The flight crew uses four features to operate the radar:

• Antenna tilt: this is the angle between the centre of the beam and the horizon.
• Range: this has an essential influence on the optimum tilt setting.
• Gain control: this adjusts the sensitivity of the receiver.
• Radar modes: weather (WX) or weather + turbulence (WX + T).

Weather detection is based on the reflectivity of water droplets. It is displayed on a colour scale that goes from red (high reflectivity) to green (low reflectivity).

The red areas of most reflectivity is located in the lower levels where there is moisture. Since the weather radar only detects moisture you should scan the lower levels.

To analyze a convective cell, the flight crew should use the tilt knob to obtain a correct display and point the weather radar beam to the most reflective part of the cell. At high altitude, a thunderstorm may contain ice particles that have low reflectivity. In order to get accurate weather detection, the weather radar antenna should also be pointed toward lower levels (i.e. below freezing level), where water can still be found.

Reference: AIM AGA 7.6.4.3

This is how I think through this answer. From High to Low look out below. If you don't reset your altimeter to the new lower altimeter setting. Our aircraft will be flying closer to the ground due to the reduced outside pressure.

In this picture below we are flying at 18,000 ft.

In area 1 our altimeter is A30.02 and our indicated altitude matches our true altitude.

In area 2 our altimeter is still set to A30.02 even though the pressure dropped to A29.92. Our indicated altitude will still read 18,000 feet but our true altitude will be closer to the earth which is a hazard.

Wind shear can be defined as a sudden change in wind velocity and/or direction over a short distance.

An aircraft actually encountering a microburst in the vicinity of an airfield while it is about to land or take-off, may be flying through 3 different and difficult phases of wind conditions at a critical phase of flight, at low altitude. For example, an aircraft flying through a microburst at landing should expect to encounter the following phases:

Phase 1: Headwind

• When first entering a microburst, the pilot notices a performance enhancing headwind gust, which instantaneously increases the aircraft airspeed, thus causing lift and the aircraft to rise above its intended path and/or accelerate.
• To descend the aircraft back on its descent path and decrease speed, the pilot will naturally retard the engines and push the side stick, thereby forcing the aircraft to descend.

Phase 2: Downdraft

• As the aircraft continues into the microburst, it meets a sudden surge of downdraft affecting both the aircraft flight path and then the Angle-Of-Attack (AOA): the aircraft will sink and the AOA will increase.
• The pilot, now traveling at a lower speed and pushed downwards, will attempt to regain the original trajectory by initiating a climb.

Phase 3: Tailwind

• As the pilot attempts to climb to recover his/her altitude, the aircraft now experiences a change in wind direction and encounters a tailwind.
• The tailwind gust instantaneously decreases the aircraft lift and airspeed and thus, it tends to make the aircraft fly below its intended path and/or decelerate.

When jet stream turbulence is encountered in a crosswind situation, pilots wanting to cross the CAT area more quickly should, either climb or descend based on temperature change. If temperature is rising – climb; if temperature is falling - descend. If the temperature remains constant, either climb or descend.

Fuel Requirements:

Taxi Fuel: 40 lbs
Climb Fuel: 200 lbs (600 lbs/hour divided by 60 mins x 20 min climb.)
Cruise Fuel: 833 lbs (Subtract the 20 min climb from the total flight time of 2 hours. Time in cruise is 1 hour 40 mins or 1.67 hours. 500 lbs/hour x 1.67)
Contingency 45 mins: 375 lbs (Since there is thunderstorms at destination we have to include this fuel.)
Holding Fuel: (This was added in as a trick. Ignore it as it doesn’t apply for VFR fuel requirements.)

Reserve Fuel 45 mins at night: 375 lbs (This is a CAR requirement, see below.)

Answer: 1823 lbs

Reference:

CAR 602.88 (1) This section does not apply in respect of any glider, balloon or ultra-light aeroplane.

(2) No pilot-in-command of an aircraft shall commence a flight or, during flight, change the destination aerodrome set out in the flight plan or flight itinerary, unless the aircraft carries sufficient fuel to ensure compliance with subsections (3) to (5).

(3) An aircraft operated in VFR flight shall carry an amount of fuel that is sufficient to allow the aircraft

(a) in the case of an aircraft other than a helicopter,

(i) when operated during the day, to fly to the destination aerodrome and then to fly for a period of 30 minutes at normal cruising speed, or

(ii) when operated at night, to fly to the destination aerodrome and then to fly for a period of 45 minutes at normal cruising speed.

Calculate the wind direction?

GS: 120 knots
TAS: 144 knots
Mag Track: 105 deg M
Variation E: 15 deg E

Convert the Magnetic Track to True Track.  The variation is East so you add it to get back to True Track. Therefore the true track 120 degrees.

