Illustrate why perception is subjective and state the relevant factors that influence interpretation of perceived information. |
X |
X |
X |
X |
X |
X |
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(04) |
|
Describe some basic perceptual illusions. |
X |
X |
X |
X |
X |
X |
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(05) |
|
Illustrate some basic perceptual concepts. |
X |
X |
X |
X |
X |
X |
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(06) |
|
Give examples where perception plays a decisive role in flight safety. |
X |
X |
X |
X |
X |
X |
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(07) |
|
Stress how persuasive and believable mistaken perception can manifest itself both for an individual and a group. |
X |
X |
X |
X |
X |
X |
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040 03 01 03 |
|
Memory |
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(01) |
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Explain the link between the types of memory (to include sensory, working/short-term and long-term memory). |
X |
X |
X |
X |
X |
X |
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(02) |
|
Describe the differences between the types of memory in terms of capacity and retention time. |
X |
X |
X |
X |
X |
X |
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(03) |
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Justify the importance of sensory-store memories in processing information. |
X |
X |
X |
X |
X |
X |
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(04) |
|
State the average maximum number of separate items that may be held in working memory (5 ± 2). |
X |
X |
X |
X |
X |
X |
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(05) |
|
Stress how interruption can affect short‑term/working memory. |
X |
X |
X |
X |
X |
X |
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(06) |
|
Give examples of items that are important for pilots to hold in working memory during flight. |
X |
X |
X |
X |
X |
X |
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(07) |
|
Describe how the capacity of the working-memory store may be increased. |
X |
X |
X |
X |
X |
X |
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(08) |
|
State the subdivisions of long-term memory and give examples of their content. |
X |
X |
X |
X |
X |
X |
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(09) |
|
Explain that skills are kept primarily in the long-term memory. |
X |
X |
X |
X |
X |
X |
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(10) |
|
Describe amnesia and how it affects memory. |
X |
X |
X |
X |
X |
X |
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(11) |
|
Name the common problems with both the long- and short-term memories and the best methods to try to counteract them. |
X |
X |
X |
X |
X |
X |
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040 03 01 04 |
|
Response selection |
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Learning principles and techniques |
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|
(01) |
|
Explain and distinguish between the following basic forms of learning: — classic and operant conditioning (behaviouristic approach); — learning by insight (cognitive approach); — learning by imitating (modelling). |
X |
X |
X |
X |
X |
X |
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(02) |
|
Recognise pilot-related examples as behaviouristic, cognitive or modelling forms of learning. |
X |
X |
X |
X |
X |
X |
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(03) |
|
State the factors that are necessary for and promote the quality of learning: — intrinsic motivation; — good mental health; — rehearsals for improvement of memory; — consciousness; — vigilance; — application in practical exercises. |
X |
X |
X |
X |
X |
X |
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(04) |
|
Explain ways to facilitate the memorisation of information with the following learning techniques: — mnemonics; — mental training. |
X |
X |
X |
X |
X |
X |
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1 |
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|
(05) |
|
Describe the advantage of planning and anticipation of future actions: — define the term ‘skills’; — state the three phases of learning a skill (Anderson: cognitive, associative and autonomous phase). |
X |
X |
X |
X |
X |
X |
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1 |
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(06) |
|
Explain the term ‘motor programme’ or ‘mental schema’. |
X |
X |
X |
X |
X |
X |
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(07) |
|
Describe the advantages and disadvantages of mental schemas. |
X |
X |
X |
X |
X |
X |
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(08) |
|
Explain the Rasmussen model which describes the guidance of a pilot’s behaviour in different situations. |
X |
X |
X |
X |
X |
X |
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|
(09) |
|
State the possible problems or risks associated with skill-, rule- and knowledge-based behaviour. |
X |
X |
X |
X |
X |
X |
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|
|
Motivation |
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(10) |
|
Define ‘motivation’. |
X |
X |
X |
X |
X |
X |
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(11) |
|
Explain the relationship between motivation and learning. |
X |
X |
X |
X |
X |
X |
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|
(12) |
|
Explain the problems of over-motivation, especially in the context of the extreme need to achieve. |
X |
X |
X |
X |
X |
X |
|
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|
040 03 02 00 |
|
Human error and reliability |
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040 03 02 01 |
|
Reliability of human behaviour |
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|
(01) |
|
Name and explain the factors that influence human reliability. |
X |
X |
X |
X |
X |
X |
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|
040 03 02 02 |
|
Mental models and situation awareness |
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|
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|
|
(01) |
|
Define the term ‘situation awareness’. |
X |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
(02) |
|
List the cues that indicate loss of situation awareness and name the steps to regain it. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(03) |
|
List the factors that influence one’s situation awareness both positively and negatively, and stress the importance of situation awareness in the context of flight safety. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(04) |
|
Define the term ‘mental model’ in relation to a surrounding complex situation. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(05) |
|
Describe the advantages/disadvantages of mental models. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(06) |
|
Explain the relationship between personal ‘mental models’ and the creation of cognitive illusions. |
X |
X |
X |
X |
X |
X |
X |
1 |
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040 03 02 03 |
|
Theory and model of human error |
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(01) |
|
Explain the concept of the ‘error chain’. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(02) |
|
Differentiate between an isolated error and an error chain. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(03) |
|
Distinguish between the main forms/types of errors (i.e. slips, faults, omissions and violations). |
X |
X |
X |
X |
X |
X |
X |
1 |
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(04) |
|
Discuss the above errors and their relevance in flight. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(05) |
|
Distinguish between an active and a latent error, and give examples. |
X |
X |
X |
X |
X |
X |
X |
1 |
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040 03 02 04 |
|
Error generation |
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(01) |
|
Distinguish between internal and external factors in error generation. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(02) |
|
Identify possible sources of internal error generation. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(03) |
|
Define and discuss the two errors associated with motor programmes (action slip and environmental capture). |
X |
X |
X |
X |
X |
X |
X |
1 |
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(04) |
|
List the three main sources of external error generation in the flight crew compartment. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(05) |
|
Give examples to illustrate the following factors in external error generation in the flight crew compartment: — ergonomics; — economics; — social environment. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(06) |
|
Name the major goals in the design of human‑centred human–machine interfaces. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(07) |
|
Define the term ‘error tolerance’. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(08) |
|
List and describe the strategies that are used to reduce human error. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(09) |
|
Describe the advantage of planning and the anticipation of future actions. |
X |
X |
X |
X |
X |
X |
X |
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040 03 03 00 |
|
Decision-making |
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040 03 03 01 |
|
Decision-making concepts |
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(01) |
|
Define the terms ‘deciding’ and ‘decision-making’. |
X |
X |
X |
X |
X |
X |
X |
|
1 |
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(02) |
|
Describe the major factors on which decision-making should be based during the course of a flight. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(03) |
|
Describe the main human attributes with regard to decision-making. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(04) |
|
Discuss the nature of bias and its influence on the decision-making process. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(05) |
|
Describe the main error sources and limits in an individual’s decision-making mechanism. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(06) |
|
State the factors upon which an individual’s risk assessment is based. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(07) |
|
Explain the relationship between risk assessment, commitment and pressure of time in decision‑making strategies. |
X |
X |
X |
X |
X |
X |
X |
|
1 |
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(08) |
|
Explain the risks associated with dispersion or channelised attention during the application of procedures requiring a high workload within a short time frame (e.g. a go-around). |
X |
X |
X |
X |
X |
X |
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|
1 |
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(09) |
|
Describe the positive and negative influences exerted by other group members on an individual’s decision-making process (risky shift). |
X |
X |
X |
X |
X |
X |
X |
|
1 |
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(10) |
|
Explain the general idea behind the creation of a model for decision-making based upon: — definition of the aim; — collection of information; — risk assessment; — development of options; — evaluation of options; — decision; — implementation; — consequences; — review and feedback. |
X |
X |
X |
X |
X |
X |
X |
|
1 |
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040 03 04 00 |
|
Avoiding and managing errors: cockpit management |
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040 03 04 01 |
|
Safety awareness |
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(01) |
|
Justify the need for being aware of not only one’s own performance but that of others before and during a flight and the possible consequences or risks. |
X |
X |
X |
X |
X |
X |
X |
1 |
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040 03 04 02 |
|
Coordination (multi-crew concepts) |
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(01) |
|
Name the objectives of the multi-crew concept. |
X |
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X |
X |
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(02) |
|
State and explain the elements of multi-crew concepts. |
X |
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X |
X |
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(03) |
|
Describe the concepts of ‘standard operating procedures’ (SOPs), checklists and crew briefings. |
X |
X |
X |
X |
X |
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(04) |
|
Describe the purpose of and procedure for crew briefings. |
X |
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X |
X |
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(05) |
|
Describe the purpose of and procedure for checklists. |
X |
X |
X |
X |
X |
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(06) |
|
Describe the function of communication in a coordinated team. |
X |
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X |
X |
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(07) |
|
Explain the advantages of SOPs. |
X |
X |
X |
X |
X |
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(08) |
|
Explain how SOPs contribute to avoiding, reducing and managing threats and errors. |
X |
X |
X |
X |
X |
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(09) |
|
Explain potential threats of SOPs, for example during company or type conversion (e.g. motor programmes, company culture, hazardous attitudes, developed habits). |
X |
X |
X |
X |
X |
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040 03 04 03 |
|
Cooperation |
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(01) |
|
Distinguish between cooperation and coaction. |
X |
X |
X |
X |
X |
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(02) |
|
Define the term ‘group’. |
X |
X |
X |
X |
X |
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(03) |
|
Illustrate the influence of interdependence in a group. |
X |
X |
X |
X |
X |
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(04) |
|
List the advantages and disadvantages of teamwork. |
X |
X |
X |
X |
X |
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(05) |
|
Explain the term ‘synergy’. |
X |
X |
X |
X |
X |
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(06) |
|
Define the term ‘cohesion’. |
X |
X |
X |
X |
X |
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(07) |
|
Define the term ‘groupthink’. |
X |
X |
X |
X |
X |
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(08) |
|
State the essential conditions for good teamwork. |
X |
X |
X |
X |
X |
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(09) |
|
Explain the function of role and norm in a group. |
X |
X |
X |
X |
X |
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(10) |
|
Name the different role patterns which occur in a group situation. |
X |
X |
X |
X |
X |
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(11) |
|
Explain how behaviour can be affected by the following factors: — persuasion; — conformity; — compliance; — obedience. |
X |
X |
X |
X |
X |
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(12) |
|
Distinguish between status and role. |
X |
X |
X |
X |
X |
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(13) |
|
Stress the inherent dangers of a situation where there is a mix of role and status within the flight crew compartment. |
X |
X |
X |
X |
X |
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(14) |
|
Explain the terms ‘leadership’ and ‘followership’. |
X |
X |
X |
X |
X |
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(15) |
|
Describe the trans-cockpit authority gradient and its affiliated leadership styles (i.e. autocratic, laissez‑faire and synergistic). |
X |
X |
X |
X |
X |
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(16) |
|
Name the most important attributes of a positive leadership style. |
X |
X |
X |
X |
X |
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040 03 04 04 |
|
Communication |
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|
(01) |
|
Define the term ‘communication’. |
X |
X |
X |
X |
X |
X |
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(02) |
|
List the most basic components of interpersonal communication. |
X |
X |
X |
X |
X |
X |
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(03) |
|
Explain the advantages of in-person two-way communication as opposed to one-way communication. |
X |
X |
X |
X |
X |
X |
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(04) |
|
Intentionally left blank |
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(05) |
|
Name the importance of non-verbal communication. |
X |
X |
X |
X |
X |
X |
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(06) |
|
Describe the general aspects of non-verbal communication. |
X |
X |
X |
X |
X |
X |
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(07) |
|
Describe the advantages/disadvantages of implicit and explicit communication. |
X |
X |
X |
X |
X |
X |
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(08) |
|
Describe the advantages and possible problems of using ‘social’ and ‘professional’ language in high‑and low-workload situations. |
X |
X |
X |
X |
X |
X |
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(09) |
|
Name and explain the major obstacles to effective communication. |
X |
X |
X |
X |
X |
X |
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(10) |
|
Explain the difference between intrapersonal and interpersonal conflict. |
X |
X |
X |
X |
X |
X |
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(11) |
|
Describe the escalation process in human conflict. |
X |
X |
X |
X |
X |
X |
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(12) |
|
List the typical consequences of conflicts between crew members. |
X |
X |
X |
X |
X |
X |
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(13) |
|
Explain the following terms as part of the communication practice with regard to preventing or resolving conflicts: — inquiry; — active listening; — advocacy; — feedback; — metacommunication; — negotiation. |
X |
X |
X |
X |
X |
X |
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|
(14) |
|
Describe the limitations of communication in situations of high workload in the flight crew compartment in view of listening, verbal, non‑verbal and visual effects. |
X |
X |
X |
X |
X |
X |
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040 03 05 00 |
|
Human behaviour |
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040 03 05 01 |
|
Personality, attitude and behaviour |
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|
(01) |
|
Describe the factors that determine an individual’s behaviour. |
X |
X |
X |
X |
X |
X |
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|
(02) |
|
Define and distinguish between ‘personality’, ‘attitude’ and ‘behaviour’. |
X |
X |
X |
X |
X |
X |
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(03) |
|
State the origin of personality and attitude. |
X |
X |
X |
X |
X |
X |
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(04) |
|
State that with behaviour good and bad habits can be formed. |
X |
X |
X |
X |
X |
X |
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(05) |
|
Explain how behaviour is generally a product of personality, attitude and the environment to which one was exposed at significant moments (childhood, schooling and training). |
X |
X |
X |
X |
X |
X |
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|
(06) |
|
State that personality differences and selfish attitude may have effects on flight crew performance. |
X |
X |
X |
X |
X |
X |
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|
040 03 05 02 |
|
Individual differences in personality and motivation |
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|
(01) |
|
Describe the individual differences in personality by means of a common trait model (e.g. Eysenck’s personality factors) and use it to describe today’s ideal pilot. |
X |
X |
X |
X |
X |
X |
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|
Self-concept |
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|
(02) |
|
Define the term ‘self-concept’ and the role it plays in any change of personality. |
X |
X |
X |
X |
X |
X |
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|
(03) |
|
Explain how a self-concept of under-confidence may lead to an outward show of aggression and self- assertiveness. |
X |
X |
X |
X |
X |
X |
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|
Self-discipline |
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|
(04) |
|
Define ‘self-discipline’ and justify its importance for flight safety. |
X |
X |
X |
X |
X |
X |
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|
040 03 05 03 |
|
Identification of hazardous attitudes (error proneness) |
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|
|
(01) |
|
Explain dangerous attitudes in aviation: — anti-authority; — macho; — impulsivity; — invulnerability; — complacency; — resignation. |
X |
X |
X |
X |
X |
|
|
|
1 |
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|
(02) |
|
Describe the personality, attitude and behaviour patterns of an ideal crew member. |
X |
X |
X |
X |
X |
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|
(03) |
|
Summarise how a person’s attitude influences their work in the flight crew compartment. |
X |
X |
X |
X |
X |
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|
040 03 06 00 |
|
Human overload and underload |
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040 03 06 01 |
|
Arousal |
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|
(01) |
|
Explain the term ‘arousal’. |
X |
X |
X |
X |
X |
X |
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|
(02) |
|
Describe the relationship between arousal and performance. |
X |
X |
X |
X |
X |
X |
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|
(03) |
|
Explain the circumstances under which underload may occur and its possible dangers. |
X |
X |
X |
X |
X |
X |
|
|
1 |
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|
040 03 06 02 |
|
Stress |
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|
(01) |
|
Explain the term ‘stress’ and why stress is a natural human reaction. |
X |
X |
X |
X |
X |
X |
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|
(02) |
|
State that the physiological response to stress is generated by the ‘fight or flight’ response. |
X |
X |
X |
X |
X |
X |
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|
(03) |
|
Describe the function of the autonomic nervous system (ANS) in stress response. |
X |
X |
X |
X |
X |
X |
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|
(04) |
|
Explain the relationship between arousal and stress. |
X |
X |
X |
X |
X |
X |
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|
|
(05) |
|
State the relationship between stress and performance. |
X |
X |
X |
X |
X |
X |
X |
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|
|
(06) |
|
State the basic categories of stressors. |
X |
X |
X |
X |
X |
X |
X |
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|
|
|
(07) |
|
List and discuss the major environmental sources of stress in the flight crew compartment. |
X |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
(08) |
|
Discuss the concept of ‘break point’ with regard to stress, overload and performance. |
X |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
(09) |
|
Name the principal causes of domestic stress. |
X |
X |
X |
X |
X |
X |
|
|
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|
|
(10) |
|
State that the stress experienced as a result of particular demands varies among individuals. |
X |
X |
X |
X |
X |
X |
|
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|
(11) |
|
Explain the factors that lead to differences in the levels of stress experienced by individuals. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(12) |
|
List the factors that influence the tolerance of stressors. |
X |
X |
X |
X |
X |
X |
|
|
1 |
|
|
(13) |
|
State that stress is a result of perceived demands and perceived ability. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(14) |
|
Explain the relationship between stress and anxiety. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(15) |
|
Describe the effects of anxiety on human performance. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(16) |
|
State the general effect of acute stress on people. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(17) |
|
Describe the relationship between stress, arousal and vigilance. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(18) |
|
State the general effect of chronic stress and the biological reaction by means of the three stages of the general adaptation syndrome (Selye): alarm, resistance, and exhaustion. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(19) |
|
Explain the differences between psychological, psychosomatic and somatic stress reactions. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(20) |
|
Name the typical common physiological and psychological symptoms of human overload. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(21) |
|
Describe the effects of stress on human behaviour. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(22) |
|
Explain how stress is cumulative and how stress from one situation can be transferred to a different situation. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(23) |
|
Explain how successful completion of a stressful task will reduce the amount of stress experienced when a similar situation arises in the future. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(24) |
|
Describe the effect of human underload/overload on effectiveness in the flight crew compartment. |
X |
X |
X |
X |
X |
X |
X |
1 |
|
|
|
(25) |
|
List sources and symptoms of human underload. |
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1 |
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040 03 06 03 |
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Intentionally left blank |
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040 03 06 04 |
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Intentionally left blank |
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040 03 06 05 |
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Fatigue and stress management |
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(01) |
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Explain the term ‘fatigue’ and differentiate between the two types of fatigue (short-term and chronic fatigue). |
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X |
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(02) |
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Name the causes of short-term and chronic fatigue. |
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(03) |
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Identify the symptoms and describe the effects of fatigue. |
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(04) |
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List the strategies that prevent or delay the onset of fatigue and hypovigilance. |
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(05) |
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List and describe strategies for coping with stress factors and stress reactions. |
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(06) |
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Distinguish between short-term and long-term methods of stress management. |
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(07) |
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Give examples of short-term methods of stress management. |
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(08) |
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Give examples of long-term methods of coping with stress. |
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X |
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(09) |
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Describe the fatigue risk management system (FRMS) as follows: a data-driven means of continuously monitoring and managing fatigue‑related safety risks, based upon scientific principles and knowledge as well as operational experience that aims to ensure relevant personnel are performing at adequate levels of alertness. |
X |
X |
X |
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X |
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040 03 07 00 |
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Advanced cockpit automation |
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040 03 07 01 |
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Advantages and disadvantages |
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(01) |
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Compare the two basic concepts of automation: — as per Boeing, where the pilot remains the last operator; — and as per Airbus, where automated systems can correct erroneous pilot action. |
X |
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X |
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1 |
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(02) |
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Explain the fundamental restrictions of autoflight systems to be lack of creativity in unknown situations, and lack of personal motivation with regard to safety. |
X |
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1 |
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(03) |
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List the principal strengths and weaknesses of pilot versus autopilot systems to be creativity, decision‑making, prioritisation of tasks, safety attitude versus precision, reliability. |
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X |
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X |
1 |
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(04) |
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Explain the ‘ironies of automation’: designers’ errors due to wrong interpretation of the data, leaving tasks to the pilot that are too complex to automate, loss of manual and cognitive skills of the pilot. State the necessity for regular training flights as one possible countermeasure. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(05) |
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Describe methods to overcome the drawbacks of autoflight systems to be loss of manual flying capabilities, additional workload through programming, risk of slips during programming, and hypovigilance during cruise. |
X |
X |
X |
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X |
X |
1 |
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040 03 07 02 |
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Automation complacency |
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(01) |
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State the main weaknesses in the monitoring of automatic systems to be hypovigilance during flight, and loss of flying skills. |
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X |
X |
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(02) |
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Explain some basic flight crew errors and terms that arise with the introduction of automation: — passive monitoring; — blinkered concentration; — confusion; — mode awareness. |
X |
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X |
X |
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X |
1 |
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(03) |
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Explain how the method of call-outs counteracts ineffective monitoring of automatic systems. |
X |
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X |
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X |
1 |
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(04) |
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Define ‘complacency’. |
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X |
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1 |
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040 03 07 03 |
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Working concepts |
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(01) |
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Explain that the potential disadvantages of automation on crew communication are loss of awareness of input errors, flight modes, failure detection, failure comprehension, status of the aircraft and aircraft position. |
X |
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X |
X |
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(02) |
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Explain how the negative effects of automation on pilots may be alleviated by degrading to a lower level of automation to recover comprehension of the flight status from VNAV/LNAV to ALT/HDG or even to manual flying. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(03) |
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Interpret the role of automation with respect to flight safety regarding the basic principle of the use of manual versus autoflight in normal operations, frequent changes in the flight profile, and in abnormal situations. |
X |
X |
X |
X |
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X |
1 |
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ED Decision 2020/018/R
The operation of an aircraft is affected by the weather conditions within the atmosphere. The pilot should prove that they fulfil the following objectives in order to complete a flight safely in given meteorological conditions.
(1) Training aims
(i) Knowledge. After completion of the training, the pilot should be able to:
— understand the physical processes in the atmosphere;
— interpret the actual and forecast weather conditions in the atmosphere; and
— demonstrate understanding of the meteorological hazards and their effects on aircraft.
(ii) Skills. After completion of the training, the pilot should be able to:
— collect all the weather information which may affect a given flight;
— analyse and evaluate available weather information before flight as well as that collected in flight; and
— resolve any problems presented by the given weather conditions.
|
Syllabus reference |
BK |
Syllabus details and associated Learning Objectives |
Aeroplane |
Helicopter |
IR |
CB-IR(A)
|
BIR Exam |
BIR BK |
Remarks |
|||||
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ATPL |
CPL |
ATPL/IR |
ATPL |
CPL |
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050 00 00 00 |
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METEOROLOGY |
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050 01 00 00 |
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THE ATMOSPHERE |
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050 01 01 00 |
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Composition, extent, vertical division |
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050 01 01 01 |
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Structure of the atmosphere |
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(01) |
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Describe the vertical division of the atmosphere up to flight level (FL) 650, based on the temperature variations with height. |
X |
X |
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X |
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(02) |
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List the different layers and their main qualitative characteristics up to FL 650. |
X |
X |
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X |
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050 01 01 02 |
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Troposphere |
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(01) |
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Describe the troposphere. |
X |
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X |
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(02) |
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Describe the main characteristics of the tropopause. |
X |
X |
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X |
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(03) |
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Describe the proportions of the most important gases in the air in the troposphere. |
X |
X |
X |
X |
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X |
X |
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(04) |
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Describe the variations of the FL and temperature of the tropopause from the poles to the equator. |
X |
X |
X |
X |
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X |
X |
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(05) |
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Describe the breaks in the tropopause along the boundaries of the main air masses. |
X |
X |
X |
X |
X |
X |
X |
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(06) |
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Indicate the variations of the FL of the tropopause with the seasons and the variations of atmospheric pressure. |
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X |
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050 01 01 03 |
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Stratosphere |
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(01) |
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Describe the stratosphere up to FL 650. |
X |
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(02) |
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Describe that ozone can occur at jet cruise altitudes and that it constitutes a hazard. |
X |
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X |
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050 01 02 00 |
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Air temperature |
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050 01 02 01 |
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Definition and units |
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(01) |
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Define ‘air temperature’. |
X |
X |
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X |
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(02) |
X |
List the units of measurement of air temperature used in aviation meteorology (Celsius, Fahrenheit, Kelvin). (Refer to Subject 050 10 01 01) |
X |
X |
X |
X |
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X |
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050 01 02 02 |
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Vertical distribution of temperature |
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(01) |
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Describe the mean vertical distribution of temperature up to FL 650. |
X |
X |
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X |
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(02) |
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Mention the general causes of the cooling of the air in the troposphere with increasing altitude. |
X |
X |
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X |
X |
X |
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(03) |
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Calculate the temperature and temperature deviations (in relation to International Standard Atmosphere (ISA)) at specified levels. |
X |
X |
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X |
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050 01 02 03 |
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Transfer of heat |
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(01) |
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Explain how local cooling or warming processes result in transfer of heat. |
X |
X |
X |
X |
X |
X |
X |
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(02) |
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Describe radiation. |
X |
X |
X |
X |
X |
X |
X |
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(03) |
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Describe solar radiation reaching the Earth. |
X |
X |
X |
X |
X |
X |
X |
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(04) |
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Describe the filtering effect of the atmosphere on solar radiation. |
X |
X |
X |
X |
X |
X |
X |
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(05) |
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Describe terrestrial radiation. |
X |
X |
X |
X |
X |
X |
X |
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(06) |
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Explain how terrestrial radiation is absorbed by some components of the atmosphere. |
X |
X |
X |
X |
X |
X |
X |
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(07) |
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Explain the effect of absorption and radiation in connection with clouds. |
X |
X |
X |
X |
X |
X |
X |
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(08) |
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Explain the process of conduction. |
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X |
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X |
X |
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(09) |
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Explain the role of conduction in the cooling and warming of the atmosphere. |
X |
X |
X |
X |
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X |
X |
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(10) |
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Explain the process of convection. |
X |
X |
X |
X |
X |
X |
X |
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(11) |
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Name the situations in which convection occurs. |
X |
X |
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X |
X |
X |
X |
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(12) |
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Explain the process of advection. |
X |
X |
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X |
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X |
X |
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(13) |
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Name the situations in which advection occurs. |
X |
X |
X |
X |
X |
X |
X |
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(14) |
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Describe the transfer of heat by turbulence. |
X |
X |
X |
X |
X |
X |
X |
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(15) |
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Describe the transfer of latent heat. |
X |
X |
X |
X |
X |
X |
X |
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050 01 02 04 |
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Lapse rates |
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(01) |
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Describe qualitatively and quantitatively the temperature lapse rates of the troposphere (mean value 0.65 °C/100 m or 2 °C/1 000 ft and actual values). |
X |
X |
X |
X |
X |
X |
X |
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1 |
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050 01 02 05 |
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Development of inversions, types of inversions |
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(01) |
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Describe the development and types of inversions. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(02) |
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Explain the characteristics of inversions and of an isothermal layer concerning stability and vertical motions. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(03) |
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Explain the reasons for the formation of the following inversions: — ground inversion (nocturnal radiation/advection), subsidence inversion, frontal inversion, inversion above friction layer, valley inversion. |
X |
X |
X |
X |
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X |
X |
1 |
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050 01 02 06 |
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Temperature near the Earth’s surface, insolation, surface effects, effect of clouds, effect of wind |
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(01) |
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Explain the cooling/warming of the surface of the Earth by radiation. |
X |
X |
X |
X |
X |
X |
X |
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(02) |
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Explain the cooling/warming of the air by molecular or turbulent heat transfer to/from the earth or sea surfaces. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(03) |
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Describe qualitatively the influence of the clouds on the cooling and warming of the surface and the air near the surface. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(04) |
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Explain the influence of the wind on the cooling and warming of the air near the surfaces. |
X |
X |
X |
X |
X |
X |
X |
1 |
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050 01 03 00 |
|
Atmospheric pressure |
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050 01 03 01 |
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Barometric pressure, isobars |
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(01) |
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Define ‘atmospheric pressure’. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(02) |
X |
List the units of measurement of the atmospheric pressure used in aviation (hPa, inches of mercury). (Refer to Subject 050 10 01 01) |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(03) |
X |
Describe the principle of the barometers (mercury barometer, aneroid barometer). |
X |
X |
X |
X |
X |
X |
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(04) |
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Define isobars and identify them on surface weather charts. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(05) |
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Define ‘high’, ‘low’, ‘trough’, ‘ridge’, ‘col’. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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050 01 03 02 |
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Pressure variation with height, contours (isohypses) |
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(01) |
|
Explain the pressure variation with height. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(02) |
|
Describe quantitatively the variation of the barometric lapse rate. Remark: An approximation of the average value for the barometric lapse rate near mean sea level (MSL) is 30 ft (9 m) per 1 hPa. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(03) |
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State that (under conditions of ISA) pressure is approximately 50 % of MSL at 18 000 ft and density is approximately 50 % of MSL at 22 000 ft and 25 % of MSL at 40 000 ft. |
X |
X |
X |
X |
X |
X |
X |
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050 01 03 03 |
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Reduction of pressure to QFF (MSL) |
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(01) |
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Define ‘QFF’. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(02) |
|
Explain the reduction of measured pressure (QFE) to QFF (MSL). |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(03) |
|
Mention the use of QFF for surface weather charts. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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050 01 03 04 |
|
Relationship between surface pressure centres and pressure centres aloft |
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|
(01) |
|
Illustrate with a vertical cross section of isobaric surfaces the relationship between surface pressure systems and upper-air pressure systems. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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050 01 04 00 |
|
Air density |
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050 01 04 01 |
|
Relationship between pressure, temperature and density |
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|
(01) |
|
Describe the relationship between pressure, temperature and density. |
X |
X |
X |
X |
X |
X |
X |
1 |
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|
(02) |
|
Describe the vertical variation of the air density in the atmosphere. |
X |
X |
X |
X |
X |
X |
X |
1 |
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|
050 01 05 00 |
|
International Standard Atmosphere (ISA) |
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050 01 05 01 |
|
International Standard Atmosphere (ISA) |
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(01) |
|
Explain the use of standardised values for the atmosphere. |
X |
X |
X |
X |
X |
X |
X |
1 |
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|
(02) |
|
List the main values of the ISA MSL pressure, MSL temperature, the vertical temperature lapse rate up to FL 650, height and temperature of the tropopause. |
X |
X |
X |
X |
X |
X |
X |
1 |
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050 01 06 00 |
|
Altimetry |
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050 01 06 01 |
|
Terminology and definitions |
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|
(01) |
|
Define the following terms and explain how they are related to each other: height, altitude, pressure altitude, FL, pressure level, true altitude, true height, elevation, QNH, QFE, and standard altimeter setting. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(02) |
|
Describe the terms ‘transition altitude’, ‘transition level’, ‘transition layer’, ‘terrain clearance’, ‘lowest usable flight level’. |
X |
X |
X |
X |
X |
X |
X |
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050 01 06 02 |
|
Altimeter settings |
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|
(01) |
|
Name the altimeter settings associated to height, altitude, pressure altitude and FL. |
X |
X |
X |
X |
X |
X |
X |
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|
(02) |
|
Describe the altimeter-setting procedures. |
X |
X |
X |
X |
X |
X |
X |
1 |
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|
050 01 06 03 |
|
Calculations |
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|
(01) |
|
Calculate the different readings on the altimeter when the pilot uses different settings (QNH, 1013.25, QFE). |
X |
X |
X |
X |
X |
X |
X |
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|
(02) |
|
Illustrate with a numbered example the changes of altimeter setting and the associated changes in reading when the pilot climbs through the transition altitude or descends through the transition level. |
X |
X |
X |
X |
X |
X |
X |
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(03) |
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Derive the reading of the altimeter of an aircraft on the ground when the pilot uses the different settings. |
X |
X |
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X |
X |
X |
X |
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(04) |
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Explain the influence of the air temperature on the distance between the ground and the level read on the altimeter and between two FLs. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(05) |
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Explain the influence of pressure areas on true altitude. |
X |
X |
X |
X |
X |
X |
X |
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(06) |
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Determine the true altitude/height for a given altitude/height and a given ISA temperature deviation. |
X |
X |
X |
X |
X |
X |
X |
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(07) |
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Calculate the terrain clearance and the lowest usable FL for given atmospheric temperature and pressure conditions. |
X |
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X |
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X |
X |
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(08) |
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State that the 4 %-rule can be used to calculate true altitude from indicated altitude, and also indicated altitude from true altitude (not precise but sufficient due to the approximation of the 4 %‑rule.) |
X |
X |
X |
X |
X |
X |
X |
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Remark: The following rules should be considered for altimetry calculations: a) All calculations are based on rounded pressure values to the nearest lower hPa. b) The value for the barometric lapse rate between MSL and 700 hPa to be used is 30 ft/hPa as an acceptable approximation of the barometric lapse rate. c) To determine the true altitude/height, the following rule of thumb, called the ‘4 %‑rule’, shall be used: the altitude/height changes by 4 % for each 10 °C temperature deviation from ISA. d) If no further information is given, the deviation of the outside-air temperature from ISA is considered to be constantly the same given value in the whole layer. e) The elevation of the aerodrome has to be taken into account. The temperature correction has to be considered for the layer between the ground and the position of the aircraft. |
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050 01 06 04 |
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Effect of accelerated airflow due to topography |
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(01) |
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Describe qualitatively how the effect of accelerated airflow due to topography (the Bernoulli effect) affects altimetry. |
X |
X |
X |
X |
X |
X |
X |
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050 02 00 00 |
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WIND |
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050 02 01 00 |
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Definition and measurement of wind |
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050 02 01 01 |
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Definition and measurement |
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(01) |
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Define ‘wind’ and ‘surface wind’. |
X |
X |
X |
X |
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X |
X |
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(02) |
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State the units of wind directions (degrees true in reports; degrees magnetic from tower) and speed (kt, m/s). |
X |
X |
X |
X |
X |
X |
X |
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(03) |
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Describe that the reported wind is an average wind derived from measurements with an anemometer at a height of 10 m over 2 min for local routine and special reports and ATS units, and over 10 min for aerodrome routine meteorological reports (METARs) and aerodrome special meteorological reports (SPECIs). |
X |
X |
X |
X |
X |
X |
X |
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050 02 02 00 |
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Primary cause of wind |
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050 02 02 01 |
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Primary cause of wind, pressure gradient, Coriolis force, gradient wind |
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(01) |
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Define the term ‘horizontal pressure gradient’. |
X |
X |
X |
X |
X |
X |
X |
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(02) |
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Explain how the pressure gradient force acts in relation to the pressure gradient. |
X |
X |
X |
X |
X |
X |
X |
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(03) |
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Explain how the Coriolis force acts in relation to the wind. |
X |
X |
X |
X |
X |
X |
X |
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(04) |
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Explain the development of the geostrophic wind. |
X |
X |
X |
X |
X |
X |
X |
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(05) |
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Indicate how the geostrophic wind flows in relation to the isobars/isohypses in the northern and in the southern hemisphere. |
X |
X |
X |
X |
X |
X |
X |
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(06) |
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Analyse the effect of changing latitude on the geostrophic wind speed. |
X |
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X |
X |
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(07) |
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Explain the gradient wind effect and indicate how the gradient wind differs from the geostrophic wind in cyclonic and anticyclonic circulation. |
X |
X |
X |
X |
X |
X |
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050 02 02 02 |
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Variation of wind in the friction layer |
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(01) |
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Describe why and how the wind changes direction and speed with height in the friction layer in the northern and in the southern hemisphere (rule of thumb). |
X |
X |
X |
X |
X |
X |
X |
1 |
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(02) |
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State the surface and air-mass conditions that influence the wind in the friction layer (diurnal variation). |
X |
X |
X |
X |
X |
X |
X |
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(03) |
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Name terrain, wind speed and stability as the main factors that influence the vertical extent of the friction layer. |
X |
X |
X |
X |
X |
X |
X |
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(04) |
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Explain the relationship between isobars and wind (direction and speed). |
X |
X |
X |
X |
X |
X |
X |
1 |
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Remark: Approximate value for variation of wind in the friction layer (values to be used in examinations): |
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Type of landscape |
Wind speed in friction layer in % of the geostrophic wind |
The wind in the friction layer blows across the isobars towards the low pressure. Angle between wind direction and isobars. |
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over water |
ca 70 % |
ca 10° |
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over land |
ca 50 % |
ca 30° |
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WMO - No. 266 |
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050 02 02 03 |
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Effects of convergence and divergence |
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(01) |
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Describe atmospheric convergence and divergence. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(02) |
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Explain the relationship between convergence and divergence on the following: pressure systems at the surface and aloft; wind speed; vertical motion and cloud formation (relationship between upper‑air conditions and surface pressure systems). |
X |
X |
X |
X |
X |
X |
X |
1 |
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050 02 03 00 |
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General global circulation |
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050 02 03 01 |
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General circulation around the globe |
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(01) |
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Describe the general global circulation. (Refer to Subject 050 08 01 01) |
X |
X |
X |
X |
X |
X |
X |
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(02) |
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Name and sketch or indicate on a map the global distribution of the surface pressure and the resulting wind pattern for all latitudes at low level in January and July. |
X |
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X |
X |
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(03) |
|
Sketch or indicate on a map the westerly and easterly tropospheric winds at high level in January and July. |
X |
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X |
X |
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050 02 04 00 |
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Local winds |
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050 02 04 01 |
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Anabatic and katabatic winds, mountain and valley winds, Venturi effects, land and sea breezes |
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(01) |
|
Describe and explain anabatic and katabatic winds. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(02) |
|
Describe mountain and valley winds. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(03) |
|
Describe the Venturi effect, convergence in valleys and mountain areas. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(04) |
|
Describe land and sea breezes, and sea-breeze front. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(05) |
|
Describe that local, low-level jet streams can develop in the evening. |
X |
X |
X |
X |
X |
X |
X |
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050 02 05 00 |
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Mountain waves (standing waves, lee waves) |
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050 02 05 01 |
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Origin and characteristics |
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(01) |
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Explain the origin and formation of mountain waves. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(02) |
|
State the conditions necessary for the formation of mountain waves. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(03) |
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Describe the structure and properties of mountain waves. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(04) |
|
Explain how mountain waves may be identified by their associated meteorological phenomena. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(05) |
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Describe that mountain wave effects can exceed the performance or structural capability of aircraft. |
X |
X |
X |
X |
X |
X |
X |
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(06) |
|
Describe that mountain wave effects can propagate from low to high level, e.g. over Greenland and elsewhere. |
X |
X |
X |
X |
X |
X |
X |
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050 02 06 00 |
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Turbulence |
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050 02 06 01 |
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Description and types of turbulence |
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(01) |
|
Describe turbulence and gustiness. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(02) |
|
List the common types of turbulence (convective, mechanical, orographic, frontal, clear-air turbulence). |
X |
X |
X |
X |
X |
X |
X |
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1 |
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050 02 06 02 |
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Formation and location of turbulence |
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(01) |
|
Explain the formation of convective turbulence, mechanical and orographic turbulence, and frontal turbulence. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(02) |
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State where turbulence will normally be found (rough-ground surfaces, relief, inversion layers, cumulonimbus (CB), thunderstorm (TS) zones, unstable layers). |
X |
X |
X |
X |
X |
X |
X |
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1 |
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050 02 06 03 |
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Clear-air turbulence (CAT) — description, cause and location |
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(01) |
|
Describe CAT. |
X |
X |
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X |
X |
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(02) |
|
Describe the formation of CAT. |
X |
X |
X |
X |
X |
X |
X |
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(03) |
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State where CAT is found in association with jet streams, in high-level troughs and in other disturbed high-level air flows. (Refer to Subject 050 09 02 02) |
X |
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(04) |
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State that remote sensing of CAT from satellites is not possible and that forecasting is limited. |
X |
X |
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X |
X |
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|
(05) |
|
State that pilot reports of turbulence are a very valuable source of information as remote measurements are not available. |
X |
X |
X |
X |
X |
X |
X |
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050 02 07 00 |
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Jet streams |
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050 02 07 01 |
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Description |
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(01) |
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Describe jet streams. |
X |
X |
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X |
X |
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(02) |
|
State the defined minimum speed of a jet stream (60 kt). |
X |
X |
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X |
X |
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(03) |
|
State the typical figures for the dimensions of jet streams. |
X |
X |
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X |
X |
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050 02 07 02 |
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Formation and properties of jet streams |
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|
(01) |
|
Explain the formation and state the heights, the speeds, the seasonal variations of speeds, the geographical positions, the seasonal occurrence and the seasonal movements of the arctic (front) jet stream, the polar (front) jet stream, the subtropical jet stream, and the tropical (easterly/equatorial) jet stream. |
X |
X |
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050 02 07 03 |
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Location of jet streams and associated CAT areas |
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|
(01) |
|
Sketch or describe where polar front and arctic jet streams are found in the troposphere in relation to the tropopause and to fronts. |
X |
X |
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(02) |
|
Describe and indicate the areas of worst wind shear and CAT. |
X |
X |
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050 02 07 04 |
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Intentionally left blank |
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050 03 00 00 |
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THERMODYNAMICS |
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050 03 01 00 |
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Humidity |
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050 03 01 01 |
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Water vapour in the atmosphere |
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|
(01) |
|
State that the density of moist air is less than the density of dry air. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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|
(02) |
|
Describe the significance for meteorology of water vapour in the atmosphere. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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|
(03) |
|
Indicate the sources of atmospheric humidity. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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|
(04) |
|
Define ‘saturation of air by water vapour’. |
X |
X |
X |
X |
X |
X |
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050 03 01 02 |
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Intentionally left blank |
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050 03 01 03 |
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Temperature/dew point, relative humidity |
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(01) |
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Define ‘dew point’. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(02) |
|
Define ‘relative humidity’. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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|
(03) |
|
Explain the factors that influence the relative humidity at constant pressure. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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|
(04) |
|
Explain the diurnal variation of the relative humidity. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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|
(05) |
|
Describe the relationship between temperature and dew point. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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|
(06) |
|
Estimate the relative humidity of the air from the difference between dew point and temperature. |
X |
X |
X |
X |
X |
X |
X |
1 |
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|
050 03 02 00 |
|
Change of state of water |
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050 03 02 01 |
|
Condensation, evaporation, sublimation, freezing and melting, latent heat |
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|
(01) |
|
Define ‘condensation’, ‘evaporation’, ‘sublimation’, ‘freezing and melting’ and ‘latent heat’. |
X |
X |
X |
X |
X |
X |
X |
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|
(02) |
|
List the conditions for condensation/evaporation. |
X |
X |
X |
X |
X |
X |
X |
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|
(03) |
|
Explain the condensation process. |
X |
X |
X |
X |
X |
X |
X |
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|
(04) |
|
Explain the nature of and the need for condensation nuclei. |
X |
X |
X |
X |
X |
X |
X |
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|
(05) |
|
Explain the effects of condensation on the weather. |
X |
X |
X |
X |
X |
X |
X |
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|
(06) |
|
List the conditions for freezing/melting. |
X |
X |
X |
X |
X |
X |
X |
1 |
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|
(07) |
|
Explain the process of freezing. |
X |
X |
X |
X |
X |
X |
X |
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|
(08) |
|
Explain the nature of and the need for freezing nuclei. |
X |
X |
X |
X |
X |
X |
X |
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|
(09) |
|
Define ‘supercooled water’. (Refer to Subject 050 09 01 01) |
X |
X |
X |
X |
X |
X |
X |
1 |
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|
(10) |
|
List the conditions for sublimation. |
X |
X |
X |
X |
X |
X |
X |
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|
(11) |
|
Explain the sublimation process. |
X |
X |
X |
X |
X |
X |
X |
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|
(12) |
|
Explain the nature of and the need for sublimation nuclei. |
X |
X |
X |
X |
X |
X |
X |
|
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|
(13) |
|
Describe the absorption or release of latent heat in each change of state of water. |
X |
X |
X |
X |
X |
X |
X |
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||
|
(14) |
|
Illustrate all the changes of state of water with practical examples. |
X |
X |
X |
X |
X |
X |
X |
1 |
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|
050 03 03 00 |
|
Adiabatic processes |
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|
050 03 03 01 |
|
Adiabatic processes, stability of the atmosphere |
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||
|
(01) |
|
Describe the adiabatic process in an unsaturated rising or descending air particle. |
X |
X |
X |
X |
X |
X |
X |
|
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||
|
(02) |
|
Explain the variation of temperature of an unsaturated rising or descending air particle. |
X |
X |
X |
X |
X |
X |
X |
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|
(03) |
|
Explain the variation of humidity of an unsaturated rising or descending air particle. |
X |
X |
X |
X |
X |
X |
X |
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|
(04) |
|
Describe the adiabatic process in a saturated rising or descending air particle. |
X |
X |
X |
X |
X |
X |
X |
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|
(05) |
|
Explain the variation of temperature of a saturated air particle with changing altitude. |
X |
X |
X |
X |
X |
X |
X |
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|
(06) |
|
Explain the static stability of the atmosphere using the actual temperature curve with reference to the adiabatic lapse rates. |
X |
X |
X |
X |
X |
X |
X |
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(07) |
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Define qualitatively and quantitatively the terms ‘stable’, ‘conditionally unstable’, ‘unstable’ and ‘indifferent’. |
X |
X |
X |
X |
X |
X |
X |
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(08) |
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Illustrate with a schematic sketch the formation of Foehn. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(09) |
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Explain the effect of the advection of air (warm or cold) on the stability of the air. |
X |
X |
X |
X |
X |
X |
X |
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Remark: Dry adiabatic lapse rate = 1 °C/100 m or 3 °C/1 000 ft; average value at lower levels for saturated adiabatic lapse rate = 0.6 °C/100 m or 1.8 °C/1 000 ft (values to be used in examinations). |
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050 04 00 00 |
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CLOUDS AND FOG |
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050 04 01 00 |
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Cloud formation and description |
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050 04 01 01 |
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Cloud formation |
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(01) |
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Explain cloud formation by adiabatic cooling, conduction, advection and radiation. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(02) |
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Describe cloud formation based on the following lifting processes: — unorganised lifting in thin layers and turbulent mixing; — forced lifting at fronts or over mountains; — free convection. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(03) |
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List cloud types typical for stable and unstable air conditions. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(04) |
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Summarise the conditions for the dissipation of clouds. |
X |
X |
X |
X |
X |
X |
X |
1 |
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050 04 01 02 |
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Cloud types and cloud classification |
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(01) |
