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Aviation & General knowledge > Tech Prep - OPS (EU-OPS and ICAO DOC8168) > Flashcards

Tech Prep - OPS (EU-OPS and ICAO DOC8168) Flashcards

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1
Q

Met VIS to RVRconversion

A

Note: conversion not allowed when RVR is available, or when calculating for T/O CAT II/III
Day Night
HIALS and HIRL 1.5 2.0
Any other light 1.0 1.5
No lighting 1.0 NIL

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2
Q

Take-off alternate

A

When meteorological / performance considerations prevent return to departure AD
- Within one hour still air flight time, at OE INOP cruising speed ISA on actual TOM (f. ex 250 NM great cirk. for an A320)
- Met reports indicate at or above landing minima +/- 1 hour ETA
- if NPA or circling approach: ceiling taken into account
- OE INOP limitations considered
- minimum LDA >1800m

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3
Q

Destination alternate

A

(for destination alternate, en-route alternate)
Met reports/forecasts indicate at or above planning minima weather +/- 1 hour ETA

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4
Q

Number of alternates - no alternate

A

BOTH:
- planned trip from TKOF to LD (or in case of in-flight replanning) less than 6 hours
- Two separate RWY available, usable
- weather reports indicate 2000’ ceiling or circling height + 500’ whichever higher, at
+/- 1 hour ETA
- visibility at least 5km
OR:
- the destination is isolated and no adequate destination alternate exists

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5
Q

Number of alternates - one alternate

A

All IFR flights, except “no alternate” and “2 alternate” cases

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6
Q

Number of alternates - two alternate

A

+/- 1 hour ETA weather reports/forecasts indicate below planning minima
or no meteorological info available

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7
Q

Separate runways

A

2 separate runways without preventing planned usage of the other in case of a blockage,
separate approach procedures with separate aids

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8
Q

ERA

A
  • At every moment of the flight, an adequate airport has to be reachable. The airport has to be one hour still air OE INOP Cruise distance (for ex. 380 NM)
  • If meteorological and operational conditions permit, DEP can be ERA
  • has to be chosen if planned route exceeds 380 NM to/from DEP/DEST
  • must satisfy Dest Alt conditions
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9
Q

Destination alternate
Planning minima

A

for PA, above planning minima (RVR/Vis) +/- 1 hour ETA
for NPA, ceiling above MDH

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10
Q

ENR/DEST/ISOL planning minima

A

Cat II/III -> Cat I (RVR)
Cat I -> NPA (RVR, and ceiling must be above MDH)
NPA -> NPA+200’ / 1000m (RVR+Ceiling)
Circling -> Circling

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11
Q

ICAO Airplane approach categories - C

A

all in KIAS
Vat - 121/140
Range of speeds for:
Initial approach: 160/240
Final approach: 115/160

Maximum speeds:
Circling: 180
Intermediate missed APCH: 160
Final MAPCH: 240

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12
Q

ICAO Airplane approach categories - A

A

(DA42 Vat = 78/82/86 FLAPS)
Vat - <91
Range of speeds for:
Initial approach: 90/150
Final approach: 70-110
Maximum speeds:
Circling: 100
Final missed APCH 110

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13
Q

TKOF minima: 500m

A

Nil (day only)

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14
Q

TKOF minima: below 400m down to 300m

A

LVTO
Day:REDL, RCLM,
Night: REDL + RENL or RCLL + RENL
RVR/Vis representative of the initial part of the takeoff run, can be replaced /w pilot assessment

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15
Q

TKOF minima: 300 down to 200m

A

LVTO
REDL + RCLL
RVR representative of the initial part of the takeoff run, can be replaced /w pilot assessment

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16
Q

TKOF minima: 200m down to 150m

A

LVTO
REDL + RCLL
TDZ, MID, Rollout 150m RVR, to be achieved for all relevant RVRs
RVR representative of the initial part of the takeoff run be replaced /w pilot assessment

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17
Q

TKOF minima: 150m down to 125m

A

LVTO
HICLL 15m apart
HIEDL 60m apart
Both operational
90m visual segment available from flight crew comp. At start
Required RVR achieved for all relevant reporting points (TDZ, MID, rollout?)

