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)=f emigus fe eascimars he hanizeniat arctene (er the vaca Stat tase flow by bing re de qoiret inline vit re If the a/c cannot maintain altitude with an engine out, the flight plan miust be so that during every portion of the flight they maintain clearance, even if itis not the most direct route. In summary ge, after engine fallure inthe cruise, the aeroplane is forced to descend, buts it descends the aeroplane can stovwly reece the pore tescont angle unt the aeroplane can ance more fy level. This procedure is 0 enon asthe Dritdovwn procedure and Ie produces a Drifdown Fei ee Sah eee ee ES tng Com Walled oh 0 wianity Lo. one ° re is 7 fo) Maintains vind ‘ age pares [NOTE THE DESCENGIANGLE IS DECREASED AS AIRCRAFT DESCEND TO LOWER ALTITUDE as aifitud€ DECEASES THRUST FROMALIVE ENGINE INCREASES AND THUS VMDCAN BE [MAINTAINED ATA LESS DESCEND ANGLE ALSO VARIABLE INCIDENCE (Trimming) TAIL PLANE ‘To trim, the tailplane incidence is adjusted by the trim whee! until the tailplane load is equal to the previous elevator balancing load required, ‘The main advantages of a variable incidence (trimming) tailplane are sav URAN SEC-=7, DARKS, NEW ELH 9871856290> The drag is less in the trimmed state, as the aerofol is more streamlined > Trimming does not reduce the effective range of pitch control, as the elevator remains approximately neutral when the aircraft is trimmed. > Itis very powerful and gives an increased ability to trim for larger ce and speed range. ‘The disadvantage of a variable incidence (trimming) tailplane’ that it {is more complex and heavy than a conventional trim tab system? AVP AND LPV APPROACH PROCEDURES. INSTRUMENT APPROACH PROCEDURE (IAP) — & series of fredlgmined manoeunres by reference to fight instruments with species protection from Bostacs from the intial ‘sppreach fix or wnere applicable, rom the beginning of a defiesartyal ruts to a point fom which @ landing can be completed and thereat i a landig is nat complete, toa poston at which holding or enroute obstacle clearance criteria apply. nsvament aparoach procedures are lassiieg as folows Non-precision approach (NPA procedure instrument approach procedure which luiize lateral guidance but does not ublzeverical gucance,[r08,v} Ser=ucses Approach procedure wit vertiéal Guidance (APY) An instrument approach based on & fown—awgaton “Hoe? eters nt requ ore he precion approach standarcs of ICAO Annex 10 [Su gioodes care an Gag Goya ricnaten ois toned aan Precision), atest aa _aro-VNAV. LBA th gio ath, LNAVIVNAY and LPV are exampies of APY 2 approaches. Se 1 Precision dpprolch IPA) procedure, An nstument approach procedure using precision ttre a yrical lence wih mina as determined by the category ot operation [Fe Sores] Fabas(Lme] DeP> loo vis procedure CAT IE Uy we guy ov tao vn TIO CENTS the gsigen a oeSTART COCKPITINDICATIONS REASON ‘Actions WETSTART EGTDOESNTRISEATAUL WELW (WGH ENERGY IGNTER UNIT BLOWOUT CYCLE _ rawure) fav ano cOOUN™ moos esvant nay? MoTsraRT forexcHEDING THe 1. suReWS FUEL THE cHuMnen Gar GrrfuRL SUPPLY 2. ane WraKe ocKED e S.auwn stag wun 1 eorrontws wow atrrupe SAT smur ort rue supety sranr semis wo cowramiareD omrnesson 2 neweven ape enone st eee ea _iesUbcenr am ro surrcRT oo comausTion 925, CB yy Re s GN BBR NS s SEC~7, WARKA, NEW ELIge poet Ant [ Srargo > G0 Rema son Jndiqo 2 Uoey reghty Goud by Yenc: 9 Fbuhove J Seba bo ph, angie sen Crt certs Orban only Buh sour port. Tis to get 40.0 conclusion(WHAT IS SCREEN HEIGHT? Screen height lates tothe minimum height acioved over the runway before the end of -deanway should an engine fare occur on take oft The Seren height also marks the end of he take off stance, HOW HIGH IS THE SCREEN HEIGHT FOR PROPELLER AND IET AIRCRAFT? “Te screen hgh propa eget yon SOT .2 Nest propor erat have nreasedacelertelsiop stance wel ono bt no cha ‘nV or screen height The sree hight for et engine aera ny condtons ie 35, Les han propel erat duo lower CL ofthe tarts swept wag In wet eta sereen heights reduced minimum of 8 Rin most cases. Ths ‘Ganges with engine flue seenares and charges ora condos fot {ere arcrat wth oe erg inoperative iy condten and 15 eae wp ene engin inoperative nel constons a Cay What is reduced thrust or derated thrust? 8.737 laa’ CFM 56 orginas ‘This third procedure is referred to as the redué&d'thrust take-off, variable thrust take-off or assumed t ke-off. However, Airbus uses the term Flexible take-off % ‘The main reason for doing this progaluré' to preserve engine life and also to help reduce noise. NABT procedyre ‘The procedure can be used any he ‘actual take-off rrassis less than the maximum permisibletake-oMeqs and that theres an evailable distance that greatly exceeds that which iBreqBired.TOOA sm roe excessthan te THO stance euited ‘The maximum reduction jn thtust from the full rated take-off thrust value is 25%, B77 has a thrigt rEduction upto 40% ” nats THRUST (eux | Boing has ts ATM ead dutatn tout Thrust yen Derated Thrust (Derate) ture) + For given ambient condition, the (2aegwe~~ na certified takeoff rating. | thrust reduction achieved by selecting, xc roc)° bient condition, the thrust. | another certified takeoff rating tha is pasion ee lower than the maximum takeoff 'y | the rated thrust for a temperature THRUST IS ANOT OPERATING LIMIT | THRUST IS A OPERATING UMIT EG 24 (he moment TOGA i pressed. tit wil SEC 7, DWARKA, NEW ‘e4M! 05871066290,BIB] CFMS6 orgs ‘Maximum of 25% thrust reduction from the full rated or derated thrust (40% option from the full rated thrust) for some alc ike 77 ‘Allowed on wet runway if wet rwy perf data is available |Prohibited on contaminated | Pee cas ne Boclowars vi below ace AND ALSO FOR SINGLE, ENGINE FAILURE ANY TW DURING TAKEOFR~. —~> Prcawne aed WHY Ass CONTAR RUNWAY? ‘TOGA - TAKEOFF THRUST, BE SELECTED FOR WINI May increase takeoff Weight eee if iifed By-VMCG ra) fon fake | eeDiie performan ed on contaminated 8 Bec itlowers VMCG ed The nofing: FOR SINGLE ENGINE FAILURE AIC MAY HAVE LOSS OF DIRECTIONAL CONTROL BUT CAN BE SELECTED WITH ENGINES FOR WINDSHEAR.__ J com ob ee Gull odat Huth ne Vncay 7 Ms shen tse TEMPERATURE TAKEOFF 1S NOT PERMITED ON erted = contaminated runway require lowering the V1 but you eant lower the Vi beh ‘MEG and VMICA are based on the fll rated takoof thrust. ‘Assumed Temperature thrust that isles than the fll rated theo thrust but would not lower VMCG..ccte Vice cen foe ox fake MEY Volt this thrusts not an ‘hnust levers may be li " SAL KMURANA. SEC 7, OWARKA, NEW. DELI 09871966290,Whereas for assured tmportire tke of. Ving i alata 2 pr hs ful tke of ust value because esting YOGA wai binge atin ait act aa a Ws wl reds the conrotaity atthe single enpa naparationberaune ine amon ort woul hve en ‘he good engine and is wil rade rectonal con ‘based on the derated takeoff thrust. ‘Thats the reazon that advancing thrust levers beyond tie imi can sause directional ‘problems in caze ofan aneine faire. Isthataderated takeoff thrust allows a lower VMICG a —~O owt toanatM trast ~ Because V, aedutect 0% Conferinated ROY beta Keck Sine dem Veicée S hughen in yume tmp rrvthed, ase Mes vitlord oy tine SEC-7, DWARKA, NEW Dein! 00871066290,. Tesi