1, HOW MANY SATELUTES ARE REQUIRED FOR RAIM? 5 WITHFDE 6 2. WHAT ARSPACES ARE THERE IN INDIA? WHAT DO YOU KNOW ABOUT AIRSPACE? DEF 3. WHATIS RVSM- WHAT ARE THE REQUIREMENTS FOR AN AIRCRAFT TO ENTER RVSM AIRSPACE? 2X ALTIMETRY SYSTEMS WITH CROSS COUPLED STATIC PORTS + {CING PROTECTION. 1X SSR TRANSPONDER WITH AUTO-ALTITUDE REPORTING CRPABILITY 1 XAUTOMATIC ALTITUDE CONTROL SYSTEM {LX AUTOMATIC ALTITUDE ALERTING SYSTEM 44. RAIM FDS SATELLITES OR & SATELLITES + BAROMETRIC ALTIMETER 5. WHAT ARE LS COMPONENTS ‘THE COMPONENTS OF ILS: LOCALISER, GLIDE PATH, OUTER MARKER, MIDDLE [MARKER AND APPROACH LIGHTING SYSTEM. AND DME 6. FOE-6 SATELLITES 7. REQUIREMENTS FORIRCRAFT TO ENTER A RVSM AIRSPACE 8. CLASSOF ARSPACE IN INDIA. 9. PWS ANOEGPWS, REASONS FOR EGPWS THATIT GIVES USTHE WARNINGS AND /ALERTSFOR TERRAIN AHEAD ALSO? -40. HARD IRON & SOFT RON MAGNETISM ; WHAT KIND OF MAGNETISM WILL AN AIRCRAFT ACQUIRE IF TIS HAMMERED FOR A LONG TIME? 1. eGpws MoDe 6. 12. FOR NAVIGATION, JEPPESEN CHARTS QUESTIONS. SECTOR 7 DWARKA, NEW DELHI413, COLOURS FOR GRID MORA, SCALE ON JEPP. CHART, APPROACH PLATES LOC [APPROACHIGS OUT). 14, PITOT STATIC INSTRUMENTS? EXPLAIN ONE INSTRUMENT OF YOUR CHOICE? 15, EXPLAIN STATIC PRESSURE 16. -TAT>OAT, WHY? 17. -EXPLAIN DENSITY ERROR 18, MACH METER ERRORS. 19, INS SETTING/FALIURES 20,-RADIO ALTIMETER ERRORS 21.-TCAS TARA RANGE 22,-WHATIS AVOLMER? 23.-MIGhT EFFECT 24.-SIDEREAL DAY 25.-VOR ERRORS 26. @PYOR-DMEE CO-LOCATION CRITERIA /OR TRACKING PROBLEM 28)-GUDE SLOPE COVERAGE RANGE 29. WHATISPRNAV 30,-SPEED TO BE MAINTAINED WHEN INA OME ARC SECTOR-7 DWARKA, NEW DELI31. -GRID MORA (COLOURS ON THE CHART) 232,-RLON A MERCATOR £33. -VREF SPEED CATEGORIES {34 -CONVERTING CLIM GRADIENT TO ROC 35. WHATISA VOLMET? 136, SPEED TO BE MAINTAINED INA DME ARC =730 KIAS 37. WHATIS CP 38. WHATIS PNR 39, FACTORS AFFECTING CP ANO PNR 40, APPROACH PLATES BRIEF __AIRPORTS'APPROACH AND QUESTIONS ON THE [APPROACH PLATE «41. WHATS COFFINS CORNER’ 42, WHAT HAPPENS TO.TASIND MACH NO AS U CLIMB INTHE SAME CAS 43. WHAT 15 MAOH CRTSPEED sion Approaches (CANPA) 44. WHATS CANPA ? Const Angle Non.Pre 495 wna is beRIveD DECISION ALTITUDE "N. WHAT IS ILS AND ITS COMPONENTS |47.GIVE A BRIEF DESCRIPTION ON MERCATOR, POLAR STEREOGRAPHIC AND LAMBERTS ua {48 WHAT IS NAVIGATION SECTOR 7 DWARKA, NEW DELI49, WHATS RNP 50. DIFF BETWEEN INS AND RS 51. HOW WILL U ALIGN INS ‘52, WHAT INPUT ERRORS WILL THE INS SYSTEM WILL ACOEPE 53. WHATIS RNAV 54, AIRCRAFT REQUIRES HEADWIND COMP OF AT LEAST 1OKNTS/AND CROSSWIND LIMIT (OF 35KNTS. THE ANGLE BETWEEN THE WIND DIRECTIONIS 60 DEG, CALCULATE [MAXIMUM AND MIN ALLOWABLE WIND SPEEDS? 5, AFTER TAKE OFF YOU CAN ACCEPT UPTO 20KNTSTF TAL WD. THE RUNWAY QDM 15 (047, THE VAR IS 17EG E ANO THE ATIS GIVES WIND DIRECTION 210 WHATS THE [MAX WIND STRENGTH YOU CAN ACCEPT?” 56. MAGNETIC HOG 311 DEG DRIFT 10DEG LEFT RELATIVE BEARING OF NDB270 WHAT IS THE MAGNETIC BEARING OF NDB MEASURED FROM THE AIRCRAFT? 57. EXPLAIN CARRIER WAVE? CAN A CARRIER WAVE CARRY INFORMATION? 