Hi Try this out ;)
<-^

hey can you guys help me out

help in what

:)

new interface

nice website. gotta finish gnav & pof

thanks cavokflyer, pof is quite detailed, best of luck

haha well if anyone can help wth mett cpl

hello everyone who is said me what is CPL exm passed score?

this website is just awesome!! i'm working a lot with the ATPL resources, i passed 10 of the modules thank you so much for the free content which is better than the one find in books! :)
btw, the new chat is really nice
found*

Good job

hi maxou thanks :)
thanks Etihad
Hi John

hey guys i have a question
hi

atpl question

what is the change in the flow pattern, pressure distribution and the lift and drag coefficient for an aerofoil as its angle of attack is increased up to the stall?

have you checked the forum

yes but i only found lift and drag

http://www.theairlinepilots.com/forum/viewtopic.php?t=365

Thank you i will have a look

it doesnt really answer your question though
but just find whatever is available in the forum or post a question in the forum

ok thank you again, i will definitely have a look in the forum again

http://www.av8n.com/how/htm/airfoils.html and http://www.langleyflyingschool.com/Pages/CPGS+4+Aerodynamics+and+Theory+of+Flight+Part+1.html#Angle%20of%20Attack
some external links

that is what i was searching for induced drag caused by pressure distribution. thanks again for the links

welcome
still stuck with cpl met :-)

yeah and wabt
nav

whats wabt

hi guys
im new
i was wondering if there are questions regarding the crt colors
and electronic isntruments

yes there are
http://www.theairlinepilots.com/forum/viewtopic.php?t=878

thank you!

welcome :W]

haroon are there also questions regarding the ac and dc

yes http://www.theairlinepilots.com/forum/viewtopic.php?t=493
and http://www.theairlinepilots.com/forum/viewtopic.php?t=466
for DC http://www.theairlinepilots.com/forum/viewtopic.php?t=465

yoo
anyone there can tha can help me understand how turbine dics and nozzle gude vanes are cooled

see questions on gas turbine engines http://www.theairlinepilots.com/forum/viewtopic.php?t=498
The secondary airflow is primarily concerned with cooling the gas flow prior to entering the NGV and turbines, and the flame tube and air casing material. Secondary air holes in a gas turbine combustion chamber are to increase engine cooling.
See AGK for gas turbine details http://www.theairlinepilots.com/forum/viewforum.php?f=27

Hi, hope someone can help. Where is the maximum TAS achieved? a. At the optimum altitude b. high, but below optimum altitude c. at sea level.

It's alternative A

Hi

Thanks Miko

You are welcome

it turned out to be a browser issue indeed >:(

Hey Guys
do u know where can I find stuff for GPS/GNSS navigation?
thanks

Hi, if you are asking for ATPL stuff then try these links: http://www.theairlinepilots.com/forum/viewtopic.php?t=852 http://www.theairlinepilots.com/forum/viewtopic.php?t=853 http://www.theairlinepilots.com/forum/viewtopic.php?t=856 http://www.theairlinepilots.com/forum/viewtopic.php?t=857 http://www.theairlinepilots.com/forum/viewtopic.php?t=858 http://www.theairlinepilots.com/forum/viewtopic.php?t=882
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1437565048-149.jpg

i am going to take 3 subject POF , MAS AND BALANCE and Performance
bu it is hard :((

look at the brighter side, the day when you've cleared it all. Don't rush the exams, go at a constant pace with the idea to understand rather than just clearing the exam B-)
Just uploaded a new document in the Aeromedical section "A General Guide to First Aid Management" http://www.theairlinepilots.com/forum/viewtopic.php?t=1364

thank you

welcome

is it your own document? if yes you did a great job as your website!! well done and thank you :)
any good advices for the module meteorology?

Hello sir Haroon. how are you
i wanted to thank you for this great website.. it help me on most question...
But for the Flight Planning part its sad that there is no example of working on CFP, like finding fuel, distance or decoding the CFP.
Hope could help out in that CFP. the new EASA Flight plan exams got CFP questions alot and i can't find any worked examples.

Hi maxou thanks. I consulted various resources and compiled it along with my notes (was studying medicine before flying and besides that i am a rescue scuba diver) ;)
what info do you need about meteorology?
Hi Sivakumaran, how r u.thanks for the comments and sorry for CFP. I agree there is not much info on Meteorology and Flight Planning as they were the first subjects I started with. I am running some other projects + two other websites + flying long hauls + doing family tasks so I am left with very little time.
the forum is open but no one participates so cant really help at the moment, sorry about that :(

hi

Hello

hi there

hiii
any pilot there?

many but not at the same timr
time

Thanks for all your hard work, this forum helped alot and still helping while trying to finish my last 5 atpl subject

hi phil, welcome and best of luck

hello, anyone there?

hi
did'nt log out and went to the gym
will be going out again for coffee, you have a few minutes if you are still here
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1438017609-coffee.jpg
back again

can anyone tell me is there any website on which i can test my self for AGK
it will be very thankful

I recommend this one: http://www.bgsonline.eu/?gclid=COqz48zJ_cYCFeXLtAodUTgA2A

Thanks haroon bhai

Where did all the questions were taken?

