IATRA Nav and GEN only

Reference: AIM COM 5.4.2.2

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.

Determining the correct wind angle is key for this question

1. The wind is 330° M.
2. The wind angle is therefore 30° (330-300).
3. Enter the graph from 30°, then stop at the 20 knots wind arc. Then go straight down to the bottom of the chart to .3 CRFI.

0.3 is the minimum CRFI needed with that crosswind. Anything less than that makes landing unsafe. More CRFI than that, makes the braking much better.

Balanced Field Length. The field length where the distance to accelerate and stop is equal to the take-off distance of an airplane experiencing an engine failure at the critical engine failure recognition speed (V1).

Resource: CARS Standard 821 / 821.05; From The Ground Up

Description:

Pilots cleared for a visual approach are responsible for compliance with published noise abatement procedures, wake turbulence separation and avoidance of active Class F airspace.

Even though ATC will provide advisory Traffic Separation, it is still PIC responsibility to ensure that wake turbulence separation will be sufficient.

Description:

“The distances that the aerodrome operator declares available for aircraft take-off run, take-off distance, accelerate stop distance, and landing distance requirements. The distances are categorized as follows:

(a) Take-off run available (TORA): The length of runway declared available and suitable for the ground run of an aircraft taking off.

(b) Take-off distance available (TODA): The length of the takeoff run available plus the length of the clearway, if provided.

(c) Accelerate-stop distance available (ASDA): The length of the takeoff run available plus the length of the stopway, if provided.

(d) Landing distance available (LDA): The length of the runway available and suitable for the ground run of an aircraft landing.

TODA = TORA + CLEARWAY

ASDA = TORA + STOPWAY

Source: TC AIM 2.12.2.

Description:

(h) SAE and ISO Type II Fluids: Fluids, such as those identified as SAE Type II and ISO Type II, will last longer in conditions of precipitation. They afford greater margins of safety if they are used in accordance with aircraft manufacturers’ recommendations.

Flight tests performed by manufacturers of transport category aircraft have shown that most SAE and ISO Type II fluids flow off lifting surfaces by rotation speeds (Vr), although some large aircraft do experience performance degradation and may require weight or other takeoff compensation. Therefore, SAE and ISO Type II fluids should be used on aircraft with rotation speeds (Vr) above 100 KIAS. Degradation could be significant on aeroplanes with rotation speeds below this figure.

Source: CAR Standard 625, 625.07

Description:

(i) Minimum Equipment Lists (MELs) provide an additional measure of control of defects. MELs are lists of systems and equipment installed in the aircraft, annotated to show the degree to which defects may be allowed for a limited period. In some cases, additional operational procedures or restrictions are applied. Procedures to troubleshoot, inspect or secure items prior to takeoff may also be identified as conditions for operation with the equipment inoperative.

(ii) The recent trend in MEL development is that the MEL should become an exhaustive list. As such, any item not listed in an MEL must be operable at the time of dispatch. Items such as entertainment systems or other items installed for the convenience of passengers are usually listed under the heading of passenger convenience equipment. MELs usually address only the operation or non-operation of systems and equipment, and do not cover degraded system performance, such as unusually slow landing gear retraction, excessive fuel consumption, etc. As such, an MEL does not allow for every possible combination of defects, or for the additional workload which may result from multiple defects.

(iii) Application of the MEL does not eliminate the need for the pilot to make his own assessment of the airworthiness of the aircraft, but it does indicate certain circumstances where operation is definitely not permitted. Once a MEL has been approved for use by a particular operator, compliance with it becomes mandatory. MELs are not transferable between operators.

Source: AIM 4.4.9 Operations on Intersecting Runways.

