yePeeeee eae eae aa aaa CUADERNO COMPLEMENTARIO DE ATP 2019 PREPARADO POR : ENRIQUE REBOLLAR [email protected] Cel: 044 55 27 55 99 24 Check my What’s App photo for future course dates CHAPTER 1; REGULATIONS APPLICABLE REGULATIONS, (Prepared by Enrique Rebar) FAR = Federal Aviation Regulations or Federal Aquisition Regulations, 14 CER 91.3 = Title 14 Code of Federal Regulations Part 91 Section 3 3 Parts apply to operations of aireraft: Part 91: General Operation & Flight Rules —y 12a: Part 61: Certification of Pilots and Plight Instructors Kewl nea Oomnersialee Part 121;,Air Carriers (Service for Compensation): Domestic Air Carriers (Scheduled, 48 states) } Flag Air Carriers (Scheduled Outside) © Hinerario ‘Supplemental Carriers (Non scheduled anywhere) — 5 (gc ‘Comm. Operators ( Regulations of Supplemental). (as vas basicas de aia ce. Wletwicahe Ae Plots (vequomveetles) “Welos dordstiros inbemacienol; Part 135: Air taxi Operators: Commuter Ne. etme On Sur tn ¢ te: Emre 1 Seen ee a ten ‘An applicant must hold a current third class medical certificate if taking a p ‘no medical certificate is required for practical tess in simulators or FTDs. ‘+ Any type ratings on the pilot certificate of an applicant who succesfully completes an ATP checkride will be included on the ATP certificate with the privileges of the ATP certificate. Pilot or medical Cert. lost: FAX as a temporary replacement for up to 60 days ‘The age 65 rule of FAR Part 121 applies to any required pilot crewmember. ical test in an airplane but convicted for diving while inteated by alcool or rsx plat epn tothe FAA Cv ‘Aviation Securiy Dison no ne han 60 ays asthe merece eae EES Bi 10, aticlos co-X' pane fee menon 5 rosie slwakoen Ca es Roarte Vulen Mieetoles 4" ‘iiT FAR 121 REGULATIONS PIC Part 121 Operations _Anexample of air carrier experience a pilot may use towards the 1,000 hours required to serve as PIC in Part 121 is flight time as an SIC in Part 121 operations. ‘The holder of an ATP certificate with restricted privileges or an ATP certificate who also holds an aircraft type rating forthe areraft to be flown may act as an SIC for a Part 121 air carrier. The SIC of an aircraft in domestic operation under 14 CFR 121 must hold an ATP certificate wi ELIGHT ENGINEER AND FLIGHT ATTENDANTS (Prepared by Enrique Rebllar) Flight Engineer ‘A flight engineer is required as a flight crew member in Part 121 operations if it is required by the airplane's type certificate. (Certificated before January 2 1964 & maximum T.O. Weight of more than 80,000 pounds) + Incase the fight engineer becomes incapacitated, atleast one other flight crewmember must be {ualified to perform the flight engineer duties but a certificate is not required. Flight Attendants ‘+ The number of flight attendants is determined by the number of installed passenger seats. ‘+ For airplanes having a seating capacity of more than 100 seats, each certificate holder shall provide at least two flight attendants plus one additional flight attendant for a unit (or partial unit) of $0 passenger seats above a seating capacity of 100 passengers. ENCI NIN u (repared by Barique Rebotar) Training: ‘* Initia: For crewmembers who have not qualified in and served in the same capacity on another airplane of the same group. + Transition: For crewmembers who have been qualified and served inthe same capacity on other airplanes of the same group. —> © PEPE Ieee 2 oh o Geve + Upgrade: From SIC to PIC. Re-cstablishing Recency of Experience ‘+ 3°T,0's and landings including Atleast one ILS approach to the lowest ILS minimums authorized for the Cert. Holder and a landing from that approach. Atleast one full stop landing. Proficiency & Line Checks ‘To serve as PIC a person must have completed within the preceding 6 calendar months either a Proficiency check or an approved simulator training cours. + PIC: Aline check is required every 12 calendar months in one of the types of airplanes to be flown, ‘+ Pilots other than PIC must have received a proficiency check or line oriented simulator training with the preceding 24 calendar months. + Ifacrewmember had a check due in December, she/he could take it in Nov, Dee, of January and it ‘would be considered as having been done in December. @@e@eaeeeeaeeeaeaeasaeaeaenhe RR Gh AHR H& H& HK HA KH KHAKAAIFR Training ‘+ To satisfy the minimum required instrument experience for IFR operations, a pilot must accomplish Tas = Denpoks Beslan yeselsncorn, ta? Hite 2 hela avtonzada TCAS -TREFIC ALR AND Couision A votbance SUSTEAL + TCAS I: Proximity Waring only. TCAS Il: Trafic and Resolution Advisories ‘If deviation in response o TCAS Il RA:Notify ATC as soon as practical Expeitiously return to ATC clearance after confit is resolved + With no affie identified by TCAS when in 10 miles of visibility, you must continually scan for other trate, GPwS -Orkigatorio para Tyrbina 4 a pectic Ae 10 asiecclos CCVR and Flight Recorder System (FDR) + Reauied on: Large turbine airplanes & Large 4 engine reciprocating powered + Used only to idemtity causes of accidents or incidents, NOT for certificate action or civil penalty. + Ifthere's an incident reported tothe NTSB, operator must keep data 60 days + FDR: I hour ofthe oldest recored data accumulated atthe time ofthe testing may be erase. J es it Vowe Recomder FOC—Flphet Date Gecorder —aeaba 25 hei — Cabs Capone ol amhacon as 3.5% aaa edo ye garde es COMMUNICATIONS (Prepared by Eatique chalet) Adal ows Mandatory communication along the entire route of flight.