Atpl Formula Merged

The Earth
Change in Longitude = Opposite hemisphere (+) [If addition is more than 180° subtract total from 360°]
Same Hemisphere (-)
Convergency
Earth Convergency = Change in Longitude (°) × Sine of Mean Latitude

1
Conversion Angle = Convergency
2
Time
24 Hours- 360°
01 Hour- 015°
01 Minute = 15’
01 Second = 015’’
Distance on Earth Surface-
Great Circle Distance = Change in Longitude (°) × 60
Rhumb Line Distance (Departure) = Change in Longitude × 60 × Cos Latitude
Magnetism & Compasses-

𝛴 𝐷𝑒𝑣𝑖𝑎𝑡𝑖𝑜𝑛 𝑜𝑛 8 ℎ𝑒𝑎𝑑𝑖𝑛𝑔𝑠
Coefficient A =
8
Deviation E – Deviation W
Coefficient B =
2
Deviation N – Deviation S
Coefficient C =
2
Total Deviation = Coefficient A+ Coefficient B+ Coefficient C

𝑍
Tan θ = (θ = Angle of Dip)
𝐻
Projections-
𝑪𝒉𝒂𝒓𝒕 𝑳𝒆𝒏𝒈𝒉𝒕
Scale =
𝑬𝒂𝒓𝒕𝒉 𝑫𝒊𝒔𝒕𝒂𝒏𝒄𝒆
𝟏
Scale at any Latitude = Scale at Equator ×
𝑪𝒐𝒔 𝑳𝒂𝒕𝒊𝒕𝒖𝒅𝒆
If two latitudes are given and want to find scale of one Latitude from that then we can use,
𝑫𝒆𝒏𝒐𝒎𝒊𝒏𝒂𝒕𝒐𝒓 𝑨 𝑪𝒐𝒔 𝑨
=
𝑫𝒆𝒏𝒐𝒎𝒊𝒏𝒂𝒕𝒐𝒓 𝑩 𝑪𝒐𝒔 𝑩
*We take required scale at point A & transfer Denominator B to other side of the equation.
Measurement of DR Elements Pressure-
4× 𝐼𝑆𝐴 𝐷𝑒𝑣𝑖𝑎𝑡𝑖𝑜𝑛× 𝑃𝑟𝑠𝑠𝑢𝑟𝑒 𝐴𝑙𝑡𝑖𝑡𝑢𝑑𝑒
True Altitude = Pressure Altitude + [ ]
1000
Density Altitude = Pressure Altitude + 118 (ISA Deviation)
Glideslope
To calculate height at a specific distance for a specified glide path angle

Glide path angle × Distance (in nms) × 6080
Height (in feet) =
60
Height (in feet) = (Range) (Angle) × 101
ROD for 3° = 5 × Ground Speed

6080
ROD in (%) = Glide Angle × Ground Speed ×
6000
= Glide Angle × Ground Speed × 1.01

100
ROD in (°) = Glide Angle × Ground Speed ×
60
Measurement/ Determination of Temperature-

𝑇𝐴𝑆 2
Total Air Temperature (TAT) = Saturated Air Temperature (SAT) + [ ]
87.1
1.75 × 𝐶𝐴𝑆 ×𝐹𝑙𝑖𝑔ℎ𝑡 𝐿𝑒𝑣𝑒𝑙

TAS = CAS/RAS + [ ]
1000
𝑇𝐴𝑆 𝑇𝐴𝑆
Mach. Number = =
𝐿𝑆𝑆 38.94√𝑇 (𝐾𝑒𝑙𝑣𝑖𝑛)
Total Air Temperature (TAT) = Saturated Air Temperature (SAT) × {1 + (0.2 × R × M 2 ) }

ATPL FORMULA SHEET
Radio Aids to Navigation

2
VHF/UHF reception range = 1.23 Height above station
Time to pass station (seconds)

Time to a navigation facility in minutes (NDB or VOR) =
Degrees of bearing change
Groundspeed knots ×Time to station (minutes)

Distance from a navigation facility in nautical miles (NDB or VOR) =
60
2 2 2
Distance from DME station = Slant range - Height above station
High Speed Flight

2
Local Speed of Sound (knots) = 39 OAT (Kelvin)
Temperature in Kelvin = Temperature in Celsius +273
True airspeed knots

Mach number =
Local speed of sound knots
Point of Equal Time (PET) or Critical Point (CP)
Total Distance of Flight nm ×Ground speed return (knots)

Distance to Point of Equal Time =
Groundspeed return (knots) + Groundspeed continue (knots)
Distance to point of equal time (nm)

Time to Point of Equal Time =
Groundspeed in cruise
Point of No Return (PNR)

Fuel endurance hours × Ground speed return knots × Groundspeed outbound (knots)
Distance to Point of No Return =
Ground speed return knots + Groundspeed outbound (knots)
Distance to Point of No Return (nm)

Time to Point of No Return =
Ground speed outbound (knots)
Specific Range
True airspeed(knots)
Specific air range =
Fuel flow (pounds or gallons per hour)
Ground speed(knots)
Specific ground range =
Fuel flow (pounds or gallons per hour)
16 December 2012
Instruments Points
Pitot and Static systems

• Static pressure error varies with greatly with mach number
Air Speed Indicator

• Calibrated for ISA
• IAS -> CAS (corrected for position error and instrucment error) -> EAS(Coorected for
compressibility) -> TAS ( corrected for dencity )
• White arc :Vs0(stalling speed with flap and gear extended) – Vfe(flap extended)
• Green arc : Vs1(stall with flap and grear retracted)-Vno (normal operating)
• Yellow arc: Vno(normal operating) – Vne ( never exeed)
• Blue line (optimum climb speed with one engine inoperative)
• St-venant’s formula used to calibrate anemomoeters
Altimeter
• Tolarence of servo
servo altimeter at sea level ±60ft
•
Colder – over read, Warmer – underread
• Capsule (vaccume or very low pressure) , casing (static pressure)
• CTM below tropopause, CMT in inversion
Mach Meter
•  = 38.94  
• K® = C® + 273
• Principle (Pt-Ps) to Ps
• 2 diaphrams
Vertical Speed Indicator

•
ROD for 3 degree slope = TAS *10/2
ADC
 
•   
  = . × × 
, all temperatures ab
absolute
solute
GyroScopic Instrumetns
• Properties inertia and gyroscopic precision
• Rotation speed 9000 – 12000 rpm
• Gyro drift : wandering in horizontal plain
• Gyro topple : wandering in vertical plane
• Real wander : when the sin axis moves from a fixed point in space
•
Apparent drift : due to rotation of earth = 15sin(latitude)
• Apparent topple : due to rotation of earth = 15cos(latitude)
15cos( latitude)
Directional Gyro
• 2 degrees of freedom horizontal spin axis
• Spin axis tied to the yawing plain of the aircraft with the help of air jets
• Transport wander due to change in position on the earth
• Drift due to rotation of earth : 15 sin (latitude) degrees/hour In northern hemisphere –ve
southern hemisphere +ve ie northern hemispthere gyro N moves
m oves right
• Drift due to latitude nut : 15 sin latitude degrees/hour in northern hemisphere +ve southern
hemisphere –ve acting agains drift due to rotation of earth
 
       ×  
• Transport wander= , eastwards –ve in

northern hemisphere westewards +ve in northern hemisphere
Slaved DG
• Gets directional signals from the flux valve and sends to error detector
• Error detector generates singlas amplified for correcting
• Signals turn the torquw motor to precess the gyro
•
Sensor part of flux valves contain 3 pickup coils

Artificial Horizon
• Uses earth gyro
• Spin axis maintained earth vertical
• Roll 360 degree and pitch ±75 or 80 degrees freedom
• Erection in air operated with the help of vanes and in electrical merury level switches
• Angle for rate 1 turn = tas/10 +7
Turning error
• Very complex
• 90 degrees pitch up and bank less
• 180 degrees pitch up and bank more
• 270 degrees pitchup and bank more
• 360 degrees correct attitude
• On rolling out after a steep turn nose up opp bank shown momentarily
Acceleration
• Acceleration in constant heading will show pitchup with right bank
Turn and bank indicator
Rate gyro
• One gymbal 2 axis of movenet
• Freedom of movement about longitudinal
• No movement in yaw.
• Kept horizontal with springs
• While yawing the force is precessed 90 degrees to make the gyro topple

• Radius of turn =
  
Magnetic Compass
Terrestrial Magnetism
•
Blue pole north, Red Pole south
Magnetic Compass
• Quadrangle deviation caused by induced magnetisation of soft iron corrected using soft iron
• Compass swinging to find magnetic deviation
• Magnetic variation ( difference between TN and MN) got from isogonals on chart
Properties
• Horizontality : ability to align north
• Sensitivity : point accurately to the north
• Aperiodicity : come back to north after being disturbed
Acceleration errors
• Acceleration errors show apparent turn to the closer pole
• Error minimum in the north south direction
• Maximum in east west direction
Turning Errors
• Turning through the nearer pole compass sluggish
• Turning through the further pole compass lively
• Clockwise turn under read
• Anti clockwise over read
Radio Altimeter
•
Gives height of aircraft from ground directly below
Principle
• Fm wave beamed below at 20 – 40 degress width
• Reflected wave pickedup by second antenna
• Difference btw when signal is sent and signal is received gives height
• Frequency used 4200mhz and 4400 mhz
• Frequency sweep 500 times a second
• Maximum height 2500ft
•
AVIATION FORMULAS
FORMULA
RTFQ2 = Read The F**** Question Twice !
Distance weight is shifted = ∆𝐂𝐆 𝐱 𝐓𝐨𝐭𝐚𝐥 𝐖𝐞𝐢𝐠𝐡𝐭

Weight to be shifted
Distance = Ground speed x time
Ground Speed = Distance / Time
Time = Distance / Speed
Fuel consumed = GPH x Time
GPH = Fuel Consumed / time
Time/Endurance = Fuel consumed / GPH
1mile/60miles = 1°/60miles = x° or miles/miles traveled
TAS = IAS x 2%/1000’
Moment = Arm x Weight
Time to NDBminutes = Time in seconds

Degrees in relative bearing change
Time to VORminutes = Time in seconds
Number of radials Crossed
Distance to NDB(VOR)(nm) = Ground Speed x Time to NDB (VOR)mins
60
Bearing to Station = Magnetic Heading + Relative Bearing
Bearing from the Station = BTS ± 180°

𝑨𝑮𝑳
VOR range(nm) = 1.23 √
DME Slant Range = DME distance2 - Altitude (in nm)2 = True Distance to DME2
Unknown Crosswind Limitation = 20% of Stall Speed
Lift = 𝟏⁄𝟐 . p . v2 . s . cL , where p is air density, v is TAS, s is wing surface area, and
cL is coefficient of Lift
Stall speed increase in a turn - 30° = 1.07 x Vs 45° = 1.19 x Vs 60° = 1.41 x Vs
𝑳𝑶𝑨𝑫 𝑭𝑨𝑪𝑻𝑶𝑹
= Normal Stall speed x √
Accelerate North Decelerate South, Underread North Overread South
100 rpm = 5KIAS = 100’/min
Rate One Turn = 10% of IAS + 7(knots) = Angle of Bank
Rate One Turn = 10% of IAS + 5(mph) = Angle of Bank
𝒕𝒊𝒓𝒆 𝒑𝒓𝒆𝒔𝒔𝒖𝒓𝒆
Non rotating tire hydroplaning speed = 7.7 x √
𝒕𝒊𝒓𝒆 𝒑𝒓𝒆𝒔𝒔𝒖𝒓𝒆
Rotating tire hydroplaning speed = 9.0 x √
11/3/2020 Top of descent calculation - IVAO - International Virtual Aviation Organisation
TOP OF DESCENT CALCULATION
INTRODUCTION
In aviation, the top of descent, is the computed or calculated point between the cruise or en-route
phase and the descent phase of a flight.
In jet liners, the top of descent is usually calculated on-board by the flight management system; this is
designed in order to achieve the most economical descent profile to approach altitude, or to meet
other requirements (max angle, max rate, etc.)
TOP OF DESCENT CALCULATION

ANGLE OF DESCENT RATE
The calculation of descent rate angle says:
TAN( angle°) = descent rate (%)
TAN is a trigonometric function named tangent. The tangent of an angle is the ratio of the length of
the opposite side to the length of the adjacent side.
The standard descent is calculated along a 3° descent angle:

TAN(3°) = 0.05240778 ≈ 5.2%
With approximation, as angle value is low, we have the approximation:
Descent angle (°) ≈ descent rate (%) x 0.6

Rate (ft/NM) ≈ 60 x Rate (%) → 1% descent rate = 60ft/NM
Rate (ft/NM) ≈ 100 x Rate (°) → 1° descent angle = 100ft/NM
With previous equation, we can compute this table:
Rate (%) Rate (°) Rate (ft/NM)
3% ≈ 2° 200 ft/NM
5% ≈ 3° 300 ft/NM
7% ≈ 4° 400 ft/NM
8% ≈ 5° 500 ft/NM
https://mediawiki.ivao.aero/index.php?title=Top_of_descent_calculation&printable=yes&print_key=ec8b61fba86b646830fd6967ba4… 1/6
RULE OF 3
In aviation and based on a 3° descent rate, transport pilots adopted a formula to assure a slow,
steady and comfortable descent for their passengers: the rule of three or "3:1 rule of descent". This
rule implies 3 NM of travel should be allowed for every 1,000 feet (300 m) of descent.
The "rule of 3" is used by pilots flying small aircraft as well as by those flying airliners. This descent gives
an efficient glide descent from cruising altitude. The standard descent speed will be close to (usually
slightly higher than) the optimum Lift/Drag ratio speed, and will give a descent ratio close to 3:1.
TOP OF DESCENT - TOD
The top of descent or TOD is the point for an aircraft to initiate a descent to a lower lever for arrival at
the destination airfield. The aircraft is leaving the cruise phase of the flight and start a descent phase
to the first approach altitude expected at one approach fix.
The top of descent is usually calculated by an on-board flight management system, and is designed
to provide the most economical descent to the approach altitude.
This diagram is also applicable for VFR flights. You can replace the approach fix by a VFR entry
point, landmark or over airfield altitude.
START OF DESCENT DISTANCE FROM FIX
The start of descent distance is calculated using this formula:

