Beruflich Dokumente
Kultur Dokumente
General Information
This document has been created to support the Agency in transitioning the ECQB to align with the syllabus, learning objecti
for the theoretical knowledge (TK) examinations associated with the ATPL(A), CPL(A), ATPL(H)/IR, ATPL(H)/VFR, CPL(A)H (re
licences” in this document), IR(A and H), CBIR(A) and EIR(A), as published in the ED Decisions listed below. The relevant AM
FCL.515(b); FCL.615(b), AMC2 FCL.615(b) to AMC8 FCL.615(b), AMC1 ARA.FCL.300(b) and AMC2 ARA.FCL.300(b)).
The amendments to these AMCs as published in 2018 and 2019 are described as the “new syllabus” in this document:
- Amendment 4 to AMC/GM to Part-FCL, EDD 2018/001/R,
- Amendment 6 to AMC/GM to Part-FCL, EDD 2018/011/R,
- Amendment 8 to AMC/GM to Part-FCL, EDD 2019/017/R,
- Amendment 6 to AMC/GM to Part-ARA, EDD 2018/011/R,
- Amendment 8 to AMC/GM to Part-ARA, EDD 2019/017/R.
Comparison is made with the TK syllabi and LOs as published in the ED Decisions listed below. These are described as the “
- Amendment 1 to AMC/GM to Part-FCL, EDD 2014/022/R for the CBIR(A) and EIR(A),
- Amendment 2 to AMC/GM to Part-FCL, EDD 2016/008/R for a professional licence (A or H), and the IR(A and H).
Feedback: the Agency welcomes feedback on this TK syllabus comparison from stakeholders via email to ECQB@easa.euro
Proposals for amendments / improvements to the TK syllabus and LOs should be communicated to the Agency following th
as described on the Agency website: https://www.easa.europa.eu/document-library/rulemaking-programmes/rulemaking-
Disclaimer
The TK Syllabus Comparison Document is made available for information purposes only. While every care has been taken in
Syllabus Comparison Document to avoid errors, the Agency makes no warranty as to the accuracy, completeness or curren
not be liable for any kind of damages or other claims or demands incurred as a result of incorrect, insufficient or invalid dat
connection with the use, copying or display of the content, to the extent permitted by European and national laws. The info
Document should not be construed as legal advice.
Contents
The following subjects are covered in individual worksheets:
- 010 Air Law
- 021 Aircraft General Knowledge – Airframe, Systems and Powerplant
- 022 Aircraft General Knowledge - Instrumentation
- 031 Mass & Balance
- 032 Performance – Aeroplanes
- 033 Flight Planning and Monitoring
- 034 Performance – Helicopters
- 040 Human Performance and Limitations
- 050 Meteorology
- 061 General Navigation
- 062 Radio Navigation
- 070 Operational Procedures
- 081 Principles of Flight – Aeroplanes
- 082 Principles of Flight - Helicopters
- 090 Communications
A standard format has been applied to each sheet. In addition there are filters to allow the information to be sorted in the
the old or new syllabus structure, and to apply filters relating to the nature of the modification, and the licence/rating type
structure, starting from column A:
Index: each row has a unique number. The sequence is primarily based on that of The new syllabus.
Old syllabus text: based on amendment 2 to Part-FCL and taking into account the LOs for the CBIR and EIR as published in a
the new syllabus and LOs are indicated (see further below).
Old syllabus reference: the numbering published in amendments 1 and 2 to Part-FCL is modified to include dots between s
LO (Note: some old LOs are listed more than once, where there has been a lot of movement of LOs within a subject. They w
in the same part of the subject along with a cross-reference to the relevant new LO, and are listed again in the part of the w
syllabus containing the new LO).
New syllabus reference: the numbering as published in amendments 4 and 6 to Part-FCL is modified to include dots betwe
Moved to/from another subject: a brief comment is made where this is the case.
New syllabus text: based on amendments 4 and 6 to Part-FCL.
Renumbered: an “x” indicates that there is a difference between the old and new syllabus references.
New: an “x” indicates that the LO is new to the syllabus.
Deleted: an “x” indicates that the old LO is not retained in the new syllabus.
Text unmodified: an “x” indicates that the wording of the text is the same in the old and new syllabi (style elements such a
layout are not indicated).
Reworded, intent the same: an “x” indicates that the revised working does not alter the specific issue or depth of knowled
to know/understand (e.g. grammatical improvements, abbreviations written out or terms abbreviated).
Reworded, intent modified: an “x” indicates that a significant change is introduced (e.g. accounting for technological advan
new / modified terms, or a different depth of knowledge is indicated by the key verb, considering GM1 FCL.310; FCL.515(b)
Columns M to S on the licences and instrument ratings: an “x” indicates that the LO applies to this licence/rating, as per th
Basic knowledge: the “x” is as per the new syllabus, and indicates that the LO must be taught but is not addressed directly
ECQB. These LOs will no longer be the subject of dedicated examination questions which focus only on the specific subject
example, recalling the appropriate unit of measurement to be used. However, student pilots will still be required to assimil
required by the BK LOs in order to have the ability to answer examination questions based on LOs which target higher level
subject. These other LOs, themselves, build upon this basic knowledge. The ATOs must ensure that all LOs (including BK LO
course of training being delivered are covered.
Modified EDD 2019/017/R: the "x" indicates that the LO is modified by this ED Decision. Column F shows the most up-to-d
Differences between the old and new syllabi and LOs are indicated.
The colour code is as follows:
Red indicates modifications – where the text is also struck-through, it indicates that it is deleted. Under columns M to S, an
applicable to the relevant licence/rating type.
Green indicates a completely new text, reference and exam association
Blue identifies the source as mentioned in the LO.
Purple indicates that the LO has been moved to a different topic/subtopic/paragraph within the subject or to a completely
Version: 2
Date: 9/12/2019
Old syllabus text Old syllabus New syllabus Moved to/from
reference reference another subject
Index
4 010.01.01.01
5 Explain the historical background that led to the establishment 010.01.01.00.01 010.01.01.01.01
of the Convention on International Civil Aviation, Chicago, 7
December 1944.
9 Define the following terms and explain how they apply to 010.01.01.01.03 010.01.01.02.03
international air traffic:
- right of non-scheduled flight (including the two technical
freedoms of the air)
- scheduled air services
- cabotage
- landing at customs airports
- applicability of air regulations
- rules of the air
- search of aircraft.
13 Explain the organisation and duties of the ICAO Assembly, 010.01.01.02.02 010.01.01.03.02
Council and Air Navigation Commission (ANC).
32 Explain the legal significance of the issue of a passenger ticket 010.01.02.05.02 010.01.02.05.01
and/or of baggage/cargo documents.
33 Describe the consequences for an airline and/or the PIC when a 010.01.02.05.03 010.01.02.05.02
passenger ticket is not issued.
34 Explain that the liability towards persons and goods may be 010.01.02.05.04
unlimited, on the basis of the Montreal Convention of 28 May
1999.
36 Explain the liability limit in relation to the destruction, loss, 010.01.02.05.06 010.01.02.05.04
damage or delay of baggage.
56 State which aircraft the Standards of ICAO Annex 8 and the CSs 010.02.01.00.03
shall apply to.
57 Certificate of Airworthiness ( C-of-A) 010.02.02.00 010.02.02.00
58 010.02.02.01
59 State the Issuing Authority of a CofA. 010.02.02.00.01 010.02.02.01.01
61 Explain the various elements that are required for a CofA. 010.02.02.00.03 010.02.02.01.03
68 010.02.04.01
69 State the location of nationality and common and registration 010.03.02.00.01 010.02.04.01.01
marks.
80 Define the following: multi-pilot aeroplanes, PPL, CPL, rating. 010.04.02.01.02 010.04.02.01.02
88 List the restrictions for licence holders with an age of 60 years 010.04.02.02.07 010.04.02.02.05
or more.
90 Describe the obligation to carry and present documents (e.g. a 010.04.02.02.09 010.04.02.02.07
flight crew licence) under Part-FCL.
94 Airline Transport Pilot Licence – ATPL and Multi-crew Pilot 010.04.02.04 010.04.02.04
Licence (MPL)
95 State the requirements for the issue of an ATPL and MPL. 010.04.02.04.01 010.04.02.04.01
97 State the requirements for the issue of an ATPL and MPL. 010.04.02.04.01 010.04.02.04.03
101 Explain the requirements for type ratings, their validity and 010.04.02.05.02 010.04.02.05.02
privileges.
102 Explain the requirements for instrument ratings, their validity 010.04.02.05.03 010.04.02.05.03
and privileges.
103 010.04.02.05.04
108 Name the kind of medical certificate required when exercising 010.04.03.00.03 010.04.03.01.03
the privileges of a CPL or ATPL.
109 State the actions to be taken in case of a decrease in medical 010.04.03.00.04 010.04.03.01.04
fitness.
112 010.05.01.01
113 Explain the definitions of ICAO Annex 2. 010.05.01.00.01 010.05.01.01.01
114 010.05.01.01.02
118 Explain the compliance with the Rules of the Air. 010.05.02.00.02 010.05.02.01.02
119 State who on board an aircraft is primarily responsible for the 010.05.02.00.03 010.05.02.01.03
operation of the aircraft in accordance with the Rules of the Air.
120 Indicate under what circumstances departure from the Rules of 010.05.02.00.04 010.05.02.01.04
the Air may be allowed.
121 Explain the duties of the PIC concerning pre-flight actions in 010.05.02.00.05 010.05.02.01.05
case of an IFR flight.
122 State who has the final authority as to the disposition of the 010.05.02.00.06 010.05.02.01.06
aircraft.
123 Explain the problematic in the use of psychoactive substances 010.05.02.00.07 010.05.02.01.07
by flight crew members.
129 State the basic requirements for minimum height for the flight 010.05.03.00.04 010.05.03.01.04
over congested areas of cities, towns or settlements or over an
open-air assembly of persons.
130 Define when the cruising levels shall be expressed in terms of 010.05.03.00.05 010.05.03.01.05
flight levels (FL).
131 Define under what circumstances cruising levels shall be 010.05.03.00.06 010.05.03.01.06
expressed in terms of altitudes.
132 Explain the limitation for proximity to other aircraft and the 010.05.03.00.07 010.05.03.01.07
right-of-way rules, including holding at runway-holding positions
and lighted stop bars.
133 Describe the meaning of light signals displayed to and by the 010.05.03.00.08 010.05.03.01.08
aircraft.
134 Describe the requirements when carrying out simulated 010.05.03.00.09 010.05.03.01.09
instrument flights.
135 Indicate the basic rules for an aircraft operating on and in the 010.05.03.00.10 010.05.03.01.10
vicinity of an aerodrome (AD).
136 Explain the requirements for the submission of an ATS flight 010.05.03.00.11 010.05.03.01.11
plan.
137 Explain why a time check has to be obtained before the flight. 010.05.03.00.12
138 Explain the actions to be taken in case of flight plan change or 010.05.03.00.13 010.05.03.01.12
delay.
139 State the actions to be taken in case of inadvertent changes to 010.05.03.00.14 010.05.03.01.13
track, true airspeed (TAS) and time estimate affecting the
current flight plan.
140 Explain the procedures for closing a flight plan. 010.05.03.00.15 010.05.03.01.14
141 State for which flights an air traffic control clearance shall be 010.05.03.00.16 010.05.03.01.15
obtained.
142 State how a pilot may request an air traffic control clearance. 010.05.03.00.17 010.05.03.01.16
143 State the action to be taken if an air traffic control clearance is 010.05.03.00.18 010.05.03.01.17
not satisfactory to a pilot-in-command.
144 Describe the required actions to be carried out if the 010.05.03.00.19 010.05.03.01.18
continuation of a controlled VFR flight in VMC is not practicable
anymore.
145 Describe the provisions for transmitting a position report to the 010.05.03.00.20 010.05.03.01.19
appropriate ATS unit including time of transmission and normal
content of the message.
146 Describe the necessary action when an aircraft experiences a 010.05.03.00.21 010.05.03.01.20
COM failure.
147 State what information an aircraft being subjected to unlawful 010.05.03.00.22 010.05.03.01.21
interference shall give to the appropriate ATS unit.
157 State what primary action should be carried out by an 010.05.06.00.02 010.05.06.01.02
intercepted aircraft.
158 State which frequency should primarily be tried in order to 010.05.06.00.03 010.05.06.01.03
contact an intercepting aircraft.
159 State on which mode and code a transponder on board the 010.05.06.00.04 010.05.06.01.04
intercepted aircraft should be operated.
166 010.06.02.01
167 Recall all definitions included in ICAO Doc. 8168 Volume I, Part I, 010.06.02.00.01 010.06.02.01.01
Chapter 1.
168 Interpret all abbreviations as shown in ICAO Doc 8168, Volume 010.06.02.00.02 010.06.02.01.02
I, Part I, Chapter 2.
172 Explain in which situations the criteria for omni-directional 010.06.03.01.02 010.06.03.01.02
departures are applied.
175 State the responsibility of the operator when unable to utilize 010.06.03.02.02
the published departure procedures.
176 Omni-directional departures 010.06.03.03 010.06.03.03
177 Explain when the “omni-directional method” is used for 010.06.03.03.01 010.06.03.03.01
departure.
187 Name the five possible segments of an instrument approach 010.06.04.01.02 010.06.04.01.02
procedure.
188 Give reasons for establishing aircraft categories for the 010.06.04.01.03 010.06.04.01.03
approach.
189 State the maximum angle between the final approach track and 010.06.04.01.04 010.06.04.01.04
the extended RWY centre-line to still consider a non-precision-
approach as being a “Straight-In Approach“.
190 State the minimum obstacle clearance provided by the 010.06.04.01.05 010.06.04.01.05
minimum sector altitudes (MSA) established for an aerodrome.
191 Describe the point of origin, shape, size and sub-divisions of the 010.06.04.01.06
area used for MSAs.
192 State that a pilot shall apply wind corrections wind when 010.06.04.01.07 010.06.04.01.06
carrying out an instrument approach procedures.
193 Name the most significant performance factor influencing the 010.06.04.01.08 010.06.04.01.07
conduct of Instrument Approach Procedures.
194 Explain why a pilot should not descend below OCA/Hs which 010.06.04.01.09 010.06.04.01.08
are established for:
- precision approach procedures;
- a non-precision approach procedures;
- visual (circling) procedures.
195 Describe in general terms, the relevant factors for the 010.06.04.01.10 010.06.04.01.09
calculation of operational minima.
196 Translate the following abbreviations into plain language: 010.06.04.01.11 010.06.04.01.10
DA, DH, OCA, OCH, MDA, MDH, MOC, DA/H, OCA/H, MDA/H.
200 State within which area of the cross-section the Minimum 010.06.04.02.02 010.06.04.02.02
Obstacle Clearance (MOC) is provided for the whole width of
the area.
201 Define the terms IAF, IF, FAF, MAPt and TP. 010.06.04.02.03 010.06.04.02.03
202 Name the area within which the plotted point of an intersection 010.06.04.02.04
fix may lie.
203 Explain by which factors the dimensions of an intersection fix 010.06.04.02.05
are determined.
204 State the accuracy of facilities providing track (VOR, ILS, NDB). 010.06.04.02.06 010.06.04.02.04
206 Describe the basic information relating to approach area splays. 010.06.04.02.08
207 State the optimum descent gradient (preferred for a precision 010.06.04.02.09 010.06.04.02.05
approach) in degrees and percent.
214 Describe the main task of the intermediate APP segment. 010.06.04.03.06 010.06.04.03.05
215 State the main task of the final APP segment. 010.06.04.03.07 010.06.04.03.06
216 Name the two possible aims of a final APP. 010.06.04.03.08 010.06.04.03.07
217 Explain the term “final approach point“ in case of an ILS 010.06.04.03.09 010.06.04.03.08
approach.
218 State what happens if an ILS GP becomes inoperative during the 010.06.04.03.10 010.06.04.03.09
APP.
221 Describe the main task of a missed approach procedure. 010.06.04.04.02 010.06.04.04.02
222 State at which height / altitude the missed approach is assured 010.06.04.04.03
to be initiated.
223 Define the term “missed approach point (MAPt)“. 010.06.04.04.04 010.06.04.04.03
225 State the pilot‘s reaction if, upon reaching the MAPt, the 010.06.04.04.06 010.06.04.04.05
required visual reference is not established.
226 Describe what a pilot is expected to do in the event a missed 010.06.04.04.07 010.06.04.04.06
approach is initiated prior to arriving at the MAPt.
227 State whether the pilot is obliged to cross the MAPt at the 010.06.04.04.08 010.06.04.04.07
height / altitude required by the procedure or whether he is
allowed to cross the MAPt at an altitude / height greater than
that required by the procedure.
228 Visual manoeuvring (circling) in the vicinity of the aerodrome 010.06.04.05 010.06.04.05
230 Describe how a prominent obstacle in the visual manoeuvring 010.06.04.05.02 010.06.04.05.02
(circling) area outside the final approach and missed approach
area has to be considered for the visual circling.
231 State for which category of aircraft the obstacle clearance 010.06.04.05.03 010.06.04.05.03
altitude/height within an established visual manoeuvring
(circling) area is determined.
232 Describe how an MDA/H is specified for visual manoeuvring 010.06.04.05.04 010.06.04.05.04
(circling) if the OCA/H is known.
233 State the conditions to be fulfilled before descending below 010.06.04.05.05 010.06.04.05.05
MDA/H in a visual manoeuvring (circling) approach.
234 Describe why there can be no single procedure designed that 010.06.04.05.06 010.06.04.05.06
will cater for conducting a circling approach in every situation.
235 State how the pilot is expected to behave after initial visual 010.06.04.05.07 010.06.04.05.07
contact during a visual manoeuvring (circling).
236 Describe what the pilot is expected to do if visual reference is 010.06.04.05.08 010.06.04.05.08
lost while circling to land from an instrument approach.
238 Describe the provisions that must be fulfilled before carrying 010.06.04.06.01
out VOR / DME RNAV approaches.
239 Explain the disadvantages of the VOR / DME RNAV system. 010.06.04.06.02
240 List the factors on which the navigational accuracy of the VOR / 010.06.04.06.03
DME RNAV system depends.
241 State whether the VOR / DME / RNAV approach is a precision or 010.06.04.06.04
a non-precision procedure.
242 Use of FMS / RNAV equipment to follow conventional non- 010.06.04.07
precision approach procedures
243 State the provisions for flying the conventional non-precision 010.06.04.07.01
approach procedures using FMS / RNAV equipment.
247 State that if for any reasons a pilot is unable to conform to the 010.06.05.01.02 010.06.05.01.02
procedures for normal conditions laid down for any particular
holding pattern, he should advise ATC as early as possible.
248 Describe how the right turns holdings can be transferred to left 010.06.05.01.03
turn holding patterns.
249 Describe the shape and terminology associated with the 010.06.05.01.04 010.06.05.01.03
holding pattern.
250 State the bank angle and rate of turn to be used whilst flying in 010.06.05.01.05 010.06.05.01.04
a holding pattern.
251 Explain why pilots in a holding pattern should attempt to 010.06.05.01.06 010.06.05.01.05
maintain tracks and how this can be achieved.
252 Describe where outbound timing begins in a holding pattern. 010.06.05.01.07 010.06.05.01.06
253 State where the outbound leg in a holding terminates if the 010.06.05.01.08 010.06.05.01.07
outbound leg is based on DME.
254 Describe the three heading entry sectors for entries into a 010.06.05.01.09 010.06.05.01.08
holding pattern.
255 Define the terms “parallel entry“, “offset entry“ and “direct 010.06.05.01.10 010.06.05.01.09
entry“.
256 Determine the correct entry procedure for a given holding 010.06.05.01.11 010.06.05.01.10
pattern.
257 State the still air time for flying the outbound entry heading 010.06.05.01.12 010.06.05.01.11
with or without DME.
258 Describe what the pilot is expected to do when clearance is 010.06.05.01.13 010.06.05.01.12
received specifying the time of departure from the holding
point.
266 Describe the different terms of altitude or flight levels 010.06.06.01.03 010.06.06.01.03
respectively which are the references during climb or descent to
change the altimeter setting from QNH to 1013.2 hPa and vice
versa.
268 State where flight level zero shall be located. 010.06.06.01.05 010.06.06.01.05
269 State the interval by which consecutive flight levels shall be 010.06.06.01.06 010.06.06.01.06
separated.
272 State how Transition Altitudes shall normally be specified. 010.06.06.01.09 010.06.06.01.09
273 Explain how the height of the Transition Altitude is calculated 010.06.06.01.10 010.06.06.01.10
and expressed in practice.
276 State when the Transition Level is normally passed to aircraft. 010.06.06.01.13 010.06.06.01.13
277 State how the vertical position of aircraft shall be expressed at 010.06.06.01.14 010.06.06.01.14
or below the Transition Altitude and Transition Level.
279 Describe when the vertical position of an aircraft passing 010.06.06.01.16 010.06.06.01.16
through the transition layer shall be expressed in terms of flight
levels and when in terms of altitude.
280 State when the QNH altimeter setting shall be made available to 010.06.06.01.17 010.06.06.01.17
departing aircraft.
281 Explain when the vertical separation of aircraft during en-route 010.06.06.01.18 010.06.06.01.18
flight shall be assessed in terms of altitude and when in terms
of flight levels.
283 Describe why QNH altimeter setting reports should be provided 010.06.06.01.20 010.06.06.01.20
from sufficient locations.
284 State how a QNH altimeter setting shall be made available to 010.06.06.01.21 010.06.06.01.21
aircraft approaching a controlled aerodrome for landing.
285 State under which circumstances the vertical position of an 010.06.06.01.22 010.06.06.01.22
aircraft above the transition level may be referenced to
altitudes.
289 State on which setting at least one altimeter shall be set prior to 010.06.06.02.03 010.06.06.02.01
take off.
290 State where during the climb the altimeter setting shall be 010.06.06.02.04 010.06.06.02.02
changed from QNH to 1013.2 hPa.
293 State where the altimeter settings shall be changed from 1013.2 010.06.06.02.07 010.06.06.02.05
hPa to QNH during descent for landing.
296 Describe the difference between independent and dependent 010.06.07.00.01 010.06.07.01.01
parallel approaches.
299 Name the aircraft equipment requirements for conducting 010.06.07.00.04 010.06.07.01.04
parallel instrument approaches.
301 State the radar requirements for simultaneous independent 010.06.07.00.06 010.06.07.01.06
parallel instrument approaches and how weather conditions
effect this.
302 State the maximum angle of interception for an ILS localizer CRS 010.06.07.00.07 010.06.07.01.07
or MLS final APP Track in case of simultaneous independent
parallel instrument approaches.
303 Describe the special conditions for tracks on missed approach 010.06.07.00.08 010.06.07.01.08
procedures and departures in case of simultaneous parallel
operations.
307 State the modes and codes that the pilot shall operate in the 010.06.08.01.02 010.06.08.01.02
absence of any ATC directions or regional air navigation
agreements.
308 Indicate when the pilot shall operate Mode C. 010.06.08.01.03 010.06.08.01.03
309 State when the pilot shall “SQUAWK IDENT“. 010.06.08.01.04 010.06.08.01.04
310 State the transponder mode and code to indicate: 010.06.08.01.05 010.06.08.01.05
- a state of emergency
- a Communication failure
- unlawful interference.
311 Name and interpret the codes 7700, 7600 and 7500. 062.03.04.03.03 010.06.08.01.05 Moved from
(Moved and merged into 010.06.08.01.05) subject 062
312 Describe the consequences of a transponder failure in flight. 010.06.08.01.06 010.06.08.01.06
313 State the primary action of the pilot in the case of an 010.06.08.01.07 010.06.08.01.07
unserviceable transponder before departure when no repair or
replacement at this aerodrome is possible.
314 Indicate when the pilot shall operate Mode S. 010.06.08.01.08 010.06.08.01.08
316 Describe the main reason for using ACAS. 010.06.08.02.01 010.06.08.02.01
317 Indicate whether the “use of ACAS indications” described in Doc 010.06.08.02.02 010.06.08.02.02
8168 is absolutely mandatory.
318 Explain the pilots reaction required to allow ACAS to fulfil its 010.06.08.02.03 010.06.08.02.03
role of assisting pilots in the avoidance of potential collisions.
319 Explain why pilots shall not manoeuvre their aircraft in response 010.06.08.02.04 010.06.08.02.04
to Traffic Advisories only.
320 Explain the significance of Traffic Advisories in view of possible 010.06.08.02.05 010.06.08.02.05
Resolution Advisories.
321 State why a pilot should follow Resolution Advisories 010.06.08.02.06 010.06.08.02.06
immediately.
322 List the reasons which may force a pilot to disregard an 010.06.08.02.07 010.06.08.02.07
Resolution Advisory.
323 Decide how a pilot shall react if there is a conflict between 010.06.08.02.08
Resolution Advisories in case of an ACAS / ACAS co-ordinated
encounter Resolution Advisories.
324 Explain the importance of instructing ATC immediately that a 010.06.08.02.09 010.06.08.02.08
Resolution Advisories has been followed.
325 Explain the duties of a pilot as far as ATC is concerned when a 010.06.08.02.10 010.06.08.02.09
Resolution Advisories situation is resolved.
326 010.06.09.00
327 010.06.09.01
328 010.06.09.01.01
329 010.06.09.01.02
330 010.06.09.02
331 010.06.09.02.01
332 010.06.09.03
333 010.06.09.03.01
334 010.06.09.03.02
335 AIR TRAFFIC SERVICES AND AIR TRAFFIC MANAGEMENT 010.07.00.00 010.07.00.00
341 Describe the three basic types of Air Traffic Services. 010.07.01.02.02 010.07.01.02.02
342 Describe the three basic types of Air Traffic Control services 010.07.01.02.03 010.07.01.02.03
(ATC).
345 Understand the procedure for the transfer of an aircraft from 010.07.01.02.06 010.07.01.02.05
one ATC unit to another.
348 Understand the various rules and services that apply in the 010.07.01.03.02 010.07.01.03.02
various classes of airspace.
349 Explain which airspace shall be included in an FIR or UIR. 010.07.01.03.03 010.07.01.03.03
350 State the designation for those portions of the airspace where 010.07.01.03.04 010.07.01.03.04
flight information service (FIS) and alerting service will be
provided.
351 State the designations for those portions of the airspace where 010.07.01.03.05 010.07.01.03.05
ATC service will be provided.
352 Indicate whether or not CTAs and CTRs designated within a FIR 010.07.01.03.06 010.07.01.03.06
shall form part of that FIR.
353 Name the lower limit of a CTA as far as ICAO standards are 010.07.01.03.07 010.07.01.03.07
concerned.
354 State whether or not the lower limit of a CTA has to be 010.07.01.03.08 010.07.01.03.08
established uniformly.
355 Explain why an UIR or Upper CTA should be delineated to 010.07.01.03.09 010.07.01.03.09
include the Upper Airspace within the lateral limits of a number
of lower FIR or CTAs.
357 State the minimum extension (in NM) of the lateral limits of a 010.07.01.03.11 010.07.01.03.11
CTR.
358 State the upper limits of a CTR located within the lateral limits 010.07.01.03.12 010.07.01.03.12
of a CTA.
361 Name the ATS units providing ATC service (area control service, 010.07.01.04.02 010.07.01.04.02
approach control service, aerodrome control service).
362 Describe which unit(s) may be assigned with the task to provide 010.07.01.04.03 010.07.01.04.03
specified services on the apron.
363 Name the purpose of clearances issued by an ATC unit. 010.07.01.04.04 010.07.01.04.04
364 Describe the aim of clearances issued by ATC with regard to IFR, 010.07.01.04.05
VFR or special VFR flights and refer to the different airspaces.
365 List the various (five possible) parts of an ATC clearance. 010.07.01.04.06 010.07.01.04.05
368 Explain why the movement of persons, vehicles and towed 010.07.01.04.09 010.07.01.04.06
aircraft on the manoeuvring area of an AD shall be controlled by
the AD TWR (as necessary).
371 State whether or not FIS shall include the provision of pertinent 010.07.01.05.02 010.07.01.05.02
SIGMET and AIRMET information.
372 State which information FIS shall include in addition to SIGMET 010.07.01.05.03 010.07.01.05.03
and AIRMET information.
373 Indicate which other information the FIS shall include in 010.07.01.05.04 010.07.01.05.04
addition to the special information given in ANNEX 11.
374 Name the three major types of operational FIS broadcasts. 010.07.01.05.05
375 Give the meaning of the acronym ATIS in plain language. 010.07.01.05.06 010.07.01.05.05
376 Show that you are acquainted with the basic conditions for 010.07.01.05.07
transmitting an ATIS as indicated in ANNEX 11.
377 Mention the four possible ATIS messages. 010.07.01.05.08
378 List the basic information concerning ATIS broadcasts (e.g. 010.07.01.05.09 010.07.01.05.06
frequencies used, number of ADs included, updating,
identification, acknowledgment of receipt, language and
channels, ALT setting).
379 Understand the content of an ATIS message and the factors 010.07.01.05.10 010.07.01.05.07
involved.
380 State the reasons and circumstances when an ATIS message 010.07.01.05.11 010.07.01.05.08
shall be updated.
383 State who is responsible for initiating the appropriate 010.07.01.06.02 010.07.01.06.02
emergency phase.
384 Indicate the aircraft to which alerting service shall be provided. 010.07.01.06.03 010.07.01.06.03
385 Name the unit which shall be notified by the responsible ATS 010.07.01.06.04 010.07.01.06.04
unit immediately an aircraft is considered to be in a state of
emergency.
386 Name the three stages of emergency and describe the basic 010.07.01.06.05 010.07.01.06.05
conditions for each kind of emergency.
387 Show knowledge of the meaning of the expressions INCERFA, 010.07.01.06.06 010.07.01.06.06
ALERFA and DETRESFA.
388 Describe the limiting conditions for the information of aircraft in 010.07.01.06.07 010.07.01.06.07
the vicinity of an aircraft being in a state of emergency.
389 Principles governing RNP and ATS route designators 010.07.01.07 010.07.01.07
390 State the meaning of the expressions RNP 4, RNP 1 etc. 010.07.01.07.01 010.07.01.07.01
391 State the factors that RNP are based on. 010.07.01.07.02 010.07.01.07.02
392 Describe the reason for establishing a system of route 010.07.01.07.03 010.07.01.07.03
designators and required navigation performance (RNP).
393 State whether or not a prescribed RNP type is considered an 010.07.01.07.04 010.07.01.07.04
integral part of the ATS route designator.
399 Describe the relationship between ICAO Doc 4444 and other 010.07.02.01.03
documents.
400 State whether or not a clearance issued by ATC units does 010.07.02.01.04 010.07.02.01.01
include prevention of collision with terrain and if there is an
exception to this, name the exception.
403 ATS System Capacity and Air Traffic Flow Management 010.07.02.03 010.07.02.03
404 Explain when and where an air traffic flow management (ATFM) 010.07.02.03.01 010.07.02.03.01
service shall be implemented.
409 State on which information the issue of an ATC clearance is 010.07.02.05.02 010.07.02.05.01
based.
410 Describe what a PIC should do if an ATC clearance is not 010.07.02.05.03 010.07.02.05.02
suitable.
411 Indicate who bears the responsibility for maintaining applicable 010.07.02.05.04 010.07.02.05.03
rules and regulations whilst flying under the control of an ATC
unit.
412 Name the two primary purposes of clearances issued by ATC 010.07.02.05.05 010.07.02.05.04
units.
413 State why clearances must be issued “early enough” to en-route 010.07.02.05.06 010.07.02.05.05
aircraft.
414 Explain what is meant by the expression “clearance limit”. 010.07.02.05.07 010.07.02.05.06
415 Explain the meaning of the phrases “cleared via flight planned 010.07.02.05.08 010.07.02.05.07
route”, “cleared via (designation) departure” and “cleared via
(designation) arrival “ in an ATC clearance.
416 List which items of an ATC clearance shall always be read back 010.07.02.05.09 010.07.02.05.08
by the flight crew.
419 Define the maximum speed changes that ATC may impose. 010.07.02.06.02 010.07.02.06.02
420 State within which distance from the threshold the PIC must not 010.07.02.06.03 010.07.02.06.03
expect any kind of speed control.
427 Describe how a “Heavy” aircraft shall indicate this on the initial 010.07.02.08.03 010.07.02.08.03
radiotelephony contact with ATS.
430 Indicate how the vertical position of an aircraft in the vicinity of 010.07.02.09.02 010.07.02.09.02
an aerodrome shall be expressed at or below the transition
altitude, at or above the transition level and while climbing or
descending through the transition layer.
431 Describe when the height of an aircraft using QFE during an 010.07.02.09.03 010.07.02.09.03
NDB approach is referred to the landing threshold instead of
the aerodrome elevation.
432 Indicate how far altimeter settings provided to aircraft shall be 010.07.02.09.04 010.07.02.09.04
rounded up or down.
433 Define the expression “lowest usable flight level”. 010.07.02.09.05 010.07.02.09.05
434 Determine how the vertical position of an aircraft on a flight en- 010.07.02.09.06 010.07.02.09.06
route is expressed at or above the lowest usable flight level and
below the lowest usable flight level.
435 State who establishes the transition level to be used in the 010.07.02.09.07 010.07.02.09.07
vicinity of an aerodrome.
436 Decide how and when a flight crew shall be informed about the 010.07.02.09.08 010.07.02.09.08
transition level.
437 State whether or not the pilot can request the transition level to 010.07.02.09.09 010.07.02.09.09
be included in the approach clearance.
438 State in what kind of clearance the QNH altimeter setting shall 010.07.02.09.10
be included.
439 Position reporting 010.07.02.10 010.07.02.10
440 Describe when position reports shall be made by an aircraft 010.07.02.10.01 010.07.02.10.01
flying on routes defined by designated significant points.
441 List the six items that are normally included in a voice position 010.07.02.10.02 010.07.02.10.02
report.
442 Name the requirements for using a simplified position report 010.07.02.10.03 010.07.02.10.03
with Flight level, next position (and time over) and ensuing
significant points omitted.
443 Name the item of a position report which must be forwarded to 010.07.02.10.04 010.07.02.10.04
ATC with the initial call after changing to a new frequency.
444 Indicate the item of a position report which may be omitted if 010.07.02.10.05 010.07.02.10.05
SSR Mode C is used.
445 Explain in which circumstances the indicated air speed should 010.07.02.10.06 010.07.02.10.06
be included in a position report.
451 List the occasions when special air reports shall be made. 010.07.02.11.01 010.07.02.11.01
454 Name the different kind of separation used in aviation. 010.07.02.12.02 010.07.02.12.02
455 Understand the difference between the type of separation 010.07.02.12.03 010.07.02.12.03
provided within the various classes of airspace and between the
various types of flight.
456 State who is responsible for the avoidance of collision with 010.07.02.12.04 010.07.02.12.04
other aircraft when operating in VMC.
457 State the ICAO documents in which details of current separation 010.07.02.12.05
minima are prescribed.
458 Describe how vertical separation is obtained. 010.07.02.12.06 010.07.02.12.05
460 Describe how the cruising levels of aircraft flying to the same 010.07.02.12.08 010.07.02.12.07
destination and the expected approach sequence are correlated
between each other.
461 Name the conditions that must be adhered to, when two 010.07.02.12.09 010.07.02.12.08
aircraft are cleared to maintain a specified vertical separation
between them during climb or descent.
462 List the two main methods for horizontal separation. 010.07.02.12.10 010.07.02.12.09
463 Describe how lateral separation of aircraft at the same level may 010.07.02.12.11 010.07.02.12.10
be obtained.
465 Describe track separation between aircraft using the same 010.07.02.12.13 010.07.02.12.12
navigation aid or method.
466 Describe the three basic means for the establishment of 010.07.02.12.14 010.07.02.12.13
longitudinal separation.
470 State the wake turbulence radar separation for aircraft in the 010.07.02.12.18
APP and DEP phases of a flight when an aircraft is operating
directly behind another aircraft at the same ALT or less than 300
m (1000 ft) below.
473 State which possible decision the PIC may choose if departing 010.07.02.13.02 010.07.02.13.02
aircraft are expedited by suggesting a take-off direction which is
not “into the wind”.
474 State the condition to enable ATC to initiate a visual approach 010.07.02.13.03 010.07.02.13.03
for an IFR flight.
475 Indicate whether or not separation will be provided by ATC 010.07.02.13.04 010.07.02.13.04
between an aircraft executing a visual approach and other
arriving or departing aircraft.
476 State in which case when the flight crew are not familiar with 010.07.02.13.05 010.07.02.13.05
the instrument approach procedure being carried out, that only
the final approach track has to be forwarded to them by ATC.
477 Describe which flight level should be assigned to an aircraft first 010.07.02.13.06 010.07.02.13.06
arriving over a holding fix for landing.
478 Talk about the priority that will be given to aircraft for a landing. 010.07.02.13.07 010.07.02.13.07
480 Explain the term “Expected Approach Time” and the procedures 010.07.02.13.09 010.07.02.13.09
for its use.
481 State the reasons which could probably lead to the decision to 010.07.02.13.10 010.07.02.13.10
use another take-off or landing direction than the one into the
wind.
482 Name the possible consequences for a PIC if the “RWY-in-use” 010.07.02.13.11 010.07.02.13.11
is not considered suitable for the operation involved.
485 Be familiar with the minimum separation between departing 010.07.02.14.02 010.07.02.14.01
aircraft.
486 Be familiar with the minimum separation between departing 010.07.02.14.03 010.07.02.14.02
and arriving aircraft.
(Merged into 010.07.02.14.02)
487 Be familiar with the non-radar wake turbulence longitudinal 010.07.02.14.04 010.07.02.14.02
separation minima.
488 Know about a clearance to “maintain own separation” while in 010.07.02.14.05 010.07.02.14.03
VMC.
489 Give a brief description of “Essential Traffic” and “Essential 010.07.02.14.06 010.07.02.14.04
Traffic Information”.
494 List the information to be transmitted to an aircraft during final 010.07.02.15.03 010.07.02.15.03
approach.
495 Acquaint yourself with all information regarding arriving and/or 010.07.02.15.04 010.07.02.15.04
departing aircraft on parallel or near-parallel runways, including
knowledge about NTZ and NOZ and the various combinations of
parallel arrivals and/or departures.
496 State the sequence of priority between aircraft landing (or in 010.07.02.15.05 010.07.02.15.05
the final stage of an approach to land) and aircraft intending to
depart.
497 Explain the factors that influence the approach sequence. 010.07.02.15.06
498 State the significant changes in the meteorological conditions in 010.07.02.15.07 010.07.02.15.06
the take-off or climb-out area that shall be transmitted without
delay to a departing aircraft.
500 State the significant changes that shall be transmitted as early 010.07.02.15.09 010.07.02.15.07
as practicable to an arriving aircraft, particularly changes in the
meteorological conditions.
503 List for which aircraft and their given positions or flight 010.07.02.16.02
situations the TWR shall prevent collisions.
504 Name the operational failure or irregularity of AD equipment 010.07.02.16.03 010.07.02.16.01
which shall be reported to the TWR immediately.
505 State that, after a given period of time, the TWR shall report to 010.07.02.16.04 010.07.02.16.02
the ACC or FIC if an aircraft does not land as expected.
506 Describe the procedures to be observed by the TWR whenever 010.07.02.16.05 010.07.02.16.03
VFR operations are suspended.
507 Explain the term “RWY-in-use” and its selection. 010.07.02.16.06 010.07.02.16.04
508 List the information the TWR should give to an aircraft 010.07.02.16.07 010.07.02.16.05
- Prior to taxi for take-off
- Prior to take-off
- Prior to entering the traffic circuit.
509 Explain that a report of surface wind direction given to a pilot 010.07.02.16.08 010.07.02.16.06
by the TWR is magnetic.
510 Explain the exact meaning of the expression “Runway vacated”. 010.07.02.16.09 010.07.02.16.07
516 Describe the circumstances under which an aircraft provided 010.07.02.17.05 010.07.02.17.03
with radar service should be informed of its position.
517 List the possible forms of position information passed to the 010.07.02.17.06 010.07.02.17.04
aircraft by radar services.
519 State the aims of radar vectoring as shown in ICAO Doc 4444. 010.07.02.17.08 010.07.02.17.06
521 Describe the information which shall be given to an aircraft 010.07.02.17.10 010.07.02.17.08
when radar vectoring is terminated and the pilot is instructed to
resume own navigation.
522 Explain the procedures for the conduct of Surveillance Radar 010.07.02.17.11 010.07.02.17.09
Approaches (SRA).
523 Describe what kind of action (concerning the transponder) the 010.07.02.17.12 010.07.02.17.10
pilot is expected to perform in case of emergency if he has
previously been directed by ATC to operate the transponder on
a specific code.
526 State to which aircraft Air Traffic Advisory Service will be 010.07.02.18.02 010.07.02.18.02
provided.
527 Explain why Air Traffic Advisory Service does not deliver 010.07.02.18.03 010.07.02.18.03
“Clearances” but only “Advisory Information“.
530 State the special rights an aircraft in a state of emergency can 010.07.02.19.02 010.07.02.19.02
expect from ATC.
531 Describe the expected action of aircraft after receiving a 010.07.02.19.03 010.07.02.19.03
broadcast from ATS concerning the emergency descent of an
aircraft.
532 State how it can be ascertained, in case of a failure of two-way 010.07.02.19.04 010.07.02.19.04
communication, whether the aircraft is able to receive
transmissions from the ATS unit.
536 State what is meant by the expression “Strayed aircraft” and 010.07.02.19.08 010.07.02.19.06
“Unidentified aircraft”.
537 Explain the minimum level for fuel-dumping and the reasons for 010.07.02.19.09 010.07.02.19.07
this.
538 Explain the possible request of ATC to an aircraft to change its 010.07.02.19.10 010.07.02.19.08
RTF call sign.
539 Miscellaneous procedures 010.07.02.20 010.07.02.20
540 Explain the meaning of “AIRPROX”. 010.07.02.20.01 010.07.02.20.01
541 Determine the task of an Air Traffic Incident report. 010.07.02.20.02 010.07.02.20.02
545 State, in general terms, the objective of the Aeronautical 010.08.01.00.01 010.08.01.01.01
Information Service.
546 Definitions in ICAO Annex 15 010.08.02.00 010.08.02.00
547 010.08.02.01
548 Recall the following definitions: 010.08.02.00.01 010.08.02.01.01
Aeronautical Information Circular (AIC), Aeronautical
Information Publication (AIP), AIP amendment, AIP supplement,
AIRAC, danger area, Integrated Aeronautical Information
Package, international airport, international NOTAM office
(NOF), manoeuvring area, movement area, NOTAM, pre-flight
information bulletin (PIB), prohibited area, restricted area,
SNOWTAM, ASHTAM.
552 Name (in general) the kind of aeronautical information / data 010.08.03.00.02 010.08.03.01.02
which an AIS service shall make available in a suitable form for
flight crews.
560 State in which main part of the AIP the following information 010.08.04.01.03 010.08.04.01.03
can be found:
- Differences from ICAO Standards, Recommended Practices and
Procedures,
- Location indicators, aeronautical information services,
minimum flight altitude, VOLMET service, SIGMET service,
- General rules and procedures (especially general rules, VFR,
IFR, ALT setting procedure, interception of civil aircraft, unlawful
interference, air traffic incidents),
- ATS airspace (especially FIR, UIR, TMA),
- ATS routes (especially lower ATS routes, upper ATS routes, area
navigation routes),
- Aerodrome data including Aprons, TWYs and check
locations/positions data,
- Navigation warnings (especially prohibited, restricted and
danger areas),
- aircraft instruments, equipment and flight documents,
- AD surface movement guidance and control system and
markings,
- RWY physical characteristics, declared distances, APP and RWY
lighting,
- AD radio navigation and landing aids,
- charts related to an AD,
- entry, transit and departure of aircraft, passengers, crew and
cargo.
561 State how permanent changes to the AIP shall be published. 010.08.04.01.04 010.08.04.01.04
562 Explain what kind of information shall be published in form of 010.08.04.01.05 010.08.04.01.05
AIP Supplements.
566 Summarize essential information which leads to the issuance of 010.08.04.02.02 010.08.04.02.02
a NOTAM.
568 Explain how information regarding snow, ice and standing water 010.08.04.02.04 010.08.04.02.04
on AD pavements shall be reported.
569 Describe the means by which NOTAMs shall be distributed. 010.08.04.02.05 010.08.04.02.05
572 List the circumstances of which the information concerned shall 010.08.04.03.01 010.08.04.03.01
or should be distributed as AIRAC.
573 State the sequence in which AIRACs shall be issued and state 010.08.04.03.02
how many days in advance of the effective date the information
shall be distributed by AIS.
576 Explain the organisation and standard colour codes for AICs. 010.08.04.04.02 010.08.04.04.02
580 Summarise the additional current information relating to the AD 010.08.04.05.02 010.08.04.05.01
of departure that shall be provided as pre-flight information.
581 Describe how a recapitulation of current NOTAM and other 010.08.04.05.03 010.08.04.05.02
information of urgent character shall be made available to flight
crews.
582 State which post-flight information from aircrews shall be 010.08.04.05.04 010.08.04.05.03
submitted to AIS for distribution as required by the
circumstances.
583 010.08.05.00
584 010.08.05.01
585 010.08.05.01 .01
586 AERODROMES (ICAO Annex 14, Volume I, Aerodrome Design 010.09.00.00 010.09.00.00
and Operations)
587 General 010.09.01.00 010.09.01.00
588 010.09.01.01
589 Recognise all definitions in ICAO Annex 14 except the following: 010.09.01.00.01
Accuracy, cyclic redundancy check, data quality, effective
intensity, ellipsoid height (geodetic height), geodetic datum,
geoid, geoid ondulation, integrity (aeronautical data), light
failure, lighting system reliability, orthometric height, station
declination, usability factor, Reference Code.
590 Describe, in general terms, the intent of the AD reference code 010.09.01.00.02 010.09.01.01.01
as well as its composition of two elements.
599 Recall the definitions for the four main Declared Distances. 010.09.02.03.02 010.09.02.03.02
600 Condition of the movement area and related facilities 010.09.02.04 010.09.02.04
601 Understand the purpose of informing AIS and ATS units about 010.09.02.04.01 010.09.02.04.01
the condition of the movement area and relating facilities.
602 List the matters of operational significance or affecting aircraft 010.09.02.04.02 010.09.02.04.02
performance which should be reported to AIS and ATS units for
the transmission to aircraft involved.
603 Describe the four different types of water deposit on runways. 010.09.02.04.03 010.09.02.04.03
604 Name the three defined states of frozen water on the RWY. 010.09.02.04.04 010.09.02.04.04
605 Understand the five levels of Braking Action including the 010.09.02.04.05 010.09.02.04.05
associated coefficients and codes.
609 Acquaint yourself with the general considerations concerning 010.09.03.01.02 010.09.03.01.02
runways associated with a Stopway or Clearway.
610 State where in Annex 14 you can find detailed information 010.09.03.01.03
about the required runway width dependent upon Code
number and Code letter.
623 Describe the reasons and the requirements for rapid exit 010.09.03.07.02 010.09.03.07.01
taxiways.
624 State the reason for a taxiway widening in curves. 010.09.03.07.03 010.09.03.07.02
625 Explain when and where holding bays should be provided. 010.09.03.07.04 010.09.03.07.03
628 Describe where Intermediate taxi-way holding positions should 010.09.03.07.07 010.09.03.07.06
be established.
635 Interpret all indications and signals that may be used in a signals 010.09.04.01.05 010.09.04.01.05
area.
638 State where a RWY designation marking shall be provided and 010.09.04.02.02 010.09.04.02.02
how it is designed.
642 Describe the relationship of the intensity of RWY lighting, the 010.09.04.03.02
approach lighting system and the use of a separate intensity
control for different lighting systems.
643 List the conditions for the installation of an AD beacon and 010.09.04.03.03 010.09.04.03.02
describe its general characteristics.
644 Name the different kinds of operations for which a simple APP 010.09.04.03.04 010.09.04.03.03
lighting system shall be used.
645 Describe the basic installations of a simple APP lighting system 010.09.04.03.05 010.09.04.03.04
including the dimensions and distances normally used.
646 Describe the principle of a precision APP category l lighting 010.09.04.03.06 010.09.04.03.05
system including such information as location and
characteristics.
Remark – This includes the ‘Calvert’ system with additional
crossbars.
647 Describe the principle of a precision APP category II and III 010.09.04.03.07 010.09.04.03.06
lighting system including such information as location and
characteristics, especially mentioning the inner 300 m of the
system.
648 Describe the wing bars of PAPI and APAPI. 010.09.04.03.08 010.09.04.03.07
649 Interpret what the pilot will see during approach, using PAPI, 010.09.04.03.09
APAPI, T-VASIS and AT-VASIS.
650 Interpret what the pilot will see during approach, using HAPI. 010.09.04.03.10 010.09.04.03.08
652 Understand the timescale within which aeronautical ground 010.09.04.03.12 010.09.04.03.10
lights shall be made available for arriving aircraft.
657 State the purpose for installing mandatory instruction signs. 010.09.04.04.04
658 Name the kind of signs which mandatory instruction signs shall 010.09.04.04.05 010.09.04.04.03
include.
659 Name the colours used with mandatory instruction signs. 010.09.04.04.06 010.09.04.04.04
660 Describe by which sign a pattern “A“ runway-holding position 010.09.04.04.07 010.09.04.04.05
(i.e. at an intersection of a taxiway and a non-instrument, non-
precision approach or take-off RWY) marking shall be
supplemented.
661 Describe by which sign a pattern “B” runway-holding position is 010.09.04.04.08 010.09.04.04.06
at an intersection of a taxiway and a Precision approach RWY,
marking shall be supplemented.
663 Name the sign with which it shall be indicated that a taxiing 010.09.04.04.10 010.09.04.04.08
aircraft is about to infringe an obstacle limitation surface or to
interfere with the operation of radio navigation aids (e.g. ILS /
MLS critical / sensitive area).
664 Describe the various possible inscriptions on RWY designation 010.09.04.04.11 010.09.04.04.09
signs and on holding position signs.
669 Explain the application, location and characteristics of aircraft 010.09.04.04.16 010.09.04.04.12
stand identification signs.
670 Explain the application, location and characteristics of road 010.09.04.04.17 010.09.04.04.13
holding position signs.
678 Explain the use of markers for the marking of objects, overhead 010.09.05.01.03 010.09.05.01.03
wires, cables etc.
679 Explain the use of flags for the marking of objects. 010.09.05.01.04 010.09.05.01.04
682 State the time period(s) of the 24 hours of a day during which 010.09.05.02.02
high-intensity lights are intended for use.
683 Describe (in general terms) the location of obstacle lights. 010.09.05.02.03 010.09.05.02.02
684 Describe (in general and for normal circumstances) colour and 010.09.05.02.04 010.09.05.02.03
sequence of low-intensity obstacle lights, medium-intensity
obstacle lights and high-intensity obstacle lights.
685 State where you can find information about lights to be 010.09.05.02.05 010.09.05.02.04
displayed by aircraft.
686 Visual aids for denoting restricted use of areas 010.09.06.00 010.09.06.00
687 010.09.06.01
688 Describe the colours and meaning of “closed markings” on 010.09.06.00.01 010.09.06.01.01
RWYs and taxiways.
689 State how the pilot of an aircraft moving on the surface of a 010.09.06.00.02 010.09.06.01.02
taxiway, holding bay or apron shall be warned that the
shoulders of these surfaces are “non-load-bearing”.
690 Describe the pre-threshold marking (including colours) when 010.09.06.00.03 010.09.06.01.03
the surface before the threshold is not suitable for normal use
by aircraft.
694 List the most important factors bearing on effective rescue in a 010.09.07.01.02
survivable aircraft accident.
695 Explain the basic information the AD category (for rescue and 010.09.07.01.03 010.09.07.01.02
fire fighting) depends upon.
696 Describe what is meant by the term “response time“ and state 010.09.07.01.04 010.09.07.01.03
its normal and maximum limits.
697 State the reasons for emergency access roads and for satellite 010.09.07.01.05
fire fighting stations.
698 Apron management service 010.09.07.02 010.09.07.02
699 Describe the reason for providing a special apron management 010.09.07.02.01
service and state what has to be observed if the AD control
tower is not participating in the apron management service.
700 State who has a right-of-way against vehicles operating on an 010.09.07.02.02 010.09.07.02.01
apron.
706 Explain the circumstances which lead to the situation that the 010.09.08.01.02 010.09.08.01.02
four declared distances on a runway are equal to the length of
the runway.
707 Describe the influence of a clearway, stopway and/or displaced 010.09.08.01.03 010.09.08.01.03
threshold upon the four “declared distances“.
715 Describe the two different versions of a simple approach 010.09.08.03.02 010.09.08.03.02
lighting system.
716 Describe the two different basic versions of precision approach 010.09.08.03.03 010.09.08.03.03
lighting systems for CAT I.
717 Describe the diagram of the inner 300 m of the precision 010.09.08.03.04 010.09.08.03.04
approach lighting system in the case of CAT II and III.
718 Describe how the arrangement of an approach lighting system 010.09.08.03.05 010.09.08.03.05
and the location of the appropriate threshold are interrelated
between each other.
732 Explain the reasons for the use of Crew Member Certificates 010.10.02.02.02 010.10.02.02.02
(CMC) for flight crews and cabin attendants engaged in
International Air Transport.
733 Explain in which cases Contracting States shall accept the CMC 010.10.02.02.03 010.10.02.02.03
as an identity document instead of a passport or visa.
734 State whether the entry privileges for crews of scheduled 010.10.02.02.04
international air services can be extended to other flight crews
of aircraft operated for remuneration or hire but not engaged in
scheduled International Air Services.
738 Be familiar with the documentation required for the departure 010.10.02.03.03 010.10.02.03.03
and entry of passengers and their baggage.
739 Be familiar with the arrangements in the event of a passenger 010.10.02.03.04 010.10.02.03.04
being declared an inadmissible person.
740 Describe the pilots authority towards unruly passengers. 010.10.02.03.05 010.10.02.03.05
746 010.11.01.01
747 Define the following: 010.11.01.00.01 010.11.01.01.01
alert phase, distress phase, emergency phase, operator, pilot-in-
command, rescue co-ordination centre, State of registry,
uncertainty phase.
751 Explain the establishment of SAR Regions by Contracting States. 010.11.02.00.02 010.11.02.01.02
752 Describe the areas within which SAR services shall be 010.11.02.00.03 010.11.02.01.03
established by Contracting States.
753 State the period of time per day within which SAR services shall 010.11.02.00.04 010.11.02.01.04
be available.
754 Describe for which areas rescue coordination centres shall be 010.11.02.00.05 010.11.02.01.05
established.
758 Explain the SAR operating procedures for the pilot-in-command 010.11.03.00.02 010.11.03.01.02
intercepting a distress transmission.
762 Explain the signals to be used for “Air-ground signals”. 010.11.04.00.02 010.11.04.01.02
779 Explain what has to be done when passengers are supposed to 010.12.04.00.05 010.12.04.01.03
board an aircraft who are obliged to travel because of judicial or
administrative proceedings.
783 010.12.05.01
784 Describe the assistance each Contracting State shall provide to 010.12.05.00.01 010.12.05.01.01
an aircraft subjected to an act of unlawful seizure.
785 State the circumstances which could prevent a State to detain 010.12.05.00.02 010.12.05.01.02
an aircraft on the ground after being subjected to an act of
unlawful seizure.
789 Security Procedures in other documents i.e. ICAO Annex 2, 010.12.07.00 010.12.07.00
ICAO Annex 6, ICAO Annex 14, ICAO Doc 4444
790 ICAO ANNEX 2 Rules of the Air, Attachment B, Unlawful 010.12.07.01 010.12.07.01
Interference
791 Describe what the PIC should do unless considerations on board 010.12.07.01.01 010.12.07.01.01
the aircraft dictate otherwise.
793 Describe what the PIC should attempt in regard to broadcast 010.12.07.01.03 010.12.07.01.03
warnings at which level he is proceeding if no applicable
regional procedures for in-flight contingencies have been
established.
799 Describe what minimum distance an isolated aircraft parking 010.12.07.03.01 010.12.07.03.01
position (after the aircraft is subject of unlawful interference)
should have from other parking positions, buildings or public
areas.
806 Define the difference between “Serious Incident“ and 010.13.01.00.02 010.13.01.01.02
“Accident“.
814 Understand the general procedures for the investigation of an 010.13.03.00.02 010.13.02.01.02
accident or incident according to Annex 13.
818 Be familiar with Council Directive 2003/42/EC of the European 010.13.04.00.02 010.13.03.01.02
Parliament and of the Council of 13 June 2003 on occurrence
reporting in civil aviation
819 Be familiar with the differences between the procedures for 010.13.04.00.03 010.13.03.01.03
Accident and Incident. Investigation in EU regulations compared
with ICAO Annex 13.
820 010.13.03.01.04
821 010.13.03.01.05
822 010.13.03.01.06
New syllabus text
Reworded, intent
Basic Knowledge
Text unmodified
Modified EDD
Renumbered
ATPL(H)/VFR
2019/017/R
ATPL(H)/IR
CBIR, EIR
modified
IR(A&H)
Deleted
ATPL(A)
CPL(H)
CPL(A)
same
New
AIR LAW x
INTERNATIONAL LAW: CONVENTIONS, AGREEMENTS AND x
ORGANISATIONS
The Convention on International Civil Aviation (Chicago) - ICAO Doc x
7300/9. Convention on the High Seas (Geneva, 29 April 1958)
Explain the following terms and how they apply to international air x x x x x x x
traffic:
- right of non-scheduled flight (including the two technical freedoms
of the air);
- scheduled air services;
- cabotage;
- landing at customs airports;
- Rules of the Air;
- search of aircraft.
Source: ICAO Doc 7300/9, Articles 5, 6, 7, 10, 12, 16
x
Describe the annexes to the Convention. x x x x x x x x
Source: ICAO Doc 7300/9, Articles 54, 90, 94, 95
World organisations x
The International Air Transport Association (IATA) x
Describe the objectives of IATA. x x x x
Source: IATA web page
European organisations x
European Union Aviation Safety Agency (EASA) Regulation (EU) x x x
2018/1139
Describe the objectives of EASA. x x x x x x X
x
State the meaning of the terminology associated with the structure x x x x x x x
of the regulatory material related to EASA, specifically: regulations,
delegated acts, implementing acts, and implementing rules, as
applicable until 11 September 2023; and certification specifications,
acceptable means of compliance, and guidance material.
EUROCONTROL x
Describe the Single European Sky (SES) regulations. x x x x x x X
x
x
AIRWORTHINESS OF AIRCRAFT, AIRCRAFT NATIONALITY AND x
REGISTRATION MARKS
Intentionally lef blank x
x
x
x
Explain who is responsible for assigning nationality marks, common x x x x x x x
marks and registration marks.
Source: ICAO Annex 7, Chapter 3 Nationality, common and
registration marks to be used
List the two factors that are relevant to the exercise of the privileges x x x x x x x x X
of a licence.
Source: Aircrew Regulation, point FCL.040 Exercise of the privileges
of licences
State the requirements for type ratings, their validity and privileges. x x x x x x
Source: Aircrew Regulation, point FCL.705 Privileges of the holder
of a class or type rating; Aircrew Regulation, point FCL.720.A
Experience requirements and prerequisites for the issue of class or
type ratings - aeroplanes; Aircrew Regulation, point FCL.740
Validity and renewal of class and type ratings
State the requirements for other ratings, their validity and privileges x x x x x x
according to Part-FCL.
Source: Aircrew Regulation, point FCL.800 Aerobatic rating; Aircrew
Regulation, point FCL.805 Sailplane towing and banner towing
ratings; Aircrew Regulation, point FCL.810 Night rating; Aircrew
Regulation, point FCL.815 Mountain rating; Aircrew Regulation,
point FCL.820 Flight test rating.
General rules x
General rules - Collision avoidance - SERA x
Describe the rules for the avoidance of collisions. x x x x x x
Source: SERA Chapter 2 Avoidance of collisions (except water
operations)
Explain the limitation for proximity to other aircraft and the right-of- x x x x x x
way rules, including holding at runway (RWY) holding positions and
lighted stop bars.
Source SERA.3205 Proximity; SERA.3210 Right-of-way
Explain the basic rules for an aircraft operating on and in the vicinity x x x x x x
of an aerodrome (AD).
Source: SERA.3225 Operation on and in the vicinity of an
aerodrome
x
Explain the actions to be taken in case of flight plan change or delay. x x x x x x x x
Source: SERA.4015 Changes to a flight plan; SERA.8020 Adherence
to flight plan
Omnidirectional departures x
Explain when what is the meaning of an ‘omnidirectional method is x x x x x x
used for departure.
Source: ICAO Doc 8168, Volume I, Attachment B, paragraph 2.5
State the maximum angle between the final approach track and the x x x x x x
extended RWY centre line to still consider a non-precision approach
as being a ‘straight-in approach’.
Source: ICAO Doc 8168, Volume I, Part II, Section 5, Chapter 1,
1.2.4 Types of approach
x
State that a pilot shall apply wind corrections when carrying out an x x x x x x x
instrument approach procedure.
State the most significant factor influencing the conduct of x x x x x x x
instrument approach procedures.
Source: ICAO Doc 8168, Volume I, Part II, Section 2, Chapter 1
State the following acronyms in plain language: DA, DH, OCA, OCH, x x x x x x x
MDA, MDH, MOC, DA/H, OCA/H, MDA/H.
Source: ICAO Doc 8168, Volume I, Part I, Section 1, Chapters 1 and
2
Explain the relationship between the terms: DA, DH, OCA, OCH, x x x x x x x
MDA, MDH, MOC, DA/H, OCA/H, and MDA/H.
Source: ICAO Doc 8168, Volume I, Part II, Section 5, Chapter 1
General requirements
State within which area of the cross section the minimum obstacle x x x x x x
clearance (MOC) is provided for the whole width of the area.
Source: ICAO Doc 8168, Volume I, Part II, Section 1, Chapter 1, 1.3
Areas, 1.3.1
Define the terms ‘IAF’, ‘IF’, ‘FAF’, ‘FAP’, ‘MAPt’ and ‘TP’. x x x x x
Source: ICAO Doc 8168, Volume I, Part I, Section 1 Definitions,
abbreviations and acronyms and units of measurement
x
State the main task of the initial approach segment. x x x x x x x
Source: ICAO Doc 8168, Volume I, Part II, Section 5, Chapter 3
Initial approach segment
Describe the maximum angle of interception between the initial x x x x x x x
approach segment and the intermediate approach segment
(provided at the intermediate fix) for a precision approach and a
non-precision approach.
Source: ICAO Doc 8168, Volume I, Part II, Section 5, Chapter 3
Initial approach segment
Missed approach x
Name the three phases of a missed approach procedure and x x x x x x
describe their geometric limits.
Source: ICAO Doc 8168, Volume I, Part II, Section 5, Chapter 7
Missed approach segment
State whether the pilot is obliged to cross the MAPt at the height x x x x x x x
(HGT)/altitude (ALT) required by the procedure or whether they are
allowed to cross the MAPt at a HGT/ALT greater than that required
by the procedure.
Source: ICAO Doc 8168, Volume I, Part II, Section 5, Chapter 7
Missed approach segment
State how the pilot is expected to act after initial visual contact x x x x x x
during a visual manoeuvring (circling).
Source: ICAO Doc 8168, Volume I, Part II, Section 5, Chapter 6
Visual manoeuvring (circling)
x x
x x
x x
x x
State the bank angle and rate of turn to be used whilst flying in a x x x x x x x
holding pattern.
Source: ICAO Doc 8168, Volume I, Part II, Section 6
Describe the three heading entry sectors for entries into a holding x x x x x x x
pattern.
Source: ICAO Doc 8168, Volume I, Part II, Section 6
Describe the terms ‘parallel entry’, ‘offset entry’ and ‘direct entry’. x x x x x x x
Source: ICAO Doc 8168, Volume I, Part II, Section 6
Determine the correct entry procedure for a given holding pattern. x x x x x x x
Source: ICAO Doc 8168, Volume I, Part II, Section 6
State the still-air time for flying the outbound entry heading with or x x x x x x x
without DME.
Source: ICAO Doc 8168, Volume I, Part II, Section 6
Obstacle clearance x
Describe the layout of the basic holding area, entry area and buffer x x x x x x x
area of a holding pattern.
Source: ICAO Doc 8168, Volume I, Part II, Section 6
Describe the different terms for ALT or flight levels (FLs) respectively, x x x x x x x x x
which are the references during climb or descent to change the
altimeter settings from QNH to 1013.2 hPa and vice versa.
Source: ICAO Doc
8168, Volume III, Section 2, Chapter 1
State where during the climb the altimeter setting shall be changed x x x x x x x x x x
from QNH to 1013.2 hPa.
Source: ICAO Doc 8168, Volume III, Section 2, Chapter 3
State where the altimeter settings shall be changed from 1013.2 hPa x x x x x x x x x x
to QNH during descent for landing.
Source: ICAO Doc 8168, Volume III, Section 2, Chapter 3
State the modes and codes that the pilot shall operate in the x x x x x x x x x
absence of any ATC directions or regional air navigation agreements.
Source: ICAO Doc 8168, Volume III, Section 4, Chapter 1
Explain the pilots’ reaction required to allow ACAS to fulfil its role of x x x x x x x x
assisting pilots in the avoidance of potential collisions.
Source: ICAO Doc 8168, Volume III, Section 4, Chapter 3, 3.2 Use of ACAS
indications
Part-SPA (Annex V), Part-NCC (Annex VI) and Part-NCO (Annex VII) x
Describe the procedure for the transfer of an aircraft from one ATC x x x x x x x x
unit to another.
Source: ICAO Annex 11, Chapter 3, 3.6.1 Transfer of responsibility
for control
Airspace x
Describe the purpose for establishing flight information regions x x x x x x x
(FIRs) including upper flight information regions (UIRs).
Source: ICAO Annex 11, Chapter 2: 2.10; 2.11.
Describe the various rules and services that apply to the various x x x x x x x x
classes of airspace.
Source: ICAO Annex 11, Chapter 2, 2.6 Classification of airspaces
and Annex 11, Appendix 4
State the designations for those portions of the airspace where ATC x x x x x x x
services shall be provided.
Source: ICAO Annex 11, Chapter 2, 2.5 Designation of the portions
of the airspace and controlled aerodromeswhere air traffic services
will be provided
State the upper limits of a CTR located within the lateral limits of a x x x x x x x
CTA.
Source: ICAO Annex 11, Chapter 2, 2.11.5 Control zones
Name the ATS units providing ATC services (area control service, x x x x x x x x
approach control service, aerodrome control service).
Source: ICAO Annex 11, Chapter 3, 3.2 Provision of air traffic
control service
x
x
x
x
List the basic information concerning automatic terminal x x x x x x x x
information service (ATIS) broadcasts (e.g. frequencies used,
number of ADs included, updating, identification, acknowledgment
of receipt, language and channels, ALT- setting).
Source: ICAO Annex 11, Chapter 4, 4.3.4 Voice-automatic terminal
information service (Voice-ATIS) broadcasts
Alerting service x
State who provides the alerting service. x x x x x x
Source: ICAO Annex 11, Chapter 2, 2.10 Establishment and
designation of the units providing air traffic services
State which ATS units provide clearances that do, and do not, x x x x x x x x x
include the prevention of collision with terrain.
Source: ICAO Doc 4444, Foreword, 2 Scope and purpose, 2.1
Definitions x
Recall all definitions given in ICAO Doc 4444 except the following x x x x x x x x
accepting unit/controller, AD taxi circuit, aeronautical fixed service
(AFS), aeronautical fixed station, air-taxiing, allocation, approach
funnel, assignment, data convention, data processing, discrete code,
D-value, flight status, ground effect, receiving unit/controller,
sending unit/controller, transfer of control point, transferring
unit/controller, unmanned free balloon.
ATC clearances x
x
State within what distance from the THR the PIC should not expect x x x x x x x x
any kind of speed control.
Source: ICAO Doc 4444, Chapter 4, 4.6.3 Descending and arriving
aircraf
Altimeter-setting procedures x
Define the following terms: TRL; transition layer; and TA. x x x x x x x x
Source: ICAO Doc 4444, Chapter 1 Definitions
State whether or not the pilot can request TRL to be included in the x x x x x x x x
approach clearance.
Source: ICAO Doc 4444, Chapter 4, 4.10.4 Provision of altimeter
setting information
Position reporting x
Describe when position reports shall be made by an aircraft flying x x x x x x x x
on routes defined by designated significant points.
Source: ICAO Doc 4444, Chapter 4, 4.11.1 Transmission of position
reports, 4.11.1.1
List the six items that are normally included in a voice position x x x x x x x x
report.
Source: ICAO Doc 4444, Chapter 4, 4.11.2 Contents of voice
position reports
State the requirements for using a simplified position report with FL, x x x x x x x x X
next position (and time-over) and ensuing significant points
omitted.
Source: ICAO Doc 4444, Chapter 4, 4.11.2 Contents of voice
position reports
State the item of a position report which must be forwarded on to x x x x x x x x
ATC with the initial call after changing to a new frequency.
Source: ICAO Doc 4444, Chapter 4, 4.11.2 Contents of voice
position reports
Name the conditions that must be adhered to when two aircraft are x x x x x x
cleared to maintain a specified vertical separation between them
during climb or descent.
State in which case, when the flight crew are not familiar with the x x x x x x x x
instrument approach procedure being carried out, only the final
approach track has to be given to them by ATC.
Source: ICAO Doc 4444, Chapter 6, 6.5.4 Instrument approach
Explain the term ‘expected approach time’ and the procedures for x x x x x x x x
its use.
Source: ICAO Doc 4444, Chapter 6, 6.5.7 Expected approach time
State the reasons which could probably lead to the decision to use x x x x x x x x
another take-off or landing direction than the one into the wind.
Source: ICAO Doc 4444, Chapter 7, 7.2 Selection of runway-in-use
See below
Explain that, after a given period of time, the TWR shall report to x x x x x x x x x
the area control centre (ACC) or flight information centre (FIC) if an
aircraft does not land as expected.
List the information the TWR should give to an aircraft prior to: x x x x x x x x x
taxiing for take-off; take-off; entering the traffic circuit.
Source: ICAO Doc 4444, Chapter 7, 7.4.1.2 Aerodrome and
meteorological information
Explain the reasons for fuel-dumping and state the minimum level. x x x x x x x x x
Source: ICAO Doc 4444, Chapter 15, 15.5.3 Fuel dumping
General x
General - AIS responsibilities and functions x
State during which period of time an AIS shall be available with x x x x x x x x x
reference to an aircraft flying in the area of responsibility of an AIS,
provided a 24-hour service is not available.
Source: ICAO Annex 15, Chapter 2, 2.2 AIS responsibilities and
functions
x
Aeronautical information products and services x x
x
State the main parts of the AIP where the following information can x x x x x x x x x
be found: differences from the ICAO Standards, Recommended
Practices and Procedures; location indicators, AIS, minimum flight
ALT, meteorological information for aircraft in flight (VOLMET)
service, SIGMET service; general rules and procedures (especially
general rules, VFR, IFR, ALT-setting procedure, interception of civil
aircraft, unlawful interference, air traffic incidents); ATS airspace
(especially FIR, UIR, TMA); ATS routes (especially lower ATS routes,
upper ATS routes, area navigation routes); AD data including aprons,
taxiways (TWYs) and check locations/positions data; navigation
warnings (especially prohibited, restricted and danger areas);
aircraft instruments, equipment and flight documents; AD surface
movement guidance and control system and markings; RWY physical
characteristics, declared distances, approach (APP) and RWY
lighting; AD radio navigation and landing aids; charts related to an
AD; entry, transit and departure of aircraft, passengers, crew and
cargo, and the significance of this information to flight crew.
Source: ICAO Annex 15, Chapter 5, 5.2.1, Note 1; PANS-AIM (ICAO
Doc 10066), Appendix 2
x
Pre-flight and post-flight information/data x
x
Describe the intent of the AD reference code and state the functions x x x x
of the two code elements.
Source: ICAO Annex 14, Volume 1, Chapter 1, 1.6 Reference Code
Pavement strengths x
Explain the terms: ‘pavement classification number (PCN)’ and x x x x x x x
‘aircraft classification number (ACN)’, and describe their mutual
dependence.
Source: ICAO Annex 14, Volume 1, Chapter 2, 2.6 Strength of
pavements
Describe how the bearing strength for an aircraft with an apron x x x x x x x
mass equal to or less than 5 700 kg shall be reported.
Source: ICAO Annex 14, Volume 1, Chapter 2, 2.6 Strength of
pavements
Declared distances x
State that ICAO Annex 14 provides guidance on the calculation of x x x x x x x
declared distances (TORA, TODA, ASDA, LDA).
Explain the different types of frozen water on the RWY and their x x x x x x x
impact on aircraft braking performance.
Source: ICAO Annex 14, Volume 1, Chapter 1, 1.1 Definitions and
Chapter 2, 2.9 Condition of the movement area and related
facilities
Physical characteristics x
Runways (RWYs) x
Describe where a THR should normally be located. x x x x x x x
Source: ICAO Annex 14, Volume 1, Chapter 3, 3.1.5 and 3.1.6
Location of threshold
Clearway (CWY) x
Explain the term ‘clearway’. x x x x x x x x
Source: ICAO Annex 14, Volume 1, Chapter 3, 3.6 Clearways
Stopway (SWY) x
Explain the term ‘stopway’. x x x x x x x x
Source: ICAO Annex 14, Volume 1, Chapter 3, 3.7 Stopways
Intentionally lef blank x
x
Taxiways (TWYs) x
x
Markings x
Name the colours used for the various markings (RWY, TWY, aircraft x x x x x x x x
stands, apron safety lines).
Source: ICAO Annex 14, Volume 1, Chapter 5, 5.2 Markings
Lights x
Describe the mechanical safety considerations regarding elevated x x x x x x x x
approach lights and elevated RWY, SWY and TWY lights.
Source: ICAO Annex 14, Volume 1, Chapter 5, 5.3.1.4 to 5.3.1.8
(Elevated approach lights, elevated lights and surface lights)
Signs x
x
Explain which signs are the only ones on the movement area x x x x x x x x x
utilising red.
Source: ICAO Annex 14, Volume 1, Chapter 5.4 Signs
x
Describe the colours used in connection with information signs. x x x x x x x x x
Source: ICAO Annex 14, Volume 1, Chapter 5.4 Signs
Markers x
Explain why markers located near a RWY or TWY shall be HGT x x x x x x x x
limited.
Source: ICAO Annex 14, Volume 1, Chapter 5.5 Markers
Lighting of objects x
Name the different types of lights to indicate the presence of x x x x x x x
objects which must be lighted.
Source: ICAO Annex 14, Volume 1, Chapter 6, 6.2 Marking and/or
lighting of objects: 6.2.1.1
Describe (in general and for normal circumstances) the colour and x x x x x x x x
sequence of low-intensity obstacle lights, medium-intensity obstacle
lights and high-intensity obstacle lights.
Source: ICAO Annex 14, Volume 1, Chapter 6: Table 6-1.
Characteristics of obstacle lights
Describe what is meant by the term ‘response time’, and state its x x x x x x x x
normal and maximum limits.
Source: ICAO Annex 14, Volume 1, Chapter 9, 9.2 Rescue and
firefighting
Ground-servicing of aircraf x
Describe the necessary actions during the ground-servicing of an x x x x x x x
aircraft with regard to the possible event of a fuel fire.
Source: ICAO Annex 14, Volume 1, Chapter 9, 9.6 Ground servicing
of aircraf
Explain the circumstances which lead to the situation that the four x x x x x x x
declared distances on a RWY are equal to the length of the RWY.
Source: ICAO Annex 14, Volume 1, Attachment A, 3. Calculation of
declared distances: 3.2
x
x
Approach lighting systems x
Name the two main groups of approach lighting systems. x x x x x x x x
Source: ICAO Annex 14, Volume 1, Attachment A, 12.1 Types and
characteristics
Explain the reasons for the use of crew member certificates (CMC) x x x x x x
for crew members engaged in international air transport.
Source: ICAO Annex 9, Chapter 3, N. Identification and entry of
crew and other aircraf operators’ personnel
SAR - Organisation x
SAR - Organisation - Establishment and provision x
Describe how ICAO Contracting States shall arrange for the x x x x x x x
establishment and prompt provision of SAR services.
Source: ICAO Annex 12, Chapter 2
State the period of time per day within which SAR services shall be x x x x x x x
available.
Source: ICAO Annex 12, Chapter 2
General principles x
General principles - Objectives of security x
State the objectives of security. x x x x x x x
Source: ICAO Annex 17, Chapter 2, 2.1 Objectives
x
Occurrences x
Identify an occurrence as being either an accident, incident or x x x x x x x
serious incident in Regulation (EU) No 996/2010 of the European
Parliament and of the Council of 20 October 2010 on the
investigation and prevention of accidents and incidents in civil
aviation.
Source: Regulation (EU) No 996/2010, Article 2(1), (7) and (16) and
Annex ‘List of examples of serious incidents’
11
021.01.01.02.03
12
021.01.01.02.04
13
16
19
021.01.03.01.02
26
021.01.03.01.03
27
Describe the phenomenon of fatigue. 021.01.03.00.01 021.01.03.01.04
42
Explain the need to use alloys rather than pure metals. 021.02.02.00.03
47
Explain the principle of a composite material. 021.02.02.00.04 021.02.02.01.01
48
State that the following are composite fibre materials: - 021.02.02.00.07 021.02.02.01.01
51 carbon – glass - aramide (Kevlar).
(Merged into 021.02.02.01.01)
021.02.02.01.03
52
Explain the significance on stress relief and flutter of the 021.02.03.03.04 021.02.03.03.04
following: - chord wise and span wise position of masses
(e.g. engines, fuel and balance masses, control balance
masses). - torsional stiffness - bending flexibility.
63
66 021.02.04.01
Describe the following types of fuselage construction: - 021.02.04.00.01 021.02.04.01.01
67 monocoque - semi-monocoque.