Description:

General:

LAHSO may be carried out under the following conditions:

(a) the LDA, measured from the threshold or displaced threshold to 200 ft short of the nearest edge of the runway being intersected must be published in the CAP and in the CFS. ATC shall also broadcast LAHSO advisories, including LDAs, through an ATIS or voice advisory, well in advance of the final approach descent;

(b) the weather minima of a 1 000-ft ceiling and visibility of three statute miles are required. In specific cases, these criteria may be reduced by the Regional Director, Civil Aviation, but only with a written agreement between ATC and the operator;

(c) the reported braking action must be not less than good. The runway must be bare. (No snow, slush, ice, frost, or standing water is visible from the tower or reported by a competent person. In order to accommodate small accumulations of ice or snow at the runway edge during winter operations, only the centre 100 ft of the runway must be bare.);

(d) a tailwind of less than five knots is acceptable for normal LAHSO on both dry and wet runway operations. The maximum allowable crosswind component for dry runways is 25 kt and 15 kt for LAHSO. Controllers will not initiate or approve a request for LAHSO on any runway when crosswinds on that runway exceed the maximum;

(e) ATC must include specific directions to hold short of an intersecting runway (e.g. “cleared to land Runway 27, hold short of Runway 36”). Pilots, in accepting the clearance, must read back “cleared to land Runway 27, hold short of Runway 36.” Having accepted the hold-short clearance, pilots are obligated to remain 200 ft short of the closest edge of the runway being intersected. If, for any reason, a pilot is unsure of being able to comply with a hold-short clearance, the pilot must advise ATC immediately of non-acceptance of the clearance; it is far better to be safe than sorry; In all cases accepting LAHSO clearance PIC is responsible to stop before indicated point.

(f ) the lines are the same as taxiway exit and holding markings. These lines shall be located on the runway 90o to the hold- short runway centreline, 200 ft short of the nearest edge of the runway being intersected. Red and white mandatory instruction signs, illuminated for night LAHSO, shall be located at either end of the lines. More details on lines can be found in Aerodrome Standards and Recommended Practices (TP 312E)

Source: TC When in Doubt…. Chapter 4

Description:

Ground Deicing/Anti-Icing With Main Engines and/or APU Running

A number of aircraft and engine manufacturers have published information on the advisability of deicing/anti-icing with the main engines running, and when permitted, there are procedures to be followed in order to protect the engines.

Experience shows that problems can be minimized if precautions are taken to limit the ingestion of deicing/anti-icing fluid by the engines. The following procedures, which must be adapted to the specific aircraft type, were developed to protect the aircraft during deicing/anti-icing with the main engines running:

Operate as few engines as possible during the deicing process;

Operate at the lowest practicable power setting;

If possible, select air conditioning ‘OFF’;

Avoid spraying fluid directly into the engine, APU, and air conditioning system intakes;

Avoid a large run-off of fluid from adjacent surfaces into the intakes, e.g., from a vertical stabilizer into a tail-mounted engine or APU

However, if it is unsafe, or not approved by company manual or SOPs, the flight should be cancelled and takeoff should not be attempted.

Source: CARs Standard 622.11 2.0

Description:

“Holdover time” is the estimated time that an application of deicing/anti-icing fluid is effective in preventing frost, ice, or snow from adhering to treated surfaces. Holdover time is calculated as beginning at the start of the final application of deicing/anti-icing fluid and as expiring when the fluid is no longer effective. A holdover time may be one which is published by Transport Canada in the holdover timetables or one generated by a Holdover Time Determination System.

Source: AIM 1.1.3

Description:

1.1.3 Canadian Runway Friction Index (CRFI)

Many airports throughout Canada are equipped with mechanical and electronic decelerometers which are used to obtain an average of the runway friction measurement. The average decelerometer reading of each runway is reported as the CRFI. Experience has shown that results obtained from the various types of decelerometers on water, slush, wet snow, and dry snow exceeding a 1-inch depth are inaccurate, and the CRFI will not be available when these conditions are present.

Aerodromes equipped with runway friction decelerometer capability are listed in the CFS under RWY DATA.

Operational data relating to the reported average CRFI and the methods to be used when applying these factors to aircraft performance are presented in AIR 1.6.

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.

Human Factors For Aviation TP12863E

Note:

The Time of Useful Conciousness (TUC) or Effective Performance Time is the period of elapsed time from the interruption of normal air supply or exposure to an oxygen-poor environment until the time when the ability to function usefully is likely to be lost at which point an affected individual would no longer be capable of taking normal corrective or protective action.

Time of useful consciousness (TUC) is not the time to total unconsciousness.

The FAA handbook has slightly different numbers…

Reference: FAA Pilot’s Handbook of Aeronautical Knowledge. Chapter 17: Aeromedical Factors.