epi Sate of Registry > DGCA(Grdia. a Linggrgioe Yooh bes inagsud) POSS? Pon Cos) Ents > Eptoly, 3, ‘ 13,4 eran Ale] : BIT77 Aix Naslund <2 Blorindlf Nahar e0% Ahpovee) EDTO- EXTENDED DIVERTION TIME GPERATIONS S ETOPS — EXTENDED TWIN OPERATIONS “*"” eer (Biv tru 8 ertoirts all acefort iS Gornina] lett The purpose of intial ETOPS regulations were to provide very hi SR stay te get oo ovege 15 shar race [Fok ty tre fac ont Si while facinating the use oF twin engines on routes, which were previously op restricted to three or four engine aeroplanes. YG TOPS has now evolved to EDTO (Extended Diversion Time Operatic ‘encompass two or more engine aeroplanes and the intent of the c tafe, EDTO may be refered a5 ETOPSin some documents fC fgnt rod) Cites ) 2 livesion extended de tide operations (970) Anyone with two or more turbine engines where the diversiag time to an en-route alternate aerodrome is greater than the thresholftim@established by the GCA, Coming (Sts te nonge ted by the Te isle thaw the div time ‘Threshold time. The fahge, elpresseggh Ung Estobished by the State ofthe Operator to an en-route alternate arO¥pme, whereby any time beyond requires ‘an EDTO approval rom the exe ier Note: The threshold time FOrEgTO established by DGCA Is 60 minutes for two engine oerplones on I20.ninutes fr more thon two enine aeroplones. * caf cotpr facet Yo ect EDT ofl 3> J ‘Reliability ofthe propulsion system; > diewpaesscerifeaton for edto ofthe aeroplane type; and uD tenance program. L zpCapitilides of the operator; > 1hecd core frtonce onal wenents EDT wot uf, SAHILRHURANA SEC 7, DWARKA, NEW bl min 2 sD EDT 2 ‘ELH 09871856200S15 om opfasval given tu stab of “Gry ie DEA fou tH oberotan Grk 01H me them duso arginth why the diy, time. oe enreuty Albrnote cwrorctrome ig * (ONO. sesh iru wohich. ic evel che by Dla che Thassholel tre ?> 94 5 ts anys we pruseel in toomy 0f Hire to Me erica alt" avwohome which % AHeblshed by te a Sob 20 1eohanaby ay tw begord which oi) “PM om ED obbovad Ger ht, eee cxteffcont Fore Goteol ful > GH vi ued quired tobe wu hd amount auch that te AC con sty Bly Gin we Met Ceitica point tothe emado o HYynate Qordsornt + Civ" o toate for He meat Guticat print)FUELIS CALCULATED - S ‘2 Assuring a rapid decompression atthe most critical point flowed by ‘Sescant io @ safe allude n compliance with the oxygen supply requirements, oF ». Althe approved one-enaine inoperative crise speed assuming an endine faire a the most eitcal point followed by descent othe one-engine Inoperatve ers stud , «At the approved one-enaine inoperative cruise sped ‘Gecompression and a simultaneous engine failure atthe ‘Riou by Soocont tsa caf atte fr compliance wih te onygen su requremene, S EDTO FUEL CRITICAL @__ Most limiting of the following scenarios at critical Equalffije Pott between EDTO An aeroplane with two engines engaged in EDTO should cary enough ful to fy to an en-route alternate seroarome, AGSUMING ‘© Engine failure SS + Depressurization ~~ ee Oa on URC speed speed _» _515-minate hoid at celitatin any allowances — Fuel Adjustments SS ‘© Wind forecast errojs, Temperature «Fuel burn deter 9% 0 established in-service value)“ # Forecast Icing, 4 burn, MEL/COL7 wer & mS y | / sani rueana / ec 7, DWAR. NEW ELM 09872846200Gore shi of 98 oes i fy lft ale com tobe off, 3 Low visibility take-off (LVTO). & term used in relation to flight operations referting to a take-off on a runway where the RVR is less than 400 m.