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18
Q

TKOF minima: 125m down to 75m

A

LVTO
Runway protection equivalent to CAT III ops available
ACFT equipped with an approved lateral guidance system, or approved HUD / HUDLS

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19
Q

HIRL

A

High intensity runway edge lights

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20
Q

ALS

A

Approach lighting system

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21
Q

FALS

A

Full approach lighting system

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22
Q

IALS

A

Intermediate approach lighting system

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23
Q

BALS

A

Basic approach lighting system

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24
Q

NALS

A

No approach lighting system

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25
Q

NPA system minima:
350’

A

VDF

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26
Q

NPA system minima:
300’

A

VOR
NDB
NDB/DME

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27
Q

NPA system minima:
250’

A

VOR/DME
Localiser without DME

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28
Q

NPA system RVR minimum:

A

750m

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29
Q

CAT 1 system minima DA/RVR

A

200’ / 550m

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30
Q

CAT 2 system minima DH/RVR

A

200’ - 100’ / RVR not less than 300m

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31
Q

CAT 3A system minima DH/RVR

A

Lower than 100’ or no DH / Not less than 200m

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32
Q

CAT 3B system minima DH/RVR

A

Lower than 50’ or no DH / RVR less than 200 but not less than 75m

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33
Q

Approach ban: maximum successive approaches

A

2
except in emergency or when significant change in the weather reported

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34
Q

Aproach ban: discontinue point conditions

A

Outer marker, or 1000’ AAL if no OM, discontinue if:
- RVR/visibility less than applicable
- if no RVR available, may be derived from MET VIS
- if it falls below minima after passing the OM/eqv pos, apch may be continued to DA/H MDA/H

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35
Q

Approach climb

A

OE INOP climb capability in case of a go around
For example in A320:
CONF2 and 3
OE INOP, TOGA, GEAR down, SLATS/FLAPS APCH config
min climb grad 2.1%
on a DA42:
OE INOP, FEATHERED, SECURED
2300RPM on the live engine,
GEAR UP, ZERO SLIP

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36
Q

Landing climb

A

All engines operating climb, in landing configuration:
For example on A320:
-CONF3 and FULL
-all engines TOGA, in go around thrust, gears DOWN, Slats/Flaps in landing configuration
Minimum 3.2%

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37
Q

IF

A

Intermediate Fix

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38
Q

Approach segments

A

Arrival route
IAF
Initial
IF
intermediate
FAP/FAF
Final
MAP
Missed approach

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39
Q

Approach: Arrival segment

A

From enroute to IAF, typically a STAR

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40
Q

Approach: Initial approach segment

A

Reversal, racetrack procedures before the intermediate
-compensate for wind
-descent as established
-reversal procedures: procedure, base, racetrack

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41
Q

Approach: intermediate segment

A

Speed and configuration adjusted for final approach

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42
Q

Approach: final approach segment

A

Alignment and descent for landing. FAF crossed at or above the specified altitude

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43
Q

Approach: Missed approach segment

A

Nominally at 2.5% and 15°
-initial MAP: From MAPt to climb (SOC)
-intermediate MISAP segment: normally straight ahead until 50m obstacle clearance. Max 15° turn. Track corrections
-final MISAP segment: from obstacle clearance to new apch/ hold/enroute established

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44
Q

Circling approach

A

Visual phase of an instrument apch,
Where rwy unsuitable for a straight in
MDH 600’ / 4000m Vis

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45
Q

Visual approach

A

IFR flight where part or all of the approach is not completed, APCH executed /w visual reference to the terrain
2500’ / 5000m VIS
fully established at 1000’ AAL

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46
Q

Route Obstacle clearance

A

Primary area: 1/2 of total, full MOC
Secondary area: 1/4 of total, reduces from MOC to zero outward

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47
Q

Obstacle Clearance departure procedure:
Initial obstacle clearance and increase

A

Initially 0 at the DER
Then increases 0.8% of the distance
Assuming max 15° turn

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48
Q

Obstacle clearance departure procedure:
Turn initiation area and turn area clearance

A

90m (295’)

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49
Q

PDG

A

Procedure Design Gradient
2.5% gradient of obstacle identification surfaces, or most critical obstacle whichever is higher
plus 0.8% increasing obstacle clearance

Unless otherwise specified, straight climb on extended RWY centerline until 120m (394’)

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50
Q

Who’s responsible for V1 OE INOP contingency procedures?