58, EXPLAIN SIDE BANDS2,1F CARRIER WAVE 1S 500 HZ, WHAT ARE THE VALUE OF THE SIOE BANDS? 59, WHATO YOU KNOW ABOUT NAT? (NORTH ATLANTIC ROUTES) 60. EXPLAIN How FMS PLOTS I's POSITION? 61. DOEf FMS USE GREAT CIRCLE OR RHUMBLINE TRACKS? ‘52/€T0PS2.WHAT ETOPS REQ.S ARET77°S RATED TO? (ANS S24” min) GS.OUFFERENCE BETWEEN INS AND IRS? ABs, ACARS 7, CPOLC?, FANS 7, ADS? (ALSO THE FREQUENCY BANDS THEY FALLIN) bs. WHATINTERFACE DOES CREW USE TO USE ACARS 2 (FS ETC), 66, DIFFERENCE BETWEEN RNP AND RNAV. WHATIS ANP? SECTOR-7 DWARKA, NEW DEL67.1F AN EQUIPMENT FAIL, WHAT 00 YOU DO IF YOU ARE FLYING AN RNP ROUTE? (ANS: ADVISE ATCTO ESTABIISH CLEARANCE) 69. WHERE ARE LAMBERT'S CONFORMAL CHARTS USED OTHER THAN IN AVIATION? 70. DIFFERENCE BETWEEN DOPPLER VOR AND VOR?. WHY I DOPPLER VOR BETTER? 71 SIMPLE PROBLEMS ABOUT DEVLATION AND VARIATION ANO RELATIVE BEARING 72, RANGE OF VF: RXAND TX HEIGHT GIVEN 73.8, PNR FORMULAS. 78. WHAT IS POINT OF NO CONTINUANCE? 75. WHATS OPTICALLINE OF SIGHT? 76. QUESTION REGAROING THE POSITION OF AW A/C IF HE TRAVELS SOME MILES EAST {THEN SOUTH THEN WEST THEN NORTH. WHAT'S HISFINAL POSITION? T7.CANPA? (OFA? 78. DIFF B/WULSX BUSY 79. RSM 20, RNP aia 82, 0ME s3.6PWS 4.15, IRS, GPS 85. WORKING OFA SERVO ALTIMETER. 26. RND(RNAY, {7,15 REFERENCE POINT NF THE WAVELENGTH Is 2 CM, WHATIS THE FREQUENCY? "a, PRinMaRY RADAR V/S SECONDARY RADAR. 190. WORKING OF WEATHER RADAR. ‘91, HOW IS CLOUD HEIGHT CALCULATED USING WEATHER RADAR? 92, FREQUENCY BAND OF SHE 93, WHAT ISA BFO? SECTOR. 7 DWARKA, NEW DEL94, VEGT CHART OIFFERENCE BETWEEN ILS AND ILS Y? 195, CAN YOU DO KS APPROACH WITHOUT GUIDESLOPE? ANS-YES Tix rads orl change ON THE CHART 97. WHERE ARE THE STANDARO PARAILES WRITTEN ON JEPPESEN ENROUTE CHARTE 98. WHATIS TODA AND TORA? 99, WHAT IS THE DIFFERENCE BETWEEN CLEARWAY AND STOPWAY? 100. WHATIS VARIATION AND DEVIATION? 1201. RVSM WEATHER OBSTRUCTION CRITERIA? 102.0\F FERENCE BETWEEN RNAV AND RNP? 103.GRID MORA, MOCA, MORA? 104. COMPASS ERRORS (ACCEL/DECEL) 205.F¥5 AND I'S INTERFACES, 106.1RS CONSTRUCTION, WORKING, LIMITATIONS, RELATION 8/4 TIME TO ALIGN VS varmune SECTOR 7 DWARKA, NEW DELIAL Nonwesien th) Tez ( i WHAT IS TZ? The Intertopicl Converachce Zon Mott emilee the Nore-East and SouthEast rade wind convergence. Convetvey active. ° prone ofthe ITZ are known asthe mansoon trough. is movements with Sum Since Sus Heat nas ao a role co determine the Trough (Region Of ow, eae E ee eee FICE MOVES wT SUN. IN JULY AUG SPILLS OVER INDIR AND LIES BETWEEN PLNIAB MARANA TOWEAD BAY OF BENGAL ALSO KNOWN AS AMET|ANIS OF MONSOON TROUGH, oad MAX RANGE CRUISE AND LONG RANGE CRUISE (LRC) Ha —_Therelationship between the speed of the aeroplane ané ts range. The top of the blue curve rEpresents the point of maximum range and the speed to which this is found. for ajet aeroplane you wil recall this speeds 1.32 VMO In commercial ‘spehtsces ts secede rs commonly elened io othe Macro ange Cruise oF MRC (Maxi ain & I tortumption) «Cb io Ben , iS “Destin, Pb oh * 3 A Pct, feredhay > 6recpe flue bf - wf * San RAURANA. He 08 20 $E0=7 DWARKA, NEW DELHTfi SPECIFIC RANGE Usually a higher speed is used. Looking at the top of the graph, you will notice tistindis Fairly flat. This means hata significant speed Increase can be achieveawith only a small compromise any ig ieee clea ge higher sd the Long Range Cruise (IRC). the Long — Range Cruise speed is about 4% higher than the Maximum Range Crulse speed, and as such the speciic range re SCC ee a about 1% These two speeds are the maximultf range cruise speed, MRC, and long range cruise speed, IRC aod EXPLAIN WIY 132 Vind IS BEST FOR RANGE AND NOT Vind JET SPECIFIC RANGE (GR) = TAS + SFCX DRAG SEC~7,CWARKA, NEW DELPROPELLER SPECIFIC RANGE (SR) = TAS = SFCX POWER. REQUIRED ‘TAS Maximum ratio SR = aipcpmag) Me. ‘Minimum at 4 : cove Je prac efHays? Peg cnve Opto. REQUIRED FORCE en mn Tas tr Sprifcant ), SE impos Range 0 (| iF the aeroplane were to fyaLYMD then of course the drag force would be at its lowest. Pa Referring to the formuldfor specific range which shown inthe graph it seems wwe have solvet.one ofthe points, namely how to make dag as low as possible. However notice that because Speed may BE increased Tiegefae max range is at 1.32 Vmd because a small increase in drag with large iigrease in TAS improves the ratio for SR a the drag curve is fairly flat atthe bottom, the. antly from VMID for only a small drag penalty. 11,COST INDEX ‘The cost index concepts to achieve minimum operation trip cost by means of a trade-off between time related costs and fuel related costs. sane HUAN SEC—7 DWARKA, NEW BELA 9871236200QE Selecting 0 for cost ndex wil i the a/c slow consuming more time but less fuel Maga cat Pe > Lastname fat COST OF TIME(CT) COST OF FUELICR) COST INDEX (CI) > PANS ~~ PANS.OPSs ante contol acronym of procedures fr a naviaton sences~ aera operations, PANS;ORS are ules fo designing nstumenl approach ar departure paeasyres e ‘Such procedures se use to alow avert to land and lake of wen nsrent mtsora.oaes| ondtons (MG) fps inerument lat les (#8) aac 6168 states hat atinstumen approaches are designed in uch away ta YA, vBncat clearance sung teint! segment shoul be provided 100 above Highest obstacle %. During an intormecate segment snouid be 500 ft 3. THERE ARE FIVE SEGMENTS OF APPROACH WHAT IS AOM ? 9872855190Ale aiz bores Jeu 2 wos Sooke) ierroep gray sty ‘Aerodrome operating minma (AON) ag/erteria used by plots to determine w rena ea SOc eo So cimaphove Crditos® “The nts of usabily of an aeroome fr: 1s expesced in omit isa ang tncdor FUR a0 ‘operation, | 6 len in Non 2cson Appa a ng operations exes nds of ses andr RUF evan Geseet ARR (UDA an cesar, cud Son ‘Koware cae by te operator based on font supe by ne natoai tA!) D6 Se srs nea cts or oe oy BTS een ne seer aperseg mia ek any paar {H eserator, sn operator mst he al acoutlt (ete poremanc na hangs fe te conesdon at eight co eg conn and expetenn( TLS val) 13 te ders and chalga