A take - off limiting mass which is governed by the gradient of climb after reaching V2 .
Limited by the runway take off distance available. It is tabulated in the Flight Manual.
A structural limit which may not be exceeded for any take - off.
A take - off limiting mass which is affected by the aerodrome altitude and temperature.
Increase in the aircraft's rate of descent of 50 FT/MIN
Decrease in the aircraft's rate of descent of 100 FT/MIN
Increase in the aircraft's rate of descent of 100 FT/MIN
Decrease in the aircraft's rate of descent of 50 FT/MIN
Air traffic control radar systems
Transponders fitted in the aircraft
Airborne weather radar system
F.M.S. (Flight Management System)
The radar identity of the aircraft has been established
The pilot does not have to follow up the position of the aircraft
The aircraft is subject to positive control
Position reports may be omitted
Initially by the VMO, then by the MMO below a certain flight level
By the MMO
By the VMO in still air
Initially by the MMO, then by the VMO below a certain flight level
When a preceding aircraft has briefly applied take-off thrust just prior to take off.
When a heavy aircraft has just performed a take-off at a closely situated parallel runway with a light crosswind.
If, just before landing a much lighter aircraft has landed at the same runway with heavy crosswind.
Following a preceding aircraft at high speed.
There is no relation between inadequate communication and incidents or accidents.
Inconsistent communication behaviour improves flight safety.
Problems in the personal relation between crew members hardly hamper their communication process.
Problems in the personal relation between crew members very likely hamper their communication process.
Wing root stall will occur first, which produces a rolling moment
Tip stall will occur first, which produces a nose-down moment
Leading edge stall will occur first, which produces a nose-down moment
Tip stall will occur first, which produces a pitch-up moment.
Downward on the up going wing and upward on the down going wing.
Upward on the up going wing and downward on the down going wing.
On the up going wing only.
On the down going wing only.
That speed at which the PIC should decide to continue or not the take-off in the case of an engine failure.
The lowest airspeed required to retract flaps without stall problems.
The lowest safety airspeed at which the aeroplane is under control with aerodynamic surfaces in the case of an engine failure.
The take-off safety speed.
The aeroplane is uncontrollable below VMCA
The aeroplane will not gather the minimum required climb gradient
VMCA only applies to four-engine aeroplanes
Straight flight can not be maintained below VMCA, when the critical engine has failed
VOR and DME callsigns were the same and broadcast with the same pitch
DME callsign is the one with the higher pitch that was broadcast only once
DME callsign was not transmitted, the distance information is sufficient proof of correct operation
DME callsign is the one with the lower pitch that was broadcast several times
Surface moisture gives it a shiny appearance.
It is covered with a film of water of less than 3 mm.
It is covered with a film of water of less than 1 mm.
Its surface is not dry, and when surface moisture does not give it a shiny appearance.
Does not have any noticeable effect on climb performance.
Reduces the angle of climb but increases the rate of climb.
Reduces the angle and the rate of climb.
Increases the angle of climb but decreases the rate of climb.
In the stagnation point
In front of the stagnation point
5 - 7 oktas
1 - 4 oktas
3 - 4 oktas
1 - 2 oktas
Circling the intercepted aircraft in a clock-wise pattern
Rocking the wings and flashing the navigational lights.
Executing a climbing turn of 90 degrees or more without crossing the line of flight of the intercepted aircraft.
Rocking wings twice and crossing in front of the aircraft.
In stable atmosphere
In summer during the day only
In mid-latitudes only
In unstable atmosphere
A conventional approach.
A conventional approach.
A conventional approach followed by a visual manoeuvre.
A precision approach.
When acceleration to flap retraction speed is started.
When landing gear is fully retracted.
When acceleration starts from VLOF to V2.
When flap retraction is completed.
Only works of there is a complete electrical failure
Contains its own separate gyro
Is automatically connected to the primary vertical gyro if the generator fails
Is fully independent of external energy resources in an
Is used to calculate the FL above the Transition Altitude.
Is used to determine the aeroplane performance.
Is equal to the pressure altitude.
Is used to establish minimum clearance of 2.000 feet over mountains.
At transition level during climb and transition altitude during descent.
Only at transition altitude.
Only at transition level.
At transition altitude during climb and transition level during descent.
If the aeroplane mass is decreased
If the temperature (OAT) is increased.
If the tailwind component is decreased.
If the aeroplane mass is increased.
The accelerate-stop distance available
The take-off run available
The take-off distance available.
The landing distance available.
Land at the nearest suitable aerodrome maintaining VMC and inform ATC
Select A7600 and continue according current flight plan to destination
Descend to the flight level submitted for that portion of flight
Land at the nearest suitable aerodrome and inform ATC
Occurs only at a low altitude ( 2000 ft) and never in the horizontal plane
Can occur at any altitude and only in the horizontal plane
Can occur at any altitude in both the vertical and horizontal planes
Occurs only at a low altitude ( 2000 ft) and never in the vertical plane
Continuous moderate rain
Light drizzle and fog
Moderate snow showers
Heavy rain showers
The centre of pressure is aft of the centre of gravity.
The centre of gravity may be towards the aft limit.
The aeroplane is overloaded
The centre of gravity is too far forward.
Attains its maximum permitted operating limit
Entry into airspace from an area where SSR operation has not been required
Unlawful interference with the planned operation of the flight
With flaps extended in landing position
Which must never be exceeded
Not to be exceeded except in still air and with caution
At which the flight controls can be fully deflected
The length of the take-off run available plus the length of clearway available (if provided).
The length of the runway available plus the length of clearway available (if provided).
The length of the take-off run available plus the length of the stopway and clearway (if provided).
The length of the take-off run available plus the length of the stopway.
Temperature of the air.
Density of the air.
Pressure of the air.
Humidity of the air.
Water vapour in the alveoli
Oxygen in the cells
Carbon dioxide in the blood
Nitrogen in the air
Meteorological visibility 200 metres, RVR for runway 16 1500 metres, temperature -3°C, vertical visibility 100 metres
Meteorological visibility 200 feet, RVR for runway 16 more than 1500 metres, vertical visibility 100 feet, fog with hoar frost
Meteorological visibility for runway 14 800 metres, fog with hoar frost, RVR for runway 16 more than 1500 metres
RVR for runway 14 800 metres, vertical visibility 100 feet, calm, meteorological visibility improving to 800 metres in the next 2 hours
To the left
In a direction depending on the entry
In a direction depending on the wind direction
To the right
At sea level when the temperature is 0°C.
When the altimeter has no position error.
When the altimeter setting is 1013.2 hPa.
At standard temperature.
Emergency Descent Procedure.
Long Range Cruise Descent.
Drift Down Procedure.
Right hand turns / 1 minute outbound
Right hand turns / 1.5 minutes outbound
Left hand turns / 1 minute outbound
Left hand turns / 1.5 minutes outbound
Left of centre
Right of centre
Centred with the 'fail' flag showing