Aircraft Operations Flashcards

Question

What is the boundary layer?

Answer 1

The air directly in contact with the surface on an aerofoil

Answer 2

Laminar N.B. An aerofoil designed for minimum drag and a smooth flow of the boundary layer is called a laminar aerofoil

Answer 3

Transition point

Answer 4

Separation point

Answer 5

- As of flow over the top of an aerofoil becomes turbulent, its velocity reduces. Bernoullis principle - this increases pressure - As pressure above and below the wing equalises, lift is reduced and is eventually lost all together, causing the aerofoil to stall

Answer 6

When the critical angle of attack is exceeded - for most aerofoil, this is around 15º N.B. The angle of attack can be simply described as the difference between where a wing is pointing and where it is going

Answer 7

As angle of bank increases, the stalling speed increases significantly

Answer 8

- ACFT handling will change, often the controls will become heavy and the airframe will buffet. - Many ACFT fitted with a stall warner device - Larger ACFT sometimes fitted with mechanical stick shaker

Answer 9

In almost all circumstances, pushing the control column forwards will reduce angle of attack and un-stall ACFT N.B. Mandatory for student pilots to be taught stall awareness and recovery techniques before first solo

Answer 10

Pitches Elevators N.B. Easing the control column backwards raises the nose, easing forward lowers it, relative to the horizon

Answer 11

Rolls Ailerons N.B. Turning the control column to the left rolls the ACFT to the left. Turning it right rolls the ACFT to the right

Answer 12

Yaws Rudder N.B. Pressing the left rudder causes the nose of the ACFT to turn left and vice versa for the right pedal

Answer 13

- Ailerons - adverse yaw - Rudder - adverse roll

Answer 14

Aileron and elevator combine N.B. Used in delta winged and tailless ACFT

Answer 15

1. Pitch 2. Yaw 3. Roll N.B. Large aerodynamic forces on ACFT control surfaces can result in resistance in control yoke. Trim tabs on these surfaces can be adjusted to reduce these forces to zero

Answer 16

- Stable - ACFT tends to return to its original condition - Neutrally stable - ACFT will assume a new position - Unstable - ACFT will continue to diverge from its original condition N.B. Depending on its operational use, an ACFT will be designed to have a degree of stability in one or more axes

Answer 17

Lateral stability N.B. Although roll is movement about the longitudinal axis

Answer 18

Longitudinal stability N.B. Although pitch is movement about the lateral axis

Answer 19

Directional stability N.B. Although yaw is movement about the vertical axis

Answer 20

Wings which are angled upwards from the fuselage - they reduce the loss of resultant lift when the ACFT is banking and increase lateral stability

Answer 21

Wings angled downwards from the fuselage - Improves roll rate by reducing lateral stability N.B. Sometimes used in high wing ACFT as they can be “too stable” due to a higher centre of gravity

Answer 22

The aeronautical term for the air resistance experienced by the ACFT as it moves relative to the air N.B. Acts in opposite direction to motion through the air i.e. thrust N.B.B The lower the drag, the less thrust required to balance it, therefore reducing drag is desirable

Answer 23

Parasite drag and induced drag

Answer 24

- Unavoidable by-product of lift and increases as angle of attack increases - Only created when a wing generates lift so when an ACFT is accelerating along the runway with 0 angle of attack, there is only parasite drag. No induced drag - Manifested as vortices at the trailing edge of the wing and especially at wing tips as someair from the high pressure area under the wing spills over around the wingtip to the low pressure area above the wing - Operationally, vortices are considered to exist from to when the nose wheel lifts on take off until it touches down on landing N.B.When high value of lift is being produced, e.g. at low speed and high angle of attack such as in approach phase and climb out - the pressure difference between under the wing and over results in very strong wingtip vortices

Answer 25

Not directly associated with development of lift. It has 2 further sub groups - **profile drag** and **interference drag** N.B. Profile drag further divided into 2 subgroups; skin friction and form drag

Answer 26

Skin friction and form drag

Answer 27

Results from the friction forces existing between an object and the air through which it is moving