what do u mean lima

what does QNH mean?
and squawk

QNH is a unique pressure setting dependant on pressure and temperature which indicates and aerodrome height,and sqwuak is a 4 digit code you put into a transponder for tracking for air traffic control

http://www.theairlinepilots.com/forum/viewtopic.php?t=250
that link was for qnh

hi

hi everyone

hi sam and avi O.O:

does any one know how many miles a jet stream can be, and altitude?

hi all
i have question this but i don know the answer plz help: alerting service shall be provided by

hi to all
hi every one
no everyone?
:FL:

hi.
can someone tell me what the advantages and disadvantages of primary radar over secondary

hi all
Jet Stream: http://www.theairlinepilots.com/forum/viewtopic.php?t=275
Alerting Service: http://www.theairlinepilots.com/forum/viewtopic.php?t=1017
Generally secondary radar has advantages over primary: http://www.theairlinepilots.com/forum/viewtopic.php?t=850
for more on radars check this section http://www.theairlinepilots.com/forum/viewforum.php?f=34

hi, have anyone can tell me about why wind has no affect on rate of climb?
i need an article to support my homework
:-(

Yong Chong How, just imagine you would dive in a river with stream. you would not dive with a higher rate just because of the stream, only the angle in relation to the stream/water would change

thank you EDDB, have you seen some article about this topic?

check this forum: aircraft performance -> questions on descent performance ... by reading the questions, you will understand the whole thing and i am sure you will be able to write something about it. there are more topics, just check them

this forum you tell me to check isn't the thing i'm finding for but the article i'm finding for is why wind have no affect on rate of climb, i'm still appreciate you to help me

hold on

given m 0.9 fl 370 oat - -70c determine cas

http://naca.central.cranfield.ac.uk/reports/arc/rm/2953.pdf
Your rate of climb depends on the vertical component of the lift which your aircraft is experiencing, equaling or exceeding (steady or accelerated climb) the weight of the aircraft. When an aircraft encounters a headwind, the relative speed of the air passing its wings increases and thus the aircraft would experience an increase in lift unless it were reconfigured through either pitch or power adjustments to mitigate the increase in lift. If the aircraft thus climbs into a region of increasing vertical wind speed shear (increasing wind speed with increase in altitude), it's rate of climb would not be steady due to the increasing speed of the air flowing past it's wings. So a change in magnitude of a headwind can indeed affect the climb performance of an aircraft, if not compensated for through adjustment in the pitch and power settings; typically, pitch to control climb speed and power to control rate of climb.
Prabath, do you have a CRP 5 or similar

i have done the calculations on the crp5
but the answer i get is around 281
tas 500
answer is 268 as supplied

let me try to figure it out

thank u

any notes about compressibility error?
if not, apply it

no notes about it
but if i do it comes to 268

so you need to do this then :D

which doesnt seem to be correct vise versa
using the cas i get i dont get the tas of 500

268 kt is the correct answer in my book

so is in mine :)

did you determine the LSS?

yes did it both ways

what about disregarding the -70c and use the temperature in the tropopause?

still the same

well i get it by turning the wheel in the opposite direction (TAS/100 - 3)
sqrt273-70 x38,94 =555kt x0,9 = 500TAS 500 TAS FL370 -70°c brings on the outter ring 500 TAS and ~ 290 CAS the turn in the opposite make ~270 CAS

no what i am refering is to use the cas of 270 backwards to get the tas
it wont direct me to 500tas
Thank for the prompt response :) really appreciate it

hii everyone
i hav a question for cnvergency
An from 4730 S 17830W & files on R/L track of 270. for 224 nm Find the latitude & longitude of its new position.

hi
a question please

224= 60 x chng long x cos47 30 . ...... new pos= 176 3 E .. hope its the answe

HI I have a question about drift angle , drift angle is the angle between the heading and tracking,but the heading is magnetic heading or true heading???

True heading

thank you so much

my pleasure

Dirft is between heading and track. Either true heading/true track or magnetic heading/magnetic track. Isn't it?

Hi I have a question about Direct reading compass...... An aircraft turns from SW to SE in the Northern Hemisphere. Using a direct reading compass, when should the plot stop the turn ??

Roy,
http://www.theairlinepilots.com/forum/viewtopic.php?t=707
http://www.theairlinepilots.com/forum/viewtopic.php?t=916
UNOS = Underreads North, Overreads South

Really appreciate it EDDB... Thanks

np
Roy I would recommend to watch this video aswell : https://www.youtube.com/watch?v=lh9vaXWsBw0

Sure EDDB..... Thanks

Thank you all for helping each other, much appreciated :FL:
Though I also recommend to use the forum also. This section http://www.theairlinepilots.com/forum/viewforum.php?f=43 has many unanswered queries
and also looking for someone who can manage the facebook page. Just have to add to it anything aviation related

Hi
Does any bodey know that what is the maximom altitude to leave the IAF above the poblished alttitude in the chart?
I mean is there any decsent gradiant limit during for example IAF and IF ?

Hi Rez does this help: http://www.theairlinepilots.com/forum/viewtopic.php?t=29

Not bad thank you

Hi.. Can anyone tell me the difference between "Fail passive" and "Fail Operational" ???

