need FCOM for A320... anyone?

sir i want to knowlage about runway lighting i e where which type of light provide like approch light edge light threshold light

runway lighting http://www.theairlinepilots.com/forum/viewtopic.php?t=1026

hi guys can anyone help me out with and aircraft magnetic effects in relation to ferrous and non ferrous metals
???
?

Dear Khwaja Haroon,
I wanna appreciate your Posts and Topics
Just studying my ATPL Theory, wouldn't know what to do without your help!

Thanks Tim, glad you find this helpful. Best of luck for your exams! Now you owe me some cup cakes and coffee :CK:

M. Haroon, First of all a Happy New Year! Wishing you all the best for 2016. And secondly, I want to congratulate you for the the posts you did, they are well explained and you do perfectly well what all pilots should forever do... Share by passion! That's how the aviation progress and skies become safer! Thanl you! K.A.

hi
anybody here ?

Happy New Year K.A. Thanks for the compliment. My pleasure!

Haha
Nice site to

Hi all. Just a quick question, I understand when a cabin decompressing quickly the body suffers certain symptoms EG. painful ears. However, if it were to happen slowly say over the course of 20mins would you notice it before it si too late

An NDB has a range of 50 nm with a power output of 80 watts: The power required to increase the range to 75 nm is:
anyone knows how to solve this ?

hi all. can any1 explain me why Arrow The power output of a normally aspirated piston engine increases with increasing altitude at constant Manifold Air Pressure (MAP) and RPM because of the lower back pressure ?

anybody here?

what is sweep angle of aircraft?

how can I calculate high winds speeds on the flight computer for example : 230/140?

hi guys

Sweep angle http://www.theairlinepilots.com/forum/viewtopic.php?t=403

Hi guys, can any explain me why you have the best endurance with an aft CG?

Je staart hoeft minder downforce te geven, dus je bent praktisch minder zwaar
Je hoeft minder lift te creëren, waardoor je uiteindelijk minder motor vermogen nodig hebt

thanks!

dutchpilot: check out this: http://www.theairlinepilots.com/forumarchive/flightplanning/optimumcg.pdf

anyone to help with Radio Nav?

Hi, some help please. weather in a col? stable or not much weather?

Dan: cols weather is normally settled, but is dependent on changin pressure. In autum and winter cols produce poor visibility and fog, whilst in summer thunderstorms are common.
So they're more stable during winter time than summer with less activity. But it all depends on what time of year it is and its conditions.

Adam: ya i guess
"I"

hello everyone, im looking for help solving flight planning question
The navigation plan reads: Trip fuel: 100 kg Flight time: 1h35min Taxi fuel: 3 kg Block fuel: 181 kg The endurance on the ICAO flight plan should read: A 2h 52min B 2h 49min C 1h 35min D 2h 04min
ill be waiting on how to solve it

Hellow Good morning all

The determination of the maximum mass on brake release, of a certified turbojet aeroplane with 5°, 15° and 25° flaps angles on take-off, leads to the following values, with wind:Flap angle: 5° 15° 25°Runway limitation (kg): 66 000 69 500 71 5002nd segment slope limitation: 72 200 69 000 61 800Wind correction: Headwind:+120kg / kt Tail wind: -360kg / ktGiven that the tail wind component is equal to 5 kt, the maximum mass on brake release and corresponding flap angle will be: a) 67 700 kg / 15 deg b) 69 000 kg / 15 deg c) 72 200 kg / 5 deg d) 69 700 kg / 25 deg
how to solve this guys?

ethan, this is a unique question type and doesn't have any other examples of it. so I would recommend you to memorise the answer which is 67700.

mohd Bou Slama: the Answer is B) First you need to calc how much fuel you use per hour. 1h35min into hours will give us 1.58h. Now take the trip fuel which is 100kg and divide it by 1.58h to get fuel per hour.
This will give us 63kg/h.
The block fuel includes all the fuel. But they ask for the endurance. so you have to remove the taxi fuel from the block fuel: 181-3=178kg. Now take the amount of fuel 178kg and divide it by fuel per hour, 63kg/h. This will give you the endurance.
This will give you 2h and 49min. Hope it helped. :)

do you know ICAO noise abatement procuders? as ı know there 2 procudures
procedures ?

Noise Abatement: http://www.theairlinepilots.com/forum/viewtopic.php?t=192 and http://www.theairlinepilots.com/forumarchive/aviation-regulations/aircraft-noise.pdf

the number of revolutions required to complete the induction and compression stroke in a six cylinder four stroke engine is? Does anyone know how to get the answer for this?

Hi guys

hello

I am Catiu gabriel and tomorow i got test on human factors
could you help me
?

I can try not my favourite subject :P

man there are some bullshits

huh?

Cristiiii

My study programe is air navigation, I am Catiu's mate
we need some help

yeah halanay is my mate
but i think im gonna leave bye

Okay ask the question.
or questions*

about GAS syndrome
what should i know about it?

give me a second
Was a long time i read HPL

ok thanks a lot
man, if you must search , just leave it
I don't want to waste your time

I think you should know GAS/ANS branches as phases. I think there's a few questions on them
and phases*

roger

Anybody willing to help with aerospace questions?

yeah also read on the three reactions of the GAS: Psychological reaction/Psychosomatic reaction and Somatic Reaction

Offtopic:Can we talk about ATPL licence, do you know some place where I can do it for free?Meaning that the company pays the training and than I can refund them from my salary
?
Thanks!

What is a hydraulic distributor ?
Is that the hydraulic pump?

Well, there are some companies that provide ATPL it into their complete pack of training. But doing it for free, not sure on that notice. Ask Haroon he'll maybe know more about that.
Lucy let me check airframes and systems.

ok thanks, clear sky!

OK thanks Adam.

I'm sorry, I cannot find any information about it. I know i've seen it before somewhere, but i'm unable to recall it.

Ah well :P
Couldn't find anywhere in the lecture notes

Where did you see it? In the books?

Well my lecture review questions ask "What is purpose of hydraulic distributor?"
PS not homework or assignment, just questions to review for final exam but no idea what the answer is

Oh well, it seems to be an odd question. There's no Info regarding it for aviation on the internet nor the books. The only think i can think of is that it's some sort of valve that distribut the fluid. Hope someone else can help you with that question. :)
thing*

I thought it was a distributor of hydraulic fluid. Ha ha
But can't verify it

haha

does anyone know what happens to the centre of pressure when the aircraft is just below the critical mach number

is CATS good to study ATPL ?

aaa: You're required to know the minimas and visbility/RVR for the different CATs in OPP. In either Airlaw or OPP you need to learn about some of training that's required to perform the different CATs plus requirement of the airport, such as radio aids/nav aids LVP etc. In AGK(INST) you need to know more requirements for the different type of CATS, such as autopilots, radio altimeter and autolanding. It's used in a few subjects so it wouldn't hurt to be prepared :)

does anybody know the answer to this ? During the certification flight testing of a twin engine turbojet aeroplane, the real take-off distances are equal to: - 1547 m with all engines running - 1720 m with failure of critical engine at V1, with all other things remaining unchanged. The takeoff distance adopted for the certification file is: A 1547 m. B 1720 m. C 1779 m. D 1978 m
how to solve it is much more useful thank you

the answer is C you've to multiply the 1547 x 1.15 that is the factor fro the LDA than you take the bigger factor between the 2 distances, you'll have other similar questions just multiply for 1.15

Hello I have a question regarding Navigation for Commercial Ground. " A Vor station is located along a ridge 1,500 above the height of the surrounding terrain. How far from the station will an aircraft. flying at 4,500 AGL be able to receive a signal from the station. The formula to be used is Range(NM
Range (NM) = 1.23* Square root sign and inside we need to put Altitude(Feet)
Could someone please help me I would really appreciate it. Thank you
?
?
Can anyone answer my question please
Thank you

@Raza: Max theoretical range = 1.23 x square root of H1 + 1.23 x square root of H2 (H1 and H2 are heights of transmitter and receiver)

hi there

hi guys need hep about Vno speed
andAt which time do you have to fly according to night time at the latitudes between 30° and 60° ?

Thank you Mr. Khwaja

Hello everyone
i have Flight Computer "Sporty E6B" and i want to do my Mass And Balance Qustions from that..!
can anyone guide me that how to use Flight Computer E6B

see the manual https://www.sportys.com/media/pdf/E6B%20manual_new.pdf or https://www.sportys.com/pilotshop/manuals

Is there a way to shut this chat off? or hide it somehow?

no
if its the jumping thing thats bugging you then i've reduced the intensity to one jump when a new page loads

It was, thank you

how real and reactive load division between paralleled A.C. generators is achieved.

hey does anyone know if the foqa altitude is off the radar altimeter or the altimeter

hi Steve, i guess it must be both though at the moment can't give a verdict on that. See if this helps: http://www.theairlinepilots.com/forumarchive/flightsafety/foqaflightdataanalysis.php

Hello i have the problem with one question
An excessively lean mixture can be detected by : white smoke from exhaust. high cylinder head temperatures black smoke from exhaust. a long purple flame from exhaust.

see if this helps http://www.theairlinepilots.com/forum/viewtopic.php?t=471
high cht is surely one thing that happens with lean ix

http://www.theairlinepilots.com/forum/viewtopic.php?t=1104 can you please explain me the
procedure design gradient
The procedure design gradient consists of 2.5% OIS and 0.8% increasing obstacle clearance margin
what does this mean?

explained here: http://www.theairlinepilots.com/forum/viewtopic.php?t=1030 and http://www.theairlinepilots.com/forum/viewtopic.php?t=1032

yo
yoooo
B-)
:|]
add me on msn

Sir, there is an ATPL paper under "Instrument procedures" header. Is there anything on this topic on your site? Honestly, I failed to figure out one. Thanx

If I recall correctly its nothing but mostly a collection of questions from air law and ops procedure.
i dont have it on my site under that header. air law and ops proc might help

One wing has a wingspan of 50 ft and a surface of 200 ft² . Its average worth rope

Hi, I have a very basic question to ask. How is NAM greater than the NGM with a headwind component when a headwind should slow the aircraft down resulting in covering lesser area than on ground?

@ shah: http://www.answers.com/Q/What_is_the_difference_between_an_air_mile_and_a_ground_mile
@ steve: average worth rope?

hi, just startet my atpl review, 12 exams and only 46 days ;)

Thanks Sir. I will go through them.

that means 3.833 days for 1 exam. you are not allowed to sleep or go to the loo
best of luck tahir

hi what does doc stand for in rnav

hi 7776 can u give the full reference of what and where you read that

Hey guys
anyone can help finding the cone of slience for vor ?
how to find it ?

hi Essa: its given here http://www.theairlinepilots.com/forum/viewtopic.php?t=864
5th last question

For a certain angle of attack, at a given altitude, the lift will be doubled for which combination(s) of S and V
i need answer for that

hey you
i have a problem with the difference between Great circle and Rhumb line
is a great cirlce ALWAYS concave to equator?

Hi all, i'm new to all this! I was just wondering if anyone could have a stab at this question!
Required track from A to B is 317T, TAS - 420kts, W/V 250/12, Variation 10W, Deviation +2. Required compass heading and GS is?

you'd start by using your crp to get a true heading from that desired track
with the w/v as input that is
then you'd add the variation and deviation from the TH

Thanks a lot, thats what ive been doing but seem to be coming to a lost end! The wind is 250/105, sorry! I get a true heading of 304, then a compass of 312. Thats an answer, but the GS is out by about 10 knots!

strange. double check that you use TRUE track as input to the CRP

317?

you get your GS calculated in the first step when using your CRP so there's where your problem is
so either your input data is wrong, or you're using the CRP wrong

The answer im thinking is 312, 360kts, but im just not getting that.
getting 312, but a gs of 370.

i got to go, but i suggest you take another look at your crp manual, seems to me youre doing something wrong there
best of luck to you!

Thanks, im all good in the CRP, just a conflict of answers! Cheers

Ryan use this and cross check if the problem is the question or CRP http://www.csgnetwork.com/e6bcalc.html

GREAT STUFF HELPING ME WITH EXAM PREP
how do i get a full access guyz

hi good day hope someone can help how many clocks are installed in a NAVSTAR GPS

Hi Willis, how much access do you want?
...Hi Don, its 4 http://www.theairlinepilots.com/forum/viewtopic.php?t=853

Navstar GPS - 4 clocks
oops sorry didn't notice it was answered already.

can someone explain what no transgression zone is? is it the zone above the runway?

This is the definition as per Jeppesen General :

I have read the difinition, but not getting the picture

It has to do with parallel runways and the space in between those two runways as far as I can tell

I know...
üü
ah space between runway ah..

yes and that is the zone where no aircraft should penetrate. and if there is some aircraft in that space, an ATC controller has to intervene to maneouvre an aircraft on the other approach.

great, making much sense..

hi, http://www.theairlinepilots.com/forum/viewtopic.php?t=1038
check this out

this would be for example for runway 12 L , 12 R - the area between those 2 ' centrelines'
In that image its very well pictured

I agree its very nice, but somehow I m yet to get it.. just finish ppl never fly ir..

Its not really about IR
just 2 runways and 2 centrelines, stick to one or the other , do not meddle in between , I think that pretty much sums it

ah..ü
the threshold of the nearer runway, the point at which 1000 ft vertical separation is reduced between aircraft

the link i posted is about NTZ
it has a fig

yup I see
..

about what you're asking - where the vertical separation is reduced, if you check out the jeppesen general, theres a figure that should solve your issue

yup searching

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1455135727-image1.PNG

does it means like when the two airplane looking across the NTZ to each other, they can less than 1000 ft vertical difference?

I do not understand your question, I m sorry.

ntz extents from nearer runway thershold to point where 300m vertical seperation is reduced.
where is that point?

Simultaneous parallel approaches Mode 1, independent parallel approaches: simultaneous approaches to parallel instrument runways where radar separation minima are not prescribed between aircraft using adjacent ILS; and
this from skybrary - maybe you are referring to this

em I meant the picture you just sent me
thats what it write in the middle
but may be yea this too

yes this to explain better what is meant by the reduced vertical separation

yup great ü
what is omni-directional departure?
is it sth like one can take off to all direction after der?
do anyone know whats a half scale deflection from establish track?

It depends on whether you are using a 2 dot or 5 dot HSI/CDI. Full scale deflection would be 10 degrees and half scale 5 degrees, in the case of VOR.
For Localiser would be different.
If you are tracking a Radial outbound for example, and on your CRS you set R030 , ( HDG 030 - not important but to get the picture) , but you are on R035, you will get a half scale deflection left, so you follow the deviation indicator.

ah nice

HSI has reverse sensing whilst a CDI does not, so if your heading is going to the station and you have set an outbound radial, you will have reverse sensing.
The HSI will show you the proper information, as regards left or right, whilst the CDI will not.

aha

If you have not done IR , this might be a bit ambiguous, the moment you see it happening, I believe many things will clear up

yupyup

hello

햐
hi

yo
do anyone know what essential traffic means?
definition says it like seperation is provide by air traffic control but not when relate to other aircraft?

Essential traffic is that controlled traffic to which the provision of separation by ATC is applicable, but which, in relation to a particular controlled flight (IFR flights in controlled airspace or controlled VFR flight), is not separated by minima that has been prescribed. It might be less than prescribed so it becomes essential.

