This question is easy once you get the hang of it.

First thing is to determine if we are flying TO/FROM the station. We see a TO flag.

With a TO flag, the desired radial is at the "bottom" or tail end of the VOR/HSI dial. Which is 090°. This is the reciprocal of our 270° course.

Since we want to fly inbound on the 090° course. We notice that our needle is not centre yet. Meaning that we are currently on some other radial.

We count "the dots" to determine the degrees off. A full scale VOR deflection is 10°. On a G1000 each dot is slightly different representing 4 degrees. We can count 2 dots = 4° x 2 = 8° difference.

090°- 08° = 082°.

Here is what the same G1000 HSI would look on a traditional HSI.

AIM RAC 3.4.1

Reference: CARs 605.26 Use of Passenger Safety Belts and Restraint Systems

(1) Where the pilot-in-command or the in-charge flight attendant directs that safety belts be fastened, every passenger who is not an infant shall
(a) ensure that the passenger’s safety belt, including any shoulder harness, or restraint system is properly adjusted and securely fastened;
(b) if responsible for an infant for which no child restraint system is provided, hold the infant securely in the passenger’s arms; and
(c) if responsible for a person who is using a child restraint system, ensure that the person is properly secured.
(2) No passenger shall be responsible for more than one infant.

Reference AIM RAC 3.9

Reference CAR 602.08 Portable Electronic Device

(1) No operator of an aircraft shall permit the use of a PED on board an aircraft if the use of the PED could adversely affect the operation of the aircraft or the functioning of the aircraft’s systems or equipment.

(2) No person shall use a portable electronic device on board an aircraft except with the permission of the operator of the aircraft.

Distribution of Company Operations Manual

702.83 (1) Subject to subsection (2), an air operator shall provide a copy of the appropriate parts of its company operations manual, including any amendments to those parts, to each of its crew members and to its ground operations and maintenance personnel.

(2) If an air operator has established procedures in its company operations manual for amending the manual, the air operator may, instead of providing a copy of the appropriate parts of that manual to each crew member, place a copy of those parts

(a) in each aircraft that it operates; or

(b) in an appropriate place other than an aircraft that it operates for the purpose of conducting a parachute descent within 25 nautical miles of the aerodrome of departure.

(3) Every person who has been provided with a copy of the appropriate parts of a company operations manual pursuant to subsection (1) shall keep it up to date with the amendments provided and shall ensure that the appropriate parts are accessible when the person is performing assigned duties.

Distribution of Company Operations Manual

704.122 (1) Subject to subsection (2), an air operator shall provide a copy of the appropriate parts of its company operations manual, including any amendments to those parts, to each of its crew members and to its ground operations and maintenance personnel.

(2) An air operator may place a copy of the appropriate parts of its company operations manual in each aircraft that it operates, instead of providing a copy to each crew member, if all amendments to the manual are included in the system for the dissemination of general operational information referred to in section 704.13.

(3) Every person who has been provided with a copy of the appropriate parts of a company operations manual pursuant to subsection (1) shall keep it up to date with the amendments provided and shall ensure that the appropriate parts are accessible when the person is performing assigned duties.

You have to calculate the SGR and SAR for each altitude and then choose the altitude with the most fuel per unit of fuel consumed.

Calculate the GS:

FL310 Groundspeed: 135 knots

FL350 groundspeed: 170 knots

Calculate the SGR and SAR:

Specific Air Range: TAS/Fuel Flow

Specific Ground Range: GS/Fuel Flow

Lets calculate it:

FL310 SGR: 135/1000 = 0.135 NM/lb

FL310 SAR: 120/1000 = 0.12 NM/lb

and...

FL350 SGR: 170/1000 = 0.170 NM/lb

FL350 SAR: 120/1000 = 0.12 NM/lb

Answer: A SGR of 0.135 NM/lb at FL310 will give you the best mileage per pound of fuel consumed.

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.