Hi Fail-Operational Automatic Landing System: An automatic landing system is fail-operational if, in the event of a failure, the approach, flare and landing can be completed by the remaining part of the automatic system. In the event of a failure, the automatic landing system will operate as a fail-passive system. The following are typical arrangements: (i) Two monitored automatic pilots, one remaining operative after a failure. (ii) Three automatic pilots, two remaining operative (to permit comparison and provide necessary failure detection and protection) after a failure. Fail-Passive Automatic Landing System: An automatic landing system is fail passive if, in the event of a failure, there is no significant out-oftrim condition or deviation of flight path or attitude but the landing is not completed automatically. For a fail-passive automatic landing system the pilot assumes control of the aircraft after a failure. The following are typical arrangements: (i) A monitored automatic pilot in which automatic monitors will provide the necessary failure detection and protection. (ii) Two automatic pilots with automatic comparison to provide the necessary failure detection and protection.

Really helps a lot...Thank you :)

Hy i'm a student and I'm looking for " Powered Flying " definition . anybody help ????????
:S-

Im looking for a job
powered flying has a physical linkage between the control and the control surfaces
,,,, O:)

Hi, has anyone taken an Turkish license validation exam? I wander, how those questions are close to these posted here? Any recommendations&

Adeel, where did you read "Powered Flying" need to know the context as it can mean anything

This is a really excellent service and fantastic website. Thanks to you I'm sure I got a few more marks in my instruments exam.

hello everybody! can somebody let me know what type of track is indicated on the jeppesen charts magnetic or true?
:(

I think if you are using the tracks its magnetic but true when you plot the track yourself...if that makes any sense :)

Hi
Everyone
Hi

I think, just by rawing a straight line from A to B you fly true and have to add/subtract variation. By flying from A VOR to another VOR you are flying magnetic
*drawing
what jeppesen charts are you talking? VFR?

HI there.
Could anyone please help me out with the conversion of TRUE ALTITUDE into PRESSURE ALTITUDE and vice versa

Hi
what is an anti balance tab used for on a control ?
Options are :
1-To assist the pilot to move the controls at high speed
2-To ensure the centre of pressure does not move to the rear of the hing line
3-to ensure stick loads increase sufficiently as surface deflection is increased
4-to assist the pilot in moving the control columb ?
so which one ?

hi

Hey Mary, I will go with option 3
As Anti balance tab moves in the same direction of control surface movement and used to increase control column forces to add up feel and effectiveness.

Thank you so much AJ.im agree with you for the answer.
Actually i have few more quaestions that answers are so mixed and close to each other

:-)

If you want to maximize the vertical climb speed ,you use
A: Vx
B: Vopt
C: Veco
D:Vy
:-)
Question 2 : Induced drag is...
A:Proportional to the square of speed
B:Proportional to the speed
C:Proportional to the coefficient of lift
D:Proportional to the square of coefficient of lift
Question 3 :
Gravitational acceleration is...
A: is the force exerted by the Earth to pull the object
B:is the objects resistance against the accelerating force
c: Has a unit of measure of kg x m/s2
D: is the acceleration of an object caused by gravity
Question 4 :
In constant descend....
A: lift is equal to weight
B:Drag balances with x component of weight
C:Lift balances with x component of weight
D: Gravity makes the move more difficult
Question 5 :
Question 5 :
At constant altitude,non-accelerating,non-turning flight...
A: With decreasing AoA.the lift remains the same,if coefficient of lift is unchanged
B: With increasing AoA.the lift remains the same,if speed is increased
C:With decreasing speed of the lift remains the same ,if the AoA is increased
D : With increasing speed the lift remains the same,if the coefficient of lift is increased
And the last triggy question :
The angle incidence is 2 degrees and the angle of attack is 4 degrees.What is the aircrafts pitch angle in constand speed and level flight ?
A : 2 degrees
B: 0
C : 4
D : 6
Thanks to everyone already...

Mary, I'd suggest to read the forum before posting "tons" of questions

Could Someone please explain what the difference is between, Jet A and Jet B fuel Which one has the high flash point and Which has a lower freezing temperature. I posted the question on the forum but with no reply, AS i have exams next week, This question has come up already and i can't find the answer. Thank you!

google_ JET-A and JET-A1 are basically the same fuels (military JP-1 or JP-5 fuels) - Not having my books with me, but freezing point is about -40 C for these... Specific gravity for these fuels (at + 15 C) is 812 grams for 1 liter... xxx JET-B is specifically military fuel (military designation JP-4) - Freezing point is much lower (mix of kerosene and gas) about -54 C or so... Specific gravity for JET B (at 15 C) is 780 grams for 1 liter...
http://www.theairlinepilots.com/forum/viewtopic.php?t=461&sid=2f75085e9c92faf0e1680cd5fb21f064

Thanks EDDB!!

scroll down for some jet A/1 jet B infos

Thanks

you're welcome

May you take a look at this as well please, Again its come up a lot but not able to find an answer
http://www.theairlinepilots.com/forum/viewtopic.php?p=1705#1705

ok
PIC, check this: https://www.youtube.com/watch?v=DWhM2vbVdFM and i can recommend getting the dvd by my old MET instr. https://www.youtube.com/watch?v=9K2rJrwA6wU

Thanks EDDB! Are you a student as well?

yes. two more to go (PoF and AGK) anything else is passed already.