Also : Essential traffic information will inevitably relate to controlled flights cleared subject to maintaining own separation and remaining in visual meteorological conditions and also whenever the intended separation minimum has been infringed.
Source : http://www.skybrary.aero/index.php/Traffic_Information
BTW : For anyone wanting to get some good info on NAV systems - check this out http://www.navipedia.net/index.php/Main_Page
just stumbled on it

thanks charlotte

You're welcome - Also , I'm just a bit bothered that I have not stumbled on this forum before - tons and tons of very informative and well explained topics . Kudos to you

Hey Charlotte thanks my pleasure to have you here, most welcome :)

what a wing bar?
is
in cat 1 approach lighting, the single , 2, 3 light source on the centreline?..what is it talking about..

hi gents
is there anybody know about deviation

may be?

khwaja
r u admın

?..
I m not admin.

Hi Aviator: Deviation http://www.theairlinepilots.com/forum/viewtopic.php?t=918 and yes i am the admin

why center of pressure of symmetrical aerofoil is constant..any one?

thanks kwaja but my questıon is
have you ever read thıs subject jeppesen or oxford books ?
http://www.theairlinepilots.com/forum/viewtopic.php?t=677
look at this page from this site
did you see plus and mınus figures for deviation and variation
it is writing here and jeppesen books if the variation or deviation plus it is east
or if the deviaiton and variation is mınus then it is like west

YES

but oxford books saying completely vice versa

deviation west is the best so we minus
deviation east is the least, so we plus
thats how i remember it

but oxford books sayın vice versa

you know sometimes oxford books
has

can we send a photo to here

printing error
yes we can
its the clip at the right hand corner

how

click on the paper clip icon
its just beside the smiley emoticon

ı saw
waıt a mınute frıend

ok

hi, Abel already answered, thanks :)

np!
dun always believe what you read on oxford books
there might be some printing error! its not uncommon
and if you had read enough of the book, sometimes the answers they gave is also wrong

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1455469705-Ekran%20G%C3%B6r%C3%BCnt%C3%BCs%C3%BC%20(1).png
it is here gents
it is said for mınus it wil be east

are you from cae?

no turkey

hmm okay
just remember
dont always believe what u read
oxford books has
errors

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1455469878-Ekran%20G%C3%B6r%C3%BCnt%C3%BCs%C3%BC%20(3).png
and look at this friends this is jeppesen
but which one is true
what do you think gents
is there any ıdea

i think oxford is right

i am studying at CAE oxford singapore

you understood my question
but khwaja in your website is saying like jeppesen
remember

even jeppesen is saying the same thing but their example seems wrong

ı dont think so

ok let me study the subject again because i'm too rusty

ok
abel
what do you thisk which one is right
jeppesen ?

the both pic are the same
both correct

not the same bro
oxford ıs sayıng ıf there ıs mınus it is like east

east is lest west is best east is positive west is negative

the other one ıs sayıng vice versa

look again it minus from the other side
second one is doing from reverse

ı know

and first one is straight forward

look at the example 4 on jeppesen
it gave us compass heading
and deviation
then look athe oxford
it gave to us compass heading and deviaiton too

ok jeppsesen, oxford and my site all the same and correct

+3 mean east

see the link of mys site and draw the table like i have done and then fill in the values

ı looked

again, plus mean east negative means west

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1455470493-Ekran%20G%C3%B6r%C3%BCnt%C3%BCs%C3%BC%20(4).png
did you see here

simply, if deviation is given in words like west then add and if it is given in signs then for plus you subtract and for minus you add
do it this way and you'll get it right

TH plus 3 plus 1 equal compass
because -1 is west
1 degree west

ok ı understand you

üü

but oxford sayıng

in the recent link you provided you have to go from right to left

which means is esat for -1

draw T V M D C
and fill it up

yeah thanks very much dear chap :D
ok let make this clear you r sayıng oxford has wrong ınfos
and jeppesen is right
so ?

they are all correct..
what is the difference you are seeing?

ı try to said

ü

did you exaimne the photos

yup the one with two cut in half
two page cut in half

ı am looking again too

which question?
there are 3
3 4 and 5

if you solve the jeppesen's problem with oxford style
it is not giving same answer
and ı am sure my other student pılot friends are sure

oxford style, you mean the daily milk page?

yes it said which means is east
right ?

again.. east is least, west is best and at the same time east is positive and west is negative...do you get it..

yes

let me explain...

ok

deviation or variation eg.. +3
it means 3 degree east

ok

as for -3 , it mean 3 degree west

ok

problem example..
TH 10degree with variation 3 degree west
CH = 10 -(-3) = 13
sry
not CH ,,
MH

yeah
mh

but you get it?..

ı see you frıend
yes
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1455471650-Ekran%20G%C3%B6r%C3%BCnt%C3%BCs%C3%BC%20(5).png
please look at here
why oxford sayıng east for mınus

ok oxford seems to be the odd one out
- are west deviation

thanks finally understand me
ı thınk oxford ıs odd one

checking...

i worked out some examples and figure out jeppesen, my site are the same

yes jeppesen and your sıte are the same
and ıt ıs true ı thınk

that seems to be correct as i also checked bristol's site and they also confirmed west is -

ok thank u so much greetings from turkey
ı ll be pılot one day ı hope so
:D

welcome, and that day you wont be needing this rubbish B-)

yes ı know but ı am also maıntenance engııner on 737 ng
but ı want to learn correctly

navigation these days is so easy that you hardly come around these funny atpl questions in real life

u r right
this website is good
ı ll be register

thanks
sure

next to is AGK
:d

you are an engineer, you'll love it
pure pilots hate it

yeah ı love it but again there are diiferent answer on different places
espeacily again on oxford

i would any time recommend going to bristol

ı dıdnt check brıstol ever
ı have no any documents

see bristol.gs

ı have oxford atpl and jeppesen atpl

just get their dvd and make your life esy

I c, agree a mistake

finally james :
:D

ü

thanks by the way

no worry

we miss you Abel, you were right :W]

hahah
ok guys thank u ı wıll come back soon and ı ll ask hard question
:D

ok bye, thats why i dont provide atpl support anymore, i have to open the books again 3:)

:D

Hi guys

HI

Going for assesment to Wizz, any suggestions?

go through all the notes you have and stay calm

sorry, computer died

HMM

what kind of notes?
maybe you have collected some?

idk bout you cz you are a pilot and i am an FOO

ok, I see... good luck :)

thanks, actually going to give AGK paper on 23rd of this mont
month*
can any of you guys tell me about the part i should cover the most to pass the AGK paper ?

Hi Guys! Any idea if you can work out a ROD angle from this question? Or is that only applicable to glideslopes? Cheers!
During approach the following data are obtained: DME 12.0 NM, altitude 3000 ft DME 9.8 NM, altitude 2400 ft TAS = 160 kt, GS = 125 kt The rate of descent is:

THIS IS THE FORMULA
Rate of Descent = Ground Speed x 5 x (Glide Path/3)

cheers! No GP is given, so i believe it may just be a straight forward change in height over time Q!

I guess so...... can you specify that do you want the point where the rate of descend starts or do you want the rate of descent
because if you want the point where ROD starts then there is another formula

I seem to have it now, believe its just distance over time = 2.2nm/125 which equals 1 minute, then height over time = 600/1 = around 600ft (570 is the answer)!
Whats the formulae for that? Wouldn't mind a look! Where are you studying?

lemme take a dive at my knowledge :D
1.25*sqroot of H1+ 1.25*Sqroot of H2
i am not sure but i have written somewhere that this is the formula for the point where ROD is initiated
its a DIY formula as i am studying for my subject

Ok cheers, I haven't covered that in class but I guess its useful to know!

cool

Are you studying yourself? Or at a flight school?

yea i have completed the ground schooling for FOO License
there are 8 papers to pass here in Pakistan CAA, i have cleared 6, now i am going for AGK and then i will be left with RNAV ( radio navigation )

Oh very nice, Im studying in the UK, we have 14 here.

whats the passing marks ?

75% for all

cool
can i ask you something regarding license conversion ?

Sure, im fairly new but may know!

I am coming to UK on august to study Msc Air Transport Management from University Of Westminster, and i hope to get my Flight Operations Officer's license till then, so if i come to UK with my license, will I have to convert my license to UK or not ?

If its an EASA license, then you WONT have to. If its not an EASA license then yes, you will unfortunately.
I actually do that degree at another university!

hi everyone, sitting my exams tomorrow...wish me luck...this forum has helped me tremendously

Best of Luck Bob :FL:

hi everyone
ı have a question

hello

helo

depending on how difficult your question is hehe

hahaha
ı will fly one point to anywhere and no any changing direction and ı have enough fuel

i scrolled up , you said you will come back with hard questions

hahahahha
:D
yeah ı came
:D

ok so go for it , I might have something stored up top, hopefully my grey cells will work :)

so ı wil obtaın on my heading ındicator (dı) to show no any changing
ı ll fly for example only 45 degree heading
but no change ok :)

yes got it

just 45 heading or something
so after a 24 hour or more hour where wıll ı found
on poles or same place )
?

oh thats gen nav

yeah

what is your TAS?

doesnt matter
what do you want :)
where will ı find to myself ? (not found sorry for gramar )

well - you are flying great circle track then - coz your heading is not changing ( but of course - you have magnetic variation) to me it matters to know the TAS because that way you can know how many NM you have travelled, then you can calculate longitude crossed

ı think ıf your heading ıs not changing so it means you r trackıng rhumb line
nor great circle as ı know

sorry yes
i was thinking about rhumb wrote great circle track! you are absolutely correct there

then ı wıll fınd myself on the poles right

you said 24 hours or more?

doesnt matter just ı gave example
ı dıdnt ask the hard part question :D

what is the hard part haha?!

:D

I'm already stumped and I studied gen nav haha

so
if ı have same degree on dı ındicator it means ı am trackıng to rhumb line so it cuts with same degree to meridians

yes agreed

and as ı know dı ındıcator ıs not affectıng to mag. north
what is relating between dı degree and same meridian degree
why why ?
why am ı not goıng straight with same degree on DI indicator

well I know that rhumb lines are shown differently on different charts

so ?

a rhumb line can be a straight line on a mercator and a curved on a lambert
you mean straight in actual life or in chart terms ? lets clear that up first
and in a polar stereographic it will be a curve concave to the pole ( except a meridian) even though a rhumb line cuts the meridians at the same angle

hımmm
but ultimately it is not a great circle

its not a great circle but the representation of rhumb lines on charts differs

what about the atual life
then

http://www.theairlinepilots.com/forum/viewtopic.php?t=1215
look there because I think that if you are going to polar regions than your gyro is going to be a trite useless
magnetic dip will be too high up there
i know this really doesn't answer your question - I'm really trying though :)

but as ı know gyro ıs not affectıng by these errors
thanks friend :D
ok ı wil digging up this question
after ı come back

well you need to align your heading indicator to something
and that is to a compass
and the compass will be uselss
useless*
The heading indicator per se suffers from drift , which is corrected by aligning to the compass
yes and put the full question - coz Im curious now
what the answer is

yeah before takeoff you hve to alıgn wıth the compass

yes but you need to do every 15 minutes
well at least that is what I was taught to do

yeah me too

well unless its a slaved gyro

then dı will affect by implication with the mag. north because of compass
:D

in which case it does it on its own via a flux valve

:D

yes but again is it slaved ? haha this is getting more complex by the minute

ı dont thınk so
not slaved gyro
anyway ıt ıs complicated

ok - do you have the full question at hand?
as in can you type all of the question as is ?

ı thought this question myself
no

ohhhhh
Ok coz I found it pretty strange that you have no TAS

ok cruise speed 90 knot for cessna 172s for you :D

you need to know how many NM you are doing in an hour , and the starting point - to know where you're gonna finish
haha

ı will come back for good explanation to question

coz if lets say you are flying an airbus with a much higher speed you will cover more distance

cause ı couldnt explain myself appropriately

right?

ok
right

its ok aviator , we pilots can barely write our names haha

hahah :D

in any case an interesting question

thanks :D
r u pilot

yes i am - well another 3 hours on 310 and will finish my ATPL

good for u :D

Well lets call me a wannabe pilot haha - Ill call myself a pilot when i get those 6000-7000 hours haha

absolutley
for me too
:D

you a pilot also by the looks of it

ı am on just ppl course
but ı am also maintenance engineer on 737 ng series

oh my friend - your questions are ATPL level haha

ı am preparing :D

oh great! maintenance engineer - thats awesome - now i know who to ask for jet engines question issues

ı didnt ask :D

haha ok
ok i have a question for you

ask me
pls

I don't know if you actually tackle this but here it goes - so in airbus for example and boeing , the passenger oxygen is of the chemical type, correct?

yes chemical type as ı remember

now from your experience or maybe you know - do any jets actually use gaseous oxygen for passengers?

what do you mean jets

I am asking because there was this question on a database and there was a debate whether gaseous oxygen for passengers is still used? ( and I don't mean the supplementary for medical purposes) The oxygen from the masks that deploy
jets sorry - I mean passenger aircraft
Because someone commented that the B767 uses gaseous oxygen for passengers ( but really i searched everywhere online and could not find any information regarding this)

as ı remember but ı have to maıntenance manual for checkıng
as ı know there two chemıcal whıch ı dont remember theır names

yes , they use chemical generator for oxygen because of less maintenance and less risk of explosion also

they are reaction together and produce oxygen and also manuals says to us with warnıng dont touch the ozygne generator tube cause ıt gets up to 200 c degree

but you know EASA questions state that gaseous oxygen generators are used for passengers and was just trying to figure out exactly which aircraft uses this system
ooh thats a very high temperature - of course makes sense - chemical reaction

yes actually ıt ıs named by oxygen genarator
caled oxygen generator but thıs ıs on boeıng

yes understood

sometimes we r chancing this generator and we have to careful carryıng out this generator
maybe we cause for reaction by mistake
yes it is chemical now ı am sure :D

these generators have to be changed periodically ? as in they have a safe life then or?

safe life

thanks for the info eh :)

no problem :)

google can be used but having a conversation with someone about these things is nicer I find

absolutely

I remember stuff better this way

ıf you want to know anythıng lıke this
my advice look at the maintenance manual if you fınd thats

yes for now I'll stick to asking you guys these questions, then later on when I have nothing to do I'll hit the maintenance manual :)

yea sure :D
dıd u take the pıc
are u fineshed the pıc flight
PIC

Oh yes I did - I have now 170 hours on single engine and 40 on fnpt ( simulator) and i have 8 on C310

amazing
have you any advice for taking this pıc fly hours

Im doing an ATPL integrated course

any where
country or flight school

pic - you mean pilot in command - hour building hours?

hi, so good to see people chatting here

ohhh khwaja you missed the question
:D

yeah 3:)

yues charlot

oh kwaja good you missed the question - Im so confused haha

not today

ı wil ask agin this question on night
for turkey local time :D

he got me confused yesterday too lol

hahahhaha :D

believe me I'm stumped haha

i'm too rusty with atpl, its been a long time

im super fresh and I feel i couldn't give a proper answer :/

but ı am on ppl :D

thants normal charlotte -- with this easa atpl

true eh

where r u living

whose that for

for Khwaja I think

im in pakistan

two of you

So we have Istanbul, Pakistan and Serbia

realy last year we have been there

but I am from Malta

corendon airlines for wet lease

oh ok

malta :D
it is good country

its suppose to be beautiful
though havent been there

yes - it is beautiful - of course I'm gonna say that coz its my country but it really is
the sea is beautiful

ı have to go out friends it is about to start my communıcatşon lesson :D
communication

http://abroad-internships.com/countries/europe/malta

roger

i love the sea cuz of scuba diving

thats us !