(Flag or Domestic operator 2-way Comm between aircraft and appropiate Dispatch Offic. Ifyou notice ATC is unusually quiet and one of your VHF transmit lights is illuminated, then you should suspect your VHF transmitter is Keyed and you probably have a stuck microphone ATC asks you to follow the B737 3 NM ahead of you: ATC is responsible to ensure traffic separation only _ Pimper souce STATION —Tas —Prwen aarucio, Crane Cn havte Fight Aduon Son uice cove «EFAS (ih Walch: | Only Weather Advisors to Enroute its Corre Fligh+> Crvovie = gt _| Menacadvnrns we ctaesa is ates on 1220 Vc es a Which Adusony Sifter! Beg. 122-0 uke Slo fork WED. che weather 24 voelas S004 SDL Foci wre ey aeeice ace Cin In is designed to provide coverage continental US. rom 5,000 fect AGL. to 17,500 feet MSL. It doesn’t provide NOTAMS or specifiradvaae condoms ‘Do not use it for finding a path through a hazard wea SV EISDL ne Suetuye al Radar Mehenrclapico pmops a ‘Taxiing on an airport with ASDE-X, you should operate the tansponded with aliude reporting ll ofthe time during taxiing ASBESX — Airport Suppace Detection Cyigrent —matelo APPROACH LIGHTING (Prepare by Enrique Rebar) ASI Pilot must maintain altitude ator above GS until a lower aude is necessary fora safe landing, ‘Advantage of 3 Bar VASI for high cockpit. Can be used by hi i PAPI (4 Red or white lights): Flashing PAPIs indicate the rwy is occupied. Fo.pord ro \a« ala pista- 3 Color VASI (Amber. Green and Red) (1/2 to 1 mile day & up to Satnight)—xes De acesocomc Polsating VASI:Pulsatng whiteSteady white Steady red and Pusating re. ite [awe Tests enue ate ATION Es VOR and VOR checks 2 VOR's required when a light is operated: IFR and in VFR “Over the Top” on Victor Airways ‘© fan ar carrier operates a flight in VFR over-the top conditions where piltage isnot used: Dual approved independent navigation systems are required = 2 VOR’s + VOT-Check: The VOT = 360° radial signal. Maximum acceptable eror is +/- 4°. . ‘Acceptable variation: + or 4, . tu al ait, vacaciens de’ 26° + Dual VOR check( one against the eter): Must be within 4 ofeach other. —» Crom pa ati V9 + Person making VOR check must make entry in aircraft log: Date, Place, Bearing Error & Signature + VOR Station Maintenance: Audible Code identification i = ID: Removide + Check sireraft VOR atleast every 30 days, Altimeter & transponder checked within the las’24 months. € Meqirtun | 2 NOE FO! FSA e " FP gem VER Woe = Sp ieee cask pia bo VOT alimeaude CX ala REO eleseara arsBabar OSR-A\< port Surveillance Radar + tuiddlle Marker —Comease beator ber Liar ker —Oompass Locator WOPEEATIVO— — Raddy PAR (eo vse. Recieo ees s Sabet = rae Cor we Secs — Pre usadio de Oz (Coder 482) *lmer Harker — Nose puede fave ~ No se parmiten App \LS ADF Avrouaric Dieecnonat Finree Gor | til ‘When a pilot plans flight using NDB NAVAIDs: The airplane must have suficicat uc o proceed, by means of one other independent navigation system, toa sultablealrport and eomplete an instrument approach by use ofthe remsning airplane radio system ‘+ IFADE fils when fying IFR using a single ADF navigation receiver: Flight must have suicen fuel & beable to proceed safely toan airport using VOR navaid and complete an instrument approach by use of the remaining airplane radio system DME) suitable RNAV system DSTA CE Pie asutunicy © Qnrmen + Raquel eres FLZ6 VOR emmen eT Tes aia roacsgeeity ee ArCipetente sages nae ¢ Tam” 60008: (biog nee VORTAG “a eae neat ene tonite } Nik= C109 or — cater a °F Thane ola tstagnol angen nih oa erie ciao ET Teel ONG RANGE NAVIGATION SYSTEMS (Prepared ty Hargue Rebar RB tn la que for ras At the ro Se sabe la vbicacib> de la aeronave ar Navigator & Special Navigation (INS, Doppler Radar) equipment. vencasrales + List of routs that require them is in the Certificate holder's Operations Specifications. + Anavigator or special nav. equipment (INS or Doppler Rada) i required onan aircraft operated outside the 48 iFits position iaby fix . ight Navi ificate and a W-Class (or higher. Medical Cerificate, STEUS BE NAVEM AUER MEP UBL — 51STEMA AUTOMOUD - 3/67 Has COMM Info about Routes over North Atlantic Minimum Nav. Pert. Specifications + FAR Part 1. Only the administrator authorizes deviations from these requirements Medico Diegoral “Slant Range Geass mw acelerime tres : INS: eal ‘Ais i er Radar — 5150 4A ceyend Seren BE NAV INEEEAL — SisTeLN AUTOUOMO INS — Inavei APPROACH SYSTEMS (Prepared by Enrigue Retr) ILS _ A.TYPES OF INFORMATION: Guidance, Range and Visual Information Guidance: ‘© Front Course: For ILS Approaches (Back Course: For Missed Approaches or Back Course Approaches). + LOC(108.1-11195Min\sote ecimals nares | Guidance Ingo. 4 1b ibchuene soi iene Te eat Can eee TO \ Inve. que prone LOC signal width 3°t0 6°, Angulo lol LOC } el tS Full Scale Deflection: 700 atthe rumway threshold =| Sal 19 ‘GSrule ofthumb: Ground Speed X $= Rate of Descent. Cepia cel polsar-VE\OCIpad /2 4se ACpeOA ‘The te of descent for 35° angle of descent lidcsope is 740 min at 120 knots groundspeed. pete Ae ape. Be 700 ¢t| B.S de Recenco se Range: 4 T|ewiielien KG N20 e722 =600 fRovs'zeos Markers. (Visual & aural indications) 2 seLe cow Se Outer: Blue and 2 dashes per second. Middle: Amber and alterate dots and dashes intermediate ton) eseut nner: White and 6 dots per second. Back course marker: 2 dots combinations & white Po = che pr2eis\S-~ Compass Locator identification: Middle = las 2 letiers of LOC