Answer 28

1. The surface area of the ACFT. The whole surface area of the ACFT experiences skin friction drag as it moves through the air 2. Whether the boundary layer airflow near the surface is laminar or turbulent. A turbulent boundary layer causes drag 3. Roughness on a surface (including ice) will increase skin friction. Flush riveting and polishing are attempts to smooth the surface and reduce skin friction drag 4. An increase in airspeed increases skin friction drag 5. An increase in aerofoil thickness increases skin friction drag from the wing

Answer 29

Results when the airflow separates from the surface of the aerofoil. Eddies are formed and the streamlined (laminar) flow is disturbed. The turbulent wake formed increases drag

Answer 30

Easiest way to understand the difference is to consider a flat plate in 2 different kinds of attitude relative to airflow - When the flat plate is at zero angle of attack, the drag is all skin friction - When the flat plate is perpendicular to the, the drag is all form drag

Answer 31

Streamlining in order to help delay separation from the boundary layer. This can be achieved with thing such as: - Flush rivets - Adding fairings to other parts of the airframe such as undercarriage and propeller spinners

Answer 32

Occurs when a substantial change of airflow direction occurs over an airframe such as at the junction of ACFT surfaces e.g where wing joins the fuselage. Interference occurs N.B. Can be reduced with with suitable filleting, fairings and streamlining

Answer 33

When an ACFT is flying slowly, at a heavy weight and in a “clean” configuration, such as in the early stages of climb

Answer 34

- Intense vortices created as a byproduct of lift can be extremely hazardous to ACFT flying through them - More persistent in calm conditions - Normally invisible

Answer 35

- High aspect ratio wings - Long narrow wings such as gliders - Winglet and sharklets - can also be retrofitted to older ACFT - Advanced wing design and use of composite materials - nature as inspiration

Answer 36

Reduced interference and form drag

Answer 37

- Trailing edge devices - flaps - Leading edge devices - slots, slats and flaps - Spoilers/airbrakes

Answer 38

- Pressure difference is created on with as air flows faster over the upper surface of a wing than the lower surface (Bernoullis Theory) - Difference in velocity results from the camber of the wing - this directly relates to how much lift the wing produces - Flaps increase the camber of the wing, resulting in more lift

Answer 39

- **Leading edge slots** - fixed devices on wings which allow some high pressure air from the underside to bleed onto the upper side, delaying the boundary layer separation - **Leading edge slats** - Perform a similar function to slots and alter the wing camber but are retractable - **Leading edge flaps** - AKA Krueger flaps are hinged sections of the leading edge which are pushed forward to alter the wings camber N.B. Incorrect use can have have catastrophic consequences

Answer 40

- Small hinged plates on the upper surface of wings - When deployed, they disturb the airflow over the wing so drag is increased and lift is decreased - Most frequently used on landing to dump lift and make braking more efficient

Answer 41

**Affect ACFT performance** - Higher approach speed needed to generate adequate lift - not as much drag can be generated - Shallower approach and climb gradient - problems with obstacle clearance - Longer TKOF and landing roll needed to attain and reduce speed - Less efficient braking - hot brakes, tyre failures, runway excursion) - Flap asymmetry resulting in rolling movement

Answer 42

By the speed of the ACFT. Deploying flaps beyond the flaps extended or VFE speed could result in structural damage to the airframe

Answer 43

**Automatic Direction Finder and Non-Directional Beacon** - ADF used in conjunction with an NDB to provide aid for ACFT navigation - ADF indicates the relative bearing of the tuned NDB and/or its QDM/QDR in the cockpit on Relative Bearing Indicator (RBI) N.B. NDB is a ground based navaid

Answer 44

**VHF Omnidirectional Radio Range** - Used in conjunction with VOR equipment onboard ACFT (consists of a receiver, antenna and indicator) - Indicates to a pilot which radial the ACFT is on but does not indicate position or heading - Information received can be presented on a Course Deviation Indicator (CDI) or Relative Magnetic Indicator (RMI) - OBS - allows you to intercept a radial to/from N.B. Ground base navaid

Answer 45

**Distance Measuring Equipment** - Gives slant range in nautical miles from and time to DME station and ACFTs ground speed N.B. Ground based navaid