Describe the construction and the function of the 021.02.04.00.02 021.02.04.01.02
following structural components of a fuselage: - frames –
bulkhead - stiffeners, stringers, longerons - skin, doublers
68 - floor suspension (crossbeams) - floor panels - firewall.
Describe the structural danger of a tail strike with respect 021.02.04.00.06 021.02.04.01.06
72 to: - fuselage and aft bulkhead damage (pressurisation).
Describe door and hatch construction for pressurised and 021.02.04.00.07 021.02.04.01.07
unpressurised aeroplanes including: - door and frame
73 (plug type) - hinge location - locking mechanism.
State that flight deck windows are constructed with 021.02.04.00.09 021.02.04.01.09
75 different layers.
Explain the function of window heating for structural 021.02.04.00.10 021.02.04.01.10
76 purposes.
Explain the implication of a direct vision window (see CS 021.02.04.00.11 021.02.04.01.11
77 25.773 (b) (3)).
Explain the process of blade tracking including: - the pre- 021.02.05.03.04 021.02.05.03.02
track method of blade tracking - the use of delta
incidence numbers - aircraft configuration whilst carrying
out tracking - factors affecting blade flying profile - ground
tracking and in-flight trend analysis - use of pitch link and
95 blade trim tab adjustments - tracking techniques,
including stroboscopic and electronic.
Describe the early indications and vibrations which are 021.02.05.03.05 021.02.05.03.03
likely to be experienced when the main rotor blades and
tail rotor are out of balance and/or tracking, including the
96 possible early indications due to possible fatigue and
overload.
State that hydraulic fluids are irritating for skin and eyes. 021.03.02.01.02 021.03.02.01.02
112
List the two different types of hydraulic fluids: - synthetic - 021.03.02.01.03 021.03.02.01.03
113 mineral.
State that different types of hydraulic fluids cannot be 021.03.02.01.04 021.03.02.01.04
114 mixed.
State that at the pressures being considered hydraulic 021.03.02.01.05 021.03.02.01.05
115 fluid is considered incompressible.
System components: design, operation, degraded modes 021.03.02.02 021.03.02.02
116 of operation, indications and warnings
State that the normal hydraulic pressure of most large 021.03.02.02.07 021.03.02.02.07
transport aircraft is 3000 psi.
123
Explain the speed limitations for gear operation (VLO and 021.04.01.02.07 021.04.01.02.07
149 VLE).
021.04.03.04.04
183
Define the following terms - ply rating - tyre tread - tyre 021.04.04.01.02 021.04.04.01.02
187 creep - retread (cover).
190 State that the ground speed of tyres is limited. 021.04.04.01.05 021.04.04.01.05
Describe material and basic construction of the rim of an 021.04.04.01.06 021.04.04.01.06
aeroplane wheel.
191
Explain the danger of control jamming and the means of 021.05.01.04.03 021.05.01.05.03
217 retaining sufficient control capability.
Explain the methods of locking the controls on the ground 021.05.01.04.04 021.05.01.05.04
218 and describe “gust or control lock“ warnings.
Describe the main rotor spider control system including 021.05.03.00.07 021.05.03.01.06
the following: - the collective beam - pitch/roll/collective
239 inputs to the collective beam - spider drive.
Describe the need for control system interlinks, in 021.05.03.00.08
particular: - collective/yaw - collective/throttle -
240 cyclic/stabilator - interaction between cyclic controls and
horizontal/stabilator.
State the need for “feel systems” in the hydraulic actuated 021.05.03.00.09 021.05.03.01.07
241 flight control system.
Describe the purpose of a trim system. 021.05.03.00.10 021.05.03.01.08
242
253
021.05.04.01.05
254
021.05.04.01.06
255
021.05.04.01.07
256
021.05.04.01.08
257
021.05.04.01.09
258
021.05.04.01.10
259
021.05.04.01.11
260
Helicopter: fly-by-wire (FBW) control system 021.05.05.00 021.05.05.00
261
State that an air supply is required for the following 021.06.01.01.02 021.06.01.01.02
267 systems: - instrumentation - heating - de-icing.
State that for an aeroplane a bleed air supply can be used 021.06.01.02.02 021.06.01.02.02
for the following systems or components: - anti-icing -
engine air starter - pressurisation of a hydraulic reservoir -
270 air driven hydraulic pumps - pressurisation and air
conditioning.
State that for a helicopter a bleed air supply can be used 021.06.01.02.03 021.06.01.02.03
for the following systems or components: - anti-icing -
271 engine air starter - pressurisation of a hydraulic reservoir.
State that the bleed air supply system can comprise the 021.06.01.02.04 021.06.01.02.04
following: - pneumatic ducts - isolation valve - pressure
regulating valve - engine bleed valve (HP/IP valves) - fan
272 air pre‑cooler - temperature and pressure sensors.
List and describe the controls, indications and warnings 021.06.02.01.05 021.06.02.01.05
283 related to an air conditioning system.
Aeroplane: pressurisation and air-conditioning system 021.06.03.00 021.06.03.00
284
System components, design, operation, degraded modes 021.06.03.01 021.06.03.01
285 of operation, indications and warnings
State that a pressurisation and an air conditioning system 021.06.03.01.01 021.06.03.01.01
286 of an aeroplane controls: - ventilation - temperature -
pressure.
Identify the aural warning when cabin altitude exceeds 021.06.03.01.12 021.06.03.01.12
297 10,000 ft.
List the indications of the pressurisation system. 021.06.03.01.13 021.06.03.01.13
298
021.06.03.01.14
299
State the main characteristics of these fuels and give 021.08.01.01.02 021.08.01.01.02
321 typical values regarding their flash points, freezing points
and density.
Describe a gravity fuel feed system and a pressure feed 021.08.01.02.03 021.08.01.02.03
325 fuel system.
Describe the construction of the different types of fuel 021.08.01.02.04 021.08.01.02.04
tanks and state their advantages and disadvantages: -
326 drum tank - bladder tank - integral tank.
336
Name the main components of a fuel system, state their 021.08.02.02.02 021.08.02.02.02
location and state their function. - lines - centrifugal boost
pump - pressure valves - fuel shut off valve - filter, strainer
- tanks (wing, tip, fuselage, tail) - bafflers - sump - vent
337 system - drain - fuel quantity sensor - temperature sensor
- re/de-fuelling system - fuel dump/jettison system.
356
Define voltage, current and resistance and state their unit 021.09.01.02.04 021.09.01.02.04
357 of measurement.
Define electrical work and power in qualitative terms and 021.09.01.02.08 021.09.01.02.08
361 state the unit of measurement.
Define the term ”electrical field” and “magnetic field” in 021.09.01.02.09
qualitative terms and explain the difference with the aid
362 of the Lorentz Force (Electro Motive Force : EMF).
391
021.09.01.07.06
392
021.09.01.07.07
393
021.09.01.07.08
394
Define the term ”capacity of batteries” and state the unit 021.09.02.01.08 021.09.02.01.06
411 of measurement used.
State the effect of temperature on battery capacity. 021.09.02.01.09 021.09.02.01.07
412
State the relationship between voltage and capacity when 021.09.02.01.10
413 batteries are connected in series or in parallel.
State that in the case of loss of all generated power 021.09.02.01.11 021.09.02.01.08
414 (Battery power only) the remaining electrical power is
time limited.
021.09.02.01.09
415
021.09.02.01.10
416
List the following different power sources that can be 021.09.03.02.08 021.09.03.02.06
434 used for a helicopter to drive an AC generator: - engine -
APU - gearbox.
State that the aircraft structure can be used as a part of 021.09.04.01.03 021.09.04.01.03
449 the electrical circuit (common earth) and explain the
implications for electrical bonding.
450 Explain the function of external power. 021.09.04.01.04 021.09.04.01.04
State that a priority sequence exists between the different 021.09.04.01.05 021.09.04.01.05
451 sources of electrical power on ground and in flight.
021.09.04.01.10
457
471
Describe, for normal (on ground/in flight) and degraded 021.09.04.04.02 021.09.04.04.02
modes of operation, the following functions of an
electrical load management system: - distribution -
monitoring - protection (overloading, over/undervoltage,
incorrect frequency).
472
021.09.05.01.03
481
Name and identify the various types of engine design 021.10.01.02.03 021.10.01.02.02
with regard to cylinder arrangement such as: - horizontal
opposed - in line - radial - and working cycle (4 stroke:
496 petrol and diesel).
Describe the gas state changes, the valve positions and 021.10.01.02.04
497 the ignition timing during the four strokes of the
theoretical piston engine cycle.
Name the types of fuel used for diesel engines (kerosene 021.10.02.01.02 021.10.02.01.02
503 or diesel).
Define the term “detonation“ and describe the causes 021.10.02.01.06 021.10.02.01.04
507 and effects of detonation for both petrol and diesel
engines.
Define the term “pre-ignition” and describe the causes 021.10.02.01.07 021.10.02.01.05
508 and effects of pre-ignition for both petrol and diesel
engines.
Identify the conditions and power settings that promote 021.10.02.01.08 021.10.02.01.06
509 detonation for petrol engines.
Describe how detonation in petrol engines is recognised. 021.10.02.01.09 021.10.02.01.07
510
Name the anti-detonation petrol fuel additive (Tetra Ethyl 021.10.02.01.10
511 Lead).
Describe the method and occasions for checking the fuel 021.10.02.01.11 021.10.02.01.08
512 for water content.
State the typical value of fuel density for aviation gasoline 021.10.02.01.12 021.10.02.01.09
513 and diesel fuel.
Explain volatility, viscosity and vapour locking for petrol 021.10.02.01.13 021.10.02.01.10
514 and diesel fuels.
Explain the reason for the use of alternate air on fuel 021.10.04.03.06 021.10.04.03.06
546 injection systems and describe its operating principle.
Compare the advantages of liquid and air cooling systems. 021.10.05.01.04 021.10.05.01.04
553
Identify the cylinder head temperature indication to 021.10.05.01.05 021.10.05.01.05
554 monitor engine cooling.
Describe the function and the operation of cowl flaps. 021.10.05.01.06 021.10.05.01.06
555
List the following factors that influence oil consumption: - 021.10.06.02.06 021.10.06.02.05
566 oil grade - cylinder and piston wear - condition of piston
rings.
State why piston engines are equipped with two 021.10.07.01.02 021.10.07.01.02
571 electrically independent ignition systems.
State the function and operating principle of the following 021.10.07.01.03 021.10.07.01.03
572 methods of spark augmentation: - starter vibrator
(booster coil) - impulse start coupling.
State the function and operating principle of the following 021.10.07.01.04 021.10.07.01.04
573 methods of spark augmentation: - starter vibrator
(booster coil) - both magnetos live.
State the typical fuel to air ratio values or range of values 021.10.08.01.02 021.10.08.01.02
581 for the above mixtures.
Describe the advantages and disadvantages of weak and 021.10.08.01.03 021.10.08.01.03
582 rich mixtures.
Describe the relation between engine specific fuel 021.10.08.01.04 021.10.08.01.04
583 consumption and mixture ratio.
Describe the use of the exhaust gas temperature as an aid 021.10.08.01.05 021.10.08.01.05
584 to mixture setting.
Explain the relation between mixture ratio, cylinder head 021.10.08.01.06 021.10.08.01.06
585 temperature, detonation and pre ignition.
Explain the need for a Manifold Absolute Pressure (MAP) 021.10.09.02.02 021.10.09.02.02
592 indicator to control the power setting with a constant
speed propeller.
Describe the function and the basic operating principle of 021.10.09.02.06 021.10.09.02.06
596 synchronising and synchro phasing systems.
Explain the purpose and the basic operating principle of 021.10.09.02.07 021.10.09.02.07
597 an auto-feathering system including un-feathering.
021.10.10.02.05
626
021.10.10.02.06
627
021.10.10.02.07
628
Define the term ‘specific fuel consumption’ for turbojets 021.11.01.02.15 021.11.01.02.14
650 and turboprops.
Coupled turbine engine: design, operation, components 021.11.01.03 021.11.01.03
651 and materials
Name the main assembly parts of a coupled turbine 021.11.01.03.01 021.11.01.03.01
652 engine and explain the operation of the engine.
Explain the limitations of the materials used, in regard to 021.11.01.03.02 021.11.01.03.02
653 the maximum turbine temperature, engine and drive train
torque limits.
658 List the main components of a free turbine engine. 021.11.01.04.02 021.11.01.04.02
Describe how the power is developed by a 021.11.01.04.03 021.11.01.04.03
659 turboshaft/free turbine engine.
Explain how the exhaust gas temperature is used to 021.11.01.04.04 021.11.01.04.04
660 monitor turbine stress.
Explain the convergent air annulus through an axial flow 021.11.02.02.09 021.11.02.02.09
676 compressor.
Describe the reason for twisting the compressor blades. 021.11.02.02.10 021.11.02.02.10
677
678 State the tasks of inlet guide vanes (IGVs). 021.11.02.02.11 021.11.02.02.11
State the reason for the clicking noise whilst the 021.11.02.02.12 021.11.02.02.12
679 compressor slowly rotates on the ground.
State the advantages of increasing the number of spools. 021.11.02.02.13 021.11.02.02.13
680
Explain the implications of tip losses and describe the 021.11.02.02.14 021.11.02.02.14
681 design features to minimise the problem.
Explain the problems of blade bending and flapping and 021.11.02.02.15 021.11.02.02.15
682 describe the design features to minimise the problem.
694 State the function of the swirl vanes (swirler). 021.11.02.03.05 021.11.02.03.05
695 State the function of the drain valves. 021.11.02.03.06 021.11.02.03.06
Define the terms ‘primary airflow’ and ‘secondary airflow’ 021.11.02.03.07 021.11.02.03.07
696 and explain their purpose.
Explain the following two mixture ratios: - primary airflow 021.11.02.03.08 021.11.02.03.08
697 to fuel - total airflow (within the combustion chamber) to
fuel.
719 Describe the working principle of the exhaust unit. 021.11.02.05.02 021.11.02.05.02
Describe the gas parameter changes in the exhaust unit. 021.11.02.05.03 021.11.02.05.03
720
Define the term ‘choked exhaust nozzle’ (not applicable 021.11.02.05.04 021.11.02.05.04
721 for turboprops).
722 Explain how jet exhaust noise can be reduced. 021.11.02.05.05 021.11.02.05.05
723 Helicopter: air intake 021.11.02.06 021.11.02.06
Name and explain the main task of the engine air intake. 021.11.02.06.01 021.11.02.06.01
724
Describe the use of a convergent air intake ducting on 021.11.02.06.02 021.11.02.06.02
725 helicopters.
Describe the reasons for and the dangers of the following 021.11.02.06.03 021.11.02.06.03
operational problems concerning the engine air intake: -
airflow separations - intake icing - intake damage - foreign
726 object damage - heavy in flight turbulence.
Describe and explain the principles of air intake filter 021.11.02.06.05 021.11.02.06.05
systems that can be fitted to some helicopters for
728 operations in icing and sand conditions.
732 Describe the working principle of the exhaust unit. 021.11.02.07.02 021.11.02.07.01
Describe the gas parameter changes in the exhaust unit. 021.11.02.07.03 021.11.02.07.02
733
Name the two types of engine driven high-pressure pump 021.11.03.01.02 021.11.03.01.02
737 such as: - gear type - swash plate type.
738 State the tasks of the fuel control unit. 021.11.03.01.03 021.11.03.01.03
List the possible input parameters to a fuel control unit to 021.11.03.01.04 021.11.03.01.04
739 achieve a given thrust/power setting.
State that a FADEC must have its own source of electrical 021.11.03.02.08 021.11.03.02.08
748 power.
Explain that each spool is fitted with at least one ball 021.11.03.03.03 021.11.03.03 .03
752 bearing and two or more roller bearings.
Explain the use of compressor air in oil sealing systems 021.11.03.03.04 021.11.03.03 .04
753 (e.g. labyrinth seals).
State why jet turbine engines are equipped with two 021.11.03.05.03 021.11.03.05.03
760 electrically independent ignition systems.
Explain the different modes of operation of the ignition 021.11.03.05.04 021.11.03.05.04
761 system.
Explain the implications of reversing the cold stream (fan 021.11.03.07.05 021.11.03.07.05
773 reverser) only on a high by-pass ratio engine.
Describe the controls and indications provided for the 021.11.03.07.07 021.11.03.07.07
775 thrust reverser system.
Helicopter specifics on design, operation and 021.11.03.08 021.11.03.08
components for additional components and systems
776 such as lubrication system, ignition circuit, starter,
accessory gearbox
Explain and describe the ignition circuit for engine start 021.11.03.08.07 021.11.03.08.07
783 and engine re-light facility when the selection is set for
both automatic and manual functions.
Explain and describe the starter motor and the sequence 021.11.03.08.08 021.11.03.08.08
of events when starting, and that for most helicopters the
784 starter becomes the generator after the starting sequence
is over.
Explain and describe why the engine drives the accessory 021.11.03.08.09 021.11.03.08.09
785 gearbox.
802
Explain oil filter clogging (blockage) and the implications 021.11.04.01.16 021.11.04.01.16
803 for the lubrication system.
Give examples of monitoring instruments of an engine. 021.11.04.01.17 021.11.04.01.17
804
021.11.04.01.18
805
Describe the indications and the possible causes of the 021.11.04.02.02 021.11.04.02.02
following helicopter starting malfunctions: - false (dry or
wet) start - tailpipe fire (torching) - hot start - abortive
808 (hung) start - no N1 rotation - freewheel failure.
817 Define the term ‘engine pressure ratio’ (EPR). 021.11.05.01.04 021.11.05.01.04
Explain the use of reduced (flexible) and de-rated thrust 021.11.05.01.05 021.11.05.01.05
for take-off, and explain the advantages and
818 disadvantages when compared with a full rated take-off.
Describe the effects of use of bleed air on RPM, EGT, 021.11.05.01.06 021.11.05.01.06
819 thrust and specific fuel consumption.
Helicopter engine ratings, engine performance and 021.11.05.02 021.11.05.02
820 limitations, engine handling: torque, performance
aspects and limitations
Describe engine rating torque limits for take-off, transient 021.11.05.02.01 021.11.05.02.01
821 and maximum continuous.
Describe turbine outlet temperature (TOT) limits for take- 021.11.05.02.02 021.11.05.02.02
822 off.
Explain why TOT is a limiting factor for helicopter 021.11.05.02.03 021.11.05.02.03
823 performance.
Describe and explain the relationship between maximum 021.11.05.02.04 021.11.05.02.04
torque available and density altitude, which leads to
824 decreasing torque available with the increase of density
altitude.
Explain that hovering down wind on some helicopters will 021.11.05.02.05 021.11.05.02.05
825 noticeably increase the engine TOT.
Explain the reason why the engine performance is less 021.11.05.02.06 021.11.05.02.06
826 when aircraft accessories are switched on i.e. anti-ice,
heating, hoist, filters.
021.11.05.02.09
829
Explain why generally double loop systems are used. 021.12.02.02.03 021.12.02.02.03
849
Give an example of warnings, indications and function 021.12.02.02.04 021.12.02.02.04
850 test of a fire protection system.
Describe the operating principle and the purposes of the 021.13.00.00.02 021.13.01.01.02
859 following two portable oxygen systems: - smoke hood -
portable bottle.
Describe the following two oxygen systems that can be 021.13.00.00.03 021.13.01.01.03
used to supply oxygen to passengers: - fixed system
860 (chemical oxygen generator or gaseous) - portable.
State the dangers of grease or oil related to the use of 021.13.00.00.06 021.13.01.01.06
863 oxygen systems.
866 021.14.01.01
Explain the system when pilots can’ beep’ the NR an 021.14.01.00.01
additional amount when manoeuvring, landing and
taking-off, normally at higher altitudes to obtain extra tail
867 rotor thrust, which makes manoeuvring more positive and
safer.
Explain the system for ‘beeping’ the NR to its upper limit 021.14.01.00.02 021.14.01.01.01
868 to enable safer take-off.
List and describe the methods used how to detect 021.15.01.02.02 021.15.01.02.02
881 damage and cracks.
Explain and describe the structural limitations to 021.15.01.02.03 021.15.01.02.03
882 respective rotor systems, including the dangers of
negative G inputs to certain rotor head systems.
Explain and describe the methods to detect damage and 021.15.02.01.03 021.15.02.01.03
892 cracks on the tail rotor and assembly.
Explain and describe the structural limitations to the 021.15.02.01.04 021.15.02.01.04
respective tail rotor systems and possible limitations
893 regarding the turning rate of the helicopter.
Describe how the passive vibration control works with 021.16.01.01.03 021.16.01.01.03
906 gearbox mountings.
Explain how on most helicopters the tail rotor gear box 021.16.05.00.03 021.16.05.01.03
931 contains gearing etc. for the tail rotor pitch change
mechanism.
936 List the typical components of the various clutches. 021.16.06.00.03 021.16.06.01.03
Identify the following methods by which clutch 021.16.06.00.04 021.16.06.01.04
serviceability can be ascertained : - brake shoe dust. -
vibration. - main rotor run-down time. - engine speed at
937 time of main rotor engagement. - belt tensioning. - start
protection in a belt drive clutch system.
Assume a rigid attachment and show how thrust may 082.05.01.01.02 021.17.01.03.04
cause huge oscillating bending moments which stress the
960 attachment.
(Moved from 082.05.01.01.02)
Explain that ballast weights are located at the inboard 021.17.02.01.02 021.17.02.01.02
trailing edge and tip of blades, the weights used are
979 determined when the blades are manufactured.
Describe the two-bladed rotor with teetering hinge, the 082.06.01.01.01 021.17.02.01.04
981 rotors with more than two blades.
(Moved from 082.06.01.01.01)
Reworded, intent
Text unmodified
Renumbered
modified
Deleted
same
New
AIRCRAFT GENERAL KNOWLEDGE - AIRFRAME, SYSTEMS
AND POWER PLANT
SYSTEM DESIGN, LOADS, STRESSES, MAINTENANCE
System design
Design concepts
Describe the following structural design philosophy: safe x
life; fail-safe (multiple load paths); damage-tolerant.
Level of certification
x
x
Describe the areas typically prone to stress that should be x
given particular attention during a pre-flight inspection,
and highlight the limited visual cues of any deformation
that may be evident.
Maintenance x
Maintenance methods: hard-time and on-condition x
monitoring
Explain the following terms: hard-time or fixed-time x
maintenance; on-condition maintenance; condition
monitoring.
AIRFRAME x
Attachment methods x
Attachment methods and detecting the development of x
faulty attachments
x
Materials x
Composite and other materials x
x
Structural components x
Describe the function of the following structural x
components: spar and its components (web and girder or
cap); rib; stringer; skin; torsion box.
x
Explain why vertical and horizontal stabilisers may have x x
different shapes and alignments.
Hydraulic systems x
Hydraulic fluids: types, characteristics, limitations x
List and explain the desirable properties of a hydraulic x
fluid with regard to: thermal stability; corrosiveness;
flashpoint and flammability; volatility; viscosity.
Nose-wheel steering x
Design, operation x
Explain the operating principle of nose_x001E_wheel x x
steering.
Explain, for a helicopter, the functioning of differential x x
braking with free-castoring nose wheel.
x
Describe the function of a brake accumulator. x x
Describe the function of the parking brake. x x
Explain the function of brake-wear indicators. x x
Explain the reason for the brake-temperature indicator. x x
Anti-skid x
Describe the operating principle of anti_x001E_skid wher x
excessive brake pressure applied is automatically reduced
for optimum breaking performance.
Autobrake x
Describe the operating principle of an autobrake system. x
Explain why the anti-skid system must be available when x
using autobrakes.
Explain the difference between the three modes of x
operation of an autobrake system: OFF (system off or
reset); Armed (the system is ready to operate under
certain conditions); Activated/Deactivated (application of
pressure on brakes).
Helicopter equipment x
Flotation devices x
Explain flotation devices, how they are operated, and x x
their limitations.
Explain why indicated airspeed (IAS) limitations before, x x
during and after flotation-device deployment must be
observed.
FLIGHT CONTROLS X
Aeroplane: primary flight controls X
Definition and control surfaces X
Define a ‘primary flight control’. x x
List the following primary flight control surfaces: elevator, x x
aileron, roll spoilers, flaperon; rudder.
List the various means of control surface actuation x x
including: manual; fully powered (irreversible); partially
powered (reversible).
Manual controls X
Explain the basic principle of a fully manual control x x
system.
Fully powered controls (irreversible) X
Explain the basic principle of a fully powered control x x
system.
Explain the concept of irreversibility in a flight control x x
system.
Explain the need for a ‘feel system’ in a fully powered x x
control system.
Explain the operating principle of a stabiliser trim system x x
in a fully powered control system.
Explain the operating principle of rudder and aileron trim x x
in a fully powered control system.
Partially powered controls (reversible) X
Explain the basic principle of a partially powered control x x
system.
Explain why a ‘feel system’ is not necessary in a partially x x
powered control system.
System components, design, operation, indications and X
warnings, degraded modes of operation, jamming
FUEL SYSTEM x
Piston engine x
Fuel: types, characteristics, limitations x
State the types of fuel used by a piston engine and their x
associated limitations: diesel; JET-A1 (for high-
compression engines); AVGAS; MOGAS.
Turbine engine x
Fuel: types, characteristics, limitations x
State the types of fuel used by a gas turbine engine: JET-A; x
JET-A1; JET-B.
State the main characteristics of these fuels and give x
typical values regarding their flash points, freezing points
and density.
x
x
x
ELECTRICS x
General, definitions, basic applications: circuit breakers, x
logic circuits
Static electricity x
Explain static electricity and describe the flying conditions x
where aircraft are most susceptible to build-up of static
electricity.
x
Define ‘phase shift’ in qualitative terms. x x
Intentionally lef blank x
x
Electromagnetism x
State that an electrical current produces a magnetic field. x
Circuit protection
Explain the working principle of a fuse and a circuit x
breaker.
Explain how a fuse is rated. x
Describe the principal difference between the following x
types of circuit breakers: thermal circuit breaker sensing
magnitude of current; magnetic circuit breaker sensing
direction of current.
x
Interpret a typical logic circuit schematic to the level of x
detail as found in an aircraft FCOM.
Batteries x
Types, characteristics and limitations x
State the function of an aircraft battery. x
Name the types of rechargeable batteries used in aircraft: x
lead-acid; nickel-cadmium; lithium-ion; lithium-polymer.
Generation x
Remark: For standardisation purposes, the following x
standard expressions are used:
— DC generator: produces DC output;
— DC alternator: produces AC, rectified by integrated
rectifying unit, the output is DC;
— DC alternator: producing a DC output by using a
rectifier;
— AC generator: produces AC output;
— starter generator: integrated combination of a
generator and a starter motor;
— permanent magnet alternator/ generator: self-exciting
AC generator.
DC generation x
Describe the basic working principle of a simple DC x
generator or DC alternator.
Explain the principle of voltage control and why it is x
required.
x
Explain the purpose of reverse current protection from x x
the battery/busbar to the alternator.
Describe the basic operating principle of a starter x x
generator and state its purpose.
AC generation x
Describe the working principle of a brushless three-phase x
AC generator.
State that the generator field current is used to control x
voltage.
State the relationship between output frequency and the x
rpm of a three-phase AC generator.
DC distribution x
Describe a simple DC electrical system of a single-engine x
aircraft.
Describe a DC electrical system of a multi-engine aircraft x
(CS-23/CS-27) including the distribution consequences of
loss of generator(s) or bus failure.
Electrical motors x
General x
State that the purpose of an electrical motor is to convert x
electrical energy into mechanical energy.
State that because of the similarity in design, a generator x
and an electrical motor may be combined into a starter
generator.
Operating principle x
Describe how the torque of an electrical motor is x
determined by the supplied voltage and current, and the
resulting magnetic fields within the engine.
PISTON ENGINES x
Remark: This topic includes diesel engines and petrol
engines
General x
Types of internal-combustion engines: basic principles, x
definitions
Define the following terms and expressions: rpm; torque; x
manifold absolute pressure (MAP); power output; specific
fuel consumption; compression ratio, clearance volume,
swept (displaced) volume, total volume.
x
Describe the differences between petrol and diesel x x
engines with respect to: means of ignition; maximum
compression ratio; regulating air or mixture supply to the
cylinder; pollution from the exhaust.
Fuel x
Types, grades, characteristics, limitations x
Name the type of fuel used for petrol engines including its x
colour (AVGAS); 100 (green); 100LL (blue).
Carburettor/injection system x
Carburettor: design, operation, degraded modes of x
operation, indications and warnings
State the purpose of a carburettor. x
Describe the operating principle of the simple float x
chamber carburettor.
x
Icing x
Describe the causes and effects of carburettor icing and x
the action to be taken if carburettor icing is suspected.
Name the meteorological conditions under which x
carburettor icing may occur.
Describe the indications of the presence of carburettor x
icing for both a fixed pitch and a constant speed propeller.
Lubrication systems x
Lubricants: characteristics, limitations x
Describe the term ‘viscosity’ including the effect of x
temperature.
Describe the viscosity grade numbering system used in x
aviation.
Design, operation, indications and warnings x
State the functions of a piston-engine lubrication system. x
Mixture x
Definition, characteristic mixtures, control instruments, x
associated control levers, indications
Define the following terms: mixture; chemically correct x
ratio (stoichiometric); best power ratio; lean (weak)
mixture (lean or rich side of the exhaust gas temperature
(EGT) top); rich mixture.
Aeroplane: propellers x
Definitions, general x
Remark: Definitions and aerodynamic concepts are x
detailed in subject 081, topic 07 (Propellers) but need to
be appreciated for this subject also.
Turbine x
Explain the purpose of a turbine in different types of gas x
turbine engines.
Describe the principles of operation of impulse, reaction x
and impulse-reaction axial flow turbines.
Name the main components of a turbine stage and their x
function.
Describe the working principle of a turbine. x
Describe the gas-parameter changes in a turbine stage. x
Aeroplane: exhaust x
Name the following main components of the exhaust unit x
and their function: jet pipe; propelling nozzle; exhaust
cone.
Relight envelope x
Explain the relight envelope. x
Performance aspects x
Thrust, performance aspects, and limitations x
Describe the variation of thrust and specific fuel x
consumption with altitude at constant TAS.
Describe the variation of thrust and specific fuel x
consumption with TAS at constant altitude.
Explain the term ‘flat-rated engine’ by describing the x
change of take-off thrust, turbine inlet temperature and
engine rpm with outside air temperature (OAT).
State that an APU is a gas turbine engine and list its tasks. x
Fire detection x
Explain the following principles of fire detection: x
resistance and capacitance; gas pressure.
Adjustment x
Describe and explain the methods of adjustment which x
are possible on various helicopter rotor-head assemblies.
Tail rotor x
Types x
Describe the following tail-rotor systems: delta-3 hinge x
effect; multi-bladed delta-3 effect; Fenestron or ducted
fan tail rotor; no tail rotor (NOTAR) low-velocity air jet
flows from tangential slots (the Coanda effect); NOTAR
high-velocity air jet flows from adjustable nozzles (the
Coandă effect).
HELICOPTER: TRANSMISSION x
Main gearbox x
Different types, design, operation, limitations x
Describe the following main principles of helicopter x
transmission systems for single- and twin-engine
helicopters: drive for the main and tail rotor; accessory
drive for the generator(s), alternator(s), hydraulic and oil
pumps, oil cooler(s) and tachometers.
Auxiliary systems x
Powering the air-conditioning system x
x
Clutches x
Purpose, operation, components, serviceability x
Explain the purpose of a clutch. x x
Describe and explain the operation of a: centrifugal x x
clutch; actuated clutch.
List the typical components of the various clutches. x x
Identify the following methods by which clutch x x
serviceability can be ascertained: brake-shoe dust;
vibration; main-rotor run-down time; engine speed at
time of main-rotor engagement; belt tensioning; start
protection in a belt-drive clutch system.
Freewheels x
Purpose, operation, components, location x
Explain the purpose of a freewheel. x x
Describe and explain the operation of a: cam- and roller- x x
type freewheel; sprag-clutch-type freewheel.
Moved from Assume a rigid attachment and show how thrust may x x
subject 082 cause huge oscillating bending moments which stress the
attachment.
Structural limitations x
Explain the structural limitations in terms of bending and x
rotor rpm.
Adjustment x
Explain the use of trim tabs. x
Tip shape x
Describe the various blade-tip shapes used by different x
manufacturers and compare their advantages and
disadvantages.
x
Moved from Describe the two-bladed rotor with a teetering hinge, and x x
subject 082 rotors with more than two blades.
Adjustment x
Describe the adjustment of yaw pedals in the cockpit to x
obtain full-control authority of the tail rotor.
x
x
x
x
x
x
x
CPL(A)
x
x
x
x
x
x
x
ATPL(H)/IR
x
x
x
x
x
x
x
ATPL(H)/VFR
x
x
x
x
x
x
x
CPL(H)
IR(A&H)
CBIR, EIR
x
x
x
x
x
Basic Knowledge
Modified EDD
2019/017/R
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Old syllabus text Old syllabus New syllabus
Index reference reference
6 List the following units used for pressure: - Pascal - bar - inches 022.01.01.00.02 022.01.01.01.02
of mercury (in Hg) - pounds per square inch (PSI).
8 List and describe the following different types of sensors used 022.01.01.00.04 022.01.01.01.04
according to the pressure to be measured: - aneroid capsules -
bellows - diaphragms - bourdon tube.
10 For each type of sensor identify applications such as: - liquid 022.01.01.00.06 022.01.01.01.05
pressure measurement (fuel, oil, hydraulic) - air pressure
measurement (bleed air systems, air conditioning systems) -
Manifold Absolute Pressure (MAP) gauge.
12 Give examples of display for each of the applications above. 022.01.01.00.08 022.01.01.01.07
17 List the following units that can be used for temperature 022.01.02.00.02 022.01.02.01.02
measurement: - Kelvin - Celsius - Fahrenheit.
18 State the relationship between these different units. 022.01.02.00.03 022.01.02.01.03
21 For each type, identify applications such as: - gas temperature 022.01.02.00.06 022.01.02.01.04
measurement (ambient air, bleed air systems, air conditioning
systems, air inlet, exhaust gas, gas turbine outlets) - liquid
temperature measurement (fuel, oil, hydraulic).
22 Give examples of display for each of the applications above. 022.01.02.00.07 022.01.02.01.05
30 Describe and explain the operating principles of the following 022.01.03.00.06 022.01.03.01.05
types of fuel gauges: - float system - capacitance type fuel
gauge system - ultra-sound type of fuel gauge: to be introduced
at a later date.
31 022.01.03.01.06
35 State that fuel flow may be measured by volume or mass per 022.01.04.00.02 022.01.04.01.02
unit of time.
36 List the following units used for fuel flow when measured by 022.01.04.00.03 022.01.04.01.03
mass per hour: - Kilogrammes/hour - Pounds/hour.
37 List the following units used for fuel flow when measured by 022.01.04.00.04 022.01.04.01.04
volume per hour: - Liters/hour - US Gallons/hour.
54 Explain the relationship between Power, Torque and RPM. 022.01.07.00.02 022.01.07.01.02
55 List the following units used for torque: - Newton meters - Inch 022.01.07.00.03 022.01.07.01.03
or Foot pounds.
56 State that engine torque can be displayed as a percentage. 022.01.07.00.04 022.01.07.01.04
57 List and describe the following different types of torquemeters: 022.01.07.00.05 022.01.07.01.05
- mechanical - electronic and explain their operating principles.
58 Compare the two systems with regard to design and weight. 022.01.07.00.06 022.01.07.01.06
67 State the purpose of a vibration monitoring system for a jet 022.01.09.00.01 022.01.09.01.01
engine.
68 Describe the operating principle of a vibration monitoring 022.01.09.00.02 022.01.09.01.02
system using the following two types of sensors: - piezo electric
crystal - magnet.
69 State that no specific unit is displayed for a vibration monitoring 022.01.09.00.03 022.01.09.01.03
system.
82 Describe a typical pitot/static system and list the possible 022.02.01.02.03 022.02.01.02.03
outputs.
83 Explain the redundancy and the interconnections of typical 022.02.01.02.04 022.02.01.02.04
pitot/static systems.
84 Explain the purpose of heating and interpret the effect of 022.02.01.02.05 022.02.01.02.05
heating on sensed pressure.
85 List the affected instruments and explain the consequences for 022.02.01.02.06
the pilot in case of a malfunction including blockage and
leakage.
86 Describe alternate static sources and their effects when used. 022.02.01.02.07 022.02.01.02.06
95 For each of these indicate the various locations, describe the 022.02.02.02.02 022.02.02.02.01
following associated errors: - position errors - instrument errors
and the means of correction and/or compensation.
96 Explain the purpose of heating and erpret the effect of heating 022.02.02.02.03 022.02.02.02.02
on sensed temperature.
99 Describe the following two types of angle of attack sensors: - 022.02.03.00.01 022.02.03.01.01
null seeking (slotted) probe - vane detector.
100 For each type, explain the operating principles. 022.02.03.00.02 022.02.03.01.02
101 Explain how both types are protected against ice. 022.02.03.00.03 022.02.03.01.03
102 Give examples of systems that use the angle of attack as an 022.02.03.00.04 022.02.03.01.04
input, such as : - Air Data Computer - Stall Warning Systems -
Flight Envelope Protection systems.
103 Give examples of different types of Angle of Attack (AoA) 022.02.03.00.05 022.02.03.01.05
displays.
104 022.02.03.01.06
105 022.02.03.01.07
109 List the following two units used for altimeters: - feet - meters 022.02.04.00.02 022.02.04.01.01
and state the relationship between them.
110 Define the following terms: - height, altitude - indicated 022.02.04.00.03 022.02.04.01.02
altitude, true altitude - pressure altitude, density altitude.
111 Define the following barometric references: QNH, QFE, 1013,25. 022.02.04.00.04 022.02.04.01.03
113 Describe and compare the following three types of altimeters: - 022.02.04.00.06 022.02.04.01.05
simple altimeter (single capsule) - sensitive altimeter (multi
capsule) - servo-assisted altimeter.
114 Give examples of associated displays: pointer, multi pointer, 022.02.04.00.07 022.02.04.01.06
drum, vertical straight scale.
115 Describe the following errors: - pitot/static system errors - 022.02.04.00.08 022.02.04.01.07
temperature error (air column not at ISA conditions) - time lag
(altimeter response to change of height) and the means of
correction.
116 Give examples of altimeter corrections table from an Aircraft 022.02.04.00.09 022.02.04.01.08
Operations Manual (AOM).
117 Describe the effects of a blockage or a leakage on the static 022.02.04.00.10 022.02.04.01.09
pressure line.
118 022.02.04.01.10
123 Describe and compare the following two types of vertical speed 022.02.05.00.03 022.02.05.01.03
indicators: - barometric type - inertial type (inertial information
provided by an Inertial Reference Unit).
124 Describe the following VSI errors: - pitot/static system errors - 022.02.05.00.04 022.02.05.01.04
time lag and the means of correction.
125 Describe the effects on a VSI of a blockage or a leakage on the 022.02.05.00.05 022.02.05.01.05
static pressure line.
126 Give examples of VSI display. 022.02.05.00.06 022.02.05.01.06
127 022.02.05.01.07
130 List the following three units used for airspeed: - Nautical 022.02.06.00.01 022.02.06.01.01
miles/hour (knots) - Statute miles/hour - Kilometers/hour and
state the relationship between them.
131 Define IAS, CAS, EAS, TAS and state and explain the relationship 022.02.06.00.02
between these speeds.
132 Describe the following ASI errors and state when they must be 022.02.06.00.03 022.02.06.01.02
considered: - pitot/static system errors - compressibility error -
density error.
133 Explain the operating principles of an ASI (as appropriate to 022.02.06.00.04 022.02.06.01.03
aeroplanes or helicopters).
134 Give examples of ASI display: pointer, vertical straight scale. 022.02.06.00.05 022.02.06.01.04
135 Interpret ASI corrections tables as used in an Aircraft Operations 022.02.06.00.06 022.02.06.01.05
Manual (AOM).
136 Define and explain the following colour codings that can be 022.02.06.00.07 022.02.06.01.06
used on an ASI: - White arc (flap operating speed range) - Green
arc (normal operating speed range) - Yellow arc (caution speed
range) - Red line (VNE) - Blue line (best rate of climb speed, one
engine out for multi-engine piston light aeroplanes).
137 022.02.06.01.07
138 Describe the effects on an ASI of a blockage or leak in the static 022.02.06.00.08 022.02.06.01.08
and/or total pressure line(s).
139 022.02.06.01.09
140 022.02.06.01.10
143 Define Mach number, and local speed of sound (LSS) and 022.02.07.00.01 022.02.07.01.01
perform simple calculations that include these terms.
144 Describe the operating principle of a Machmeter. 022.02.07.00.02 022.02.07.01.02
145 Explain why a Machmeter suffers only from pitot/static system 022.02.07.00.03 022.02.07.01.03
errors.
146 Give examples of Machmeter display: pointer, drum, vertical 022.02.07.00.04 022.02.07.01.04
straight scale, digital.
147 Describe the effects on a Machmeter of a blockage or a leakage 022.02.07.00.05 022.02.07.01.05
in the static and/or total pressure line(s).
148 State the relationship between Mach number, CAS and TAS and 022.02.07.00.06 022.02.07.01.06
interpret their variations according to FL and temperature
changes.
150 022.02.07.01.08
151 022.02.07.01.09
152 022.02.07.01.10
156 List the following possible input data: - TAT - static pressure - 022.02.08.00.02 022.02.08.01.02
total pressure - measured temperature - angle of attack - flaps
and landing gear position - stored aircraft data.
157 List the following possible output data: - IAS - TAS - SAT - TAT - 022.02.08.00.03 022.02.08.01.03
Mach number - Angle of attack - Altitude - Vertical speed -
VMO/MMO pointer.
158 For each output, list the datum/data sensed and explain the 022.02.08.00.04
principle of calculation.
159 Explain how position, instrument, compressibility and density 022.02.08.00.05 022.02.08.01.04
errors can be compensated/corrected to achieve a TAS
calculation.
160 Explain why accuracy is improved for each output datum when 022.02.08.00.06
compared to raw data.
161 Give examples of instruments and/or systems which may use 022.02.08.00.07 022.02.08.01.05
ADC output data.
162 022.02.08.01.06
163 State that an ADC can be a stand alone system or integrated 022.02.08.00.08
with the Inertial Reference Unit (ADIRU).
164 Explain the ADC architecture for air data measurement 022.02.08.00.09 022.02.08.01.07
including sensors, processing units, and displays as opposed to
stand alone air data measurement instruments.
165 022.02.08.01.08
166 Explain the advantage of an ADC for air data information 022.02.08.00.10
management compared to raw data.
167 MAGNETISM - DIRECT-READING COMPASS AND FLUX VALVE 022.03.00.00 022.03.00.00
173 Define the following terms: - magnetic variation - magnetic dip 022.03.01.00.03 022.03.01.01.03
(inclination),
174 Define magnetic dip or inclination. The angle between the 061.01.04.02.04 022.03.01.01.03
horizontal and the total component of the magnetic field.
(Moved and merged into 022.03.01.01.03)
175 022.03.01.01.04
176 State that a freely suspended compass needle will turn to the 061.01.04.02.01 022.03.01.01.04
direction of the local magnetic field. The direction of the
horizontal component of this field is the direction of magnetic
north (MN).
(Moved to 022.03.01.01.04)
177 State that the angle of inclination at the magnetic poles is 90°. 061.01.04.02.05 022.03.01.01.04
(Moved and merged into 022.03.01.01.04)
178 022.03.01.01.05
179 Interpret the indications on a DRC, given an indication on the 061.02.01.01.02 022.03.01.01.05
compass, deviation or deviation table and variation.
(Moved and merged into 022.03.01.01.05)
183 Explain the principles and the reasons for: - compass swinging 022.03.02.00.02 022.03.02.01.02
(determination of initial deviations) - compass compensation
(correction of deviations found) - compass calibration
(determination of residual deviations).
184 State that Deviation is kept to a minimum by compass swinging. 061.01.04.03.04 022.03.02.01.02
(Moved and merged into 022.03.02.01.02)
185 State occurrences when a compass swing may be required: if 061.02.01.03.01 022.03.02.01.02
transferred to another base involving a large change in latitude.
major changes in aircraft equipment. aircraft hit by lightning.
aircraft parked in same direction for long period of time. when a
new compass is fitted. at any time when the compass or
recorded deviation is suspect. when specified in the aircraft
maintenance schedule.
(Moved and merged into 022.03.02.01.02)
186 List the causes of the aircraft's magnetic field and explain how it 022.03.02.00.03 022.03.02.01.03
affects the accuracy of the compass indications.
187 State that the effect of the aircraft magnetism on the compass 061.01.04.03.02 022.03.02.01.03
changes with different headings, as well as different latitudes.
(Moved and merged into 022.03.02.01.03)
188 Describe the purpose and the use of a deviation correction 022.03.02.00.04 022.03.02.01.04
card.
189 022.03.02.01.05
193 Describe and explain the design of a vertical card type compass. 022.03.03.00.02
195 Describe and interpret the effects of the following errors: - 022.03.03.00.04 022.03.03.01.03
acceleration - turning - attitude - deviation.
196 Explain how to use and interpret the direct reading compass 022.03.03.00.05 022.03.03.01.03
indications during a turn.
(Merged with 022.03.03.01.03)
197 State the pre-flight serviceability check of the DRC, such as: 061.02.01.02.01 022.03.03.01.04
general condition check indication is within limits.
(Moved and merged into 022.03.03.01.04)
198 State that the serviceability test consists of comparing the DRC 061.02.01.02.02 022.03.03.01.04
indication to another reference (e.g. other compass system or
runway direction).
(Moved and merged into 022.03.03.01.04)
204 Give the remote reading compass system as example of 022.03.04.00.04 022.03.04.01.04
application.
205 State that because of the electromagnetic deviation correction, 022.03.04.00.05 022.03.04.01.05
the flux valve output itself does not have a deviation correction
card.
206 Describe and interpret the effects of the following errors: - 022.03.04.00.06 022.03.04.01.06
acceleration - turning - attitude - deviation.
211 Explain the fundamentals of the theory of gyroscopic forces. 022.04.01.00.02 022.04.01.01.02
213 Explain the following terms: - rigidity, - precession, - wander 022.04.01.00.04 022.04.01.01.04
(drift/topple).
214 Distinguish between: - real wander and apparent wander - 022.04.01.00.05 022.04.01.01.05
apparent wander due to the rotation of the Earth and transport
wander.
216 Describe and compare electrically and pneumatically driven 022.04.01.00.07 022.04.01.01.06
gyroscopes.
217 Explain the construction and operating principles of a: - rate 022.04.01.00.08
gyro - rate integrating gyro.
218 Rate-of-turn indicator - Turn co-ordinator - Balance (slip) 022.04.02.00 022.04.02.00
indicator
219 022.04.02.01
220 Explain the purpose of a rate of turn and balance (slip) 022.04.02.00.01 022.04.02.01.01
indicator.
221 Define a rate-one turn. 022.04.02.00.02 022.04.02.01.02
222 Describe the construction and principles of operation of a rate 022.04.02.00.03 022.04.02.01.03
of turn indicator.
223 State the degrees of freedom of a rate of turn indicator. 022.04.02.00.04
224 Explain the relation between bank angle, rate of turn and TAS. 022.04.02.00.05 022.04.02.01.04
225 Explain why the indication of a rate of turn indicator is only 022.04.02.00.06
correct for one TAS and when turn is co-ordinated.
226 Describe the construction and principles of operation of a 022.04.02.00.07 022.04.02.01.05
balance (slip) indicator.
227 Explain the purpose of a balance (slip) indicator. 022.04.02.00.08 022.04.02.01.05
228 Describe the indications of a rate of turn and balance (slip) 022.04.02.00.09 022.04.02.01.06
indicator during a balanced, slip or skid turn.
229 Describe the construction and principles of operation of a Turn 022.04.02.00.10 022.04.02.01.07
Co-ordinator (or Turn and Bank Indicator).
230 Compare the rate of turn indicator and the turn co-ordinator. 022.04.02.00.11 022.04.02.01.08
234 Describe the different designs and principles of operation of 022.04.03.00.02 022.04.03.01.02
attitude indicators (air driven, electric).
235 State the degrees of freedom. 022.04.03.00.03 022.04.03.01.03
237 Describe the effects, on the instrument indications, of aircraft 022.04.03.00.05 022.04.03.01.04
acceleration and turns.
238 Describe the attitude display and instrument markings. 022.04.03.00.06 022.04.03.01.05
240 List and describe the following components of a vertical gyro 022.04.03.00.08
unit: - inputs: pitch and roll sensors - transmission and
amplification (synchros and amplifiers) - outputs: display units
such as Attitude Direction Indicator (ADI), Auto Flight Control
Systems.
241 State the advantages and disadvantages of a vertical gyro unit 022.04.03.00.09
compared to an attitude indicator with regard to: - design
(power source, weight and volume) - accuracy of the
information displayed, - availability of the information for
several systems (ADI, AFCS).
245 Describe the following two types of directional gyroscopes: - Air 022.04.04.00.02 022.04.04.01.02
driven directional gyro - Electric directional gyro.
248 Define the following different errors: - design and 022.04.04.00.05 022.04.04.01.03
manufacturing imperfections (random wander) - apparent
wander (rotation of the earth) - transport wander (movement
relative to the earth’s surface) and explain their effects.
249 Calculate the apparent wander (apparent drift rate in degrees 022.04.04.00.06 022.04.04.01.04
per hour) of an uncompensated gyro according to latitude.
254 State the advantages and disadvantages of a remote reading 022.04.05.00.03 022.04.05.01.03
compass system compared to a direct reading magnetic
compass with regard to: - design (power source, weight and
volume) - deviation due to aircraft magnetism - turning and
acceleration errors - attitude errors - accuracy and stability of
the information displayed, - availability of the information for
several systems (Compass card, RMI, AFCS).
255 Solid-state systems - attitude and heading reference system 022.04.06.00 022.04.06.00
(AHRS)
256 022.04.06.01
257 State that the Micro Electro-Mechanical Sensors (MEMS) 022.04.06.00.01 022.04.06.01.01
technology can be used to make: - solid-state accelerometers, -
solid-state rate sensor gyroscopes, - solid-state magnetometers
(measurement of the earth magnetic field).
258 Describe the basic principle of a solid-state Attitude and 022.04.06.00.02 022.04.06.01.02
Heading Reference System system (AHRS) using a solid state 3-
axis rate sensor, 3-axis accelerometer and a 3-axis
magnetometer.
259 Compare the solid state AHRS with the mechanical gyroscope 022.04.06.00.03
and flux gate sytem with regard to: - size and weight, -
accuracy, - reliability - cost.
260 INERTIAL NAVIGATION AND REFERENCE SYSTEMS (INS and IRS) 022.05.00.00 022.05.00.00
261 INS: Inertial Navigation Systems (stabilised inertial platform) 022.05.01.00 022.05.01.00
264 022.05.01.01.01
265 022.05.01.01.02
266 022.05.01.01.03
268 Explain the different corrections made to stabilise the platform. 022.05.01.02.02 022.05.01.01.05
(Moved to 022.05.01.01.05)
269 List the following two effects that must be compensated for: - 022.05.01.02.03 022.05.01.01.05
Coriolis - centrifugal.
(Moved to 022.05.01.01.05)
270 022.05.01.01.06
273 List and describe the following main components of an IRS: - 022.05.02.02.01 022.05.01.01.09
rate sensors (laser gyros) - inertial accelerometers - high
performance processors - display unit.
(Moved from 022.05.02.02.01)
277 List the following two effects that must be compensated for: - 022.05.01.02.03 022.05.01.01.05
Coriolis - centrifugal.
(Moved and merged into 022.05.01.01.05)
278 Explain the alignment of the system, the different phases 022.05.01.02.04 022.05.02.01.02
associated and the conditions required.
(Moved and merged into 022.05.02.01.02)
279 Explain the Schuler condition and give the value of the Schuler 022.05.01.02.05
period.
280 Errors, accuracy 022.05.01.03 022.05.01.03
281 State that there are three different types of errors: - bounded 022.05.01.03.01
errors - unbounded errors - other errors.
282 Give average values for bounded and unbounded errors 022.05.01.03.02
according to time.
283 State that an average value for the position error of the INS 022.05.01.03.03 022.05.02.01.06
according to time is 1,5 Nm/hour or more.
(Moved and merged into 022.05.02.01.06)
286 Describe and explain the consequences concerning the loss of 022.05.01.04.04
alignment by an Inertial Navigation System in flight.
294 Explain the alignment of the system, the different phases 022.05.01.02.04 022.05.02.01.02
associated and the conditions required.
(Moved from 022.05.02.02.04)
296 022.05.02.01.03
297 022.05.02.01.04
298 022.05.02.01.05
299 State that an average value for the position error of the INS 022.05.01.03.03 022.05.02.01.06
according to time is 1,5 Nm/hour or more.
(Moved from 022.05.01.03.03)
300 State that an IRS can be a stand alone system or integrated with 022.05.02.02.07 022.05.02.01.07
an ADC (ADIRU).
(Moved from 022.05.02.02.07)
301 Compare IRS and INS, give recent examples of control panels. 022.05.02.04.01 022.05.02.01.08
(Moved from 022.05.02.04.01)
302 022.05.02.01.09
303 022.05.02.01.10
304 022.05.02.01.11
311 Describe the “lock in” (laser lock) phenomena and the means of 022.05.02.02.06
overcoming it.
312 State that an IRS can be a stand alone system or integrated with 022.05.02.02.07 022.05.02.01.07
an ADC (ADIRU).
(Moved and merged into 022.05.02.01.07)
323 Define and explain the following two functions of an AFCS: - 022.06.01.00.02 022.06.01.01.02
aircraft control: control of aeroplane movement about its CG -
aircraft guidance: guidance of aeroplane CG (flight path).
324 Define and explain: closed loop, open loop. 022.06.01.00.03 022.06.01.01.03
325 Explain that the inner loop is for aircraft control and outer loop 022.06.01.00.04
is for aircraft guidance.
326 List the following different elements of a closed loop control 022.06.01.00.05 022.06.01.01.04
system and explain their function: - Input signal - Error detector
- Signal processing (computation of output signal according to
control laws) - Output signal - Control element - Feedback
signal.
327 022.06.01.01.05
328 022.06.01.01.06
332 List the following different types of autopilot systems : 1 axis, 2 022.06.02.00.02 022.06.02.01.02
axis and 3 axis.
333 List and describe the main components of an autopilot system. 022.06.02.00.03 022.06.02.01.03
334 Explain and describe the following lateral modes : Roll, Heading, 022.06.02.00.04 022.06.02.01.04
VOR/LOC, NAV or LNAV.
335 Describe the purpose of control laws for pitch and roll modes. 022.06.02.00.05 022.06.02.01.05
336 Explain and describe the following longitudinal (or vertical) 022.06.02.00.06 022.06.02.01.06
modes : Pitch, Vertical speed, Level Change, Altitude hold (ALT),
Profile or VNAV, G/S.
337 Give basic examples for pitch and roll channels of inner loops 022.06.02.00.07
and outer loops with the help of a schematic diagram.
338 Explain the influence of gain variation on precision and stability. 022.06.02.00.08
341 Explain and describe the following common (or mixed) modes : 022.06.02.00.10 022.06.02.01.08
Take off, Go around and Approach. Remark: The landing
sequence is studied in 022 06 04 00.
342 List the different types of actuation configuration and compare 022.06.02.00.11 022.06.02.01.09
their advantages/disadvantages.
343 List the inputs and the outputs of a three-axis autopilot system. 022.06.02.00.12 022.06.02.01.10
347 Describe the Control Wheel Steering (CWS) mode operation. 022.06.02.00.16 022.06.02.01.13
348 022.06.02.01.14
349 022.06.02.01.15
350 022.06.02.01.16
351 022.06.02.01.17
352 022.06.02.01.18
353 022.06.02.01.19
354 022.06.02.01.20
355 022.06.02.01.21
356 022.06.02.01.22
357 Describe with the help of a control panel of an autopilot system 022.06.02.00.17
and a flight mode annunciator/indicator the actions and the
checks performed by a pilot through a complete sequence: -
from Heading selection (HDG) to VOR/LOC guidance
(arm/capture/track) - from Altitude selection (LVL Change) to
Altitude hold (ALT), (arm/intercept/hold).
358 Describe and explain the different phases and the associated 022.06.02.00.18
annunciations/indications from level change to altitude capture
and from heading mode to VOR/LOC capture.
359 Describe and explain the existence of operational limits for 022.06.02.00.19
lateral modes (LOC capture) with regard to speed/angle of
interception/distance to threshold as for longitudinal modes
(ALT or G/S capture) with regard to V/S.
365 Explain the differences between a FD system and an Autopilot 022.06.03.00.04 022.06.03.01.03
system.
366 Explain how an FD and an AP can be used together, separately 022.06.03.00.05 022.06.03.01.03
(AP with no FD or FD with no AP) or none of them.
(Merged into 022.06.03.01.03)
369 022.06.03.01.05
370 022.06.03.01.06
371 022.06.03.01.07
372 022.06.03.01.08
376 State that the FMA provides: - AFCS lateral and vertical modes - 022.06.04.00.02 022.06.04.01.02
Auto-throttle modes - FD selection, AP engagement and
automatic landing capacity - Failure and alert messages.
377 022.06.04.01.03
378 022.06.04.01.04
379 022.06.04.01.05
380 022.06.04.01.06
384 List and describe the main components of an autoland system. 022.06.05.00.02 022.06.05.01.02
385 Define the following terms: - "fail passive" - "fail operational" 022.06.05.00.03 022.06.05.01.03
(fail active) systems - alert height according to CS-AWO.
386 Describe and explain the autoland sequence and the associated 022.06.05.00.04 022.06.05.01.04
annunciations/indications from initial approach to roll-out (AP
disengagement) or go-around.
387 List and explain the operational limitations to perform an 022.06.05.00.05 022.06.05.01.05
autoland.
388 022.06.05.01.06
389 022.06.05.01.07
390 022.06.05.01.08
391 022.06.05.01.09
400 Explain that the Search and Rescue (SAR) modes of AFCS 022.07.01.03.02 022.07.01.03.02
include the following functions: - ability to auto hover, -
automatically transition down from cruise to a predetermined
point or over-flown point - ability for the rear crew to move the
helicopter around in the hover, - the ability to automatically
transition back from the hover to cruise flight - the ability to fly
various search patterns.
401 Explain that the earlier auto-hover systems use doppler velocity 022.07.01.03.03 022.07.01.03.03
sensors and the later systems use inertial sensors plus GPS and
normally include a 2-dimensional hover velocity indicator for
the pilots.
402 Explain why some SAR helicopters have both radio-altimeter 022.07.01.03.04 022.07.01.03.04
height hold as well as barometric altitude hold.
411 Explain that the number of sensors will be dependant on how 022.07.02.01.02 022.07.02.01.02
many couple modes are in the system.
412 Specific sensors 022.07.02.02 022.07.02.02
413 Explain the function of the micro switches and strain gauges in 022.07.02.02.01 022.07.02.02.01
the system which sense pilot input to prevent excessive feed
back forces from the system.
416 Explain the principle of operation of the electronic hydraulic 022.07.02.03.02 022.07.02.03.02
actuators in the system.
417 Pilot–system interface: control panels, system indications, 022.07.02.04 022.07.02.04
warnings
418 Describe the typical layout of the AFCS control panel. 022.07.02.04.01 022.07.02.04.01
427 Describe a simple SAS with forced trim system, which uses 022.07.03.01.03 022.07.03.01.03
magnetic clutch and springs to hold cyclic control in the
position where it was last released.
428 Explain the interaction of trim with SAS/SCAS (Stability and 022.07.03.01.04 022.07.03.01.04
Control Augmentation System).
429 Appreciate that the system can be overridden by the pilot and 022.07.03.01.05 022.07.03.01.05
individual channels deselected.
430 Describe the operational limits of the system. 022.07.03.01.06 022.07.03.01.06
431 Explain why the system should be turned off in severe 022.07.03.01.07 022.07.03.01.07
turbulence or when extreme flight attitudes are reached.
432 Explain the safety design features built into some SAS’s to limit 022.07.03.01.08 022.07.03.01.08
the authority of the actuators to 10% to 20% of full control
throw, to allow the pilot to override if actuators demand an
unsafe control input.
433 Explain how cross coupling produces an adverse affect roll to 022.07.03.01.09 022.07.03.01.09
yaw coupling, when the helicopter is subject to gusts.
434 Explain the collective to pitch coupling, side slip to pitch 022.07.03.01.10 022.07.03.01.10
coupling and inter axis coupling.
435 Autopilot - automatic stability equipment 022.07.04.00 022.07.04.00
436 General principles 022.07.04.01 022.07.04.01
437 Explain the general auto-pilot principles related to: - long term 022.07.04.01.01 022.07.04.01.01
attitude hold - fly through - changing the reference (beep trim,
trim release).
442 Explain the function of the heading hold system in an AFCS. 022.07.04.03.02 022.07.04.03.02
443 Explain the function of the vertical speed hold system in an 022.07.04.03.03 022.07.04.03.03
AFCS.
444 Explain the function of the navigation coupling system in an 022.07.04.03.04 022.07.04.03.04
AFCS.
445 Explain the function of the VOR/ILS coupling system in an AFCS. 022.07.04.03.05 022.07.04.03.05
446 Explain the function of the hover mode system in an AFCS 022.07.04.03.06 022.07.04.03.06
(including Doppler and radio altimeter systems).
447 Explain the function of the SAR mode (Automatic transition to 022.07.04.03.07 022.07.04.03.07
hover and back to cruise) in an AFCS.
448 Flight director: design and operation 022.07.04.04 022.07.04.04
449 Explain the purpose of a flight director (FD) system. 022.07.04.04.01 022.07.04.04.01
451 State the difference between the FD system and the Autopilot 022.07.04.04.03 022.07.04.04.03
system. Explain how each can be used independently.
452 List and describe the main components of a FD system. 022.07.04.04.04 022.07.04.04.04
453 Give examples of different situations with the respective 022.07.04.04.05 022.07.04.04.05
indications of the command bars.
454 Explain the architecture of the different FD’s fitted to 022.07.04.04.06 022.07.04.04.06
helicopters and the importance to monitor other instruments as
well as the Flight Director, because on some helicopter types
which have the collective setting on the FD, there is no
protection against a collective transmission overtorque.
455 022.07.04.04.07
456 Describe the collective setting and yaw depiction on FD for 022.07.04.04.07 022.07.04.04.08
some helicopters.
457 Automatic flight control panel (AFCP) 022.07.04.05 022.07.04.05
458 Explain the purpose and the importance of the AFCP. 022.07.04.05.01 022.07.04.05.01
459 State that the AFCP provides: - AFCS basic and upper modes - 022.07.04.05.02 022.07.04.05.02
FD selection, SAS and AP engagement - Failure and alert
messages.
464 State the existence of a trim system for each of the three axis. 022.08.01.00.02 022.08.01.01.01
(Merged into 022.08.01.01.01)
465 Give example of trim indicators and their function. 022.08.01.00.03 022.08.01.01.02
466 Describe and explain an automatic pitch trim system for a 022.08.01.00.04 022.08.01.01.03
conventional aeroplane.
467 Describe and explain an automatic pitch trim system for a fly- 022.08.01.00.05 022.08.01.01.04
by-wire aeroplane.
468 State that for a fly-by-wire aeroplane the automatic pitch trim 022.08.01.00.06
system operates also during manual flight.
469 Describe the consequences of manual operation of the trim 022.08.01.00.07 022.08.01.01.05
wheel when the automatic pitch trim system is engaged.
471 Define Mach trim and state that the Mach trim system can be 022.08.01.00.09 022.08.01.01.07
an independent system.
472 022.08.01.01.08
473 State that for a fly-by-wire aeroplane an auto-trim system can 022.08.01.00.10
be available for each of the three axis. Remark: For Fly-by-wire
LOs, refer to reference 21.5.4.0.
477 List and describe the main components of a yaw damper 022.08.02.00.02
system.
478 Explain the purpose of the Dutch roll filter (filtering of the yaw 022.08.02.00.03 022.08.02.01.02
input signal).
479 Explain the the operation of a yaw damper system and state the 022.08.02.00.04 022.08.02.01.03
difference between a 3-axis autopilot operation on the rudder
channel.
484 Explain the following functions of the FEP: - stall protection - 022.08.03.00.03 022.08.03.01.03
overspeed protection.
485 State that the stall protection function and the overspeed 022.08.03.00.04 022.08.03.01.04
protection function apply to both mechanical/conventionnal
and fly-by-wire control systems but other functions (e.g. pitch
or bank limitation) can only apply to fly-by-wire control systems.
490 Explain the operation of an AT system for the following modes: - 022.09.00.00.02 022.09.01.01.02
Take off/Go around - Climb or Maximum Continuous Thrust
(MCT): N1 or EPR targeted - Speed - Idle thrust - Landing
(“Flare” or “Retard”).
491 Describe the control loop of an AT system, with regard to: - 022.09.00.00.03
Inputs: mode selection unit and switches (disengagement and
engagement: TO-GA switches), radio altitude, air/ground logic
switches. - Error detection: comparison between reference
values (N1 or EPR, speed) and actual values. - Signal processing
(control laws of the thrust lever displacement according to error
signal) - Ouputs: AT servo actuator - Feedback: Thrust Lever
Angle (TLA), data from ADC (TAS, Mach number), engine
parameters (N1 or EPR).
492 State the existence of AT systems where thrust modes are 022.09.00.00.04 022.09.01.01.03
determined by the lever position (no thrust mode panel or
thrust rating panel, no TOGA switches).
494 022.09.01.01.05
495 022.09.01.01.06
496 022.09.01.01.07
497 022.09.01.01.08
498 022.09.01.01.09
506 State that the satellite communication networks do not cover 022.10.01.01.05
extreme polar regions.
507 Define downlink and uplink communications. 022.10.01.01.06 022.10.01.01.05
509 Name the two following datalink service providers: - SITA - 022.10.01.02.01
ARINC and state their function.
510 Systems: architecture, design and operation 022.10.01.02 022.10.01.02
511 Describe the ACARS network. 022.10.01.02.02 022.10.01.02.01
512 Describe the two following systems using the VHF/HF/Satcom 022.10.01.02.03 022.10.01.02.02
datalink transmission: - ACARS (Aircraft Communication
Addressing and Reporting System, - ATSU (Air Traffic Service
Unit).
513 List and describe the following possible on-board components 022.10.01.02.04 022.10.01.02.03
of an ATSU: - Communications Management Unit
(VHF/HF/SATCOM) - Data Communication Display Unit (DCDU) -
Multi Control Display Unit (MCDU) for AOC, ATC and messages
from the crew (downlink communication) - ATC message visual
warning - Printer.
515 Give examples of Air Traffic Communications (ATC) datalink 022.10.01.02.06 022.10.01.02.05
messages such as: - Departure clearance - Oceanic clearance.
519 Define and explain the FANS concept (including FANS A and 022.10.02.00.02 022.10.02.01.02
FANS B).
522 Compare the ADS application with the Secondary Surveillance 022.10.02.00.05 022.10.02.01.04
Radar function and the CPDLC application with VHF
communication systems.
523 State that an ATC Centre can use the ADS application only, or 022.10.02.00.06 022.10.02.01.05
the CPDLC application only or both of them (not including AFN).
524 Describe a notification phase (LOG ON) and state its purpose. 022.10.02.00.07 022.10.02.01.06
525 List the different types of messages of the CPDLC function and 022.10.02.00.08 022.10.02.01.07
give examples of CPDLC datalink messages.
526 List the different types of ADS contracts: - periodic - on demand 022.10.02.00.09 022.10.02.01.08
- on event. - emergency mode.
527 State that the controller can modify the ‘periodic’, ‘on demand’ 022.10.02.00.10
and ‘on event’ contracts or the parameters of these contracts
(optional data groups) and that these modifications do not
require crew notification.
529 Remark: The use of a FMS as a navigation system is detailed in Remark 022.11.00.00
Radio Navigation (062), reference 062 05 04 00.
533 Explain that a flight management system has the ability to 062.05.04.01.02 022.11.01.01.01
monitor and direct both navigation and performance of the
flight.
(Moved and merged into 022.11.01.01.01)
534 State that the centre of the flight management system is the 062.05.04.02.01 022.11.01.01.02
FMC with its stored navigation and performance data.
(Moved and merged into 022.11.01.01.02)
537 Describe the different possible configuration of this architecture 022.11.01.00.03 022.11.01.01.03
during degraded modes of operation.
538 List the possible inputs and outputs of an FMS. Remark: No 022.11.01.00.04 022.11.01.01.04
standard of FMS can be given, because the FMS is type related
to an aircraft manufacturer and the FMS standard is defined by
the airline customer.
539 Describe the interfaces of the FMS with AFCS. 022.11.01.00.05 022.11.01.01.04
(Merged into 022.11.01.01.04)
540 Describe the interfaces of the FMS with the AT system. 022.11.01.00.06 022.11.01.01.04
(Merged into 022.11.01.01.04)
541 Explain the two functions common to all FMS systems: - 062 05 04 01 03 022.11.01.01.05
Automatic navigation LNAV (lateral navigation) - Flight path
management VNAV (vertical navigation).
(Moved and merged into 022.11.01.01.05)
549 022.11.02.01.03
550 State that the navigational database is write protected, but 062.05.04.03.03 022.11.02.01.04
additional space exists so that crew created navigational data
may be saved in the computer memory. Such additional data
will also be deleted at the 28 days navigational update of the
database.
(Moved from the subject 062.05.04.03.03)
551 022.11.02.01.05
552 022.11.02.02
553 Explain that a flight management system has the ability to 062.05.04.01.02 022.11.02.02.01
monitor and direct both navigation and performance of the
flight.
(Moved from the subject 062.05.04.01.02)
554 022.11.02.02.02
555 022.11.02.02.03
561 State that the following are typical output data from the FMC: - 062.05.04.05.02 022.11.03.01.01
Command signals to the flight directors and autopilot -
Command signals to the auto-throttle - Information to the EFIS
displays through the symbol generator - Data to the CDU and
various annunciators.
(Moved and merged into 022.11.03.01.01)
562 State the difference between computations based on measured 022.11.03.00.02 022.11.03.01.02
data (use of sensors) and computations based on database
information and give examples.
563 State the following are typical input data to the FMC: - Time - 062.05.04.05.01 022.11.03.01.02
Fuel flow - Total fuel - TAS, altitude, vertical speed, Mach
number and outside air temperature from the air data
computer (ADC) - DME and radial information from the VHF
NAV receivers - Air/ground position - Flap/slat position - IRS and
GPS positions - CDU (control and display unit) entries.
(Moved and merged into 022.11.03.01.02)
566 Describe fuel computations with standard and non-standard 022.11.03.00.05 022.11.03.01.04
configurations including one-engine out, landing gear down,
flaps, spoilers, use of the anti-ice system, increase of
consumption due to a MEL/CDL item, etc.
567 022.11.03.01.05
568 Describe automatic radio navigation and tuning (Comm, Nav). 022.11.03.00.06 022.11.03.01.06
569 State that modern FMS may use a range of sensors for 062.05.04.06.01 022.11.03.01.07
calculating the position of the aircraft including VOR, DME, GPS,
IRS and ILS.
(Moved from 062.05.04.06.01)
570 022.11.03.01.08
571 022.11.03.01.09
572 022.11.03.01.10
573 Man Machine Interface (Multi-Function Control Display Unit: 022.11.04.00 022.11.04.00
MCDU)
574 022.11.04.01
575 Give examples and describe the basic functions of the Man 022.11.04.00.01 022.11.04.01.01
Machine Interface (MCDU).
576 State that the communication link between the flight crew and 062.05.05.01.01 022.11.04.01.02
the FMC is the CDU.
(Moved and merged into 022.11.04.01.02)
577 State that the communication link between the flight crew and 062.05.05.01.01 022.11.04.01.02
the FMC is the CDU.
Moved and merged into 022.11.04.01.02)
578 Explain the main components of the CDU as follows: - CDU 062.05.05.01.02 022.11.04.01.02
display including the following terms - page title - data field -
scratchpad - Line select keys - Numeric keys - Alpha keys -
Function and mode keys used to select specific data pages on
the CDU display, to execute orders or to navigate to pages
through the data presented - Warning lights, message light and
offset light.
(Moved and merged into 022.11.04.01.02)
579 022.11.04.01.03
580 022.11.04.01.04
581 022.11.04.01.05
591 022.12.02.01.03
592 022.12.02.01.04
593 022.12.02.01.05
598 List the different types of stall warning systems. 022.12.03.00.03 022.12.03.01.02
601 022.12.03.01.04
605 List the different types of stall protection systems including the 022.12.04.00.02 022.12.04.01.02
difference between mechanical and fly-by-wire controls.
607 List the inputs and the outputs of a stall protection system. 022.12.04.00.04
608 Explain the difference between a stall warning system and a 022.12.04.00.05 022.12.04.01.03
stall protection system.
609 Overspeed warning 022.12.05.00 022.12.05.00
610 022.12.05.01
611 Explain the purpose of an overspeed warning system 022.12.05.00.01 022.12.05.01.01
(VMO/MMO pointer).
612 Explain the design of a mechanical VMO/MMO pointer. 022.12.05.00.02 022.12.05.01.03
(Merged into 022.12.05.01.03)
613 State that for large aeroplanes, an aural warning must be 022.12.05.00.03 022.12.05.01.02
associated to the overspeed warning if an electronic display is
used (see AMC 25.11 § 10.b.(2) p 2-GEN-22).
614 Give examples of VMO/MMO pointer: barber pole pointer, 022.12.05.00.04 022.12.05.01.03
barber pole vertical scale.
621 List and describe the different types of displays and possible 022.12.07.00.02 022.12.07.01.02
alerts.
622 Radio altimeter 022.12.08.00 022.12.08.00
623 022.12.08.01
624 State the function of a low altitude radio-altimeter. 022.12.08.00.01 022.12.08.01.01
625 Describe the principle of the distance (height) measurement. 022.12.08.00.02 022.12.08.01.02
627 List the different components of a radio-altimeter and describe 022.12.08.00.04 022.12.08.01.03
the different types of displays.
628 List the systems using the radio-altimeter information. 022.12.08.00.05 022.12.08.01.04
631 022.12.08.01.06
636 List the inputs and the outputs of a GPWS. 022.12.09.01.03 022.12.09.01.02
637 List and describe the different modes of operation of a GPWS. 022.12.09.01.04 022.12.09.01.03
641 List the inputs and the outputs of a TAWS/HTAWS. 022.12.09.02.03 022.12.09.02.02
642 Give examples of terrain displays and list the different possible 022.12.09.02.04 022.12.09.02.03
alerts.
643 Give examples of time response left to the pilot according to 022.12.09.02.05 022.12.09.02.04
look-ahead distance, speed and aircraft performances.
644 Explain why the TAWS/HTAWS must be coupled to a precise 022.12.09.02.06 022.12.09.02.05
position sensor.
645 022.12.09.02.06
646 Runway Awareness and Advisory System (To be introduced at 022.12.09.03 022.12.09.03
a later date.)
647 Explain that a Runway Awareness and Advisory System is a 022.12.09.03.01
software upgrade of the existing TAWS (EGPWS) to reduce
runway incursions.
653 Explain that ACAS II is an anti-collision system and does not 022.12.10.00.03 022.12.10.01.02
guarantee any specific separation.
654 Describe the purpose of an ACAS II system as an anti-collision 022.12.10.00.04 022.12.10.01.03
system.
655 Define a Resolution Advisory (RA) and a Traffic Advisory (TA). 022.12.10.00.05 022.12.10.01.04
656 State that resolution advisories are calculated in the vertical 022.12.10.00.06 022.12.10.01.05
plane only (climb or descent).
657 Explain the difference between a corrective RA and a preventive 022.12.10.00.07 022.12.10.01.06
RA (no modification of vertical speed).
658 Explain that if two aircraft are fitted with an ACAS II, the RA will 022.12.10.00.08 022.12.10.01.07
be co-ordinated.
659 State that ACAS II equipment can take into account several 022.12.10.00.09 022.12.10.01.08
threats simultaneously.
660 State that a detected aircraft without altitude reporting can 022.12.10.00.10 022.12.10.01.09
only generate a Traffic Advisory.
661 Describe the TCAS II system in relation to: - Antenna used. - 022.12.10.00.11 022.12.10.01.10
Computer and links with radio altimeter, air data computer and
mode S transponder.
664 State that standard detection range is approximately 30 NM. 022.12.10.00.14 022.12.10.01.12
667 Explain that in high density traffic areas the period can be 022.12.10.00.17 022.12.10.01.14
extended to 5 seconds and the transmission power reduction
can reduce the range detection down to 5 NM.
668 Identify the equipment, which an intruder must be fitted with 022.12.10.00.18 022.12.10.01.15
in order to be detected by TCAS II.
669 Explain the anti collision process: - that the criteria used to 022.12.10.00.19 022.12.10.01.16
trigger an alarm (TA or RA) are the time to reach the Closest
Point of Approach, called TAU, and the difference of altitude. -
that an intruder will be classified as Proximate when being less
than 6 NM and 1200 ft from the TCAS equipped aircraft - that
the limit time to CPA is different depending on aircraft altitude,
linked to a sensitivity level (SL) and state that the value to
trigger a RA is from 15 to 35 seconds. - that, in case of RA, the
intended vertical separation varies from 300 to 600 ft ( 700 ft
above FL420 ), depending on the SL - that below 1000 ft above
ground, no RA can be generated. - that below 1450 ft (radio
altimeter value) "Increase descent" RA is inhibited. - that, in
high altitude, performances of the type of aircraft are taken in
account to inhibit "Climb" and "Increase Climb" RA.
670 List and interpret the following information available from 022.12.10.00.20 022.12.10.01.17
TCAS: - the different possible status for a detected aircraft:
other, proximate, intruder. - the appropriate graphic symbols
and their position on the horizontal display. - different aural
warnings.
673 Explain that the pilot must not interpret the horizontal track of 022.12.10.00.23 022.12.10.01.19
an intruder upon the display.