Resource: Human Factors For Aviation TP12863E

Description:

THE EFFECTIVE PILOT-IN-COMMAND

The effective pilot-in-command is likely to exhibit the following characteristics:

• recognition of personal limitations;
• recognition of diminished personal decision-making capabilities in emergencies;
• encouragement of other crew members to question decisions and actions;
• sensitivity to other crew members’ personal problems that might potentially affect operations;
• feeling of obligation to discuss personal limitations;
• recognition of the need for the pilot flying the airplane to verbalize plans;
• recognition of the captain’s role in training other crew members;
• recognition of the need for a relaxed and harmonious flight deck;
• recognition that optimal management style varies with the situation and the make-up of the crew; and
• emphasis on the captain’s responsibility for coordinating cabin crew responsibilities.

The Role of the Pilot-in-Command

If you are pilot-in-command, your proper role is to listen to all the available opinions, as well as expressing your own (communicator). At some stage, you may have to choose between opposing recommendations (makes good decisions). You should always try to base your choice on the merits of the arguments, not on factors irrelevant to the situation, such as your own attitude toward the persons in question.

Disregarding or slighting an opinion because its holder happens to be young, or inexperienced, or female, or less educated than you, or otherwise objectionable to your prejudice, not only may lead to a bad

decision at the time, but also could severely impair cockpit communication over a long term. An associate whose person you have

disparaged as a basis for dismissing an argument will, quite rightly, lose respect for you and, more importantly, will probably stop offering information and opinions. Thus, you could lose a vital lifeline to safety.

Source: TC AIM 2.16.1 Controlled Flight Into Terrain

Description:

Controlled Flights Into Terrain (CFIT) continue to be a major threat to civil aviation safety in Canada. A stabilized final approach during an NPA has been recognized by the ICAO CFIT Task Force as an aid to prevent CFIT. The step-down technique presumed by NPA procedure design may have been appropriate for early piston transport aircraft, but it is less suited to larger jet transport aircraft. When using the step-down technique, the aircraft flies a series of vertical descents during the final approach segment as it descends and levels off at the minimum IFR altitudes published for each segment of the approach. The successive descents and level-offs result in significant changes in power settings and pitch attitudes and for some aircraft, may prevent the landing configuration from being established until landing is assured. Using the step-down technique, the aircraft may have to be flown at minimum IFR altitudes for each segment of the approach and consequently be exposed to reduced obstacle separation for extended periods of time. A premature descent or a missed level-off could render the aircraft vulnerable to a CFIT accident. Many air operators require their flight crews to use a stabilized approach technique which is entirely different from that envisaged in the original NPA procedure design. The stabilized approach is calculated to achieve a constant rate of descent at an approximate 3° flight path angle with stable airspeed, power setting, and attitude, and also with the aircraft configured for landing. The safety benefits derived from the stabilized final approach have been recognized by many organizations including ICAO, the FAA and TCCA. Those air operators not already doing so are encouraged to incorporate stabilized approach procedures into their SOPs and training syllabi.

CAUTION: Caution should be exercised when descending below the MDA while following an FMS-generated vertical path. Unlike vertically guided approaches, which have their OCSs verified below the DA, OCSs on LNAV procedures below the MDA have NOT been assessed. As a result, obstacles may penetrate the computer generated flight path. Pilots are reminded to visually scan for obstacles before descending below the MDA. VASI and PAPI are calibrated for a defined geometric vertical path angle. In cold temperatures, a non-temperature compensated barometric FMS-generated vertical path may be lower than that of a calibrated VASI or PAPI. In high temperatures, a barometric FMS-generated vertical path will be higher than that of a calibrated VASI or PAPI. Pilots should be aware of this limitation and operate accordingly.

Source: Human Factors For Aviation TP12863E Chapter 5 ; Advisory Circular Transport Canada Civil Aviaition Standards – Crew Resource Management 2.3

Description:

Crew Resource Management (CRM): is the effective utilization of all resources including crew members, aircraft systems, supporting facilities and persons to achieve safe and efficient operations. The objective of CRM is to enhance communication, interaction, human factors and management skills of the crew members concerned. Emphasis is also on the non-technical aspects of crew performance.

