IATRA Practice Exam 3

Resource: 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,

(iii) the aircraft is required to be equipped with a flight data recorder under section 605.33, and

(iv) the flight data recorder is serviceable;

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.

Resource: TC AIM 1.7.3 Minimum Fuel Advisory

Description:

minimum fuel – An expression used to inform ATC that an aircraft’s fuel supply has reached a state that is sufficient to reach destination, provided that unexpected delays are not encountered.

Pilots may experience situations where traffic, weather or other delays result in concern about the aircraft’s fuel state. The term MINIMUM FUEL describes a situation where the aircraft’s fuel supply has reached a state where the flight is committed to land at a specific aerodrome and no additional delay can be accepted. The pilot should advise ATC as soon as possible that a MINIMUM FUEL condition exists. This is not an emergency situation, but merely an advisory that indicates an emergency is possible should any undue delay occur.

A minimum fuel advisory does not imply an ATC traffic priority; however, ATC special flight handling procedures are as follows:

(a) Be alert for any occurrence or situation that might delay the aircraft;

(b) Respond to the declaration and keep the pilot informed of any anticipated delay as soon as you become aware, using the following phraseology:

ROGER or

ROGER NO DELAY EXPECTED or ROGER EXPECT (delay information).

(c) Inform the next sector or unit of the minimum fuel status of the aircraft and

(d) Record the information in the unit log, reduce unnecessary radio transmissions and ensure appropriate responses; use of internationally recognized fuel-related phraseology among pilots and controllers is essential.

Traffic priority is given to a pilot who declares an emergency for fuel by broadcasting MAYDAY MAYDAY MAYDAY FUEL. Use of standardized pilot phraseology distinguishes minimum fuel from a fuel emergency, assuring pilot intent without further

Resource: CAR 703.65

Description:

703.65 No person shall operate an aircraft with passengers on board in IMC when current weather reports or forecasts indicate that thunderstorms may reasonably be expected along the route to be flown, unless the aircraft is equipped with thunderstorm detection equipment or weather radar equipment.

Resource: TC AIM 3.13.1

Description:

For provided question, alternate minima for 2 precision approaches cannot be used because we only have one available runway. Therefore, the next minima will be 600-2* or 300-1 above the lowest usable HAT and visibility, whichever is greater.

605.34 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.

602.32 (1) Subject to subsection (2), no person shall

(a) operate an aircraft at an indicated airspeed of more than 250 knots if the aircraft is below 10,000 feet ASL; or

(b) operate an aircraft at an indicated airspeed of more than 200 knots if the aircraft is below 3,000 feet AGL within 10 nautical miles of a controlled aerodrome unless authorized to do so in an air traffic control clearance.

(2) A person may operate an aircraft at an indicated airspeed greater than the airspeeds referred to in subsection (1) if the aircraft is being operated in accordance with a special flight operations certificate – special aviation event issued pursuant to section 603.02.

(3) If the minimum safe airspeed for the flight configuration of an aircraft is greater than the airspeed referred to in subsection (1), the aircraft shall be operated at the minimum safe airspeed.

Resource: TC AIM 3.1

Description:

The purpose of an aviation safety investigation into an aircraft accident or incident is to prevent a recurrence; it is not to determine or assign blame or liability. The TSB, established under the Canadian Transportation Accident Investigation and Safety Board Act, is responsible for investigating all aviation occurrences in Canada involving civil aircraft registered both in Canada and abroad. A team of investigators is on 24-hr standby.

602.145(5) The pilot-in-command of a VFR aircraft shall revise the estimated time and point of ADIZ entry and inform an air traffic control unit, a flight service station or a community aerodrome radio station, when the aircraft is not expected to arrive

(a) within plus or minus five minutes of the estimated time at

(i) a reporting point,

(ii) the point of ADIZ entry, or

(iii) the point of destination within the ADIZ; or

(b) within 20 nautical miles of

(i) the estimated point of ADIZ entry, or

(ii) the centre line of the route of flight indicated in the flight plan or flight itinerary.