group Outer = 2 frst letters of LOC group Middle Marker out of Service: Substituted by Middle Compass Locator or PAR radar |Atcctmee ole 2¢-20NM Iedoes not affect CAT TILS Approach minimums. WHE cle corko al cance a morcacibe, 2 hace can el ADE Fee a4 — pears Be Chute BEL ATLANITCO 4 CARACS. DEL AVIOD Necetaeas ROTH ATLANTIC LAyILVEs RAUEATION PERFOPLANLE speci Ficarion Qdi-Course Deviation Indicator — (0 hte or FUL scOLe DEFLEGIBN ~ Moywniado a um — ul exchemo adel CDIROLS - Punway Ceaudge bine ALSE | w 1 impli SW deplevio-, rd xia lights Sipten bajar de (00¢t ( Ped Sidp Row Bars —PLWet rE @ la vista se go Visual Informa Approach minimums _DH___RVR. CATI 2001800. > rp2e CAT 100 1000 —wonsidtrande Avtoland CATIA, o 700) car te o is0 CAT ILILS Requirements, 7 '"'C e © —reconivid® para aalaucr aeotara on For CAT Il approaches below 150 ft AGL;,ALS, HIRL, TDZL, RCLS, must be operative. Ox All of the required ground components must be installed and operating. Pilot may not descend below 100 ftif seri brs red is rowbrsofthe ALS ars not vba dentable 4 Oineectional Faality ‘SDF & LDA differences with ILS LOC. ILS Localizer aligned with Rwy but LDA is offset from n inway more than 3°. Ogset — De sel 12° wide and ILS is 2%. Selo guia lateral Sopa ros, anngive No 28 de pe GPS (Prepared by Enrique Rebollar) RAIM Receiver AyrovOuUS /MTEGeTA SHSTEA ‘+ Verifies the integrity ofthe signal received from satellites. ‘+ Without RAIM pilot i not sure ofthe accuracy ofthe GPS postin, Altitude info, should not be reed upon. Procedures must be established in the event of RAIM loss. IERAIM is not available other type of navigation must be used. PAM =S sadglites Airgonibles GPS in IFR: Air art. O Comm. Op. Must meet the Pilots of Air Carriers andor Comm Op. may conduct GPS/WAAS inst app on ifaponaed inhi Op Sos. GPS IER Departure or SID + GPS database may not contain all the transitions or departures from all runways. + On departure procedures, plots of aircraft with RNAV systems using DME/DME/IRU without GPS put must ensure their airraft position is confirmed within 1,000 feet at the start point of takeoff rol. GPS Approach + If aVDP is published on a GPS app, it will nt be included in the sequence of waypoints. uA. Pesuenrt eoiner + Overriding an automatically selected sensitivity during an approach will eancel the approach mods annunciation ‘+ When using GPS for Navigation and instrument approaches a required alternate must have an approved instrument approach procedure, besides GPS, that is expected to be operational & available at the ETA. ‘The FAA and the sovereign country must authorize an instrument approach outside the USA. ‘The absence of the shaded arrowhead after the VDP on a GPS approach indicates obstacle obstructions between the VDP and the runway. Missed Approach GPS Inst app are only authorized in the U.S. Use of GPS in other airspace must be authorized by FAA. Pilot must initiate fo sequence the receiver afterthe MAWP.—jhemock Ager Way Foie * Ifthe mi activated, lay an extension of th Missed approach routing. via a course rather than directo the next waypoint requires additional action ‘by the operator o set the course. + SFO 12/051 SFO WAAS LNAV/VNAV AND LPV MNM UNRELBL WEF0S12182025-0512182049 BOS WAAS LPV AND LNAV/VNAV MNM UNREL WEF 0305231700 — 0305231815. * “Unable or UNREL in tis GPS NOTAMS means ht within tsi pater of the NOTAM. ict lev + Ask for site-specific WAAS UNRELIABLE NOTAMS for your destination before a light because ATC ill not advise pilots of site-specific WAAS UNRELIABLE NOTAMS. COV = Coralizer Feceom Once with Vertical Audance Aageish yeaS LECTION WAAS— Sinal gepecte WAAS— WDE Area AvAmEMTAT OU SHSTEM Tex evel —¥AIRPORT LIGHTING AND MARKING. Rotating Beacon Green, White Fags Ge 1ORS Military: Green & Dual ashes of White —Verdle j Blanco, @laneo be exconoCuaueW 7 Lighted Heliport: Green, Yellow, White be aero Mandatory & Information signs. ‘+ Holding position signs are mandatory instruction signs: red background with a whit inscription. ‘When approaching holding position sign fora rwy, you must obtain ATC clearance prior to crossing. low background): Provi nor in old line markings. The most important markings on an airport are hold markings You ‘lear of: ‘when al hold line iat in. vay cen warn pil isle ri they are within the runway environment or IS critical area, ‘+ Taxi leadof lights associated wit the centerline system are alternate green and yellow lights curving from the centerline ofthe runway toa point on the ext (rt the edge ofthe taxiway) ‘The ILS critical area sign indicates the edge ofthe ILS critical area. corvbolador debe indicve mantener Distance remaining markers ae signs in thousands of fet. ta. gosiciBr FAA Precision Instrument RWY markings & lighting ‘TDZL: 2 rows of transverse light bars disposed symetr HIRL or MIRL (Amber within 2,000 of threshold) Centerline lights: White changes to altemating red & white from 3,000 to 1,000 remaining. “TP Red inthe las,0 ‘ead-off lights associated withthe centerline lighting system alternate green and yellow lights — ‘curving from the centerline of the runway to the edge ofthe taxiway. * REIL (synchronized flashing lights at threshold) Their purpose isto idemtfy Ruy surrounded by a ‘preponderance of other lighting. ‘+ The ILS critical area sign indicates the edge ofthe ILS critica area ‘+ Automatic Runway Status Light System. It is an independent light syst. lly about the CL. —Bovrras ote Wuces + THL=TakeoffHold Lights. REL =Runway Entrance Lights —°Anics ete Ip flofa sebe calle cle vedteje TUL=Sebre la gictn autos tel decpegve LAHSO UMub Aub Hod Steer ofeeATion) + Itmeans int on _ { PlChas nal authority to eset or det. doesnot prelude ice landing . ve aval ing perf ALD (Avail R im Inform ATC immediatly if decision to use full length, other Rwy or decline LAHSO. LAHSO. Once accepted, must be abered to unless emergency. LAHSO markings: Yellow hold short ines Red & white signage Falla de qomaiKaviancsn ex Apt In some cases in-pavement lighting pahacs Runway Incursions DaaepOse Tos chee Inthe United States, there is an average of3 runway incursions every day : sof runway incursions have identified 3 major areas of contributing factors, * “Hot Spo are own hazardous ry intersetions.Depsted scl or polygons round “HS” and a least ifr canter a Ont LEAD OFF Urs — De sola CRO oF Rasecren UWBING- Ida al aie‘ Le uelocidad 26 1a pote merrtante € LG. x8 x4 ev? dal_ wale Ce toeg Ut eo U/b ox —Veloeidad Ae maiera S= wig ota ssupepitie ole Fineaa aerOdindm ica R= po, aeons = Lec resistencia. 2, menor = Mele 3 APTER 3: AERODYNAMICS set p= Draep JET & DRAG (Prepared by Enrique Rebotlar) i Equation Laveloridad Se clugtica + Double speed, cuadrpl in Gelacisn. er pOnereial- El uarciauntacte se cundbriplica © Toprodues her altude ‘TAS is required for AOA, + ‘Aircraft always stalls at same AOA. Therefore AOA doesn't affect indicated stall speed. ‘© Stalling LAS depends onload factor, weight Vs (KTAS) speed varies directly with aliude Propeller geometric pitch variation: To maintain a relatively constant AOA along the blade. Leap roctoe El etzusae al que ¢ Comsle + In.ground effect lower AOA, can produce the samelin, ‘schentts la yal. \nchicaska Sg + When sirrft eaves ground effect there's an increas in induced dra. \ 4 Werte dg Suctenttcigm CUMAe LSA mud cerca lt la superpitie 42 3 Deon WA ese eaceumentemneal Moree. ae wikia: CRITICALENGINEAND YMC \Jetce. Minima ole ; PRBMINGMEANDINC ois tne ote Concha oie apaacte 3 Ve: Min altspeed at which ali contolable when eda hglne Seddenly op. xy + AtVie, the pilot must be able to maintain heading. YAC= ve mas alto mene’ ‘¢ For Unsupercharged engines Vme decreases as altitude is increased. MQ x geche mas loa jo meer ~ ‘+ The safest & most efficient T.O. & climb procedure in a twin: ‘Vine + 5, then liftoff at that speed & climb at max rate of climb speed (Vy). : pas peed pe Sistaret Angle of Atlack. Engine Out ‘+ Inalight twin airplane with EO, itis acceptable to allow the ball to be deflected outside, YMC or greater speed and with only enough deflection to zero the sidesip 4 ‘+ EO approach & landing procedures: identical to normal Never practice stalls with Engine inoperative +” Blue radial ine in twin engine airspeed indicator: Indicates Max single engine rate of climb. (Vyse) + Fadlor ce compa aurenta con 1 U1 Vangeo “Angle of Bank { _ ey es + Std trate ah xargs pote a ferien io ate oe ar oa fare OF TU ees nS nA tue of er cbascases wlan a efend ceases er es wn ac Bagider deh CP fieaHe HE cr vin ining Koes al osama Tea eRe Capea. cel hesagsss alse ong Were, ifoperating at Gaur & re ~~ eégcdl * Atgleof Bank, Rate of tum & Radius of turn Rect Chpne tng ir wit conn pret ers om pbb down odivt— ecto + The turning performance of an airplane is defined by aerodynamic and structural limits at low alt. ‘A bank angle of 15 wl crease nduod dg by about 796 2 Nive Velocity Weier Creed DirdanicaComporiaumianclo acilatorie al anit Axes of reference & their associated stabilities. Directional (yaw), Longitudinal (pitch) & Lateral (roll) Stati (intial eaction) & Dynamic (oscillations) stability: Positive, Negatvg and Neutral.» WES! LtOAD CG at rear limit: Aircraft is es stable, (Unstable about the lateral axis) Lower sal speed & fate crus ‘An alrplane loaded withthe CO the aft mi wil el heavy nthe longitudinal ax Resictenciq che las sup, tel auidm —es la resisternreia inclucidaleelab; (idad (atoral Has vel. menor resist. mdueida 4 vicevsta Estahica Positive Oasis. Rudeita . Sopergicies qe vo peucran sistance eet ah Ugs uel mayer ress parse Sk) eu‘Eeide = 240 7/5 Ber ex a 5% HIGH SPEED FLIGHT (rrepare by Eariqu Reta) Mach number ia alain ‘Speed Ranges: Subsonic (0 - 0.75), transonic (0.75 ~ 1.2) and supersonic (1.2-5.0) Hl ypacsonic«Faske ren, Med ‘A large increase in drag occurs when airflow around aircraft becomes superson ‘A turbojet increases range with alt, duc to an increase in proportion of velocity versus thrust required. ‘+ The Critical Mach numbey is the Mach number at which the airflow becomes supersonic “The highest speed possible without supersonic flow over the wing isthe Critical Mach Number. Advantage of sweptback over straight wing: Swept wings increase the Mcrit. For significant benefit, wing sweep must be at last 30 t0 35°, Disadvantage of Swepthack wing: Stalls at wing tp first Mach Tuck: Segoracs~ de Flyjo dtr ale del ala ‘© Shock induced separation of airflow occurring symetrically near the wing root ofa sweptwing aircraft ‘© When wingtips of a sweptwing aircraft are shockstalled fist, CP moves inward & forward, Duteh roll: Rollin one direction and yaw in the opposite direction. C8! |ac(6r» latocart hermenial a cog itis a coupled lteral/dretional oscillation that is usualy dynamically stable PRIMARY FLIGHT CONTROLS (Prepared ty Enrique Robot) Primary flight controls Aleve. 