Contemporary Crew Resource Management: Contemporary CRM integrates technical skill development with communications and crew coordination training and operational risk management by applying threat and error management (TEM) concepts

Source: TC AIM 2.16.1 Controlled Flight Into Terrain

CAUTION: Caution should be exercised when descending below the MDA while following an FMS-generated vertical path. Unlike vertically guided approaches, which have their OCSs verified below the DA, OCSs on LNAV procedures below the MDA have NOT been assessed. As a result, obstacles may penetrate the computer generated flight path. Pilots are reminded to visually scan for obstacles before descending below the MDA. VASI and PAPI are calibrated for a defined geometric vertical path angle. In cold temperatures, a non-temperature compensated barometric FMS-generated vertical path may be lower than that of a calibrated VASI or PAPI. In high temperatures, a barometric FMS-generated vertical path will be higher than that of a calibrated VASI or PAPI. Pilots should be aware of this limitation and operate accordingly.

Source: Human Factors for Aviation TP12863E Pitch-up and Pitch Down Illusions

Description: 

The somatogravic illusion results from a rapid acceleration, such as that experienced during takeoff stimulating the otolith organs in the ears in the same way as tilting the head backwards. This action creates the illusion of being in a nose-up attitude, especially in situations without good visual references. The obvious danger here is that a pilot, disoriented after takeoff into thinking that the aeroplane is climbing way too steeply may push the aircraft into a nose-low or dive attitude resulting

in impact with terrain or obstacles. This is a particular problem at rural airports on dark nights where one transitions from the lit runway environment to a dark environment devoid of lights or other visual cues to one’s attitude.

Source: AIM 3.11

Description:

3.11 ANAESTHETICS

Questions are often asked about flying after anesthetics. With spinal or general anesthetics, or with serious operations, pilots should not fly until their doctor says it is safe to do so. It is difficult to generalize about local anesthetics used in minor operations or dental work. Allergic reactions to these, if they occur, are early and by the time the anesthetic has worn off the risk of side effects has passed. However, after extensive procedures (such as the removal of several wisdom teeth), common sense suggests waiting at least 24 hr before flying.

A subsonic aircraft is an aircraft with a maximum speed less than typically around Mach 0.8.

Transonic flow is air flowing around an object at a speed that generates regions of both subsonic and supersonic airflow around that object. The exact range of speeds depends on the object’s critical Mach number, but transonic flow is seen at flight speeds close to the speed of sound (343 m/s at sea level), typically between Mach0.8 and 1.2

Supersonic flight: An aeroplane is said to be flying supersonically if the aeroplane’s mach number is greater than 1.2

Source: AIM 2.8 Low-level wind shear/ Royal Canadian Airforce Weather Manual

Description:

Increasing Performance Wind Shear On approach, the aircraft will pass from a light tailwind associated with the inflow through an increased performance shear as it encounters the outflow of the downdraft. This will cause an increase in airspeed and an increase in lift so the aircraft will tend to rise above the glide slope. To counteract this, thrust will have to be reduced and the nose of the aircraft lowered. The aircraft now enters the downdraft and then a decreased performance shear This will cause a serious drop in airspeed and a marked increase in the rate of descend so that the aircraft will tend to sink below the glide slope. This is the danger area. The aircraft is now low and slow. Thrust must be increased quickly and the nose lifted to regain the glide slope. Increased performance shear will next be encountered as the aircraft passes through the gust front and encounters a headwind. The aircraft will then become high and fast and corrections may have to be made to prevent overshooting.

The best defense against wind shear is to avoid it altogether because it could be beyond your capabilities or those of your aircraft. However, if you do recognize WS, prompt action is required. In all aircraft, the recovery could require full power and a pitch attitude consistent with the maximum angle of attack for your aircraft. Aircraft equipped with wind shear detection and warning systems may be provided with guidance to escape WS or, in the case of Predictive Wind Shear Systems (PWSs), to avoid it (see MET 2.3). For more information on WS, consult the Air Command Weather Manual (TP 9352E). If you experience WS, advise air traffic services (ATS) (see RAC 6.1) and warn others, as soon as possible, by sending a PIREP to the ground facility.

AIM 1.7 V – speeds

Description:

V2 is the takeoff safety speed, at which the aircraft may safely be climbed with one engine inoperative. The aircraft must be able to attain in order to leave the runway and get 35 feet off the ground at the end of the runway, at 200 ft/min climb gradient.