True Hdg: 093 deg (This is the heading into the wind, which is 27 degrees left to compensate for the wind)

Wind speed: 25 knots
Answer 037 degrees.

Use the loading chart to input the ARM's into the table. For the fuel: subtract the weight of 30 imp gallons which is 234 lbs.

Divide the total moment by the total weight. Then inout the arm into the %MAC formula.

EWH: is the Eye to Wheel Height for your aircraft. This ensures your landing gear will clear the runway in the flare when following the VASIS lights.

An EWH of 12 feet falls under PAPI P2. The only runways available to safely use when following the PAPI lights are Runway 01/19. Look for the P2 enclosed in a circle on the chart.

Reference: AIM COM 5.4.2.2

AIM RAC 9.17.1 Corrections for Temperature

Pressure altimeters are calibrated to indicate true altitude under ISA conditions. Any deviation from ISA will result in an erroneous reading on the altimeter. In a case when the temperature is higher than the ISA, the true altitude will be higher than the figure indicated by the altimeter, and the true altitude will be lower when the temperature is lower than the ISA. The altimeter error may be significant, and becomes extremely important when considering obstacle clearances in cold temperatures.

The published minimum IFR altitudes (i.e. the MSA/TAA and the initial/intermediate/final and missed approach segments, including the MDA/DA) must be adjusted when the ambient temperature on the surface is much lower than that predicted by the standard atmosphere.

As a general rule this is considered to be 0°C or, when MDAs/DAs are 1 000 ft HAA or higher, it begins at 10°C.

Extended Range (ER) or ETOPS Operations

Extended range operations are those operations conducted over a specified route that contain a point further than 60 minutes flying time at the approved one-engine-inoperative cruise speed (under standard conditions in still air) from an adequate airport.

Reference: CAR 724.27 No Alternate Aerodrome - IFR Flight

Weather Requirements 

For at least one (1) hour before and until one (1) hour after the estimated time of arrival at the aerodrome of intended landing, there shall be, in respect to that aerodrome:

(a) no fog or other restrictions to visibility, including precipitation, whether forecast or reported, below 3 miles;
(b) no thunderstorms, whether isolated or otherwise forecast or reported;

(c) a forecast ceiling of at least 1,000 feet above FAF altitude and a visibility of at least 3 miles or a ceiling of at least 1,500 feet above the MDA and a visibility of at least 6 miles; and

(d) no freezing precipitation whether forecast or reported;

 Area of Operations 

(a) take-off aerodrome shall be:

(i) situated within the North American continent, the Caribbean islands and Bermuda; and

(ii) not more than the hours of flight time (Scheduled) from the aerodrome of intended landing;

(b) aerodrome of intended landing authorized for no alternate IFR shall meet the requirements of subsection (3) below; and

(c) provided the requirements of subsections (2), (3), (4), (5) and (6) are met, the pilot-in-command may refile "No Alternate IFR" on flights to a destination aerodrome in Canada, regardless of the location of the departure aerodrome, when within six hours of the scheduled destination aerodrome.

Oxygen Requirements for Unpressurized Aircraft CAR 605.31

All crew members and 10 per cent of passengers and, in any case, no less than one passenger. Entire period of flight exceeding 30 minutes at cabin-pressure-altitudes above 10,000 feet ASL but not exceeding 13,000 feet ASL

All persons on board the aircraft:

(a) Entire period of flight at-cabin-pressure altitudes above 13,000 feet ASL

(b) For aircraft operated in an air transport service under the conditions referred to in paragraph (a), a period of flight of not less than one hour

Note:

Above 13,000 ft: you NEED supplemental oxygen
10,000 ft-13,000ft ASL: you can fly up to 30 mins without oxygen.
Below 10,000 ft ASL: you can fly without oxygen.

Since we are flying East, we fly at odd cruising altitudes. So the maximum altitude without O2 is 9,500 ft ASL. If we were flying West, the max altitude without O2 would be 8,500 ft ASL.

Reference: AIM AIR 2.12.3.4

As the rate at which ice accumulates on an airfoil is related to the shape of the airfoil, with thinner airfoils having a higher collection efficiency than thicker ones, ice may accumulate on the horizontal stabilizer at a higher rate than on the wings. A tail plane stall occurs when its critical angle of attack is exceeded. Because the horizontal stabilizer produces a downward force to counter the nose-down tendency caused by the centre of lift on the wing, stall of the tail plane will lead to a rapid pitch down. Application of flaps, which may reduce or increase downwash on the tail plane depending on the configuration of the empennage (i.e. low set horizontal stabilizer, mid-set, or T-tail), can aggravate or initiate the stall. Therefore, pilots should be very cautious in lowering flaps if tail plane icing is suspected. Abrupt nose-down pitching movements should also be avoided, since these increase the tail plane angle of attack and may cause a contaminated tail plane to stall.