AIM RAC 4.5.4 Mandatory Frequency (MF)

Transport Canada has designated a Mandatory Frequency (MF) for use at selected uncontrolled aerodromes, or aerodromes that are uncontrolled between certain hours. Aircraft operating within the area in which the MF is applicable (MF area), on the ground or in the air, shall be equipped with a functioning radio capable of maintaining two-way communication. Reporting procedures shall be followed, as specified in CARs 602.97 to 602.103 inclusive.

An MF area will be established at an aerodrome if the traffic volume and mix of aircraft traffic at that aerodrome is such that there would be a safety benefit derived from implementing MF procedures. There may or may not be a ground station in operation at the aerodrome for which the MF area has been established.

When a ground station IS IN OPERATION, for example, an FSS, an RCO through which RAAS is provided, a CARS, or an Approach UNICOM, then all aircraft reports that are required for operating within, and prior to entering an MF area, shall be directed to the ground station.

However, when the ground station is NOT in operation, then all aircraft reports that are required for operating within and prior to entering an MF area shall be broadcast.

The MF will normally be the frequency of the ground station which provides the air traffic advisory services for the aerodrome. For the aerodromes with an MF, the specific frequency, distance and altitude within which MF procedures apply will be published in the CFS.

AIM 5.4.1

Minimum Number of Flight Attendants

705.201 (1) No air operator shall operate an aeroplane to carry passengers unless the air operator does so with the minimum number of flight attendants required on each deck.

(2) Subject to subsections (4) to (7), the minimum number of flight attendants required on each deck of an aeroplane is determined in accordance with one of the following ratios that is selected by the air operator in respect of the model of that aeroplane:

(a) one flight attendant for each unit of 40 passengers or for each portion of such a unit; or

(b) one flight attendant for each unit of 50 passenger seats or for each portion of such a unit.

Reference CARs 605.32

(1) Where an aircraft is operated at cabin-pressure-altitudes above 10,000 feet ASL but not exceeding 13,000 feet ASL, each crew member shall wear an oxygen mask and use supplemental oxygen for any part of the flight at those altitudes that is more than 30 minutes in duration.

(2) Where an aircraft is operated at cabin-pressure-altitudes above 13,000 feet ASL, each person on board the aircraft shall wear an oxygen mask and use supplemental oxygen for the duration of the flight at those altitudes.

(3) The pilot at the flight controls of an aircraft shall use an oxygen mask if

(a) the aircraft is not equipped with quick-donning oxygen masks and is operated at or above flight level 250; or

(b) the aircraft is equipped with quick-donning oxygen masks and is operated above flight level 410.

AIM 9.13 INSTRUMENTS FLIGHT RULES (IFR) PROCEDURES AT AN UNCONTROLLED AERODROME IN UNCONTROLLED AIRSPACE

Pilots operating under IFR in uncontrolled airspace should, whenever practical, monitor 126.7 MHz and broadcast their intentions on this frequency immediately prior to changing altitude or commencing an approach.

When arriving at an aerodrome where another frequency is designated as the MF, descent and approach intentions should be broadcast on 126.7 MHz before changing to the MF. If conflicting IFR traffic becomes evident, this change should be delayed until the conflict is resolved. Once established on the MF, the pilot shall make the reports listed in the subsection above.

A straight-in landing from an IFR approach should not be used at an uncontrolled aerodrome where air-ground advisory is not available to provide the wind direction and speed and runway condition reports required to conduct a safe landing.

Reference: 704.34 Briefing of Passengers

(1) The pilot-in-command shall ensure that passengers are given a safety briefing in accordance with the Commercial Air Service Standards.

(2) If the safety briefing referred to in subsection (1) is insufficient for a passenger because of that passenger’s physical, sensory or comprehension limitations, seat orientation or responsibility for another person on board the aircraft, the pilot-in-command shall ensure that the passenger is given an individual safety briefing that

(a) is appropriate to the passenger’s needs; and

(b) meets the Commercial Air Service Standards.