* “The major component are the ground ie. aerodrome facilites and airborne elements ie. aircraft and its equipment & fight crew capatilties, and fight procedures. [AERODROMES FACILITIES REQUIRED ARE - _ Se Moreno’ conc an antl seen, cama fe & Low Visibility Operational Plan (LVOP) caseu) 2. Runway, markings, lighting, navigational equipment. NY, <4. Taxiway centerline lights; —~ om “4. Runway/taxiway, runway/ runway intersection stop bars S LS ftunway high intensity edge lights —~ ~~ 8? Runway centre-fine lights. 7 D °F oad holding position hights-“ ~~ 8. Illyminated signs cot A, Obstacles in the take-off climb, approach, fgeand id missed approach. should be. aw oO ‘laminated: ‘THE AIRCRAFT SYSTEM renee [APPLICABLE/ INSTALLED, ‘BELOW WHICH ARE CRITICAL, FOR LOW VISIBILITY TAKE-OFF AND LANDING SHALL BE FULLY vated she wipers ont and Co-pittatons iiwindow heat for aed eockpt windows TiLAntiskid Syster iv. Thrust Reversers forall engines. Vall Fight irector Systems, Auto-Pilat, Radio Altimeter. vit VHF Nav Sets . © pilot must be in visual reference with the runway Centre Saher ede tonsto ‘maintain the smooth and safe operation sa. HUAN S07, DWARKA, NEW eu 09871855200‘ Approved Low Take-off Minima (C ial Transport Aeroplanes) Take-off RVI lity RVRVIS Facilities ‘Adequate Visual refere' (Day only) Runway edge ights ar Runway ef cattle markings © sc Runway edge ights and Runway 2 centrline markings © ‘Runway edge lights and Runway centreine lights N on 702 150m Rumway edge lights and caine gts an MID 150m RR info infos Roltout 160m e I 707 125m High\intenity Runway edge ST Alghts afd Runway centreline Mio 125m 18 ° Ce Unease Roll-cut 125m sau uae SEC 7, DWARKA, NEW ‘eum 69872656200Cov» (onerted, Mitearelogic Vigil ye 5 CONVERSION OF REPORTED METEOROLOGICAL VISIBILITY TO RVR {An operator should ensure that a meteorological visibility to RVR conversion is. NOT USED FOR TAKEOFF, for calculating any other required RVR minimum less than 800 m, or when reported RVR is available. When converting meteorological visibility to RVR in all other circumstances og than those in sub-paragraph above, an uperator should ensure that Tol below is used: Note.— If the RVR is reported as being above the maximum value o the aerodrome operator, eg. “RVR more thon 1500 metres: $e considered to be a reported value for the purpose ofthis peragr Conversion of Meteorological visibility to RVR Lighting a eration e Conversion of Meteorological visibilify jonRVI Lighting elements in RVR ARepotted ar gperaton tests Woy x oy) Night (omes)| Samaria NR 0 18 than above No lighting, 10 Not applicable atten ot ‘< CHV > RVR rot Rete, > visi billy numbed so RERUAIy corn Talus rot worbing(encle b short pvr) 8 efoto x © ay condom vo lk ee Rue minine ce 1S Joore: Caines) \ Vis ported 1 Seo me. rll gou lord © re 4 Fate Ma , below AVR: dx Q = loom SEC~7, OWARKA NEW ceut09e71866200 AATC 1S the controller FISTS chat of ATC Commot geve (dg duorone descnal ) ENC busy. 0% indasy. cut . oy inti ene Coad infperaion (Gm Rev (eng)“ S On Grdia, D/E »F ond Gulf ais how ‘i All thy mrafor Gursfent VID? / vase > D- i E> qrouts Eona LASSES OF AIRSPACE cn] ma [ees] tt || Sk we C a] ee are | wes | me wo | ves | ves anit as cs TA 7 | 3 EEL oe [ves [| vo | ves | ves CT ae x | ae a re ¢ s ve | ves HE wae 8 S| Ges waa | oa |, 2 PS oa exon a carats ere t rr oth: ve (AAYS| ores m TTS * 1 ia «Le 4 orev ROUTES ‘Di os won! et mon 1. In D Airspace, “yRR Flights Are Separated 2. But IFR Flights ives Information About VER Flights 2 3. VER Fli receives Information About IFR Flights And VFR Fi 4 ok tations atten 0 Aspace Which 250 Aeon ‘100004 AMS. sarance Is Required To Land A IFR Or VFR Fight In D Airspace. ‘Two Way Radio Is Must For Both IFR And VFR Flight In D Airspace