674 Rotor/engine overspeed alert system 022.12.11.00 022.12.11.00
675 Design, operation, displays, alarms 022.12.11.01 022.12.11.01
676 Describe the basic design principles, operation, displays and 022.12.11.01.01 022.12.11.01.01
warning/alarm systems fitted to different helicopters.
683 Describe an Attitude and Director Indicator (ADI) and a 022.13.02.00.01 022.13.02.01.01
Horizontal Situation Indicator (HSI).
684 List all the information that can be displayed for either 022.13.02.00.02 022.13.02.01.02
instruments.
685 Electronic flight instrument systems (EFISs) 022.13.03.00 022.13.03.00
686 Design, operation 022.13.03.01 022.13.03.01
687 List and describe the different components of an EFIS. 022.13.03.01.01
688 List the following possible inputs and outputs of an EFIS: - 022.13.03.01.02 022.13.03.01.01
control panel - display units - symbol generator - remote light
sensor.
690 State that FMS equipped aircraft, typically has two displays on 062.05.05.02.01 022.13.03.01.02
the instrument panel in front of each pilot.
(Moved and merged into 022.13.03.01.02)
691 022.13.03.01.03
692 022.13.03.01.04
693 022.13.03.01.05
694 Primary flight display (PFD), electronic attitude director 022.13.03.02 022.13.03.02
indicator (EADI)
695 State that a PFD (or an EADI) presents a dynamic color display 022.13.03.02.01 022.13.03.02.01
of all the parameters necessary to control the aircraft.
696 List and describe the following information that can also be 022.13.03.02.03 022.13.03.02.01
displayed on the Primary Flight Display (PFD) unit of an
aeroplane: - Take off and landing reference speeds - minimum
airspeed - lower selectable airspeed - Mach number.
697 State that the following data are typically displayed on the 062.05.05.02.02 022.13.03.02.01
attitude display: - Attitude information - Flight director
command bars - Radio height and barometric altitude - Course
deviation indication - Glide path information (when an ILS is
tuned) - Speed information.
(Moved and merged into 022.13.03.02.01)
698 List and describe the following information that can be 022.13.03.02.02 022.13.03.02.02
displayed on the Primary Flight Display (PFD) unit of an aircraft:
- Flight Mode Annunciation (Moved to 022.13.03.02.07)
- basic T: (Moved to 022.13.03.02.01)
- attitude (Moved to 022.13.03.02.02)
- IAS
- altitude (Moved to 022.13.03.02.05)
- heading/track indications (Moved to 022.13.03.02.06)
- vertical speed (Moved to 022.13.03.02.07)
- maximum airspeed warning
- selected airspeed (Moved to 022.13.03.02.03)
- speed trend vector (Moved to 022.13.03.02.03)
- selected altitude (Moved to 022.13.03.02.05)
- current barometric reference
- steering indications (FD command bars) (Moved to
022.13.03.02.02)
- selected heading (Moved to 022.13.03.02.06)
- Flight Path Vector (FPV) (Moved to 022.13.03.02.07)
- Radio altitude (Moved to 022.13.03.02.07)
- Decision height
- ILS indications (Moved to 022.13.03.02.07)
- ACAS (TCAS) indications (Moved to 022.13.03.02.07)
- failure flags and messages.
699 State that the following data are typically displayed on the 062.05.05.02.02 022.13.03.02.02
attitude display: - Attitude information - Flight director
command bars - Radio height and barometric altitude - Course
deviation indication - Glide path information (when an ILS is
tuned) - Speed information.
(Moved and merged into 022.13.03.02.02)
700 List and describe the following information that can be 022.13.03.02.02 022.13.03.02.03
displayed on the Primary Flight Display (PFD) unit of an
aircraft: ...
- selected airspeed
- speed trend vector
...
701 State that the following data are typically displayed on the 062.05.05.02.02 022.13.03.02.03
attitude display: - Attitude information - Flight director
command bars - Radio height and barometric altitude - Course
deviation indication - Glide path information (when an ILS is
tuned) - Speed information.
(Moved and merged into 022.13.03.02.03)
702 State that the following data are typically displayed on the 062.05.05.02.02 022.13.03.02.04
attitude display: - Attitude information - Flight director
command bars - Radio height and barometric altitude - Course
deviation indication - Glide path information (when an ILS is
tuned) - Speed information.
(Moved from 062.05.05.02.02)
703 List and describe the following information that can be 022.13.03.02.02 022.13.03.02.05
displayed on the Primary Flight Display (PFD) unit of an
aircraft: ...
- altitude
- selected altitude
...
704 State that the following data are typically displayed on the 062.05.05.02.02 022.13.03.02.05
attitude display: - Attitude information - Flight director
command bars - Radio height and barometric altitude - Course
deviation indication - Glide path information (when an ILS is
tuned) - Speed information.
(Moved from 062.05.05.02.02)
705 List and describe the following information that can be 022.13.03.02.02 022.13.03.02.06
displayed on the Primary Flight Display (PFD) unit of an aircraft:
...
- heading/track indications
- selected heading
...
706 List and describe the following information that can be 022.13.03.02.02 022.13.03.02.07
displayed on the Primary Flight Display (PFD) unit of an aircraft:
...
- Flight Path Vector (FPV)
- Radio altitude
- ILS indications
- ACAS (TCAS) indications
...
707 State that the following data are typically displayed on the 062.05.05.02.02 022.13.03.02.07
attitude display: - Attitude information - Flight director
command bars - Radio height and barometric altitude - Course
deviation indication - Glide path information (when an ILS is
tuned) - Speed information.
(Moved and merged into 022.13.03.02.07)
711 State the following typical modes of the navigation display: - 062.05.05.03.01 022.13.03.03.02
Full VOR/ILS mode showing the whole compass rose - Expanded
(arc) VOR/ILS mode showing the forward 90° sector - Map
mode - Plan mode.
(Moved and merged into 022.13.03.03.02)
712 List and explain the following information that can be displayed 022.13.03.03.03 022.13.03.03.03
with the MAP (or ARC) mode on a Navigation Display (ND) unit:
- selected and current track - selected and current heading
(magnetic or true north reference) - cross track error - origin
and destination airport with runway selected - bearings To or
From the tuned and selected stations - active and/or secondary
flight plan - range marks - ground speed - TAS and Ground
Speed - wind direction and speed - next waypoint distance and
estimated time of arrival - additional navigation facilities (STA),
waypoint (WPT) and airports (ARPT) - weather radar
information - traffic information from the ACAS (TCAS) - terrain
information from the TAWS or HTAWS (EGPWS) - failure flags
and messages.
713 List and interpret the following information typically shown on a 062.05.05.04.01 022.13.03.03.03
navigation display in "Full VOR/ILS" mode: - The map display
will be in full VOR mode when a VOR frequency is selected and
full ILS mode when an ILS frequency is selected on the VHF NAV
frequency selector. - DME distance to selected DME station. - A
full 360° compass rose. At the top of the compass rose present
heading is indicated and shown as digital numbers in a heading
box. Next to the heading box is indicated if the heading is true
or magnetic. True heading is available on aircraft with IRS. A
triangle (different symbols are used on different aircraft) on the
compass rose indicates present track. Track indication is only
available when the FMC navigation computer is able to
compute aircraft position A square symbol on the outside of the
compass rose indicates the selected heading for the autopilot,
and if "heading select" mode is activated on the autopilot this is
the heading the aircraft will turn to. Within the compass rose a
CDI is shown. On the CDI the course pointer points to the
selected VOR/ILS course SET on the OBS. On the CDI the course
deviation bar will indicate angular deflection from selected
VOR/ILS track. Full scale deflection side to side in VOR mode is
20°, and 5° in ILS mode. In VOR mode a TO/FROM indication is
shown on the display. The selected ILS/VOR frequency is
shown. ILS or VOR mode is shown according to selected
frequency. If an ILS frequency is selected a glide path deviation
scale is shown.
(Moved and merged into 022.13.03.03.03, 022.13.03.03.04)
714 A wind arrow indicating wind direction according to the 062.05.05.04.02 022.13.03.03.03
compass rose, and velocity in numbers next to the arrow.
(Moved and merged into 022.13.03.03.03, 022.13.03.03.04)
715 Given an EFIS navigation display in full VOR/ILS mode, read off 062.05.05.04.03 022.13.03.03.03
the following information: - Heading (Magnetic/True) - Track
(Magnetic/True) - Drift - Wind correction angle - Selected
course - Actual radial - Left or right of selected track - Above or
below the glide path - Distance to the DME station - Selected
heading for the autopilot heading select bug - Determine if the
display is in VOR or ILS rose mode.
(Moved and merged into 022.13.03.03.03, 022.13.03.03.04)
716 Given an EFIS navigation display in expanded VOR/ILS mode, 062.05.05.04.04 022.13.03.03.03
read off the following information: - Heading (Magnetic/True) -
Track (Magnetic/True) - Drift - Wind correction angle -
Tailwind/headwind - Wind velocity - Selected course - Actual
radial - Left or right of selected track - Above or below the glide
path - Distance to the DME station - Selected heading for the
autopilot heading select bug - State if the display is in VOR or
ILS rose mode.
(Moved and merged into 022.13.03.03.03, 022.13.03.03.04)
717 Given an EFIS navigation display in map mode, read off the 062.05.05.04.05 022.13.03.03.03
following information: - Heading (Magnetic/True) - Track
(Magnetic/True) - Drift - Wind correction angle -
Tailwind/headwind - Wind velocity - Left or right of the FMS
track - Distance to active waypoint; - ETO next waypoint -
Selected heading for the autopilot heading select bug -
Determine if a depicted symbol is a VOR/DME station or an
airport - Determine if a specific waypoint is part of the FMS
route.
(Moved and merged into 022.13.03.03.03, 022.13.03.03.04)
718 List and explain the following information that can be displayed 022.13.03.03.04 022.13.03.03.04
with the VOR/APP (or ROSE VOR/ROSE LS) mode on a
Navigation Display (ND) unit: - selected and current track -
selected and current heading (magnetic or true north
reference) - VOR course or ILS localizer course - VOR (VOR or
ROSE VOR mode) or LOC course deviation (APP or ROSE LS) -
Glide Slope pointer (APP or ROSE LS) - Frequency or identifier of
the tuned station - ground speed - TAS and Ground Speed -
Wind direction and speed - Failure flags and messages.
719 List and interpret the following information typically shown on a 062.05.05.04.01 022.13.03.03.04
navigation display in "Full VOR/ILS" mode: - The map display
will be in full VOR mode when a VOR frequency is selected and
full ILS mode when an ILS frequency is selected on the VHF NAV
frequency selector. - DME distance to selected DME station. - A
full 360° compass rose. At the top of the compass rose present
heading is indicated and shown as digital numbers in a heading
box. Next to the heading box is indicated if the heading is true
or magnetic. True heading is available on aircraft with IRS. A
triangle (different symbols are used on different aircraft) on the
compass rose indicates present track. Track indication is only
available when the FMC navigation computer is able to
compute aircraft position A square symbol on the outside of the
compass rose indicates the selected heading for the autopilot,
and if "heading select" mode is activated on the autopilot this is
the heading the aircraft will turn to. Within the compass rose a
CDI is shown. On the CDI the course pointer points to the
selected VOR/ILS course SET on the OBS. On the CDI the course
deviation bar will indicate angular deflection from selected
VOR/ILS track. Full scale deflection side to side in VOR mode is
20°, and 5° in ILS mode. In VOR mode a TO/FROM indication is
shown on the display. The selected ILS/VOR frequency is
shown. ILS or VOR mode is shown according to selected
frequency. If an ILS frequency is selected a glide path deviation
scale is shown.
(Moved and merged into 022.13.03.03.03, 022.13.03.03.04)
720 A wind arrow indicating wind direction according to the 062.05.05.04.02 022.13.03.03.04
compass rose, and velocity in numbers next to the arrow.
(Moved and merged into 022.13.03.03.03, 022.13.03.03.04)
721 Given an EFIS navigation display in full VOR/ILS mode, read off 062.05.05.04.03 022.13.03.03.04
the following information: - Heading (Magnetic/True) - Track
(Magnetic/True) - Drift - Wind correction angle - Selected
course - Actual radial - Left or right of selected track - Above or
below the glide path - Distance to the DME station - Selected
heading for the autopilot heading select bug - Determine if the
display is in VOR or ILS rose mode.
(Moved and merged into 022.13.03.03.03, 022.13.03.03.04)
722 Given an EFIS navigation display in expanded VOR/ILS mode, 062.05.05.04.04 022.13.03.03.04
read off the following information: - Heading (Magnetic/True) -
Track (Magnetic/True) - Drift - Wind correction angle -
Tailwind/headwind - Wind velocity - Selected course - Actual
radial - Left or right of selected track - Above or below the glide
path - Distance to the DME station - Selected heading for the
autopilot heading select bug - State if the display is in VOR or
ILS rose mode.
(Moved and merged into 022.13.03.03.03, 022.13.03.03.04)
723 Given an EFIS navigation display in map mode, read off the 062.05.05.04.05 022.13.03.03.04
following information: - Heading (Magnetic/True) - Track
(Magnetic/True) - Drift - Wind correction angle -
Tailwind/headwind - Wind velocity - Left or right of the FMS
track - Distance to active waypoint; - ETO next waypoint -
Selected heading for the autopilot heading select bug -
Determine if a depicted symbol is a VOR/DME station or an
airport - Determine if a specific waypoint is part of the FMS
route.
(Moved and merged into 022.13.03.03.03, 022.13.03.03.04)
724 List and explain the following information that can be displayed 022.13.03.03.05 022.13.03.03.05
with the PLAN mode on a Navigation Display (ND) unit: -
selected and current track - origin and destination airport with
runway selected - active and/or secondary flight plan - range
marks - ground speed - TAS and Ground Speed - wind direction
and speed - next waypoint distance and estimated time of
arrival - additional navigation facilities (STA), waypoint (WPT)
and airports (ARPT) - failure flags and messages.
727 Given an EFIS navigation display in plan mode, read off the 062.05.05.04.06 022.13.03.03.06
following information: - Heading (Magnetic/True) - Track
(Magnetic/True) - Drift - Wind correction angle - Distance to
active waypoint - ETO active waypoint - State selected heading
for the autopilot heading select bug - Measure and state true
track of specific FMS route track.
(Moved amd merged from 062.05.05.04.06)
728 022.13.03.03.07
729 022.13.03.03.08
730 Engine parameters, crew warnings, aircraf systems, procedure 022.13.04.00 022.13.04.00
and mission display systems
731 022.13.04.01
732 State the purpose of the following systems: - engine 022.13.04.00.01 022.13.04.01.01
instruments centralised display unit - crew alerting system
associated with an electronic check list display unit - aircraft
systems display unit enables the display of normal and
degraded modes of operation of the aircraft systems.
733 For each system, describe the architecture and give examples of 022.13.04.00.02 022.13.04.01.02
display.
734 Give the following different names by which engine parameters, 022.13.04.00.03 022.13.04.01.03
crew warnings,aircraft systems and procedures display systems
are known: - Multi Function Display Unit (MFDU) - Engine
Indication and Crew alerting systems (EICAS) - Engine and
Warning Display (EWD) - Electronic Centralised Aircraft Monitor
(ECAM).
735 Give the names of the following different display systems and 022.13.04.00.04 022.13.04.01.04
describe their main functions - Vehicle Engine Monitoring
Display (VEMD) - Integrated Instruments Display System (IIDS).
737 For each system, describe the architecture and give examples of 022.13.04.00.06 022.13.04.01.06
display.
738 022.13.04.01.07
739 022.13.04.01.08
740 022.13.04.01.09
745 Electronic Flight Bag (EFB) (to be introduced at a later date) 022.13.06.00 022.13.06.00
746 022.13.06.01
747 022.13.06.01.01
748 022.13.06.01.02
749 022.13.06.01.03
750 022.13.06.01.04
751 022.13.07.00
752 022.13.07.01
753 022.13.07.01.01
754 022.13.07.01.02
755 022.13.07.01.03
756 022.13.07.01.04
757 022.13.07.01.05
758 022.13.07.01.06
760 State the basic technologies used for this equipment and its 022.14.00.00.01
performances. Remark: No knowledge of the applicable
operational requirements is necessary.
764 List the main components of a CVR: - a shock resistant tape 022.14.01.00.02 022.14.01.01.02
recorder associated with an underwater locating device - an
area microphone - a control unit with the following controls:
auto/on, test and erase and a headset jack.
765 List the following main parameters recorded on the CVR: - voice 022.14.01.00.03 022.14.01.01.03
communications transmitted from or received on the flight deck
- the aural environment of the flight deck - voice
communication of flight crew members using the aeroplane’s
interphone system - voice or audio signals introduced into a
headset or speaker - voice communication of flight crew
members using the public address system, when installed.
769 List the main components of a FDR: - a data interface and 022.14.02.00.02 022.14.02.01.02
acquisition unit - a recording system (digital flight data recorder)
- two control units (start sequence, event mark setting).
770 List the following main parameters recorded on the FDR: - time 022.14.02.00.03 022.14.02.01.03
or relative time count - attitude (pitch and roll) - airspeed -
pressure altitude - heading - normal acceleration -
propulsive/thrust power on each engine and cockpit
thrust/power lever position if applicable - flaps/slats
configuration or cockpit selection - ground spoilers and/or
speed brake selection.
771 State that additional parameters can be recorded according to 022.14.02.00.04 022.14.02.01.04
FDR capacity and the applicable operational requirements.
775 State that the HOMP software consists of three integrated 022.14.03.01.02 022.14.03.01.02
modules: - Flight Data Events (FDE) - Flight Data Measurements
(FDM) - Flight Data Traces (FDT).
776 Describe and explain the information flow of HOMP. 022.14.03.01.03 022.14.03.01.03
778 Integrated health and usage monitoring system (IHUMS): 022.14.03.02 022.14.03.02
design, operation, performance
779 Describe the main features of IHUMS : - Rotor System Health - 022.14.03.02.01 022.14.03.02.01
Cockpit Voice / Flight Data Recorder - Gearbox System Health -
Engine Health - Exceedance Monitoring - Usage Monitoring -
Transparent operation - Ground Station Features - Exceedance
Monitoring - Monitoring - Gearbox Health - Rotor Track &
Balance - Engine Performance Trending - Usage Monitoring -
Quality Controlled to Level 2.
781 Summarise the benefits of IHUMS including: - Reduced risk of 022.14.03.02.03 022.14.03.02.03
catastrophic failure of rotor or gearbox - Improved rotor track &
balance giving lower vibration levels - Accurate recording of
flight exceedances - Cockpit Voice Recorder / Flight Data
Recorder allows accurate accident / incident investigation &
HOMP - Maintenance Cost Savings.
786 State that maintenance messages sent by an ACMS can be 022.14.03.03.03 022.14.03.03.03
transmitted without crew notification.
787 022.14.03.03.04
788 022.14.03.03.05
789 022.14.03.03.06
795 State the existence of the different buses and their function. 022.15.01.00.03 022.15.01.01.02
799 Describe the principle of the following technologies used for 022.15.01.00.07
memories : - chip circuit - magnetic disk - optical disk.
801 State the difference between assembly languages, high level 022.15.02.00.01
languages and scripting languages.
802 Define the term ‘operating system’ (OS) and give different 022.15.02.00.02
examples including airborne systems such as FMS or ATSU (for
aeroplanes only).
804 List the specific levels of safety criticality according to document 022.15.02.00.04
EUROCAE ED-12B.
Moved to/from New syllabus text
Text unmodified
Renumbered
Deleted
same
New
AIRCRAFT GENERAL KNOWLEDGE - INSTRUMENTATION x
SENSORS AND INSTRUMENTS x
Pressure gauge x
Units for pressure, sensor types, measurements x
Define ‘pressure’, ‘absolute pressure’ and ‘differential pressure’. x x
Temperature sensing x
Units for temperature, measurements x
Explain temperature. x x
Fuel flowmeters x
Fuel flow, units for fuel flow, total fuel consumption x
Define ‘fuel flow’ and where it is measured. x x
Tachometer x
Types, operating principles, units for engine speed x
List the following types of tachometers, describe their basic x
operating principle and give examples of use: mechanical
(rotating magnet); electrical (three-phase tacho-generator);
electronic (impulse measurement with speed probe and phonic
wheel); and describe the operating principle of each type.
Explain the typical units for engine speed: rpm for piston- x
engine aircraft; - percentage for turbine-engine aircraft.
Explain that some types of rpm indicators require electrical x
power to provide an indication.
Thrust measurement x
Parameters, operating principle x
List and describe the following two parameters used to x x
represent thrust: N1; - EPR.
Explain the operating principle of using an engine with EPR x
indication and explain the consequences of incorrect or missing
EPR to the operation of the engine, including reverting to N1
mode.
Engine torquemeter x
Torque, torquemeters x
Define ‘torque’. x x
List the following units used for torque: Newton meters; inch or x x
foot pounds.
State that engine torque can be displayed as a percentage. x x
List and describe the following different types of torquemeters, x x
and explain their operating principles: mechanical; electronic.
Synchroscope x
Purpose, operating principle, display x
State the purpose of a synchroscope. x x
Engine-vibration monitoring x
Purpose, operating principle of a vibration-monitoring system, x
display
State the purpose of a vibration-monitoring system for a jet x x
engine.
Describe the operating principle of a vibration-monitoring x x
system using the following two types of sensors: piezoelectric
crystal; magnet.
Time measurement x
On-board clock x
Explain that the on-board aircraft clock provides a time x
reference for several of the on-board systems including aircraft
communications addressing and reporting system (ACARS) and
engine and systems maintenance.
Temperature measurement x
Definitions x
Define the following and explain the relationship between
them: outside air temperature (OAT); total air temperature
(TAT); - static air temperature (SAT).
Give examples of systems that use the AoA as an input, such as: x x
air-data computer; stall warning systems; flight-envelope
protection systems.
Altimeter x
Units, terms, types, operating principles, displays, errors, x
corrections
x
List the following two units used for altimeters and state the x x
relationship between them: feet; metres.
Define the following terms: height, altitude; indicated altitude, x x
true altitude; pressure altitude, density altitude.
Describe the following ASI errors and state when they must be x
considered: pitot/static system errors; instrument errors;
position errors; compressibility errors; density errors.
Define and explain the following colour codes that can be used x
on an ASI: green arc (normal operating speed range); red line
(VNE); - blue line (maximum airspeed during autorotation).
Machmeter x
Operating principle, display, CAS, TAS and Mach number x
List the following possible input data: TAT; static pressure; total x x
pressure; measured temperature; AoA; flaps position; landing
gear position; stored aircraft data.
Flux valve x
Purpose, operating principle, location, errors x
Explain the purpose of a flux valve. x x
Explain that a flux valve does not suffer from the same x
magnitude of errors as a direct-reading magnetic compass
when turning, accelerating or decelerating and during pitch-up
or pitch-down manoeuvres.
GYROSCOPIC INSTRUMENTS x
Gyroscope: basic principles x
Gyroscopic forces, degrees of freedom, gyro wander, driving x
gyroscopes
Define a ‘gyro’. x x
Explain the relation between bank angle, rate of turn and TAS, x
and how bank angle becomes the limiting factor at high speed
(no calculations).
x
x
Directional gyroscope x
Purpose, types, drif, alignment to compass heading x
Explain the purpose of the directional gyroscope. x x
Explain how the directional gyroscope will drift over time due to x
the following: rotation of the Earth; aircraft manoeuvring;
aircraft movement over the Earth’s surface/direction of travel.
Explain that the AHRS senses rotation and acceleration for all x
three axes and senses the direction of the Earth’s magnetic field
where the indications are normally provided on electronic
screens (electronic flight instrument system (EFIS)).
INERTIAL NAVIGATION
Basic principles x
Systems x
See new LO reference below x x
Autopilot system x
Design and operation x
Define the three basic control channels. x x
Describe the purpose of control laws for pitch and roll modes. x x
x
x
x
Explain why the flight director must be followed when x
engaged/shown, and describe the appropriate use of the flight
director: flight director only; autopilot only; flight director and
autopilot; typical job-share between pilots (pilot flying
(PF)/pilot monitoring (PM)) for selecting the parameters when
autopilot is engaged versus disengaged; highlight when the
flight director should not be followed or should be disengaged..
Explain how the modes available for the flight director are the x
same as those available for the autopilot, and that the same
panel (FCU/MCP) is normally used for selection.
Describe where the FMAs are normally shown and how the x
FMAs will be divided into sections (as applicable to aircraft
complexity): vertical modes; lateral modes; autothrust modes;
autopilot and flight director annunciators; landing capability.
Autoland x
Design and operation x
Explain the purpose of an autoland system. x x
Failures x
Explain the various redundancies and independent systems that x
are built into the AFCSs.
Appreciate that the pilot can override the system in the event of x
a failure.
Explain a series actuator ‘hard over’ which equals aircraft x
attitude runaway.
Explain the consequences of a saturation of the series x
actuators.
Components: operation x
Basic sensors x
Explain the basic sensors in the system and their functions. x
Actuators x
Explain the principles of operation of the series and parallel x
actuators, spring-box clutches and the autotrim system.
Operation x
Explain the functions of the redundant sensors’ simplex and x
duplex channels (single/dual channel).
Stability augmentation system (SAS) x
General principles and operation x
Explain the general principles and operation of an SAS with x
regard to: rate damping; short-term attitude hold; effect on
static stability; effect on dynamic stability; aerodynamic cross-
coupling; effect on manoeuvrability; control response;
engagement/disengagement; authority.
Explain the safety design features built into some SASs to limit x
the authority of the actuators to 10–20 % of the full-control
throw in order to allow the pilot to override if actuators
demand an unsafe control input.
Explain how cross-coupling produces an adverse effect on roll- x
to-yaw coupling when the helicopter is subjected to gusts.
State that the AFCP provides: AFCS basic and upper modes; x
flight director selection, SAS and AP engagement; failure and
alert messages.
Define ‘Mach trim’ and state that the Mach-trim system can be x x
independent.
Describe the implications for the pilot in the event of a runaway x
trim or significant out-of-trim state.
x
Yaw damper x
Design and operation x
Explain the purpose of the yaw-damper system. x x
x
Describe the two main variants of autothrust systems: mode x
selections available on the FCU/MCP and thrust levers move
with autothrust commands; mode selections made using the
thrust levers which remain static during autothrust operation.
COMMUNICATION SYSTEMS x
Voice communication, data-link transmission x
Definitions and transmission modes x
Describe the purpose of a data-link transmission system.
Describe the systems using the ACARS network through the air x
traffic service unit (ATSU) suite: aeronautical/airline operational
control (AOC); air traffic control (ATC).
x
List and explain the following FANS A/FANS 1 applications: ATS x x
facility notification (AFN); automatic dependent surveillance
(ADS); CPDLC.
State that an ATCU can use the ADS application only, or the x x
CPDLC application only, or both of them (not including AFN).
List and describe the different types of ADS contracts that are x
controlled by the ATCU and beyond the control of the pilot:
periodic: data sent at set time intervals; on demand: data sent
when requested; on event: data sent when an event occurs
(e.g. heading change, climb initiated, etc.); emergency mode.
Design x
Purpose, architecture, failures, functions x
Explain the purpose of an FMS. x
Moved from Explain how the FMS may provide the following x
subject 062 functions:
— navigation;
— lateral and vertical flight planning;
— performance parameters.
FMC databases x
Navigation database x
Explain the purpose of, and describe typical content of, the x
navigation database.
Moved from Explain that the pilot cannot change or overwrite any of the x
subject 062 data in the navigation database and that any user-defined
waypoints, routes and inputted data will be erased when a
different database is activated.
Moved from Explain typical position inputs to an FMS: GPS; IRS; DME; VOR; x
subject 062 LOC; runway threshold (RWY THR).
Explain how the FMS will create its own FMS position fix and x
that the FMS calculations will be based on the FMS position.
Depending on the type of system, the FMS position may be
calculated from: a single source of position data where the
most accurate data available at a given time will be used;
multiple sources from which a position will be derived using the
combined inputs.
Moved from Describe the typical layout of a CDU/MCDU and the general x x
subject 062 purpose of the following: screen; line select keys; menu select
keys; alphanumerical keys.
Explain the difference between the stall warning speed and the x
actual stalling speed of the aeroplane.
Stall protection x
Function, types x
Describe the function of a stall protection system. x
Take-off warning x
Purpose x
Explain the purpose of a take-off warning system and list the x
typical abnormal situations which generate a warning (see AMC
25.703, paragraphs 4 and 5).
Radio altimeter x
Purpose, range, displays, incorrect indications x
Explain the purpose of a low-altitude radio altimeter. x
ACAS/TCAS x
Principles and operations x
State that ACAS II is an ICAO standard for anti-collision x x
purposes.
x
Explain that if two aircraft are fitted with ACAS II, the RA will be x x
coordinated.
State that ACAS II equipment can take into account several x x
threats simultaneously.
State that a detected aircraft without altitude-reporting can x
only generate a TA; describe typical type of traffic and how this
can create distractions during flight in certain areas of
significant air traffic activity.
State the typical standard detection range for TCAS II: 35–40 x
NM horizontally; approximately 2 000 ft above and below (any
setting); extension to approximately 10 000 ft above (ABV
selected) or approximately 10 000 ft below (BLW selected).
Explain that the pilot must not interpret the horizontal track of x x
an intruder upon the display.
Rotor/engine overspeed alert system x
Design, operation, displays, alarms x
Describe the basic design principles, operation, displays and x
warning/alarm systems fitted to different helicopters.
Moved from Describe the typical layout of the EFIS display units and how x
subject 062 there may be a facility to transfer the information from one
display unit on to another if a display unit fails.
Moved from Explain the Mach number indications and how a selected Mach x
subject 062 number is presented with the speed bug on a corresponding
IAS on the speed tape with the Mach number shown as a
numerical indication outside the speed tape.
Describe the typical design of the altitude information: rolling x
altitude scale with numerical read-out of current altitude;
altimeter pressure setting; bug/indication for selected altitude;
means of highlighting the altitude if certain criteria are met.
Moved from Explain the purpose of PLAN mode and its characteristics such x
subject 062 as: no compass information; north is up on the display unit at
all times; the centre waypoint is the selected waypoint on the
FMS CDU; scrolling through the flight plan on the FMS CDU will
shift the map view along the flight path; the aircraft symbol will
be positioned in the appropriate place along the flight path;
using PLAN mode as the primary mode during flight may lead to
disorientation and loss of situational awareness.
Explain the term ‘bus’ being used as a term for a facility (wiring, x
optical fibre, etc.) transferring data between different parts of a
computer, both internally and externally.
x
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Old syllabus text Old syllabus
Index reference
23 Load terms (including Fuel Terms) Remark - see also subject 033. 031.02.01.02
Define the following load terms: - Payload/Traffic load - Block Fuel - Taxi Fuel - 031.02.01.02.01
24 Take off Fuel - Trip Fuel - Reserve Fuel (Contingency, Alternate, Final Reserve
and Additional Fuel) - Extra Fuel.
Explain the relationship between the various load and mass components 031.02.01.02.02
25 listed above.
Calculate mass of particular components by given the other components. 031.02.01.02.03
26
Convert fuel mass, volume and density given in different units used in 031.02.01.02.04
27 aviation.
28 Mass limits 031.02.02.00
29 Structural limitations 031.02.02.01
30 Define the following structural limitations: 031.02.02.01.01
31 Maximum Zero Fuel Mass. 031.02.02.01.02
32 Maximum Ramp/Taxi Mass. 031.02.02.01.03
33 Maximum Take-off Mass. 031.02.02.01.04
34 Maximum In-flight (Gross) Mass. 031.02.02.01.05
35 Maximum In-flight (Gross) Mass with external load. 031.02.02.01.06
36 Maximum Landing Mass. 031.02.02.01.07
37 Performance limitations 031.02.02.02
Define the following performance limitations: - Performance Limited Take off 031.02.02.02.01
38 Mass - Performance Limited Landing Mass - Regulated Take off Mass -
Regulated Landing Mass.
87
88
Extract and interpret entries from/in “Mass (weight) report” of an aircraft. 031.04.02.01.02
92
Calculation of mass and CG position of an aircraf using weighing data 031.04.02.02
93
Calculate the mass and CG position of an aircraft given reaction forces on 031.04.02.02.01
94 jacking points.
Extraction of basic empty mass and CG data from aircraf documentation 031.04.03.00
95
96 Basic Empty Mass (BEM) and/or Dry Operating Mass (DOM) 031.04.03.01
97 Extract values for BEM and/or DOM from given documents. 031.04.03.01.01
98 CG position and/or moment at BEM/DOM 031.04.03.02
Extract values for CG position and moment at BEM and/or DOM from given 031.04.03.02.01
99 documents.
100 Deviations from standard configuration 031.04.03.03
Extract values from given documents for deviation from standard 031.04.03.03.01
101 configuration as a result of varying crew, optional equipment, optional fuel
tanks etc.
127 Check that the Zero Fuel Mass Index is within limits. 031.05.02.04.02
Determine the Fuel Index using the "Fuel Index Correction Table" and 031.05.02.04.03
128 determine CG position as % MAC.
129 Check that the Take-off Mass Index is within limits. 031.05.02.04.04
130 Determine "Stabiliser Trim Units" for take-off. 031.05.02.04.05
131 Explain the difference between certified and operational CG limits. 031.05.02.04.06
132
133
137
138
139 Re-positioning of CG by shifing the load 031.05.03.01
Calculate the mass to be moved over a given distance, or to/from given 031.05.03.01.01
140 compartments, to establish a defined CG position.
Calculate the distance to move a given mass to establish a defined CG 031.05.03.01.02
141 position.
142
143
Re-positioning of CG by additional load or ballast 031.05.03.02
144
Calculate the amount of additional load or ballast to be loaded at a given 031.05.03.02.01
145 position or compartment to establish a defined CG position.
151 Floor area load and running load limitations in cargo compartments 031.06.02.00
152
Calculate the required floor contact area for a given load to avoid exceeding 031.06.02.00.01
153 the maximum permissible floor load of a cargo compartment.
Calculate the maximum mass of a container with given floor contact area to 031.06.02.00.02
154 avoid exceeding the maximum permissible floor load of a cargo compartment.
159
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MASS AND BALANCE - AEROPLANES/HELICOPTERS x
PURPOSE OF MASS-AND-BALANCE CONSIDERATIONS x
Mass limitations x
Importance with regard to structural limitations x
Describe the relationship between aircraft mass and structural stress. Remark: x
See also Subject 021 01 01 00.
Describe why mass must be limited to ensure adequate margins of strength.
Load terms (including fuel terms) Remark: See also Subject 033. x
Define the following load terms: payload/traffic load;. block fuel;. taxi fuel;. x
take-off fuel;. trip fuel;. reserve fuel (contingency, alternate, final reserve and
additional fuel);. extra fuel.
Convert fuel mass, fuel volume and fuel density given in different units used in x
aviation.
Mass limits x
Structural limitations x
x
Define the maximum zero fuel mass. x x
Define the maximum ramp/taxi mass. x x
Define the maximum take-off mass. x x
x
Define the maximum in-flight (gross) mass with external load. x x
Define the maximum landing mass. x x
Performance and regulated limitations x
Describe the following performance and regulated mass limitations:
performance-limited take-off mass;. performance-limited landing mass;.
regulated take-off mass;. regulated landing mass.
x
x
x
Lateral CG limits x
Extract the appropriate data from given sample documents. x
Details of passenger and cargo compartments x
Extract the appropriate data (e.g. seating schemes, compartment dimensions x
and limitations) from given sample documents.
Details of fuel system relevant to mass-and-balance considerations x
Extract the appropriate data (e.g. fuel-tank capacities and fuel-tank positions) x
from given sample documents.
Explain aircraft CG movement as flight progresses given location of fuel tank x
(inner wing, outer wing, central, additional aft central, horizontal stabiliser)
and mass of fuel consumed from that tank and aeroplane’s previous CG.
Explain advantages and risks associated with fuel tanks in the aeroplane’s fin x
or horizontal stabiliser.
Determination of aircraf empty mass and CG position by weighing x
Weighing of aircraf (general aspects) x
Describe the general procedure and regulations relating to when an aircraft
should be weighed, reweighed or data recalculated.
Remark: See the applicable operational requirements.
Calculate the mass and CG position of an aircraft from given reaction forces on x
jacking points.
Extraction of basic empty mass (BEM) and CG data from aircraf x
documentation
BEM or dry operating mass (DOM) x
Extract values for BEM or DOM from given documents. x
CG position or moment at BEM/DOM x
Extract values for CG position and moment at BEM or DOM from given x
documents.
Deviations from standard configuration x
Extract values from given documents for deviation from standard x
configuration as a result of varying crew, optional equipment, optional fuel
tanks, etc.
DETERMINATION OF CG POSITION x
Methods x
Arithmetic method x
Calculate the CG position of an aircraft by using the formula: CG position = x
sum of moments / total mass.
Graphic method x
Determine the CG position of an aircraft by using the loading graphs given in x
sample documents.
Index method x
Explain the principle of the index method. x
Define the terms ‘index’ and ‘dry operating index’ (DOI), and calculate the DOI
given the relevant formula and data.
Explain the advantage(s) of the index method.
Load and trim sheet x
General considerations x
Explain the principle and the purpose of load sheets. x
Explain the principle and the purpose of trim sheets. x
Load sheet/balance schedule and CG envelope for light aeroplanes and for
helicopters
Add loading data and calculate masses in a sample load sheet/balance
schedule.
Calculate moments and CG positions. x
Check CG position at zero fuel mass and take-off mass to be within the CG x
envelope including last-minute changes, if applicable.
Load sheet for large aeroplanes x
Complete a sample load sheet to determine the ‘allowed mass for take-off’,
‘allowed traffic load’ and ‘under load’.
Explain the purpose of each load sheet section.
Explain that the purpose of boxed maximum figures in load sheet sections is to
cross-check the actual and limiting mass values.
Complete and cross-check a sample load sheet.
Trim sheet for large aeroplanes x
Explain the purpose of the trim sheet and the methods to determine the CG x
position.
Check if the zero fuel mass CG or index is within the limits.
Determine the fuel index by using the ‘fuel index correction table’ and x
determine the CG position as % MAC.
Check that the take-off mass CG or index are within the limits.
Determine ‘stabiliser trim units’ for take-off. x
Explain the difference between certified and operational CG limits. x
Determine the zero fuel mass CG or index. x
Explain the relationship between pitch control and CG position and the x
operational significance.
Intentionally lef blank x
x
Other methods to present load and trim information x
Describe information from other methods of presenting load and balance x
information, e.g. aircraft communications addressing and reporting system
(ACARS), electronic flight bags (EFBs), and the ‘less paper in the cockpit’ (LPC)
software.
Repositioning of CG x
Repositioning of CG by shifing the load x
Calculate the mass to be moved over a given distance, or to/from given x
compartments, to establish a defined CG position.
Calculate the distance to move a given mass to establish a defined CG position. x
Describe the methods to check that cargo has been loaded in correct position x
in relation to the loading manifest, including identifying hazard of cargo loaded
in reverse order (visual inspection of one or more unit load devices (ULDs).
x
x
modified
x
x
x
x
x
x
x
x
x
x
x
x
ATPL(A)
x
x
x
x
x
x
x
x
x
x
x
x
CPL(A)
x
x
x
x
x
x
x
x
x
x
x
x
ATPL(H)/IR
x
x
x
x
x
x
x
x
x
x
x
x
ATPL(H)/VFR
x
x
x
x
x
x
x
x
x
x
x
x
CPL(H)
IR(A/H)
CBIR, EIR
x
x
x
x
x
x
x
Basic Knowledge
Modified EDD
2019/017/R
x x x x x
x x x x x
x x x
x x
x x x x x x
x x x x
x x x x x x
x x x x x x
x x x x x x x
x x x x x x x
x x x x x
x x x x x
x x x x x
x x x x x
x x x x x
x x x x x x
x x x x x
x x x x x x
x x x x x x
x x x x x x
x x x x x x
x x x x x x
x x x x x x
x x x x x x
x x
x x
x x
x x x x x
x x x
x x x x x
x x x x x x
x x
x
x x x x x x
x x x x x x
x x x x x
x x x x x x
x x x x x
x x x x x
x x x x x
x x x x x
x x x x x x
x x x x x x
x x x x x x
x x x
x x
x
x x x x x x
x x x x x
x x x x x
x x
x x
x x
x x
x x
x
x x
x
x
x
x x
x x x
x x x x x
x x x x x
x x x
x x
x x x x x x
x x x x x
x x x x x x
x x x x x
x x x x x
x x x x x
x x x x x x
x x x x x x
Subject 032 has been quite extensively restructured. In some cases an individual "old" LO is covered by more than one "new
Old syllabus text Old syllabus
reference
Index
10 Name and define the performance classes for commercial air 032.01.01.02.02
transportation according to the applicable operational requirements.
11
12
13
14
15
16
17
18
19
28 Describe the meaning of excess thrust and power using appropriate 032.01.02.02.05
graphs.
(Moved and merged into 032.01.04.01.04 and 032.01.05.01.03)
29 Describe the effect of excess thrust and power on speed and/or climb 032.01.02.02.06
performance.
(Moved and merged into 032.01.03.01.02 and 032.01.04.01.04 and
032.01.05.01.03)
30 Calculate the climb gradient given thrust, drag and aeroplane mass. 032.01.02.02.07
(Moved to 032.01.04.01.11)
31 Explain climb, level flight and descent performance in relation to the 032.01.02.02.08
combination of thrust/power available and required.
(Moved and merged into 032.01.04.01.03 and 032.01.05.01.02)
44
45 Influencing Variables on Performance 032.01.02.03
46 Name and understand the following factors that affect aeroplane 032.01.02.03.01
performance, particularly: - Temperature - Air density - Wind -
Aeroplane mass - Aeroplane configuration - Aeroplane antiskid system
status - Aeroplane centre of gravity - Aerodrome runway surface -
Aerodrome runway slope.
47
48
49
50
51
52
53
54 Describe the effect of excess thrust and power on speed and/or climb 032.01.02.02.06
performance.
(Moved from 032.01.02.02.06)
56
59
60 Define aeroplane specific range SR. 032.01.02.02.20
(Moved from 032.01.02.02.20)
61 Define the Term aeroplane specific fuel consumption (SFC). Note: 032.04.01.01.05
Engine specific fuel consumption is covered in subject 021 .
(Moved from 032.04.01.01.05)
62 Define aeroplane specific fuel consumption SFC. Note: engine specific 032.01.02.02.19
fuel consumption covered in 021.
(Moved from 032.01.02.02.19)
65
67 Explain the effect and centre of gravity (CG) position and actual mass of 032.04.03.05.01
aircraft on range and endurance.
(Moved from 032.04.03.05.01)
68
71
72
73
74
75 Explain fuel flow in relation to TAS and thrust. 032.04.03.02.01
(Moved from 032.04.03.02.01)
76 Find speed for max endurance. 032.04.03.02.02
(Moved from 032.04.03.02.02)
77
78
79 032.02.04.00.02
Explain the effect of wind and altitude on maximum endurance speed.
(Moved from 032.02.04.00.02)
80 Explain the effect of altitude on range and endurance. 032.04.03.05.02
(Moved from 032.04.03.05.02)
81 Explain the effect of meteorological variables on range and endurance. 032.04.03.05.03
(Moved from 032.04.03.05.03)
82
83
84
85
86 Resolve the forces during steady climbing and descending flight. 032.01.02.02.02
(Moved from 032.01.02.02.02)
87 Define and explain the following terms: - Critical engine, - Speed for 032.03.01.00.01
best angle of climb (VX) - Speed for best rate of climb (VY).
(Moved from 032.03.01.00.01)
88 Explain climb, level flight and descent performance in relation to the 032.01.02.02.08
combination of thrust/power available and required.
(Moved from 032.01.02.02.08)
89 Describe the meaning of excess thrust and power using appropriate 032.01.02.02.05
graphs.
(Moved from 032.01.02.02.05)
90 Describe the effect of excess thrust and power on speed and/or climb 032.01.02.02.06
performance.
(Moved to 032.01.04.01.04)
94 Explain the effect of selected power settings, flap settings and 032.03.02.01.08
aeroplane mass on the rate of climb.
(Moved to 032.01.04.01.07)
95 Explain the effect of aeroplane mass on the Rate of Climb (ROC). 032.04.02.02.01
(Moved to 032.01.04.01.07)
100 Calculate the climb gradient given thrust, drag and aeroplane mass. 032.01.02.02.07
(Moved from 032.01.02.02.07)
101
102
103 Resolve the forces during steady climbing and descending flight. 032.01.02.02.02
(Moved from 032.01.02.02.02)
104 Explain climb, level flight and descent performance in relation to the 032.01.02.02.08
combination of thrust/power available and required.
(Moved from 032.01.02.02.08)
105 Describe the meaning of excess thrust and power using appropriate 032.01.02.02.05
graphs.
(Moved from 032.01.02.02.05)
106 Describe the effect of excess thrust and power on speed and/or climb 032.01.02.02.06
performance.
(Moved from 032.01.02.02.06)
108 Explain the effect of mass, altitude, wind, speed and configuration on 032.03.02.02.06
the glide descent.
(Moved from 032.03.02.02.06)
109 Explain the effect of mass, wind and speed on descent performance. 032.02.02.00.05
(Moved from 032.02.02.00.05)
110 Explain the influence of mass, configuration and altitude on rate of 032.04.05.02.01
descent and glide angle.
(Moved from 032.04.05.02.01)
111
116
117
119 Define and explain the following terms: - Critical engine, - Speed for 032.03.01.00.01
best angle of climb (VX) - Speed for best rate of climb (VY).
(Moved from 032.03.01.00.01)
120 Explain the effect of the critical engine inoperative on the power 032.03.01.00.02
required and the total drag.
(Moved from 032.03.01.00.02)
121 Explain the effect of engine failure on controllability under given 032.03.01.00.03
conditions.
(Moved from 032.03.01.00.03)
126 Explain the effects of altitude and temperature on cruise performance. 032.02.02.00.04
127 Explain the effect of mass, wind and speed on descent performance. 032.02.02.00.05
(Moved to 032.01.05.01.05)
131 Define the following distances: - Take-off distance - Landing distance - 032.02.03.00.02
Ground roll distance - Maximum allowed take-off mass - Maximum
allowed landing mass.
132 Explain the effect of flap setting on the ground roll distance. 032.02.03.00.03
133 Explain the effect of flap setting on the ground roll distance. 032.03.02.01.01
(Moved from 032.03.02.01.01)
134 Explain the effect of runway conditions on the take-off distance. 032.03.02.01.04
(Moved from 032.03.02.01.04)
135 For both fixed and constant speed propellers, explain the effect of 032.03.02.01.02
airspeed on thrust during the take-off run.
(Moved from 032.03.02.01.02)
136 Explain the effect of brake release before take-off power is set on the 032.03.02.01.10
take-off and accelerate stop distance.
(Moved from 032.03.02.01.10)
137
138
139 Explain the percentage of accountability for head and tailwind 032.03.02.01.06
components during take-off and landing calculations.
(Moved from 032.03.02.01.06)
140 Explain the effect of runway conditions on the landing distance. 032.03.02.03.01
(Moved from 032.03.02.03.01)
141
142
143
144
150
151
172 Explain the effect of the critical engine inoperative on the power 032.03.01.00.02
required and the total drag.
(Moved to 032.02.01.01.06)
173 Explain the effect of engine failure on controllability under given 032.03.01.00.03
conditions.
(Moved to 032.02.01.01.07)
178 Explain the effect of pressure altitude on performance limited take-off 032.03.02.01.03
mass.
179 Explain the effect of runway conditions on the take-off distance. 032.03.02.01.04
(Moved to 032.02.03.01.03)
180 Determine the regulation factors for take-off according to the 032.03.02.01.05
applicable operational requirements.
181 Explain the percentage of accountability for head and tailwind 032.03.02.01.06
components during take-off and landing calculations.
(Moved to 032.02.03.01.08)
184 Describe the effect of engine failure on take-off climb performance. 032.03.02.01.09
(Moved to 032.01.04.01.10)
185 Explain the effect of brake release before take-off power is set on the 032.03.02.01.10
take-off and accelerate stop distance.
(Moved to 032.02.03.01.05)
189 Explain the effect of mass on the speed for best angle and best rate of 032.03.02.02.03
descent.
190 Explain the effect of temperature and altitude on the fuel flow. 032.03.02.02.04
191 Explain the effect of wind on the maximum range speed and speed for 032.03.02.02.05
maximum climb angle.
192 Explain the effect of mass, altitude, wind, speed and configuration on 032.03.02.02.06
the glide descent.
(Moved to 032.01.05.01.05)
197 Determine the regulatory factors for landing according to the 032.03.02.03.02
applicable operational requirements.
198 Use of Aeroplane Performance data 032.03.03.00
199 Take-off 032.03.03.01
200 Find take off field length data. 032.03.03.01.01
205 Find the take off distance and ground roll distance. 032.02.05.01.02
(Moved from 032.03.05.01.02)
206 Calculate maximum effort take off data. 032.03.03.01.05
207 Calculate all engine and critical engine out take-off climb data. 032.03.03.01.06
210
211
223 Find landing climb data in the event of balked landing. 032.03.03.04.02
224 Find landing distance and ground roll distance. 032.03.03.04.03
225 Find short field landing distance and ground roll distance. 032.03.03.04.04
226 Find the landing distance and ground roll distance. 032.02.05.04.02
(Moved from 032.02.05.04.02)
227
228
232 State the effects of thrust-to-weight ratio and flap setting on ground 032.04.01.00.02
roll.
(Moved to 032.04.01.01.02)
234 Explain the essential forces affecting the aeroplane during take-off. 032.04.01.00.01
(Moved from 032.04.01.00.01)
235 State the effects of thrust-to-weight ratio and flap setting on ground 032.04.01.00.02
roll.
(Moved from 032.04.01.00.02)
237 Define the terms Aircraft Classification Number (ACN) and Pavement 032.04.01.01.01
Classification Number (PCN).
238 Define and explain the following speeds in accordance with CS-25 or 032.04.01.01.02
CS-Definitions: - Reference stall speed - VSR - Reference stall speed in
the landing configuration - VSR0 - Reference stall speed in a specific
configuration - VSR1 - One-g stall speed at which the aeroplane can
develop a lift force (normal to the flight path) equal to its weight - VS1g
- Minimum control speed with critical engine inoperative VMC -
Minimum control speed, on or near ground - VMCG - Minimum control
speed take-off climb- VMCA - Engine failure speed - VEF - Take-off
decision speed - V1 - Rotation speed - VR, - Minimum take-off safety
speed - V2MIN - Minimum unstick speed - VMU - Lift off speed - VLOF -
Max brake energy speed - VMBE - Max tyre speed - V Max Tyre -
Reference landing speed - VREF - Minimum control speed, approach
and landing - VMCL.
(Partly moved to 032.04.06.02.04)
239 Explain the interdependence between the above mentioned speeds if 032.04.01.01.03
there is any.
240 Define the following distances in accordance with CS-25: - Take off Run 032.04.01.01.04
with all engines operating and one engine inoperative
- Take off Distance with all engines operating and one engine
inoperative
- Accelerate Stop Distance with all engines operating and one engine
inoperative.
241 Define the Term aeroplane specific fuel consumption (SFC). Note: 032.04.01.01.05
Engine specific fuel consumption is covered in subject 021.
(Moved to 032.01.03.02.01)
242
243
246 Explain the effects of the following aeroplane variables on take-off 032.04.01.02.02
distances: - Aeroplane mass - Take-off configuration - Bleed Air
configurations.
247 Explain the effects of the following meteorological variables on take-off 032.04.01.02.03
distances: - Wind - Temperature - Pressure altitude.
248 Explain the influence of errors in rotation technique on take-off 032.04.01.02.04
distance - early and late rotation - too high and too low rotation angle -
too high and too low rotation rate.
249 Explain the take-off distances for specified conditions and configuration 032.04.01.02.05
for all engines operating and one engine inoperative.
250 Explain the effect of using clearway on the take-off distance required. 032.04.01.02.06
252 Explain the time interval allowed for between engine failure and 032.04.01.02.08
recognition when assessing the TOD.
253 Explain the effect of a miscalculation of V1 on the take-off distance 032.04.01.02.09
required.
254 Accelerate-stop distance 032.04.01.03
255 Explain the accelerate-stop distance for specified conditions and 032.04.01.03.01
configuration for all engines operating and one engine inoperative.
256 Explain the effect of using a stopway on the accelerate-stop distance 032.04.01.03.02
required.
257 Explain the effect of miscalculation of V1 on the accelerate-stop 032.04.01.03.03
distance required.
258 Explain the effect of runway slope on the accelerate-stop distance. 032.04.01.03.04
259 Explain the additional time allowance for accelerate stop distance 032.04.01.03.05
determination and discuss the deceleration procedure.
260 Explain the use of brakes, antiskid, use of reverse thrust, ground 032.04.01.03.06
spoilers or lift dumpers, brake energy absorption limits, delayed
temperature rise and tyre limitations.
261
270 Explain the effect of a clear way on the allowed take off mass and 032.04.01.05.04
appropriate V1 when using an unbalanced field.
276 List the different types of contamination : damp, wet or water patches, 071.02.13.01.02
rime or frost covered, dry snow, wet snow, slush, ice, compacted or
rolled snow, frozen ruts or ridges. (ICAO Annex 15, Appendix 2)
(Moved from 071.02.13.01.02)
277 Identify the difference between friction coefficient and estimated 071.02.13.02.01
surface friction. (ICAO Annex 15, Appendix 2)
(Moved from 071.02.13.02.01)
278 State that when friction coefficient is 0.40 or higher the expected 071.02.13.02.02
braking action is good. (ICAO Annex 15, Appendix 2)
(Moved from 071.02.13.02.02)
279 Define the different types of hydroplaning. (NASA TM-85652 / Tire 071.02.13.03.01
friction performance / pages 6 to 9)
(Copied from 071.02.13.03.01)
280 Compute the 2 dynamic hydroplaning speed using the following 071.02.13.03.02
formulas:
Spin-down speed (Rotating tire) (kt) = 9 square root (Pressure in PSI)
Spin-up speed (Non-rotating tire) (kt) = 7.7 square root (Pressure in
PSI).
(NASA TM-85652 / Tire friction performance / page 8)
Coped from 071.02.13.03.02 and further edited)
281 State that some wind limitations may apply in case of contaminated 071.02.13.04.01
runways. Those limitations are to be found in Part B of the Operations
Manual – Limitations.
(Moved from 071.02.13.04.01)
282 State that the procedures associated with take-off and landing on 071.02.13.04.02
contaminated runways are to be found in Part B of the Operations
Manual – Normal procedures.
(Moved from 071.02.13.04.02)
283 State that the performances associated with contaminated runways are 071.02.13.04.03
to be found in Part B of the Operations Manual – Performance.
(Moved from 071.02.13.04.03)
288 Determine the differences in climb gradient requirements for 2, 3 and 4 032.04.01.07.04
engine aeroplanes.
289 State the maximum bank angle when flying at V2. 032.04.01.07.05
(Moved to 032.04.01.09.06)
290 Explain the effects of aeroplane and meteorological variables on the 032.04.01.07.06
take-off climb.
291 Describe the influence of airspeed selection, acceleration and turns on 032.04.01.07.07
the climb gradients, best rate of climb speed and best angle of climb
speed.
(Moved to 032.04.01.09.07)
300 State the maximum bank angle when flying at V2. 032.04.01.07.05
(Moved from 032.04.01.07.05)
301 Describe the influence of airspeed selection, acceleration and turns on 032.04.01.07.07
the climb gradients, best rate of climb speed and best angle of climb
speed.
(Moved from 032.04.01.07.07)
307
308
309 Take off performance on wet and contaminated runways 032.04.01.10
310 Explain the differences between the take-off performance 032.04.01.10.01
determination on a wet or contaminated runway and a dry runway.
311
312
313
314
318 Explain when reduced and de-rated thrust may and may not be used. 032.04.01.11.03
319 Explain the effect of using reduced and de-rated thrust on take-off 032.04.01.11.04
performance including take-off speeds, take off distance, climb
performance and obstacle clearance.
320 Explain the assumed temperature method for determining reduced 032.04.01.11.05
thrust performance.
321 Take off Performance using different take off flap settings 032.04.01.12
322 Explain the advantages and disadvantages of using different take off 032.04.01.12.01
flap settings to optimise the Performance limited take-off mass.
323
324 Take off Performance using increased V2 speeds (“improved climb 032.04.01.13
performance”)
325 Explain the advantages and disadvantages of using increased V2 032.04.01.13.01
speeds.
326 Explain under what circumstances this procedure can be used. 032.04.01.13.02
327
337 Explain the effect of climbing with constant Mach number. 032.04.02.01.02
338 Explain the correct sequence of climb-speeds for jet transport 032.04.02.01.03
aeroplanes.
339 Determine the effect on TAS when climbing in and above the 032.04.02.01.04
troposphere at constant Mach number.
340 Influence of variables on climb performance 032.04.02.02
341 Explain the effect of aeroplane mass on the Rate of Climb (ROC). 032.04.02.02.01
(Moved to 032.01.04.01.07)
342 Explain the effect of meteorological variables on the Rate of Climb 032.04.02.02.02
(ROC).
(Moved to 032.01.04.01.08)
343 Explain the effect of aeroplane acceleration during a climb with 032.04.02.02.03
constant IAS or Mach number.
344 Explain the effect on the operational speed limit when climbing at 032.04.02.02.04
constant IAS.
345 Explain the term “cross over altitude” which occurs during the climb 032.04.02.03.01
speed schedule (IAS-Mach number).
(Moved from 032.04.02.03.01)
367 Explain the factors which might affect or limit the maximum operating 032.04.03.06.03
altitude.
368 Explain the necessity for step climbs. 032.04.03.06.04
370 Determine the all engines operating power settings and speeds from 032.04.03.08.01
the aeroplane performance data sheets for: - Maximum range, -
Maximum endurance, - High speed and normal cruise - High and low
speed buffet (speed/Mach number only).
(Moved to 032.04.03.06.05)
371 Analyse influence of bank angle, mass and 1.3 g buffet onset factor on 032.04.03.06.06
a step climb.
372
373
380 Determine the selection of cruise technique accounting for cost 032.04.03.08.02
indexing, passenger requirements against company requirements.
381 Determine the fuel consumption from the aeroplane performance data 032.04.03.08.03
sheets for various cruise configurations, holding, approach and transit
to an alternate in normal conditions and after an engine failure.
388 032.04.04.02
Influence of variables on En-route One Engine Inoperative
performance
389 Identify factors which affect the en-route net flight path. 032.04.04.02.01
403
404
405
406
407
413 Describe the CS-25 requirements for the landing climb. 032.04.06.01.02
414 Explain the effect of temperature and pressure altitude on approach 032.04.06.01.03
and landing climb performance.
415 Landing field length requirement 032.04.06.02
416 Describe the landing distance determined according to CS-25.125 032.04.06.02.01
(“demonstrated” landing distance).
417 Recall the Landing field length requirements for dry, wet and 032.04.06.02.02
contaminated runways in the applicable operational requirements.
422 Explain the effect on landing distance and maximum allowable landing 032.04.06.03.02
mass of the following devices affecting deceleration - reverse - anti-skid
- ground spoilers or lift dumpers - auto brakes.
423 Explain the effect of temperature and pressure altitude on the 032.04.06.03.03
maximum landing mass for a given runway length.
424 Explain the effect of hydroplaning on landing distance required. 032.04.06.03.04
429 Determine the landing and approach climb limited landing mass from 032.04.06.05.02
the aeroplane performance data sheets.
(Moved to 032.05.03.01.02)
430 Determine the landing field length limited landing mass from the 032.04.06.05.03
aeroplane performance data sheets.
(Moved to 032.05.03.01.01)
431 Find the structural limited landing mass from the aeroplane 032.04.06.05.04
performance data sheets.
(Moved to 032.05.03.01.03)
432 Calculate the maximum allowable landing mass as the lowest of: - 032.04.06.05.05
Approach climb and landing climb-limited landing mass - Landing field
length-limited landing mass - Structural-limited landing mass.
(Moved to 032.05.03.01.03)
433 Determine the maximum quick turnaround mass and time under given 032.04.06.05.06
conditions from the aeroplane performance data sheets.
(Moved to 032.05.03.01.04)
436
437
438
441
442
443
444
445
446
447
448
449
450 Find one-engine out service ceiling, range and endurance given engine 032.04.04.03.01
inoperative charts.
(Moved from 032.04.04.03.01)
451
452
456 Determine the landing field length limited landing mass from the 032.04.06.05.03
aeroplane performance data sheets.
(Moved from 032.04.06.05.03)
457 Determine the landing and approach climb limited landing mass from 032.04.06.05.02
the aeroplane performance data sheets.
(Moved from 032.04.06.05.02)
458 Calculate the maximum allowable landing mass as the lowest of: - 032.04.06.05.05
Approach climb and landing climb-limited landing mass - Landing field
length-limited landing mass - Structural-limited landing mass.
(Moved from 032.04.06.05.05)
459 Find the structural limited landing mass from the aeroplane 032.04.06.05.04
performance data sheets.
(Moved from 032.04.06.05.04)
460 Determine the maximum quick turnaround mass and time under given 032.04.06.05.06
conditions from the aeroplane performance data sheets.
(Moved from 032.04.06.05.06)
covered by more than one "new" LO; cross-references are always provided in columns C and D, and you will therefore sometimes see s
New syllabus Moved to/from
reference another subject
032.00.00.00
032.01.00.00
032.01.01.00
032.01.01.01
032.01.01.01.01
032.01.01.01.01,
032.04.01.01.03,
032.04.01.09.08
032.01.01.01.02
032.01.01.02
032.01.01.02.01
032.01.01.02.02
032.01.01.03
032.01.01.03.01
032.01.01.03.02
032.01.01.04
032.01.01.04.01
032.01.01.04.02
032.01.01.04.03
032.01.01.04.04
032.01.01.04.05
032.01.02.00
032.01.02.01
032.01.02.02
032.01.04.01.01,
032.01.05.01.01
032.01.03.01.03,
032.01.04.01.05,
032.01.05.01.04
032.01.04.01.04,
032.01.05.01.03
032.01.03.01.02,
032.01.04.01.04,
032.01.05.01.03
032.01.04.01.11
032.01.04.01.03,
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032.01.02.02.08
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032.01.02.02.10
032.01.02.02.11
032.01.02.03
032.01.02.03.01
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032.01.02.03.03
032.01.02.03.04
032.01.02.03.05
032.01.03.00
032.01.03.01
032.01.03.01.01
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032.01.03.01.04
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032.01.03.02.02
032.01.03.02.02
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032.01.03.02.05
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032.01.03.02.06
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032.01.04.01.07
032.01.04.01.08
032.01.04.01.08
032.01.04.01.09
032.01.04.01.10
032.01.04.01.11
032.01.05.00
032.01.05.01
032.01.05.01.01
032.01.05.01.02
032.01.05.01.03
032.01.05.01.03
032.01.05.01.04
032.01.05.01.05
032.01.05.01.05
032.01.05.01.05
032.01.05.01.06
032.02.00.00
032.02.01.00
032.02.01.01
032.02.01.01.01
032.02.01.01.02
032.02.01.01.03
032.02.01.01.04
032.02.01.01.05
032.02.01.01.06
032.02.01.01.07
032.02.02.00
032.01.04.01.08
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032.02.03.01
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032.02.03.01.01
032.02.03.01.02
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032.02.03.01.09
032.02.03.01.10
032.02.03.01.11
032.02.03.01.12
032.02.03.01.13
032.02.04.00
032.02.04.01
032.01.03.03.05
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032.02.04.01.02
032.02.04.01.03
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032.03.03.02.01
032.03.03.04.03
032.03.00.00
032.03.01.00
032.01.04.01.02,
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032.02.03.01.04
032.02.03.01.03
032.02.03.01.08
032.01.04.01.07
032.01.04.01.10
032.02.03.01.05
032.01.03.02.05
032.01.04.01.07
032.01.05.01.05
032.02.03.01.09
032.03.03.00
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032.03.03.02
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032.04.00.00
032.04.01.00
032.04.01.01.01
032.04.01.01.02
032.04.01.01
032.04.01.01.01
032.04.01.01.02
032.04.01.01.03
032.04.01.01.04
032.04.01.01.05,
032.04.06.02.04
032.04.01.01.06
032.04.01.01.07
032.01.03.02.01
032.04.01.01.08
032.04.01.01.09
032.04.01.02
032.04.01.02.01
032.04.01.02.02
032.04.01.02.03
032.04.01.02.04
032.04.01.02.05
032.04.01.02.06
032.04.01.02.07
032.04.01.02.08
032.04.01.03
032.04.01.03.01
032.04.01.03.02
032.04.01.03.03
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032.04.01.03.05
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032.04.01.03.07
032.04.01.04
032.04.01.04.01
032.04.01.04.02
032.04.01.04.03
032.04.01.05
032.04.01.05.01
032.04.01.05.02
032.04.01.05.03
032.04.01.06
032.04.01.06.01
032.04.01.06.02
032.04.01.08
032.04.01.09.04
032.04.01.08.01
032.04.01.09.05
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032.04.01.09.06
032.04.01.08.03
032.04.01.09.07
032.04.01.08.04
032.04.01.09
032.04.01.09.01
032.04.01.09.02
032.04.01.09.03
032.05.01.01.03
032.04.01.09.04
032.04.01.09.05
032.04.01.09.06
032.04.01.09.07
032.04.01.08.04,
032.05.01.01.02
032.04.01.09.08
032.04.01.10
032.04.01.10.01
032.04.01.10.02
032.04.01.10.03
032.04.01.10.04
032.04.01.11
032.04.01.11.01
032.04.01.11.02
032.04.01.11.03
032.04.01.11.04
032.04.01.11.05
032.04.01.12
032.04.01.12.01
032.04.01.12.02
032.04.01.12.03
032.04.01.12.04
032.04.01.12.05
032.04.01.13
032.04.01.13.01
032.04.01.13.02
032.04.01.14
032.04.01.14.01
032.04.01.14.02
032.04.01.14.03
032.04.01.15
032.04.01.15.01
032.04.01.15.02
032.04.02.00
032.04.02.01
032.04.02.01.01
032.04.02.01.02
032.04.02.01.03
032.04.02.01.04
032.04.02.02
032.01.04.01.07
032.01.04.01.08
032.04.02.02.01
032.04.02.02.02
032.04.02.02.02
032.04.03.00
032.04.03.01
032.01.03.01.05
032.04.03.02
032.01.03.03.01
032.01.03.03.02
032.04.03.03
032.01.03.01.05
032.04.03.04
032.04.03.04.01
032.04.03.04.02
032.04.03.05
032.01.03.02.05
032.01.03.02.07,
032.01.03.03.05
032.01.03.02.07,
032.01.03.03.05
032.04.03.06
032.04.03.06.01
032.04.03.06.02
032.04.03.06.03
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032.04.03.06.05
032.04.03.06.05
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032.04.03.06.07
032.04.03.06.08
032.04.03.07
032.04.03.07.01
032.04.03.07.02
032.04.03.07.03
032.04.03.06.05
032.04.04.00
032.04.04.01
032.04.04.01.01
032.04.04.01.02
032.04.04.01.03
032.04.04.01.04
032.04.04.02
032.04.04.02.01
032.05.02.01.01
032.04.05.00
032.04.05.01
032.04.05.01.01
032.04.05.01.02
032.04.05.01.03
032.04.05.01.04
032.04.05.01.05
032.04.05.01.06
032.04.05.02
032.01.05.01.05
032.04.05.02.01
032.04.05.02.02
032.04.05.02.03
032.04.05.02.04
032.04.05.02.05
032.04.06.00
032.04.06.01
032.04.06.01.01
032.04.06.01.02
032.04.06.01.03
032.04.06.02
032.04.06.02.01
032.04.06.02.02
032.04.06.02.03
032.04.06.02.04
032.04.06.03
032.04.06.03.01
032.04.06.03.02
032.04.06.03.03
032.04.06.03.04
032.04.06.04
032.04.06.04.01
032.05.03.01.01
032.05.03.01.02
032.05.03.01.01
032.05.03.01.03
032.05.03.01.03
032.05.03.01.04
032.05.00.00
032.05.01.00
032.05.01.01
032.05.01.01.01
032.05.01.01.02
032.05.01.01.03
032.05.01.01.04
032.05.01.01.05
032.05.01.01.06
032.05.01.01.07
032.05.01.01.08
032.05.01.01.09
032.05.01.01.10
032.05.02.00
032.05.02.01
032.05.02.01.01
032.05.02.01.02
032.05.02.01.03
032.05.03.00
032.05.03.01
032.05.03.01.01
032.05.03.01.01
032.05.03.01.02
032.05.03.01.03
032.05.03.01.03
032.05.03.01.04
references are always provided in columns C and D, and you will therefore sometimes see several LOs listed in a single cell in column D.
New syllabus text
Reworded, intent
Text unmodified
Renumbered
modified
Deleted
same
New
PERFORMANCE - AEROPLANES x
GENERAL x
Performance legislation x
Applicability of airworthiness requirements of CS-23 and CS-25 x
Describe the application of certification specification (CSs) with regard x
to the different kinds of aeroplanes.
Describe that the minimum level of safety required for commercial air x
transport is ensured through the combination of airworthiness
requirements and operational limitations, i.e. the more stringent
airworthiness requirements of CS-25 enable a wider range of operating
conditions for these aeroplanes.
x
See new LO references x
Describe how, for different density altitudes, the thrust and power x
available vary with speed for a propeller-driven aeroplane.
Describe how, for different density altitudes, the thrust and power x
available vary with speed for a turbojet aeroplane.
Describe how, for different density altitudes, the drag and power x
required vary with indicated airspeeds (IAS) and true airspeeds (TAS).
Describe how the maximum achievable straight and level flight IAS and x
TAS vary with altitude.
Describe situations in which a pilot may elect to fly for ‘maximum x x
endurance’ or ‘maximum range’.
See new LO reference x x
Range x
Define a turbojet aeroplane’s specific fuel consumption (SFC) and x x
describe how it affects fuel flow and specific range.
See new LO reference x x
Define a propeller-driven aeroplane’s SFC and describe how it affects x x
fuel flow and specific range.
State how a turbojet engine’s SFC varies with temperature and thrust x
setting.
Explain how SR for a turbojet aeroplane varies with altitude and under x x
different meteorological conditions.
Explain the effect of wind and altitude on endurance, and the maximum x x
endurance speed for a turbojet aeroplane.
Explain the effect of wind and altitude on endurance, and the maximum x
endurance speed for a propeller-driven aeroplane.
Describe the benefits of managing your en-route airspeed to reduce or x
avoid holding time, and the operational situations when it could be
used (commanded by the pilot or air traffic control (ATC), when delays
at arrival airport occur).
Climbing x
Climbing (climb performance) x
Resolve the forces during a steady climb. x x
Define and explain the following terms: critical engine; speed for best x x
angle of climb (Vx); speed for best rate of climb (Vy).
Explain the meaning and effect of ‘excess thrust’ and ‘excess power’ in a x x
steady climb.
Explain the effect of weight on the climb angle and rate of climb, and x x
the speed for best angle and best rate of climb.
Descending x
Descending (descent performance) x
Resolve the forces during steady descent and in the glide. x x
Explain the meaning of ‘excess thrust required’ (excess drag) and ‘excess x x
power required’ in a steady descent.
Explain the effect of an engine failure on the power required, the total x x
drag (thrust required) and climb performance of a multi-engine
aeroplane.
Describe the effects of brake release before take-off power is set on the x x
TOD and ASD.
x
x
See new LO reference x
x
See new LO reference x
x
x
Covered in 033: 033.01.01.01.03, 033.01.01.01.04, 033.01.01.05.03, x
033.02.01.07.03 and 033.03.02.02.02
See new LO reference x
x
x
x
See new LO reference in subject 061 x
x
x
x
x
See new LO reference x
x
See new LO reference x
x
x
x
x
x
See new LO reference x
x
Determine the all-engine-out and critical-engine-out take-off climb x x
data.
Determine take-off flight path for a MEP aeroplane of given mass and x x
given airfield conditions, and calculate the obstacle clearance based on
the take-off flight path.
Given take-off run available (TORA), TODA and ASDA, slope and surface x
conditions, calculate the defactored distance to be used for commercial
air transport using the appropriate take-off graphs.
Climb x
Determine rate of climb. x
See new LO reference x x
x
Calculate obstacle clearance climb data. x x
Determine the still-air and flight-path gradients for given IAS, altitude, x
temperature, aeroplane weight and, if relevant, wind component.
x
Landing x
Determine the field-length-limited landing mass and landing speeds x
given defactored distance, configuration, pressure altitude, temperature
and headwind or tailwind component.
Calculate, given the landing distance available (LDA), slope and surface x
type and condition, the defactored distance to be used for commercial
air transport using the appropriate landing graphs.
Calculate the minimum landing distance (LD) that must be available for x
commercial air transport given the defactored landing distance, runway
surface and slope.
Explain the forces affecting the aeroplane during the take-off run. x x
Take-off distances x
Explain the effects of the following runway (RWY) variables on take-off x
distances: RWY slope; RWY surface conditions: dry, wet and
contaminated; RWY elevation.
Accelerate-stop distance x
Explain how the accelerate-stop distance is affected by given conditions x
and configuration for all engines operating and one-engine-inoperative.
Explain the concept of a ‘range of V1’ and explain reasons for the x
placement of the designated V1 towards the faster or slower end of the
range.
Contaminated runways x
Define a ‘contaminated runway’, ‘wet runway’, and a ‘dry runway’. x x
Take-off climb x x
See new LO reference x
Obstacle-limited take-off x x
Describe the operational regulations for obstacle clearance in the net x x
take-off flight path (NTOFP).
Define the actual and NTOFP with one-engine-inoperative in accordance x x
with CS-25.
Explain the effects of aeroplane configuration and meteorological x x
conditions on the obstacle-limited take-off mass.
State the standard maximum bank angle(s) in the first and second x x
segment, and determine the effect on the stall speed and implication on
V2.
Describe why data from an EFB can differ from data derived from RTOM x
tables or similar.
Take-off performance on wet and contaminated runways x x
Explain the differences between the take-off performance x x
determination on a wet or contaminated runway and on a dry runway.
Determine the optimum flap position and PLTOM from given figures. x
x
x
Climb x
Climb techniques x
Explain the effect of climbing at constant IAS on: TAS; Mach number; x
climb gradient; rate of climb.
Explain the effect of climbing at constant Mach number on: TAS; IAS; x
climb gradient; rate of climb.
Explain the correct sequence of climb speeds for turbojet transport x
aeroplanes.
Determine the effect on TAS when climbing in and above the x
troposphere at constant Mach number.
Influence of variables on climb performance x
See new LO reference x
Cruise x
Intentionally lef blank x
See new LO reference x
Long-range cruise x
Define the term ‘long-range cruise’. x
Explain the differences between flying at long-range speed and x
maximum-range speed with regard to fuel-flow and speed stability.
Cruise altitudes x
Define the term ‘optimum cruise altitude’. x
Explain the factors that affect optimum cruise altitude. x
Explain the factors that can affect or limit the maximum operating cruise x
altitude.
Explain the purpose of, and operational reasons for, a step climb and x
when such a climb would be initiated for optimum range.
Describe the buffet onset boundary (BOB) and determine the high- and x
low-speed buffet (speed/Mach number only).
See new LO reference x
Analyse the influence of bank angle, mass and the 1.3g buffet margin on x
a step climb.
Describe that the high-speed buffet can occur at speeds slower or faster x
than MMO.
Explain the reasons why a step climb may not be used (e.g. for short x
sectors, advantageous winds, avoiding turbulence, and due to air traffic
restrictions).
x
See new LO reference x
x
x
En-route one-engine-inoperative x
Drif-down x
Describe the determination of en-route flight-path data with one- x
engine-inoperative in accordance with CS 25.123.
Describe the minimum obstacle-clearance height prescribed in the x
applicable operational requirements.
Describe the optimum speed that the pilot should select during drift- x
down.
Explain the influence of deceleration on the drift-down profiles. x
Descent x
Descent techniques x
Explain the effect of descending at constant Mach number. x
Explain the effect of descending at constant IAS. x
Explain the correct sequence of descent speeds for turbojet transport x
aeroplanes.
Determine the effect on TAS when descending in and above the x
troposphere at constant Mach number.
Describe the following limiting speeds for descent: maximum operating x
speed (VMO); . maximum Mach number (MMO).
Explain the effect of a descent at constant Mach number on the margin x
to low- and high-speed buffet.
Energy management in the descent x
See new LO reference x
x
x
x
CS-25/APPLICABLE OPERATIONAL REQUIREMENTS PERFORMANCE x
CLASS A - USE OF AEROPLANE PERFORMANCE DATA
Take-off x
Take-off (performance data) x
Determine from given graphs the field-lenght-limited take-off mass x
(FLLTOM) and describe situations in which this limitation could be most
restrictive for take-off.
Using RTOM tables, determine the take-off V speeds for the actual take- x
off weight using appropriate corrections.
Determine the assumed/flex temperature and take-off V speeds using x
the RTOM tables.
Calculate the break cooling time following a rejected take-off given x
appropriate data.
Drif-down and stabilising altitude x
Drif-down and stabilising altitude (performance data) x
Determine the one-engine-out net stabilising altitude (level-off altitude) x x
from given graphs/tables.
Determine the maximum mass at which the net stabilising altitude with x
one-engine-out clears the highest relevant obstacle by the required
clearance margin.
Landing x x
Landing (performance data) x
Determine the field length required for landing with a given landing x x
mass from the aeroplane performance data sheets.
Determine the brake cooling time for different landing masses using the x x
aeroplane performance data sheets.
x
x
x
x
x
x
x
x
x
x
x
ATPLA
x
x
x
x
x
x
x
x
x
CPLA
ATPLHIR
d in a single cell in column D.
ATPLH
CPLH
IR
CBIR EIR
x
x
x
x
x
x
x Basic Knowledge
Modified EDD
2019/017/R
x x
x x
x x
x x
x x x
x x
x x
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Old syllabus text Old syllabus
Index reference
5 Select routes and altitudes taking the following criteria into account: - 033.01.01.01.01
Classification of airspace - Controlled airspace - Uncontrolled airspace -
Restricted areas - Minimum safe altitudes - VFR Semi-circular rules -
Conspicuous points - Navigation aids.