฀ (฀฀) = ( ฀฀฀฀฀฀฀฀฀฀฀฀฀฀ − ฀฀฀฀฀฀฀฀฀฀฀ ) / 𝟏𝟎𝟎 / ฀฀฀฀฀฀฀฀฀฀฀฀
฀ (฀฀) = ( ฀฀฀r฀฀฀฀ − ฀฀฀฀฀ ) / ฀฀฀฀฀฀฀฀฀฀฀฀
D: start of descent distance before expected approach fix (NM)

Altitudecruise: cruise altitude (ft)
Altitudefix: altitude expected at approach fix (ft)
FLcruise: cruise flight level
FLfix: flight level expected reaching fix point wanted
DescentAngle: descent angle chosen (°)
Example:
We are flying at 33.000ft/FL330 We need to descent to the next point at 12.000ft/FL120 at standard
commercial rate 3°. D (NM) = (330-120) / 3° = 210/3 = 70 NM Result is that we shall start the descent
70NM before the approach point.
In order to have margin in descent, it is recommended to add 1NM up to 5NM to this calculated
distance due to the descent rate establishment and winds effect.
DESCENT RATE CALCULATION

The top of descent is now known, but pilots should be able to know which descent rate in feet per minute
to select in their cockpit or monitor in their instrument.
Descent rate using the Ground speed approximation formula:

Vertical speed (ft/min) = Descent rate (%) x Ground speed (knots)
Example:
Ground speed is 110kt, and descent rate is standard 5.2%. Note that the descent rate value can be
approximated using only 5% instead of 5.2%. Vertical speed = 5 x 110 = 550ft/min, (if we use 5.2%
instead, vertical speed will be 572 ft/min → less than 5% error).
But this formula has some restrictions:
Ground speed in some aircraft is not known because the wind is not known
Ground speed can change during descent if this speed is not maintained constant.
As first approximation, GS can be replaced by TAS if known or an approximation of TAS:
If the TAS can be maintained constant, in this way, by using a constant vertical speed, we will
remain at the same descent rate during the descent.
If the TAS cannot be maintained constant, if we want to remain at the same descent rate, we shall
adjust in permanence the descent rate. As the TAS is decreasing when the altitude decreases, the
vertical speed shall be decreased and adjusted using the same formula.
For high altitude and speed above 250KT, we can take the following approximation of true air speed:
TAS = IAS + FL/2 Vertical speed (ft/min)
TAS = Descent rate (%) x Ground speed (knots)
TAS = Descent rate x (IAS + FL/2)
The flight level taken can be at the middle between the cruise flight level and the expected final flight
level in order to compensate for the decrease of TAS.
Example:
I am flying at FL300 and we shall be at the initial approach fix at FL110. Our IAS during descent shall
be 300KT. We will take FL200 for the compensation of TAS decreasing: Vertical speed (ft/min) = 5 x
(300 + 200/2) = 5 x400 = 2000ft/min
DESCENT RATE USING MACH NUMBER

At high altitude above FL260, the commercial aircraft are flying during the cruise phase using a constant
Mach number independent of the altitude chosen by the pilot. The pilot can initiate also a first phase of
descent using a constant Mach number:
Vertical speed (ft/min) = Descent angle (°) x Mach x 1000
Example:
MACH is 0.80, and descent angle is standard 3° Vertical speed = 3 x 0.80 x 1000 = 2.4 x 1000 =
2400ft/min
DESCENT WITH CONSTANT DESCENT RATE

Descent could be started when the time to reach the point is equal to lose multiple of 1000ft/min descent.
If we are expecting to reach the final approach fix at about 20 minutes and we are flying at 20.000ft, we
can start our descent at 1000ft/min in case that we are not expecting any altitude restrictions.
If we are expecting to reach the final approach fix at about 10 minutes and we are flying at 30.000ft, we
can start our descent at 3000ft/min in case that we are not expecting any altitude restrictions.
It is important to know that sometimes, speed and altitude restrictions shall be applied at our flights.
Using a too high descent rate, an aircraft may not respect the speed and altitude constraints
published on charts, established by regulations or given by ATC.
PRACTICAL EXAMPLE
Data:
We are expecting to perform the SOTUK5A arrival. Our last enroute way point is SOTUK.
We are supposed to overfly the TLD (TOLEDO) VOR at FL210 (maximum).
Currently, our aircraft is on cruise flight level FL380 at more than 50NM inbound SOTUK at 450KT
ground speed.
Question: What is the distance of TOD before joining SOTUK ?
Calculation:
We take the standard descent consideration (1000ft x 3nm), from FL380 to FL210, We expect 17000ft
vertical altitude loss:
฀ (฀฀) = ( ฀฀฀r฀฀฀฀ − ฀฀฀฀฀ ) / ฀฀฀฀฀฀฀฀฀฀฀฀ = 170 / 3 = 56.7 NM
The descent shall start 56.7NM from TLD. If we follow the chart, the distance between SOTUK and TLD is
50.2 NM.
We will program our descent 56.7-50.2 = 6.5 NM before the fix SOTUK.
We will calculate the required vertical speed to achieve the 3º descent angle:
Vertical speed = 5 x GS = 5 x 450 = 2250 ft/min.
As we expect 5.2% for optimal calculation, we will choose approximation 2300ft/min
At SOTUK, we notice that the ground speed is falling down to 410KT. (Due to wind direction change for
example)
We shall calculate a new vertical speed to maintain the 3° descent angle:
Vertical speed = 5 x GS = 5 x 410 = 2050 ft/min.
We will choose approximation 2100ft/min.
On the autopilot, we shall decrease the rate down to 2100ft/min.
SEE ALSO
None
REFERENCE
None
AUTHOR
VID 250741 - Creation
VID 150259 - Update
VID 531824 - Wiki Integration
DATE OF SUBMISSION
19:52, 26 October 2020
COPYRIGHT
This documentation is copyrighted as part of the intellectual property of the International Virtual
Aviation Organisation.
DISCLAIMER
The content of this documentation is intended for aviation simulation only and must not be used for
real aviation operations.
Formulas / ATPL theory summary
(Rob Groothuis)
Index ATPL
Page 2 to 2 Handy formulas / guidelines general
Page 3 to 14 Formulas all subjects
Page 15 to 18 General navigation
Page 19 to 26 Meteorology
Page 27 to 31 Instrumentation
Page 32 to 33 Communications VFR / IFR
Page 34 to 34 Mass and balance
Page 35 to 36 Flight planning
Page 37 to 41 Human performance & limitations
Page 42 to 45 Radio navigation
Page 46 to 48 Principles of flight
Page 49 to 56 Aviation law
Page 57 to 57 Operational procedures
Page 58 to 59 Performance
Page 60 to 60 Aircraft general knowledge
-1-
Handy formulas/guidelines general
**PUSH THE HEAD AND PULL THE TAIL** Æ intercepting NDB QDR/QDM
glidepath ⋅ angle
glidepath ⋅ height ⋅ ( ft ) = × distance (ft) ≈ (300 ft/nm)
60
rate of descent (ft/min):

GS x 5 = 3° glide path
rate ⋅ of ⋅ c lim b × 6000

climb gradient =
TAS × 6080
...%
glide path in ° = x 60
100
TAS
angle of bank in rate 1 turn = + 7 (approximation)
10
TAS
radius of turn (NM) =
rate × 60 × π
V 2 (m / s )
radius of turn (m) =
10 × tan⋅ bankangle
1
’’n’’ (load factor) =
cos⋅ bankangle
load ⋅ factor = VStall increasing factor
IAS Æ (position/instrument error) Æ RAS/CAS Æ (compressibility) Æ EAS Æ (density) Æ TAS
EAS = relative ⋅ density x TAS (example: relative density = ¼ at 40000 ft)
VOR’s variation at station / NDB’s variation at aircraft.
relative bearing + true heading = true bearing
QDR + var. = QTE (QDR = magnetic from station / QTE = true from station)
QDM ± 180° = QDR (radial) / QDM = ’’bearings on the RMI’’ (QDR = magnetic to)
LSS (kt) = 38,94 T (° K ) [273°K = 0°C]
LSS = 661 kt (at sea level at ISA temp.= 288 k)

LSS = 573 kt (ISA tropopause temp.= 216,5 k)
TAS
mach ⋅ no. =
LSS
-2-
ATPL formulas – General navigation
departure (E/W) in NM = ∆ longitude (in minutes) x cosine latitude
(earth) convergency = ∆ longitude x sine mean latitude
conversion angle = ½ x convergency
rumbline
northern hemisphere
great circle
southern hemisphere great circle
rumbline
Mercator projection; scale = scale x or ÷ cosine ∆ latitude ( x from equator / ÷ to equator)
simple conic / Lamberts projection

(chart) convergency = ∆ longitude x sine latitude (or parallel of origin / constant of the cone)
Polar stereographic
(chart) convergency = ∆ longitude Æ east
north
south
Æ east
(grid navigation) convergence = ∆ longitude from datum meridian
(grid navigation) grivation = variation + convergence
glidepath ⋅ angle
glidepath ⋅ height = × distance (ft) ≈ (300 ft/nm)
60
rate of descent (ft/min) ≈ GS (NM) x 5 (at 3° glide slope)
...%
100
TAS
mach ⋅ no. =
LSS
LSS ≡ 38,94 T (° K ) [273°K = 0°C]
E×H
time to PNR / PSR ⋅ (radius ⋅ of ⋅ action) = / E= safe endurance, H=GS home, O=GS out.
(O + H )
D× H
distance to CP = / D=distance between airfields Æ point of equal time, moving into the wind.
(O + H )
ISA Æ 15°C / 1013,25 mb / 1225 Gr/M3 = International Standard Atmosphere
-3-
1,98 °C/1000ft lapse rate above MSL up to tropopause of 36000ft; remains constant at -56,5°C up to
66000ft then increases by 0,3 °C /1000ft up to 105000ft.
relative bearing + true heading = true bearing
QDM ± 180° = QDR (radial) / QDM = ’’bearings on the RMI’’
NDB’s Æ plotting more than 2° longitudinal difference, convergency should be taken into account.
C + Dev. = M + Var. = T Æ from magnetic to true to plot is algebraic sum, from true (plotline)
to QDM/QDR is algebraic sum (VARIATION).
NDB bearing Æ move aircraft meridian to NDB and take aircraft position variation.
relative ⋅ height ( ft ) range( NM )

=
depression ⋅ angle 9,4
ATPL formulas – Meteorology

DALR = 3 °C/1000ft
SALR = 1,8 °C/1000ft in temperate climates (not constant)
S.L - 1013mb – 27 ft/mb // 18000 ft – 500mb – 48 ft/mb
[approximation]Æ 4% height difference in true from indicated altitude for every 10°C air mass diff. from ISA.
wet bulb temperature Æ tells roughly how moist the air is and lies between DEW point and OAT
Falls with 1,8 °C/1000ft.
temperature rise föhn effect = (Lee cloud base – windward cloud base) x 1,2
by day (free stream to surface in NH) by night

deg. backed free stream deg. backed free stream
over land 30 50% 40 30%
over sea 10 70% 10 70%
ATPL formulas – Instrumentation
latitude nut wander = 15 x sine latitude (NH= +) in °/hour
earth rotation wander = 15 x sine latitude (NH= -) in °/hour
E / W ⋅ GS × tan .lat
transport ⋅ wander ≡ (NH= E= - / W= +)
60
total drift = real wander + earth rotation + lat. nut wander + transport wander
rate 1 turn = 180°/min (3°/S)

TAS
angle of bank required for rate 1 turn = +7
10
TAS
radius of the turn (NM) =
rate × 60π
-4-
ATPL formulas – Communications VFR / IFR
speed of light = 300000 Km/s

C
wave length λ= (C=speed of light in m/s / f=frequency in Hertz)
f
max skip distance (NM) = 1,43 H (of ionosphere in Km)
maximum (theoretical) range (NM) = 1,25 H 1 + 1,25 H 2 (feet)
ATPL formulas – Mass and balance
1 M = 3,28 ft / 1 ft = 0,304 M / USG or IG = 8 pints or 4 quarts

1 IG = 1,2 USG / 1 USG = 3,785 L / 1 Kg = 2,2 Lbs
mass ⋅ change change ⋅ of ⋅ CG

=
total ⋅ old ⋅ mass dis tan ce ⋅ from ⋅ mass ⋅ to ⋅ new ⋅ possition
∆ mass : old (new) mass = ∆ CG : distance to new (old) CG
maximum permissible traffic load = MTOM – DOM – fuel on board
MTOM = maximum take of mass / MZFM = maximum zero fuel mass