4 Alevers iat Use of inboard & outboard ailerons. Using outboard ailerons at high speed may twist the wing. Inboard aiterons are normally used for low and high speed. Precise roll control using a rudder on a transport category airplane ts difficult and not recommended, ‘Secondary or auxiliary flight controls: Flight Spoilers & Ground spoilers Flight spoilers mainly reduce lift but they may also be used to reduce lift upon lan Ground spoilers reduce lift upon landing. They funetion by inereasing tire to ground frietion. ‘Aerodynamic braking is only effective up to approximately 60 to 70% of touchdown speed. cul ala Vortex Generators (VGs) Crea. aclhe ia del plujode aie la Superricte Sv low separation over the wing canbe delayed by using VGs making the wing srfacerougl and ot directing high pressure air over the top of the wing or flap through slots, Ferman, la Wlegada del Mach Thvck Making the wing Sia Fgh eet m tote dacs igh vlc ‘VGe delay te nae of dog divergence tnd ai in aller effetveans a igh specd ‘If the boundary layer separates the wing is about to stall and stop producing lift. TABS Prepared by Eargae Rebar + Servo Tabs Reduce control forces by deflecting in the proper direction to move a primary flight contol. (opposie movement )@acuséx las rusizas duel pine npaliog + Anti Servo Tabs Prevent a contol surface fom moving toa fll position defletion due 19 ae ‘aerodynamic forces. (same movement.) Reoleie 4h rOrge ee revs que al gileto réaliaa + Control Tabs (Manual reversion) Reacrigts lewela pave epectiva por pdidida da hidiaulie Trim Tabs Modify the downward tal load for various airspeeds in ght, eliminating fight control % pressures (They move independently) Nivelar el avion fer& na Ciencer poes®—~ Solve (ot covchales HIGH LIFT DEVICES (Prepared by Enrique Rebollar) Primary purpose: Increase lift at relative slow speeds Flaps are most effective ona thick wing. Fowler flaps produce the greatest change in pitching moment, Split flaps produce only slightly more lif, but much more drag. Swept wings reduce the effectiveness of laps, AS SA —Leading edge Maps increase camber of wing and prevent low separation during flare, Lendl % cage Deuter Leading edge slats increas it at low speeds directing air fom a high pressure area under the LE along the top ofthe wing. Slot delays stall 0 higher AOA. Apo Split ts 2l tipo At Glee que gunera més Ding runes . EL20 i Seno PEE congo Nimtle. Acalecedaner, dal: ierliny gla: abe Declew, 21 gljo ce aire supe 2 Qotae piesion 2: Mester levactienien bo- * Turbo » Sustidvic les qardidas de petit, mations la manigorl flee Re cla a alittud SPRAIN Osta RPL « - CHAPTER 4: PERFORMANCE ENGINE PERFORMANCE (Prepared by Enrique Reblla) Manifold Pressure (MP) on Reciprocating engines: -Lapresion con la me el ale exchaa los + Ina normally aspirated engine, MAP dropsas aicraf climbs, ("lose oor ATC wade ‘* _ If*Cleared for approach” while being radar vectored on an unpublished route. Maintain last assigned alt cid tu (ra '* Altitude authorized to fly when cleared for an ILS app. Last assigned until established on a published uta poblicada Toute or segment of th approach with published alludes a pilot is vectored across the final approach course during an IFR approach. Advise |fRadar vectored tothe final app. course ofan inst. app. that specifies "NO PT”. The pilot must ‘execute the procedure tum unless specifically cleared to do soby ATC. 1 Ko has cedure Turn oa v audes dt mje 200eT Procedure turn max speed from first overheading the gourse rpversal JAF. 200 IAS . RVR conversion to ground visibility. (16/4 24-12]32-98 ocd as-7a 501 SINUTE MLE 5, ARO FF —— Descent to and below the DH. eee aca AP ‘+ Ifyou receive a weather report indicating that less than min, landing cond. exist atthe apt: Continue to Ditit received ater inst seam i ‘+ Descent below the DH or MDA using the ALSF-1 asthe primary visual reference. Red Terminating Bars, Initiation of a missed approach procedure from an approach ‘+ Lthe visual references forthe intended rwy are not distinctly visible or any time thereafter that visual ‘reference is lost 2 Mis ld be init mn arr 1e DH on the gldeslope, So vcaili 2a en ogo debajo che Ya DH During an ASR approach Any time at plot's diseretion.A Attive eit cit pi Lobe {visual reference is lost while cireling to land Climbing turn toward landing rwy. Until established on the missed approach courese, if netration ofthe 34:1 surf ed visibility can be no k 3/4 SM, is lished visibility can be no lower than | ‘+ Precision Runway Monitoring (PRM) is a RADAR system for monitoring a spaced parallel runways Pilot must monitor 2 radios, GPS Approaches * AGPS/WAAS receiver approved for an LPV approach by the AFM supplement. + Pilots are not authorized to fly a published RNAV or RNP procedure unless itis retrievable by the procedure name from the aircraft navigation database. (It can not be manually loaded). ‘+ To.conduct a localizer performance with vertical guidance (LPV) RNAV (GPS) approach, the aircraft must be furnished with a WAAS receiver (TSO-145A/146A) approved for an LPVapp. ‘Pilots must know if they can conduct an RNP app. with an areata designated airspeed ‘+ {GBAS approaches are flown using the same techniques as an ILS once selected and identified. Nema agp que ICS. (ecalizedor 4 4SCOMMUNICATIONS Below 10,000 fall non-safety related cockpit activities by crewmembers are prohibited 4 Critical phases of ight: Taxi, TO, landing and fight below 10,000 MSL. except eruise nee Report to make at a clearance limit: auriving ot leavi wslimit ser eryevgn de ne Pos, reports on an