S07, DWARKA, NEW eu 09871856250lowo is : terlotal ? Seite MO A, set oe res (cae) = es = 4 bowed oF ang of atont Gnd Para For the thrshold HT= AR lol FAWPA ic « techugue 40 ky bre* 49 f one fron FAF 1050.64 clove mp callacl ADA. eS In CFA offecn Blow yous to fy Cet il amb CD FAIS roa rasterctve i CANPA (CONSTANT ANGLE NON PRECISION APPROACH) /C DFA (Continous datont fi firot opprsach) CANPA isa technique to fly the final segment of a non preci it “FTG. came apffracke bbe yo it “HU map. approach as a continuous descent to 50 feet above MDA. CANPA is astabilted ap Which enhances safety and reduces crew workloaqpinceraucs agin CanPatos many averages over ase down aprons. nfo) Figure 1: Typical CANPA Profile (: chon) PAP Flat approach IDA Gy amar densi stepdown -_ approaches: Vand "ak The techgique enlvances safe approach operations by the utilzation of simplifigandard operating procedures; technique reduces pilot workload and envances situational Mproach profile affords greater obstacle clearance along the final ‘approach course; ‘4, Approach technique is similar to ILS technique, including the missed ‘approach and the associated go-around maneuver; Minima fon CAPA even off rsocr 6 loser than. the siefcln Gory belio DAE ccepafle et gory Benn oy ea ew bel moo ig not ceafble MinouraObbmue altide heipe tome (= Tas SFCX DRawy, Aso tu ,Tis te rome SP ts MOH tes, clase ts Keauy of alt tue LSS clecaates acelbichen cuss Pu wg abe ir Cohich will terol Heck aint er cauly bans dang inct0%s as wege rene ith Hime pine ea fs om memati ite "meaaae in DAs nat tor te so mainicun offimum aititucte weease @ RIC Chhoromey willrot allio (tab ln) Sef a8 cleat Ae she optimum atttudts, e =D te! low 4p the optim cb tol Deh Bob teomrays. Guise (Dink i. Ge carder. or tu ATC. clears Glos the lorry ne shew Gee why $2 2 cated to MOA ord Wot to On? Pras rR is cca is NPA Opprecchut, eohich-maoas minimume datant ale FG bas moe a PLD say Hp fit son of bs AcCaGte ravoid. wrew ak DAS ured L beciak affrmach which mes doctor altteds (blot mobs g deacon wo ot axound. AIC 1S fermitteelto sink Selous DA sen inher maison wre peed yd =5, Aircraft attitude when on a constant angle descent path facilitates acquisition of visual cues; 6. The constant angle descent profile flown ina stabilized manner is the safest approach technique for all types of approaches; 7. Approach profile is fuel efficient; and 8, Approach profile affords reduced noise levels. DoAzSott above Mon (Stat! > Derived Decision Altitude (Height) (ODA(H) @ Nothing about CANPA changes the fact that the MDA 0 jn altitudes Inust be respected. CANPA is merely a way to descend 16 iypMIOA ina manner adjustments to the fight path. vernon ene PANS-OPS in respect of descent beloythe MDA do not change: Its not permissible to descend below the MDA Upless the required visual reference is. {Btablished. It must be understood Prat ia go around is initiated at MOA while descending, the aircraft will goTbe(Qw the MDA during the missed approach will not cause tpe aircratt to descend below the MDA. CS eee The air o required to establish aircraft type specific safety margins (atleast or each aircraft type operated and establish type specific DDDA\EH for €ach approach. tied Decision Altitude (Height) (DDA(H}) is a point located on the centerline ‘ack and of the stabilized descent profile at an altitude eo) efined by the operator. HS Shh because the umbo fot bob 50 Git fo tual ook hecavicat? RIC inthe 1 ctd ls MDA (NPA) 9 Vok ccs Shy ay (ora to 0 a KHURANA (Pi) DH 07 cent lin can be allaond decane ke-7 one Pe Ae DA arninharte le talon auton °& eritld)