ı am living in antalya

I was in Antalya in June!

antalya has got blue and white flag for sea :D
really :D

I loved don quixote haha

next tıme say me before come here

scuba diving is great in Malta - we have a lot of ship wrecks you can visit

sure, maybe one day

Tesekkur Ederim ( if I remember well) for your help Aviator

exactly :F
:)

google translator helped me in that ;)

hahah

haha i know how to say some other things in turkish but again I'm sure my grammar is not good
lutfen hasabi alabilirmiyim?!
haha

thats correct :)

seriously?!!

yeah

oh thats an ego boost lool

nothıng wrong

ok güle güle

:)

hahaaa

bby

by the way there are many queries here http://www.theairlinepilots.com/forum/viewforum.php?f=33
if you guys have time please address them if possible as i am busy in other projects
gule gule again

Oki - bye guys

Evening guys! Any idea why you don't square the speeds in this Q?! An aeroplane maintains straight and level flight at a speed of 2 * VS. If a vertical gust causes a load factor of 2, the load factor n caused by the same gust at a speed of 1.3 VS would be:

Hi everyone! Is there an experienced pilot or flight attendant aviable to chat with?
If there are any available I would ask them to do a survey concerning jet lag for a school project. This is the link: https://docs.google.com/forms/d/1FWAJy4yVqQl1S4Cr1wXJ1MWX-AbCOn6zVu3-0TP1WxY/viewform
Hopefully someone is willing to help. Best, Kaascia

how can someone pass fp caa system on first attempt any sources ?

Ryan Willson you don't square the speed because this is a vertical gust, not a lateral/horizontal gust. For a horizontal gust you can use the lift formula, in this case we use the gust load diagram.
so you're looking for a differential, new speed/old speed = new n ( differential)/ old n ( differential) - we use differential because we already have a load factor of 1 and we need to know the difference
Also in the gust load diagram the gust lines start at 1 and the formula can be explained through that diagram.
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1455606794-Screen%20Shot%202016-02-16%20at%2008.07.08.png
Kaascia I filled your survey. Very interesting.
Did not take more than 3-4 minutes

Thankyou very much!
What would you come out with an answer of? just out of interest?

1.65

Thanks, thats the answer given. My instructor was insistent that i should be squaring those speeds! Thanks.

I've worked it out if you want me to write my working

Is it 1x1.3/2=0.65, then add that to the 1g you already have?

correct thats it

thanks for taking the time to do that, really didnt have to! You study yourself?

No its fine - I told the admin before that I like it that we all help each other
yes I'm finishing my ATPL soon
couple of hours on 310 and then checks

A310? Very cool, thanks for your help. Where are you doing them?

no no haha cessna 310
I should have been more specific - apologies
I'm doing the Multi Engine IR

Ha thats ok, I was thinking blimey A310 already! Ha

haha - that would be quite something eh

For sure!

From 172 direct to A310 - I'll spend a couple of months in utter awe , thinking these engines are piston haha

Yeah, i flew the 172 also!

do anyone know how the quill drive can demage the gearbox?, or what is a quill drive and gear box?

hi all
Kaascia i've done your survey
Thanks Charlotte, i love it

accessory gearbox?
auxiliary gearbox?

I ve read a questtion about when Hydraulic system fail the quill drive shear to offload to protect the gearbox..
actually thats the answer, but em , not suure what it means..

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1455619476-Screen%20Shot%202016-02-16%20at%2011.39.16.png
source :aeexam

I know I read that too..and I just seeing what gearbox is , but not sure what is a quill drive
I m doing that question exactly..
üü

yes i gathered that much
A quill drive is a mechanism that allows a drive shaft to shift its position (either axially, radially, or both) relative to its driving shaft. It consists of a hollow driving shaft (the quill) with a driven shaft inside it. The two are connected in some fashion which permits the required motion.
Thats wikipedia eh

Non-essential components are usually connected to the gearbox via a quill shaft or "shear neck' which has a deliberate weak point that shears if the component seizes. This protects the gearbox and the drive system from high loads
hi

Protection mechanism

ü..

I am waiting for the day where I will say ' oh i think we have a problem with the quill drive in engine 3 - and the problematic screw is no. 4569504 :) '

i hope you keep waiting and the situation never comes :-)

haha - I'm sure I won't know the screw number and won't have time to figure out its the quill haha

what does shear actually means..?
still can't picture or find a video about the quill drive..

shear is when it is disconnected , cuts off

ah
k üü

if I'm not mistaken theres only that question about quill drive - know what it does and move on that is my advice

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1455620571-stress_types.gif

but that shearing is the stress shearing

good advice :W]
just wanted to give an idea

oh of course ;)

ok carry on bye

is this a quill drive? http://www.steamlocomotive.com/GG1/quill-fig2.jpg
what is a Jack??..
i c
what is a Jack in Hydraulic system?..
ah ok.. cc

a jack is an actuator
it stores energy basically - you ve got single acting, double acting
hydraulic power converted to mechanical power

i c thanks
but still, what does quill really means, it is such a funny word for quill drive..

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1455638895-whl010.gif
you see that tube that is holding the axle
that is the quill

so I see that quill means something hallow, I sadly dont quite see the purpose of it, or lead me to guess what is quill drive..
https://www.youtube.com/watch?v=K4JhruinbWc
is it something like this?
I cant find anything in aviation..

The purpose is so that it holds the axle and keeps it in place , if there is a lot of load/vibration, it has a weak point and it disconnects, so it protects the gearbox and reduces damage
really i don't know what else to tell you
my suggestion is to just think of it as a holder for something else and its there to protect , and move on to other questions. that is only 1 question out of a thousand and more.

so it actually breaks, and no safety measure is designed specifically for the shearing?

Im sure there is some redundancy of the system

and even if it breaks, wouldnt it make no different to the drive shaft? the tube in the middle which actually carry the load?.....
anyway I m continuing..

unfortunately I am not really equipped to answer that question - sorry
maybe someone is more fluent in this subject than I am

thank you anyway, appreciated. üü

no prob:) but really sometimes move on - because you will waste a lot of energy on information that you will have time to learn later. Prioritise what you need to know now, as in good time management in these exams will take you places.
and don't over think them you know , I'm sure you're gonna do great either way :)

Aviator I have a maintenance question for you O.S:

Our Maintenance person is busy doing the real work on airplane me thinks :)
airplanes*

lol
may be call him in turkish

haha - my turkish unfortunately is not that advanced - I can just ask for the bill, hello , thank you , bye - a week in turkey did not get me far in the language department

ok i'm actually finding a reference for the following info:
If one pulls a fire handle without any indication of fire and then pushes it back in --- then will everything return to normal or the action is irreversibale
irreversible
if you come across some text on this pls let me know

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1455715653-Screen%20Shot%202016-02-17%20at%2014.22.05.png
let me check my books - one sec

its not normally done that way so books dont mention this
anyway lets see if you can find something

I m sending the pic - Im reading also - might be related - so I don't keep you waiting
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1455715826-Screen%20Shot%202016-02-17%20at%2014.24.44.png

ok
thats the fire drill

I think that the 'commanding' action seems to be the rotating left and holding
because the pulling of the handle just arms the necessary elements to be used, correct?

first thing is pulling the handle, when you do that the LP valve closes. Instead of rotating the handle to discharge the agent if one just pushes it back then will all the valves etc go back to their normal positions?
one maintenance engineer said that action is irreversible.
it may be for some equipment but i have my doubts about it

I understand - let me read some more - are you interested in a specific aircraft type though?

no just general
thanks

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1455716766-Screen%20Shot%202016-02-17%20at%2014.40.36.png
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1455716768-Screen%20Shot%202016-02-17%20at%2014.40.36.png
Apparently it is not reversible , because the isolation of the electrics etc , can't be undone .
Even on Airbus , when you push the fire push button , there is a full isolation, any battery bus is also isolated, so when that action is taken, in the design there is not lets say redundancy for 'changing ' your mind about an engine fire

hmmm ok thanks for the data
debate over here says it can be undone http://www.pprune.org/tech-log/368023-737-fire-handle-reset-flight.html

info for this got from an Airbus TRI/TRE

ok so that conforms with maintenance engineer's answer
good, thanks :FL:

yes definitely :) also the pilot I know just went rummaging into the manual haha

i never read anything like that in the manual
as far as i can recall

yes infact he told me that - but he's gonna check just the same
thinking about it again - even just the pulling of the handle - before I was mistaken when I said no 'commanding' action coz you are actually stopping all fuel, hydraulics everything going to the actoin
engine *
so with the pulling you are doing something, not just arming the squib etc
These are really interesting questions eh ! I love figuring these things out

i'm surprised if the actions are irreversible then why not mentioned in books
i mean just in case if one pulls the wrong one and decides to put it back 3:)

that was my exact question
as in what if one pulls it by mistake ? then what ? you got a perfectly functioning engine useless?
and that was the queue to rummage in the manual haha

that's why i had my doubts about it

I ll come back to you with more "manual' info soon

thanks, i just searched my database and found a maintenance engineer in my site's members... gonna email him

ok pretty please let me know what he tells you :)

sure

great
hello Ryan

ok emailed to two -- lets see
ok spent too much time here, quitting for the time being gule gule

Hello!!

hey there - how are you?

Bleh can anyone help me?
It's something for school

hi

RAWRemo sure , post what you need help with here.

hi
i got the answer from engineer i aile
emailed
how do u read skipper

I read 5 - and what is the all mighty answer?

He said it will require maintenance action after the power handle is pulled, even though the bottles were not fired.

so you will be left with a useless engine

I asked if this was true on ground also without engines running
He said: On ground with CB's pulled, there will be no issue no maitenance required. With CB's closes then yes they would need maitenance and resets to be done

The lesson from this is : boys and girls do not pull the fire handle, push the button by mistake coz you will regret it.
Good to know

yep
chapter closed

Yes , we need to come up with another question like this one - just to keep the mind going haha

was that quill query over

I hope so

ok good thanks for the support charlotte

so since its just that one question - it won't be an issue I am sure

the engineer replied again
On the ground engines off no action is required. Basicaly you are testing the fuel shut off valve closing and opening So no mtce is required. But if you are flying and you pull that. You will cut the fuel to that engine. I still dont think mtce is required but is good to perform checks snd mtce

great info - thanks

i've asked him to conirm
Can you please confirm that in flight and on ground with engines running if you pull the fire handle and put it back then mtce action is not required to normalize all the valves and stuff etc.
lets see what the reply is

The guy I asked said that after any pulling, pushing - maintenance have to check the plane
pushing only sorry, coz he knows Airbus - so maybe it is a different procedure

ok so may be he has to check as a procedure but may be he will not have to do anything to normalize if it was just pulled and pushed, ... what do u think

Captain Willson , hoping all went well with your examination.

Thankyou, 95% :)

great :) very happy for you:)

wow well done

A few mnemonics got me through ha
Only a mock examination, but cheers mate

well a mock or not , you did amazing , kudos

latest reply:
In flight, pulling the handle will shut off fuel to the engine. On ground with engines off, no mtce would be required as its for mtce to check operation of fuel shut off valves. With engines running, mtce would be required.

great - thanks for clearing that up

Hi. I was reading the whole "if you pull the fire handle, it is irreversible". I just finished my TR on 738 and that statement is ambiguous. I think that if you do not rotate the handle, you can get most of it back EXCEPT your IDGs. They will be disconnected and can only be connected again by maintenance. I might be completely wrong but let me know. Thanks

Hi Christopher
We discussed what you just stated
I am more informed as regards Airbus though - we were collecting some information from various sources to come up with an answer - I believe Khwaja asked some maintenance personnel also as regards this issue
In manuals etc - is there something referring to this particular instance though?

Not really. I think one of the instructor mentionned that to us and I'm trying to get my head around it. I'll try to gather more information about it and get back. Thanks :)

well the IDG / CSD can be disconnected in flight - ( can only be connected on ground) so in that case switching on APU.
Thank you Christopher :) much appreciated

hi
y need a anwer?
upps sorry
I need a anwer
please
:o.O

Hello Luisa :)

How do you calculate holding pattern problems

How do you mean? which holding pattern to use when entering the hold?

I got holding pattern problem in my recent exams but cud not calculate it.....can you make me understand holding pattern in detail

https://www.youtube.com/watch?v=waAdGCVa_Bo

How do u get which hold to enter??adf reading at the end of hold??

well it depends on from where you are approaching the station
from which side
you need

Ok I will give u 1 ques...can u pls explain me how u got the answer...ok

ok
send it

Well not getting any Similar ques which I wanna ask...but I want to know,
If u r given an obs setting
And u r told enter some xyz pattern....
How do u determine from where u have to enter

its not an xyz pattern - its either a standard or non standard , and a holding course - if its an NDB - QDM or a VOR course (

Like if a/c is on radial 040...and obs setting is 270
How do u enter a holding pattern
HDg is 130

standard or non standard?

Ok say non standard

that will be a parallel entry

This ques came in my exams this time
Pls explain

wait you said radial 040 - look if you are on radial 040 then your heading has to be towards the station and that is only possible if your heading is 220
its either heading 130 or you are on radial 040 inbound - because in either case to enter a holding you have to be going towards the station
if your heading is 130, holding course is 270, and holding is non standard - it is a parallel entry

How come hdg has to be towards stn

because to enter the holding you have to go to the station, ( or a defined waypoint) but you have to be going towards the station - that is your reference
otherwise what are you going to hold ? in a holding- your reference is the station, for outbound leg for example, you start timing when you are abeam the station ( your reference point)
you have to fly towards the fix to enter the holding

Ok

sorry - holding non-standard it is teardrop , standard - parallel ( Typo)
do you understand why it is teardrop for left and parallel for right?

It was a tough ques..rt????
I still did not understand

check out that video
because you need to understand the basics of it first , if its an NDB, VOR, just a fix
the segments , 180, 110,70
70 sector for teardrop, 110 sector for parallel and 180 for direct, ( there is also another entry - offset entry) but again you need to see it drawn to understand.

Can I get your gmail address.if I want to ask some ques or guidance can you help

yes you can ask here

Ok...anytime???

yes definitely ask any questions here
post your question, someone will get back to you surely , I come here quite often so if it is something I know I will definitely help you with

Thanks a lot..u won't be bothered ,if I ask u a lot many ques???
Cos i have been failing many attempts
I really really need help

ask your questions - I have other things to do - but when I find time of course Ill be more than happy to answer any questions I have an answer for

Ok

so as regards the holdings you need to go back to the books - when you get the basics then further issues can be discussed

Thank you

no problem

Thx anyway.u were a gud help

watch that video - its very helpful

hello there everyone

hey sam

just wanted to know if anyone one around here has achieved a ppl or cpl

whats ur query

well i've enrolled for ppl and will be hopefully going for flying in this summer
so just wanted to know few random things about this aviation industry

like what

Hey Sam , congratulations for enrolling in the PPL course, you will love it
What questions would you like to ask?