A

Operator

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51
Q

Properties of a straight departure procedure (gradient, etc)

A

-within 15deg of the RWY centerline
-3.3deg gradient or higher if obstacles warrant
-gradients to a height of 60m(200’) or less, caused by close-in obstacles are not specified

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52
Q

Properties of a turning departure

A

More than 15deg turn
Straight flight is assumed until reaching 120m(394’)

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53
Q

Holding speeds up to 14000’

A

1 min
230kt
280kt in turbulent conditions
(170 for both for CAT A & B)

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54
Q

Holding speeds 14-20000’

A

1.5min
240kt
In turbulent conditions:
280kt / M.8 whichever is less

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55
Q

Holding speeds 20-34000’

A

1.5min
265kt
In turbulent conditions:
280kt/M.8 whichever is less

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56
Q

Holding speeds above 34000’

A

1.5min
M.83

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57
Q

Basic holding area

A

At any particular FL the airspace required for the hold, based on allowances for
-speed,
-wind effect,
-timing errors,
holding fix characteristics etc

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58
Q

Holds: entry area

A

Includes the airspace required to accommodate specific entry procedures

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59
Q

Holds: buffer area

A

5NM area extending around the hold, where obstacles considered for determining the minimum usable FL

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60
Q

Minimum holding level - obstacle clearance

A

984’ obstacle clearance
1969’ over high terrain

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61
Q

Drift down altitude

A

OEINOP, max cont thrust on the operating engine, OEINOP best rate of climb speed

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62
Q

ETOPS

A

Vary between 60-180 mins
For example 320: 380NM

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63
Q

NADP1

A

-close proximity of the DEP end of the RWY

T/O THR: V²+10kt ->pwr/thr reduction at/above the prescribed MA (800’ AAG)
CLB THR: V²+10-20kt -> delayed flap/slat retraction until prescribed max alt (3000’ AAG)
Then accelerate smoothly and clean up while maintaining pos clb

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64
Q

NADP2

A

-noise reduction in more distant areas from RWY END

T/O THR: V²+10-20kt -> at minimum altitude (800’ AAG) reduce pitch and clean up
Vgd-> PW/THR reduced when safe acceleration performance ensured
At prescribed altitude (3000’ AAG) transition smoothly to enroute clb

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65
Q

Take-off noise abatement skipped if:

A

Adverse RWY conditions (snow, slush, ice, water, mud, rubber etc)
VIS<1NM
XWind, inc gusts >15kt
Tailwind >5kt
Wind shear reported or TS expected

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66
Q

Noise abatement on landing: 2 requirements

A

Must not be required to be in any configuration other than landing, at OM or 5NM in,
Excessive descent rates shall be avoided

67
Q

Noise abatement on landing: conditions to skip it

A

Adversely affected RWY
ceiling lower than 500’
Vis< 1NM
XWIND (inc gust) > 15kt
Tailwind >5kt
Wind shear or TS forecast

68
Q

Airplane performance classes

A

Class A: multi engine jets, some turboprops (>5700kg or >9seats)
Class B: small prop
Class C: large prop

69
Q

Screen height

A

Imaginary height that is cleared by lowest part of the ACFT, gears down, unbanked.
On tkof or landing, usually 35’

70
Q

Takeoff segments: 1st segment

A

From screen height to GEAR UP
S/flaps: T/O
Speed: V²
Gross CLB gradient: positive, 0.3% 0.5% (2, 3, 4 engine)
Thrust: T/O

71
Q

Tkof segments: 2nd segment

A

From GEAR UP to acc height (400’)
S/flaps: T/O
Speed: V²
Gross CLB gradient: 2.4% 2.7% 3.0% (2,3,4 engine)
Thrust: T/O

72
Q

Tkof segments: 3rd segment

A

From V² to Vgd and flap retraction at Vgd,
And from Vgd to final T/O clb speed
S/flaps: acc->retract
Speed: V²->Vgd
CLB gradient: 0%
Thrust: T/O MCT

73
Q

Takeoff segments: 4th segment

A

From 400’ to 1500’
S/flaps: up
Speed: Vgd
Gross CLB gradient: 1.2%, 1.5%, 1.7% (2, 3, 4 engine)
Thrust: MCT

74
Q

OIS

A

Obstacle Identification Surface

75
Q

Gross-Net calculation

A

Reduce Gross by 0.8% to calculate net,
-the net gradient corrected for Pressure Altitude and Temperature must ensure 35’ clearance above OIS
-otherwise the TKOF mass will be reduced

76
Q

TOD

A

Take-off distance, the greater of:
-distance from brake release to 35’ (assuming crit engine failed at Vef and recognised at V1)
-115% of the distance from brake release to 35’ assuming all engines operating