MTOM MZFM MLM
MTOM MZFM MLM
DOM - DOM - DOM -
fuel (total) - ----- fuel (div+res) -
maximum traffic load maximum traffic load maximum traffic load
maximum fuel load in MTOM => fuel = traffic load

maximum fuel load in MLM => fuel = traffic load (+ sector fuel)
-5-
ATPL formulas – Flight planning
best range jet = 1,32 x VIMD (indicated minimum drag speed)
SFC = fuel flow : thrust
SAR (jet) = TAS : (SFC x drag)
Best SAR (specific air range) is that altitude where 90% rpm gives 1,32 x VIMD without accelerating.
PSR or PNR Æ last point on a route at which it is possible to return to destination with sensible fuel reserves.
E×H
time to point of no return = E = safe endurance / H = groundspeed home / O = GS out
(O + H )
the greatest distance to PNR/PSR is obtained in still air conditions.
ETP (equal time point) or CP (critical point) = for quickest way home determination.
D× H
distance to CP = D = total track distance / H = groundspeed home / O = GS out
(O + H )
for engine failure calculations Æ take the less engine speed in formula!!
ATPL formulas - Radio navigation
speed of light = 300000 Km/s = 162000 NM/s
C
f
skip distances are increased at night as the ionosphere weakens and refract less.
maximum (theoretical) range (NM) = 1,25 H 1 + 1,25 H 2 (ft)
NDB maximum (theoretical) range = 3 power in watts
**PUSH THE HEAD AND PULL THE TAIL** Æ intercepting NDB QDR/QDM.
cloud height above aircraft (ft) = range (ft) x (scanner tilt – ½ beam width) : 60
PRP = pulse recurrence period = time it takes to send and receive one pulse.
PRF = pulse repetition frequency = number of pulses per second.
1
PRP =
PRF
low PRF is needed for long range radars. Maximum range is controlled by PRF and power.
C
maximum theoretical range (m) = (C=300.000.000 m/s)
2 × PRF
-6-
C × pulse ⋅ length
minimum theoretical range (m) = (C=300.000.000 m/s)
2
beamwidth = 70 x wave length : antenna diameter
glidepath ⋅ angle
60
...%
100
3,5
rate of descent (ft/min) ≈ 5 x GS (NM) (at 3° glide slope!!) Æ (x for 3,5° glide slope)
3
ATPL formulas - Principles of flight
IAS Æ (position/instrument error) Æ RAS/CAS Æ (compressibility) Æ EAS Æ (density) Æ TAS.
A x V = constant (A= area / V= speed)
P + ½.φ.V2 = constant
Q = ½.φ.V2 = dynamic pressure
Q and lift/drag are proportional to EAS2 // EAS is slightly less than IAS.
EAS = TAS only at ISA mean sea level density.
EAS = relativedensity x TAS (example: relative density = ¼ at 40000 ft)
work done = force x distance // power required = force x speed
lift = CL. ½.φ.V2.S // CL = lift coefficient
total drag = CD. ½.φ.V2.S // CD = drag coefficient
load ⋅ factor = VStall increasing factor.
TAS
rate.x.60.π
TAS
10
V 2 (m / s )
speed of sound (kt) = 38,94 T (Kelvin)
TAS (kt )
Mach no. (M) = (M is ratio and has no units)
LSS (kt )
1
cos⋅ bankangle
-7-
ATPL formulas - Aviation law / Operational procedures
ATS comprises 3 services;

1. Air Traffic Services; Area Control Service / Approach Control Service / Aerodrome Control Service
2. Flight Information Service
3. Allerting Service
Controlled airspace;
Class A: most airways, important control zones and control areas (IFR only).
Class B: upper airspace Æ IFR and VFR permitted (controlled).
Class C: IFR + VFR (controlled) Æ IFR is separated from IFR and VFR, VFR is separated from IFR and receive
traffic information about other VFR.
Class D: IFR + VFR (controlled) Æ IFR is separated from IFR and receive traffic information in respect of VFR
flights. VFR receive traffic information on all other flights.
Class E: IFR + VFR permitted; IFR with air traffic control service and are separated from other IFR. All flights
receive traffic information as far as practicable (no control zones).
Class F: IFR + VFR permitted; IFR flights receive air traffic advisory service and all flights receive flight
information service if requested.
Class G: IFR + VFR permitted and receive flight information service if requested.
air traffic control service: IFRÆ A, B, C, D and E / VFRÆ B, C and D + all aerodrome traffic at controlled
aerodromes.
aerodrome reference codes (first element);

1=< 800M / 2=800-1200M / 3=1200-1800M / 4=>1800M
braking action: 0,4=good(5) / 0,39-0,36=medium to good(4) / 0,35-0,3=medium(3) /

0,29-0,26=medium to poor(2) / <0,25=poor(1)
MSA = 1000 ft clearance within 25NM.
speed categories are calculated as 1,3 x stall speed in landing configuration.

A= < 91kt / B= 91-121kt / C=121-141kt / D=141-166kt / E=166-211kt
approach segment Æ arrival / initial / intermediate / final / missed approach.
Arival Æ ends at IAF.

Procedures are used to direct the aircraft. 45°/180° procedure turn // 80°/260° procedure turn // base turns
// race track procedure.
Initial Æ IAF to IF (intermediate fix).
Intermediate Æ obstacle clearance reduces from 1000ft to 500ft in the primary area.
Final approach Æ begins at FAF and ends at MAPt (missed approach point).
Missed approach Æ must be initiated if the visual references are not obtained by the time the aircraft reaches
the MAPt.
-8-
-9-
- 10 -
parallel entry
direct entry
offset entry
5° zone flexibility either side of the boundaries
- 11 -
landing categories
category aircraft minima; DH / RVR
I 200 ft on barometric altimeter / RVR > 550 m
II 100 ft on radio altimeter / RVR 300 m
III A 0 ft on radio altimeter / RVR 200 m
III B 0 ft on radio altimeter / RVR 75 m
III C 0 ft on radio altimeter / RVR 0 m
jets must be able to land in 60% and turboprops in 70% of the LDA.
contaminated runway = > 25% of surface area is covered by;

>3mm of water or equivalent deep slush/snow.
compressed snow to solid mass.
ice incl. wet ice.
runway is considered wet Æ < 3mm water without significant areas of standing water.
class B aircraft Æ must be able to land in 70% of LDA, slope is taken into account.
net performance is worse than gross (Gross= 50:50 chance of better/worse).
NAT-OTS Æ eastbound Z-A, bottom to top (red eye) 01:00 to 08:00 hours
westbound A-Z, top to bottom 11:30 to 18:00 hours
heavy>136000kg / medium= 7000kg – 136000kg / light<7000kg.
- 12 -
ATPL formulas - Performance
thrust ≠ power Æ power = thrust x speed
VIMD = where profile drag = induced drag Æ alpha = constant = 4°
TODA = TORA + clearway. Some runways have an overrun called ’’stopway’’.
ASDA = EDA (emergency distance available) = TORA + stopway.
balanced field : TODA = ASDA.
VR > 1,05 VMCA (one engine out). VMC is highest where the air is cold and dense (asymmetric thrust is
greatest).
V1 = decision speed.
V2 = safety speed = target speed to be attained at the screen height (35ft/15ft) with OEI.
V3 = all engines speed at the screen (between V2 and V4).
V4 = all engine initial climb speed (V2 + 10kt).
class A jets must land in 60% of LDA, Turbo props and class B in 70%.
LDA x 60% = Gross LDR.
hydroplaning speed (kt) = 9 P ( psi ) (bar x 14,5 = psi).
braking coefficient braking action snowtam

0,4 > good 5
0,39 – 0,36 medium to good 4
0,35 – 0,30 medium 3
0,29 – 0,26 medium to poor 2
0,25 < poor 1

climb gradient =
TAS × 6080
- 13 -
ATPL formulas - Aircraft General Knowledge
F = force (lbs) / A = area (sq in – in2) / P = pressure (psi) Æ bar x 14,5 = psi
F
P=
A
V = I x R // P = I2 x R // P = V x I
hydroplaning speed (kt) = 9 P ( psi ) (bar x 14,5 = psi)
F (Hz) = rpm x pole pairs x 60
force = mass x acceleration // momentum = mass x velocity // work = force x distance
work
Power =
time
the ratio of air to fuel which ensures complete combustion = 15:1 by weight.
manifold pressure is absolute pressure / boost pressure is relative to ISA pressure at sea level.
speed diagram (with increasing altitude)
E R T M
E = EAS
R = RAS / CAS
T = TAS
M = mach number
RAS/CAS is derived from ½ rho V2
Æ speed
- 14 -
General navigation (ATPL)
departure (E/W) in NM = ∆ longitude (in minutes) x cosine latitude
(earth) convergency = ∆ longitude x sine mean latitude
conversion angle = ½ x convergency
rumbline
northern hemisphere
great circle
southern hemisphere great circle
rumbline
Mercator projection; scale = scale x or ÷ cosine ∆ latitude ( x from equator / ÷ to equator)
simple conic / Lamberts projection

(chart) convergency = ∆ longitude x sine latitude (or parallel of origin / constant of the cone)
Polar stereographic
(chart) convergency = ∆ longitude Æ east
north
south
Æ east
(grid navigation) convergence = ∆ longitude from datum meridian
(grid navigation) grivation = variation + convergence
glidepath ⋅ angle
60
...%
100
TAS
mach ⋅ no. =
LSS
LSS ≡ 38,94 T (° K ) [273°K = 0°C]
E×H
time to PNR / PSR ⋅ (radius ⋅ of ⋅ action) = / E= safe endurance, H=GS home, O=GS out.
(O + H )
D× H
distance to CP = / D=distance between airfields Æ point of equal time, moving into the wind.
(O + H )
ISA Æ 15°C / 1013,25 mb / 1225 Gr/M3 = International Standard Atmosphere
- 15 -
1,98 °C/1000ft lapse rate above MSL up to tropopause of 36000ft; remains constant at -56,5°C up to
66000ft then increases by 0,3 °C /1000ft up to 105000ft.
QDM ± 180° = QDR (radial) / QDM = ’’bearings on the RMI’’
NDB’s Æ plotting more than 2° longitudinal difference, convergency should be taken into account.
C + Dev. = M + Var. = T Æ from magnetic to true to plot is algebraic sum, from true (plotline)
to QDM/QDR is algebraic sum (VARIATION).
NDB bearing Æ move aircraft meridian to NDB and take aircraft position variation.
relative ⋅ height ( ft ) range( NM )

=
depression ⋅ angle 9,4
true bearing = relative bearing + true heading
concave = hol // convex = bol
Mercators projection Æ light inside wire model of earth Æ developed cylinder, scale expands from
equator.
scale = scale x or ÷ cosine lat. (from equator=x and to equator=÷)
RL are straight, GC concave to equator.
- not above/below 70° N/S.
- radio bearing connot be plotted; GC = concave.
- long distances connot be measured.
- shapes / angles are OK over small areas.
simple conic projection Æ parallel of origin; convergency correct.

(sine of parallel of origine = ’’N’’ = constant of the cone = convergency
factor).
Lamberts projection Æ 2 standard parallels (scale correct).

1 parallel of origin (convergency correct).
- maximum spread of latitude 24°.
- parallel of origin is slightly closer to the pole from midway.
GC are nearly straight (slightly curved, concave to parallel of origin).
RL are nearly straight (slightly curved, concave to the pole).
scale within 1% constant // coverage 80°N to 80°S.
Transverse mercator Æ cylindrical projection with a meridian as its GC of tangency (central meridian).
convergency correct at central meridian and along the equator. usable within 350NM of central meridian.
Oblique mercator Æ GC of tangency is neither equator nor meridian (false equator of the projection).
for particular routes (one offs).
Polar stereographic Æ touches at pole. scale and convergency is correct at pole.

scale expand away from pole.
GC assumed right, actual curved concave to the pole.
RL concave to the pole.
before INS, GPS or Loran Æ ignoring compasses and flying gyro heading. maps were overlaid with a grid of
lines indicating gyro north.
datum meridian = meridian where true north equals grid north.
convergency = difference between grid track and true track.
- 16 -
QFE = zero reading at airfield datum.
QNH = airfield elevation reading when on the airfield.
QFF = pressure observed at airfield datum reduced to sea level using ambient conditions.
QNE = height indicated at touchdown with 1013,2 mb setting. Used when QFE or QNH are outside the
range of the subscale Æ high airfields.
density altitude = that altitude in ISA to which the actual density corresponds.
If TAS > 300 kt Æ apply extra compressibility factor (always negative).
fluxgate detector (for remote reading compass) Æ not free to rotate.
Compass deviation;
P = longitudinal deviation component (magnetic force).
Q = lateral deviation component (magnetic force).
B = deviation coefficient (angle) due to P component (longitudinal).
C = deviation coefficient (angle) due to Q component (lateral).
A = fixed mis-allignment coefficient (independent of heading).
total deviation = A + B(sine heading) + C(cosine heading)
track made good = required track +/- track error angle.
drift = angle between track made good and heading.
bearing = direction from one point to another.
relative bearing is FROM fore/aft axis.
QUJ = true bearing to station.