Hello all!

hi
sorry rayan how r u

hey Ryan :) how is our Principles of Flight wizz?

Not too bad ha, had Gnav today!

How was it ?

Yes, very good.

excellent :)

Good morning all

Good morning Questionman

Hi everyone, Can anyone tell me, what is a route manual chart NAP? From where can I get it?

From the Jeppesen Airway Manual
Find the Mid atlantic plotting chart it is on the back on that chart - one is MAP the other is the NAP chart
Its in the Student Pilot Route Manual for JAR-Flight Crew Licensing

small question, I understand you need at least 1 alternate when filing an IFR flightplan unless: Destination has two seperate runways, Wx -1HR ETA +1HR ceiling 2000ft or circling +500ft, destination is within 6hrs flying
but are these 'and' or 'or'
so AND within 6hrs AND wx AND...

Hi questionman see if this helps: http://www.theairlinepilots.com/forum/viewtopic.php?t=1154

@Khwaja Haroon: thank you, but Oxford states following:
Destination Alternate(s): The selected destination alternate (diversion) aerodromes are to be detailed in the Operational Flight Plan. At least one destination alternate (diversion) aerodrome must be selected for each IFR flight unless: 3⁄4 Both, the duration of the planned flight from take-off to landing (or in the event of a re-plan, the remaining flight time) does not exceed 6 hours, and two separate runways are available and useable at the destination aerodrome and the met reports/forecasts indicate that from 1 hour before until 1 hour after ETA at the destination, the ceiling will be at least 2000ft or circling height +500ft (whichever is greater) and the visibility will be not less than 5km. 3⁄4 The destination is so isolated that no useable diversion aerodrome exists.
what confuses me is the "both, the duration of... ... the remaining flight..."
and looking at your link it's OR

at the moment i am busy in some other stuff and cant really go in deep into this, but wait a little hopefully Charlotte will log in a while and do a comparison. If there is a discrepancy we'll correct it

no worries, I understand.
I'm just rereading and came across this little thingy ;)

only the other day there was an issue in which oxford turned out wrong
but we'll check this later
i'm relying on Charlotte to do the dirty work ;)

tsk tsk :-)

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1455974752-Screen%20Shot%202016-02-20%20at%2014.19.49.png
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1455974760-Screen%20Shot%202016-02-20%20at%2014.19.32.png
This info is from the horse's mouth
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1455974897-Screen%20Shot%202016-02-20%20at%2014.22.56.png
http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2008:254:0001:0238:EN:PDF
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1455975305-Screen%20Shot%202016-02-20%20at%2014.29.45.png
This is from ANNEX 4 - doc 965

Ok thank you Charlotte !

I hope these documents clarify any discrepancies

Can't thank you enough Charlotte

Absolutely Charlotte, thank you ;)

Im glad :)

purely out of interest, what's your background? (CPL,...)

ATPL

and employed, or looking?

hey aviator
was looking for
you

Thanx a lot Charlotte. I just have a PDF format Jepesen and will try to locate this NAP...... with luck. Help appreciated

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1456065602-Screen%20Shot%202016-02-21%20at%2015.34.26.png
This is what it looks like - if you need a specific one let me know- I might find it for you.

An aircraft is 100 nm due north of a VOR heading 210°. The pilot intends to home to the VOR on the 330 radial. The pilot should set ________ on the OBS and, assuming zero wind should turn ________ on reaching the 330 radial.
The correct answer is: 150 left
anyone knows why is it 150 left?
is it 330+180 = 510 - 360 = 150
and turn left because its nearer?

150 because since he is required to use the 330 Radial, the inbound heading of the 330 Radial is 150 ( reciprocal 330-180) . As far as I can tell left is because he is approaching that radial with a heading of 210, he needs then to turn left to establish heading 150 to track radial 330 inbound.
Turning left to establish 150 heading makes more sense, 60 degree difference to the left.

Hello everyone. Can someone explain me a problem of grid navigation?

Hi Claudiu :) post your problem here, I have to go fly now, but I will try to help you later.

A route is flown from (80S 100W) to (80S to 140E). At 180 E/W the Grid Track and True Track on a Polar Stereographic Chart, whose Grid is alligned with the Greenwich meridian, are respectively:
I found a lot of examples in Internet, but I didn't understand very good this kind of exercises

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1456146829-vor.png
For Grid Navigation: http://www.theairlinepilots.com/forum/viewtopic.php?t=688 and http://www.theairlinepilots.com/forum/viewtopic.php?t=714

Good afternoon, I have a small question regarding oxygen requirements on a pressurised aircaft:
Pressurised aircraft, cabin crew: Oxygen required:
-Entire time above 13 000': all cabin crew (min 30Mins supply)
-Entire time above 30mins between 10 000' and 13 000': All cabin crew (min 30Mins supply)
ref : http://www.theairlinepilots.com/forum/viewtopic.php?t=1148
Now I'm wondering, why do we have two statements when you need oxygen for all cabin above 10 000' anyway (as of 30mins)
isn't the first statement redundant then?

Morning guys,just wondering about the METAR.What is the validity of the METAR>

Hi guys, anyway of doing this mathematically? Given: aircraft height 2500 FT, ILS GP angle 3°. At what approximate distance from THR can you expect to capture the GP?

Ryan you calculate that using Tangent - trigonometry method - you can also use the 1:60 method
Height= ( glidesope in degrees x 6080 x distance in NM) / 60
Questionman
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1456160224-Screen%20Shot%202016-02-22%20at%2017.51.18.png

thank you but this is for non pressurised AC

https://easa.europa.eu/system/files/dfu/Part-SPO%20IR%20(Opinion%2002-2012).pdf

thx ;)

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1456160404-Screen%20Shot%202016-02-22%20at%2017.54.49.png
Ryan check out the trigonometry method- let me know if you have an anser
answer*

8.3nm using the Height on glide slope method!

Does it match to your answer?
As in to the correct answer?

Yep, 8.3 is the answer :)

Great
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1456161110-Screen%20Shot%202016-02-22%20at%2018.06.11.png

Thankyou, did you get flying today?

METAR is valid for the time of observation, its not like a TAF where you have validity. ( Some Aerodromes publish METARs every 30 mins/ 45 mins , depends)
http://www.theairlinepilots.com/forum/viewtopic.php?t=314&sid=faaf5c3fa75fc9ca86ee482dd04f4b1a

Hi All. Anyone know why VMCA does not decrease beyond 5 degree of bank?
Which of these statements about the limiting value of 5 degrees bank angle during VMCA determination are correct or incorrect? I. When the bank angle is decreased from 5 degrees to 0 degrees, the value of VMCA will remain approximately constant. II. At any bank angle above 5 degrees, VMCA will decrease correspondingly

how compensation jet correct mixture ratio?
a tube with another tube with hole on it?
cant find any real picture or video..

Anyone any decent videos explaining gyros? i've done all i can find on youtube but can't get my head around degrees of freedom amongst other things

Rev, this US Navy video might help you out. https://www.youtube.com/watch?v=JnKloSdUJLo

Hi guys, can someone help me with and explain the compass acceleration and turning error

Hi, Compass Errors: http://www.theairlinepilots.com/forum/viewtopic.php?t=916
hi Ryan
here is the debate about your question http://www.atpforum.eu/forum/technical-subjects/-081-principles-of-flight-a/10807-q12972-vs-q14778

Thanks, im still not sure as to why it doesn't decrease beyond the 5 degree bank!

increasing the bank further will also increase drag and increasing it too much can lead to a fin stall so there is a limit i believe
thats why the certification is ill 5

Ah brilliant, thanks a lot!

*till
welcome

So it cant decrease as a stall occurs? its essentially decreased too much already?

without getting in deep into this cant give a verdict at the moment :)
i'm stuck with some other stuff these days
bye

Hi
can someone help me with a question?

What subject is it>
?

it's about glide angle and distance being covered

Post it and I will have a look :)

Amir, I think there is a post about your question. :)

so there is an airplane losing engine at 610m (2000ft) asl, calculate the max distance that can be covered by gliding.

Don't they give an airspeed?

no airspeed
also wing span is 11m (its a cessna172)

No idea in that case, sorry!

:) don't worry

Could you tell me when you found the answer? I'd like to know. ^^

yeah sure

Thanks

okay so by considering the the lift and drag and the weight component cancelling it out u can form an equation like this: Tan(glide angle) = drag / lift which is equivalent to drag coefficient / lift coefficient
u can also do more simplification by expanding Cd and Cl but i don't really need it

As long as it's clear!
And correct, of course

is there any difference between axial speed and rotation speed? in concept understanding and in actual reading
in regard of propeller effectiveness

hi Ryan
regarding your query, just to clarify again i was talking about the Fin Stall
too low speed will need too much rudder to keep straight, that might stall the fin

Ok brilliant, thanks a lot. I think you cant go beyond 5 degrees, or the stall occurs! Hence their reasoning of it doesnt decrease beyone 5 degrees, simply just stalls.

Hey guys! Anyone of you did ATPL theory with Bristol Ground School?

Hi Rustem, what do u want to know about Bristol?
I have studied their stuff

Good afternoon, when factoring landing and take off distance I know you have to acount for wet runway, slope etc. But i recall you had to factor with standard numbers as well

hi

can anyone please advise? what I remember is for a turboprop to land you'd need to factor x 1.43 I believe and that should be within 70% LDA

let me find the link for you

ok ty

yes for jets its 1.67
40%
ok here they are http://www.theairlinepilots.com/forum/viewtopic.php?t=607
by 40 i mean margin

great, thank you sir

welcome

helou

hi

oh well i need help
trying to get assumed and derated settings

lets see if i can

i have the FCOM and FPPM
but dont knwo where to start

you need specific info about an airplane

737-800w
actually i need some step to step guide to get assumed temps
for certaing runway and MTWO

i dont think i have a step to step guide here but i have boeing's and airbus info on performance if you need

that would be great

ok wait i'll find the link

thanks

Boeing: http://www.theairlinepilots.com/forum/viewtopic.php?t=805
Airbus: http://www.theairlinepilots.com/forum/viewtopic.php?t=806

lets take a look

these are quite detailed

AFM-DPI ?

thats the software

yep i know
wherei can get it

usually company's/operators get it
i met one guy on pprune who has it

sometimes perf settings come from dispatch
oh really?

yes he worked out something from me

i assumed that guy wouldnt give it to you isnt?

i dont even need it
lol

lol

dont u have efb on board

nop

oh

sometimes dispatch give us the info

ok let me find something

but away the hub we need to use toga
cheap airliners you know
thanks

here a small article i wrote about 737-300 long time ago http://www.theairlinepilots.com/forumarchive/b737/takeoffweightandspeeds.php
it might give some clues in manual calculations
but cant guarantee

737 -300
need th e800s guide

sorry nothing on -800

thanks anyway
will try to do some research

ok welcome

at least i got a starting point

i plan to put up performance here in great detail
right from scratch
but it will take some time

that will be awesome

yeah because thats what everyone needs but its not explained properly

to us cheap airliners we need this

the rich guys need it more because all they do is just enter some numbers in a computer and hit go

lol
damn right

ok take care, gtg

you too men
thanks a lot for everything

Just in case if you come back here b738w, here is what probably you were looking for: http://www.theairlinepilots.com/forumarchive/quickref/reducedandderatedthrust.pdf
and also some more stuff on derates http://www.theairlinepilots.com/forum/viewtopic.php?t=801
i had this but ii dont know why i could'nt recall

salam sir how can I get the things I am new to the forums.... can you guide me how to upload... I have stuff to upload

i'll email u

it would be very good if u share some link where I could get some hand on tips and techniques to HTML codes
thanks

yeah no problem

can anyone read this easa english? to prevent seizure of rotor blade in their seals

Congrats Awais, just heard you got operational

hello
need help in the mass and balance quesrion bank for cpl

Need help on thi
Which of the following equipment does not use information from external sources in flight? (A) Pressure Altimeter (B) Inertia Navigation System/Inertia Reference System (INS/IRS) (C) Slaved Gyro compass (D) Very High Frequency Omnidirectional Radio Range (VOR)

Joel. it is the INS/INS it is the only self-contained. al the rest need external information

What is Aircraft Alteration?

@Joel http://www.theairlinepilots.com/forum/viewtopic.php?t=910
@ poop: what i understand is alteration done in an aircraft for a better design, performance or to correct a problem.

http://www.aviation-safety-bureau.com/aircraft-alteration.html

Hi guys, may I just ask, for a Cat I approach runway, the lightings on it are basically the Threshold lights, runway edge & end lights?

hi
hllo
i have some quuuqu :)
:-P

@Aviator: http://www.theairlinepilots.com/forum/viewtopic.php?t=1026

Arrow Following 180° stabilised turn with a constant attitude and bank, the artificial horizon indicates: too high pitch-up and too low banking too high pitch-up and correct banking attitude and banking correct too high pitch up and too high banking Turning through 90°: (Bank Angle Under-reads) and (Pitch Error – Indicates Climb) Turning through 180°: (Bank Angle Correct) and (Pitch Error – Indicates Climb) Turning through 270°: (Bank Angle Over-reads) and (Pitch Error – Indicates Climb) Turning through 360°: (Bank Angle Correct) and (Pitch Angle – Correct)
hi i found this question on the site. the answer and explanation are contradicting, would just like to find out which answer is actually correct

hi who get any ideal for missing flight MH370?
is that got any conspiracy or hijack or anything?

hi scott
too high pitch-up and correct banking attitude seems to be correct
thanks for pointing it out, will correct that soon

all good thanks for letting me know

welcome

do anyone know how mach number in Tas / LSS and dynamic pressure / static pressure have the same unit?

the pdf shared on derates above is very useful
thans!
thanks!*

Hi guys! Can anyone help me out?
There is a uestion I cannot deal with.
The CG of an aeroplane is in a fixed position forward of the neutral point. Speed changes cause a departure from the trimmed position. Which of the following statements about the stick force stability is correct?
a. An increase of 10kt from the trimmed position at low speed has more effect on the stick force than an increase of 10kt from the trimmed position at high speed. b. Increase of speed generates pull forces. c. Aeroplane nose up trim decreases the stick force stability. d. Stick force stability is not affected by trim.
My E-ATPL webpage sais the D is the correct answer, but here the correct answer is A. So what is truth, and on the exam what can I expect with questions like this?

In navigation, Can a waypoint be a destination ? Wikipedia says it can be . can anyone give an explanation on it with example?

I believe trim only reduce heaviness, not relate to stability
when cg move forward, stability increase..when aft, stability decrease
in navigatin waypoint can use as destination, in IFR flight. (supposedly not in VFR I believe.) since IFR follow a specific procedure in approach.

hi, I have a Q: on the official FP exam it was a Simple Q regarding ED-6 chart, asking for a distance A-B but it the attachment: only part of this map with no acces to the scale or any info Plus it was a zoom copy so if you try to use a ruler-no posible, can any one tell me if answer for that q was posible without memorise the q bank?

hi

jo

please i have a quick question
are there types of airborne weather radar systems?

http://www.skybrary.aero/index.php/Weather_Radar
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1457872103-111112.png
anyone know this?

thanks for the link but it doesnt say the different types of weather radars

http://www.skybrary.aero./bookshelf/books/163.pdf
http://www.skybrary.aero./bookshelf/books/163.pdf
some thing should be in there
I believe

thank you

http://www.everythingweather.com/weather-radar/types.shtml
just search wiki, they have it

the thing is i want to know the types used for airplanes wiki is not helping
i think im asking the wrong question

öö idk
Plan position indicator
https://en.wikipedia.org/wiki/Plan_position_indicator
?.