6 Calculate the minimum pressure or true altitude from minimum grid area 033.01.01.01.02
altitude using OAT and QNH.
(Moved to 033.01.01.02.05)
7 Calculate the vertical and/or horizontal distance and time to climb to a given 033.01.01.01.03
level or altitude.
(Moved and merged into 033.01.01.02.06)
8 Calculate the vertical and/or horizontal distance and time to descend from a 033.01.01.01.04
given level or altitude.
(Moved and merged into 033.01.01.02.06)
9 Find the frequency and/or identifiers of radio navigation aids from charts. 033.01.01.01.05
(Renumbered within the paragraph)
10 Find the frequency and/or identifier of appropriate radio navigation aids. 033.01.01.04.02
(Moved and merged into 033.01.01.01.02 )
11 Find communication frequencies and call signs for the following: - 033.01.01.04.01
control agencies and service facilities - flight information services - weather
information stations - Automatic Terminal Information Service.
(Moved from 033.01.01.04.01)
17 Find the following data from the chart and transfer to the navigation plan: - 033.01.01.02.04
Waypoints and/or turning points - Distances - True/magnetic courses.
20 Calculate the vertical and/or horizontal distance and time to climb to a given 033.01.01.01.03
level or altitude.
(Moved and merged into 033.01.01.02.06)
21 Calculate the vertical and/or horizontal distance and time to descend from a 033.01.01.01.04
given level or altitude.
(Moved and merged into 033.01.01.02.06)
22 Determine the position of the top of climb (TOC) and top of descend (TOD) 033.01.01.05.03
given appropriate data.
(Moved and merged into 033.01.01.02.06)
23
31 Find the frequency and/or identifier of appropriate radio navigation aids. 033.01.01.04.02
(Moved and merged into 033.01.01.01.02)
38 Calculate Wind Correction Angles (WCA) and Drift and Ground Speeds (GS). 033.01.01.05.06
(Renumbered within the paragraph)
39 Calculate individual and accumulated times for each leg to destination and 033.01.01.05.07
alternate airfields.
(Renumbered within the paragraph)
40 FLIGHT PLANNING FOR IFR FLIGHTS Remark – Using Training Route Manual 033.02.00.00
IFR charts or the ECQB Annexes.
41 IFR Navigation plan 033.02.01.00
42 Airways and routes 033.02.01.01
43 Select the preferred airway(s) or route(s) considering: - Altitudes and Flight 033.02.01.01.01
levels - Standard routes - ATC restrictions - Shortest distance - Obstacles - Any
other relevant data.
44
48 Altitudes 033.02.01.03
49 Define the following minimum altitudes: - Minimum En-route Altitude (MEA) - 033.02.01.03.01
Minimum Obstacle Clearance Altitude (MOCA) - Minimum Off Route Altitude
(MORA) - Grid Minimum Off-Route Altitude (Grid MORA) - Maximum
Authorised Altitude (MAA) - Minimum Crossing Altitude (MCA) - Minimum
Holding Altitude (MHA).
50 Extract the following minimum altitudes from the chart(s): - Minimum En- 033.02.01.03.02
route Altitude (MEA) - Minimum Obstacle Clearance Altitude (MOCA) -
Minimum Off Route Altitude (MORA) - Grid Minimum Off-Route Altitude (Grid
MORA) - Maximum Authorised Altitude (MAA) - Minimum Crossing Altitude
(MCA) - Minimum Holding Altitude (MHA).
51 Determine all relevant Altitudes/Levels particularly MEA, MOCA, MORA, MAA, 033.02.01.07.07
MCA, MRA and MSA.
(Moved and merged into 033.02.01.03.02)
52
53
54
55
56
57
58 Standard Instrument Departures (SIDs) and Standard Arrival Routes (STARs) 033.02.01.04
59 Explain the reasons for studying SID and STAR charts. 033.02.01.04.01
60 State the reasons why the SID and STAR charts show procedures only in a 033.02.01.04.02
pictorial presentation style which is not to scale.
61 Interpret all data and information represented on SID and STAR charts, 033.02.01.04.03
particularly: - Routings - Distances - Courses - Radials - Altitudes/Levels -
Frequencies - Restrictions.
62 Identify SIDs and STARs which might be relevant to a planned flight. 033.02.01.04.04
63
64
80 Determine all relevant Altitudes/Levels particularly MEA, MOCA, MORA, MAA, 033.02.01.07.07
MCA, MRA and MSA.
(Moved and merged into 033.02.01.03.02)
81 Calculate individual and accumulated times for each leg to destination and 033.02.01.07.08
alternate airfields.
(Renumbered within the paragraph)
82
83
92 Calculate the required fuel for an IFR flight given expected meteorological 033.03.01.00.06
conditions and expected delays under defined conditions.
(Merged into 033.03.01.01.05)
93
94
105 Calculate contingency fuel using requirements according to the applicable 033.03.02.03.03
operational requirements.
(Merged into 033.03.02.03.02)
106 State and explain the requirements for contingency fuel according to the 033.03.02.03.04
applicable operational requirements.
(Merged into 033.03.02.03.02)
107 Calculate the contingency fuel using requirements according to the applicable 033.03.02.03.05
operational requirements for IFR flights.
(Merged into 033.03.02.03.02)
108 Calculate the contingency fuel using requirements according to the applicable 033.03.02.03.06
operational requirements for VFR flights in a hostile environment.
(Merged into 033.03.02.03.02)
109 Calculate the contingency fuel using requirements according to the applicable 033.03.02.03.07
operational requirements for VFR flights in a non-hostile environment.
(Merged into 033.03.02.03.02)
112 Calculate the alternate fuel in accordance with the applicable operational 033.03.02.03.09
requirements and relevant data from the navigation plan and the Flight
Manual.
(Renumbered within the paragraph)
113 Calculate the alternate fuel in accordance with the applicable operational 033.03.02.03.10
requirements and relevant data from the navigation plan and the Flight
Manual.
(Merged with 033.03.02.03.04)
116 Calculate the final reserve fuel for an aeroplane with reciprocating engines and 033.03.02.03.12
for an aeroplane with turbine power units in accordance with the applicable
operational requirements and using relevant data from the Flight Manual.
(Renumbered within the paragraph)
117 Calculate the final reserve fuel for a VFR flight (by day with reference to visual 033.03.02.03.13
landmarks) in accordance with the applicable operational requirements and
using relevant data from the Flight Manual.
(Merged into 033.03.02.03.06)
118 Calculate the final reserve fuel for a IFR flight in accordance with the applicable 033.03.02.03.14
operational requirements and using relevant data from the Flight Manual.
(Merged into 033.03.02.03.06)
125 Explain the reasons and regulations for having extra fuel in accordance with 033.03.02.04.02
the applicable operational requirements.
(Merged into 033.03.02.04.01)
126 Calculate the possible extra fuel under given conditions. 033.03.02.04.03
(Renumbered within the paragraph)
127
128 Calculation of total fuel and completion of the fuel section of the navigation 033.03.02.05
plan (fuel log)
129 Calculate the total fuel required for a flight. 033.03.02.05.01
130 Complete the fuel log. 033.03.02.05.02
131 Specific fuel calculation procedures 033.03.03.00
132 Decision point procedure 033.03.03.01
133 Explain the reasons and regulations for the decision point procedure as stated 033.03.03.01.01
in the applicable operational requirements.
134 Calculate the contingency fuel and trip fuel required in accordance with the 033.03.03.01.02
decision point procedure.
135 Isolated aerodrome procedure 033.03.03.02
136 Explain the basic procedures for an isolated aerodrome as stated in the 033.03.03.02.01
applicable operational requirements.
137 Explain the basic idea of the isolated heliport procedures as stated in the 033.03.03.05.01
applicable operational requirements.
(Moved and merged into 033.03.03.02.01)
138 Calculate additional fuel for aeroplanes with reciprocating engines according to 033.03.03.02.02
the isolated aerodrome procedures.
139 Calculate additional fuel for aeroplanes with turbine engines according to 033.03.03.02.03
isolated aerodrome procedures.
(Merged into 033.03.03.02.02)
140 Calculate additional fuel according to isolated heliport procedures as stated in 033.03.03.05.02
the applicable operational requirements flying IFR.
(Moved and merged into 033.03.03.02.02)
141 Calculate additional fuel according to isolated heliport procedures as stated in 033.03.03.05.03
the applicable operational requirements flying VFR and navigating by means
other than by reference to visual landmarks.
(Moved and merged into 033.03.03.02.02)
149 Calculate tankered fuel using given appropriate graphs, tables and/or data. 033.03.03.04.03
(Renumbered within the paragraph)
152 Calculate additional fuel according to isolated heliport procedures as stated in 033.03.03.05.02
the applicable operational requirements flying IFR.
(Moved and merged into 033.03.03.02.02)
153 Calculate additional fuel according to isolated heliport procedures as stated in 033.03.03.05.03
the applicable operational requirements flying VFR and navigating by means
other than by reference to visual landmarks.
(Moved and merged into 033.03.03.02.02)
160
161
164
165
166
167
168
172 Confirm the optimum altitude/FL given wind, temperature and aircraft data. 033.04.02.02.01
173 Confirm true altitudes to ensure that statutory minimum clearance is attained 033.04.02.02.02
given atmospheric data.
174 Confirm magnetic headings and ground speeds. 033.04.02.02.03
175 Confirm the individual leg times and the total time en route. 033.04.02.02.04
176 Confirm the total time en route for the trip to the destination. 033.04.02.02.05
177 Confirm the total time from destination to the alternate airfield. 033.04.02.02.06
178 Update of Mass and Balance Remark - this item is taught and examined in 033.04.02.03
subjects 031.
179 Update of Performance data Remark - this item is taught and examined in 033.04.02.04
subject 032 for Aeroplanes and subject 034 for Helicopters.
182 Point of Equal Time (PET) and Point of Safe Return (PSR) 033.04.03.00
183 Point of Equal Time (PET) 033.04.03.01
184 Define PET. 033.04.03.01.01
196 Complete the Flight Plan using information from the following: - Navigation 033.05.01.02.01
plan - Fuel plan - Operator’s records for basic aircraft information.
(Moved and merged into 033.05.01.01.02)
198 Complete the Flight Plan using information from the following: - Navigation 033.05.01.02.01
plan - Fuel plan - Operator’s records for basic aircraft information.
(Moved and merged into 033.05.01.01.02)
203 Submission of an ATS Flight Plan (FPL) Remark – this item is taught and 033.05.03.00
examined in subject 010.
204 Explain the requirements for the submission of an ATS Flight Plan 033.05.03.00.01
205 Explain the actions to be taken in case of Flight Plan changes 033.05.03.00.02
206 State the actions to be taken in case of inadvertent changes to Track, TAS and 033.05.03.00.03
time estimate affecting the current Flight Plan
207 Explain the procedures for closing a Flight Plan 033.05.03.00.04
208 FLIGHT MONITORING AND IN-FLIGHT RE-PLANNING 033.06.00.00
209 Flight monitoring 033.06.01.00
210 Monitoring of track and time 033.06.01.01
211 Assess deviations from the planned course, headings (by maintaining desired 033.06.01.01.01
courses) and times.
212 State the reasons for possible deviations. 033.06.01.01.02
(Renumbered within the paragraph)
213 Calculate the ground speed using actual in-flight parameters. 033.06.01.01.03
(Renumbered within the paragraph)
214 Calculate expected leg times using actual flight parameters. 033.06.01.01.04
(Renumbered within the paragraph)
215 Enter, in the progress of flight, at check point or turning point, the “actual time 061.05.04.00.03
over” and the “estimated time over” for the next check point into the flight log.
(Moved from 061.05.04.00.03)
216 State that it is necessary to determine the position of the aircraft accurately 061.05.02.04.05
before commencing descent in order to ensure safe ground clearance.
(Moved from 061.05.02.04.05)
217
223 Compare the actual and the planned fuel consumption by means of calculation 033.06.01.02.05
or flight progress chart.
(Renumbered within the paragraph)
224 Assess the remaining range and endurance by means of calculation or flight 033.06.01.02.06
progress chart.
(Renumbered within the paragraph)
225
231 Perform in-flight updates, if necessary, based on results of in-flight monitoring, 033.06.02.00.02
specifically by: - Selecting a new destination/alternate aerodrome - Adjusting
flight parameters and power settings.
232 Explain why, in the case of an in-flight update, the commander has to check 033.06.02.00.03
the following: - The suitability of the new destination and/or alternate
aerodrome - Meteorological conditions on revised routing and at revised
destination and/or alternate aerodrome - The aircraft must be able to land
with the prescribed final reserve fuel.
233 Assess the revised destination/alternate aerodrome landing mass given the 033.06.02.00.04
latest data.
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New syllabus text
Deleted
same
New
FLIGHT PLANNING AND MONITORING x
FLIGHT PLANNING FOR VFR FLIGHTS. Remark: Using the GSPRM VFR charts. x
Find the communication frequencies and call signs for the following: control x x
agencies and service facilities; flight information service (FIS); weather
information stations; automatic terminal information service (ATIS).
Find the following data from a VFR chart and transfer them to a navigation x
plan: waypoints or turning points; distances; true/magnetic courses.
Explain how to determine the position of a significant VFR point for insertion x
into a global navigation satellite system (GNSS) flight plan, using the distance
and bearing from an existing significant point and using coordinates.
Find all relevant aeronautical and regulatory information required for VFR flight
planning from the aerodrome charts or aerodrome directory.
Calculate the true airspeed (TAS) from given aircraft performance data, altitude x x
and OAT.
Calculate wind correction angles (WCAs), drift and ground speeds (GS). x x
Calculate individual and accumulated times for each leg to destination and x x
alternate aerodromes.
FLIGHT PLANNING FOR IFR FLIGHTS. Remark: Using the GSPRM IFR charts.
Altitudes x
Define the following altitudes: minimum en-route altitude (MEA); minimum
obstacle clearance altitude (MOCA); minimum sector altitude (MSA); minimum
off-route altitude (MORA); grid minimum off-route altitude (Grid MORA);
maximum authorised altitude (MAA); minimum crossing altitude (MCA);
minimum holding altitude (MHA).
Extract the following altitudes from the chart(s): MEA; MOCA; MSA; MORA;
Grid MORA; MAA; MCA; MHA.
See new LO reference above x
State who is responsible for terrain separation during IFR flight inside and x
outside controlled airspace.
State the minimum obstacle clearance requirements for en-route IFR flight x
inside and outside controlled airspace.
State when a temperature error correction must be applied by either the pilot x
or ATC.
Identify and explain the use of minimum radar vectoring altitudes. x
Calculate the minimum pressure altitude required with a given obstacle x
clearance, magnetic track, OAT, QNH and reduced vertical separation minimum
(RVSM)/non-RVSM information.
Calculate true altitude above a given datum using a given pressure altitude, x
OAT and QNH.
Standard instrument departure (SID) and standard instrument arrival (STAR) x
routes
State the reasons for studying SID and STAR charts.
State that SID and STAR charts show procedures only in a pictorial presentation x
style which may not be true to scale.
Interpret all data and information represented on SID and STAR charts,
particularly: routings; distances; courses; radials; altitudes/levels; frequencies;
restrictions; RNAV waypoints and non-RNAV intersection; fly-over and fly-by
waypoints.
Identify SID and STAR charts which might be relevant for a planned flight. x
Find the frequency or identifiers of radio-navigation aids for IFR flights from en-
route charts.
Completion of a manual navigation plan
Complete a navigation plan with the courses, distances and frequencies taken x
from charts.
Find the SID and STAR routes to be flown or to be expected. x
Determine the position of top of climb (TOC) and top of descent (TOD) from x
given appropriate data.
Determine variation and calculate magnetic/true courses. x
Calculate TAS from given aircraft performance data, altitude and OAT. x
Calculate individual and accumulated times for each leg to destination and x x
alternate aerodromes.
Trip fuel x
Define trip fuel and name the segments of flight for which the trip fuel is x
relevant.
Determine the trip fuel for the flight by using data from the fuel tables or
graphs from the flight manual.
Reserve fuel and its components x
Contingency fuel x
Explain the reasons for having contingency fuel. x
Calculate the contingency fuel according to the applicable operational
requirements.
Alternate fuel x
Explain the reasons and regulations for having alternate fuel and name the x x
segments of flight for which the alternate fuel is relevant.
Calculate the final reserve fuel for an aircraft in accordance with the applicable x
operational requirements and by using relevant data from the flight manual.
Additional fuel x
Explain the reasons and regulations for having additional fuel. x x
Calculate the additional fuel for a flight in accordance with the applicable x
operational requirements.
see new LO reference above x
Extra fuel x
Explain the reasons and regulations for having extra fuel in accordance with x
the applicable operational requirements.
Explain the fuel penalty incurred when loading extra fuel (i.e. the additional x
fuel consumption due to increased mass).
Calculation of total fuel and completion of the fuel section of the navigation
plan (fuel plan)
Calculate the total fuel required for a given flight. x
Complete the fuel plan.
Specific fuel-calculation procedures x
Reduced contingency fuel procedure
Explain the reasons and regulations for reduced contingency fuel as stated in
the applicable operational requirements.
Calculate the contingency fuel and trip fuel required in accordance with the
reduced contingency fuel procedure.
Isolated aerodrome or heliport procedure
Explain the basic procedures for an isolated aerodrome or heliport as stated in x
the applicable operational requirements.
Predetermined-point procedure x
Explain the basic idea of the predetermined-point procedure as stated in the x
applicable operational requirements.
x
Fuel-tankering x
Explain the basic idea of fuel-tankering procedures. x
See new LO reference above x
Calculate how much fuel to tank by using given appropriate graphs, tables or x x
data.
PRE-FLIGHT PREPARATION x
Notice to airmen (NOTAM) briefing x
Ground- and satellite-based facilities and services
Check that the ground- and satellite-based facilities and services required for
the planned flight are available and adequate.
Departure, destination and alternate aerodromes x
Find and analyse the latest state at the departure, destination and alternate x
aerodromes, in particular for: opening hours; work in progress (WIP); special
procedures due to WIP; obstructions; changes of frequencies for
communications, navigation aids and facilities.
Check that satellite-based facilities are available during the expected time of x
use.
Check that GBAS/SBAS augmentation is available during the expected time of x
use.
Airway routings and airspace structure x
Find and analyse the latest en-route state for: airway(s) or route(s); restricted, x
danger and prohibited areas; changes of frequencies for communications,
navigation aids and facilities.
Meteorological briefing x
Intentionally lef blank x
Confirm the most fuel-efficient altitude from given wind, temperature and
aircraft data.
Confirm true altitudes from given atmospheric data to ensure that statutory x
minimum clearance is attained.
Confirm magnetic headings and GSs. x
Confirm the individual leg times and the total time en route. x
Confirm the total time en route for the trip to the destination. x
Confirm the total time from destination to the alternate aerodrome. x
Intentionally lef blank x
Calculate the position of a PET and the estimated time of arrival (ETA) at the x x
PET from given relevant data.
Calculate the position of a PSR and the ETA at the PSR from given relevant x x
data.
x
x
x
x
FLIGHT MONITORING AND IN-FLIGHT REPLANNING x
Flight monitoring x
Monitoring of track and time x
x
State the reasons for possible deviations from the planned track and planned x
timings.
Calculate GS by using actual in-flight parameters. x x
Calculate the revised fuel consumption based on changes to the pre-flight plan, x
including changes of W/V, cruise level, OAT, distances, Mach number and CAS.
x
x
In-flight replanning x
Deviation from planned data x
State that the commander is responsible for ensuring that, even in case of
diversion, the remaining fuel is not less than the fuel required to proceed to an
aerodrome where a safe landing can be made, with final reserve fuel
remaining.
x
Explain that, in the case of an in-flight update, the commander has to check x x
the following: the suitability of the new destination or alternate aerodrome;
meteorological conditions on revised routing and at revised destination or
alternate aerodrome; the aircraft must be able to land with the prescribed final
reserve fuel.
x
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x
x
x
modified
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x
x
x
x
ATPL(A)
x
x
x
x
x
CPL(A)
x
x
x
x
x
ATPL(H)/IR
x
x
x
x
x
ATPL(H)/VFR
x
x
x
x
x
CPL(H)
IR(A & H)
CBIR EIR
Basic Knowledge
x x x x x
x x x x x x
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Old syllabus text Old syllabus
Index reference
11 Use and interpret diagrams and tables associated with CAT B procedures in 034.01.01.02.04
order to select and develop class 3 single engine helicopter performance
profiles according to available heliport size and location (surface or
elevated).
12 Interpret charts showing minimum clearances associated with Category A & 034.01.01.02.05
B procedures.
13 General performance theory 034.01.02.00
14 Stages of Flight 034.01.02.01
15 Explain the following stages of flight: - Take-off - Climb - Level flight - 034.01.02.01.01
Descent - Approach and landing.
16 Describe the necessity for different take-off and landing procedures. 034.01.02.01.02
20 Understand the meaning and significance of the abbreviations AEO and OEI. 034.01.02.02.03
39 Explain the effect of temperature, wind and altitude on climb, cruise and 034.02.01.00.03
descent performance.
40 Take-off and landing 034.02.02.00
41
42 Explain the take-off and landing requirements. 034.02.02.00.01
43 Explain the maximum allowed take-off and landing mass. 034.02.02.00.02
44 Explain that mass has to be restricted to HIGE. 034.02.02.00.03
45 Explain that if HIGE is unlikely to be achieved then mass must be restricted 034.02.02.00.04
to HOGE.
46 Climb, cruise and descent 034.02.03.00
47
48 State that the helicopter must be capable of flying its intended track without 034.02.03.00.01
flying below the appropriate minimum flight altitude and be able to
performing a safe forced landing.
57 Find the rate of climb under given conditions and the best rate of climb 034.02.04.02.02
speed VY.
58 Cruise 034.02.04.03
59 Find the cruising speed and fuel consumption for certain conditions. 034.02.04.03.01
60 Calculate the range and endurance under given conditions. 034.02.04.03.02
61 Landing (including hover) 034.02.04.04
62 Find the maximum wind component. 034.02.04.04.01
63 Find the maximum allowed landing mass for certain conditions. 034.02.04.04.02
64 Find critical height-velocity parameters. 034.02.04.04.03
65 PERFORMANCE CLASS 2 034.03.00.00
66 Operations without an assured safe forced landing capability 034.03.01.00
67
68 State the responsibility of the operator in order to assure a safe forced 034.03.01.00.01
landing.
69 Take-off 034.03.02.00
70
71 State the climb and other requirements for take-off. 034.03.02.00.01
72 Take-off flight path 034.03.03.00
73
74 State the height above the take-off surface at which at least the 034.03.03.00.01
requirements to take-off flight path for performance class 1 are to be met.
75 Landing 034.03.04.00
76
77 State the requirements to the climb capability for OEI. 034.03.04.00.01
78 State the options for a performance class 2 operation in case of critical 034.03.04.00.02
power unit failure at any point in the approach path.
79 State the limitations for operations to/from a helideck. 034.03.04.00.03
80 PERFORMANCE CLASS 1 - HELICOPTERS CERTIFICATED UNDER CS-29 ONLY 034.04.00.00
81 Take-off 034.04.01.00
82 Take-off distances 034.04.01.01
83 Explain the effects of the following variables on the Flight path and take-off 034.04.01.01.01
distances: - Take-off with HIGE or HOGE - Take-off procedure - Obstacle
clearances both lateral and vertical - Take-off from non-elevated Heliports -
Take-off from elevated Heliports or Helidecks - Take-off from Touchdown
and Lift-off Area (TLOF).
84 Explain the effects of the following variables on take-off distances: - Mass - 034.04.01.01.02
Take-off configuration - Bleed Air configurations.
85 Explain the effects of the following meteorological variables on take-off 034.04.01.01.03
distances: - Wind - Temperature - Pressure altitude.
86 Explain the take-off distances for specified conditions and configuration for 034.04.01.01.04
AEO and OEI.
87 Explain the effect of obstacles on the take-off distance required. 034.04.01.01.05
88 Explain the influence of V1 and VTOSS speeds on take-off distance. 034.04.01.01.06
89 State the assumed reaction time between engine failure and recognition. 034.04.01.01.07
90 Explain the effect of calculation of TDP and V 1 on the take-off distance 034.04.01.01.08
required.
91 Explain that the flight must be carried out visual up to TDP. 034.04.01.01.09
92 Rejected take-off distance required 034.04.01.02
93 Explain the rejected take-off distance required for specified conditions and 034.04.01.02.01
configuration for AEO and OEI.
94 Explain the effect of calculation of V1 on the rejected take-off distance 034.04.01.02.02
required.
95 Explain the time-to-decide allowance (decision time) and deceleration 034.04.01.02.03
procedure.
96 Landing Distance from TDP with V1 to a complete Stop on the Ground 034.04.01.03
97 Understand relationship of take-off distance and landing distance from TDP 034.04.01.03.01
with V1 to a complete ground stop.
103 Describe the influence of airspeed selection, acceleration and turns on the 034.04.01.04.05
climb gradient, best rate of climb speed.
104 Obstacle-limited take-off 034.04.01.05
105 Describe the operational regulations for obstacle clearance of the take-off 034.04.01.05.01
flight path in the departure sector with OEI.
106 Use of Helicopter Flight Data 034.04.01.06
107 Determine from the helicopter performance data sheets the maximum 034.04.01.06.01
masses that satisfy all the regulations for take-off.
126 Understand the relation between power setting, fuel consumption, cruising 034.04.03.05.02
speed and altitude.
127 Use of Helicopter Flight Data 034.04.03.06
128 Determine the fuel consumption from the helicopter performance data 034.04.03.06.01
sheets in accordance to altitude and helicopter mass.
129 En-route One Engine Inoperative 034.04.04.00
130 Requirements for en-route flights OEI 034.04.04.01
131 State the flight path clearance requirements. 034.04.04.01.01
132 Explain the drift-down techniques. 034.04.04.01.02
133 State the reduction in flight path width when navigational accuracy can be 034.04.04.01.03
achieved.
134 Use of helicopter flight data 034.04.04.02
135 Find the single engine service ceiling, range and endurance given engine 034.04.04.02.01
inoperative charts.
136 Find the maximum continuous power settings given engine inoperative 034.04.04.02.02
charts.
137 Find the amount of fuel to jettison to reduce helicopter mass. 034.04.04.02.03
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New syllabus text
Reworded, intent
Text unmodified
Renumbered
modified
Deleted
same
New
PERFORMANCE - HELICOPTERS x
GENERAL x
Performance legislation x
Airworthiness requirements x
Interpret the airworthiness requirements of CS-27 and CS-29. x
Interpret the charts showing minimum clearances associated with CAT A and x x
CAT B procedures.
General performance theory x
Phases of flight x
Explain the following phases of flight: take-off; climb; level flight; descent; x
approach and landing.
Describe the necessity for different take-off and landing procedures. x
Understand the meaning and significance of the acronyms AEO and OEI. x
Explain the effect of temperature, wind and altitude on climb, cruise and x x
descent performance.
Take-off and landing x
Take-off and landing (including hover) x
Explain the take-off and landing requirements. x x
Explain the maximum allowed take-off and landing mass. x x
Explain that mass has to be restricted to HIGE. x x
Explain that if HIGE is unlikely to be achieved (for example, blocked by an x x
obstruction), then mass must be restricted to HOGE.
Climb, cruise and descent x
Climb, cruise and descent (capabilities) x
State that the helicopter must be capable of flying its intended track without x x
flying below the appropriate minimum flight altitude and be able to perform
a safe forced landing.
Find the rate of climb under given conditions and the best rate-of-climb x
speed VY.
Cruise x
Find the cruising speed and fuel consumption for certain conditions. x
Calculate the range and endurance under given conditions. x
Landing (including hover) x
Find the maximum wind component. x
Find the maximum allowed landing mass for certain conditions. x
Find the height–velocity parameters. x
PERFORMANCE CLASS 2 x
Operations without an assured safe forced landing capability x
Responsibility for operations without an assured safe forced landing x
capability
State the responsibility of the operator for assuring safe forced landings x x
(point CAT.POL.H.305 of the EU Regulation on air operations).
Take-off x
Take-off requirements x
State the climb and other requirements for take-off. x x
Take-off flight path x
Take-off flight path requirements x
State the height above the take-off surface at which at least the x x
requirements for the take-off flight path for Performance Class 1 are to be
met.
Landing x
Landing requirements x
State the requirements for the climb capability when OEI. x x
State the options for a Performance Class 2 operation in the case of a critical x x
power-unit failure at any point in the approach path.
State the limitations for operations to/from a helideck. x x
PERFORMANCE CLASS 1 - HELICOPTERS CERTIFIED ACCORDING TO CS-29 x
ONLY
Take-off x
Take-off distances x
Explain the effects of the following variables on the flight-path and take-off x
distances: take-off with HIGE or HOGE; take-off procedure; obstacle
clearances both laterally and vertically; take-off from non-elevated heliports;
take-off from elevated heliports or helidecks; take-off from a TLOF.
Take-off climb x
Define the segments of the take-off flight path. x
Explain the effect of changes in the configuration on power and speed in the x
segments.
Explain the climb-gradient requirements for OEI. x
State the minimum altitude over the take-off path when flying at the take- x
off safety speed in a Category A helicopter (VTOSS).
Climb x
Climb techniques x
Explain the effect of climbing with best rate-of-climb speed (V Y). x
Explain the influence of altitude on VY. x
Use of helicopter flight data x
Find the rate of climb and calculate the time to climb to a given altitude. x
Cruise x
Cruise techniques x
Explain the cruise procedures for ‘maximum endurance’ and ‘maximum x
range’.
Maximum endurance x
Explain fuel flow in relation to true airspeed (TAS). x
Explain the speed for maximum endurance. x
Maximum range x
Explain the speed for maximum range. x
Maximum cruise x
Explain the speed for maximum cruise. x
Cruise altitudes x
Explain the factors which might affect or limit the operating altitude. x
CPL(A)
x
x
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x
ATPL(H)/IR
x
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x
x
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x
ATPL(H)/VFR
x
x
x
x
x
x
CPL(H)
IR(A/H)
CBIR, EIR
Basic Knowledge
x x
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Old syllabus text Old syllabus
Index reference
6 Outline the factors in training that will ensure the future competency of the 040.01.01.01.02
individual pilot.
7 Accident statistics 040.01.02.00
8 Give an estimate of the accident rate in commercial aviation in comparison to 040.01.02.00.01
other means of transport.
9 State in general terms the percentage of aircraft accidents which are caused 040.01.02.00.02
by human factors.
10 Summarise the accident trend in modern aviation. 040.01.02.00.03
11 Identify the role of accident statistics in developing a strategy for future 040.01.02.00.04
improvements to flight safety.
12 Flight safety concepts 040.01.03.00
13
14 Explain the three components of the Threat and Error Management Model 040.01.03.00.01
(TEM).
15 Explain and give examples of latent threats. 040.01.03.00.02
16 Explain and give examples of environmental threats. 040.01.03.00.03
17 Explain and give examples of organisational threats. 040.01.03.00.04
18 Explain and give a definition of Error according the TEM model in ICAO Annex 040.01.03.00.05
1.
19 Give examples of different countermeasures which may be used in order to 040.01.03.00.06
manage threats, errors and undesired aircraft states.
20 Explain and give examples of procedural error. 040.01.03.00.07
36
43 State the physiological significance of the following laws: - Boyle’s Law - 040.02.01.01.04
Dalton’s Law - Henry’s Laws - The General Gas Law.
44 State the ICAO standard temperature at Mean Sea Level and the Standard 040.02.01.01.05
Temperature Lapse Rate.
45 State at what approximate altitudes in the standard atmosphere the 040.02.01.01.06
atmospheric pressure will be ¼, ½ and ¾ of MSL pressure.
46 State the effects of increasing altitude on the overall pressure and partial 040.02.01.01.07
pressures of the various gases in the atmosphere.
47 Explain the differences in gas expansion between alveolar and ambient air 040.02.01.01.08
when climbing.
48 State the condition required for human beings to be able to survive at any 040.02.01.01.09
given altitude.
49 State and explain the importance of partial pressure. 040.02.01.01.10
50 Respiratory and circulatory system 040.02.01.02
51 List the main components of the respiratory system and their function. 040.02.01.02.01
52 Identify the different volumes of air in the lungs and state the normal 040.02.01.02.02
respiratory rate.
53 State how oxygen and carbon dioxide are transported throughout the body. 040.02.01.02.03
54 Explain the process by which oxygen is transferred to the tissues and carbon 040.02.01.02.04
dioxide is eliminated from the body and the oxygen requirement of tissues.
55 Explain the role of carbon dioxide in the control and regulation of respiration. 040.02.01.02.05
56 Describe the basic processes of external respiration and internal respiration. 040.02.01.02.06
76 Stress that hypertension is the major factor of ‘strokes’ in the general 040.02.01.02.25
population.
77 Coronary artery disease
78 Differentiate between ‘angina’ and ‘heart attack’. 040.02.01.02.26
79 Explain the major risk factors for coronary disease. 040.02.01.02.27
80 State the role played by physical exercise plays in reducing the chances of 040.02.01.02.28
developing coronary disease.
81 Hypoxia
82 Define the two major forms of hypoxia (hypoxic and anaemic) and the 040.02.01.02.29
common causes of both.
83 State the symptoms of hypoxia. 040.02.01.02.30
84 State why living tissues require oxygen. 040.02.01.02.31
85 State that healthy people are able to compensate for altitudes up to 040.02.01.02.32
approximately 10 000 - 12 000 ft.
86 Name the three physiological thresholds and allocate the corresponding 040.02.01.02.33
altitudes for each of them.
87 State the altitude at which short term memory begins to be affected by 040.02.01.02.34
hypoxia.
88 Define the terms 'Time of Useful Consciousness' (TUC). 040.02.01.02.35
89 State the TUC varies between individuals but the approximate values are: a) 040.02.01.02.36
For a person seated (at rest): b) For a person moderately active 20 000 ft: a)
30 min, b) 5 min; 30,000 ft, a) 1-2min, b) not required; 35,000 ft a) 30-90 sec
b) not required; 40,000 ft a) 15-20 sec, b) not required.
90 Explain the dangers of flying above 10 000 ft without using additional oxygen 040.02.01.02.37
or being in a pressurised cabin.
91 List the factors determining the severity of hypoxia. 040.02.01.02.38
92 State the precautions to be taken when giving blood. 040.02.01.02.39
93 State the equivalent altitudes when breathing ambient air and 100 % oxygen 040.02.01.02.40
for MSL and approximately 10 000 ft, 30 000 ft and 40 000 ft.
94 Hyperventilation
95 Describe the role of carbon dioxide in hyperventilation. 040.02.01.02.41
96 Define the term 'hyperventilation'. 040.02.01.02.42
97 List the factors causing hyperventilation. 040.02.01.02.43
98 State that hyperventilation may be caused by psychological or physiological 040.02.01.02.44
reasons.
99 List the signs and symptoms of hyperventilation. 040.02.01.02.45
100 Describe the effects of hyperventilation on muscular coordination. 040.02.01.02.46
101 List measures which may be taken to counteract hyperventilation. 040.02.01.02.47
104 List the vital actions the crew has to perform when cabin pressurisation is 040.02.01.02.55
lost.
(Moved from 040.02.01.02.55)
112 Define the hazards of diving and flying and give the recommendations 040.02.01.02.56
associated with these activities.
113 Acceleration
114 Define 'linear', 'angular' and 'radial acceleration'. 040.02.01.02.57
115 Describe the effects of acceleration on the circulation and blood volume 040.02.01.02.58
distribution.
116 List the factors determining the effects of acceleration on the human body. 040.02.01.02.59
117 Describe measures which may be taken to increase tolerance to positive 040.02.01.02.60
acceleration.
118 List the effects of positive acceleration with respect to type, sequence and 040.02.01.02.61
the corresponding G-load.
119 Carbon monoxide
120 State how carbon monoxide may be produced. 040.02.01.02.62
121 State how the presence of carbon monoxide in the blood affects the 040.02.01.02.63
distribution of oxygen.
122 List the signs and symptoms of carbon monoxide poisoning. 040.02.01.02.64
123 Indicate how carbon monoxide poisoning can be treated and counter- 040.02.01.02.65
measures that can be adopted.
131 List the harmful effects that may result from the extra radiation that may be 040.02.01.03.06
generated as the result of a sun storm (solar flares).
132 List methods of reducing the effects of extra radiation that may be generated 040.02.01.03.07
as the result of a sun storm (solar flares).
133 Humidity
134 Define the terms ‘humidity’ and ‘relative humidity’. 040.02.01.03.08
135 List the factors which affect the relative humidity of both the atmosphere and 040.02.01.03.09
cabin air.
136 State the methods of reducing the effects of insufficient humidity. 040.02.01.03.10
137 List the physiological effects of dry cabin air on the human body and indicate 040.02.01.03.11
measures to diminish these effects. Stress the effects that low humidity can
have on the efficient functioning of the eye.
138 Explain the change in the need for oxygen of the human body when exposed 040.02.01.03.12
to extreme environmental temperatures.
139 Man and Environment: the sensory system 040.02.02.00
140
141 List the different senses. 040.02.02.00.01
142 State the multi-sensory nature of human perception. 040.02.02.00.02
143 Central, peripheral and autonomic nervous system 040.02.02.01
144 Name the main parts of the central nervous system. 040.02.02.01.01
145 State the basic functions of the Central Nervous System (CNS), the Peripheral 040.02.02.01.02
Nervous System (PNS) and the Autonomic (Vegetative) System (ANS).
146 Discuss broadly how information is processed by the nervous systems and the 040.02.02.01.03
role of reflexes.
147 Define the division of the peripheral nerves into sensory and motor nerves. 040.02.02.01.04
153 Define biological control systems as neuro-hormonal processes that are 040.02.02.01.10
highly self-regulated in the normal environment.
154 Vision 040.02.02.02
155 Functional anatomy
156 Name the most important parts of the eye and the pathway to the visual 040.02.02.02.01
cortex.
157 State the basic functions of the parts of the eye. 040.02.02.02.02
158 Define ‘accommodation’. 040.02.02.02.03
159 Distinguish between the functions of the rod and cone cells. 040.02.02.02.04
160 Describe the distribution of rod and cone cells in the retina and explain their 040.02.02.02.05
relevance on vision.
161 Visual foveal and peripheral vision
162 Explain the terms ‘visual acuity’, ‘visual field’, ‘central vision’, ‘peripheral 040.02.02.02.06
vision’, 'fovea' and explain their function in the process of vision.
163 List the factors which may degrade visual acuity and the importance of 040.02.02.02.07
‘lookout’.
164 State the limitations of night vision and the different scanning techniques by 040.02.02.02.08
both night and day (regularly spaced eye movements each covering an
overlapping sector of about 10º).
165 Explain the adaptation mechanism in vision to cater for reduced and 040.02.02.02.09
increased levels of illumination.
166 State the time necessary for the eye to adapt both to the dark and bright 040.02.02.02.10
light.
167 State the effect of hypoxia and smoking on night vision. 040.02.02.02.11
168 Explain the nature of colour blindness and the significance of the ‘blind spot’ 040.02.02.02.12
on the retina in detecting other traffic in flight.
169 Explain the nature of colour blindness and the significance of the ‘blind spot’ 040.02.02.02.12
on the retina in detecting other traffic in flight.
(Moved and merged into 040.02.02.03.22)
178 List the types of sunglasses which could cause perceptional problems in 040.02.02.02.19
flight.
179 List the measures which may be taken to protect oneself from flash- 040.02.02.02.20
blindness.
180 State the possible problems associated with contact lenses. 040.02.02.02.21
181 State the current rules/regulations governing the wearing of corrective 040.02.02.02.22
spectacles and contact lenses when operating as a pilot.
182 Explain the nature of colour blindness and the significance of the ‘blind spot’ 040.02.02.02.12
on the retina in detecting other traffic in flight.
(Moved from 040.02.02.02.12)
189 Differentiate between the functions of the vestibular apparatus and the 040.02.02.03.05
cochlea in the inner ear.
190 State the role of the Eustachian tube in equalizing pressure between the 040.02.02.03.06
middle ear and the environment.
191 Indicate the effects of colds or flu on the ability to equalize pressure in the 040.02.02.03.07
above.
192 Hearing loss
193 Define the main causes of the following hearing defects / loss: 'conductive 040.02.02.03.08
deafness' 'Noise Induced Hearing Loss' (NIHL) 'presbycusis'.
198 List the main sources of hearing loss in the flying environment. 040.02.02.03.13
199 List the precautions that may be taken to reduce the probability of onset of 040.02.02.03.14
hearing loss.
200 Equilibrium 040.02.02.04
201 Functional anatomy
202 List the main elements of the vestibular apparatus. 040.02.02.04.01
203 State the functions of the vestibular apparatus on the ground and in flight. 040.02.02.04.02
204 Distinguish between the component parts of the vestibular apparatus in the 040.02.02.04.03
detection of linear and angular acceleration as well as on gravity.
215 State the conditions which cause the ‘black hole’ effect and ‘empty field 040.02.02.05.05
myopia’
(Merged into 040.02.02.06.03 and 040.02.02.06.05)
216 Relate these illusions to problems that may be experienced in flight and 040.02.02.05.04
identify the danger attached to them.
217 State the conditions which cause the ‘black hole’ effect and ‘empty field 040.02.02.05.05
myopia’.
(Merged into 040.02.02.06.03 and 040.02.02.06.05)
218 Give examples of approach and landing illusions, state the danger involved 040.02.02.05.06
and give recommendations to avoid or counteract these problems.
(Merged into 040.02.02.06.05)
219 State the problems associated with flickering lights (strobe-lights, anti- 040.02.02.05.07
collision lights, etc.).
220 Give examples of vestibular illusions such as somatogyral (the Leans), Coriolis, 040.02.02.05.08
somatogravic and G- effect illusions.
221 Relate the above mentioned vestibular illusions to problems encountered in 040.02.02.05.09
flight and state the dangers involved.
222 List and describe the function of the proprioceptive senses ('seat-of-the- 040.02.02.05.10
pants' sense).
223 Relate illusions of the proprioceptive senses to the problems encountered 040.02.02.05.11
during flight.
224 State that the 'seat-of-the-pants' sense is completely unreliable when visual 040.02.02.05.12
contact with the ground is lost or when flying in IMC or poor visual horizon.
225 Differentiate between vertigo, Coriolis effect and spatial disorientation. 040.02.02.05.13
226 Explain the flicker effect (stroboscopic effect) and discuss counter measures. 040.02.02.05.14
227 Explain how spatial disorientation can result from a mismatch in sensory 040.02.02.05.15
input and information processing.
228 List the measures to prevent and/or overcome spatial disorientation. 040.02.02.05.16
229 Health and hygiene 040.02.03.00
230 Personal hygiene 040.02.03.01
231 Summarise the role of personal hygiene as a factor in human performance. 040.02.03.01.01
240 Explain the function of sleep and describe the effects of insufficient sleep on 040.02.03.02.08
performance.
241 Explain the simple calculations for the sleep/wake credit/debit situation. 040.02.03.02.09
246 Explain the interactive effects of circadian rhythm and vigilance on a pilot's 040.02.03.02.14
performance during flight as the duty day elapses.
247 Describe the main effects of lack of sleep on an individual's performance. 040.02.03.02.15
254 Indicate the effects of colds or flu on the ability to equalize pressure between 040.02.03.03.04
the middle ear and the environment.
255 State when a pilot should seek medical advice from an AME, and when the 040.02.03.03.05
Aeromedical Section of an authority should be informed.
256 Describe the measures to prevent and/or clear problems due to pressure 040.02.03.03.06
changes during flight.
257 Entrapped gases and barotrauma
258 Define 'barotrauma'. 040.02.03.03.07
259 Differentiate between otic, sinus, gastro-intestinal and aerodontalgia (of the 040.02.03.03.08
teeth) barotraumas and explain avoidance strategies.
260 Explain why the effects of otic barotrauma can be worse in the descent. 040.02.03.03.09
263 List the precautions that should be observed to reduce the occurrence of 040.02.03.03.11
gastro-intestinal upsets.
264 Indicate the major sources of gastrointestinal upsets. 040.02.03.03.12
265 Obesity
266 Define 'obesity'. 040.02.03.03.13
267 State the cause of obesity. 040.02.03.03.14
268 State the harmful effects of obesity on: - Possibility of developing coronary 040.02.03.03.15
problems - Increased chances of developing diabetes - Ability to withstand g
forces - The development of problems with the joints of the limbs - General
circulatory problems - Ability to cope with hypoxia and/or decompression
sickness.
269 State the relationship between obesity and Body Mass Index (BMI). 040.02.03.03.16
270 Calculate the BMI of an individual (given weight in Kg and height in metres) 040.02.03.03.17
and state whether this BMI indicates that the individual is underweight,
overweight, obese or within the normal range of body weight.
271 Describe the problems associated with type 2 (mostly adult) diabetes - risk 040.02.03.03.18
factors - insulin resistance - complications (vascular, neurological) and the
consequences for the medical licence - pilots are not protected from type 2
diabetes more than other people.
272 Describe the typical back problems (unspecific back pain, slipped disc) that 040.02.03.03.19
pilots have. Explain also the ways of preventing and treating these problems
- good sitting posture - lumbar support - good physical condition - in-flight
exercise if possible - physiotherapy.
275 Stress the importance of and methods to be adopted by aircrew especially 040.02.03.03.21
when travelling abroad to avoid contaminated food and liquids.
284 State the precautions to be taken to reduce the risks of developing problems 040.02.03.03.29
in tropical areas.
285 Infectious diseases
286 State the major infectious diseases that may kill or severely incapacitate 040.02.03.03.30
individuals.
287 State which preventative hygienic measures, vaccinations, drugs, and other 040.02.03.03.31
measures, reduce the chances of catching these diseases.
288 State the precautions which must be taken to ensure that disease carrying 040.02.03.03.32
insects are not transported between areas.
289 Intoxication 040.02.03.04
290 Tobacco
291 State the harmful effects of tobacco on: - The respiratory system - The cardio- 040.02.03.04.01
vascular system - The ability to resist hypoxia - The ability to tolerate g forces
- Night vision.
292 Caffeine
293 Indicate the level of caffeine dosage at which performance is degraded. 040.02.03.04.02
298 State the effects alcohol may have if consumed together with other drugs. 040.02.03.04.06
301 Define the ‘unit’ of alcohol and state approximate elimination rate from the 040.02.03.04.09
blood.
302 State the maximum daily and weekly intake of units of alcohol which may be 040.02.03.04.10
consumed without causing damage to organs and systems in the body.
303 Discuss the actions that might be taken if a crew member is suspected of 040.02.03.04.11
being an alcoholic.
304 State the reasons why the aviation profession is particularly vulnerable to the 040.02.03.04.12
excessive use of alcohol.
305 Drugs and self-medication
306 State the dangers associated with the use of non-prescription drugs. 040.02.03.04.13
307 State the side effects of common non-prescription drugs used to treat colds, 040.02.03.04.14
flu, hay fever and other allergies especially medicines containing anti-
histamine preparations.
308 Interpret the rules relevant to using drugs (prescriptive or not prescriptive) 040.02.03.04.15
that the pilot has not used before.
309 Interpret the general rule that ‘if a pilot is so unwell that he/she requires any 040.02.03.04.16
medication then he/she should consider him/herself unfit to fly'.
313
332 Illustrate why perception is subjective and state the relevant factors which 040.03.01.02.03
influence interpretation of perceived information.
333 Describe some basic perceptual illusions. 040.03.01.02.04
334 Illustrate some basic perceptual concepts. 040.03.01.02.05
335 Give examples where perception plays a decisive role in flight safety. 040.03.01.02.06
336 Stress how persuasive and believable mistaken perception can manifest itself 040.03.01.02.07
both on an individual and a group.
337 Memory 040.03.01.03
338 Explain the link between the types of memory (to include sensory, 040.03.01.03.01
working/short term and long term memories).
339 Describe the differences between the types of memory in terms of capacity 040.03.01.03.02
and retention time.
340 Justify the importance of sensory-store memories in processing information. 040.03.01.03.03
341 State the average maximum number of separate items that may be held in 040.03.01.03.04
working memory.
342 Stress how interruption can affect the short-term/working memory. 040.03.01.03.05
343 Give examples of items that are important for pilots to hold in working 040.03.01.03.06
memory during flight.
344 Describe how the capacity of the working memory store may be increased. 040.03.01.03.07
345 State the subdivisions of long term memory and give examples of their 040.03.01.03.08
content.
346 Explain that skills are kept primarily in the long term memory. 040.03.01.03.09
347 Explain amnesia and how it effects memory. 040.03.01.03.10
348 Name the common problems with both the long and short-term memories 040.03.01.03.11
and the best methods to try and counter-act them.
349 Response selection 040.03.01.04
350 Learning principles and techniques
351 Explain and distinguish between the following basic forms of learning: - 040.03.01.04.01
Classical and operant conditioning (behaviouristic approach) - Learning by
insight (cognitive approach) - Learning by imitating (modeling).
352 Find pilot related examples for each of these learning forms. 040.03.01.04.02
353 State factors which are necessary for and promote the quality of learning. 040.03.01.04.03
354 Explain ways to facilitate the memorisation of information by the following 040.03.01.04.04
learning techniques : - Mnemonics - Mental training.
355 Describe the advantage of planning and anticipation of future actions - 040.03.01.04.05
Define the term ‘skills’ - State the 3 phases of learning a skill (Anderson).
361 Motivation
362 Define motivation. 040.03.01.04.11
363 Explain the influences of different levels of motivation on performance taking 040.03.01.04.12
into consideration task difficulty.
364 Explain the ‘Model of Human Needs’ (Maslow) and relate this to aviation. 040.03.01.04.13
374 Define the term 'mental model' in relation to a surrounding complex 040.03.02.02.04
situation.
375 Describe the advantage/disadvantage of mental models. 040.03.02.02.05
376 Explain the relationship between personal ‘mental models’ and the creation 040.03.02.02.06
of cognitive illusions.
377 Theory and model of human error 040.03.02.03
378 Define the term ‘error’. 040.03.02.03.01
379 Explain the concept of the ‘error chain’. 040.03.02.03.02
380 Differentiate between an isolated error and an error chain. 040.03.02.03.03
381 Distinguish between the main forms/types of errors (i.e. slips, faults, 040.03.02.03.04
omissions and violations).
382 Discuss the above errors and their relevance in-flight. 040.03.02.03.05
383 Distinguish between an active and a latent error and give examples. 040.03.02.03.06
384 Error generation 040.03.02.04
385 Distinguish between internal and external factors in error generation. 040.03.02.04.01
388 List the three main sources for external error generation in the cockpit. 040.03.02.04.04
389 Give examples to illustrate the following factors in external error generation 040.03.02.04.05
in the cockpit : - Ergonomics - Economics - Social environment.
390 Name major goals in the design of human centred man-machine interfaces. 040.03.02.04.06
400 Describe the main error sources and limits in an individual's decision making 040.03.03.01.05
mechanism.
401 State the factors upon which an individual's risk assessment is based. 040.03.03.01.06
402 Explain the relationship between risk assessment, commitment, and pressure 040.03.03.01.07
of time on decision making strategies.
403 Explain the risks associated with dispersion and/or channelised attention 040.03.03.01.08
during the application of procedures requiring a high workload within a short
time frame (e.g. a go-around).
404 Describe the positive and negative influences exerted by other group 040.03.03.01.09
members on an individual's decision making process.
405 Explain the general idea behind the creation of a model for decision making 040.03.03.01.10
based upon: - definition of the aim, - collection of information, - risk
assessment, - development of options, - evaluation of options, - decision, -
implementation, - consequences, - review and feedback.
409 Stress the over-all importance of constantly and positively striving to monitor 040.03.04.01.02
for errors and thereby maintaining situation awareness.
410 Coordination (multi-crew concepts) 040.03.04.02
411 Name the objectives of the multi-crew concept. 040.03.04.02.01
412 State and explain the elements of multi-crew concepts. 040.03.04.02.02
413 Explain the concept “Standard Operating Procedures” (SOP). 040.03.04.02.03
419
451 Explain the difference between intra and interpersonal conflict. 040.03.04.04.13
455
463 Discuss some effects that personality and attitudes may have on flight crew 040.03.05.01.06
performance.
464 Individual differences in personality and motivation 040.03.05.02
465 Describe the individual differences in personality by the mean of a common 040.03.05.02.01
trait model (e.g. Eysenck's personality factors) and use it to describe today’s
ideal pilot.
466 Self-concept
467 Define the term 'self-concept' and the part it plays in any change of 040.03.05.02.02
personality.
468 Explain how a self- concept of under-confidence may lead to an outward 040.03.05.02.03
show of aggression and self- assertiveness.
469 Self-discipline
470 Define 'self-discipline' and justify its importance for flight safety. 040.03.05.02.04
471 Identification of hazardous attitudes (error proneness) 040.03.05.03
472 Summarise examples of attitudes and behaviour which, if prevalent in a crew 040.03.05.03.01
member, might represent a hazard to flight safety and their signs.
473 Describe the personality attitude and behaviour patterns of an ideal crew 040.03.05.03.02
member.
474 Summarise how a person’s attitude influences his work in the cockpit. 040.03.05.03.03
490 Discuss the concept of ‘break-point’ with regards to stress, overload and 040.03.06.02.10
performance.
491 Name the principal causes of domestic stress. 040.03.06.02.11
492 State that the stress experienced as a result of particular demands varies 040.03.06.02.12
between individuals.
493 Explain the factors which lead to differences in the levels of stress 040.03.06.02.13
experienced by individuals.
494 List factors influencing the tolerance of stressors. 040.03.06.02.14
495 Explain a simple model of stress. 040.03.06.02.15
501 Describe the relationship between stress, arousal and vigilance. 040.03.06.02.21
502 State the general effect of chronic stress on the human system. 040.03.06.02.22
503 Explain the differences between psychological, psychosomatic and somatic 040.03.06.02.23
stress reactions.
504 Name typical common physiological and psychological symptoms of human 040.03.06.02.24
overload.
505 Describe effects of stress on human behaviour. 040.03.06.02.25
506 Explain how stress is cumulative and how stress from one situation can be 040.03.06.02.26
transferred to a different situation.
507 Explain how successful completion of a stressful task will reduce the amount 040.03.06.02.27
of stress experienced when a similar situation arises in the future.
508 Describe the effect of human under/overload on effectiveness in the cockpit. 040.03.06.02.28
517 List and describe coping strategies for dealing with stress factors and stress 040.03.06.05.05
reactions.
518 Distinguish between short-term and long-term methods of stress 040.03.06.05.06
management.
519 Give examples of short term methods of stress management. 040.03.06.05.07
520 Give examples of long-term methods of coping with stress. 040.03.06.05.08
521
526 State the advantages and disadvantages of the two components of the man- 040.03.07.01.03
machine system with regard to information input and processing, decision
making, and output activities.
527 Explain the ‘ironies of automation’. 040.03.07.01.04
531 Explain the following terms in connection with automatic systems : - passive 040.03.07.02.02
monitoring, - blinkered concentration, - confusion, - mode awareness.
532 Give examples of actions which may be taken to counteract ineffective 040.03.07.02.03
monitoring of automatic systems.
533 Define ‘complacency’. 040.03.07.02.04
534 Working concepts 040.03.07.03
535 Analyse the influence of automation on crew communication and describe 040.03.07.03.01
the potential disadvantages.
536 Summarise how the negative effects of automation on pilots may be 040.03.07.03.02
alleviated.
537 Interpret the role of automation with respect to flight safety. 040.03.07.03.03
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New syllabus text
Deleted
same
New
HUMAN PERFORMANCE AND LIMITATIONS x
HUMAN FACTORS: BASIC CONCEPTS x
Human factors in aviation x
Becoming a competent pilot x
State that competence is based on knowledge, skills and attitudes of the
individual pilot, and list the ICAO eight core competencies: application of
procedures; communication; aircraft flight path management, automation;
aircraft flight path management, manual control; leadership and teamwork;
problem-solving and decision-making; situation awareness; workload
management.
x
x
x
x
Safety culture x
Safety culture and safety management x
Distinguish between ‘open cultures’ and ‘closed cultures’. x x
Illustrate how safety culture is reflected in national culture. x x
Discuss the established expression ‘safety first’ in a commercial entity. x
State that the volume percentage of the gases in ambient air will remain x x
constant at all altitudes at which conventional aircraft operate.
x
Respiratory and circulatory system x
List the main components of the respiratory system and their function. x
Identify the different volumes of air in the lungs and state the normal x
respiratory rate.
x
Explain the role of carbon dioxide in the control and regulation of respiration. x x
x
Define ‘systolic’ and ‘diastolic’ blood pressure. x x
State the normal blood pressure ranges and units of measurement. x x
x
Hyperventilation x
Describe the role of carbon dioxide in hyperventilation. x x
Define the term ‘hyperventilation’. x x
List the factors that cause hyperventilation. x x
State that hyperventilation may be caused by psychological or physiological x x
reasons.
List the signs and symptoms of hyperventilation. x x
x
List the measures which may be taken to counteract hyperventilation: breath x
slowly, close one opening of the nose, speak loudly, place a paper bag over
nose and mouth.
Decompression sickness/illness x
State the normal range of cabin pressure altitude in pressurised commercial x
air transport aircraft and describe its protective function for aircrew and
passengers.
List the vital actions the crew has to perform when cabin pressurisation is lost x
(oxygen mask on, emergency descent, land as soon as possible, and no
further flight for the next minimum 24 hours). State that decompression
sickness symptoms can occur up to 24 hours later.
x
List the symptoms of decompression sickness (bends, creeps, chokes, x
staggers).
Indicate how decompression sickness may be treated. x x
See new LO reference above x
Define the hazards of diving and flying, and give the recommendations x x
associated with these activities.
Acceleration x
Define ‘linear acceleration’ and ‘angular acceleration’. x
Describe the effects of z-acceleration on the circulation and blood volume x
distribution.
List magnitude, duration and onset as factors that determine the effects of x
acceleration on the human body.
x
List the effects of positive acceleration with respect to type, sequence and x x
corresponding G-load.
Carbon monoxide x
State how carbon monoxide is produced. x x
State how the presence of carbon monoxide in the blood affects the x x
distribution of oxygen.
List the signs and symptoms of carbon-monoxide poisoning. x x
Explain immediate countermeasures on suspicion of carbon-monoxide x
poisoning and how poisoning can be treated later on the ground.
High-altitude environment x
State how an increase in altitude may change the proportion of ozone in the
atmosphere and that aircraft can be equipped with special ozone removers.
x
Radiation x
State the sources of radiation at high altitude. x x
List the effects of excessive exposure to radiation. x x
x
Humidity x
x
List the factors that affect the relative humidity of both the atmosphere and x x
cabin air.
x
List the effects of low humidity on human body to be spurious thirst, dry x
eyes, skin and mucous membranes, and indicate measures that can be taken:
drinking water, using eye drops and aqueous creams.
x
x
Define the term ‘sensory threshold’. x x
Define the term ‘sensitivity’, especially in the context of vision. x x
Give examples of sensory adaptation. x x
Define the term ‘habituation’ and state its implication for flight safety. x x
Vision x x
Functional anatomy x
Name the most important parts of the eye and the pathway to the visual x x
cortex.
State the basic functions of the parts of the eye. x x
Define ‘accommodation’. x x
Distinguish between the functions of the rod and cone cells. x x
Describe the distribution of rod and cone cells in the retina and explain their x x
relevance to vision.
The fovea (fovea centralis) and peripheral vision
Explain the terms ‘visual acuity’, ‘visual field’, ‘central vision’, ‘peripheral x x
vision’ and ‘the fovea’, and explain their function in the process of vision.
List the factors that may degrade visual acuity and the importance of x x
‘lookout’.
State the limitations of night vision and the different scanning techniques at x
both night and day.
State the time necessary for the eye to adapt to bright light and the dark. x x
State the effect of hypoxia, smoking and altitude in excess of 5 000 ft on night x
vision.
Explain the nature of colour blindness. x
List the types of sunglasses that could cause perceptional problems in flight. x x
List the measures that may be taken to protect oneself from flash blindness. x x
Hearing x x
Descriptive and functional anatomy x
x
x
x
State the basic parts and functions of the outer, the middle and the inner ear. x
Hearing loss x
Define the main causes of the following hearing defects/loss: ‘conductive x x
deafness’; ‘noise-induced hearing loss’ (NIHL); ‘presbycusis’.
State the problems associated with flickering lights (strobe lights, anti- X
collision lights, propellers and rotors under certain light conditions, etc.).
Explain the function of sleep and describe the effects of insufficient sleep on x
performance.
Explain the simple calculations for the sleep/wake credit/debit situation. x
State when a pilot should seek medical advice from an aeromedical examiner x
(AME) or aeromedical centre (AeMC).
Describe the measures to prevent or clear problems due to pressure changes x x
during flight.
Entrapped gases and barotrauma x
Define ‘barotrauma’. x x
Differentiate between otic, sinus, gastrointestinal and aerodontalgia (of the x x
teeth) barotraumas and explain avoidance strategies.
Explain why the effects of otic barotrauma can be worse in the descent. x x
Gastrointestinal upsets x
State the effects of gastrointestinal upsets that may occur during flight. x x
x
x
Describe the problems associated with Type 2 (mostly adult) diabetes: risk x x
factors; insulin resistance; complications (vascular, neurological) and the
consequences for the medical licence; pilots are not protected from Type 2
diabetes more than other people.
Describe the typical back problems (unspecific back pain, slipped disc) that x x
pilots have. Explain also the ways of preventing and treating these problems:
good sitting posture; lumbar support; good physical condition; in-flight
exercise, if possible; physiotherapy.
Food hygiene x
x
Caffeine x
Indicate the level of caffeine dosage at which performance is degraded. x
State the effects alcohol may have if consumed together with other drugs. x
Define the ‘unit’ of alcohol and state the approximate elimination rate from x
the blood.
State the maximum daily and weekly intake of units of alcohol which may be x
consumed without causing damage to the organs and systems of the human
body.
Toxic materials x
List those materials present in an aircraft which may, when uncontained, x x
cause severe health problems.
List those aircraft-component parts which if burnt may give off toxic fumes. x x
Illustrate why perception is subjective and state the relevant factors that x
influence interpretation of perceived information.
Describe some basic perceptual illusions. x
Illustrate some basic perceptual concepts. x
Give examples where perception plays a decisive role in flight safety. x
Stress how persuasive and believable mistaken perception can manifest itself x
both for an individual and a group.
Memory x
Explain the link between the types of memory (to include sensory, x
working/short-term and long-term memory).
Describe the differences between the types of memory in terms of capacity x
and retention time.
Justify the importance of sensory-store memories in processing information. x
State the average maximum number of separate items that may be held in
working memory (5 plus/minus 2).
Stress how interruption can affect short-term/working memory. x
Give examples of items that are important for pilots to hold in working x
memory during flight.
Describe how the capacity of the working-memory store may be increased. x
Motivation x
Define ‘motivation’. x x
x
Decision-making x
Decision-making concepts x
Define the terms ‘deciding’ and ‘decision-making’. x
Describe the major factors on which decision-making should be based during x
the course of a flight.
Describe the main human attributes with regard to decision-making. x
Discuss the nature of bias and its influence on the decision-making process. x
Explain the general idea behind the creation of a model for decision-making x
based upon: definition of the aim; collection of information; risk assessment;
development of options; evaluation of options; decision; implementation;
consequences; review and feedback.
Cooperation x
Distinguish between cooperation and coaction. x
Define the term ‘group’. x
Illustrate the influence of interdependence in a group. x
List the advantages and disadvantages of teamwork. x
Explain the term ‘synergy’. x
Define the term ‘cohesion’. x
Define the term ‘groupthink’. x
State the essential conditions for good teamwork. x
Explain the function of role and norm in a group. x
Name the different role patterns which occur in a group situation. x
Explain how behaviour can be affected by the following factors: persuasion; x
conformity; compliance; obedience.
Distinguish between status and role. x
Stress the inherent dangers of a situation where there is a mix of role and x
status within the flight crew compartment.
Explain the terms ‘leadership’ and ‘followership’. x
Describe the trans-cockpit authority gradient and its affiliated leadership x
styles (i.e. autocratic, laissez-faire and synergistic).
Name the most important attributes of a positive leadership style. x
Communication x
x
Define the term ‘communication’. x x
List the most basic components of interpersonal communication. x x
Explain the advantages of in-person two-way communication as opposed to x
one-way communication.
x
x
Intentionally left blank x
Explain the four elements of a great speech: a great person; a noteworthy
event; a compelling message; a masterful delivery.
Human behaviour x
Personality, attitude and behaviour x
Describe the factors that determine an individual’s behaviour. x
Define and distinguish between ‘personality’, ‘attitude’ and ‘behaviour’. x
State that personality differences and selfish attitude may have effects on
flight crew performance.
Individual differences in personality and motivation x
Describe the individual differences in personality by means of a common trait x
model (e.g. Eysenck’s personality factors) and use it to describe today’s ideal
pilot.
Self-concept x
Define the term ‘self-concept’ and the role it plays in any change of x
personality.
Explain how a self-concept of underconfidence may lead to an outward show x
of aggression and self- assertiveness.
Self-discipline x
Define ‘self-discipline’ and justify its importance for flight safety. x
Identification of hazardous attitudes (error proneness) x
Explain dangerous attitudes in aviation: anti-authority; macho; impulsivity;
invulnerability; complacency; resignation.
List the principal strengths and weaknesses of pilot versus autopilot systems
to be creativity, decision-making, prioritisation of tasks, safety attitude versus
precision, reliability.
Explain the ‘ironies of automation’: designers’ errors due to wrong
interpretation of the data, leaving tasks to the pilot that are too complex to
automate, loss of manual and cognitive skills of the pilot. State the necessity
for regular training flights as one possible countermeasure.
Automation complacency x
State the main weaknesses in the monitoring of automatic systems to be
hypovigilance during flight, and loss of flying skills.
Explain some basic flight crew errors and terms that arise with the
introduction of automation: passive monitoring; blinkered concentration;
confusion; mode awareness.
Interpret the role of automation with respect to flight safety regarding the
basic principle of the use of manual versus autoflight in normal operations,
frequent changes in the flight profile, and in abnormal situations.
Reworded, intent
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Modified EDD
2019/017/R
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Index Old syllabus text Old syllabus reference
1 METEOROLOGY 050.00.00.00
2 THE ATMOSPHERE 050.01.00.00
3 Composition, extent, vertical division 050.01.01.00
4 Structure of the atmosphere 050.01.01.01
Describe the vertical division of the atmosphere, based on the temperature 050.01.01.01.01
5 variations with height.
List the different layers and their main qualitative characteristics. 050.01.01.01.02
6
7 Troposphere 050.01.01.02
8 Describe the troposphere. 050.01.01.02.01
9 Describe the main characteristics of the tropopause. 050.01.01.02.02
Describe the proportions of the most important gases in the air in the 050.01.01.02.03
10 troposphere.
Describe the variations of the flight level and temperature of the 050.01.01.02.04
11 tropopause from the poles to the equator.
Describe the breaks in the tropopause along the boundaries of the main air 050.01.01.02.05
12 masses.
Indicate the variations of the flight level of the tropopause with the seasons 050.01.01.02.06
13 and the variations of atmospheric pressure.
14 Stratosphere 050.01.01.03
15 Describe the stratosphere. 050.01.01.03.01
Describe the main differences of the composition of the air in the 050.01.01.03.02
16 stratosphere compared to the troposphere.
Mention the vertical extent of the stratosphere up to the stratopause. 050.01.01.03.03
17
Describe the reason for the temperature increase in the ozone layer. 050.01.01.03.04
18
Explain the reasons for the formation of the following inversions: — 050.01.02.05.04
50 tropopause inversion.
Temperature near the Earth’s surface, surface effects, diurnal and 050.01.02.06
51 seasonal variation, effect of clouds, effect of wind
Describe how the temperature near the Earth’s surface is influenced by 050.01.02.06.01
52 seasonal variations.
53
Explain the cooling/and warming of the air on the earth or sea surfaces. 050.01.02.06.02
54
Sketch the diurnal variation of the temperature of the air in relation to the 050.01.02.06.03
55 radiation of the sun and of the Earth.
Describe qualitatively the influence of the clouds on the cooling and 050.01.02.06.04
56 warming of the surface and the air near the surface.
Sketch the diurnal variation of the temperature of the air in relation to the 050.01.02.06.05
57 radiation of the sun and of the Earth.
Explain the influence of the wind on the cooling and warming of the air 050.01.02.06.06
58 near the surfaces.
70
80 Describe the vertical variation of the air density in the atmosphere. 050.01.04.01.02
81 Describe the effect of humidity changes on the density of air. 050.01.04.01.03
82 ICAO Standard Atmosphere (ISA) 050.01.05.00
83 ICAO Standard Atmosphere (ISA) 050.01.05.01
84 Explain the use of standardised values for the atmosphere. 050.01.05.01.01
List the main values of the ISA MSL pressure, MSL temperature, the vertical 050.01.05.01.02
85 temperature lapse rate up to 20 km , height and temperature of the
tropopause).
Calculate the standard temperature in Celsius for a given flight level. 050.01.05.01.03
86
Determine a standard temperature deviation by the difference between the 050.01.05.01.04
87 given outside-air temperature and the standard temperature.
88 Altimetry 050.01.06.00
89 Terminology and definitions 050.01.06.01
Define the following terms and acronyms and explain how they are related 050.01.06.01.01
to each other: height, altitude, pressure altitude, flight level, level, true
90 altitude, true height, elevation, QNH, QFE, and standard altimeter setting.
Describe the terms transition altitude, transition level, transition layer, 050.01.06.01.02
91 terrain clearance, lowest usable flight level.
Derive the reading of the altimeter of an aircraft on the ground when the 050.01.06.03.03
98 pilot uses the different settings.
Explain the influence of the air temperature on the distance between the 050.01.06.03.04
99 ground and the level read on the altimeter and between two flight levels.
100 Explain the influence of pressure areas on the true altitude. 050.01.06.03.05
Determine the true altitude/height for a given altitude/height and a given 050.01.06.03.06
101 ISA temperature deviation.
Calculate the terrain clearance and the lowest usable flight level for given 050.01.06.03.07
102 atmospheric temperature and pressure conditions.
Remark: The following rules should be considered for altimetry 050.01.06.03.07
calculations:
a) All calculations are based on rounded pressure values to the nearest
lower hPa;.
b) The value for the barometric lapse rate near mean sea level is is 27 ft (8
m)30 ft (9m)per 1 hPa; In ISA, and between 1013.25 and 700 hPa, 30 ft/hPa
is an acceptable approximation of the barometric lapse rate.
c) To determine the true altitude/height, the following rule of thumb, called
the ‘4 %-rule’, shall be used: the altitude/height changes by 4 % for each 10
°C temperature deviation from ISA;.
d) If no further information is given, the deviation of the outside-air
temperature from ISA is considered to be constantly the same given value
in the whole layer;.
e) The elevation of the airport has to be taken into account. The
103 temperature correction has to be considered for the layer between the
ground and the position of the aircraft.
112
117 Explain how the Coriolis force acts in relation to the wind. 050.02.02.01.03
118 Explain the development of the geostrophic wind. 050.02.02.01.04
Indicate how the geostrophic wind flows in relation to the 050.02.02.01.05
119 isobars/isohypses in the northern and in the southern hemisphere.
Analyse the effect of changing latitude on the geostrophic wind speed. 050.02.02.01.06
120
Explain the gradient wind effect and indicate how the gradient wind differs 050.02.02.01.07
121 from the geostrophic wind in cyclonic and anticyclonic circulation.
State the surface and air mass conditions that influence the wind in the 050.02.02.02.02
124 friction layer (diurnal variation).
Name the factors that influence the vertical extent of the friction layer. 050.02.02.02.03
125
Explain the relationship between isobars and wind (direction and speed). 050.02.02.02.04
Remarks: approximate value for variation of wind in the friction layer
(values to be used in examinations): Type of landscape; wind speed in
friction layer in per cent of the geostrophic wind; the wind in the friction
layer blows across the isobars towards the low pressure, angle between
126 wind direction and isobars. Over water; ca 70 per cent; ca 10 deg. Over
land; ca 50 per cent; ca 30 deg. WMO NO. 266.
Sketch or indicate on a map the westerly and easterly tropospheric winds 050.02.03.01.03
134 at high level in January and July.
140 Describe and explain land and sea breezes,sea-breeze front. 050.02.04.01.04
141
148
149
161
162
173 Describe and indicate the areas of worst wind shear and CAT. 050.02.07.03.03
174 Jet stream recognition 050.02.07.04
State how jet streams may be recognised from their associated 050.02.07.04.01
175 meteorological phenomena.
197 Describe the relationship between temperature and dew point. 050.03.01.03.07
Estimate the relative humidity of the air from the difference between dew 050.03.01.03.08
198 point and temperature.
Illustrate all the changes of state of aggregation with practical examples. 050.03.02.01.15
215
Illustrate with a sketch of the adiabatic lapse rates and the vertical 050.03.03.01.16
233 temperature profile of the atmosphere the effect of an inversion on the
vertical motion of air.
Illustrate with a schematic sketch of the saturated adiabatic lapse rate and 050.03.03.01.17
234 the vertical temperature profile the instability inside a cumuliform cloud.
246 List cloud types typical for stable and unstable air conditions. 050.04.01.01.06
247 Summarise the conditions for the dissipation of clouds. 050.04.01.01.07
248 Cloud types and cloud classification 050.04.01.02
249 Describe cloud types and cloud classification. 050.04.01.02.01
250 Identify by shape cirriform, cumuliform and stratiform clouds. 050.04.01.02.02
251 Identify by shape and typical level the ten cloud types (genera). 050.04.01.02.03
Describe and identify by shape the following species and supplementary 050.04.01.02.04
252 feature: castellanus, lenticularis, fractus, humilis, mediocris, congestus,
calvus, capillatus and virga.
Distinguish between low, medium and high-level clouds according to the 050.04.01.02.05
253 WMO‘cloud etage’ (including heights): for mid latitudes.
Distinguish between low, medium and high-level clouds according to the 050.04.01.02.06
254 WMO ‘cloud etage’ (including heights):— for all latitudes.
Distinguish between ice clouds, mixed clouds and pure water clouds. 050.04.01.02.07
255
259 Explain the influence of ground inversion on the formation of fog. 050.04.01.03.03
Determine on a simplified diagram the top of a cumulus cloud caused by an 050.04.01.03.04
260 inversion.
Describe the role of the tropopause inversion with regard to the formation 050.04.01.03.05
261 of clouds.
267 Explain the formation of fog, mist and haze in general. 050.04.02.01.02
Name the factors contributing in general to the formation of fog and mist. 050.04.02.01.03
268
275 Summarise the conditions for the dissipation of radiation fog. 050.04.02.02.04
276 Advection fog 050.04.02.03
277 Explain the formation of advection fog. 050.04.02.03.01
278 Explain the conditions for the development of advection fog. 050.04.02.03.02
Describe the different possibilities of advection-fog formation (over land, 050.04.02.03.03
279 sea and coastal regions).
State ICAO/WMO approximate diameters for cloud, drizzle and rain drops. 050.05.02.01.02
308
State the approximate weights and diameters for hailstones. 050.05.02.01.03
309
310 Explain the mechanism for the formation of freezing precipitation. 050.05.02.01.04
Describe the weather conditions that give rise to freezing precipitation. 050.05.02.01.05
311
Distinguish between the types of precipitation generated in convective and 050.05.02.01.06
312 stratiform cloud.
Assign typical precipitation types and intensities to different cloud. 050.05.02.01.07
313
314
322 State the characteristic weather in each of the air masses. 050.06.01.01.05
323 Name the three main air masses that affect Europe. 050.06.01.01.06
Classify air masses on a surface weather chart. Note: Names and 050.06.01.01.07
abbreviations of air masses used in examinations: - first letter: humidity
continental (c), maritime (m), - second letter: type of air mass Arctic (A),
324 Polar (P), Tropical (T), Equatorial (E), - third letter: temperature cold (c),
warm (w).
325 Modifications of air masses 050.06.01.02
List the environmental factors that affect the final properties of an air mass. 050.06.01.02.01
326
327 Explain how maritime and continental tracks modify air masses. 050.06.01.02.02
328 Explain the effect of passage over cold or warm surfaces. 050.06.01.02.03
Explain how air-mass weather is affected by the season, the air-mass track 050.06.01.02.04
329 and by orographic and thermal effects over land.
Assess the tendencies of the stability for an air mass and describe the 050.06.01.02.05
330 typical resulting air-mass weather including the hazards for aviation.
340 Explain the seasonal differences in the weather at warm fronts. 050.06.02.02.03
341 Describe the structure, slope and dimensions of a warm front. 050.06.02.02.04
Sketch a cross-section of a warm front, showing weather, cloud and 050.06.02.02.05
342 aviation hazards.
346 Explain the seasonal differences in the weather at cold fronts. 050.06.02.03.03
347 Describe the structure, slope and dimensions of a cold front. 050.06.02.03.04
Sketch a cross-section of a cold front, showing weather, cloud and aviation 050.06.02.03.05
348 hazards.
405
406 Origin and local names, location and period of occurrence 050.07.04.02
List the areas of origin and occurrence of tropical revolving storms, and 050.07.04.02.01
407 their specified names (hurricane, typhoon, tropical cyclone).
State the expected times of occurrence of tropical revolving storms in each 050.07.04.02.02
408 of the source areas, and their approximate frequency.
Explain how the seasonal movement of the sun generates the transitional 050.08.01.02.03
416 climate zones.
Describe the typical weather in the tropical transitional climate (savannah 050.08.01.02.04
417 climate) and in the temperate transitional climate (Mediterranean climate).
418 State the typical locations of each major climatic zone. 050.08.01.02.05
419 Tropical climatology 050.08.02.00
Cause and development of tropical showers and thunderstorms: humidity, 050.08.02.01
420 temperature, tropopause
State the conditions necessary for the formation of tropical rain showers 050.08.02.01.01
421 and thunderstorms (mesoscale convective complex, cloud clusters).