Answer 46

**Tactical Air Navigation** - Essentially a military version of a VOR/DME system and operated on UHF - More accurate than a VOR - Some are equipped with a civil VOR beacon and are then called a VORTAC - The symbol on a chart for a TACAN is the following N.B. A military system ground based navaid

Answer 47

**Instrument Landing System** **Consist of:** - Localiser transmitter - Glide path transmitter - Outer marker (or an NDB or other fix). - In association with a suitable runway, the approach lighting system

Answer 48

- Designated operational coverage - Mountain Effect - Static interference - Night effect - Station interference - Coastal refractions - Lack of failure warning system

Answer 49

- **Site error** - caused by uneven terrain. However this is monitored to +/-1º accuracy - **Propagation error** - long range causes signal to bend - **Airborne equipment error** - caused by ACFT equipment assessing and converting phase difference into a radial. Error should not be greater than +/- 1º **The above errors aggregate errors giving a maximum total of +/- 5º** N.B. VOR is more accurate than NDB but is more expensive to install and maintain

Answer 50

Magnetic bearing to

Answer 51

Magnetic bearing from

Answer 52

**Advantages** - DME can be frequency paired with associated VOR - Simple to use and can calculate ground speed - Pilots can give accurate estimates of arrival times over positions - A very accurate fix can be obtained using 2 DME stations **Disadvantages** - Only gives slant range - not accurate at high altitude and 0 nautical miles not possible

Answer 53

By category in accordance with the capabilities of the ground equipment - **Category 1** - ILS approach and a decision height (DH) of not less than 200ft - **Category 2** - ILS approach and a DH of not less than 100ft - **Category 3** - Guidance to touchdown and roll out along the runway. No decision height!

Answer 54

**Localiser Transmitter** - Provides lateral guidance - Same frequency band as VOR transmitters (Between **108.10 MHz and 111.95MHz**) **Glide Path Transmitter** - Provides vertical guidance during the approach - UHF radio transmitter in band (Between **329.30 MHz to 335.00 MHz**)

Answer 55

**Advantages** - Pilot interpreted and simple to use - Precision approaches possible - i.e. provides full guidance in azimuth and elevation, in some cases during the landing roll out - Can be coupled to auto-pilot for automatic approach and landings **Disadvantages** - Subject to interference from commercial VHF radio stations - Reflections from other ground facilities can create false glide paths - Shortage of frequencies

Answer 56

**Microwave Landing System**

Answer 57

Vertical and lateral guidance

Answer 58

1. Most are air cooled - saves weight and is safer 2. Dual ignition systems 3. Fuel/air mix can be adjusted manually

Answer 59

1. **Induction** - fuel/air mixture goes in via intake valve and piston goes down 2. **Compression** - Both valves closed and piston rises, compressing the fuel/air mixture 3. **Spark plug ignites fuel/air mixture** just before piston reaches the top 4. **Power** - Fuel/air mixture explodes, increasing pressure and forces piston down 5. **Exhaust** - exhaust valve opens and burned gases escape, clearing the cylinder

Answer 60

A device which combines fuel and air. Air flowing through the carburettor draws fuel from a reservoir through a Venturi tube

Answer 61

1. The air accelerates 2. Drop in air pressure (Bernoullis principle) 3. This causes fuel to be drawn through the main jet where it mixes with air in the venturi N.B. Fuel/air mixture is then fed to each cylinder in turn

Answer 62

Carburettor icing

Answer 63

- In the Venturi, air accelerates and pressure drops which is accompanied by by an instant drop in temperature - When the fuel changes from a liquid to a vapour, latent heat is required and this is taken from the air so the air cools even further - With this double cooling effect, the temperature of the air may drop as much as 20ºC - When flying through visible moisture or in high humidity, there is a high chance that water vapour will deposit as ice in the carburettor - This can choke the engines air supply and can cause it to stop

Answer 64

1. If possible, avoiding areas (geographically and/or by flying above or below levels) where moisture is present and icing likely 2. Regular application of carburetor heat. The carb heating system ducts warm air from the exhaust to the Venturi to melt Carb heat is routinely applied before engine power is reduced below around 1800 RPM or to idle for descent