QTE = true bearing from station.
QDR = magnetic bearing from station (radial).
QDM = magnetic bearing to station.
TIME
plane of the elliptic = at 23,5° to the equator.

earth orbit is elliptical with the sun at one focus.
plane of the elliptic is approximately 66,5°.
solstice = sun highest/lowest point summer/winter.
23,5° S =tropic of Capricorn (21st of December) // 23,5° N = tropic of Cancer (21st of June).
equinoxes = 0°, day and night are equal length (spring and autumn).
aphelion = sun is furthest from the earth // perihelion = sun is closest to the earth.
sidereal = sterrentijd.
a transit = time taken between when the sun appears to pass overhead our meridian of longitude and the
next transit is called a day.
length of a dayÆ varies not because the speed of rotation varying, or because of the tilt of the axis, but
because the orbit is not symmetrical.
apparent solar day = the earth must turn trough more (or less) than 360° to get the sun overhead again.
mean solar day = an average of these long and short days (basis of our measurement of time).
the equation of time = difference between apparent and mean solar day.
mean sun= fictious body. mean day is the time between 2 successive transits of the mean sun = constant.
- 17 -
civil year = orbit around the mean sun = 365,24 days.
leap year = extra day (29th February) every 4 years (except whole century years unless it is devisable by
400).
time conversion = longitude west Æ Greenwich best

= longitude east Æ Greenwich least
a solar day is just under 365,25 days, the sidereal year just over // celestial body = hemellichaam
sidereal time (sterrentijd) and the first point of aries are also used to define the position of the sun, moon,
planets and stars.
sub point = point on the earth immediately beneath a celestial body. can be defined using a system
similar to lat and long. lat=declination and long=hour angle.
equinoctial = equivalent of equator (hemel equator).
hour angle is measured westward from 0° to 360°, with 3 different datums (Greenwich, Local and Sidereal).
GHA / LHA / SHA (west from meridian to celestial body).
first point of aries = fixed datum in space.
LMT Æ is used to list the times of sunrise, sunset and twilight (schemering).
morning civil twilight = starts when the sun is 6° below the horizon and ends at sunrise.
evening civil twilight = starts at sunset and ends when the sun is 6° below the horizon.
66,6° N/S = sun does not rise in winter of the hemisphere.
64,5° N/S = sun does not set in summer of the hemisphere.
60,5° N/S = sun does not go as far as 6° below (in summer), there is continuous twilight between
sunset and sunrise.
- 18 -
Meteorology
water vapour in atmosphere Æ mean quantity 1% (vary from 0 to 4%). Highest level low down
troposphere, areas of high temperatures.
CO2 absorbs long wave radiation from the earth.
O3 (ozone) layer mainly in upper troposphere and lower stratosphere. plays major part in absorbing harmful
ultra violet radiation from the sun.
rate of change of pressure with height is not linear (warm/cold).
∆T in atmosphere only affects rate of pressure/density fall.
warm air mass = hogere hoogte druk // cold air mass = lagere hoogte druk.
S.L - 1013mb – 27 ft/mb // 18000 ft – 500mb – 48 ft/mb
in stratosphere temperature rises again due to ozone layer absorbs radiant energy from sun in the ultra violet
band.
ozone layer = 18-30 KM
troposphere-(t-pause)-stratosphere-(s-pause)-mesosphere-(m-pause)-thermosphere-(t-pause)
18km 50km 80km 150km
75% of atmosphere by weight lies below tropopause.
tropopause; poles Æ 7,6 km / -45°C

mid latitude Æ 12,2 km / -55°C
equator Æ 16,8 km / -75°C
standard atmosphere temperature drop = 1,98 °C/1000ft to 11km at -56,5°C
QFF = pressure displayed on surface isobar charts.

= station pressure adjusted down to MSL using actual station temperature.
QNE = touchdown height indicated on altimeter if 1013mb is set.

= pressure altitude at touchdown point (used at high airfields).
[approximation]Æ 4% height difference in true from indicated altitude for every 10°C air mass difference
from ISA.
1 cal = 1 gram of water heated 1 k (specific heat)
long wave radiation Æ transfers a lot of heat out to the troposphere (from 100 units, 42 units) , 12 units by
convection, latent heat 46 units.
wet bulb temperature Æ tells roughly how moist the air is and lies between DEW point and OAT
falls with 1,8 °C/1000ft.
at 100% RH; DP, wet bulb and OAT are the same.
ELR = environmental lapse rate // adiabatic = no energy loss or gain
DALR = 3 °C/1000ft
SALR = 1,8 °C/1000ft in temperate climates (not constant)
- 19 -
ELR>DALR and SALR ELR DALR SALR
absolutely unstable air mass
Æ Temperature
ELR<SALR (and DALR) DALR SALR ELR
stable air mass
Æ Temperature
when ELR is in between DALR and SALR, air mass is conditionally unstable.
* stable if rising air is dry.
* unstable if rising air is saturated.
triggers Æ some form of push or trigger is needed to get convection going.
Æ orographic, thermal, frontal, non frontal convergence, turbulence.
inversions; at fronts / surface cooling at night / subsidence inversion / valley inversion.
pressure gradient force (PGF) = force that acts on a parcel of air at right angles to the isobars. the
closer together, the stronger the PGF.
geostrophic force (GF) = (coriolis effect) Æ object not on the earth surface, seen by an air based
observer, appear to turn right in the northern hemisphere and left in the SH.
geostrophic force = 2 x ῳ x ᾑ x v Sine lat. (ῳ = earth rate of rotation)
geostrophic wind = steady state wind, free stream along the isobars. PGF=GF but opposed directed.
for the same isobar spacing, wind speeds are higher near the equator.
gradient wind = modified wind around pressure systems (curved isobars).
for gradient wind compared to the geostrophic wind Æ low round low, high round high.
inside 15° lat., the geostrophic wind scale does not work, so tropical winds are calculated, not measured.
these winds are called cyclostrophic winds.
- 20 -
surface winds are measured 10M above the ground.
laminar boundary layer = 1000ft to 1500ft thick (by convention).
turbulent boundary layer = 2000ft thick (by convention).
wind change in boundary layer Æ N.H. direction change from 250° to 240° is said to be backing.
S.H. direction change from 10° to 20° is said to be veering.
by day (free stream to surface in NH) by night

deg. backed free stream deg. backed free stream
over land 30 50% 40 30%
over sea 10 70% 10 70%
isallobars = lines that join places with equal rate of change of pressure.
isallobaric effect Æ acknowledges that air flows into a low and out of a high across the isobars
(correction needed when pressure is changing).
temperature rise föhn effect = (lee cloud base – windward cloud base) x 1,2
katabatic wind = flow down the sides of hills and mountains at night or very cold days with no strong
gradient wind to hide the effect (Bora in Rhone valley).
anabatic wind = blow up the sides of hills and mountains on hot days during the day. air heated by
conduction tend to convect straight up rather than follow the slope of the mountain
anabatic winds only show when there is a gentle gradient wind flowing onto the slope
which is than enhanced by the anabatic effect.
sea breeze = right angle to beach Æ land unless either 15 kt, after 15:00 LMT or ’’fully developed’’ is
stated Æ then along the beach, low pressure (land) on the left (NH!).
thermal component / thermal wind vector Æ direct result of mean temperature differences in air mass aloft.
the high level wind is the vector sum of the low level wind and the thermal component (thermal wind vector).
contour charts = height of particular pressure level / isohypes = contour lines.
thickness charts = vertical extend between 2 pressure levels (show more clearly the distribution of
temperature in the atmosphere as variations in mean sea level pressure are removed.
isopleths = lines of equal thickness.
cold pool = isopleths indicating cold air and also forming closed circles.
jet stream = a strong narrow current of air on a nearly horizontal axis in the upper troposphere or lower
stratosphere exceeding 60 kt, characterised by strong lateral and vertical windshear (CAT).
jets will be found in the warmer air at or just below the warm air tropopause, but on surface charts will
APPEAR to be on the cold side of the deviding line (due to slope cold/warm).
westerly and easterly waves Æ distributed by large landmasses or high mountains.

- in SH no really significant land blocks south of 30° except the Andes range in Chile and the southern Alps in
New Zealand.
- in NH Æ Rocky mountains in North America and the Himalayan in Asia.
so big westerly waves only in the NH.
easterly upper flow is generally light and significant waves are rare. the one known instance occurs over
Africa at around latitude 15° - 20° north in July to September Æ reaching jet speeds having been accelerated
by the monsoon season in north India.
- 21 -
can affect surface pressure over West Africa, producing a series of large line squalls of CB drifting out toward
the Caribbean.
cloud base > 6500 ft a.g.l. = ’’medium’’ (alto) Æ temperate latitudes.

> 16500 ft a.g.l. = ’’high’’ (cirro) Æ temperate latitudes.
single cell CB - development phase 15-20 min (Æ total 2 hours travelling with 10000 ft wind, 700 mb).
- developing, mature and dying stage.
- general upward movement of 3000-4000 ft/min.
- tops have been measured rising with 5000 ft/min.
- active period < 1 hour (mature stage 30-40 min).
super cell thunderstorm Æ conditions; warm air below, cold dry air aloft with strong upper winds
(usually between sub-tropical and polar air).
jet stream CAT Æ maximum CAT at a jet stream is found level with or just below the height of
the jet core, in the warm air but on the cold side of the jet.
microburst = extreme form of windshear generated by the slug of descending air from a
thunderstorm cell. downdrafts 3000-4000 ft/min possible. floating in opposite
directions when hitting the ground with 50 kt vector change in service wind over
a few km. last only minutes.
gust front = cold downdraft wind in front of thunderstorm. produce roll cloud up to 6000 ft /
24-32 km ahead of the storm.
LLWAS = low level wind shear alert system (anemometers surrounding the airfield or
doppler radar, directly measuring wind vectors).
wind shear at inversions and at the boundary layer Æ

* free windstream of 40 kt, turbulence in the boundary layer and 20 kt groundwind + 40° heading
difference.
* a vector difference between surface and free stream wind of 40 kt.
* a temperature inversion of > 10° in the first 1000 ft a.g.l. Æ completely isolating surface wind from
free stream wind.
* presence of a turbulence inversion.
standing waves (+mountain waves, lee waves) Æ maximum turbulence is at the height of the ridge and one
wavelength down (5-10 NM).
wake turbulence clearance Æ 2 minutes or 4NM for heavy behind heavy.
no icing above 0°C or below -45°C, clear ice near 0°C, rime near -25°C.
0°C Æ highest proportion of dangerous clear ice in cloud.
radiation fog Æ surface cools at night due to long wave radiation and the cold surface cools the air
in contact by conduction.
advection fog Æ when a warm moist air mass moves over a cold surface. high wind can lift advection
fog to low stratus or clear it all together by mixing.
arctic smoke Æ the reverse mechanism from advection fog. cold air passes over a warm surface.
normally this triggers convection so a marked temperature inversion has to be present.
- 22 -
air masses Æ classification by their source region; polar/arctic/tropical and track classification;
continental and maritime.
(PM) polar maritime Æ cool, moist, conditionally unstable air (convective cloud, showers
and good visibility) Æ west-north/west.
(AM) arctic maritime Æ north.
(PC) polar continental Æ only in winter present for in summer the surface temperatures in the source
region rises to 20-25°C and it becomes an area of mean low pressure.
(TM) tropical maritime Æ source is warm, moist, and stable. Azores high Æ south-west.
(TC) tropical continentalÆ comes from Turkey and eastern Mediterranean in summer where it is stable
and hot but not particular dry. Æ summer air mass but summer extends to
the autumn in practice.
cold fronts and cold occlusions move at roughly the speed directly taken from the geostrophic wind scale.
warm fronts and warm occlusions move slower at approximately 2/3 of the speed.
thermal equator = line of maximum surface temperatures ≈ equatorial trough ≈ ITCZ.
transitional zones Æ circulation patterns and the weather moving with the thermal equator producing zones
that have one type of weather in the summer and another in winter.
0°C at equator ≈ 16000 ft.
doldrums = exist at the ITCZ only when it is near the geographical equator = band of light and
variable winds.
ITCZ ≈ between 30 NM and 300 NM wide Æ when moving, worst weather on the trailing side.
TRS = tropical revolving storm (sea water >26°C) Æ 64 kt sustained wind or more.
* polar climate Æ 65° - 90° lat. = polar high with dry, stable descending air cold settled
conditions often displaced by travelling depressions. surface is icecap
or tundra.
* disturbed temperate climate Æ 40° - 65° lat. = weather is dominated by travelling depressions
with occasional high pressure systems. precipitation is high with
mostly westerly winds.
* temperate transitional climateÆ 35° - 40° lat. = a boundary zone which experiences the disturbed
temperate climate in winter and the drier subtropical conditions in
summer (mediterranean climate).
* arid subtropical climate Æ 20° - 35° lat. = continuous subtropical highs. generally fine weather.
dessert regions predominate in these areas.
* tropical transitional climate Æ 10° - 20° lat. = mainly influenced by dry trade winds but in the
summer of the hemisphere the belt of equatorial rain produces a
distinct wet season (Savannah climate).
* equatorial zone Æ 10°S / 10°N lat. = influenced by the weather at the ITCZ, which moves
north and south with the season. heavy rain and thunderstorms can occur
throughout the year.
boreal climate zone Æ (dry climate zone) anomalous weather zone that occur only in the large landmasses of
the NH Æ cool moist summers and very cold winters.
monsoon climate Æ on the sea borders of the major continental blocks. example; SW and NE monsoons of
S/E Asia.
FIT = front inter tropical (French charts) = ITCZ.
the effect of thermal changes over the landmasses in winter and summer leads to the general statement that
westerly jets are at their fastest leaving landmasses on the westside of the major oceans. the effect is most
marked for sub-tropical jets in the winter of the hemisphere and for polar front jets in the summer.
jets slow and stabilize when running over large areas of open water.
- 23 -
AFTN = aeronautical fixed telecommunications network Æ via fax and telex.
MOTNE = (Europe) meteorological operational telecommunications network Europe.
MIST = meteorological information standard terminal Æ full meteorological service for national and
international flights at most airports.
WAFS = world area forecast system (Bracknell, Frankfurt and Paris).
ICAO 3 weather domains - LL (FL100-250), ML (FL250-450), HL (FL450-600).
sigmet = validity is 4 hours, volcanic ash warnings may be valid for up to 12 hours.
general warnings = fog, normally for visibility < 600 M.