Where are you studying? How did you find Airlaw and Flight Planning?

airlaw was one of my first exams. if you combine it with OPS you have basically a "two in one". it is one of the "easy and simple" things. in flight planning you should remember the tricky things like contingency or holding fuel. don't forget them in your calculations. it is always easy to say that it was easy but if you stay focused,make notes, and repeat your questions all over again it will work out for you. this forum helped me a lot if things were not clear. i study in Berlin, Germany

Oh nice, how many hours do you have?

~ 140h total, some SEP IR aswell. MEP starts after the last 2 exams at the authority
i will leave the school with approx 250h

How old are you now?

28

I just watched the videos, Helped a lot especially the first one!
Is there some place i can message you and just pic your brains about the exams? Don think this is the place to really talk about it haha

yeah, watching videos instead of reading things makes it more clear sometimes

Is there some place i can message you and just pic your brains about the exams? Don think this is the place to really talk about it haha

i am not on facebook etc. just do not use it.
what exam program do you use?

Well ICAO, but thinking for maybe converting to EASA for my ATP

no, i was talking about the preparation program like "aviation exam, civil aviation training etc"

Oh I use Bristol Ground School, and just some local notes, and you?

CAT works out for the German exams

Whats Cat?

Civil Aviation Training

Im assuming you have to pay for that? Cause we have adopted a european syllabus here in SA

well, the "question trainer" is an extra, usually not included in your training. but it is based on the current question bank the authority is using. so approx 190€ for 12 months are ok.

Yeah so roughly like us

i just saw that by clicking on my nickname you can send private messages. so this might help not flooting the chat here

The phase difference between the reference and variable signals on QDM 050° (VAR 10°W) for a conventional VOR is? can anyone explain and give me right answer to this quesion

@MARY: 1-D, 2-D, 3-D, 4-B, 5-C, 6-A However i concur with EDDB, all of the concepts behind these questions are explained in detail in this forum.
@Mahesh: QDM is the magnetic heading TO VOR, now visualize - to reach VOR u have to flu 050 that means u must be on 50+180=230 radial.

puneet,are you sure with the answers ?

Mary, before you post questions like that, Please do search on the forum, There are plenty of question and answer similar to yours on here
We are happy to help, but we can't do the work for you

Thanks for your rply,Pic but i have searched the forum and couldnt find really,sorry for that
I m just a beginner of ppl and dont understand much about questions
I would be happy,if someone would answer to this questíons for one time coourtesy

The answer that puneet put are correct. If I may ask, Where are you studying and How are are you in your training?

I study in Turkey
Here its really cheap

hopefully your books are not cheap

I have a friend near of me and she says asnwers may not be right,not 100 percent sure butt ... ?
for example
she says
1-A
2-A

As a pilot you will need very good english, Please do look over your messages for grammatical errors, as this won't be allowed in the airlines

3-D

Do you have books with you Mary?

4-C
5-NTO SURE
6-NOT SURE
Yes,we have oxford material
What is wrong with my english ?

have you heard of aviation exam?

This site sucks and noone is not nice at all.Good luck for this sites owners and members

Looks like someone chose the perfect profession

No Mary, This is does not suck. This site is more informative than most other site. Have gotten most information or clarification from this site than my notes for CPL. I didn't say anything about your english, I said your grammar and senate Structure. I fly amongst Turkish airlines and there english is emmaculate, So please prove read your work before sending them.

Dear PIC.Could you please write me that which of my sentence had the grammer mistake ?
Ok,Im not American or English.Im French but i dont think so that my english has so many mistakes that you would feel to write that i have a bad grammer

looks like your questions are incomplete

I suggest you that you would fly with Flyemirates for a good english grammer

hi Khwaja, will there be a possibility to register with just an email instead of facebook and all that other stuff?

ok guys please dont be personal on public forums ;) this hampers learning
you can use private messages
hi EDDB you can register as a forum member
you can send private messages and make posts on the forum

this account will then work also in this chat?

the chat has a different account
i can create an account for this chat thing if u want
I would request and recommend all to use this section of the site http://www.theairlinepilots.com/forum/viewforum.php?f=43 so that all what you are contributing can help many more to come
other wise data in this chat will be of limited use
moreover no one will be bugged when you post in the forum

Puneet,thank you for your answers and you spent your time for this.

Mary and Puneet thankyou both for your contribution and i request that you both transfer the information you posted here to the forum so that it helps others too
and Mary you can ask as many questions as you like
you may posts the questions here http://www.theairlinepilots.com/forum/viewforum.php?f=43

Can anyone help me, I have to find definitions about Actual weights of aircraft and Basic weights like BER, MEW, BW, AZFW, ATOW, ALW ?

http://www.theairlinepilots.com/forum/viewtopic.php?t=648

Thank you

welcome

hey does anyone know an easy way to explain IAS/CAS/TAS/EAS?