Answer 65

- When maximum power is required such as in TKOF and go-around etc - This is because warm air in the fuel/air mixture reduces fuel efficiency and therefore power

Answer 66

To create equal thrust across the propeller

Answer 67

- The angle made by the chord of the blade and its plane of rotation - When the angle is great, the propeller is said to have coarse pitch - ACFT will move father forward in one rotation than a fine pitch

Answer 68

1. Fine 2. Coarse 3. Standard N.B. Three types of fixed pitch propellers

Answer 69

AKA constant speed propeller - enables the pilot to change the pitch of the propeller to suit differing requirements N.B. Done automatically in some modern ACFT

Answer 70

Rotating propeller blades so they are parallel to the airflow. It reduces drag if the engine fails or is deliberately shut down N.B. Some constant speed propellers have the ability to change to a reverse pitch angle, generating reverse thrust and reduces landing run and wear on tyres and brakes

Answer 71

Enables it to be absorbed more efficiently - thrust from the engine is delivered to larger surface area without increasing the diameter of the propeller disk

Answer 72

- Simpler design reduces manufacturing and maintenance cost - More efficient at low speeds and low altitude - Faster initial acceleration than jet engine - Immediate reaction to pilot input - Propwash over wings generates lift at low speeds, which reduces take-off run and aids controllability

Answer 73

- Power output is limited N.B. Theoretically, the larger the propeller, the more thrust is generated. However, as the tips reach supersonic speed, their aerodynamic efficiency decreases and noise increases significantly

Answer 74

1. Large, small 2. Small, large

Answer 75

Force = Mass x Acceleration (F=MA) N.B. The amount of power an ACFT produces (F) is determined by how much air (M) it can accelerate, and by how much (A)

Answer 76

- **Air Intake** - Collects and directs air into the compressor. Simple design or variable geometry - **Compressor Stage(s)** - Compresses air by many factors, depending on type of compressor and the number of stages of compression - **Combustion Chamber(s)** - Highly compressed air is mixed with fuel and burnt - **Turbine Stage(s)** - Extracts some energy from large volume of air leaving the combustion stage to drive the compressor(s) - **Exhaust** - Accelerates the air leaving the turbine stage. Civilian types are also designed to attenuate noise N.B. The pressure energy of the air is raised, followed by the addition of heat energy, before conversion to kinetic energy in the form of a high velocity Jet

Answer 77

- Turbojet - Low Bypass Turbofan - High Bypass Turbofan - Turboprop - Ramjet - Scramjet - Turboshaft (Helicopters)

Answer 78

- Centrifugal flow compressor - Axial flow compressor

Answer 79

A type of basic jet engine which uses an impeller to accelerate air and a diffuser to produce the required pressure rise

Answer 80

A type of basic jet engine which employs alternate rows of rotating rotor blades to accelerate the air and stationary stator vanes to diffuse the air until required pressure is obtained

Answer 81

A type of jet engine which draws air both through and around the core. This increases fuel efficiency and reduces noise considerably. Can be high or low bypass

Answer 82

- A potential additional 70% thrust can be generated by injecting fuel directly into the hot exhaust gas stream. The fuel combusts - Very fuel inefficient and extremely noisy - Normally only used by military ACFT on TKOF and when transitioning to supersonic flight - Can be used in axial flow and low bypass turbofan engines

Answer 83

**Advantages** - Efficient - power derived from 2 sources, core & fan - Significantly more powerful than piston engines (80 000 lbs thrust) - Higher speed achievable - Afterburner can be used for additional thrust **Disadvantages** - Complex design & manufacture results in high cost (2020 cost for Rolls Royce Trent 1000 engine circa $40M including support) - Response to pilot input slow – ‘spool up’ time required to generate power

Answer 84

A jet engine which drives a propeller with a turbine at the back - turbine at the back is turned by hot exhaust