(3) The pilot-in-command shall ensure that, in the event of an emergency and where time and circumstances permit, all passengers are given an emergency briefing in accordance with the Commercial Air Service Standards.

(4) The pilot-in-command shall ensure that each passenger who is seated next to an emergency exit is made aware of how to operate that exit.

AIM RAC 11.7.4 In-Flight Procedures

(a)  Before entering RVSM airspace, the status of required equipment should be reviewed. The following equipment should be operating normally:

(i)  two independent altitude measurement systems;

(ii)  one automatic altitude control system; and

(iii)  one altitude alert system.

(b)  The pilot must notify ATC whenever the aircraft:

(i)  is no longer RVSM-compliant due to equipment failure;

(ii)  experiences loss of redundancy of altimetry systems; or

(iii)  encounters turbulence or mountain wave activity that affects the capability to maintain the cleared flight level.

(c)  In the event that any of the required equipment fails prior to entering RVSM airspace, a new clearance should be requested in order to avoid RVSM airspace.

(d)  In level cruise, it is essential that the aircraft maintains the cleared flight level. Except in contingency situations, aircraft should not deviate from the cleared flight level without an ATC clearance.

AIM RAC 2.8.6 Class F Airspace

Class F airspace is airspace of defined dimensions within which activities must be confined because of their nature, and within which limitations may be imposed upon aircraft operations that are not a part of those activities.

Class F airspace may be restricted airspace, advisory airspace, military operations areas, or danger areas and can be controlled airspace, uncontrolled airspace, or a combination of both.

Unless otherwise specified, the rules for the surrounding airspace apply in areas of Class F airspace, no matter if these areas are active or inactive.

Class F airspace is designated in the DAH (TP 1820) and published on the appropriate aeronautical charts.

Distribution of Company Operations Manual

702.83 (1) Subject to subsection (2), an air operator shall provide a copy of the appropriate parts of its company operations manual, including any amendments to those parts, to each of its crew members and to its ground operations and maintenance personnel.

(2) If an air operator has established procedures in its company operations manual for amending the manual, the air operator may, instead of providing a copy of the appropriate parts of that manual to each crew member, place a copy of those parts

(a) in each aircraft that it operates; or

(b) in an appropriate place other than an aircraft that it operates for the purpose of conducting a parachute descent within 25 nautical miles of the aerodrome of departure.

(3) Every person who has been provided with a copy of the appropriate parts of a company operations manual pursuant to subsection (1) shall keep it up to date with the amendments provided and shall ensure that the appropriate parts are accessible when the person is performing assigned duties.

Distribution of Company Operations Manual

704.122 (1) Subject to subsection (2), an air operator shall provide a copy of the appropriate parts of its company operations manual, including any amendments to those parts, to each of its crew members and to its ground operations and maintenance personnel.

(2) An air operator may place a copy of the appropriate parts of its company operations manual in each aircraft that it operates, instead of providing a copy to each crew member, if all amendments to the manual are included in the system for the dissemination of general operational information referred to in section 704.13.

(3) Every person who has been provided with a copy of the appropriate parts of a company operations manual pursuant to subsection (1) shall keep it up to date with the amendments provided and shall ensure that the appropriate parts are accessible when the person is performing assigned duties.

AIM AIR 3.4 SCUBA DIVING

Where the Aerodrome Operating Visibility is less than the minimum visibility published in the CFS, taxi operations are deemed to be occurring below the published aerodrome operating visibility; except when:
visibility deteriorates below the published aerodrome operating visibility after the aircraft has commenced taxi for departure (including de-icing stop).

CAR 602.62 Life Preservers and Flotation Devices

(1) No person shall conduct a take-off or a landing on water in an aircraft or operate an aircraft over water beyond a point where the aircraft could reach shore in the event of an engine failure, unless a life preserver, individual flotation device or personal flotation device is carried for each person on board.