Source: TC AIM 2.12.3.4 Tail Plane Stall

Description:

(2.12.3.4 Tail Plane Stall

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 center 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 stall speeds. 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 maneuvers, 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, un-commanded nose-down pitch.

Description:

Vortex Generators- are little “shark fins” on top of the wing, and work by

mixing higher velocity air outside of the

boundary layer together with lower velocity

air within the boundary layer thus re-

energizing the boundary layer and thus delaying separation.

Resource: Transport Canada Aeronautical Information Manual (TC AIM 2022), 3.10 Declared Distances

Description:

(a) Take-off run available (TORA): The length of runway declared available and suitable for the ground run of an aircraft taking off.

(b) Take-off distance available (TODA): The length of the takeoff run available plus the length of the clearway, if provided.

(c) Accelerate-stop distance available (ASDA): The length of the takeoff run available plus the length of the stopway, if provided.

(d) Landing distance available (LDA): The length of the runway available and suitable for the ground run of an aircraft landing.

TODA = TORA + CLEARWAY

ASDA = TORA + STOPWAY

Description:

V1 is the Critical Engine Failure Recognition Speed. V1 is the maximum speed at which a rejected takeoff can be initiated in the event of an emergency.

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).

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.

AIM COM 5.3.1 Aircraft-Based Augmentation System (ABAS)

RAIM and FDE functions in current IFR-certified avionics are considered ABAS. RAIM can provide the integrity for the en route, terminal, and NPA phases of flight. FDE improves the continuity of operation in the event of a satellite failure and can support primary-means oceanic operations.

RAIM uses extra satellites in view to compare solutions and detect problems. It usually takes four satellites to compute a navigation solution, and a minimum of 5 for RAIM to function. The availability of RAIM is a function of the number of visible satellites and their geometry. It is complicated by the movement of satellites relative to a coverage area and temporary satellite outages resulting from scheduled maintenance or failures.

If the number of satellites in view and their geometry do not support the applicable alert limit (2 NM en route, 1 NM terminal and 0.3 NM NPA), RAIM is unable to guarantee the integrity of the position solution. (Note that this does not imply a satellite malfunction.) In this case, the RAIM function in the avionics will alert the pilot, but will continue providing a navigation solution. Except in cases of emergency, pilots must discontinue using GNSS for IFR navigation when such an alert occurs.

A second type of RAIM alert occurs when the avionics detects a satellite range error (typically caused by a satellite malfunction) that may cause an accuracy degradation that exceeds the alert limit for the current phase of flight. When this occurs, the avionics alerts the pilot and denies navigation guidance by displaying red flags on the HSI or CDI. Continued flight using GNSS is then not possible until the satellite is flagged as unhealthy by the control centre, or normal satellite operation is restored.

Some avionics go beyond basic RAIM by having an FDE feature that allows the avionics to detect which satellite is faulty, and then to exclude it from the navigation solution. FDE requires a minimum of 6 satellites with good geometry to function. It has the advantage of allowing continued navigation in the presence of a satellite malfunction.

Most first generation avionics do not have FDE and were designed when GPS had a feature called SA that deliberately degraded accuracy. SA has since been discontinued, and new generation SBAS-capable receivers (TSO-C145a/C146a) account for SA being terminated. These receivers experience a higher RAIM availability, even in the absence of SBAS messages, and also have FDE capability.

Source: TC AIM 5.4.2 ; Annex I: Navigation Databases (NavDB) www.canada.ca

Description:

All approaches must be retrieved from the avionics database, and that database must be current. While it is sometimes acceptable to use pilot-generated waypoints en route, this is not permitted for approach procedures

Database Requirement. The avionics database must be current. The RNAV system must include a manufacturer supplied electronic database that can be updated, normally on 28- or 56-day cycles. The updating service is usually purchased under subscription from the avionics manufacturers or database suppliers.

As database errors do occur, crews must verify that the retrieved data is correct. Prior to using the database for primary navigation, crews must verify the integrity of their database.

Additional verification should be accomplished by comparing waypoint co-ordinates found in the navigation database with a WGS-84 based chart. Crews can also check bearings and distances between waypoints found in the FMS against enroute charts. Any discrepancies shall be reported to the avionics database supplier.’