strong winds > 33 kt or gusts 42 kt.
ASDAR = aircraft to satellite data relay (automatic aireps to WAFC Washington and Bracknell).
0000 vis < 50 M / 9999 > 10 KM Æ windshear in Metar when below 1600 ft.
few = 1/8 , 2/8

scattered = 3/8 , 4/8
broken = 5/8 , 6/8 , 7/8
overcast = 8/8
MSLPC = mean sea level pressure chart Æ general weather and the movement of weather systems.
high level significant weather chart Æ 3 hours before and after valid.
a satellite at 36000 km altitude will revolve around the earth once every 24 hours. if placed at launch over the
equator, orbiting in the same direction as the earth’s rotation, it will appear stationary. this is known as a
geostationary orbit.
low orbit polar satellites that orbit from the North Pole to the South Pole at about 900 KM altitude giving
bands of detailed imagery.
there is a ring of geostationary satellites around the equator. european meteorological images come from
meteostat, a geostationary satellite at the equator on the Greenwich meridian and from polar orbit satellites.
airborne weather radar = basic radar displays areas of greatest signal returns (greatest concentration of
raindrops) Æ green, yellow and red on EFIS display. doppler radar on EFIS
will add magenta indicating turbulence.
turbulence light=0-0,5G / moderate=0,5-1G / severe=>1G
- 24 -
Weather chart symbols
- 25 -
- 26 -
Instrumentation
configuration error = position error.

manoeuvre error = rolling / pitching / yawing and random gusts.
TAT = SAT + kinetic heating (RAM rise).
K = recovery factor Æ measured TAT to true TAT (SAT= OAT= COAT).
total head thermometer Æ also Rosemount probe.
angle of attack sensor = vane sensor or pressure sensor.
accelerometer = load factor sensor.
ASI Æ only calibrated to ISA MSL density.

static blockage of ASI Æ over reads.
altimeter Æ calibrated to ISA temperature/pressure/density for all heights (non linear linkage).
hysteresis error = capsule in altimeter is not perfectly elastic so will distort differently for large
increases / decreases in altitude.
sensitive altimeter = increasing sensitivity by having a stack of 2 or more capsules.
mach meter = ASI + altimeter interacting in the same case (ratio arm Æ ranging arm Æ indicator).
only instrument and pressure error (very small so indicated can be taken to be true).
density and temperature errors are self compensated.
E R T M
E = EAS
R = RAS / CAS
T = TAS
M = mach number
Æ Speed
ADC = air data computer. feedÆ pitot / static / TATÆ output to servo driven instruments.
gyroscopes Æ planes of freedom Æ space gyro = 3 planes of freedom (= 2° of freedom).

gimbal = gyro frame, at least 1 gimbal for every axis (cardanische ring).
degrees of freedom = planes of freedom – 1 (axis of rotation).
tied gyros = external influence controlling the direction of the spin axis.
- directional gyro = axis tied to the horizontal.
- artificial horizon = axis tied to the earth’s gravity.
rate gyro = rate of turn indicator Æ freedom of movement in plane of rotation and one more
plane 90° to the first.
azimuth = hoek met meridiaanvlak.

drift = when spin axis turns in earth horizontal plane.
topple = when axis tilts in any earth vertical plane.
- 27 -
real wander = spin axis moves away from its initial defined orientation in space.
apparent wander = orientation in space has changed while the gyro’s orientation has not.
transport wander = If gyro is aligned to north on one part of the earth and then moved to another.
latitude nut wander = 15 x sine latitude (NH= +) in °/hour
earth rotation wander = 15 x sine latitude (NH= -) in °/hour
E / W ⋅ GS × Tan ⋅ Latitude
transport ⋅ wander ≡ (NH= E= - / W= +)
60
total drift = real wander + earth rotation + latitude nut wander + transport wander.
turn indicator= - one degree of freedom (2 planes of freedom) thus one gimbal.
- rate gyro.
- spring force produces a secondary precession equal to and in the same direction as the yaw.
- looping error (when rapidly pitched nose up).
- are calibrated to show rates of turns correctly in balanced turns for rate 1, 2 and 3 at
specific angle of bank and and TAS.
- gyro turns away from pilot Æ reason= this way at balanced turn the gyro precesses
in opposite rollÆ axis approximately horizontal thus more sensitive to turn rates.
- errorsÆ vacuum leak= under reading / feed failure= no reading.

TAS
angle of bank required for rate 1 turn = +7
10
TAS
radius of the turn (NM) =
rate × 60π
turn coordinator is a development of the turn indicator. the gimbal is raised at the front by 30°, thus
instrument is sensitive to both roll and yaw Æ only indicates rate 1 turns accurately. unfortunately can easily
be confused with the artificial horizonÆ therefore warning ’’no pitch information’’.
RLG = ring laser gyro = relatively new technology, mainly present in IRS (inertial reference system).
RLG Æ ’’dither’’ is there to correct a specific problem.
rate integrating gyro (RI) Æ where extreme accuracy is required (gimbal gain). one degree of freedom,
2 planes of freedom. sensitive to ’’cross coupling’’.
in a strap down IRS, 3 RLG are mounted at right angles to each other and the whole set is fixed to the
aircraft frame.
the system measures all rotations about the 3 axis giving a very accurate readout of aircraft attitude with
reference to a space datum.
aclinic line = magnetic equator (no (in)cline) / isoclinic = lines joining points of equal dip.
DIP = angle between earths horizontal and resultant force.
aperiodic = fully damped system.
acceleration error = due to dip, CG in pendulous suspension system is not exact

underneath the pivot.
in NH an E/W acceleration produces an apparent turn to north (in SH the other way around).
turning errors are a function of dip so zero on aclinic line and significant up to 35° N/S.
turns through the near pole; LAG // through the far pole; LEAD.
- 28 -
compass deviation;
P = longitudinal deviation component (magnetic force).
Q = lateral deviation component (magnetic force).
B = deviation coefficient (angle) due to P component (longitudinal).
C = deviation coefficient (angle) due to Q component (lateral).
A = fixed misalignment coefficient (independent of heading).
Total deviation = A + B(sine heading) + C(cosine heading).
compass card = deviation table.
fluxgate detector = measuring of earth magnetic field (not free to rotate).
selsyn system = ’’self synchronising’’ system.
G4F = single display system (gyro corrected continuously by selsyn transmission system).
G4B = remote repeater system (adds a master control unit to the gyro unit). Has the ability to feed
headings to other remote systems like AP.
Com + Dev = Mag + Var = True
INS = inertial navigation system (=IRU or IRS).
acceleration Æ (first integration) Æ speed Æ (second integration) Æ distance.

inertial accelerometers detect linear acceleration (E and I bar system).
1e stable platform system Æ the platform the accelerometers are mounted on are kept level and aligned
to north and measure acceleration relative to the platform.
2e wander angle system Æ only keeping it level and detecting how far it is out of alignment to north.
3e strapped down system Æ not worrying about either level or north alignment. just detecting how far
out of alignment and out of level at initialisation and than monitor any changes.
alignment takes approximately 5 to 10 minutes dependent upon latitude.
gyro compassing = aligning of the stable platform with true north (takes about 15 minutes).
INS cockpit equipment = MSU (mode selector unit) // CDU (control display unit).
IRS (inertial reference system) uses 3 accelerometers and 3 ring laser gyros.
bounded errors do not increase with time, unbounded do.
both strapped down and stable platform systems suffer from Schuler errors.
the Schuler cycle is a damped 84,4 minutes.
power failure Æ if power is lost, alignment is lost and the NAV function will not work again.
older stand alone INS units Æ no more than 3 NM/hr drift typically allowed.
FDF (primary flight display) = EADI (electronic attitude director indicator).
ND (navigation display) = EHSI (electronic horizontal situation indicator) // SG = symbol generator.
EFIS colour coding green =active or selected mode, changing conditions.

white = present situation and scales.
magenta = command information, weather radar turbulence.
cyan (blauw) = non active and background information.
yellow = caution.
red = warning.
black = off.
ECAM = electronic centralised aircraft monitoring (airbus EICAS).

E/W = engine warning system.
- 29 -
APFDS Æ auto pilot flight director system. consists of auto pilot, FD system, auto throttle and yaw damper.
function of the outer loop is to control, inner loop to stabilize.

stability functions are yaw damper, pitch attitude and roll attitude
system gain is higher at low speed.
CMD = full auto pilot control // CWS = control wheel steering (outer loop control).
EPR = engine pressure ratio = designation of engine power output.

N1 = fan speed as a percentage (B737).
auto land; fail active system = allows the approach to continue after a single failure.
fail passive = 2 systems total.
CAT III = full auto lands Æ glide slope signal is disconnected at 45ft radio height.
CAT II/III use DH based on radio height.
warnings or level A alerts = require immediate crew action.
caution or level B alerts = require immediate crew alertness and possible future actions.
advisory or level C alerts = require crew alertness only.
radio altimeter; active from 2500ft down to ground level.

transmit a 30° cone down.
SHF between 4200MHz and 4400MHz described as FM.
the difference between transmitting and returning, the beat frequency, is measured.
accuracy = 1ft or ±3% (the greater of them).
TAWS Æ terrain awareness warning system.
GPWS mode 1; active 2450ft radio to 50ft and when barometric descent> 3x radio height (’’sink rate’’ /
’’pull up’’ warning).
mode 2; triggered by reducing radio altitude and warns of raising ground (’’terrain’’ warning).
mode 3; warns of barometric height loss after TOGA (flaps and gear not in approach configuration)
(’’don’t sink’’ warning).
mode 4; warns of closeness to the ground without the appropriate gear/flap selection (’’to low
terrain’’ warning when at high speed and ’’to low flaps’’ at lower speeds).
mode 5; deviation below glide slope (’’glide slope’’ warning).
mode 6; height and bank angles call outs designed to increase situational awareness (not required
by JAR OPS).
mode 7; provides wind shear alerts and warnings (not required by JAR OPS).
stall warning = alpha sensor (vane or based on pressure).
TCAS = ACAS (airborne collision avoidance system).
TA = traffic advisory ’’traffic traffic’’ // RA = resolution advisory.

RA = crew response is to follow the instructions smoothly and promptly. pilot must inform ATC of deviations
from clearances ASAP.
TCAS inputs Æ mode S replies / ADC for FL / IRS for attitude / flap position / radio altimeter.
(D)FDR = flight data recorder // CVR = cockpit voice recorder.
TGT= turbine gas / EGT= exhaust gas / TIT= turbine inlet / TET= turbine entry / JPT= jet pipe
(700/1000°C).
thermo couples; dissimilar metals can create an electrical potential at their junction which is proportional to
the temperature. (thermo EMF) Æ high temperatures.
galvanometer = millimetric voltmeter.
optical or radiation pyrometers Æ really high temperature measurement.
- 30 -
* direct tachometers = need to be near the cockpit.
* DC tachogenerator = output a voltage that varies with engine speed (wear and sparks).
* single phase tachogenerator = rectified to DC (no wear and sparks).
* three phase tachogenerator = frequency output that varies with speed.
* induction tachometer = suitable for high speeds (use a phonic wheel) digital output.
synchroscope = 1 master engine as reference.
pressure gauges = elastic pressure sensing elements are used.
MAP = manifold air pressure is an indication of the torque generated by the engine.
MAP measuring device = pressure bellows and fixed aneroid bellows working together.
EPR = engine pressure ratio.
FADEC = full authority digital engine control system.
capacitance systems = indicate fuel mass, not volume (=advantage).
fuel gauges always read zero after failure.
venturi flow indicator = accuracy ±2%.
variable orifice flow indicator Æ measuring volume but can be directed to mass flow using temperature
sensitive resistors to compensate for density changes.
turbine volume flow indicators Æ turbine blades are built with magnetic inserts. the blades pass an induction
coil in the casing. do not cope well with the large rate and temperature ranges on modern aircraft, these use
a mass flow indicator.
mass flow indicator Æ meet massa traagheid van de vloeistof Æ speed x mass, so true mass can be indicated
- stator torque.
- rotor torque.
attitude indicator (artificial horizon) turning errors
Pitch
Over Turn
Unde 90º 180 270
- 31 -
Communications VFR / IFR
speed of light = 300000 km/s
C
f
AM = amplitude modulation (varying the amplitude), often single side band.
FM = frequency modulation (varying the frequency to ad intelligence. less static interference than AM,
greater power required, complex receiver required.
pulse modulation = digital data or morse.
VHF communication = vertically polarised (vertical aerial, vertical E field).
NAV frequencies = horizontally polarised.
refraction (breking) Æ due to change of speed (low frequencies) – hoek.