(2) No person shall operate a land aeroplane, gyroplane, helicopter or airship at more than 50 nautical miles from shore unless a life preserver is carried for each person on board.

(3) No person shall operate a balloon at more than two nautical miles from shore unless a life preserver, individual flotation device or personal flotation device is carried for each person on board.

(4) Subject to subsection (5), for aircraft other than balloons, every life preserver, individual flotation device and personal flotation device referred to in this section shall be stowed in a position that is easily accessible to the person for whose use it is provided, when that person is seated.

(5) In cases where infant life preservers are carried on board an aircraft operated with flight attendants on board, the infant life preservers may be stowed in bulk in a location that is easily accessible to the flight attendants if

(a) the location is adjacent to a ditching emergency exit and is clearly marked as the stowage location for infant life preservers; and

(b) the operator has established procedures that require flight attendants to distribute an infant life preserver to each passenger responsible for an infant when preparing for a ditching.

602.63 Life Rafts and Survival Equipment — Flights over Water

(1) No person shall operate over water a single-engined aeroplane, or a multi-engined aeroplane that is unable to maintain flight with any engine failed, at more than 100 nautical miles, or the distance that can be covered in 30 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site unless life rafts are carried on board and are sufficient in total rated capacity to accommodate all of the persons on board.

(2) Subject to subsection (3), no person shall operate over water a multi-engined aeroplane that is able to maintain flight with any engine failed at more than 200 nautical miles, or the distance that can be covered in 60 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site unless life rafts are carried on board and are sufficient in total rated capacity to accommodate all of the persons on board.

(3) A person may operate over water a transport category aircraft that is an aeroplane, at up to 400 nautical miles, or the distance that can be covered in 120 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site without the life rafts referred to in subsection (2) being carried on board.

(4) No person shall operate over water a single-engined helicopter, or a multi-engined helicopter that is unable to maintain flight with any engine failed, at more than 25 nautical miles, or the distance that can be covered in 15 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site unless life rafts are carried on board and are sufficient in total rated capacity to accommodate all of the persons on board.

(5) No person shall operate over water a multi-engined helicopter that is able to maintain flight with any engine failed at more than 50 nautical miles, or the distance that can be covered in 30 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing site unless life rafts are carried on board and are sufficient in total rated capacity to accommodate all of the persons on board.

(6) The life rafts referred to in this section shall be

(a) stowed so that they are easily accessible for use in the event of a ditching;

(b) installed in conspicuously marked locations near an exit; and

(c) equipped with an attached survival kit, sufficient for the survival on water of each person on board the aircraft, given the geographical area, the season of the year and anticipated seasonal climatic variations, that provides a means for

(i) providing shelter,

(ii) providing or purifying water, and

(iii) visually signalling distress.

(7) Where a helicopter is required to carry life rafts pursuant to subsection (4) or (5), no person shall operate the helicopter over water having a temperature of less than 10^oC unless

(a) a helicopter passenger transportation suit system that conforms to paragraph 551.407(c) of the Airworthiness Manual is provided for each passenger on board;

(b) a helicopter crew member transportation suit system is provided for each crew member on board; and

(c) the pilot-in-command directs all persons on board to wear their helicopter transportation suit system.

(8) Every person who has been directed to wear a helicopter transportation suit system pursuant to paragraph (7)(c) shall wear that suit system.

(9) Paragraph (7)(a) does not apply if

(a) the flight is necessary in order to respond to a medical emergency or any other emergency that is a threat to the safety of persons and

(i) the helicopter is a transport category rotorcraft, in respect of which a type certificate has been issued, that meets the requirements of Chapter 529 — Transport Category Rotorcraft of the Airworthiness Manualthat are applicable to Category A rotorcraft,

(ii) there is insufficient time before the flight to acquire a helicopter passenger transportation suit system of the appropriate size for each passenger, and

(iii) there is a crew member in the cabin for the duration of the flight who is trained to assist passengers in an emergency evacuation in the event of a landing in water and who is able to come to the assistance of passengers; or

(b) there is a medical reason that prevents a passenger from wearing a helicopter passenger transportation suit system.