AIM COM 4.7 Distance Measuring Equipment (DME) 

The DME slant range error is the greatest when the airplane is at a high altitude close to or over the ground station. Moreover, slant range error also affects groundspeed and time-to-staion displays when you are close to the station.

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.

AIM COM 4.7 Distance Measuring Equipment (DME) 

The DME slant range error is the greatest when the airplane is at a high altitude close to or over the ground station. Moreover, slant range error also affects groundspeed and time-to-staion displays when you are close to the station.

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.

Source: From The Ground Up p239 9.3 ILS

Description:

The broadcast beam of the ILS localizer can be considered valid and reliable through 35° on either side of the front course centreline for a distance of 10 n.m. from the transmitter and through 10 for a distance of 18 nm. from the transmitter, for

both the front and back courses. Beyond these limits, false or erratic indications may be received.

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.

Dynamic hydroplaning happens when water lifts your wheels off the runway. This usually happens when a wedge of water builds up in front of your tires and lifts them off the runway. When it happens, you’re literally riding on water.

Jet engines use two major types of Thrust Reversers:

– Clamshell  (sometimes called bucket or target type

reversers) and

-Cascade

Clamshell type is most often found on turbojet engines while the cascade type are usually found on turbofan type engines.

Description:

Hung Start: A hung start occurs when the engine lights off normally but doesn’t accelerate to idle RPM.

Source: AIM 2.9 Wake Turbulence

Description:

The greatest vortex strength occurs when the generating aircraft is HEAVY, CLEAN, and SLOW.

Vortex Strength The strength of these vortices is governed by the shape of the wings, and the weight and speed of the aircraft; the most significant factor is weight. The greatest vortex strength occurs under conditions of heavy weight, clean configuration, and slow speed. The strength of the vortex shows little dissipation at altitude within 2 min of the time of initial formation. Beyond 2 min, varying degrees of dissipation occur along the vortex path; first in one vortex and then in the other. The break-up of vortices is affected by atmospheric turbulence, the greater the turbulence, the more rapid the dissipation of the vortices.

Think of wingtip vortices as a product of drag and lift, just imagine when airplane needs to create as much lift as possible in order to stay in the air.

Source: From Ground Up 3.8.4 Prop Reversing:

Description:

Hydromechanical Low Stops prevent inadvertent movement of the throttle levers into beta range during the flight.

Ref: FTGU 3.11.2 The Turbojet Engine:

Ratio of pressure at exit of the compressor drive turbine to the compressor inlet.

Ref: Pilots Handbook of Aeronautical Knowledge  Ch7: Compressor Stalls:

Compressor stalls occur when the compressor blades’ AOA exceeds the critical AOA.

Ref: FTGU 2.2.2 The Radar Altimeter:

The radar altimeter (also known as the absolute altimeter or the radio altimeter) indicates the actual height of the airplane above the earth, or above any object on the earth over which the airplane is passing.

Reverted rubber hydroplaning happens when your tires lock up, the rubber begins to melt, and trapped water under the tire turns into steam. When it happens, you’re riding on steam, and melting your tires in the process.

Dynamic hydroplaning happens when water lifts your wheels off the runway. This usually happens when a wedge of water builds up in front of your tires and lifts them off the runway. When it happens, you’re literally riding on water. And that’s not good, because you don’t have traction or braking.

Viscous Hydroplaning happens when oil or accumulated rubber combines with water on a runway, it can form an impenetrable layer of liquid your tires can’t break through. This is especially problematic on smooth asphalt runways.

Ref: The Turbine Pilot’s Flight Manual Ch 4: Auxiliary Power Unit:

APUs are installed with dedicated generators to provide auxiliary electrical power, backup pneumatic power for pressurization in flight and to back up environmental systems on the ground and in the air. Also, APUs on larger aircraft are plumbed to provide an auxiliary bleed air source to start the engine.

Ref: FTGU 3.8.4 Prop Reversing:

Hydromechancial pitch locking devices or stops also called low pitch stop prevent inadvertent movement of the throttle levers into the beta range during flight or in the event of propeller malfunction.