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Describe the different cloud types and their classification. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(02) |
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Identify by shape cirriform, cumuliform and stratiform clouds. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(03) |
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Identify by shape and typical level the 10 cloud types (general). |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(04) |
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Describe and identify by shape the following species and supplementary features: castellanus, lenticularis, congestus, calvus, capillatus and virga. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(05) |
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Distinguish between low-, medium- and high-level clouds according to the World Meteorological Organization’s (WMO) ‘cloud etage’. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(06) |
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Distinguish between ice clouds, mixed clouds and pure-water clouds. |
X |
X |
X |
X |
X |
X |
X |
1 |
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050 04 01 03 |
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Influence of inversions on cloud development |
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(01) |
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Explain the influence of inversions on vertical movements in the atmosphere. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(02) |
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Explain the influence of an inversion on the formation of stratus clouds. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(03) |
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Explain the influence of ground inversion on the formation of fog. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(04) |
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Describe the role of the tropopause inversion with regard to the vertical development of clouds. |
X |
X |
X |
X |
X |
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050 04 01 04 |
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Flying conditions in each cloud type |
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(01) |
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Assess the 10 cloud types for icing and turbulence. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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050 04 02 00 |
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Fog, mist, haze |
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050 04 02 01 |
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General aspects |
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(01) |
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Define ‘fog’, ‘mist’ and ‘haze’ with reference to the WMO standards of visibility range. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(02) |
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Explain briefly the formation of fog, mist and haze. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(03) |
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Name the factors that generally contribute to the formation of fog and mist. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(04) |
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Name the factors that contribute to the formation of haze. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(05) |
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Describe freezing fog and ice fog. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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050 04 02 02 |
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Radiation fog |
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(01) |
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Explain the formation of radiation fog. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(02) |
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Describe the significant characteristics of radiation fog, and its vertical extent. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(03) |
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Summarise the conditions for the dissipation of radiation fog. |
X |
X |
X |
X |
X |
X |
X |
1 |
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050 04 02 03 |
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Advection fog |
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(01) |
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Explain the formation of advection fog. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(02) |
|
Describe the different possibilities of advection-fog formation (over land, sea and coastal regions). |
X |
X |
X |
X |
X |
X |
X |
1 |
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(03) |
|
Describe the significant characteristics of advection fog. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(04) |
|
Summarise the conditions for the dissipation of advection fog. |
X |
X |
X |
X |
X |
X |
X |
1 |
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050 04 02 04 |
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Sea smoke |
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(01) |
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Explain the formation of sea smoke. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(02) |
|
Explain the conditions for the development of sea smoke. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(03) |
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Summarise the conditions for the dissipation of sea smoke. |
X |
X |
X |
X |
X |
X |
X |
1 |
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050 04 02 05 |
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Frontal fog |
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(01) |
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Explain the formation of frontal fog. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(02) |
|
Describe the significant characteristics of frontal fog. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(03) |
|
Summarise the conditions for the dissipation of frontal fog. |
X |
X |
X |
X |
X |
X |
X |
1 |
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050 04 02 06 |
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Orographic fog (hill fog) |
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(01) |
|
Summarise the features of orographic fog. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(02) |
|
Describe the significant characteristics of orographic fog. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(03) |
|
Summarise the conditions for the dissipation of orographic fog. |
X |
X |
X |
X |
X |
X |
X |
1 |
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050 05 00 00 |
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PRECIPITATION |
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050 05 01 00 |
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Development of precipitation |
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050 05 01 01 |
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Process of development of precipitation |
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(01) |
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Describe the two basic processes of forming precipitation (the Wegener–Bergeron–Findeisen process, Coalescence). |
X |
X |
X |
X |
X |
X |
X |
1 |
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(02) |
|
Summarise the outlines of the ice-crystal process (the Wegener–Bergeron–Findeisen process). |
X |
X |
X |
X |
X |
X |
X |
1 |
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(03) |
|
Summarise the outlines of the coalescence process. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(04) |
|
Explain the development of snow, rain, drizzle and hail. |
X |
X |
X |
X |
X |
X |
X |
1 |
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050 05 02 00 |
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Types of precipitation |
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050 05 02 01 |
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Types of precipitation, relationship with cloud types |
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(01) |
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List and describe the types of precipitation given in the aerodrome forecast (TAF) and METAR codes (drizzle, rain, snow, snow grains, ice pellets, hail, small hail, snow pellets, ice crystals, freezing drizzle, freezing rain). |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(02) |
|
State the ICAO/WMO approximate diameters for cloud, drizzle and rain drops. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(03) |
|
State that, because of their size, hail stones can cause significant damage to aircraft. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(04) |
X |
Explain the mechanism for the formation of freezing precipitation. |
X |
X |
X |
X |
X |
X |
X |
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1 |
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(05) |
|
Describe the weather conditions that give rise to freezing precipitation. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(06) |
|
Distinguish between the types of precipitation generated in convective and stratiform clouds. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(07) |
|
Assign typical precipitation types and intensities to different cloud types. |
X |
X |
X |
X |
X |
X |
X |
1 |
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(08) |
|
Explain the relationship between moisture content and visibility during different types of winter precipitation (e.g. large vs small snowflakes). |
X |
X |
X |
X |
X |
X |
X |
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050 06 00 00 |
|
AIR MASSES AND FRONTS |
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050 06 01 00 |
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Air masses |
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050 06 01 01 |
|
Description, classification and source regions of air masses |
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|
(01) |
|
Define the term ‘air mass’. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(02) |
|
Describe the properties of the source regions. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(03) |
|
Summarise the classification of air masses by source regions. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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|
(04) |
|
State the classifications of air masses by temperature and humidity at source. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(05) |
|
State the characteristic weather in each of the air masses. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(06) |
|
Name the three main air masses that affect Europe. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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|
(07) |
|
Classify air masses on a surface weather chart. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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|
Remark: Names and abbreviations of air masses used in examinations: — first letter: humidity — continental (c) — maritime (m) — second letter: type of air mass — arctic (A) — polar (P) — tropical (T) — equatorial (E) — third letter: temperature — cold (c) — warm (w) |
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050 06 01 02 |
|
Modifications of air masses |
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(01) |
|
List the environmental factors that affect the final properties of an air mass. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(02) |
|
Explain how maritime and continental tracks modify air masses. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(03) |
|
Explain the effect of passage over cold or warm surfaces. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(04) |
|
Explain how air-mass weather is affected by the season, the air-mass track and by orographic and thermal effects over land. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(05) |
|
Assess the tendencies of the stability of an air mass and describe the typical resulting air-mass weather including the hazards for aviation. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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050 06 02 00 |
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Fronts |
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050 06 02 01 |
|
General aspects |
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|
(01) |
|
Describe the boundaries between air masses (fronts). |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(02) |
|
Define ‘front’ and ‘frontal zone’. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(03) |
|
Name the global frontal systems (polar front, arctic front). |
X |
X |
X |
X |
X |
X |
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(04) |
|
State the approximate seasonal latitudes and geographic positions of the polar front and the arctic front. |
X |
X |
X |
X |
X |
X |
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050 06 02 02 |
|
Warm front, associated clouds and weather |
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(01) |
|
Define a ‘warm front’. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(02) |
|
Describe the cloud, weather, ground visibility and aviation hazards at a warm front depending on the stability of the warm air. |
X |
X |
X |
X |
X |
X |
X |
3 |
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|
(03) |
|
Explain the seasonal differences in the weather at warm fronts. |
X |
X |
X |
X |
X |
X |
X |
3 |
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|
(04) |
|
Describe the structure, slope and dimensions of a warm front. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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|
(05) |
|
Sketch a cross section of a warm front showing weather, cloud and aviation hazards. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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|
050 06 02 03 |
|
Cold front, associated clouds and weather |
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|
(01) |
|
Define a ‘cold front’. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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|
(02) |
|
Describe the cloud, weather, ground visibility and aviation hazards at a cold front depending on the stability of the warm air. |
X |
X |
X |
X |
X |
X |
X |
3 |
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|
(03) |
|
Explain the seasonal differences in the weather at cold fronts. |
X |
X |
X |
X |
X |
X |
X |
3 |
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|
(04) |
|
Describe the structure, slope and dimensions of a cold front. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
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|
(05) |
|
Sketch a cross section of a cold front showing weather, cloud and aviation hazards. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
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|
050 06 02 04 |
|
Warm sector, associated clouds and weather |
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|
(01) |
|
Describe fronts and air masses associated with the warm sector. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
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||
|
(02) |
|
Describe the cloud, weather, ground visibility and aviation hazards in a warm sector. |
X |
X |
X |
X |
X |
X |
X |
3 |
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||
|
(03) |
|
Explain the seasonal differences in the weather in the warm sector. |
X |
X |
X |
X |
X |
X |
X |
3 |
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||
|
(04) |
|
Sketch a cross section of a warm sector showing weather, cloud and aviation hazards. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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|
050 06 02 05 |
|
Weather behind the cold front |
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|
(01) |
|
Describe the cloud, weather, ground visibility and aviation hazards behind the cold front. |
X |
X |
X |
X |
X |
X |
X |
3 |
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||
|
(02) |
|
Explain the seasonal differences in the weather behind the cold front. |
X |
X |
X |
X |
X |
X |
X |
3 |
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|
050 06 02 06 |
|
Occlusions, associated clouds and weather |
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||
|
(01) |
X |
Define the term ‘occlusion’ and ‘occluded front’. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
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||
|
(02) |
|
Describe the cloud, weather, ground visibility and aviation hazards in a cold occlusion. |
X |
X |
X |
X |
X |
X |
X |
3 |
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||
|
(03) |
|
Describe the cloud, weather, ground visibility and aviation hazards in a warm occlusion. |
X |
X |
X |
X |
X |
X |
X |
3 |
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||
|
(04) |
|
Explain the seasonal differences in the weather at occlusions. |
X |
X |
X |
X |
X |
X |
X |
3 |
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||
|
(05) |
|
Sketch a cross section of occlusions showing weather, cloud and aviation hazards. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
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||
|
(06) |
|
On a sketch illustrate the development of an occlusion and the movement of the occlusion point. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
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|
050 06 02 07 |
|
Stationary front, associated clouds and weather |
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(01) |
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Define a ‘stationary front’. |
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3 |
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(02) |
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Describe the cloud, weather, ground visibility and aviation hazards in a stationary front. |
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3 |
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050 06 02 08 |
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Movement of fronts and pressure systems, life cycle |
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(01) |
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Describe the movements of fronts and pressure systems and the life cycle of a mid-latitude depression. |
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3 |
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(02) |
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State the rules for predicting the direction and the speed of movement of fronts. |
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3 |
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(03) |
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State the difference in the speed of movement between cold and warm fronts. |
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3 |
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(04) |
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State the rules for predicting the direction and the speed of movement of frontal depressions. |
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3 |
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(05) |
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Describe, with a sketch if required, the genesis, development and life cycle of a frontal depression with associated cloud and rain belts. |
X |
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X |
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X |
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3 |
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050 06 02 09 |
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Changes of meteorological elements at a frontal wave |
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(01) |
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Sketch a plan and a cross section of a frontal wave (warm front, warm sector, and cold front) and illustrate the changes of pressure, temperature, surface wind and wind in the vertical axis. |
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X |
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3 |
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050 07 00 00 |
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PRESSURE SYSTEMS |
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050 07 01 00 |
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The principal pressure areas |
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050 07 01 01 |
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Location of the principal pressure areas |
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(01) |
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Identify or indicate on a map the principal global high-pressure and low-pressure areas in January and July. |
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(02) |
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Explain how these pressure areas are formed. |
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(03) |
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Explain how the pressure areas move with the seasons. |
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050 07 02 00 |
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Anticyclone |
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050 07 02 01 |
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Anticyclones, types, general properties, cold and warm anticyclones, ridges and subsidence |
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(01) |
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List the different types of anticyclones. |
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3 |
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(02) |
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Describe the effect of high-level convergence in producing areas of high pressure at ground level. |
X |
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3 |
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(03) |
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Describe air-mass subsidence, its effect on the environmental lapse rate, and the associated weather. |
X |
X |
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X |
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3 |
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(04) |
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Describe the formation of warm and cold anticyclones. |
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X |
3 |
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(05) |
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Describe the formation of ridges. |
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X |
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3 |
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(06) |
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Describe the properties of and the weather associated with warm and cold anticyclones. |
X |
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X |
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(07) |
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Describe the properties of and the weather associated with ridges. |
X |
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3 |
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(08) |
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Describe the blocking anticyclone and its effects. |
X |
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X |
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3 |
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050 07 03 00 |
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Non-frontal depressions |
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050 07 03 01 |
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Thermal, orographic, polar and secondary depressions; troughs |
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(01) |
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Describe the effect of high-level divergence in producing areas of low pressure at ground level. |
X |
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3 |
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(02) |
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Describe the formation and properties of thermal, orographic (lee lows), polar and secondary depressions. |
X |
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X |
3 |
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(03) |
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Describe the formation, the properties and the associated weather at troughs. |
X |
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3 |
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050 07 04 00 |
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Tropical revolving storms |
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050 07 04 01 |
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Characteristics of tropical revolving storms |
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(01) |
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State the conditions necessary for the formation of tropical revolving storms. |
X |
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X |
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(02) |
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State how a tropical revolving storm generally moves in its area of occurrence. |
X |
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X |
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(03) |
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Name the stages of the development of tropical revolving storms (tropical disturbance, tropical depression, tropical storm, severe tropical storm, tropical revolving storm). |
X |
X |
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X |
X |
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(04) |
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Describe the meteorological conditions in and near a tropical revolving storm. |
X |
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X |
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(05) |
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State the approximate dimensions of a tropical revolving storm. |
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X |
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(06) |
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State that the movement of a tropical revolving storm can only rarely be forecast exactly, and that utmost care is necessary near a tropical revolving storm. |
X |
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X |
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050 07 04 02 |
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Origin and local names, location and period of occurrence |
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(01) |
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List the areas of origin and occurrence of tropical revolving storms, and their specified names (hurricane, typhoon, tropical cyclone). |
X |
X |
X |
X |
X |
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(02) |
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State the expected times of occurrence of tropical revolving storms in each of the source areas, and their approximate frequency. |
X |
X |
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X |
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050 08 00 00 |
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CLIMATOLOGY |
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050 08 01 00 |
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Climatic zones |
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050 08 01 01 |
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General circulation in the troposphere and lower stratosphere |
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(01) |
X |
Describe the general tropospheric and low stratospheric circulation. (Refer to Subject 050 02 03 01) |
X |
X |
X |
X |
X |
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050 08 01 02 |
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Climatic classification |
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(01) |
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Describe the characteristics of the tropical rain climate, the dry climate, the mid-latitude climate (warm temperate rain climate), the subarctic climate (cold snow forest climate) and the snow climate (polar climate). |
X |
X |
X |
X |
X |
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(02) |
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Explain how the seasonal movement of the sun generates the transitional climate zones. |
X |
X |
X |
X |
X |
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(03) |
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State the typical locations of each major climatic zone. |
X |
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X |
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050 08 02 00 |
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Tropical climatology |
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050 08 02 01 |
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Cause and development of tropical showers and thunderstorms: humidity, temperature, tropopause |
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(01) |
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State the conditions necessary for the formation of tropical showers and thunderstorms (mesoscale convective complex, cloud clusters). |
X |
X |
X |
X |
X |
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(02) |
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Describe the characteristics of tropical squall lines. |
X |
X |
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X |
X |
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(03) |
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Explain the formation of convective cloud structures caused by convergence at the boundary of the NE and SE trade winds (Intertropical Convergence Zone (ITCZ)). |
X |
X |
X |
X |
X |
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(04) |
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State the typical figures for tropical surface air temperatures and humidities, and for heights of the zero-degree isotherm. |
X |
X |
X |
X |
X |
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050 08 02 02 |
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Seasonal variations of weather and wind, typical synoptic situations |
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(01) |
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Indicate on a map the trade winds (tropical easterlies) and describe the associated weather. |
X |
X |
X |
X |
X |
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(02) |
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Indicate on a map the doldrums and describe the associated weather. |
X |
X |
X |
X |
X |
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(03) |
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Indicate on a sketch the latitudes of subtropical high (horse latitudes) and describe the associated weather. |
X |
X |
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(04) |
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Indicate on a map the major monsoon winds. |
X |
X |
X |
X |
X |
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050 08 02 03 |
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Intertropical Convergence Zone (ITCZ), weather in the ITCZ, general seasonal movement |
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(01) |
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Identify or indicate on a map the positions of the ITCZ in January and July. |
X |
X |
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(02) |
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Explain the seasonal movement of the ITCZ. |
X |
X |
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(03) |
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Describe the weather and winds at the ITCZ. |
X |
X |
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(04) |
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Explain the flight hazards associated with the ITCZ. |
X |
X |
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050 08 02 04 |
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Monsoon, sandstorms, cold-air outbreaks |
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(01) |
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Define in general the term ‘monsoon’ and give a general overview of regions of occurrence. |
X |
X |
X |
X |
X |
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(02) |
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Describe the major monsoon conditions. (Refer to Subject 050 08 02 02) |
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(03) |
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Explain how trade winds change character after a long track and become monsoon winds. |
X |
X |
X |
X |
X |
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(04) |
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Explain the weather and the flight hazards associated with a monsoon. |
X |
X |
X |
X |
X |
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(05) |
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Explain the formation of the SW/NE monsoon over West Africa and describe the weather, stressing the seasonal differences. |
X |
X |
X |
X |
X |
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(06) |
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Explain the formation of the SW/NE monsoon over India and describe the weather, stressing the seasonal differences. |
X |
X |
X |
X |
X |
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(07) |
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Explain the formation of the monsoon over the Far East and northern Australia and describe the weather, stressing the seasonal differences. |
X |
X |
X |
X |
X |
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(08) |
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Describe the formation and properties of sandstorms. |
X |
X |
X |
X |
X |
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(09) |
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Indicate when and where outbreaks of cold polar air can enter subtropical weather systems. |
X |
X |
X |
X |
X |
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(10) |
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Name well-known examples of polar-air outbreaks (Blizzard, Pampero). |
X |
X |
X |
X |
X |
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050 08 02 05 |
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Easterly waves |
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(01) |
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Explain the effect of easterly waves on tropical weather systems. |
X |
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X |
X |
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050 08 03 00 |
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Typical weather situations in the mid-latitudes |
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050 08 03 01 |
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Westerly situation (westerlies) |
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(01) |
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Identify on a weather chart the typical westerly situation with travelling polar front waves. |
X |
X |
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X |
X |
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3 |
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050 08 03 02 |
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High-pressure area |
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(01) |
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Describe the high-pressure zones with the associated weather. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(02) |
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Identify on a weather chart the high-pressure regions. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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050 08 03 03 |
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Intentionally left blank |
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050 08 03 04 |
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Cold-air drop |
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(01) |
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Define ‘cold-air drop’. |
X |
X |
X |
X |
X |
X |
X |
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(02) |
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Describe the formation of a cold-air drop. |
X |
X |
X |
X |
X |
X |
X |
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(03) |
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Identify cold-air drops on weather charts. |
X |
X |
X |
X |
X |
X |
X |
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(04) |
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Explain the problems and dangers of cold-air drops for aviation. |
X |
X |
X |
X |
X |
X |
X |
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050 08 04 00 |
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Local winds and associated weather |
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050 08 04 01 |
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Foehn, Mistral, Bora |
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(01) |
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Describe the mechanism for the development of Foehn winds (including Chinook). |
X |
X |
X |
X |
X |
X |
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(02) |
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Describe the weather associated with Foehn winds. |
X |
X |
X |
X |
X |
X |
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(03) |
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Describe the formation of, the characteristics of, and the weather associated with Mistral and Bora. |
X |
X |
X |
X |
X |
X |
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050 08 04 02 |
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Harmattan |
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(01) |
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Describe the Harmattan wind and the associated visibility problems as an example of local winds affecting visibility. |
X |
X |
X |
X |
X |
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050 09 00 00 |
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FLIGHT HAZARDS |
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050 09 01 00 |
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Icing |
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050 09 01 01 |
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Conditions for ice accretion |
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(01) |
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Summarise the general conditions under which ice accretion occurs on aircraft (temperatures of outside air; temperature of the airframe; presence of supercooled water in clouds, fog, rain and drizzle; possibility of sublimation). |
X |
X |
X |
X |
X |
X |
X |
3 |
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(02) |
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Explain the general weather conditions under which ice accretion occurs in a venturi carburettor. |
X |
X |
X |
X |
X |
X |
X |
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3 |
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(03) |
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Explain the general weather conditions under which ice accretion occurs on airframe. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(04) |
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Explain the formation of supercooled water in clouds, rain and drizzle. (Refer to Subject 050 03 02 01) |
X |
X |
X |
X |
X |
X |
X |
3 |
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(05) |
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Explain qualitatively the relationship between the air temperature and the amount of supercooled water. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(06) |
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Explain qualitatively the relationship between the type of cloud and the size and number of the droplets in cumuliform and stratiform clouds. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(07) |
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Indicate in which circumstances ice can form on an aircraft on the ground: air temperature, humidity, precipitation. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(08) |
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Explain in which circumstances ice can form on an aircraft in flight: inside clouds, in precipitation, and outside clouds and precipitation. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(09) |
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Explain the influence of fuel temperature, radiative cooling of the aircraft surface and temperature of the aircraft surface (e.g. from previous flight) on ice formation. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(10) |
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Describe the different factors that influence the intensity of icing: air temperature, amount of supercooled water in a cloud or in precipitation, amount of ice crystals in the air, speed of the aircraft, shape (thickness) of the airframe parts (wings, antennas, etc.). |
X |
X |
X |
X |
X |
X |
X |
3 |
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(11) |
|
Explain the effects of topography on icing. |
X |
X |
X |
X |
X |
X |
X |
3 |
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(12) |
|
Explain the higher concentration of water drops in stratiform orographic clouds. |
X |
X |
X |
X |
X |
X |
X |
3 |
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050 09 01 02 |
|
Types of ice accretion |
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(01) |
X |
Define ‘clear ice’. |
X |
X |
X |
X |
X |
X |
X |
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(02) |
|
Describe the conditions for the formation of clear ice. |
X |
X |
X |
X |
X |
X |
X |
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(03) |
|
Explain the formation of the structure of clear ice with the release of latent heat during the freezing process. |
X |
X |
X |
X |
X |
X |
X |
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(04) |
|
Describe the aspects of clear ice: appearance, weight, solidity. |
X |
X |
X |
X |
X |
X |
X |
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(05) |
|
Define ‘rime ice’. |
X |
X |
X |
X |
X |
X |
X |
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(06) |
|
Describe the conditions for the formation of rime ice. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
||
|
(07) |
|
Describe the aspects of rime ice: appearance, weight, solidity. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(08) |
|
Define ‘mixed ice’. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(09) |
|
Describe the conditions for the formation of mixed ice. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(10) |
|
Describe the aspects of mixed ice: appearance, weight, solidity. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(11) |
|
Describe the possible process of ice formation in snow conditions. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(12) |
|
Define ‘hoar frost’. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(13) |
|
Describe the conditions for the formation of hoar frost. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(14) |
|
Describe the aspects of hoar frost: appearance, solidity. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
050 09 01 03 |
|
Hazards of ice accretion, avoidance |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
State the ICAO qualifying terms for the intensity of icing. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(02) |
|
Describe, in general, the hazards of icing. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(03) |
|
Assess the dangers of the different types of ice accretion. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(04) |
|
Describe the position of the dangerous zones of icing in fronts, in stratiform and cumuliform clouds, and in the different precipitation types. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(05) |
|
Indicate the possibilities of avoiding dangerous zones of icing: — in the flight planning: weather briefing, selection of track and altitude; — during flight: recognition of the dangerous zones, selection of appropriate track and altitude. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
050 09 01 04 |
|
Ice crystal icing |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Describe ice crystal icing. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
||
|
(02) |
|
Describe the atmospheric processes leading to high ice crystal concentration. Define the variable ice water content (IWC). |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
||
|
(03) |
|
Identify weather situations and their relevant areas where high concentrations of ice crystals are likely to occur. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(04) |
|
Name, in general, the flight hazards associated with high concentrations of ice crystals. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(05) |
|
Explain how a pilot may possibly avoid areas with a high concentration of ice crystals. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
050 09 02 00 |
|
Turbulence |
|
|
|
|
|
|
|
|
|
|
||
|
050 09 02 01 |
|
Effects on flight, avoidance |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
State the ICAO qualifying terms for the intensity of turbulence. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(02) |
|
Describe the effects of turbulence on an aircraft in flight. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(03) |
|
Indicate the possibilities of avoiding turbulence: — in the flight planning: weather briefing, selection of track and altitude; — during flight: selection of appropriate track and altitude. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(04) |
|
Describe atmospheric turbulence and distinguish between turbulence, gustiness and wind shear. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
||
|
(05) |
|
Describe that forecasts of turbulence are not very reliable and state that pilot reports of turbulence are very valuable as they help others to prepare for or avoid turbulence. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
||
|
050 09 02 02 |
|
Clear-air turbulence (CAT): effects on flight, avoidance |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Describe the effects of CAT on flight. (Refer to Subject 050 02 06 03) |
X |
X |
X |
X |
X |
|
|
|
|
|
||
|
(02) |
|
Indicate the possibilities of avoiding CAT in flight: — in the flight planning: weather briefing, selection of track and altitude; — during flight: selection of appropriate track and altitude. |
X |
X |
X |
X |
X |
|
|
|
|
|
||
|
050 09 03 00 |
|
Wind shear |
|
|
|
|
|
|
|
|
|
|
||
|
050 09 03 01 |
|
Definition of wind shear |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Define ‘wind shear’ (vertical and horizontal). |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(02) |
|
Define ‘low-level wind shear’. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
050 09 03 02 |
|
Weather conditions for wind shear |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Describe the conditions, where and how wind shear can form (e.g. thunderstorms, squall lines, fronts, inversions, land and sea breeze, friction layer, relief). |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
050 09 03 03 |
|
Effects on flight, avoidance |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Describe the effects of wind shear on flight. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(02) |
|
Indicate the possibilities of avoiding wind shear in flight: — in the flight planning; — during flight. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
050 09 04 00 |
|
Thunderstorms |
|
|
|
|
|
|
|
|
|
|
||
|
050 09 04 01 |
|
Conditions for and process of development, forecast, location, type specification |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Name the cloud types which indicate the development of thunderstorms. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(02) |
|
Describe the different types of thunderstorms, their location, the conditions for and the process of development, and list their properties (air-mass thunderstorms, frontal thunderstorms, squall lines, supercell storms, orographic thunderstorms). |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
050 09 04 02 |
|
Structure of thunderstorms, life cycle |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Assess the average duration of thunderstorms and their different stages. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(02) |
|
Describe a supercell storm: initial, supercell, tornado and dissipating stage. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(03) |
|
Summarise the flight hazards associated with a fully developed thunderstorm. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(04) |
|
Indicate on a sketch the most dangerous zones in and around a single-cell and a multi-cell thunderstorm. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
050 09 04 03 |
|
Electrical discharges |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Describe the basic outline of the electric field in the atmosphere. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(02) |
|
Describe types of lightning, i.e. ground stroke, intra-cloud lightning, cloud-to-cloud lightning, upward lightning. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(03) |
|
Describe and assess the ‘St. Elmo’s fire’ weather phenomenon. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
||
|
(04) |
|
Describe the development of lightning discharges. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(05) |
|
Describe the effect of lightning strike on aircraft and flight execution. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
050 09 04 04 |
|
Development and effects of downbursts |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Define the term ‘downburst’. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(02) |
|
Distinguish between macroburst and microburst. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(03) |
|
State the weather situations leading to the formation of downbursts. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(04) |
|
Describe the process of development of a downburst. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(05) |
|
Give the typical duration of a downburst. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(06) |
|
Describe the effects of downbursts. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
||
|
050 09 04 05 |
|
Thunderstorm avoidance |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Explain how the pilot can anticipate each type of thunderstorm: through pre-flight weather briefing, observation in flight, use of specific meteorological information, use of information given by ground weather radar and by airborne weather radar. (Refer to Subject 050 10 01 04), use of a lightning detector (stormscope). (Refer to Subject 050 10 01 04), use of the stormscope (lightning detector). |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(02) |
|
Describe practical examples of flight techniques used to avoid the hazards of thunderstorms. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
050 09 05 00 |
|
Tornadoes |
|
|
|
|
|
|
|
|
|
|
||
|
050 09 05 01 |
|
Properties and occurrence |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Define ‘tornado’. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
||
|
(02) |
|
Describe the formation of a tornado. |
X |
X |
X |
X |
X |
|
|
|
|
|
||
|
(03) |
|
Describe the typical features of a tornado such as appearance, season, time of day, stage of development, speed of movement, and wind speed. |
X |
X |
X |
X |
X |
|
|
|
|
|
||
|
(04) |
|
Compare the occurrence of tornadoes in Europe with the occurrence in other locations, especially in the United States of America. |
X |
X |
X |
X |
X |
|
|
|
|
|
||
|
(05) |
|
Compare the dimensions and properties of tornadoes and dust devils. |
X |
X |
X |
X |
X |
|
|
|
|
|
||
|
050 09 06 00 |
|
Inversions |
|
|
|
|
|
|
|
|
|
|
||
|
050 09 06 01 |
|
Influence on aircraft performance |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Compare the flight hazards during take-off and approach associated with a strong inversion alone and with a strong inversion combined with marked wind shear. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
050 09 07 00 |
|
Stratospheric conditions |
|
|
|
|
|
|
|
|
|
|
||
|
050 09 07 01 |
|
Influence on aircraft performance |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Summarise the advantages of stratospheric flights. |
X |
X |
X |
X |
X |
|
|
|
|
|
||
|
(02) |
|
List the influences of the phenomena associated with the lower stratosphere (wind, temperature, air density, turbulence). |
X |
X |
X |
X |
X |
|
|
|
|
|
||
|
050 09 08 00 |
|
Hazards in mountainous areas |
|
|
|
|
|
|
|
|
|
|
||
|
050 09 08 01 |
|
Influence of terrain on clouds and precipitation, frontal passage |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Describe the influence of mountainous area on a frontal passage. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
050 09 08 02 |
|
Vertical movements, mountain waves, wind shear, turbulence, ice accretion |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Describe the vertical movements, wind shear and turbulence that are typical of mountain areas. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(02) |
|
Indicate on a sketch of a chain of mountains the turbulent zones (mountain waves, rotors). |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(03) |
|
Explain the influence of relief on ice accretion. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
050 09 08 03 |
|
Development and effect of valley inversions |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Describe the formation of a valley inversion due to katabatic winds. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(02) |
|
Describe the valley inversion formed by warm winds aloft. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(03) |
|
Describe the effects of a valley inversion for an aircraft in flight. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
050 09 09 00 |
|
Visibility-reducing phenomena |
|
|
|
|
|
|
|
|
|
|
||
|
050 09 09 01 |
|
Reduction of visibility caused by precipitation and obscurations |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Describe the reduction of visibility caused by precipitation: drizzle, rain, snow. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(02) |
|
Describe the reduction of visibility caused by obscurations: — fog, mist, haze, smoke, volcanic ash. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(03) |
|
Describe the reduction of visibility caused by obscurations: — sand (SA), dust (DU). |
X |
|
X |
X |
|
|
|
3 |
|
|
||
|
(04) |
|
Describe the differences between ground and flight visibility, and slant and vertical visibility when an aircraft is above or within a layer of haze or fog. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
050 09 09 02 |
|
Reduction of visibility caused by other phenomena |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Describe the reduction of visibility caused by low drifting and blowing snow. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(02) |
|
Describe the reduction of visibility caused by low drifting and blowing dust and sand. |
X |
X |
X |
X |
X |
|
|
|
|
|
||
|
(03) |
|
Describe the reduction of visibility caused by dust storm (DS) and sandstorm (SS). |
X |
X |
X |
X |
X |
|
|
|
|
|
||
|
(04) |
|
Describe the reduction of visibility caused by icing (windshield). |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(05) |
|
Describe the reduction of visibility caused by the position of the sun relative to the visual direction. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
(06) |
|
Describe the reduction of visibility caused by the reflection of the sun’s rays from the top of the layers of haze, fog and clouds. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
||
|
050 10 00 00 |
|
METEOROLOGICAL INFORMATION |
|
|
|
|
|
|
|
|
|
|
||
|
050 10 01 00 |
|
Observation |
|
|
|
|
|
|
|
|
|
|
||
|
050 10 01 01 |
|
Surface observations |
|
|
|
|
|
|
|
|
|
|
||
|
(01) |
|
Define ‘gusts’, as given in METARs. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
||
|
(02) |
|
Distinguish wind given in METARs and wind given by the control tower for take-off and landing. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
||
|
(03) |
|
Define ‘visibility’. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
||
|
(04) |
|
Describe the meteorological measurement of visibility. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
||
|
(05) |
|
Define ‘prevailing visibility’. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
||
|
(06) |
|
Define ‘ground visibility’. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
||
|
(07) |
|
List the units used for visibility (m, km, statute mile). |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
||
|
(08) |
|
Define ‘runway visual range’. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
||
|
(09) |
|
Describe the meteorological measurement of runway visual range. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
||
|
(10) |
|
Indicate where the transmissometers/ |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
||
|
(11) |
|
List the units used for runway visual range (m, ft). |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
||
|
(12) |
|
List the different possibilities to transmit information to pilots about runway visual range. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
||
|
(13) |
|
Compare ground visibility, prevailing visibility, and runway visual range. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
||
|
(14) |
|
Indicate the means of observation of present weather. |
X |
X |
X |
X |
X |
X |
|
|
|
|
||
|
(15) |
|
Indicate the means of observing clouds for the purpose of recording: type, amount, height of base (ceilometers), and top. |
X |
X |
X |
X |
X |
X |
|
|
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(16) |
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State the clouds which are indicated in METAR, TAF and SIGMET. |
X |
X |
X |
X |
X |
X |
X |
2 |
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(17) |
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Define ‘oktas’. |
X |
X |
X |
X |
X |
X |
X |
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2 |
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(18) |
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Define ‘cloud base’. |
X |
X |
X |
X |
X |
X |
X |
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2 |
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(19) |
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Define ‘ceiling’. |
X |
X |
X |
X |
X |
X |
X |
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2 |
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(20) |
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Name the unit and the reference level used for information about cloud base (ft). |
X |
X |
X |
X |
X |
X |
X |
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2 |
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(21) |
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Define ‘vertical visibility’. |
X |
X |
X |
X |
X |
X |
X |
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2 |
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(22) |
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Explain briefly how and when vertical visibility is measured. |
X |
X |
X |
X |
X |
X |
X |
2 |
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(23) |
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Name the units used for vertical visibility (ft, m). |
X |
X |
X |
X |
X |
X |
X |
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2 |
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(24) |
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Indicate the means of observation of air temperature (thermometer). |
X |
X |
X |
X |
X |
X |
X |
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(25) |
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Name the units of relative humidity (%) and dew‑point temperature (Celsius, Fahrenheit). |
X |
X |
X |
X |
X |
X |
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050 10 01 02 |
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Radiosonde observations |
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(01) |
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Describe the principle of radiosondes. |
X |
X |
X |
X |
X |
X |
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(02) |
X |
Describe and interpret the sounding by radiosonde given on a simplified temperature–pressure (T–P) diagram. |
X |
X |
X |
X |
X |
X |
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050 10 01 03 |
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Satellite observations |
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(01) |
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Describe the basic outlines of satellite observations. |
X |
X |
X |
X |
X |
X |
X |
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(02) |
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Name the main uses of satellite pictures in aviation meteorology. |
X |
X |
X |
X |
X |
X |
X |
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(03) |
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Describe the different types of satellite imagery. |
X |
X |
X |
X |
X |
X |
X |
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(04) |
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Interpret qualitatively the satellite pictures in order to get useful information for flights: — location of clouds (distinguish between stratiform and cumuliform clouds). |
X |
X |
X |
X |
X |
X |
X |
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(05) |
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Interpret qualitatively the satellite pictures in order to get useful information for flights: — location of fronts. |
X |
X |
X |
X |
X |
X |
X |
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(06) |
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Interpret qualitatively the satellite pictures in order to get useful information for flights using atmospheric motion vector images to locate jet streams. |
X |
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050 10 01 04 |
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Weather radar observations (Refer to Subject 050 09 04 05) |
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(01) |
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Describe the basic principle and the type of information given by a ground weather radar. |
X |
X |
X |
X |
X |
X |
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(02) |
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Interpret ground weather radar images. |
X |
X |
X |
X |
X |
X |
X |
2 |
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(03) |
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Describe the basic principle and the type of information given by airborne weather radar. |
X |
X |
X |
X |
X |
X |
X |
2 |
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(04) |
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Describe the limits and the errors of airborne weather radar information. |
X |
X |
X |
X |
X |
X |
X |
2 |
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(05) |
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Interpret typical airborne weather radar images. |
X |
X |
X |
X |
X |
X |
X |
2 |
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050 10 01 05 |
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Aircraft observations and reporting |
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(01) |
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Describe routine air-report and special air-report (ARS). |
X |
X |
X |
X |
X |
X |
X |
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(02) |
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State the obligation of a pilot to prepare air-reports. |
X |
X |
X |
X |
X |
X |
X |
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(03) |
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Name the weather phenomena to be stated in an ARS. |
X |
X |
X |
X |
X |
X |
X |
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050 10 02 00 |
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Weather charts |
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050 10 02 01 |
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Significant weather charts |
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(01) |
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Decode and interpret significant weather charts (low, medium and high level). |
X |
X |
X |
X |
X |
X |
X |
2 |
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(02) |
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Describe from a significant weather chart the flight conditions at designated locations or along a defined flight route at a given FL. |
X |
X |
X |
X |
X |
X |
X |
2 |
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050 10 02 02 |
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Surface charts |
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(01) |
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Recognise the following weather systems on a surface weather chart (analysed and forecast): ridges, cols and troughs; fronts; frontal side, warm sector and rear side of mid-latitude frontal lows; high- and low-pressure areas. |
X |
X |
X |
X |
X |
X |
X |
2 |
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(02) |
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Determine from surface weather charts the wind direction and speed. |
X |
X |
X |
X |
X |
X |
X |
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050 10 02 03 |
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Upper-air charts |
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(01) |
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Define ‘constant-pressure chart’. |
X |
X |
X |
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(02) |
|
Define ‘isohypse (contour line)’. (Refer to Subject 050 01 03 02) |
X |
X |
X |
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(03) |
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Define ‘isotherm’. |
X |
X |
X |
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(04) |
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Define ‘isotach’. |
X |
X |
X |
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(05) |
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Describe forecast upper-wind and temperature charts. |
X |
X |
X |
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(06) |
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For designated locations or routes determine from forecast upper-wind and temperature charts, if necessary by interpolation, the spot/average values for outside-air temperature, temperature deviation from ISA, wind direction, and wind speed. |
X |
X |
X |
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050 10 02 04 |
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Gridded forecast products |
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(01) |
|
State that numerical weather prediction uses a 3D grid of weather data, consisting of horizontal data (latitude-longitude) and vertical data (height or pressure). |
X |
X |
X |
X |
X |
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(02) |
|
Explain that world area forecast centres prepare global sets of gridded forecasts for flight planning purposes (upper wind, temperature, humidity). |
X |
X |
X |
X |
X |
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(03) |
|
State that the WAFCs also produce gridded datasets for Flight Level and temperature of the tropopause, direction and speed of maximum wind, cumulonimbus clouds, icing and turbulence. |
X |
X |
X |
X |
X |
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(04) |
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Explain that the data on CB and turbulence can be used in the visualization of flight hazards. |
X |
X |
X |
X |
X |
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(05) |
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Explain that the gridded forecasts can be merged in information processing systems with data relayed from aircraft or pilot reports, e.g. of turbulence, to provide improved situation awareness. |
X |
X |
X |
X |
X |
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050 10 03 00 |
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Information for flight planning |
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050 10 03 01 |
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Aviation weather messages |
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(01) |
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Describe, decode and interpret the following aviation weather messages (given in written or graphical format): METAR, aerodrome special meteorological report (SPECI), trend forecast (TREND), TAF, information concerning en-route weather phenomena which may affect the safety of aircraft operations (SIGMET), information concerning en-route weather phenomena which may affect the safety of low-level aircraft operations (AIRMET), area forecast for low-level flights (GAMET), ARS, volcanic ash advisory information. |
X |
X |
X |
X |
X |
X |
X |
2 |
3 |
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(02) |
|
Describe, decode and interpret the tropical cyclone advisory information in written and graphical form. |
X |
X |
X |
X |
X |
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(03) |
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Describe the general meaning of MET REPORT and SPECIAL REPORT. |
X |
X |
X |
X |
X |
X |
X |
2 |
1 |
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(04) |
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List, in general, the cases when a SIGMET and an AIRMET are issued. |
X |
X |
X |
X |
X |
X |
X |
2 |
1 |
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(05) |
|
Describe, decode (by using a code table) and interpret the following messages: runway state message (as written in a METAR).
Remark: For runway state message, refer to ICAO |
X |
X |
X |
X |
X |
X |
X |
2 |
1 |
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050 10 03 02 |
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Meteorological broadcasts for aviation |
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(01) |
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Describe the meteorological content of broadcasts for aviation: — meteorological information for aircraft in flight (VOLMET); — automatic terminal information service (ATIS). |
X |
X |
X |
X |
X |
X |
X |
2 |
1 |
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(02) |
|
Describe the meteorological content of broadcasts for aviation: — HF-VOLMET. |
X |
X |
X |
X |
X |
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050 10 03 03 |
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Use of meteorological documents |
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(01) |
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Describe meteorological briefing and advice. |
X |
X |
X |
X |
X |
X |
X |
2 |
1 |
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(02) |
|
List the information that a flight crew can receive from meteorological services for pre-flight planning and apply the content of this information on a designated flight route. |
X |
X |
X |
X |
X |
X |
X |
2 |
1 |
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(03) |
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List the meteorological information that a flight crew can receive from flight information services during flight and apply the content of this information for the continuation of the flight. |
X |
X |
X |
X |
X |
X |
X |
2 |
1 |
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050 10 03 04 |
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Meteorological warnings |
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(01) |
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Describe and interpret aerodrome warnings and wind-shear warnings and alerts. |
X |
X |
X |
X |
X |
X |
X |
2 |
1 |
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050 10 04 00 |
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Meteorological services |
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050 10 04 01 |
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World area forecast system and meteorological offices |
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(01) |
X |
Name the world area forecast centres (WAFCs) as the provider for upper-air forecasts: WAFCs prepare upper-air gridded forecasts of upper winds; upper-air temperature and humidity; direction, speed and flight level of maximum wind; flight level and temperature of tropopause, areas of cumulonimbus clouds, icing, clear-air and in‑cloud turbulence, and geopotential altitude of flight levels. |
X |
X |
X |
X |
X |
X |
X |
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(02) |
X |
Name the meteorological (MET) offices as the provider for aerodrome forecasts and briefing documents. |
X |
X |
X |
X |
X |
X |
X |
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(03) |
X |
Name the meteorological watch offices (MWOs) as the provider for SIGMET and AIRMET information. |
X |
X |
X |
X |
X |
X |
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(04) |
X |
Name the aeronautical meteorological stations as the provider for METAR and MET reports. |
X |
X |
X |
X |
X |
X |
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(05) |
X |
Name the volcanic ash advisory centres (VAACs) as the provider for forecasts of volcanic ash clouds. |
X |
X |
X |
X |
X |
X |
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(06) |
X |
Name the tropical cyclone advisory centres (TCACs) as the provider for forecasts of tropical cyclones. |
X |
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X |
X |
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050 10 04 02 |
|
International organisations |
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(01) |
X |
Describe briefly the following organisations and their chief activities in relation to weather for aviation:
— International Civil Aviation Organization (ICAO) — World Meteorological Organization (WMO). |
X |
X |
X |
X |
X |
X |
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SUBJECT 061 – NAVIGATION – GENERAL NAVIGATION
ED Decision 2020/018/R
Mental dead reckoning (MDR)
Where the term ‘mental dead reckoning’ (MDR) is used within a Learning Objective (LO), the applicable technique which will be used for the European Central Question Bank (ECQB) questions is based on the methods shown below.
Examination questions will state that an MDR technique is required to produce the solution. If other techniques (e.g. trigonometry) are used to determine the answer, then the determined answer may be incorrect.
MDR crosswind component (XWC)
The XWC can be calculated using a ‘clock code rule’, where each 15° of wind angle is represented by 1/4 of an hour — meaning 1/4 the wind strength.
The XWC can be estimated using the values from the table below:
|
Wind angle |
15° |
30° |
45° |
60° |
|
% of wind speed |
25 |
50 |
75 |
100 |
(Wind angle (WA) is the angle between the wind vector and the track/runway direction to the nearest 10°)
Example:
RWY 04 and surface wind from tower is 085°/20 kt. What is the XWC?