tuys ia an ewe 1 52 7x eavomen oat PC seccae rhe pues nv nor cot rive Roma epi rg akece ppm, Peta, es, rolout soa the sad pioacs A the etal ach. mse approach andthe cinb-out areas reared or tne exelon of eingencypiocedues and necessary clerance; 12 belie clearance atuxsemeght fhe insurer approach procedues A ve Heait to determine and repod mateorlagicalconatiens: and CMe offisa) eas ed cng rl appease Som) NORMA AERODROME OPERATING MINIMA /hycileo! oscrtts) [Normal AOM shall be calculated based on the latest information of airport ‘acilties, procedures and OCAs. Operators shall ensure that only information by the Airports Authority of India (Al) through the Aeronautical Information Service is used for calculation of AOM at civil and defense aerodromes. RESTRICTED AERODROME OPERATING MINIMA. (Non Scho clu les! oft) SARL URANA SEC~—7 OWARKA, NEW DEL 71856290Restricted AOM shall be based on additives applied to the Normal AOM as below; Restricted AOM = Normal AOM DA(H)/MDA (H) + 100t and normal AOM Visibitity/RVR + 400m ney Scam ar Sanart iion Opera my apy DECA or C5 behogl spent tnd AOM eto the ollvng condi {7 The PIC and Co-pitot shall have minimum 200 hours experience on typ ave) ‘THEREFORE SPECIFIC RANGE INCREASES WITH ALTITUDE ,THEN DECREASES WITH ALTITUDE. (OPTIMUM ALTITUDE IS THE ALTITUDE FOR MAXIIVUM SPECFIC RANGE. Kao metals ured 40 Witenin, Cle to apliowe e thas 2s sTeP CumB SEC 7, DUARKA, NEW DEL 0387186690Gusse Climb 15a Conbrous alent Climb uh ch ollfnah te, Alc $e vwmaia ca thin the optimus of Fade oF oll Fran In order forthe aeroplane to maximize the specific range the aeroplane must stay with the optimum altitude asthe optimum attitude slowly increases, In bother words the aeroplane must climb along the green line rin Magy om noe Climbing inthis way is sometimes called a “crise climb". Bat carving out & use uiinb isnot shweys possible, since oir tafe contro!3nd aspare—"> ae angestion may predetermine fight crusing leves- If this isthe case, in order to stay close to the optimum altitude, step fits may be performed ‘Step climbs essentially mean that the aeroplane climbs toabouit 2000ft above As fuel is used and weight falls, the optimum altitude willincrease to a poi ane’s current level but it can take up tits curent level he aeroplane 1 400 ft and level off so that it wulTonce again be 20008 above the optimum aitude. but if the last step climb is within 200.am ofthe top of descent, then the fuel savings negated and the aoplare should remain level Carrying out step climbs in this way, rather than always staying withthe ee uaasuetie consumption by about Pkand therefore ‘ecrease the maximurh range by 1%. This may not soundlike much, but over @ {year atypical 747 would have used an extra 34,000 tonnes of fuel. I an aeroplanédi@-not even step climb and simply remained at a constant altitude during the cruise, then the aeroplane would increase its fuel Cconsiimption by 103% compared to flying constantly at the optimum altitude. 