diffraction (buiging) Æ due to passing sharp objects (low frequencies) – bocht.
propagation = voortplanten // ducting = geleiding // attenuation = loss of signal strength of wave.
atmospheric attenuation Æ increases at higher frequencies. Significant > 1GHz.
surface attenuation Æ increases at higher frequencies.
ionospheric attenuation Æ increases as frequency decreases.
space waves = line of sight waves.
maximum (theoretical) range (NM) = 1,25 H 1 + 1,25 H 2 (ft)
surface waves Æ caused by diffraction and ground conductivity slowing the wave. are longest at low
frequencies.
sky waves Æ refract from ionosphere Æ only reliable in HF band but present as interference in MF and LF.
D/E/F1/F2 layer Æ winter/day.
E/F layer Æ winter/summer day.
ionosphere is weaker at night (+ summer day more dense than winter day).
max skip distance (NM) = 1,43 H (of ionosphere in km)
atmospheric and surface attenuation = greatest at HF.
ionospheric attenuation = greatest at LF.
surface waves = start to be significant in HF and get longer with lower frequencies.
atmospheric ducting is occasionally present in VHF and higher.
ionospheric ducting is present in VLF only.
static is greatest at low frequencies.
- 32 -
HF is used for long range communications, aviation frequencies: 2,85MHz to 22MHz.
VHF is used for short range communications, aviation frequencies: 118MHz to 137MHz.
selcal (selective calling) Æ 4 letter code (each airframe) Æ checked at first contact with new ATC unit.
sitcom Æ 4 satellites at 30000 km orbit stationary to earth.
ACAR = VHF data link between operator and aircraft.
bearing class A = ±2° , class B = ±5° , class C = ±10° , class D > ±10° (B=common).
VDF letdown = pilot interpreted (chart) airfield approach, not runway.
QGH letdown (ground homing) = controller interpreted (no chart) as radar approach.
under radar control = ATC responsible for separation and terrain avoidance.
radar advisory service = only provided under IFR regardless of meteorological conditions (pilot responsible
for terrain avoidance).
radar information service = may be under VFR/IFR (info on conflicting traffic without avoidance action).
SRA = surveillance radar approach = pilot is given distances from touchdown, advisory altitude or height
information and azimuth instructions (based on 3° glide path).
PAR = precision radar approach = SRA including 3° glide path information + corrections.
- 33 -
Mass and balance
1 M = 3,28 ft / 1 ft = 0,304 M / USG or IG = 8 pints or 4 quarts
1 IG = 1,2 USG / 1 USG = 3,785 L / 1 Kg = 2,2 Lbs
CG is usually in front of CP (centre of pressure).
CG moves forward Æ increases stability, fuel consumpsion and Vs (danger; making rotation and flare
difficult).
CG optimum = near the aft limit.
CG aft of the safe range Æ stability is decreased, aerodynamically unstable and will probably crash.
Vs (stallspeed) is proportional to the square root of the weight.
mass ⋅ change change ⋅ of ⋅ CG

=
old ⋅ total ⋅ mass dis tan ce ⋅ from ⋅ mass ⋅ to ⋅ new ⋅ position
∆ mass : old (new) mass = ∆ CG : distance to new (old) CG
MAC = mean aerodynamic cord (CG is often expressed as a percentage of length from leading edge).
disposable load = bruikbare lading.
distribution load intensity = Kg/m2 / floor running load = Kg/inch.
maximum permissible traffic load = MTOM – DOM – fuel on board

MTOM = maximum take of mass / MZFM = maximum zero fuel mass
MTOM MZFM MLM
MTOM MZFM MLM
DOM - DOM - DOM -
fuel (total) - ----- fuel (div+res) -
maximum traffic load maximum traffic load maximum traffic load
maximum fuel load in MTOM => fuel = traffic load

maximum fuel load in MLM => fuel = traffic load (+ sector fuel)
- 34 -
Flight planning
transoceanic and polar flights Æ must meet specific MNPS.
MNPS = minimum navigation performance specification.
NAT OTS = north atlantic organised track system.

operating twice during 24 hour period - west bound system 11:30 to 18:00 UTC.
- east bound system 01:00 to 08:00 UTC.
crossing 30°W meridian; boundary between Shanwick and Gander oceanic control areas.
NAT Æ westbound tracks begins with A as the most northerly and continue vertically down B, C, D…… and so
on depending on how many tracks are needed to accommodate the forcast traffic.
east bound tracks begins with Z as the most southerly and continue vertically upward with Y, X,
W..etc.
MNPS separation Æ vertical 4000 ft (same direction) // 2000 ft (opposite direction).
RVSM Æ reduced vertical separation minima. possible for aircraft suitably equipped and approved
(2000 ft / 1000 ft).
lateral separation = 1° = 60NM.
MSA = minimum sector altitude / minimum safe altitude Æ 1000 ft clearance within 25NM.
NAM = nautical air miles / GNM = ground nautical miles / SAR = specific air range (NAM per unit of fuel).
jet engines are most efficient around 90%.
best range jet = 1,32 x VIMD (indicated minimum drag speed)
SFC = fuel flow : thrust
SAR (jet) = TAS : (SFC x drag)
best SAR (specific air range) is that altitude where 90% rpm gives 1,32 x VIMD without accelerating.
best endurance altitude is above best range.
LRC (long range cruise) = 4% faster than still air best range speed and gives 99% of the range.
cost index in FMS = 00/200 Æ 00 = maximum range / 200 = minimum time.
aim to cruise within 2000 ft of the FMS optimum altitude.
optimum altitude increases as fuel burns off.
lower buffet boundary limit = 10% above Vs.

upper buffet boundary limit = onset of mach related buffet (MMO).
ETOPS = extended time operations.
PSR or PNR Æ last point on a route at which it is possible to return to destination with sensible fuel reserves.
E×H
time to point of no return = E = safe endurance / H = groundspeed home / O = GS out
(O + H )
the greatest distance to PNR/PSR is obtained in still air conditions.
- 35 -
ETP (equal time point) or CP (critical point) = for quickest way home determination.
D× H
distance to CP = D = total track distance / H = groundspeed home / O = GS out
(O + H )
for engine failure calculations Æ take the less engine speed in formula!!
ACL = actual cruising level // CPA = closest point of approach.
- 36 -
Human performance and limitations
accidents = 70% human errors.
72 beats/min (mean), adult at rest // 5 l/min of blood is pumped // breathing = approximately 16/min.
blood pressure normal = 100/60, maximum = 160/100.
21% oxygen in air (160 mmHg) // 14,5% oxygen in lungs (100 mmHg)
hyperventilation Æ increase in breathingÆ reduction in CO2Æ change of acid balance (blood more alkaline)Æ
reduction of artery diameterÆ lack of oxygen.
body unaided can cope with Æ +7 to +8G and -3G (z direction).
Boyle Marriott’s law Æ volume of gas varies inversely with its pressure.
Henry’s law Æ amount of gas dissolved in a liquid is proportional to the pressure over the liquid.
Dalton’s law Æ total pressure of a gas is equal to the sum of the partial pressures.
atmosphere Æ 78% nitrogen, 21% oxygen, 0,9% argon, 0,03% carbon dioxide.
’’grey out’’ Æ +3G(z) Æ also ’’tunnel vision’’.
rods = low lights, no colour // cones = sharp colour vision (photopic vision).
6/6 vision = you can see at 6m, what normal people can see at 6m.
- parallax = head movement cause distant objects to move relative to each other.
- perspective = converging parallels such as railway lines.
- relative size = distant objects are smaller.
- relative motion = closer moving objects move faster in angular terms.
- overlapping contours = objects in front of others must be closer.
- aerial perspective = scattering of light make distant objects appear blue.
colour blindness = 7% of all men / 0,1% of all woman.
night vision Æ pupil dilates / chemical within the rodsÆ vitamin A helps, probably B and C.
NIHL = noise induced hearing loss / high levels of noise Æ temporarily NIHL
unlikely at levels < 90dB / at 120dB discomfort / at 140dB pain / > 160dB drum maybe ruptured.
prolonged > 90dB can cause permanent damage.
sensory threshold = just noticeable difference (j.n.d.) = difference threshold.
somatographic illusion = pitch to be sensed under acceleration.
somatogyric illusion = ’’the leans’’, level flight seams banking.
vertigo = spatial disorientation (flicker vertigo is caused by flickering lights).
- 37 -
vibration 1-4 Hz Æ interference with breathing.
4-10 Hz Æ chest and abdominal (buikpijn).
8-12 Hz Æ back ache.
10-20 Hz Æ head aches, eye strain, pain in throat, speech disturbance and muscular tension.
weight (kg )
BMI = body mass index =
(lenght ⋅ in ⋅ M ) 2
5 stages of sleep Æ stage 1, 2, 3, 4 and paradoxical or REM sleep (rapid eye movement).
sleeping cycle = 90 minutes long, ± 4 to 5 REM stages.
EEG = electroencephalogram = measurement of brain activity.
paradoxic (REM) sleep increases during the night (4 to 5 cycles).
circadian = dagelijkse ritme.
westbound trans oceanic flights are easier to cope with than eastbound (red eye) flights.
the brain can only deal with one decision at a time.
cognitive illusions = misinterpretations of sensory inputs.
70% of the information we process enters via the visual channel.
perception is a highly subjective process.
bottom-up processing uses sensory information to start building a mental model.
top-down processing uses previous knowledge to modify the mental model.
expectancy or perceptual set = to some extend we perceive what we expect to perceive.
visual constancy = process of recognizing familiar objects even in unfamiliar conditions.
the sensory store; iconic memory stores visual information for ≈ 0,5 seconds.
ecoic memory stores auditory information for ≈ 8 seconds.
working memory; stores information for ≈ 15 – 30 seconds (= focus of consciousness)

contains the information you are consciously thinking about now.
maximum number of items that can be held in working memory = 7
long term memory; episodic memory (autobiographical memory, what you did on your holiday).
semantic memory (general knowledge, such as the meaning of words).
procedural memory (motor memory) information which cannot be described consciously.
working memory = short term memory ≈ 15 – 30 seconds.
eye should be at the design point throughout the flight.
situational awareness = maintaining an accurate mental model (requires conscious effort to maintain).
multi crew fundamental elements = cooperation and communication.
groupthink = danger of adopting false consensus (eensgezindheid).
homeostasis Æ physiological balance (interplay between the sympathic and parasympatic nervous system).
Æ ANS system = autonomic nervous system (involuntary activities, like heartbeat).
- 38 -
fight or flight reflex Æ part of general adoption syndrome Æ 1. alarm reaction.
2. resistance.
3. exhaustion.
underload = complete absence of stress (undesirable).
stress = a heightened state of arousal caused by stressors in the environment.
stressors = any event or situation that induces stress.
psychosomatic illness = physical illness stemming from psychological causes.
automation complacency = crew tend to become passive monitors of the system and fail to actively question
its performance.
A certain level of arousal is a positive influence on performance. An extremely aroused/anxious pilot will
perform significantly less well than an optimally aroused pilot.
Memory
- 39 -
Decision making
Hierarchie of needs
- 40 -
A person (P+) and goal (G+) oriented person is the ideal pilot.
A stable extrovert person is the ideal pilot.
- 41 -
Radio navigation
high frequencies have short wave lengths.
speed of light = 300000 Km/s = 162000 NM/s
C
f
skip distances are increased at night as the ionosphere weakens and refract less.
maximum (theoretical) range (NM) = 1,25 H 1 + 1,25 H 2 (feet)
NDB maximum (theoretical) range = 3 power in watts
VLF = 3 KHz – 30 KHz / LF = 30 KHz – 300 KHz / MF = 300 kHz – 3 MHz
HF = 3 MHz – 30 MHz / VHF = 30 MHz – 300 MHz / UHF = 300 MHz – 3 GHz
SHF = 3 GHz – 30 GHz / EHF = 30 GHz – 300 GHz
emission classification 3 letter code (ICAO): 1e = waveform, 2e = modulation, 3e = type of information

J3E=HF comm. / A3E=VHF comm. / A8W=ILS / A9W=VOR / PON=DME / NON=NDB carrier wave /
A1A=NDB ident / A2A=alternative NDB ident.
ideal aerial size is half or a quarter of the wave length.
sky waves refract from the ionosphere (breking) caused by a change of speed. ionosphere is more dense in
summer and during the day. sky waves are only reliable in HF band.
ACARS (AC communications addressing and reporting system) = data link between operator and AC (VHF).
AM = amplitude modulation (varying the amplitude), often single side band.
FM = frequency modulation (varying the frequency to ad intelligence. less static interference than AM,
greater power required, complex receiver required.
pulse modulation = digital data or morse.
VHF communication = vertically polarised (vertical aerial, vertical E field).
NAV frequencies = horizontally polarised.
refraction (breking) Æ due to change of speed (low frequencies) – hoek.

diffraction (buiging) Æ due to passing sharp objects (low frequencies) – bocht.
propagation = voortplanten // ducting = geleiding // attenuation = loss of signal strength of wave.
atmospheric attenuation Æ increases at higher frequencies. significant > 1GHz.
surface attenuation Æ increases at higher frequencies.
ionospheric attenuation Æ increases as frequency decreases.
space waves = line of sight waves.
surface waves Æ caused by diffraction and ground conductivity slowing the wave. are longest at low
frequencies.
- 42 -
sky waves Æ refract from ionosphere Æ only reliable in HF band but present as interference in MF and LF.
D/E/F1/F2 layer Æ winter/day.
E/F layer Æ winter/summer day.
ionosphere is weaker at night (+ summer day more dense than winter day).
atmospheric and surface attenuation = greatest at HF.
ionospheric attenuation = greatest at LF.
surface waves = start to be significant in HF and get longer with lower frequencies.
atmospheric ducting is occasionally present in VHF and higher.
ionospheric ducting is present in VLF only.
static is greatest at low frequencies.
HF is used for long range communications, aviation frequencies: 2,85MHz to 22MHz.

suns up, frequencies up suns down, frequencies down. Night typically half that of day.
VHF is used for short range communications, aviation frequencies: 118MHz to 137MHz.
selcal (selective calling) Æ 4 letter code (each airframe) Æ checked at first contact with new ATC unit.
sitcom Æ 4 satellites at 30000 km orbit stationary to earth.
bearing class A = ±2° , class B = ±5° , class C = ±10° , class D > ±10° (B=common).
VDF letdown = pilot interpreted (chart) airfield approach, not runway.
QGH letdown (ground homing) = controller interpreted (no chart) as radar approach.
under radar control = ATC responsible for separation and terrain avoidance.
radar advisory service = only provided under IFR regardless of meteorological conditions (pilot responsible
for terrain avoidance).
radar information service = may be under VFR/IFR (info on conflicting traffic without avoidance action).
SRA = surveillance radar approach = pilot is given distances from touchdown, advisory altitude or height
information and azimuth instructions (based on 3° glide path).
PAR = precision radar approach = SRA including 3° glide path information + corrections.
QUJ = true to station.