State the typical figures for tropical surface air temperatures and 050.08.02.01.04
424 humidities, and heights of the zero-degree isotherm.
Seasonal variations of weather and wind, typical synoptic situations 050.08.02.02
425
Describe the seasonal variations of weather and winds, and describe the 050.08.02.02.01
426 typical synoptic situations.
Indicate on a map the trade winds (tropical easterlies) and describe the 050.08.02.02.02
427 associated weather.
Indicate on a map the doldrums and describe the associated weather. 050.08.02.02.03
428
Indicate on a sketch the latitudes of subtropical high (horse latitudes) and 050.08.02.02.04
429 describe the associated weather.
441
Explain the formation of the SW/NE monsoon over West Africa and 050.08.02.04.04
442 describe the weather, stressing the seasonal differences.
Explain the formation of the SW/NE monsoon over India and describe the 050.08.02.04.05
443 weather, stressing the seasonal differences.
Explain the formation of the monsoon over the Far East and northern 050.08.02.04.06
444 Australia and describe the weather, stressing the seasonal differences.
450 Describe and explain the global distribution of easterly waves. 050.08.02.05.02
Explain the effect of easterly waves on the tropical weather systems. 050.08.02.05.03
451
Indicate the general weather conditions under which ice accretion in 050.09.01.01.02
481 Venturi carburettor occurs.
Explain the general weather conditions under which ice accretion on 050.09.01.01.03
482 airframe occurs.
Explain the formation of supercooled water in clouds, rain and drizzle. 050.09.01.01.04
483 (Refer to 050 03 02 01)
Explain qualitatively the relationship between the air temperature and the 050.09.01.01.05
484 amount of supercooled water.
Explain qualitatively the relationship between the type of cloud and the 050.09.01.01.06
485 size and number of the droplets, in cumuliform and stratiform clouds.
Indicate in which circumstances ice can form on an aircraft on the ground: 050.09.01.01.07
486 air temperature, humidity, precipitation.
Explain in which circumstances ice can form on an aircraft in flight: inside 050.09.01.01.08
487 clouds, in precipitation, outside clouds and precipitation.
488
Describe the different factors influencing the intensity of icing: air 050.09.01.01.09
temperature, amount of supercooled water in a cloud or in precipitation,
amount of ice crystals in the air, speed of the aircraft, shape (thickness) of
489 the airframe parts (wings, antennas, etc.).
496 Describe the aspect of clear ice: appearance, weight, solidity. 050.09.01.02.04
497 Define 'rime ice'. 050.09.01.02.05
498 Describe the conditions for the formation of rime ice. 050.09.01.02.06
499 Describe the aspect of rime ice: appearance, weight, solidity. 050.09.01.02.07
500 Define 'mixed ice'. 050.09.01.02.08
501 Describe the conditions for the formation of mixed ice. 050.09.01.02.09
502 Describe the aspect of mixed ice: appearance, weight, solidity. 050.09.01.02.10
503 Describe the possible process of ice formation in snow conditions. 050.09.01.02.11
504 Define 'hoar frost'. 050.09.01.02.12
505 Describe the conditions for the formation of hoar frost. 050.09.01.02.13
506 Describe the aspect of hoar frost: appearance, solidity. 050.09.01.02.14
507 Hazards of ice accretion, avoidance 050.09.01.03
State the ICAO qualifying terms for the intensity of icing. 050.09.01.03.01
508 (See ICAO ATM Doc 4444
513
514
515
516
517
518
524
525
Describe practical examples of flight techniques used to avoid the hazards 050.09.04.05.02
563 of thunderstorms.
590 Describe the valley inversion formed by warm winds aloft. 050.09.08.03.02
591 Describe the effects of a valley inversion for an aircraft in flight. 050.09.08.03.03
592 Visibility-reducing phenomena 050.09.09.00
593 Reduction of visibility caused by precipitation and obscurations 050.09.09.01
Describe the reduction of visibility caused by precipitation: drizzle, rain, 050.09.09.01.01
594 snow.
Describe the reduction of visibility caused by obscurations: - fog, mist, haze, 050.09.09.01.02
595 smoke, volcanic ash.
Describe the reduction of visibility caused by obscurations: - sand (SA), dust 050.09.09.01.03
596 (DU).
Describe the differences between ground visibility flight visibility, slant 050.09.09.01.04
597 visibility and vertical visibility when an aircraft is above or within a layer of
haze or fog.
602 Describe the reduction of visibility caused by: - icing (windshield). 050.09.09.02.04
Describe the reduction of visibility caused by: - the position of the sun 050.09.09.02.05
603 relative to the visual direction.
Describe the reduction of visibility caused by the reflection of sun’s rays 050.09.09.02.06
604 from the top of the layers of haze, fog and clouds.
621 List the units used for runway visual range (m). 050.10.01.01.14
List the different possibilities to transmit information about runway visual 050.10.01.01.15
622 range to pilots.
Compare visibility, and runway visual range. 050.10.01.01.16
623
Name the units of relative humidity (%) and dew point temperature (°C, °F). 050.10.01.01.30
637
Indicate the means of observation of atmospheric pressure (mercury and 050.10.01.01.31
638 aneroid barometer).
List the units of atmospheric pressure (hPa, inches of Mercury). 050.10.01.01.32
639 (Refer to 050 01 03 01)
Determine from surface weather charts the wind direction and speed. 050.10.02.02.02
666
Name the most common flight levels corresponding to the constant 050.10.02.03.07
674 pressure charts.
675
676
677
678
679
680
683
Describe, decode and interpret the tropical cyclone advisory information in 050.10.03.01.02
684 written and graphical form.
685 Describe the general meaning of MET REPORT and SPECIAL. 050.10.03.01.03
List, in general, the cases when a SIGMET and an AIRMET are issued. 050.10.03.01.04
686
Describe, decode (by using a code table) and interpret the following 050.10.03.01.05
messages: Runway State Message (as written in a METAR), GAFOR.
Remark: For Runway State Message and GAFOR, refer to the Air Navigation
687 Plan European Region’ Doc 7754.
HF-VOLMET. 050.10.03.02.02
690
List the meteorological information that a flight crew can receive from 050.10.03.03.03
694 services during flight and apply the content of this information for the
continuation of the flight.
699
Name the main objectives of the world area forecast system: 050.10.04.01.02
700 — meteorological offices (aerodrome forecasts, briefing documents).
Name the main objectives of the world area forecast system: 050.10.04.01.03
701 — meteorological watch offices (SIGMET, AIRMET).
Name the main objectives of the world area forecast system: aeronautical 050.10.04.01.04
702 meteorological stations (METAR, MET reports).
Name the main objectives of the world area forecast system: 050.10.04.01.05
703 volcanic ash advisory centres (VAACs).
Name the main objectives of the world area forecast system: 050.10.04.01.06
704 tropical cyclone advisory centres (TCACs).
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New syllabus text
Deleted
same
New
METEOROLOGY
THE ATMOSPHERE x
Composition, extent, vertical division x
Structure of the atmosphere x
Describe the vertical division of the atmosphere up to flight level (FL) 650,
based on the temperature variations with height.
List the different layers and their main qualitative characteristics up to FL
650.
Troposphere x
Describe the troposphere. x
Describe the main characteristics of the tropopause. x
Describe the proportions of the most important gases in the air in the x
troposphere.
Describe the variations of the FL and temperature of the tropopause from x
the poles to the equator.
Describe the breaks in the tropopause along the boundaries of the main air x
masses.
Indicate the variations of the FL of the tropopause with the seasons and the x
variations of atmospheric pressure.
Stratosphere x
Describe the stratosphere up to FL 650.
x
Describe that ozone can occur at jet cruise altitudes and that it constitutes x
a hazard.
Air temperature x
Definition and units x
Define ‘air temperature’. x
List the units of measurement of air temperature used in aviation x
meteorology (Celsius, Fahrenheit, Kelvin). (Refer to Subject 050 10 01 01)
Mention the general causes of the cooling of the air in the troposphere x
with increasing altitude.
Calculate the temperature and temperature deviations (in relation to x
International Standard Atmosphere (ISA)) at specified levels.
Transfer of heat x
Explain how local cooling or warming processes result in transfer of heat. x
Describe radiation. x
Describe solar radiation reaching the Earth. x
Describe the filtering effect of the atmosphere on solar radiation. x
Describe terrestrial radiation. x
Explain how terrestrial radiation is absorbed by some components of the x
atmosphere.
x
Explain the influence of the wind on the cooling and warming of the air x x
near the surfaces.
Atmospheric pressure x
Barometric pressure, isobars x
Define ‘atmospheric pressure’. x
List the units of measurement of the atmospheric pressure used in aviation x
(hPa, inches of mercury).
(Refer to Subject 050 10 01 01)
Air density x
Relationship between pressure, temperature and density x
Describe the relationship between pressure, temperature and density. x
Altimetry x
Terminology and definitions x
Define the following terms and explain how they are related to each other:
height, altitude, pressure altitude, FL, pressure level, true altitude, true
height, elevation, QNH, QFE, and standard altimeter setting.
Derive the reading of the altimeter of an aircraft on the ground when the x
pilot uses the different settings.
Explain the influence of the air temperature on the distance between the x
ground and the level read on the altimeter and between two FLs.
State the surface and air-mass conditions that influence the wind in the x
friction layer (diurnal variation).
Name terrain, wind speed and stability as the main factors that influence
the vertical extent of the friction layer.
Explain the relationship between isobars and wind (direction and speed). x
Remarks: approximate value for variation of wind in the friction layer
(values to be used in examinations): Type of landscape; wind speed in
friction layer in per cent of the geostrophic wind; the wind in the friction
layer blows across the isobars towards the low pressure, angle between
wind direction and isobars. Over water; ca 70 per cent; ca 10 deg. Over
land; ca 50 per cent; ca 30 deg. WMO No. 266.
State that remote sensing of CAT from satellites is not possible and that x
forecasting is limited.
State that pilot reports of turbulence are a very valuable source of x
information as remote measurements are not available.
Jet streams x
Description x
Describe jet streams. x
State the defined minimum speed of a jet stream (60 kt).
State the typical figures for the dimensions of jet streams. x
Formation and properties of jet streams x
Explain the formation and state the heights, the speeds, the seasonal x
variations of speeds, the geographical positions, the seasonal occurrence
and the seasonal movements of the arctic (front) jet stream, the polar
(front) jet stream, the subtropical jet stream, and the tropical
(easterly/equatorial) jet stream.
Describe and indicate the areas of worst wind shear and CAT. x x
Intentionally lef blank x
x
THERMODYNAMICS x
Humidity x
Water vapour in the atmosphere x
State that the density of moist air is less than the density of dry air.
Describe the significance for meteorology of water vapour in the x
atmosphere.
Indicate the sources of atmospheric humidity. x
Define ‘saturation of air by water vapour’. x
Intentionally lef blank x
x
x
x
x
Adiabatic processes x
Adiabatic processes, stability of the atmosphere x
x
Describe the adiabatic process in an unsaturated rising or descending air x x
particle.
Explain the variation of temperature of an unsaturated rising or descending x
air particle.
x
Explain the static stability of the atmosphere using the actual temperature x
curve with reference to the adiabatic lapse rates.
Define qualitatively and quantitatively the terms ‘stable’, ‘conditionally x x
unstable’, ‘unstable’ and ‘indifferent’.
x
List cloud types typical for stable and unstable air conditions. x x
Summarise the conditions for the dissipation of clouds. x x
Cloud types and cloud classification x
Describe the different cloud types and their classification. x
Identify by shape cirriform, cumuliform and stratiform clouds. x
Identify by shape and typical level the 10 cloud types (general). x
Describe and identify by shape the following species and supplementary x
features: castellanus, lenticularis, congestus, calvus, capillatus and virga.
x
Distinguish between ice clouds, mixed clouds and pure-water clouds. x x
Describe the role of the tropopause inversion with regard to the vertical x
development of clouds.
Flying conditions in each cloud type x
Assess the 10 cloud types for icing and turbulence. x
Fog, mist, haze x
General aspects x
Define ‘fog’, ‘mist’ and ‘haze’ with reference to the WMO standards of x
visibility range.
Explain briefly the formation of fog, mist and haze. x
Name the factors that generally contribute to the formation of fog and x
mist.
Name the factors that contribute to the formation of haze. x
Describe freezing fog and ice fog. x
Radiation fog x
Explain the formation of radiation fog. x
x
Describe the significant characteristics of radiation fog, and its vertical x x
extent.
Summarise the conditions for the dissipation of radiation fog. x x
Advection fog x
Explain the formation of advection fog. x
x
Describe the different possibilities of advection-fog formation (over land, x x
sea and coastal regions).
Describe the significant characteristics of advection fog. x x
Summarise the conditions for the dissipation of advection fog. x x
Sea smoke
Explain the formation of sea smoke.
Explain the conditions for the development of sea smoke.
x
Summarise the conditions for the dissipation of sea smoke. x
Frontal fog x
Explain the formation of frontal fog. x
x
Describe the significant characteristics of frontal fog. x x
Summarise the conditions for the dissipation of frontal fog. x x
Orographic fog (hill fog) x
Summarise the features of orographic fog. x
x
Describe the significant characteristics of orographic fog. x x
Summarise the conditions for the dissipation of orographic fog. x x
PRECIPITATION x
Development of precipitation x
Process of development of precipitation x
Describe the two basic processes of forming precipitation (The Wegener-
Bergeron-Findeisen process, Coalescence).
Summarise the outlines of the ice-crystal process (The Wegener-Bergeron-
Findeisen process).
Summarise the outlines of the coalescence process. x
x
Explain the development of snow, rain, drizzle and hail. x x
Types of precipitation x
Types of precipitation, relationship with cloud types x
List and describe the types of precipitation given in the aerodrome forecast x
(TAF) and METAR codes (drizzle, rain, snow, snow grains, ice pellets, hail,
small hail, snow pellets, ice crystals, freezing drizzle, freezing rain).
State the ICAO/WMO approximate diameters for cloud, drizzle and rain x
drops.
State that, because of their size, hail stones can cause significant damage to
aircraft.
Explain the mechanism for the formation of freezing precipitation. x
Describe the weather conditions that give rise to freezing precipitation. x
Fronts x
General aspects x
Describe the boundaries between air masses (fronts). x
Define ‘front’ and ‘frontal zone’.
Name the global frontal systems (polar front, arctic front). x
State the approximate seasonal latitudes and geographic positions of the x
polar front and the arctic front.
Warm front, associated clouds and weather x
Define a ‘warm front’. x
Describe the cloud, weather, ground visibility and aviation hazards at a x
warm front depending on the stability of the warm air.
Explain the seasonal differences in the weather at warm fronts. x
Describe the structure, slope and dimensions of a warm front. x
Sketch a cross section of a warm front showing weather, cloud and aviation x
hazards.
Cold front, associated clouds and weather x
Define a ‘cold front’. x
Describe the cloud, weather, ground visibility and aviation hazards at a cold x
front depending on the stability of the warm air.
Explain the seasonal differences in the weather at cold fronts. x
Describe the structure, slope and dimensions of a cold front. x
Sketch a cross section of a cold front showing weather, cloud and aviation x
hazards.
Warm sector, associated clouds and weather x
Describe fronts and air masses associated with the warm sector.
Describe the cloud, weather, ground visibility and aviation hazards in a x
warm sector.
Explain the seasonal differences in the weather in the warm sector. x
PRESSURE SYSTEMS x
The principal pressure areas x
Location of the principal pressure areas x
Identify or indicate on a map the principal global high-pressure and low- x
pressure areas in January and July.
Explain how these pressure areas are formed. x
Explain how the pressure areas move with the seasons. x
Anticyclone x
Anticyclones, types, general properties, cold and warm anticyclones,
ridges and subsidence
List the different types of anticyclones. x
Describe the effect of high-level convergence in producing areas of high x
pressure at ground level.
Describe air-mass subsidence, its effect on the environmental lapse rate, x
and the associated weather.
Describe the formation of warm and cold anticyclones. x
Describe the formation of ridges.
Describe the properties of and the weather associated with warm and cold x
anticyclones.
Describe the properties of and the weather associated with ridges.
Climatic classification x
x
Describe the characteristics of the tropical rain climate, the dry climate, the x x
mid-latitude climate (warm temperate rain climate), the subarctic climate
(cold snow forest climate) and the snow climate (polar climate).
Explain how the seasonal movement of the sun generates the transitional x x
climate zones.
x
State the typical figures for tropical surface air temperatures and x
humidities, and for heights of the zero-degree isotherm.
Seasonal variations of weather and wind, typical synoptic situations x
Indicate on a map the trade winds (tropical easterlies) and describe the x x
associated weather.
Indicate on a map the doldrums and describe the associated weather. x x
Explain the formation of the SW/NE monsoon over West Africa and x x
describe the weather, stressing the seasonal differences.
Explain the formation of the SW/NE monsoon over India and describe the x x
weather, stressing the seasonal differences.
Explain the formation of the monsoon over the Far East and northern x x
Australia and describe the weather, stressing the seasonal differences.
Easterly waves x
x
x
Explain the effect of easterly waves on tropical weather systems. x x
High-pressure area x
Describe the high-pressure zones with the associated weather. x
Identify on a weather chart the high-pressure regions. x
x
x
Cold-air drop x
Define ‘cold-air drop’.
Describe the formation of a cold-air drop.
x
Harmattan x
Describe the Harmattan wind and the associated visibility problems as an x
example of local winds affecting visibility.
FLIGHT HAZARDS x
Icing x
Conditions for ice accretion x
Summarise the general conditions under which ice accretion occurs on x
aircraft (temperatures of outside air; temperature of the airframe; presence
of supercooled water in clouds, fog, rain and drizzle; possibility of
sublimation).
Explain the general weather conditions under which ice accretion occurs in
a venturi carburettor.
Explain the general weather conditions under which ice accretion occurs on x
airframe.
Explain the formation of supercooled water in clouds, rain and drizzle. x
(Refer to Subject 050 03 02 01)
Explain qualitatively the relationship between the air temperature and the x
amount of supercooled water.
Explain qualitatively the relationship between the type of cloud and the size x
and number of the droplets in cumuliform and stratiform clouds.
Describe the different factors that influence the intensity of icing: air x x
temperature, amount of supercooled water in a cloud or in precipitation,
amount of ice crystals in the air, speed of the aircraft, shape (thickness) of
the airframe parts (wings, antennas, etc.).
Wind shear x
Definition of wind shear x
Define ‘wind shear’ (vertical and horizontal). x
Define ‘low-level wind shear’. x
Weather conditions for wind shear x
Describe the conditions, where and how wind shear can form (e.g. x
thunderstorms, squall lines, fronts, inversions, land and sea breeze, friction
layer, relief).
Thunderstorms x
Conditions for and process of development, forecast, location, type x
specification
Name the cloud types which indicate the development of thunderstorms. x
Inversions x
Influence on aircraf performance x
x
Compare the flight hazards during take-off and approach associated with a x x
strong inversion alone and with a strong inversion combined with marked
wind shear.
Stratospheric conditions x
Influence on aircraf performance x
Summarise the advantages of stratospheric flights. x
List the influences of the phenomena associated with the lower x
stratosphere (wind, temperature, air density, turbulence).
Hazards in mountainous areas x
Influence of terrain on clouds and precipitation, frontal passage x
x
x
Describe the influence of mountainous area on a frontal passage. x x
Vertical movements, mountain waves, wind shear, turbulence, ice x
accretion
Describe the vertical movements, wind shear and turbulence that are x
typical of mountain areas.
Indicate on a sketch of a chain of mountains the turbulent zones (mountain x
waves, rotors).
Explain the influence of relief on ice accretion. x
Development and effect of valley inversions x
Describe the formation of a valley inversion due to katabatic winds. x
Define ‘oktas’. x x
Define ‘cloud base’. x x
Define ‘ceiling’. x x
Name the unit and the reference level used for information about cloud x x
base (ft).
Define ‘vertical visibility’. x x
Explain briefly how and when vertical visibility is measured. x x
Name the units used for vertical visibility (ft, m). x
Indicate the means of observation of air temperature (thermometer). x x
Name the units of relative humidity (per cent) and dew-point temperature x x
(Celsius, Fahrenheit).
x
Radiosonde observations x
Describe the principle of radiosondes. x
Describe and interpret the sounding by radiosonde given on a simplified x
temperature-pressure (T-P) diagram.
Satellite observations x
Describe the basic outlines of satellite observations. x
Name the main uses of satellite pictures in aviation meteorology. x
Describe the different types of satellite imagery. x
Interpret qualitatively the satellite pictures in order to get useful x
information for flights: location of clouds (distinguish between stratiform
and cumuliform clouds).
Surface charts x
Recognise the following weather systems on a surface weather chart x
(analysed and forecast): ridges, cols and troughs; fronts; frontal side, warm
sector and rear side of mid-latitude frontal lows; high- and low-pressure
areas.
Determine from surface weather charts the wind direction and speed. x
Upper-air charts x
Define ‘constant-pressure chart’. x
Define ‘isohypse (contour line)’. x
(Refer to Subject 050 01 03 02)
Define ‘isotherm’. x
Define ‘isotach’. x
Describe forecast upper-wind and temperature charts. x
For designated locations or routes determine from forecast upper-wind and x
temperature charts, if necessary by interpolation, the spot/average values
for outside-air temperature, temperature deviation from ISA, wind
direction, and wind speed.
State that the WAFCs also produce gridded datasets for Flight Level and x
temperature of the tropopause, direction and speed of maximum wind,
cumulonimbus clouds, icing and turbulence.
Explain that the data on CB and turbulence can be used in the visualization x
of flight hazards.
Explain that the gridded forecasts can be merged in information processing x
systems with data relayed from aircraft or pilot reports, e.g. of turbulence,
to provide improved situation awareness.
Describe, decode (by using a code table) and interpret the following
messages: runway state message (as written in a METAR).
Remark: For runway state message, refer to ICAO Doc 7754 ‘Air Navigation
Plan — European Region’.
List the meteorological information that a flight crew can receive from flight x
information services during flight and apply the content of this information
for the continuation of the flight.
Meteorological warnings x
Describe and interpret aerodrome warnings and wind-shear warnings and x
alerts.
Meteorological services x
World area forecast system and meteorological offices x
Name the world area forecast centres (WAFCs) as the provider for upper-air
forecasts: WAFCs prepare upper-air gridded forecasts of upper winds;
upper-air temperature and humidity; direction, speed and flight level of
maximum wind; flight level and temperature of tropopause, areas of
cumulonimbus clouds, icing, clear-air and in-cloud turbulence, and
geopotential altitude of flight levels.
Name the meteorological watch offices (MWOs) as the provider for SIGMET
and AIRMET information.
Name the aeronautical meteorological stations as the provider for METAR
and MET reports.
Name the volcanic ash advisory centres (VAACs) as the provider for
forecasts of volcanic ash clouds.
Name the tropical cyclone advisory centres (TCACs) as the provider for
forecasts of tropical cyclones.
International organisations x
Describe briefly the following organisations and their chief activities in x
relation to weather for aviation: International Civil Aviation Organization
(ICAO) (Refer to Subject 010 ‘AIR LAW’); World Meteorological Organization
(WMO).
Reworded, intent
Basic Knowledge
ATPL(H)/VFR
ATPL(H)/IR
CBIR, EIR
modified
ATPL(A)
IR(A/H)
CPL(H)
CPL(A)
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The structure of Subject 061 has been completely modified with EDD 2018/001/R. In many cases, tems previously covere
simplified colour scheme has been applied, excluding the use of purplefor LO
7 Given that the distance of the circumference of the Earth is 40000 km or 061.01.02.01.05
approximately 21600 NM. Calculate approximate earth diameter or earth
radius.
8
9 State that the solar system consists of the Sun, and a number of planets of 061.01.01.01.01
which the Earth is one, and a large number of asteroids and comets.
10 State that Kepler’s first law explains that the planets revolve in elliptical 061.01.01.01.02
orbits with the Sun at one focus. Each planet has its orbital period.
11 State that Kepler’s second law explains the variation in the speed of a 061.01.01.01.03
planet in its orbit. Each planet revolves so that its radius vector sweeps out
equal areas in equal intervals of time.
12 State that the highest speed of the Earth in its orbit is when the Earth is 061.01.01.01.04
closest to the Sun (perihelion).
13 State that the lowest speed of the Earth in its orbit is when the Earth is 061.01.01.01.05
furthest away from the Sun (aphelion).
14 Explain that the Earth completes one orbit around the Sun in 061.01.01.01.09
approximately 365,25 days.
15 State that perihelion occurs early January and aphelion occurs early July. 061.01.01.01.20
16 Define zenith. The point on the sky vertically overhead an observer. 061.01.01.01.22
18 Explain that the axis of rotation of the Earth is inclined to its orbital path 061.01.01.01.07
around the sun at an angle of about 66,5 degrees.
19 Define the term “Ecliptic” and “plane of the Ecliptic”. The ecliptic is the 061.01.01.01.08
apparent path of sun around the Earth. The plane of the ecliptic is inclined
to the plane of the equator at an angle of approximately 23,5 degrees. The
inclination of the polar axis to the plane of the ecliptic is the reason for the
seasons.
20 Explain that the Equator has its plane perpendicular to the Earth’s axis and 061.01.02.01.04
divides the Earth into the northern and southern hemisphere.
21 Describe the effect of the inclination of the Earth’s rotation axis to the 061.01.01.01.10
plane of its orbit around the Sun, being the seasons and variation of
sunrise and sunset with latitude and time of the year.
22 State that the reason for the variation of the duration of daylight and night 061.01.03.06.07
throughout the year is the inclination of the earth rotation axis to the
ecliptic.
23
24
25
26
27 Given the Earth flattening and either the semi-major or semi-minor axis in 061.01.02.01.02
NM/km. Calculate the distance of the other axis.
28 Define geographic latitude as the angle between the plane of the equator 061.01.02.03.01
and the local plumb-line on the ellipsoid.
29 Describe a parallel of latitude as a small circle connecting all positions on 061.01.02.03.04
the earth with the same latitude.
30 Define geocentric latitude as the angle between the plane of the equator 061.01.02.03.02
and a line from the position to the centre of the Earth.
31 State that maximum difference between geographic and geocentric 061.01.02.03.03
latitude occurs at altitude of 45 degrees.
32 Calculate difference of latitude between two given positions lat/long. 061.01.02.03.05
36 State that the Greenwich meridian is also known as the Prime meridian. 061.01.02.04.03
37 Define longitude as the angle measured at the polar axis between the 061.01.02.04.04
plane of the prime meridian and the local meridian.
38 Explain the Greenwich anti meridian is the maximum longitude possible, 061.01.02.04.05
namely 180° E/W.
39 Calculate difference of longitude between two given positions lat/long. 061.01.02.04.06
40
41
42 State that all meridians run in north-south direction and the true north 061.01.04.01.01
direction is along any meridian towards the geographic north pole.
43 State that true directions are measured clockwise as an angle in degrees 061.01.04.01.02
from true north (TN).
44 Enter positions on a chart using geographical coordinates and derive tracks 061.03.03.01.02
and distances.
45 State that a freely suspended compass needle will turn to the direction of 061.01.04.02.01
the local magnetic field. The direction of the horizontal component of this
field is the direction of magnetic north (MN).
(Moved to 022.03.01.01.04)
46 State that the magnetic poles do not coincide with the geographic poles. 061.01.04.02.02
47 State that the angle between the true north and magnetic north is called 061.01.04.04.01
variation (VAR) being measured in degrees east (+ or E) or west (- or W) of
true north.
51 Explain the purpose of a Grid north (GN) based on a suitable meridian on a 061.01.04.05.01
polar stereographic chart. (reference or datum meridian)
52 Explain that the gridlines or the grid meridians are drawn on the chart 061.01.04.05.02
parallel to the reference meridian.
53 State that the angle between the grid north (GN) and true north (TN) is 061.01.04.05.03
called grid convergence being measured in degrees east (+ or E) if GN is
west of TN or west (- or W) if GN is east of TN.
54 State that the angle between the grid north (GN) and magnetic north (MN) 061.01.04.05.04
is called grivation (griv) being measured in degrees east (+ or E) or west (-
or W) of grid north.
55 State that a line joining points, which have the same grivation is called an 061.01.04.05.05
isogriv.
56 State that the magnetic variation varies as a function of time due to the 061.01.04.02.03
movement of the northern magnetic pole.
57 Define magnetic dip or inclination. The angle between the horizontal and 061.01.04.02.04
the total component of the magnetic field.
(Moved and merged into 022.03.01.01.03)
58 State that the angle of inclination at the magnetic poles is 90°. 061.01.04.02.05
(Moved and merged into 022.03.01.01.04)
59 Explain that the accuracy of the compass depends on the strength of the 061.01.04.02.06
horizontal component of the Earth’s magnetic field.
60 State that, in the polar areas, the horizontal component of the Earth’s 061.01.04.02.07
magnetic field is too weak to permit the use of a magnetic compass.
61 State that, in a direct reading compass, the magnetic element will align 061.01.04.03.01
along a magnetic field. This direction is called compass north (CN) and is
the direction 000° on the compass rose. The field is the resultant of the
Earth’s magnetic field and the magnetic field of the aircraft.
62 State that the effect of the aircraft magnetism on the compass changes 061.01.04.03.02
with different headings, as well as different latitudes.
(Moved and merged into 022.03.02.01.03)
63 State that the angle between magnetic north and compass north is called 061.01.04.03.03
deviation (DEV) and is given in degrees east (+ or E) or west (- or W) of
magnetic north.
64 State that the angle between magnetic north and compass north is called 061.01.04.03.03
deviation (DEV) and is given in degrees east (+ or E) or west (- or W) of
magnetic north.
66 Calculate (compass, magnetic, true, grid) heading given appropriate data. 061.04.01.02.01
74 Calculate the heading change at an off-course fix to directly reach the next 061.05.03.02.02
waypoint using the one in sixty rule.
75 Calculate the average drift angle based upon an off-course fix observation. 061.05.03.02.03
76
77
78 State that one-degree difference of latitude equals 60 nautical miles. 061.01.02.03.06
79 Define the nautical mile. A distance being equal to 1,852 km. 061.01.05.01.01
80 Explain that along the equator a difference of longitude of one degree 061.01.02.05.01
equals a distance of 60 NM.
81
82 Convert between the following units: nautical miles (NM), statute miles 061.01.05.02.01
(SM), kilometres (km), metres (m) and feet (ft).
83 State that horizontal distances are calculated in metres, kilometres and 061.01.05.03.01
nautical miles.
84 Conversion of distances. Kilometres/Nautical miles/Statute miles. 061.04.02.05.02
92 Explain that because the meridians converge towards the poles the 061.01.02.05.02
distance between meridians will decrease with increase in latitude.
93 Calculate the earth distance between two meridians along a parallel of 061.01.02.05.04
latitude (departure) using the following formula: Distance = Difference of
longitude ´ 60 ´ cos latitude.
95 Given two positions on same meridian (or one on the anti-meridian) 061.01.02.05.06
calculate distance.
96 In map/charts distance between two positions is measured along a 061.01.05.01.02
meridian at mean latitude, where one minute of latitude presents 1 NM.
99 Flying a rhumb line true track of 090, 180, 270 and 360 degrees given an 061.01.05.03.04
initial geographical position, flight time and ground speed, calculate new
geographic position.
100 State that earth distance along a parallel of latitude is also known as 061.01.02.05.03
departure.
101
102
103 Find the difference between still air distance (NAM) and ground distance 032.02.05.03.03
(NM).
(Moved from 032.02.05.03.03)
104
105
106 Calculate TAS from IAS/CAS and Mach number given appropriate data. 061.04.01.04.01
107 Calculation of air speed problems including IAS/EAS/CAS/TAS/ and Mach 061.04.02.06.01
number, given appropriate data.
108 Explain the relationship between – IAS – CAS – EAS and – TAS. 061.04.05.03.01
109 Calculate TAS given IAS/CAS, OAT/SAT and pressure inputs. 061.04.05.03.02
110 Calculate CAS given TAS, OAT/SAT and pressure inputs. 061.04.05.03.03
111
112 Calculate TAS from IAS/CAS and Mach number given appropriate data. 061.04.01.04.01
114
115 State the effect on TAS and Mach number when climbing/descending with 061.05.02.02.09
a constant CAS.
116 State the effect on TAS and Mach number when climbing/descending with 061.05.02.02.09
a constant CAS.
117
118 Calculate head/tailwind component. 061.04.04.01.04
122 Calculate ETA, flying time from distance and GS. 061.04.01.06.01
123 Given appropriate data determine speed. 061.04.02.01.01
127 Calculate ETA revisions based upon observed fixes and revised ground 061.05.03.04.01
speed.
128 Calculate revised groundspeed to reach a waypoint at a specific time. 061.05.03.01.01
129 Calculate the average ground speed based on two observed fixes. 061.05.03.01.02
130 Calculate distance to the position passing abeam an NDB station, by timing 061.05.03.01.03
from the position with a Relative bearing of 045/315 to the position
abeam (Relative bearing 090/270).
131
132 Given relevant flight plan data calculate the missing data. 061.05.04.00.01
133 Enter revised navigational en-route data, for the legs concerned, into the 061.05.04.00.02
flight log. (e.g. updated wind and ground speed and correspondingly
losses or gains in time and fuel consumption).
134 Enter, in the progress of flight, at check point or turning point, the “actual 061.05.04.00.03
time over” and the “estimated time over” for the next check point into the
flight log.
135 Calculate true altitude (T ALT) given indicated altitude, airfield elevation, 061.04.05.01.01
static air temperature (SAT)/outside air temperature (OAT) and QNH/QFE.
136 Calculate indicated altitude given true altitude (T ALT), airfield elevation, 061.04.05.01.02
static air temperature (SAT)/outside air temperature (OAT) and QNH/QFE.
137 Calculate density altitude given pressure altitude and static air 061.04.05.01.03
temperature (SAT)/outside air temperature (OAT).
138 Calculate density altitude given, airfield elevation, static air temperature 061.04.05.01.04
(SAT)/outside air temperature (OAT) and QNH/QFE.
139 Define outside air temperature (OAT)/ static air temperature (SAT). The 061.04.05.02.01
temperature of the surrounding air.
140 Define ram air temperature (RAT)/ total air temperature (TAT)/ IOAT 061.04.05.02.02
indicated outside air temperature. The temperature measured by the
temperature probe affected by friction and compressibility.
141 Define ram-rise. The increase of temperature at the temperature probe 061.04.05.02.03
due to friction and compressibility.
142 RAT (TAT, IOAT) = OAT (SAT) + ram-rise. 061.04.05.02.04
143 Explain the difference in using OAT/SAT compared to RAT/TAT/IOAT in 061.04.05.02.05
airspeed calculations.
144
145 Gradient in % = altitude difference (feet) x 100 / Ground difference (feet). 061.05.02.04.02
146 Gradient in degrees = Arctg (Altitude difference (feet) / Ground distance 061.05.02.04.03
(feet)).
150
151
152 Explain the triangle of velocities, e.g. true heading/TAS, W/V and true 061.04.01.00.01
track/GS.
153 Apply the validity of wind triangle symbols correctly. Heading vector one 061.04.04.01.09
arrow, track/course vector two arrows and W/V vector three arrows.
154
155 Explain the concept of vectors including adding together or splitting in two 061.04.01.01.01
directions.
157 Calculate revised directional data for heading, track, course and W/V, e.g. 061.04.01.06.02
true, magnetic, compass and grid given appropriate data.
158 Calculate Drift, wind correction angle given appropriate data. 061.04.01.07.01
161 Calculate wind correction angle (WCA) using the formula: WCA = XWC 061.04.04.01.05
(cross wind component)/SF (speed factor).
162 Given any four of the parts of the triangle of velocities, calculate the other 061.04.04.01.08
two.
163 Calculate average wind speed and direction based on two observed fixes. 061.05.03.03.01
164
165
166 Describe the role and purpose of DR navigation. 061.04.04.01.01
167 Demonstrate DR position graphically and by means of DR computer. 061.04.04.01.07
168
169 Define speed factor. Speed divided by 60, used for mental flight path 061.04.04.01.03
calculations.
170 Calculate wind correction angle (WCA) using the formula: WCA = XWC 061.04.04.01.05
(cross wind component)/SF (speed factor).
171
172
173 Average TAS used for climb problems is calculated at the altitude 2/3 of 061.05.02.01.01
the cruising altitude.
174 Average TAS used for descent problems is calculated at the altitude 1/2 of 061.05.02.01.02
the descent altitude.
175
176 W/V used for climb problems is W/V at the altitude 2/3 of the cruising 061.05.02.02.01
altitude.
177 W/V used for descent problems is W/V at the altitude 1/2 of the descent 061.05.02.02.02
altitude.
178 Calculate average climb/descent GS, given TAS at various altitudes, W/V at 061.05.02.02.03
various altitudes and true track.
179
180 State that most aircraft operation manuals supply graphical material to 061.05.02.03.01
calculate climb and descent problems.
181 Calculate flying time and distance during climb/descent given average rate 061.05.02.02.04
of climb/descent and using average GS.
182 Calculate rate of descent on a given glide path angle using the following 061.05.02.02.05
formulae valid for 3° glide path:
Rate of descent = (GS (ground speed) x 10) / 2
Rate of descent = SF (speed factor) x glide path angle x 100.
183 Calculate the rate of descent for a 3° glide path angle given the 062.05.02.02.05
groundspeed of the aircraft using the formula: Rate of descent (ROD) in
ft/min = (groundspeed in kt x 10) / 2 .
(Moved from 062.02.05.02.02)
184 Calculate the rate of descent using the following formula when flying any 062.02.05.02.03
glidepath angle: ROD ft/min = Speed factor (SF) x glidepath angle x 100.
(Moved from 062.02.05.02.03)
185 Given distance, speed and present altitude, calculate rate of climb/descent 061.05.02.02.06
in order to reach a certain position at a given altitude.
186 Given distance, speed and present altitude, calculate rate of climb/descent 061.05.02.03.02
in order to reach a certain position at a given altitude.
187 Given speed, rate of climb/descent and altitude, calculate distance 061.05.02.02.07
required in order to reach a position at a given altitude.
188 Given speed, rate of climb / descent and altitude, calculate distance 061.05.02.03.03
required in order to reach a certain position at a given altitude.
189 Given speed, distance to go and altitude to climb/descent, calculate rate of 061.05.02.02.08
climb/descent.
190
191
192
193 Define the term “visual check point”. 061.05.01.00.02
194 Discuss the general features of a visual checkpoint and give examples. 061.05.01.00.03
195 Understanding the difficulties and limitations that may be encountered in 061.05.01.00.10
map reading in some geographical areas due to nature of terrain, lack of
distinctive landmarks or lack of detailed and accurate charted data.
196
197 Understand that in areas of snow and ice from horizon to horizon and 061.05.01.00.14
where the sky is covered with a uniform layer of clouds so that no
shadows are cast, the horizon disappears, causing earth and sky to blend.
198
199
200
201 Describe what is meant by the term “map reading”. 061.05.01.00.01
202 Define the term “visual check point”. 061.05.01.00.02
203 Discuss the general features of a visual checkpoint and give examples. 061.05.01.00.03
204 State that evaluating the differences between DR positions and actual 061.05.01.00.04
position can refine the flight performance and navigation.
205 Establish fixes on navigational charts by plotting visually derived 061.05.01.00.05
intersecting lines of position.
206 Describe the use of a single observed position line to check flight progress. 061.05.01.00.06
207 Describe how to prepare and align a map/chart for use in visual 061.05.01.00.07
navigation.
208 Describe visual navigation techniques including: 061.05.01.00.08
- Use of DR position to locate identifiable landmarks.
- Identification of charted features/landmarks.
- Factors affecting the selection of landmarks.
- An understanding of seasonal and meteorological effects on the
appearance and visibility of landmarks.
- Selection of suitable landmarks.
- Estimation of distance from landmarks from successive bearings.
- Estimation of the distance from a landmark using an approximation of
the sighting angle and the flight altitude.
209 Describe the action to be taken, if there is no visual checkpoint available at 061.05.01.00.09
a scheduled turning point.
210 Understanding the difficulties and limitations that may be encountered in 061.05.01.00.10
map reading in some geographical areas due to nature of terrain, lack of
distinctive landmarks or lack of detailed and accurate charted data.
216 Calculate the track error angle given course from A to B and an off course 061.05.03.02.01
fix, using the one in sixty rule.
217 Calculate the heading change at an off-course fix to directly reach the next 061.05.03.02.02
waypoint using the one in sixty rule.
218 Calculate the average drift angle based upon an off-course fix observation. 061.05.03.02.03
219
220 Describe course of action when lost. 061.04.04.02.01
221
222
223
224 Define a great circle in relation to the surface of a sphere. 061.01.02.01.06
225 Describe the geometric properties of a great circle, including vertex. 061.01.02.01.07
227
228
229 Name examples of great circles on the surface of the Earth. 061.01.02.04.07
230 Name examples of small circles on the surface of the Earth. 061.01.02.04.08
231
232 Explain the term convergency of meridians between two positions. 061.01.02.02.01
233 Explain how the value of convergency can be determined using 061.01.02.02.02
calculation.
234 The formula to calculate convergency between two positions relatively 061.01.02.02.03
close to each other is: Convergency = Difference of longitude x sin (mean
latitude).
235 Calculate the value of convergency between two stated positions. 061.01.02.02.04
236
237
238 Define a Rhumb Line. A line which cuts all meridians at the same angle. 061.01.02.01.09
239 Define a rhumb line. A line intersecting all meridians at the same angle. 061.01.02.04.09
240 Explain the geometrical properties of a rhumb line. Parallels and meridians 061.01.02.04.10
are special cases of rhumb lines.
241 Define a Rhumb Line. A line which cuts all meridians at the same angle. 061.01.02.01.09
242 Define a rhumb line. A line intersecting all meridians at the same angle. 061.01.02.04.09
243
244
245 State that over short distances and out of polar regions the average great 061.01.02.02.06
circle true track is approximately equal to rhumb line true track between
two positions.
246
247 Explain that the difference between great circle track and rhumb line track 061.01.02.02.05
at a specified position is called conversion angle.
248 Explain how the value of conversion angle can be calculated as half the 061.01.02.02.07
value of convergency.
249 Calculate great circle track and rhumb line track angle at specified position 061.01.02.02.08
involving calculations of convergency and conversion angle.
252 State the pre-flight serviceability check of the DRC, such as: general 061.02.01.02.01
condition check indication is within limits.
(Moved and merged into 022.03.03.01.04)
253 State that the serviceability test consists of comparing the DRC indication 061.02.01.02.02
to another reference (e.g. other compass system or runway direction).
(Moved and merged into 022.03.03.01.04)
254 State that the compass should be checked when carrying magnetic freight 061.02.01.02.03
or freight with a large ferrous metal content.
255 State occurrences when a compass swing may be required: if transferred 061.02.01.03.01
to another base involving a large change in latitude. major changes in
aircraft equipment. aircraft hit by lightning. aircraft parked in same
direction for long period of time. when a new compass is fitted. at any
time when the compass or recorded deviation is suspect. when specified
in the aircraft maintenance schedule.
(Moved and merged into 022.03.02.01.02)
256
257
258
259 Define the term conformal. At any given point on the chart distortions (as 061.03.01.00.01
a result of the projection) in east-west direction must be the same as in
north-south direction. The meridians and parallels must cut each other at
right angles.
260 State that on a conformal chart the angles measured on the chart are the 061.03.01.00.02
same as on the Earth.
261
262 Define parallel of origin. The parallel where the projection surface touches 061.03.01.00.10
the surface of the reduced earth.
263 Define the term constant of cone/convergency factor. The ratio between 061.03.01.02.06
the top angle of the unfolded cone and 360°, or sine of the parallel of
origin.
264
265
266 Define the scale of a chart. The ratio of the chart length compared to the 061.03.01.00.06
earth distance that it represents.
267 Describe the methods used to provide information on chart scale. Use the 061.03.03.01.04
chart scales stated and be aware of the limitations of the stated scale for
each projection.
270
271
272 State that different chart projections are used, depending on the 061.03.01.00.03
application and area of use involved.
273 State that all charts, although they have been developed mathematically, 061.03.01.00.04
are designated as projections.
274 State that the following projection surfaces are used when projecting 061.03.01.00.05
charts: - plane - cylindrical - conical.
275
276 Define the term chart convergency. The angle between two given 061.03.01.00.09
meridians on the chart.
277 State that the Polar Stereographic projection is based on a plane 061.03.01.03.01
projection, the parallel of origin is the pole.
278 State that the scale is increasing with increasing distance from the Pole. 061.03.01.03.03
279 State that meridians are straight lines radiating from the pole, which cut 061.03.02.03.01
parallels of latitudes at right angles.
280 State that parallels of latitude are concentric circles, and distance apart 061.03.02.03.02
increasing away from the pole.
281 State that great circles are approximately straight lines close to the pole. 061.03.02.03.03
The exact great circle being concave to the pole.
282 State that chart convergency = difference of longitude. 061.03.01.03.02
283 Given two positions (lat/long), rhumb line true track or initial/final great 061.03.01.03.04
circle true track, calculate the missing track angles.
284 Calculate the chart scale at a specific latitude when difference of longitude 061.03.01.03.05
and chart distance along the parallel of longitude are given.
285
286 Define the term chart convergency. The angle between two given 061.03.01.00.09
meridians on the chart.
287 State that the Direct Mercator is a cylindrical projection. The parallel of 061.03.01.01.01
origin is the Equator.
288 State that the convergency on the chart is 0°. 061.03.01.01.02
289 State that the scale increases with increasing distance from the Equator. 061.03.01.01.03
290 State that meridians are straight parallel lines, which cut parallels of 061.03.02.01.01
latitudes at right angles.
291 State that parallels of latitude are straight lines parallel to the equator. 061.03.02.01.02
292 State that a straight line on the chart is a rhumb line. 061.03.02.01.03
293 State that the great circle is a line convex to the nearest pole. 061.03.02.01.04
294 State that on a Direct Mercator, scale at any latitude = scale at the Equator 061.03.01.01.04
x secant latitude (1/cosine latitude).
295 Given the scale at one latitude, calculate the scale at different latitudes. 061.03.01.01.05
296 Given a chart length at one atitude, show that it represents a different 061.03.01.01.06
earth distance at other latitudes.
297 For great circle track angle calculations over short distances, the 061.03.02.01.05
conversion angle may be calculated by the formula: Conversion angle = ½ x
difference of longitude x sin mean latitude.
298 Given rhumb line true track between two positions (lat/long), calculate 061.03.02.01.06
initial or final great circle true track.
299
300 Define the term chart convergency. The angle between two given 061.03.01.00.09
meridians on the chart.
301 State that the Lambert conformal chart is based on a conical projection. 061.03.01.02.01
Only Lambert conformal charts mathematically produced with two
standard parallels will be considered.
302 Define the term standard parallel. The latitudes where the cone cuts the 061.03.01.02.02
reduced earth.
303 State that at the parallel of origin earth convergency is equal to chart 061.03.01.02.03
convergency.
304 State that the parallel of origin is close to the mean latitude between the 061.03.01.02.04
standard parallels.
305 Define the term constant of cone/convergency factor. The ratio between 061.03.01.02.06
the top angle of the unfolded cone and 360°, or sine of the parallel of
origin.
306 Given a Lambert chart determine the parallel of origin, or constant of 061.03.01.02.10
cone.
307 Given constant of cone or parallel of origin, great circle track at one 061.03.01.02.11
position and great circle track at another position, calculate difference of
longitude between the two positions.
308 State that meridians are straight lines, which cut parallels of latitudes at 061.03.02.02.01
right angles.
309 State that parallels of latitude are arcs of concentric circles. 061.03.02.02.02
310 State that great circles are curved lines concave towards the parallels of 061.03.02.02.03
origin.
311 State that for short distances the great circle is approximately a straight 061.03.02.02.04
line.
312 Chart convergency = Difference of longitude ´ constant of cone. 061.03.01.02.07
313 Explain the scale variation throughout the charts as follows: 061.03.01.02.05
- The scale indicated on the chart will be correct at the standard parallels.
- The scale will increase away from the parallel of origin.
- The scale within the standard parallels differs by less than 1% from the
scale stated on the chart.
314 Given appropriate data calculate initial, final or rhumb line tracks between 061.03.01.02.08
two positions (lat/long).
315 Given two positions (lat/long) and information to determine convergency 061.03.01.02.09
between the two positions, calculate the parallel of origin.
316 Given a Lambert chart determine the parallel of origin, or constant of 061.03.01.02.10
cone.
317 Given constant of cone or parallel of origin, great circle track at one 061.03.01.02.11
position and great circle track at another position, calculate difference of
longitude between the two positions.
318
319
320 Describe methods of representing relief and demonstrate the ability to 061.03.03.02.01
interpret data.
321 Interpret conventional signs and symbols on ICAO and other most 061.03.03.03.01
frequently used charts.
322
323 Enter positions on a chart using geographical coordinates and derive tracks 061.03.03.01.02
and distances.
324 Given two positions measure the track and the distance between them. 061.03.03.04.01
325 Enter position on a chart using range and bearing from a VOR DME station, 061.03.03.01.01
and derive geographical coordinates.
326 Plot DME ranges on an aeronautical chart and derive geographical 061.03.03.01.03
coordinates.
327 Resolve radials from VOR stations for plotting on an aeronautical chart. 061.03.03.05.02
328 Explain that depending on the configuration, the combination of a DME 062.02.04.01.08
distance with a VOR radial can determine the position of the aircraft.
(Moved from 062.02.04.01.08)
329 Resolve bearings of a NDB station for plotting on an aeronautical chart. 061.03.03.05.01
330
331
332
333 Explain the principles of zone time. 061.01.03.01.01
334 Define and explain the term transit. Explain that transit means that a 061.01.03.01.03
celestial body crosses the observer’s meridian.
335 Define the term’s “apparent sun” and “mean sun” and state their 061.01.01.01.11
relationship.
336 Define the celestial equator. It is the projection of the Earth’s equator onto 061.01.01.01.12
the celestial sphere.
337 Define the term declination. Declination is the angular distance of a 061.01.01.01.13
celestial body north or south of the celestial equator.
338 State that the mean sun is conceived to move eastward along the celestial 061.01.01.01.14
equator at a rate that provides a uniform measure of time equal to the
average time reckoned from the true sun.
339 Explain that, because the Earth rotates on it’s axis from west to east, the 061.01.03.01.02
celestial bodies appear to revolve around the earth from east to west.
340 Explain that the time period a “day” is the elapsed time between two 061.01.03.01.04
successive transits of a heavenly body.
341 Explain that the term sidereal day is time measured with reference to a 061.01.03.01.05
fixed point on the celestial sphere.
342 State that, if the day is measured by the apparent passage of the sun the 061.01.03.01.06
length of a day will vary.
343 Explain the reason for the variation in the length of an apparent day, being 061.01.03.01.07
a combination of the variation in the earth orbital speed around the sun,
and the inclination of the earth rotation axis to the plane of the ecliptic.
344 Illustrate that, since both the direction of rotation of the Earth around its 061.01.03.01.08
axis, and its orbital rotation around the sun are the same, the Earth must
rotate through more than 360° to produce successive transits.
345 State that the period between two successive transits of the sun is called 061.01.03.01.09
an apparent solar day and that the time based on this is called apparent
time.
346 State that in order to have a constant measurement of time, which will still 061.01.03.01.10
have the solar day as a basis, the average length of an apparent solar day
is taken. This average day is called the mean solar day. It is divided into 24
hours of mean time.
347 State that the mean sun is a fictitious sun orbiting along the plane of the 061.01.03.01.11
equator at a constant angular velocity that provides a uniform measure of
time.
348 State that the time between two successive transits of the mean sun over 061.01.03.01.12
a meridian is constant.
349 State that time can also be measured in arc since, in one day of mean solar 061.01.03.01.16
time, the mean sun is imagined to travel in a complete circle round the
Earth, a motion of 360° in 24 hours.
350 Illustrate the relationship between time and arc along the equator. 061.01.03.01.17
351 State that the Greenwich meridian is selected as standard meridian, and 061.01.03.02.01
that LMT at the Greenwich meridian is equal to Greenwich mean time
(GMT).
352 State that UTC is based on atomic time and GMT on earth rotation but in 061.01.03.02.02
practice they are considered as the same.
353 State that the beginning of the local mean day at any location is when the 061.01.03.03.01
mean sun is in transit with the anti-meridian. This is known as midnight or
0000 hours LMT.
354 State that when the mean sun is in transit with the location’s meridian it is 061.01.03.03.02
noon or 1200 hours LMT.
355 State that the LMT at locations at different longitudes varies by an amount 061.01.03.03.03
corresponding to the change in longitude.
356 Explain that the difference between apparent time and mean time is 061.01.03.01.13
defined as the “equation of time”.
357 State that the time of orbital revolution of the Earth in one year around 061.01.03.01.14
the sun is approximately 365 ¼ calendar days.
358 State that the calendar year is 365 days and every 4th year a leap year 061.01.03.01.15
with 366 days and 3 leap years are suppressed every 4 centuries.
359
360 Deduce conversion values for arc to time and visa-versa. 061.01.03.01.18
361 State that the conversion factor between LMT and UTC is Arc (Change of 061.01.03.02.03
longitude) converted to time.
362 Convert arc to time. 061.01.03.02.04
365 State that when calculating times, the date line is automatically taken into 061.01.03.05.05
account by doing all conversions via UTC.
366
367
368 State that standard time is the time used by a particular country (or part of 061.01.03.04.01
country) determined by the government of that particular country.
369 State that some countries use summer time (daylight saving time). 061.01.03.04.02
370 State that conversion from UTC to standard time and visa versa is usually 061.01.03.04.03
done using extracts from the air almanac published in appropriate
documents.
371 Given appropriate documents convert from UTC to ST of a specific country 061.01.03.04.04
and from ST of a specific country to UTC.
372
373 Explain the effect on the LMT when approaching the 180° meridian line 061.01.03.05.01
from either side.
374 State that the dateline does not follow exactly the 180° E/W meridian. 061.01.03.05.02
375 Explain that when crossing the anti-meridian of Greenwich, one day is lost 061.01.03.05.03
or gained depending on direction of travel.
376 State that the date line is the actual place where the change is made and, 061.01.03.05.04
although mainly at the 180° meridian, there are some slight divergences in
order to avoid countries being divided by the date line.
377 State that when calculating times, the date line is automatically taken into 061.01.03.05.05
account by doing all conversions via UTC.
378 Calculate conversions of LMT and GMT/UTC and ST for cases involving the 061.01.03.05.06
international date line.
379
380
381 State that SR or SS is when the sun’s upper edge is at the observer’s 061.01.03.06.01
horizon. State how atmospheric refraction affects this apparent sighting.
382 State that the times for SR and SS given in the air almanac are calculated 061.01.03.06.04
for the Greenwich meridian.
383 State that SR and SS times are tabulated against specified dates and 061.01.03.06.08
latitudes.
384 Calculate examples of SR and SS at mean sea level in LMT, ST or UTC, given 061.01.03.06.10
SR and SS tables, latitudes and longitude of the place in question and the
date.
385 Given sunrise or sunset time in UTC or ST for a given position, calculate 061.01.03.06.11
sunrise or sunset for another position on the same latitude in UTC or ST.
387 Define duration of evening civil twilight, The time from sunset to the time 061.01.03.06.13
when the centre of the sun is 6° below the horizon.
388 Define the duration of morning civil twilight. The time from when the 061.01.03.06.14
centre of the sun is 6° below the horizon to the time of sunrise.
389 State that the beginning of morning civil twilight and the end of evening 061.01.03.06.15
civil twilight has been tabulated in UTC, valid for the prime meridian, with
latitude and date as the entering argument. It may be taken to be LMT for
any other meridian.
390 Calculate examples of twilight in UTC and ST given a twilight table, latitude 061.01.03.06.16
and longitude of the place in question and the date.
391 Determine the duration of morning and evening civil twilight. 061.01.03.06.17
392 Define the polar circles, the tropic of Cancer and the tropic of Capricorn. 061.01.01.01.15
395 Explain the relationship between the declination of the sun, latitude and 061.01.01.01.19
the period of daylight.
396 Illustrate the position of the Earth relative to the Sun with respect to the 061.01.01.01.21
seasons and months of the year.
397 Explain that SR and SS occur at different times on the same meridian 061.01.03.06.02
depending on the latitude for a given day.
398 Explain that SR will occur earlier and SS occurs later with increase in 061.01.03.06.03
altitude.
399 Explain that at the spring and autumn equinox SR and SS occurs 061.01.03.06.05
approximately at the same time at all latitudes.
400 State that, except in high latitudes, the times of SR and SS at any place 061.01.03.06.06
changes only a little each day. So for all places of the same latitude, SR or
SS will occur at approximately the same LMT.
401 State that at equator SR is always close to 0600 LMT and SS close to 1800 061.01.03.06.09
LMT (within 15 minutes).
402 Explain the effect of declination and latitude on the duration of twilight. 061.01.03.06.18
403 Explain at which time of the year the duration of daylight changes at the 061.01.01.01.18
highest rate.
ny cases, tems previously covered under several "old" Learning Objectives (LOs) have been merged into a single "new" LO. Also, all the
xcluding the use of purplefor LO movements within the subject. Cross-references between the "old" and "new" LOs are always provided
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several "old" Learning Objectives (LOs) have been merged into a single "new" LO. Also, all the LOs have been re-numbered. Given the e
ents within the subject. Cross-references between the "old" and "new" LOs are always provided in columns C and D.
Reworded, intent
Text unmodified
Renumbered
the same
Deleted
New
GENERAL NAVIGATION
BASICS OF NAVIGATION
The Earth
Form
State that the geoid is an irregular shape based on the surface of the x
oceans influenced only by gravity and centrifugal force.
State that a number of different ellipsoids are used to describe the shape x
of the Earth for mapping but that WGS-84 is the reference ellipsoid
required for geographical coordinates.
Earth rotation
x
Describe the rotation of the Earth around its own spin axis and the plane x
of the ecliptic (including the relationship of the spin axis to the plane of
the ecliptic).
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Explain the effect that the inclination of the Earth’s spin axis has on x
insolation and duration of daylight.
Multiple old LOs are merged into one single new LO. See details above x
Earth rotation
Position
Position reference system
State that geodetic latitude and longitude is used to define a position on x
the WGS-84 ellipsoid.
x
Multiple old LOs are merged into one single new LO. See details above x
x
Define geographic (geodetic) longitude and meridians. x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Direction
Datums
Define ‘true north’ (TN). x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
x
x
Apply deviation. x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Calculate the actual track with appropriate data of heading and drift. x
Calculate the heading change at an off-course fix to directly reach the next x x
waypoint using the 1:60 rule.
Calculate the average drift angle based upon an off-course fix observation. x x
Distance
WGS-84 ellipsoid
State that 1 NM is equal to 1.852 km, which is the average distance of 1' of x x
latitude change on the WGS-84 ellipsoid.
Multiple old LOs are merged into one single new LO. See details above x x
State that 1' of longitude change at the equator on the WGS-84 ellipsoid is x x
approximately equal to 1 NM.
Units
Convert between units of distance (nautical mile (NM), kilometre (km), x
statute mile (SM), feet (ft), inches (in)).
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
x
x
Graticule distances
Calculate the distance between positions on the same meridian, on x
opposite (antipodal) meridians, on the same parallel of latitude, and
calculate new latitude/longitude when given distances north-south and
east-west.
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Air mile
Evaluate the effect of wind and altitude on air distance. x
Convert between ground distance (NM) and air distance (NAM) using the x
formula: NAM = NM × TAS/GS.
Speed
True airspeed (TAS)
Calculate TAS from CAS, and CAS from TAS by: mechanical computer; and x
rule of thumb (2 per cent per 1 000 ft).
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
CAS/TAS/M relationship
Deduce the CAS, TAS and M relationship in climb/descent/cruise (flying at x
constant CAS or M).
Deduce CAS and TAS in climb/descent/cruise (flying at constant CAS). x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Flight log
x
Enter revised navigational en-route data, for the legs concerned, into the x x
flight plan (e.g. updated wind and GS and correspondingly losses or gains
in time and fuel consumption).
x
x
Multiple old LOs are merged into one single new LO. See details above x
Solutions
Resolve the TOV for: heading and GS (with mechanical computer and x
MDR); WV (with mechanical computer); and track and GS (with
mechanical computer and MDR).
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Visual identification
Describe the problems of VFR navigation at lower levels and the causes of x
reduced visibility.
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Unplanned events
Explain what needs to be considered in case of diversion, when unsure of x
position and when lost.
GREAT CIRCLES AND RHUMB LINES
Great circles
Properties
Describe the geometric properties of a great circle (including the vertex) x x
and a small circle.
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
State that a rhumb-line route is not the shortest distance between any two x
positions on the Earth (excluding meridians and equator).
Multiple old LOs are merged into one single new LO. See details above x
Relationship
Distances
Explain that the variation in distance of the great-circle route and rhumb- x
line route between any two positions increases with increasing latitude or
change in longitude.
Conversion angle
Calculate and apply the conversion angle. x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
CHARTS
Chart requirements
ICAO Annex 4 ‘Aeronautical Charts’
State the requirement for conformality and for a straight line to x x
approximate a great circle.
Multiple old LOs are merged into one single new LO. See details above x x
Convergence
Explain and calculate the constant of the cone (sine of parallel of origin). x
Multiple old LOs are merged into one single new LO. See details above x
Scale
Recognise methods of representing scale on aeronautical charts. x
Multiple old LOs are merged into one single new LO. See details above x
Projections
Methods of projection
Identify azimuthal, cylindrical and conical projections. x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Polar stereographic
State the properties of a polar stereographic projection. x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Direct Mercator
State the properties of a direct Mercator projection. x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Given the scale at one latitude, calculate the scale at different latitudes. x x
Lambert
State the properties of a Lambert projection. x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Practical use
Symbology
Recognise ICAO Annex 4 symbology. x x
Multiple old LOs are merged into one single new LO. See details above x x
Plotting
Measure tracks and distances on VFR and IFR en-route charts. x x
Multiple old LOs are merged into one single new LO. See details above x x
Fix the aircraft position on an en-route chart with information from VOR x x
and DME equipment.
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Time
Local Mean Time (LMT)
Mean solar day
x
x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Standard time
Standard time and daylight saving time
Explain and apply the concept of standard time and daylight saving time, x
and perform standard time and daylight saving time calculations.
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x x
Explain the changes to sunrise, sunset, and civil twilight times with date, x
latitude and altitude.
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x
Multiple old LOs are merged into one single new LO. See details above x x
Explain at which time of the year the duration of daylight changes at the x x
highest rate.
s C and D.
Reworded, intent
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modified
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Old syllabus text Old syllabus
Index reference
12 State that the relationship between wavelength and frequency is: wavelength 062.01.01.02.04
(λ) = speed of light (c) / frequency (f) or λ (meters) = 300 000 / kHz.
13 Define phase. The fraction of one wavelength expressed in degrees from 000° 062.01.01.02.05
to 360°.
14 Define phase difference/shift. The angular difference between the 062.01.01.02.06
corresponding points of two cycles of equal wavelength, which is measurable
in degrees.
17 State that when a carrier wave is modulated, the resultant radiation consists 062.01.01.03.02
of the carrier frequency plus additional upper and lower sidebands.
18 State that HF Volmet, and HF two-way communication use a single sideband. 062.01.01.03.03
19 State that a radio signal may be classified by three symbols in accordance with 062.01.01.03.04
the ITU Radio Regulation vol.1: e.g. A1A - First symbol indicates the type of
modulation of the main carrier - Second symbol indicates the nature of the
signal modulating the main carrier - Third symbol indicates the nature of the
information to be transmitted.
20 Pulse characteristics 062.01.01.04
21 Define the following terms as associated with a pulse string: - Pulse length - 062.01.01.04.01
Pulse power - Continuous power.
22 Carrier, modulation 062.01.01.05
23 Define carrier wave. The radio wave acting as the carrier or transporter. 062.01.01.05.01
24 Define keying. Interrupting the carrier wave to break it into dots and dashes. 062.01.01.05.02
25 Define modulation. The technical term for the process of impressing and 062.01.01.05.03
transporting information by radio waves.
26 Kinds of modulation (amplitude, frequency, pulse, phase) 062.01.01.06
27 Define amplitude modulation. The information is impressed onto the carrier 062.01.01.06.01
wave by altering the amplitude of the carrier.
28 Define frequency modulation. The information is impressed onto the carrier 062.01.01.06.02
wave by altering the frequency of the carrier.
29 Describe pulse modulation. A modulation form used in radar, by transmitting 062.01.01.06.03
short pulses followed by larger interruptions.
30 Describe phase modulation. A modulation form used in GPS where the phase 062.01.01.06.04
of the carrier wave is reversed.
31 Antennas 062.01.02.00
32 Characteristics 062.01.02.01
33 Define antenna. A wave type transducer for the process of converting a line 062.01.02.01.01
AC into a free electromagnetic wave.
34 State that the simplest type of antenna is a dipole which is a wire of length 062.01.02.01.02
equal to one half of the wavelength.
35 State that in a wire which is fed with an AC (alternating current), some of the 062.01.02.01.03
power will radiate into space.
36 State that in a wire parallel to the wire fed with an AC but remote from it, an 062.01.02.01.04
AC will be induced.
37 State that an electromagnetic wave always consists of an oscillating electric 062.01.02.01.05
(E) and an oscillating magnetic (H) field which propagates at the speed of
light.
38 State that the (E) and (H) fields are perpendicular to each other. The 062.01.02.01.06
oscillations are perpendicular to the propagation direction and are in phase.
39 State that the electric field is parallel to the wire and the magnetic field is 062.01.02.01.07
perpendicular to it.
40 Polarisation 062.01.02.02
41 State that the polarisation of an electromagnetic wave describes the 062.01.02.02.01
orientation of the plane of oscillation of the electrical component of the wave
with regard to its direction of propagation.
42 State that in Linear Polarisation the plane of oscillation is fixed in space 062.01.02.02.02
whereas in Circular (eliptical) polarisation, the plane is rotating.
43 Explain the difference between horizontal and vertical polarisation in the 062.01.02.02.03
dependence of the alignment of the dipole.
44 Types of antennas 062.01.02.03
45 List and describe the common different kinds of directional antennas: - Loop 062.01.02.03.01
antenna used in old ADF receivers; - Parabolic antenna used in weather
radars; - Slotted planar array used in more modern weather radars; - Helical
antenna used in GPS transmitters.
46
47
48 Wave propagation 062.01.03.00
49 Structure of the ionosphere and its effect on radio waves 062.01.03.01
50 State that the ionosphere is the ionized component of the Earth's upper 062.01.03.01.01
atmosphere from 60 to 400 km above the surface, which is vertically
structured in three regions or layers.
51 State that the layers in the ionosphere are named D, E and F layers and their 062.01.03.01.02
depth varies with time.
52 State that electromagnetic waves refracted from the E and F layers of the 062.01.03.01.03
ionosphere are called sky waves.
53
60 State that radio waves in VLF, LF, MF and HF propagate as surface/ground 062.01.03.04.02
waves and sky waves.
61 Doppler principle 062.01.03.05
62 State that Doppler effect is the phenomena that the frequency of an 062.01.03.05.01
electromagnetic wave will increase or decrease if there is relative motion
between the transmitter and the receiver.
63 State that the frequency will increase if the transmitter and receiver are 062.01.03.05.02
converging and will decrease if they are diverging.
64 Factors affecting propagation 062.01.03.06
65 Define Skip Distance. The distance between the transmitter and the point on 062.01.03.06.01
the surface of the earth where the first sky return arrives.
66 State that skip zone/dead space is the distance between the limit of the 062.01.03.06.02
surface wave and the sky wave.
67 Describe Fading. When a receiver picks up the sky signal and the surface 062.01.03.06.03
signal, the signals will interfere with each other causing the signals to be
cancelled out.
68 State that radio waves in the VHF band and above are limited in range as they 062.01.03.06.04
are not reflected by the ionosphere and do not have a surface wave.
92 Principles 062.02.02.01
93 Define the abbreviation NDB. Non Directional Beacon. 062.02.02.01.01
94 Define the abbreviation ADF Automatic Direction Finder. 062.02.02.01.02
95 State that the NDB is the ground part of the system. 062.02.02.01.03
96 State that the ADF is the airborne part of the system. 062.02.02.01.04
97 State that NDB operates in the LF and MF frequency bands. 062.02.02.01.05
98 The frequency band assigned to aeronautical NDBs according to ICAO Annex 062.02.02.01.06
10 is 190 – 1750 kHz.
99 Define a locator beacon. An LF/MF NDB used as an aid to final approach 062.02.02.01.07
usually with a range, according to ICAO annex 10, of 10-25 NM.
100 Explain the difference between NDBs and locator beacons. 062.02.02.01.08
101 Explain which beacons transmit signals suitable for use by an ADF. 062.02.02.01.09
102 State that certain commercial radio stations transmit within the frequency 062.02.02.01.10
band of the NDB.
103 Explain why it is necessary to use a directionally sensitive receiver antenna 062.02.02.01.11
system in order to obtain the direction of the incoming radio wave.
104
115 Describe the indications given on RMI, fixed card and moving card ADF 062.02.02.02.02
displays.
116 Given a display interpret the relevant ADF information. 062.02.02.02.03
117 Calculate the true bearing from the compass heading and relative bearing. 062.02.02.02.04
118 Convert the compass bearing into magnetic bearing and true bearing. 062.02.02.02.05
119 Describe how to fly the following in-flight ADF procedures according to DOC 062.02.02.02.06
8168 Vol.1: - Homing and tracking and explain the influence of wind; -
Interceptions; - Procedural turns; - Holding patterns.
130 Explain Coastal Refraction. As a radio wave travelling over land crosses the 062.02.02.04.02
coast, the wave speeds up over water and the wave front bends.
131 Define Night/twilight effect. The influence of sky waves and ground waves 062.02.02.04.03
arriving at the ADF receiver with a difference of phase and polarisation which
introduce bearing errors.
132 State that interference from other NDB stations on the same frequency may 062.02.02.04.04
occur at night due to sky wave contamination.
133 Factors affecting range and accuracy 062.02.02.05
134 State that there is no coastal refraction error when: - The propagation 062.02.02.05.01
direction of the wave is 90° to the coast line - The NDB station is sited on the
coast line.
135 State that coastal refraction error increases with increased incidence. 062.02.02.05.02
136 State that night effect predominates around dusk and dawn. 062.02.02.05.03
137 Define multipath propagation of the radio wave (mountain effect). 062.02.02.05.04
138 State that static emission energy from a cumulonimbus cloud may interfere 062.02.02.05.05
with the radio wave and influence the ADF bearing indication.
139
140 VOR and Doppler-VOR 062.02.03.00
145 State that the following types of VOR are in operation: - Conventional VOR 062.02.03.01.04
(CVOR) a first generation VOR station emitting signals by means of a rotating
antenna; - Doppler VOR (DVOR) a second generation VOR station emitting
signals by means of a combination of fixed antennas utilising the Doppler
principle; - En-route VOR for use by IFR traffic; - Terminal VOR (TVOR) a station
with a shorter range used as part of the approach and departure structure at
major airports; - Test VOR (VOT) a VOR station emitting a signal to test VOR
indicators in an aircraft.
147 List the three main components of VOR airborne equipment: - The antenna - 062.02.03.01.06
The receiver - The indicator.
148 Describe the identification of a VOR in terms of Morse-code letters, 062.02.03.01.07
continuous tone or dots (VOT), tone pitch, repetition rate and additional plain
text.
149 State that according to ICAO annex 10, a VOR station has an automatic ground 062.02.03.01.08
monitoring system.
150 State that the VOR monitoring system monitors change in measured radial 062.02.03.01.09
and reduction in signal strength.
151 State that failure of the VOR station to stay within the required limits can 062.02.03.01.10
cause the removal of identification and navigation components from the
carrier or radiation to cease.
155 Explain the use of the TO/FROM indicator in order to determine aircraft 062.02.03.02.03
position relative to the VOR considering also the heading of the aircraft.
156 Interpret VOR information as displayed on HSI, CDI and RMI. 062.02.03.02.04
157 Describe the following in-flight VOR procedures as in DOC 8168 Vol.1: - 062.02.03.02.05
Tracking and explain the influence of wind when tracking; - Interceptions; -
Procedural turn;s - Holding patterns.
158 State that when converting a radial into a true bearing, the variation at the 062.02.03.02.06
VOR station has to be taken into account.
159 Coverage and range 062.02.03.03
160 Describe the range with respect to the transmitting power and radio signal. 062.02.03.03.01
161 Calculate the range using the formula: 1.23 x √transmitter height in feet + 1.23 062.02.03.03.02
x √receiver height in feet.
(Moved and merged into 062.02.01.03.01)
164 State that due to reflections from terrain, radials can be bent and lead to 062.02.03.04.02
wrong or fluctuating indications which is called “scalloping”.
165 State that DVOR is less sensitive to site error than CVOR. 062.02.03.04.03
166 DME 062.02.04.00
167 Principles 062.02.04.01
168 State that DME operates in the UHF band between 960 – 1215 MHz according 062.02.04.01.01
to ICAO Annex 10.
169 State that the system comprises two basic components: - The aircraft 062.02.04.01.02
component, the interrogator; - The ground component, the transponder.
170 Describe the principle of distance measurement using DME in terms of: - 062.02.04.01.03
Pulse pairs - Fixed frequency division of 63 MHz - Propagation delay - 50
microsecond delay time - Irregular transmission sequence - Search mode -
Tracking mode - Memory mode.
171 State that the distance measured by DME is slant range. 062.02.04.01.04
172 Illustrate that a position line using DME is a circle with the station at its centre. 062.02.04.01.05
173 Describe how the pairing of VHF and UHF frequencies (VOR/DME) enables 062.02.04.01.06
selection of two items of navigation information from one frequency setting.
174 Describe, in the case of co-location, the frequency pairing and identification 062.02.04.01.07
procedure.
175 Explain that depending on the configuration, the combination of a DME 062.02.04.01.08
distance with a VOR radial can determine the position of the aircraft.
(Moved and merged into 061.04.03.02.02)
176 Explain that military TACAN stations may be used for DME information. 062.02.04.01.09
179 Calculate ground distance given slant range and altitude. 062.02.04.02.02
180 Describe the use of DME to fly a DME arc in accordance with DOC 8168 Vol. 1. 062.02.04.02.03
181 State that a DME system may have a groundspeed read out combined with 062.02.04.02.04
the DME read out.
182 Coverage and range 062.02.04.03
183 Explain why a ground station can generally respond to a maximum of 100 062.02.04.03.01
aircraft.
184 Explain which aircraft will be denied a DME range first when more than 100 062.02.04.03.02
interrogations are being made.
185 Errors and accuracy 062.02.04.04
186 State that the error of the DME ‘N’ according to ICAO Annex 10 should not 062.02.04.04.01
exceed + 0.25 NM + 1.25% of the distance measured. For installations
installed after 1 Jan 1989 the total system error should not exceed 0.2 NM
DME ‘P’.
197 State that the LLZ operates in the VHF band 108.0 – 111.975 MHz according to 062.02.05.01.06
ICAO Annex 10.
(Moved and merged into 062.02.05.01.05)
200 Draw the radiation pattern with respect to the 90 Hz and 150 Hz signals. 062.02.05.01.09
201 Describe how the UHF glide path frequency is selected automatically by being 062.02.05.01.10
paired with the LLZ frequency.
202 Explain the term “difference of depth of modulation (DDM)”. 062.02.05.01.11
203 State that the difference in the modulation depth increases with displacement 062.02.05.01.12
from the centre line.
204 State that both the LLZ and the GP antenna radiate side lobes (false beams) 062.02.05.01.13
which could give rise to false centreline and false glide path indication.
205 Explain that the back beam from the LLZ antenna may be used as a published 062.02.05.01.14
“non-precision approach”.
206 State that according to ICAO annex 10 the nominal glide path is 3°. 062.02.05.01.15
207 Name the frequency, modulation and identification assigned to all marker 062.02.05.01.16
beacons according to ICAO Annex 10: all marker beacons operate on 75 MHz
carrier frequency; - modulation frequencies are: - outer marker: 400 Hz -
middle marker: 1300 Hz - inner marker: 3000 Hz. The audio frequency
modulation (for identification) is continuous modulation of the audio
frequency and is keyed as follows: - outer marker: 2 dashes per second
continuously; - middle marker: a continuous series of alternate dots and
dashes; - inner marker: 6 dots per second continuously.
214 Calculate the rate of descent using the following formula when flying any 062.02.05.02.03
glidepath angle: ROD ft/min = Speed factor (SF) x glidepath angle x 100.
(Moved and merged into 061.01.08.03.02)
217 State that in accordance with ICAO Annex 10 an ILS installation has an 062.02.05.02.06
automatic ground monitoring system.
218 State that the LLZ and GP monitoring system monitors any shift in the LLZ and 062.02.05.02.07
GP mean course line or reduction in signal strength.
219 State that a failure of either the LLZ or the GP to stay within predetermined 062.02.05.02.08
limits will cause: - Removal of identification and navigation components from
the carrier - Radiation to cease - A warning to be displayed at the designated
control point.
220 State that an ILS receiver has an automatic monitoring function. 062.02.05.02.09
221 Describe the circumstances in which warning flags will appear for both the LLZ 062.02.05.02.10
and the GP: - Absence of the carrier frequency; - Absence of the 90 and 150
Hz modulation simultaneously; - The percentage modulation of either the 90
or 150 Hz signal reduced to zero.
222 Interpret the indications on a Course Deviation Indicator (CDI) and a 062.02.05.02.11
Horizontal Situation Indicator (HSI): - Full scale deflection of the CDI needle
corresponds to approximately 2,5° displacement from the ILS centre line; - Full
scale deflection on the GP corresponds to approximately 0,7 degrees from the
ILS GP centre line.
223 Interpret the aircraft’s position in relation to the extended runway centre line 062.02.05.02.12
on a back-beam approach.
224 Explain the setting of the course pointer of an HSI for front-beam and back- 062.02.05.02.13
beam approaches.