12. WHAT IS Q-FEEL IN THE AIRCRAFT? ARTIFICIAL Q-FEEL UNIT IN A FULLY POWERED FLYING CONTROLS , STICK FORCES ARE NEGLIGIBLE. TO GIVE PROPER FEEL TO CONTROLS THE ARTIFICIAL FEEL UNIT IS FITTED EX- DOWNSPRING AND BOB WEIGHT SaWIL AURANA SEC—7, DWARRA, NEW DELHI 9s7isss200THEY ARE ATTACHED PARALLEL TO CONTROL SURFACE BOB WEIGHT AND DOWNSPRING INCREASES THE STICK FORCE FAILURE OF ARTIFICAL Q FEEL UNIT WILL DECREASE THE STICK FORCES WHAT DIFFERENCES VOU KNOW BETWEEN AIRBUS AND BOEING? Boeing ‘airbus Bal Birbus is papular averalt | rancfacturing that isa subsiian OF EADS, a European | t | | ‘ } ‘The Boeing Company is Aetbapace | | Company and DefeAgeGarporation | aerospace company. The thathas Rs rogtbin thf United | company + based in Blograe, tocaton | tater Francs. "planes ara Youd bur slihtly planes have a curved nd Frontet plane _| points rounded rose wis} i Cockpit Windows ina sight V’ | Cockpit are square windows ggg feet terns Eda [anaes | Uses a central yoke and has a steering | Used sidestick, this is similarto a | | | wheel design thal is used as the main | joystick thal is used to play | aE Su ~ ‘Sanot be rem The plot | ' ‘The pilot can perform all these system and do something drastic po IES ie ae Sav KHURANA SEC~17, DUARKA, NEW DELI 93871866200HOW DOES PRESSURIZATION SYSTEM WORK AND WHAT IS INLET ‘VALVE AND OUTFLOW VALVE? areas | _J Unprossue ‘CABIN PRESSURIZATION WORKS ON THE PRINCIPLE OF CONSTANT MASS FLOW FROM THE ENGINES AND DICHARGING AT A VARYING RATE. Cabin pressurisation is controlled by haying'a constant mass flow of air entering the cabin and then varying the'rate at which itis discharged to ‘atmosphere. The constant mass flow of ar is supplied by the air- conditioning system via the mass flow controller ands discharged to atmosphere by the discharge or outflow valves. “+ THE PRIMARY PURPOSE OF OUTFLOW VALVE IS TO MAINTAIN DESIRE CABIN PRESSURE... "> + OUTFLOW VALVE PERMIT OUTFLOW ONLY. + NEGATIVE RELIEF VALVE OR INWARD RELIEF VALVE PREVENT ~ve DIFFERENTIAL PRESSURE IN THE CABIN THAT MAY HAPPEN DURING EMERGENCY DESCENT. WHAT HAPPENS TO V1 ON A DRY RUNWAY AND WET RUNWAY? ‘ibis te maximum spaed at which tis equally possible to complete or abort take-of, within the remaining TODA and ASDA. I tokeof is aborted hen tne acca must be brought toa halt before reaching the end of he [ASDA Slush wil reduce fneton between the tyes an the runway ans hence increase the ‘stance required to bang he arcraftto a halt SEC 7,DWARKA, NEW DELHIThis in tum means tata lower V3, must be used when operating rom a contaminated runway ‘Toke off cistance required wil not afect much because screen height is reduces on wet NOISE ABATEMENT PROCEDURE (“va 2 7) Guar» ROSE ABATEMENT PRO herplane opertingpicures fore take-off cimb stl esure thatthe ‘necessary safety of fight operations is maintained whist minimizing exposut fonoise on the ground. rex. Cerin Pigs proceoure (wast 4 ) fotoge Pm ¢ mere set boat itn, Acar erty neni pont a P LP, WaT would be Benn) oilune? | aod