WA = 45°
XWC = (0.75) × 20
= 15 kt
MDR headwind component (HWC)/tailwind component (TWC)
The H/TWC can be estimated using the values from the following table:
|
90° – wind angle |
10° |
20° |
30° |
40° |
50° |
60° |
|
% of wind speed |
0.2 |
0.3 |
0.5 |
0.6 |
0.8 |
0.9 |
To assist recall, an aid is shown below:
|
90° – wind angle |
10° |
20° |
30° |
40° |
50° |
60° |
|
Aid |
1 |
1 |
2 |
2 |
3 |
3 |
|
% of wind speed |
0.2 |
0.3 |
0.5 |
0.6 |
0.8 |
0.9 |
Example:
RWY 04 and surface wind from tower is 080°/20 kt. What is the HWC?
WA = 40°
90° – WA = 50°
HWC = (0.8) × 20
= 16 kt
Alternately, for XWC and TWC/HWC MDR calculations, the values in the following table can be used, assuming XWC = wind velocity × sine WA and TWC/HWC = wind velocity × cosine WA:
|
Wind angle |
0° |
10° |
20° |
30° |
40° |
50° |
60° |
70° |
80° |
90° |
|
Sine |
0 |
0.2 |
0.3 |
0.5 |
0.6 |
0.8 |
0.9 |
0.9 |
1 |
1 |
|
Aid |
0 |
1 |
1 |
2 |
2 |
3 |
3 |
2 |
2 |
1 |
MDR triangle of velocities (TOV)
Heading is determined by calculating the XWC as previously described, then applying the 1:60 rule to the TOV as follows:
This MDR technique works for the relatively small WCAs which are typical for medium to high TAS values (the ground speed (GS) therefore can be assumed to be equal to the TAS for application of the 1:60 rule).
Example 1:
Planned track = 070° (T)
TAS = 400 kt
WV = 100° (T)/40 kt
WA = 30°
XWC = (0.5) × 40
= 20 kt
Heading required = 073° (T)
GS is determined by using the headwind/tailwind example previously explained.
WA = 30°
90° – 30° = 60°
HWC = (0.9) × 40
= 36 kt
GS = 400 – 36 = 364 kt
Example 2:
Planned track = 327° (T)
TAS = 240 kt
WV = 210° (T)/70 kt
WA = 60°
XWC = (0.9) × 7
= 63 kt
WCA = 16°
Heading required = 311° (T)
GS is determined by using the headwind/tailwind example previously explained.
WA = 60°
90° – 60° = 30°
TWC = (0.5) × 70
= 35 kt
GS = 240 + 35 = 275 kt
VFR navigation (061 02 00 00)
The techniques referred to within the LOs are based on the methods as described below.
Mental dead reckoning (MDR) off-track corrections
Based on the 1:60 rule
1 NM of cross-track error (XTE) for every 60 NM along track from waypoint = 1° of track error angle (TKE).
1 NM of XTE for every 60 NM along track to waypoint = 1° of closing angle (CA).
Change of heading required to regain track in same distance as covered from waypoint to position off track = 2 × TKE.
Change of heading required to reach next waypoint from position off track = TKE + CA.
Example 1:
Planned heading is 162° (T), and after 40 NM along track the aircraft position is fixed 2 NM right of planned track. What heading is required to regain track in approximately the same time as has taken to the fix position?
TKE = 3°
Heading required = 156° (T)
Example 2:
Planned heading is 317° (T), and after 22 NM along track the aircraft position is fixed 3.5 NM left of planned track. What heading is required to fly direct to the next waypoint which is another 45 NM down track?
TKE = 10°, CA = 5°
Heading required = 332° (T)
Mental dead reckoning (MDR) estimated time of arrival (ETA) calculations
Round the GS to the nearest NM/min, and then make the same percentage adjustment for the distance.
Example:
Distance to go = 42 NM
GS = 132 kt
GS rounded to 120 kt = 2 NM/min
Percentage change = 10 %
Distance = 42 – 10 % = 38 NM
Time = 38 / 2 = 19 min
Unsure-of-position procedure
As soon as the position of the aircraft is in doubt:
1. note the time;
2. communicate if in contact with an air traffic control (ATC) unit to request assistance;
3. consider using any radio-navigation aids that may be available to give position information (do not become distracted from flying the aircraft safely);
4. if short of fuel or near controlled airspace, and not in contact with ATC, set 121.5 MHz and make a PAN call;
5. if that is not necessary, check the directional indicator (DI) and compass are still synchronised and continue to fly straight and level and on route plan heading;
6. estimate the distance travelled since the last known position;
7. compare the ground with your estimated position on the map (look at the terrain for hills and valleys or line features such as a motorway, railway, river or coastline);
8. once the position has been re-established, keep checking the heading (and look out for other aircraft) and continue the flight by updating the estimated position regularly while looking for unique features such as a lake, wood, built-up area, mast, or a combination of roads, rivers and railways.
Procedure when lost
If the unsure-of-position procedure does not resolve the problem:
1. inform someone — call first on the working frequency and state the word ‘LOST’;
2. if there is no contact on that frequency or there is no frequency selected, change to 121.5 MHz and make a PAN call; select 7700 with ALT on the transponder if fitted.
In all cases: maintain visual meteorological conditions (VMC), note the fuel state, and try to identify an area suitable for a precautionary landing.
Consider the ‘HELP ME’ mnemonic:
H. High ground/obstructions — are there any nearby?
E. Entering controlled airspace — is that a possibility?
L. Limited experience, low time or student pilot — let someone know.
P. PAN call in good time — don’t leave it too late.
M. MET conditions — is the weather deteriorating?
E. Endurance — is fuel getting low?
|
Syllabus reference |
BK |
Syllabus details and associated Learning Objectives |
Aeroplane |
Helicopter |
IR |
CB-IR(A)
|
BIR Exam |
BIR BK |
Remarks |
|||
|
ATPL |
CPL |
ATPL/IR |
ATPL |
CPL |
||||||||
|
060 00 00 00 |
|
NAVIGATION |
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061 00 00 00 |
|
GENERAL NAVIGATION |
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061 01 00 00 |
|
BASICS OF NAVIGATION |
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061 01 01 00 |
|
The Earth |
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061 01 01 01 |
|
Form |
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(01) |
X |
State that the geoid is an irregular shape based on the surface of the oceans influenced only by gravity and centrifugal force. |
X |
X |
X |
X |
X |
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(02) |
X |
State that a number of different ellipsoids are used to describe the shape of the Earth for mapping but that WGS-84 is the reference ellipsoid required for geographical coordinates. |
X |
X |
X |
X |
X |
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(03) |
|
State that the circumference of the Earth is approximately 40 000 km or approximately 21 600 NM. |
X |
X |
X |
X |
X |
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061 01 01 02 |
|
Earth rotation |
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(01) |
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Describe the rotation of the Earth around its own spin axis and the plane of the ecliptic (including the relationship of the spin axis to the plane of the ecliptic). |
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(02) |
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Explain the effect that the inclination of the Earth’s spin axis has on insolation and duration of daylight. |
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061 01 02 00 |
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Position |
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061 01 02 01 |
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Position reference system |
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(01) |
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State that geodetic latitude and longitude is used to define a position on the WGS-84 ellipsoid. |
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(02) |
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Define geographic (geodetic) latitude and parallels of latitude. |
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(03) |
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Calculate the difference in latitude between any two given positions. |
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(04) |
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Define geographic (geodetic) longitude and meridians. |
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(05) |
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Calculate the difference in longitude between any two given positions. |
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061 01 03 00 |
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Direction |
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061 01 03 01 |
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Datums |
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(01) |
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Define ‘true north’ (TN). |
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(02) |
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Measure a true direction on any given aeronautical chart. |
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(03) |
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Define ‘magnetic north’ (MN). |
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(04) |
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Define and apply variation. |
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(05) |
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Explain changes of variation with time and position. |
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(06) |
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Define ‘compass north’ (CN). |
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(07) |
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Apply deviation. |
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061 01 03 02 |
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Track and heading |
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(01) |
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Calculate XWC by: trigonometry; and MDR. |
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(02) |
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Explain and apply the concepts of drift and WCA. |
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(03) |
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Calculate the actual track with appropriate data of heading and drift. |
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(04) |
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Calculate TKE with appropriate data of WCA and drift. |
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(05) |
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Calculate the heading change at an off-course fix to directly reach the next waypoint using the 1:60 rule. |
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(06) |
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Calculate the average drift angle based upon an off-course fix observation. |
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061 01 04 00 |
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Distance |
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061 01 04 01 |
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WGS-84 ellipsoid |
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(01) |
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State that 1 NM is equal to 1 852 km, which is the average distance of 1' of latitude change on the WGS-84 ellipsoid. |
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(02) |
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State that 1' of longitude change at the equator on the WGS-84 ellipsoid is approximately equal to 1 NM. |
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061 01 04 02 |
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Units |
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(01) |
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Convert between units of distance (nautical mile (NM), kilometre (km), statute mile (SM), feet (ft), inches (in)). |
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061 01 04 03 |
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Graticule distances |
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(01) |
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Calculate the distance between positions on the same meridian, on opposite (antipodal) meridians, on the same parallel of latitude, and calculate new latitude/longitude when given distances north‑south and east-west. |
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061 01 04 04 |
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Air mile |
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(01) |
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Evaluate the effect of wind and altitude on air distance. |
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(02) |
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Convert between ground distance (NM) and air distance (NAM) using the formula: NAM = NM × TAS/GS. |
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061 01 05 00 |
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Speed |
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061 01 05 01 |
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True airspeed (TAS) |
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(01) |
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Calculate TAS from CAS, and CAS from TAS by: mechanical computer; and rule of thumb (2 % per 1 000 ft). |
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061 01 05 02 |
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Mach number (M) |
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(01) |
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Calculate TAS from M, and M from TAS. |
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061 01 05 03 |
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CAS/TAS/M relationship |
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(01) |
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Deduce the CAS, TAS and M relationship in climb/descent/cruise (flying at constant CAS or M). |
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(02) |
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Deduce CAS and TAS in climb/descent/cruise (flying at constant CAS). |
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061 01 05 04 |
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Ground speed (GS) |
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(01) |
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Calculate headwind component (HWC) and tailwind component (TWC) by: trigonometry; and MDR. |
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(02) |
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Apply HWC and TWC to determine GS from TAS and vice versa. |
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(03) |
X |
Explain the relationship between GS and TAS with increasing WCA. |
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(04) |
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Calculate GS with: mechanical computer (TOV solution); and MDR (given track, TAS and WV). |
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(05) |
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Perform GS, distance and time calculations. |
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(06) |
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Calculate revised GS to reach a waypoint at a specific time. |
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(07) |
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Calculate the average GS based on two observed fixes. |
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061 01 05 05 |
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Flight log |
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(01) |
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Enter revised navigational en-route data, for the legs concerned, into the flight plan (e.g. updated wind and GS and correspondingly losses or gains in time and fuel consumption). |
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061 01 05 06 |
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Gradient versus rate of climb/descent |
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(01) |
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Estimate average climb/descent gradient (%) or glide path degrees according to the following rule of thumb: — Gradient in degrees = (vertical distance (ft) / 100) / ground distance (NM)) — Gradient in % = (vertical distance (ft) / 60) / ground distance (NM)) — Gradient in degrees = arctan (altitude difference (ft) / ground distance (ft)). N.B. These rules of thumb approximate 1 NM to 6 000 ft and are based on the 1:60 rule. |
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(02) |
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Calculate rate of descent (ROD) on a given glide‑path angle or gradient using the following rule of thumb formulae: — ROD (ft/min) = GP° × GS (NM/min) × 100 — ROD (ft/min) = GP% × GS (kt) |
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(03) |
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Calculate climb/descent gradient (ft/NM, % and degrees), GS or vertical speed according to the following formula: — Vertical speed (ft/min) = (GS (kt) × gradient (ft/NM)) / 60. |
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(04) |
X |
State that it is necessary to determine the position of the aircraft accurately before commencing descent in order to ensure safe ground clearance. |
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061 01 06 00 |
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Triangle of velocities (TOV) |
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061 01 06 01 |
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Construction |
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(01) |
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Draw and correctly label the TOV. |
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061 01 06 02 |
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Solutions |
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(01) |
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Resolve the TOV for: — heading and GS (with mechanical computer and MDR); — WV (with mechanical computer); and — track and GS (with mechanical computer and MDR. |
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061 01 07 00 |
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Dead reckoning (DR) |
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061 01 07 01 |
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Dead reckoning (DR) technique |
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(01) |
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Determine a DR position. |
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(02) |
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Evaluate the difference between a DR and a fix position. |
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(03) |
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Define ‘speed factor’ (SF). Speed divided by 60, used for mental flight-path calculations. |
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(04) |
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Calculate wind correction angle (WCA) using the formula: — WCA = XWC (crosswind component)/SF |
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061 01 08 00 |
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Navigation in climb and descent |
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061 01 08 01 |
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Average airspeed |
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(01) |
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Average TAS used for climb problems is calculated at the altitude 2/3 of the cruising altitude. |
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(02) |
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Average TAS used for descent problems is calculated at the altitude 1/2 of the descent altitude. |
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061 01 08 02 |
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Average wind velocity (WV) |
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(01) |
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WV used for climb problems is the WV at the altitude 2/3 of the cruising altitude. |
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(02) |
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WV used for descent problems is the WV at the altitude 1/2 of the descent altitude. |
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(03) |
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Calculate the average climb/descent GS from given TAS at various altitudes, and WV at various altitudes and true track. |
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061 01 08 03 |
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Ground speed (GS)/distance covered during climb or descent |
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(01) |
X |
State that most aircraft operating handbooks supply graphical material to calculate climb and descent problems. |
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(02) |
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Calculate the flying time and distance during climb/descent from given average rate of climb/descent and using average GS using the following formulae valid for a 3°-glide path: — rate of descent = (GS × 10) / 2 — rate of descent = speed factor (SF) × glide‑path angle × 100 |
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(03) |
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Given distance, speed and present altitude, calculate the rate of climb/descent in order to reach a certain position at a given altitude. |
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(04) |
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Given speed, rate of climb/descent and altitude, calculate the distance required in order to reach a certain position at a given altitude. |
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(05) |
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Given speed, distance to go and altitude to climb/descent, calculate the rate of climb/descent. |
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061 02 00 00 |
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VISUAL FLIGHT RULES (VFR) NAVIGATION |
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061 02 01 00 |
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Ground features |
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061 02 01 01 |
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Ground features |
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(01) |
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Recognise which elements would make a ground feature suitable for use for VFR navigation. |
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061 02 01 02 |
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Visual identification |
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(01) |
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Describe the problems of VFR navigation at lower levels and the causes of reduced visibility. |
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(02) |
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Describe the problems of VFR navigation at night. |
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061 02 02 00 |
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VFR navigation techniques |
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061 02 02 01 |
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Use of visual observations and application to in-flight navigation |
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(01) |
X |
Describe what is meant by the term ‘map reading’. |
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(02) |
X |
Define the term ‘visual checkpoint’. |
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(03) |
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Discuss the general features of a visual checkpoint and give examples. |
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(04) |
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State that the evaluation of the differences between DR positions and actual position can refine flight performance and navigation. |
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(05) |
X |
Establish fixes on navigational charts by plotting visually derived intersecting lines of position. |
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(06) |
X |
Describe the use of a single observed position line to check flight progress. |
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(07) |
X |
Describe how to prepare and align a map/chart for use in visual navigation. |
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(08) |
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Describe visual-navigation techniques including: — use of DR position to locate identifiable landmarks; — identification of charted features/landmarks; — factors affecting the selection of landmarks; — an understanding of seasonal and meteorological effects on the appearance and visibility of landmarks; — selection of suitable landmarks; — estimation of distance from landmarks from successive bearings; — estimation of the distance from a landmark using an approximation of the sighting angle and the flight altitude. |
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(09) |
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Describe the action to be taken if there is no visual checkpoint available at a scheduled turning point. |
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(10) |
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Understand the difficulties and limitations that may be encountered in map reading in some geographical areas due to the nature of terrain, lack of distinctive landmarks, or lack of detailed and accurate charted data. |
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(11) |
X |
State the function of contour lines on a topographical chart. |
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(12) |
X |
Indicate the role of ‘layer tinting’ (colour gradient) in relation to the depiction of topography on a chart. |
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(13) |
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Using the contours shown on a chart, describe the appearance of a significant feature. |
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(14) |
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Apply the techniques of DR, map reading, orientation, timing and revision of ETAs and headings. |
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061 02 02 02 |
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Unplanned events |
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(01) |
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Explain what needs to be considered in case of diversion, when unsure of position and when lost. |
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061 03 00 00 |
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GREAT CIRCLES AND RHUMB LINES |
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061 03 01 00 |
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Great circles |
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061 03 01 01 |
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Properties |
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(01) |
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Describe the geometric properties of a great circle (including the vertex) and a small circle. |
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X |
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(02) |
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Describe the geometric properties of a great circle and a small circle, up to 30° difference of longitude. |
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(03) |
X |
Explain why a great-circle route is the shortest distance between any two positions on the Earth. |
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(04) |
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Name examples of great circles on the surface of the Earth. |
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061 03 01 02 |
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Convergence |
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(01) |
X |
Explain why the track direction of a great-circle route (other than following a meridian or the equator) changes. |
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(02) |
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State the formula used to approximate the value of Earth convergence as change of longitude × sine mean latitude. |
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X |
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(03) |
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Calculate the approximate value of Earth convergence between any two positions, up to 30° difference of longitude. |
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X |
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061 03 02 00 |
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Rhumb lines |
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061 03 02 01 |
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Properties |
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(01) |
X |
Describe the geometric properties of a rhumb line. |
X |
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X |
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(02) |
X |
State that a rhumb-line route is not the shortest distance between any two positions on the Earth (excluding meridians and equator). |
X |
X |
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X |
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061 03 03 00 |
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Relationship |
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061 03 03 01 |
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Distances |
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(01) |
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Explain that the variation in distance of the great‑circle route and rhumb-line route between any two positions increases with increasing latitude or change in longitude. |
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061 03 03 02 |
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Conversion angle |
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(01) |
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Calculate and apply the conversion angle. |
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061 04 00 00 |
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CHARTS |
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061 04 01 00 |
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Chart requirements |
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061 04 01 01 |
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ICAO Annex 4 ‘Aeronautical Charts’ |
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(01) |
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State the requirement for conformality and for a straight line to approximate a great circle. |
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061 04 01 02 |
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Convergence |
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(01) |
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Explain and calculate the constant of the cone (sine of parallel of origin). |
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(02) |
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Explain the relationship between Earth and chart convergence with respect to the ICAO requirement for a straight line to approximate a great circle. |
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061 04 01 03 |
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Scale |
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(01) |
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Recognise methods of representing scale on aeronautical charts. |
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(02) |
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Perform scale calculations based on typical en‑route chart scales. |
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061 04 02 00 |
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Projections |
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061 04 02 01 |
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Methods of projection |
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(01) |
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Identify azimuthal, cylindrical and conical projections. |
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061 04 02 02 |
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Polar stereographic |
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(01) |
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State the properties of a polar stereographic projection. |
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(02) |
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Calculate straight line track changes on a polar stereographic chart. |
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061 04 02 03 |
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Direct Mercator |
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(01) |
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State the properties of a direct Mercator projection. |
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(02) |
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Given the scale at one latitude, calculate the scale at different latitudes. |
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(03) |
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Given a chart length at one latitude, show that it represents a different Earth distance at other latitudes. |
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061 04 02 04 |
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Lambert |
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(01) |
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State the properties of a Lambert projection. |
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(02) |
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Calculate straight line track changes on a Lambert chart. |
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(03) |
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Explain the scale variation throughout the charts as follows: — the scale indicated on the chart will be correct at the standard parallels; — the scale will increase away from the parallel of origin; — the scale within the standard parallels differs by less than 1 % from the scale stated on the chart. |
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(04) |
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Given appropriate data, calculate initial, final or rhumb-line tracks between two positions (lat./long.). |
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(05) |
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Given two positions (lat./long.) and information to determine convergency between the two positions, calculate the parallel of origin. |
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(06) |
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Given a Lambert chart, determine the parallel of origin, or constant of cone. |
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(07) |
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Given constant of cone or parallel of origin, great‑circle track at one position and great-circle track at another position, calculate the difference of longitude between the two positions. |
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061 04 03 00 |
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Practical use |
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061 04 03 01 |
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Symbology |
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(01) |
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Recognise ICAO Annex 4 symbology. |
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061 04 03 02 |
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Plotting |
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(01) |
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Measure tracks and distances on VFR and IFR en‑route charts. |
X |
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(02) |
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Fix the aircraft position on an en-route chart with information from VOR and DME equipment. |
X |
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X |
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(03) |
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Resolve bearings of an NDB station for plotting on an aeronautical chart. |
X |
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X |
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061 05 00 00 |
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TIME |
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061 05 01 00 |
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Local Mean Time (LMT) |
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061 05 01 01 |
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Mean solar day |
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(01) |
X |
Explain the concepts of a mean solar day and LMT. |
X |
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X |
X |
X |
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061 05 01 02 |
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Local Mean Time (LMT) and Universal Time Coordinated (UTC) |
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(01) |
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Perform LMT and UTC calculations. |
X |
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X |
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061 05 02 00 |
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Standard time |
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061 05 02 01 |
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Standard time and daylight saving time |
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(01) |
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Explain and apply the concept of standard time and daylight saving time, and perform standard time and daylight saving time calculations. |
X |
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X |
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061 05 02 02 |
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International Date Line |
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(01) |
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State the changes when crossing the International Date Line. |
X |
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X |
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061 05 03 00 |
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Sunrise and sunset |
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061 05 03 01 |
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Sunrise and sunset times |
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(01) |
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Define sunrise, sunset, and civil twilight, and extract times from a suitable source (e.g. an almanac). |
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X |
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(02) |
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Explain the changes to sunrise, sunset, and civil twilight times with date, latitude and altitude. |
X |
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X |
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(03) |
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Explain at which time of the year the duration of daylight changes at the highest rate. |
X |
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X |
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SUBJECT 062 – NAVIGATION – RADIO NAVIGATION
ED Decision 2020/018/R
|
Syllabus reference |
BK |
Syllabus details and associated Learning Objectives |
Aeroplane |
Helicopter |
IR |
CB-IR(A) |
BIR Exam |
BIR BK |
Remarks |
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ATPL |
CPL |
ATPL/IR |
ATPL |
CPL |
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060 00 00 00 |
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NAVIGATION |
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062 00 00 00 |
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RADIO NAVIGATION |
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062 01 00 00 |
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BASIC RADIO PROPAGATION THEORY |
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062 01 01 00 |
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Basic principles |
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062 01 01 01 |
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Electromagnetic waves |
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(01) |
X |
State that radio waves travel at the speed of light, being approximately 300 000 km/s. |
X |
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X |
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(02) |
X |
Define a ‘cycle’: a complete series of values of a periodical process. |
X |
X |
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X |
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062 01 01 02 |
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Frequency, wavelength, amplitude, phase angle |
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(01) |
X |
Define ‘frequency’: the number of cycles occurring in 1 second expressed in Hertz (Hz). |
X |
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X |
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(02) |
X |
Define ‘wavelength’: the physical distance travelled by a radio wave during one cycle of transmission. |
X |
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X |
X |
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(03) |
X |
Define ‘amplitude’: the maximum deflection in an oscillation or wave. |
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X |
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(04) |
X |
State that the relationship between wavelength and frequency is: wavelength (λ) = speed of light (c) / frequency (f). |
X |
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X |
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(05) |
X |
Define ‘phase angle’: the fraction of one wavelength expressed in degrees from 000° to 360°. |
X |
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X |
X |
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(06) |
X |
Define ‘phase angle difference/shift’: the angular difference between the corresponding points of two cycles of equal wavelength, which is measurable in degrees (°). |
X |
X |
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X |
X |
X |
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062 01 01 03 |
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Frequency bands, sidebands, single sideband |
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(01) |
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List the bands of the frequency spectrum for electromagnetic waves: — very low frequency (VLF): 3–30 kHz; — low frequency (LF): 30–300 kHz; — medium frequency (MF): 300–3 000 kHz; — high frequency (HF): 3–30 MHz; — very high frequency (VHF): 30–300 MHz;
— ultra-high frequency (UHF): — super high frequency (SHF): 3–30 GHz; — extremely high frequency (EHF): 30–300 GHz. |
X |
X |
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X |
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(02) |
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State that when a carrier wave is modulated, the resultant radiation consists of the carrier frequency plus additional upper and lower sidebands. |
X |
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X |
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(03) |
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State that HF meteorological information for aircraft in flight (VOLMET) and HF two-way communication use a single sideband. |
X |
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X |
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(04) |
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State that the following abbreviations (classifications according to International Telecommunication Union (ITU) regulations) are used for aviation applications: — N0N: carrier without modulation as used by non-directional radio beacons (NDBs); — A1A: carrier with keyed Morse code modulation as used by NDBs; — A2A: carrier with amplitude modulated Morse code as used by NDBs; — A3E: carrier with amplitude modulated speech used for communication (VHF‑COM). |
X |
X |
X |
X |
X |
X |
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062 01 01 04 |
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Pulse characteristics |
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(01) |
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Define the following terms that are associated with a pulse string: — pulse length; — pulse power; — continuous power. |
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X |
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062 01 01 05 |
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Carrier, modulation |
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(01) |
X |
Define ‘carrier wave’: the radio wave acting as the carrier or transporter. |
X |
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X |
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X |
X |
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(02) |
X |
Define ‘modulation’: the technical term for the process of impressing and transporting information by radio waves. |
X |
X |
X |
X |
X |
X |
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062 01 01 06 |
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Kinds of modulation (amplitude, frequency, pulse, phase) |
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(01) |
X |
Define ‘amplitude modulation’: the information that is impressed onto the carrier wave by altering the amplitude of the carrier. |
X |
X |
X |
X |
X |
X |
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(02) |
X |
Define ‘frequency modulation’: the information that is impressed onto the carrier wave by altering the frequency of the carrier. |
X |
X |
X |
X |
X |
X |
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(03) |
X |
Describe ‘pulse modulation’: a modulation form used in radar by transmitting short pulses followed by larger interruptions. |
X |
X |
X |
X |
X |
X |
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(04) |
X |
Describe ‘phase modulation’: a modulation form used in GPS where the phase of the carrier wave is reversed. |
X |
X |
X |
X |
X |
X |
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062 01 02 00 |
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Antennas |
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062 01 02 01 |
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Characteristics |
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(01) |
X |
Define ‘antenna’: an antenna or aerial is an electrical device which converts electric power into radio waves, and vice versa. |
X |
X |
X |
X |
X |
X |
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(02) |
X |
State that the simplest type of antenna is a dipole, which is a wire of length equal to one half of the wavelength. |
X |
X |
X |
X |
X |
X |
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(03) |
X |
State that an electromagnetic wave always consists of an oscillating electric (E) and an oscillating magnetic (H) field which propagates at the speed of light. |
X |
X |
X |
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X |
X |
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(04) |
X |
State that the E and H fields are perpendicular to each other. The oscillations are perpendicular to the propagation direction and are in-phase. |
X |
X |
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X |
X |
X |
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062 01 02 02 |
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Polarisation |
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(01) |
X |
State that the polarisation of an electromagnetic wave describes the orientation of the plane of oscillation of the electrical component of the wave with regard to its direction of propagation. |
X |
X |
X |
X |
X |
X |
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062 01 02 03 |
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Types of antennas |
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(01) |
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Name the common different types of directional antennas: — loop antenna used in old automatic direction-finding (ADF) receivers; — parabolic antenna used in weather radars; — slotted planar array used in more modern weather radars. |
X |
X |
X |
X |
X |
X |
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(02) |
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Explain ‘antenna shadowing’. |
X |
X |
X |
X |
X |
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(03) |
|
Explain the importance of antenna placement on aircraft. |
X |
X |
X |
X |
X |
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062 01 03 00 |
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Wave propagation |
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062 01 03 01 |
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Structure of the ionosphere and its effect on radio waves |
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(01) |
X |
State that the ionosphere is the ionised component of the Earth’s upper atmosphere from approximately 60 to 400 km above the surface, which is vertically structured in three regions or layers. |
X |
X |
X |
X |
X |
X |
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(02) |
X |
State that the layers of the ionosphere are named D, E and F layers, and their depth varies with time. |
X |
X |
X |
X |
X |
X |
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(03) |
X |
State that electromagnetic waves refracted from the E and F layers of the ionosphere are called sky waves. |
X |
X |
X |
X |
X |
X |
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(04) |
X |
Explain how the different layers of the ionosphere influence wave propagation. |
X |
X |
X |
X |
X |
X |
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062 01 03 02 |
|
Ground waves |
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(01) |
X |
Define ‘ground or surface waves’: the electromagnetic waves travelling along the surface of the Earth. |
X |
X |
X |
X |
X |
X |
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062 01 03 03 |
|
Space waves |
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(01) |
X |
Define ‘space waves’: the electromagnetic waves travelling through the air directly from the transmitter to the receiver. |
X |
X |
X |
X |
X |
X |
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062 01 03 04 |
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Propagation with the frequency bands |
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(01) |
|
State that radio waves in VHF, UHF, SHF and EHF propagate as space waves. |
X |
X |
X |
X |
X |
X |
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(02) |
|
State that radio waves in LF, MF and HF propagate as surface/ground waves and sky waves. |
X |
X |
X |
X |
X |
X |
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062 01 03 05 |
|
Doppler principle |
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(01) |
X |
State that the Doppler effect is the phenomenon where the frequency of a wave will increase or decrease if there is relative motion between the transmitter and the receiver. |
X |
X |
X |
X |
X |
X |
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062 01 03 06 |
|
Factors affecting propagation |
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(01) |
X |
Define ‘skip distance’: the distance between the transmitter and the point on the surface of the Earth where the first sky wave return arrives. |
X |
X |
X |
X |
X |
X |
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(02) |
|
State that skip zone/dead space is the distance between the limit of the surface wave and the sky wave. |
X |
X |
X |
X |
X |
X |
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(03) |
|
Describe ‘fading’: when a receiver picks up two signals with the same frequency, and the signals will interfere with each other causing changes in the resultant signal strength and polarisation. |
X |
X |
X |
X |
X |
X |
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(04) |
|
State that radio waves in the VHF band and above are limited in range as they are not reflected by the ionosphere and do not have a surface wave. |
X |
X |
X |
X |
X |
X |
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(05) |
X |
Describe the physical phenomena ‘reflection’, ‘refraction’, ‘diffraction’, ‘absorption’ and ‘interference’. |
X |
X |
X |
X |
X |
X |
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(06) |
|
State that multipath is when the signal arrives at the receiver via more than one path (the signal being reflected from surfaces near the receiver). |
X |
X |
X |
X |
X |
X |
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062 02 00 00 |
|
RADIO AIDS |
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062 02 01 00 |
|
Ground direction finding (DF) |
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062 02 01 01 |
|
Principles |
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(01) |
X |
Describe the use of a ground DF. |
X |
X |
X |
X |
X |
X |
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(02) |
|
Explain the limitation of range because of the path of the VHF signal. |
X |
X |
X |
X |
X |
X |
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062 02 01 02 |
|
Presentation and interpretation |
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(01) |
|
Define the term ‘QDM’: the magnetic bearing to the station. |
X |
X |
X |
X |
X |
X |
X |
|
1 |
|
|
(02) |
|
Define the term ‘QDR’: the magnetic bearing from the station. |
X |
X |
X |
X |
X |
X |
X |
|
1 |
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(03) |
|
Explain that by using more than one ground station, the position of an aircraft can be determined and transmitted to the pilot. |
X |
X |
X |
X |
X |
X |
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062 02 01 03 |
|
Coverage and range |
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(01) |
|
Use the formula: 1.23 × √transmitter height in feet + 1.23 × √receiver height in feet to calculate the range in NM. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
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062 02 01 04 |
|
Errors and accuracy |
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(01) |
X |
Explain why synchronous transmissions will cause errors. |
X |
X |
X |
X |
X |
X |
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(02) |
X |
Describe the effect of ‘multipath signals’. |
X |
X |
X |
X |
X |
X |
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(03) |
|
Explain that VDF information is divided into the following classes according to ICAO Annex 10: Class A: accurate to a range within ± 2°; Class B: accurate to a range within ± 5°; Class C: accurate to a range within ± 10°; Class D: accurate to less than Class C. |
X |
X |
X |
X |
X |
X |
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062 02 02 00 |
|
Non-directional radio beacon (NDB)/automatic direction finding (ADF) |
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062 02 02 01 |
|
Principles |
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(01) |
X |
Define the acronym ‘NDB’: non-directional radio beacon. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
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(02) |
X |
Define the acronym ‘ADF’: automatic direction‑finding equipment. |
X |
X |
X |
X |
X |
X |
X |
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2 |
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(03) |
X |
State that the NDB is the ground part of the system. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
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(04) |
X |
State that the ADF is the airborne part of the system. |
X |
X |
X |
X |
X |
X |
X |
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2 |
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(05) |
|
State that the NDB operates in the LF and MF frequency bands. |
X |
X |
X |
X |
X |
X |
X |
2 |
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(06) |
|
State that the frequency band assigned to aeronautical NDBs according to ICAO Annex 10 is 190–1 750 kHz. |
X |
X |
X |
X |
X |
X |
X |
2 |
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(07) |
|
Define a ‘locator beacon’: an LF/MF NDB used as an aid to final approach usually with a range of 10–25 NM. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
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(08) |
X |
State that certain commercial radio stations transmit within the frequency band of the NDB. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
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(09) |
X |
State that according to ICAO Annex 10, an NDB station has an automatic ground monitoring system. |
X |
X |
X |
X |
X |
X |
X |
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(10) |
|
Describe the use of NDBs for navigation. |
X |
X |
X |
X |
X |
X |
X |
2 |
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(11) |
|
Describe the procedure to identify an NDB station. |
X |
X |
X |
X |
X |
X |
X |
2 |
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(12) |
X |
Interpret the term ‘cone of confusion’ in respect of an NDB. |
X |
X |
X |
X |
X |
X |
X |
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2 |
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(13) |
X |
State that an NDB station emits a N0N/A1A or a N0N/A2A signal. |
X |
X |
X |
X |
X |
X |
X |
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2 |
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(14) |
X |
State the function of the beat frequency oscillator (BFO). |
X |
X |
X |
X |
X |
X |
X |
|
2 |
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(15) |
X |
State that in order to identify a N0N/A1A NDB, the BFO circuit of the receiver has to be activated. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
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(16) |
X |
State that on modern aircraft, the BFO is activated automatically. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
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062 02 02 02 |
|
Presentation and interpretation |
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(01) |
X |
Name the types of indicators commonly in use: electronic display; radio magnetic indicator (RMI); fixed-card ADF (radio compass); moving-card ADF. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(02) |
|
Interpret the indications given on RMI, fixed-card and moving-card ADF displays. |
X |
X |
X |
X |
X |
X |
X |
2 |
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(03) |
|
Given a display, interpret the relevant ADF information. |
X |
X |
X |
X |
X |
X |
X |
2 |
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(04) |
|
Calculate the true bearing from the compass heading and relative bearing. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
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(05) |
|
Convert the compass bearing into magnetic bearing and true bearing. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
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(06) |
|
Describe how to fly the following in-flight ADF procedures: homing and tracking, and explain the influence of wind; interception of inbound QDM and outbound QDR; changing from one QDM/QDR to another; determining station passage and the abeam point. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
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062 02 02 03 |
|
Coverage and range |
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(01) |
X |
State that the power of the transmitter limits the range of an NDB. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(02) |
|
Explain the relationship between power and range. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(03) |
X |
Describe the propagation path of NDB radio waves with respect to the ionosphere and the Earth’s surface. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(04) |
|
Explain that the interference between sky waves and ground waves leads to ‘fading’. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(05) |
|
Define that the accuracy the pilot has to fly the required bearing in order to be considered established during approach, according to ICAO Doc 8168, has to be within ± 5°. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(06) |
|
State that there is no warning indication of NDB failure. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
062 02 02 04 |
|
Errors and accuracy |
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|
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|
(01) |
X |
Explain ‘coastal refraction’: as a radio wave travelling over land crosses the coast, the wave speeds up over water and the wave front bends. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(02) |
X |
Define ‘night/twilight effect’: the influence of sky waves and ground waves arriving at the ADF receiver with a difference of phase and polarisation which introduce bearing errors. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(03) |
|
State that interference from other NDB stations on the same frequency may occur at night due to sky-wave contamination. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
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|
062 02 02 05 |
|
Factors affecting range and accuracy |
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|
(01) |
|
Describe diffraction of radio waves in mountainous terrain (mountain effect). |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(02) |
|
State that static radiation energy from a cumulonimbus cloud may interfere with the radio wave and influence the ADF bearing indication. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(03) |
|
Explain that the bank angle of the aircraft causes a dip error. |
X |
X |
X |
X |
X |
X |
X |
|
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062 02 03 00 |
|
VHF omnidirectional radio range (VOR): conventional VOR (CVOR) and Doppler VOR (DVOR) |
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062 02 03 01 |
|
Principles |
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|
(01) |
X |
Explain the working principle of VOR using the following general terms: — reference phase; — variable phase; — phase difference. |
X |
X |
X |
X |
X |
X |
|
|
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|
(02) |
|
State that the frequency band allocated to VOR according to ICAO Annex 10 is VHF, and the frequencies used are 108.0–117.975 MHz. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(03) |
|
State that frequencies within the allocated VOR range 108.0–111.975 MHz, which have an odd number in the first decimal place, are used by instrument landing system (ILS). |
X |
X |
X |
X |
X |
X |
X |
2 |
|
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|
(04) |
|
State that the following types of VOR are in operation: — conventional VOR (CVOR): a first‑generation VOR station emitting signals by means of a rotating antenna; — Doppler VOR (DVOR): a second-generation VOR station emitting signals by means of a combination of fixed antennas utilising the Doppler principle; — en-route VOR for use by IFR traffic; — terminal VOR (TVOR): a station with a shorter range used as part of the approach and departure structure at major aerodromes; — test VOR (VOT): a VOR station emitting a signal to test VOR indicators in an aircraft. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(05) |
|
State that automatic terminal information service (ATIS) information is transmitted on VOR frequencies. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(06) |
X |
List the three main components of VOR airborne equipment: — the antenna; — the receiver; — the indicator. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(07) |
|
Describe the identification of a VOR in terms of Morse-code letters and additional plain text. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
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|
(08) |
X |
State that according to ICAO Annex 10, a VOR station has an automatic ground monitoring system. |
X |
X |
X |
X |
X |
X |
|
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|
(09) |
|
State that failure of the VOR station to stay within the required limits can cause the removal of identification and navigation components from the carrier or radiation to cease. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
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|
062 02 03 02 |
|
Presentation and interpretation |
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|
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|
(01) |
|
Read off the radial on an RMI. |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
|
(02) |
|
Read off the angular displacement in relation to a preselected radial on a horizontal situation indicator (HSI) or omnibearing indicator (OBI). |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
|
(03) |
|
Explain the use of the TO/FROM indicator in order to determine aircraft position relative to the VOR considering also the heading of the aircraft. |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
|
(04) |
|
Interpret VOR information as displayed on HSI, CDI and RMI. |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
|
(05) |
|
Describe the following in-flight VOR procedures: — tracking, and explain the influence of wind when tracking; — interception of a radial inbound and outbound to/from a VOR; — changing from one radial inbound/outbound to another; — determining station passage and the abeam point. |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
|
(06) |
|
State that when converting a radial into a true bearing, the variation at the VOR station has to be taken into account. |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
|
062 02 03 03 |
|
Intentionally left blank |
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062 02 03 04 |
|
Errors and accuracy |
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|
|
(01) |
|
Define that the accuracy the pilot has to fly the required bearing in order to be considered established on a VOR track when flying approach procedures, according to ICAO Doc 8168, has to be within the half-full scale deflection of the required track. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(02) |
|
State that due to reflections from terrain, radials can be bent and lead to wrong or fluctuating indications, which is called ‘scalloping’. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
062 02 04 00 |
|
Distance-measuring equipment (DME) |
|
|
|
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|
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|
|
062 02 04 01 |
|
Principles |
|
|
|
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|
|
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|
|
|
(01) |
|
State that DME operates in the UHF band. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(02) |