(10) A passenger who is not wearing a helicopter passenger transportation suit system for a reason referred to in subparagraph (9)(a)(ii) or paragraph (9)(b) shall be provided with a life preserver and the pilot-in-command shall direct the passenger to wear the life preserver for the duration of the flight if they are physically and medically able to do so.

AIM RAC 4.5.4 Mandatory Frequency (MF)

Transport Canada has designated a Mandatory Frequency (MF) for use at selected uncontrolled aerodromes, or aerodromes that are uncontrolled between certain hours. Aircraft operating within the area in which the MF is applicable (MF area), on the ground or in the air, shall be equipped with a functioning radio capable of maintaining two-way communication. Reporting procedures shall be followed, as specified in CARs 602.97 to 602.103 inclusive.

An MF area will be established at an aerodrome if the traffic volume and mix of aircraft traffic at that aerodrome is such that there would be a safety benefit derived from implementing MF procedures. There may or may not be a ground station in operation at the aerodrome for which the MF area has been established.

When a ground station IS IN OPERATION, for example, an FSS, an RCO through which RAAS is provided, a CARS, or an Approach UNICOM, then all aircraft reports that are required for operating within, and prior to entering an MF area, shall be directed to the ground station.

However, when the ground station is NOT in operation, then all aircraft reports that are required for operating within and prior to entering an MF area shall be broadcast.

The MF will normally be the frequency of the ground station which provides the air traffic advisory services for the aerodrome. For the aerodromes with an MF, the specific frequency, distance and altitude within which MF procedures apply will be published in the CFS.

CAR 604.85 Tactile means to physically touch it.
in the case of a visually impaired passenger,

If the safety briefing is insufficient for a passenger because of that passenger’s physical, sensory or comprehension limitations or because the passenger is responsible for another person on board the aircraft, the passenger shall, subject to subsection (6), be given a safety briefing that consists of

(a) communication of the elements of the safety briefing referred to in subsection (1) that

(i) the passenger is not able to receive either during that briefing or by referring to the safety features card, and

(ii) are necessary for the safety of the persons on board the aircraft;

(b) communication of

(i) the most appropriate brace position for the passenger, given the passenger’s condition, injury or stature and the orientation and pitch of his or her seat, and

(ii) where the passenger’s service animal, if any, is to be located;

(c) in the case of a mobility-impaired passenger who would require assistance in order to move to an exit in the event of an emergency, communication of

(i) the most appropriate exit for the passenger,

(ii) the assistance that the passenger would require to reach that exit,

(iii) the most appropriate means of providing that assistance,

(iv) the most appropriate route to that exit, and

(v) the most appropriate time to begin to move to that exit;

(d) in the case of a visually impaired passenger,

(i) a tactile familiarization with

(A) the equipment that the passenger may be required to use in the event of an emergency, and

(B) if requested, the exits, and

(ii) communication of

(A) where the passenger’s cane, if any, is to be stored,

(B) the number of rows of seats separating the passenger’s seat from the closest exit and from the alternate exit, and

(C) the features of those exits;

FLIGHT PRIORITY:

1)RVSM aircraft will be given priority for level allocation over non-RVSM aircraft. Then...

2) Non-RVSM aircraft may be accommodated on a traffic- and workload-permitting basis.

Balance Field Length: The field length where the distance to accelerate and stop =  to the take-off distance of an airplane experiencing an engine failure at the critical engine failure recognition speed (V1), or the distance to reject the takeoff.

TODA = ASDA

When the fuel ignites, there will be a rise in exhaust gas temperature (EGT) or interstage turbine temperature (ITT). After the engine stabilizes at idle, the EGT/ITT decreases.

Reference: TC sharing-skies-guide-management-wildlife-hazards-tp-13549

If you encounter birds, the most effective evasive action may be to climb above them while maintaining a safe speed.