Answer 85

- In dense air, i.e. lower levels, a propeller has a higher efficiency than jet exhaust - Generally, turboprop aircraft can operate from shorter runways than jets - The propeller can be ‘feathered’ to minimize drag in the event of engine failure - Mechanical reliability improves due to relatively few moving parts - Light weight

Answer 86

- Propellers lose efficiency at high altitudes - Vibration and noise levels can cause passenger discomfort - Lower cruising levels can be susceptible to icing and turbulence - Lower cruising speeds can cause sequencing problems for ATC when mixed with jet operations

Answer 87

- Abnormal start - Emergency engine shutdown on deck - Loss of brakes - Hot brakes - Brake fire - Jammed controls on deck - Taxi mishap

Answer 88

- Aborting Takeoff - Engine Failure During Takeoff - Engine Failure After Takeoff - Tyre Failure - Abnormal Takeoffs

Answer 89

- Engine Failure - Hydraulic System Failure - Electrical System Failure - Environmental System failure - In-Flight Fire - Smoke/Fire of Unknown Origin - Oil/Fuel System Failure - Fuel Leaks - Pitot Emergency Static Air Source - Loss of pressurisation/Explosive decompression - In-flight damage

Answer 90

**D** - Diagnose the problem **O** - Options available **D** - Decide what to do **A** - Allocate tasks **R** - Review

Answer 91

**Statit/pitot-static** - Altimeter - Vertical Speed Indicator (VSI) - Air Speed Indicator (ASI) **Gyroscopic** - Artificial Horizon/Attitude indicator - Heading Indicator/Gyrosyn compass - Turn coordinator N.B. Modern flight decks and even some light ACFT incorporate data from the above into a Primary Flight Display (PFD)

Answer 92

- Via the pitot system. Pressure is measured **statically** and **dynamically** - **Static air** - is not in direct flow of air over the ACFT in flight - **Dynamic air** - is that which is encountered when the ACFT is moving forwards N.B. Pitot systems are often duplicated or triplicated for redundancy

Answer 93

- An instrument used to measure the altitude of an ACFT above a fixed level (depends the pressure setting set on the sub scale) - Correct sub scale setting is vital to ensure the altimeter reads correctly; Setting higher pressure will cause altimeter to over read; Setting lower pressure will cause altimeter to underread - Altimeter calibrated to ISA so if local pressure and temperature gradients don’t follow ISA, errors could occur - Environmental errors can be disregarded by ATC as altimeters in close proximity are likely to react in the same way, therefore separation will be unaffected

Answer 94

Uses static pressure to show the rate of climb or descent in feet per minute N.B. There is always a slight lag in the instrument. Between 6-9 seconds of steady climb, descent or level flight must elapse before accurate reading is displayed

Answer 95

Measures the difference between static pressure and dynamic pressure received from the pitot tube. Indicates speed at which ACFT is moving through the air

Answer 96

1. Flap operating speed range 2. Normal operating speeds 3. Max. Manoeuvring speed 4. Never exceed speed

Answer 97

- **Instrument error** - small imperfections in instrument - **Position error** - error when pitot tube is not pointing directly into the airflow - **Density error** - less air pressure at altitude - **Compression error** - If TAS exceeds about 300kts, air entering pitot tube compressed over the pitot hole causing the ASI to over-read - can be corrected ASI errors should not exceed 3% or 5kt

Answer 98

1. Pressure in instrument case will remain the same. As long as external pressure stays the same, ASI will read correctly i.e. when maintaining constant height. ASI will under read when climbing 2. If pitot line is blocked, true changes in airspeed will not be shown. Same altitude would been airspeed would read the same regardless of any change in speed. In descent, rising static pressure will cause ASI reading to decrease. Vice versa in climb

Answer 99

To overcome the problem in difference between indicated airspeed and true airspeed at high altitudes N.B. At 30,000ft, the TAS is more than 50% higher than the IAS

Answer 100

Instrument and pressure error N.B. Incidentally, these errors are very small so indicated Mach number can be taken to be the true Mach number

Answer 101

**Inertia and precession**

Answer 102

A gyroscopic instrument which employs gyros property of inertia to indicate pitch and roll of the ACFT relative to the Earths horizon