X |
State that the system comprises two basic components: — the aircraft component: the interrogator; — the ground component: the transponder. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(03) |
|
Describe the principle of distance measurement using DME in terms of a timed transmission from the interrogator and reply from the transponder on different frequencies. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(04) |
|
Explain that the distance measured by DME is slant range. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(05) |
|
Illustrate that a position line using DME is a circle with the station at its centre. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(06) |
|
State that the pairing of VHF and UHF frequencies (VOR/DME) enables the selection of two items of navigation information from one frequency setting. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(07) |
X |
Describe, in the case of co-location with VOR and ILS, the frequency pairing and identification procedure. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(08) |
|
State that military UHF tactical air navigation aid (TACAN) stations may be used for DME information. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
062 02 04 02 |
|
Presentation and interpretation |
|
|
|
|
|
|
|
|
|
|
|
(01) |
X |
State that when identifying a DME station co-located with a VOR station, the identification signal with the higher-tone frequency is the DME which identifies itself approximately every 40 seconds. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(02) |
|
Calculate ground distance from given slant range and altitude. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(03) |
|
Describe the use of DME to fly a DME arc in accordance with ICAO Doc 8168 Volume 1. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(04) |
X |
State that a DME system may have a ground speed (GS) and time to station read-out combined with the DME read-out. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
062 02 04 03 |
|
Coverage and range |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain why a ground station can generally respond to a maximum of 100 aircraft. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(02) |
|
Explain which aircraft will be denied a DME range first when more than 100 interrogations are being made. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
062 02 04 04 |
|
Intentionally left blank |
|
|
|
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|
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|
062 02 04 05 |
|
Factors affecting range and accuracy |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain why the GS read-out from a DME can be less than the actual GS, and is zero when flying a DME arc. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
062 02 05 00 |
|
Instrument landing system (ILS) |
|
|
|
|
|
|
|
|
|
|
|
062 02 05 01 |
|
Principles |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Name the three main components of an ILS: — the localiser (LOC); — the glide path (GP); — range information (markers or DME). |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(02) |
X |
State the site locations of the ILS components: — the LOC antenna should be located on the extension of the runway centre line at the stop-end; — the GP antenna should be locate beyond the runway threshold, laterally displaced to the side of the runway centre line. |
X |
|
X |
|
|
X |
X |
|
2 |
|
|
(03) |
|
Explain that marker beacons produce radiation patterns to indicate predetermined distances from the threshold along the ILS GP. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(04) |
|
State that marker beacons are sometimes replaced by a DME paired with the LOC frequency. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(05) |
|
State that in the ILS LOC frequency assigned band 108.0–111.975 MHz, only frequencies which have an odd number in the first decimal are ILS LOC frequencies. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(06) |
|
State that the GP operates in the UHF band. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(07) |
X |
Describe the use of the 90-Hz and the 150-Hz signals in the LOC and GP transmitters/receivers, stating how the signals at the receivers vary with angular deviation. |
X |
|
X |
|
|
X |
X |
|
|
|
|
(08) |
|
State that the UHF GP frequency is selected automatically by being paired with the LOC frequency. |
X |
|
X |
|
|
X |
|
|
|
|
|
(09) |
|
Explain that both the LOC and the GP antenna radiates side lobes (false beams) which can give rise to false centre-line and false GP indication. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(10) |
X |
Explain that the back beam from the LOC antenna may be used as a published ‘non-precision approach’. |
X |
|
X |
|
|
X |
X |
|
2 |
|
|
(11) |
|
State that the recommended GP is 3°. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(12) |
|
Name the frequency, modulation and identification assigned to all marker beacons. All marker beacons operate on 75-MHz carrier frequency. The modulation frequencies of the audio are: — outer marker: low; — middle marker: medium; — inner marker: high. The audio frequency modulation (for identification) is the continuous modulation of the audio frequency and is keyed as follows: — outer marker: 2 dashes per second continuously; — middle marker: a continuous series of alternate dots and dashes; — inner marker: 6 dots per second continuously. — The outer-marker cockpit indicator is coloured blue, the middle marker amber, and the inner marker white. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(13) |
|
State that the final-approach area contains a fix or facility that permits verification of the |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
062 02 05 02 |
|
Presentation and interpretation |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe the ILS identification regarding frequency and Morse code or plain text. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(02) |
|
State that an ILS installation has an automatic ground monitoring system. |
X |
|
X |
|
|
X |
|
|
|
|
|
(03) |
|
State that the LOC and GP monitoring system monitors any shift in the LOC and GP mean course line or reduction in signal strength. |
X |
|
X |
|
|
X |
|
|
|
|
|
(04) |
|
State that warning flags will appear for both the LOC and the GP if the received signal strength is below a threshold value. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(05) |
|
Describe the circumstances in which warning flags will appear for both the LOC and the GP: — absence of the carrier frequency; — absence of the modulation simultaneously; — the percentage modulation of the navigation signal reduced to 0. |
X |
|
X |
|
|
X |
|
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(06) |
|
Interpret the indications on a CDI and an HSI: — full-scale deflection of the CDI needle corresponds to approximately 2.5° displacement from the ILS centre line; — full-scale deflection on the GP corresponds to approximately 0.7° from the ILS GP centre line. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(07) |
|
Interpret the aircraft’s position in relation to the extended runway centre line on a back-beam approach. |
X |
|
X |
|
|
X |
|
2 |
|
|
|
(08) |
|
Explain the setting of the course pointer of an HSI and the course selector of an omnibearing indicator (OBI) for front-beam and back-beam approaches. |
X |
|
X |
|
|
X |
|
2 |
|
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|
062 02 05 03 |
|
Coverage and range |
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|
(01) |
|
Sketch the standard coverage area of the LOC and GP with angular sector limits in degrees and distance limits from the transmitter: LOC coverage area is 10° on either side of the centre line to a distance of 25 NM from the runway, and 35° on either side of the centre line to a distance of 17 NM from the runway; GP coverage area is 8° on either side of the centre line to a distance of minimum 10 NM from the runway. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
062 02 05 04 |
|
Errors and accuracy |
|
|
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|
|
|
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|
|
|
(01) |
|
Explain that ILS approaches are divided into facility performance categories defined in ICAO Annex 10. |
X |
|
X |
|
|
X |
X |
|
|
|
|
(02) |
|
Define the following ILS operation categories: — Category I; — Category II; — Category IIIA; — Category IIIB; — Category IIIC. |
X |
|
X |
|
|
X |
|
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(03) |
|
Explain that all Category III ILS operations guidance information is provided from the coverage limits of the facility to, and along, the surface of the runway. |
X |
|
X |
|
|
X |
|
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(04) |
|
Explain why the accuracy requirements are progressively higher for CAT I, CAT II and CAT III ILS. |
X |
|
X |
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|
X |
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(05) |
|
Explain the following in accordance with ICAO Doc 8168: — the accuracy the pilot has to fly the ILS LOC to be considered established on an ILS track is within the half-full scale deflection of the required track; — the aircraft has to be established within the half-scale deflection of the LOC before starting descent on the GP; — the pilot has to fly the ILS GP to a maximum of half-scale fly-up deflection of the GP in order to stay in protected airspace. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(06) |
|
State that if a pilot deviates by more than half-course deflection on the LOC or by more than half-dot deflection on the GP, an immediate go‑around should be executed because obstacle clearance may no longer be guaranteed. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(07) |
|
Describe ILS beam bends as deviations from the nominal LOC and GP respectively which can be assessed by flight test. |
X |
|
X |
|
|
X |
|
|
|
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(08) |
|
Explain that multipath interference is caused by reflections from objects within the ILS coverage area. |
X |
|
X |
|
|
X |
|
|
|
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|
062 02 05 05 |
|
Factors affecting range and accuracy |
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|
|
|
|
|
|
|
|
(01) |
|
Define the ‘ILS-critical area’: an area of defined dimensions around the LOC and GP antennas where vehicles, including aircraft, are excluded during all ILS operations. |
X |
|
X |
|
|
X |
X |
|
|
|
|
(02) |
|
Define the ‘ILS-sensitive area’: an area extending beyond the ILS-critical area where the parking or movement of vehicles, including aircraft, is controlled to prevent the possibility of unacceptable interference to the ILS signal during ILS operations. |
X |
|
X |
|
|
X |
X |
|
|
|
|
062 02 06 00 |
|
Microwave landing system (MLS) |
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|
062 02 06 01 |
|
Principles |
|
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|
|
|
(01) |
|
Explain the principle of operation: — horizontal course guidance during the approach; — vertical guidance during the approach; — horizontal guidance for departure and missed approach; — DME (DME/P) distance; — transmission of special information regarding the system and the approach conditions. |
X |
|
X |
|
|
X |
|
|
|
|
|
(02) |
|
State that MLS operates in the SHF band on any one of 200 channels, on assigned frequencies. |
X |
|
X |
|
|
X |
|
|
|
|
|
(03) |
|
Explain the reason why MLS can be installed at aerodromes where, as a result of the effects of surrounding buildings or terrain, ILS siting is difficult. |
X |
|
X |
|
|
X |
|
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062 02 06 02 |
|
Presentation and interpretation |
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|
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|
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|
|
(01) |
|
Interpret the display of airborne equipment designed to continuously show the position of the aircraft in relation to a preselected course and glide path, along with distance information, during approach and departure. |
X |
|
X |
|
|
X |
|
|
|
|
|
(02) |
|
Explain that segmented approaches can be carried out with a presentation with two cross bars directed by a computer which has been programmed with the approach to be flown. |
X |
|
X |
|
|
X |
|
|
|
|
|
(03) |
|
Illustrate that segmented and curved approaches can only be executed with DME/P installed. |
X |
|
X |
|
|
X |
|
|
|
|
|
(04) |
|
Explain why aircraft are equipped with a multimode receiver (MMR) in order to be able to receive ILS, MLS and GPS. |
X |
|
X |
|
|
X |
|
|
|
|
|
(05) |
|
Explain why MLS without DME/P gives an ILS lookalike straight-line approach. |
X |
|
X |
|
|
X |
|
|
|
|
|
062 02 06 03 |
|
Coverage and range |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe the coverage area for the approach direction as being within a sector of ± 40° of the centre line out to a range of 20 NM from the threshold (according to ICAO Annex 10). |
X |
|
X |
|
|
X |
|
|
|
|
|
062 03 00 00 |
|
RADAR |
|
|
|
|
|
|
|
|
|
|
|
062 03 01 00 |
|
Pulse techniques |
|
|
|
|
|
|
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|
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|
|
062 03 01 01 |
|
Pulse techniques and associated terms |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Name the different applications of radar with respect to air traffic control (ATC), weather observations, and airborne weather radar (AWR). |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(02) |
X |
Describe the pulse technique and echo principle on which primary radar systems are based. |
X |
X |
X |
X |
X |
X |
|
|
2 |
|
|
(03) |
X
|
State that the range of a radar depends on pulse repetition frequency (PRF), pulse length, pulse power, height of aircraft, height of antenna and frequency used. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
062 03 02 00 |
|
Ground radar |
|
|
|
|
|
|
|
|
|
|
|
062 03 02 01 |
|
Principles |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain that primary radar provides bearing and distance of targets. |
X |
|
X |
X |
|
X |
X |
2 |
|
|
|
(02) |
X |
Explain that primary ground radar is used to detect aircraft that are not equipped with a secondary radar transponder. |
X |
|
X |
X |
|
X |
X |
|
2 |
|
|
062 03 02 02 |
|
Presentation and interpretation |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that modern ATC systems use inputs from various sensors to generate the display. |
X |
|
X |
X |
|
X |
X |
|
2 |
|
|
062 03 03 00 |
|
Airborne weather radar |
|
|
|
|
|
|
|
|
|
|
|
062 03 03 01 |
|
Principles |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
List the two main tasks of the weather radar in respect of weather and navigation. |
X |
|
X |
X |
|
X |
X |
|
|
|
|
(02) |
|
State that modern weather radars employ frequencies that give wavelengths of about 3 cm that reflect best on wet hailstones. |
X |
|
X |
X |
|
X |
X |
|
|
|
|
(03) |
X |
State that the antenna is stabilised in the horizontal plane with signals from the aircraft’s attitude reference system. |
X |
|
X |
X |
|
X |
X |
|
|
|
|
(04) |
X |
Describe the cone-shaped pencil beam of about 3 to 5° beam width used for weather detection. |
X |
|
X |
X |
|
X |
X |
|
|
|
|
062 03 03 02 |
|
Presentation and interpretation |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain the functions of the following different controls on the radar control panel: off/on switch; function switch with WX, WX+T and MAP modes; gain-control setting (auto/manual); tilt/autotilt switch. |
X |
|
X |
X |
|
X |
X |
|
|
|
|
(02) |
|
Name, for areas of differing reflection intensity, the colour gradations (green, yellow, red and magenta) indicating the increasing intensity of precipitation. |
X |
|
X |
X |
|
X |
X |
|
|
|
|
(03) |
X |
State the use of azimuth-marker lines and range lines in respect of the relative bearing and the distance to a thunderstorm on the screen. |
X |
|
X |
X |
|
X |
X |
|
|
|
|
062 03 03 03 |
|
Coverage and range |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain how the radar is used for weather detection and for mapping (range, tilt and gain, if available). |
X |
|
X |
X |
|
X |
X |
|
|
|
|
062 03 03 04 |
|
Errors, accuracy, limitations |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain why AWR should be used with extreme caution when on the ground. |
X |
|
X |
X |
|
X |
X |
|
|
|
|
062 03 03 05 |
|
Factors affecting range and accuracy |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain the danger of the area behind heavy rain (shadow area) where no radar waves will penetrate. |
X |
|
X |
X |
|
X |
X |
|
|
|
|
(02) |
|
Describe appropriate tilt settings in relation to altitude and thunderstorms. |
X |
|
X |
X |
|
X |
X |
|
|
|
|
(03) |
|
Explain why a thunderstorm may not be detected when the tilt is set too high. |
X |
|
X |
X |
|
X |
X |
|
|
|
|
062 03 03 06 |
|
Application for navigation |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe the navigation function of the radar in the mapping mode. |
X |
|
X |
X |
|
X |
X |
|
|
|
|
(02) |
|
Describe the use of the weather radar to avoid a thunderstorm (Cb). |
X |
|
X |
X |
|
X |
X |
|
|
|
|
(03) |
|
Explain how turbulence (not CAT) can be detected by a modern weather radar. |
X |
|
X |
X |
|
X |
X |
|
|
|
|
(04) |
|
Explain how wind shear can be detected by a modern weather radar. |
X |
|
X |
X |
|
X |
X |
|
|
|
|
062 03 04 00 |
|
Secondary surveillance radar and transponder |
|
|
|
|
|
|
|
|
|
|
|
062 03 04 01 |
|
Principles |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that the ATC system is based on the replies provided by the airborne transponders in response to interrogations from the ATC secondary radar. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(02) |
X |
State that the ground ATC secondary radar uses techniques which provide the ATC with information that cannot be acquired by the primary radar. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(03) |
X |
State that an airborne transponder provides coded-reply signals in response to interrogation signals from the ground secondary radar and from aircraft equipped with traffic alert and collision avoidance system (TCAS). |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(04) |
|
State the advantages of secondary surveillance radar (SSR) over a primary radar regarding range and collected information due to transponder principal information and active participation of the aircraft. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
062 03 04 02 |
|
Modes and codes |
|
|
|
|
|
|
|
|
|
|
|
(01) |
X |
State that the interrogator transmits its interrogations in the form of a series of pulse pairs. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(02) |
|
Name the interrogation modes: — Mode A; — Mode C; — Mode S. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(03) |
|
State that the interrogation frequency and the reply frequency are different. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(04) |
|
Explain that the decoding of the time interval between the pulse pairs determines the operating mode of the transponder: — Mode A: transmission of aircraft transponder code; — Mode C: transmission of aircraft pressure altitude; — Mode S: selection of aircraft address and transmission of flight data for the ground surveillance. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(05) |
|
State that Mode A designation is a sequence of four digits which can be manually selected from 4 096 available codes. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(06) |
|
State that in Mode C reply, the pressure altitude is reported in 100-ft increments. |
X |
X |
X |
X |
X |
X |
|
|
2 |
|
|
(07) |
|
State that in addition to the information provided, on request from ATC, a special position identification (SPI) pulse can be transmitted but only as a result of a manual selection by the pilot (IDENT button). |
X |
X |
X |
X |
X |
X |
|
|
2 |
|
|
(08) |
X |
State the need for compatibility of Mode S with Mode A and C. |
X |
X |
X |
X |
X |
X |
|
|
2 |
|
|
(09) |
|
Explain that Mode S transponders receive interrogations from TCAS and SSR ground stations. |
X |
X |
X |
X |
X |
X |
|
|
2 |
|
|
(10) |
X |
State that Mode S interrogation contains either the aircraft address, selective call or all-call address. |
X |
X |
X |
X |
X |
X |
|
|
2 |
|
|
(11) |
|
State that every aircraft is allocated an ICAO aircraft address, which is hard-coded into the Mode S transponder (Mode S address). |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(12) |
|
Explain that a 24-bit address is used in all Mode S transmissions, so that every interrogation can be directed to a specific aircraft. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(13) |
|
State that Mode S can provide enhanced vertical tracking, using a 25-ft altitude increment. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(14) |
|
State that SSR can be used for automatic dependent surveillance — broadcast (ADS-B). |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
062 03 04 03 |
|
Presentation and interpretation |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that an aircraft can be identified by a unique code. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(02) |
|
State which information can be presented on the ATC display system: — pressure altitude; — flight level; — flight number or aircraft registration number; — GS. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(03) |
X |
Explain the use and function of the selector modes: OFF, Standby, ON (Mode A), ALT (Mode A, C and S), TEST, and of the reply lamp. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
062 04 00 00 |
|
INTENTIONALLY LEFT BLANK |
|
|
|
|
|
|
|
|
|
|
|
062 05 00 00 |
|
INTENTIONALLY LEFT BLANK |
|
|
|
|
|
|
|
|
|
|
|
062 06 00 00 |
|
GLOBAL NAVIGATION SATELLITE SYSTEMS (GNSSs) |
|
|
|
|
|
|
|
|
|
|
|
062 06 01 00 |
|
Global navigation satellite systems (GNSSs) |
|
|
|
|
|
|
|
|
|
|
|
062 06 01 01 |
|
General |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that there are four main GNSSs. These are: — USA NAVigation System with Timing And Ranging Global Positioning System (NAVSTAR GPS); — Russian GLObal NAvigation Satellite System (GLONASS); — European Galileo (under construction); — Chinese BeiDou (under construction). |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(02) |
X |
State that all four systems (will) consist of a constellation of satellites which can be used by a suitably equipped receiver to determine position. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
062 06 01 02 |
|
Operation |
|
|
|
|
|
|
|
|
|
|
|
|
|
Global navigation satellite system (GNSS) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that there are currently two modes of operation: standard positioning service (SPS) for civilian users, and precise positioning service (PPS) for authorised users. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(02) |
|
SPS was originally designed to provide civilian users with a less accurate positioning capability than PPS. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(03) |
X |
Name the three GNSS segments as follows: — space segment; — control segment; — user segment. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
|
|
Space segment (example: NAVSTAR GPS) |
|
|
|
|
|
|
|
|
|
|
|
(04) |
|
State that each satellite broadcasts ranging signals on two UHF frequencies: L1 and L2. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(05) |
|
State that SPS is a positioning and timing service provided on frequency L1. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(06) |
|
State that PPS uses both frequencies L1 and L2. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(07) |
X |
State that the satellites transmit a coded signal used for ranging, identification (satellite individual PRN code), timing and navigation. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(08) |
X |
State that the navigation message contains: — satellite clock correction parameters; — Universal Time Coordinated (UTC) parameters; — an ionospheric model; — satellite health data. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(09) |
X |
State that an ionospheric model is used to calculate the time delay of the signal travelling through the ionosphere. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(10) |
X |
State that two codes are transmitted on the L1 frequency, namely a coarse acquisition (C/A) code and a precision (P) code. The P code is not used for standard positioning service (SPS). |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(11) |
X |
State that satellites are equipped with atomic clocks which allow the system to keep very accurate time reference. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
|
|
Control segment |
|
|
|
|
|
|
|
|
|
|
|
(12) |
X |
State that the control segment comprises: — a master control station; — a ground antenna; — monitoring stations. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(13) |
X |
State that the control segment provides: — monitoring of the constellation status; — correction of orbital parameters; — navigation data uploading. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
|
User segment |
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(14) |
X |
State that GNSS supplies three-dimensional position fixes and speed data, plus a precise time reference. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(15) |
X |
State that a GNSS receiver is able to determine the distance to a satellite by determining the difference between the time of transmission by the satellite and the time of reception. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(16) |
X |
State that the initial distance calculated to the satellites is called pseudo-range because the difference between the GNSS receiver and the satellite time references initially creates an erroneous range. |
X |
X |
X |
X |
X |
X |
|
|
2 |
|
|
(17) |
X |
State that each range defines a sphere with its centre at the satellite. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(18) |
X |
State that there are four unknown parameters (x, y, z and Δt) (receiver clock error) which require the measurement of ranges to four different satellites in order to get the position. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(19) |
X |
State that the GNSS receiver is able to synchronise to the correct time reference when receiving four satellites. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(20) |
X |
State that the receiver is able to calculate aircraft ground speed using the space vehicle (SV) Doppler frequency shift or the change in receiver position over time. |
X |
X |
X |
X |
X |
X |
|
|
2 |
|
|
|
|
NAVigation System with Timing And Ranging Global Positioning System (NAVSTAR GPS) integrity |
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|
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|
|
|
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|
|
|
(21) |
|
Define ‘receiver autonomous integrity monitoring (RAIM)’ as a technique that ensures the integrity of the provided data by redundant measurements. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(22) |
|
State that RAIM is achieved by consistency checks among range measurements. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(23) |
|
State that basic RAIM requires five satellites. A sixth one is for isolating a faulty satellite from the navigation solution. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(24) |
|
State that agreements have been concluded between the appropriate agencies for the compatibility and interoperability by any approved user of NAVSTAR and GLONASS systems. |
X |
X |
X |
X |
X |
X |
|
|
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|
|
(25) |
X |
State that the different GNSSs use different data with respect to reference systems, orbital data, and navigation services. |
X |
X |
X |
X |
X |
X |
|
|
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|
|
062 06 01 03 |
|
Errors and factors affecting accuracy |
|
|
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|
|
|
(01) |
|
List the most significant factors that affect accuracy: — ionospheric propagation delay; — dilution of precision; — satellite clock error; — satellite orbital variations; — multipath. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(02) |
|
State that a user equivalent range error (UERE) can be computed from all these factors. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(03) |
X |
State that the error from the ionospheric propagation delay (IPD) can be reduced by modelling, using a model of the ionosphere, or can almost be eliminated by using two frequencies. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(04) |
X |
State that ionospheric delay is the most significant error. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(05) |
|
State that dilution of precision arises from the geometry and number of satellites in view. It is called geometric dilution of precision (GDOP). |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(06) |
|
State that the UERE in combination with the geometric dilution of precision (GDOP) allows for an estimation of position accuracy. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(07) |
X |
State that errors in the satellite orbits are due to: — solar winds; — gravitation of the Sun and the Moon. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
062 06 02 00 |
|
Ground-, satellite- and aircraft-based augmentation systems |
|
|
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|
062 06 02 01 |
|
Ground-based augmentation systems (GBASs) |
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|
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|
|
(01) |
|
Explain the principle of a GBAS: to measure on the ground the errors in the signals transmitted by GNSS satellites and relay the measured errors to the user for correction. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(02) |
X |
State that the ICAO GBAS standard is based on this technique through the use of a data link in the VHF band of ILS–VOR systems (108–118 MHz). |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(03) |
|
State that for a GBAS station the coverage is about 20 NM. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(04) |
|
State that GBAS provides information for guidance in the terminal area, and for three‑dimensional guidance in the final approach segment (FAS) by transmitting the FAS data block. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(05) |
|
State that one ground station can support all the aircraft subsystems within its coverage providing the aircraft with approach data, corrections and integrity information for GNSS satellites in view via a VHF data broadcast (VDB). |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(06) |
X |
State that the minimum software designed coverage area is 10° on either side of the final approach path to a distance between 15 and 20 NM, and 35° on either side of the final approach path up to a distance of 15 NM. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(07) |
|
State that outside this area the FAS data of GBAS is not used. |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(08) |
X |
State that GBAS based on GPS is sometimes called local area augmentation system (LAAS). |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
(09) |
|
State that a GBAS-based approach is called GLS approach (GLS-GNSS landing system). |
X |
X |
X |
X |
X |
X |
|
|
|
|
|
062 06 02 02 |
|
Satellite-based augmentation systems (SBASs) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
X |
Explain the principle of an SBAS: to measure on the ground the errors in the signals received from the satellites and transmit differential corrections and integrity messages for navigation satellites. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(02) |
X |
State that the frequency band of the data link is identical to that of the GPS signals. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(03) |
X |
Explain that the use of geostationary satellites enables messages to be broadcast over very wide areas. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(04) |
X |
State that pseudo-range measurements to these geostationary satellites can also be made, as if they were GPS satellites. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(05) |
X |
State that SBAS consists of two elements: — ground infrastructure (monitoring and processing stations); — communication satellites. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(06) |
|
State that SBAS allows the implementation of three-dimensional Type A and Type B approaches. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(07) |
X |
State the following examples of SBAS: — European Geostationary Navigation Overlay Service (EGNOS) in western Europe and the Mediterranean; — wide area augmentation system (WAAS) in the USA; — multi-functional transport satellite (MTSAT)-based augmentation system (MSAS) in Japan; — GPS and geostationary earth orbit augmented navigation (GAGAN) in India. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(08) |
X |
State that SBAS is designed to significantly improve accuracy and integrity. |
X |
X |
X |
X |
X |
X |
X |
|
2 |
|
|
(09) |
|
Explain that integrity and safety are improved by alerting SBAS users within 6 seconds if a GPS malfunction occurs. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
062 06 02 03 |
|
Intentionally left blank |
|
|
|
|
|
|
|
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|
|
062 06 02 04 |
|
Aircraft-based augmentation systems (ABASs) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain the principle of ABAS: to use redundant elements within the GPS constellation (e.g. multiplicity of distance measurements to various satellites) or the combination of GNSS measurements with those of other navigation sensors (such as inertial systems) in order to develop integrity control. |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(02) |
|
State that the type of ABAS using only GNSS information is named receiver autonomous integrity monitoring (RAIM). |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(03) |
|
State that a system using information from additional onboard sensors is named aircraft autonomous integrity monitoring (AAIM). |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
(04) |
|
Explain that the typical sensors used are barometric altimeter and inertial reference system (IRS). |
X |
X |
X |
X |
X |
X |
X |
2 |
|
|
|
062 07 00 00 |
|
PERFORMANCE-BASED NAVIGATION (PBN) |
|
|
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|
062 07 01 00 |
|
Performance-based navigation (PBN) concept |
|
|
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|
062 07 01 01 |
|
PBN principles |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
List the factors used to define area navigation (RNAV) or required navigation performance (RNP) system performance requirements (accuracy, integrity and continuity). |
X |
|
X |
|
|
X |
X |
|
3 |
|
|
(02) |
X |
State that these RNAV and RNP systems are necessary to optimise the utilisation of available airspace. |
X |
|
X |
|
|
X |
|
|
2, 3 |
|
|
(03) |
|
State that it is necessary for flight crew and air traffic controllers to be aware of the on-board RNAV or RNP system capabilities in order to determine whether the performance of the RNAV or RNP system is appropriate for the specific airspace requirements. |
X |
|
X |
|
|
X |
|
|
2, 3 |
|
|
(04) |
|
Define accuracy as the conformance of the true position and the required position. |
X |
|
X |
|
|
X |
|
|
2, 3 |
|
|
(05) |
|
Define continuity as the capability of the system to perform its function without unscheduled interruptions during the intended operation. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
(06) |
|
Define integrity as a measure of the trust that can be placed in the correctness of the information supplied by the total system. Integrity includes the ability of a system to provide timely and valid alerts to the user. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
(07) |
|
State that, unlike conventional navigation, PBN is not sensor-specific. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
(08) |
|
Explain the difference between raw data and computed data. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
(09) |
|
Define availability as the percentage of time (annually) during which the system is available for use. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
062 07 01 02 |
|
PBN components |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
List the components of PBN as navigational aid (NAVAID) infrastructure, navigation specification and navigation application. |
X |
|
X |
|
|
X |
|
|
|
|
|
062 07 01 03 |
|
PBN scope |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that in oceanic/remote, en-route and terminal phases of flight, PBN is limited to operations with linear lateral performance requirements and time constraints. |
X |
|
X |
|
|
X |
|
|
|
|
|
(02) |
|
State that in the approach phases of flight, PBN accommodates both linear and angular laterally guided operations, and explain the difference between the two. |
X |
|
X |
|
|
X |
|
|
|
|
|
062 07 02 00 |
|
Navigation specifications |
|
|
|
|
|
|
|
|
|
|
|
062 07 02 01 |
|
Area navigation (RNAV) and required navigation performance (RNP) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State the difference between RNAV and RNP in terms of the requirement for on-board performance monitoring and alerting. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
062 07 02 02 |
|
Navigation functional requirements |
|
|
|
|
|
|
|
|
|
|
|
(01) |
X |
List the basic functional requirements of the RNAV and RNP specifications (continuous indication of lateral deviation, distance/bearing to active waypoint, GS or time to active waypoint, navigation data storage and failure indication). |
X |
|
X |
|
|
X |
|
|
|
|
|
062 07 02 03 |
|
Designation of RNP and RNAV specifications |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Interpret X in RNAV X or RNP X as the lateral navigation (LNAV) accuracy (total system error) in nautical miles, which is expected to be achieved at least 95 % of the flight time by the population of aircraft operating within the given airspace, route or procedure. |
X |
|
X |
|
|
X |
|
2 |
3 |
|
|
(02) |
|
State that aircraft approved to the more stringent accuracy requirements may not necessarily meet some of the functional requirements of the navigation specification that has a less stringent accuracy requirement. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
(03) |
|
State that RNAV 10 and RNP 4 are used in the oceanic/remote phase of flight. |
X |
|
X |
|
|
X |
|
|
|
|
|
(04) |
|
State that RNAV 5 is used in the en-route and arrival phases of flight. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
(05) |
|
State that RNAV 2 and RNP 2 are also used as navigation specifications. |
X |
|
X |
|
|
X |
|
|
|
|
|
(06) |
|
State that RNP 2 is used in the en-route and oceanic/remote phases of flight. |
X |
|
X |
|
|
X |
|
|
|
|
|
(07) |
|
State that RNAV 2 might be used in the en-route continental, arrival and departure phases of flight. |
X |
|
X |
|
|
X |
|
|
|
|
|
(08) |
|
State that RNAV 1 and RNP 1 are used in the arrival and departure phases of flight. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(09) |
|
State that required navigation performance approach (RNP APCH) is used in the approach phase of flight. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(10) |
|
State that required navigation performance authorisation required approach (RNP AR APCH) is used in the approach phase of flight. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(11) |
|
State that RNP 0.3 navigation specification is used in all phases of flight except for oceanic/remote and final approach, primarily for helicopters. |
X |
|
X |
|
|
X |
|
|
|
|
|
(12) |
|
State that RNAV 1, RNP 1 and RNP 0.3 may also be used in en-route phases of low-level instrument flight rule (IFR) helicopter flights. |
X |
|
X |
|
|
X |
|
|
|
|
|
062 07 03 00 |
|
Use of performance-based navigation (PBN) |
|
|
|
|
|
|
|
|
|
|
|
062 07 03 01 |
|
Intentionally left blank |
|
|
|
|
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|
|
|
|
|
|
062 07 03 02 |
|
Intentionally left blank |
|
|
|
|
|
|
|
|
|
|
|
062 07 03 03 |
|
Specific RNAV and RNP system functions |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Recognise the definition of radius to fix (RF) leg. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
(02) |
|
Recognise the definition of a fixed radius transition (FRT). |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
(03) |
|
State the importance of respecting the flight director guidance and the speed constraints associated with an RF procedure. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
(04) |
|
Explain the difference between a fly-by-turn and a fly-over. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
(05) |
|
State that the Aeronautical Radio, Incorporated (ARINC) 424 path terminators set the standards for coding the SIDs, STARs and instrument approach procedures (IAPs) from the official published government source documentation into the ARINC navigation database format. |
X |
|
X |
|
|
X |
|
|
|
|
|
(06) |
|
State that the path terminators define a specific type of termination of the previous flight path. |
X |
|
X |
|
|
X |
|
|
|
|
|
(07) |
|
Define the term ‘offset flight path’. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
062 07 03 04 |
|
Intentionally left blank |
|
|
|
|
|
|
|
|
|
|
|
062 07 04 00 |
|
Performance-based navigation (PBN) operations |
|
|
|
|
|
|
|
|
|
|
|
062 07 04 01 |
|
Performance-based navigation (PBN) principles |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Define ‘path definition error’ (PDE). |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
(02) |
|
Define ‘flight technical error’ (FTE) and state that the FTE is the error in following the prescribed path, either by the auto-flight system or by the pilot. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
(03) |
|
Define ‘navigation system error’ (NSE) and state that the accuracy of a navigation system may be referred to as NSE. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
(04) |
|
Define ‘total system error’ (TSE) and state that the geometric sum of the PDE, FTE and NSE equals the TSE. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
(05) |
|
State that navigation accuracy depends on the TSE. |
X |
|
X |
|
|
X |
|
|
|
|
|
062 07 04 02 |
|
On-board performance monitoring and alerting |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that on-board performance monitoring and alerting of flight technical errors is managed by on-board systems or flight crew procedures. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
(02) |
|
State that on-board performance monitoring and alerting of navigation system errors is a requirement of on-board equipment for RNP. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
(03) |
|
State that, dependent on the navigation sensor, the estimated position error (EPE) is compared with the required navigation specification. |
X |
|
X |
|
|
X |
|
|
|
|
|
(04) |
|
Explain how a navigation system assesses the EPE. |
X |
|
X |
|
|
X |
|
|
|
|
|
(05) |
|
Give an example of how the loss of the ability to operate in RNP airspace may be indicated by the navigation system. |
X |
|
X |
|
|
X |
|
|
|
|
|
(06) |
|
State that on-board performance monitoring and alerting of path definition error is managed by gross reasonableness checks of navigation data. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
062 07 04 03 |
|
Abnormal situations |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that abnormal and contingency procedures are to be used in case of loss of the PBN capability. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
062 07 04 04 |
|
Database management |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that, unless otherwise specified in the operations documentation or acceptable means of compliance (AMCs), the navigational database must be valid for the current aeronautical information regulation and control (AIRAC) cycle. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
062 07 05 00 |
|
Requirements of specific RNAV and RNP specifications |
|
|
|
|
|
|
|
|
|
|
|
062 07 05 01 |
|
RNAV 10 |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that RNAV 10 requires that aircraft operating in oceanic and remote areas be equipped with at least two independent and serviceable long-range navigation systems (LRNSs) comprising an INS, an inertial reference system (IRS)/flight management system (FMS) or a GNSS. |
X |
|
X |
|
|
X |
|
|
|
|
|
(02) |
|
State that operators may extend their RNAV 10 navigation capability time by updating. |
X |
|
X |
|
|
X |
|
|
|
|
|
062 07 05 02 |
|
RNAV 5 |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that manual data entry is acceptable for RNAV 5. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
062 07 05 03 |
|
RNAV 1/RNAV 2/RNP 1/RNP 2 |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that pilots must not fly an RNAV 1, RNAV 2, RNP 1 or RNP 2 standard instrument departure (SID) or standard instrument arrival (STAR) unless it is retrievable by route name from the on-board navigation database and conforms to the charted route. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
(02) |
|
State that the route may subsequently be modified through the insertion (from the database) or deletion of specific waypoints in response to ATC clearances. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
(03) |
|
State that the manual entry, or creation of new waypoints by manual entry, of either latitude and longitude or place/bearing/distance values is not permitted. |
X |
|
X |
|
|
X |
X |
2 |
3 |
|
|
062 07 05 04 |
|
Intentionally left blank |
|
|
|
|
|
|
|
|
|
|
|
062 07 05 05 |
|
Required navigation performance approach (RNP APCH) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that pilots must not fly an RNP APCH unless it is retrievable by procedure name from the on-board navigation database and conforms to the charted procedure. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(02) |
|
State that an RNP APCH to LNAV minima is a non‑precision IAP designed for two-dimensional approach operations. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(03) |
|
State that an RNP APCH to lateral navigation (LNAV)/vertical navigation (VNAV) minima has lateral guidance based on GNSS and vertical guidance based on either SBAS or barometric vertical navigation (Baro-VNAV). |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(04) |
|
State that an RNP APCH to LNAV/VNAV minima may only be conducted with vertical guidance certified for the purpose. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(05) |
|
Explain why an RNP APCH to LNAV/VNAV minima based on Baro-VNAV may only be conducted when the aerodrome temperature is within a promulgated range if the barometric input is not automatically temperature-compensated. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(06) |
|
State that the correct altimeter setting is critical for the safe conduct of an RNP APCH using Baro‑VNAV. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(07) |
|
State that an RNP APCH to LNAV/VNAV minima is a three-dimensional operation. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(08) |
|
State that an RNP APCH to localiser performance with vertical guidance (LPV) minima is a three‑dimensional operation. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(09) |
|
State that RNP APCH to LPV minima requires a final approach segment (FAS) data block. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(10) |
|
State that RNP approaches to LPV minima require SBAS. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
(11) |
|
State that the FAS data block is a standard data format to describe the final approach path. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
062 07 05 06 |
|
Required navigation performance authorisation required approach (RNP AR APCH) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that RNP AR APCH requires authorisation. |
X |
|
X |
|
|
X |
X |
2 |
|
|
|
062 07 05 07 |
|
Advanced required navigation performance (A-RNP) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that A-RNP incorporates the navigation specifications RNAV 5, RNAV 2, RNAV 1, RNP 2, RNP 1 and RNP APCH. |
X |
|
X |
|
|
X |
|
|
|
|
|
062 07 05 08 |
|
PBN point-in-space (PinS) departure |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that a PinS departure is a departure procedure designed for helicopters only. |
|
|
X |
|
|
X |
|
|
|
|
|
(02) |
|
State that a PinS departure procedure includes either a ‘proceed VFR’ or a ‘proceed visually’ instruction from the landing location to the initial departure fix (IDF). |
|
|
X |
|
|
X |
|
|
|
|
|
(03) |
|
Recognise the differences in the instructions ‘proceed VFR’ and ‘proceed visually’. |
|
|
X |
|
|
X |
|
|
|
|
|
062 07 05 09 |
|
PBN point-in-space (PinS) approach |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that a PinS approach procedure is an instrument RNP APCH procedure designed for helicopters only, and that it may be published with LNAV minima or LPV minima. |
|
|
X |
|
|
X |
|
|
|
|
|
(02) |
|
State that a PinS approach procedure includes either a ‘proceed VFR’ or a ‘proceed visually’ instruction from the missed approach point (MAPt) to a landing location. |
|
|
X |
|
|
X |
|
|
|
|
|
(03) |
|
Recognise the differences between ‘proceed VFR’ and ‘proceed visually’. |
|
|
X |
|
|
X |
|
|
|
|
SUBJECT 070 – OPERATIONAL PROCEDURES
ED Decision 2020/018/R
|
Syllabus reference |
BK |
Syllabus details and associated Learning Objectives |
Aeroplane |
Helicopter |
IR |
CB-IR(A) |
BIR Exam |
BIR BK |
Remarks |
|||
|
ATPL |
CPL |
ATPL/IR |
ATPL |
CPL |
||||||||
|
070 00 00 00 |
|
OPERATIONAL PROCEDURES |
|
|
|
|
|
|
|
|
|
|
|
071 01 00 00 |
|
GENERAL REQUIREMENTS |
|
|
|
|
|
|
|
|
|
|
|
071 01 01 00 |
|
ICAO Annex 6 |
|
|
|
|
|
|
|
|
|
|
|
071 01 01 01 |
|
Definitions |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Define the following: alternate aerodrome: flight time (aeroplanes); take-off alternate; en-route alternate; destination alternate. |
X |
X |
|
|
|
|
|
|
|
|
|
(02) |
|
Define ‘alternate heliport’; ‘flight time (helicopters)’. Source: |
|
|
X |
X |
X |
|
|
|
|
|
|
071 01 01 02 |
|
Applicability |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State that Part I shall be applicable to the operation of aeroplanes by operators authorised to conduct international commercial air transport (CAT) operations. |
X |
X |
|
|
|
|
|
|
|
|
|
(02) |
|
State that Part III shall be applicable to all helicopters engaged in international CAT operations or in international general aviation operations, except helicopters engaged in aerial work. |
|
|
X |
X |
X |
|
|
|
|
|
|
071 01 01 03 |
|
General |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain the compliance with laws, regulations and procedures. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(02) |
|
State the condition(s) required for the establishment of a flight data analysis programme, and state what this programme is part of. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(03) |
|
Explain what is a flight safety documents system. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(04) |
|
Explain what is maintenance release. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(05) |
|
List and describe the lights to be displayed by aircraft. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
071 01 02 00 |
|
Operational requirements |
|
|
|
|
|
|
|
|
|
|
|
071 01 02 01 |
|
Applicability |
|
|
|
|
|
|
|
|
|
|
|
(01) |
X |
State the operational regulations applicable to CAT and other activities (e.g. specialised operations (SPO)). |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(02) |
|
State the nature of CAT operations and exceptions. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
071 01 02 02 |
|
General |
|
|
|
|
|
|
|
|
|
|
|
(01) |
X |
Explain why CAT flights must meet the applicable operational requirements. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Define ‘flight manual limitations — flight through the height velocity (HV) envelope’. |
|
|
X |
X |
X |
|
|
|
|
|
|
(03) |
|
Define ‘helicopter emergency medical service (HEMS)’. |
|
|
X |
X |
X |
|
|
|
|
|
|
(04) |
|
Define ‘operations over a hostile environment — applicability’. Explain that there are certain areas which should not be overflown and state possible sources of that information (e.g. governmental warnings, operator risk assessment). |
|
|
X |
X |
X |
|
|
|
|
|
|
(05) |
|
Define ‘local area operations — approval’. |
|
|
X |
X |
X |
|
|
|
|
|
|
(06) |
|
Explain the requirements about language used for crew communication and in the operations manual. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(07) |
|
Explain which are the operator requirements regarding the management system. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(08) |
|
Explain which are the operator requirements regarding accident prevention and the flight safety programme. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(09) |
|
Explain which are the regulations concerning the carriage of persons on an aircraft. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(10) |
|
Explain the operator’s and commander’s responsibility concerning portable electronic devices (PEDs). |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(11) |
|
Explain the operator’s and commander’s responsibility regarding admission in an aircraft of a person under the influence of drug or alcohol. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(12) |
|
Explain the regulations concerning the endangerment of safety. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(13) |
|
List the documents to be carried on each flight. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(14) |
|
Explain the operator’s responsibility regarding manuals to be carried on board an aircraft. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(15) |
|
List the additional information and forms to be carried on board an aircraft. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(16) |
|
List the copies of items of information to be retained on the ground by the operator. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(17) |
|
Explain what responsibilities the operator and the commander have regarding the production of and access to records and documents. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
071 01 02 03 |
|
Operator certification and supervision |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain what requirement has to be satisfied for the issue of an air operator certificate (AOC). |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Explain what the rules applicable to air operator certification are. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(03) |
|
Explain the conditions to be met for the issue or revalidation of an AOC. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(04) |
|
Explain the contents and conditions of the AOC. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
071 01 02 04 |
|
Operational procedures (except preparation for long-range flight) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Define the terms used for operational procedures. |
X |
X |
|
|
|
|
|
|
|
|
|
(02) |
|
State the operator’s responsibilities regarding the use of air traffic services (ATS). |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(03) |
|
State the operator’s responsibilities regarding authorisation of aerodromes/heliports by the operator. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(04) |
|
Explain which elements must be considered by the operator when specifying aerodrome/heliport operating minima. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(05) |
|
Explain what the operator’s responsibilities are regarding departure and approach procedures. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(06) |
|
Explain which parameters should be considered in noise-abatement procedures. |
X |
X |
|
|
|
|
|
|
|
|
|
(07) |
|
Explain which elements should be considered regarding routes and areas of operation. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(08) |
|
Explain the requirements for flights in reduced vertical separation minima (RVSM) airspace. |
X |
X |
|
|
|
|
|
|
|
|
|
(09) |
|
List the factors to be considered when establishing minimum flight altitude. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(10) |
|
Explain the requirements for carrying persons with reduced mobility. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(11) |
|
Explain the operator’s responsibilities for the carriage of inadmissible passengers, deportees or persons in custody. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(12) |
|
Explain the requirements regarding passenger seating and emergency evacuation. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(13) |
|
Detail the procedures for passenger briefing in respect of emergency equipment and exits. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(14) |
|
State the flight preparation forms to be completed before flight. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(15) |
|
State the commander’s responsibilities during flight preparation. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(16) |
|
State the rules for aerodrome/heliport selection. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(17) |
|
Explain the planning minima for instrument flight rule (IFR) flights. |
X |
|
X |
|
|
|
|
|
|
|
|
(18) |
|
Explain the rules for refuelling/defueling with passengers on board. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(19) |
|
Explain the ‘crew members at station’ policy. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(20) |
|
Explain the use of seats, safety belts and harnesses. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(21) |
|
Explain the requirements for securing passenger cabin and galley. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(22) |
|
Explain the commander’s responsibility regarding smoking on board. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(23) |
|
State under which conditions a commander can commence or continue a flight regarding meteorological conditions. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(24) |
|
Explain the commander’s responsibility regarding ice and other contaminants. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(25) |
|
Explain the commander’s responsibility regarding fuel to be carried and in-flight fuel management. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(26) |
|
Detail the rules regarding carriage and use of supplemental oxygen for passengers and aircrew. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
|
|
Flight preparation |
|
|
|
|
|
|
|
|
|
|
|
(27) |
|
Explain the commander’s responsibility regarding approach and landing. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(28) |
|
Explain the circumstances under which a report shall be submitted. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
071 01 02 05 |
|
All-weather operations |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain the operator’s responsibility regarding aerodrome/heliport operating minima. |
X |
|
X |
|
|
|
|
|
|
|
|
(02) |
|
Define the following terms: ‘circling’, ‘low-visibility procedures’, ‘low-visibility take-off’, ‘visual approach’. |
X |
|
X |
|
|
|
|
|
|
|
|
(03) |
|
Define the following terms: ‘flight control system’, ‘fail-passive flight control system’, ‘fail-operational flight control system’, ‘fail-operational hybrid landing system’. |
X |
|
|
|
|
|
|
|
|
|
|
(04) |
|
Define the following terms: ‘final approach and take‑off area’. |
|
|
X |
|
|
|
|
|
|
|
|
(05) |
|
Explain the general operating requirements for low‑visibility operations. |
X |
|
X |
|
|
|
|
|
|
|
|
(06) |
|
Define aerodrome/heliport considerations regarding low-visibility operations. |
X |
|
X |
|
|
|
|
|
|
|
|
(07) |
|
Explain the training and qualification requirements for flight crew to conduct low-visibility operations. |
X |
|
X |
|
|
|
|
|
|
|
|
(08) |
|
Explain the operating procedures for low-visibility operations. |
X |
|
X |
|
|
|
|
|
|
|
|
(09) |
|
Explain the operator’s and commander’s responsibilities regarding minimum equipment for low-visibility operations. |
X |
|
X |
|
|
|
|
|
|
|
|
(10) |
|
Explain the VFR operating minima. |
X |
|
X |
|
|
|
|
|
|
|
|
(11) |
|
Aerodrome operating minima: explain under which conditions the commander can commence take-off. |
X |
|
X |
|
|
|
|
|
|
|
|
(12) |
|
Aerodrome operating minima: explain that take-off minima are expressed as visibility or runway visual range (RVR). |
X |
|
X |
|
|
|
|
|
|
|
|
(13) |
|
Aerodrome operating minima: explain the take-off RVR value depending on the aerodrome facilities. |
X |
|
X |
|
|
|
|
|
|
|
|
(14) |
|
Aerodrome operating minima: explain the system minima for non-precision approach (NPA) (minimum descent altitude/height (MDA/H) and decision altitude/height (DA/H), not RVR). |
X |
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X |
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(15) |
|
Aerodrome operating minima: explain under which conditions a pilot can continue the approach below MDA/H or DA/H. |
X |
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X |
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(16) |
|
Aerodrome operating minima: explain the lowest minima for precision approach category 1 (including single-pilot operations). |
X |
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X |
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(17) |
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Aerodrome operating minima: explain the lowest minima for precision approach category 2 operations. |
X |
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X |
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(18) |
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Aerodrome operating minima: explain the lowest minima for precision approach category 3 operations. |
X |
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(19) |
|
Aerodrome operating minima: explain the lowest minima for circling and visual approach. |
X |
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X |
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(20) |
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Aerodrome operating minima: explain the RVR value and cloud ceiling depending on the aerodrome. |
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X |
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(21) |
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Aerodrome operating minima: explain under which conditions an airborne radar approach can be performed and state the relevant minima. |
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X |
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071 01 02 06 |
|
Instruments and equipment |
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(01) |
|
Explain which items do not require an equipment approval. |
X |
X |
X |
X |
X |
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(02) |
|
Explain the requirements regarding availability of spare electrical fuses. |
X |
X |
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(03) |
|
Explain the requirements regarding windshield wipers. |
X |
X |
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(04) |
|
List the minimum equipment required for day and night VFR flights. |
X |
X |
X |
X |
X |
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(05) |
|
List the minimum equipment required for IFR flights. |
X |
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X |
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(06) |
|
Explain the required additional equipment for single-pilot operations under IFR. |
X |
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X |
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(07) |
|
State the requirements for an altitude alerting system. |
X |
X |
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(08) |
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State the requirements for radio altimeters. |
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X |
X |
X |
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(09) |
|
State the requirements for ground proximity warning system (GPWS)/terrain awareness and warning system (TAWS). |
X |
X |
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(10) |
|
State the requirements for airborne collision avoidance system (ACAS). |
X |
X |
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(11) |
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State the conditions under which an aircraft must be fitted with a weather radar. |
X |
X |
X |
X |
X |
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(12) |
|
State the circumstances under which a cockpit voice recorder (CVR) is compulsory (after 1998). |
X |
X |
X |
X |
X |
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(13) |
|
State the rules regarding the location, construction, installation, and operation of cockpit voice recorders (CVRs) (after 1998). |
X |
X |
X |
X |
X |
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(14) |
|
State the circumstances under which a flight data recorder (FDR) is compulsory (after 1998). |
X |
X |
X |
X |
X |
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(15) |
|
State the rules regarding the location, construction, installation, and operation of flight data recorders (FDRs) (after 1998). |
X |
X |
X |
X |
X |
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(16) |
|
Explain the requirements about seats, seat safety belts, harnesses, and child-restraint devices. |
X |
X |
X |
X |
X |
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(17) |
|
Explain the requirements about ‘Fasten seat belt’ and ‘No smoking’ signs. |
X |
X |
X |
X |
X |
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(18) |
|
Explain the requirements regarding internal doors and curtains. |
X |
X |
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First-aid and emergency equipment |
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(19) |
|
Explain the requirements regarding first-aid kits. |
X |
X |
X |
X |
X |
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(20) |
|
Explain the requirements regarding emergency medical kits and first-aid oxygen. |
X |
X |
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(21) |
|
Detail the rules regarding crew protective breathing equipment. |
X |
X |
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(22) |
|
Describe the type and location of handheld fire extinguishers. |
X |
X |
X |
X |
X |
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(23) |
|
Describe the location of crash axes and crowbars. |
X |
X |
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(24) |
|
Specify the colours and markings used to indicate break-in points. |
X |
X |
X |
X |
X |
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(25) |
|
Explain the requirements for means of emergency evacuation. |
X |
X |
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(26) |
|
Explain the requirements for megaphones. |
X |
X |
X |
X |
X |
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(27) |
|
Explain the requirements for emergency lighting and marking. |
X |
X |
X |
X |
X |
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(28) |
|
Explain the requirements for an emergency locator transmitter (ELT). |
X |
X |
X |
X |
X |
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(29) |
|
Explain the requirements for life jackets, life rafts, survival kits, and ELTs. |
X |
X |
X |
X |
X |
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(30) |
|
Explain the requirements for crew survival suit. |
|
|
X |
X |
X |
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(31) |
|
Explain the requirements for survival equipment. |
X |
X |
X |
X |
X |
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(32) |
