IATRA Practice Exam 1

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.

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.

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: 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 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 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.

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

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

Ref: FTGU 3.11.2 The Turbojet Engine:

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

TC Advisory Circular 100-001

An atmospheric optical phenomenon of snow-covered regions in which the observer appears to be engulfed in a uniformly white glow. Shadows, the horizon, and clouds are not discernible; depth perception and the sense of orientation are lost; and only very dark, nearby objects can be seen. Whiteout occurs over an unbroken snow cover and beneath a uniformly overcast sky when, with the aid of the snowblink effect, the light from the sky is about equal to that from the snow surface. Blowing snow may be an additional cause.

Ref: AIM RAC 7.9 INSTRUMENT FLIGHT RULES (IFR) DEPARTURES FROM UNCONTROLLED AIRPORTS

It is recommended that pilots inform ATC if a flight will not commence within 60 min of the proposed departure time stipulated in an IFR flight plan. Failure to do so will result in activating the SAR process.

Ref: CAR 602.122

No pilot-in-command shall operate an aircraft in IFR flight unless the IFR flight plan or IFR flight itinerary that has been filed for the flight under section 602.73 includes an alternate aerodrome having a landing area suitable for use by that aircraft.

Source: CARs 605.33-605.34

Description:

Subject to subsection (4), no person shall operate an aircraft unless the cockpit voice recorder is operated continuously from the time at which electrical power is first provided to the recorder before the flight to the time at which electrical power is removed from the recorder after the flight.

(4) Subsections (2) and (3) do not apply in respect of an aircraft without a serviceable cockpit voice recorder if

(a) a minimum equipment list has been approved by the Minister in respect of the operator of the aircraft under subsection 605.07(3) and the aircraft is operated in accordance with the minimum equipment list;

(b) a minimum equipment list has not been approved by the Minister in respect of the operator of the aircraft and the following conditions are met:

(i) the period during which the aircraft is operated without a serviceable cockpit voice recorder does not exceed 90 days from the day on which the cockpit voice recorder ceased to be serviceable,

(ii) aircraft technical records that indicate the date on which the cockpit voice recorder ceased to be serviceable are carried on board the aircraft,

Where a Minimum Equipment List (MEL) exists, the aircraft can be operated in accordance with the MEL without a serviceable FDR or CVR for up to 90 days after the date of the failure of the FDR or CVR, if the aircraft technical records show the date of the failure, and: If the FDR is unserviceable and a CVR is required, then the aircraft can only be operated if the CVR is serviceable.

Similarly, if the CVR is unserviceable and a FDR is required, then the aircraft can only be

operated if the FDR is serviceable.

Ref: AIM GEN 3.3.3 Information to Report

The person making the report must send to the Transportation Safety Board as soon as possible and by the quickest means available, all the information required that is available at the time of the occurrence.

Source: CAR 720.16

Description:

Where the flight is conducted under Subpart 2 of the Canadian Aviation Regulations in aerial application operations, the maximum flight duty time may be extended for a split flight duty assignment provided that:

(a) the total flight duty time shall not exceed 14 hours in 24 consecutive hours;

(b) rest periods that allow a total of at least 9 hours opportunity to sleep in 24 consecutive hours shall be taken in suitable accommodation;

(c) one of these rest periods shall allow at least 5 consecutive hours opportunity to sleep between 20:00 and 06:00 local time; and

(d) the flight crew member shall receive at least 5 periods of 24 consecutive hours free from duty within each 30 consecutive days.

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.

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.

Source: CARs 602.32

Description:

602.32

(1) Subject to subsection (2), no person shall operate an aircraft below 10,000 feet ASL at an indicated airspeed of more than 250 knots.

(2) No person shall operate an aircraft below 3,000 feet AGL within 10 nautical miles of a controlled airport at an indicated airspeed of more than 200 knots unless authorized to do so in an air traffic control clearance.