Basically you can say that IAS is the most important airspeed. Any other of the know speeds is based on IAS, correct for a special error.

http://www.theairlinepilots.com/forum/viewtopic.php?t=597
as advised by EDDB do a site search and in most cases you'll find something
:W]

IAS corrected for Instrument and Position Error > CAS
CAS corrected for Compressibility > EAS
EAS corrected for Density > TAS

in intrumentsthey ask alot abt turrnun errors
turning errors

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1439468993-image.jpg
@avidaviator here is a mnemonic i hv devised to remember relation between different speeds
D C P stands for density, compressibility and position/instrument errors
T E R I stand for Tas, Eas, Rectified/Caliberated air speed, Ias
@Mary: Trouble with aviation questions is that no one can be sure of the answers at time. What holds true generally might be different for a specific aircraft. I might be wrong, i would love to learn something new.
Lets discuss the questions. Vx is best angle of climb, Vy is best rate of climb. My understanding of english says question asks about the vertical speed-> rate of climb. There might be a better answer please ask the friend with you to enlighten me.
Q.2 I know for sure Cdi (coefficient of induced drag) is directly proportional to square of Cl(coefficient of lift) and inversely proportional to Aspect ratio.
Q.3 Unfortunately my degree is in Maths, my limited understanding of school physics and whatever physics explained in aviation books tells me Gravitational acceleration is caused by the force exerted by the earth. If i m missing something in the question please enlighten ne.
There might be more than 1 correct answer here.
I.e in question no. 4
bad english in question no. 5 but i can sympathize with it. In my country till a few years back the standard of english used in questions asked was very poor. I guess in earlier days basic command over english language was not considered essential for a pilot.

sorry to interrupt but i have 2 ques which i wanted to ask!!!
1) in a basic gpws should there be aural + light or only aural?

Aural plus light

2) during engine fire where would the indications come
but in some quest bank it states aural and light may be included
??

Aditya followvthe question bank you paid money to buy and follow the person who is taking money to guide you. I m just sharing what i know.

The exam answer is Aural - Light may be included

You nailed it Fred. If i might add something to it- gpws modes have different boundaries like in mode 1 when a/c crosses first boundary only an aural alert is generated however when a/c exceeds 2nd boundary aural + alert (light) is generated.
So it depends on whats severity of the alert. Light may or may not be generated.
But i guess even the very basic gpws has the ability to give light warnings. Adity's question made it sound as if examiner wants to know whether basic gpws are capable of generating light warnings. I believe a lot depends on the language of the question framed.

I agree with you. There was a mnemonic I learnt for GPWS to include all modes and the aural notifications to match. If anyone wants this I could dig it out!Your last statement is true of the entire exam database! I have seen some truly horrific questions which could be construed as anything. Met particularly!

Hey Guys, As I am currently on and offline of this chat, I'd just like you guys to check this questions out... Mr. Haroon if you could look at it as well, that would be great...
http://www.theairlinepilots.com/forum/viewtopic.php?t=1361

Awesome ty thats helpful. Also anyone know why on a jet airplane at speeds less than VIMD the incrase ub tgryst gas a greater drag penalty for speed gained thus a net result of losing pseed for a given increase in thrust

can any boby tell me what is meant by positive airway designator and negative airway desigtor on ifr enroute charts?
can any body (correction msg)

PIC, for what has been asked EDDB has posted a link that explains it all, what else do you need to know
check this too http://www.theairlinepilots.com/forum/viewtopic.php?t=273

Hey Fred! Do share the mnemonics you mentioned regarding modes of GPWS. Mnemonics are a life saver when u don't get a chance to revise before any particular exam.

salam haroon bhaii
I just posted an article in Fokker Topic
sorry for that because I was unable to get any way to reach you
Now I got it so Please
It would be great for people like me in my ATR Training and furthermore A320 transition if you upload the same things for ATR and A320s as you have done for Fokker, 737, A310 and 777
Regards,

w.s
i can just create a section. Cant add info unless i fly those a/c
if u have material you can post it
@avidaviator see the drag curve for jets http://www.theairlinepilots.com/forum/viewtopic.php?t=369 and http://www.theairlinepilots.com/forum/viewtopic.php?t=622 might help
hows berlin
@awais: do u want me to open up a section for atr or 320

hi there. everything seems ok so far :D

why :D why not :-)

well, it is just berlin itself. you never know whats going to happen

nice place though i loved the bavarian area

bavarian area in berlin? i think you might be talking about germany in geneal

not in berlin but germany in general
used to go to Zugspitz for skiing

Yeah Haroon Bro You May open the sections for both ATR and A320s
I will upload whatever I have with me

ok will do

and will request you to do search for our guidance too plzzz :)

we'll see, got my fingers stuck everywhere 3:)

Sir you will be flying ATRs soon with us :)
so do us the mighty favour :)

ok the section is ready

Thanks Sir :-:*

welcome

Hello to the Admin, just found your website! Woohoo! It is amazing! One question... I just went through your "Wrong, Incorrect Questions" from Air Law.... So many of them! :O Do you have any idea if wrong answers are still marked as correct? You posted the questions 2 years ago, have you got any feedback recently? Some of the answers are really ridiculous... Flashing white PAPI light... oh my.... :P

Hello, i was wondering if the ils could be disabled?

Hi Paula, thanks I'm glad the site helped. Which country are you appearing from? Those wrong questions might not be applicable in your case.