|
Explain the additional requirements for helicopters operating to or from helidecks located in hostile sea areas. |
|
|
X |
X |
X |
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(33) |
|
Explain the requirements for emergency flotation equipment. |
|
|
X |
X |
X |
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|
071 01 02 07 |
|
Communication and navigation equipment |
|
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|
(01) |
|
Explain the general requirements for communication and navigation equipment. |
X |
X |
X |
X |
X |
|
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(02) |
|
Explain why the radio-communication equipment must be able to send and receive on 121.5 MHz. |
X |
X |
X |
X |
X |
|
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|
(03) |
|
Explain the requirements regarding the provision of an audio selector panel. |
X |
X |
X |
X |
X |
|
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|
(04) |
|
List the requirements for radio equipment when flying under VFR by reference to visual landmarks. |
X |
X |
X |
X |
X |
|
|
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|
|
|
(05) |
|
List the requirements for communication and navigation equipment when operating under IFR or under VFR over routes not navigated by reference to visual landmarks. |
X |
X |
X |
X |
X |
|
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|
(06) |
|
Explain what equipment is required to operate in airspace with reduced vertical separation minima (RVSM). |
X |
X |
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|
(07) |
|
Explain the conditions under which a crew member interphone system and public address system are mandatory. |
X |
X |
X |
X |
X |
|
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|
(08) |
|
List the equipment for operations requiring a radio communication. |
|
|
X |
X |
X |
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|
(09) |
|
List the equipment for operations that require a radio navigation system. |
|
|
X |
X |
X |
|
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|
(10) |
|
Explain the requirements regarding the provision of a transponder. |
X |
X |
X |
X |
X |
|
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|
(11) |
|
Explain the requirements regarding the management of aeronautical databases. |
X |
X |
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|
071 01 02 08 |
|
Intentionally left blank |
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071 01 02 09 |
|
Flight crew |
|
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|
|
(01) |
|
Explain the requirement regarding flight crew composition and in-flight relief. |
X |
X |
X |
X |
X |
|
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|
(02) |
|
Explain the requirement for conversion training and checking. |
X |
X |
X |
X |
X |
|
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|
(03) |
|
Explain the requirement for differences training and familiarisation training. |
X |
X |
X |
X |
X |
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|
(04) |
|
Explain the conditions for upgrade from co-pilot to commander. |
X |
X |
X |
X |
X |
|
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|
(05) |
|
Explain the minimum qualification requirements to operate as a commander. |
X |
X |
X |
X |
X |
|
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|
(06) |
|
Explain the requirement for recurrent training and checking. |
X |
X |
X |
X |
X |
|
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|
(07) |
|
Explain the requirement for a pilot to operate on either pilot’s seat. |
X |
X |
X |
X |
X |
|
|
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|
(08) |
|
Explain the minimum recent experience requirements for the commander and the co-pilot. |
X |
X |
X |
X |
X |
|
|
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|
|
(09) |
|
Specify the route and aerodrome/heliport knowledge required for a PIC/commander. |
X |
X |
X |
X |
X |
|
|
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|
(10) |
|
Explain the requirement to operate on more than one aircraft type or variant. |
X |
X |
X |
X |
X |
|
|
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|
(11) |
|
Explain that when a flight crew member operates both helicopters and aeroplanes, the operations are limited to one of each type. |
X |
X |
X |
X |
X |
|
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|
(12) |
|
Explain the requirement(s) for training records. |
X |
X |
X |
X |
X |
|
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|
(13) |
|
Explain the crew members’ responsibilities in the execution of their duties, and define the commander’s authority. |
X |
X |
X |
X |
X |
|
|
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|
(14) |
|
Explain the operator’s and commander’s responsibilities regarding persons on board, admission to the flight crew compartment and carriage of unauthorised persons or cargo. |
X |
X |
X |
X |
X |
|
|
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|
|
(15) |
|
Explain the requirements for the initial operator’s crew resource management (CRM) training. |
X |
X |
X |
X |
X |
|
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|
071 01 02 10 |
|
Cabin crew/crew members other than flight crew |
|
|
|
|
|
|
|
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|
|
|
(01) |
|
Explain who is regarded as cabin crew member. |
X |
X |
X |
X |
X |
|
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|
(02) |
|
Detail the requirements regarding the number and composition of cabin crew. |
X |
X |
X |
X |
X |
|
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|
(03) |
|
Explain the conditions and the additional conditions for assignment to duties. |
X |
X |
X |
X |
X |
|
|
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|
|
(04) |
|
Explain the requirements regarding senior cabin crew members. |
X |
X |
X |
X |
X |
|
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|
|
(05) |
|
Explain the conditions for operating on more than one aircraft type or variant. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(06) |
|
Explain what is the operator’s responsibility regarding the distinction between cabin crew members and additional crew members. |
X |
X |
X |
X |
X |
|
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|
071 01 02 11 |
|
Intentionally left blank |
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071 01 02 12 |
|
Flight and duty time limitations and rest requirements |
|
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|
(01) |
|
Explain the definitions used for the regulation of flight time limitations. |
X |
X |
|
|
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|
(02) |
|
Explain the flight and duty time limitations. |
X |
X |
|
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|
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|
|
(03) |
|
Explain the requirements regarding the maximum daily flight duty period. |
X |
X |
|
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|
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|
(04) |
|
Explain the requirements regarding rest periods. |
X |
X |
|
|
|
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|
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|
|
(05) |
|
Explain the possible extension of flight duty period due to in-flight rest. |
X |
X |
|
|
|
|
|
|
|
|
|
(06) |
|
Explain that it is the captain’s discretion to extend flight duty in case of unforeseen circumstances in actual flight operations. |
X |
X |
|
|
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|
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|
|
(07) |
|
Explain the requirement regarding standby. |
X |
X |
|
|
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|
|
071 01 03 00 |
|
Long-range flights |
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|
071 01 03 01 |
|
Flight management |
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|
(01) |
|
Minimum time routes: define and interpret minimum time route (route that gives the shortest flight time from departure to destination adhering to all ATC and airspace restrictions). |
X |
|
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|
|
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|
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|
|
(02) |
|
State the circumstances in which a take-off alternate must be selected. |
X |
|
X |
|
|
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|
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|
|
|
(03) |
|
State the maximum flight distance of a take-off alternate for: two-engined aeroplanes; ETOPS-approved aeroplanes; three- or four-engined aeroplanes. |
X |
|
X |
|
|
|
|
|
|
|
|
(04) |
|
State the factors to be considered in the selection of a take-off alternate. |
X |
|
X |
|
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|
|
(05) |
|
State when a destination alternate need not be selected. |
X |
|
X |
|
|
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|
(06) |
|
State when two destination alternates must be selected. |
X |
|
X |
|
|
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|
|
(07) |
|
State the factors to be considered in the selection of a destination alternate aerodrome. |
X |
|
X |
|
|
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|
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|
|
(08) |
|
State the factors to be considered in the selection of an en-route alternate aerodrome. |
X |
|
X |
|
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|
071 01 03 02 |
|
Transoceanic and polar flights (ICAO Doc 7030 ‘Regional Supplementary Procedures — North Atlantic Operations and Airspace Manual’) |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
According to ICAO Doc 7030, explain that special rules apply to the North Atlantic (NAT) Region, and crews need to be specifically trained before flying in this area. |
X |
|
|
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|
|
|
|
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|
|
(02) |
|
Describe the possible indications of navigation system degradation, including any system-generated warning. |
X |
|
|
|
|
|
|
|
|
|
|
(03) |
|
Describe by what emergency means course and inertial navigation system (INS) can be cross‑checked in the case of three navigation systems and two navigation systems. |
X |
|
|
|
|
|
|
|
|
|
|
(04) |
|
Describe the general ICAO procedures applicable in NAT airspace if the aircraft is unable to continue the flight in accordance with its air traffic control (ATC) clearance. |
X |
|
|
|
|
|
|
|
|
|
|
(05) |
|
Describe the ICAO procedures applicable in NAT airspace in case of radio-communication failure. |
X |
|
|
|
|
|
|
|
|
|
|
(06) |
|
Describe the recommended initial action if an aircraft is unable to obtain a revised ATC clearance. |
X |
|
|
|
|
|
|
|
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|
|
(07) |
|
Describe the subsequent action for aircraft able to maintain assigned flight level and for aircraft unable to maintain assigned flight level. |
X |
|
|
|
|
|
|
|
|
|
|
(08) |
|
Describe determination of tracks and courses for random routes in NAT airspace. |
X |
|
|
|
|
|
|
|
|
|
|
(09) |
|
Specify the method by which planned tracks are defined (by latitude and longitude) in the NAT airspace: when operating predominately in an |
X |
|
|
|
|
|
|
|
|
|
|
(10) |
|
State the maximum flight time recommended between significant points on random routes. |
X |
|
|
|
|
|
|
|
|
|
|
(11) |
|
Specify the method by which planned tracks for random routes are defined for flights operating predominantly in a north–south direction. |
X |
|
|
|
|
|
|
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|
|
(12) |
|
Describe how the desired random route must be specified in the ATC flight plan. |
X |
|
|
|
|
|
|
|
|
|
|
(13) |
|
Describe what precautions can be taken when operating in the area of compass unreliability as a contingency against INS failure. |
X |
|
|
|
|
|
|
|
|
|
|
071 01 03 03 |
|
North Atlantic High Level Airspace (NAT HLA) |
|
|
|
|
|
|
|
|
|
|
|
|
|
NAT Region North Atlantic Operations and Airspace Manual |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State the lateral dimensions (in general terms) and vertical limits of the NAT HLA. |
X |
|
|
|
|
|
|
|
|
|
|
(02) |
|
Define the following acronyms: LRNS, MASPS, NAT HLA, OCA, OTS, PRM, RVSM, SLOP, and WATRS. |
X |
|
|
|
|
|
|
|
|
|
|
(03) |
|
State the NAT HLA operations. |
X |
|
|
|
|
|
|
|
|
|
|
(04) |
|
Describe the routes for aircraft with only one long-range navigation system (LRNS). |
X |
|
|
|
|
|
|
|
|
|
|
(05) |
|
Describe the routes for aircraft with short-range navigation equipment only. |
X |
|
|
|
|
|
|
|
|
|
|
(06) |
|
Explain why the horizontal (i.e. latitudinal and longitudinal) and vertical navigation performance of operators within NAT HLA is monitored on a continual basis. |
X |
|
|
|
|
|
|
|
|
|
|
(07) |
|
Describe the organised track system (OTS). |
X |
|
|
|
|
|
|
|
|
|
|
(08) |
|
State the OTS changeover periods. |
X |
|
|
|
|
|
|
|
|
|
|
(09) |
|
Describe the NAT track message. |
X |
|
|
|
|
|
|
|
|
|
|
(10) |
|
Illustrate routes between northern Europe and the Spain/Canaries/Lisbon flight information region (FIR) within NAT HLA. |
X |
|
|
|
|
|
|
|
|
|
|
(11) |
|
Describe the function of the North American Routes (NARs) and Shannon Oceanic Transition Area (SOTA) and Northern Oceanic Transition Area (NOTA). |
X |
|
|
|
|
|
|
|
|
|
|
(12) |
|
State that all flights should plan to operate on great‑circle tracks joining successive significant waypoints. |
X |
|
|
|
|
|
|
|
|
|
|
(13) |
|
State that during the hours of validity of the OTS, operators are encouraged to plan flights: — in accordance with the OTS; — or along a route to join or leave an outer track of the OTS; — or on a random route to remain clear of the OTS, either laterally or vertically. |
X |
|
|
|
|
|
|
|
|
|
|
(14) |
|
State which flight levels are available on OTS tracks during OTS periods. |
X |
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(15) |
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State which flight levels are to be planned on random tracks or outside OTS periods. |
X |
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(16) |
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Selection of cruising altitude. Specify the appropriate cruising levels for normal long-range IFR flights and for those operating on the North Atlantic OTS. |
X |
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(17) |
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Intentionally left blank |
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(18) |
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State that pilots should notify the oceanic area control centre (OAC) of the maximum acceptable flight level possible at the boundary. |
X |
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(19) |
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State that at some aerodromes which are situated close to oceanic boundaries, the oceanic clearance must be obtained before departure. |
X |
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(20) |
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State that if an aircraft encounters, whilst en-route to the NAT Oceanic Airspace, an in-flight equipment failure relevant to the airspace, then the pilot must advise ATC when requesting oceanic clearance. |
X |
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(21) |
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State that after obtaining and reading back the clearance, the pilot should monitor the forward estimate for oceanic entry, and if this changes by 3 minutes or more, unless providing position reports via automatic dependent surveillance — contract (ADS-C), the pilot must pass a revised estimate on to ATC. |
X |
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(22) |
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State that pilots should pay particular attention when the issued clearance differs from the flight plan as a significant proportion of navigation errors investigated in the NAT Region involve aircraft which have followed their flight plan rather than the differing clearance. |
X |
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(23) |
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State that if the entry point of the oceanic route for which the flight is cleared differs from that originally requested or the oceanic flight level differs from the current flight level, the pilot is responsible for requesting and obtaining the necessary domestic re‑clearance. |
X |
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(24) |
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State that there are three elements to an oceanic clearance: route, speed, and flight level, and that these elements serve to provide for the three basic elements of separation: lateral, longitudinal, and vertical. |
X |
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(25) |
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Communications and position-reporting procedures State that pilots communicate with OACCs via aeradio stations staffed by communicators who have no executive ATC authority. |
X |
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(26) |
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State that messages are relayed from the ground station to the air traffic controllers of the relevant OACC for action. |
X |
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(27) |
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State that frequencies from the lower HF bands tend to be used for communications during night-time and those from the higher bands during daytime. When initiating contact with an aeradio station, the pilot should state the HF frequency in use. |
X |
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(28) |
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State that since oceanic traffic typically communicates with ATC through aeradio facilities, a satellite communication (SATVOICE) call, made due to unforeseen inability to communicate by other means, should be made to such a facility rather than the ATC centre, unless the urgency of the communication dictates otherwise. |
X |
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(29) |
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State that an air-to-air VHF frequency has been established for worldwide use when aircraft are out of range of VHF ground stations which utilise the same or adjacent frequencies. This frequency, 123.450 MHz, is intended for pilot-to-pilot exchanges of operationally significant information. |
X |
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(30) |
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State that any pilot, who provides position reports via data link and encounters significant meteorological phenomena (such as moderate/severe turbulence or icing, volcanic ash or thunderstorms), should report this information. |
X |
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(31) |
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State that all turbine-engined aeroplanes having a maximum certified take-off mass exceeding 5 700 kg or authorised to carry more than 19 passengers are required to carry and operate airborne collision avoidance system (ACAS) II in the NAT Region. |
X |
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(32) |
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State that even with the growing use of data-link communications, a significant volume of NAT |
X |
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(33) |
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Application of the Mach number technique (NAT HLA) State that practical experience has shown that when two or more turbojet aircraft, operating along the same route at the same flight level, maintain the same Mach number, they are more likely to maintain a constant time interval between each other than when using other methods. |
X |
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(34) |
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State that after leaving oceanic airspace, pilots must maintain their assigned Mach number in domestic controlled airspace unless and until the appropriate ATC unit authorises a change. |
X |
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North Atlantic High Level Airspace (NAT HLA) flight operation and navigation procedures |
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(35) |
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NAT HLA flight operation and navigation procedures State that the pre-flight procedures for any NAT HLA flight must include a Universal Time Coordinated (UTC) time check. |
X |
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(36) |
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Describe the function and use of the master document. |
X |
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(37) |
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State the requirements for position plotting. |
X |
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(38)
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Describe the pre-flight procedures for: — the alignment of IRS; — the satellite navigation availability prediction programme for flights using global navigation satellite long-range navigation system (GNSS LRNS); — loading of initial waypoints; and — flight plan check. |
X |
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(39)
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Describe the strategic lateral offset procedure (SLOP) and state that along a route or track there will be three positions that an aircraft may fly: centre line, or up to 2 NM right. |
X |
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(40) |
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State that RNAV 10 retains the RNP 10 designation, as specified in the Performance-based Navigation Manual (ICAO Doc 9613) (ICAO Doc 7030, NAT Chapter 4). |
X |
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(41) |
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State that both aircraft and operators must be RNP 10- or RNP 4-approved by the State of the Operator or the State of Registry, as appropriate. |
X |
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(42) |
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State that RNP 10 is the minimum navigation specification for the application of 93 km (50 NM) lateral separation. |
X |
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(43) |
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Reduced vertical separation minima (RVSM) flight in NAT HLA State the altimeter cross-check to be performed before entering NAT HLA. |
X |
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(44) |
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State the altimeter cross-check to be performed when entering and flying in NAT HLA. |
X |
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(45) |
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State that pilots not using controller–pilot data-link communications (CPDLC)/ADS-C always report to ATC immediately on leaving the current cruising level and on reaching any new cruising level. |
X |
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(46) |
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State that flight crew should report when a 300-ft deviation or more occurs. |
X |
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(47) |
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Navigation planning procedures List the factors to be considered by the commander before commencing the flight. |
X |
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Navigation system degradation |
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(48) |
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For this part, consider aircraft equipped with only two operational LRNSs and state the requirements for the following situations: one system fails before take-off; one system fails before the OCA boundary is reached; one system fails after the OCA boundary is crossed; and the remaining system fails after entering NAT HLA. |
X |
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Special procedures for in-flight contingencies |
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(49) |
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State the general procedures and also state that the general concept of these NAT in-flight contingency procedures is, whenever operationally feasible, to offset the assigned route by 5 NM and climb or descend to a level which differs from those normally used by 500 ft if below FL 410 or by 1 000 ft if above FL 410. |
X |
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(50) |
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State all the factors which may affect the direction of turn including: — direction to an alternate aerodrome; — terrain clearance; — levels allocated on adjacent routes or tracks and any known SLOP offsets adopted by other nearby traffic. |
X |
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(51) |
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State that if the deviation around severe weather is to be greater than 5 NM, the assigned flight level must be changed by ± 300 ft depending on the followed track and the direction of the deviation. |
X |
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071 01 03 04 |
|
Extended-range operations with two-engined aeroplanes (ETOPS) |
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(01) |
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State that ETOPS approval is part of an AOC. |
X |
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(02) |
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State that prior to conducting an ETOPS flight, an operator shall ensure that a suitable ETOPS en-route alternate is available, within either the approved diversion time or a diversion time based on the MEL‑generated serviceability status of the aeroplane, whichever is shorter. |
X |
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(03) |
|
State the requirements for take-off alternate. |
X |
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(04) |
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State the planning minima for ETOPS en-route alternate. |
X |
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(05) |
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Navigation-planning procedures. Describe the operator’s responsibilities concerning ETOPS routes. |
X |
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(06) |
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Selection of a route. Describe the limitations on extended-range operations with two-engined aeroplanes with and without ETOPS approval. |
X |
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(07) |
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Selection of alternate aerodrome. State the maximum flight distance of a take-off alternate for: two-engined aeroplanes; ETOPS-approved aeroplanes; three- or four-engined aeroplanes. |
X |
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(08) |
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State the maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS approval. |
X |
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(09) |
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State the requirement for alternate aerodrome accessibility check for ETOPS operations. |
X |
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071 02 00 00 |
|
SPECIAL OPERATIONAL PROCEDURES AND HAZARDS — GENERAL ASPECTS |
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071 02 01 00 |
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Operations manual |
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071 02 01 01 |
|
Operating procedures |
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(01) |
|
Explain the general rules for the operations manual. |
X |
X |
X |
X |
X |
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(02) |
|
Explain the structure and subject headings of the operations manual. |
X |
X |
X |
X |
X |
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(03) |
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Explain the requirements for a journey log or equivalent. |
X |
X |
X |
X |
X |
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(04) |
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Describe the requirements regarding the operational flight plan. |
X |
X |
X |
X |
X |
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(05) |
|
Explain the requirements for document-storage periods. |
X |
X |
X |
X |
X |
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(06) |
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Explain that all non-type-related operational policies, instructions and procedures required for a safe operation are included in Part A of the operations manual. |
X |
X |
X |
X |
X |
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(07) |
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State that the following items are included into Part A: — de-icing and anti-icing on the ground; — adverse and potentially hazardous atmospheric conditions; — wake turbulence; — incapacitation of crew members; — use of the minimum equipment list (MEL) and configuration deviation list(s) (CDL); — security; — handling of accidents and occurrences. |
X |
X |
X |
X |
X |
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(08) |
|
State that the following items are included into Part A: — altitude alerting system procedures; — ground proximity warning system procedures; — policy and procedures for the use of traffic alert and collision avoidance system (TCAS)/airborne collision avoidance system (ACAS). |
X |
X |
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(09) |
|
State that rotor downwash is included into Part A. |
|
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X |
X |
X |
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071 02 01 02 |
|
Aeroplane/helicopter operating matters — type‑related |
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(01) |
|
State that all type-related instructions and procedures required for a safe operation are included in Part B of the operations manual. They take account of any differences between types, variants or individual aircraft used by an operator. |
X |
X |
X |
X |
X |
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(02) |
|
State that the following items are included into Part B: abnormal and emergency procedures; configuration deviation list (CDL); minimum equipment list (MEL); emergency evacuation procedures. |
X |
X |
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(03) |
|
State that the following items are included into Part B: emergency procedures; configuration deviation list (CDL); minimum equipment list (MEL); emergency evacuation procedures. |
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X |
X |
X |
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071 02 01 03 |
|
Minimum equipment list (MEL) and master minimum equipment list (MMEL) |
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(01) |
|
Describe the following terms: ‘commencement of flight’, ‘inoperative’, ‘MEL’, ‘MMEL’, ‘rectification interval’. |
X |
X |
X |
X |
X |
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(02) |
|
Explain the relation between MMEL and MEL. |
X |
X |
X |
X |
X |
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(03) |
|
Define the ‘extent of the MEL’. |
X |
X |
X |
X |
X |
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(04) |
|
Explain the responsibilities of the operator and the competent authority with regard to MEL and MMEL. |
X |
X |
X |
X |
X |
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(05) |
|
Explain the responsibilities of the flight crew members with regard to MEL. |
X |
X |
X |
X |
X |
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(06) |
|
Explain the responsibilities of the commander with regard to MEL. |
X |
X |
X |
X |
X |
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071 02 02 00 |
|
Icing conditions |
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071 02 02 01 |
|
On-ground de-icing/anti-icing procedures, types of de-icing/anti-icing fluids |
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(01) |
|
Define the following terms: ‘anti-icing’, ‘de-icing’, ‘one-step de-icing/anti-icing’, ‘two-step de-icing/anti-icing’, ‘holdover time’. |
X |
X |
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(02) |
|
Describe ‘the clean aircraft concept’ as presented in the relevant chapter of ICAO Doc 9640. |
X |
X |
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(03) |
|
List the types of de-icing/anti-icing fluids available. |
X |
X |
X |
X |
X |
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(04) |
|
Explain the procedure to be followed when an aeroplane has exceeded the holdover time. |
X |
X |
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(05) |
|
Interpret the guidelines for fluid holdover times and list the factors which can reduce the fluid protection time. |
X |
X |
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(06) |
|
Explain how the pre-take-off check, which is the responsibility of the pilot-in-command, ensures that the critical surfaces of the aircraft are free of ice, snow, slush or frost just prior to take-off. This check shall be accomplished as close to the time of take‑off as possible and is normally made from within the aeroplane by visually checking the wings. |
X |
X |
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(07) |
|
Explain why an aircraft has to be treated symmetrically. |
X |
X |
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(08) |
|
Explain why an operator shall establish procedures to be followed when ground de-icing and anti-icing and related inspections of the aircraft are necessary. |
X |
X |
X |
X |
X |
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(09) |
|
Explain why a commander shall not commence take‑off unless the external surfaces are clear of any deposit which might adversely affect the performance or controllability of the aircraft except as permitted in the flight manual. |
X |
X |
X |
X |
X |
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(10) |
|
Explain the requirements for operations in icing conditions. |
X |
X |
X |
X |
X |
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(11) |
|
Explain why safety must come before commercial pressures in relation to de-icing and anti-icing of aircraft. (Consider time and financial cost versus direct and indirect effects of an incident/accident). |
X |
X |
X |
X |
X |
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071 02 02 02 |
|
Procedure to apply in case of performance deterioration, on ground/in flight |
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|
(01) |
|
Explain that the effects of icing are wide-ranging, unpredictable and dependent upon individual aircraft design. The magnitude of these effects is dependent upon many variables, but the effects can be both significant and dangerous. |
X |
X |
X |
X |
X |
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(02) |
|
Explain that in icing conditions, for a given speed and a given angle of attack, wing lift can be reduced by as much as 30 % and drag increased by up to 40 %. State that these changes in lift and drag will significantly increase stall speed, reduce controllability, and alter flight characteristics. |
X |
X |
X |
X |
X |
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(03) |
|
Explain that ice on critical surfaces and on the airframe may also break away during take-off and be ingested into engines, possibly damaging fan and compressor blades. |
X |
X |
X |
X |
X |
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(04) |
|
Explain that ice forming on pitot tubes and static ports or on angle-of-attack vanes may give false altitude, airspeed, angle-of-attack and engine-power information for air-data systems. |
X |
X |
X |
X |
X |
|
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|
(05) |
|
Explain that ice, frost and snow formed on the critical surfaces on the ground can have a totally different effect on aircraft flight characteristics than ice, frost and snow formed in flight. |
X |
X |
X |
X |
X |
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|
(06) |
|
Explain that flight in known icing conditions is subject to limitations that are contained in Part B of the operations manual. |
X |
X |
X |
X |
X |
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|
(07) |
|
Explain where procedures and performances regarding flight in expected or actual icing conditions can be found. |
X |
X |
X |
X |
X |
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|
071 02 03 00 |
|
Bird-strike risk |
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071 02 03 01 |
|
Bird-strike risk and avoidance |
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|
(01) |
|
Explain that the presence of birds that constitute a potential hazard to aircraft operations is part of the pre-flight information. |
X |
X |
X |
X |
X |
|
|
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|
(02) |
|
Explain how information concerning the presence of birds observed by aircrews is made available to the aeronautical information service (AIS) for distribution as the circumstances dictate. |
X |
X |
X |
X |
X |
|
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|
(03) |
|
Explain that the Aeronautical Information Publication (AIP) Section En-route (ENR) 5.6 contains information regarding bird migrations. |
X |
X |
X |
X |
X |
|
|
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|
|
(04) |
|
Explain significant data regarding bird strikes contained in ICAO Doc 9137 ‘Airport Services Manual’. |
X |
X |
X |
X |
X |
|
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|
(05) |
|
Explain why birds constitute a hazard to aircraft (damage to probes, sensors, engines, windscreens, airframes, degradation in vision, etc.). |
X |
X |
X |
X |
X |
|
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|
(06) |
|
Define the commander’s responsibilities regarding the reporting of bird hazards and bird strikes. |
X |
X |
X |
X |
X |
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|
(07) |
|
State that birds tend to flock to areas where food is plentiful. Such areas include: rubbish (garbage) facilities; open sewage treatment works; recently ploughed land; as well as their natural habitats. |
X |
X |
X |
X |
X |
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|
071 02 04 00 |
|
Noise abatement |
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|
071 02 04 01 |
|
Noise-abatement procedures |
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|
(01) |
|
Define the operator’s responsibilities regarding the establishment of noise-abatement procedures. |
X |
X |
X |
X |
X |
|
|
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|
|
(02) |
|
State the main purpose of noise-abatement departure procedure (NADP) 1 and NADP 2. |
X |
X |
X |
X |
X |
|
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|
(03) |
|
State that the PIC/commander has the authority to decide not to execute an NADP if conditions preclude the safe execution of the procedure. |
X |
X |
X |
X |
X |
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071 02 04 02 |
|
Influence of the flight procedure (departure, cruise, approach) |
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(01) |
|
List the main parameters for NADP 1 and NADP 2 (i.e. speeds, heights and configuration). |
X |
X |
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(02) |
|
State that a runway lead-in lighting system should be provided where it is desired to provide visual guidance along a specific approach path for noise‑abatement purposes. |
X |
X |
X |
X |
X |
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(03) |
|
State that detailed information about noise‑abatement procedures is to be found in Part ‘Aerodromes’ (AD), Sections 2 and 3 of the AIP. |
X |
X |
X |
X |
X |
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071 02 04 03 |
|
Influence by the pilot (power setting, low drag) |
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(01) |
|
List the adverse operating conditions under which noise-abatement procedures in the form of reduced-power take-off should not be required. |
X |
X |
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(02) |
|
List the adverse operating conditions under which noise-abatement procedures during approach should not be required. |
X |
X |
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(03) |
|
State the rule regarding the use of reverse thrust on landing. |
X |
X |
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071 02 04 04 |
|
Influence by the pilot (power setting, track of helicopter) |
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(01) |
|
List the adverse operating conditions under which noise-abatement procedures in the form of reduced-power take-off should not be required. |
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|
X |
X |
X |
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071 02 05 00 |
|
Fire and smoke |
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071 02 05 01 |
|
Carburettor fire |
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(01) |
|
Explain that the actions to be taken in the event of a carburettor fire may be type-specific and should be known by the pilot. |
X |
X |
X |
X |
X |
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071 02 05 02 |
|
Engine fire |
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(01) |
|
Explain that the actions to be taken in the event of an engine fire may be type-specific and should be known by the pilot. |
X |
X |
X |
X |
X |
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071 02 05 03 |
|
Fire in the cabin, in the flight crew compartment and in the cargo compartment |
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(01) |
|
Identify the different types of extinguishants used in handheld fire extinguishers and the type of fire for which each one may be used. |
X |
X |
X |
X |
X |
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(02) |
|
Describe the precautions to be considered when applying fire extinguishants. |
X |
X |
X |
X |
X |
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(03) |
|
Identify the appropriate handheld fire extinguishers to be used in the flight crew compartment, the passenger cabin and lavatories, and in the cargo compartments. |
X |
X |
X |
X |
X |
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071 02 05 04 |
|
Smoke in the flight crew compartment and in the cabin |
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(01) |
|
Explain which actions should be taken in the event of smoke in the flight crew compartment or in the cabin, why these actions may be type-specific, and why they should be known by the pilot. |
X |
X |
X |
X |
X |
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071 02 05 05 |
|
Actions in case of overheated brakes |
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(01) |
|
Describe the problems and safety precautions in the event that brakes overheat after a heavy-weight landing or a rejected take-off. |
X |
X |
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(02) |
|
Explain the difference in the way steel and carbon brakes react to energy absorption and the operational consequences. |
X |
X |
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071 02 06 00 |
|
Decompression of pressurised cabin |
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071 02 06 01 |
|
Slow decompression |
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(01) |
|
Explain what can cause, and how to detect, a slow decompression or an automatic pressurisation system failure. |
X |
X |
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(02) |
|
Describe the actions required following a slow decompression. |
X |
X |
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071 02 06 02 |
|
Rapid and explosive decompression |
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(01) |
|
Explain what can cause, and how to detect, a rapid or an explosive decompression. |
X |
X |
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071 02 06 03 |
|
Dangers and action to be taken |
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(01) |
|
Describe the actions required following a rapid or explosive decompression. |
X |
X |
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(02) |
|
Describe the effects on aircraft occupants of a slow decompression and of a rapid or explosive decompression. |
X |
X |
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071 02 07 00 |
|
Wind shear and microburst |
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071 02 07 01 |
|
Effects and recognition during departure and approach |
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(01) |
|
Explain how to identify low-level wind shear. |
X |
X |
X |
X |
X |
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071 02 07 02 |
|
Actions to avoid and actions to take when encountering wind shear |
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(01) |
|
Describe the effects of wind shear and the actions required when wind shear is encountered at take-off and approach. |
X |
X |
X |
X |
X |
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(02) |
|
Describe the precautions to be taken when wind shear is suspected at take-off and approach. |
X |
X |
X |
X |
X |
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(03) |
|
Describe the effects of wind shear and the actions required following entry into a strong downdraft wind shear. |
X |
X |
X |
X |
X |
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(04) |
|
Describe a microburst and its effects. |
X |
X |
X |
X |
X |
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071 02 08 00 |
|
Wake turbulence |
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071 02 08 01 |
|
Cause |
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(01) |
|
Describe the term ‘wake turbulence’. |
X |
X |
X |
X |
X |
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(02) |
|
Describe tip vortex circulation. |
X |
X |
X |
X |
X |
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(03) |
|
State when vortex generation begins and ends. |
X |
X |
X |
X |
X |
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(04) |
|
Describe vortex circulation on the ground with and without crosswind. |
X |
X |
X |
X |
X |
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071 02 08 02 |
|
List of relevant parameters |
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|
(01) |
|
List the three main factors which, when combined, give the strongest vortices (heavy, clean, slow). |
X |
X |
X |
X |
X |
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(02) |
|
Describe the wind conditions which are worst for wake turbulence near the ground. |
X |
X |
X |
X |
X |
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071 02 08 03 |
|
Actions to be taken when crossing traffic, during take-off and landing |
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|
(01) |
|
Describe the actions to be taken to avoid wake turbulence, specifically separations. |
X |
X |
X |
X |
X |
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071 02 09 00 |
|
Security (unlawful events) |
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071 02 09 01 |
|
ICAO Annex 17 and Regulation (EC) No 300/2008 |
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|
(01) |
|
Define the following terms: ‘aircraft security check’, ‘screening’, ‘security’, ‘security-restricted area’, ‘unidentified baggage’. |
X |
X |
X |
X |
X |
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(02) |
|
State the objectives of security. |
X |
X |
X |
X |
X |
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071 02 09 02 |
|
Use of secondary surveillance radar (SSR) |
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(01) |
|
Describe the commander’s responsibilities concerning notifying the appropriate ATS unit. |
X |
X |
X |
X |
X |
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(02) |
|
Describe the commander’s responsibilities concerning operation of SSR. |
X |
X |
X |
X |
X |
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(03) |
|
Describe the commander’s responsibilities concerning departing from assigned track or cruising level. |
X |
X |
X |
X |
X |
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|
(04) |
|
Describe the commander’s responsibilities concerning the action required or being requested by an ATS unit to confirm SSR code and ATS interpretation response. |
X |
X |
X |
X |
X |
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|
071 02 09 03 |
|
Security (Regulation (EC) No 300/2008 and ICAO Annex 17) |
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|
(01) |
|
Describe the relationship between Regulation (EC) No 300/2008 and ICAO Annex 17. |
X |
X |
X |
X |
X |
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|
(02) |
|
Explain the requirements regarding training programmes. |
X |
X |
X |
X |
X |
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|
(03) |
|
State the requirements regarding reporting acts of unlawful interference. |
X |
X |
X |
X |
X |
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(04) |
|
State the requirements regarding aircraft search procedures. |
X |
X |
X |
X |
X |
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071 02 10 00 |
|
Emergency and precautionary landing, and ditching |
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071 02 10 01 |
|
Descriptions |
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|
(01) |
|
Describe the meaning of: ‘ditching’, ‘precautionary landing’, and ‘emergency landing’. |
X |
X |
X |
X |
X |
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|
(02) |
|
Describe a ditching procedure. |
X |
X |
X |
X |
X |
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(03) |
|
Describe a precautionary landing procedure. |
X |
X |
X |
X |
X |
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|
(04) |
|
Describe an emergency landing procedure. |
X |
X |
X |
X |
X |
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|
(05) |
|
Explain the factors to be considered when deciding to conduct a precautionary/emergency landing or ditching. |
X |
X |
X |
X |
X |
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|
071 02 10 02 |
|
Cause |
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|
(01) |
|
List some circumstances that may require a ditching, a precautionary landing or an emergency landing. |
X |
X |
X |
X |
X |
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071 02 10 03 |
|
Passenger information |
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|
(01) |
|
Describe the briefing to be given to passengers before conducting a precautionary/emergency landing or ditching (including evacuation). |
X |
X |
X |
X |
X |
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|
071 02 10 04 |
|
Action after a precautionary/emergency landing or ditching |
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|
(01) |
|
Describe the actions and responsibilities of crew members after landing. |
X |
X |
X |
X |
X |
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|
071 02 10 05 |
|
Evacuation |
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|
(01) |
|
Explain why the aircraft must be stopped and the engine(s) shut down before launching an emergency evacuation. |
X |
X |
X |
X |
X |
|
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|
(02) |
|
Explain the CS-25 requirements regarding evacuation procedures. |
X |
X |
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|
071 02 11 00 |
|
Fuel jettisoning |
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|
071 02 11 01 |
|
Safety aspects |
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|
(01) |
|
Explain why an aircraft may need to jettison fuel so as to reduce its landing mass in order to make a safe landing. |
X |
X |
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|
(02) |
|
Explain that when an aircraft that operates within controlled airspace needs to jettison fuel, the flight crew shall coordinate with ATC the following: — route to be flown which, if possible, should be clear of cities and towns, preferably over water and away from areas where thunderstorms have been reported or are expected; — the flight level to be used, which should be not less than 1 800 m (6 000 ft); and — the duration of fuel jettisoning. |
X |
X |
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|
(03) |
|
Explain how flaps and slats may adversely affect fuel jettisoning. |
X |
X |
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|
071 02 11 02 |
|
Requirements |
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|
(01) |
|
Explain why a fuel-jettisoning system must be capable of jettisoning enough fuel within 15 minutes. |
X |
X |
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|
071 02 12 00 |
|
Transport of dangerous goods by air |
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|
071 02 12 01 |
|
ICAO Annex 18 |
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|
(01) |
|
Define the following terms: ‘dangerous goods’, ‘dangerous goods accident’, ‘dangerous goods incident’, ‘exemption’, ‘incompatible’, ‘packaging’, ‘UN number’. |
X |
X |
X |
X |
X |
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|
(02) |
|
Explain that detailed provisions for the transport of dangerous goods by air are contained in the Technical Instructions for the Safe Transport of Dangerous Goods by Air. |
X |
X |
X |
X |
X |
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|
(03) |
|
State that in the event of an in-flight emergency, the pilot-in-command must inform the ATC of the transport of dangerous goods by air. |
X |
X |
X |
X |
X |
|
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|
071 02 12 02 |
|
Technical Instructions for the Safe Transport of Dangerous Goods by Air (ICAO Doc 9284) |
|
|
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|
|
(01) |
|
Explain the principle of dangerous goods compatibility and segregation. |
X |
X |
X |
X |
X |
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|
(02) |
|
Explain the special requirements for the loading of radioactive materials. |
X |
X |
X |
X |
X |
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|
(03) |
|
Explain the use of the dangerous goods list. |
X |
X |
X |
X |
X |
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|
(04) |
|
Identify the labels. |
X |
X |
X |
X |
X |
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|
071 02 12 03 |
|
Regulation (EU) No 965/2012 — Annex IV (Part-CAT) and Annex V (Part-SPA) |
|
|
|
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|
|
(01) |
|
Explain the terminology relevant to dangerous goods. |
X |
X |
X |
X |
X |
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|
(02) |
|
Explain the scope of that Regulation. |
X |
X |
X |
X |
X |
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|
(03) |
|
Explain why the transport of dangerous goods by air is subject to operator approval. |
X |
X |
X |
X |
X |
|
|
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|
(04) |
|
Explain the limitations on the transport of dangerous goods by air. |
X |
X |
X |
X |
X |
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|
(05) |
|
Explain the requirements for the acceptance of dangerous goods. |
X |
X |
X |
X |
X |
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|
(06) |
|
Explain the requirements regarding inspection for damage, leakage or contamination. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(07) |
|
Explain the requirement for the provision of information to flight crew. |
X |
X |
X |
X |
X |
|
|
|
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|
|
(08) |
|
Explain the requirements for dangerous goods incident and accident reports. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(09) |
|
State that some articles and substances, which would otherwise be classed as dangerous goods, can be exempted if they are part of the aircraft equipment, or required for use during aeromedical flights. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(10) |
|
Explain why some articles and substances may be forbidden for transport by air. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(11) |
|
Explain why packing must comply with the specifications of the Technical Instructions. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(12) |
|
Explain the need for an inspection prior to loading dangerous goods on an aircraft. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
(13) |
|
Explain why some dangerous goods are designated for carriage only on cargo aircraft. |
X |
X |
X |
X |
X |
|
|
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|
|
(14) |
|
Explain how misdeclared or undeclared dangerous goods found in baggage are to be reported. |
X |
X |
X |
X |
X |
|
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|
071 02 13 00 |
|
Contaminated runways |
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|
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|
071 02 13 01 |
|
Intentionally left blank |
|
|
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|
071 02 13 02 |
|
Runway condition, braking action |
|
|
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|
|
(01) |
|
Intentionally left blank |
|
|
|
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|
|
|
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|
|
(02) |
|
State the runway condition codes for good braking action, and when a special air report is required. |
X |
X |
|
|
|
|
|
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|
|
071 02 13 03 |
|
Hydroplaning principles and effects |
|
|
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|
|
|
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|
|
|
(01) |
|
Define the different types of hydroplaning. |
X |
X |
|
|
|
|
|
|
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|
|
(02) |
|
Compute the two dynamic hydroplaning speeds using the following formulas: — spin-down speed (rotating tire) (kt) = 9 square root (pressure in PSI) — spin-up speed (non-rotating tire) (kt) = 7.7 square root (pressure in PSI). |
X |
X |
|
|
|
|
|
|
|
|
|
(03) |
|
State that it is the spin-up speed rather than the spin-down speed which represents the actual tire situation for aircraft touchdown on flooded runways. |
X |
X |
|
|
|
|
|
|
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|
|
071 02 13 04 |
|
Intentionally left blank |
|
|
|
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|
|
071 02 13 05 |
|
SNOWTAM and contamination on the aerodrome |
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|
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|
|
(01) |
|
Interpret from a SNOWTAM the contamination and braking action on a runway, taxiways and apron. |
X |
X |
|
|
|
|
|
|
|
|
|
(02) |
|
Explain which hazards can be identified from the SNOWTAM/METAR and how to mitigate them. |
X |
X |
X |
X |
X |
|
|
|
|
|
|
071 02 14 00 |
|
Rotor downwash |
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|
|
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|
|
071 02 14 01 |
|
Describe downwash |
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(01) |
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Describe the downwash. |
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071 02 14 02 |
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Effects |
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(01) |
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Explain its effects: soil erosion, water dispersal and spray, recirculation, damage to property, loose articles. |
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071 02 15 00 |
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Operation influence by meteorological conditions (helicopter) |
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071 02 15 01 |
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White-out/sand/dust |
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(01) |
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Give the definition of ‘white-out’. |
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(02) |
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Describe loss of spatial orientation. |
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(03) |
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Describe take-off and landing techniques. |
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071 02 15 02 |
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Strong winds |
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(01) |
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Describe blade sailing. |
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(02) |
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Describe wind operating envelopes. |
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(03) |
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Describe vertical speed problems. |
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071 02 15 03 |
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Mountain environment |
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(01) |
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Describe constraints associated with mountain environment. |
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071 03 00 00 |
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EMERGENCY PROCEDURES (HELICOPTER) |
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071 03 01 00 |
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Influence of technical problems |
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071 03 01 01 |
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Engine failure |
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(01) |
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Describe recovery techniques in the event of engine failure during hover, climb, cruise, approach. |
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071 03 01 02 |
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Fire in the cabin, in the flight crew compartment and in the engine(s) |
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(01) |
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Describe the basic actions when encountering fire in the cabin, flight deck or engine(s). |
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X |
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071 03 01 03 |
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Tail-rotor directional control failure |
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(01) |
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Describe the basic actions following loss of tail rotor. |
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X |
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(02) |
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Describe the basic actions following loss of directional control. |
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071 03 01 04 |
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Ground resonance |
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(01) |
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Describe recovery actions. |
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071 03 01 05 |
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Blade stall |
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(01) |
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Describe cause of and recovery actions when encountering retreating blade stall. |
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071 03 01 06 |
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Settling with power (vortex ring) |
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(01) |
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Describe potential conditions for this event and recovery actions. |
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071 03 01 07 |
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Overpitch |
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(01) |
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Describe recovery actions. |
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071 03 01 08 |
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Overspeed: rotor/engine |
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(01) |
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Describe overspeed control. |
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071 03 01 09 |
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Dynamic rollover |
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(01) |
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Describe potential conditions for this event and recovery action. |
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071 03 01 10 |
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Mast bumping |
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(01) |
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Describe potential conditions of the ‘conducive to’ and ‘avoidance of’ effect. |
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071 04 01 00 |
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SPECIALISED OPERATIONS (Regulation (EU) No 965/2012 on air operations, as amended) |
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071 04 01 01 |
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Additional requirements for commercial specialised operations and CAT operations (Annex III (Part-ORO), Subpart FC, Section 3) |
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(01) |
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Explain the requirements related to flight crew recurrent training and checking and operator proficiency check. |
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X |
X |
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071 04 01 02 |
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General requirements (Annex VIII (Part-SPO), Subpart A) |
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(01) |
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Explain the task specialist’s responsibilities. |
X |
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X |
X |
X |
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071 04 01 03 |
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Helicopter external sling load operations (HESLO) (Annex VIII (Part-SPO), Subpart E) |
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X |
X |
X |
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(01) |
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Explain the standard operating procedures and equipment requirements. |
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X |
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X |
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071 04 01 04 |
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Human external cargo operations (HEC) (Annex VIII (Part-SPO), Subpart E) |
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X |
X |
X |
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(01) |
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Explain the standard operating procedures and equipment requirements. |
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X |
X |
X |
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SUBJECT 081 – PRINCIPLES OF FLIGHT – AEROPLANES
ED Decision 2020/018/R
(1) The following standard symbols and their corresponding meanings are used for certain mathematical operations:
* multiplication
≥ greater than or equal to
≤ less than or equal to
SQRT(…) square root of the function, symbol or number in round brackets
(2) Normally, it should be assumed that the effect of a variable under review is the only variation that needs to be addressed, unless specifically stated otherwise.