Hey does someone know how to calculate local speed of sound ?

38,95 times square root of SAT in Kelvin
SAT is OAT when airplain is not moving,
as no compression cause no ram raise ( increase in temperture due to adiabetic effect
)

HI
I NEED HELP: Track A to B = 088oT Distance: 1250 NM Mean TAS: 330 kt Mean wind: 340/60 kt
Find the time from A to PET

Hai,can you please help me.
How to draw a polar diagram
If aspect ratio, drag global coefficient and lift max global coefficient is given

can anyone tell me about autopilot

can anyone tell me what happen when the zero fuel weight exceeds from its structure limit

Sorry guys, I am extremely busy at least for the whole of March, so wont be able to address your queries. Please help each other.

abid,The maximum zero fuel weight is a limitation of the aircraft that includes prevention of wing bending. If too much weight is in the fuselage the wings will flex in flight. MZFW is a design limitation

Hello everybody! Is there an opportunity to get some data files of normal flights (maybe different aircraft types, Airbus, Boeing, routes...) of the QAR or FDR system? I would like to parse and analyse the recorded data as a hobby data miner. <-^

wing are horizontal with the weight of the fuel, so when fuel are used wing start to bend upwards, with exceed of zfw, and wing bending upward, the weight o aircraft and the lift of the wing will bend even further upward and can demage the root of the airplane.
root o the wing

yo ma james wasup

Yoo wasup guys

When flaps are RETRACKTED whilst maintaining straight and level flight at constant IAS, the lift coefficient will: eventually remain the same. WHY?

Because in order to keep altitude (straight and level flight) and your current IAS, you will compensate for the loss of lift due to Flap Retraction by decreasing your AOA, hence allowing you to keep former parameters constant

hey guys

hi

Hello,Is there anyone who can tell me how is FTEJerez flight school?I am in need of a flight school to join for being airline pilot.Regards.

Hey
I don't know about FTE Jerez . But the arirang flg school is the best

what is difference between glide range and best glide range
got it
when the airplane pitch up does that change the CG of the airplane?
does the CG change in flight if so then how?...
I dont mean trip fuel, that I can understand, how about rotation alone pitch axis?
ok got it.

Hey.Are you joking?You tell me go to a flight school in Pakistan?

can some one help me, i need questions for easa exam for module 15, 11A and 5
if have question bank please send me on my email " amjadchaudhary@hotmail.com"

hello, anyone good at principles of flight? I have an interview next week but mixing aeverything up :(

Hello,
check out Ace the Technical Pilot Interview book if you havent already. I found that useful for my interview

hello..can anyone tell me reference study material for GNSS for ATR?

hi can anyone please tell me where to get questiond on V speeds for FPP ASAP

hi. can anyone refer a website from where I can get sample papers for self assessment before I take the final exam?

hi guys , can anyone explain how the gyroscope is affected by steep turns(180 deg)?

so there is alread a dip angle of the compass. as the airplane traveling along latitude , bank in high angle. and the verticle component will meet the magnetic line and start flippin 180 degree. same as when travelling in north orsouth pole. the vertical componet, as which a magetic metal strip, can be affected by the field in a 3d dimention, will cause undesirable reading, since we only want to horizontal one.
or may be not..

any info on cabin decompression (mainly rapid decompression and gradual) ive done explosive
well is there any website or anything

Hi All, I have a question. If someone can answer I'll really appreciate :)
I am about to start CPL next week, I just wanted to know that, is there any possibility or power to a pilot that he can also study and get bachelors side by side ?

hy h=guys my names antonio
i am studying for my atoll
atpl
and i am getting crazy with so much stuff ,specially with the calculations ones there are so many ,and so badly explained ,like rim,for ,etc etc

hi all. does anybody now where can i get information about adf vor error rates?

hi all. im studying airlaw and im struggling with the procedures part of it. any advice?

hi
can any one tell me the defenition of threat in relation to airlaw,CAA question

any one from pakistan
can any one tell me the ratio of the question of human behavior and performance
please help

Can any one help me find out drift from this data? Given: TAS = 225 kt HDG (oT) – 123o W/V – 090/60 kt Calculate the Track (oT) and GS?

Alia + there is a great useful app for ipad iphone you should download it , your rotate the slider and fixed the sensivity of the rotater.Visit this site http://www.csgnetwork.com/e6bcalc.html

naber lannnn
yalçin nabıyonnnn

lannnnnnnnnnnnnnnn+ kimsin :)

Hey guys!

I love clouds

Hello!

Hows it going?

Not bad, you? Doing ATPL's?

Yeah dude pretty complex though how about you?

Yep, in them right now ha
Which country?

Canada you?

England

Are you a Pilot?

Doing my ATPL ground school training now, at CTC aviation. I have a PPL, you?

Yah I finished mine already I am a part of the Canadian Flight Legion and learning about cloud configurations of England for a top secret fly by mission
so look out there is a storm coming and the night is full of terror #GOT

could anyone very briefly explain "tuck under"? it'd be much appreciated thanks

Tuck under or "mach tuck" is the aircraft's tendency to drop it's nose during high speed flight. The cause of this is that the centre of pressure (where lift acts on wing) moves rearwards because of the shockwaves. When the aircraft reaches it's critical mach number, the local airflow will reach the speed of sound and creates a small shockwave (while the aircraft itself is still flying at speed below the speed of sound). The zone in front of the shockwave creates high lift. As the aircraft continues to accelerate, the shockwave will become stronger and travel backwards (which moves the CP backwards) and therefore causes the nose to drop down.
Additionally, shockwaves will also destroy the downwash hitting the tailplane, thus causing the tailplane to create an uplift force which also pushes the nose of the aircraft down

perfect, thanks for clarifying

Hi all good morning, what is a variable blade and how does wirks
sorry Works

You mean a variable pitch propeller? It's a propeller which is automatically controlled to vary their pitch (blade angle) so that they can maintain a selected RPM (hence the other name for it, constant speed propeller)

hi, anyone alive ? :)

Hi guys

hey

hi
Definition of Veer..???

hi guys! I need full version of this document http://www.theairlinepilots.com/forumarchive/al/airlaw.pdf.Could you help me??
http://www.theairlinepilots.com/forumarchive/al/airlaw.pdf
please send me it to olehshulimov@ukr.net

hello

helo everyone.....anyone to help me about convergency factor?

Hi can someone please clarify a question i have regarding RNP? is it used only for lateral navigation or lateral and vertical? Because i had always assumed lateral only, however today i have seen a number of questions and articles which give it as lateral and vertical!
^^ can anyone answer? ^^

when the throttle is advanced during cruise on an airplane that is equipped with constant speed propeller , the propeller pitch angle automatically ?
Help

coarsens
The CSU keeps the prop spinning at the set RPM. Adding more air to the engine in a fixed pitch A/C would increase the RPM. With a CSU the blade will coarsen its pitch in order to maintain RPM and prevent overspeed.

HELPPP PLZ !

orite leds
whats a 'Hot Bus' in aircraft electrics
what services are fed from it
help a fella out

A pilot flying around stratus clouds will experience moderate turbulence. Select one: A. True B. False?

Anyone here good with convergency and departure?

I can try!

An aircraft is planned to fly a Great circle track via the following turning points. 53 N 30 W to 53 N 20 W to 53 N 10W. The track change on pasing the second turning point will be approximately

hi can somebody help me?
why do we need to be able to recognize all these cloud types?
:o.O

So that you don't enter the wrong one! B-)

How to Calculate the Fuel Endurance required in Item 19 of ATC Flight Plan CA48
How does one Calculate the Fuel Endurance required in Item 19 of ATC Flight Plan CA48?

@Toots: I believe it's just your useable fuel divided by fuel consumption.
E.G: Aircraft uses 10 USG/hr, useable fuel on board is 40 USG then your endurance would be 4 hours
I believe this helps SAR to define a circle in which you might have crashed should you go missing
That's my take on it but please correct me if I'm wrong

hello guys
need your help . please if someone could help
cann anyone please tell where can i get questions on flight planning and payload ??

http://www.theairlinepilots.com/forum/viewtopic.php?t=1003
http://www.theairlinepilots.com/forum/viewforum.php?f=25

Mass Limit Calculations: http://www.theairlinepilots.com/forum/viewtopic.php?t=658

does anyone have a question bank in which only th question and correct answer is written? if yes. kindly email me all the files at techniciandanish2010@live.com. thanks.

hello everybody i need a help on matter that currently i am working
trim sheet ...
anybody if in a mind to help me do email me on memai283@gmail.com

Hydraulic fluid used

hi
am new here

hello

hii am new here

hey

hi

Hi haroon ,
You plan to land on R/W 14. The met forecast wv is 110/30. Variation is 30w , what cw you expect?
I solved this question applying formula got cw -15kt it meas zero cw.
Here variation is negligible rt?

met forecase is True so you need the variation

When 100 nm out on descent to an aerodrome an ATC clearance requires that at 80 DME you descend from 10000 ft to 2000 ft via the DME steps. The phrase the controller will use to give you this instruction is - 'cleared DME arrival not below 2000' 'descend to 2000 not below the DME steps' 'cleared Visual Approach to 2000' 'cleared DME approach to 2000'
can anyone answer this?

hi
whats app anyone

hello
i have few qustions i like to solve

hello everyone i want to start my study but dont know which database is good for easa and actually i dont chose a country yet, can anyone give me an advice about which counry and which database match, example: poland is good with atpl online

hello putitos

hello perrito

hi
i got a question *
is wingtip vortices linked with angle of attack ?

alrighty
wing tip vortices is linked to Di so yes
greater Di equals a increase in Vortices intensities
i.e slower airspeed a.o.a HIGH, Di HIGH
vice versa for a higher airspeed

hellow
please could any one
help me with the artificial feel unit
and trimming

Hi everyone, could somebody explain the displaced threshold meaning?

A threshold located part of the way down the runway, as oposed to at the start of the runway.

hey
anyone good at solving mass and balance problems?
need help
:/
(Refer to figure 031_L401)From the data contained in the attached appendix, the maximum allowable take-off mass and traffic load is respectively:
1830 is the answer
can someone explain?

I am the best at solving the mass and balance problems.

MLS/RNAV plain language designator where does't stands for?

what is a flow through shockwave?

RNAV is no longer on the ATPL syllabus. Theres no need to worry.
There is no flow through a shockwave either.

http://i.stack.imgur.com/oI0p5.png

WHAT DO YOU MEAN NO LONGER IN ATPL SYLLABUS?

The whole subject is gone. You dont have to study it anymore for ATPL.
Its PPL only.

https://www.caa.co.uk/Commercial-industry/Pilot-licences/Regulations/CPL/CPL-common-requirements/
Radio Navigation required for CPL

Where the hell di you hear that? According to EASA and ICAO RNAV is still a subject required for ATPL and CPL.
https://www.easa.europa.eu/system/files/dfu/NPA%202014-29%20(D)(2).pdf
https://www.easa.europa.eu/easa-and-you/aircrew-and-medical/european-central-question-bank-ecqb
and my ATPL(frozen) is less than 4 months old.

thanks!
Then again....MLS/RNAV plain language designator stands for?

Just so I'm clear you're wondering what RNAV and MLS stand for?
MLS= stand for microwave landing system. It was designed to replace ILS with an advanced precision app system that would overcome the disadvantages of an ILS. ILS Disadvantages, *only 40 channels * the azimuth and glide slope beams are fixed and narrow(aircraft have to be sequenced and adequalety separated which causes landing delays. * no special procedures such as STOL * ILS cannot be sited at hill location also affected by movement of such as vehicles and taxiing aircraft.

Thanks, Planin language designator is used bij what reasons?

bij?

Can't help you yet...
Back again
I don't get the context MLS/RNAV plain language designator...

Neither do I. What exactly are you looking for? English isn't my native language.

Me either dutch...

But you don't need an explanation on what RNAV and MLS do and stand for?

These are already known bij the FAA handbooks.

hey

Hey there

hey

hi guys
Concerning the direct reading magnetic compass, the turning error: does not depend on the magnetic latitude decreases with the magnetic latitude increases with the magnetic latitude decreases with the magnetic longitude
can you tell me why answer is this

An aircraft descends from FL250 to FL100. The rate of descent is 1000 ft/min, the groundspeed is 360 kt. The flight path angle is: a) 2.4° b) 3.2° c) 2.8° d) 1.6°
help needed

Convert rate of descent and groundspeed to the same units. Convert ft/min to m/s and knots to m/s. The flight path angle will be the inverse sin of (rate of descent/groundspeed). The answer will be in radians. You need to convert in to degrees by multiplying ny (180/pi). The answer I get is 1.57 degrees which rounds up to answer d. I hope that helped.

To calculate a 3degree flight path you take the ground speed by half and multiplay it by 10. In this instance that woulld be 360/2 = 180 * 10 = 1800 fpm. This is roughly 3 degrees. So with a GS of 360 kts a 3 degree Flight path is 1800. Which is much greater than 1000ft. If you look at the answers you can tell that 1.6 is the only possible answer here.

hi Guys what study material would you recommend for heli atg atpl?

Hello

Cyvnt: You can also take 5*GS and you get the ROD for a 3* glide path. Much easier. Blagodr: the formula which you can use is Rate of Descent = Glide angle/60 x Ground Speed/60 x 6080. which simplified is ((1000/6080)*60)/6=Angle which gives me an answear of 1.64*. You can also use Cvynt method. Take GS * 5 and you get ROD for a 3* glide path which is in this case 1800ft/min, divide it by three to get ROD for 1* glide path which gives you 600ft/min, how many times does 600ft go into 1000 well, 1.67 times. Both show us that D is the right answear.
More info at: http://www.theairlinepilots.com/forum/viewtopic.php?t=690
You can also use Height = Glidepath Angle x Distance to go (in ft) / 60 formula just a bit more calculation needed. Distance/time=speed, time=15 000ft/1000ft/min=15min -> 0.25h. D= V*T, 360kt*0.25h=90NM.
90NM*6074=546660ft, put it in the formula and you get 546660/60=9111, 15 000/9111= glidepath angle -> 1.64*. There's multiple ways to get the anwear ;)

Hi guys, i am wondering if someone know something about minimum descent altitude and decision altitude and what is the diference?Tnx

MDA is for a non-precision approach and DA is for a precision approach.

You are right, but nowdays there are more often non-precision approaches with DA so i think it is certanly to set boath MDA and Missed Approach Point at same position, correct me if i'm wrong?