77
Q

TOD - wet RWY

A

the greater of:
-TOD on dry runway
-from brake release to 15’ in a manner consistent with achieving V2 by 35’

78
Q

If the TOD does not include a clearway, the TOD and the TOR are:

A

TOR = TOD

79
Q

TOR - with clearway - dry RWY

A

The greater of:
-from start to equidistant between Vlof point and screen height (35’)
-115% of the distance from start to equidistant between Vlof point and screen height(35’), assuming all engines operating
TOR must not exceed TORA

80
Q

TOR - with clearway - wet RWY

A

The greater of:
- from start to 15’ in a manner consistent with achieving V2 by 35’
-115% of the distance from brake start to equidistant between Vlof point and screen height (35’) assuming all engines operating
TOR must not exceed TORA

81
Q

ASD - definition

A

Accelerate - stop distance assuming:
- Delay between Vef and V1: 1 second
- brakes fully worn to their allowable limit
- no reverse thrust considered for dry runway, can be considered for wet runway

82
Q

ASD - dry runway

A

Greater of:
- Sum of distances:
- accelerate to Vef with all engines
- accelerate from Vef to V1 (assuming STOP)
- come to a full stop
- plus 2 seconds at V1 speed
- Sum of distances:
- accelerate to Vef with all engines
- with all engines still operating, STOP
- plus 2 seconds at V1 speed
ASD must not exceed ASDA

83
Q

ASD - wet runway

A

same as for dry, but reverse thrust can be considered
ASD must not exceed ASDA

84
Q

TORA

A

length of the runway itself

85
Q

Stopway

A

area beyond the take-off runway, able to support the weight of the ACFT in case of a STOP, without structural damage

86
Q

ASDA

A

Accelerate stop distance available
ASDA = TORA + stopway

87
Q

Clearway

A

obstacle-free area at the end of the RWY
upward slope not exceeding 1.25%
minimum width of 150m

88
Q

TODA

A

TORA + clearway
ACFT weight shall be such that by the end of TODA 35’ reached, assuming engine failure at V1

89
Q

TODR

A

TKOF distance required
assuming engine failure at V1

90
Q

LDA

A

Landing distance available, starting at the threshold, displaced or relocated threshold

91
Q

LDR

A

landing airborne distance plus ground roll.
LDR<0.6LDA

92
Q

V¹

A

Max stop speed, minimum speed to accelerate to V² assuming critical engine failure
Vmbe >= V¹ >= Vef >= VMCG

93
Q

Vef

A

CAS at which the critical engine assumed to fail

94
Q

Vr

A

The speed at which the pilot begins to rotate to achieve V² at the screen height. V²>=V¹
Mainly flap + weight but also WAT

V¹<=Vr
1.05Vmca<=Vr
Vr<=Vlof
(Also a Vr resulting in a
VLOF not less than 1.1 Vmu (all engines)
VLOF not less than 1.05 Vmu (OEINOP) )

95
Q

V²

A

Takeoff safety speed
Achieved by screen height and maintained until 400’ AGL in an engine failure
-V²>= 1.13 Vs1g (Vsr) for 2-3 engine turboprops and all turbojets,
-1.08 Vs1g (Vsr) for turboprops with more than 3 engines and turbojets with provision for obtaining a significant reduction in the OEINOP power on stall speed, and

-V²>=1.1Vmca

96
Q

Vlof

A

Lift off speed
Vr<= Vlof <= Vtire

1.08Vmu(N) <= Vlof and
1.04 or 1.05 Vmu(N-1) <= Vlof

97
Q

Vs

A

Stall speed, varies with weight and co figuration, reference for V² Vref

98
Q

Vmcg

A

The minimum speed
On or near the ground
to continue the takeoff, with the critical engine failed and the other engine at tkoff thrust

99
Q

Vmca

A

Minimum controllable speed in air,
Max 5° bank
Tkoff thrust on the live engine

100
Q

Balance field length

A

TODR = ASDR
(V¹ = Vr )

101
Q

Taxy fuel

A

Total amount used for ice protection and APU (200kg per hour for A320)

102
Q

Trip fuel

A

T/O CLB CRZ, TOC TOD, DES APP LDG

103
Q

Contingency Fuel

A

5% TRIP fuel or
5 mins holding at 1500’ over destination, standard conditions (200kg for A320)
OR!
Not less than 3% or 5 mins, whichever greater ( of planned or in-flight replanned route), provided an ERA is inside THE CICRCLE.
THE CICRCLE:
circle radius: 20% of route distance
Center: 25% of route, or 20% +50NM whichever greater