Answer 103

A gyroscopic instrument that works on the principle of precession. Indicates the ACFTs turn and also adverse yaw to be corrected with rudder

Answer 104

AKA Direction Indicator (DI) or gyrosyn compass. A gyroscopic instrument which is tied to the vertical/yaw axis of an ACFT to indicate ACFTs heading on a rotating compass card N.B. Must be aligned with ACFTs compass when in straight and level unaccelerated flight

Answer 105

- **Deviation error** - compass affected by ACFT electrical equipment and by ferrous metallic components in the ACFT. Compass correction card - **Dip error** - Needle dipping towards pole at high latitudes - **Acceleration error** - occurs during airspeed changes and is most apparent on headings of east and west. Accelerating North, Decelerate South ANDS

Answer 106

- Engines of modern jet transports have a very high residual thrust - Braking often required to keep ACFT at a safe speed - Long taxi routes can mean hot brakes - Hot brakes are not 100% efficient meaning that an ACFT aborting TKOF with very hot brakes may not be able to stop. Possibility of tyre burst as well

Answer 107

Pilot may decide to leave the undercarriage down to cool the brakes. Do not automatically assume he has forgotten to raise it

Answer 108

Jet engines are not efficient at low levels. Higher fuel burn and is more noisy

Answer 109

ATC should always try to comply with pilots request for descent because they do not like to descend too early (due to fuel) or too late (too much to do in a short space of time)

Answer 110

**Economics - 2 frequent complaints** - Long routings at low level - ATC applies poor speed control when they are in the landing configuration, with wheels and flaps down - high drag in this configuration and therefore high fuel consumption **Ecological** Noise and pollution are serious consequences of the long, low, high drag, high power approach to landing

Answer 111

An ACFT with a hydraulic failure may have any or all of the following problems; Flaps, Brakes, Gear down, Rudder, Aileron problems **Flaps** - A lower angle, faster approach and touch down speed potentially needing full runway length **Steering** - ACFT ay stop on RWY and require tug/bus. RWY blocked **Weather** - Cross winds, wind shear and fog all make landing difficult

Answer 112

- TAKE-OFF MASS. (Load + ACFT weight) - POWER. Provided by Powerplant - ELEVATION OF AIRFIELD. (Air Pressure calculations based on 1013.2mbs) - RWY. Length/Slope/Constr/Contam - AIR TEMPERATURE (ICAO Std. 15o C) - WIND. Strength & Direction - NOISE ABATEMENT & ATC - COMPANY INSTRUCTIONS - SERVICABILITY

Answer 113

- MASS. (Load + ACFT weight) - SPEED - WIND. Strength & Direction - CABIN PRESSURISATION - AIR TEMPERATURE (ICAO Std. 15ºC) - AIR DENSITY

Answer 114

- MASS. (Load + ACFT weight) - CRUISING SPEED - WIND. Strength & Direction - CABIN PRESSURISATION - LEVEL

Answer 115

- LANDING MASS (Load + ACFT weight) - ELEVATION OF AIRFIELD (Air Pressure calculations based on 1013.2hPa - RWY- Length/Slope/Construction/Contamination - AIR TEMPERATURE (ICAO Std. 15°C) - WIND. Strength & Direction - ATC (Request to vacate early, etc) - COMPANY INSTRUCTIONS - PILOT PREFERENCES - AIRCRAFT CONFIGURATION

Answer 116

- Routing - Extra track distance costs time and money - Flight Level - Higher levels allow better fuel economy - Speed - As close to Mcrit as possible to allow efficiency. On approach, slow speeds need engine power and flap high speeds burn fuel but reduce time - Rates of Climb/Descent – High climb rates burn lots of fuel. Slow descent rates need engine power and flaps - Holding– all of the above fuel, time, drag, track etc.