(3) Candidates are expected in simple calculations to be able to convert knots (kt) into metres/second (m/s), and know the appropriate conversion factors by heart.
(4) In the subsonic range, as covered under Subject 081 01, compressibility effects normally are not considered, unless specifically mentioned.
(5) For those questions related to propellers (Subject 081 07), as a simplification of the physical reality, the inflow speed into the propeller plane is taken as the aeroplane’s true airspeed (TAS).
(6) In addition, when discussing propeller rotational direction, it will always be specified as seen from behind the propeller plane.
(7) Note that the term ‘mass’ is used to describe a quantity of matter, and ‘weight’ when describing the force. However, the term ‘weight’ is normally used in aviation to colloquially describe ‘mass’. The professional pilot should always note the units to determine whether the term ‘weight’ is being used to describe a force (e.g. unit newton) or quantity of matter (e.g. unit kilogram).
|
Syllabus reference |
BK |
Syllabus details and associated Learning Objectives |
Aeroplane |
Helicopter |
IR |
CB-IR(A) |
BIR Exam |
BIR BK |
Remarks |
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ATPL |
CPL |
ATPL/IR |
ATPL |
CPL |
||||||||
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080 00 00 00 |
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PRINCIPLES OF FLIGHT |
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081 00 00 00 |
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PRINCIPLES OF FLIGHT — AEROPLANES |
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081 01 00 00 |
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SUBSONIC AERODYNAMICS |
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081 01 01 00 |
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Basics, laws and definitions |
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081 01 01 01 |
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Laws and definitions |
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(01) |
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List the international system of units of measurement (SI) for mass, acceleration, weight, velocity, energy, density, temperature, pressure, force, wing loading, and power. |
X |
X |
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(02) |
X |
Define ‘mass’, ‘force’, ‘acceleration’, and ‘weight’. |
X |
X |
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(03) |
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State and interpret Newton’s three laws of motion. |
X |
X |
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(04) |
X |
Explain air density. |
X |
X |
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(05) |
X |
List the atmospheric properties that effect air density. |
X |
X |
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(06) |
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Explain how temperature and pressure changes affect air density. |
X |
X |
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(07) |
X |
Define ‘static pressure’. |
X |
X |
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(08) |
X |
Define ‘dynamic pressure’. |
X |
X |
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(09) |
X |
State the formula for ‘dynamic pressure’. |
X |
X |
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(10) |
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Describe dynamic pressure in terms of an indication of the energy in the system, and how it is related to indicated airspeed (IAS) and air density for a given altitude and speed. |
X |
X |
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(11) |
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State Bernoulli’s equation for incompressible flow. |
X |
X |
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(12) |
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Define ‘total pressure’ and explain that the total pressure differs in different systems. |
X |
X |
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(13) |
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Apply Bernoulli’s equation to flow through a venturi stream tube for incompressible flow. |
X |
X |
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(14) |
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Describe how IAS is acquired from the pitot static system. |
X |
X |
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(15) |
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Describe the relationship between density, temperature, and pressure for air. |
X |
X |
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(16) |
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Explain the equation of continuity and its application to the flow through a stream tube. |
X |
X |
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(17) |
X |
Define ‘IAS’, ‘CAS’, ‘EAS’, and ‘TAS’. |
X |
X |
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081 01 01 02 |
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Basics of airflow |
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(01) |
X |
Describe steady and unsteady airflow. |
X |
X |
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(02) |
X |
Explain the concept of a streamline and a stream tube. |
X |
X |
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(03) |
X |
Describe and explain airflow through a stream tube. |
X |
X |
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(04) |
X |
Explain the difference between two- and three‑dimensional airflow. |
X |
X |
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081 01 01 03 |
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Aerodynamic forces on aerofoils |
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(01) |
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Describe the originating point and direction of the resultant force caused by the pressure distribution around an aerofoil. |
X |
X |
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(02) |
X |
Resolve the resultant force into the components ‘lift’ and ‘drag’. |
X |
X |
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(03) |
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Describe the direction of lift and drag. |
X |
X |
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(04) |
X |
Define the ‘aerodynamic moment’. |
X |
X |
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(05) |
X |
List the factors that affect the aerodynamic moment. |
X |
X |
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(06) |
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Describe the aerodynamic moment for a symmetrical aerofoil. |
X |
X |
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(07) |
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Describe the aerodynamic moment for a positively and negatively cambered aerofoil. |
X |
X |
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(08) |
X |
Define ‘angle of attack’ (). |
X |
X |
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081 01 01 04 |
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Shape of an aerofoil section |
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(01) |
X |
Describe the following parameter of an aerofoil section: leading edge. |
X |
X |
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(02) |
X |
Describe the following parameter of an aerofoil section: trailing edge. |
X |
X |
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(03) |
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Describe the following parameter of an aerofoil section: |
X |
X |
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(04) |
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Describe the following parameter of an aerofoil section: thickness-to-chord ratio or relative thickness. |
X |
X |
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(05) |
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Describe the following parameter of an aerofoil section: location of maximum thickness. |
X |
X |
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(06) |
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Describe the following parameter of an aerofoil section: camber line. |
X |
X |
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(07) |
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Describe the following parameter of an aerofoil section: camber. |
X |
X |
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(08) |
X |
Describe the following parameter of an aerofoil section: |
X |
X |
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(09) |
X |
Describe a symmetrical and an asymmetrical aerofoil section. |
X |
X |
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081 01 01 05 |
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Wing shape |
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(01) |
X |
Describe the following parameter of a wing: span. |
X |
X |
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(02) |
X |
Describe the following parameter of a wing: tip and root chord. |
X |
X |
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(03) |
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Describe the following parameter of a wing: taper ratio. |
X |
X |
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(04) |
X |
Describe the following parameter of a wing: wing area. |
X |
X |
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(05) |
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Describe the following parameter of a wing: wing planform. |
X |
X |
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(06) |
X |
Describe the following parameter of a wing: mean geometric chord. |
X |
X |
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(07) |
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Describe the following parameter of a wing: mean aerodynamic chord (MAC). |
X |
X |
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(08) |
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Describe the following parameter of a wing: aspect ratio. |
X |
X |
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(09) |
X |
Describe the following parameter of a wing: dihedral angle. |
X |
X |
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(10) |
X |
Describe the following parameter of a wing: sweep angle. |
X |
X |
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(11) |
X |
Describe the following parameter of a wing: wing twist, geometric and aerodynamic. |
X |
X |
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(12) |
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Describe the following parameter of a wing: angle of incidence. Remark: In certain textbooks, angle of incidence is used as angle of attack (α). For Part-FCL theoretical knowledge examination purposes, this use is discontinued, and the angle of incidence is defined as the angle between the aeroplane longitudinal axis and the wing-root chord line. |
X |
X |
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081 01 02 00 |
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Two-dimensional airflow around an aerofoil |
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081 01 02 01 |
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Streamline pattern |
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(01) |
X |
Describe the streamline pattern around an aerofoil. |
X |
X |
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(02) |
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Describe converging and diverging streamlines, and their effect on static pressure and velocity. |
X |
X |
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(03) |
X |
Describe upwash and downwash. |
X |
X |
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081 01 02 02 |
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Stagnation point |
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(01) |
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Describe the stagnation point. |
X |
X |
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(02) |
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Describe the movement of the stagnation point as the α changes. |
X |
X |
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081 01 02 03 |
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Pressure distribution |
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(01) |
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Describe pressure distribution and local speeds around an aerofoil including effects of camber and α. |
X |
X |
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(02) |
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Intentionally left blank |
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081 01 02 04 |
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Centre of pressure (CP) and aerodynamic centre (AC) |
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(01) |
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Explain CP and AC. |
X |
X |
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081 01 02 05 |
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Intentionally left blank |
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081 01 02 06 |
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Drag and wake |
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(01) |
X |
List two physical phenomena that cause drag. |
X |
X |
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(02) |
|
Describe skin friction drag. |
X |
X |
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(03) |
|
Describe form (pressure) drag. |
X |
X |
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(04) |
X |
Explain why drag and wake cause loss of energy (momentum). |
X |
X |
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081 01 02 07 |
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Influence of angle of attack (α) |
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(01) |
|
Explain the influence of α on lift. |
X |
X |
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081 01 02 08 |
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Intentionally left blank |
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081 01 02 09 |
|
The lift coefficient (CL) – angle of attack () graph |
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(01) |
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Describe the CL–α graph. |
X |
X |
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(02) |
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Explain the significant points: — point where the curve crosses the horizontal axis (zero lift); — point where the curve crosses the vertical axis (α = 0); — point where the curve reaches its maximum (CLMAX). |
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081 01 03 00 |
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Coefficients |
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081 01 03 01 |
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General use of coefficients |
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(01) |
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Explain why coefficients are used in general. |
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081 01 03 02 |
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The lift coefficient (CL) |
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(01) |
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Explain the lift formula, the factors that affect lift, and perform simple calculations. |
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(02) |
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Describe the effect of camber on the CL– graph (symmetrical and positively/negatively cambered aerofoils). |
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X |
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(03) |
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Describe the typical difference in the CL– graph for fast and slow aerofoil design. |
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(04) |
X |
Define ‘CLMAX’ (maximum lift coefficient) and ‘CRIT’ (stalling ) on the graph. |
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X |
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(05) |
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Describe CL and explain the variables that affect it in low subsonic flight. |
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081 01 03 03 |
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Drag |
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(01) |
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Describe the two-dimensional drag formula. |
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(02) |
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Discuss the effect of the shape of a body, cross‑sectional area, and surface roughness on the drag coefficient. |
X |
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081 01 04 00 |
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Three-dimensional airflow around an aeroplane |
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081 01 04 01 |
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Angle of attack (α) |
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(01) |
X |
Define ‘angle of attack’ (α). Remark: For theoretical knowledge examination purposes, the angle-of-attack definition requires a reference line. This reference line for 3D has been chosen to be the longitudinal axis and for 2D the chord line. |
X |
X |
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(02) |
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Explain the difference between the α and the attitude of an aeroplane. |
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081 01 04 02 |
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Streamline pattern |
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(01) |
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Describe the general streamline pattern around the wing, tail section, and fuselage. |
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(02) |
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Explain and describe the causes of spanwise flow over top and bottom surfaces. |
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X |
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(03) |
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Describe wing tip vortices and their contribution to downwash behind the wing. |
X |
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(04) |
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Explain why wing tip vortices vary with α. |
X |
X |
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(05) |
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Describe spanwise lift distribution including the effect of wing planform. |
X |
X |
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(06) |
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Describe the causes, distribution and duration of the wake turbulence behind an aeroplane. |
X |
X |
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(07) |
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Describe the influence of flap deflection on the wing tip vortex. |
X |
X |
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(08) |
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Describe the parameters that influence wake turbulence. |
X |
X |
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081 01 04 03 |
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Induced drag |
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(01) |
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Explain the factors that cause induced drag. |
X |
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(02) |
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Describe the approximate formula for the induced drag coefficient (including variables but excluding constants). |
X |
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(03) |
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Describe the relationship between induced drag and total drag in straight and level flight with variable speed. |
X |
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(04) |
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Describe the effect of mass on induced drag at a given IAS. |
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(05) |
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Describe the means to reduce induced drag: — aspect ratio; — winglets; — tip tanks; — wing twist; — camber change. |
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X |
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(06) |
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Describe the influence of lift distribution on induced drag. |
X |
X |
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(07) |
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Describe the influence of downwash on the effective airflow. |
X |
X |
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(08) |
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Explain induced and effective local α. |
X |
X |
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(09) |
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Explain the influence of the induced α on the direction of the lift vector. |
X |
X |
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(10) |
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Explain the relationship between induced drag and: — speed; — aspect ratio; — wing planform; — bank angle in a horizontal coordinated turn. |
X |
X |
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(11) |
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Explain the induced drag coefficient and its relationship with the lift coefficient and aspect ratio. |
X |
X |
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(12) |
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Explain the influence of induced drag on: — the CL–α graph, and show the effect on the graph when comparing high- and low‑aspect ratio wings; — the CL–CD (aeroplane polar), and show the effect on the graph when comparing high- and low-aspect ratio wings;
— the parabolic aeroplane polar in a graph and as a formula [CD = CPD + kCL2], where CD = coefficient of drag and |
X |
X |
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(13) |
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Describe the CL–CD graph (polar). |
X |
X |
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(14) |
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Indicate minimum drag on the graph. |
X |
X |
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(15) |
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Explain why the CL–CD ratio is important as a measure of performance. |
X |
X |
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(16) |
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Intentionally left blank |
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081 01 05 00 |
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Total drag |
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081 01 05 01 |
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Total drag in relation to parasite drag and induced drag |
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(01) |
X |
State that total drag consists of parasite drag and induced drag. |
X |
X |
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081 01 05 02 |
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Parasite drag |
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(01) |
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Describe the types of drag that are included in parasite drag. |
X |
X |
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(02) |
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Describe form (pressure) drag and the factors which affect its magnitude. |
X |
X |
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(03) |
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Describe interference drag and the factors which affect its magnitude. |
X |
X |
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(04) |
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Describe friction drag and the factors which affect its magnitude. |
X |
X |
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081 01 05 03 |
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Parasite drag and speed |
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(01) |
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Describe the relationship between parasite drag and speed. |
X |
X |
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081 01 05 04 |
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Induced drag and speed (Refer to 081 01 04 03) |
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081 01 05 05 |
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Total drag |
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(01) |
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Explain the total drag–speed graph and the constituent drag components. |
X |
X |
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(02) |
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Indicate the speed for minimum drag. |
X |
X |
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081 01 05 06 |
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Intentionally left blank |
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081 01 05 07 |
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Variables affecting the total drag–speed graph |
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(01) |
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Describe the effect of aeroplane gross mass on the graph. |
X |
X |
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(02) |
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Describe the effect of pressure altitude on: — drag–IAS graph; — drag–TAS graph. |
X |
X |
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(03) |
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Describe speed stability from the graph. |
X |
X |
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(04) |
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Describe non-stable, neutral, and stable IAS regions. |
X |
X |
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(05) |
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Explain what happens to the IAS and drag in the non-stable region if speed suddenly decreases and why this could occur. |
X |
X |
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081 01 06 00 |
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Ground effect |
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081 01 06 01 |
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Influence of ground effect |
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(01) |
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Explain the influence of ground effect on wing tip vortices, downwash, airflow pattern, lift, and drag. |
X |
X |
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(02) |
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Describe the influence of ground effect on induced and the coefficient of induced drag (CDi). |
X |
X |
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(03) |
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Explain the effects of entering and leaving ground effect. |
X |
X |
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081 01 06 02 |
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Effect on stalling angle of attack (αCRIT) |
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(01) |
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Describe the influence of ground effect on αCRIT. |
X |
X |
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081 01 06 03 |
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Effect on lift coefficient (CL) |
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(01) |
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Describe the influence of ground effect on the effective and CL. |
X |
X |
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081 01 06 04 |
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Effect on take-off and landing characteristics of an aeroplane |
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(01) |
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Describe the influence of ground effect on take‑off and landing characteristics and performance of an aeroplane. |
X |
X |
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(02) |
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Describe the difference in take-off and landing characteristics of high- and low-wing aeroplanes. |
X |
X |
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081 01 07 00 |
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The relationship between lift coefficient and speed in steady, straight, and level flight |
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081 01 07 01 |
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Represented by an equation |
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(01) |
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Explain the effect on CL during speed increase/decrease in steady, straight, and level flight, and perform simple calculations. |
X |
X |
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081 01 07 02 |
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Represented by a graph |
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(01) |
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Explain, by using a graph, the effect on speed of CL changes at a given weight. |
X |
X |
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081 01 08 00 |
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Intentionally left blank |
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081 01 09 00 |
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CLMAX augmentation |
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081 01 09 01 |
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Trailing-edge flaps and the reasons for their use in take-off and landing |
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(01) |
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From the given relevant diagrams, describe or identify the following types of trailing-edge flaps: — split flaps; — plain flaps; — slotted flaps; — Fowler flaps. |
X |
X |
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(02) |
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Describe how the wing’s effective camber increases the CL and CD, and the reasons why this can be beneficial. |
X |
X |
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(03) |
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Describe their effect on: — the location of CP; — pitching moments (due to wing CP movement); — stall speed. |
X |
X |
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(04) |
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Compare their influence on the CL– graph: — indicate the variation in CL at any given ; — indicate their effect on CLMAX; — indicate their effect on critical ; — indicate their effect on the at a given CL. |
X |
X |
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(05) |
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Compare their influence on the CL–CD graph: — indicate how the (CL/CD)MAX differs from that of a clean wing. |
X |
X |
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(06) |
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Explain the influence of trailing-edge flap deflection on the glide angle. |
X |
X |
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(07) |
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Describe flap asymmetry: — explain the effect on aeroplane controllability. |
X |
X |
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(08) |
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Describe trailing-edge flap effect on take-off and landing: — explain the advantages of lower-nose attitudes; — explain why take-off and landing speeds/distances are reduced. |
X |
X |
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(09) |
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Explain the effects of flap-setting errors, such as mis-selection and premature/late extension or retraction of flaps, on: — take-off and landing distance and speeds; — climb and descent performance; — stall buffet margins. |
X |
X |
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081 01 09 02 |
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Leading-edge devices and the reasons for their use in take-off and landing |
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(01) |
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From the given relevant diagrams, describe or identify the different types of leading-edge high‑lift devices: — Krueger flaps; — variable camber flaps; — slats. |
X |
X |
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(02) |
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Describe the function of the slot. |
X |
X |
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(03) |
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Describe how the wing’s effective camber increases with a leading-edge flap. |
X |
X |
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(04) |
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Explain the effect of leading-edge flaps on the stall speed, also in comparison with trailing-edge flaps. |
X |
X |
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(05) |
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Compare their influence on the CL– graph, compared with trailing-edge flaps and a clean wing: — indicate the effect of leading-edge devices on CLMAX; — explain how the CL curve differs from that of a clean wing; — indicate the effect of leading-edge devices on αCRIT. |
X |
X |
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(06) |
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Compare their influence on the CL–CD graph. |
X |
X |
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(07) |
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Describe slat asymmetry: – describe the effect on aeroplane controllability. |
X |
X |
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(08) |
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Explain the reasons for using leading-edge high‑lift devices on take-off and landing: — explain the disadvantage of increased nose-up attitudes; — explain why take-off and landing speeds/distances are reduced. |
X |
X |
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081 01 09 03 |
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Vortex generators |
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(01) |
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Explain the purpose of vortex generators. |
X |
X |
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(02) |
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Describe the basic operating principle of vortex generators. |
X |
X |
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(03) |
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State their advantages and disadvantages. |
X |
X |
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081 01 10 00 |
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Means to reduce the CL–CD ratio |
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081 01 10 01 |
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Spoilers and the reasons for their use in the different phases of flight |
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(01) |
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Describe the aerodynamic functioning of spoilers: — roll spoilers; — flight spoilers (speed brakes); — ground spoilers (lift dumpers). |
X |
X |
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(02) |
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Describe the effect of spoilers on the CL– graph and stall speed. |
X |
X |
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(03) |
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Describe the influence of spoilers on the CL–CD graph and lift-drag ratio. |
X |
X |
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081 01 10 02 |
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Speed brakes and the reasons for their use in the different phases of flight |
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(01) |
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Describe speed brakes and the reasons for using them in the different phases of flight. |
X |
X |
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(02) |
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State their influence on the CL–CD graph and |
X |
X |
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(03) |
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Explain how speed brakes increase parasite drag. |
X |
X |
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(04) |
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Describe how speed brakes affect the minimum drag speed. |
X |
X |
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(05) |
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Describe their effect on rate and angle of descent. |
X |
X |
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081 01 11 00 |
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Intentionally left blank |
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081 01 12 00 |
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Aerodynamic degradation |
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081 01 12 01 |
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Ice and other contaminants |
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(01) |
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Describe the locations on an aeroplane where ice build-up will occur during flight. |
X |
X |
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(02) |
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Explain the aerodynamic effects of ice and other contaminants on: — lift (maximum CL); — drag; — stall speed; — CRIT; — stability and controllability. |
X |
X |
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(03) |
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Explain the aerodynamic effects of icing during take-off. |
X |
X |
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081 01 12 02 |
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Deformation and modification of airframe, ageing aeroplanes |
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(01) |
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Describe the effect of airframe deformation and modification of an ageing aeroplane on aeroplane performance. |
X |
X |
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(02) |
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Explain the effect on boundary layer condition of an ageing aeroplane. |
X |
X |
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081 02 00 00 |
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HIGH-SPEED AERODYNAMICS |
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081 02 01 00 |
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Speeds |
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081 02 01 01 |
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Speed of sound |
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(01) |
X |
Define ‘speed of sound’. |
X |
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(02) |
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Explain the variation of the speed of sound with altitude. |
X |
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(03) |
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Explain the influence of temperature on the speed of sound. |
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081 02 01 02 |
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Mach number |
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(01) |
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Define ‘Mach number’ as a function of TAS and speed of sound. |
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081 02 01 03 |
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Influence of temperature and altitude on Mach number |
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(01) |
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Explain the absence of change of Mach number with varying temperature at constant flight level and calibrated airspeed. |
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(02) |
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Explain the relationship between Mach number, TAS and IAS during climb and descent at constant Mach number or IAS, and explain variation of lift coefficient, α, pitch and flight-path angle. |
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(03) |
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Explain: — risk of exceeding the maximum operation speed (VMO) when descending at constant Mach number; — risk of exceeding the maximum operating Mach number (MMO) when climbing at constant IAS; — risk of a low-speed stall at high altitude when climbing at a too low Mach number. |
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081 02 01 04 |
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Compressibility |
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(01) |
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State that compressibility means that density can change along a streamline, and that this occurs in the high subsonic (from Mach 0.4), transonic, and supersonic flow. |
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(02) |
X |
State that compressibility negatively affects the pressure gradient, leading to an overall reduction of the CL. |
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(03) |
X |
State that Mach number is a measure of compressibility. |
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(04) |
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Describe that compressibility increases low‑speed stall speed and decreases αCRIT. |
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081 02 01 05 |
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Subdivision of aerodynamic flow |
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(01) |
X |
List the subdivision of aerodynamic flow: — subsonic flow below compressibility; — subsonic flow above compressibility; — transonic flow; — supersonic flow. |
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(02) |
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Describe the characteristics of the flow regimes listed above. |
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(03) |
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Explain why some transport aeroplanes cruise at Mach numbers above the critical Mach number (MCRIT). |
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081 02 02 00 |
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Shock waves |
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081 02 02 01 |
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Definition of shock wave |
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(01) |
X |
Define a ‘shock wave’. |
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081 02 02 02 |
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Normal shock waves |
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(01) |
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Describe a normal shock wave with respect to changes in: — static temperature; — static and total pressure; — velocity; — local speed of sound; — Mach number; — density. |
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(02) |
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Describe a normal shock wave with respect to orientation relative to the wing surface. |
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(03) |
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Explain the influence of increasing Mach number on a normal shock wave, at positive lift, with respect to: — strength; — position relative to the wing; — second shock wave at the lower surface. |
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(04) |
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Explain the influence of on shock-wave intensity and shock-wave location at constant Mach number. |
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081 02 03 00 |
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Effects of exceeding the critical Mach number (MCRIT) |
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081 02 03 01 |
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Critical Mach number (MCRIT) |
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(01) |
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Define ‘MCRIT’. |
X |
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(02) |
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Explain how a change in , aeroplane weight, manoeuvres, and centre-of-gravity (CG) position influences MCRIT. |
X |
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081 02 03 02 |
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Effect on lift |
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(01) |
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Describe the behaviour of CL versus Mach number at constant . |
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(02) |
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Explain the consequences of exceeding MCRIT with respect to CL and CLMAX. |
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(03) |
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Explain the change in stall indicated airspeed (IAS) with altitude. |
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(04) |
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Discuss the effect on αCRIT. |
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(05) |
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Explain the advantages of exceeding MCRIT in aeroplanes with supercritical aerofoils with respect to: — speed versus drag ratio; — specific range; — optimum altitude. |
X |
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081 02 03 03 |
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Effect on drag |
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(01) |
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Describe wave drag. |
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(02) |
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Describe the behaviour of CD versus Mach number at constant . |
X |
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(03) |
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Explain the effect of Mach number on the CL–CD graph. |
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(04) |
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Describe the effects and hazards of exceeding MDRAG DIVERGENCE, namely: — drag rise; — instability; — Mach tuck; — shock stall. |
X |
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(05) |
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State the relation between MCRIT and MDRAG DIVERGENCE. |
X |
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081 02 03 04 |
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Effect on pitching moment |
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(01) |
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Discuss the effect of Mach number on the CP location. |
X |
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(02) |
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Describe the overall change in pitching moment above MCRIT and explain the ‘tuck under’ or ‘Mach tuck’ effect. |
X |
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(03) |
X |
State the requirement for a Mach trim system to compensate for the effect of the CP movement and ‘tuck under’ effect. |
X |
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(04) |
X |
Discuss the aerodynamic functioning of the Mach trim system. |
X |
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(05) |
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Discuss the corrective measures if the Mach trim fails. |
X |
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081 02 03 05 |
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Effect on control effectiveness |
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(01) |
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Discuss the effects on the effectiveness of control surfaces. |
X |
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081 02 04 00 |
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Intentionally left blank |
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081 02 05 00 |
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Means to influence critical Mach number (MCRIT) |
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081 02 05 01 |
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Wing sweep |
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(01) |
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Explain the influence of the angle of sweep on: — MCRIT; — effective thickness/chord change or velocity component perpendicular to the quarter chord line. |
X |
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(02) |
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Describe the influence of the angle of sweepback at subsonic speed on: — CLMAX; — efficiency of and requirement for high-lift devices; — pitch-up stall behaviour. |
X |
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(03) |
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Discuss the effect of wing sweepback on drag. |
X |
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081 02 05 02 |
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Aerofoil shape |
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(01) |
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Explain the use of thin aerofoils with reduced camber. |
X |
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(02) |
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Explain the main purpose of supercritical aerofoils. |
X |
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(03) |
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Intentionally left blank |
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(04) |
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Explain the advantages and disadvantages of supercritical aerofoils for wing design. |
X |
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081 02 05 03 |
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Vortex generators |
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(01) |
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Explain the use of vortex generators as a means to avoid or restrict flow separation caused by the presence of a normal shock wave. |
X |
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081 03 00 00 |
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Stall, Mach tuck, and upset prevention and recovery |
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081 03 01 00 |
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The stall |
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081 03 01 01 |
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Flow separation at increasing α |
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(01) |
X |
Define the ‘boundary layer’. |
X |
X |
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(02) |
X |
Describe the thickness of a typical laminar and turbulent boundary layer. |
X |
X |
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(03) |
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Describe the properties, advantages and disadvantages of the laminar boundary layer. |
X |
X |
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(04) |
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Describe the properties, advantages and disadvantages of the turbulent boundary layer. |
X |
X |
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(05) |
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Define the ‘transition point’. |
X |
X |
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(06) |
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Explain why the laminar boundary layer separates easier than the turbulent boundary layer does. |
X |
X |
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(07) |
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Describe why the airflow over the aft part of a wing slows down as the α increases. |
X |
X |
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(08) |
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Define the ‘separation point’ and describe its location as a function of α. |
X |
X |
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(09) |
X |
Define αCRIT. |
X |
X |
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(10) |
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Describe in straight and level flight the influence of increasing the α and the phenomenon that may occur regarding: — the forward stagnation point; — the pressure distribution; — the CP location (straight and swept-back wing); — CL; — CD and D (drag); — the pitching moment (straight and swept-back wing); — buffet onset; — deterrent buffet for a clean wing at high Mach number; — lack of pitch authority; — uncommanded pitch down; — uncommanded roll. |
X |
X |
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(11) |
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Explain what causes the possible natural buffet on the aeroplane in a pre-stall condition. |
X |
X |
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(12) |
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Describe the effectiveness of the flight controls in a pre-stall condition. |
X |
X |
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(13) |
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Describe and explain the normal post-stall behaviour of a straight-wing aeroplane. |
X |
X |
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(14) |
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Describe the effect and dangers of using the controls close to the stall. |
X |
X |
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(15) |
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Describe the deterrent buffet. |
X |
X |
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(16) |
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Explain the occurrence of the deterrent buffet and why this phenomenon is considered to be a stall limit. |
X |
X |
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081 03 01 02 |
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The stall speed |
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(01) |
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Explain VS0, VS1, VSR, and VS1G. |
X |
X |
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(02) |
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Solve VS1G from the lift formula given varying CL. |
X |
X |
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(03) |
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Describe and explain the influence of the following parameters on stall speed: — CG; — thrust component; — slipstream; — wing loading; — mass; — wing contamination; — angle of sweep; — altitude (for compressibility effects, see 081 02 03 02). |
X |
X |
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(04) |
X |
Define the ‘load factor n’. |
X |
X |
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(05) |
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Explain why the load factor increases in a turn. |
X |
X |
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(06) |
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Explain why the load factor increases in a pull-up and decreases in a push-over manoeuvre. |
X |
X |
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(07) |
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Describe and explain the influence of the ‘load factor n’ on stall speed. |
X |
X |
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(08) |
X |
Explain the expression ‘accelerated stall’. Remark: Sometimes, accelerated stall is also erroneously referred to as high-speed stall. This latter expression will not be used for Subject 081. |
X |
X |
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(09) |
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Calculate the change of stall speed as a function of the load factor. |
X |
X |
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(10) |
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Calculate the increase of stall speed in a horizontal coordinated turn as a function of bank angle. |
X |
X |
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(11) |
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Calculate the change of stall speed as a function of the gross mass. |
X |
X |
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081 03 01 03 |
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The initial stall in spanwise direction |
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(01) |
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Explain the initial stall sequence on the following planforms: — elliptical; — rectangular; — moderate and high taper; — sweepback or delta. |
X |
X |
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(02) |
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Explain the purpose of aerodynamic and geometric twist (washout). |
X |
X |
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(03) |
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Intentionally left blank |
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(04) |
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Explain the influence of fences, vortilons, saw teeth, vortex generators, and strakes on engine nacelles. |
X |
X |
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081 03 01 04 |
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Stall warning |
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(01) |
X |
Explain why stall warning is necessary. |
X |
X |
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(02) |
X |
Explain when aerodynamic and artificial stall warnings are used. |
X |
X |
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(03) |
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Explain why CS-23 and CS-25 require a margin to stall speed for take-off and landing speeds. |
X |
X |
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(04) |
X |
Describe: — buffet; — stall strip; — flapper switch (leading-edge stall-warning vane); — angle-of-attack vane; — angle-of-attack probe; — stick shaker. |
X |
X |
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(05) |
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Describe the recovery after: — stall warning; — stall; — stick-pusher actuation. |
X |
X |
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081 03 01 05 |
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Special phenomena of stall |
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(01) |
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Intentionally left blank |
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(02) |
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Explain the difference between power-off and power-on stalls and recovery. |
X |
X |
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(03) |
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Describe stall and recovery in a climbing and descending turn. |
X |
X |
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(04) |
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Describe the pitch-up effect on a swept wing aeroplane and also an aeroplane with a T-tail. |
X |
X |
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(05) |
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Describe super stall or deep stall. |
X |
X |
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(06) |
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Describe the philosophy behind the stick-pusher system. |
X |
X |
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(07) |
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Describe the factors that can lead to the absence of stall warning and explain the associated risks. |
X |
X |
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(08) |
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Describe the indications and explain the consequences of premature stabiliser stall due to ice contamination (negative tail stall). |
X |
X |
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(09) |
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Describe when to expect in-flight icing. |
X |
X |
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(10) |
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Explain how the effect is changed when retracting/extending lift-augmentation devices. |
X |
X |
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(11) |
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Intentionally left blank |
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(12) |
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Explain the effect of a contaminated wing on the stall speed and αCRIT. |
X |
X |
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(13) |
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Explain the hazards associated with airframe contamination when parked and during ground operations in winter conditions, and the aerodynamic effects when attempting a take-off. |
X |
X |
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(14) |
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Explain de-icing/anti-icing holdover time and the likely hazards after it has expired. |
X |
X |
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(15) |
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Describe the aerodynamic effects of heavy tropical rain on stall speed and drag, and the appropriate mitigation in such conditions. |
X |
X |
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081 03 01 06 |
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The spin |
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(01) |
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Explain how to avoid spins. |
X |
X |
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(02) |
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List the factors that cause a spin to develop. |
X |
X |
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(03) |
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Describe an ‘incipient’ and ‘developed’ spin, recognition and recovery. |
X |
X |
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(04) |
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Describe the differences in spin attitude with forward and aft CG. |
X |
X |
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081 03 02 00 |
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Buffet onset boundary |
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081 03 02 01 |
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Mach buffet |
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(01) |
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Explain shock-induced separation, and describe its relationship with Mach buffet (high speed buffet) and Mach tuck. |
X |
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(02) |
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Intentionally left blank |
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081 03 02 02 |
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Buffet onset |
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(01) |
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Explain the concept of buffet margin, and describe the influence of the following parameters on the concept of buffet margin: — ; — Mach number; — pressure altitude; — mass; — load factor; — angle of bank; — CG location. |
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(02) |
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Explain how the buffet onset boundary chart can be used to determine: — manoeuvrability; — buffet margin. |
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(03) |
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Describe the consequences of exceeding MMO: light buffet, buffet onset. |
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(04) |
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Explain ‘aerodynamic ceiling’ and ‘coffin corner’. |
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(05) |
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Explain the concept of the ‘1.3g’ buffet margin altitude. |
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(06) |
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Find (using an example graph): — buffet free range; — aerodynamic ceiling at a given mass; — load factor and bank angle at which buffet occurs at a given mass, Mach number, and pressure altitude. |
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(07) |
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Explain why descent increases the buffet free range. |
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081 03 03 00 |
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Situations in which buffet or stall could occur |
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081 03 03 01 |
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Explain why buffet or stall occurs |
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(01) |
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Explain why buffet or stall could occur in the following pilot-induced situations, and the methods to mitigate them: — inappropriate take-off configuration, detailing the consequences of errors associated with leading-edge devices; — steep turns; — go-around using take-off/go-around (TOGA) setting (underslung engines). |
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(02) |
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Explain why buffet or stall could occur in the following environmental conditions at low altitude, and how to mitigate them: — thunderstorms; — wind shear and microburst; — turbulence; — wake turbulence; — icing conditions. |
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(03) |
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Explain why buffet or stall could occur in the following environmental conditions at high altitude, and how to mitigate them: — thunderstorms in the intertropical convergence zone (ITCZ); — jet streams; — clear-air turbulence. |
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(04) |
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Explain why buffet or stall could occur in the following situations, and how to mitigate them: — inappropriate autopilot climb mode; — loss of, or unreliable, airspeed indication. |
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081 03 04 00 |
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Recognition of stalled condition |
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081 03 04 01 |
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Recognition and explanation of stalled condition |
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(01) |
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Explain why a stalled condition can occur at any airspeed, or attitude or altitude. |
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(02) |
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Explain that a stall may be recognised by continuous stall-warning activation accompanied by at least one of the following: — buffet, that can be heavy; — lack of pitch authority; — uncommanded pitch down and uncommanded roll; — inability to arrest the descent rate. |
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(03) |
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Explain that ‘stall warning’ means a natural or synthetic indication provided when approaching the stall that may include one or more of the following indications: — aerodynamic buffeting; — reduced roll stability and aileron effectiveness; — visual or aural clues and warnings; — reduced elevator (pitch) authority; — inability to maintain altitude or arrest a rate of descent; — stick-shaker activation. |
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081 04 00 00 |
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STABILITY |
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081 04 01 00 |
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Static and dynamic stability |
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081 04 01 01 |
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Basics and definitions |
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(01) |
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Define ‘static stability’: — describe/identify a statically stable, neutral, and unstable condition (positive, neutral, and negative static stability), and — explain why aeroplanes are statically stable. |
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(02) |
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Explain manoeuvrability. |
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(03) |
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Explain the relationship between static stability and manoeuvrability. |
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(04) |
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Define ‘dynamic stability’: — describe/identify a dynamically stable, neutral, and unstable motion (positive, neutral, and negative dynamic stability); — describe/identify periodic and aperiodic motion. |
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(05) |
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Intentionally left blank |
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081 04 01 02 |
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Precondition for static stability |
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(01) |
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Explain an equilibrium of forces and moments as the initial condition for static stability. |
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081 04 01 03 |
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Sum of forces |
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(01) |
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Identify the forces considered in the equilibrium of forces. |
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081 04 01 04 |
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Sum of moments |
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(01) |
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Identify the moments about all three axes considered in the equilibrium of moments. |
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(02) |
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Discuss the effect of sum of moments not being zero. |
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081 04 02 00 |
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Intentionally left blank |
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081 04 03 00 |
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Static and dynamic longitudinal stability |
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081 04 03 01 |
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Methods for achieving balance |
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(01) |
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Explain the stabiliser as the means to satisfy the condition of nullifying the total sum of the moments about the lateral axis. |
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(02) |
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Explain the influence of the location of the wing CP relative to the CG on the magnitude and direction of the balancing force on the stabiliser. |