(3) Notwithstanding subsections (1) and (2), a person may operate an aircraft at an indicated airspeed greater than the airspeeds referred to in subsections (1) and (2) where the aircraft is being operated on departure or in accordance with a special flight operations certificate — special aviation event issued pursuant to section 603.02.

(4) Where the minimum safe speed for the flight configuration of an aircraft is greater than the speed referred to in subsection (1) or (2), the aircraft shall be operated at the minimum safe speed.

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.

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: 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.

AIM MET 8.3 Sample Message, Table 8.1

Moderate Rain Showers

Here is what I use to memorize it.

SKC – Sky Clear

FEW – 1/8 to 2/8 (One to two is few.)

SCT – 3/8 to 4/8 (Three to Four scattered all over the floor)

BKN – 5/8 to 7/8 (Five to Seven broken up to heaven).

OVC – 8/8

CLR – Clear below 25,000 ft as noted by an AWOS.

Ref: AIM MET 6.0 SIGMET

To advise pilots of the occurrence or expected occurrence of specified weather phenomena, which may affect the safety of aircraft operations like FRQ TS, +FC, SQLN TS and etc.

Ref: FTGU 6.7.3 Frontal Weather:

The pilot flying at quite low altitudes can expect to encounter snow, ice pellets and then freezing rain.

Ref: AIM MET 11.2 UPPER LEVEL PROGNOSTIC CHARTS

Arrow shafts with pennants (50 kt each), full feathers (10 kt each) and half feathers (5 kt each). The orientation of the shaft indicates wind direction (degree true). Temperatures (˚C) are presented in bold type at fixed grid points for the flight level. All temperatures are negative unless otherwise noted.

Ref: AIM MET 12.2 HIGH-LEVEL CHARTS

The height and speed of jet streams having a core speed of 80 kt or more are shown oriented to true north using arrows with pennants and feathers for speed and spaced sufficiently close to give a good indication of speed and height changes. For example, a 120 kt jet stream initially at FL 420 dropping to 80 kt at FL 370 would be depicted as

Ref: AIM MET 1.4 IN-FLIGHT METEOROLOGICAL INFORMATION (VOLMET) P125

VOLMET contains aerodrome routine meteorological reports (METARs) and aerodrome forecasts (TAFs) for selected aerodromes and may be provided either by data link (D-VOLMET) or by voice broadcasts on designated frequencies, normally high frequency (HF).

850 mb (5000)

700 mb (10,000)

500 mb (18,000)

250 mb (34,000)

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.

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 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: 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: 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.

Payload = Zero Fuel Weight – Basic Operating Weight 

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.

Specific Air Range: TAS/Fuel Flow

Specific Ground Range: GS/Fuel Flow

On the exam choose the highest SGR. Even if you get a higher SAR, choose the highest SGR. Because, the SGR takes into account your groundspeed. This is a more realistic number to use.

Draw out the diagram to help you visualize the answer:

Calculate the wind component:

I used a CX-3 to figure out the wind component. With our track of 090 M and wind direction from 045 M. We will have a headwind for the GS out and tailwind for the GS in. (Be careful, on the CX-3 , it cannot accept a track of 090. So you have to enter 90 instead in the runway section.)

Distance to Critical Point

= (Total Distance x GS in)/ (GS out + GS in)

= (1800 x 293)/(187+293)

= 527,400/480

= 1098 NM

(Note: On the exam they will give you both a 3 Engine Speed and a 4 Engine Speed. Please ignore the 3 Engine Speed and only use the 4 Engine Speed for your calculations.)

Distance to CP from previous question: 1098 NM and GS out: 187 knots

Time to CP = (Distance to CP/GS out) x 60

= (1098 NM/187 knots) x 60

= 5.87 hours = 5 hour 52 mins

Note: On the exam they will give you both a 3 Engine Speed and a 4 Engine Speed. Please ignore the 3 Engine Speed and only use the 4 Engine Speed for your calculations.

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.

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.

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.

 %MAC = ((CG – LEMAC)/MAC) x 100

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.

VOR Reception Range = 1.23  x √(square root) Height of the aircraft AGL