ae. famaig nom ie mai9 bnebog charts Eee ene | wom oom (k— nator nists ton 0 08 (9 Too Usted Soins) tet nfo yonnen = aN, Genroty > ara ac nad! gard cleatorce > Noise prefirentino Ruse 871866290 ae fag Pevetea (orey from ot) tan teuscrds UA bebutatid arce,NABT A> Proffencl for obstocls claorones shu tanain 8 on tees 5 sts Stn chit a ee * 10 is bast with b> flo roams ames Cig Hot a (OPS). aoodont ) ratonmely vores eet soon sone ao le aeered (ERASE guid 95. What is the range of V1 speeds? And sequence of v speeds There are soméyules abbut the speed for Vt maf not be less than VEF plus the speed gaired with the critical ‘engine inoperative for the time between engine failure and the point at which the pilat applies the first means of retardation. ‘Ymust not exceed VR ¥- must not exceed VMBE ¥ must not be less than VMCG V1 can be any valve between VMCG and VR ‘Maximum value of V1 is limited by VR and VMBE ‘Minimum value of V1 is limited by Vmeg Sequence of Vspeed is SARC KURATA 09871846290‘96. WHAT IS V1 AND ORAW GRAPH AND EXPLAIN ? DISTANCE. TaealVi FAILURE SPEED (Ki) Ifthe engine were to fail before V1, then tlie détision would be to abort the take-off. The reason is because, with only one engine operating, there would be insufficient take-off distance left <0 accelerate the aeroplane to the screen height. If the engine were to fail after Vi, tiie decision isto continue the take-off The reason is because the aeroplane is travelling too fast to be able to stop within the remaining accelerate stop distance available. 97.How does weight affett Vi'speed? lf the field lengti isa limiting factor, the greater the ope-ating weight the lower is the vi speed. This means the lower the v1 speed provides a greater stopping distance? Ifthe field length is not a limiting factor, the greater the aircraft weight the hhigheris the v1 because heavy a/c requires the higher v speed and it can still stop in the available distance. 99. WHAT IS THE DIFFERENCE BETWEEN DRY Vi AND WET V1? Wet vi is less than dry vi due to reduced braking efficiency on a wet runway. Whats Fly by wire?Fi-byire FB) is system that replaces the conventional manval fight contol ofan art vi an elecroniintertace. The movements of fight contols ae converted to electronic signa’ transmit by wires (hence the fy-by-were ter), and fight contol computers determine how © rove the actuators at each contra urtace fo provide the ordered response, The bye System ale allows automate signals sent y the arcraft’s computers to perfor functions out he plots inp. as in systems that automaticaly hep stabil he acraftxprevent Unsete operation fhe aircraft outsd of te perormancs envlane ‘avantages of Flyby Wire 6 1 savings, reciion ning oN ty bp andes nto fy bow acholny heerlen cock dessa handing charters. Ts makes Seen sutetteson noe spear mh esters gs “as ios pes ‘icoasaeregiromts weet way ct ane ey aca doth oma fo he S$. 