IFR flight on airways or routes. Overall compulsory reporting points ~ ae erie rade Reports required when operating IFR in radar environment. Vacating an altitude, Unable to climb $00 if 0 kno Ae fing fx or point or ‘+ Reports required on an IFR app. not in radar contact. Leavi OM it an as aoe If ARTCC says “verify 9,000” and the flight is actually maintaining 8000. Report $000. eee ‘+ IFAtishas been received, Notify Information alphabetical code. el Mise Ay LANDING (Prepared by Enrique Rebottn) 4ST Comm — {57 SERVE-Priondad ole Savicio ‘When can a pilot expect landing priority: Emergency & fis come first serve bass. Action upon landing at an controlled airport. ital When is radar service terminated ing oF adv AP Precaution when cleared for an IFR approach to an uncontrolled airport with no FSS. Breaking action description. Good, good to medium, medium, medium to poor, of nil. ‘While holding short for an intersection takeoff runway 36 at taxiway C, tower clears you to “ine up and wait runway 36.” You should line up and wait on runway 36 at intersection C for departure. * A landing weight increase of 10% will increase landing dst 10% and kinetic energy by 21%. i weight ing dist aprox by ray by WO7. wks pesado=107% mas de Fitla Pam aac SPEED ADJUSTMENTS (Prepared by Enrique Rebllar) ‘+ When a speed adjustment is necessary to maintain separation, Min possible requested by ATC: Below 10,000. 210 min On departure. 230 min. + Ifa speed request isnot within the operating limits of your aircraft advise the speed vou can maintain ‘+, FastLarge helicopters in IER fli det tu decpepue: No wnenct fe 230HIAS En Ape 210 LIAS HOLDING (Prepared by Enrique Rebollar) If within 3 minutes ofa clearance limit & a further clearance has not been roselved, reduc speed for holding. 1 Abpue i400 et 1,30 min 4 31/Seg © 25° de bank com veleciclad do ret Fink Max holding speeds ‘+The max. holding speed a propeller-driven airplane, 265 or 230, Max holding speed for a turbojet above 14,000. 265. Max holding speed for a turbojet at Navy fields & at Joint civiVilitary airports up to & incl 14,000? 230 ‘Angle of bank for holding pattern tums using flight director. 25° Holding at an NDB. Timing forthe second le sh din initial outbound leg when entering a holding pattern above 14,000_1 minute and a half, CHARTS (Prepared by Enrique Rebottar) Sim pliFicac Proce dinierclot Responsability of having aeronautical charts aboard. BIC SID's depicted in plan view. "Vector" fornav, guidance & “PilotNav™, with courses. 2 tips” Veclous” 4 “Blof Naw” a Primary purpose of a STAR: Simplify clearance delivery procedures. + ATC issues a STAR when deemed appropiate. Boe 2 gut sobne ta £7% GPS Overlay Program No Se weluyen: qe didvin we +) Pemispibto we OPS wien PR ingesting APSE TOCEIDA «Abie el Aircraft n considered on the flight plan to be RNAV equipped VOR or GPS RWY 25, AL-S672 (FAA) LUCKACHUKAI ARIZONA approach isin phase Il, ‘The alternate for a GPS approach requires an approach whic availableat the ETA other than GPS, * When planning to use RNAV equipment with GPS input for an inst. app. at a destination, any required alternate apt must have an available inst. app. that does not require the use of GPS except when the RNAV system has a WAAS input. 2 Arabs de & 4 hacla 4,00 wl. de 2Z0 HAS WAS, Wide ALA Busuentetion Systoury gi lobo dalovmina situnpre wi ern wk, te Wary pond qe el pt lo . nee Recs ue “Nee 4 Safidas Soon Corpure publicadoCHAPTER 7: EMERGENCIES, HAZARDS & FLIGHT PHYSIOLOGY ELIGHT EMERGENCIES & HAZARDS (Prepared by Enrique Reboltar) Emergencies >» ucla Ifa pilots dott of coniton that could adversely affect ight ay, he mus declare an emergency ‘Alvays report a near mid ai collision when arerat coming within $0 fr less ofeach other asic a ‘Transponder codes: 7700, 700 & 7500 (Do not squavk inadvertently) 2 way radio failure VER: Continue the flight VFR and land as soon as practicable. IER: Route: Continue in route assigned in last ATC clearance rece If vectored, fly direct to next fix, route or airway specified in vector clearance fo assigned route, fly route that ATC said may be expected in next clearan, In absence of assigned route or expected routing, fly rout filed inflight plan, Altitude: Fly highest of, Assigned in last ATC clearance received MEA Altitude ATC has advised may be expected in further clearance, ‘When to leave a clearance limit: © When the clearance limit isa fix from which an approach begins, commence descent or descent and approach Upon arrival ay any initial approach fix forthe instrument approach procedeure but not before the flight plan ETA as ammended by ATC. ‘© Ifapilot is holding at an initial approach fix & losses comm. He must begin descent atthe EFC time as ammended by ATC. Minimum Fuel Advisory — N\p_ atoua ninguna eriericlack «Minimum fel meaning: Emergeny Station's pb shold an unde delay occur ‘Minimum Fuel Advisory: Neoesty when the remaining fe recldes ry undue dea. Ifyour remaining usable fel supply sugges the ned frac priory to esure asf landing, desire an emerseny, ‘Wind Shear condition; Reported by tower when windsock inthe center ofthe field and other indicator in the boundaries have a significant difference, Safety Alert: Issued by controllers in 2 circumstances: it obstacle unsafe proximity to each other. Wake Turbulence, Jor olorcd® de Eehela Present only when aircraft is developing lif. Vortex circulation is outward, upward & around the wingtip. Most severe hazard: Heavy airplane, slow & clean The vortex characteristics may be changed by extending the flaps or changing airspeed. Vortices created by large aircraft tend to sink below the aircraft generating the turbulence. Ina light crosswind condition the upwind vortex remains on the runway longer than the downwind vortex. A light quartering tailwind prolongs the hazards of wake turbulence on a landing Rwy. * Tosvoid the wingtip vortices ofa departing et sirplanea pilot should climb above andstay upwind =o. 5. the jet airplane's flight path cee elainy ‘+ Ifyou T.O. behind a jt that has just landed, you mus it off beyond the point where the jet touched down, ‘© Pilots of heavy jt aircraft should fly on established glidepath and on Rwy centerline extended to pilots of| in tral lighter aircraft to make flight path adjustments.FLIGHT PHYSIOLOGY (Prepared by Enrique Rebotlar) Cl.erecto. t¢ me Alcohol:Adverse effect on reaction and judgement. Effect magnified as altitude inc 'No one may serve as Crewmember: Within 8 hours of any consumption, or with blood alcohol level of 0.04%. Alcohol in one beer can be detected for as long as 3 hours. Masioas angeste walt Pe He MarR Wiel fe alahel 0. 24 fea Runway wid illusion: BHROWHIER, widelowe— anche amine go Se poecle Say Featreless or darkened terrain lision” Pas An pblede igh Rain on windscreen: Illusion of being higher than actual Autokinesis: Stationary light that stat MoVing.-Ixeoe EYjar Que porecen movi ‘Sudden penetration of fog: Pitching up illusion. —Senca.ce-. dy nbne aciba Haze gives the illusion that the aera is farther from the runway.— Cor vireo pao povece onc la ine You touchdown hard inthe rain on a narrower-than-usual runway at night: Atmospheric height Illusion, ‘You touchdown on the runway faster than planned in the haze at night. Atmospheric distance illusion, Spatial Disorientat Occur when boy enston are sed oie ight tide. Toavoid drain, You musty each oie Types ot vert: Corson: Abpea ave in res fiona ee Vrs Somatogravic illusion: rapid acceleration. (nose up attitude) —Cancat inves cle oceleencida ¢ ctesasel Sean pattern: Mbofthetine {IS ee pda freee ‘Most dangerous sire fr a colision shad wih no tera orveicl movenen & increasing isi. ron he boaon& hereg hn A pilot's most acute night vision is off center in his peripheral vision. heen Aa 6 pea cn editing! a oe Z Hazards Disminouoh ce la pesion Hypoxia: Insufficient oxygen reaching the brain due to decrease of O2 partial pressure ~ poss! vke O2 rv. ct! te’: Ans ‘Carbon monoxide poisoning: CO binds with hemoglobin preventing 02 carrying function. Dizsines. lgpenentan: React f COP nod ct mid bexbng sel ston Tee yy, coe WANE Io Serasn Pe eecueO Ew Ne Cage ‘CRM and Error Management and bazafdousatudee Sertsneede, oe ‘* CRM is defined as application of team management in the flight deck environment. pies < CaM iscweaf oaks ood Ue + Clues a CRM mst be ase fr ach ning popultion + Toashov the highest evel ofsafey: Carey menor tog duit appre sad lana erent {CM traning components Ina indectnaonavarees,curentpaice nd feedback, and ae Accent plo wal bee detuned Hunan behaviors espns or ie ut of for aiden. The mos il pas of ight i approach CRM eor management nclder err prevention snorting sed een Pec The cor management evaluation proce tld eegiie etal ne Risk management spr ofthe ADM proces ls on atuatonl sascoee res recopnon wed pea ie + Automatic Decision-Making isa reflexive type of decision-making. — ope} * Wazaccous ammpes, Errors por lee. pricag An xperned pit wings mst sheds can tall percte operational pita — 0%" Or Ifanexprcnced lt mistakes the vy bending forthe separa heeds it et eo en An experince pit alto nts he LO st cnunded rend ea ‘An atcat own no the ground whe weulshootngs LG fat easyer esr a as Whena pl deckes st watan lone rh ied rn ao atentiona aa Anica ctew fated on completing the ast ipo four aspera An aircraft plot takes offs ordered when embedded TS are indicated on radar: Resigned effect-Wy-ecko clo 's light path. Particularly Dizzines —Nhsoas‘CHAPTER 8: METEOROLOGY AND WEATHER SERVICES THE ATMOSPHERE (Prepared by Earique Rebolar) ‘+ Primary cause of all changes in the weather: The variation of solar energy atthe surface, ‘© Large areas of land tend to increase temperature variations. Convective Circulation ‘© The usual location of thermal low: Over the surface of a dry, sunny region. ‘© The movement of air in a high pressure area: Descending tothe surface & then outward. one isthe clockwise flow of air around a high pressure area. — Arr|iciclérn = Ala pucsis In the Southern Hemisphere, Coriolis force causes a clockwise wind rc alow. S Re Re rergsceeno Awl fe oa ot in a nde AC Coriolis force has the least effect on wind direction atthe Equator, — Np Raw Corsehis am ch Eevecow Se a eevee ks hacen TS ES AE NED a a tach tothe ae see eae + The tropopause is generally found when the free air temperatures are between -5°C and -65°C. ‘Characteristic of the Troposphere: Overall derease of temp. with an increase in altiude. ‘There is an abrupt change of temperature lapse cate atthe tropopause, ‘Weather feature that occurs at altitudes near the tropopause: Max, winds & narrow wind shear zones ‘Common locaton for an inversion: Stratosphere. Jetstream Cacrewcle al vedader de la tier-a De lade goler hay mas eriibilidader de tucoslencia ‘+ Ajetstream isa narrow, shallow, meandering river of maximum Winds extending around the globe ina ‘wavelike patter with speeds of 50 knots or greater. Baeee lew ‘+ The Jetstream