104
Q

Alternate Fuel

A

G/A from MDA/H +MISAP, CLB, CRZ TOC TOD, DES APP LDG

105
Q

Final reserve

A

30 mins at 1500’ ARP elev, in ISA, estimated landing mass at alternate.
45 mins if alternate not required

106
Q

Additional Fuel

A

Operational needs,
Alternate aerodrome procedure, if required, 2 hours in normal cruise, including finres

107
Q

Extra fuel

A

Commanders discretion

108
Q

Low fuel emergency announcements

A

If ACFT may land below FINRES: PAN PAN
if ACFT will land below: MAYDAY

109
Q

Blade ice

A

On the back of the fan blades, overnight, with the fan rotating, humid air at or below 0°C

110
Q

Rime ice

A

Whitish rough deposit of instantaneous freezing of small supercooled droplets

111
Q

Clear ice

A

Clear and solid deposit of large supercooled droplets

112
Q

CAVOK

A

Visibility 10km+
No clouds below 5000’ or highest MSA
No Cb, no precip, no TS, shallow fog or low drifting snow

113
Q

SKC

A

Not CAVOK but no clouds to report.
(Sky clear?)

114
Q

TEMPO

A

Lasts less than an hour at a time, for less than half the time period

115
Q

TAFs refresh rates

A

9 hour TAF: issued/updated every 3 hours
12-24 hour TAF: every 6 hours

116
Q

RNP functionality requirements

A

FMS flight path definition and construction
FMS functions
Navigation DB
Navigation display
AP, FD etc

117
Q

Typical RNP values and usage in Europe

A

RNP 5 (Basic RNAV) enroute
RNP 1 for SIDs/STARS
RNP 0.3 for RNAV approach
RNP10 / 12 oceanic or continental outside radio navaid coverage

118
Q

P-RNAV / RNP-1 minimum equipment

A

One FMGC
One MCDU
One GPS receiver, or one VOR and one DME, for FM navigation update
Two IRS
One FD in NAV mode
In addition:
On the PF side: PFD and ND must be operative
On the PNF side: at least one of the 2 EFIS must ne operative ( to enable temporary display of ND info through the PFD/ND switch)

119
Q

RVSM
FLs and equipment required

A

FL290-410
-SIGWX chart shall be available
-Two primary altimeters, agree within 200’
-One automatic altitude control system
-One altitude alerting system
-A transponder that can be connected to the altimeter in use

120
Q

GPWS
Excessive descent rate

A

Mode 1
SINKRATE
PULL UP

121
Q

GPWS
Excessive terrain closure rate

A

Mode 2
TERRAIN TERRAIN
PULL UP

122
Q

GPWS
Excessive altitude loss after TKOF or go-around

A

mode 3
DONT SINK

123
Q

GPWS
Unsafe terrain clearance while gear not locked down

A

Mode 4a
TOO LOW - GEAR
TOO LOW - TERRAIN

124
Q

GPWS
Unsafe terrain clearance while landing flap not selected

A

Mode 4b
TOO LOW - FLAP
TOO LOW - TERRAIN

125
Q

GPWS
Terrain rising faster than aircraft after take-off

A

Mode 4c
TOO LOW - TERRAIN

126
Q

GPWS
Excessive descent below ILS glideslope

A

Mode 5
GLIDESLOPE
GLIDESLOPE

127
Q

GPWS
Advisory callout for radio height

A

Mode 6
(For example) ONE THOUSAND

128
Q

GPWS
Advisory callout for bank angle

A

Mode 6
BANK ANGLE

129
Q

GPWS
Windshear protection

A

Mode 7
WINDSHEAR

130
Q

GPWS
Terrain proximity

A

Mode -
CAUTION TERRAIN
TERRAIN TERRAIN PULL UP

131
Q

Light turbulence

A

Momentary, slight erratic changes in altitude/attitude
Occupants may feel slight strain on seat belts
Unsecured objects may be displaced slightly
In flight services can continue but pax safety must be assured

132
Q

Moderate turbulence

A

Similar to light but greater intensity
Changes in attitude/ altitude but positive control maintained
Occupants feel definite strain against seatbelts
Unsecured objects are dislodged