Paula, for the German examination it can be said that the "Wrong Answer"- questions have been either sorted out or been corrected
And about the ILS ... The ILS can be turned on and off

yes

Hi, Anyone here got the pdf of Meteorology For Pilots by Mike Wickson

No

Hey Khwaja, thanks for your reply. I'm writing next month in the UK. Any idea? :)

Hi. Can someone please guide me on where to find minimum nav aids required ona diversionary airfield.

Harroon,are you there?
or who is on line right now?I wanna ask a question about climbing
no one?

Given the following flight plan information: Trip fuel: 136 kg Flight time: 2.75 hrs Reserve fuel: 30% of trip Fuel in tanks: minimum Taxi fuel: 3 kg State how ENDURANCE should be completed on the ICAO flight plan:
Need solution for this
Anybody?????

Paula, I am quite sure it will not be the case for uk. Even if a wrong question comes u can appeal it and get a credit for that. so for UK just ignore that section :)
jim is it about lift < weight?
salman its already solved, see http://www.theairlinepilots.com/forum/viewtopic.php?t=341 use the site main search feature it will save ur time

hi
looking for JAR-FCL IR exam figures
any idea where to get one

Thanks Khawaja Haroon Sir :)

khurram which country are you appearing from

HELLO

hi

anyone doing easa atpl exams?

Must be

yes i am
@jack whats up?

That's perfect! Thank you so much! Your knowledge by the way is really impressive! :)

Welcome ;)

khwaja haroon sir... i have no words to appriciate your hardwork and efforts to make this iste usefull for peopel accroass the world... your knowledege is awsome, i wonder how much you would have put in to get to this level .. i find an answer to every question almost... and solutions have been given by you... expending your mental resources, sparing your time to write that much ... i mean this is simply a service to humanity... Only ALLAH can rewRD YOU FOR THIS..

khwaja jee
thanks for the effort
much appreciate
which browser supports this site

@hanif thanks but its not my knowledge I've just gathered stuff and put it here
@nasir thanks all browsers should support this except very old versions like I.e.9 or earlier . However it's optimised for chrome

Hi Khwaja...First of all..Thanks a ton for all the info which you've put on the site. It was my sole source of infor for the ATPL exams which I managed to pass with ease because of all the great stuff posted here
I've now got my Oral examination scheduled next week..Could you please help me out in understanding the difference between RNP and RNAV..thanks !!

hi aviator congrats. for rnp check this http://www.theairlinepilots.com/forum/viewtopic.php?t=315 and for more information check this section http://www.theairlinepilots.com/forum/viewforum.php?f=47 thanks

Hello all. I looking the NAT Clearance Procedures. The last one on this site is from 23rd april 2013. Any other updated procedure ?

can someone tell me what stick force gradient is
so confused

Assume that you are in visual approach but you have not recieved the clearance for landing,what is the minimom alttitude you can decsend
And tower told you continue app expect laye landing clearance what is the minimom alt to decsent

Visual implies no MDA/MDH ? I think you have to visually avoid terrain

roy no more links please thanks
Greg for latest procedures updates you'll have to check jeppesen or equivalent.
November check http://www.theairlinepilots.com/forum/viewtopic.php?t=373 and http://www.theairlinepilots.com/forum/viewtopic.php?t=434 for stick force
Reza you can descend to a point up till which you dont bang in anywhere in case of either a go around or late landing clearance.
when visual, responsibility is on the pilot

Hello there all. Just discovered this chat. May I just post a question here? How do I solve this one on the whizz wheel: AT which FL will the TAS equal 130% of the CAS assuming standard temperatures?

hello there all . i have got one Q am i able to send it to u guys to solve it > ???

Sounds nobody here

hi guys , struggling with floor loading. any tips ?

for floor loading http://www.theairlinepilots.com/forum/viewtopic.php?t=664 and http://www.theairlinepilots.com/forum/viewtopic.php?t=643
Anyone with a whiz wheel (crp 5)?

hi sir haroon
Is anyone online ?

Hi, if you want to ask something then just post, if someone is online he will answer if he wants

How would you characterise an air temperature of 15oC at the 700 hPa level over western Europe?
the answer is LOW, but i dont know how to calculate or what is the logic behind it
CAN ANYONE TELL ME THE SOLUTION

Tachometer indicator used the following type of motor ?

700hPa =FL100, Standard lapse rate is 2°/1000ft and standart temp. at sea level is 15° FL100= 10000ft= 20° decrease in air temp. gives standard temp. 15-20= -5°

2°C/1000ft is indeed correct for quick calculations. Though, the exact value to use is 1.98°C/1000ft. Note that this is only in the tropsphere. You can find more details when researching "ICAO Standard Atmosphere" or in "Aviation Meteorology".

thanks sir, it helped :)
If the surface temperature is 15oC, then the temperature at 10000 ft in a current of ascending unsaturated air is:
the answer is -15

i'm not 100% sure, but unsatured or dry lapse rate is 3°/1000 ft. for 10000 ft it would be 30°

hi
how spin axis of turn indicator is // to pitch axis ?
i know hahahah , because the spin axis of turn coordinator is horizontal ( // to lateral axis pitch axis )

hello guys
need help with 2 altimeter questions
An aircraft departs an airport with the atlimeter seting of 29.50 (correctly set) and lands at a 21.50 airport without ressting the altimeter. The altimeter indicates 3,000 after landing.What is the altimeter setting at the destination airport

i don't know what you mean with a 21.50 airport. but 1 inch of mercury equals 1000ft. e.g. 29.50 and 29.40 =difference of 100ft. maybe that will help you

sorry,2,150ft
altitude

gives a difference of 0.85 inches. alt. setting at destinantion should be 28.65

thank you very much
  An aircraft departs an airport with an altimeter setting of 29.96" ( correctly set) and lands at  an airport with standard pressure and properly resets the altimeter. The elevation of the destination airport is 100'. What are the True altitude, indicated altitude. and Absolute altitude (respectively) of the aircraft upon landing?