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(03) |
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Explain the influence of the indicated airspeed on the magnitude and direction of the balancing force on the stabiliser. |
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(04) |
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Explain the use of the elevator deflection or stabiliser angle for the generation of the balancing force and its direction. |
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(05) |
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Explain the elevator deflection required to balance thrust change as a function of engine position. |
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081 04 03 02 |
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Static longitudinal stability |
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(01) |
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Discuss the effect of the CG location on pitch manoeuvrability and longitudinal stability. |
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081 04 03 03 |
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Neutral point |
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(01) |
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Define ‘neutral point’. |
X |
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(02) |
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Explain why the location of the neutral point is only dependent on the aerodynamic design of the aeroplane. |
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081 04 03 04 |
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Factors affecting neutral point |
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(01) |
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Describe the location of the neutral point relative to the locations of the aerodynamic centre of the wing and tail. |
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081 04 03 05 |
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Location of centre of gravity (CG) |
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(01) |
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Explain the influence of the CG location on the static longitudinal stability of the aeroplane. |
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(02) |
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Explain the CG forward and aft limits with respect to: — longitudinal control forces; — elevator effectiveness; — stability. |
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(03) |
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Define ‘static margin’. |
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081 04 03 06 |
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The Cm– graph |
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(01) |
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Describe the Cm– graph with respect to the relationship between the slope of the graph and static stability. |
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081 04 03 07 |
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Factors affecting the Cm– graph |
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(01) |
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Explain: — the effect on the Cm– graph of a shift of CG in the forward and aft direction; — the effect on the Cm– graph when the elevator is moved up or down; — the effect on the Cm– graph when the trim is moved; — the effect of the wing contribution; — the tail contribution. |
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081 04 03 08 |
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Intentionally left blank |
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081 04 03 09 |
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Intentionally left blank |
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081 04 03 10 |
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The stick force versus speed graph (IAS) |
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(01) |
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Explain how a pilot perceives stable static longitudinal stick force stability regarding changes in: — speed; — altitude; — mass distribution (CG location). |
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081 04 03 11 |
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Intentionally left blank |
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081 04 03 12 |
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The manoeuvring stability/stick force per g |
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(01) |
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Define the ‘stick force per g’, and describe that the stick force increases linearly with increase in g. |
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(02) |
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Explain why: — the stick force per g has a prescribed minimum and maximum value; — the stick force per g decreases with pressure altitude. |
X |
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081 04 03 13 |
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Intentionally left blank |
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081 04 03 14 |
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Factors affecting the manoeuvring stability/stick force per g |
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(01) |
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Explain the influence on stick force per g of: — CG location; — trim setting. |
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081 04 03 15 |
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Intentionally left blank |
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081 04 03 16 |
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Dynamic longitudinal stability |
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(01) |
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Describe the phugoid and short-period motion in terms of period, damping, variations (if applicable) in speed, altitude, and α. |
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(02) |
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Explain why the short-period motion is more hazardous than the phugoid. |
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(03) |
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Describe ‘pilot-induced oscillations’. |
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(04) |
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Explain the effect of high altitude on dynamic stability. |
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(05) |
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Describe the influence of the CG location on the dynamic longitudinal stability of the aeroplane. |
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081 04 04 00 |
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Static directional stability |
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081 04 04 01 |
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Definition and effects of static directional stability |
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(01) |
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Define ‘static directional stability’. |
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(02) |
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Explain the effects of static directional stability being too weak or too strong. |
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081 04 04 02 |
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Sideslip angle |
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(01) |
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Define ‘sideslip angle’. |
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(02) |
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Identify β as the symbol used for the sideslip angle. |
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081 04 04 03 |
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Yaw-moment coefficient Cn |
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(01) |
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Define the ‘yawing-moment coefficient Cn’. |
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(02) |
X |
Define the relationship between Cn and β for an aeroplane with static directional stability. |
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081 04 04 04 |
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Cn–β graph |
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(01) |
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Explain why: — Cn depends on β; — Cn equals zero for that β that provides static equilibrium about the aeroplane’s normal axis; — if no asymmetric engine thrust, flight control or loading condition prevails, the equilibrium β equals zero. |
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(02) |
X |
Identify how the slope of the Cn–β graph is a measure for static directional stability. |
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(03) |
X |
Identify how the slope of the Cn–β graph is affected by altitude. |
X |
X |
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081 04 04 05 |
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Factors affecting static directional stability |
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(01) |
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Describe how the following aeroplane components contribute to static directional stability: — wing; — fin; — dorsal fin; — ventral fin; — angle of sweep of the wing; — angle of sweep of the fin; — fuselage at high α; — strakes. |
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X |
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(02) |
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Explain the reduction in static directional stability when the CG moves aft. |
X |
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081 04 05 00 |
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Static lateral stability |
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081 04 05 01 |
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Definition and effects of static lateral stability |
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(01) |
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Define ‘static lateral stability’. |
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(02) |
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Explain the effects of static lateral stability being too weak or too strong. |
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081 04 05 02 |
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Bank angle Ø |
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(01) |
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Define ‘bank angle Ø’. |
X |
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081 04 05 03 |
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The roll-moment coefficient Cl |
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(01) |
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Define the ‘roll-moment coefficient Cl’. |
X |
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081 04 05 04 |
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Contribution of sideslip angle (β) |
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(01) |
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Explain how without coordination the bank angle (Ø) creates sideslip angle (β). |
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081 04 05 05 |
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The Cl–β graph |
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(01) |
X |
Describe the Cl– graph. |
X |
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(02) |
X |
Identify the slope of the Cl– graph as a measure for static lateral stability. |
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X |
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(03) |
X |
Identify how the slope of the Cl–β graph is affected by altitude. |
X |
X |
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081 04 05 06 |
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Factors affecting static lateral stability |
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(01) |
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Explain the contribution to the static lateral stability of: — dihedral, anhedral; — high wing, low wing; — sweep angle of the wing; — ventral fin; — vertical tail. |
X |
X |
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081 04 06 00 |
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Dynamic lateral/directional stability |
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081 04 06 01 |
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Intentionally left blank |
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081 04 06 02 |
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Tendency to spiral dive |
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(01) |
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Explain how lateral and directional stability are coupled. |
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(02) |
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Explain how high static directional stability and low static lateral stability may cause spiral divergence (unstable spiral dive), and under which conditions the spiral dive mode is neutral or stable. |
X |
X |
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(03) |
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Describe an unstable spiral dive mode with respect to deviations in speed, bank angle, nose low-pitch attitude, and decreasing altitude. |
X |
X |
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081 04 06 03 |
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Dutch roll |
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(01) |
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Describe Dutch roll. |
X |
X |
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(02) |
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Explain: — why Dutch roll occurs when the static lateral stability is higher than static directional stability; — the conditions for a stable, neutral or unstable Dutch roll motion; — the function of the yaw damper; — the actions to be taken when the yaw damper is not available. |
X |
X |
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(03) |
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Describe how the asymmetric nature of shock waves on both wings, at high Mach numbers, can lead to Dutch roll. |
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081 04 06 04 |
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Effects of altitude on dynamic stability |
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(01) |
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Explain that increased pressure altitude reduces dynamic lateral/directional stability. |
X |
X |
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081 05 00 00 |
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CONTROL |
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081 05 01 00 |
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General |
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081 05 01 01 |
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Basics — The three planes and three axes |
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(01) |
X |
Define: — lateral axis; — longitudinal axis; — normal axis. |
X |
X |
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(02) |
X |
— Define: — pitch angle; — bank angle (Ø); — yaw angle. |
X |
X |
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(03) |
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Describe the motion about the three axes. |
X |
X |
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(04) |
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Name and describe the devices that control these motions. |
X |
X |
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081 05 01 02 |
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Camber change |
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(01) |
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State that camber is changed by movement of a control surface and explain the effect. |
X |
X |
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081 05 01 03 |
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Angle-of-attack (α) change |
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(01) |
X |
Explain the influence of local α change by movement of a control surface. |
X |
X |
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081 05 02 00 |
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Pitch (longitudinal) control |
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081 05 02 01 |
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Elevator/all-flying tails |
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(01) |
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Explain the working principle of the |
X |
X |
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081 05 02 02 |
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Downwash effects |
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(01) |
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Explain the effect of downwash on the tailplane α. |
X |
X |
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(02) |
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Intentionally left blank |
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081 05 02 03 |
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Intentionally left blank |
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081 05 02 04 |
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Location of centre of gravity (CG) |
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(01) |
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Explain the relationship between elevator deflection and CG location to produce a given aeroplane response. |
X |
X |
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(02) |
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Explain the effect of forward CG limit on pitch control. |
X |
X |
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081 05 02 05 |
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Moments due to engine thrust |
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(01) |
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Describe the effect of engine thrust on pitching moments for different engine locations. |
X |
X |
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081 05 03 00 |
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Yaw (directional) control |
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081 05 03 01 |
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The rudder |
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(01) |
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Explain the working principle of the rudder and describe its function. State the relationship between rudder deflection and the moment about the normal axis. Describe the effect of sideslip on the moment about the normal axis. |
X |
X |
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081 05 03 02 |
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Rudder limiting |
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(01) |
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Explain why and how rudder deflection is limited on CAT aeroplanes. |
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081 05 04 00 |
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Roll (lateral) control |
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081 05 04 01 |
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Ailerons |
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(01) |
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Explain the functioning of ailerons. |
X |
X |
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(02) |
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Describe the adverse effects of aileron deflection. (Refer to Subjects 081 05 04 04 and 081 06 01 02) |
X |
X |
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(03) |
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Explain why some aeroplanes have inboard and outboard ailerons. |
X |
X |
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(04) |
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State that the outboard ailerons are locked beyond a given speed to prevent: — over-control; — exceeding structural limitations; — aeroelastic phenomena (flutter, divergence and aileron reversal). |
X |
X |
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(05) |
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Describe the use of aileron deflection in normal flight, flight with sideslip, crosswind landings, horizontal turns, flight with |
X |
X |
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(06) |
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Define ‘roll rate’. |
X |
X |
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(07) |
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List the factors that affect roll rate. |
X |
X |
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(08) |
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Describe flaperons and aileron droop. |
X |
X |
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081 05 04 02 |
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Intentionally left blank |
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081 05 04 03 |
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Spoilers |
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(01) |
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Explain how spoilers can be used to control the rolling movement in combination with or instead of the ailerons. |
X |
X |
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081 05 04 04 |
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Adverse yaw |
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(01) |
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Explain why the use of ailerons induces adverse yaw. |
X |
X |
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081 05 04 05 |
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Means to avoid adverse yaw |
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(01) |
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Explain how the following reduce adverse yaw: — Frise ailerons; — differential aileron deflection; — rudder aileron cross-coupling; — roll spoilers. |
X |
X |
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081 05 05 00 |
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Roll/yaw interaction |
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081 05 05 01 |
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Explain roll/yaw interaction |
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(01) |
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Explain the secondary effect of roll. |
X |
X |
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(02) |
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Explain the secondary effect of yaw. |
X |
X |
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081 05 06 00 |
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Means to reduce control forces |
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081 05 06 01 |
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Aerodynamic balance |
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(01) |
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Describe the purpose of aerodynamic balance. |
X |
X |
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(02) |
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Describe the working principle of the horn balance. |
X |
X |
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(03) |
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Describe the working principle of the internal balance. |
X |
X |
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(04) |
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Describe the working principle and application of: — balance tab; — anti-balance tab; — spring tab; — servo tab. |
X |
X |
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081 05 06 02 |
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Artificial means |
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(01) |
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State the differences between fully powered controls and power-assisted controls. |
X |
X |
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(02) |
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Describe power-assisted controls. |
X |
X |
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(03) |
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Describe the advantages of artificial feel in fully powered control. |
X |
X |
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081 05 07 00 |
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Fly-by-wire (FBW) |
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081 05 07 01 |
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Control laws |
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(01) |
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Explain which parameters may be controlled in level flight with the pitch control law. |
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(02) |
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Explain the advantages of using the CG position in the FBW system. |
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(03) |
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Explain what type of flight-degraded control laws may be available in case of failure. |
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(04) |
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Explain what are hard and soft protections. |
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081 05 08 00 |
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Trimming |
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081 05 08 01 |
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Reasons to trim |
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(01) |
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State the reasons for using trimming devices. |
X |
X |
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(02) |
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Explain the difference between a trim tab and the various balance tabs. |
X |
X |
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081 05 08 02 |
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Trim tabs |
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(01) |
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Describe the working principle of a trim tab including cockpit indications. |
X |
X |
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081 05 08 03 |
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Stabiliser trim |
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(01) |
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Describe the working principle of a stabiliser trim including the flight deck indications. |
X |
X |
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(02) |
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Explain the advantages and disadvantages of a stabiliser trim compared to a trim tab. |
X |
X |
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(03) |
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Explain the relationship between CG position, take-off trim setting, and stabiliser trim position. |
X |
X |
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(04) |
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Explain the effect of errors in the take-off stabiliser trim setting on the rotation characteristics and stick force during take-off rotation. |
X |
X |
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(05) |
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Discuss the effects of jammed and runaway stabiliser. |
X |
X |
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(06) |
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Explain the consequences of a jammed stabiliser during take-off, landing, and go-around. |
X |
X |
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081 06 00 00 |
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LIMITATIONS |
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081 06 01 00 |
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Operating limitations |
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081 06 01 01 |
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Flutter |
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(01) |
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Describe the phenomenon of flutter and how IAS and mass distribution affects the likelihood of flutter occurrence. |
X |
X |
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(02) |
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Describe the use of mass balance to alleviate the flutter problem by adjusting the mass distribution: — wing-mounted engines on pylons; — control surface mass balance. |
X |
X |
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(03) |
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Explain what is the flight envelope free of flutter. |
X |
X |
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081 06 01 02 |
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Intentionally left blank |
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(01) |
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Intentionally left blank |
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081 06 01 03 |
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Landing gear/flap operating |
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(01) |
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Describe the reason for flap/landing gear limitations. Define ‘VLO’. Define ‘VLE’. |
X |
X |
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(02) |
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Explain why there is a difference between VLO and VLE in the case of some aeroplane types. |
X |
X |
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(03) |
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Define ‘VFE’ and describe flap limiting speeds. |
X |
X |
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(04) |
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Describe flap design features, procedures and warnings to prevent overload. |
X |
X |
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081 06 01 04 |
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VMO, VNO, and VNE |
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(01) |
X |
Define ‘VMO’, ‘VNO’, and ‘VNE’. |
X |
X |
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(02) |
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Explain the significance of VMO, VNO and VNE, and the differences between these airspeeds. |
X |
X |
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(03) |
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Explain the hazards of flying at speeds above VNE and VMO. |
X |
X |
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081 06 01 05 |
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MMO |
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(01) |
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Define ‘MMO’ and state its limiting factors. |
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081 06 02 00 |
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Manoeuvring envelope |
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081 06 02 01 |
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Manoeuvring–load diagram |
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(01) |
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Describe the manoeuvring–load diagram. |
X |
X |
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(02) |
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Define limit and ultimate load factor, and explain what can happen if these values are exceeded. |
X |
X |
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(03) |
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Define ‘VA’, ‘VB’, ‘VC’, and ‘VD’. |
X |
X |
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(04) |
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Identify and explain the varying features on the VN diagram: — load factor ‘n’; — speed scale, equivalent airspeed; — equivalent airspeed envelope; — 1g stall speed; — stall boundary (refer to 081 03 01 02). |
X |
X |
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(05) |
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Describe the relationship between VMO or VNE and VC. |
X |
X |
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(06) |
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State all the manoeuvring load-factors limits applicable to CS-23 and CS-25 aeroplanes. |
X |
X |
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(07) |
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Explain the relationship between VA and VS in a formula, and calculate the values. |
X |
X |
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(08) |
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Explain the significance of VA and the adverse consequences of applying full, abrupt nose-up elevator deflection when exceeding VA. |
X |
X |
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081 06 02 02 |
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Factors affecting the manoeuvring–load diagram |
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(01) |
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State the relationship of mass to load-factor limits and accelerated stall speed boundary limit. |
X |
X |
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(02) |
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Calculate the change of VA with changing mass. |
X |
X |
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(03) |
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Explain why VA loses significance at higher altitude. |
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(04) |
X |
Define ‘MC’ and ‘MD’. |
X |
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081 06 03 00 |
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Gust envelope |
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081 06 03 01 |
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Gust–load diagram |
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(01) |
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Recognise a typical gust–load diagram, and state the minimum gust speeds in ft/s, m/s and kt that the aeroplane must be designed to withstand at VB to VC and VD. |
X |
X |
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(02) |
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Discuss considerations for the selection of VRA. |
X |
X |
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(03) |
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Explain the adverse effects on the aeroplane when flying in turbulence. |
X |
X |
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081 06 03 02 |
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Factors affecting the gust–load diagram |
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(01) |
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Describe and explain the relationship between the gust–load factor and the following: lift–curve slope, aspect ratio, angle of sweep, altitude, wing loading, weight, wing area, equivalent airspeed (EAS), and speed of vertical gust. (Note: For examination purposes, the ECQB questions will not be calculation based.) |
X |
X |
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081 07 00 00 |
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PROPELLERS |
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081 07 01 00 |
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Conversion of engine torque to thrust |
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081 07 01 01 |
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Explain conversion of aerodynamic force on a propeller blade |
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(01) |
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Explain the resolution of aerodynamic force on a propeller blade element into lift and drag or into thrust and torque. |
X |
X |
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(02) |
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Describe how propeller thrust and aerodynamic torque vary with IAS. |
X |
X |
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081 07 01 02 |
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Relevant propeller parameters |
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(01) |
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Describe the geometry of a typical propeller blade element at the reference section: — blade chord line; — propeller rotational velocity vector; — true airspeed vector; — blade angle of attack; — pitch or blade angle; — advance or helix angle. Define ‘geometric pitch’, ‘effective pitch’, and ‘propeller slip’. Remark: For theoretical knowledge examination purposes, the following definition is used for geometric pitch: the theoretical distance a propeller would advance in one revolution at zero blade angle of attack. |
X |
X |
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(02) |
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Describe how the terms ‘fine pitch’ and ‘coarse pitch’ can be used to express blade angle. |
X |
X |
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081 07 01 03 |
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Blade twist |
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(01) |
X |
Define ‘blade twist’. |
X |
X |
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(02) |
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Explain why blade twist is necessary. |
X |
X |
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081 07 01 04 |
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Fixed pitch and variable pitch/constant speed |
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(01) |
X |
List the different types of propellers: — fixed pitch; — adjustable pitch or variable pitch (non-governing); — variable pitch (governing)/constant speed. |
X |
X |
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(02) |
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Discuss the advantages and disadvantages of fixed-pitch and constant-speed propellers. |
X |
X |
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(03) |
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Discuss climb and cruise propellers. |
X |
X |
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(04) |
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Explain the relationship between blade angle, blade angle of attack, and airspeed for fixed and variable pitch propellers. |
X |
X |
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(05) |
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Describe and explain the forces that act on a rotating blade element in normal, feathered, windmilling, and reverse operation. |
X |
X |
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(06) |
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Explain the effects of changing propeller pitch at constant IAS. |
X |
X |
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081 07 01 05 |
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Propeller efficiency versus speed |
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(01) |
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Define ‘propeller efficiency’. |
X |
X |
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(02) |
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Explain and describe the relationship between propeller efficiency and speed (TAS) for different types of propellers. |
X |
X |
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(03) |
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Explain the relationship between blade angle and thrust. |
X |
X |
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081 07 01 06 |
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Effects of ice on propeller |
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(01) |
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Describe the effects and hazards of ice on a propeller. |
X |
X |
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081 07 02 00 |
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Engine failure |
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081 07 02 01 |
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Windmilling drag |
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(01) |
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Describe the effects of an inoperative engine on the performance and controllability of an aeroplane: — thrust loss/drag increase; — influence on yaw moment during asymmetric power. |
X |
X |
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081 07 02 02 |
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Feathering |
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(01) |
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Explain the reasons for feathering a propeller, including the effect on the yaw moment, performance and controllability. |
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081 07 03 00 |
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Design features for power absorption |
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081 07 03 01 |
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Propeller design characteristics that increase power absorption |
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(01) |
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Name the propeller design characteristics that increase power absorption. |
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081 07 03 02 |
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Diameter of propeller |
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(01) |
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Explain the reasons for restricting propeller diameter. |
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081 07 03 03 |
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Number of blades |
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(01) |
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Define ‘solidity’. |
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(02) |
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Describe the advantages and disadvantages of increasing the number of blades. |
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081 07 03 04 |
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Propeller noise |
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(01) |
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Describe how propeller noise can be minimised. |
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081 07 04 00 |
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Secondary effects of propellers |
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081 07 04 01 |
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Torque reaction |
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(01) |
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Describe the effects of engine/propeller torque. |
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(02) |
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Describe the following methods for counteracting engine/propeller torque: — counter-rotating propellers; — contra-rotating propellers. |
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081 07 04 02 |
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Gyroscopic precession |
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(01) |
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Describe what causes gyroscopic precession. |
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(02) |
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Describe the effect on the aeroplane due to the gyroscopic effect. |
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081 07 04 03 |
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Slipstream effect |
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(01) |
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Describe the possible effects of the rotating propeller slipstream. |
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081 07 04 04 |
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Asymmetric blade effect |
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(01) |
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Explain the asymmetric blade effect (also called P factor). |
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X |
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(02) |
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Explain the influence of direction of rotation on the critical engine on twin-engine aeroplanes. |
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081 07 04 05 |
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Consideration of propeller effects |
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(01) |
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Describe, given direction of propeller rotation, the propeller effects during take-off run, rotation and initial climb, and their consequence on controllability. |
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(02) |
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Describe, given the direction of propeller rotation, the propeller effects during a go-around and their consequence on controllability. |
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(03) |
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Explain how propeller effects during go-around can be affected by: — high engine performance conditions and their effect on the VMC speeds; — loss of the critical engine; — crosswind; — high flap setting; |
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081 08 00 00 |
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FLIGHT MECHANICS |
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081 08 01 00 |
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Forces acting on an aeroplane |
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081 08 01 01 |
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Straight, horizontal, steady flight |
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(01) |
X |
Describe the forces that act on an aeroplane in straight, horizontal, and steady flight. |
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(02) |
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List the four forces and state where they act on. |
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(03) |
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Explain how the four forces are balanced, including the function of the tailplane. |
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081 08 01 02 |
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Straight, steady climb |
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(01) |
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Define ‘flight-path angle’ (). |
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(02) |
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Describe the relationship between pitch attitude, and α for zero-wind and zero-bank conditions. |
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(03) |
X |
Describe the forces that act on an aeroplane in a straight, steady climb. |
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(04) |
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Name the forces parallel and perpendicular to the direction of flight. — Apply the formula relating to the parallel forces (T = D + W sin ). — Apply the formula relating to the perpendicular forces (L = W cos ). |
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(05) |
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Explain why thrust is greater than drag. |
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(06) |
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Explain why lift is less than weight. |
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(07) |
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Explain the formula (for small angles) that gives the relationship between , thrust, weight, and lift–drag ratio, and use this formula for simple calculations. |
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(08) |
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Explain how IAS, α, and change in a climb performed with constant vertical speed and constant thrust setting. |
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081 08 01 03 |
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Straight, steady descent |
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(01) |
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Describe the forces that act on an aeroplane in a straight, steady descent. |
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(02) |
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Name the forces parallel and perpendicular to the direction of flight. — Apply the formula for forces parallel to the direction of flight (T = D – W sin ). — Apply the formula relating to the perpendicular forces (L = W cos ). |
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X |
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(03) |
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Explain why lift is less than weight. |
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(04) |
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Explain why thrust is less than drag. |
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081 08 01 04 |
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Straight, steady glide |
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(01) |
X |
Describe the forces that act on an aeroplane in a straight, steady glide. |
X |
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(02) |
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Name the forces parallel and perpendicular to the direction of flight. — Apply the formula for forces parallel to the direction of flight (D = W sin ).
— Apply the formula for forces perpendicular to the direction of flight |
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X |
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(03) |
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Describe the relationship between the glide gradient and the lift–drag ratio, and calculate glide range given: — initial height; — L–D ratio; — glide speed and wind speed. |
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(04) |
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Define VMD (speed for minimum drag) and explain the relationship between α, VMD and the best lift–drag ratio. |
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(05) |
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Explain the effect of wind component on glide angle, duration, and distance. |
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(06) |
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Explain the effect of mass change on glide angle, duration, and distance, given that the aeroplane remains at either the same airspeed or at VMD. |
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(07) |
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Explain the effect of configuration change on glide angle and duration. |
X |
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(08) |
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Describe the relation between TAS, gradient of descent, and rate of descent. |
X |
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(09) |
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Define VMP (speed for minimum power) and describe that the minimum rate of descent in the glide will be at VMP, and explain the relationship of this speed to the optimum speed for minimum glide angle. |
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X |
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(10) |
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Discuss when a pilot could elect to fly for minimum glide rate of descent or minimum glide angle, and why speed stability or headwinds/tailwinds may favour a speed that is faster or slower than the optimum airspeed in still air. |
X |
X |
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081 08 01 05 |
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Steady, coordinated turn |
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(01) |
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Describe the forces that act on an aeroplane in a steady, coordinated turn. |
X |
X |
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(02) |
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Resolve the forces that act horizontally and vertically during a coordinated turn
(tan |
X |
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(03) |
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Describe the difference between a coordinated and an uncoordinated turn, and describe how to correct an uncoordinated turn using turn and slip indicator or turn coordinator. |
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X |
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(04) |
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Explain why the angle of bank is independent of mass, and that it only depends on TAS and radius of turn. |
X |
X |
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(05) |
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Resolve the forces to show that for a given angle of bank the radius of turn is determined solely by airspeed (tan |
X |
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(06) |
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Calculate the turn radius of a steady turn given TAS and angle of bank. |
X |
X |
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(07) |
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Explain the effects of bank angle on:
load factor (LF = 1/cos α; thrust; drag. |
X |
X |
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(08) |
X |
Define ‘angular velocity’. |
X |
X |
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(09) |
X |
Define ‘rate of turn’ and ‘rate-1 turn’. |
X |
X |
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(10) |
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Explain the influence of TAS on rate of turn at a given bank angle. |
X |
X |
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(11) |
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Calculate the load factor and stall speed in a turn given angle of bank and 1g stall speed. |
X |
X |
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(12) |
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Explain situations in which turn radius is relevant for safety, such as maximum speed limits on departure or arrival plates, or outbound speed categories on approach plates, and the implications/hazards of exceeding given speeds. |
X |
X |
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(13) |
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Describe the hazards of excessive use of rudder to increase the rate of turn in a swept-wing aeroplane. |
X |
X |
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081 08 02 00 |
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Asymmetric thrust |
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081 08 02 01 |
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Jet-engined and propeller-driven aeroplanes |
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(01) |
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Describe the effects on the aeroplane of asymmetric thrust during flight, for both jet‑engined and propeller-driven aeroplanes. |
X |
X |
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(02) |
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Explain critical engine, and explain, for a propeller-driven aeroplane, the effect of the direction of propeller rotation. |
X |
X |
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(03) |
X |
Explain the effect of steady, asymmetric flight on a conventional (ball) slip indicator/turn indicator. |
X |
X |
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(04) |
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Explain the effect of a crosswind on asymmetric flight. |
X |
X |
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081 08 02 02 |
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Balanced moments about the normal axis |
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(01) |
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Explain the yaw moments about the CG. |
X |
X |
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(02) |
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Explain the change to the yaw moment caused by the effect of air density on thrust. |
X |
X |
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(03) |
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Describe the changes to the yaw moment caused by engine distance from CG. |
X |
X |
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(04) |
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Describe the methods to achieve directional balance following engine loss. |
X |
X |
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081 08 02 03 |
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Forces parallel to the lateral axis |
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(01) |
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Explain: — the force on the vertical fin; — the fuselage side force due to sideslip (using wing-level method); — the use of bank angle to tilt the lift vector (in wing-down method). |
X |
X |
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(02) |
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Explain the flight hazards at VMC: — α; — side slip; — loads on the fin; — α on the fin. |
X |
X |
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(03) |
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Explain the effect on fin α due to sideslip. |
X |
X |
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081 08 02 04 |
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Influence of aeroplane mass |
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(01) |
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Explain why controllability with |
X |
X |
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081 08 02 05 |
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Intentionally left blank |
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081 08 02 06 |
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Intentionally left blank |
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081 08 02 07 |
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Intentionally left blank |
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081 08 02 08 |
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Minimum control speed (VMC) |
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(01) |
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Define ‘VMC’. |
X |
X |
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(02) |
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Describe how VMC is determined. |
X |
X |
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(03) |
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Explain the influence of the CG location. |
X |
X |
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081 08 02 09 |
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Minimum control speed during approach and landing (VMCL) |
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(01) |
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Define ‘VMCL’. |
X |
X |
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(02) |
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Describe how VMCL is determined. |
X |
X |
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(03) |
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Explain the influence of the CG location. |
X |
X |
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081 08 02 10 |
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Minimum control speed on the ground (VMCG) |
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(01) |
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Define ‘VMCG’. |
X |
X |
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(02) |
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Describe how VMCG is determined. |
X |
X |
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(03) |
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Explain the influence of the CG location. |
X |
X |
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081 08 02 11 |
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Influence of density |
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(01) |
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Describe the influence of density on thrust during asymmetric flight. |
X |
X |
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(02) |
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Explain why VMC, VMCL and VMCG reduce with a reduction in thrust. |
X |
X |
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081 08 03 00 |
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Significant points on a polar curve |
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081 08 03 01 |
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Identify and explain |
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(01) |
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Identify and explain the significant points on a polar curve. |
X |
X |
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).
);
SUBJECT 082 – PRINCIPLES OF FLIGHT – HELICOPTERS
ED Decision 2020/018/R
(1) VOCABULARY OF MECHANICS
Speed is a scalar quantity; it has only magnitude.
Velocity is a vector quantity with magnitude and direction.
The velocity of a point on a rotor blade, when rotating around an axis, is the ‘linear’ or ‘tangential’ velocity which can be expressed in revolutions per minute (rpm).
Density is the mass of the fluid per unit volume (kg/m3) in the international system of units of measurement (SI (Système International)).
(2) AERONAUTICAL DEFINITIONS
A rotor blade is a high-aspect ratio aerofoil attached by its root to the rotor hub with hinges or flexible elements.
A blade element is a spanwise slice of the blade, so thin that the aerodynamic forces involved may be assumed not to vary. The forces produce lift (L), drag (D), and a pitching moment. Such a cross section has a contour, a leading and trailing edge, a chord line, a mean camber line, a maximum thickness or depth, and a thickness-to-chord ratio.
The centre of pressure (CP) is defined as the point on the chord line where the resultant of all aerodynamic forces acts.
The planform is the shape of a blade as seen from above.
The pitch angle (of a blade or an element) is the angle between the chord line and the plane of rotation.
The blade is not twisted when the pitch angle is constant from root to tip.
A blade is twisted when the pitch angle of its elements’ sections varies with their distance from the root (in other words, the chord lines of the elements involved are not parallel). Washout exists when the pitch angle decreases towards the blade tip.
The vector sum of the undisturbed upstream velocity (i.e. that found in the plane of rotation of the blades) and the induced velocity is the relative airflow.
The angle between the relative airflow and the chord line of a blade element is the angle of attack ().
Lift is the component of the aerodynamic force on a blade element that is perpendicular to the relative airflow.
Profile drag is the component of the aerodynamic force on a blade element that is parallel to the plane of rotation. Induced drag is the component of the aerodynamic force on a blade element that is parallel to the relative airflow.
Profile drag consists of pressure forces and skin friction acting on the surface of the blade element. The component of profile drag that arises from pressure forces (between the leading and trailing edges) is pressure or form drag. The component of profile drag due to shear forces over the surface is skin friction.
The total rotor thrust is the vertical upwards force from the rotor disc as a whole, as the sum of all the blade thrusts. This term has been reinstated because there is already the term ‘rotor thrust’ that is used to denote the thrust along the axis of rotation that acts directly opposite the weight of the helicopter in a blade element.
(3) HELICOPTER CHARACTERISTICS
Disc loading is the mass (M) of the helicopter divided by the area of the disc.
Blade loading is the mass divided by the total planform area of the blades.
The area of a rectangular blade is given by the chord multiplied by the blade tip radius. For tapered blades, the mean geometric chord is taken as an approximately equivalent chord.
Rotor solidity is the ratio of the total blade area to the disc area.
(4) PLANES, AXES AND REFERENCE SYSTEMS OF THE ROTOR
— Shaft axis: The physical axis of the rotor shaft (mast).
— Hub plane: A plane perpendicular to the shaft axis through the centre of the hub.
— Tip path plane: The plane traced out by the blade tips.
— Virtual rotation axis: The axis through the centre of the hub and perpendicular to the tip path plane.
— Rotor disc: The disc traced out by the blade tips in the tip path plane.
— Plane of rotation: The plane parallel to the tip path plane that acts through the hub centre.
(5) ANGLES OF THE BLADES, INDUCED VELOCITY
— Pitch angle of a blade element: The angle between the chord line of the element and its plane of rotation, sometimes called ‘local pitch angle’.
— Blade pitch angle: Taken to be equivalent to the pitch angle of the blade element found at 75 % of the blade radius.
— Flapping angle: The angle between the longitudinal axis of the blade and the hub plane.
— Coning angle: The angle between the longitudinal axis of the blade and the tip path plane. Induced velocity is that induced by the engine power perpendicular to the plane of rotation.
Aerodynamic forces on the blades and the rotor
The thrust from a blade (blade thrust) is the sum of the thrusts from each blade element.
The sum of the thrusts from all blades is the (total) rotor thrust acting perpendicular to the tip path in the direction of the virtual rotation axis.
The result of the induced drag forces on all the blade elements of all blades is a torque on the shaft which, multiplied by the angular velocity of the blade, gives the required induced power.
The result of the profile drag forces is a torque on the shaft which, multiplied by the angular velocity of the blade, gives the required profile power.
(6) TYPES OF ROTOR HUBS
There are basically four types of rotor hubs in use:
1. Teetering rotor or seesaw rotor: The two blades are connected together; the ‘hinge’ is on the shaft axis, and the head is underslung. A variation is the gimballed hub; the blades and the hub are attached to the rotor shaft by means of a gimbal or universal joint (Bell 47). It is sometimes called semi-rigid because there is no movement of the blade in a drag-wise sense.
2. Fully articulated rotor: There are more than two rotor blades and each has a flapping hinge, a lead-lag (drag) hinge, and a feathering hinge or bearing.
3. Hingeless rotor: There are no flapping or dragging hinges. They are replaced by flexible elements (virtual hinges) at some part of the blade radius which allow such movements. A feathering bearing allows feathering of the blade.
4. Bearingless rotor: There are no hinges or rotating bearings. Flapping and dragging movements are obtained with flexible elements called elastomeric hinges. Feathering is obtained by twisting the element.
When referring to their equipment, Airbus call this a ‘semi-articulated head’ (ref.: their training material).
Two remarks:
1. Hinge offset and equivalent hinge offset
The hinge offset is the distance between the shaft axis and the axis of the hinge. Hingeless and bearingless rotors have an equivalent hinge offset.
2. Elastomeric hinges
This bearing consists of alternate layers of elastomer and metal. The flexibility of the elastomer allows flapping, dragging and feathering.
(7) DRAG AND POWERS
Induced power is that required to generate the induced velocity in the rotor disc for the production of lift. For any given thrust, induced power is minimum when the induced velocity is uniform over the rotor disc. This can be approximated by using washout and ensuring that the blades are in track (a truly uniform velocity cannot be obtained).
Rotor profile drag results from those components acting in the opposite direction to the blade velocities (i.e. the sum of all the profile drags from each blade element). The power required to overcome it is rotor profile power (the sum of the powers required to overcome the torque).
Parasite drag is the drag from the helicopter fuselage including that from the rotor hub and all external equipment such as wheels, the winch, external loads, etc. (any drag from the tail rotor is included, but not from the rotor blades, which produce profile drag). The power to overcome this drag is parasite power.
In level flight at constant speed, induced power, rotor profile power and parasite power are summed to give the total power required to drive the main rotor.
Induced power and profile power for the tail rotor are summed to give the power required to drive the tail rotor.
The power required to drive auxiliary services, such as oil pumps and electrical generators, is called accessory or ancillary power. It includes the power required to overcome mechanical friction in transmissions.
The total power required in level flight at constant speed is the sum of all the above.
When transitioning from the hover, the power required decreases as speed increases. This is called translational lift.
The term limited power means that the total power required to hover out of ground effect (HOGE) is greater than the available power.
(8) PHASE ANGLE IN FLAPPING MOVEMENT OF THE BLADE
The movement of the cyclic control tilts the rotor disc in the direction of the intended movement of the helicopter.
For teetering heads, the flapping response is 90° later than the applied cyclic control movement (less than 90° for rotors with offset hinges).
The pitch mechanism consists of the swash plate, and for each blade the pitch mechanism consists of a pitch link attached to the swash plate and a pitch horn attached to the blade.
(9) AXES THROUGH THE CENTRE OF THE HELICOPTER
Longitudinal axis or roll axis: A straight line through the centre of gravity (CG) of the helicopter from the nose to the tail about which the helicopter can roll left or right.
Lateral axis, transverse axis or pitch axis: A straight line through the CG of the helicopter about which the helicopter can pitch its nose up or down (this axis is also perpendicular to the reference plane of the aircraft, which is the plane either side of which the components that constitute the major part of the aircraft are symmetrically disposed in the port and starboard sense).
Normal axis or yaw axis: A straight line perpendicular to the plane defined by the longitudinal and lateral axes and about which the helicopter can yaw.
Note that the term ‘mass’ is used to describe a quantity of matter, and ‘weight’ when describing the force. However, the term ‘weight’ is normally used in aviation to colloquially describe mass. The professional pilot should always note the units to determine whether the term ‘weight’ is being used to describe a force (e.g. unit newton) or quantity of matter (e.g. unit kilogram).