For say an NDB approach only has horizontal guidance and no vertical guidance thus it has an MDA/H minima. Now an ILS or MLS approach you have DA/H regardless, because you have vertical guidance.
a GNSS approach you have both DA and MDA or just DA.
http://peter2000.co.uk/aviation/kln94-gps-approach-afms/egka-20-rnav.gif
Becuase you can either follow the guidance of the GPS vertically or fly your own ROD by checking the distance/altitude under the approach.
Now when it comes to missed approach, the thing is with non-precision. You have are allowed to desend to this altitude but are now allow the desend below it until missed approach where you either have contact or not.
Doing a full procedure approach for example you which does not have a DME, you may reach the MDA before missed approach point. Hope I answeared your question. :)

You helped me a lot, thank you :)

If you ever look for an example look for a Time based NDB approach.
No problem, glad I could help and sorry for my bad English.

Neither am i perfect, don't worry
;)

Hi

is anyone online
i need help

go ahead

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1465420191-IMG_20160608_230151.jpg
Can anyone help me with this i keep getting the wrong answer
TAS 104 GS 89 climb gradient 10.5

hey does anyone know this For an aerodrome with a single level runway, usable in both directions, the maximum planned landing weight, given that the climb limit requirement is met, will be determined by: a) the weight in still air at the forecast temperature. b) the weight in the forecast wind at the forecast temperature c) the weight in the forecast wind at the ISA temperature d) the weight in still air at the ISA temperature.

morning. i have a question...

hey

hey

Hi
The minimum drag speed (TAS): --> increase with increasing alititude
someone knows why ?

hi

hi

its because parasite drag decrease when increasing altitude
remember the curve with induced drag total drag and parasite drag?

yes but ... the induced drag decrease too

i don't think so, but even if it's the case the parasite drag will decrease more than induced drag

okey :D thank you so much for your help

u welcome ^^

hi everyone what is the question convo going about?
between this site has really helpd me pass my ppl

(Refer to Annex 033-072 or Flight Planning Manual MRJT 1 Figure 4.3.1c) For a flight of 1900 ground nautical miles the following apply : Head wind component 10 kt Temperature ISA -5°C Trip fuel available 15000 kg Landing mass 50000kg What is the minimum cruise level (pressure altitude) which may be planned?
hi guys i wonder if anyone could help me.... i have had a few question like the one above, i am just unsure of which lines to use at the landing mass section since your are trying to figure out the pressure altitude
im writing on wednesday att 8;30

hi

hey
i want to clear my all concept of POF which book would be best from the beginning

Hello
IS there anyone who's writing CPL exams at SACAA?

Determine the Take-off Mass for the following single engine aeroplane. Given: Standard Empty Mass 1764 lbs Optional Equipment 35 lbs Pilot + Front seat passenger 300 lbs Cargo Mass 350 lbs Ramp Fuel = Block Fuel 60 Gal. Trip Fuel 35 Gal. Fuel density 6 lbs/Gal.
Determine the Take-off Mass for the following single engine aeroplane. Given: Standard Empty Mass 1764 lbs; Optional Equipment 35 lbs; Pilot + Front seat passenger 300 lbs; Cargo Mass 350 lbs; Ramp Fuel = Block Fuel 60 Gal.; Trip Fuel 35 Gal.; Fuel density 6 lbs/Gal.
oops sorry, posted twice. Can anyone help me with the above question?

Hi all
i would like to know how to built capability for FDR and CVR analysis/

Dave: Basic empty mass=1764lbs, optional equipment is the question what they're refering it to be. Like supplementary electronic equipment, if so it's counted in the BEM. But I think they are refering to Variable Load as optional equipment. thus to get dry operating mass you need to add BEM+variable load+crew=1764+35+300=2099 lbs, to get TOM we need to add useful load(traffic load+fuel-taxi) that's 300lbs cargo. The fuel is very bad stated, you're not going to use 25Gal of fuel for taxi/start up, and you don't have a time or any other info which could give you the amount of fuel used for taxi. Thus this is unsolveable
I found someone asking almost the same question Question: Determine the Landing Mass for the following single engine aeroplane. Given: Standard Empty Mass :1764 lbs Optional Equipment : 35 lbs Pilot + Front seat passenger : 300 lbs Cargo Mass : 350 lbs Ramp Fuel = Block Fuel : 60 Gal. Trip Fuel : 35 Gal. Taxi Fuel 1.7 Gal. Fuel density: 6 lbs/Gal Determine the expected landing mass.
DOM=1764+35+300=2099lbs ZFM=DOM+Traffic load -> 2099+350=2449lbs. For fuel 60G-35G=25G 25G-1,7G=23.3G 23.3G*6=139.8lbs TOM=139,8+2449=2588.8lbs, but according to Colin a Bristol instructor the answear is 2598lbs, they haven't used the taxi fuel and followed what you stated at first. giving us 2449+(25G*6)=2599lbs and he staed the correct answer is 2598lbs. However I want to remove the taxi fuel.
Short summery. TOM=DOM+Traffic load + Block fuel - Take of fuel. (however I want to remove taxi fuel too)
http://www.atpforum.eu/forum/technical-subjects/-031-mass-balance-a/11388-n-3575
http://www.theairlinepilots.com/forum/viewtopic.php?p=931&sid=85220b80cb4cee532d0c9e8edc1d5c2e
The thing is that it states TRIP fuel and not TAKE OF FUEL. Thus it does not include reserve, contingency and alternate. The thing is when you remove trip for block you get taxi fuel, contingency and alternate. But you're going to use up the taxi fuel before Take off, but it's not stated how much the taxi fuel is out of the 25G. But if you use the 1.7G as the other person said then you can actually calc out your Take off mass.

can i know the fdr parameter details of different aircrafts

hi guys is everyone on here hold a min of a PPL or what lic do you hold?
:|]

what about IVAO exams ?

Air at T = +16oC and DP = +4oC is forced from sea level over a 10,000 ft mountain range and descends back to sea level on the other side. If the leeward condensation level is observed to be 8,000 ft what will be the final temperature?
can somebody tell how can i solve this question

hello to all members,,,,any help regarding preparing for an cadet interview

anyone need help with atoll questions hit me up... i know it all, I'm the king
*ATPL

Hey Paddy here you go http://www.theairlinepilots.com/forum/viewforum.php?f=43

lol good one Khwaja, I'm looking for specific live feed questions so i can spread my knowledge to ye who need it.

Hi Guys! Is anyone able to assist with this question? Thanks!
Concerning a constant speed propeller of a twin engine aeroplane controlled by a single-acting pitch control unit:

heyya guys, im currently studying for my PPL exams (done my solo ect) but i was wondering 'what do you need to know about wind gusting?' for ATPL - Thankyou x

Hey Paddy here you go with live feed questions by Ryan and Bethan ;)

Hi .my question is.why we increase flap speed more than v2 on fms setting before t.o ?
I fly with a310 tanks for your help

how is site error reduced by using doppler vor instead of cvor?

Can anybody help me with a quick question? What false sensation might you feel when rolling out of a turn?

can u send me a link for a basic capacitance type fuel quantity indicating system? it is recommended to draw it in a simple way
:o.O

Given: TAS = 485 kt, True HDG = 226°, W/V = 110°(T)/95kt. Calculate the drift angle and GS?
Can anyone help me with this?

Start with Wind direction & velocity (mark an 'x) then put grommet on TAS then turn to True HDG then find the drift and adjust accordingly and there you have your drift angle and GS

Do you have a navigation computer without a "wind arm"? If so, then the previous comment will help you Hans. If you have a windarm it's a little quicker. TH on top, turn windarm from where wind is blowing BUT we need to turn that wind arm now by 180° (because we are calculating drift angle, that's us drifting AWAY with the wind). Slide speed scale so TAS is under circle. Now look at the windspeed on your windarm, at that intersection you can read your drift angle (either to the right or left) and horizontally you can read the GS. :-)
Using your values It'll be approx 9° right drift angle (making your track 226+9 = 235°) and 530kt for the GS

hi
hello
requst standrad phraseology for tower control

Hi, check this http://www.theairlinepilots.com/forumarchive/quickref/cap413.pdf and http://www.theairlinepilots.com/forumarchive/pilotslounge/atcpilottransmissionsandphraseologies.php

iwant how to write inflight plan in tower control
tank you khwaja haroon

hi

Hi good evening everyone , has anyone done a recent POF and HPL ATPL EXAMS ?if so can you please add what you can remember and what you may have struggled on

Hi good evening (thats all I can say) :-)

Lol ok thanks :)
Where can I find all the formulas for POF ATPL?

hi guys
when engine first start the rpm will be high or low ?

any body have coonvarsation between pilot. atc

hi

hi guys
in a standard holding pattern turns are made?

to the right

HI

can someone tell me how to use the ECTM GRAPH?

how long can crew stay in transit country without visa in schedule flight? ..

Hi guys
what does PB means in GAS TURBINE

ECTM - Eat Chicken Tikka Massala :-)
Put the E,C,T or M as the center most line. as you go up or down the ECTM graph things either decrease or increase in value
http://www.atpforum.eu/filedata/fetch?id=100028
PB?? which exam is this for ? Just finished looking at AGK here.

isit Burner Pressure?
for EASA
EASA Part 66

dont know. what subject?

Gas Turbine Engine (Module 11)

send link to question

oh its Burner pressure but
Question Number. 45. The term Pb means. Option A. burner pressure measured at the diffuser case. Option B. burner pressure measured at the NGV. Option C. burner pressure measured at the combustion chamber.
oh its Burner pressure but
__
Option A. burner pressure measured at the diffuser case. Option B. burner pressure measured at the NGV.
Option C. burner pressure measured at the combustion chamber.

Rev thanks for the chicken tikka masala

How many flow of air will go into the combustion chamber? (gas turbine engine)

Hi can somebody please help with these POF Qs
When an aeroplane performs a straight steady climb with a 20% climb gradient, the load factor is equal to:
Q: 12953 atpl online
Question 3 of 11Number 15111 Whilst maintaining straight and level flight with a lift coefficient CL = 1, what will be the new approximate value of CL after the speed is increased by 41%?
Number 142: You are flying at 2Vs and a vertical gust increases the load factor to 1.3g. What load factor will result with the same gust but flying at 1.5Vs?
An aeroplane maintains straight and level flight at a speed of 2 * VS. If a vertical gust causes a load factor of 2, the load factor n caused by the same gust at a speed of 1.3 VS would be:
Number 12953 When an aeroplane performs a straight steady climb with a 20% climb gradient, the load factor is equal to:

strange
do AF pilots have pressurized cockpits too?

Huh

Naz. First calculate the climb angle -> gradient of climb = sin gamma (climb angle x 100) so a 20% gradient gives us a climb angle of about 11.5° (20% / 100 , then sin-1(0.20)). Finally, the load factor in climb/descend is equal to the COS(climb angle) so COS(0.20) gives us approx 0.98

Hi Jeff thank you very much for your help. Really appreciate it.
Hi Jeff I just wanted to confirm why you did the last step (cos0.2)? Because after doing sin-1 you get the answer o.98 which is the wright answer.

Sorry for the late response. The (20%/100 and then sin-1(0.20)) was the explanation how I got to the climb angle 11.5°. I see now I made a typo error. Sorry. The final COS(0.20) should be COS(11.5) because its the COS(clinb angle) that will give you the loadfactor :)

Hey, quick question regarding finding the wind vector. From what I understand, when finding HW/TW component, we must use the difference between GS and ETAS. I was wondering whether or not ETAS is used when calculating the x-wind component as well (referring to my CR-3). Any input would be greatly appreciated.
x-wind from the Crab angle that is

Hey joe
:-*

hi, can u help me?

No i cant, i hate general navigation, sorry

:(

675432235 call me ;)

O.S:

air at T=+16C and DP=+4C is forced from sea level over a 10,000ft mountain range
answer plz

Thanks Jeff. Hi can anyone tell me what TEM is in HPL please and what's question they will ask about it Thank you.
"Threat error management"

hi, help me please : The effect of clearway on takeoff performance is ...

Mavric... at 6000ft you will find clouds as the lapse rate is apx 2oC every 1000ft.
clearway is added obstacle free area at the end of the runway in the direction of takeoff. clearway surface is not defined and can be water. It is an area where aircraft makes the initial climb to 35ft. TORA+CLEARWAY=TODA

hi
do anyone know what is the design rationale of essential load on essential bus bar

Hello
can anybody tell me how sweptback wing affects lateral stability?? :)

thank you Fahim Kaldane

Hi
What does the AWR in AWR bearing stand for?

Airborne Weather Radar probably ;)

maybe? not sure... I'm reading book 10 of the oxford aa, on page 523, it gives a definition of what it is but not what it actually stands for
Oh wait, disregard that, kleinwalti is correct. Thanks for the heads up!

Hi. It appears that e-atpl website has a lot of new ecqb03 questions. does anybody have an account for me?

Can someone confirm or correct my way of thinking about this Performance question. It asks to apply factors to the runway conditions to find TODR. In the first question it gives an downslope and said this is negative for our TODR. The second question states an upslope and also says this is negative for the TODR. Why does a downslope not affect it in a positive way, because the aircraft can accelerate faster and reach lift off sooner? Or does this apply to TOR and not TOD? Thanks in adcance :)

During takeoff always consider both "Stop" and "Go". It might be easier to "GO" on a down slope, but may not be to "STOP"! You have to see the net effect by considering all the factors.

HI

So simple, yet I forgot it! Thanks for the reply Haroon (Been doing Perfo all weekend and I guess my brain is asking for a little break, haha) :-)

welcome, have a kit kat B-|

hi
What is the change of latitude in the case from 83037'S to 42050'S
will it be 40 47, N or S
:O
i am confused as tis travelling northward but its still in southern hemisphere
plz help

hi, see if this helps http://www.theairlinepilots.com/forum/viewtopic.php?t=703

:o.O

hi I got a curious for SID does someone teach me
when we departing in SID, what accuracy have to maintain the bank rate and H/D

Hi 최길현 see if this section helps: http://www.theairlinepilots.com/forum/viewtopic.php?t=1104

hello i have a question not finded
A destination alternate aerodrome must be specified for?
4 possible answer
A) an IFR flight, if enroute VMC conditions are expected B) any IFR flight unless there is reasonable certainty that at the ETA a visual approach can be made C) any flight for public transport over 40km D) any flight where a take-off diversion has been planned
nr4?

D

hiu
hi
anyone doing ther atpls shortly
?

Hi whats the best way to work out dme range? thanks

hi, see if this helps for dme http://www.theairlinepilots.com/forum/viewtopic.php?t=868

thanks will check it out

for alternate aerodromes question, try this: http://www.theairlinepilots.com/forum/viewtopic.php?t=1154

aircraft flying at TAS 220kts on heading 045 winds 080/20 what will be the ground speed without flight computer?

A) 80 - 45 = 35 (B) Cos 35 x 20 = Headwind Component (C) TAS - Headwind Component = GS

thank you
- is for tailwind?
what are the formulas involved?