QTE = true from station.
QDR = magnetic from station.
QDM = magnetic to station.
**PUSH THE HEAD AND PULL THE TAIL** Æ intercepting NDB QDR/QDM.
HF frequency classification
lowest usable HF maximum usable optimum frequency
frequency
Static & Ionospheric Best combination – use End of skip distance – a bit
attenuation highest frequency that works temperamental
- 43 -
radio spectrum classification
VLF LF MF HF VHF UHF SHF EHF
Very Low Med High Very Ultra Super Extra
Freq 3-30K 30-300K 300K- 3M-30M 30M- 300M-3G 3G-30G 30G-
3M 300M 300G
Wavelength 100km- 10Km- 1Km- 100m- 10m-1m 1m-10cm 10cm- 1cm-
10km 1Km 100m 10m 1cm 1mm
Myria Kilo Hecto Deca Metric Deci Centi Milli
Space Waves
Sky Waves
Surface 4000nm 1000nm 300nm 100nm
Waves
Ionos Duct
Atmos. Attn
Surface Attn
Ionos Attn
Static
Uses Loran NDB Comms Comms Glideslope Radio alt.
NDB 1750k 2850K- 118M- GPS 4.3G
190k 22M 137M 1.5G(L1)C/A+P MLS
1.2G(L2)P ATC/Wx
SSR Radar
DME 9-10G
radio emission classification

X3E (Comms) AXW X0N AXA
J HF SSB Sup Carr 8 ILS P DME 1 NDB Ident
A VHF DSB 9 VOR N NDB Carrier 2 Alt NDB Ident
landing categories
category aircraft minima; DH / RVR
I 200 ft on barometric altimeter / RVR > 550 m
II 100 ft on radio altimeter / RVR 300 m
III A 0 ft on radio altimeter / RVR 200 m
III B 0 ft on radio altimeter / RVR 75 m
III C 0 ft on radio altimeter / RVR 0 m
glidepath ⋅ angle
60
...%
100
system errors Æ FM immune filters reduce localiser interference.
radar bands are UHF, SHF with some EHF. Pulse radar uses a single aerial to both transmit and receive.
continuous wave radar has no minimum range limitation (radio altimeter).
PRP = pulse recurrence period = time it takes to send and receive one pulse.
PRF = pulse repetition frequency = number of pulses per second.
1
PRP =
PRF
- 44 -
low PRF is needed for long range radars. maximum range is controlled by PRF and power.
C
maximum theoretical range (m) = (C=300.000.000 m/s)
2 × PRF
C × pulse ⋅ length
minimum theoretical range (m) = (C=300.000.000 m/s)
2
beamwidth = 70 x wave length : antenna diameter
airborn weather radar: 9 GHz – 10 GHz in the SHF band. conical beam is used for cloud.
cloud height above aircraft (ft) = range (ft) x (scanner tilt – ½ beam width) : 60
doppler = self contained on board navigation system that computes GS and drift of the aircraft (old).
loran = hyperbolic navigation systems show difference of distance or differential distance.

hyperbolic navigation systems need chains of beacons.
loran operates on frequencies around 100 KHz.
ground aerials often > 1300 ft.
GPS = USA // glonass = former soviet union.
GPS Æ 24 satellites, 21 operational and 3 spares - 6 circular orbital planes at 55° to the equator -
each orbital plane, 3 or 4 satellites at 20200 km, once/12 hours – at least 4 satellites will
always be in line of sight – mask angle 5° above horizon.
2 frequencies UHF described as L1 and L2. P code (precise//C/A code (coarse acquisition).
L1= C/A + P // L2= P only.
RNP = required navigation performance (maintaining accuracy 95% of the time).
RNP5 = ± 5 NM, 95% of the time // RNP0,01/15 = 0,01 NM / 15 ft (CAT II approach).
RNAV = area navigation = integrating several different systems.
FMS databases are updated every 28 days.
- 45 -
Principles of flight
A x V = constant (A= area / V= speed)
P + ½.φ.V2 = constant
Q = ½.φ.V2 = dynamic pressure
Q and lift/drag are proportional to EAS2 // EAS is slightly less than IAS.
EAS = TAS only at ISA mean sea level density.
EAS = relative ⋅ density x TAS (example: relative density = ¼ at 40000 ft)
work done = force x distance // power required = force x speed
airflow Æ streamline flow Æ vortex flow Æ disturbed flow.
stagnation point Æ pressure equals total head pressure // RAF = relative air flow.
Lift = CL. ½.φ.V2.S // CL = lift coefficient
swept wings give less lift at high angles of attack.
positive pressures do not occur on the lower airfoil surface until alphas of 12° - 15°.
CP on a cambered airfoil moves. on a symmetrical airfoil it remains near 20% - 25% MAC.
turbulent boundary layer is thick (20x laminair layer), draggy and high energy. laminair boundary layer is thin
slippery and low energy.
profile drag = zero lift drag = parasite drag (skin friction / form drag / interference drag).
induced drag = lift depending drag or lift induced drag (vortex drag).
total drag = CD. ½.φ.V2.S // CD = drag coefficient
from 1 to 2 G means drag goes up by a factor of 4.
best ratio of EAS over drag = 1,32 x VIMD (best range speed for jet aircraft)
VIMP = minimum fuel consumption (prop AC).
VIMD = minimum fuel consumption (jet AC).

= best angle in prop AC.
speed unstable regime =< VIMD (drag rises as speed falls).
V1 = decision speed (is chosen for best scheduled field performance).
V2 < VIMD and is in the speed unstable regime.
VX (jet) = VIMD // VX (prop) = Vminimum control (= 1,1 x Vstall) // power = TAS x (thrust or drag)
VY EAS decreases with height / service ceiling jet < 500 ft/min, propeller < 100 ft/min.
stalling speed in manoeuvre increases by the square root of the load factor. load factors increase rapidly from
30° up.
- 46 -
load ⋅ factor = VStall increasing factor. less weight will give you better turn performance. turn radius is
greater at height. maximum rate speed is higher than minimum radius speed.
TAS
rate.x.60.π
TAS
10
V 2 (m / s )
washout = progressive reduction of wing incidence to the tip.

boundary layer control = uses vortex generators (sucking or blowing at the tip to keep the boundary layer
attached to a higher alpha).
differential ailerons = upgoing at greater angle than downgoing aileron.

frise ailerons = nose of the aileron sticks down below the wing when the aileron deflects upwards.
Æ equalising drag.
for any given EAS Æ aerodynamic damping decreases as height increases.
static stability describes the first response of the AC of being displaced in attitude or speed.
dynamic stability describes what happens after that, in the long term.
longitudinal dihedral = difference in incidence between wing and tail.
stick free stability is always worse than stick fixed.
speed of sound (kt) = 38,94 T (Kelvin)
LSS = 661 kt (at sea level at ISA temp.= 288 k)

LSS = 573 kt (ISA tropopause temp.= 216,5 k)
TAS (kt )
mach no. (M) = (M is ratio and has no units)
LSS (kt )
MFS = free stream mach no. // ML = local mach no.
mach wave Æ at Mach 1.0 , individual pressure waves pile up into a single pressure wave just ahead of the
aircraft. mach waves that form near the aircraft, on wings and other parts of the structure, are more intense
and are called shockwaves.
Mdet = detachment mach no. (Mfree stream at which the shockwaves attaches!?)
transonic regime (from Mcritical to Mdetached) Æ aircraft flies subsonic at high mach nos. Æ some local flows
become supersonic.
M 0,89 Æ range where lift changes abruptly with changes in flow.
M 0,89 to M 0,98 Æ range where CP moves aft.
M 1,4 (=Mdet) Æ CL is down to 70% of its low speed value as there is no up wash ahead of the leading edge
and there is an energy loss through the bow shockwave. Æ CP is at about 50% MAC.
transonic flight Æ CL is rising in the subsonic regime; increasing Reynolds number/effect of compressibility/
change in upwash.
MCDR = mach critical drag rise.

- 47 -
propeller slip = difference between geometric pitch and effective pitch.
CSU = constant speed unit (if rpm falls, CSU moves to finer pitch, if rises to coarser pitch)
CSU will select (at constant power): coarse pitch at high speed and fine pitch at low speed.
full propeller operating range Æ feather stop (+85°) – feathering – flight coarse pitch stop (+50°) –
flight range – flight fine pitch stop (+14°) – taxi – ground fine pitch stop (-1°) – reverse -
reverse pitch stop (-15°).
alpha range = flight range between flight fine and flight coarse pitch stop.
beta range = (for ground manoeuvring) direct adjustment of propeller pitch.
FI = fatique index (100 = fatique life has been used up). increasing aircraft AUM by 1% can increase fatique
life consumption by 5%.
1
cos⋅ bankangle
E R T M
E = EAS
R = RAS / CAS
T = TAS
M = mach number
Æ speed
- 48 -
Aviation law
light signals
to an a/c on the ground to an a/c in the air
Green Go (cleared take off) Go (cleared to land)
Red Stop Stop (ie circle and give way)
Flashing Red Get clear of landing area. Stay clear of landing area (ie do not land)
Flashing White Go to start Go to start (ie land here but await signals)
Flashing Green Cleared to taxi Come back and await signals
Red pyrotechnic Belay previous instructions - do not land for the moment.
ICAO annexes
annex subject
1 Personnel Licensing (Getting a license is my Number 1 priority)
2 Rules of the Air (2 Sets of Rules, VFR and IFR)
3 Meteorological Services (3ºC/1000ft DALR)
4 Aeronautical Charts (4 Cardinal Points)
5 Dimensional Units (CRP 5)
6 Operation of Aircraft (DC6)
7 Nationality and Registration Marks (The League of Seven Nations)
8 Airworthiness (Looks like a propeller)
9 Facilitation (NEIN in German – Immigration)
10 Aeronautical Communications (100 for the Operator)
11 Air Traffic Control Services (1 to 1 Personal Services)
12 Search & Rescue (The one before Accident Investigation)
13 Accident Investigation (Unlucky for some)
14 Aerodromes (14 Aerodromes around Heathrow)
15 Aeronautical Information Services (Looks like IS)
16 Environmental Protection (16 Age of Consent, use protection)
17 Security (17ft security fence required)
18 Dangerous Goods (At 18 you can drink but it’s DANGEROUS to drive)
holding speeds
normal turbulent
≤ FL140 170kts (A&B)/230kts 170kts (A&B)/280kts
≤ FL200 240kts 280kts
≤ FL340 265kts 280kts
intenational conventions
Warsaw Tokyo (1963) Montreal Rome
(1926) Hague (1970) (1971) (1933/38/52)
Subject Liability Hijacking/ Jurisdiction Non-Hijacking Ground Damage
Withdrawal Inform ICAO 6 Months
notice to
contracting
states
- 49 -
separation
type description
Vertical During ascent or descent 15 mins whilst vertical separation does not exist, down
to 10 where navaids permit, or 5minutes if less than 10 minutes of an actual
timed position report.
Lateral VOR/RNAV 15° more than 15nm from facility.
NDB 30° more than 15nm from facility.
DR 45° more than 15nm from intersect
Longitudinal DME (On track) 20nm or 10nm where front a/c is 20kt+ faster. Also 10nm
when climbing or descending through level.
Timing - 15mins, down to 10mins if navaids permit, down to 5 mins if front a/c
is +20kts, to 3mins if +40kts.
Mach number 10-5mins. Each minute less than 10 requires an additional .01M
from leading a/c starting at 0.02M up to 0.06M.RNAV 80nm.
RNP RNAV 80nm (RNP 20) verified every hour, 50nm (RNP 50) verified every
½ hour. Otherwise 80nm when same on-track waypoint.
Radar Separation – 5nm standard, 3nm when conditions allow (UK 40nm
from radar head) and 2.5nm on localiser/approach (5nm on localiser for wake
turbulence).
Wake Turbulence Departure Lighter AND from intermediate part of runway (3min)
2mins UNLESS
Arrival LIGHT behind heavier (3min), 4/5/6 & 5nm
Departure 1, 2, 5mins. 1 if tracks diverge by 45° or more. On same track, 2 if speed
difference of 40kts, 5 otherwise. <1 minute if taking off in different directions. 5
mins max between departing and arriving traffic
supplemental oxygen requirements