ADIZ

602.145 (1) This section applies in respect of aircraft before entering into and while operating within the ADIZ, the dimensions of which are specified in the Designated Airspace Handbook.

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

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.

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).

Payload = Zero Fuel Weight – Basic Operating Weight 

= (40,000 x 3)/210

= 571.4

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.

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

= (1800 x 100)/(380+100)

= 180,000/480

= 375 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: 375 NM

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

= (375 NM/380 knots) x 60

= .98 mins = 59 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.

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.

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.

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.

WINTER WARM FRONT

In winter, when temperatures in the cold air are below freezing and temperatures in the lower levels of the warm air are above freezing, snow and freezing rain can be expected. Snow falls from that part of the warm air cloud that is high and therefore below freezing in temperature. From the lower cloud, where temperatures are above freezing, rain falls.

However, as the rain falls through the cold air (of the cold airmass that the warm air is over running), it becomes supercooled and will freeze on contact with any cold object. This is known as freezing rain (FZRA).

In the area ahead of the freezing rain, there is a region where the rain falling through the cold air becomes sufficiently supercooled to freeze and falls to the ground as ice pellets (PL).

A pilot approaching the frontal surface at higher altitudes may not encounter the ice pellets, but the pilot flying at quite low altitudes can expect to encounter snow, ice pellets and then freezing rain.

Icing is a problem associated with warm fronts in winter. Snow is not responsible for icing, unless it is very wet when it can stick to an airplane and form ice. Freezing rain, however, causes a rapid build-up of ice. Icing will also be a problem in the cloud layers.

Resource: From the Ground Up 6.3.7; 6.4; 6.4.2

Description:

There are two main forces which affect the movement of air in the upper levels.  The pressure gradient causes the air to move horizontally, forcing the air directly from a region of high pressure to a region of low pressure.  The Coriolis force, however, deflects the direction of the flow of the air (to the right in the Northern Hemisphere) and causes the air to flow parallel to the isobars.

Winds in the upper levels will blow clockwise around areas of high pressure and counterclockwise around areas of low pressure.

The speed of the wind is determined by the pressure gradient.  The winds are strongest in regions where the isobars are close together.

Hoar frost may form on the skin of an aircraft when a cold aircraft flies into air that is warm and moist or when it passes through air that is supersaturated with water vapor.

Resource: AIM 8.1, From The Ground Up 6.14.3

An aerodrome routine meteorological report (METAR) describes the actual weather conditions at a specified location and at a specified time as observed from the ground. METAR is the name of the international meteorological code for an aerodrome routine meteorological report. METAR observations are normally taken and disseminated on the hour and valid at the time of issue (observation) only. An aerodrome special meteorological report (SPECI), the name of the code for an aerodrome special meteorological report, will be reported when weather changes of significance to aviation are observed (see

MET 8.4).

AIM AIR 2.12.3.1

For any ice to form the OAT must be at or below freezing with the presence of visible moisture.

Rime ice commonly found in stratiform clouds, low catch rate is granular, opaque and pebbly and adheres to the leading edges of antennas and windshields. Rime ice forms in low temperatures with a low concentration of small super-cooled droplets. It has little tendency to spread and can easily be removed by aircraft de-icing systems. Between 0 to -20C.

Clear ice commonly found in cumuliform clouds is glassy, smooth and hard, and tends to spread back from the area of impingement. Clear ice forms at temperatures at or just below 0°C to -10C with a high concentration of large super-cooled droplets. It is the most serious form of icing because it adheres firmly and is difficult to remove.

Frost may form on an aircraft in flight when descent is made from below-freezing conditions to a layer of warm, moist air. In these circumstances, vision may be restricted as frost forms on the windshield or canopy.

850 mb (5000)

700 mb (10,000)

500 mb (18,000)

250 mb (34,000)

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.

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.

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

 %MAC = ((CG – LEMAC)/MAC) x 100

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.

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.

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