133
Q

Severe turbulence

A

Large abrupt changes in altitude / attitude
Occupants forced violently against their seatbelts
Loose objects are moved around the aircraft

134
Q

Airport firefighting categorisation
A320

A

A320 is category 6
But category 4 is also suitable if not more than 8 movements per day
And alternate must be category 6

135
Q

Wake turbulence categories

A

Super A380
Heavy MTOM>136t
Medium 7t

136
Q

Separation on departure
Departing from the same position

A

Heavy to Medium / light
Medium to light
2 minutes

137
Q

Separation on departure
Intermediate point

A

Heavy to medium / light
Medium to light
3 minutes

138
Q

Separating distance on landing

A

A380 7nm
Heavy 5nm
Medium 3nm

139
Q

LVO

A

Low visibility operations:
-Manual TKOF with RVR below 400m
-Auto-coupled APCH below DH with manual flare, landing, roll-out
-Auto-coupled APCH followed w auto flare and manual rollout
-Auto-coupled APCH followed w auto flare, auto rollout when RVR is less than 400m

140
Q

MALSR

A

Medium intensity approach light system with RWY alignment indicator lights

141
Q

TDZ/CL

A

Touchdown zone / centerline lightning system

142
Q

ALSF 1//2

A

high intensity approach lighting system with sequenced flashing lights, 2400 - 3000 feet // red side row lights the last 1000’

143
Q

SALS/SALSF

A

Short approach lighting system/ flashing (same as the inner 1500’ of ALSF)

144
Q

SSALF

A

Simplified Short approach lighting system
With sequenced flashing alignment lights, total length 2400-3000’

145
Q

MALD/MASLF

A

Medium intensity approach lighting system / with flashing lights
System length 1400’

146
Q

ODALS

A

Omnidirectional approach lighting system
With sequenced flashing lights
System length 1400’

147
Q

RAIL

A

Runway Alignment Indicator Lighted sequence flashing lights (only in combination with other system)

148
Q

REIL

A

Runway end identification lights
Unidirectional (facing approach direction)
Or omnidirectional
Synchronised flashing lights at the threshold on each side

149
Q

Runway end lights

A

Pair of four lights
Full width of the runway
Green for approaching aircraft, red when seen from the runway

150
Q

Runway edge lights

A

White elevated lights on either side
On precision instrument runways Yellow on the last 2000’ of the runway, or last third of the runway, whichever is less

151
Q

Taxiways

A

Either blue border lights or green center lights (depending on complexity)

152
Q

RCLS

A

Runway centerline lighting system
Lights embedded in the centerline every 15m
White until the last 900m
White Red alternating for the next 600m
Red for the last 300m

153
Q

TDZL

A

Touchdown zone lights
Rows of white bars (3 in each row)
Both sides of the runway at 30 or 60m intervals
For 900m

154
Q

Taxiway centerline lead-off lights

A

Installed along lead off markings,
Green and yellow alternating
Starts w green

155
Q

Taxiway centerline lead-on lights

A

Installed the same way as lead-off lights but opposite direction

156
Q

LAHSO lights

A

Land and hold short position
White pulsating lights

157
Q

Oxygen requirements:
Flight deck seats

A

-Entire flight time above 13000’
-Entire flight time 10000-13000’ after the first 30 mins
-in no case less than 2 hours supply for airplanes certified for altitudes above FL250

158
Q

Oxygen requirements:
Cabin crew

A

-Entire flight time when cabin altitude above 13000’ but not less than 30 mins
-Entire flight time when cabin altitude 10000-13000’ after the first 30 minutes

159
Q

Oxygen requirements:
100% of passengers

A

Entire flight time when cabin altitude above 15000’
In no case less than 10 mins

160
Q

Oxygen requirements:
30% of passengers

A

Entire flight time when the cabin altitude 14000’-15000’

161
Q

Oxygen requirements:
10% of passengers

A

Entire flight time when cabin altitude 10000-14000’ after the first 30 minutes

162
Q

ACN - PCN

A

Aircraft classification number - pavement classification number.
ACN must be lower than PCN

163
Q

Takeoff distance factorisation (all engine vs OEINOP)

A

Takeoff distance is the greater of:
1.15 all engine, and
OEINOP (no factorisation)

164
Q

Wet runway landing distance margin

A

15% ( and 1.67 / 1.42 for turbojets / turboprops)

Aviation & General knowledge (19 decks)

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