Biologists have observed that some birds break downwards when threatened.

Other recent studies indicate that some birds may view aircraft as immobile objects, and turn slowly away when at a perceived safe distance.

When the aircraft is deiced and anti-iced, it is desirable for the representative surface to be treated first during the final application of fluid.

Representative Surfaces may not be particularly effective during conditions when clear ice is forming on the aircraft’s critical surfaces.

Clear ice is even difficult to identify under ideal lighting conditions from outside the aircraft. Additional aircraft type specific procedures, such as tactile inspections, may be required.

Under very good lighting conditions it may be possible to examine the surface of the wing beyond the Representative Surface.

For large aircraft where it is necessary for one pilot to leave the flight deck in order to accomplish the pre-take off contamination inspection, there is the potential for the disruption of ―checklist flow.

The operator’s ground icing plan should therefore specify at what point the inspection should take place in order to minimize any such disruption.

Flight crew must be made aware that the use of representative surfaces for contamination detection may not be feasible in poor weather under very poor lighting conditions.

The presence of contaminants on the cabin or cockpit windows may also make it difficult to properly observe the Representative Surfaces.

Under conditions such as these it is prudent to have an external inspection conducted, to return for deicing and anti-icing or to delay the flight until conditions improve and a safe take off can be assured.

Compared to a powered aircraft, a glider has only three main forces acting on it: lift, drag, and weight.

We can divide the forces into component forces.

In order for a glider to fly, it must generate lift to oppose its weight. To generate lift, the glider must move through the air in a descend.

The lift vector has a horizontal component that opposes the weight horizontal component. 

Constant Mach Climb: IAS/CAS/TAS decreases
Constant Mach Descent: IAS/CAS/TAS increases

Constant IAS climb: Mach/TAS increases
Constant IAS descent: Mach/TAS decreases

ll airplanes are subjected to vertical gusts in level flight. These can be caused by thermals, mountain waves, and other similar atmospheric phenomena. As the airplane penetrates a rising (or sinking) column of air this momentarily changes the angle-of-attack. This either increases (rising column) or decreases (sinking column) the lift of the wing, causing the familiar “bumpiness” to be detected by the occupants as well as the airframe. This is the gust loading.

Dihedral is the upward angle of an aircraft's wings.
It helps improve lateral stability.
This is a roll movement along the longitudinal axis.

This is known as 'coffin corner'. The margin between the stall speed and critical Mach number becomes smaller and smaller until there is little room for turning or speeding up/slowing down.

At this point, any change in speed would result in exceeding one or the other of the limits. In the most critical case, simply turning the aircraft could result in exceeding both limits simultaneously

The purposes of the diffuser or inlet are first to bring air smoothly into the engine, second to slow the fluid and to increase the pressure, and third to deliver a uniform flow to the compressor.

To obtain maximum range, the thrust of the aircraft must be reduced as the airspeed for maximum range decreases with decreasing aircraft weight.

No reference for this one. This is one of those TC answers you just have to accept.

I used a CX3 to calculate it in 3 steps.

Step 1: Calculate the TAS

Step 2: Calculate the Groundspeed

Step 3: Calculate the Time/Duration

I used a CX3 to calculate it in 3 steps.

Step 1: Calculate the TAS

Step 2: Calculate the Groundspeed

Step 3: Calculate the Time/Duration

No indication will be seen by ATS as the sub-scale is not geared to the encoding altimeter readout.

A Slaved gyro or a slaved compass system is the one which takes input from a flux valve which, in turn, orients gyro to magnetic north. Slaving and unslaving is just switching the input from the flux valve.

Typically the only gyroscopic instrument you can slave is the directional gyro (heading indicator), and it can be slaved to the magnetic compass. A slaved DG will automatically update its heading to match that of the magnetic compass. A free (un-slaved) DG will still indicate heading, but is susceptible to increasing inaccuracy due to drift caused by gyroscopic precession.