Good day everyone.
here is a question im struggeling with.

hi
i have got my navigation exam in 3 days and i am fked :'(

The partial pressure of carbon dioxide in the alveoli is: A higher than the pressure of carbon dioxide in the blood B lower than the pressure of carbon dioxide in the atmospheric air. C lower than in the blood D almost the same as in the atmospheric air
hahaha. I've luckly passed mine

Isnt it A<<<

the answer to my question is C. Lower than in the blood . but i have no idea why.

lol i also have my Nav exam on tues :(

i though so too. and it makes sense choosing A. But C. Pith I dont get it

o wait lol lower partial pressure maybe because its diffusing back to the atmosphere as a waste product
sorry just a guess imalso stusying for Human Pre exam
im also studying*

im resitting the test. failed 2 times with 72 and 70.

ouch :(
what study material are you using ?

bud im using Avex but it sucks as hell. so learning through the question because it identical to the exam.

try Exam 11 and question bank
thats what we using in south africa and we get word for word in the paper

what flight school are you guys at?

same here in Gauteng!
FAGC
and FALA

hey guys, anybody has experience with bristol question bank?

hi all
first johannes

lol

CO2 diffuses from the blood into the alveoli (so that it can be exhaled out). So, the pressure of CO2 in the alveoli is at a lower level than in the blood.
then Anna

so i was kinda right lol
XD

Anna yes I have experienced bristol
yes adrian you were thanks

it is worth to pay for it ?

absolutely

just careful of question bank the developers dont update or add any new question

r u in uk

thanks Bud.

questions*

Bristol does it

link ?

im in UAE

http://www.bgsonline.eu/ <<<<<<<< very good aswell

https://www.bristol.gs/

thx

they are the same
Anna r u in uk

apologies i was talking about this question bank >>>>> http://questionbank.co.za/

Im in UAE

ok

i live in UAE too :D

where do u study ?

what flight school you go to anna

i dont go to flt school anymore
u?

im from bangladesh and doing my flight training here in bangladesh
and its called Arirang flight school

ok, just came from banglades few days back :D

awesome :D which airline are u in?

air arabia

wow
do you know a guy named shahadat hossain
hes from bangladesh too now flies the A320
hes in air arabia too

i hink we have only one guy from banglades , i think i know him

lol that could be him :D hes a friend of mine :)

a

another day of studying. =( =(
:-(

any south africans on?

Hi all
any tips for mod 13
the questions from part 66 seemed unreliable

hey guys one query...i am appearing for psychometric test for air india next month...can you please suggest good study materials for the same?....and also for technical knowledge test following psychometric thank you in advance

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1471173836-adapt.pdf
hi see if this helps
best of luck

thank you capt

welcome

any other material for airline entrance exams will be highly appreciated

i only had this one

okay thank you again

this should be the best option i guess http://www.latestpilotjobs.com

i am practicing compass from there....but i need some question banks
for technical knowledge test

every airline has its own style so i guess contact some one in air india

they are conducting psychometric followed by technical knowledge test
any links for good question bank download?

i dont know

how do i pass flight performance!! :-( :-( :-(

U don't 3:)

:S- :S- :S-

Hi guys how does one get hold of exam 11?

Hey you will find all the latest ECQB03 questions on www.e-atpl.com and you will get 20%OFF with promo code WELCOME

thanks bud

hello guys

Hello
I need a help to solve a problem

go ahead

hi guys is there anybody?

deez nuts

hello
i have a question

go ahead

yes

hello everyone
what is civitation?

Hey guys. i have some question
Does the newest stable platforms use a platform and gyro for stabllizing and Acceleromter for heading?

hi! anyone have any information about AGK ATPL paper

hi everybody
is there anyone answer my questions ?

Does anybody knows if a simple 2D RNAV system is still used ?

Approximately how far will a jet airliner travel in still air when descending clean from FL370 to FL70?
anyone?

hi everybody
why is airplane ve two wings?

lalit: im assuming you mean a descent with no power as usually performed, it will depend extensively on the aircraft type and performance.

hi
i have a question
about transponder
when the transponder shall be off or standby?
:(
can they help me.....
helloooooo

Hi
Is there any one can answer few question in meteorology CPL?

hello,

Hi Koo, questions for SACAA
any ideas?

no AHmad

Alright say its CAA not FAA
in wind shart cloud base AGL or AMSL ?
charts*

only CAA

Okay
Thank you Koo.

I dont understand, how correct calculate CG

CG is center of gravity and is the point where all the mass is concentrated, where you could hold an object with a finger. It's moment (force * distance) divided by mass
Amir: Transponder should be on at all times unless otherwise told by ATC

Can somebody tell me why in approach procedure descent angle prefered to be fixed at 3 degree, not more than that? What is the merit behind that? why more than 3 degree descent angle not permitted in CAT III condition?

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1473136183-Untitled.png

oi
whos there
i got question about vor

i can try :D

Does anyone have any question?

Can anyone help me out with this one? The phase of the reference wave is 110 as the phase of the variable wave is 315. What is the phase difference?

hi.someone could help about abortion tuning on VOR / ILS ?. regards

what subject ?

when you stop tuning a VOR / ILS .In that case happens?
the subject is radio navigation

oh doesnt makes se3nce but if you turn a Vor on the obs 180 degree the inverse happens.

thank you very much for helping

Hey guys, quick question regarding Swept back wings. With swept back wings you increase the distance that the air particles flows thus reducing it overall speed leading to a higher Mcrit? Am I right or am I fishing in the wrong area? Thanks

@Adam: http://www.theairlinepilots.com/forum/viewtopic.php?t=403

Okay, thanks! :)

hello

hey

Hi
Is there any one who have a summary for all the T/O speeds formulas for CPL exam
mainly the relation between speeds and stall speeds
?

what's the risk of not having flight data analysis program?
thanks

Morning Gus
Seems no body responds here
A question: how do you get the ISA dev. from CX2. the only thing i could get is OAT..any ideas?

hello
i'm so glad to join this amazing website
how to calculate stalling speed at diffirent G F
ex if the stall speed is 40kts at 1g what is it at 2G

Ahmad: To get ISA dev you must look at the diffence between OAT (normally given in the question) and the STD OAT which is what your CX2 will give you... Example: at 21000ft OAT is -30'c. ISA Dev is therefor: CX2>Altitude>STD Atmos>21000 = OAT-26.61'C. Therefore ISA Dev = [30 - 26.61] = 3.39'C. Round to 4'C. and finally we say it as ISA Dev is 4'C colder than STD. So ISA -4.
Zakaria: Stall speed at different G-force: Formula: "Vn=√LF x Vo". LF is loadfactor, Vn is New Velocity, Vo is Old Velocity. Therefore at 2G we say Vn=√2 x 40. Answer from calculator is 56.56kts

Maximum endurance for a piston engine aeroplane is achieved at: is that at VY or VX?

vy

In oxford material it says that Vy is at a higher speed than Vmp and that max endurance is at Vmp. How can this add up

Vy is pretty much Vmp for a prop

Max Endurance = Vmp = Vx = Oxford (Vx < Vy) = http://www.theairlinepilots.com/forum/viewtopic.php?t=601 Does this add up ;) Correct me if I am wrong, not current with this subject at the moment :)

Some help with PANS-OPS ( Construction of visual and instrument procedures)

Any Maintainers on here?

yup
any issues

Just studying for B1 exams in a few weeks. Any good reference material you would recomend
12 years licensed TCCA (canadian) wanting to expand to eourope

yes

Hello Sir K.Haroon. Can i have ur cell no. plz

hello everyone,,

hi

whats a rhumb line ?
im studying g-nav PPL

an imaginary line on the earth's surface cutting all meridians at the same angle.
Refer to General Nav Book 061. Page 1-16.

Hello everyone :)
i'll be starting my PPL training nextweek, any advise from you guys???

SQK7500 will u be doing your exams first or flight training ]
if its ground school i suggest you really pay attention cause your gone need that knowledge the rest of your life
but don't worry its very interesting and really easy to comprehend
good luck :)

Which of the following statements is true of the dew point of an air mass? It can only be equal to, or lower, than the temperature of the air mass
Hi guys can you explain this for me

Din: It can only be equal to, or lower, than the temperature of the air mass because when dew point equals the ambient temp then the air is 100% saturated. Meaning that fog/clouds etc will occur. The humidity within the air cannot be higher than 100% thus the dew point can maximum be equal to the ambient temp/the air mass temp.
This may help too Din: http://www.theairlinepilots.com/forum/viewtopic.php?p=1608&sid=4d60ebbbba726d4c81daf598d5601476

Thanks Alot

HI guys
Im goign to be sitting for a ctc adapt tech exam soon , has anyone taken part in one or has access to a demo for this or any information to what i can expectt , i would be very grateful

@Blggles: //rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1471173836-adapt.pdf hi see if this helps best of luck

short range radar uses which type of pulse repetition?

thanks Haroon..
Which statement is true? QNH can not be 1013 .25 hPa
can anyone explain this

okay need to know what happens if the sweep angle is increasing?
the 3 answers are
a.)Increase the free stream air speed
b.)change a normal wave to an oblique wave
or C.)produces a higher critical mach number?

Hi jason not sure the reasoning but is the answer C
the answeer pops out for some reason

aite
Thank you so much
also a couple more
when temperature decreases whah happens to the mach number?
a.)increase b.)decrease c.) remains the same
please help me. I've got an exam tomorrow and im just struggling with some of these

when temp decreases locaal speed of sound increses.. there by the mach number decreases
sorry when temp decreases LSS also decreses
so mach number increases
Mach no. = TAS/LSS

okay so it increases yeah?

yup

Okay thanks
got it

http://www.theairlinepilots.com/forum/viewtopic.php?t=897
this will help you to solve mach number questions

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1474565472-IMG-20160918-WA0002%5B1%5D.jpg
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1474566101-IMG-20160918-WA0001%5B1%5D.jpg

Q16 B, Q17 B, Q18 B, Q20 A

biggles if you still need help with your QNH question. You can only set full QNH pressure into the alitmeter. So for 1013.25hpa you round down to nearest full hpa. Same goes for 999.6 you still round down. This has to do with safety as the true altitude becomes lower with lower pressure than standard. In other words the isobars decrease with lower pressure.

adam
can you help me out

with what?

the above questions?
need answers for Q19, Q!!, Q!@
Q11, Q12**

oki i can try, give me a minute

No worries

Q19 If the battery is old and weak, you'll get a "poor" start; e. g., the turbine may not accelerate properly and start temperatures may rise to too high a value. So EGT may rise. Not hundred precent sure though.
I have no idéa for question 11 and 12. Check out this: http://www.theairlinepilots.com/forum/viewtopic.php?t=1110

Will do. Thaanks you so much buddy!
This forum was super helpful i swear
keep up the good work!!

It sure is, we can always learn from each other and expand as pilots! But it's mr Haroon you should thank for this fantastic site. :)

hi
what happen to angle of attack when deployed flaps
?

iwant standrad phorosolegy tower control

If you deploy flaps, nothing necessarily happens to angle of attack, what changes is the chape of aerofoil
shape*

AOA due to flaps depends on the movement of CP which will change your pitching moment. For example on a smaller aircraft with rectangular wings, putting out trailing edge flaps will lead to an aft CP movement. Causing a nose down moment and a decrease the critical AOA, however it increases CLMAX . Leading edge slats that create slots will increase you're critical AOA because it re-energize the boundary layer and delay separation. For example critical AOA of 16 * becomes 25* with slats. This is important for a swept wing as it produce more drag than lift at low speed(bad low speed lift qualities) plus with leading and trailing edge flaps/slats you can increase your overall CLMAX and decrease your velocity/stalling speed. Which means shorter landing/Take off and better speed stability near VMD.
http://www.theairlinepilots.com/forum/viewtopic.php?p=690&sid=94e38ca1d67b52baa460da975b1a2ea6

In a free turbine gas engine what drives the compressor?

the turbine which is not free

Thanks Alex, having an issue with blocked pitot tube as well.

go ahead

Assuming a climbing aircraft has a blocked pitot tube system. What would happen to the ASI, VSI & ALT?
I have FTGU 28th edition and can't narrow down where to look it up

ASI: speed increase, VSI & ALT: unaffected

Thank you!
If an aircraft stalls in a properly coordinated turn climbing right, the?
Left or right wing will stall first and will incipient a spin in which direction

I don`t know this book, but I think it's not a thnig which is written down, but you will know it anyway if you understand the pitot and static system
right & right i guess

flytowin - the outer wing will stall first since it got a higher alpha contra the low wing.

disregard, in climbing it should be left & left

Thanks guys so left & left

in coordinated level turns the ac will stall and drop the inner wing first (opposite the climbing turn stall)
climbing left turn - right wing stalls first

why will it in level flight be the inner one?

your inputs in level flight turns are crossed rudders with same alpha (perspecrive whole wing) your actual aplha will be higher on the inner wing

which inputs are crossed?

side rudder and aileron
a lowered aileron will stall at lower alpha...

have you ever flown an acft?

hmmm

if you have to cross controls for level, you have to high bank -> knife-edge
*too high bank

you´ll have to keep the aileron input out of turn to prevent the extra gained lift of the outer wing in a turn due the faster movement through the air...
to stop the movement along the longitudinal axis

and what is the difference to climbing turn?

the higher alpha on the outer wing...
since youre in climb alpha is not the same on both wings...

but there should be the same input as for descend, in your statement also crossed, right?

guess so
to be honest this is from my experience far more theoretical than practical. to actually get the ac to stall the opposite way in climbing turns in demonstration youll have to cross rudder abnormally much in most ac´s ive flown

do you know, why in climbing turn the outer will stall first?

Thanks Jason and Adam. It's your input and sharing that's gonna keep things alive and going here. Keep it up!
"by your" means every visitor's input
i.e. you guys all B-)

Salam Khawaja

hello guys
can u describe little bit about windmill

can I ask you a question please

xure

I am studying for the ATPL, Question asks: An aeroplane is flying at TAS 180 kt on a track of 090؛. The W/V is 045؛ / 50kt. How far can the aeroplane fly out from its base and return in one hour?

calculate the GS for both directions: 090 and 270

hi every one
cani ask a question
im a trainee dispatcher made a flight plan from dxb-giz (jazan) saudi cpt asked me why didnt u give STAR fuel where is a let down procedure this is not a helicopter can any one help me

1 hour X 143GS X 213GS = 30459000 / 143 + 213 = 356 / 30459000 divide by 356 = 85 NM

@Mismar: Wasalam
@zee73: See the definition of Trip Fuel (page 5 of this document http://www.theairlinepilots.com/forumarchive/concepts-procedures/fuel-management.pdf Capt is talking about part (c) and (d) of that definition.

Hi guys can anyone help me with this question an aircraft is flying at sea level pressure is standard temperature is below standard the airspeed indicator will read.
Will read ?

INSTRUMERNTS?

Principle of flight
Atmosphere question

can some one help me
the question is explain the use of the ISA by the pilot from take off

Kind of vague question, could you be more specific?
You use ISA when it comes to performance calcs like cruise pwr, fuel consumption, service ceiling etc and temperature corrections of altitudes (minima, MORA/MSA/MEA)

does anyone have any good tricks for airlaw exams regarding seperation minimas and so on?

if the chart scale is 1:500,000 what earth distance would reprented by 7cm on th chart

7*500,000 = 3,500,000cm . In aviation the charts is in NM. so 1nm =185200cm
3500000cm divide by 185200cm = 18.898 NM

everybody

Hello everyone

Hi there
Hi there

hi

Hi John
Johann
Does anyone have experience with allowed landing distances?

need more info bud?

A wanna land a 767 in Innsbruck. My required landing distance will be 1250m. The LDA in Insssbruck is 2000m. Will it be legal?

are we talking flight simulator or real?