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Syllabus reference |
BK |
Syllabus details and associated Learning Objectives |
Aeroplane |
Helicopter |
IR |
CB-IR(A) |
BIR Exam |
BIR BK |
Remarks |
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ATPL |
CPL |
ATPL/IR |
ATPL |
CPL |
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080 00 00 00 |
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PRINCIPLES OF FLIGHT |
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082 00 00 00 |
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PRINCIPLES OF FLIGHT — HELICOPTERS |
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082 01 00 00 |
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SUBSONIC AERODYNAMICS |
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082 01 01 00 |
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Basic concepts, laws and definitions |
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082 01 01 01 |
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International system of units of measurement (SI) and conversion of SI units |
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(01) |
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List the fundamental quantities and units in SI, such as mass (kg), length (m), time (s). |
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(02) |
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Be able to convert imperial units to SI units and vice versa. |
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082 01 01 02 |
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Definitions and basic concepts of air |
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(01) |
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Describe air temperature and pressure as functions of height. |
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(02) |
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Define the International Standard Atmosphere (ISA). |
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(03) |
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Define air density, and explain the relationship between air density, pressure, and temperature. |
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(04) |
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Explain the influence of moisture content on air density. |
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(05) |
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Define pressure altitude and air density altitude. |
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082 01 01 03 |
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Newton’s laws |
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(01) |
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State and interpret Newton’s three laws of motion. |
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(02) |
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Distinguish between mass and weight, and their units. |
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082 01 01 04 |
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Basic concepts of airflow |
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(01) |
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Describe steady and unsteady airflow. |
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(02) |
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Define ‘streamline’ and ‘stream tube’. |
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(03) |
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Explain the principle of the continuity equation or the conservation of mass. |
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(04) |
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Describe the mass flow rate through a stream tube section. |
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(05) |
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State Bernoulli’s equation and use it to explain and define the relationship between static, dynamic and total pressure. |
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(06) |
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Define the stagnation point in the flow around an aerofoil, and explain the pressure obtained at the stagnation point. |
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(07) |
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Use the pitot system to explain the measurement of airspeed |
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(08) |
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Define ‘TAS’, ‘IAS’, and ‘CAS’. |
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(09) |
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Define two-dimensional airflow and its relationship to an aerofoil of infinite span (i.e. no blade tip vortices and, therefore, no induced drag). Explain the difference between two- and three‑dimensional airflows. |
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(10) |
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Explain that viscosity is a feature of any fluid (gas or liquid). |
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(11) |
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Explain the tangential friction between air and the surface of an aerofoil, and the development of a boundary layer. |
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(12) |
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Describe laminar and turbulent boundary layers and the transition from laminar to turbulent. Show the influence of the roughness of the surface on the position of the transition point. |
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082 01 02 00 |
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Two-dimensional airflow |
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082 01 02 01 |
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Aerofoil section geometry |
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(01) |
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Define the terms: ‘aerofoil section’, ‘aerofoil element’, ‘chord line’, ‘chord’, ‘thickness’, ‘thickness-to-chord ratio, ‘camber line’, ‘camber’, and ‘leading-edge radius’. |
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(02) |
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Describe symmetrical and asymmetrical aerofoil sections. |
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082 01 02 02 |
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Aerodynamic forces on aerofoil elements |
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(01) |
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Define the angle of attack (α). |
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(02) |
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Describe: — the resultant force from the pressure distribution and the friction at the element; — the resultant force from the boundary layers and the velocities in the wake; and — the loss of momentum due to friction forces. |
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(03) |
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Resolve the aerodynamic force into the components of lift (L) and drag (D). |
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(04) |
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Define the lift coefficient (CL) and the drag coefficient (CD). |
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(05) |
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Show that the CL is a function of the α. |
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(06) |
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Explain how drag is caused by pressure forces on the surfaces of an aerofoil and by friction in the boundary layers. Define the term ‘profile drag’. |
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(07) |
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Define the L–D ratio. |
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(08) |
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Use the lift and drag equations to show the influence of speed and density on lift and drag for a given α. |
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(09) |
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Define the action line of the aerodynamic force and the CP. |
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(10) |
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Know that symmetrical aerofoils have a CP that is approximately a quarter chord behind the leading edge. |
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082 01 02 03 |
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Stall |
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(01) |
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Explain the boundary layer separation when α increases beyond the onset of stall and the decrease of lift and the increase of drag. Define the ‘separation point’. |
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082 01 02 04 |
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Disturbances due to profile contamination |
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(01) |
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Explain ice contamination, the modification of the section profile and surfaces due to ice and snow, the influence on L and D and the L–D ratio, the influence on α (at stall onset), and the effect of the increase in weight. |
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(02) |
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Explain the effect of erosion by heavy rain on the blade and subsequent increase in profile drag. |
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082 01 03 00 |
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Three-dimensional airflow around a blade |
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082 01 03 01 |
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The blade |
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(01) |
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Describe the various blade planforms. |
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(02) |
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Define aspect ratio and blade twist. |
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082 01 03 02 |
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Airflow pattern and influence on lift (L) |
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(01) |
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Explain the spanwise flow around a blade and the appearance of blade tip vortices which are a loss of energy. |
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(02) |
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Show that the strength of the vortices increases as α and L increase. |
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(03) |
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Show that downwash causes vortices. |
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(04) |
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Define the relative airflow as the resultant of the undisturbed air velocity and induced velocity, and define α. |
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(05) |
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Explain the spanwise L distribution and the way in which it can be modified by twist (washout). |
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082 01 03 03 |
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Induced drag |
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(01) |
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Explain induced drag and the influence of α and aspect ratio. |
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082 01 03 04 |
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The airflow around the fuselage |
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(01) |
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Describe the fuselage and the external components that cause (parasite) drag, the airflow around the fuselage, and the influence of the pitch angle of the fuselage. Describe fuselage shapes that minimise drag. |
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(02) |
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Define profile drag as the sum of pressure (form) drag and skin friction drag. |
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(03) |
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Define ‘interference drag’. |
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(04) |
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Know the drag formula. |
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082 02 00 00 |
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TRANSONIC AERODYNAMICS and COMPRESSIBILITY EFFECTS |
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082 02 01 00 |
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Airflow speeds and velocities |
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082 02 01 01 |
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Speeds and Mach number |
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(01) |
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Define the speed of sound in air. |
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(02) |
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State that the speed of sound is proportional to the square root of the absolute temperature (in Kelvins). |
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(03) |
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Explain the variation in the speed of sound with altitude. |
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(04) |
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Define Mach number. |
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(05) |
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Explain the meaning of incompressibility and compressibility of air; relate this to the value of the Mach number. |
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(06) |
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Define high subsonic, transonic and supersonic flows in relation to the value of the Mach number. |
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082 02 01 02 |
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Shock waves |
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(01) |
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Describe shock waves in a supersonic flow and the changes in pressure and speed. |
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(02) |
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Describe the appearance of local supersonic flows on the surfaces of a blade. |
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082 02 01 03 |
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Influence of aerofoil section and blade planform |
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(01) |
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Explain the different shapes that allow higher Mach numbers without generating a shock wave on the upper surface, such as: reducing the section thickness-to-chord ratio; a planform with a sweep angle. |
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082 03 00 00 |
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ROTORCRAFT TYPES |
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082 03 01 00 |
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Rotorcraft |
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082 03 01 01 |
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Rotorcraft types |
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(01) |
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Explain the difference between an autogyro and a helicopter. |
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082 03 02 00 |
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Helicopters |
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082 03 02 01 |
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Helicopter configurations |
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(01) |
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Describe (briefly) the single-main-rotor helicopter and other configurations: tandem, coaxial, |
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082 03 02 02 |
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The helicopter, characteristics and associated terminology |
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(01) |
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Mention the tail rotor, the Fenestron, and the no tail rotor (NOTAR). |
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(02) |
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Define the rotor disc area and the blade area. |
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(03) |
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Describe the teetering rotor with its hinge axis on the shaft axis, and rotors with more than two blades with offset hinge axes. |
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(04) |
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Define the fuselage centre line and the three axes: roll, pitch, and normal (yaw). |
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(05) |
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Define gross weight and gross mass (and the units involved), disc and blade loading. |
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082 04 00 00 |
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MAIN-ROTOR AERODYNAMICS |
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082 04 01 00 |
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Hover flight outside ground effect |
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082 04 01 01 |
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Airflow through the rotor disc and around the blades |
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(01) |
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Based on Newton’s second law (momentum), explain that the upward vertical force from the disc, i.e. the rotor thrust, is the result of vertical downward velocities inside the rotor disc. |
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(02) |
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Explain why the production of the induced flow requires power applied to the shaft, i.e. induced power. Induced power is least if the induced velocities have the same value on the whole disc (i.e. there is uniformity of flow over the disc). |
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(03) |
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Explain why vertical rotor thrust must be higher than the weight of the helicopter because of the vertical drag on the fuselage. |
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(04) |
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Define the pitch angle and the α of a blade element. |
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(05) |
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Explain L and D relating to a blade element (including induced and profile drag). |
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(06) |
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Explain the necessity for collective pitch angle changes, the influence on the α and rotor thrust, and the need for blade feathering. |
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(07) |
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Describe the different blade shapes (as viewed from above). |
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(08) |
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Explain how profile drag on the blade elements generates a torque on the main shaft, and define the resulting rotor profile power. |
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(09) |
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Explain the influence of air density on the required powers. |
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082 04 01 02 |
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Anti-torque force and tail rotor |
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(01) |
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Using Newton’s third law (motion), explain the need for tail-rotor thrust, the required value being proportional to main-rotor torque. Show that tail-rotor power is proportional to tail‑rotor thrust. |
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(02) |
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Explain the necessity for feathering of the tail-rotor blades and their control by the yaw pedals, and the maximum and minimum values of the pitch angles of the blades. |
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082 04 01 03 |
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Total power required and hover outside ground effect (HOGE) |
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(01) |
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Define ancillary equipment and its power requirement. |
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(02) |
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Define the total power required. |
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(03) |
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Describe the influence of ambient pressure, temperature and moisture on the required power. |
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082 04 02 00 |
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Vertical climb |
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082 04 02 01 |
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Relative airflow and angles of attack (α) |
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(01) |
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Describe the dependence of the vertical climb speed on the opposite vertical air velocity relative to the rotor disk. |
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(02) |
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Explain how α is controlled by the collective pitch angle control. |
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082 04 02 02 |
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Power and vertical speed |
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(01) |
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Define total main-rotor power as the sum of parasite power, induced power, climb power, and rotor profile power. |
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(02) |
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Explain why the total main-rotor power required increases when the rate of climb increases. |
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082 04 03 00 |
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Forward flight |
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082 04 03 01 |
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Airflow and forces in uniform inflow distribution |
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(01) |
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Explain the assumption of a uniform inflow distribution on the rotor disc. |
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(02) |
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Show the upstream air velocities relative to the blade elements and the different effects on the advancing and retreating blades. Define the area of reverse flow. Explain the influence of forward speed on the circumferential speed of the blade tip. |
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(03) |
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Assuming constant pitch angles and rigid blade attachments, explain the roll moment from the asymmetric distribution of L. |
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(04) |
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Show that through cyclic feathering this imbalance could be eliminated by a low α (accomplished by a low pitch angle) on the advancing blade, and a high α (accomplished by a high pitch angle) on the retreating blade. |
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(05) |
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Describe the high air velocity at the advancing blade tip and the compressibility effects which limit maximum speed. |
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(06) |
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Describe the low air velocity on the retreating blade tip resulting from the difference between the circumferential speed and forward speed, the need for high α, and the onset of stall. |
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(07) |
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Define the blade tip speed ratio. |
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(08) |
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Explain the total rotor thrust that is perpendicular to the rotor disc and the need for tilting the thrust vector forward. |
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(09) |
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Explain the conditions of equilibrium in steady straight and level flight. |
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082 04 03 02 |
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The flare (powered flight) |
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(01) |
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Explain the flare in powered flight, the rearward tilt of the rotor disc and the thrust vector. Show the horizontal thrust component that is in the opposite direction to forward velocity. |
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(02) |
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State the increase in thrust due to the upward inflow, and show the modifications in the α. |
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(03) |
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Explain the increase in rotor rpm for a non‑governed rotor. |
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082 04 03 03 |
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Non-uniform inflow distribution in relation to inflow roll |
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(01) |
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Describe the inflow distribution which modifies α and L especially on the advancing and retreating blades. |
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082 04 03 04 |
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Power and maximum speed |
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(01) |
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Explain that the induced velocities and power values decrease as the speed of the helicopter increases. |
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(02) |
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Define profile drag and profile power, and the increase in their values with the speed of the helicopter. |
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(03) |
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Define parasite drag and parasite power, and the increase in their values with the speed of the helicopter. |
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(04) |
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Define total drag and its increase with the speed of the helicopter. |
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(05) |
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Describe the power required for the tail rotor and the power required by ancillary equipment. |
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(06) |
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Define the total power requirement as a sum of the above partial powers, and explain how it varies with the speed of the helicopter. |
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(07) |
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Explain the influence of helicopter mass, air density, and additional external equipment on the partial powers and the total power required. |
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(08) |
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Describe translational lift and show the decrease in required total power as the helicopter increases its speed from the hover. |
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082 04 04 00 |
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Hover and forward flight in ground effect |
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082 04 04 01 |
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Airflow in ground effect, downwash |
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(01) |
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Explain how the vicinity of the ground changes the downward flow pattern and the consequences on lift (thrust) at constant rotor power. Show that ground effect depends on the height of the rotor above the ground and the rotor diameter. Show the required rotor power at constant all-up mass (AUM) as a function of height above the ground. Describe the influence of forward speed. |
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082 04 05 00 |
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Vertical descent |
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082 04 05 01 |
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Vertical descent, power on |
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(01) |
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Describe the airflow around the rotor disc in a trouble-free vertical descent, power on, the airflow opposing the helicopter’s velocity, the relative airflow, and α. |
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(02) |
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Explain the vortex-ring state, also known as settling with power. State the approximate vertical descent speeds that allow the formation of vortex ring, related to the values of the induced velocities. |
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(03) |
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Describe the airflow relative to the blades, the root stall, the loss of lift at the blade tip, and the turbulence. Show the effect of raising the lever and describe the effects on the controls. |
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082 04 05 02 |
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Autorotation |
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(01) |
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State the need for early recognition and for a quick initiation of recovery. Describe the recovery actions. |
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(02) |
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Explain that the collective lever must be lowered quickly enough to avoid a rapid decay of rotor rpm due to drag on the blades, and explain the influence of rotational inertia of the rotor on the rate of decay. |
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(03) |
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Show the induced flow through the rotor disc, the rotational velocity and relative airflow, the inflow and inflow angles. |
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(04) |
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Show how the aerodynamic forces on the blade elements vary from root to tip and distinguish three zones: the inner stalled region, the middle driving region, and the driven region. |
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(05) |
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Explain the control of the rotor rpm with collective pitch. |
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(06) |
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Show the need for negative tail-rotor thrust with yaw control. |
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(07) |
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Explain the final increase in rotor thrust caused by raising the collective pitch to decrease the vertical descent speed and the decay in rotor rpm. |
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082 04 06 00 |
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Forward flight — autorotation |
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082 04 06 01 |
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Airflow at the rotor disc |
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(01) |
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Explain the factors that affect inflow angle and α, the autorotative power distribution, and the dissymmetry over the rotor disc in forward flight. |
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082 04 06 02 |
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Flight and landing |
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(01) |
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Show the effect of forward speed on the vertical descent speed. |
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(02) |
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Explain the effects of gross weight, rotor rpm, and altitude (density) on endurance and range. |
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(03) |
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Explain the manoeuvres for turning and touchdown. |
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(04) |
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Explain the height–velocity curves. |
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082 05 00 00 |
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MAIN-ROTOR MECHANICS |
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082 05 01 00 |
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Flapping of the blade in hover |
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082 05 01 01 |
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Intentionally left blank |
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082 05 01 02 |
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Centrifugal turning moment (CTM) |
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(01) |
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Describe the centrifugal forces on the mass elements of a blade with pitch applied and the components of those forces. Show how the forces generate a moment that tries to reduce the blade pitch angle. |
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(02) |
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Explain the methods of counteracting CTM with hydraulics, bias springs, and balance masses. |
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082 05 01 03 |
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Coning angle in the hover |
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(01) |
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Define the tip path plane and the coning angle. |
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(02) |
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Show how the equilibrium of the moments about the flapping hinge of lift (thrust) and of the centrifugal force determine the coning angle of the blade (the blade mass being negligible). |
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(03) |
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Justify the lower limit of rotor rpm. |
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(04) |
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Explain the effect of the mass of a blade on the tip path and the tracking. |
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082 05 02 00 |
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Flapping angles of the blade in forward flight |
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082 05 02 01 |
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Forces on the blade in forward flight without cyclic feathering |
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(01) |
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Assume rigid attachments of the blade to the hub and show the periodic lift, moment and stresses on the attachment, the ensuing metal fatigue, the roll moment on the helicopter, and justify the necessity for a flapping hinge. |
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(02) |
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Assume no cyclic pitch and describe the lift on the advancing and retreating blades. |
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(03) |
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State the azimuthal phase lag (90° or less) between the input (applied pitch) and the output (flapping angle). Explain flapback (the rearward tilting of the tip path plane and total rotor thrust). |
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082 05 02 02 |
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Cyclic pitch (feathering) in forward flight |
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(01) |
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Show that in order to assume and maintain forward flight, the total rotor thrust vector must obtain a forward component by tilting the tip path plane. |
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(02) |
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Show how the applied cyclic pitch modifies the lift on the advancing and retreating blades and produces the required forward tilting of the tip path plane and the total rotor thrust. |
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(03) |
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Show the cone described by the blades and define the virtual axis of rotation. Define the plane of rotation. |
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(04) |
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Define the reference system in which the movements are defined: the shaft axis and the hub plane. |
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(05) |
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Describe the swash plates, the pitch links and horns. Explain how the collective lever moves the non-rotating swash plate up or down the shaft axis. |
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(06) |
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Describe the mechanism by which the desired cyclic blade pitch can be produced by tilting the swash plate with the cyclic stick. |
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(07) |
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Explain the translational lift effect when the speed increases. |
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(08) |
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Justify the increase of the tilt angle of the thrust vector and of the disc in order to increase the speed. |
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082 05 03 00 |
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Blade-lag motion in forward flight |
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082 05 03 01 |
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Forces on the blade in the disc plane (tip path plane) in forward flight |
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(01) |
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Explain the Coriolis force due to flapping, the resulting periodic moments in the hub plane, and the resulting periodic stresses which make lead-lag hinges necessary to avoid material fatigue. |
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(02) |
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Describe the profile drag forces on the blade elements and the periodic variation of these forces. |
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082 05 03 02 |
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Intentionally left blank |
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082 05 03 03 |
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Ground resonance |
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(01) |
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Explain the movement of the CG of the blades due to lead-lag movements in the multi-bladed rotor. |
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(02) |
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Show the effect on the fuselage and the danger of resonance between this force and the fuselage and undercarriage when the gear touches the ground. |
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082 05 04 00 |
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Rotor systems |
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082 05 04 01 |
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See-saw or teetering rotor |
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(01) |
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Explain that a teetering rotor is prone to mast bumping in low-G situations, and that it is difficult to counteract because there is no lift force to provide sideways movement. |
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082 05 04 02 |
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Intentionally left blank |
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082 05 04 03 |
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Hingeless rotor, bearingless rotor |
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(01) |
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Show the forces on the flapping hinges with a large offset (virtual hinge) and the resulting moments, and compare them with other rotor systems. |
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082 05 05 00 |
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Blade sailing |
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082 05 05 01 |
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Blade sailing and causes |
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(01) |
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Define blade sailing, the influence of low rotor rpm and of a headwind. |
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082 05 05 02 |
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Minimising the danger |
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(01) |
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Describe actions that minimise danger and the demonstrated wind envelope for engaging and disengaging rotors. |
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082 05 05 03 |
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Droop stops |
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(01) |
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Explain the purpose of droop stops, and their retraction. |
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082 05 06 00 |
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Vibrations due to main rotor |
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082 05 06 01 |
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Intentionally left blank |
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082 05 06 02 |
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Intentionally left blank |
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082 06 00 00 |
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TAIL ROTORS |
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082 06 01 00 |
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Conventional tail rotor |
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082 06 01 01 |
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Intentionally left blank |
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082 06 01 02 |
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Tail-rotor aerodynamics |
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(01) |
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Explain the airflow around the blades in the hover and in forward flight, and the effects of the tip speeds on noise production and compressibility. |
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(02) |
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Explain the effect of wind on tail-rotor aerodynamics and thrust in the hover, and any problems. |
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(03) |
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Explain tail-rotor thrust and the control through pitch alterations (feathering). |
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(04) |
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Explain tail-rotor flapback, and the effects of Delta 3. |
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(05) |
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Describe the roll moment and drift as side effects of the tail rotor. |
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(06) |
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Explain the effects of tail-rotor failure. |
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(07) |
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Explain the loss of tail-rotor effectiveness (LTE), tail-rotor vortex-ring state, causes, crosswind, and yaw speed. |
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082 06 01 03 |
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Strakes on the tail boom |
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(01) |
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Describe the strake and explain its function. |
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082 07 00 00 |
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EQUILIBRIUM, STABILITY AND CONTROL |
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082 07 01 00 |
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Equilibrium and helicopter attitudes |
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082 07 01 01 |
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Hover |
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(01) |
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Explain why the vector sum of forces and moments must be zero in any acceleration-free situation. |
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(02) |
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Indicate the forces and the moments about the lateral axis in a steady hover. |
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|
X |
X |
X |
|
|
|
|
|
|
(03) |
|
Indicate the forces and the moments about the longitudinal axis in a steady hover. |
|
|
X |
X |
X |
|
|
|
|
|
|
(04) |
|
Deduce how the roll angle in a steady hover without wind results from the moments about the longitudinal axis. |
|
|
X |
X |
X |
|
|
|
|
|
|
(05) |
|
Explain how the cyclic is used to equalise moments about the lateral axis in a steady hover. |
|
|
X |
X |
X |
|
|
|
|
|
|
(06) |
|
Explain the consequence of the cyclic stick reaching its forward or aft limit during an attempt to take off to the hover. |
|
|
X |
X |
X |
|
|
|
|
|
|
(07) |
|
Explain the influence of density altitude on the equilibrium of forces and moments in a steady hover. |
|
|
X |
X |
X |
|
|
|
|
|
|
082 07 01 02 |
|
Forward flight |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain why the vector sum of forces and of moments must be zero in unaccelerated flight. |
|
|
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Indicate the forces and the moments about the lateral axis in steady straight and level flight. |
|
|
X |
X |
X |
|
|
|
|
|
|
(03) |
|
Explain the influence of AUM on the forces and moments about the lateral axis in forward flight. |
|
|
X |
X |
X |
|
|
|
|
|
|
(04) |
|
Explain the influence of the CG position on the forces and moments about the lateral axis in forward flight. |
|
|
X |
X |
X |
|
|
|
|
|
|
(05) |
|
Explain the role of the cyclic stick position in creating equilibrium of forces and moments about the lateral axis in forward flight. |
|
|
X |
X |
X |
|
|
|
|
|
|
(06) |
|
Explain how forward speed influences the fuselage attitude. |
|
|
X |
X |
X |
|
|
|
|
|
|
(07) |
|
Describe and explain the inflow roll effect. |
|
|
X |
X |
X |
|
|
|
|
|
|
082 07 02 00 |
|
Stability |
|
|
|
|
|
|
|
|
|
|
|
082 07 02 01 |
|
Static longitudinal, roll and directional stability |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Define static stability; give an example of static stability and of static instability. |
|
|
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Explain the contribution of the main rotor to speed stability. |
|
|
X |
X |
X |
|
|
|
|
|
|
(03) |
|
Describe the influence of the horizontal stabiliser on static longitudinal stability. |
|
|
X |
X |
X |
|
|
|
|
|
|
(04) |
|
Explain the effect of hinge offset on static stability. |
|
|
X |
X |
X |
|
|
|
|
|
|
(05) |
|
Describe the influence of the tail rotor on static directional stability. |
|
|
X |
X |
X |
|
|
|
|
|
|
(06) |
|
Describe the influence of the vertical stabiliser on static directional stability. |
|
|
X |
X |
X |
|
|
|
|
|
|
(07) |
|
Explain the influence of the main rotor on static roll stability. |
|
|
X |
X |
X |
|
|
|
|
|
|
(08) |
|
Describe the influence of the longitudinal position of the CG on static longitudinal stability. |
|
|
X |
X |
X |
|
|
|
|
|
|
082 07 02 02 |
|
Static stability in the hover |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe the initial movements of a hovering helicopter after the occurrence of a horizontal gust. |
|
|
X |
X |
X |
|
|
|
|
|
|
082 07 02 03 |
|
Dynamic stability |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Define dynamic stability; give an example of dynamic stability and of dynamic instability. |
|
|
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Explain why static stability is a precondition for dynamic stability. |
|
|
X |
X |
X |
|
|
|
|
|
|
082 07 02 04 |
|
Longitudinal stability |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain the individual contributions of α and speed stability together with the stabiliser and fuselage to dynamic longitudinal stability. |
|
|
X |
X |
X |
|
|
|
|
|
|
082 07 02 05 |
|
Roll stability and directional stability |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Know that a large static roll stability together with a small directional stability may lead to a Dutch roll. |
|
|
X |
X |
X |
|
|
|
|
|
|
082 07 03 00 |
|
Control |
|
|
|
|
|
|
|
|
|
|
|
082 07 03 01 |
|
Manoeuvre stability |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain how helicopter control can be limited because of available stick travel. |
|
|
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Explain how the CG position influences the remaining stick travel. |
|
|
X |
X |
X |
|
|
|
|
|
|
082 07 03 02 |
|
Control power |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain the meaning of the control moment. |
|
|
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Explain the importance of the CG position on the control moment. |
|
|
X |
X |
X |
|
|
|
|
|
|
(03) |
|
Explain the influence of hinge offset on controllability. |
|
|
X |
X |
X |
|
|
|
|
|
|
082 07 03 03 |
|
Static and dynamic rollover |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain the mechanism which causes dynamic rollover. |
|
|
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Explain the required pilot action when dynamic rollover is starting to develop. |
|
|
X |
X |
X |
|
|
|
|
|
|
082 08 00 00 |
|
HELICOPTER FLIGHT MECHANICS |
|
|
|
|
|
|
|
|
|
|
|
082 08 01 00 |
|
Flight limits |
|
|
|
|
|
|
|
|
|
|
|
082 08 01 01 |
|
Hover and vertical flight |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Show the power required for HOGE and HIGE, and the power available. |
|
|
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Explain the effects of AUM, ambient temperature and pressure, density altitude, and moisture. |
|
|
X |
X |
X |
|
|
|
|
|
|
(03) |
|
Describe the rate of climb in a vertical flight. |
|
|
X |
X |
X |
|
|
|
|
|
|
082 08 01 02 |
|
Forward flight |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Compare the power required and the power available as a function of speed in straight and level flight. |
|
|
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Define the maximum speed limited by power and the value relative to VNE and VNO. |
|
|
X |
X |
X |
|
|
|
|
|
|
(03) |
|
Use the power graph to determine the speeds of maximum rate of climb and the maximum angle of climb. |
|
|
X |
X |
X |
|
|
|
|
|
|
(04) |
|
Use the power graph to define true airspeed (TAS) for maximum range and maximum endurance, and consider the case of piston engine and turbine engine. Explain the effects of tailwind or headwind on the speed for maximum range. |
|
|
X |
X |
X |
|
|
|
|
|
|
(05) |
|
Explain the effects of AUM, pressure and temperature, density altitude, and humidity. |
|
|
X |
X |
X |
|
|
|
|
|
|
082 08 01 03 |
|
Manoeuvring |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Define the load factor, the radius, and the rate of turn. |
|
|
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Explain the relationship between the angle of bank, the airspeed and the radius of turn, and between the angle of bank and the load factor. |
|
|
X |
X |
X |
|
|
|
|
|
|
(03) |
|
Explain the influence of AUM, pressure and temperature, density altitude, and humidity. |
|
|
X |
X |
X |
|
|
|
|
|
|
082 08 02 00 |
|
Special conditions |
|
|
|
|
|
|
|
|
|
|
|
082 08 02 01 |
|
Operating with limited power |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain operations with limited power, use the power graph to show the limitations on vertical and level flight, and describe power checks and procedures for take-off and landing. |
|
|
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Describe manoeuvres with limited power. |
|
|
X |
X |
X |
|
|
|
|
|
|
082 08 02 02 |
|
Overpitch, overtorque |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe overpitching and show the consequences. |
|
|
X |
X |
X |
|
|
|
|
|
|
(02) |
|
Describe situations likely to lead to overpitching. |
|
|
X |
X |
X |
|
|
|
|
|
|
(03) |
|
Describe overtorquing and show the consequences. |
|
|
X |
X |
X |
|
|
|
|
|
|
(04) |
|
Describe situations likely to lead to overtorquing. |
|
|
X |
X |
X |
|
|
|
|
|
ED Decision 2020/018/R
|
Syllabus reference |
BK |
Syllabus details and associated Learning Objectives |
Aeroplane |
Helicopter |
IR |
CBIR(A) |
BIR Exam |
BIR BK |
Remarks |
|||
|
ATPL |
CPL |
ATPL/IR |
ATPL |
CPL |
||||||||
|
090 00 00 00 |
|
COMMUNICATIONS |
|
|
|
|
|
|
|
|
|
|
|
090 01 00 00 |
|
CONCEPTS |
|
|
|
|
|
|
|
|
|
|
|
090 01 01 00 |
|
Associated terms |
|
|
|
|
|
|
|
|
|
|
|
090 01 01 01 |
|
Meanings and significance |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Define commonly used air traffic services (ATS) terms for stations. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(02) |
|
Define commonly used ATS terms for communication methods. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(03) |
|
Recognise the terms used in conjunction with the approach and holding procedures. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
090 01 01 02 |
|
Air traffic services (ATS) abbreviations |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Define commonly used ATS abbreviations: flight conditions; airspace; services; time; VFR-related terms; IFR-related terms; miscellaneous. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
090 01 01 03 |
|
Q-code groups commonly used in radiotelephony (RT) air-ground communications |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Define Q-code groups commonly used in RT air-ground communications: pressure settings; directions and bearings. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(02) |
|
State the procedure for obtaining bearing information in flight. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
090 01 01 04 |
|
Categories of messages |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Identify to which category of messages a type of message belongs and identify the associated priority indicator. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
090 02 00 00 |
|
GENERAL OPERATING PROCEDURES |
|
|
|
|
|
|
|
|
|
|
|
090 02 01 00 |
|
Transmission standards |
|
|
|
|
|
|
|
|
|
|
|
090 02 01 01 |
|
Transmission of letters |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Know the phonetic alphabet used in RT. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(02) |
|
Identify the circumstances when words should be spelt out. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
090 02 01 02 |
|
Transmission of numbers |
|
|
|
|
|
|
|
|
|
|
|
(01)
|
|
Describe the method of transmission of numbers: pronunciation; single digits, whole hundreds and whole thousands; state how numbers are transmitted in different circumstances. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
090 02 01 03 |
|
Transmission of time |
|
|
|
|
|
|
|
|
|
|
|
(01)
|
|
Describe the ways of transmitting time: the standard time reference is the Coordinated Universal Time (UTC); using only minutes, or minutes and hours, when required. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(02) |
|
Describe the different ways in which time is to be transmitted. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
090 02 01 04 |
|
Transmission techniques |
|
|
|
|
|
|
|
|
|
|
|
(01)
|
X |
Explain the techniques used for making good RT transmissions. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
090 02 01 05 |
|
Standard words and phrases |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Define the meaning of standard words and phrases. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(02) |
|
Recognise, describe and use the correct standard phraseology for each phase of a VFR flight (consider communication with each type of aeronautical station): before taxi; taxi; departure; en route; circuit; final; landing; after landing. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(03) |
|
Recognise, describe and use the correct standard phraseology for each phase of an IFR flight, including PBN operations (consider communication with each type of aeronautical station): before pushback or taxi; pushback; taxi; departure; en route; approach; final approach; landing; after landing. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(04) |
|
Explain phraseology for the selective calling system (SELCAL) and aircraft communications addressing and reporting system (ACARS). |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(05) |
|
Explain traffic alert and collision avoidance system (TCAS) phraseology. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
090 02 01 06 |
|
RT call signs for aeronautical stations including use of abbreviated call signs |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Name the two parts of the call sign of an aeronautical station. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(02) |
|
Identify the call-sign suffixes for aeronautical stations. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(03) |
|
Explain when the call sign may be omitted or abbreviated to the use of suffix only. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
090 02 01 07 |
|
RT call signs for aircraft including use of abbreviated call signs |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe the three different ways to compose an aircraft call sign. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(02) |
|
Describe the abbreviated forms for aircraft call signs. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(03) |
|
Explain when aircraft call signs may be abbreviated. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(04) |
|
Explain when the suffix ‘HEAVY’ or ‘SUPER’ is used with an aircraft call sign. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(05) |
|
Explain the use of the phrase ‘Change your call sign to…’. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(06) |
|
Explain the use of the phrase ‘Revert to flight plan call sign’. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
090 02 01 08 |
|
Transfer of communication |
|
|
|
|
|
|
|
|
|
|
|
(01)
|
|
Describe the procedure for transfer of communication: by ground station; by aircraft. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
090 02 01 09 |
|
Test procedures including readability scale |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain how to test radio transmission and reception. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(02) |
|
State the readability scale and explain its meaning. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
090 02 01 10 |
|
Read-back and acknowledgement requirements |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe the requirement to read back ATC route clearances. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(02) |
|
Describe the requirement to read back clearances related to the runway in use. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(03) |
|
Describe the requirement to read back other clearances including conditional clearances. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
(04) |
|
Describe the requirement to read back other data such as runway, secondary surveillance radar (SSR) codes, etc. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
090 02 01 11 |
|
Radar procedural phraseology |
|
|
|
|
|
|
|
|
|
|
|
(01)
|
|
Use the correct phraseology for an aircraft receiving a radar service: radar identification; radar vectoring; traffic information and avoidance; SSR procedures. |
X |
X |
X |
X |
X |
X |
X |
3 |
2 |
|
|
090 02 01 12 |
|
Level changes and reports |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Use the correct term to describe vertical position in relation to: flight level (standard pressure setting); altitude (metres/feet on QNH); height (metres/feet on QFE). |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
090 02 01 13 |
|
Data link messages |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
List the different types of messages of the controller–pilot data link communications (CPDLC) function and give examples of data link messages. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(02) |
|
Describe a notification phase (LOG ON) and state its purpose. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(03) |
|
Explain the phrases to be used: when voice communication is used to correct a CPDLC message; in case of single CPDLC message failure; when CPDLC has failed; when reverting from CPDLC to voice communication. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
090 03 00 00 |
|
RELEVANT WEATHER INFORMATION |
|
|
|
|
|
|
|
|
|
|
|
090 03 01 00 |
|
Aerodrome weather |
|
|
|
|
|
|
|
|
|
|
|
090 03 01 01 |
|
Aerodrome weather terms |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
List the contents of aerodrome weather reports and state units of measurement used for each item: wind direction and speed; variation of wind direction and speed; visibility; present weather; cloud amount and type (including the definition of cloud and visibility OK (CAVOK); air temperature and dew point; pressure values (QNH, QFE); supplementary information (aerodrome warnings, landing runway, runway conditions, restrictions, obstructions, wind-shear warnings, etc.). |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
090 03 01 02 |
|
Weather broadcast |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
List the sources (VOLMET and ATIS units) of weather information available for aircraft in flight, and describe situation(s) in which a pilot would normally obtain each. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(02) |
X |
Explain the meaning of the acronyms ‘D-ATIS’, ‘ATIS’, and ‘VOLMET’. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(03) |
|
Explain and demonstrate how to decode ATIS messages. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(04) |
|
Explain and demonstrate how to decode D-ATIS messages. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
090 04 00 00 |
|
VOICE COMMUNICATION FAILURE |
|
|
|
|
|
|
|
|
|
|
|
090 04 01 00 |
|
Required action |
|
|
|
|
|
|
|
|
|
|
|
090 04 01 01 |
|
Action required to be taken in case of communication failure |
|
|
|
|
|
|
|
|
|
|
|
(01)
|
|
State the action to be taken in case of communication failure on a controlled VFR flight. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(02) |
|
Identify the frequencies to be used in an attempt to establish communication. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(03) |
|
State the additional information that should be transmitted in the event of receiver failure. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(04) |
|
Identify the SSR code that may be used to indicate communication failure. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(05) |
|
Explain the action to be taken by a pilot that experiences a communication failure in the aerodrome traffic pattern at controlled aerodromes. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(06) |
|
Describe the action to be taken in case of communication failure on an IFR flight. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(07) |
|
Describe the action to be taken in case of communication failure on an IFR flight when flying in visual meteorological conditions (VMC) and the flight will be terminated in VMC. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(08) |
|
Describe the action to be taken in case of communication failure on an IFR flight when flying in instrument meteorological conditions (IMC). |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(09) |
|
Explain the causes and possible safety impacts of a blocked frequency. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
090 05 00 00 |
|
DISTRESS AND URGENCY PROCEDURES |
|
|
|
|
|
|
|
|
|
|
|
090 05 01 00 |
|
Signals and procedures |
|
|
|
|
|
|
|
|
|
|
|
090 05 01 01 |
|
Distress |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State the DISTRESS signal(s) and DISTRESS procedure(s). |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(02) |
|
Define ‘DISTRESS’. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(03) |
|
Identify the frequencies that should be used by aircraft in DISTRESS. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(04) |
|
Specify the emergency SSR codes that may be used by aircraft, and the meaning of the codes. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(05) |
|
Describe the action to be taken by the station which receives a DISTRESS message. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(06) |
|
Describe the action to be taken by all other stations when a DISTRESS procedure is in progress. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(07) |
|
List the correctly sequenced elements of a DISTRESS signal/message and describe the message content. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(08) |
|
Describe the use of discrete frequencies (DEF) in case of distress or urgency. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(09) |
|
State that DISTRESS messages take priority over all other messages. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
090 05 01 02 |
|
Urgency |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
State the URGENCY signal(s) and URGENCY procedure(s). |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(02) |
|
Define ‘URGENCY’. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(03) |
|
Identify the frequencies that should be used by aircraft in URGENCY. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(04) |
|
Describe the action to be taken by the station which receives an URGENCY message. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(05) |
|
Describe the action to be taken by all other stations when an URGENCY procedure is in progress. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(06) |
|
List the correctly sequenced elements of an URGENCY signal/message and describe the message content. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(07) |
|
State that URGENCY messages take priority over all other messages except DISTRESS. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
090 06 00 00 |
|
VHF PROPAGATION AND ALLOCATION OF FREQUENCIES |
|
|
|
|
|
|
|
|
|
|
|
090 06 01 00 |
|
General principles |
|
|
|
|
|
|
|
|
|
|
|
090 06 01 01 |
|
Spectrum, bands, range |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Describe the radio-frequency spectrum with particular reference to VHF. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(02) |
|
Describe the radio-frequency spectrum of the bands into which the radio-frequency spectrum is divided. |
X |
X |
X |
X |
X |
X |
X |
|
3 |
|
|
(03) |
|
Identify the frequency range of the VHF band. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(04) |
|
State the band normally used for aeronautical mobile service (AMS) voice communication. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(05) |
|
State the frequency separation allocated between consecutive VHF frequencies. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(06) |
|
List the factors which reduce the effective range and quality of VHF radio transmissions. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
090 07 00 00 |
|
Other communications |
|
|
|
|
|
|
|
|
|
|
|
090 07 01 00 |
|
Weather observations, Morse code |
|
|
|
|
|
|
|
|
|
|
|
090 07 01 01 |
|
Meteorological observations |
|
|
|
|
|
|
|
|
|
|
|
(01) |
|
Explain when aircraft routine meteorological observations should be made. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
(02) |
|
Explain when aircraft special meteorological observations should be made. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
|
090 07 01 02 |
|
Use of Morse code |
|
|
|
|
|
|
|
|
|
|
|
(01) |
X |
Describe and list Morse code. |
X |
X |
X |
X |
X |
X |
X |
|
|
|
|
(02) |
|
Find the Morse code identifiers of radio navigation aids (VHF omnidirectional radio range (VOR), distance‑measuring equipment (DME), non-directional radio beacon (NDB), instrument landing system (ILS)) using aeronautical charts. |
X |
X |
X |
X |
X |
X |
X |
3 |
|
|
SUBJECT AREA 100 – KNOWLEDGE, SKILLS AND ATTITUDES (KSA)
ED Decision 2020/018/R
|
Syllabus reference |
Syllabus details and associated Learning Objectives |
Aeroplane |
Helicopter |
|||
|
ATPL |
CPL |
ATPL/IR |
ATPL |
CPL |
||
|
100 00 00 00 |
KNOWLEDGE, SKILLS AND ATTITUDES (KSA) |
|
|
|
|
|
|
100 01 00 00 |
ICAO CORE COMPETENCIES |
|
|
|
|
|
|
(01) |
Recognise the ICAO Core Competencies listed below and the associated competency descriptions (ICAO Doc 9995 ‘Manual of Evidence-based Training’): Application of Procedures; Communication; Aircraft Flight Path Management, automation; Aircraft Flight Path Management, manual control; Leadership and Teamwork; Problem Solving and Decision Making; Situation Awareness; Workload Management. |
X |
X |
X |
X |
X |
|
100 02 00 00 |
CORE COMPETENCIES LEARNING OBJECTIVES |
|
|
|
|
|
|
100 02 01 00 |
Communication |
|
|
|
|
|
|
(01) |
Show the ability to identify whether the recipient is ready and able to receive the information. |
X |
X |
X |
X |
X |
|
(02) |
Show the ability to appropriately select what, when, how and with whom to communicate. |
X |
X |
X |
X |
X |
|
(03) |
Show the ability to communicate clearly, accurately and concisely. |
X |
X |
X |
X |
X |
|
(04) |
Show the ability to confirm whether the recipient correctly understands important information. |
X |
X |
X |
X |
X |
|
(05) |
Show the ability to listen actively and show you understand the information you receive. |
X |
X |
X |
X |
X |
|
(06) |
Show the ability to ask relevant and effective questions. |
X |
X |
X |
X |
X |
|
(07) |
Show the ability to adhere to standard radio-telephony phraseology. |
X |
X |
X |
X |
X |
|
(08) |
Show the ability to accurately read, interpret, construct and respond to given documentation in English. |
X |
X |
X |
X |
X |
|
(09) |
Show the ability to correctly interpret non-verbal communication. |
X |
X |
X |
X |
X |
|
(10) |
Show the ability to use appropriate eye contact, body movement and gestures that are consistent with and support verbal messages. |
X |
X |
X |
X |
X |
|
100 02 02 00 |
Leadership and teamwork |
|
|
|
|
|
|
(01) |
Show the ability to create an atmosphere of open communication that encourages participation. |
X |
X |
X |
X |
X |
|
(02) |
Show the initiative and the ability to give directions when required. |
X |
X |
X |
X |
X |
|
(03) |
Show the ability to admit mistakes and take responsibility. |
X |
X |
X |
X |
X |
|
(04) |
Show the ability to anticipate and respond appropriately to others’ needs. |
X |
X |
X |
X |
X |
|
(05) |
Show the ability to carry out instructions when directed. |
X |
X |
X |
X |
X |
|
(06) |
Show the ability to communicate relevant concerns and intentions. |
X |
X |
X |
X |
X |
|
(07) |
Show the ability to give and receive feedback constructively. |
X |
X |
X |
X |
X |
|
(08) |
Show empathy, respect and tolerance for others. |
X |
X |
X |
X |
X |
|
(09) |
Show the ability to engage others in planning and to allocate activities fairly and appropriately according to others’ abilities. |
X |
X |
X |
X |
X |
|
(10) |
Show the ability to address and resolve conflicts and disagreement in a constructive manner. |
X |
X |
X |
X |
X |
|
(11) |
Show the ability to project self-control. |
X |
X |
X |
X |
X |
|
100 02 03 00 |
Problem-solving and decision-making |
|
|
|
|
|
|
(01) |
Show the ability to seek accurate and adequate information from appropriate sources. |
X |
X |
X |
X |
X |
|
(02) |
Show the ability to identify and verify what and why things have gone wrong. |
X |
X |
X |
X |
X |
|
(03) |
Show the ability to employ proper problem-solving strategies. |
X |
X |
X |
X |
X |
|
(04) |
Show the ability to persevere in working through problems. |
X |
X |
X |
X |
X |
|
(05) |
Show the ability to use appropriate and timely decision-making processes. |
X |
X |
X |
X |
X |
|
(06) |
Show the ability to set priorities appropriately. |
X |
X |
X |
X |
X |
|
(07) |
Show the ability to identify and consider options effectively. |
X |
X |
X |
X |
X |
|
(08) |
Show the ability to monitor, review and adapt decisions as required. |
X |
X |
X |
X |
X |
|
(09) |
Show the ability to identify and manage risks. |
X |
X |
X |
X |
X |
|
100 02 04 00 |
Situation awareness |
|
|
|
|
|
|
(01) |
Demonstrate the ability to identify and assess accurately the general environment as it may affect the operation. |
X |
X |
X |
X |
X |
|
(02) |
Demonstrate the ability to identify threats, errors and undesirable aircraft states. |
X |
X |
X |
X |
X |
|
(03) |
Demonstrate the ability to manage threats, errors and undesirable aircraft states. |
X |
X |
X |
X |
X |
|
100 02 05 00 |
Workload management |
|
|
|
|
|
|
(01) |
Show the ability to maintain self-control. |
X |
X |
X |
X |
X |
|
(02) |
Show the ability to plan, prioritise and schedule tasks effectively. |
X |
X |
X |
X |
X |
|
(03) |
Show the ability to manage time effectively when carrying out tasks. |
X |
X |
X |
X |
X |
|
(04) |
Show the ability to offer and accept assistance, delegate when necessary and ask for help early. |
X |
X |
X |
X |
X |
|
(05) |
Show the ability to manage interruptions, distractions, variations and failures effectively. |
X |
X |
X |
X |
X |
|
100 03 00 00 |
ADDITIONAL THREAT AND ERROR MANAGEMENT (TEM) RELATED LEARNING OBJECTIVES |
|
|
|
|
|
|
100 03 01 00 |
Application of knowledge |
|
|
|
|
|
|
(01) |
Demonstrate the ability to complete pre-flight planning in practical exercises. |
X |
X |
X |
X |
X |
|
(02) |
Demonstrate the KSA and TEM relating to phases of flight in the ground training environment. |
X |
X |
X |
X |
X |
|
100 03 02 00 |
Upset prevention and recovery training (UPRT) and resilience |
|
|
|
|
|
|
|
Note: Resilience is defined as ‘the ability to recognise, absorb and adapt to disruptions’. |
|
|
|
|
|
|
(01) |
Recognise potential upset ‘threats’ and suggest effective ‘threat management’ in scenario situations. |
X |
X |
|
|
|
|
(02) |
Recognise potential upset ‘errors’ and suggest effective ‘error management’ in scenario situations. |
X |
X |
|
|
|
|
(03) |
Explain the causes of and contributing factors to upsets. |
X |
X |
|
|
|
|
(04) |
Demonstrate resilience during scenario and/or other exercises. |
X |
X |
X |
X |
X |
|
(05) |
Show the ability to identify the signs and discuss the effects of stress, fatigue and aviation lifestyle on situation awareness, and how to cope with them in order to maintain situation awareness. |
X |
X |
X |
X |
X |
|
100 04 00 00 |
MENTAL MATHS |
|
|
|
|
|
|
|
Note: Demonstrate, in non-calculator test scenarios or scenario exercises, the ability in a time-efficient manner to make correct mental calculation approximations for the following. |
|
|
|
|
|
|
(01) |
Convert between volumes and masses of fuel using range of units. |
X |
X |
X |
X |
X |
|
(02) |
Estimate time, distance and speed. |
X |
X |
X |
X |
X |
|
(03) |
Estimate the rate of climb or rate of descent, distance and time. |
X |
X |
|
|
|
|
(04) |
Add or subtract time, distance, and fuel mass. |
X |
X |
X |
X |
X |
|
(05) |
Calculate fuel burn given time and fuel flow. |
X |
X |
X |
X |
X |
|
(06) |
Calculate the time available (for decision-making) given relevant fuel information. |
X |
X |
X |
X |
X |
|
(07) |
Determine the top of descent using a simple method that is described by the approved training organisation (ATO). |
X |
X |
|
|
|
|
(08) |
Determine the values that vary by a percentage, e.g. dry-to-wet landing distance and fuel burn. |
X |
X |
X |
X |
X |
|
(09) |
Estimate heights at distances on a 3-degree glideslope. |
X |
X |
X |
X |
X |
|
(10) |
Estimate headings using the 1-in-60 rule. |
X |
X |
X |
X |
X |
|
(11) |
Estimate headwind and crosswind components given wind speed and direction and runway in use. |
X |
X |
X |
X |
X |
ED Decision 2016/008/R
(b) Airships
SYLLABUS OF THEORETICAL KNOWLEDGE FOR CPL AND IR
The applicable items for each licence or rating are marked with ‘x’. An ‘x’ on the main title of a subject means that all the subdivisions are applicable.
|
|
CPL |
IR |
|
|
1. |
AIR LAW AND ATC PROCEDURES |
x |
|
|
|
INTERNATIONAL LAW: CONVENTIONS, AGREEMENTS AND ORGANISATIONS |
|
|
|
|
AIRWORTHINESS OF AIRCRAFT |
|
|
|
|
AIRCRAFT NATIONALITY AND REGISTRATION MARKS |
|
|
|
|
PERSONNEL LICENSING |
|
x |
|
|
RULES OF THE AIR |
|
x |
|
|
PROCEDURES FOR AIR NAVIGATION SERVICES: AIRCRAFT OPERATIONS |
|
x |
|
|
AIR TRAFFIC SERVICES AND AIR TRAFFIC MANAGEMENT |
|
x |
|
|
AERONAUTICAL INFORMATION SERVICE |
|
x |
|
|
AERODROMES |
|
x |
|
|
FACILITATION |
|
|
|
|
SEARCH AND RESCUE |
|
|
|
|
SECURITY |
|
|
|
|
AIRCRAFT ACCIDENT AND INCIDENT INVESTIGATION |
|
|
|
2. |
AIRSHIP GENERAL KNOWLEDGE: ENVELOPE, AIRFRAME AND SYSTEMS, ELECTRICS, POWERPLANT AND EMERGENCY EQUIPMENT |
x |
|
|
|
DESIGN, MATERIALS, LOADS AND STRESSES |
|
|
|
|
ENVELOPE AND AIRBAGS |
|
|
|
|
FRAMEWORK |
|
|
|
|
GONDOLA |
|
|
|
|
FLIGHT CONTROLS |
|
|
|
|
LANDING GEAR |
|
|
|
|
HYDRAULICS AND PNEUMATICS |
|
|
|
|
HEATING AND AIR CONDITIONING |
|
|
|
|
FUEL SYSTEM |
|
|
|
|
PISTON ENGINES |
|
|
|
|
TURBINE ENGINES (BASICS) |
|
|
|
|
ELECTRICS |
|
|
|
|
FIRE PROTECTION AND DETECTION SYSTEMS |
|
|
|
|
MAINTENANCE |
|
|
|
3. |
AIRSHIP GENERAL KNOWLEDGE: INSTRUMENTATION |
x |
|
|
|
SENSORS AND INSTRUMENTS |
|
|
|
|
MEASUREMENT OF AIR DATA AND GAS PARAMETERS |
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MAGNETISM: DIRECT READING COMPASS AND FLUX VALVE |
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GYROSCOPIC INSTRUMENTS |
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COMMUNICATION SYSTEMS |
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ALERTING SYSTEMS |
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INTEGRATED INSTRUMENTS: ELECTRONIC DISPLAYS |
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FLIGHT MANAGEMENT SYSTEM (GENERAL BASICS) |
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DIGITAL CIRCUITS AND COMPUTERS |
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4. |
FLIGHT PERFORMANCE AND PLANNING |
x |
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4.1. |
MASS AND BALANCE: AIRSHIPS |
x |
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PURPOSE OF MASS AND BALANCE CONSIDERATIONS |
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LOADING |
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FUNDAMENTALS OF CG CALCULATIONS |
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MASS AND BALANCE DETAILS OF AIRCRAFT |
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DETERMINATION OF CG POSITION |
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PASSENGER, CARGO AND BALLAST HANDLING |
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4.2. |
FLIGHT PLANNING AND FLIGHT MONITORING |
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FLIGHT PLANNING FOR VFR FLIGHTS |
x |
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FLIGHT PLANNING FOR IFR FLIGHTS |
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x |
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FUEL PLANNING |
x |
x |
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PRE-FLIGHT PREPARATION |
x |
x |
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ATS FLIGHT PLAN |
x |
x |
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FLIGHT MONITORING AND IN-FLIGHT RE-PLANNING |
x |
x |
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4.3. |
PERFORMANCE: AIRSHIPS |
x |
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AIRWORTHINESS REQUIREMENTS |
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BASICS OF AIRSHIP PERFORMANCE |
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DEFINITIONS AND TERMS |
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STAGES OF FLIGHT |
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USE OF FLIGHT MANUAL |
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5. |
HUMAN PERFORMANCE |
x |
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HUMAN FACTORS: BASIC CONCEPTS |
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BASIC AVIATION PHYSIOLOGY AND HEALTH MAINTENANCE |
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BASIC AVIATION PSYCHOLOGY |
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6. |
METEOROLOGY |
x |
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THE ATMOSPHERE |
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WIND |
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THERMODYNAMICS |
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CLOUDS AND FOG |
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PRECIPITATION |
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AIR MASSES AND FRONTS |
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PRESSURE SYSTEMS |
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CLIMATOLOGY |
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FLIGHT HAZARDS |
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METEOROLOGICAL INFORMATION |
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7. |
NAVIGATION |
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7.1. |
GENERAL NAVIGATION |
x |
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BASICS OF NAVIGATION |
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MAGNETISM AND COMPASSES |
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CHARTS |
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DR NAVIGATION |
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IN-FLIGHT NAVIGATION |
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7.2. |
RADIO NAVIGATION |
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BASIC RADIO PROPAGATION THEORY |
x |
x |
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RADIO AIDS |
x |
x |
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RADAR |
x |
x |
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INTENTIONALLY LEFT BLANK |
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AREA NAVIGATION SYSTEMS AND RNAV/FMS |
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x |
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GNSS |
x |
x |
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8. |
OPERATIONAL PROCEDURES AIRSHIP |
x |
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GENERAL REQUIREMENTS |
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SPECIAL OPERATIONAL PROCEDURES AND HAZARDS (GENERAL ASPECTS) |
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EMERGENCY PROCEDURES |
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9. |
PRINCIPLES OF FLIGHT |
x |
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9.1. |
PRINCIPLES OF FLIGHT: AIRSHIPS |
x |
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BASICS OF AEROSTATICS |
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BASICS OF SUBSONIC AERODYNAMICS |
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AERODYNAMICS OF AIRSHIPS |
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STABILITY |
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CONTROLLABILITY |
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LIMITATIONS |
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PROPELLERS |
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BASICS OF AIRSHIP FLIGHT MECHANICS |
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10. |
COMMUNICATIONS |
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10.1. |
VFR COMMUNICATIONS |
x |
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DEFINITIONS |
x |
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GENERAL OPERATING PROCEDURES |
x |
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RELEVANT WEATHER INFORMATION TERMS (VFR) |
x |
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ACTION REQUIRED TO BE TAKEN IN CASE OF COMMUNICATION FAILURE |
x |
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DISTRESS AND URGENCY PROCEDURES |
x |
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GENERAL PRINCIPLES OF VHF PROPAGATION AND ALLOCATION OF FREQUENCIES |
x |
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10.2. |
IFR COMMUNICATIONS |
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DEFINITIONS |
|
x |
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GENERAL OPERATING PROCEDURES |
|
x |
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ACTION REQUIRED TO BE TAKEN IN CASE OF COMMUNICATION FAILURE |
|
x |
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DISTRESS AND URGENCY PROCEDURES |
|
x |
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RELEVANT WEATHER INFORMATION TERMS (IFR) |
|
x |
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GENERAL PRINCIPLES OF VHF PROPAGATION AND ALLOCATION OF FREQUENCIES |
|
x |
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MORSE CODE |
|
x |
GM1 FCL.310; FCL.515(b); FCL.615(b); FCL.835(d) Theoretical knowledge examinations
ED Decision 2020/018/R
EXPLANATION OF THE VERBS USED IN THE BENJAMIN BLOOM TAXONOMY
(a) The depth or level of learning to be achieved during the training and the corresponding level of attainment to be examined or assessed is based on the following taxonomy. In each case, the level of knowledge or skill is signified by the learning objective (LO) verb.
(b) The majority of the LOs relate to the cognitive domain. The taxonomy described by B. Bloom (1956) and Anderson & Krathwohl (2001) has been used as the standard.
(c) The six sequential increasing levels of required cognitive learning are identified by the LO verb. Hence the lowest level ‘remember’ is signified by verbs such as ‘state’, ‘list’, ‘define’ and ‘recall’ whilst the next higher level of ‘understand’ is signified by verbs such as ‘describe’ and ‘explain’. The third level of ‘apply’ is signified by the verbs ‘calculate’, ‘interpret’, ‘relate’ and ‘solve’. However, the higher levels of ‘analyse’, which would be signified by the verbs ‘plan’ or ‘discuss’ and ‘evaluate’ and ‘create’ are less common due at least partially to questions presently possible in the ECQB examination.
(d) The LOs used in Area 100 KSA differ in that they require a combination of knowledge and skills. However, the ‘skill’ level does not relate to Bloom’s psychomotor taxonomy but is more closely aligned to the higher taxonomy levels required in medicine, because knowledge and skills must be combined by the student pilot in a strategy.
(e) The verbs ‘demonstrate’ and ‘show’, with their meanings defined below, have therefore been used to supplement the cognitive LO verbs for the Area 100 KSA LOs.
(1) ‘Demonstrate’ means the selection and use of the appropriate knowledge, skills and attitudes within a strategy to achieve an effective outcome. It signifies a high taxonomy level and would normally be assessed using multiple indicators from more than one core competency.
(2) ‘Show’ means the attainment of knowledge, skill or attitude. It signifies a lower taxonomy level than ‘demonstrate’ and would normally be assessed by a single indicator.’
Regulation (EU) No 1178/2011
An applicant for a CPL shall have completed theoretical knowledge instruction and flight instruction at an ATO, in accordance with Appendix 3 to this Part.
Regulation (EU) No 1178/2011
An applicant for a CPL shall pass a skill test in accordance with Appendix 4 to this Part to demonstrate the ability to perform, as PIC of the appropriate aircraft category, the relevant procedures and manoeuvres with the competency appropriate to the privileges granted.