225 Coverage and range 062.02.05.03
226 Sketch the standard coverage area of the LLZ and GP with angular sector limits 062.02.05.03.01
in degrees and distance limits from the transmitter in accordance with ICAO
Annex 10: - LLZ coverage area is 10° on either side of the centre line to a
distance of 25 NM from the runway, and 35° on either side of the centre line
to a distance of 17 NM from the runway; - GP coverage area is 8° on either
side of the centre line to a distance of minimum 10 NM from the runway.
231 Explain why the accuracy requirements are progressively higher for CAT I, CAT 062.02.05.04.04
II and CAT III ILS.
232 State the vertical accuracy requirements above the threshold for CAT I, II and 062.02.05.04.05
III for the signals of the ILS ground installation.
233 Explain the following in accordance with ICAO Doc 8168: - The accuracy the 062.02.05.04.06
pilot has to fly the ILS localiser to be considered established on an ILS track is
within half full scale deflection of the required track; - The aircraft has to be
established within half scale deflection of the LLZ before starting descent on
the GP; - The pilot has to fly the ILS GP to a maximum of half scale fly-up
deflection of the GP in order to stay in protected airspace.
234 State that if a pilot deviates by more than half scale deflection on the LLZ or 062.02.05.04.07
by more than half course fly-up deflection on the GP, an immediate missed
approach should be executed, because obstacle clearance may no longer be
guaranteed.
235 Describe ILS beam bends. Deviations from the nominal position of the LLZ and 062.02.05.04.08
GP respectively. They are ascertained by flight test.
236 Explain multipath interference. Reflections from large objects within the ILS 062.02.05.04.09
coverage area.
237 Factors affecting range and accuracy 062.02.05.05
238 Define the ILS critical Area. An area of defined dimensions about the LLZ and 062.02.05.05.01
GP antennas where vehicles, including aircraft, are excluded during all ILS
operations.
239 Define the ILS sensitive area. An area extending beyond the critical area 062.02.05.05.02
where the parking and/or movement of vehicles, including aircraft, is
controlled to prevent the possibility of unacceptable interference to the ILS
signal during ILS operations.
240 Describe the effect of FM broadcast stations that transmit on frequencies just 062.02.05.05.03
below 108 MHz.
241 Microwave landing system (MLS) 062.02.06.00
242 Principles 062.02.06.01
243 Explain the Principle of operation: - Horizontal course guidance during the 062.02.06.01.01
approach; - Vertical guidance during the approach; - Horizontal guidance for
departure and missed approach; - DME (DME/P) distance; - Transmission of
special information regarding the system and the approach conditions.
244 State that MLS operates in the S band on 200 channels. 062.02.06.01.02
245 Explain the reason why MLS can be installed at airports on which, as a result 062.02.06.01.03
of the effects of surrounding buildings and/or terrain, ILS siting is difficult.
246 Presentation and interpretation 062.02.06.02
247 Interpret the display of airborne equipment designed to continuously show 062.02.06.02.01
the position of the aircraft, in relation to a pre-selected course and glide path
along with distance information, during approach and departure.
248 Explain that segmented approaches can be carried out with a presentation 062.02.06.02.02
with two cross bars directed by a computer which has been programmed with
the approach to be flown.
249 Illustrate that segmented and curved approaches can only be executed with 062.02.06.02.03
DME-P installed.
250 Explain why aircraft are equipped with a multi-mode receiver (MMR) in order 062.02.06.02.04
to be able to receive ILS, MLS and GPS.
251 Explain why MLS without DME-P gives an ILS look-alike straight line approach. 062.02.06.02.05
260 Describe the pulse technique and echo principle on which primary radar 062.03.01.00.02
systems are based.
261 Explain the relationship between the maximum theoretical range and the 062.03.01.00.03
pulse repetition frequency (PRF).
262 Calculate the maximum theoretical unambiguous range if the PRF is given 062.03.01.00.04
using the formula: Range in km = 300 000 / PRFx2.
263 Calculate the PRF if the maximum theoretical unambiguous range of the radar 062.03.01.00.05
is given using the formula: PRF = 300 000 / range(km) x2.
264 Explain that pulse length defines the minimum theoretical range of a radar. 062.03.01.00.06
265 Explain the need to harmonise the rotation speed of the antenna, the pulse 062.03.01.00.07
length and the pulse repetition frequency for range.
266 Describe, in general terms, the effects of the following factors with respect to 062.03.01.00.08
the quality of the target depiction on the radar display: - Atmospheric
conditions; super refraction and sub refraction - Attenuation with distance -
Condition and size of the reflecting surface.
274 Explain that the radar display enables the ATS controller to provide 062.03.02.02.02
information, surveillance or guidance service.
275 Airborne weather radar 062.03.03.00
276 Principles 062.03.03.01
277 List the two main tasks of the weather radar in respect of weather and 062.03.03.01.01
navigation.
278 State the wavelength (approx. 3 cm) and frequency of most AWRs (approx. 062.03.03.01.02
9GHz).
279 Explain how the antenna is attitude-stabilised in relation to the horizontal 062.03.03.01.03
plane using the aircraft's attitude reference system.
280 Explain that in older AWR have two different radiation patterns which can be 062.03.03.01.04
produced by a single antenna, one for mapping (cosecant squared) and the
other for weather (pencil/cone shaped).
281 Describe the cone shaped pencil beam of about 3° to 5° beam width used for 062.03.03.01.05
weather depiction.
282 Explain that in modern AWRs a single radiation pattern is used for both 062.03.03.01.06
mapping and weather with the scanning angle being changed between them.
285 Name, for areas of differing reflection intensity, the colour gradations (green, 062.03.03.02.02
yellow, red and magenta) indicating the increasing intensity of precipitation.
286 Illustrate the use of azimuth marker lines and range lines in respect of the 062.03.03.02.03
relative bearing and the distance to a thunderstorm or to a landmark on the
screen.
287 Coverage and range 062.03.03 03
288 Explain how the radar is used for weather detection and for mapping (range, 062.03.03.03.01
tilt and gain if available).
289 Errors, accuracy, limitations 062.03.03.04
290 Explain why AWR should be used with extreme caution when on the ground. 062.03.03.04.01
291 Factors affecting range and accuracy 062.03.03.05
292 Explain the danger of the area behind heavy rain (shadow area) where no 062.03.03.05.01
radar waves will penetrate.
293 Explain why the tilt setting should be higher when the aircraft descends to a 062.03.03.05.02
lower altitude.
294 Explain why the tilt setting should be lower when the aircraft climbs to a 062.03.03.05.03
higher altitude.
(Moved and merged into 062.03.03.05.02)
295 Explain why a thunderstorm may not be detected when the tilt is set too high. 062.03.03.05.04
304 Explain that the ground ATC secondary radar uses techniques which provide 062.03.04.01.02
the ATC with information that cannot be acquired by primary radar.
305 Explain that an airborne transponder provides coded reply signals in response 062.03.04.01.03
to interrogation signals from the ground secondary radar and from aircraft
equipped with TCAS.
310 State that the interrogation frequency is 1030 MHz and the reply frequency is 062.03.04.02.03
1090 MHz.
311 Explain that the decoding of the time between the interrogation pulses 062.03.04.02.04
determines the operating mode of the transponder: - Mode A: transmission of
aircraft transponder code; - Mode C: transmission of aircraft pressure altitude;
- Mode S: aircraft selection and transmission of flight data for the ground
surveillance.
312 State that the ground interrogation signal is transmitted in the form of pairs of 062.03.04.02.05
pulses P1 and P3 for Mode A and C and that a control pulse P2 is transmitted
following the first interrogation pulse P1.
313 Explain that the interval between P1 and P3 determines the mode of 062.03.04.02.06
interrogation, Mode A or C.
314 State that the radiated amplitude of P2 from the side-lobes and from the main 062.03.04.02.07
lobe is different.
315 State that Mode A designation is a sequence of four digits can be manually 062.03.04.02.08
selected from 4096 available codes.
316 State that in mode C reply the pressure altitude is reported in 100 ft 062.03.04.02.09
increments.
317 State that in addition to the information pulses provided, a special position 062.03.04.02.10
identification pulse (SPI) can be transmitted but only as a result of a manual
selection (IDENT).
318 Explain the need for compatibility of Mode S with Mode A and C. 062.03.04.02.11
319 Explain that the Mode S transponders receive interrogations from other Mode 062.03.04.02.12
S transponders and SSR ground stations.
320 State that Mode S surveillance protocols implicitly use the principle of 062.03.04.02.13
selective addressing.
321 Explain that every aircraft will have been allocated an ICAO Aircraft Address 062.03.04.02.14
which is hard coded into the airframe (Mode S address).
322 Explain that the ICAO Aircraft Address consists of 24-bits (therefore more than 062.03.04.02.15
16 000 000 possible codes) allocated by the registering authority of the state
within which the aircraft is registered.
323 Explain that this address (24-bit) is included in all Mode S transmissions, so 062.03.04.02.16
that every interrogation can be directed to a specific aircraft, preventing
multiple replies.
324 State that the ground interrogation signal is transmitted in the form of pulses 062.03.04.02.17
P1, P3 and P4 for Mode S.
325 Interpret the following mode S terms: - Selective addressing - Mode “all call” - 062.03.04.02.18
Selective call.
326 State that Mode S interrogation contains either: - Aircraft address - All–call 062.03.04.02.19
address - Broadcast address.
327 Mode A/C/S all-call consists of 3 pulses P1, P3 and the long P4. A control pulse 062.03.04.02.20
P2 is transmitted following P1 to suppress responses from aircraft in the side
lobes of the interrogation antenna.
328 Mode A/C only all-call consists of 3 pulses P1, P3 and the short P4. 062.03.04.02.21
329 State that there are 25 possible Mode S reply forms. 062.03.04.02.22
330 State that the reply message consists of a preamble and a data block. 062.03.04.02.23
331 State that the Aircraft Address shall be transmitted in any reply except in 062.03.04.02.24
Mode S only all-call reply.
332 Explain that Mode S can provide enhanced vertical tracking, using a 25 feet 062.03.04.02.25
altitude increment.
333 Explain how SSR can be used for ADS B. 062.03.04.02.26
342 State that the SI code must correspond to the aircraft identification specified 062.03.04.03.08
in item 7 of the ICAO flight plan or to the registration marking.
343 State that only the ICAO identification format is compatible with the ATS 062.03.04.03.09
ground system.
344 State that Mode S equipped aircraft with a maximum mass in excess of 5700 062.03.04.03.10
kg or a maximum cruising true airspeed capability in excess of 250kt must
operate with transponder antenna diversity.
345 Describe the different types of communication protocols. (A, B, C and D). 062.03.04.03.11
346 Explain that elementary surveillance is based on Ground Initiated Comm-B 062.03.04.03.12
protocols.
347 State that the enhanced surveillance consists of the extraction of additional 062.03.04.03.13
aircraft parameters known as Downlink Aircraft Parameters (DAP) consisting
of: - Magnetic Heading - Indicated Airspeed - Mach Number - Vertical rate -
Roll angle - Track Angle Rate - True Track Angle - Groundspeed - Selected
Altitude.
348 Explain that the controller’s information is improved by providing actual 062.03.04.03.14
aircraft derived data such as Magnetic Heading, Indicated Airspeed, Vertical
Rate and Selected Altitude.
349 Explain that the automatic extraction of an aircraft’s parameters, and their 062.03.04.03.15
presentation to the controller, will reduce their R/T workload and will free
them to concentrate on ensuring the safe and efficient passage of air traffic.
350 Explain that the reduction in radio telephony between the air traffic 062.03.04.03.16
controllers and the pilots will reduce the workload on a pilot and remove a
potential source of error.
361 Explain that a flight management system has the ability to monitor and direct 062.05.04.01.02
both navigation and performance of the flight.
(Moved and merged into 022.11.01.01.01)
362 Explain that a flight management system has the ability to monitor and direct 062.05.04.01.02
both navigation and performance of the flight.
(Moved and merged into 022.11.02.02.01)
363 Explain the two functions common to all FMS systems: - Automatic navigation 062.05.04.01.03
LNAV (lateral navigation) - Flight path management VNAV (vertical navigation).
(Moved and merged into 022.11.01.01.05)
364 Name the main components of the FMS system as being: - FMC (flight 062.05.04.01.04
management computer) - CDU (control and display unit) - Symbol generator -
EFIS (electronic flight instrument system) consisting of the nav display
including mode selector and the attitude display. - A/T (auto throttle) and the
FCC (flight control computer).
369 State that the navigation database is updated every 28 days. 062.05.04.03.02
(Moved and merged into 022.11.02.01.02)
370 State that the navigational database is write protected, but additional space 062.05.04.03.03
exists so that crew created navigational data may be saved in the computer
memory. Such additional data will also be deleted at the 28 days navigational
update of the database.
(Moved and merged into 022.11.02.01.04)
376 State that the following are typical output data from the FMC: - Command 062.05.04.05.02
signals to the flight directors and autopilot - Command signals to the auto-
throttle - Information to the EFIS displays through the symbol generator - Data
to the CDU and various annunciators.
(Moved and merged into 022.11.03.01.01)
379 State that the information from the sensors used may be blended into a single 062.05.04.06.02
position by using the Kalman filter method.
(Moved and merged into 022.11.03.01.08)
380 State that the Kalman filter is an algorithm for filtering incomplete and noisy 062.05.04.06.03
measurements of dynamical processes so that errors of measurements from
different sensors are minimised leading to the calculated position being more
accurate than that produced by any single sensor.
384 Explain the main components of the CDU as follows: - CDU display including 062.05.05.01.02
the following terms - page title - data field - scratchpad - Line select keys -
Numeric keys - Alpha keys - Function and mode keys used to select specific
data pages on the CDU display, to execute orders or to navigate to pages
through the data presented - Warning lights, message light and offset light.
(Moved and merged into 022.11.04.01.02)
388 State that the following data are typically displayed on the attitude display: - 062.05.05.02.02
Attitude information - Flight director command bars - Radio height and
barometric altitude - Course deviation indication - Glide path information
(when an ILS is tuned) - Speed information.
(Moved and merged into 022.13.03.02.02)
389 State that the following data are typically displayed on the attitude display: - 062.05.05.02.02
Attitude information - Flight director command bars - Radio height and
barometric altitude - Course deviation indication - Glide path information
(when an ILS is tuned) - Speed information.
(Moved and merged into 022.13.03.02.03)
390 State that the following data are typically displayed on the attitude display: - 062.05.05.02.02
Attitude information - Flight director command bars - Radio height and
barometric altitude - Course deviation indication - Glide path information
(when an ILS is tuned) - Speed information.
(Moved and merged into 022.13.03.02.04)
391 State that the following data are typically displayed on the attitude display: - 062.05.05.02.02
Attitude information - Flight director command bars - Radio height and
barometric altitude - Course deviation indication - Glide path information
(when an ILS is tuned) - Speed information.
(Moved and merged into 022.13.03.02.05)
392 State that the following data are typically displayed on the attitude display: - 062.05.05.02.02
Attitude information - Flight director command bars - Radio height and
barometric altitude - Course deviation indication - Glide path information
(when an ILS is tuned) - Speed information.
(Moved and merged into 022.13.03.02.06)
393 State that the following data are typically displayed on the attitude display: - 062.05.05.02.02
Attitude information - Flight director command bars - Radio height and
barometric altitude - Course deviation indication - Glide path information
(when an ILS is tuned) - Speed information.
(Moved and merged into 022.13.03.02.07)
398 List and interpret the following information typically shown on a navigation 062.05.05.04.01
display in "Full VOR/ILS" mode: - The map display will be in full VOR mode
when a VOR frequency is selected and full ILS mode when an ILS frequency is
selected on the VHF NAV frequency selector. - DME distance to selected DME
station. - A full 360° compass rose. At the top of the compass rose present
heading is indicated and shown as digital numbers in a heading box. Next to
the heading box is indicated if the heading is true or magnetic. True heading is
available on aircraft with IRS. A triangle (different symbols are used on
different aircraft) on the compass rose indicates present track. Track indication
is only available when the FMC navigation computer is able to compute
aircraft position A square symbol on the outside of the compass rose indicates
the selected heading for the autopilot, and if "heading select" mode is
activated on the autopilot this is the heading the aircraft will turn to. Within
the compass rose a CDI is shown. On the CDI the course pointer points to the
selected VOR/ILS course SET on the OBS. On the CDI the course deviation bar
will indicate angular deflection from selected VOR/ILS track. Full scale
deflection side to side in VOR mode is 20°, and 5° in ILS mode. In VOR mode a
TO/FROM indication is shown on the display. The selected ILS/VOR frequency
is shown. ILS or VOR mode is shown according to selected frequency. If an ILS
frequency is selected a glide path deviation scale is shown.
(Moved and merged into 022.13.03.03.04)
399 A wind arrow indicating wind direction according to the compass rose, and 062.05.05.04.02
velocity in numbers next to the arrow.
(Moved and merged into 022.13.03.03.03)
400 A wind arrow indicating wind direction according to the compass rose, and 062.05.05.04.02
velocity in numbers next to the arrow.
(Moved and merged into 022.13.03.03.04)
401 Given an EFIS navigation display in full VOR/ILS mode, read off the following 062.05.05.04.03
information: - Heading (Magnetic/True) - Track (Magnetic/True) - Drift - Wind
correction angle - Selected course - Actual radial - Left or right of selected
track - Above or below the glide path - Distance to the DME station - Selected
heading for the autopilot heading select bug - Determine if the display is in
VOR or ILS rose mode.
(Moved and merged into 022.13.03.03.03)
402 Given an EFIS navigation display in full VOR/ILS mode, read off the following 062.05.05.04.03
information: - Heading (Magnetic/True) - Track (Magnetic/True) - Drift - Wind
correction angle - Selected course - Actual radial - Left or right of selected
track - Above or below the glide path - Distance to the DME station - Selected
heading for the autopilot heading select bug - Determine if the display is in
VOR or ILS rose mode.
(Moved and merged into 022.13.03.03.04)
403 Given an EFIS navigation display in expanded VOR/ILS mode, read off the 062.05.05.04.04
following information: - Heading (Magnetic/True) - Track (Magnetic/True) -
Drift - Wind correction angle - Tailwind/headwind - Wind velocity - Selected
course - Actual radial - Left or right of selected track - Above or below the
glide path - Distance to the DME station - Selected heading for the autopilot
heading select bug - State if the display is in VOR or ILS rose mode.
(Moved and merged into 022.13.03.03.03)
404 Given an EFIS navigation display in expanded VOR/ILS mode, read off the 062.05.05.04.04
following information: - Heading (Magnetic/True) - Track (Magnetic/True) -
Drift - Wind correction angle - Tailwind/headwind - Wind velocity - Selected
course - Actual radial - Left or right of selected track - Above or below the
glide path - Distance to the DME station - Selected heading for the autopilot
heading select bug - State if the display is in VOR or ILS rose mode.
(Moved and merged into 022.13.03.03.04)
405 Given an EFIS navigation display in map mode, read off the following 062.05.05.04.05
information: - Heading (Magnetic/True) - Track (Magnetic/True) - Drift - Wind
correction angle - Tailwind/headwind - Wind velocity - Left or right of the FMS
track - Distance to active waypoint; - ETO next waypoint - Selected heading for
the autopilot heading select bug - Determine if a depicted symbol is a
VOR/DME station or an airport - Determine if a specific waypoint is part of the
FMS route.
(Moved and merged into 022.13.03.03.03)
406 Given an EFIS navigation display in map mode, read off the following 062.05.05.04.05
information: - Heading (Magnetic/True) - Track (Magnetic/True) - Drift - Wind
correction angle - Tailwind/headwind - Wind velocity - Left or right of the FMS
track - Distance to active waypoint; - ETO next waypoint - Selected heading for
the autopilot heading select bug - Determine if a depicted symbol is a
VOR/DME station or an airport - Determine if a specific waypoint is part of the
FMS route.
(Moved and merged into 022.13.03.03.04)
407 Given an EFIS navigation display in plan mode, read off the following 062.05.05.04.06
information: - Heading (Magnetic/True) - Track (Magnetic/True) - Drift - Wind
correction angle - Distance to active waypoint - ETO active waypoint - State
selected heading for the autopilot heading select bug - Measure and state
true track of specific FMS route track.
(Moved and merged into 022.13.03.03.06)
412 State that all 3 systems (will) consist of a constellation of satellites which can 062.06.01.01.02
be used by a suitably equipped receiver to determine position.
416 SPS was originally designed to provide civil users with a less accurate 062.06.01.02.02
positioning capability than PPS.
417 Name the three segments as: - Space segment - Control segment - User 062.06.01.02.03
segment.
418 Space segment
419 State that the space segment consists of a notional constellation of 24 062.06.01.02.04
operational satellites.
420 State that the satellites are orbiting the earth in orbits inclined 55° to the 062.06.01.02.05
plane of the equator.
421 State that the satellites are in a nearly circular orbit of the earth at an altitude 062.06.01.02.06
of 20,200 km (10,900 NM).
422 State that the satellites are distributed in 6 orbital planes with at least 4 062.06.01.02.07
satellites in each.
423 State that a satellite completes an orbit in approximately 12 hours. 062.06.01.02.08
424 State that each satellite broadcasts ranging signals on two UHF frequencies. L1 062.06.01.02.09
1575.42 MHz and L2 1227.6 MHz.
425 State that SPS is a positioning and timing service provided on frequency L1. 062.06.01.02.10
426 State that PPS uses both frequencies L1 and L2. 062.06.01.02.11
427 In 2005 the first replacement satellite was launched with a new military M 062.06.01.02.12
code on the L1 frequency and a second signal for civilian use L2C on the L2
frequency.
428 State that the ranging signal contains a (Coarse Acquisition) C/A code and a 062.06.01.02.13
navigational data message.
429 State that the navigation message contains: - Almanac data - Ephemeris - 062.06.01.02.14
Satellite clock correction parameters - UTC parameters - Ionospheric model -
Satellite health data.
430 State that it takes 12½ minutes for a GPS receiver to receive all the data 062.06.01.02.15
frames in the navigation message.
431 State that the almanac contains the orbital data about all the satellites in the 062.06.01.02.16
GPS constellation.
432 State that the ephemeris contains data used to correct the orbital data of the 062.06.01.02.17
satellites due to small disturbances.
433 State that the clock correction parameters are data for correction of the 062.06.01.02.18
satellite time.
434 State that UTC parameters are factors determining the difference between 062.06.01.02.19
GPS time and UTC.
435 State that an ionospheric model is currently used to calculate the time delay 062.06.01.02.20
of the signal travelling through the ionosphere.
436 State that the GPS health message is used to exclude unhealthy satellites from 062.06.01.02.21
the position solution. Satellite health is determined by the validity of the
navigation data.
439 State that the C/A code is a pseudo random noise (PRN) code sequence, 062.06.01.02.24
repeating every millisecond. Each C/A code is unique and provides the
mechanism to identify each satellite.
440 State that satellites broadcast the PRN codes with reference to the satellite 062.06.01.02.25
vehicle time which are subsequently changed by the receiver to UTC.
441 State that satellites are equipped with atomic clocks, which allow the system 062.06.01.02.26
to keep very accurate time reference.
442 Control segment
443 State that the control segment comprises: - A master control station - Ground 062.06.01.02.27
antenna - Monitoring stations.
444
445 State that the master control station is responsible for all aspects of the 062.06.01.02.28
constellation command and control.
446 State that the main tasks of the control segment are: - Managing SPS 062.06.01.02.29
performance - Navigation data upload - Monitoring satellites.
447 User segment
448 State that GPS supplies three-dimensional position fixes and speed data, plus 062.06.01.02.30
a precise time reference.
449 State that the GPS receiver used in aviation is a multi-channel type. 062.06.01.02.31
450 State that a GPS receiver is able to determine the distance to a satellite, by 062.06.01.02.32
determining the difference between the time of transmission by satellite and
the time of reception.
451 State that the initial distance calculated to the satellites is called pseudo range 062.06.01.02.33
because the difference between the GPS receiver and the satellite time
references initially creates an erroneous range.
452 State that each range defines a sphere with its centre at the satellite. 062.06.01.02.34
453 State that three satellites are needed to determine a two-dimensional 062.06.01.02.35
position.
454 State that four spheres are needed to calculate a three dimensional position, 062.06.01.02.36
hence four satellites are required.
455 State that the GPS receiver is able to synchronise to the correct time base 062.06.01.02.37
when receiving four satellites.
456 State that the receiver is able to calculate aircraft groundspeed using the SV 062.06.01.02.38
Doppler frequency shift and /or the change in receiver position over time.
462 List the three components of GLONASS: - Space segment, which contains the 062.06.01.02.43
constellation of satellites - Control segment, which contains the ground based
facilities - User segment, which contains the user equipment.
463 State the composition of the constellation in the Space segment: - 24 satellites 062.06.01.02.44
in three orbital planes with 8 equally displaced by 45° of latitude - A near
circular orbit at 19 100 km at an inclination of 64.8° to the equator - Each
orbit is completed in 11 hours 15 minutes.
464 State that the control segment provides: - Monitoring of the constellation 062.06.01.02.45
status - Correction to the orbital parameters - Navigation data uploading.
465 State that the user equipment consists of receivers and processors for the 062.06.01.02.46
navigation signals for the calculation of the coordinates, velocity and time.
470 State that the navigation message has a duration of 2 seconds and contains 062.06.01.02.51
“immediate” data which relates to the actual satellite transmitting the given
navigation signal and “non-immediate” data which relates to all other
satellites within the constellation.
471 State that “immediate data consists of: - Enumeration of the satellite time 062.06.01.02.52
marks - Difference between onboard time scale of the satellite and GLONASS
time - Relative differences between carrier frequency of the satellite and its
nominal value - Ephemeris parameters.
472 State that “non-immediate” data consists of: - Data on the status of all 062.06.01.02.53
satellites within the space segment - Coarse corrections to onboard time
scales of each satellite relative to GLONASS time - Orbital parameters of all
satellites within the space segment - Correction to GLONASS time relative to
UTC (must remain within 1 microsecond).
473 State that Integrity monitoring includes checking the quality of the 062.06.01.02.54
characteristics of the navigation signal and the data within the navigation
message.
475 State that agreements have been made between the appropriate agencies for 062.06.01.02.56
the interoperability by any one approved user of NAVSTAR and GLONASS
systems.
476
477 State that the core of the Galileo constellation will consist of 30 satellites with 062.06.01.02.57
nine plus a spare replacement in each of three planes in near circular orbit at
an altitude of 23 222 km inclined at 56° to the plane of the equator.
478 State that the signals will be transmitted in three frequency bands 1164-1215 062.06.01.02.58
MHz, 1260-1300 MHz and 1559-1591 MHz (1559-1591 MHz will be shared
with GPS on a non-interference basis).
486 State that the Navigation Antenna has been designed to minimise interference 062.06.01.02.66
between satellites by having equal power level propagation paths
independent of elevation angle.
487 State that the system is monitored in a similar way to both GPS NAVSTAR and 062.06.01.02.67
GLONASS but also by a new method based on spread-spectrum signals.
488 State that the tracking, telemetry and command operations are controlled by 062.06.01.02.68
sophisticated data encryption and authentication procedures.
489 GPS, EGNOS and GALILEO are compatible, will not interfere with each other, 062.06.01.02.69
and the performance of the receiver will be enhanced by interoperability of
the systems.
490 Errors and factors affecting accuracy 062.06.01.03
491 List the most significant factors affecting accuracy: - Ionospheric propagation 062.06.01.03.01
delay - Dilution of position - Satellite clock error - Satellite orbital variations -
Multipath.
492
493 State that ionospheric propagation delay (IPD) can almost be eliminated, by 062.06.01.03.02
using two frequencies.
494 State that in SPS receivers, IPD is currently corrected by using the ionospheric 062.06.01.03.03
model from the navigation message but the error is only reduced by 50%.
495 State that ionospheric delay is the most significant error. 062.06.01.03.04
496 State that dilution of position arises from the geometry and number of 062.06.01.03.05
satellites in view. It is called Position Dilution of precision (PDOP).
497
498 State that errors in the satellite orbits are due to: - Solar wind - Gravitation of 062.06.01.03.06
the sun, moon and planets.
499 State that Multipath is when the signal arrives at the receiver via more than 062.06.01.03.07
one path (the signal being reflected from surfaces near the receiver).
504 State that for a GBAS station the coverage is about 30 km. 062.06.02.01.03
505 Explain that ICAO standards provide the possibility to interconnect GBAS 062.06.02.01.04
stations to form a network broadcasting large-scale differential corrections.
Such a system is identified as GRAS (Ground Regional Augmentation System).
506 Explain that GBAS ground subsystems provide two services: the precision 062.06.02.01.05
approach service and the GBAS positioning service. The precision approach
service provides deviation guidance for Final Approach Segments, while the
GBAS positioning service provides horizontal position information to support
RNAV operations in terminal areas.
507 Explain that one ground station can support all the aircraft subsystems within 062.06.02.01.06
its coverage providing the aircraft with approach data, corrections and
integrity information for GNSS satellites in view via a VHF data broadcast
(VDB).
508 State that the minimum GBAS plan coverage is 15 NM from the landing 062.06.02.01.07
threshold point within 35° apart the final approach path and 10° apart
between 15 and 20 NM.
509
510 State that GBAS based on GPS is sometimes called LAAS: Local Area 062.06.02.01.08
Augmentation System.
511 Describe the characteristics of Local Area Augmentation System (LAAS) with 062.06.02.01.09
respect to: - differential corrections applied to a satellite signal by a ground-
based reference station - regional service providers to compute the integrity
of the satellite signals over their region - extra accuracy for extended coverage
around airports, railways, seaports and urban areas as required by the user.
514 State that the frequency band of the data link is identical to that of the GPS 062.06.02.02.02
signals.
515 Explain that the use of geostationary satellites enables messages to be 062.06.02.02.03
broadcast over very wide areas.
516 Explain that pseudo-range measurements to these geostationary satellites can 062.06.02.02.04
also be made, as if they were GPS satellites.
517 State that SBAS consists of 3 elements: - The ground infrastructure 062.06.02.02.05
(monitoring and processing stations) - The SBAS satellites - The SBAS airborne
receivers.
518 Explain that SBAS station network measures the pseudo-range between the 062.06.02.02.06
ranging source and an SBAS receiver at the known locations and provides
separate corrections for ranging source ephemeris errors, clock errors and
ionospheric errors. The user applies corrections for tropospheric delay.
519 Explain that SBAS can provide approach and landing operations with Vertical 062.06.02.02.07
guidance (APV) and precision approach service.
520 Explain the difference between Coverage area and Service area. 062.06.02.02.08
521 State that Satellite Based Augmentation Systems include: - EGNOS in Western 062.06.02.02.09
Europe and the Mediterranean - WAAS in USA - MSAS in Japan - GAGAN in
India.
522 Explain that SBAS systems regionally augment GPS and GLONASS by making 062.06.02.02.10
them suitable for safety critical applications such as landing aircraft.
525 State that EGNOS is designed to improve accuracy to 1-2m horizontally and 3- 062.06.02.03.02
5 m vertically.
526 Explain that integrity and safety are improved by alerting users within 6 062.06.02.03.03
seconds if a GPS malfunction occurs (up to 3 hrs GPS alone).
527 Airborne-based augmentation systems (ABAS) 062.06.02.04
528 Explain the principle of ABAS: to use redundant elements within the GPS 062.06.02.04.01
constellation (e.g.: multiplicity of distance measurements to various satellites)
or the combination of GNSS measurements with those of other navigation
sensors (such as inertial systems), to develop integrity control.
529 State that the type of ABAS using only GNSS information is RAIM (Receiver 062.06.02.04.02
Autonomous Integrity Monitoring).
530 State that a system using information from additional on-board sensors is 062.06.02.04.03
named AAIM (Aircraft Autonomous Integrity Monitoring).
531 Explain that the typical sensors used are barometric altimeter, clock and 062.06.02.04.04
inertial navigation system.
532 Explain that unlike GBAS and SBAS, ABAS does not improve positioning 062.06.02.04.05
accuracy.
533 PERFORMANCE-BASED NAVIGATION 062.07.00.00
534 PBN concept (as described in ICAO doc 9613) 062.07.01.00
537
538
539
550 State that in the approach phases of flight, PBN accommodates both linear 062.07.01.03.02
and angular laterally guided operations and explain the difference between
the two.
551 Navigation specifications 062.07.02.00
552 RNAV and RNP 062.07.02.01
553 State the difference between RNAV and RNP in terms of the requirement for 062.07.02.01.01
on-board performance monitoring and alerting
554 Navigation functional requirements 062.07.02.02
555 List the basic functional requirements of RNAV and RNP specifications 062.07.02.02.01
(continuous indication of lateral deviation, distance/bearing to active
waypoint, g/s or time to active waypoint, navigation data storage and failure
indication)
556 Designation of RNP and RNAV specifications 062.07.02.03
557 Interpret "X" in RNAV X or RNP X as the lateral navigation accuracy (total 062.07.02.03.01
system error) in nautical miles, which is expected to be achieved at least 95
per cent of the flight time by the population of aircraft operating within the
airspace, route or procedure.
558 State that aircraft approved to the more stringent accuracy requirements may 062.07.02.03.02
not necessarily meet some of the functional requirements of the navigation
specification having a less stringent accuracy requirement.
559 State that RNAV10 and RNP4 are used in the oceanic/remote phase of flight 062.07.02.03.03
560 State that RNAV5 is used in the en route and arrival phase of flight 062.07.02.03.04
561 State that RNAV2 and RNP2 are also used as navigation specifications 062.07.02.03.05
562 State that RNP2 is used in the en route, and oceanic/remote phases of flight 062.07.02.03.06
563
564 State that RNAV1 and RNP1 are used in the arrival and departure phases of 062.07.02.03.07
flight
565 State that RNP APCH is used in the approach phase of flight 062.07.02.03.08
566 State that RNP AR APCH is used in the approach phase of flight 062.07.02.03.09
567 State that RNP 0.3 navigation specification is used in all phases of flight, 062.07.02.03.10
except for oceanic/remote and final approach, primarily for helicopters
568 State that RNAV1, RNP1 and RNP 0.3 may also be used in en-route phases of 062.07.02.03.11
low level IFR helicopter flights
569 Use of PBN 062.07.03 00
570 Airspace planning 062.07.03.01
571 State that navigation performance is one factor used to determine minimum 062.07.03.01.01
route spacing
572 Approval 062.07.03.02
573 State that the airworthiness approval process assures that each item of the 062.07.03.02.01
area navigation equipment installed is of a type and design appropriate to its
intended function and that the installation functions properly under
foreseeable operating conditions
574 State that some PBN specifications require operational approval 062.07.03.02.02
575 Specific RNAV and RNP system functions 062.07.03.03
576 Recognise the definition of an RF leg 062.07.03.03.01
577 Recognise the definition of a fixed radius transition 062.07.03.03.02
578
582 Recognise the definition of the following path terminators: IF, TF, CF, DF, FA, CA 062.07.03.03.06
583
584 Data processes 062.07.03.04
585 State that the safety of the application is contingent upon the accuracy, 062.07.03.04.01
resolution and integrity of the data.
586 State that the accuracy of the data depends upon the processes applied 062.07.03.04.02
during the data origination.
587 PBN operations 062.07.04.00
588 PBN principles 062.07.04.01
589 Recognise the definition of path definition error 062.07.04.01.01
590 Recognise the definition of flight technical error 062.07.04.01.02
591 Recognise the definition of navigation system error 062.07.04.01.03
593
594 On-board performance monitoring and alerting 062.07.04.02
595 State that on-board performance monitoring and alerting of flight technical 062.07.04.02.01
error is managed by on-board systems or crew procedures.
596 State that on-board performance monitoring and alerting of navigation system 062.07.04.02.02
error is a requirement of on-board equipment for RNP.
597
598
599
600 State that on-board performance monitoring and alerting of path definition 062.07.04.02.03
error are managed by gross reasonableness checks of navigation data.
601 Abnormal situations 062.07.04.03
602 State that abnormal and contingency procedures are to be used in case of loss 062.07.04.03.01
of the PBN capability.
603 Database management 062.07.04.04
604 State that, unless otherwise specified in operations documentation or AMC, 062.07.04.04.01
the navigational database must be valid for the current AIRAC cycle.
608 State that aircraft incorporating dual inertial navigation systems (INS) or 062.07.05.01.02
inertial reference units (IRU) have a standard time limitation
609 State that operators may extend their RNAV10 navigation capability time by 062.07.05.01.03
updating.
610 RNAV 5 062.07.05.02
611 State that manual data entry is acceptable for RNAV5 062.07.05.02.01
612 RNAV 1/RNAV 2/RNP 1/RNP 2 062.07.05.03
613 State that pilots must not fly an RNAV/RNP1/2 SID or STAR unless it is 062.07.05.03.01
retrievable by route name from the on-board navigation database and
conforms to the charted route.
614 State that the route may subsequently be modified through the insertion 062.07.05.03.02
(from the database) or deletion of specific waypoints in response to ATC
clearances.
615 State that the manual entry, or creation of new waypoints by manual entry, of 062.07.05.03.03
latitude and longitude or place/bearing/distance values is not permitted.
616 RNP4 062.07.05.04
617 State that at least two LRNSs, capable of navigating to RNP4 and listed in the 062.07.05.04.01
flight manual, must be operational at the entry point of the RNP airspace as
well as ADS/CPDLC capability
620 State that an RNP APCH to LNAV minima is a non-precision instrument 062.07.05.05.02
approach procedure designed for 2D approach operations
621 State that an RNP APCH to LNAV/VNAV minima has lateral guidance based on 062.07.05.05.03
GNSS and vertical guidance based on either SBAS or BaroVNAV
622 State that an RNP APCH to LNAV/VNAV minima may only be conducted with 062.07.05.05.04
vertical guidance certified for the purpose
623 Explain why an RNP APCH to LNAV/VNAV minima based on BaroVNAV may 062.07.05.05.05
only be conducted when the aerodrome temperature is within a promulgated
range
624 State that the correct altimeter setting is critical for the safe conduct of an 062.07.05.05.06
RNP APCH using BaroVNAV, as well as for LNAV and any other 2D operation.
627 State that RNP APCH to LPV minima requires a FAS datablock 062.07.05.05.09
628
629
641 State that a PinS approach procedure includes either a "proceed VFR" or a 062.07.05.09.02
"proceed visually" instruction from the MAPt to a landing location
642 Recognise the differences between "proceed VFR" and "proceed visually" 062.07.05.09.03
instruction.
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New syllabus text
Deleted
same
New
RADIO NAVIGATION x
BASIC RADIO PROPAGATION THEORY x
Basic principles x
Electromagnetic waves x
State that radio waves travel at the speed of light, being approximately
300 000 km/s.
Define a ‘cycle’: a complete series of values of a periodical process. x
x
Frequency, wavelength, amplitude, phase angle x
Define ‘frequency’: the number of cycles occurring in 1 second expressed in x
Hertz (Hz).
Define ‘wavelength’: the physical distance travelled by a radio wave during x
one cycle of transmission.
Define ‘amplitude’: the maximum deflection in an oscillation or wave. x
State that the relationship between wavelength and frequency is: wavelength
(λ) = speed of light (c) / frequency (f).
State that when a carrier wave is modulated, the resultant radiation consists x
of the carrier frequency plus additional upper and lower sidebands.
Define ‘modulation’: the technical term for the process of impressing and x x
transporting information by radio waves.
Kinds of modulation (amplitude, frequency, pulse, phase) x
Define ‘amplitude modulation’: the information that is impressed onto the x
carrier wave by altering the amplitude of the carrier.
Define ‘frequency modulation’: the information that is impressed onto the x
carrier wave by altering the frequency of the carrier.
Describe ‘pulse modulation’: a modulation form used in radar by transmitting x
short pulses followed by larger interruptions.
Describe ‘phase modulation’: a modulation form used in GPS where the phase x
of the carrier wave is reversed.
Antennas x
Characteristics x
Define ‘antenna’: an antenna or aerial is an electrical device which converts
electric power into radio waves, and vice versa.
State that the simplest type of antenna is a dipole, which is a wire of length x
equal to one half of the wavelength.
x
State that the E and H fields are perpendicular to each other. The oscillations x x
are perpendicular to the propagation direction and are in-phase.
Polarisation x
State that the polarisation of an electromagnetic wave describes the x
orientation of the plane of oscillation of the electrical component of the wave
with regard to its direction of propagation.
Types of antennas x
Name the common different types of directional antennas: loop antenna used
in old automatic direction-finding (ADF) receivers; parabolic antenna used in
weather radars; slotted planar array used in more modern weather radars.
State that the layers of the ionosphere are named D, E and F layers, and their x
depth varies with time.
State that electromagnetic waves refracted from the E and F layers of the x
ionosphere are called sky waves.
Explain how the different layers of the ionosphere influence wave x
propagation.
Ground waves x
Define ‘ground or surface waves’: the electromagnetic waves travelling along x
the surface of the Earth.
Space waves x
Define ‘space waves’: the electromagnetic waves travelling through the air x
directly from the transmitter to the receiver.
Propagation with the frequency bands x
State that radio waves in VHF, UHF, SHF and EHF propagate as space waves. x
State that skip zone/dead space is the distance between the limit of the x
surface wave and the sky wave.
Describe ‘fading’: when a receiver picks up two signals with the same
frequency, and the signals will interfere with each other causing changes in
the resultant signal strength and polarisation.
State that radio waves in the VHF band and above are limited in range as they x
are not reflected by the ionosphere and do not have a surface wave.
RADIO AIDS x
Ground direction finding (DF) x
Principles x
Describe the use of a ground DF. x
x
Explain the limitation of range because of the path of the VHF signal. x x
x
Principles x
Define the acronym ‘NDB’: non-directional radio beacon.
Define the acronym ‘ADF’: automatic direction-finding equipment. x
State that the NDB is the ground part of the system. x
State that the ADF is the airborne part of the system. x
State that the NDB operates in the LF and MF frequency bands. x
State that the frequency band assigned to aeronautical NDBs according to x
ICAO Annex 10 is 190-1 750 kHz.
Define a ‘locator beacon’: an LF/MF NDB used as an aid to final approach x
usually with a range of 10-25 NM.
x
x
State that certain commercial radio stations transmit within the frequency x x
band of the NDB.
x
State that according to ICAO Annex 10, an NDB station has an automatic x
ground monitoring system.
Describe the use of NDBs for navigation. x x
Describe the procedure to identify an NDB station. x x
Interpret the term ‘cone of confusion’ in respect of an NDB. x
State that an NDB station emits a N0N/A1A or a N0N/A2A signal. x x
State the function of the beat frequency oscillator (BFO). x x
State that in order to identify a N0N/A1A NDB, the BFO circuit of the receiver x x
has to be activated.
x
Convert the compass bearing into magnetic bearing and true bearing. x
Describe how to fly the following in-flight ADF procedures: homing and
tracking, and explain the influence of wind; interceptions of inbound QDM
and outbound QDR; changing from one QDM/QDR to another; determining
station passage and the abeam point.
Describe the propagation path of NDB radio waves with respect to the x x
ionosphere and the Earth’s surface.
Explain that the interference between sky waves and ground waves leads to x
‘fading’.
Define that the accuracy the pilot has to fly the required bearing in order to x x
be considered established during approach, according to ICAO Doc 8168, has
to be within ± 5°.
Explain ‘coastal refraction’: as a radio wave travelling over land crosses the x x
coast, the wave speeds up over water and the wave front bends.
Define ‘night/twilight effect’: the influence of sky waves and ground waves x x
arriving at the ADF receiver with a difference of phase and polarisation which
introduce bearing errors.
State that interference from other NDB stations on the same frequency may x x
occur at night due to sky-wave contamination.
Factors affecting range and accuracy x
x
x
x
Describe diffraction of radio waves in mountainous terrain (mountain effect). x
State that static radiation energy from a cumulonimbus cloud may interfere x
with the radio wave and influence the ADF bearing indication.
Explain that the bank angle of the aircraft causes a dip error. x
VHF omnidirectional radio range (VOR): conventional VOR (CVOR) and
Doppler VOR (DVOR)
Principles x
Explain the working principle of VOR using the following general terms: -
reference phase; - variable phase; - phase difference.
State that the frequency band allocated to VOR according to ICAO Annex 10 is x
VHF, and the frequencies used are 108.0-117.975 MHz.
State that frequencies within the allocated VOR range 108.0-111.975 MHz, x
which have an odd number in the first decimal place, are used by instrument
landing system (ILS).
State that the following types of VOR are in operation: - conventional VOR x
(CVOR): a first-generation VOR station emitting signals by means of a rotating
antenna; - Doppler VOR (DVOR): a second-generation VOR station emitting
signals by means of a combination of fixed antennas utilising the Doppler
principle; en-route VOR for use by IFR traffic; - terminal VOR (TVOR): a station
with a shorter range used as part of the approach and departure structure at
major aerodromes; - test VOR (VOT): a VOR station emitting a signal to test
VOR indicators in an aircraft.
State that according to ICAO Annex 10, a VOR station has an automatic ground x
monitoring system.
x
State that failure of the VOR station to stay within the required limits can x x
cause the removal of identification and navigation components from the
carrier or radiation to cease.
State that when converting a radial into a true bearing, the variation at the x
VOR station has to be taken into account.
Intentionally lef blank x
x
State that due to reflections from terrain, radials can be bent and lead to x
wrong or fluctuating indications, which is called ‘scalloping’.
x
Distance-measuring equipment (DME) x
Principles x
State that DME operates in the UHF band.
State that the system comprises two basic components: - the aircraft x
component: the interrogator; - the ground component: the transponder.
Describe the principle of distance measurement using DME in terms of a
timed transmission from the interrogator and reply from the transponder on
different frequencies.
State that the pairing of VHF and UHF frequencies (VOR/DME) enables the
selection of two items of navigation information from one frequency setting.
Describe, in the case of co-location with VOR and ILS, the frequency pairing
and identification procedure.
See new LO reference in subject 061 x
State that military UHF tactical air navigation aid (TACAN) stations may be x
used for DME information.
Presentation and interpretation x
State that when identifying a DME station co-located with a VOR station, the
identification signal with the higher-tone frequency is the DME which
identifies itself approximately every 40 seconds.
Explain why the GS read-out from a DME can be less than the actual GS, and x
is zero when flying a DME arc.
Instrument landing system (ILS) x
Principles x
Name the three main components of an ILS: - the localiser (LOC); - the glide
path (GP); range information (markers or DME).
State the site locations of the ILS components: - the LOC antenna should be
located on the extension of the runway centre line at the stop-end; - the GP
antenna should be located beyond the runway threshold, laterally displaced
to the side of the runway centre line.
Explain that both the LOC and the GP antenna radiate side lobes (false beams) x
which can give rise to false centre-line and false GP indication.
Explain that the back beam from the LOC antenna may be used as a published x
‘non-precision approach’.
State that the recommended GP is 3°. x
Name the frequency, modulation and identification assigned to all marker x
beacons. All marker beacons operate on 75-MHz carrier frequency. The
modulation frequencies of the audio are: - outer marker: low; - middle
marker: medium; - inner marker: high. The audio frequency modulation (for
identification) is the continuous modulation of the audio frequency and is
keyed as follows: - outer marker: 2 dashes per second continuously; - middle
marker: a continuous series of alternate dots and dashes; inner marker: 6 dots
per second continuously. The outer-marker cockpit indicator is coloured blue,
the middle marker amber, and the inner marker white.
State that the LOC and GP monitoring system monitors any shift in the LOC x
and GP mean course line or reduction in signal strength.
State that warning flags will appear for both the LOC and the GP if the x
received signal strength is below a threshold value.
x
Describe the circumstances in which warning flags will appear for both the x
LOC and the GP: absence of the carrier frequency; absence of the modulation
simultaneously; the percentage modulation of the navigation signal reduced
to 0.
Interpret the indications on a CDI and an HSI: full-scale deflection of the CDI x x
needle corresponds to approximately 2.5° displacement from the ILS centre
line; - full-scale deflection on the GP corresponds to approximately 0.7° from
the ILS GP centre line.
Interpret the aircraft’s position in relation to the extended runway centre line x x
on a back-beam approach.
Explain the setting of the course pointer of an HSI and the course selector of x
an omnibearing indicator (OBI) for front-beam and back-beam approaches.
Coverage and range x
Sketch the standard coverage area of the LOC and GP with angular sector
limits in degrees and distance limits from the transmitter: - LOC coverage area
is 10° on either side of the centre line to a distance of 25 NM from the
runway, and 35° on either side of the centre line to a distance of 17 NM from
the runway; - GP coverage area is 8° on either side of the centre line to a
distance of minimum 10 NM from the runway.
Explain why the accuracy requirements are progressively higher for CAT I, CAT x
II and CAT III ILS.
x
Explain the following in accordance with ICAO Doc 8168: - the accuracy the x
pilot has to fly the ILS LOC to be considered established on an ILS track is
within the half-full scale deflection of the required track; - the aircraft has to
be established within the half-scale deflection of the LOC before starting
descent on the GP; - the pilot has to fly the ILS GP to a maximum of half-scale
fly-up deflection of the GP in order to stay in protected airspace.
State that if a pilot deviates by more than half-course deflection on the LOC or x
by more than half-dot deflection on the GP, an immediate go-around should
be executed because obstacle clearance may no longer be guaranteed.
Describe ILS beam bends as deviations from the nominal LOC and GP x
respectively which can be assessed by flight test.
Explain that multipath interference is caused by reflections from objects x x
within the ILS coverage area.
Factors affecting range and accuracy x
Define the ‘ILS-critical area’: an area of defined dimensions around the LOC
and GP antennas where vehicles, including aircraft, are excluded during all ILS
operations.
Define the ‘ILS-sensitive area’: an area extending beyond the ILS-critical area x
where the parking or movement of vehicles, including aircraft, is controlled to
prevent the possibility of unacceptable interference to the ILS signal during ILS
operations.
State that MLS operates in the SHF band on any one of 200 channels, on x
assigned frequencies.
Explain the reason why MLS can be installed at aerodromes where, as a result x
of the effects of surrounding buildings or terrain, ILS siting is difficult.
Presentation and interpretation x
Interpret the display of airborne equipment designed to continuously show x
the position of the aircraft in relation to a preselected course and glide path,
along with distance information, during approach and departure.
Illustrate that segmented and curved approaches can only be executed with x
DME/P installed.
Explain why aircraft are equipped with a multimode receiver (MMR) in order x
to be able to receive ILS, MLS and GPS.
Explain why MLS without DME/P gives an ILS lookalike straight-line approach. x
x
x
RADAR x
Pulse techniques x
Pulse techniques and associated terms x
Name the different applications of radar with respect to air traffic control x x
(ATC), weather observations, and airborne weather radar (AWR).
Describe the pulse technique and echo principle on which primary radar x x
systems are based.
State that the range of a radar depends on pulse repetition frequency (PRF), x
pulse length, pulse power, height of aircraft, height of antenna and frequency
used.
x
x
Ground radar
Principles x
Explain that primary radar provides bearing and distance of targets. x
Explain that primary ground radar is used to detect aircraft that are not x
equipped with a secondary radar transponder.
x
Presentation and interpretation x
State that modern ATC systems use inputs from various sensors to generate
the display.
x
Describe the cone-shaped pencil beam of about 3° to 5° beam width used for x
weather detection.
x
Name, for areas of differing reflection intensity, the colour gradations (green, x
yellow, red and magenta) indicating the increasing intensity of precipitation.
State the use of azimuth-marker lines and range lines in respect of the relative
bearing and the distance to a thunderstorm on the screen.
Coverage and range x
Explain how the radar is used for weather detection and for mapping (range, x
tilt and gain, if available).
Errors, accuracy, limitations x
Explain why AWR should be used with extreme caution when on the ground. x
Factors affecting range and accuracy x
Explain the danger of the area behind heavy rain (shadow area) where no x
radar waves will penetrate.
Describe appropriate tilt settings in relation to altitude and thunderstorms. x
Explain why a thunderstorm may not be detected when the tilt is set too high. x x
State that the ground ATC secondary radar uses techniques which provide the
ATC with information that cannot be acquired by the primary radar.
State that the interrogation frequency and the reply frequency are different.
Explain that the decoding of the time interval between the pulse pairs x
determines the operating mode of the transponder: - Mode A: transmission of
aircraft transponder code; - Mode C: transmission of aircraft pressure altitude;
- Mode S: selection of aircraft address and transmission of flight data for the
ground surveillance.
x
x
Explain that a 24-bit address is used in all Mode S transmissions, so that every x
interrogation can be directed to a specific aircraft.
x
x
x
x
State that Mode S can provide enhanced vertical tracking, using a 25-ft x
altitude increment.
State that SSR can be used for automatic dependent surveillance — broadcast x
(ADS-B).
Presentation and interpretation x
State that an aircraft can be identified by a unique code.
State which information can be presented on the ATC display system: pressure
altitude; flight level; flight number or aircraft registration number; GS.
See new LO reference in subject 010 x
Explain the use and function of the selector modes: OFF, Standby, ON (Mode x
A), ALT (Mode A, C and S), TEST, and of the reply lamp.
x
x
x
x
See new LO reference in subject 022 x
x
See new LO reference in subject 022 x
x
x
x
x
See new LO reference in subject 022 x
x
See new LO reference in subject 022 x
x
x
See new LO reference in subject 022 x
x
See new LO reference in subject 022 x
See new LO reference in subject 022 x
x
See new LO reference in subject 022 x
x
See new LO reference in subject 022 x
State that all four systems (will) consist of a constellation of satellites which
can be used by a suitably equipped receiver to determine position.
Operation x
Global navigation satellite system (GNSS) x
State that there are currently two modes of operation: standard positioning x
service (SPS) for civilian users, and precise positioning service (PPS) for
authorised users.
SPS was originally designed to provide civilian users with a less accurate x
positioning capability than PPS.
Name the three GNSS segments as follows: space segment; control segment; x
user segment.
Space segment (example: NAVSTAR GPS)
x
x
State that each satellite broadcasts ranging signals on two UHF frequencies: L1 x
and L2.
State that SPS is a positioning and timing service provided on frequency L1. x x
State that PPS uses both frequencies L1 and L2. x x
x
State that the satellites transmit a coded signal used for ranging, identification x
(satellite individual PRN code), timing and navigation.
State that the navigation message contains: satellite clock correction x
parameters; Universal Time Coordinated (UTC) parameters; an ionospheric
model; satellite health data.
State that an ionospheric model is used to calculate the time delay of the x x
signal travelling through the ionosphere.
x
x
State that two codes are transmitted on the L1 frequency, namely a coarse x x
acquisition (C/A) code and a precision (P) code. The P code is not used for
standard positioning service (SPS).
State that satellites are equipped with atomic clocks which allow the system x x
to keep very accurate time reference.
Control segment x
State that the control segment comprises: a master control station; a ground x x
antenna; monitoring stations.
State that the control segment provides: monitoring of the constellation x
status; correction of orbital parameters; navigation data uploading.
User segment x
State that GNSS supplies three-dimensional position fixes and speed data, plus x
a precise time reference.
x
State that a GNSS receiver is able to determine the distance to a satellite by x
determining the difference between the time of transmission by the satellite
and the time of reception.
State that the initial distance calculated to the satellites is called pseudo-range x
because the difference between the GNSS receiver and the satellite time
references initially creates an erroneous range.
State that each range defines a sphere with its centre at the satellite. x x
x
State that there are four unknown parameters (x, y, z and delta t) (receiver x
clock error) which require the measurement of ranges to four different
satellites in order to get the position.
State that the GNSS receiver is able to synchronise to the correct time x
reference when receiving four satellites.
State that the receiver is able to calculate aircraft ground speed using the x x
space vehicle (SV) Doppler frequency shift or the change in receiver position
over time.
x
x
x
State that the different GNSSs use different data with respect to reference x
systems, orbital data, and navigation services.
x
x
x
x
x
x
State that a user equivalent range error (UERE) can be computed from all x
these factors.
State that the error from the ionospheric propagation delay (IPD) can be x
reduced by modelling, using a model of the ionosphere, or can almost be
eliminated by using two frequencies.
State that the UERE in combination with the geometric dilution of precision x
(GDOP) allows for an estimation of position accuracy.
State that errors in the satellite orbits are due to: solar winds; gravitation of x
the Sun and the Moon.
x
State that GBAS provides information for guidance in the terminal area, and x
for three-dimensional guidance in the final approach segment (FAS) by
transmitting the FAS data block.
State that one ground station can support all the aircraft subsystems within its x
coverage providing the aircraft with approach data, corrections and integrity
information for GNSS satellites in view via a VHF data broadcast (VDB).
State that the minimum software designed coverage area is 10 deg on either x
side of the final approach path to a distance between 15 and 20 NM, and 35
deg on either side of the final approach path up to a distance of 15 NM.
State that outside this area the FAS data of GBAS is not used. x
State that GBAS based on GPS is sometimes called local area augmentation x
system (LAAS).
State that a GBAS-based approach is called GLS approach (GLS-GNSS landing
system).
State that the frequency band of the data link is identical to that of the GPS x
signals.
Explain that the use of geostationary satellites enables messages to be x
broadcast over very wide areas.
State that pseudo-range measurements to these geostationary satellites can
also be made, as if they were GPS satellites.
State that SBAS consists of two elements: ground infrastructure (monitoring
and processing stations); communication satellites.
x
State that SBAS allows the implementation of three-dimensional Type A and x
Type B approaches, and it can provide approach procedure with vertical
guidance (APV).
x
State the following examples of SBAS: European geostationary navigation x
overlay service (EGNOS) in western Europe and the Mediterranean; wide area
augmentation system (WAAS) in the USA; multi-functional transport satellite
(MTSAT)-based augmentation system (MSAS) in Japan; GPS and geostationary
earth orbit augmented navigation (GAGAN) in India.
Explain that integrity and safety are improved by alerting SBAS users within 6 x
seconds if a GPS malfunction occurs.
Aircraf-based augmentation systems (ABASs) x
Explain the principle of ABAS: to use redundant elements within the GPS x
constellation (e.g. multiplicity of distance measurements to various satellites)
or the combination of GNSS measurements with those of other navigation
sensors (such as inertial systems) in order to develop integrity control.
State that the type of ABAS using only GNSS information is named receiver x
autonomous integrity monitoring (RAIM).
State that a system using information from additional onboard sensors is x
named aircraft autonomous integrity monitoring (AAIM).
Explain that the typical sensors used are barometric altimeter and inertial
reference system (IRS).
x
State that these RNAV and RNP systems are necessary to optimise the x
utilisation of available airspace.
State that it is necessary for flight crew and air traffic controllers to be aware x
of the on-board RNAV or RNP system capabilities in order to determine
whether the performance of the RNAV or RNP system is appropriate for the
specific airspace requirements.
Define accuracy as the conformance of the true position and the required x
position.
Define continuity as the capability of the system to perform its function x
without unscheduled interruptions during the intended operation.
State that in the approach phases of flight, PBN accommodates both linear x
and angular laterally guided operations, and explain the difference between
the two.
Navigation specifications x
Area navigation (RNAV) and required navigation performance (RNP) x
State the difference between RNAV and RNP in terms of the requirement for x
on-board performance monitoring and alerting.
Navigation functional requirements x
List the basic functional requirements of the RNAV and RNP specifications x
(continuous indication of lateral deviation, distance/bearing to active
waypoint, GS or time to active waypoint, navigation data storage and failure
indication).
Designation of RNP and RNAV specifications x
Interpret X in RNAV X or RNP X as the lateral navigation (LNAV) accuracy (total x
system error) in nautical miles, which is expected to be achieved at least 95 %
of the flight time by the population of aircraft operating within the given
airspace, route or procedure.
State that aircraft approved to the more stringent accuracy requirements may x
not necessarily meet some of the functional requirements of the navigation
specification that has a less stringent accuracy requirement.
State that RNAV 10 and RNP 4 are used in the oceanic/remote phase of flight. x
State that RNAV 5 is used in the en-route and arrival phases of flight. x
State that RNAV 2 and RNP 2 are also used as navigation specifications. x
State that RNP 2 is used in the en-route and oceanic/remote phases of flight. x
State that RNAV 2 might be used in the en-route continental, arrival and x
departure phases of flight.
State that RNAV 1 and RNP 1 are used in the arrival and departure phases of x x
flight.
State that required navigation performance approach (RNP APCH) is used in x x
the approach phase of flight.
State that required navigation performance authorisation required approach x x
(RNP AR APCH) is used in the approach phase of flight.
State that RNP 0.3 navigation specification is used in all phases of flight except x x
for oceanic/remote and final approach, primarily for helicopters.
State that RNAV 1, RNP 1 and RNP 0.3 may also be used in en-route phases of x x
low-level instrument flight rule (IFR) helicopter flights.
Use of performance-based navigation (PBN) x
Intentionally lef blank x
x
x
Specific RNAV and RNP system functions x
Recognise the definition of radius to fix (RF) leg. x
Recognise the definition of a fixed radius transition (FRT). x
State the importance of respecting the flight director guidance and the speed x
constraints associated with an RF procedure.
Explain the difference between a fly-by-turn and a fly-over. x
x
State that the Aeronautical Radio, Incorporated (ARINC) 424 path terminators
set the standards for coding the SIDs, STARs and instrument approach
procedures (IAPs) from the official published government source
documentation into the ARINC navigation database format.
State that the path terminators define a specific type of termination of the
previous flight path.
Define the term ‘offset flight path’. x
Intentionally lef blank x
x
State that, dependent on the navigation sensor, the estimated position error x
(EPE) is compared with the required navigation specification.
State that operators may extend their RNAV 10 navigation capability time by x x
updating.
RNAV 5 x
State that manual data entry is acceptable for RNAV 5. x
RNAV 1/RNAV 2/RNP 1/RNP 2 x
State that pilots must not fly an RNAV 1, RNAV 2, RNP 1 or RNP 2 standard x
instrument departure (SID) or standard instrument arrival (STAR) unless it is
retrievable by route name from the on-board navigation database and
conforms to the charted route.
State that the route may subsequently be modified through the insertion x
(from the database) or deletion of specific waypoints in response to ATC
clearances.
State that the manual entry, or creation of new waypoints by manual entry, of x
either latitude and longitude or place/bearing/distance values is not
permitted.
Intentionally lef blank x
x
State that an RNP APCH to LNAV minima is a non-precision IAP designed for x
two-dimensional approach operations.
State that an RNP APCH to lateral navigation (LNAV)/vertical navigation (VNAV) x
minima has lateral guidance based on GNSS and vertical guidance based on
either SBAS or barometric vertical navigation (Baro-VNAV).
State that an RNP APCH to LNAV/VNAV minima may only be conducted with x
vertical guidance certified for the purpose.
Explain why an RNP APCH to LNAV/VNAV minima based on Baro-VNAV may
only be conducted when the aerodrome temperature is within a promulgated
range if the barometric input is not automatically temperature-compensated.
State that the correct altimeter setting is critical for the safe conduct of an
RNP APCH using Baro-VNAV.
x
x
x
modified
x
x
x
x
x
x
x
x
x
x
x
x
ATPL(A)
x
x
x
x
x
x
x
x
x
x
x
x
CPL(A)
x
x
x
x
x
x
x
x
x
x
x
x
ATPL(H)/IR
x
x
x
x
x
x
x
x
x
x
x
x
ATPL(H)/VFR
x
x
x
x
x
x
x
x
x
x
x
x
CPL(H)
x
x
x
x
x
x
x
x
x
x
x
x
IR(A/H)
CBIR, EIR
x
x
x
x
x
x
x
x
Basic Knowledge
Modified EDD
2019/017/R
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Old syllabus text
Index
1 OPERATIONAL PROCEDURES
2 GENERAL REQUIREMENTS
3 ICAO Annex 6
4 Definitions
5 Alternate aerodrome: take-off alternate, en route alternate, ETOPS en route alternate,
destination alternate (ICAO Annex 6, Part I, Chapter 1).
11 State that Part III shall be applicable to all helicopters engaged in international
commercial air transport operations or in international general aviation operations,
except it is not applicable to helicopters engaged in aerial work (ICAO Annex 6, Part III,
Section 1, Chapter 2).
12 General
13 State compliance with laws, regulations and procedures
(ICAO Annex 6, Part I, Chapter 3.1/Part III, Section 2, Chapter 1.1).
18 Operational requirements
19 Applicability
20 State the operational regulations applicable to commercial air transportation.
21 Nature of operations and exceptions.
22 General
23 State that a commercial air transportation flight must meet the applicable operational
requirements.
24 Flight Manual limitations — Flight through the Height Velocity (HV) envelope.
31 State the operator’s requirements regarding accident prevention and flight safety
programme.
32 State the operator’s responsibility regarding the distinction between cabin crew
members and additional crew members.
(Moved to 071.01.02.10.06)
35 State the crew members’ responsibilities in the execution of their duties, and define
the commander’s authority.
(Moved to 071.01.02.09.13)
65 State the maximum distance from an adequate aerodrome for two-engine aeroplanes
without an ETOPS approval.
(Moved to 071.01.03.04.08)
66 State the requirement for alternate-airport accessibility check for ETOPS operations.
(Moved to 071.01.03.04.09)
67 List the factors to be considered when establishing minimum flight altitude.
71 State the requirements for the stowage of baggage and cargo in the passenger cabin.
73 Detail the procedures for a passenger briefing in respect of emergency equipment and
exits.
85 State the commander’s responsibility regarding fuel to be carried and in-flight fuel
management.
87 Detail the rules regarding the carriage and use of supplemental oxygen for passengers
and crew.
(Moved and merged into 071.01.02.04.26)
96 Define the criteria to be taken into consideration for the classification of aeroplanes.
97 Define the following terms: ‘circling’, ‘low visibility procedures’, ‘low-visibility take-off’,
‘visual approach’.
98 Define the following terms: ‘flight control system’, ‘fail-passive flight control system’,
‘fail-operational flight control system’, ‘failoperational hybrid landing system’.
102 State the training and qualification requirements for flight crew to conduct low-
visibility operations.
104 State the operator’s and commander’s responsibilities regarding minimum equipment
for low-visibility operations.
106 Aerodrome operating minima: state under which conditions the commander can
commence take-off.
107 Aerodrome operating minima: state that take-off minima are expressed as visibility or
RVR.
108 Aerodrome operating minima: state the take-off RVR value depending on the facilities.
109 Aerodrome operating minima: state the system minima for non-precision approach.
110 Aerodrome operating minima: state under which conditions a pilot can continue the
approach below MDA/H or DA/H.
111 Aerodrome operating minima: state the lowest minima for precision approach
category 1 (including single-pilot operations).
112 Aerodrome operating minima: state the lowest minima for precision approach
category 2 operations.
113 Aerodrome operating minima: state the lowest minima for precision approach
category 3 operations.
114 Aerodrome operating minima: state the lowest minima for circling and visual
approach.
115 Aerodrome operating minima: state the RVR value and cloud ceiling depending on the
facilities (class 1, 2 and 3).
116 Aerodrome operating minima: state under which conditions an airborne radar
approach can be performed and state the relevant minima.
126 State the required equipment for single-pilot operation under IFR.
131 State the conditions under which an aircraft must be fitted with a weather radar.
134 State the circumstances under which a cockpit voice recorder is compulsory.
135 State the rules regarding the location, construction, installation and operation of
cockpit voice recorders.
136 State the circumstances under which a flight data recorder is compulsory.
137 State the rules regarding the location, construction, installation and operation of flight
data recorders.
138 State the requirements about seats, seat safety belts, harnesses and child-restraint
devices.
139 State the requirements about ‘Fasten seat belt’ and ‘No smoking’ signs.
143 State the requirements regarding emergency medical kits and first-aid oxygen.
144 Detail the rules regarding the carriage and use of supplemental oxygen for passengers
and crew.
(Moved and merged into 071.01.02.04.26)
146 Describe the minimum number, type and location of handheld fire extinguishers.
147 Describe the minimum number and location of crash axes and crowbars.
148 Specify the colours and markings used to indicate break-in points.
153 State the requirements for life jackets, life rafts, survival kits and ELTs.
154 State the requirements for crew survival suit.
156 State the additional requirements for helicopters operating to or from helidecks
located in a hostile sea area.
161 State the requirements regarding the provision of an audio selector panel.
162 List the requirements for radio equipment when flying under VFR by reference to
visual landmarks.
163 List the requirements for communications and navigation equipment when operating
under IFR or under VFR over routes not navigated by reference to visual landmarks.
165 State the conditions under which a crew member interphone system and public
address system are mandatory.
(Moved from 071.01.02.06.16)
166 List the equipment for operations requiring a radio communication.
(Moved from 071.01.02.06.05)
168
169
174 State the requirement for differences training and familiarisation training.
178 State the requirement for a pilot to operate on either pilot’s seat.
179 State the minimum recent experience for the commander and the co-pilot.
180 Specify the route and aerodrome/ heliport qualification required for a commander or
a pilot flying.
181 State the requirement to operate on more than one type or variant.
182 State that when a flight crew member operates both helicopters and aeroplanes, the
operations are limited to one type of each.
184 State the crew members’ responsibilities in the execution of their duties, and define
the commander’s authority.
(Moved from 071.01.02.02.13)
185 State the operator’s and commander’s responsibilities regarding admission to the
flight deck and carriage of unauthorised persons or cargo.
(Moved from 071.01.02.02.14)
186
192 State the conditions to operate on more than one type or variant.
193 State the operator’s responsibility regarding the distinction between cabin crew
members and additional crew members.
(Moved from 071.01.02.02.10)
203 State the requirements regarding the maximum daily flight-duty period.
205 Explain the possible extension of flight-duty period due to in-flight rest.
206 Explain the captain’s discretion in case of unforeseen circumstances in actual flight
operations.
208 State the requirements regarding flight-duty, duty and rest-period records.
209 Transport of dangerous goods by air
210 Explain the terminology relevant to dangerous goods.
(Moved to 071.02.12.03.01)
211 Explain the scope of the regulation.
(Moved to 071.02.12.03.02)
212 Explain the limitations on the transport of dangerous goods.
(Moved to 071.02.12.03.04)
213 State the requirements for the acceptance of dangerous goods.
(Moved and merged into 071.02.12.03.05)
214 State the requirements regarding inspection for damage, leakage or contamination.
(Moved to 071.02.12.03.06)
222 Selection of cruising altitude (MNPSA Manual Chapter 4): specify the appropriate
cruising levels for normal long-range IFR flights and for those operating on the North
Atlantic Operational Track Structure.
(Moved to 071.01.03.03.16)
223 Selection of alternate aerodrome:
— state the circumstances in which a take-off alternate must be selected; (Moved to
071.01.03.01.02)
— state the maximum flight distance of a take-off alternate for: two-engine aeroplane,
ETOPS-approved aeroplane, three or four-engine aeroplane;
(Moved to 071.01.03.01.03)
— state the factors to be considered in the selection of a take-off alternate; (Moved to
071.01.03.01.04)
— state when a destination alternate need not be selected;
(Moved to 071.01.03.01.05)
— state when two destination alternates must be selected;
(Moved to 071.01.03.01.06)
— state the factors to be considered in the selection of a destination alternate
aerodrome;
(Moved to 071.01.03.01.07)
— state the factors to be considered in the selection of an en route alternate
aerodrome.
(Moved to 071.01.03.01.08)
224 Minimum time routes: — define, construct and interpret minimum time route (route
giving the shortest flight time from departure to destination adhering to all ATC and
airspace restrictions).
(Moved from 071.01.03.01.05)
235 — Describe by what emergency means course and INS can be cross-checked in the
case of: three navigation systems, two navigation systems.
(Moved from 071.01.03.02.01)
236 — Describe the general ICAO procedures applicable in North Atlantic airspace (NAT) if
the aircraft is unable to continue the flight in accordance with its air traffic control
clearance.
(Moved from 071.01.03.02.01)
237 — Describe the ICAO procedures applicable in North Atlantic Airspace (NAT) in case of
radiocommunication failure.
(Moved from 071.01.03.02.01)
238 — Describe the recommended initial action if an aircraft is unable to obtain a revised
air traffic control clearance.
(Moved from 071.01.03.02.01)
239 — Describe the subsequent action for: aircraft able to maintain assigned flight level,
and aircraft unable to maintain assigned flight level.
(Moved from 071.01.03.02.01)
240 — Describe determination of tracks and courses for random routes in NAT.
(Moved from 071.01.03.02.01)
241 — Specify the method by which planned tracks are defined (by latitude and longitude)
in the NAT region: when operating predominately in an east–west direction south of
70°N, when operating predominately in an east–west direction north of 70°N.
(Moved from 071.01.03.02.01)
242 — State the maximum flight time recommended between significant points.
(Moved from 071.01.03.02.01)
243 — Specify the method by which planned tracks are defined for flights operating
predominantly in a north–south direction.
(Moved from 071.01.03.02.01)
244 — Describe how the desired route must be specified in the air traffic control flight
plan.
(Moved from 071.01.03.02.01)
245 Polar navigation: Terrestrial magnetism characteristics in polar zones
Explain why magnetic compasses become unreliable or useless in polar zones; (Moved
and merged into 022.03.01.01.04)
State in which area VORs are referenced to true north;
Specific problems of polar navigation:
Describe the general problems of polar navigation;
Describe what precautions can be taken when operating in the area of compass
unreliability as a contingency against INS failure; (Moved to 071.01.03.02.13)
Describe how grid navigation can be used in conjunction with a directional gyro (DG)
in polar areas;
Use polar stereographic chart and grid coordinates to solve polar navigation problems;
Use polar stereographic chart and grid coordinates to calculate navigation data;
Use INS information to solve polar navigation problems;
Define, calculate: Transport precession, earth rate (astronomic) precession,
convergence factor;
Describe the effect of using a free gyro to follow a given course;
Describe the effect of using a gyro compass with hourly rate corrector unit to follow a
given course;
Convert grid navigation data into true navigation data, into magnetic navigation data,
into compass navigation data;
Justify the selection of a different ”north” reference at a given position;
Calculate the effects of gyro drift due to Earth rotation (15 degrees / h x sin Lm).
246 — Explain why magnetic compasses become unreliable or useless in polar zones.
(Moved and merged into 022.03.01.01.04)
250 Define the following acronyms: MNPS, MNPSA, OCA, OTS, PRM, PTS, RVSM, LRNS,
MASPS, SLOP, WATRS (MNPSA Manual, Glossary of Terms).
251 Aircraft System Requirements (MNPSA Manual Chap 1): Navigation requirements for
unrestricted MNPS airspace operations;
Routes for use by aircraft not equipped with two LRNSs : routes for aircraft with only
one LRNS, (Moved to 071.01.03.03.04)
routes for aircraft with short-range navigation equipment only; (Moved to
071.01.03.03.05)
performance monitoring. (Moved to 071.01.03.03.06)
252 Organised Track System (MNPSA Manual, Chapter 2): — construction of the Organised
Track System (OTS); ( Moved to 071.01.03.03.07)
-NAT track message; (Moved to 071.01.03.03.09)
— OTS changeover periods. (Moved to 071.01.03.03.08)
253 Other routes and route structures within or adjacent to NAT MNPS airspace (MNPSA
Manual, Chapter 3):
— other routes within NAT MNPS airspace; (Moved to 071.01.03.03.10)
— route structures adjacent to NAT MNPS airspace: North American routes (NARs),
Canadian domestic track systems, routes between North America and the Caribbean
area. (Moved to 071.01.03.03.11)
254 Flight planning (MNPSA Manual, Chapter 4): — all flights should plan to operate on
great-circle tracks joining successive significant waypoints; (Moved to
071.01.03.03.12)
— during the hours of validity of the OTS, operators are encouraged to flight plan as
follows: in accordance with the OTS or along a route to join or leave an outer track of
the OTS or on a random route to remain clear of the OTS; (Moved to 071.01.03.03.13)
— flight levels available on OTS tracks during OTS periods; (Moved to
071.01.03.03.14)
— flight levels on random tracks or outside OTS periods (appropriate direction levels).
(Moved to 071.01.03.03.15)
255 Oceanic ATC Clearances (MNPSA Manual, Chapter 5): — it is recommended that pilots
should request their Oceanic Clearance at least 40 minutes prior to the oceanic entry
point ETA; (Moved to 071.01.03.03.17)
— pilots should notify the Oceanic Area control Centre (OAC) of the maximum
acceptable flight level possible at the boundary; (Moved to 071.01.03.03.18)
— at some airports, which are situated close to oceanic boundaries, the Oceanic
Clearance must be obtained before departure; (Moved to 071.01.03.03.19)
— if an aircraft, which would normally be RVSM and/or MNPS approved, encounters,
whilst en route to the NAT Oceanic Airspace, a critical inflight equipment failure, or at
dispatch is unable to meet the MEL requirements for RVSM or MNPS approval on the
flight, then the pilot must advise ATC at initial contact when requesting Oceanic
Clearance; (Moved to 071.01.03.03.20)
— After obtaining and reading back the clearance, the pilot should monitor the
forward estimate for oceanic entry, and if this changes by 3 minutes or more, should
pass a revised estimate to ATC; (Moved to 071.01.03.03.21)
— the pilot should pay particular attention when the issued clearance differs from the
flight plan, as a significant proportion of navigation errors investigated in the NAT
involve an aircraft which has followed its flight plan rather than its differing clearance;
(Moved to 071.01.03.03.22)
— if the entry point of the oceanic route on which the flight is cleared differs from
that originally requested and/or the oceanic flight level differs from the current flight
level, the pilot is responsible for requesting and obtaining the necessary domestic re-
clearance; (Moved to 071.01.03.03.23)
— there are three elements to an Oceanic Clearance: route, Mach number and flight
level. These elements serve to provide for the three basic elements of separation:
lateral, longitudinal and vertical. (Moved to 071.01.03.03.24)
256 Communications and position-reporting procedures (MNPSA Manual, Chapter 6) HF
voice communications — Pilots communicate with OACs via aeradio stations staffed by
communicators who have no executive ATC authority. (Moved to 071.01.03.03.25)
Messages are relayed, from the ground station to the air traffic controllers in the
relevant OAC for action. (Moved to 071.01.03.03.26)
— Frequencies from the lower HF bands tend to be used for communications during
night-time and those from the higher bands during daytim.— When initiating contact
with an aeradio station, the pilot should state the HF frequency in use. (Moved to
071.01.03.03.27)
SATCOM voice communications Since oceanic traffic typically communicates with ATC
through aeradio facilities, a SATCOM call made due to unforeseen inability to
communicate by other means should be made to such a facility rather than the ATC
centre, unless the urgency of the communication dictates otherwise. (Moved to
071.01.03.03.28)
An air-to-air VHF frequency has been established for worldwide use when aircraft are
out of range of VHF ground stations which utilise the same or adjacent frequencies.