over 10,000ft over 13,000ft over 14,000ft over 15,000ft minimum
Pressurised ≤25kft >25kft
Flight Deck After 30 mins Entire time 30min 2hr
Cabin Crew After 30 mins Entire time 30 min
10% Pax After 30 mins
30% Pax Entire time
100% Pax Entire time 10 min
Unpressurised
Flight Deck Entire time
Cabin Crew After 30 mins Entire time
10% Pax After 30 mins
100% Pax Entire time
safety equipment requirements

pax seats fire extinguishers (of crash axe megaphone first aid kits
which BCF) /deck
7-30 1 1
31-60 2 (1)
61-200 3 (2) 1+1≥100 <100 1
201-300 4 (2) 2 <200 2
301-400 5 (2) <300 3
401-500 6 (2) <400 4
501-600 7 (2)
>601 8 (2)
Plus 1 BCF in Cockpit
- 50 -
reporting requirements
subject reporting
Unlawful Interference ASAP
Nav Irregularity/Met eg. VA, Radiation ASAP
Accident Quickest available means
Emergency which endangers safety & thereby Local authority without delay, if required by state to
violates local regs or procs appropriate authority then to state of origin in writing
within 10 days.
Flight Incidents which (may) endanger safe ops Authority within 72 hours
Technical defects and excess of tech limitations Recorded in tech log
Air Traffic Incidents endangerment by other flying ICAO PANS RAC
device/ATC etc.
Birdstrike ASAP ATC
licensing requirements
total hours PIC hours XC hours night hours Instr. hours
ATPL (21-59) 1500 250 PIC/P1s 200 100 PIC/P2 75
500 MPA 100 sim 100 PIC 100 PIC/P1s 30 ground
Transport 25 Proc trainer
Category a/c
CPL (18- 150 20 5 10
5yrs 300nm flight 5 FSTOL as PIC 5 Ground
PPL (17-
IR (A) 50 PIC
for C/PPL 10 in Airplanes
SARP’s = standards and recommended practises.

PANS = procedures for air navigation services.
JAR 23 and 25 Æ covers the regulations applying to small and large aircraft respectively.
ICAO assembly is convened once every 3 years. they appoint the counsil for a 3 year term (permanent body
composed of 33 contracting states).
ATS comprises 3 services;

4. air traffic services; Area Control Service / Approach Control Service / Aerodrome Control Service
5. Flight Information Service
6. Allerting Service
controlled airspace;
Class A: most airways, important control zones and control areas (IFR only).
Class B: upper airspace Æ IFR and VFR permitted (controlled).
Class C: IFR + VFR (controlled) Æ IFR is separated from IFR and VFR, VFR is separated from IFR and receive
traffic information about other VFR.
Class D: IFR + VFR (controlled) Æ IFR is separated from IFR and receive traffic information in respect of VFR
flights. VFR receive traffic information on all other flights.
Class E: IFR + VFR permitted; IFR with air traffic control service and are separated from other IFR. All flights
receive traffic information as far as practicable (no control zones).
Class F: IFR + VFR permitted; IFR flights receive air traffic advisory service and all flights receive flight
information service if requested.
Class G: IFR + VFR permitted and receive flight information service if requested.
air traffic control service: IFRÆ A, B, C, D and E / VFRÆ B, C and D + all aerodrome traffic at controlled
aerodromes.
aerodrome reference codes (first element);

1=< 800M / 2=800-1200M / 3=1200-1800M / 4=>1800M
- 51 -
width of runways = 18 – 45M (precision approach runway not less than 30M at 1 or 2 type).
braking action: 0,4=good(5) / 0,39-0,36=medium to good(4) / 0,35-0,3=medium(3) /

0,29-0,26=medium to poor(2) / <0,25=poor(1)
AIRAC = aeronautical information regulation and control (part1 and 2).

AIC = aeronautical information circulars. issued monthly, contain information not suitable for AIP/NOTAM.
MSA = 1000 ft clearance within 25NM (mountainous areas 2000ft).
speed categories are calculated as 1,3 x stall speed in landing configuration.

A= < 91kt / B= 91-121kt / C=121-141kt / D=141-166kt / E=166-211kt
approach segment Æ arrival / initial / intermediate / final / missed approach.
arival Æ ends at IAF.

procedures are used to direct the aircraft. 45°/180° procedure turn // 80°/260° procedure turn // base turns
// race track procedure.
initial Æ IAF to IF (intermediate fix).
intermediate Æ obstacle clearance reduces from 1000ft to 500ft in the primary area.
final approach Æ begins at FAF and ends at MAPt (missed approach point).
missed approach Æ must be initiated if the visual references are not obtained by the time the aircraft reaches
the MAPt.
a circling approach is a visual manoeuvre.
all turns in holding procedures are calculated for angle of bank of 25° or 3°/s (=rate 1).
if not specified, right turns.
- 52 -
- 53 -
- 54 -
parallel entry
direct entry
offset entry
5° zone flexibility either side of the boundaries
- 55 -
- 56 -
Operational procedures
recency is 3 take off’s and landings in the last 90 days.
flight preparation documents are kept for 3 months.
RVR is always better than meteorological visibility.
CAT I RVR=550 M / DH=200 ft (barometric altimeter)

CAT II RVR=300 M / DH=100 ft (radio altimeter)
CAT III B RVR=75 M / DH<50 ft (radio altimeter)
jets must be able to land in 60% and turboprops in 70% of the LDA.
contaminated runway = > 25% of surface area is covered by;

>3mm of water or equivalent deep slush/snow.
compressed snow to solid mass.
ice incl. wet ice.
runway is considered wet Æ < 3mm water without significant areas of standing water.
wet runways need an additional 115% factor.
class B aircraft Æ must be able to land in 70% of LDA, slope is taken into account.
net performance is worse than gross (Gross= 50:50 chance of better/worse).
NAT-OTS Æ eastbound Z-A, bottom to top (red eye) 01:00 to 08:00 hours
westbound A-Z, top to bottom 11:30 to 18:00 hours
heavy>136000kg / medium= 7000kg – 136000kg / light<7000kg
- 57 -
Performance
gross performance is the estimated fleet average.
class A aircraft Æ all jets and turboprops with more than 9 pax. seats or MTOM >5700kg (B-737). JAR 25
class B aircraft Æ small prop. driven aircraft, piston or turbo with < 9 pax. seats and MTOM <5700kg. JAR 23
class C aircraft Æ large piston aircraft > 9 pax. seats or MTOM > 5700kg (not many still flying commercially).
jet thrust reduces with altitude. on hot days jet thrust reduces with temperature.
most jet engines are flat rated below ISA +15°, and at low temperatures, thrust does not vary with temp.
most jets indicate thrust with EPR, B-737 uses rpm of the first stage fan (N1).
thrust ≠ power Æ power = thrust x speed
propeller thrust reduces with forward speed.
VIMD = where profile drag = induced drag Æ alpha = constant = 4°.
TODA = TORA + clearway. Some runways have an overrun called ’’stopway’’.
ASDA = EDA (emergency distance available) = TORA + stopway.
balanced field : TODA = ASDA.
max. TODA = 1,5 x TORA (JAR OPS).
screen height at the end of the runway is 15, 35 or 50ft heigh.
jet engine thrust reduces initially with speed because of intake momentum drag, but picks up as the ram
effect builds up and assists mass flow.
VR > 1,05 VMCA (one engine out). VMC is highest where the air is cold and dense (asymmetric thrust is
greatest).
a range of decision speeds exist at weights below the OEI field length limited TOM.
the engine out take off calculation uses gross, 50:50, performance.
wet runways have VEF 10kt lower and a 15ft screen height.
V2 = safety speed = target speed to be attained at the screen height (35ft/15ft) with OEI.
all engines case Æ the margin between net and gross = 1,15 (JAR 25), net being the greater of them.
V3 = all engines speed at the screen (between V2 and V4).
VX on a jet is close to VIMD (on piston aircraft close to stalling speed).
VX is unchanged with altitude.
V4 = all engine initial climb speed (V2 + 10kt).
best range on a jet is 1,32 VIMD / Best range on prop AC is VIMD.
LRC (long range cruise) is 4% faster than still air best range speed and gives 99% of the range.
- 58 -
class A jets must land in 60% of LDA, Turbo props and class B in 70%.
LDA x 60% = Gross LDR.
class B (multi) aircraft need to clear obstacles by 50ft using net performance (net=0,77xgross).
class A aircraft need to clear obstacles by 35ft using net performance, 50ft in a turn.
(net=grossx0,8-twin // or 0,9-3 engines // or 1,0-4 engines).
the NTOFP (net take of flight path) ends at 1500ft.
increased V2 procedure can improve MTOM when WAT limited but not field length limited.
increased V2 procedure can improve climb gradients when obstacle limited but not field length limited.
reduced thrust take of = assumed temperature procedure = variable thrust procedure.
hydroplaning speed (kt) = 9 P( psi ) (bar x 14,5 = psi).
braking coefficient braking action snowtam

0,4 > good 5
0,39 – 0,36 medium to good 4
0,35 – 0,30 medium 3
0,29 – 0,26 medium to poor 2
0,25 < poor 1

climb gradient =
TAS × 6080
PMC = performance management control.
- 59 -
Aircraft General Knowledge
F = force (lbs) / A = area (sq in – in2) / P = pressure (psi) Æ bar x 14,5 = psi
F
P=
A
V = I x R // P = I2 x R // P = V x I
hydroplaning speed (kt) = 9 P( psi ) (bar x 14,5 = psi).
RMS (root mean square) voltage = 0,707 x peak voltage
F (Hz) = rpm x pole pairs x 60
typical 3 phase aircraft AC supply = 115 V (RMS) / 400Hz.
TRU = transformer rectifier unit Æ 115V AC to 28V DC.
alternators are STAR wound and can produce 2 voltages.
CIVIL = in Capaciters the current I leads the Voltage which leads the current I in inductors L.
J3E = HF comms // A3E = VHF comms // A8W = ILS // A9W = VOR // PON = DME
NON = NDB carrier wave // A1A = NDB ident // A2A = alternative NDB ident
sky waves refract from the ionosphere // space waves are line of sight waves.
force = mass x acceleration // momentum = mass x velocity // work = force x distance
work
power =
time
the ratio of air to fuel which ensures complete combustion = 15:1 by weight.
manifold pressure is absolute pressure / boost pressure is relative to ISA pressure at sea level.
- 60 -

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The Earth

Same Hemisphere (-)

Earth Convergency = Change in Longitude (°) × Sine of Mean Latitude

Distance on Earth Surface-

Great Circle Distance = Change in Longitude (°) × 60

Rhumb Line Distance (Departure) = Change in Longitude × 60 × Cos Latitude

Magnetism & Compasses-

Total Deviation = Coefficient A+ Coefficient B+ Coefficient C

Density Altitude = Pressure Altitude + 118 (ISA Deviation)

To calculate height at a specific distance for a specified glide path angle

Height (in feet) = (Range) (Angle) × 101

ROD for 3° = 5 × Ground Speed

= Glide Angle × Ground Speed × 1.01

Measurement/ Determination of Temperature-

1.75 × 𝐶𝐴𝑆 ×𝐹𝑙𝑖𝑔ℎ𝑡 𝐿𝑒𝑣𝑒𝑙

Total Air Temperature (TAT) = Saturated Air Temperature (SAT) × {1 + (0.2 × R × M 2 ) }

Radio Aids to Navigation

Time to pass station (seconds)

Groundspeed knots ×Time to station (minutes)

High Speed Flight

Temperature in Kelvin = Temperature in Celsius +273

True airspeed knots

Point of Equal Time (PET) or Critical Point (CP)

Total Distance of Flight nm ×Ground speed return (knots)

Distance to point of equal time (nm)

Point of No Return (PNR)

Distance to Point of No Return (nm)

Pitot and Static systems

Air Speed Indicator

Vertical Speed Indicator

Sensor part of flux valves contain 3 pickup coils

Turn and bank indicator

RTFQ2 = Read The F**** Question Twice !

Distance weight is shifted = ∆𝐂𝐆 𝐱 𝐓𝐨𝐭𝐚𝐥 𝐖𝐞𝐢𝐠𝐡𝐭

Distance = Ground speed x time

Ground Speed = Distance / Time

Time = Distance / Speed

Fuel consumed = GPH x Time

GPH = Fuel Consumed / time

Time/Endurance = Fuel consumed / GPH

1mile/60miles = 1°/60miles = x° or miles/miles traveled

TAS = IAS x 2%/1000’

Moment = Arm x Weight

Time to NDBminutes = Time in seconds

Bearing to Station = Magnetic Heading + Relative Bearing

Bearing from the Station = BTS ± 180°

Unknown Crosswind Limitation = 20% of Stall Speed

Accelerate North Decelerate South, Underread North Overread South

100 rpm = 5KIAS = 100’/min

Rate One Turn = 10% of IAS + 7(knots) = Angle of Bank

Rate One Turn = 10% of IAS + 5(mph) = Angle of Bank

TOP OF DESCENT CALCULATION

TOP OF DESCENT CALCULATION

The calculation of descent rate angle says:

TAN( angle°) = descent rate (%)

The standard descent is calculated along a 3° descent angle:

With approximation, as angle value is low, we have the approximation:

Descent angle (°) ≈ descent rate (%) x 0.6

Rate (%) Rate (°) Rate (ft/NM)