standard pressure is 29.92. so maybe indicated is 140ft before reseting the altimeter. and absolute altitude is above terrain, therefore 0ft. true altitude is above mean sea level, 100ft.
don't know if its correct. but could be.. :)

did the calculation
but seems IA 140 is wrong
which is so confusing
:(
indiacate altitude would be 60?

i'm confused as well :)
maybe someone else knows the answer..

yeah, but no one is responding
adding 40 to 100 gives 140,substract,gives 60
in this case shouldnt TA >IA?

Post your questions in "ATPL Questions Help", makes it much easier to read and help

Hi yar,anyone can clear me is MNPS airspace starts fromfl280 or FL290 and endby fl410 or FL420
:o.O

someone assist with formula for indicated altitude...example,1300ft airport elevation altimeter setting and 17degrees OAT
alimeter setting=29.12

MNPS 285 - 420 and RVSM 290 - 410 rest as advised by EDDB pls use forum to explain your questions :)

how does the effective angle of attack of downgoing wing increase

with downgoing wind the camber of the wing increase than this increase the effective angle of attack

downgoing wing aileron goes up and camber decreases right?

no
do u have the question in your atpl ?

no

when the aircraft picht up

im trying to understand the concept of how aerodynamic damping works

than tailplan goes down than the camber increase and ...
nose down will be

thats correct
but im confused with the roll part

where ar u from ?

turning left, left aileron goes up and reduces camber...hence lift reduces on the left wing and aircraft rolls to the left...once it turns left, the lower wing( left wing in this case) has greater effective angle of attack and lift increases and creates a right roll..
India
im not able to understand how the downgoing wing will have a higher effecttive angle of attack

the effective angle of attack of tailplan increases with downgoing tailplan right ?

forget tail plane

it is the same to explain
it is about camber
the camber will be greather
:)

well please explain it in terms of roll control...because thats what i need...the tailplane isnt creating any issues in my brain ;)
where are you from?

what do u want to know

how the downgoing wing will have a higher effecttive angle of attack

do u want to know why effective angle of attack increase with downgoing aeleron ?

yes

realy hahahah
i did
i explained that

sorry, not downgoing aileron
correction downgoing wing

:(
doingoing wing are u sure

100%

how the wing will be down
it is fixe hahahah

http://www.theairlinepilots.com/forum/viewtopic.php?p=639&sid=e78c9b6b2912ec555879a9d1c5329dce
readthe first line in the first post

ah yes
with rolling

yes
any idea?

sir

im not a sir, im just a girl :)
any inputs?
even oxford says the same thing

when the aircraft bank
than the air stagnate the wing at greather angle of attack
than the high wing
Since the wings have dihedral, the air strikes the low wing at much greater angle of attack than the high wing. This increases the lift on the low wing and decreases lift on the high wing, and tends to restore the airplane to its original lateral attitude (wings level); that is, the angle of attack and lift on the two wings are again equal.

its not only applicable to dihedral

http://www.google.de/imgres?imgurl=http://www.digitalflightinstructor.com/wp-content/uploads/2013/12/roll-3.png&imgrefurl=http://www.digitalflightinstructor.com/which-wing-produces-the-most-lift-when-an-airplane-rolls/&h=425&w=800&tbnid=IJVvntgAtrUgvM:&tbnh=90&tbnw=169&usg=__4p4BvcGyXLIB3CbFVxles-MrmRU=&docid=cDjAi8kmLQtVnM&sa=X&ved=0CCYQ9QEwAWoVChMIzqbF9_jdxwIVQ7QaCh2T8gRD

newtons third law :-)

have a nice day sir

u too

Hi guys....Is there an article regarding Pulse Techniques and associated Terms ????

hi, does this help http://www.theairlinepilots.com/forum/viewtopic.php?t=836
pulse radar theory

Thank you Haroon....

formula for calculating PA with Fl330 and ISA +10

p
is Vmd in a drag curve the maximum L/D ratio?
http://image.slidesharecdn.com/erevnatalk-131013103450-phpapp01/95/aerodynamics-14-638.jpg?cb=1381660576

Hi, anyone can please hand me the CAS to MN formula? Thanks in advance guys.

?