This frequency (123.45 MHz) is intended for pilot-to-pilot exchanges of operationally
significant information. (Moved to 071.01.03.03.29)
Standard position report message type. Some aircraft flying in the NAT are required to
report MET observations of wind speed and direction plus outside-air temperature.
Any turbulence encountered should be included in these reports. (Moved to
071.01.03.03.30)
General guidance for aircraft operating in, or proposing to operate in, the NAT region,
which experience a communications failure: general provisions, onboard HF
equipment failure, poor HF propagation conditions, loss of HF communications prior
to entry into the NAT, loss of HF communications after entering the NAT. (Moved to
071.01.03.03.32)
All turbine-engine aeroplanes having a maximum certified take-off mass exceeding 5
700 kg or authorised to carry more than 19 passengers are required to carry and
operate ACAS II in the NAT region (Moved to 071.01.03.03.31)
257 Application of Mach number technique (MNPSA Manual, Chapter 7): — practical
experience has shown that when two or more turbojet aircraft, operating along the
same route at the same flight level, maintain the same Mach number, they are more
likely to maintain a constant time interval between each other than when using other
methods; (Moved to 071.01.03.03.33)
— pilots must ensure that any required corrections to the indicated Mach number are
taken into account when complying with the true Mach number specified in the ATC
clearance; — after leaving oceanic airspace, pilots must maintain their assigned Mach
number in domestic controlled airspace unless and until the appropriate ATC unit
authorises a change. (Moved to 071.01.03.03.34)
258 MNPS flight operation & navigation procedures (MNPSA Manual, Chapter 8): — the
pre-flight procedures for any NAT MNPS flight must include a UTC time check and
resynchronisation of the aircraft master clock; (Moved to 071.01.03.03.35)
— state the use of the Master Document; (Moved to 071.01.03.03.36)
— state the requirements for position plotting; (Moved to 071.01.03.03.37)
— PRE-FLIGHT PROCEDURES: alignment of IRS, Satellite Navigation Availability
Prediction Programme for flights using GNSS LRNS, loading of initial waypoints, flight
plan check; (Moved to 071.01.03.03.38)
— IN-FLIGHT PROCEDURES: ATC Oceanic Clearance, entering the MNPS airspace and
reaching an oceanic waypoint, routine monitoring;
— Strategic Lateral Offset Procedure (SLOP): state that along a route or track there will
be three positions that an aircraft may fly: centre line or one or two miles right.
(Moved to 071.01.03.03.39)
259 RVSM flight in MNPS airspace (MNPSA Manual, Chapter 9): — state the altimeter
cross-check to be performed before MNPS airspace entry; (Moved to
071.01.03.03.43)
— state the altimeter cross-check to be performed into the MNPS airspace; — in NAT
MNPS airspace, (Moved to 071.01.03.03.44)
- pilots always have to report to ATC immediately on reaching any new cruising level;
(Moved to 071.01.03.03.45)
— crews should report when a 300 ft or more deviation occurs. (Moved to
071.01.03.03.46)
260 Navigation system degradation or failure (MNPSA Manual, Chapter 10) For this part,
consider aircraft equipped with only two operational LRNSs. State the requirements
for the following situations: — one system fails before take-off; — one system fails
before the OCA boundary is reached; — one system fails after the OCA boundary is
crossed; — the remaining system fails after entering MNPS airspace. (Moved to
071.01.03.03.48)
261 Special procedures for in-flight contingencies (MNPSA Manual, Chapter 11) General —
Until a revised clearance is obtained, the specified NAT in-flight contingency
procedures should be carefully followed.
— The general concept of these NAT in-flight contingency procedures is, whenever
operationally feasible, to offset from the assigned route by 15 NM and climb or
descend to a level which differs from those normally used by 500 ft if below FL410 or
by 1 000 ft if above FL410. (Moved to 071.01.03.03.49)
— State the factors which may affect the direction of turn: direction to an alternate
airport, terrain clearance, levels allocated on adjacent routes or tracks and any known
SLOP offsets adopted by other nearby traffic. (Moved to 071.01.03.03.50)
Deviations around severe weather — State that if the deviation is to be greater than
10 NM, the assigned flight level must be changed by ± 300 ft depending on the
followed track and the direction of the deviation (Table 1). (Moved to
071.01.03.03.51)
262
263 — routes for use by aircraft not equipped with two LRNSs: routes for aircraft with
only one LRNS,
(Moved from 071.01.03.03.03)
270 — route structures adjacent to NAT MNPS airspace: North American routes (NARs),
Canadian domestic track systems, routes between North America and the Caribbean
area.
(Moved from 071.01.03.03.05)
271 Flight planning (MNPSA Manual, Chapter 4): — all flights should plan to operate on
great-circle tracks joining successive significant waypoints;
(Moved from 071.01.03.03.06)
272 During the hours of validity of the OTS, operators are encouraged to flight plan as
follows: in accordance with the OTS or along a route to join or leave an outer track of
the OTS or on a random route to remain clear of the OTS;
(Moved from 071.01.03.03.06)
275 Selection of cruising altitude (MNPSA Manual Chapter 4): — specify the appropriate
cruising levels for normal long-range IFR flights and for those operating on the North
Atlantic Operational Track Structure.
(Moved from 071.01.03.01.03)
276 Oceanic ATC Clearances (MNPSA Manual, Chapter 5): — it is recommended that pilots
should request their Oceanic Clearance at least 40 minutes prior to the oceanic entry
point ETA;
(Moved from 071.01.03.03.07)
277 — pilots should notify the Oceanic Area control Centre (OAC) of the maximum
acceptable flight level possible at the boundary;
(Moved from 071.01.03.03.07)
278 — at some airports, which are situated close to oceanic boundaries, the Oceanic
Clearance must be obtained before departure;
(Moved from 071.01.03.03.07)
279 — if an aircraft, which would normally be RVSM and/or MNPS approved, encounters,
whilst en route to the NAT Oceanic Airspace, a critical inflight equipment failure, or at
dispatch is unable to meet the MEL requirements for RVSM or MNPS approval on the
flight, then the pilot must advise ATC at initial contact when requesting Oceanic
Clearance;
(Moved from 071.01.03.03.07)
280 — After obtaining and reading back the clearance, the pilot should monitor the
forward estimate for oceanic entry, and if this changes by 3 minutes or more, should
pass a revised estimate to ATC;
(Moved from 071.01.03.03.07)
281 — the pilot should pay particular attention when the issued clearance differs from the
flight plan, as a significant proportion of navigation errors investigated in the NAT
involve an aircraft which has followed its flight plan rather than its differing clearance;
(Moved from 071.01.03.03.07)
282 — if the entry point of the oceanic route on which the flight is cleared differs from
that originally requested and/or the oceanic flight level differs from the current flight
level, the pilot is responsible for requesting and obtaining the necessary domestic re-
clearance;
(Moved from 071.01.03.03.07)
283 — there are three elements to an Oceanic Clearance: route, Mach number and flight
level. These elements serve to provide for the three basic elements of separation:
lateral, longitudinal and vertical.
(Moved from 071.01.03.03.07)
285 Messages are relayed, from the ground station to the air traffic controllers in the
relevant OAC for action.
(Moved from 071.01.03.03.08)
286 — Frequencies from the lower HF bands tend to be used for communications during
night-time and those from the higher bands during daytime.
— When initiating contact with an aeradio station, the pilot should state the HF
frequency in use.
(Moved from 071.01.03.03.08)
287 SATCOM voice communications Since oceanic traffic typically communicates with ATC
through aeradio facilities, a SATCOM call made due to unforeseen inability to
communicate by other means should be made to such a facility rather than the ATC
centre, unless the urgency of the communication dictates otherwise.
(Moved from 071.01.03.03.08)
288 An air-to-air VHF frequency has been established for worldwide use when aircraft are
out of range of VHF ground stations which utilise the same or adjacent frequencies.
This frequency (123.45 MHz) is intended for pilot-to-pilot exchanges of operationally
significant information.
(Moved from 071.01.03.03.08)
289 Standard position report message type. Some aircraft flying in the NAT are required to
report MET observations of wind speed and direction plus outside-air temperature.
Any turbulence encountered should be included in these reports.
(Moved from 071.01.03.03.08)
290 All turbine-engine aeroplanes having a maximum certified take-off mass exceeding 5
700 kg or authorised to carry more than 19 passengers are required to carry and
operate ACAS II in the NAT region.
(Moved from 071.01.03.03.08)
291
292 Application of Mach number technique (MNPSA Manual, Chapter 7): — practical
experience has shown that when two or more turbojet aircraft, operating along the
same route at the same flight level, maintain the same Mach number, they are more
likely to maintain a constant time interval between each other than when using other
methods;
(Moved from 071.01.03.03.09)
293 — after leaving oceanic airspace, pilots must maintain their assigned Mach number in
domestic controlled airspace unless and until the appropriate ATC unit authorises a
change.
(Moved from 071.01.03.03.09)
294
295 MNPS flight operation & navigation procedures (MNPSA Manual, Chapter 8): — the
pre-flight procedures for any NAT MNPS flight must include a UTC time check and
resynchronisation of the aircraft master clock
(Moved from 071.01.03.03.10)
299 — Strategic Lateral Offset Procedure (SLOP): state that along a route or track there will
be three positions that an aircraft may fly: centre line or one or two miles right.
(Moved from 071.01.03.03.10)
300
301
302
303 RVSM flight in MNPS airspace (MNPSA Manual, Chapter 9): — state the altimeter
cross-check to be performed before MNPS airspace entry;
(Moved from 071.01.03.03.11)
304 — state the altimeter cross-check to be performed into the MNPS airspace;
(Moved from 071.01.03.03.11)
305 — in NAT MNPS airspace, pilots always have to report to ATC immediately on reaching
any new cruising level;
(Moved from 071.01.03.03.11)
308
309 For this part, consider aircraft equipped with only two operational LRNSs. State the
requirements for the following situations: — one system fails before take-off; — one
system fails before the OCA boundary is reached; — one system fails after the OCA
boundary is crossed; — the remaining system fails after entering MNPS airspace.
(Moved from 071.01.03.03.12)
310
311 — The general concept of these NAT in-flight contingency procedures is, whenever
operationally feasible, to offset from the assigned route by 15 NM and climb or
descend to a level which differs from those normally used by 500 ft if below FL410 or
by 1 000 ft if above FL410.
(Moved from 071.01.03.03.13)
312 — State the factors which may affect the direction of turn: direction to an alternate
airport, terrain clearance, levels allocated on adjacent routes or tracks and any known
SLOP offsets adopted by other nearby traffic.
(Moved from 071.01.03.03.13)
313 Deviations around severe weather — State that if the deviation is to be greater than
10 NM, the assigned flight level must be changed by ± 300 ft depending on the
followed track and the direction of the deviation (Table 1).
(Moved from 071.01.03.03.13)
314 ETOPS
316 State that prior to conducting an ETOPS flight, an operator shall ensure that a suitable
ETOPS en-route alternate is available, within either the approved diversion time or a
diversion time based on the MEL-generated serviceability status of the aeroplane,
whichever is shorter.
320 Selection of a route: describe the limitations on extended range operations with two-
engine aeroplanes with and without ETOPS approval.
(Moved from 071.01.03.01.02)
322 State the maximum distance from an adequate aerodrome for two-engine aeroplanes
without an ETOPS approval.
(Moved from 071.01.02.04.12)
323 State the requirement for alternate airport accessibility check for ETOPS operations.
(Moved from 071.01.02.04.13)
328 State that the following items are included into Part A: de-icing and anti-icing on the
ground, adverse and potentially hazardous atmospheric conditions, wake turbulence,
incapacitation of crew members, use of the minimum equipment and configuration
deviation list(s), security, handling of accidents and occurrences.
(Moved to 071.02.01.01.07)
329 State that the following items are included into Part A: altitude alerting system
procedures, ground proximity warning system procedures, policy and procedures for
the use of TCAS/ACAS.
(Moved to 071.02.01.01.08)
330 State that the following items are included into Part A: rotor downwash.
(Moved to 071.02.01.01.09)
331 Define the following terms: ‘commencement of flight’, ‘inoperative’, ‘MEL’, ‘MMEL’,
rectification interval.
(Moved to 071.02.01.03.01)
334 State the responsibilities of the crew members with regard to MEL.
(Moved to 071.02.01.03.05)
335 State the responsibilities of the commander with regard to MEL.
(Moved to 071.02.01.03.06)
336 Explain the general rules for the operations manual.
(Moved from 071.01.02.11.01)
337 Explain the structure and subject headings of the operations manual.
(Moved from 071.01.02.11.02)
341 State that all non-type-related operational policies, instructions and procedures
needed for a safe operation are included in Part A of the Operations Manual.
(Moved from 071.02.01.01.01)
342 State that the following items are included into Part A:
de-icing and anti-icing on the ground,
adverse and potentially hazardous atmospheric conditions,
wake turbulence,
incapacitation of crew members,
use of the minimum equipment and configuration deviation list(s),
security,
handling of accidents and occurrences.
(Moved from 071.02.01.01.02)
343 State that the following items are included into Part A: altitude alerting system
procedures, ground proximity warning system procedures, policy and procedures for
the use of TCAS/ACAS.
(Moved from 071.02.01.01.03)
344 State that the following items are included into Part A: rotor downwash.
(Moved from 071.02.01.01.04)
345 Aeroplane/Helicopter operating matters – type related
346 State that all type-related instructions and procedures needed for a safe operation are
included in Part B of the Operations Manual. They will take account of any differences
between types, variants or individual aircraft used by the operator.
347 State that the following items are included into Part B:
- abnormal and emergency procedures,
- configuration deviation list,
- minimum equipment list,
- emergency evacuation procedures.
348 State that the following items are included into Part B:
- emergency procedures,
- configuration deviation list,
- minimum equipment list,
- emergency evacuation procedures.
349
350 Define the following terms: ‘commencement of flight’, ‘inoperative’, ‘MEL’, ‘MMEL’,
rectification interval.
(Moved from 071.02.01.01.05)
354 State the responsibilities of the crew members with regard to MEL.
(Moved from 071.02.01.01.08)
359 Define the following weather conditions: ‘drizzle’, ‘fog’, ‘freezing fog’, ‘freezing drizzle’,
‘freezing rain’, ‘frost’, ‘rain’, ‘rime’, ‘slush’, ‘snow’, ‘dry snow’, ‘wet snow’. (ICAO Doc
9640 Glossary)
(Merged into 050.05.02.01.01)
360 Describe ‘The clean aircraft concept’ as presented in the relevant chapter of ICAO Doc
9640. (ICAO Doc 9640, Chapter 2)
361 List the types of de-icing/anti-icing fluids available. (ICAO Doc 9640, Chapter 4)
362 State the procedure to be followed when an aeroplane has exceeded the holdover
time. (ICAO Doc 9640, Chapter 4)
363 Interpret the fluid holdover time tables and list the factors which can reduce the fluid
protection time. (ICAO Doc 9640, Chapter 5 + Attachment tables)
364 State that the pre-take-off check, which is the responsibility of the pilot-in-command,
ensures that the critical surfaces of the aeroplane are free of ice, snow, slush or frost
just prior to take-off. This check shall be accomplished as close to the time of take-off
as possible and is normally made from within the aeroplane by visually checking the
wings. (ICAO Doc 9640, Chapter 6)
365 State that an aircraft has to be treated symmetrically. (ICAO Doc 9640, Chapter 11)
366 State that an operator shall establish procedures to be followed when ground de-icing
and anti-icing and related inspections of the aeroplane(s) are necessary.
367 State that a commander shall not commence take-off unless the external surfaces are
clear of any deposit which might adversely affect the performance and/or
controllability of the aircraft except as permitted in the Flight Manual.
368 State the requirements for operations in icing conditions.
(Moved from 071.01.02.06.15)
369
372 State that in icing conditions, for a given speed and a given angle of attack, wing lift
can be reduced by as much as 30 % and drag increased by up to 40 %. State that these
changes in lift and drag will significantly increase stall speed, reduce controllability and
alter flight characteristics. (ICAO Doc 9640, Chapter 1)
373 State that ice on critical surfaces and on the airframe may also break away during
take-off and be ingested into engines, possibly damaging fan and compressor blades.
(ICAO Doc 9640, Chapter 1)
374 State that ice forming on pitot tubes and static ports or on angle-of-attack vanes may
give false altitude, airspeed, angle-of-attack and engine-power information for air-data
systems. (ICAO Doc 9640, Chapter 1)
375 State that ice, frost and snow formed on the critical surfaces on the ground can have a
totally different effect on aircraft flight characteristics than ice formed in flight. (ICAO
Doc 9640, Chapter 1)
376 State that flight in known icing conditions is subject to limitations found in Part B of
the Operations Manual.
377 State where procedures and performances regarding flight in expected or actual icing
conditions are located.
381 State that information concerning the presence of birds observed by aircrews is made
available to the Aeronautical Information Service for such distribution as the
circumstances necessitate. (ICAO Annex 15, Chapter 8)
382 State that AIP ENR 5.6 contains information regarding bird migrations. (ICAO Annex 15,
Appendix 1)
383 State significant data regarding birds strike contained in ICAO Doc 9137. (ICAO Doc
9137, Part 3, 1.1.6)
384 List incompatible land use around airports. (ICAO Doc 9137, Part 3, 10.4)
385
386 Define the commander’s responsibilities regarding the reporting of bird hazards and
bird strikes.
387
391 State the main purpose of NADP 1 and NADP 2. (ICAO Doc 8168, Volume 1, Part V,
3.1.1)
392 State that the pilot-in-command has the authority to decide not to execute a noise-
abatement departure procedure if conditions preclude the safe execution of the
procedure. (ICAO Doc 8168, Volume 1, Part V, 3.2.1.3)
395 State that a runway lead-in lighting system should be provided where it is desired to
provide visual guidance along a specific approach path for purposes of noise
abatement. (ICAO Annex 14, Vol 1, 5.3.7.1 / Vol 2, 5.3.4.1)
399 List the adverse operating conditions under which noise-abatement procedures during
approach should not be required. (ICAO Doc 8168, Volume 1, Part V, 3.4.4)
400 State the rule regarding the use of reverse thrust on landing. (ICAO Doc 8168, Volume
1, Part V, 3.5)
409 Identify the different types of extinguishants and the type of fire on which each one
may be used.
410 Describe the precautions to be considered in the application of fire extinguishant.
411 Identify the appropriate handheld extinguishers to be used in the cockpit, the
passenger cabin and toilets, and in the cargo compartments.
429 Define: vertical wind shear, horizontal wind shear, updraft and downdraft wind shear.
(ICAO Circular 186, Chapter 2)
(Covered by 050.09.03.01.02)
430 Identify the meteorological phenomena associated with wind shear. (ICAO Circular
186, Chapter 3)
(Covered by 050.09.03.01.01)
434 Describe the precautions to be taken when wind shear is suspected, at take-off and
approach. (ICAO Circular 186, Chapter 4)
435 Describe the effects of and actions required following entry into a strong downdraft
wind shear. (ICAO Circular 186, Chapter 4)
436 Describe a microburst and its effects. (ICAO Circular 186, Chapter 4)
445 Describe the wind conditions which are worst for wake turbulence near the ground.
(ICAO Doc 9426, Part II)
446 Actions to be taken when crossing traffic, during take-off and landing
447 Describe the actions to be taken to avoid wake turbulence, specially separations.
(ICAO Doc 4444, 5)
456 Describe the commander’s responsibilities concerning the action required or being
requested by an ATS unit to confirm SSR code and ATS interpretation response.
(ICAO Annex 17 Attachment)
457 Security
458
483 State that flaps and slats may adversely affect fuel jettisoning.
(CS 25.1001)
484 Requirements
485 State that a fuel-jettisoning system must be installed on each aeroplane unless it is
shown that the aeroplane meets some CS-25 climb requirements. (CS 25.1001)
486 State that a fuel-jettisoning system must be capable of jettisoning enough fuel within
15 minutes.
(CS 25.1001)
490 State that detailed provisions for dangerous goods transportation are contained in the
Technical Instructions for the Safe Transport of Dangerous Goods by Air (Doc 9284).
(ICAO Annex 18, Chapter 2, 2.2.1)
491 State that in case of an in-flight emergency, the pilot-incommand must inform the ATC
of dangerous goods transportation.
(ICAO Annex 18, Chapter 9, 9.5)
494 Explain the special requirements for the loading of radioactive materials.
(ICAO Doc 9284)
502 Identify articles and substances which would otherwise be classed as dangerous
goods that are excluded from the provisions.
(Moved to 071.02.12.03.09)
503 State that some articles and substances may be forbidden for air transportation.
(Moved to 071.02.12.03.10)
504 State that packing must comply with the Technical Instruction specifications. (Moved
to 071.02.12.03.11)
505 List the labelling and marking requirements.
(Moved and merged into 071.02.12.02.04)
506 List the Dangerous Goods Transport Document requirements.
507 List the Acceptance of Dangerous Goods requirements.
(Moved to 071.02.12.03.05)
508 Explain the need of an inspection prior to loading on an aircraft.
(Moved to 071.02.12.03.12)
509 State that some dangerous goods are designated for carriage only on cargo aircraft.
(Moved to 071.02.12.03.13)
510 State that accidents or incidents involving dangerous goods are to be reported.
(Moved to 071.02.12.03.08)
511 State that misdeclared or undeclared dangerous goods found in baggage are to be
reported.
(Moved to 071.02.12.03.14)
515 State the requirements regarding inspection for damage, leakage or contamination.
(Moved from 071.01.02.13.05)
517 State that accidents or incidents involving dangerous goods are to be reported.
518 Identify articles and substances, which would otherwise be classed as dangerous
goods, that are excluded from the provisions.
(Moved from 071.02.12.03.02)
519 State that some articles and substances may be forbidden for air transportation.
(Moved from 071.02.12.03.03)
520 State that packing must comply with the Technical Instructions specifications.
(Moved from 071.02.12.03.04)
522 State that some dangerous goods are designated for carriage only on cargo aircraft.
(Moved from 071.02.12.03.09)
523 State that misdeclared or undeclared dangerous goods found in baggage are to be
reported.
(Moved from 071.02.12.03.11)
528 Give the definitions of the various types of snow. (ICAO Annex 15, Appendix 2)
(Covered by 050.05.02.01.01)
531 State that when friction coefficient is 0.40 or higher, the expected braking action is
good.
(ICAO Annex 15, Appendix 2)
535 State that it is the spin-up speed rather than the spin-down speed which represents
the actual tire situation for aircraft touchdown on flooded runways.
(NASA TM-85652/Tire friction performance/p. 8)
536 Procedures
537 State that some wind limitations may apply in case of contaminated runways. Those
limitations are to be found in Part B of the Operations Manual — Limitations.
(Moved to 032.04.01.07.07)
538 State that the procedures associated with take-off and landing on contaminated
runways are to be found in Part B of the Operations Manual — Normal procedures.
(Moved to 032.04.01.07.08)
539 State that the performances associated with contaminated runways are to be found in
Part B of the Operations Manual — Performance.
(Moved to 032.04.01.07.09)
540 SNOWTAM
541 Interpret from a SNOWTAM the contamination and braking action on a runway.
542
583
584
585
586
587
588
589
590
Old syllabus New syllabus Moved to/from
reference reference another subject
071.00.00.00 071.00.00.00
071.01.00 00 071.01.00.00
071.01.01.00 071.01.01.00
071.01.01.01 071.01.01.01
071.01.01.01.01 071.01.01.01.01
071.01.01.01.02 071.01.01.01.02
071.01.01.01.03
071.01.01.01.04
071.01.01.02 071.01.01.02
071.01.01.02.01 071.01.01.02.01
071.01.01.02.02 071.01.01.02.02
071.01.01.03 071.01.01.03
071.01.01.03.01 071.01.01.03.01
071.01.01.03.02 071.01.01.03.02
071.01.01.03.03 071.01.01.03.03
071.01.01.03.04 071.01.01.03.04
071.01.01.03.05 071.01.01.03.05
071.01.02.00 071.01.02.00
071.01.02.01 071.01.02.01
071.01.02.01.01 071.01.02.01.01
071.01.02.01.02 071.01.02.01.02
071.01.02.02 071.01.02.02
071.01.02.02.01 071.01.02.02.01
071.01.02.02.02 071.01.02.02.02
071.01.02.02.03 071.01.02.02.03
071.01.02.02.04 071.01.02.02.04
071.01.02.02.05 071.01.02.02.05
071.01.02.02.06 071.01.02.02.06
071.01.02.02.07 071.02.01.03.02
071.01.02.02.08 071.01.02.02.07
071.01.02.02.09 071.01.02.02.08
071.01.02.02.10 071.01.02.10.06
071.01.02.02.11
071.01.02.02.12 071.01.02.02.09
071.01.02.02.13 071.01.02.09.13
071.01.02.02.14 071.01.02.09.14
071.01.02.02.15 071.01.02.02.10
071.01.02.02.16 071.01.02.02.11
071.01.02.02.17 071.01.02.02.12
071.01.02.02.18 071.01.02.02.13
071.01.02.02.19 071.01.02.02.14
071.01.02.02.20 071.01.02.02.15
071.01.02.02.21 071.01.02.02.16
071.01.02.02.22
071.01.02.02.23 071.01.02.02.17
071.01.02.02.24
071.01.02.02.25
071.01.02.03 071.01.02.03
071.01.02.03.01 071.01.02.03.01
071.01.02.03.02 071.01.02.03.02
071.01.02.03.03 071.01.02.03.03
071.01.02.03.04 071.01.02.03.04
071.01.02.04 071.01.02.04
071.01.02.04.01 071.01.02.04.01
071.01.02.04.02
071.01.02.04.03
071.01.02.04.04
071.01.02.04.05 071.01.02.04.02
071.01.02.04.06 071.01.02.04.03
071.01.02.04.07 071.01.02.04.04
071.01.02.04.08 071.01.02.04.05
071.01.02.04.09 071.01.02.04.06
071.01.02.04.10 071.01.02.04.07
071.01.02.04.11 071.01.02.04.08
071.01.02.04.12 071.01.03.04.08
071.01.02.04.13 071.01.03.04.09
071.01.02.04.14 071.01.02.04.09
071.01.02.04.15
071.01.02.04.16 071.01.02.04.10
071.01.02.04.17 071.01.02.04.11
071.01.02.04.18
071.01.02.04.19 071.01.02.04.12
071.01.02.04.20 071.01.02.04.13
071.01.02.04.21 071.01.02.04.14
071.01.02.04.22 071.01.02.04.15
071.01.02.04.23 071.01.02.04.16
071.01.02.04.24 071.01.02.04.17
071.01.02.04.25 071.01.02.04.18
071.01.02.04.26 071.01.02.04.19
071.01.02.04.27 071.01.02.04.20
071.01.02.04.28 071.01.02.04.21
071.01.02.04.29 071.01.02.04.22
071.01.02.04.30 071.01.02.04.23
071.01.02.04.31 071.01.02.04.24
071.01.02.04.32 071.01.02.04.25
071.01.02.04.33 071.01.02.04.26
071.01.02.06.26 071.01.02.04.26
071.01.02.04.34 071.01.02.06.09
071.01.02.04.35 071.01.02.06.10
071.01.02.04.36 071.01.02.04.27
071.01.02.04.37 071.01.02.04.28
071.01.02.05 071.01.02.05
071.01.02.05.01 071.01.02.05.01
071.01.02.05.02
071.01.02.05.03
071.01.02.05.04 071.01.02.05.02
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071.02.12.02.04 071.02.12.02.04
071.02.12.13.05 071.02.12.02.04
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New syllabus text
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OPERATIONAL PROCEDURES
GENERAL REQUIREMENTS
ICAO Annex 6
Definitions
Define the following: alternate aerodrome: flight time (aeroplanes); take-off alternate;
en-route alternate; destination alternate.
Source: ICAO Annex 6, Part I, Chapter 1.
State that Part III shall be applicable to all helicopters engaged in international CAT
operations or in international general aviation operations, except helicopters engaged
in aerial work.
Source: ICAO Annex 6, Part III, Section 1, Chapter 2.
General
Explain the compliance with laws, regulations and procedures.
Source: ICAO Annex 6, Part I, Chapter 3.1; ICAO Annex 6, Part III, Section 2, Chapter
1.1.
State the condition(s) required for the establishment of a flight data analysis
programme, and state what this programme is part of.
Source: ICAO Annex 6, Part I, Chapter 3.3
Operational requirements
Applicability
State the operational regulations applicable to CAT and other activities (e.g.
specialised operations (SPO)).
Source: Regulation (EU) No 965/2012 on air operations; Regulation (EU) No
1178/2011 on aircrew requirements
State the nature of CAT operations and exceptions.
Source: Regulation (EU) No 965/2012: Articles 1 and 5, points ORO.GEN5 ‘Scope’ and
CAT.GEN.100 ‘Competent authority’; Regulation (EU) 2018/1139: Article 2
General
Explain why CAT flights must meet the applicable operational requirements.
Source: Point ORO.GEN.105 ‘Competent authority’ and related AMCs/GM;Point
ORO.GEN.110 ‘Operator responsibilities’ and related AMCs/GM
Define ‘flight manual limitations - flight through the height velocity (HV) envelope’.
Explain which are the operator requirements regarding the management system. x
Source: Point ORO.GEN.200 ‘Management system’; AMCs/GM to ORO.GEN.205
‘Contracted activities’ and to ORO.GEN.220 ‘Record-keeping’
Explain which are the operator requirements regarding accident prevention and the x
flight safety programme.
Source: Point ORO.GEN.200 ‘Management system’;
AMCs/GM to ORO.GEN.205 ‘Contracted activities’, to
ORO.GEN.220 ‘Record-keeping’, and to ORO.AOC.130
‘Flight data monitoring — aeroplanes’
List the copies of items of information to be retained on the ground by the operator. x
Source: Point CAT.GEN.MPA.185 ‘Information to be retained on the ground’
x
Explain what responsibilies the operator and the commander have regarding the x
production of and access to records and documents.
Source: Point CAT.GEN.MPA.190 ‘Provision of documentation and records’
x
x
x
State the operator’s responsibilities regarding the use of air traffic services (ATS). x
Source: Point CAT.OP.MPA.100 ‘Use of air traffic services’
Explain what the operator’s responsibilities are regarding departure and approach x
procedures.
Source: Point CAT.OP.MPA.125 ‘Instrument departure and
approach procedures’
Explain which elements should be considered regarding routes and areas of operation. x
Source: Point CAT.OP.MPA.135 ‘Routes and areas of operation — general’; Point
CAT.OP.MPA.136 ‘Routes and areas of operation — single-engined aeroplanes’
Explain the requirements for flights in reduced vertical separation minima (RVSM) x
airspace.
Source: Point SPA.RVSM.100 ‘RVSM operations’; Point SPA.RVSM.105 ‘RVSM
operational approval’;Point SPA.RVSM.110 ‘RVSM equipment requirements’ and
AMC1 SPA.RVSM.110(a);
Point SPA.RVSM.115 ‘RVSM height-keeping errors’
x
Explain the requirements for carrying persons with reduced mobility. x
Source: Point CAT.OP.MPA.155 ‘Carriage of special
categories of passengers (SCPs)’
Detail the procedures for passenger briefing in respect of emergency equipment and x
exits.
Source: Point CAT.OP.MPA.170 ‘Passenger briefing’; AMC1 CAT.OP.MPA.170; AMC2
CAT.OP.MPA.170
Explain the planning minima for instrument flight rule (IFR) flights. x
Source: Point CAT.OP.MPA.185 ‘Planning minima for IFR flights — aeroplanes’
Explain the commander’s responsibility regarding fuel to be carried and in-flight fuel x
management.
Source: Point CAT.OP.MPA.260 ‘Fuel and oil supply’; Point CAT.OP.MPA.280 ‘In-flight
fuel management — aeroplanes’; Point CAT.OP.MPA.281 ‘In-flight fuel management
— helicopters’ and AMC1 CAT.OP.MPA.281
Detail the rules regarding carriage and use of supplemental oxygen for passengers and x
aircrew.
Source: Point CAT.OP.MPA.285 ‘Use of supplemental oxygen’; Point CAT.IDE.A.235
‘Supplemental oxygen — pressurised aeroplanes’ and related AMCs/GM
Flight Preperation
Explain the commander’s responsibility regarding approach and landing. x
Source: Point CAT.OP.MPA.300 ‘Approach and landing conditions’ and AMC1
CAT.OP.MPA.300; Point CAT.OP.MPA.305 ‘Commencement and continuation of
approach’ and related AMCs/GM
All-weather operations
Explain the operator’s responsibility regarding aerodrome/heliport operating minima.
Source: Point CAT.OP.MPA.110 ‘Aerodrome operating minima’ and related
AMCs/GM; Point CAT.OP.MPA.115 ‘Approach flight technique - aeroplanes’ and
related AMCs/GM
x
Define the following terms: ‘circling’, ‘low-visibility procedures’, ‘low-visibility take-off’, x
‘visual approach’.
Source: Regulation (EU) No 965/2012, Annex I
Define the following terms: ‘flight control system’, ‘fail-passive flight control system’, x
‘fail-operational flight control system’, ‘fail-operational hybrid landing system’.
Source: Regulation (EU) No 965/2012, Annex I
Explain the training and qualification requirements for flight crew to conduct low- x
visibility operations.
Source: Point SPA.LVO.120 ‘Flight crew training and qualifications’ and related AMCs
Aerodrome operating minima: explain under which conditions the commander can x
commence take-off.
Source: Point CAT.OP.MPA.110 ‘Aerodrome operating minima’ and related
AMCs/GM; Point SPA.LVO.110 ‘General operating requirements’ and related
AMCs/GM
Aerodrome operating minima: explain that take-off minima are expressed as visibility x
or runway visual range (RVR).
Source: Point CAT.OP.MPA.110 ‘Aerodrome operating minima’; AMC1
CAT.OP.MPA.110; AMC2 CAT.OP.MPA.110
Aerodrome operating minima: explain the system minima for non-precision approach x
(NPA) (minimum descent altitude/height (MDA/H) and decision altitude/height
(DA/H), not RVR).
Source: AMC3 CAT.OP.MPA.110 ‘Aerodrome operating minima’ (Table 3:
ILS/MLS/GLS; SRA 1NM; VOR; NDB); AMC6 CAT.OP.MPA.110 ‘Aerodrome operating
minima’
Aerodrome operating minima: explain under which conditions a pilot can continue the x
approach below MDA/H or DA/H.
Source: Point CAT.OP.MPA.305 ‘Commencement and continuation of approach’;
AMC1 CAT.OP.MPA.305(e)
Aerodrome operating minima: explain the lowest minima for precision approach x
category 1 (including single-pilot operations).
Source: AMC3 SPA.LVO.100 ‘Low visibility operations’
Aerodrome operating minima: explain the lowest minima for precision approach x
category 2 operations.
Source: AMC4 SPA.LVO.100 ‘Low visibility operations’
Aerodrome operating minima: explain the lowest minima for precision approach x
category 3 operations.
Source: AMC5 SPA.LVO.100 ‘Low visibility operations’
Aerodrome operating minima: explain the lowest minima for circling and visual x
approach.
Source: AMC7 CAT.OP.MPA.110 ‘Aerodrome operating minima’; AMC9
CAT.OP.MPA.110; AMC8 CAT.OP.MPA.110
Aerodrome operating minima: explain the RVR value and cloud ceiling depending on x
the aerodrome.
Source: Point CAT.OP.MPA.110 ‘Aerodrome operating minima’ and related
AMCs/GM; Point SPA.LVO.110 ‘General operating requirements’ and related AMCs
List the minimum equipment required for day and night VFR flights. x
Source: Point CAT.IDE.A.125 ‘Operations under VFR by day’ and related AMCs/GM
Explain the required additional equipment for single-pilot operations under IFR. x
Source: Points CAT.IDE.A.135/CAT.IDE.H.135 ‘Additional
equipment for single-pilot operation under IFR’
State the circumstances under which a cockpit voice recorder (CVR) is compulsory x
(after 1998).
Source: Points CAT.IDE.A.185/CAT.IDE.H.185 ‘Cockpit voice recorder’
State the rules regarding the location, construction, installation, and operation of x
cockpit voice recorders (CVRs) (after 1998).
Source: Points CAT.IDE.A.185/CAT.IDE.H.185 ‘Cockpit voice recorder’
State the circumstances under which a flight data recorder (FDR) is compulsory (after x
1998).
Source: Points CAT.IDE.A.190/CAT.IDE.H.190 ‘Flight data recorder’
State the rules regarding the location, construction, installation, and operation of flight x
data recorders (FDRs) (after 1998).
Source: Points CAT.IDE.A.190/CAT.IDE.A.190 ‘Flight data recorder’ and related
AMCs/GM
Explain the requirements about seats, seat safety belts, harnesses, and child-restraint x
devices.
Source: Points CAT.IDE.A.205/CAT.IDE.H.205 ‘Seats, seat safety belts, restraint
systems and child restraint devices’ and related AMCs/GM
Explain the requirements about ‘Fasten seat belt’ and ‘No smoking’ signs. x
Source: Points CAT.IDE.A.210/CAT.IDE.H.210 ‘Fasten seat belt and no smoking signs’
Explain the requirements regarding emergency medical kits and first-aid oxygen. x
Source: Point CAT.IDE.A.225 ‘Emergency medical kit’; AMC1 CAT.IDE.A.225; AMC2
CAT.IDE.A.225; AMC3 CAT.IDE.A.225; AMC4 CAT.IDE.A.225; GM1 CAT.IDE.A.225; Point
CAT.IDE.A.230 ‘First-aid oxygen’
Explain why the radio-communication equipment must be able to send and receive on
121.5 MHz.
Source: Points CAT.IDE.A.330/CAT.IDE.H.330 ‘Radio communication equipment’
List the requirements for radio equipment when flying under VFR by reference to
visual landmarks.
Source: Points CAT.IDE.A.340/CAT.IDE.H.340 ‘Radio equipment for operations under
VFR over routes navigated by reference to visual landmarks’
List the requirements for communication and navigation equipment when operating
under IFR or under VFR over routes not navigated by reference to visual landmarks.
Source: Points CAT.IDE.A.345/CAT.IDE.H.345 ‘Communication and navigation
equipment for operations under IFR or under VFR over routes not navigated by
reference to visual landmarks’
Explain the conditions under which a crew member interphone system and public x
address system are mandatory.
Source: Points CAT.IDE.A.170/CAT.IDE.H.170 ‘Flight crew interphone system’; AMC1
CAT.IDE.A.170/CAT.IDE.H.170; Points CAT.IDE.A.175/CAT.IDE.H.175 ‘Crew member
interphone system’; AMC1 CAT.IDE.A.175/CAT.IDE.H.175; Points
CAT.IDE.A.180/CAT.IDE.H.180 ‘Public address system’; AMC1
CAT.IDE.A.180/CAT.IDE.H.180
List the equipment for operations requiring a radio communication. x
Source: Point CAT.IDE.H.325 ‘Headset’; Point CAT.IDE.H.330 ‘Radio communication
equipment’; Point CAT.IDE.H.335 ‘Audio selector panel’; Point CAT.IDE.H.340 ‘Radio
equipment for operations under VFR over routes navigated by reference to visual
landmarks’
List the equipment for operations that require a radio navigation system. x
Source: Point CAT.IDE.H.325 ‘Headset’; AMC1 CAT.IDE.H.325; Point CAT.IDE.H.345
‘Communication and navigation equipment for operations under IFR or under VFR
over routes not navigated by reference to visual landmarks’
Explain the requirement to operate on more than one aircraft type or variant.
Source: Point ORO.FC.140 ‘Operation on more than one type or variant’; Point
ORO.FC.240 ‘Operation on more than one type or variant’; AMC1 ORO.FC.240(a)(1)
Explain that when a flight crew member operates both helicopters and aeroplanes,
the operations are limited to one of each type.
Source: Point ORO.FC.240 ‘Operation on more than one type or variant’
Explain the requirements for the initial operator’s crew resource management (CRM) x
training.
Source: Point ORO.FC.215 ‘Initial operator’s crew resource management (CRM)
training’
Explain the conditions and the additional conditions for assignment to duties.
Source: Point ORO.CC.110 ‘Conditions for assignment to duties; Point ORO.CC.210
‘Additional conditions for assignment to duties; GM1 ORO.CC.210(d)
Explain the requirements regarding senior cabin crew members.
Source: Point ORO.CC.200 ‘Senior cabin crew member; AMC1 ORO.CC.200(c);(d);(e)
Explain the conditions for operating on more than one aircraft type or variant.
Source: Point ORO.CC.250 ‘Operation on more than one aircraf type or variant;
AMC1 ORO.CC.250(b); GM1 ORO.CC.250
Explain what is the operator’s responsibility regarding the distinction between cabin x
crew members and additional crew members.
Source: Point CAT.GEN.MPA.115 ‘Personnel or crew members other than cabin crew
in the passenger compartment’
Explain the requirements regarding the maximum daily flight duty period.
Source: Point ORO.FTL.205 ‘Flight duty period (FDP)’; Point ORO.FTL.205(b) ‘Basic
maximum daily FDP’ (use of the tables but not memorisation)
Explain that it is the captain’s discretion to extend flight duty in case of unforeseen
circumstances in actual flight operations.
Source: Point ORO.FTL.205 ‘Flight duty period (FDP)’; Point ORO.FTL.205(f)
‘Unforeseen circumstances in flight operations - commander’s discretion’
x
See new LO reference below x
Long-range flights
Flight management
See new LO reference below x
Minimum time routes: define and interpret minimum time route (route that gives the x
shortest flight time from departure to destination adhering to all ATC and airspace
restrictions).
Source: N/A
According to ICAO Doc 7030, explain that special rules apply to the North Atlantic
(NAT) Region, and crews need to be specifically trained before flying in this area.
Source: NAT 007, 1.3.8 Crew Training
Describe by what emergency means course and inertial navigation system (INS) can be x
cross-checked in the case of three navigation systems and two navigation systems.
Source: NAT 007, Chapter 12 Procedures in the event of navigation system
degradation or failure
Describe the general ICAO procedures applicable in NAT airspace if the aircraft is x
unable to continue the flight in accordance with its air traffic control (ATC) clearance.
Source: NAT 007, 13.2 General procedures
Describe the recommended initial action if an aircraft is unable to obtain a revised ATC x
clearance.
Source: NAT 007, Chapter 13 Special procedures for in-flight
contingencies
Describe the subsequent action for aircraft able to maintain assigned flight level and x
for aircraft unable to maintain assigned flight level.
Source: NAT 007, Chapter 13 Special procedures for in-flight contingencies
Describe determination of tracks and courses for random routes in NAT airspace. x
Source: ICAO Doc 7030, NAT 2.1.9.1 General; NAT 007, 2.1.3; NAT 007, Chapter 4
Flight Planning
Specify the method by which planned tracks are defined (by latitude and longitude) in x
the NAT airspace: when operating predominately in an east–west direction south of
70°N, and when operating predominately in an east–west direction north of 70°N.
Source: ICAO Doc 7030, NAT 2.1.9 Route; NAT 007,
Chapter 4 (Flights Planning on Random Route Segments in a Predominantly East -
West Direction)
State the maximum flight time recommended between significant points on random x
routes.
Source: ICAO Doc 7030, NAT 2.1.9 Route; NAT 007, Chapter 4 (Flights Planning on
Random Route Segments in a Predominantly East - West Direction and
Predominantly North - South Direction)
Specify the method by which planned tracks for random routes are defined for flights x
operating predominantly in a north–south direction.
Source: ICAO Doc 7030, NAT 2.1.9 Route; NAT 007, Chapter 4 (Flights Planning on
Random Routes in a Predominantly North - South Direction)
Describe how the desired random route must be specified in the ATC flight plan. x
Source: NAT 007, 4.2 Flight planning requirements on specific routes
Describe what precautions can be taken when operating in the area of compass x
unreliability as a contingency against INS failure.
Source: NAT 007, Chapter 12 Procedures in the event of navigation system
degradation or failure (not including detailed information on route structures and
their coordinates); NAT 007, Chapter 8 (Master document - position plotting)
Define the following acronyms: LRNS, MASPS, NAT HLA, OCA, OTS, PRM, RVSM, SLOP,
and WATRS.
Source: NAT 007, Glossary of Terms
Describe the routes for aircraft with short-range navigation equipment only. x
Source: NAT 007, 1.4.2; 1.4.3
Explain why the horizontal (i.e. latitudinal and longitudinal) and vertical navigation x
performance of operators within NAT HLA is monitored on a continual basis.
Source: NAT 007, 1.9.1
Describe the function of the North American Routes (NARs) and Shannon Oceanic x
Transition Area (SOTA) and Northern Oceanic Transition Area (NOTA).
Source: NAT 007, 3.3 Route structures adjacent to the NAT HLA
State that all flights should plan to operate on great-circle tracks joining successive x
significant waypoints.
Source: NAT 007, 4.1.3
State that during the hours of validity of the OTS, operators are encouraged to plan x
flights: — in accordance with the OTS; — or along a route to join or leave an outer
track of the OTS; — or on a random route to remain clear of the OTS, either laterally
or vertically.
Source: NAT 007, 4.1.4
State which flight levels are available on OTS tracks during OTS periods. x
Source: NAT 007, 4.1.10; 4.1.11 and 4.1.12 (dates not required)
State which flight levels are to be planned on random tracks or outside OTS periods. x
Source: NAT 007, 4.1.13
Selection of cruising altitude. Specify the appropriate cruising levels for normal long- x
range IFR flights and for those operating on the North Atlantic OTS.
Source: NAT 007, Chapter 4 Flight Planning - Flight Levels; SERA
Oceanic ATC clearances. State that it is recommended that pilots should request their x
oceanic clearance at least 40 minutes prior to the oceanic entry point estimated time
of arrival (ETA).
Source: NAT 007, 5.1.2
State that pilots should notify the oceanic area control centre (OAC) of the maximum x
acceptable flight level possible at the boundary.
Source: NAT 007, 5.1.3
State that at some aerodromes which are situated close to oceanic boundaries, the x
oceanic clearance must be obtained before departure.
Source: NAT 007, 5.1.5
State that after obtaining and reading back the clearance, the pilot should monitor the x
forward estimate for oceanic entry, and if this changes by 3 minutes or more, unless
providing position reports via automatic dependent surveillance — contract (ADS-C),
the pilot must pass a revised estimate on to ATC.
Source: NAT 007, 5.1.7
State that pilots should pay particular attention when the issued clearance differs from x
the flight plan as a significant proportion of navigation errors investigated in the NAT
Region involve aircraft which have followed their flight plan rather than the differing
clearance.
Source: NAT 007, 5.1.8
State that if the entry point of the oceanic route for which the flight is cleared differs x
from that originally requested or the oceanic flight level differs from the current flight
level, the pilot is responsible for requesting and obtaining the necessary domestic
reclearance.
Source: NAT 007, 5.1.9
State that there are three elements to an oceanic clearance: route, Mach number, and x
flight level, and that these elements serve to provide for the three basic elements of
separation: lateral, longitudinal, and vertical.
Source: NAT 007, 5.1.1
State that messages are relayed from the ground station to the air traffic controllers of x
the relevant OAC for action.
Source: NAT 007, 6.1.1
State that frequencies from the lower HF bands tend to be used for communications x
during night-time and those from the higher bands during daytime. Generally, in NAT,
frequencies of less than 7 MHz are utilised at night and frequencies greater than 8
MHz are utilised during the day. When initiating contact with an aeradio station, the
pilot should state the HF frequency in use.
Source: NAT 007, 6.1.4 and 6.1.7
State that since oceanic traffic typically communicates with ATC through aeradio x
facilities, a satellite communication (SATCOM) call, made due to unforeseen inability
to communicate by other means, should be made to such a facility rather than the
ATC centre, unless the urgency of the communication dictates otherwise.
Source: NAT 007, 6.1.17
State that an air-to-air VHF frequency has been established for worldwide use when x
aircraft are out of range of VHF ground stations which utilise the same or adjacent
frequencies. This frequency, 123.45 MHz, is intended for pilot-to-pilot exchanges of
operationally significant information.
Source: NAT 007, 6.2.2
State that any pilot, who provides position reports via data link and encounters x
significant meteorological phenomena (such as moderate/severe turbulence or icing,
volcanic ash or thunderstorms), should report this information.
Source: NAT 007, 6.5.2
State that all turbine-engined aeroplanes having a maximum certified take-off mass x
exceeding 5 700 kg or authorised to carry more than 19 passengers are required to
carry and operate airborne collision avoidance system (ACAS) II in the NAT Region.
Source: NAT 007, 6.9.1
State that even with the growing use of data-link communications, a significant x
volume of NAT air–ground communications are conducted using voice on single
sideband (SSB) HF frequencies. To support air–ground ATC communications in the
North Atlantic Region, 24 HF frequencies have been allocated, in bands ranging from
2.8 to 18 MHz.
Source: NAT 007, 6.1.3
State that after leaving oceanic airspace, pilots must maintain their assigned Mach x
number in domestic controlled airspace unless and until the appropriate ATC unit
authorises a change.
Source: NAT 007, 7.4.1
North Atlantic High Level Airspace (NAT HLA) flight operation and navigation
procedures
NAT HLA flight operation and navigation procedures. x
State that the pre-flight procedures for any NAT HLA flight must include a Universal
Time Coordinated (UTC) time check.
Source: NAT 007, 8.2.2
Describe the strategic lateral offset procedure (SLOP) and state that along a route or x
track there will be three positions that an aircraft may fly: centre line, or 1 or 2 miles
right.
Source: NAT 007, 8.5.1 to 8.5.5
State that RNP 10 is the minimum navigation specification for the application of 93 km x
(50 NM) lateral separation.
Source: NAT 007, 1.3.4 and 4.1.18
Reduced vertical separation minima (RVSM) flight in NAT HLA State the altimeter x
cross-check to be performed before entering NAT HLA.
Source: NAT 007, 9.1.10
State the altimeter cross-check to be performed when entering and flying in NAT HLA. x
Source: NAT 007, 9.1.12
State that flight crew should report when a 300-ft deviation or more occurs. x
Source: NAT 007, 11.3.4 and 11.3.6
Navigation planning procedures x
List the factors to be considered by the commander before commencing the flight.
Source: NAT 007, 8.3 Pre-flight procedures, Navigation system degradation (NAT Doc
007, Chapter 12)
State all the factors which may affect the direction of turn x
including:
— direction to an alternate aerodrome;
— terrain clearance;
— levels allocated on adjacent routes or tracks and any
known SLOP offsets adopted by other nearby traffic.
Source: NAT 007, 13.3.2
State that if the deviation around severe weather is to be greater than 10 NM, the x
assigned flight level must be changed by plus/minus 300 ft depending on the followed
track and the direction of the deviation.
Source: NAT 007, 13.4
State that prior to conducting an ETOPS flight, an operator shall ensure that a suitable
ETOPS en-route alternate is available, within either the approved diversion time or a
diversion time based on the MEL-generated serviceability status of the aeroplane,
whichever is shorter.
Source: Point SPA.ETOPS.110 ‘ETOPS en-route alternate
aerodrome’
State the requirement for alternate aerodrome accessibility check for ETOPS x
operations.
Minimum equipment list (MEL) and master minimum equipment list (MMEL) x
Icing conditions
On ground de-icing/anti-icing procedures, types of de-icing/anti-icing fluids
Define the following terms: ‘anti-icing’, ‘de-icing’, ‘one-step de-icing/anti-icing’, ‘two-
step de-icing/anti-icing’, ‘holdover time’.
Source: ICAO Doc 9640 ‘Manual of Aircraf Ground Deicing/Anti-icing Operations’,
Glossary
Describe ‘the clean aircraft concept’ as presented in the relevant chapter of ICAO Doc x
9640.
Source: ICAO Doc 9640 ‘Manual of Aircraf Ground De-icing/Anti-icing Operations’,
Chapter 2
Interpret the guidelines for fluid holdover times and list the factors which can reduce x
the fluid protection time.
Source: ICAO Doc 9640 ‘Manual of Aircraf Ground Deicing/Anti-icing Operations’,
Chapter 5: 5.1, 5.2 and Attachment ( 5 tables)
Explain how the pre-take-off check, which is the responsibility of the pilot-in- x
command, ensures that the critical surfaces of the aircraft are free of ice, snow, slush
or frost just prior to take-off. This check shall be accomplished as close to the time of
take-off as possible and is normally made from within the aeroplane by visually
checking the wings.
Source: ICAO Doc 9640 ‘Manual of Aircraf Ground Deicing/Anti-icing Operations’,
Chapter 6, 6.4
Explain why an operator shall establish procedures to be followed when ground de- x
icing and anti-icing and related inspections of the aircraft are necessary.
Source: ICAO Doc 9640 ‘Manual of Aircraf Ground Deicing/Anti-icing Operations’,
Chapter 1: Introduction 1.1 to 1.6
Explain why a commander shall not commence take-off unless the external surfaces x
are clear of any deposit which might adversely affect the performance or
controllability of the aircraft except as permitted in the flight manual.
Source: ICAO Doc 9640 ‘Manual of Aircraf Ground De-icing/Antiicing
Operations’;Point CAT.OP.MPA.250 ‘Ice and other contaminants — ground
procedures’
Explain the requirements for operations in icing conditions. x
Source: Point CAT.OP.MPA.250 ‘Ice and other contaminants — ground procedures’;
Point CAT.OP.MPA.255 ‘Ice and other contaminants — flight procedures’; Point
CAT.IDE.A.165 ‘Additional equipment for operations in icing conditions at night’;
Point CAT.IDE.H.165 ‘Additional equipment for operations in icing conditions at
night’
Explain why safety must come before commercial pressures in relation to de-icing and x
anti-icing of aircraft. (Consider time and financial cost versus direct and indirect effects
of incident/accident).
Source: N/A
Explain that in icing conditions, for a given speed and a given angle of attack, wing lift
can be reduced by as much as 30 % and drag increased by up to 40 %. State that these
changes in lift and drag will significantly increase stall speed, reduce controllability,
and alter flight characteristics.
Source: ICAO Doc 9640 ‘Manual of Aircraf Ground Deicing/Anti-icing Operations’,
Chapter 1
Explain that ice on critical surfaces and on the airframe may also break away during
take-off and be ingested into engines, possibly damaging fan and compressor blades.
Source: ICAO Doc 9640 ‘Manual of Aircraf Ground Deicing/Anti-icing Operations’,
Chapter 1
Explain that ice forming on pitot tubes and static ports or on angle-of-attack vanes
may give false altitude, airspeed, angle-of-attack and engine-power information for
air-data systems.
Source: ICAO Doc 9640 ‘Manual of Aircraf Ground Deicing/
Anti-icing Operations’, Chapter 1
Explain that ice, frost and snow formed on the critical surfaces on the ground can have
a totally different effect on aircraft flight characteristics than ice, frost and snow
formed in flight.
Source: ICAO Doc 9640 ‘Manual of Aircraf Ground De-icing/Anti-icing Operations’,
Chapter 1
Explain that flight in known icing conditions is subject to limitations that are contained
in Part B of the operations manual.
Source: AMC4 ORO.MLR.100 ‘Operations manual —general’
Bird-strike risk
Bird-strike risk and avoidance x
Explain that the presence of birds that constitute a potential hazard to aircraft x
operations is part of the pre-flight information.
Source: ICAO Annex 15, 8.1 Pre-flight information
Explain that the Aeronautical Information Publication (AIP) Section En-route (ENR) 5.6 x
contains information regarding bird migrations.
Source: ICAO Annex 15, Appendix 1
Explain significant data regarding bird strikes contained in ICAO Doc 9137 ‘Airport x
Services Manual’.
Source: ICAO Doc 9137 ‘Airport Services Manual’, Chapter 1
x
Explain why birds constitute a hazard to aircraft (damage to probes, sensors, engines, x
windscreens, airframes, degradation in vision, etc.).
Source: N/A, though history in ICAO Doc 9137, Chapter 1.
For more information, refer to the EGAST safety promotion leaflet ‘Bird strike, a
European risk with local specificities’, available at:
www.easa.europa.eu/system/files/dfu/EGAST_GA6-birdstrikes-
final.pdf
Define the commander’s responsibilities regarding the reporting of bird hazards and x
bird strikes.
Source: Point CAT.GEN.MPA.105 ‘Responsibilities of the commander’
State that birds tend to flock to areas where food is plentiful. Such areas include: x
rubbish (garbage) facilities; open sewage treatment works; recently ploughed land; as
well as their natural habitats.
Source: N/A
Noise abatement
Noise-abatement procedures
Define the operator’s responsibilities regarding the establishment of noise-abatement
procedures.
Source: Point CAT.OP.MPA.130 ‘Noise abatement procedures — aeroplanes’ Point
CAT.OP.MPA.131 ‘Noise abatement procedures — helicopters’
State the main purpose of noise-abatement departure procedure (NADP) 1 and NADP
2.
Source: ICAO Doc 8168 ‘Procedures for Air Navigation Services — Aircraf
Operations’ (PANS-OPS), Volume 1, Part I, Section 7, Appendix to Chapter 3, 1.1
State that the PIC/commander has the authority to decide not to execute an NADP if
conditions preclude the safe execution of the procedure.
Source: ICAO Doc 8168 ‘Procedures for Air Navigation Services — Aircraf
Operations’ (PANS-OPS), Volume 1, Part I, Section 7, Chapter 3, 3.2.1 General
State that a runway lead-in lighting system should be provided where it is desired to
provide visual guidance along a specific approach path for noise-abatement purposes.
Source: ICAO Annex 14, Volume 1, 5.3.7.1/Volume 2, 5.3.4.1
List the adverse operating conditions under which noise-abatement procedures during
approach should not be required.
Source: ICAO Doc 8168 ‘Procedures for Air Navigation Services - Aircraf Operations’
(PANS-OPS), Volume 1, Part I, Section 7, Chapter 2, 2.1 Noise preferential runways
Identify the different types of extinguishants used in handheld fire extinguishers and
the type of fire for which each one may be used.
Describe the precautions to be considered when applying fire extinguishants.
Identify the appropriate handheld fire extinguishers to be used in the flight crew
compartment, the passenger cabin and lavatories, and in the cargo compartments.
Describe the precautions to be taken when wind shear is suspected at take-off and
approach.
Source: ICAO Circular 186 ‘Wind Shear’
Describe the effects of wind shear and the actions required following entry into a
strong downdraft wind shear.
Source: ICAO Circular 186 ‘Wind Shear’
Describe the wind conditions which are worst for wake turbulence near the ground.
Source: ICAO Doc 9426 ‘Air Traffic Services Planning Manual’, Part II
Explain how flaps and slats may adversely affect fuel jettisoning.
Source: CS 25.1001 Fuel jettisoning system
Requirements
See subject 021 for details x
Explain that detailed provisions for the transport of dangerous goods by air are
contained in the Technical Instructions for the Safe Transport of Dangerous Goods by
Air.
Source:ICAO Doc 9284 ‘Technical Instructions For The Safe
Transport of Dangerous Goods by Air’; ICAO Annex 18, Chapter 2, 2.2.1
State that in the event of an in-flight emergency, the pilot-incommand must inform
the ATC of the transport of dangerous goods by air.
Source: ICAO Annex 18, Chapter 9, 9.5
Technical Instructions for the Safe Transport of Dangerous Goods by Air (ICAO Doc
9284)
Explain the principle of dangerous goods compatibility and segregation. x
Source: ICAO Doc 9284 ‘Technical Instructions For The Safe Transport of Dangerous
Goods by Air’
x
See new LO reference below x
Explain the requirements for dangerous goods incident and accident reports. x
Source: Point CAT.GEN.MPA.200 ‘Transport of dangerous goods’
State that some articles and substances, which would otherwise be classed as x
dangerous goods, can be exempted if they are part of the aircraft equipment, or
required for use during aeromedical flights.
Source: Point CAT.GEN.MPA.200 ‘Transport of dangerous goods’; ICAO Doc 9284
‘Technical Instructions For The Safe Transport of Dangerous Goods by Air’, 2.2
Exceptions for dangerous goods of the operator
Explain why some articles and substances may be forbidden for transport by air. x
Source: Point CAT.GEN.MPA.200 ‘Transport of dangerous goods’; ICAO Doc 9284
‘Technical Instructions For The Safe Transport of Dangerous Goods by Air’, 2.1
Dangerous goods forbidden for transport by air under any circumstance
Explain why packing must comply with the specifications of the Technical Instructions. x
Source: ICAO Doc 9284 ‘Technical Instructions For The Safe
Transport of Dangerous Goods by Air’, Introductory chapter, 2.4 (for packing
purposes, etc.)
Explain the need for an inspection prior to loading dangerous goods on an aircraft. x
Source: Point CAT.GEN.MPA.200 ‘Transport of dangerous goods’; AMC1
SPA.DG.110(b) ‘Dangerous goods information and documentation’
Explain why some dangerous goods are designated for carriage only on cargo aircraft. x
Source:ICAO Annex 18, 8.9 Loading on cargo aircraf; ICAO Doc 9284 ‘Technical
Instructions For The Safe Transport of Dangerous Goods by Air’, GENERAL
PRINCIPLES
Contaminated runways
Intentionally lef blank x
See subject 032 for details x
State that when estimated surface friction is 4 or 5, the expected braking action is
good.
Source: ICAO Annex 15, Appendix 2
State that it is the spin-up speed rather than the spin-down speed which represents
the actual tire situation for aircraft touchdown on flooded runways.
Source: NASA TM-85652 — Tire friction performance
Explain which hazards can be identified from the SNOWTAM/METAR and how to x
mitigate them.
Rotor downwash
Describe downwash
Describe the downwash.
Effects
Explain its effects: soil erosion, water dispersal and spray, recirculation, damage to
property, loose articles.
Operation influence by meteorological conditions (helicopter)
White-out/sand/dust
Give the definition of ‘white-out’.
Describe loss of spatial orientation.
Describe take-off and landing techniques.
Strong winds
Describe blade sailing.
Describe wind operating envelopes.
Describe vertical speed problems.
Mountain environment
Describe constraints associated with mountain environment.
EMERGENCY PROCEDURES (HELICOPTER)
Influence of technical problems
Engine failure
Describe recovery techniques in the event of engine failure during hover, climb, cruise,
approach.
Fire in the cabin, in the flight crew compartment and in the engine(s)
Describe the basic actions when encountering fire in the cabin, flight deck or
engine(s).
Tail-rotor directional control failure
Describe the basic actions following loss of tail rotor.
Describe the basic actions following loss of directional control.
Ground resonance
Describe recovery actions.
Blade stall
Describe cause of and recovery actions when encountering retreating blade stall.
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In subject 081, almost all of the "old" LOs have been split into multiple new ones. Although in most cases the resulting "new
29 Resolve the resultant force into the components ‘lift’ and ‘drag’.
30 Describe the direction of lift and drag.
31 Define the aerodynamic moment.
32 List the factors that affect the aerodynamic moment.
33 Describe the aerodynamic moment for a symmetrical aerofoil.
34 Describe the aerodynamic moment for a positively and negatively cambered aerofoil.
35 Define angle of attack
36 Shape of an aerofoil section
37 Describe the following parameters of an aerofoil section: leading edge;
trailing edge; (Renumbered within the paragraph)
chord line; (Renumbered within the paragraph)
thickness to chord ratio or relative thickness; (Renumbered within the paragraph)
location of maximum thickness; (Renumbered within the paragraph)
camber line; (Renumbered within the paragraph)
camber; (Renumbered within the paragraph)
nose radius; (Renumbered within the paragraph)
Describe a symmetrical and an asymmetrical aerofoil section; (Renumbered within the
paragraph)
38 trailing edge;
39 chord line;
40 thickness to chord ratio or relative thickness;
42 camber line;
43 camber;
44 nose radius;
45 Describe a symmetrical and an asymmetrical aerofoil section;
46 Wing shape
47 Describe the following parameters of a wing: span;
tip and root chord; (Renumbered within theparagraph)
taper ratio; (Renumbered within the paragraph)
wing area; (Renumbered within the paragraph)
wing planform; (Renumbered within the paragraph)
mean geometric chord; (Renumbered within the paragraph)
mean aerodynamic chord (MAC); (Renumbered within the paragraph)
aspect ratio; (Renumbered within the paragraph)
dihedral angle; (Renumbered within the paragraph)
sweep angle; (Renumbered within the paragraph)
wing twist; geometric; aerodynamic; (Renumbered within the paragraph)
angle of incidence. (Renumbered within the paragraph)
Remark: In certain textbooks angle of incidence is used as angle of attack, for Part-FCL
theoretical knowledge examination purposes this use is discontinued and the angle of incidence
is defined as the angle between the aeroplane longitudinal axis and the wing root chord line.
62 Describe converging and diverging streamlines and their effect on static pressure and velocity.
70 Describe where the minimum local static pressure is typically situated on an aerofoil.
87 Coefficients
88
89 Explain why coefficients are used in general.
90 The lif coefficient Cl
91 Describe the lift formula and perform simple calculations.
Describe the Cl – a graph (symmetrical and positively / negatively cambered aerofoils).
(Renumbered within the paragraph)
Describe the typical difference in C l – a graph for fast and slow aerofoil design. (Renumbered
within the paragraph)
Define the ClMAX and astall on the graph. (Renumbered within the paragraph)
92 Explain the association between lift and downwash. (Moved from 081.01.02.05.01 )
93
Describe the Cl – a graph (symmetrical and positively / negatively cambered aerofoils).
94 Describe the typical difference in C l – a graph for fast and slow aerofoil design.
95 Define the ClMAX and astall on the graph.
96
97 The drag coefficient Cd
98 Describe the drag formula and perform simple calculations.
Discuss the effect of the shape of a body on the drag coefficient.
(Renumbered within the paragraph)
Describe the Cl – Cd graph (aerofoil polar). (Moved to 081.01.04.03.13) (from 2D to 3D)
Indicate minimum drag on the graph. (Moved to 081.01.04.03.14)
Explain why the Cl – Cd ratio is important as a measure of performance. (Moved to
081.01.04.03.15)
State the normal values of Cl – Cd.
103 Explain the difference between the angle of attack and the attitude of an aeroplane.
104 Streamline pattern
105 Describe the general streamline pattern around the wing, tail section and fuselage.
Explain and describe the causes of spanwise flow over top and bottom surfaces.
(Renumbered within the paragraph)
Describe tip vortices and local a. (Renumbered within the paragraph)
Explain how tip vortices vary with angle of attack. (Renumbered within the paragraph)
Explain upwash and downwash due to tip vortices. (Merged into 081.01.02.01.03)
Describe spanwise lift distribution including the effect of wing planform. (Renumbered within
the paragraph)
Describe the causes, distribution and duration of the wake turbulence behind an aeroplane.
(Renumbered within the paragraph)
Describe the influence of flap deflection on the tip vortex. (Renumbered within the paragraph)
List the parameters that influence the wake turbulence. (Renumbered within the paragraph)
106 Explain and describe the causes of spanwise flow over top and bottom surfaces.
107 Describe tip vortices and local a.
108 Explain how tip vortices vary with angle of attack.
109 Describe spanwise lift distribution including the effect of wing planform.
110 Describe the causes, distribution and duration of the wake turbulence behind an aeroplane.
115 Describe the approximate formula for the induced drag coefficient.
116 Describe the relationship between induced drag and total drag in the cruise.
123 Explain the relationship between induced drag and: speed. aspect ratio.wing planform. bank
angle in a horizontal co-ordinated turn.
124 Explain the relationship between the induced drag coefficient and the angle of attack or lift
coefficient.
125 Explain the influence of induced drag on: C L – angle of attack graph, show effect on graph
when comparing high and low aspect ratio wings. C L – CD (aeroplane polar), show effect on
graph when comparing high and low aspect ratio wings. parabolic aeroplane polar in a graph
and as a formula (CD = CDp + kCL2).
149 Describe the effect of pressure altitude on: * drag – IAS graph; *drag – TAS graph.
150 Describe speed stability from the graph.
151 Describe non-stable, neutral and stable IAS regions.
152 Explain what happens to the IAS and drag in the non-stable region if speed suddenly
decreases.
153 Ground effect
154 Effect on CDi
155 Explain what happens to the tip vortices, downwash, airflow pattern, lift and drag in ground
effect.
156 Describe the influence of ground effect on CDi and induced angle of attack.
Explain the effects on entering and leaving ground effect. (Renumbered within the paragraph)
164 Describe the difference between: * high and low wing characteristics; * high and low tail
characteristics.
165 The relationship between the lif coefficient and speed in steady, straight and level flight
185 Describe their effect on: * location of centre of pressure; * pitching moments; * stall speed.
186 Compare their influence on the C L – a graph. Indicate their effect on C LMAX.
Indicate their effect on the stall or critical angle of attack.
187 Compare their influence on the CL – CD graph.Indicate how the (C L/CD)MAX differs from that of a
clean wing.
188 Explain the influence of trailing edge flap deflection on glide angle.
189 Describe flap asymmetry. Explain the effect on aeroplane controllability.
190 Describe trailing edge flap effect on take-off and landing. Explain the advantages of lower-nose
attitudes. Explain why take-off and landing speeds/distances are reduced.
191
192 Leading-edge devices and the reasons for their use in take-off and landing
193 Describe leading edge high lift devices. (Covered in 081.01.09.02.01)
Identify the different types of leading edge high lift devices given a relevant diagram: * Krueger
flaps; * variable camber flaps; * slats.
State their effect on wing geometry. (Covered in 081.01.09.02.01)
Describe the function of the slot. (Renumbered within the paragraph)
Describe how the wing’s effective camber increases. (Renumbered within the paragraph)
Describe how the effective chord line differs from the normal chord line. (Covered in
081.01.09.02.04)
State their effect on the stall speed, also in comparison with trailing edge flaps. (Renumbered
within the paragraph)
Compare their influence on the C L – a graph, compared with trailing edge flaps and a clean
wing. Indicate the effect of leading edge devices on C LMAX. Explain how the CL curve differs from
that of a clean wing. Indicate the effect of leading edge devices on the stall or critical angle of
attack. (Renumbered within the paragraph)
Compare their influence on the C L – CD graph. (Renumbered within the paragraph)
Describe slat asymmetry. Describe the effect on aeroplane controllability. (Renumbered within
the paragraph)
Explain the reasons for using leading edge high lift devices on take-off and landing.
Explain the disadvantage of increased nose up attitudes. Explain why take-off and landing
speeds/distances are reduced. (Renumbered within the paragraph)
197 Compare their influence on the C L – a graph, compared with trailing edge flaps and a clean
wing. Indicate the effect of leading edge devices on C LMAX. Explain how the CL curve differs from
that of a clean wing. Indicate the effect of leading edge devices on the stall or critical angle of
attack.
208 Describe the effect of spoilers on the C L – a graph and stall speed.
209 Describe the influence of spoilers on the C L – CD graph and lift/drag ratio.
210 Speed brakes and the reasons for use in the different phases of flight
211 Describe speed brakes and the reasons for use in the different phases of flight.
State their influence on the CL – CD graph and lift/drag ratio. (Renumbered within the
paragraph)
Explain how speed brakes increase parasite drag. (Renumbered within the subject)
Describe how speed brakes affect the minimum drag speed. (Renumbered within the
paragraph)
Describe their effect on rate and angle of descent. (Renumbered within the paragraph)
223 Explain the aerodynamic effects of ice and other contaminants on: * lift (maximum lift
coefficient); * drag; * stall speed; * stalling angle of attack; * stability and controllability.
224 Explain the aerodynamic effects of icing on the various phases during take-off.
225 Deformation and modification of airframe, ageing aeroplanes
226 Describe the effect of airframe deformation and modification of an ageing aeroplane on
aeroplane performance.
Explain the effect on boundary layer condition of an ageing aeroplane. (Renumbered within
the paragraph)
238 explain relationship of Mach number, TAS and IAS during climb and descent at constant Mach
number and IAS and explain variation of lift coefficient, angle of attack, pitch and flight path
angle.
239 explain that VMO can be exceeded during a descent at constant Mach number and that MMO
can be exceeded during a climb at constant IAS.
240 Compressibility
241 State that compressibility means that density can change along a streamline.
Describe how the streamline pattern changes due to compressibility.
(Renumbered within the paragraph)
State that Mach number is a measure of compressibility.
(Renumbered within the paragraph)
254 Describe a normal shock wave with respect to orientation relative to the wing surface.
255 Explain the influence of increasing Mach number on a normal shock wave, at positive lift, with
respect to: * strength; * length; * position relative to the wing; * second shock wave at the
lower surface.
256 Explain the influence of angle of attack on shock wave intensity at constant Mach number.
267 Describe the consequences of exceeding Mcrit with respect to: * gradient of the CL – a graph; *
CLMAX (stall speed).
273 Describe the behaviour of drag coefficient CD versus Mach number at constant angle of attack.
290 Describe the influence of the angle of sweep at subsonic speed on: * CLMAX; * efficiency of high
lift devices; * pitch-up stall behaviour.
291 Discuss effect of wing sweep on drag.
292 Aerofoil shape
293 Explain use of thin aerofoils with reduced camber.
Explain the main purpose of supercritical aerofoils. (Renumbered within the paragraph)
Identify the shape characteristics of a supercritical aerofoil shape. (Renumbered within the
paragraph)
Explain the advantages and disadvantages of supercritical aerofoils for wing design.
(Renumbered within the paragraph)
310 List the factors that slow down the airflow over the aft part of an aerofoil, as the angle of
attack is increased.
311 Define the separation point and describe its location as a function of angle of attack.
312 Define the critical of stall angle of attack.
313 Describe the influence of increasing the angle of attack on: * the forward stagnation point; *
the pressure distribution; * location of the centre of pressure (straight and swept back wing); *
CL and L. CD and D; * the pitching moment (straight and swept back wing); * the downwash at
the horizon stabiliser.
314 Explain what causes the possible natural buffet on the controls in a pre-stall condition.
325 Describe and explain the influence of the load factor (n) on the stall speed.
326 Explain the expression: accelerated stall. Note: Sometimes accelerated stall is also erroneously
referred to as high speed stall. This latter expression will not be used for the subject 081.
327 Calculate the change of stall speed as a function of the load factor.
328 Calculate the increase of stall speed in a horizontal co-ordinated turn as a function of bank
angle.
329 Calculate the change of stall speed as a function of the gross mass.
330 The initial stall in spanwise direction
331 Moved from 081.01.08.03.01:
Explain the initial stall sequence on the following platforms: * elliptical; * rectangular; *
moderate and high taper; * sweepback or delta.
Explain the influence of geometric twist (wash out) and aerodynamic twist. (Renumbered
within the paragraph)
Explain the influence of deflected ailerons. (Renumbered within the paragraph)
Explain the influence of fences, vortilons, saw teeth, vortex generators. (Renumbered within
the paragraph)
332 Explain the influence of geometric twist (wash out) and aerodynamic twist.
333 Explain the influence of deflected ailerons.
334 Explain the influence of fences, vortilons, saw teeth, vortex generators
337 Explain when aerodynamic and artificial stall warnings are used.
338 Explain why CS-23 and CS-25 require a margin to stall speed.
339 Describe: * buffet; * stall strip; * flapper switch (leading edge stall warning vane); * angle of
attack vane; * angle of attack probe; * stick shaker.
340 Describe the recovery after: * stall warning; * stall; * stick pusher actuation.
341 Special phenomena of stall
342 Moved from 081.01.08.05.01:
Describe the basic stall requirements for transport category aeroplanes.
Explain the difference between the power-off and power-on stalls and recovery. (Renumbered
within the paragraph)
Describe the stall and recovery in a climbing and descending turn. (Renumbered within the
paragraph)
Describe the effect on stall and recovery characteristics of: * wing sweep (consider both
forward and backward sweep); * T-tailed aeroplane; * canards.
Describe super-stall or deep-stall. (Renumbered within the paragraph)
Describe the philosophy behind the stick pusher system. (Renumbered within the paragraph)
Explain the effect of ice, frost or snow on the stagnation point.
Explain the absence of stall warning. (Renumbered within the paragraph)
Explain the abnormal behaviour of the stall.
Describe and explain cause and effects of the stabiliser stall (negative tail stall). (Renumbered
within the paragraph)
Describe when to expect in-flight icing. (Renumbered within the paragraph)
Explain how the effect is changed when retracting/extending lift augmentation devices.
Describe how to recover from a stall after a configuration change caused by in-flight icing.
Explain the effect of a contaminated wing. (Renumbered within the paragraph)
Explain what “on-ground” icing is. (Renumbered within the paragraph)
Describe the aerodynamic effects of de/anti-ice fluid after the holdover time has been
reached. (Renumbered within the paragraph)
Describe the aerodynamic effects of heavy tropical rain on stall speed and drag. (Renumbered
within the paragraph)
Explain how to avoid spins. (Moved to 081.03.01.06.01)
List the factors that cause a spin to develop. (Moved to 081.03.01.06.02)
Describe spin development, recognition and recovery. (Moved to 081.03.01.06.03)
Describe the differences in recovery techniques for aeroplanes that have different mass
distributions between the wing and the fuselage. (Moved to 081.03.01.06.04)
343 Explain the difference between the power-off and power-on stalls and recovery.
344 Describe the stall and recovery in a climbing and descending turn.
345 Describe the effect on stall and recovery characteristics of: * wing sweep (consider both
forward and backward sweep); * T-tailed aeroplane; * canards.
346 Describe super-stall or deep-stall.
347 Describe the philosophy behind the stick pusher system.
348 Explain the absence of stall warning.
349 Describe and explain cause and effects of the stabiliser stall (negative tail stall).
352 Describe how to recover from a stall after a configuration change caused by in-flight icing.
355 Describe the aerodynamic effects of de/anti-ice fluid after the holdover time has been
reached.
356 Describe the aerodynamic effects of heavy tropical rain on stall speed and drag.
357
358 Explain how to avoid spins.
359 List the factors that cause a spin to develop.
360 Describe spin development, recognition and recovery.
361 Describe the differences in recovery techniques for aeroplanes that have different mass
distributions between the wing and the fuselage.