is normally located where intensified temperature gradients occur, Twtbulencias an ae elace ‘© Clouds associated with etstream: Cis clouds onthe equatorial side of the jtsream. Max. winds in ajetstream: Occur near breaks inthe tropopause on the polar side ofthe jeteore, “The rate of decreas in wind speed from the et stream core ip considerably greater on the polar side isha gain gor dime rom r Caanorn de temp. Cardio broseo he toog che. hacia lot golee 8 \nviauo mas hace et € dow Andante po la Dona (ler Comete epial ‘Trough: Elongated Area of low pressure: ‘© Ifairis forced upward and itis colder than the surrounding air isis until i reaches denser ai Fronts Pile deladeva dt masar ce adie que ge etd mori + Weather change in an area where fontlysis is reported Front dissipating” “~4® Event afferan aircraft passes through a font into the colder air: Atm, Pressure increases Atmospheric factor that causes rapid movement of surface fronts: Upper winds blowing across the fon ‘Steep frontal surfaces are usually associated with fast moving cold front, Stationary fron: Surface winds tend to flow parallel tothe frontal zone. The front moves slowly ifat all. Poco mavinoewto Frontal waves & low press. areas can usually form from slow moving cold fronts or stationary fronts Weather difference found on each side of a “dry ine": Dew Point difference Linea clivicom® wurtre, dus coc © Dew! t from air density dit ig, Pew Paint -pront-Famhes clo vecloretel pyenk. 6 Bee ee dlc pe ere ade! rukeadal chetut Jetstream & fronts relationship ‘© Normal location of the jetstream relative to surface lows & fronts: North of the surface systems, ‘© Frontal system normally crossed by the jetstream: Occluded front Fronbopeupes —Ganecccr. de un noes Fronts ficis — Vergocw. ce om Per Feve mayor velodidad Cold ale Magar grectn Worm ale. ow in Ate ener velocidad ss Eeweso—eaps Geserks lormeniat,gorme Of pentecs aio 4 Calieacte cmndo el tenke Frio alcanza al Caliacte =Funte cludeTornenrins SEVERAS Se vodsan a una Ai Fosrda de 20 millas omit « STABILITY & INSTABILITY OF AIR (Prepared by Enrique Rebollar) Stability * Condition present when a local parcel of ar is table: The parcel of air resists convection. * How to determine the stability of the atmosphere: Ambient temperature lapse rate. ‘+ Ifthe temp. of an airmass remains unchanged or decreases slightly as altitude is increased: Airis stable, ‘+ Feature associated with a Temp. inversion: Stable layer of air ‘* Atthe altitude where the dew point lapse rate & the dry adiabatic lapse rate converge, cloud bases form ‘© Approximate rate unsaturated air will cool flowing upslope: 3°C per 1,000. Change of state + When water vapor changes fo iguid while being lifted in a TS, ant heats released to the atmosphere, fondest Wibaen tatow Adiabatic cooling & heatis <3 pee code 1000 Ft At atenge + Change in ai temp. by compression or expansion with no heat exchange: Adiabati + Process that causes adiabatic cooling: Expansion of ai si rises. EU ove all Comernirte te calercte al aipandirle Se tcprle Katabatie winds Vieos Cala lodt com + Wind that flows downslope becoming warmer & dryer: Katabatic wind ‘+ Dry & saturated air moving downhill: The temp. of saturated air increases at a slower rate because Fore Ca salurado THUNDERSTORMS (rrepared by Enrique Rebllar) ‘Thunderstorm stages ‘© Feature normally associated with the cummulus stage: Continuous updraf. ‘© Phenom. that signals the beginning of the mature stage of a TS: Rain atthe surface + Hazard of downdratts ina mature TS: Downdrafis are kept cool by cold rain which tends to accelerate the downward velocity. + TS stage characterized by downdrafts: Dissipating Squallline Worx yor joCTAwLl ly anh ‘+ Weather condition tha isan example of hontfontal insiability band: Squall lie. Tovmentac Cevs-ae ‘+ Location of Squall lines development: Ahead of acold front. —» <¢ emeuehey al rt del qreite + A squal i a sudden increase of at last 15 knots in average wind speed toa susiained speed of 20 knots hk a Doe Mendes Sevevoe SOUT SEH Radrac minim IO- 22 pe ante x Types of Tuunertorms (Radar & Overnight) Prminte, Grae Severo 7 Ok epic + Diff: Between an air mass TS & a steady tate TS: z Le nurafs & preci ers p vyorrperda, Neletes con Aeteeey A steady state thnderstorm i aiasated vith weateransemsAt=sAe Peon aa © Storms that can produce funnel clouds or tornadoes: Cold front or squall line TS. ‘* Cloud that can produce violent turbulence & funnel clouds: Cummulonimbus mama. —-v Comlorcnbut rit yolade + Asevere thunderstorm: Surface wind is 58 MPH or greater andr surface aiLis "or more in diameter. + When the TS is approaching, atmospheric pressure will be atthe lowest valus. + Embedded TS: Wt .-Inerutadas. devlias tu obras robes wisi + _Threayof convective clouds that penetrate a stratus layer: Embedded TS.— @rotta® Awstneza ©, ncication ofa clear area ina line of TS echoes on a radar scope: Prscipiion ropsnot detected — Free. ro. lect Serving eto ofa severe TS: atleast O00 Gren LO omtwindees Go wo = AAS asi ‘+ Shear turbulence from a thunderstorm has been encountered 20 miles from the sevefe hundeRsBiRe> ™ ha it A Noches chepajaclar sen mas Frise ese = ae Nunersion Them Mince | sopepice pig revenge le uate de ave 4 & te icra lap vake~:“vtebdadat, ah, @Acite. gyda. Gratifipa MOTE acid Gable die i 2. Madiner. Descargas ;cmrentes ascrndeules 4'descendentes (Comecod> 8. Diigeeh - Demdsagte 7 3 Stenoy ErAte Se yornan por sits. ueleordésices (Kelgdo Femne)