Answer 117

In addition to economic consequences i.e. Fuel, time, drag, track, etc: - Speed at which the ACFT can hold - Level at which they are holding. - The higher the level the more fuel efficient - Any turbulence that may require a higher holding speed

Answer 118

1. Bladed system 2. Fenestron 3. NOTAR 4. No system

Answer 119

The speed beyond which the TKOF can no longer be safely aborted

Answer 120

Rotate speed. The speed at which the ACFTs nose wheel leaves the ground

Answer 121

Maximum landing gear operating speed

Answer 122

TKOF safety speed. The speed at which the ACFT may safely become airborne with one engine inoperative

Answer 123

Velocity never exceed

Answer 124

Landing reference speed

Answer 125

Represents the strict limits of ACFT performance. I.e. predictable behaviour. Max/min/stall speed. Ceiling, Critical Angle of Attack, Maximum Rate of Climb

Answer 126

- AVGAS (aka 100LL) - highly refined from of kerosene for use in piston engines - Jet A1 - Unleaded kerosene - powers modern commercial airliners - Jet B - Naptha-kerosene blend for cold weather performance - dangerous to handle - CNG and LPG also developed for use in ACFT but this has not neem incorporated

Answer 127

**Threats** - Complacency, failure to comply with company policy and intentional deviation from planned flight profile **Effects categories** - Operational, legal and financial

Answer 128

Instruments vital for the safe operation of the engine. Lack of oil can seriously affect engine bearings and could result in engine failure if not corrected. High oil temperature may indicate that the oil levels are dangerously low

Answer 129

Measure engine temperature and RPM. Should be monitored - falling RPM could indicate loss of power. High temperature could indicate a failure of the cooling system

Answer 130

Ground proximity warning system or TAWS. Used to help prevent Controlled Flight Into Terrain (CFIT). Uses radar altimeter to determine height above terrain immediately below ACFT. Audible alarm in cockpit

Answer 131

Enhanced Ground Proximity Warning System - Also known as Terrain Awareness and Warning System. Also includes forward looking terrain avoidance

Answer 132

1. Soft - Unusual situation but not yet critical 2. Hard - Indicate a critical situation

Answer 133

ACFT may not conform to published missed approach procedure. When controller informed, they should confirm altimeter setting and not dissuade pilot from climbing

Answer 134

In order to avoid flying into areas of bad weather. Pilots able to take their own avoiding action or if under ATC control, can request permission to deviate from track

Answer 135

A system which can fly the ACFT on behalf of the pilot. Pilots may select cruise mode with speed/Mach No. lock, height lock, climb and descent rates, turns etc including full automatic landings

Answer 136

- Reduces pilot workload - Ensures accuracy - Many factors can be considered - Reduces input errors (CPDLC - Data link)

Answer 137

**Flight Management System** A database which integrates route planning and airport data with engine management and autopilot for flight optimisation. Coupled with autopilot, it can plan, navigate and fly a selected route from just after TKOF to an automatic landing at destination

Answer 138

**Electronic Flight Instrument System** Glass cockpit. Primary flight display. Combines 6 instruments and TCAS warnings and navigation mode N.B. Full set of mechanical flight instruments are provided as a back up in the event of EFIS failure

Answer 139

Exhaust gas temperature - it must be carefully controlled to prevent overheating of exhaust system with consequent risk of fire

Answer 140

Control surfaces, wheel brakes, nose wheel steering

Answer 141

Super (J) - A380-800 Heavy (H) - 136,000kg or greater Medium (M) - More than 7000kg but less than 136,000kg Light (L) - 7000kg or less

Answer 142

ACFT weight and wingspan

Answer 143

- **Cat A** = Less than 91 knots IAS - **Cat B** = 91 to 120 knots IAS - **Cat C** = 121 to 140 knots IAS - **Cat D** = 141 to 165 knots IAS - **Cat E** = 166 to 210 knots IAS N.B. For purposes of instrument approaches and obstacle clearance criteria, ACFT categorised by velocity at threshold which is defined as 1.3 x the stalling speed in landing configuration at maximum certificated landing mass

Answer 144

ACFT Noise

Answer 145

Arriving ACFT descends from an optimal position using **minimum thrust** and avoids **level flight** to the extent permitted by the safe operation of the ACFT and compliance with published procedures and ATC instructions

Answer 146

- Allows for smooth constant angle descent to landing - Reduces fuel burn - Reduces ACFT noise