362
363
364 Explain shock induced separation, shock stall and describe its relationship with Mach buffet.
(Moved from 081 02 03 02 (01)
Define shock stall. (Renumbered within the paragraph)
Remark: For theoretical knowledge examination purposes, the following description is used for
shock stall: Shock stall occurs when the lift coefficient, as a function of Mach number, reaches
its maximum value (for a given angle of attack).
368 Explain how the buffet onset boundary chart can be used to determine manoeuvre capability.
369 Describe the effect of exceeding the speed for buffet onset.
370 Explain aerodynamic ceiling and “coffin corner”.
371 Explain the concept of the “1.3g” altitude.
372 Find (using an example graph): * buffet free range; * aerodynamic ceiling at a given mass; *
load factor and bank angle at which buffet occurs at a given mass, Mach number and pressure
altitude.
373
374
375
376
377
378
379
380
381
382
383
384
385 STABILITY
386 Static and dynamic stability
387 Basics and definitions
388 Define static stability. Identify a statically stable, neutral and unstable condition (positive,
neutral and negative static stability).
Explain manoeuvrability. (Renumbered within the paragraph)
Explain why static stability is the opposite of manoeuvrability. (Renumbered within the
paragraph)
Define dynamic stability. Identify a dynamically stable, neutral and unstable motion (positive,
neutral and negative dynamic stability). Identify periodic and aperiodic motion.
(Renumbered within the paragraph)
Explain what combinations of static and dynamic stability will return an aeroplane to the
equilibrium state after a disturbance. (Renumbered within the paragraph)
392 Explain what combinations of static and dynamic stability will return an aeroplane to the
equilibrium state after a disturbance.
393 Precondition for static stability
394 Explain an equilibrium of forces and moments as the condition for the concept of static
stability.
395 Sum of forces
396 Identify the forces considered in the equilibrium of forces.
397 Sum of moments
398 Identify the moments about all three axes considered in the equilibrium of moments.
Discuss effect of sum of moments not being zero. (Renumbered within the paragraph)
404 Explain the influence of the location of the wing centre of pressure relative to the centre of
gravity on the magnitude and direction of the balancing force on stabiliser and canard.
405 Explain the influence of the indicated airspeed on the magnitude and direction of the
balancing force on stabiliser and canard.
406 Explain the use of the elevator deflection or stabiliser angle for the generation of the balancing
force.
407 Explain the elevator deflection required to balance thrust changes.
412 Explain why the location of the neutral point is only dependent on the aerodynamic design of
the aeroplane.
413 Factors affecting neutral point
414 Indicate the location of the neutral point relative to the locations of the aerodynamic centre of
the wing and tail/canard.
Explain the influence of the downwash variations with angle of attack variation on the location
of the neutral point.
Explain the contribution of engine nacelles.
417 Explain the CG forward and aft limits with respect to: * longitudinal control forces; * elevator
effectiveness; * stability.
418 Define static margin.
419 The Cm – a graph
420 Define the aerodynamic pitching moment coefficient (C m).
Describe the Cm – a graph with respect to: * positive and negative sign; * linear relationship; *
angle of attack for equilibrium state; * relationship between the slope of the graph and static
stability.
434 Explain why: the stick force per g has a prescribed minimum and maximum value; the stick
force per g decreases with pressure altitude at the same indicated airspeed.
442 Explain why short period motion is more important for flying qualities than the phugoid.
449 Explain the effects of static directional stability being too weak or too strong.
450 Sideslip angle ß
451 Define sideslip angle.
Identify b as the symbol used for the sideslip angle. (Renumbered within the paragraph)
455 Define the relationship between Cn and b for an aeroplane with static directional stability.
456 Cn – ß graph
457 Explain why:
- Cn depends on the angle of sideslip;
- Cn equals zero for that angle of sideslip that provides static equilibrium about the aeroplane's
normal axis;
- if no asymmetric engine thrust, flight control or loading condition prevails, the equilibrium
angle of sideslip equals zero.
Identify how the slope of the Cn – b graph is a measure for static directional stability.
(Renumbered within the paragraph)
458 Identify how the slope of the Cn – b graph is a measure for static directional stability.
459
460 Factors affecting static directional stability
461 Describe how the following aeroplane components contribute to static directional stability:
- wing;
- fin;
- dorsal fin;
- ventral fin
- angle of sweep of the wing;
- angle of sweep of the fin;
- fuselage at high angles of attack;
- strakes.
Explain why both the fuselage and the fin contribution reduce static directional stability when
the CG moves aft. (Renumbered within the paragraph)
462 Explain why both the fuselage and the fin contribution reduce static directional stability when
the CG moves aft.
463 Static lateral stability
464
465 Define static lateral stability.
Explain the effects of static lateral stability being too weak or too strong. (Renumbered within
the paragraph)
466 Explain the effects of static lateral stability being too weak or too strong.
467 Bank angle Ø
468 Define bank angle Ø.
469 The roll-moment coefficient Cl
470 Define the roll moment coefficient Cl.
471 Contribution of sideslip angle (β)
472 Explain how without co-ordination, the bank angle creates sideslip angle.
473 The Cl-β graph
474 The Cl–β graph.
Identify the slope of the Cl–β graph as a measure for static lateral stability. (Renumbered
within the subject)
475 Identify the slope of the Cl–β graph as a measure for static lateral stability.
476
477 Factors affecting static lateral stability
478 Explain the contribution to the static lateral stability of:
- dihedral, anhedral;
- high wing, low wing;
- sweep angle of the wing;
- ventral fin;
- vertical tail.
Define dihedral effect.
483 Explain how high static directional stability and a low static lateral stability may cause spiral
divergence (unstable spiral dive) and under which conditions the spiral dive mode is neutral or
stable.
484 Describe an unstable spiral dive mode with respect to deviations in speed, bank angle, nose
low pitch attitude and decreasing altitude.
485 Dutch roll
486 Describe Dutch roll.
Explain: why Dutch roll occurs when the static lateral stability is large compared with static
directional stability; the condition for a stable, neutral or unstable Dutch roll motion; the
function of the yaw damper; actions to be taken in case of non-availability of the yaw damper.
(Renumbered within the paragraph)
487 Explain: why Dutch roll occurs when the static lateral stability is large compared with static
directional stability; the condition for a stable, neutral or unstable Dutch roll motion; the
function of the yaw damper; actions to be taken in case of non-availability of the yaw damper.
491 CONTROL
492 General
493 Basics — The three planes and three axes
494 Define: lateral axis; longitudinal axis; normal axis.
Define:pitch angle; bank angle; yaw angle. (Renumbered within the paragraph)
Describe the motion about the three axes. (Renumbered within the paragraph)
Name and describe the devices that control these motions. (Renumbered within the
paragraph)
523 Describe the adverse effects of ailerons. (refer to 081 05 04 04 and 081 06 01 02)
524 Explain in this context the use of inboard and outboard ailerons.
525 Explain outboard aileron lockout and conditions under which this feature is used.
526 Describe the use of aileron deflection in normal flight, flight with sideslip, cross wind landings,
horizontal turns, flight with one engine out.
527 Define roll rate.
528 List the factors that affect roll rate.
529 Flaperons, aileron droop.
530 Intentionally lef blank
531 Spoilers
532 Explain how spoilers can be used to control the rolling movement in combination with or
instead of the ailerons.
533 Adverse yaw
534 Explain how the use of ailerons induces adverse yaw.
535 Means to avoid adverse yaw
536 Explain how the following reduce adverse yaw: Frise ailerons; - differential aileron deflection;
rudder aileron cross-coupling; roll spoilers.
537 Roll/yaw interaction
538 Explain roll/yaw interaction
539 Explain the secondary effect of roll.
Explain the secondary effect of yaw. (Renumbered within the paragraph)
540 Explain the secondary effect of yaw.
541 Means to reduce control forces
542 Aerodynamic balance
543 Describe the purpose of aerodynamic balance.
Describe the working principle of the nose and horn balance. (Renumbered within the
paragraph)
Describe the working principle of internal balance. (Renumbered within the paragraph)
Describe the working principle and the application of: balance tab; anti-balance tab; spring tab;
servo tab. (Renumbered within the paragraph)
544 Describe the working principle of the nose and horn balance.
545 Describe the working principle of internal balance.
546 Describe the working principle and the application of: balance tab; anti-balance tab; spring tab;
servo tab.
547 Artificial means
548 Describe fully powered controls.
Describe power assisted controls. (Renumbered within the paragraph)
Explain why artificial feel is required. (Renumbered within the paragraph)
Explain the inputs to an artificial feel system.
553 Trimming
554 Reasons to trim
555 State the reasons for trimming devices.
Explain the difference between a trim tab and the various balance tabs. (Renumbered within
the paragraph)
556 Explain the difference between a trim tab and the various balance tabs.
557 Trim tabs
558 Describe the working principle of a trim tab including cockpit indications.
559 Stabiliser trim
560 Explain the advantages and disadvantages of a stabiliser trim compared with a trim tab.
(Renumbered within the paragraph)
Explain elevator deflection when the aeroplane is trimmed in the case of fully powered and
power assisted pitch controls.
Explain the factors influencing stabiliser setting. (Renumbered within the paragraph)
Explain the influence of take-off stabiliser trim setting on rotation characteristics and stick force
during take-off rotation at extremes of CG position. (Renumbered within the paragraph)
Discuss the effects of jammed and runaway stabiliser. (Renumbered within the paragraph)
Explain the landing considerations with a jammed stabiliser. (Renumbered within the
paragraph)
561 Explain the advantages and disadvantages of a stabiliser trim compared with a trim tab.
563 Explain the influence of take-off stabiliser trim setting on rotation characteristics and stick force
during take-off rotation at extremes of CG position.
564 Discuss the effects of jammed and runaway stabiliser.
565 Explain the landing considerations with a jammed stabiliser.
566 LIMITATIONS
567 Operating limitations
568 Flutter
569 Describe the phenomenon of flutter and list the factors:
- elasticity;
- backlash;
- aero-elastic coupling;
- mass distribution;
- structural properties;
- IAS.
List the flutter modes of an aeroplane:
- wing;
- tailplane;
- fin;
- control surfaces including tabs.
Describe the use of mass balance to alleviate the flutter problem by adjusting the mass
distribution: wing mounted pylons; control surface mass balance. (Renumbered within the
paragraph)
List the possible actions in the case of flutter in flight. (Renumbered within the paragraph)
570 Describe the use of mass balance to alleviate the flutter problem by adjusting the mass
distribution: wing mounted pylons; control surface mass balance.
571 List the possible actions in the case of flutter in flight.
576 Explain why there is a difference between V LO and VLE in the case of some aeroplane types.
588 Define limit and ultimate load factor and explain what can happen if these values are
exceeded.
589 Define VA, VC, VD.
590 Identify the varying features on the diagram: load factor ‘n’; speed scale, equivalent airspeed,
EAS. CLMAX boundary; accelerated stall speed refer to 081 01 08 02.
607 PROPELLERS
608 Conversion of engine torque to thrust
609
610 Explain resolution of aerodynamic force on a propeller blade element into lift and drag or into
thrust and torque.
Describe propeller thrust and torque and their variation with IAS. (Renumbered within the
paragraph)
611 Describe propeller thrust and torque and their variation with IAS.
612 Relevant propeller parameters
613 Describe the geometry of a typical propeller blade element at the reference section:
- blade chord line;
- propeller rotational velocity vector;
- true airspeed vector;
- blade angle of attack;
- pitch or blade angle;
- advance or helix angle;
- define geometric pitch, effective pitch and propeller slip.
Remark: For theoretical knowledge examination purposes, the following definition is used for
geometric pitch: the theoretical distance a propeller would advance in one revolution at zero
blade angle of attack.
Define fine and coarse pitch. (Renumbered within the paragraph)
620 Discuss advantages and disadvantages of fixed pitch and constant speed propellers.
627 Explain the relationship between propeller efficiency and speed (TAS).
634 Feathering
635 Explain the reasons for feathering and the effect on performance and controllability.
Influence on yaw moment during asymmetric power. (Covered by LO 081.07.02.01.01)
645 Describe the advantages and disadvantages of increasing the number of blades.
646 Propeller noise
647 Explain how propeller noise can be minimised.
648 Secondary effects of propellers
649 Torque reaction
650 Describe the effects of engine/propeller torque.
Describe the following methods for counteracting engine/propeller torque: counter-rotating
propellers; contra-rotating propellers. (Renumbered within the paragraph)
651 Describe the following methods for counteracting engine/propeller torque: counter-rotating
propellers; contra-rotating propellers.
652 Gyroscopic precession
653 Describe what causes gyroscopic precession.
Describe the effect on the aeroplane due to the gyroscopic effect. (Renumbered within the
paragraph)
654 Describe the effect on the aeroplane due to the gyroscopic effect.
655 Asymmetric slipstream effect
656 Describe the possible asymmetric effects of the rotating propeller slipstream.
657 Asymmetric blade effect
658 Explain the asymmetric blade effect (also called P-factor).
Explain influence of direction of rotation on critical engine on twin engine aeroplanes.
(Renumbered within the paragraph)
659 Explain influence of direction of rotation on critical engine on twin engine aeroplanes.
660
661
662
663
668 List the four forces and state where they act.
669 Explain how the four forces are balanced. Describe the function of the tailplane.
670 Straight, steady climb
671 Define γ flight path angle.
Describe the relationship between pitch attitude, flight path angle and angle of attack for the
zero wind, zero bank and sideslip conditions. (Renumbered within the paragraph)
Describe the forces acting on an aeroplane in a straight steady climb. (Renumbered within the
paragraph)
Name the forces parallel and perpendicular to the direction of flight. Apply the formula relating
to the parallel forces (T = D + W sin γ). Apply the formula relating to the perpendicular forces
(L = W cos γ). (Renumbered within the paragraph)
Explain why thrust is greater than drag. (Renumbered within the paragraph)
Explain why lift is less than weight. (Renumbered within the paragraph)
Explain the formula (for small angles) giving the relationship between flight path angle, thrust,
weight and lift/drag ratio and use this formula for simple calculations. (Renumbered within the
paragraph)
Explain how IAS, angle of attack and flight path angle change in a climb performed with
constant pitch attitude and normal thrust decay with altitude. (Renumbered within the
paragraph)
672 Describe the relationship between pitch attitude, flight path angle and angle of attack for the
zero wind, zero bank and sideslip conditions.
673 Describe the forces acting on an aeroplane in a straight steady climb.
674 Name the forces parallel and perpendicular to the direction of flight. Apply the formula relating
to the parallel forces (T = D + W sin γ). Apply the formula relating to the perpendicular forces
(L = W cos γ).
681 Name the forces parallel and perpendicular to the direction of flight. Apply the formula parallel
to the direction of flight (T = D - W sin γ). Apply the formula relating to the perpendicular forces
(L = W cos γ).
686 Name the forces parallel and perpendicular to the direction of flight. Apply the formula for
forces parallel to the direction of flight (D = W sin γ). Apply the formula for forces
perpendicular to the direction of flight (L = W cos γ).
687 Describe the relationship between the glide angle and the lift/drag ratio.
688 Describe the relationship between angle of attack and the best lift/drag ratio.
689 Explain the effect of wind component on glide angle, duration and distance.
690 Explain the effect of mass change on glide angle, duration and distance.
691 Explain the effect of configuration change on glide angle, duration and distance.
692 Describe the relation between TAS and sink rate including minimum glide angle and minimum
sink rate.
693
694
697 Resolve the forces acting horizontally and vertically during a co-ordinated turn (tan φ = V 2 / gR).
698 Describe the difference between a co-ordinated and an unco-ordinated turn and explain how
to correct an unco-ordinated turn using turn and slip indicator.
699 Explain why the angle of bank is independent of mass and only depends on TAS and radius of
turn.
700 Resolve the forces to show that for a given angle of bank the radius of turn is determined
solely by airspeed (tan φ = V2 / gR).
701 Calculate the turn radius, load factor and the time for a complete turn for relevant parameters
given for a steady turn.
702 Discuss effects of bank angle on: load factor; angle of attack; thrust; drag.
703 Define angular velocity.
704 Define rate of turn and rate-one turn.
705 Explain the influence of TAS on rate of turn at a given bank angle.
706
707
708
713 Explain effect of steady asymmetric flight on a conventional (ball) slip indicator.
744 Explain why VMCA, VMCL and VMCG reduce with an increase in altitude and temperature.
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me syllabus paragraph, this is not always the case. Cross-references are always given in columns C and D.
Renumbered
Deleted
New
PRINCIPLES OF FLIGHT — AEROPLANES
SUBSONIC AERODYNAMICS
Basics, laws and definitions
Laws and definitions
List the international system of units of measurement (SI) for mass, acceleration, weight,
velocity, energy, density, temperature, pressure, force, wing loading, and power.
Apply Bernoulli’s equation to flow through a venturi stream tube for incompressible flow. x
Explain the equation of continuity and its application to the flow through a stream tube. x
Resolve the resultant force into the components ‘lift’ and ‘drag’. x
Describe the direction of lift and drag. x
Define the ‘aerodynamic moment’. x
List the factors that affect the aerodynamic moment. x
Describe the aerodynamic moment for a symmetrical aerofoil. x
Describe the aerodynamic moment for a positively and negatively cambered aerofoil. x
Define ‘angle of attack’ (α). x
Shape of an aerofoil section
Describe the following parameter of an aerofoil section: leading edge.
Describe converging and diverging streamlines, and their effect on static pressure and velocity. x
Explain the significant points: point where the curve crosses the horizontal axis (zero lift); point x
where the curve crosses the vertical axis (α= 0); point where the curve reaches its maximum
(CLMAX).
Coefficients
General use of coefficients x
Explain why coefficients are used in general. x
The lif coefficient (CL) x
Explain the lift formula, the factors that affect lift, and perform simple calculations. x
Describe the typical difference in the CL-α graph for fast and slow aerofoil design. x
Define ‘CLMAX’ (maximum lift coefficient) and ‘αCRIT’ (stalling α) on the graph. x
Describe CL and explain the variables that affect it in low subsonic flight. x
Drag x
Describe the two-dimensional drag formula. x
Discuss the effect of the shape of a body, cross-sectional area, and surface roughness on the x
drag coefficient.
Three-dimensional airflow around an aeroplane
Angle of attack (α) x
Define ‘angle of attack’ (α). x
Remark: For theoretical knowledge examination purposes, the angle-of-attack definition
requires a reference line. This reference line for 3D has been chosen to be the longitudinal axis
and for 2D the chord line.
Explain and describe the causes of spanwise flow over top and bottom surfaces. x
Describe wing tip vortices and their contribution to downwash behind the wing. x
Explain why wing tip vortices vary with α. x
Describe spanwise lift distribution including the effect of wing planform. x
Describe the causes, distribution and duration of the wake turbulence behind an aeroplane. x
Describe the approximate formula for the induced drag coefficient (including variables but x
excluding constants).
Describe the relationship between induced drag and total drag in straight and level flight with x
variable speed.
Describe the effect of mass on induced drag at a given IAS. x
Describe the means to reduce induced drag: aspect ratio; winglets; tip tanks; wing twist; x
camber change.
Describe the influence of lift distribution on induced drag. x
Describe the influence of downwash on the effective airflow. x
Explain induced and effective local α. x
Explain the influence of the induced α on the direction of the lift vector. x
Explain the relationship between induced drag and: speed; aspect ratio; wing planform; bank x
angle in a horizontal coordinated turn.
Explain the induced drag coefficient and its relationship with the lift coefficient and aspect x
ratio.
Explain the influence of induced drag on: the CL-α graph, and show the effect on the graph x
when comparing high- and low-aspect ratio wings; the CL-CD (aeroplane polar), and show the
effect on the graph when comparing high- and low-aspect ratio wings; the parabolic aeroplane
polar in a graph and as a formula [C D = CPD + kCL2], where CD = coefficient of drag and CPD =
coefficient of parasite drag.
Total drag
Total drag in relation to parasite drag and induced drag x
State that total drag consists of parasite drag and induced drag. x
Parasite drag x
Describe the types of drag that are included in parasite drag. x
Describe form (pressure) drag and the factors which affect its magnitude. x
Describe interference drag and the factors which affect its magnitude. x
Describe friction drag and the factors which affect its magnitude. x
Parasite drag and speed x
Describe the relationship between parasite drag and speed. x
Induced drag and speed (Refer to 081 01 04 03) x
x
x
Total drag
Explain the total drag-speed graph and the constituent drag components.
Describe the effect of pressure altitude on: drag-IAS graph; drag-TAS graph. x
Describe speed stability from the graph. x
Describe non-stable, neutral, and stable IAS regions. x
Explain what happens to the IAS and drag in the non-stable region if speed suddenly decreases x
and why this could occur.
Ground effect
Influence of ground effect
Explain the influence of ground effect on wing tip vortices, downwash, airflow pattern, lift, and x
drag.
Describe the influence of ground effect on induced α and the coefficient of induced drag (C Di). x
Describe the difference in take-off and landing characteristics of high- and low-wing x
aeroplanes.
The relationship between lif coefficient and speed in steady, straight, and level flight
Represented by an equation
Explain the effect on CL during speed increase/decrease in steady, straight, and level flight, and
perform simple calculations.
Represented by a graph
Explain, by using a graph, the effect on speed of C L changes at a given weight.
Intentionally lef blank x
Intentionally lef blank x
see new LO reference below x
x
see new LO reference x
x
see new LO reference below x
x
see new LO reference below x
x
see new LO reference below x
CLMAX augmentation
Trailing-edge flaps and the reasons for their use in take-off and landing
From the given relevant diagrams, describe or identify the following types of trailing-edge
flaps: split flaps; plain flaps; slotted flaps; Fowler flaps.
Describe how the wing’s effective camber increases the CL and CD, and the reasons why this x
can be beneficial.
Describe their effect on: the location of CP; pitching moments (due to wing CP movement); x
stall speed.
Compare their influence on the C L-α graph: indicate the variation in CL at any given α; indicate x
their effect on CLMAX; indicate their effect on critical α; indicate their effect on the α at a given
C L.
Compare their influence on the C L-CD graph: indicate how the (CL/CD)MAX differs from that of a x
clean wing.
Explain the influence of trailing-edge flap deflection on the glide angle. x
Describe flap asymmetry: explain the effect on aeroplane controllability. x
Describe trailing-edge flap effect on take-off and landing: explain the advantages of lower-nose x
attitudes; explain why take-off and landing speeds/distances are reduced.
Explain the effects of flap-setting errors, such as mis-selection and premature/late extension or x
retraction of flaps, on: take-off and landing distance and speeds; climb and descent
performance; stall buffet margins.
Leading-edge devices and the reasons for their use in take-off and landing
From the given relevant diagrams, describe or identify the different types of leading-edge high-
lift devices: Krueger flaps; variable camber flaps; slats.
Vortex generators
Explain the purpose of vortex generators.
Describe the effect of spoilers on the C L-α graph and stall speed. x
Describe the influence of spoilers on the C L-CD graph and lift-drag ratio. x
Speed brakes and the reasons for their use in the different phases of flight
Describe speed brakes and the reasons for using them in the different phases of flight.
Explain the aerodynamic effects of ice and other contaminants on: lift (maximum CL); drag; x
stall speed; αCRIT; stability and controllability.
Explain the relationship between Mach number, TAS and IAS during climb and descent at x
constant Mach number or IAS, and explain variation of lift coefficient, α, pitch and flight-path
angle.
Explain: risk of exceeding the maximum operation speed (VMO) when descending at constant x
Mach number; risk of exceeding the maximum operating Mach number (MMO) when climbing
at constant IAS; risk of a low-speed stall at high altitude when climbing at a too low Mach
number.
Compressibility
State that compressibility means that density can change along a streamline, and that this
occurs in the high subsonic (from Mach 0.4), transonic, and supersonic flow.
State that compressibility negatively affects the pressure gradient, leading to an overall x
reduction of the CL.
Shock waves
Definition of shock wave x
Define a ‘shock wave’. x
Normal shock waves x
Describe a normal shock wave with respect to changes in: static temperature; static and total x
pressure; velocity; local speed of sound; Mach number; density.
Describe a normal shock wave with respect to orientation relative to the wing surface. x
Explain the influence of increasing Mach number on a normal shock wave, at positive lift, with x
respect to: strength; position relative to the wing; second shock wave at the lower surface.
Explain the influence of α on shock-wave intensity and shock-wave location at constant Mach x
number.
x
x
x
x
Explain how a change in α, aeroplane weight, manoeuvres, and centre-of-gravity (CG) position x
influences MCRIT.
Effect on lif
Describe the behaviour of CL versus Mach number at constant α.
State the requirement for a Mach trim system to compensate for the effect of the CP x
movement and ‘tuck under’ effect.
Discuss the aerodynamic functioning of the Mach trim system. x
Discuss the corrective measures if the Mach trim fails. x
Effect on control effectiveness
Discuss the effects on the effectiveness of control surfaces.
Intentionally lef blank x
See new paragraph reference below x
Describe the influence of the angle of sweepback at subsonic speed on: CLMAX; efficiency of and x
requirement for high-lift devices; pitch-up stall behaviour.
Discuss the effect of wing sweepback on drag. x
Aerofoil shape
Explain the use of thin aerofoils with reduced camber.
Describe the properties, advantages and disadvantages of the turbulent boundary layer. x
Explain what causes the possible natural buffet on the aeroplane in a pre-stall condition. x
Describe and explain the influence of the ‘load factor n’ on stall speed. x
Explain the expression ‘accelerated stall’. x
Remark: Sometimes, accelerated stall is also erroneously referred to as high-speed stall. This
latter expression will not be used for Subject 081.
Describe: buffet; stall strip; flapper switch (leading-edge stall-warning vane); angle-of-attack x
vane; angle-of-attack probe; stick shaker.
Describe the recovery after: stall warning; stall; stick-pusher actuation. x
Special phenomena of stall x
Intentionally left blank x
Explain the difference between power-off and power-on stalls and recovery. x
Describe the stall and recovery in a climbing and descending turn. x
Describe the pitch-up effect on a swept wing aeroplane and also an aeroplane with a T-tail. x
Describe how to recover from a stall after a configuration change caused by in-flight icing. x
Explain de-icing/anti-icing holdover time and the likely hazards after it has expired. x
Describe the aerodynamic effects of heavy tropical rain on stall speed and drag, and the x
appropriate mitigation in such conditions.
The spin x
Explain how to avoid spins. x
List the factors that cause a spin to develop. x
Describe an ‘incipient’ and ‘developed’ spin, recognition and recovery. x
Describe the differences in spin attitude with forward and aft CG. x
Buffet onset x
Explain the concept of buffet margin, and describe the influence of the following parameters x
on the concept of buffet margin: α; Mach number; pressure altitude; mass; load factor; angle
of bank; CG location.
Explain how the buffet onset boundary chart can be used to determine: manoeuvrability; x
buffet margin.
Describe the consequences of exceeding MMO: light buffet, buffet onset. x
Explain ‘aerodynamic ceiling’ and ‘coffin corner’. x
Explain the concept of the ‘1.3g’ buffet margin altitude. x
Find (using an example graph): buffet free range; aerodynamic ceiling at a given mass; load x
factor and bank angle at which buffet occurs at a given mass, Mach number, and pressure
altitude.
Explain why buffet or stall could occur in the following environmental conditions at low x
altitude, and how to mitigate them: thunderstorms; wind shear and microburst; turbulence;
wake turbulence; icing conditions.
Explain why buffet or stall could occur in the following environmental conditions at high x
altitude, and how to mitigate them: thunderstorms in the intertropical convergence zone
(ITCZ); jet streams; clear-air turbulence.
Explain why buffet or stall could occur in the following situations, and how to mitigate them: x
inappropriate autopilot climb mode; loss of, or unreliable, airspeed indication.
Explain that ‘stall warning’ means a natural or synthetic indication provided when approaching x
the stall that may include one or more of the following indications: aerodynamic buffeting;
reduced roll stability and aileron effectiveness; visual or aural clues and warnings; reduced
elevator (pitch) authority; inability to maintain altitude or arrest a rate of descent; stick-shaker
activation.
STABILITY
Static and dynamic stability
Basics and definitions
Define ‘static stability’: describe/identify a statically stable, neutral, and unstable condition
(positive, neutral, and negative static stability); and explain why aeroplanes are statically stable.
Explain manoeuvrability. x
Explain the relationship between static stability and manoeuvrability. x
Define ‘dynamic stability’: describe/identify a dynamically stable, neutral, and unstable motion x
(positive, neutral, and negative dynamic stability); describe/identify periodic and aperiodic
motion.
Sum of forces
Identify the forces considered in the equilibrium of forces.
Sum of moments
Identify the moments about all three axes considered in the equilibrium of moments.
Explain the influence of the location of the wing CP relative to the CG on the magnitude and x
direction of the balancing force on the stabiliser.
Explain the influence of the indicated airspeed on the magnitude and direction of the x
balancing force on stabiliser.
Explain the use of the elevator deflection or stabiliser angle for the generation of the balancing x
force and its direction.
Explain the elevator deflection required to balance thrust changes as a function of engine x
position.
Static longitudinal stability
Discuss the effect of the CG location on pitch manoeuvrability and longitudinal stability.
Neutral point
Define ‘neutral point’.
Explain why the location of the neutral point is only dependent on the aerodynamic design of x
the aeroplane.
Factors affecting neutral point
Describe the location of the neutral point relative to the locations of the aerodynamic centre of
the wing and tail.
Explain the CG forward and aft limits with respect to: longitudinal control forces; elevator x
effectiveness; stability.
Define ‘static margin’. x
The Cm-α graph
Describe the Cm-α graph with respect to the relationship between the slope of the graph and
static stability.
x
The manoeuvring stability/stick force per g
Define the ‘stick force per g’, and describe that the stick force increases linearly with increase
in g.
Explain why: the stick force per g has a prescribed minimum and maximum value; the stick x
force per g decreases with pressure altitude.
Explain why the short-period motion is more hazardous than the phugoid. x
Explain the effects of static directional stability being too weak or too strong. x
Sideslip angle x
Define ‘sideslip angle’. x
Define the relationship between Cn and β for an aeroplane with static directional stability. x
Cn-β graph x
Explain why: x
Cn depends on β;
Cn equals zero for that β that provides static equilibrium about the aeroplane’s normal axis;
if no asymmetric engine thrust, flight control or loading condition prevails, the equilibrium β
equals zero.
Identify how the slope of the Cn-β graph is a measure for static directional stability. x
Identify how the slope of the Cn-β graph is affected by altitude. x
Factors affecting static directional stability x
Describe how the following aeroplane components contribute to static directional stability: x
wing;
fin;
dorsal fin;
ventral fin;
angle of sweep of the wing;
angle of sweep of the fin;
fuselage at high α;
strakes.
Explain the reduction in static directional stability when the CG moves aft. x
Explain the effects of static lateral stability being too weak or too strong. x
Bank angle Ø x
Define ‘bank angle Ø’. x
The roll-moment coefficient Cl x
Define the ‘roll-moment coefficient Cl’. x
Contribution of sideslip angle (β) x
Explain how without coordination the bank angle (Ø) creates sideslip angle (β). x
The Cl-β graph x
Describe the Cl-β graph. x
Identify the slope of the Cl-β graph as a measure for static lateral stability. x
Identify how the slope of the Cl-β graph is affected by altitude. x
Factors affecting static lateral stability x
Explain the contribution to the static lateral stability of: x
dihedral, anhedral;
high wing, low wing;
sweep angle of the wing;
ventral fin;
vertical tail.
Explain how high static directional stability and low static lateral stability may cause spiral x
divergence (unstable spiral dive), and under which conditions the spiral dive mode is neutral or
stable.
Describe an unstable spiral dive mode with respect to deviations in speed, bank angle, nose x
low-pitch attitude, and decreasing altitude.
Dutch roll
Describe Dutch roll.
Explain: why Dutch roll occurs when the static lateral stability is higher than static directional x
stability; the conditions for a stable, neutral or unstable Dutch roll motion; the function of the
yaw damper; the actions to be taken when the yaw damper is not available.
Describe how the asymmetric nature of shock waves on both wings, at high Mach numbers, x
can lead to Dutch roll.
Effects of altitude on dynamic stability
Explain that increased pressure altitude reduces dynamic lateral/directional stability.
CONTROL
General
Basics — The three planes and three axes
Define: lateral axis; longitudinal axis; normal axis.
Downwash effects
Explain the effect of downwash on the tailplane α.
Rudder limiting x
Explain why and how rudder deflection is limited on CAT aeroplanes. x
Roll (lateral) control
Ailerons
Explain the functioning of ailerons.
Describe the adverse effects of aileron deflection. (Refer to 081 05 04 04 and 081 06 01 02) x
Describe the use of aileron deflection in normal flight, flight with sideslip, crosswind landings, x
horizontal turns, flight with one-engine-inoperative.
Define ‘roll rate’. x
List the factors that affect roll rate. x
Describe flaperons and aileron droop. x
Intentionally lef blank
Spoilers
Explain how spoilers can be used to control the rolling movement in combination with or
instead of the ailerons.
Adverse yaw
Explain why the use of ailerons induces adverse yaw.
Means to avoid adverse yaw
Explain how the following reduce adverse yaw: Frise ailerons; differential aileron deflection;
rudder aileron cross-coupling; roll spoilers.
Roll/yaw interaction
Explain roll/yaw interaction x
Explain the secondary effect of roll. x
Explain the difference between a trim tab and the various balance tabs. x
Trim tabs
Describe the working principle of a trim tab including cockpit indications.
Stabiliser trim
Describe the working principle of a stabiliser trim including the flight deck indications.
Explain the advantages and disadvantages of a stabiliser trim compared to a trim tab. x
Explain the relationship between CG position, take-off trim setting, and stabiliser trim position. x
Explain the effect of errors in the take-off stabiliser trim setting on the rotation characteristics x
and stick force during take-off rotation.
Discuss the effects of jammed and runaway stabiliser. x
Explain the consequences of jammed stabiliser during take-off, landing, and go-around. x
LIMITATIONS
Operating limitations
Flutter
Describe the phenomenon of flutter and how IAS and mass distribution affects the likelihood
of flutter occurrence.
Describe the use of mass balance to alleviate the flutter problem by adjusting the mass x
distribution: wing-mounted engines on pylons; control surface mass balance.
Exlplain what is the flight envelope free of flutter. x
Explain why there is a difference between V LO and VLE in the case of some aeroplane types. x
Explain the significance of VMO, VNO and VNE and the differences between these airspeeds. x
Explain the hazards of flying at speeds above VNE and VMO. x
MMO
Define ‘MMO’ and state its limiting factors.
Manoeuvring envelope
Manoeuvring-load diagram
Describe the manoeuvring-load diagram.
Define limit and ultimate load factor, and explain what can happen if these values are x
exceeded.
Define ‘VA’, ‘VB’, ‘VC’, and ‘VD’. x
Identify and explain the varying features on the VN diagram: load factor ‘n’; speed scale, x
equivalent airspeed; equivalent airspeed envelope; 1g stall speed; stall boundary (refer to 081
03 01 02).
Explain the relationship between VA and VS in a formula, and calculate the values. x
Explain the significance of VA and the adverse consequences of applying full, abrupt nose-up x
elevator deflection when exceeding VA.
Factors affecting the manoeuvring-load diagram
State the relationship of mass to: load-factor limits and accelerated stall speed boundary limit.
PROPELLERS
Conversion of engine torque to thrust
Explain conversion of aerodynamic force on a propeller blade x
Explain the resolution of aerodynamic force on a propeller blade element into lift and drag or x
into thrust and torque.
Describe how propeller thrust and aerodynamic torque vary with IAS. x
Relevant propeller parameters x
Describe the geometry of a typical propeller blade element at the reference section: x
blade chord line;
propeller rotational velocity vector;
true airspeed vector;
blade angle of attack;
pitch or blade angle;
advance or helix angle.
Define ‘geometric pitch’, ‘effective pitch’, and ‘propeller slip’.
Remark: For theoretical knowledge examination purposes, the following definition is used for
geometric pitch: the theoretical distance a propeller would advance in one revolution at zero
blade angle of attack.
Describe how the terms ‘fine pitch’ and ‘coarse pitch’ can be used to express blade angle. x
Blade twist x
Define ‘blade twist’. x
Explain and describe the relationship between propeller efficiency and speed (TAS) for x
different types of propellers.
Explain the relationship between blade angle and thrust. x
Effects of ice on propeller x
Describe the effects and hazards of ice on a propeller. x
Engine failure
Windmilling drag
Describe the effects of an inoperative engine on the performance and controllability of an
aeroplane: thrust loss/drag increase; influence on yaw moment during asymmetric power.
Feathering
Explain the reasons for feathering a propeller, including the effect on the yaw moment,
performance and controllability.
Explain the influence of direction of rotation on the critical engine on twin-engine aeroplanes. x
Explain how propeller effects during go-around can be affected by: high engine performance x
conditions and their effect on the VMC speeds; loss of the critical engine; crosswind; high flap
setting.
FLIGHT MECHANICS
Forces acting on an aeroplane
Straight, horizontal, steady flight
Describe the forces that act on an aeroplane in straight, horizontal, and steady flight.
List the four forces and state where they act on. x
Explain how the four forces are balanced, including the function of the tailplane. x
Straight, steady climb
Define ‘flight-path angle’ (γ).
Describe the relationship between pitch attitude, γ and α for zero-wind and zero-bank x
conditions.
Describe the forces that act on an aeroplane in a straight, steady climb. x
Name the forces parallel and perpendicular to the direction of flight. Apply the formula relating x
to the parallel forces (T = D + W sin γ). Apply the formula relating to the perpendicular forces
(L = W cos γ).
Name the forces parallel and perpendicular to the direction of flight. Apply the formula for x
forces parallel to the direction of flight (T = D - W sin γ). Apply the formula relating to the
perpendicular forces (L = W cos γ).
Name the forces parallel and perpendicular to the direction of flight. Apply the formula for x
forces parallel to the direction of flight (D = W sin γ). Apply the formula for forces
perpendicular to the direction of flight (L = W cos γ).
Describe the relationship between the glide gradient and the lift-drag ratio, and calculate glide x
range given: initial height; L-D ratio; glide speed and wind speed.
Define VMD (speed for minimum drag) and explain the relationship between α, VMD and the best x
lift-drag ratio.
Explain the effect of wind component on glide angle, duration, and distance. x
Explain the effect of mass change on glide angle, duration, and distance, given that the x
aeroplane remains at either the same airspeed or at V MD.
Define VMP (speed for minimum power) and describe that the minimum rate of descent in the x
glide will be at VMP, and explain the relationship of this speed to the optimum speed for
minimum glide angle.
Discuss when a pilot could elect to fly for minimum glide rate of descent or minimum glide x
angle, and why speed stability or headwinds/tailwinds may favour a speed that is faster or
slower than the optimum airspeed in still air.
Resolve the forces that act horizontally and vertically during a coordinated turn (tan Ø = V 2 / x
gR).
Describe the difference between a coordinated and an uncoordinated turn, and describe how x
to correct an uncoordinated turn using turn and slip indicator or turn coordinator.
Explain why the angle of bank is independent of mass, and that it only depends on TAS and x
radius of turn.
Resolve the forces to show that for a given angle of bank the radius of turn is determined x
solely by airspeed (tan Ø = V2 / gR).
Calculate the turn radius of a steady turn given TAS and angle of bank. x
Explain the effects of bank angle on: load factor (LF = 1/cos Ø); α; thrust; drag. x
Define ‘angular velocity’. x
Define ‘rate of turn’ and ‘rate-1 turn’. x
Explain the influence of TAS on rate of turn at a given bank angle. x
Calculate the load factor and stall speed in a turn given angle of bank and 1g stall speed. x
Explain situations in which turn radius is relevant for safety, such as maximum speed limits on x
departure or arrival plates, or outbound speed categories on approach plates, and the
implications/hazards of exceeding given speeds.
Describe the hazards of excessive use of rudder to increase the rate of turn in a swept-wing x
aeroplane.
Asymmetric thrust
Jet-engined and propeller-driven aeroplanes x
Describe the effects on the aeroplane of asymmetric thrust during flight, for both jet-engined x
and propeller-driven aeroplanes.
Explain critical engine, and explain, for a propeller-driven aeroplane, the direction of propeller x
rotation.
Explain the effect of steady, asymmetric flight on a conventional (ball) slip indicator/turn x
indicator.
Explain the effect of a crosswind on asymmetric flight. x
Balanced moments about the normal axis x
Explain the yaw moments about the CG. x
Explain the change to the yaw moment caused by the effect of air density on thrust. x
Describe the changes to the yaw moment caused by engine distance from CG. x
Describe the methods to achieve directional balance following engine loss. x
x
Forces parallel to the lateral axis
Explain: the force on the vertical fin; the fuselage side force due to sideslip (using wing-level
method); the use of bank angle to tilt the lift vector (in wing-down method).
Explain the flight hazards at VMC: α; side slip; loads on the fin; α on the fin. x
Explain why VMC, VMCL and VMCG reduce with a reduction in thrust. x
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Old syllabus text Old syllabus
reference
Index
26 Define the stagnation point in a flow round an aerofoil and explain the 082.01.01.04.07
pressure obtained in the stagnation point.
27 Describe the pitot system and explain the measurement of airspeed, (no 082.01.01.04.08
compressibility effects).
28 Define TAS, IAS, CAS. 082.01.01.04.09
29 Define a two-dimensional airflow and an aerofoil of infinite span. Explain 082.01.01.04.10
the difference between a two- and a three-dimensional airflow.
32 Define a laminar boundary layer, a turbulent boundary layer and the 082.01.01.04.13
transition from laminar to turbulent. Show the influence of the
roughness of the surface on the position of the transition point.
40 Describe the boundary layers on the upper and lower surfaces for small 082.01.02.02.03
angles of attack (below the onset of stall).
41 Describe the resultant force due to the pressure distribution and the 082.01.02.02.04
friction at the element, the boundary layers and the velocities in the
wake, the loss of momentum due to friction forces.
42 Resolve the aerodynamic force into the components lift and drag. 082.01.02.02.05
43 Define the lift coefficient and the drag coefficient, equations. 082.01.02.02.06
44 Show that the lift coefficient is a function of the angle of attack, draw the 082.01.02.02.07
graph.
45 Explain how drag is caused by pressure forces on the surfaces and by 082.01.02.02.08
friction forces in the boundary layers. Define the term profile drag.
46 Draw the graph of lift (or of the lift coefficient) as a function of drag or of 082.01.02.02.09
the drag-coefficient and define the lift/drag ratio.
47 Use the equations of lift and drag to show the influence of speed and 082.01.02.02.10
density on lift and drag for a given angle of attack and to calculate lift
and drag.
48 Define the action line of the aerodynamic force, the centre of pressure, 082.01.02.02.11
the pitching moment.
49 Know that the pitching moment about the centre of pressure is zero by 082.01.02.02.12
definition.
50 Know that symmetrical aerofoils have the centre of pressure a quarter 082.01.02.02.13
chord behind the leading edge independently of the angle of attack as
long as the angle of attack remains smaller than the angle of stall.
52 Stall 082.01.02.03
53 Explain the boundary layer separation when the angle of attack 082.01.02.03.01
increases beyond stall onset and the decrease of lift and the increase of
drag. Define the separation point and line.
54 Draw a graph of lift and drag coefficient as a function of the angle of 082.01.02.03.02
attack before and beyond the stall onset.
55 Describe how the stall phenomenon displaces the centre of pressure and 082.01.02.03.03
how pitching moments appear about the line at quarter chord behind
the leading edge.
58 Explain the erosion effect of heavy rain on the wing and subsequent 082.01.02.04.02
increase of profile drag.
59 Three-dimensional airflow around a blade 082.01.03.00
60 The blade 082.01.03.01
61 Describe different planforms of blades, and describe untwisted and 082.01.03.01.01
twisted blades.
62 Define the root chord and the tip chord, the mean chord, the aspect 082.01.03.01.02
ratio and the blade twist.
63 Airflow pattern and influence on lif (L) 082.01.03.02
64 Explain the spanwise flow in the case of a blade and the appearance of 082.01.03.02.01
the tip vortices which are a loss of energy.
65 Show that the strength of the vortices increases as the angle of attack 082.01.03.02.02
and the lift increase.
66 Show that downwash causes vortices. 082.01.03.02.03
67 Define the effective air velocity as the resultant of the undisturbed air 082.01.03.02.04
velocity and the induced velocity and define the effective angle of
attack.
68 Explain the spanwise lift distribution and how it can be modified by 082.01.03.02.05
twist.
69 Induced drag 082.01.03.03
70 Explain the thrust induced drag, the influence of the angle of attack and 082.01.03.03.01
of the aspect ratio.
71 The airflow around the fuselage 082.01.03.04
72 Describe the aircraft fuselage and the external components which cause 082.01.03.04.01
drag, the airflow around the fuselage, influence of the pitch angle of the
fuselage.
90 Describe the effect of the shock on lift, drag, the pitching moment and 082.02.01.02.03
the CL-CD ratio, drag divergence Mach number.
91 Influence of aerofoil section and blade planform 082.02.01.03
92 Explain the different shapes which allow higher upstream Mach numbers 082.02.01.03.01
without generating a shock wave on the upper surface:
- Reducing the section thickness to chord ratio;
- Special aerofoil sections as supercritical shapes;
- A planform with sweep-angle, positive and negative.
98 Helicopters 082.03.02.00
99 Helicopter configurations 082.03.02.01
100 Describe the single main rotor helicopter and the other configurations: 082.03.02.01.01
tandem, co-axial, side by side, synchrocopter (intermeshing blades), the
compound helicopter, tilt-wing and tilt-rotor.
103 Mention the tailrotor at the aft of the fuselage, the fenestron and the 082.03.02.02.02
NOTOR (No Tail Rotor).
104 Define the rotor disc area and the blade area, the blades turning in the 082.03.02.02.03
hubplane.
105 Describe the teetering rotor with the hinge axis on the shaft axis and the 082.03.02.02.04
rotor with more than two blades with offset hinge axes.
106 Define the fuselage centre line and the three axes, roll, pitch and 082.03.02.02.05
normal.
107 Define the gross weight and the gross mass (units), the disc and blade 082.03.02.02.06
loading.
108 MAIN-ROTOR AERODYNAMICS 082.04.00.00
109 Hover flight outside ground effect 082.04.01.00
110 Airflow through the rotor disc and around the blades 082.04.01.01
111 Define the circumferential (tangential) velocity of the blade sections, 082.04.01.01.01
which equals the angular velocity of the rotor multiplied by the radius of
the section.
112 Keep the blade fixed and define the undisturbed upstream air velocity 082.04.01.01.02
relative to the blade.
113 Based on Newton’s second law (momentum) explain that the vertical 082.04.01.01.03
force on the disc, the rotor thrust, produces vertical downward velocities
in the rotor disc plane. The values of these thrust induced velocities
increases as the thrust increases and decreases with increasing rotor
diameter. Know that the velocities some distance downstream are twice
the value of the induced speed in the disc plane.
114 Explain why the production of the induced flow requires a power on the 082.04.01.01.04
shaft, the induced power. The induced power is smallest if the induced
velocities have the same value on the whole disc (flow uniformity over
the disc).
115 Describe uniform and typical non-uniform velocities through the rotor 082.04.01.01.05
disc. (Moved from 082.04.01.01.05)
116 Explain why the vertical rotor thrust must be somewhat higher than the 082.04.01.01.06
weight because of the vertical drag on the fuselage.
117 Describe the vertical air velocities relative to the rotor disc as the sum of 082.04.01.01.07
the upstream air velocities and the induced velocities.
118 Define the pitch angle and the angle of attack of a blade element. 082.04.01.01.08
119 Explain lift and the profile drag of a blade element. 082.04.01.01.09
120 Explain the resulting lift and the thrust on the blade, define the resulting 082.04.01.01.10
rotor thrust. (Merged into 082.04.01.01.05)
121 Explain the necessity of collective pitch angle changes, the influence on 082.04.01.01.11
the angles of attack and on the rotor thrust and the necessity of blade
feathering.
122 Explain the blade twist necessary to obtain a more even induced 082.04.01.01.12
airspeed over the disc.
123 Describe different blade shapes (as viewed from above). 082.04.01.01.13
124 Explain how the profile drag on the blade elements generates a torque 082.04.01.01.14
on the main shaft and define the resulting rotor profile power.
125 Explain the influence of air density on the required powers. 082.04.01.01.15
126 Show the effect on the airflow over the blade tips. 082.04.01.01.16
127 Anti-torque force and tail rotor 082.04.01.02
128 Based on Newton’s third law, explain the need of a tail rotor thrust, the 082.04.01.02.01
required value being proportional to the main rotor torque. Show that
the tail rotor power is proportional to the tail rotor thrust.
129 Explain the necessity of blade feathering of the tail rotor blades and the 082.04.01.02.02
control by the yaw pedals, the maximum and minimum values of the
pitch angles of the blades.
130 Total power required and hover outside ground effect (HOGE) 082.04.01.03
131 Define the ancillary equipment and its power requirement. 082.04.01.03.01
132 Define the total power required. 082.04.01.03.02
133 Describe the influence of ambient pressure, temperature and moisture 082.04.01.03.03
on the required power.
134 Vertical climb 082.04.02.00
135 Relative airflow and angles of attack (α) 082.04.02.01
136 Describe the climb speed and the opposite vertical air velocity relative to 082.04.02.01.01
the rotor disk.
137 Explain the relative air velocities and the angle of attack of the blade 082.04.02.01.02
elements.
138 Explain how the angle of attack is controlled by the collective pitch angle 082.04.02.01.03
control.
139 Power and vertical speed 082.04.02.02
140 Define the total main rotor power as the sum of the parasite power, the 082.04.02.02.01
induced power, the climb power and the rotor profile power.
147 Define the azimuth angle of a blade, the advancing blade angular range 082.04.03.01.02
centred at 90° and the retreating blade range centred at 270°.
148 Show the upstream air velocities relative to the blade elements and the 082.04.03.01.03
different effects on the advancing and retreating blade. Define the area
of reverse flow. Explain the influence of forward speed on the tip
circumferential speed.
149 Assuming constant pitch angles and rigid blade attachments, explain the 082.04.03.01.04
huge roll moment by the asymmetric lift distribution.
150 Show that through cyclic feathering this imbalance could be eliminated 082.04.03.01.05
by a low angle of attack (accomplished by a low pitch angle) on the
advancing blade and a high angle of attack (accomplished by a high pitch
angle) on the retreating blade.
151 Describe the high air velocity at the advancing blade tip and the 082.04.03.01.06
compressibility effects which limits the maximum speed of the
helicopter.
152 Describe the low air velocities on the retreating blade tip resulting from 082.04.03.01.07
the circumferential speed and the forward speed, the necessity of high
angle of attack and the onset of stall.
153 Define the tip speed ratio and show the limits. 082.04.03.01.08
154 Explain the rotor thrust perpendicular to the rotor disc and the necessity 082.04.03.01.09
to tilt the thrust vector forward. (Realisation will be explained in 082 05
00 00)
155 Explain the equilibrium conditions in steady straight level flight. 082.04.03.01.10
158 State the increase of the thrust due to the upward inflow, and show the 082.04.03.02.02
modifications of the angles of attack.
159 Explain the increase of rotor RPM in the case of a non-governed rotor. 082.04.03.02.03
168 Describe the tail rotor power and the power required by the ancillary 082.04.03.04.05
equipment.
169 Define the total power requirement as a sum of the partial powers and 082.04.03.04.06
explain how this total power varies with helicopter speed.
170 Explain the influence of the helicopter mass, the air density and 082.04.03.04.07
additional external equipment on the partial powers and the total power
required.
171 Describe the translational lift and show the decrease of required total 082.04.03.04.08
power as the helicopter speed increases in the low speed region.
178 Explain the vortex ring state, the settling with power. State the 082.04.05.01.02
approximate values of vertical descent speeds for the formation of
vortex ring related to the values of the induced velocities.
179 Describe the airflow relative to the blades, the root stall, the loss of lift 082.04.05.01.03
on the blade tip, the turbulence. Show the effect of raising the lever and
discuss the effects on the controls.
185 Explain the control of the rotor RPM with collective pitch. 082.04.05.02.05
186 Show the need of negative tail rotor thrust for yaw control. 082.04.05.02.06
187 Explain the final increase in rotor thrust by pulling the collective to 082.04.05.02.07
decrease the vertical descent speed and the decay in rotor RPM.
200 Assume a rigid attachment and show how thrust may cause huge 082.05.01.01.02
oscillating bending moments which stress the attachment.
(Moved to other subject 021.17.01.03.04)
201 Explain why flapping hinges do not transfer such moments. Show the 082.05.01.01.03
small flapping hinge offset on fully articulated rotors and zero offset in
the case of teetering rotors.
(Moved to other subject 021.17.01.03.05)
202 Describe the working principle of the flexible element in the hingeless 082.05.01.01.04
rotor and describe the equivalent flapping hinge offset compared to that
of the articulated rotor.
(Moved to other subject 021.17.01.03.05)
208 Define the tip path plane and the coning angle. 082.05.01.03.02
209 Explain the influence of rotor RPM and lift on the coning angle, justify 082.05.01.03.03
the lower limit of the rotor RPM, relate the lift on one blade to the gross
weight.
210 Explain the effect of the mass of the blade on the tip path and the 082.05.01.03.04
tracking.
211 Flapping angles of the blade in forward flight 082.05.02.00
212 Forces on the blade in forward flight without cyclic feathering 082.05.02.01
213 Assume rigid attachments of the blade to the hub and show the periodic 082.05.02.01.01
lift, moment and stresses on the attachment, the ensuing metal fatigue,
the roll moment on the helicopter and justify the necessity of flapping
hinge.
214 Assume no cyclic pitch and describe the lift on the advancing and the 082.05.02.01.02
retreating blades.
215 State the azimuthal phase lag (90° or less) between the input (applied 082.05.02.01.03
pitch) and the output (flapping angle). Explain the rotor flapback (the
rearward tilting of the tip path plane and the rotor thrust).
218 Show how the applied cyclic pitch modifies the lift on the advancing and 082.05.02.02.02
retreating blades and produces the required forward tilting of the tip
path plane and the rotor thrust.
219 Show the cone described by the blades and define the virtual axis of 082.05.02.02.03
rotation (or the no flapping axis). Define the plane of rotation.
220 Define the reference system in which we define the movements: the 082.05.02.02.04
shaft axis and the hub plane.
221 Describe the swashplates, the pitch link and the pitch horn. Explain how 082.05.02.02.05
the collective lever moves the non-rotating swashplate up or down
alongside the shaft axis.
222 Describe the mechanism by which the desired cyclic blade pitch can be 082.05.02.02.06
produced by tilting the swashplate with the cyclic stick.
223 Define the no-feathering or control plane (control orbit) and the no- 082.05.02.02.07
feathering axis or control axis.
224 Explain the translational lift effect when the speed increases. 082.05.02.02.08
225 Justify the increase of the tilt angle of the thrust vector and of the tip 082.05.02.02.09
path plane disc in order to increase the speed.
226 Blade-lag motion in forward flight 082.05.03.00
227 Forces on the blade in the disc plane (tip path plane) in forward flight 082.05.03.01
228 Explain the Coriolis force due to flapping, the resulting periodic 082.05.03.01.01
moments in the hub plane and the resulting periodic stresses which
make lead-lag hinges necessary to avoid material fatigue.
229 Describe the profile drag forces on the blade elements and the periodic 082.05.03.01.02
variation of these forces.
230 The drag or lag hinge 082.05.03.02
231 Describe the drag hinge of the fully articulated rotor and the lag flexure 082.05.03.02.01
in the hingeless rotor.
(Moved to other subject 021.17.01.02.03)
241 Describe ball and roller bearings and elastomeric bearings, advantages 082.05.04.02.02
and disadvantages.
242 Hingeless rotor, bearingless rotor 082.05.04.03
243 Show the forces on the flapping hinges with large offset (virtual hinge) 082.05.04.03.01
and the resulting moments, compare them with other rotor systems.
254 Show the resulting frequencies and amplitudes as a function of the 082.05.06.01.02
number of blades.
(Moved to other subject 021.17.01.07.02)
255 Explain the thrust variation in case of an out-of- track blade, causes, 082.05.06.01.03
frequencies (one-per-rev).
(Moved to other subject 021.17.01.07.03)
256 Explain the importance of the hinges offset on the effect of the 082.05.06.01.04
vibrations on the fuselage.
257 Lateral vibrations 082.05.06.02
258 Explain imbalances of a blade, causes, and effects. 082.05.06.02.01
(Moved to other subject 021.17.01.08.01)
259 Explain the frequencies lateral one-per-rev vibration. 082.05.06.02.02
260 TAIL ROTORS 082.06.00.00
261 Conventional tail rotor 082.06.01.00
262 Tail rotor description 082.06.01.01
263 Describe the two-bladed rotor with teetering hinge, the rotors with 082.06.01.01.01
more than two blades.
(Moved to other subject 021.17.02.01.04)
264 Show the flapping hinges and the feathering bearing. 082.06.01.01.02
265 Describe the dangers to ground personnel, to the rotor blades, 082.06.01.01.03
possibilities of minimising these dangers.
(Moved to other subject 021.17.02.01.05)
268 Explain in hovering the effect of wind on the tail rotor aerodynamics and 082.06.01.02.02
thrust, problems.
269 Explain the tail rotor thrust and the control through pitch control 082.06.01.02.03
(feathering).
270 Explain the tail rotor flapback, and the effects of delta-three hinges. 082.06.01.02.04
271 Describe roll moment and drift as side effects of the tail rotor. 082.06.01.02.05
308 Explain how forward speed influences the fuselage attitude. 082.07.01.02.06
309 Describe and explain the inflow roll effect. 082.07.01.02.07
310 Stability 082.07.02.00
311 Static longitudinal, roll and directional stability 082.07.02.01
312 Define static stability; give an example of static stability and of static 082.07.02.01.01
instability.
313 Explain the contribution of the main rotor to speed stability. 082.07.02.01.02
314 Describe the influence of the horizontal stabilizer on static longitudinal 082.07.02.01.03
stability.
315 Explain the effect of hinge offset on static stability. 082.07.02.01.04
316 Describe the influence of the tail rotor on static directional stability. 082.07.02.01.05
317 Describe the influence of the vertical stabilizer on static directional 082.07.02.01.06
stability.
318 Explain the influence of the main rotor on the static roll stability. 082.07.02.01.07
319 Describe the influence of the longitudinal position of the centre of 082.07.02.01.08
gravity on the static longitudinal stability.
320 Static stability in the hover 082.07.02.02
321 Describe the initial movements of a hovering helicopter after the 082.07.02.02.01
occurrence of a horizontal gust.
322 Dynamic stability 082.07.02.03
323 Define dynamic stability; give an example of dynamic stability and of 082.07.02.03.01
dynamic instability.
324 Explain why static stability is a precondition for dynamic stability. 082.07.02.03.02
358 Explain the effects of all-up mass (AUM), ambient temperature and 082.08.01.01.02
pressure, density altitude and moisture.
359 Discuss the rate of climb in a vertical flight. 082.08.01.01.03
360 Forward flight 082.08.01.02
361 Compare the power required and the power available as a function of 082.08.01.02.01
speed in straight and level flight.
362 Define the maximum speed limited by power and the value relative to 082.08.01.02.02
VNE and VNO.
363 Use the graph to determine the speeds of maximum rate of climb and 082.08.01.02.03
the maximum angle of climb.
364 Use the graph to define the TAS for maximum range and maximum 082.08.01.02.04
endurance, consider the case of the piston engine and the turbine
engine. Explain the effects of tail or head wind on the speed for
maximum range.
365 Explain the effects of AUM, pressure and temperature, density altitude, 082.08.01.02.05
humidity.
366 Manoeuvring 082.08.01.03
367 Define the load factor, the radius of turn and the rate of turn. 082.08.01.03.01
368 Explain the relationship between the bank angle, the airspeed and the 082.08.01.03.02
radius of turn, between the bank angle and the load factor.
369 Explain the influence of all-up mass (AUM), pressure and temperature, 082.08.01.03.03
density altitude, humidity.
370 Define the limit load factors and the certification categories. 082.08.01.03.04
371 Special conditions 082.08.02.00
372 Operating with limited power 082.08.02.01
373 Explain the operations with limited power, use the graph to show the 082.08.02.01.01
limitations on vertical flight and level flight, discuss the power checks
and procedures for take-off and landing.
082.01.01.04.05 State Bernoulli’s equation and use it to explain and define the
relationship between static, dynamic and total pressure.
082.01.01.04.06 Define the stagnation point in the flow around an aerofoil, and explain
the pressure obtained at the stagnation point.
082.01.01.04.07 Use the pitot system to explain the measurement of airspeed (no
compressibility effects).
082.01.01.04.08 Define ‘TAS’, ‘IAS’, and ‘CAS’.
082.01.01.04.09 Define two-dimensional airflow and its relationship to an aerofoil of
infinite span (i.e. no blade tip vortices and, therefore, no induced drag).
Explain the difference between two- and three-dimensional airflows.
082.01.01.04.12 Describe laminar and turbulent boundary layers and the transition from
laminar to turbulent. Show the influence of the roughness of the surface
on the position of the transition point.
082.01.02.02.02 Describe: the resultant force from the pressure distribution and the
friction at the element; the resultant force from the boundary layers and
the velocities in the wake; and the loss of momentum due to friction
forces.
082.01.02.02.03 Resolve the aerodynamic force into the components of lift (L) and drag
(D).
082.01.02.02.04 Define the lift coefficient (CL) and the drag coefficient (CD).
082.01.02.02.08 Use the lift and drag equations to show the influence of speed and
density on lift and drag for a given α.
082.01.02.02.09 Define the action line of the aerodynamic force and the CP.
082.01.02.02.10 Know that symmetrical aerofoils have a CP that is approximately a
quarter chord behind the leading edge.
082.01.02.03 Stall
082.01.02.03.01 Explain the boundary layer separation when α increases beyond the
onset of stall and the decrease of lift and the increase of drag. Define the
‘separation point’.
082.01.02.04.02 Explain the effect of erosion by heavy rain on the blade and subsequent
increase in profile drag.
082.01.03.00 Three-dimensional airflow around a blade
082.01.03.01 The blade
082.01.03.01.01 Describe the various blade planforms.
082.01.03.02.05 Explain the spanwise L distribution and the way in which it can be
modified by twist (washout).
082.01.03.03 Induced drag
082.01.03.03.01 Explain induced drag and the influence of α and aspect ratio.
082.01.03.04.02 Define profile drag as the sum of pressure (form) drag and skin friction
drag.
082.01.03.04.03 Define ‘interference drag’.
082.01.03.04.01 see new LO reference above
082.03.02.00 Helicopters
082.03.02.01 Helicopter configurations
082.03.02.01.01 Describe (briefly) the single-main-rotor helicopter and other
configurations: tandem, coaxial, side-by-side, synchrocopter (with
intermeshing blades), the compound helicopter and tilt rotor.
082.03.02.02.01 Mention the tail rotor, the Fenestron, and the no tail rotor (NOTAR).
082.03.02.02.02 Define the rotor disc area and the blade area.
082.03.02.02.03 Describe the teetering rotor with its hinge axis on the shaft axis, and
rotors with more than two blades with offset hinge axes.
082.03.02.02.04 Define the fuselage centre line and the three axes: roll, pitch, and
normal (yaw).
082.03.02.02.05 Define gross weight and gross mass (and the units involved), disc and
blade loading.
082.04.00.00 MAIN-ROTOR AERODYNAMICS
082.04.01.00 Hover flight outside ground effect
082.04.01.01 Airflow through the rotor disc and around the blades
082.04.01.01.01 Based on Newton’s second law (momentum), explain that the upward
vertical force from the disc, i.e. the rotor thrust, is the result of vertical
downward velocities inside the rotor disc.
082.04.01.01.02 Explain why the production of the induced flow requires power applied
to the shaft, i.e. induced power. Induced power is least if the induced
velocities have the same value on the whole disc (i.e. there is uniformity
of flow over the disc).
082.04.01.01.03 Explain why vertical rotor thrust must be higher than the weight of the
helicopter because of the vertical drag on the fuselage.
082.04.01.01.06 Explain the necessity for collective pitch angle changes, the influence on
the α and rotor thrust, and the need for blade feathering.
082.04.01.01.07 Describe the different blade shapes (as viewed from above).
082.04.01.01.08 Explain how profile drag on the blade elements generates a torque on
the main shaft, and define the resulting rotor profile power.
082.04.01.02.02 Explain the necessity for feathering of the tail-rotor blades and their
control by the yaw pedals, and the maximum and minimum values of
the pitch angles of the blades.
082.04.01.03 Total power required and hover outside ground effect (HOGE)
082.04.01.03.01 Define ancillary equipment and its power requirement.
082.04.01.03.02 Define the total power required.
082.04.01.03.03 Describe the influence of ambient pressure, temperature and moisture
on the required power.
082.04.02.00 Vertical climb
082.04.02.01 Relative airflow and angles of attack (α)
082.04.02.01.01 Describe the dependence of the vertical climb speed on the opposite
vertical air velocity relative to the rotor disk.
082.04.03.01.02 Show the upstream air velocities relative to the blade elements and the
different effects on the advancing and retreating blades. Define the area
of reverse flow. Explain the influence of forward speed on the
circumferential speed of the blade tip.
082.04.03.01.03 Assuming constant pitch angles and rigid blade attachments, explain the
roll moment from the asymmetric distribution of L.
082.04.03.01.04 Show that through cyclic feathering this imbalance could be eliminated
by a low α (accomplished by a low pitch angle) on the advancing blade,
and a high α (accomplished by a high pitch angle) on the retreating
blade.
082.04.03.01.05 Describe the high air velocity at the advancing blade tip and the
compressibility effects which limit maximum speed.
082.04.03.01.06 Describe the low air velocity on the retreating blade tip resulting from
the difference between the circumferential speed and forward speed,
the need for high α, and the onset of stall.
082.04.03.01.09 Explain the conditions of equilibrium in steady straight and level flight.
082.04.03.02.02 State the increase in thrust due to the upward inflow, and show the
modifications in the α.
082.04.03.02.03 Explain the increase in rotor rpm for a non-governed rotor.
082.04.03.04.05 Describe the power required for the tail rotor and the power required by
ancillary equipment.
082.04.03.04.06 Define the total power requirement as a sum of the above partial
powers, and explain how it varies with the speed of the helicopter.
082.04.03.04.07 Explain the influence of helicopter mass, air density, and additional
external equipment on the partial powers and the total power required.
082.04.03.04.08 Describe translational lift and show the decrease in required total power
as the helicopter increases its speed from the hover.
082.04.05.01.02 Explain the vortex-ring state, also known as settling with power. State the
approximate vertical descent speeds that allow the formation of vortex
ring, related to the values of the induced velocities.
082.04.05.01.03 Describe the airflow relative to the blades, the root stall, the loss of lift at
the blade tip, and the turbulence. Show the effect of raising the lever
and describe the effects on the controls.
082.04.05.02 Autorotation
082.04.05.02.01 State the need for early recognition and for a quick initiation of recovery.
Describe the recovery actions.
082.04.05.02.02 Explain that the collective lever must be lowered quickly enough to avoid
a rapid decay of rotor rpm due to drag on the blades, and explain the
influence of rotational inertia of the rotor on the rate of decay.
082.04.05.02.03 Show the induced flow through the rotor disc, the rotational velocity and
relative airflow, the inflow and inflow angles.
082.04.05.02.04 Show how the aerodynamic forces on the blade elements vary from root
to tip and distinguish three zones: the inner stalled region, the middle
driving region, and the driven region.
082.04.05.02.05 Explain the control of the rotor rpm with collective pitch.
082.04.05.02.06 Show the need for negative tail-rotor thrust with yaw control.
082.04.05.02.07 Explain the final increase in rotor thrust caused by raising the collective
pitch to decrease the vertical descent speed and the decay in rotor rpm.
082.05.01.03.02 Show how the equilibrium of the moments about the flapping hinge of
lift (thrust) and of the centrifugal force determine the coning angle of
the blade (the blade mass being negligible).
082.05.01.03.04 Explain the effect of the mass of a blade on the tip path and the tracking.
082.05.02.01.02 Assume no cyclic pitch and describe the lift on the advancing and
retreating blades.
082.05.02.01.03 State the azimuthal phase lag (90° or less) between the input (applied
pitch) and the output (flapping angle). Explain flapback (the rearward
tilting of the tip path plane and total rotor thrust).
082.05.02.02.02 Show how the applied cyclic pitch modifies the lift on the advancing and
retreating blades and produces the required forward tilting of the tip
path plane and the total rotor thrust.
082.05.02.02.03 Show the cone described by the blades and define the virtual axis of
rotation. Define the plane of rotation.
082.05.02.02.04 Define the reference system in which the movements are defined: the
shaft axis and the hub plane.
082.05.02.02.05 Describe the swash plates, the pitch links and horns. Explain how the
collective lever moves the non-rotating swash plate up or down the shaft
axis.
082.05.02.02.06 Describe the mechanism by which the desired cyclic blade pitch can be
produced by tilting the swash plate with the cyclic stick.
082.05.02.02.07 Explain the translational lift effect when the speed increases.
082.05.02.02.08 Justify the increase of the tilt angle of the thrust vector and of the disc in
order to increase the speed.
082.05.03.00 Blade-lag motion in forward flight
082.05.03.01 Forces on the blade in the disc plane (tip path plane) in forward flight
082.05.03.01.01 Explain the Coriolis force due to flapping, the resulting periodic
moments in the hub plane, and the resulting periodic stresses which
make lead-lag hinges necessary to avoid material fatigue.
082.05.03.01.02 Describe the profile drag forces on the blade elements and the periodic
variation of these forces.
082.05.03.02 Intentionally lef blank
021.17.01.02.03 Moved to See subject 021 for details
subject 021
082.06.01.02.02 Explain the effect of wind on tail-rotor aerodynamics and thrust in the
hover, and any problems.
082.06.01.02.03 Explain tail-rotor thrust and the control through pitch alterations
(feathering).
082.06.01.02.04 Explain tail-rotor flapback, and the effects of Delta 3.
082.06.01.02.05 Describe the roll moment and drift as side effects of the tail rotor.
082.07.02.05.01 Know that a large static roll stability together with a small directional
stability may lead to a Dutch roll.
082.07.03.00 Control
082.07.03.01 Manoeuvre stability
082.07.03.01.01 Explain how helicopter control can be limited because of available stick
travel.
082.07.03.01.02 Explain how the CG position influences the remaining stick travel.
082.08.01.01.02 Explain the effects of AUM, ambient temperature and pressure, density
altitude, and moisture.
082.08.01.01.03 Describe the rate of climb in a vertical flight.
082.08.01.02 Forward flight
082.08.01.02.01 Compare the power required and the power available as a function of
speed in straight and level flight.
082.08.01.02.02 Define the maximum speed limited by power and the value relative to
VNE and VNO.
082.08.01.02.03 Use the power graph to determine the speeds of maximum rate of climb
and the maximum angle of climb.
082.08.01.02.04 Use the power graph to define true airspeed (TAS) for maximum range
and maximum endurance, and consider the case of piston engine and
turbine engine. Explain the effects of tailwind or headwind on the speed
for maximum range.
082.08.01.02.05 Explain the effects of AUM, pressure and temperature, density altitude,
and humidity.
082.08.01.03 Manoeuvring
082.08.01.03.01 Define the load factor, the radius, and the rate of turn.
082.08.01.03.02 Explain the relationship between the angle of bank, the airspeed and the
radius of turn, and between the angle of bank and the load factor.
082.08.01.03.03 Explain the influence of AUM, pressure and temperature, density
altitude, and humidity.
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CPL(H)
IR(A/H)
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Subject 090 Communications combines the "old" subjects 091 VFR Communications and 092 IFR Communications. All LOs h
49 090.02.01.03.02
79 Describe the abbreviated forms for aircraft call signs. 092.02.07.00.02 090.02.01.07.02
94 State the readability scale and explain its meaning. 092.02.09.00.02 090.02.01.09.02
108 Use the correct phraseology for an aircraft receiving 092.02.11.00.01 090.02.01.11.01
a radar service: Radar identification; Radar
vectoring; Traffic information and avoidance; SSR
procedures.
111 090.02.01.13
112 090.02.01.13.01
113 090.02.01.13.02
114 090.02.01.13.03
121 List the contents of aerodrome weather reports and 092.05.01.00.01 090.03.01.01.01
state units of measurement used for each item:
Wind direction and speed, Variation of wind
direction and speed, Visibility, Present weather,
Cloud amount and type (including the meaning of
CAVOK), Air temperature and dewpoint, Pressure
values (QNH, QFE), Supplementary information
(aerodrome warnings, landing runway, runway
conditions, restrictions, obstructions, windshear
warnings, etc).
127 List the sources of weather information available for 092.05.02.00.01 090.03.01.02.01
aircraft in flight.
128 Explain the meaning of the abbreviations: ATIS, 091.03.02.00.02 090.03.01.02.02
VOLMET.
129 Explain the meaning of the abbreviations: ATIS, 092.05.02.00.02 090.03.01.02.02
VOLMET.
130 090.03.01.02.03
131 090.03.01.02.04
132 ACTION REQUIRED TO BE TAKEN IN CASE OF 091.04 090.04
COMMUNICATION FAILURE
133 ACTION REQUIRED TO BE TAKEN IN CASE OF 092.03 090.04
COMMUNICATION FAILURE
134 090.04.01
135 090.04.01.01
136 State the action to be taken in case of 091.04.00.00.01 090.04.01.01.01
communication failure on a controlled VFR flight.
139 Identify the SSR code that may be used to indicate 091.04.00.00.04 090.04.01.01.04
communication failure.
140 Explain the action to be taken by a pilot with Com 091.04.00.00.05 090.04.01.01.05
failure in the aerodrome traffic pattern at controlled
aerodromes.
144 090.04.01.01.09
160 Specify the emergency SSR codes that may be used 092.04.02.00.04 090.05.01.01.04
by aircraft, and the meaning of the codes.
161 Describe the action to be taken by the station which 091.05.01.00.05 090.05.01.01.05
receives a DISTRESS message.
162 Describe the action to be taken by the station which 092.04.02.00.05 090.05.01.01.05
receives a DISTRESS message.
163 Describe the action to be taken by all other stations 091.05.01.00.06 090.05.01.01.06
when a DISTRESS procedure is in progress.
164 Describe the action to be taken by all other stations 092.04.02.00.06 090.05.01.01.06
when a DISTRESS procedure is in progress.
168 090.05.01.01.09
190 State the names of the bands into which the radio- 092.06.00.00.02 090.06.01.01.02
frequency spectrum is divided.
191 Identify the frequency range of the VHF band. 091.06.00.00.03 090.06.01.01.03
192 Identify the frequency range of the VHF band. 092.06.00.00.03 090.06.01.01.03
193 Name the band normally used for Aeronautical 091.06.00.00.04 090.06.01.01.04
Mobile Service voice communication.
194 Name the band normally used for Aeronautical 092.06.00.00.04 090.06.01.01.04
Mobile Service voice communication.
202 State which of these factors apply to the VHF band. 092.06.00.00.08 090.06.01.01.06
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CPL(A)
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COMMUNICATIONS x
See details above x
CONCEPTS x
See details above x
Associated terms x
See details above x
Meanings and significance x
Define commonly used air traffic services (ATS) terms for stations. x x x
Categories of messages x
See details above x
Identify to which category of messages a type of message belongs x x x
and identify the associated priority indicator.
Multiple old LOs are merged into one single new LO. See details x x x
above
Multiple old LOs are merged into one single new LO. See details x x x
above
Multiple old LOs are merged into one single new LO. See details x x x
above
Multiple old LOs are merged into one single new LO. See details x x x
above
Multiple old LOs are merged into one single new LO. See details x x x
above
GENERAL OPERATING PROCEDURES x
See details above x
Transmission standards x
See details above x
Transmission of letters x
Know the phonetic alphabet used in RT. x x x
Transmission of numbers x
Transmission of time x
See details above x
Describe the ways of transmitting time: the standard time reference x x x
is the Coordinated Universal Time (UTC); using only minutes, or
minutes and hours, when required.
Transmission techniques x
See details above x
Explain the techniques used for making good RT transmissions. x x x
Multiple old LOs are merged into one single new LO. See details x x x
above
Multiple old LOs are merged into one single new LO. See details x x x
above
Recognise, describe and use the correct standard phraseology for x x x
each phase of an IFR flight, including PBN operations (consider
communication with each type of aeronautical station): before
pushback or taxi; pushback; taxi; departure; en route; approach;
final approach; landing; after landing.
x x x
Explain the use of the phrase ‘Revert to flight plan call sign’. x x x
Transfer of communication x
See details above x
Describe the procedure for transfer of communication: by ground x x x
station; by aircraft.
See details above x x x
Weather broadcast x
See details above x
List the sources (VOLMET and ATIS units) of weather information x x x
available for aircraft in flight, and describe situation(s) in which a
pilot would normally obtain each.
Required action x
Action required to be taken in case of communication failure x
State the action to be taken in case of communication failure on a x x x
controlled VFR flight.
Distress x
Urgency
State that URGENCY messages take priority over all other messages x x x
except DISTRESS.
VHF PROPAGATION AND ALLOCATION OF FREQUENCIES x
General principles x
Spectrum, bands, range x
Describe the radio-frequency spectrum with particular reference to x x x
VHF.
See details above x x x
List the factors which reduce the effective range and quality of VHF x x x
radio transmissions.
See details above x x x
OTHER COMMUNICATIONS x
Weather observations, Morse code x
Meteorological observations x
Explain when aircraft routine meteorological observations should x x x
be made.
Explain when aircraft special meteorological observations should be x x x
made.
Use of Morse code x
Describe and list Morse code. x x x
Find the Morse code identifiers of radio navigation aids (VHF x x x
omnidirectional radio range (VOR), distance-measuring equipment
(DME), non-directional radio beacon (NDB), instrument landing
system (ILS)) using aeronautical charts.
Basic Knowledge
ATPL(H)/VFR
ATPL(H)/IR
CBIR, EIR
IR(A/H)
CPL(H)
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