Ref: The Turbine Pilot’s Flight Manual Ch 3: Thrust Reversers on Jets:

Ref: FTGU 3.11.6 Thrust Reverser

(a) Cascade-type reversers are used on aircraft with high-bypass engines. This type of reverser utilizes metal doors to block bypass air, while a thrust reverser nacelle collar slides back to expose cascade vanes that vector thrust forward.

(b) Clamshell reversers are simply metal doors that swing rapidly from the rear of the engine nacelle into the exhaust stream, vectoring thrust forward to slow the aircraft. Aircraft having engines with little or no bypass use this type of reverser, which is simple, effective, and relatively easy to install.

AIM COM 9.7 PILOT ACTION WHEN DEVIATION FROM CLEARANCES- REGULATIONS AND INFORMATION; COM 9.9 PILOT/CONTROLLERS ACTIONS

(b) In the event of a resolution advisory (RA) to alter the flight path, the alteration of the flight path should be limited to the minimum extent necessary to comply with the RA.

(c) Pilots should notify, as soon as possible, the appropriate air traffic control (ATC) unit of the deviation and of when the deviation has ended.

(e) Pilots who deviate from an ATC instruction or clearance in response to an RA shall promptly return to the terms of that instruction or clearance when the conflict is resolved and advise ATC.

This is a tough question that makes you think hard and it is still confusing.

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.

Reference: AIM AGA 7.6.4.3

Engine Pressure Ratio (EPR) is a means of measuring the amount of thrust being produced by a jet engine. As there is a finite limit on the amount of pressure that an engine is designed to produce, EPR can be used to provide feedback to the pilot as the thrust lever is moved or to the Full Authority Digital Engine Control (FADEC), when installed, to ensure that engine limitations are not exceeded. An alternate method of limiting engine thrust production is based on compressor/fan speed and is referred to as N1.

To determine EPR, pressure measurements are taken by probes installed in the engine inlet and at the turbine exhaust. The data from these sensors is sent to a differential pressure transducer which then indicates the ratio of the two pressures on a flight deck EPR gauge. EPR system design automatically compensates for the effects of airspeed and altitude.

AIM COM 4.7 Distance Measuring Equipment (DME) 

The DME slant range error is the greatest when the airplane is at a high altitude close to or over the ground station. Moreover, slant range error also affects groundspeed and time-to-staion displays when you are close to the station.

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.

Description:

A radar altimeter (sometimes called a radio altimeter) indicates absolute altitude above the surface of the earth. A typical radar altimeter generally has a single pointer sweeping a logarithmic scale that expands toward O. It usually features a minimum altitude marker which can be set to a desired altitude above ground and which generates a visual and/or audio warning when the aircraft descends below the

preset value. The radar altimeter may also feature a warning flag that is actuated whenever large pitch or bank angles introduce a slant range inaccuracy.

The equipment determines height by measuring the time delay between the transmission of downward-directed radio waves and the reception of ground-reflected signals. Inaccuracies may be present during flight over any medium into which radio waves can penetrate (ice, deep snow) or over rapidly changing terrain. Radar altimeter does not provide any information of terrain ahead of the ahead as it only looks

down.

Source: TC AIM 4.7 Distance Measuring Equipment; From Ground Up, Skybrary.aero

Description:

A machmeter is an instrument which provides an indication of the Mach Number, (M), which is the ratio between the aircraft true air speed (TAS) and the local speed of sound (LSS). This ratio, which equals one when the TAS is equal to the local speed of sound, is very important in aircraft operating at high speed.

A mach indicator provides a continuous indication of the ratio of an airplane’s airspeed to the local speed of sound. It expresses airspeed as a mach number by measuring and correlating dynamic and static pressures.

The instrument comprises two aneroid capsules enclosed in a sealed case that is connected to the airplane’s static pressure

system. One aneroid capsule is connected to the dynamic (pitot) pressure source, while the other is sealed and partly evacuated.

This latter reacts only to static pressure and therefore measures altitude. The former reacts to both dynamic and static pressure and therefore measures airspeed. (Note: Mach number equals true airspeed divided by the speed of sound.)

A change in any sensed pressure causes appropriate expansion or contraction in one or both capsules. The capsules are

geared to a pointer on the face of the instrument. This pointer reacting to the expanding and contracting capsules indicates

the airspeed of the airplane in which it is installed.