2) 143, ALERT HEIGHT - (A3ao ~>lor') 15 Maghba ative wohich — rotten bli ascent’ ta powech ond icctnde Do anaund « ‘Alert height. An alert height a height abgve the runway threshold based on the (OAn mow no: ehcom on bioad Glnt height «sill iremoye aeroplne and its fal opErationaljandingsystem, above which @ Categéry Il ‘operation would be discontinued and'emissed approach initiated if a failure ‘occurred in one of the redurgaht parts of the landing sys:em, or inthe relevant ground equipment (444 41? foils lao abn hegre gon far slg SEL oa pro Pec [THE AIRPLANE HAS MORE BOM PUTERS AND MMORE HYDRAULICS SYSTEMS THE ALERT : HEIGHT OF THE AIRCRAFT WOULD INCREASE AS YOU CAN RELY ON YOUR SYSTEMS FROM A EARLYHIGHER) HIGAT. ASS Ras Geomp fs Mo Lamb > cla herght of ASiouill be haha. _) (Cot D, Cot of” ae goog o asp, ALI SAT oat ecb all antennas where including sicrat, are excluded during alls ~~gfierations. The critical area is protected because the presence of vehicles the ILS signal eotitie 0a . IS sensitive area. An area extending beyond the critical area where the ‘and/or aircraft inside ts boundaries will cause unacceptable disturbance to space. parking . SANHL IURANA SEC 7, DWARKA, NEW DELI 9471865290EUS oytvead_oua iS the anes it which fe moument of, Me airblaney » Grad Uechilt i mas pcec! Semute jt may Cause ntapamce fo 2.5 i > DiS srsite sane, sty gua tidy citlel aoa cola be moversnt of, asallon and ase hls Bietnoled be munaaie inte on 6 om and/or movement of vehicles, including atéraft is conitlled to prevent the possibilty of unacceptable interference tothe IL signal during I'S operations. ‘The sensitive areas protected to provide protection aganst interference caused by large moving objects outside the critical area tut stil normally within the afield boundary. Topreucnt Steades on engine fox ssps)Flat rated engines. the thrust produced by an engine ata given rpm. will C depend rroan—or—rv—e ithe ar density id her air pressure and temperature, Ata given pressure altitude, decreasing temperature will give inQeeasig thrust Fe U(buin ewever- YF Enger Se Mat ak Festrit@d to Fonec{ansud) maximum Hust eventhough the engine capable of producing higher thrust e The reason being that at lower temperatures too much test may be generated and the pressures within the compresiore thay be exceeded a a ta be dTowioed) sy FLAT RATING - (Meer acpensive thom etna angina) ‘bc Hot ee rv) Onsase y * e Fa MCHE AIR TEMPERATURE ‘What is drift down procedure? A dx f+ daon froedune. 73 bosically implements ing Be avin-of Single orgie foun ohech naguine dacint 40 Singh engine we D RGritdoud proven slows your Brctatt coca anh oak eee teadae oWiha its cruising altitude. in case of engine failure, the aircraft must have entered overhead the terrain at a flight level high enough so that a drift down to an airport landing can be made safely A technique in each: ascent ngle cam be decaaie ayy the bosid of incwared Pout Bow tne 5 juuanen se Jet engine cohilrensintainizy Vien in. ondin to. vrnccini 20. tne hearer Sonat cur temoin i cold Digt Doon Brcedune (PDP)