A tail plane stall can occur at relatively high speeds, well above the normal 1G stallspeed. The pitch down may occur without warning and be uncontrollable. It is more likely to occur when the flaps are selected to the landing position, after a nose-down pitching manoeuvre, during airspeed changes following flap extension, or during flight through wind gusts.

Symptoms of incipient tail plane stall may include:

(a) abnormal elevator control forces, pulsing, oscillation, or vibration;

(b) an abnormal nose-down trim change (may not be detected if autopilot engaged);

(c) any other abnormal or unusual pitch anomalies (possibly leading to pilot induced oscillations);

(d) reduction or loss of elevator effectiveness (may not be detected if the autopilot is engaged);

(e) sudden change in elevator force (control would move down if not restrained); and/or

(f) a sudden, uncommanded nose-down pitch.

AIM AIR 3.9 ALCOHOL

Never fly while under the influence of alcohol. It is best to allow at least 24 hours between the last drink and take-off time. Alcohol is selectively concentrated by the body into certain areas and can remain in the fluid of the inner ear even after all traces of alcohol in the blood have disappeared. This accounts for the difficulty in balance that is experienced in a hangover. Even small amounts of alcohol (0.05 percent) have been shown in simulators to reduce piloting skills. The body metabolizes alcohol at a fixed rate and no amount of coffee, medication or oxygen will alter this rate. ALCOHOL AND FLYING DO NOT MIX.

If you find that you are drinking excessively or encountering problems related to alcohol, you must refrain from flying and seek assistance. Transport Canada has a policy and pathway to return to flying with the appropriate treatment and monitoring. Early intervention and active engagement are best for long-term success.

Alcohol or Drugs — Crew Members

602.03 No person shall act as a crew member of an aircraft

(a) within 12 hours after consuming an alcoholic beverage;

(b) while under the influence of alcohol; or

(c) while using any drug that impairs the person’s faculties to the extent that the safety of the aircraft or of persons on board the aircraft is endangered in any way.

AIM AIR 3.9 ALCOHOL

Never fly while under the influence of alcohol. It is best to allow at least 24 hours between the last drink and take-off time. Alcohol is selectively concentrated by the body into certain areas and can remain in the fluid of the inner ear even after all traces of alcohol in the blood have disappeared. This accounts for the difficulty in balance that is experienced in a hangover. Even small amounts of alcohol (0.05 percent) have been shown in simulators to reduce piloting skills. The body metabolizes alcohol at a fixed rate and no amount of coffee, medication or oxygen will alter this rate. ALCOHOL AND FLYING DO NOT MIX.

If you find that you are drinking excessively or encountering problems related to alcohol, you must refrain from flying and seek assistance. Transport Canada has a policy and pathway to return to flying with the appropriate treatment and monitoring. Early intervention and active engagement are best for long-term success.

Alcohol or Drugs — Crew Members

602.03 No person shall act as a crew member of an aircraft

(a) within 12 hours after consuming an alcoholic beverage;

(b) while under the influence of alcohol; or

(c) while using any drug that impairs the person’s faculties to the extent that the safety of the aircraft or of persons on board the aircraft is endangered in any way.

AIM COM 4.8 TACTICAL AIR NAVIGATION (TACAN)

Tactical air navigation aid (TACAN) is a navigation aid (NAVAID) used primarily by the military for en route, non-precision approaches (NPAs) and other military applications. It provides azimuth in the form of radials and slant distance in nautical miles (NM) from the ground station. The system operates in the ultrahigh frequency (UHF) range with the frequencies identified by channel number.

TACAN users may obtain distance information from a distance measuring equipment (DME)  that is paired with the VHF omnidirectional range (VOR). This TACAN paired channel number is published in the Canada Flight Supplement (CFS) for every VOR/DME facility.

CAUTION:
Only DME information is being received by the TACAN avionics. Any apparent radial information obtained through the TACAN avionics from a VOR/DME facility can only be false signals.

The transponder always reports your pressure altitude assuming an altimeter setting of 29.92.

Mode C altitude transmissions are independent of the barometric altimeter. The transponder can get its information from one of two sources: an encoding altimeter, which transmits a pressure altitude reading to the transponder, or — more commonly — a blind encoder, an altimeter without needles or adjustment knob permanently set to 29.92 (pressure altitude). In either case, the altimeter setting does not affect the altitude the transponder sends.

ATC’s computers apply the current altimeter setting to the pressure altitude received, converting it to MSL (which should match your indicated altitude).