Simulator. I ask because of an EU OPS Regulation (OPS 1.515) that seems to limit me. It says i have to be able to land (full stop from 50ft) in 60% of the LDA.

hmmm/ you only 50m over the limit!!!

Yes, but limit is limit. On the other and OPS 1.515 says i "shall" ensure that i am able to land within the limit. I does not say i "have to".

contact ops and get permission . that how it normally work in real life.
Well reading your comment now it seems to me if you can land in 1200m then your fine. but if you go over that, then you are in trouble

I though so...
BTW.... Johann... sound german/swiss/austrian... i am from germany...

South african Bud.
hmmm give me a minute, let me just check if I can get a 767 LDA caculator on web. As you mass will affect the LDA aswell

Ah.... so a did a perfect guess - regarding the timezone at least
I calculated it with a software called "topcat" for a 767-300ER at LW of 123.0 tons

can you decrease it?
mean the mass?

Perhaps... i want to do it right, so i have to search in the EU OPS again, perhaps i can reduce my reserve fuel a bit.

you can and make sure what the wind is and Insbruck. a great heading also decreases you LDA
*greator
sorry my English is awful today a greater head wind decreases the LDA

Oops... a saw it in the moment you wrote. I already calculated with a headwind of 30 knots! With no winds, the LDA is 1550 Meters! I think i am too far off with that...
Even at DOW (of 89t) i would need 1306m at rougly ISA conditions...

:( hmmm i cant think of anything else.

I saw an old video of Niki Lauda practicing landings in one of his 767 in Innsbruck and wanted to replicate it.
But the video was a very old one...

try and get permision to do landing there. that the only way

Thanks for sharing your knowledge, Johann!
Oh - an unexpected finding: The distanes a calculaded are the required LDAs! Not the actual landing distances!
So a am perfectly legal!
The actual landing distance is only 930m!

Hello Everyone. Pls can anybody help with info on how I can get a Saitek flight Sim bundle plus XPLANE 10. I've searched everywhere but couldnt find it

hi what is CTM and ATM in simple words

hi :)

Y R U BUYING THE XPLANE 10 BRO ? THE MICROSOFT FLIGHT SIMULATOR X STEAM EDITION IS FAR BETTER THAN THAT. WELL U CAN GET ALL THOSE ONLINE .
AND CHECK OUT THE TRUSTMASTER KIT TOO @ ADEJUMO DEBUSOYE YEMI
HELLO GUYZ CAN SOMEBODY SUGGEST ME BEST FLYING SCHOOLS IN THE WORLD ?

ANY SOUTH AFRICANS ?

A bit delayed, but yes, I'm South African

Good dey all the people in the house
Is at at the threshold???

PRANAY try Oxford Aviation Acadamy

Hi friends i am Muhammad Zeeshan from Pakistan if any body can help me i need ATPL CBT ,s complete set or any link from where i can download free easily

100 m or 50 km wich is better

Hi guys, Can anyone explain what Orographic Uplift is ???????

@Roy: http://www.theairlinepilots.com/forumarchive/met/clouds.php#Orographic

Thanks Haroon sir

The air density at the altitude the aeroplane is flying at is 0.9 kg/m3 and the aeroplane’s wing has a plan area of 150m2 . The aeroplane is flying at 90m/s. What is the lift coefficient of the wing?
An aeroplane with a mass of 50 tonnes is flying in straight and level flight. What lift force is the wing generating?

Mat= You need to know the lift formula. L = 1/2 x p x V^2 x S . p(rho) is the density, V^2 is the velocity in square and S is the area. L = 1/2 x 0.9 x 90^2 x 150 = 546750
Woops, L = 1/2 x CL x V^2 x S. Forgot the CL. L = 1/2 x 0.9 x 90^2 x 150 x CL -> L= 546750 x CL
as it's in straight and level flight that means that Lift=weight. This gives us CL=50 000kg/546750 -> 0.09

anybdy from avionics?
my b737-400 QAR not able to record the parameters properly....any guess?

Hello

Hi there

can anyone please explain what is ground effect?
also i want to know whether there is a question bank or something which is named glenn or similar named.

hi

wdhjhcbdjcbvidaskvbaivkn
sorry wrong site

:)
crunchin for tomorrow

:)

just did my MET & INST today

can anyone help me with the answer of this question
iwhat will be the effect on the ndicated fuel contents if the capacitive system fuel guage fails in flight?
what will be the effect on the indicated fuel contents if the capacitive system fuel guage fails in flight?
Options:- a)the guage will indicate full scale deflection low OR b)the guage will remain in the high position

seals just logged out

please help me with this question= 1 Given a heading of 070°T, a track of 061 °T, a TAS of 120kt and a G/5 of 118kt, find the W/V.

@Cessna172 are u using a crp?

hi guys can i ask you a question ?

hi ...the wind velocity u need a flight computer oe use emulater online for practising it
its the same way u find ground speed but in inverted way so u put the ground speed to find the wv

how to be a pilot?

hello...please help with the following question
At latitude 60oN the scale of a Mercator projection is 1:5 000 000. The length on the chart between C N60o W008o and D N60o E008o is:
on the answer it says change of longitude is 16, and im thinking its 360,
help on how the got 16 please

hello
i wanted know about high lift device
can i ask
??
what is the difference between leading edge slat and auto slat
??
i am not asking leading edge flap

Hi! Never heard of auto-slat... But a slat is by definition a leading edge flap :p
Cessna172 you still there?

intresting

Hello

hi ..

shivam: The autoslat system will fully extend the slats for stall protection whenever flap is selected and the slats are not already at the full extend position (ie flap 1 to 5). Before you used to extend slats manually, but nowadays slats are connected with the flaps system and will extend when a certain flap setting is set. This because as a safety margin, before people used to forget to put out or put in the slats which caused accidents. Slat is a system which increase the camber and re-energised the boundary layer this delay the separation and increase your overall max AOA.
http://www.theairlinepilots.com/forum/viewtopic.php?p=640&sid=2608ad8bcff1c2ed04a112e5336bab9f

if the weight of an aircraft is increased for a constant speed what will happen to induced drag and parasite drag

An aircraft is over position HO (55o30N 060o15W), where YYR VOR (53o30N 060o15W) can be received. The magnetic variation is 31oW at HO and 28oW at YYR. What is the radial from YYR?
wht would be possoble solution

hey
hey sexy

Can anyone help me in explaining this?
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1477296762-copy.png
Q2

hello guys, i have one interesting question and can somebody help me there?
automatic protection against exceeding aplpha angle will result in a signal being sent to the autothrottle system to advance the throttles or to a flap computer to reduce the amount of flap deployed?
nobody knows?

http://aviationenglish.club/

anyone taking EASA instrument exam soon?

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1477428383-Capture%20d%E2%80%99e%CC%81cran%202016-10-25%20a%CC%80%2022.34.38.png
could somebody explain to me the difference ?
is it 45 or 30 degrees ?
:)

What are the servicing points likely to be found on an oleo pneumatic strut WITH SEPARATOR and indicate their position?
i am taking human factor and air legislation soon jimmy

hey anyone know how to solve this:
With QFE 1014 set at A (elevation 480 feet), an aircraft flies to B (QNH 1020) a distance of 780 NM. In order to have minimum clearance of 1500 ft over a hill 490 meters above sea level, 234 NM from A, the altimeter must read: 2718 ft 3048 ft 2586 ft 3108 ft
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1477471387-WhatsApp%20Image%202016-10-26%20at%2011.26.33.jpeg
if anyone is interested ^^ thats the solution

@ Vianney: Hi, I've added some notes to those questions.
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1477499506-ils.JPG

hey I am just wondering what altitude night vision can start to be affected at as a result of alcohol

what does L and R mean in Drift angle?
the different between 30 and 40 degree is the word ' Should not' and ' Maximum'

hi
anyones here

hi

why there are so many viewers but only 2 speakers

idk

hello
i have a question

hey
go ahead

can somebody tell me or more explane to me what a multi bypass is
in a gasturbine engine

in high bypass not multi
i know high bypass not multi

is there a big differends between them ?

i dont know what a multi by pass engine is
i know high by pass engines are the engines that

i need to know somethings about the MD-11 GE CF6-80C2 engins

:/ oh

haha
but plz'

sorry i cannot help u with that

continu with what u where about to tell me
mayby its use full for my study

https://upload.wikimedia.org/wikipedia/commons/thumb/e/e5/Turbofan3_Labelled.gif/300px-Turbofan3_Labelled.gif
this is a high bypass engine
you can see that much of the incoming flow is not entering the compressor sector
and not reaching combustion chamber

yes

the reason for this is that the high temperature in the combustion chamber can melt the turbine blades
so the air that is bypassing is joining the rest of the air after the combustion chamber and at the end of the nozzle at the back
to reduce temp noise and improve efficiency

isn't it proviting more speed when the hot and cold air flow mix together ?
and indeed reduce the noice
noise*

i cannot thing a reason why reducing the temp of the gasses will provide more speed
i think its reducing the speed of the gasses
because colder air condenses
more than the heated air so it will not push through the molecules of air that fast and will not make that much noise
not sure though
anyone giving atpl exams ?

the fan prduses 80 to 90% of the thrust and the compressing pasd the rest, the combination when the compressed and the cold air mix gives the enging more thrust
sry is my spelling is complety of XD english is not my main language

in that way yes it dows
no worries English is not my first language either

haha good then we are on the same line XD
whell thx for the help, i will remember this website, mayby it comes handy in the future.
for now thx for your time to try to help me out the with multi by pass and the information about the high by pass
it helped me a lot for now :)

no worries mate
are you giving atpl exams ?

haha
i'm a second year student as a aircraft maintanace
focusing for civilian airplanes like the DM-11 and the A-380
and a couple more

ooh nice mate i am a student pilot all the best to u mate
from ?

thx man
same to u

thank you mate

The Nederlands
bye

bb
zeeshan u here ?

hello

hello
The pressure of supersonic air as it flows through a divergent nozzle decreases. Mention the reason
can any one tell the reson or proper answer

hello guys,
i have a question, if someone know the answer, is much appreciated,
when the aircraft is on ground, the weight acts vertical on what?

Q + W = m (h2 - h1 = 0.5( C squared 2 - C squared 1) + g (Z2-Z1)
+ 0.5 Not = 0.5

weight acts vertically down on CG

hi
how are you guys doing
Anyone who needs help in anything to do with aeronautical engineering to reach me through jeterh91@gmail.com
or +254722950649

Hi Cannot Teach Him can you help with a scheme of electric circuit of a piper ?

Hi all
Does anyone know what sort of questions you will get for work related behavior and situational behavior in CTC wings selection ??

is anybody preparing to pass the license exams?

yes

hi

Hi guys, can someone help me out with this question:
How do you calculate the lowest flight level?
a. Lowest QNH and lowest negative temperature below ISA b. Lowest QNH and highest negative temperature below ISA c. Highest QNH and highest temperature above ISA d. Highest QNH and lowest temperature

hey bud. what subject is this?

It's from Meteorology.

a route is drawn from (75 N 60 E) to ( 75 N 30 W) on a polar Stereographic chart with grid aligned with the greeenwich meridian. The Grid Track (GT) is
why the initial true course is 360 -45 ?
yay got it
where r you from?

heyy all
highest negative deviation the colder temperature because true altitude< indicated altitude
lowest QNH for barometric error correction
does it make sensE?

L/D max C/Lmax whats the diff

Hey everyone
When we reach our assigned altitude we give a standard call "thousand for flight level 150" but at times we give a call "ONE TO GO"
Where is it written ONE TO GO :o.O

Good day for all

How to pass DGCA exams

Waddup familla

hi
can someone explane how to calculate OAT? the question is, you are flying at 400 kts TAS, indicated temparature is -50degree C, what is OAT?

minus 50

At a constant CAS when flying below sea level an aircraft will have ?
can anyone explain please ?

hi

hi
At a constant CAS when flying below sea level an aircraft will have ?

less TAS
Below sea level the density of the air is higher and CAS isn´t corrected by density. More density, more particles of air enter in the pitot tube. You need "fly slower" to mantain the same quantity of particle (speed)

. If the altitude is increased and the TAS remains constant in the standard troposphere the Mach Number will ?

anyone sitting for PIA

Mach number increases

can you explain ?

at constant IAS mach increase with altitude

use the -ECTM+ formula if climbing then the one to right increases and vice versa.

It works thank you.

-ECTM+ is just to short hand reminder

Zeeshan Asani there are a lot of questions in the QB in the Mach Number section of POF.

yes i have seen them

So that's really tricky

i have cbt course that will solve all question of caa QB
r u giving ajk ?

Yes AGK

ohk
i have compiled 30% of questions faced at kc cbt test aGK

Can you send me the screenshots
?

yes

That would be a great help

but later

Evening ?
Night whenever it is possible

ohk

hi guys is there anyone who knows the b737 800 has either reversible controls or irreversible
ı thınk ıt has irreversible flight control

hello guys
I would like to ask about influance which has a altocumulus floccus and stratiformis clouds to flight and ac
sorry for my english but i hope You understand what i would like to know

hey
any 1 there ?
i want to ask a Question plz
The pressure alt is 29000 feet and the SAT is -55C. What is density altitude

SAT is -55?
i think the density alltitude is FL350

noo sir
its talking about density altitude in feet
?

Is there someone here that knows about any good referrable material on AFDS in 737NG? Would be much appreciated

hello
nah sorry bud

anyone with payed Flight Radar 24 ?

yub me

hi

helo evry1

heya
anyone here?
I just wanna know if AOA sensor is a fixed aerofoil?

zeeshan Ansari YESS I have a paid FLight Radar24
can anyone help me with Principle of Flight Question Bank?

why does v1 reduce with down slope?

Helo
hello*

hi

Anyone here have their easa exams soon?

yes

When is your easa? :)
:-)

*yours?
in about 2 weeks
yous?

well me in january
How did you prepare ?

>>Alex:why does v1 reduce with down slope?
Alex, becouse needmore runway for accelerated stop (ASDR)

danish contact me for data bank at zeeshanasani1@gmail
v1 reduce to down slope as airplane will Acc faster and will be gaining more kinetic energy at a faster rate as forward and downward component of weight is supporting acceleration, so take off decision speed should be less so early decision can be made before its too late.
it require more length and energy to stop an aircraft accelerating on a down slope runway

hi

hi

hi

im suka
qq

Hi guys

hi guys

anyone doing airways Aviation Exam Soon ??? or did it

i am
g nav
and fligh pla

i mean the tests with AIRWAYS AVIATION
are you XM !
:W]

guys any one can help me one this one?
Between 60°N and 60°SW, the minimum duration of civil twilight is?

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1480684297-Daylight_Length.gif

What is the difference of effective aoa to aoa?

attack is the angle at which the airfoil meets the undisturbed flow of air.Effective Angle of Attack is that part of a given angle of attack that lies between the chord of an airfoil and the effective airflow. Effective airflow is a line representing the resultant velocity of the disturbed airflow.
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1480697708-aoa.jpg

did anyone know the relationship between range of aircraft and fuel mass?

range may depend on burning of fuel in flight shifting cg aft increasing the range by decreasing tail drag this is what i know