Tech Block 7 Flashcards
How long can you wait before notifying ATC of a delay to your departure times from an uncontrolled aerodrome?
30 Minutes
What do you need before entering IMC from an uncontrolled aerodrome?
QNH and Traffic
What is the temp at 39,000 ft in ISA?
From 36,090 feet temperature is constant at -56.5°C
(A standard temperature lapse rate is when the temperature decreases at the rate of approximately 3.5 °F or 2 °C per thousand feet up to 36,000 feet)
If an aircraft departs the same aerodrome with a TAS 20kts faster than yours, how long must you wait before departure?
??
What happens to TOD point with increased weight? Or … In a descent at a constant speed of 300 kts (which is > Vmin drag) the glide angle will be (shallower / steeper) at a higher weight?
TOD will be closer to point of origin in order to reduce angle of descent (forward component of weight greater at higher weights)
What effect does an aft C of G have on range?
For maximum range it would be best to load it with an aft CoG as this would require an upward force from the tailplane (or less of a downward force required from the tailplane) which acts in the same direction as lift and hence opposes some of the aircraft’s weight. Less lift from the mainplanes means less drag therefore less thrust is required, less thrust means reduced fuel flow and hence more range can be obtained for the amount of fuel on board.
What are these abbreviations: FG/BR/VA/GR/GS/SN/SQ/TS/SG/PRFG/PL/MIFG/FU/BCFG
FG = Fog BR = Mist (Brume) VA = Volcanic Ash GR = Hail (GS = Small hail) SN = Snow SQ = Squall TS = Thunderstorm SG = Snow grains PRFG = Partial Fog (covering part of aerodrome) PL = Ice pellets MIFG = shallow fog FU = smoke BCFG = fog patches
Trim drag?
An increment in drag, resulting from the aerodynamic trimming of an aircraft. The tailplane in any aircraft produces lift, which may be positive or negative. In the process of producing lift, drag is also produced. If additional lift is required to trim longitudinal forces, then the drag produced is called trim drag.
To acquire accurate positions using GPS how many satellites are required?
4
REQUIREMENTS PRIOR TO DESCENT BELOW MFA?
• UNDER RADAR AND CLEARED
• VIA DME/VORSEC STEPS
• PRIOR TO DME/VORSEC STEP IF
15 SEC DME READ OUT CONFIRMS POSITION OR
OFF TRACK NAV AID > 45º CONFIRMS POSITION AND
NAV AIDS ARE MONITORED TO ENSURE TRACKING AND
ROD IS RESTRICTED TO 5% 300FT/NM UNTIL FIRST STEP
• WITH IN 10NM OF THE AID FOR WHICH AN APPROACH IS TO BE MADE DOWN TO THE HIGHER OFF MSA, MINAPPCH COM/HOLD ALT OR AIRSPACE.
AVERAGE BANK ANGLE AND SPEED DURING THE SID CAT B?
15º AoB 165KTS
MIN GRADIENT ON THE SID?
3.3% 200FT/NM UNLESS OTHERWISE STATED
CAN YOU CARRY OUT A VISUAL APPROACH AT NIGHT?
NO AS YOU CANNOT SEE TERRAIN
IS IT POSIBLE TO CRUISE IN THE TRANSITION LAYER?
YES IN CTR AIRSPACE SUBJECT TO ATC CLEARANCE AND IN UNCONTROLLED AIRSPACE PROVIDED ATS HAS BEEN NOTIFIED. ON BOTH OCCASIONS THE AIRCRAFT MUST NOT BE ABLE TO OPERATE BELOW 13000FT AND ABOVE FL150.
WHEN DO YOU CHANGE FROM AREA QNH TO AERODROME QNH ON DESCENT?
FOR THE INTERMEDIATE AND FINAL APPROACH SEGMENTS OF THE INSTRUMENT APPROACH.
WHAT DOES IT MEAN TO BE CLEARED TO MAINTAIN OWN SEPARATION VMC?
IN CLASS D AIRSPACE WHEN REQUESTED PROVIDED THAT AIRCRAFT IS NOT UNDER RADAR CONTROL. PILOTS ARE REQUIRED TO AGREE TO THE PROCEEDURE AND BOTH BE ON THE SAME ATC FREQ. CLEARANCE IS VALID FOR A SPECIFIC PORTION OF THE FLIGHT AND ALTERNATE PROCEEDURES WILL BE PASSED IF VMC IS LOST.
MDH Reference to?
- STRAIGHT IN APPROACHES REFERENCED TO AD ELEV OR THRESHOLD IF IT IS MORE THAN 7FT BELOW THE AD ELEV.
- CIRCLING APPCH BASED ON AD ELEV.
CAN YOU MAINTAIN YOUR OWN VISUAL SEPARATION IN CLASS C AIRSPACE?
YES. IN CLASS C & D AIRSPACE VISUAL SEPARATION (REDUCED SEPARATION) CAN BE APPLIED AS LONG AS…
• DAY ONLY
• REQUEST IS MADE BY THE PILOT
• PILOTS ARE IN CONTACT WITH ATC ON SAME FREQ
• BOTH FLIGHTS VMC
• EACH AIRCRAFT IS CONT. VISUAL TO PILOTS OR FOLLOWING PILOT REPORTS PROCEEDING IN SIGHT.
WHAT TIMING WOULD YOU USE FOR A 45º PROCEEDURE TURN?
CAT A & B 1:00
CAT C & D 1:15
WHY DO WE USE ½ BALL AND 5º BANK TOWARDS THE LIVE ENGINE?
THE SECONDARY EFFECT OF ROLL IS YAW. BY BANKING TOWARDS THE LIVE SLIGHTLY THIS PRODUCES A SLIP AND YAW TOWARDS THE LIVE ENGINE WHICH ASSISTS WITH CONTROL OF THE AIRCRAFT.