Hi
can anyone help me with altimetry questions

can any one instruct me for filling item preceding number 7 of a flight plan

TAS / MN formula http://www.theairlinepilots.com/forum/viewtopic.php?t=400
I dont think exams require conversion to MN from CAS without a flight computer
guy without a name: VMD is the min drag point as depicted on the curve. L/D will be max when drag is min

yea guys
weather is amazing

rupesh: see if this helps as this part is done by airline operators. https://www.caa.co.uk/docs/33/CAP%20694.pdf section 4 pdf file page 46 and http://www.theairlinepilots.com/forumarchive/quickref/icao/doc4444ed14th2001ch1-16.pdf section A2-10 pdf file Page 242
which part of the world savage?

hey mr.haroon n others...cud u guys help me regarding maximum range for piston engine aeroplanes...as the book am looking at says the altitude for max range occurs just above full throttle height...i wonder how SAR can increase beyond full throttle height increase beyond full throttle height as SFC starts decreasing beyond that point and the effect of gain in TAS by climbing is neutralised by the proportionall increase in the power required(DRAG X TAS)??
correction SFC increases beyond that point
*
:o.O

Hey guys, currently doing my ATPLs with Ops tomorrow and a question has supposedly popped up that I need some clarification on. If an aircraft with pax seating more than 200 has 2 crash axes or Crowbars what would be kept on the flight deck? Crash axe or a crow bar? Stupid question I know but I'd rather not get it wrong and I can't find an actual answer. I'm assuming the axe is kept on the flight deck. Any info would be appreciated

Sean
As a commercial pilot I can say that we always keep one axe in the cockpit. It is located just near the flight deck door at the left side. Positions and numbers of emergency equipments can be different according to A/C type and operator...

JAR-OPS 1.795 Crash axes and crowbars (a) An operator shall not operate an aeroplane with a maximum certificated take-off mass exceeding 5,700 kg or having a maximum approved passenger seating configuration of more than 9 seats unless it is equipped with at least one crash axe or crowbar located on the flight deck. If the maximum approved passenger seating configuration is more than 200 an additional crash axe or crowbar must be carried and located in or near the most rearward galley area.
crash axe OR crow bar

Hi...Does anyone know an easier way to figure out the relationship between CDI, OBI and radials ????

@dimps: the term "just above" might be one of those negligible mathematical things but cant say for sure unless reading the reference, in any case too rusty on props. Climbing above full throttle height reduces manifold pressure (if that gives some clue) or see if this gives a hint http://www.theairlinepilots.com/forum/viewtopic.php?t=603
aerodynamics also a play a role (just guessing ) :-/

yupp i saw that post by u before nd thus i asked the question...cuz this performance book by oxford is suppossed to be one of the best source material...if ne1 else got a clue plz chip in tnx :)

Does the ADF give relative bearings ????

can u send the reference
roy: RB is the difference between MB and MH and u can determine that by calculating in a fixed card ADF and in a rotatable card you can get rid of the math part
@dimps: if possible pls scan the relevant pages and email it to me on haroon@theairlinepilots.com thanks

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1441882926-untitled.JPG
here's a screenshot u myt hv to zoom in a bit though sry fr tht...

is anyone online ?
i need to ask a serious question guys
dimps ?
A revenue flight is to be made by a jet transport. The following are the aeroplane structural limits: Maximum Ramp Mass: 69900 kg Maximum Take Off Mass: 69300 kg Maximum Landing Mass: 58900 kg Maximum Zero Fuel Mass: 52740 kg Take Off and Landing Mass are not performance limited Dry Operating Mass: 34900 kg Trip Fuel: 11800 kg Taxi Fuel: 500 kg Contingency & final reserve fuel: 1600 kg Alternate Fuel: 1900 kg The maximum traffic load that can be carried is:
and the answer is 17840

yupp sumit the answer is correct 17480 it is
as the payload is MZFM limited exceeding this wud exceed MZFM and cant be accepted
DOM is 34900 + PAYLOAD 17840= MZFM 52740
ne ideas about this :-
Arrow Balanced V1 is selected: a) if the accelerate stop distance is equal to the one engine out take off distance <-- Correct b) for a runway length limited take off with a stop way to give the highest mass c) for a runway length limited take off with a clearway to give the highest mass
mr.haroon??? nebody??
i thot it its selected whenever ASDR=TODR and this TODR can wud be the maximum of the AEO OR OEI??

dimps ?
i still have no idea about what to do after MZFM 52740, sorry if i am acting a bit weird its because i have an exam of Mass n balance after a week so i am pretty nervous

look MZFM =52740
MZFM=DOM+TRAFFICLOAD
SO
52740=34900+TRAFFIC LOAD
SO
TRAFFICLOAD=52740-34900=17840
SIMILARLY calculate for MRM,MROM,MLM and you'll find TRAFFICLOAD ALLOWED by MZFM is the least and is thus limiting so we can only carry 17840

thanks bro :)

ur most wlcum :)

1) It appears that perhaps its the TAS. As the write up explains: This fact (increase in TAS) slightly more than offsets the increase of power required so range increases with height. But beyond throttle height TAS will "Start to Fall". It appears from the wordings that fall of TAS is a gradual event so probably by the time range reduces the curve goes slightly above as shown in figure. But I am just interpreting the words, perhaps you should ask some instructor. The write up does not explain this clearly (a common issue with many books).
2) A field is balanced when takeoff and stopping distances available are equal. This may not be the case everytime. However we can determine a point from where, if we takeoff or stop, the distances are balanced equally. These distances are not availvable, but what we require to use. So V1 for this balanced takeoff will be balanced V1 (ASDR = TODR) and can be determined by comparing ASDR with TODR (i.e. the intersection point). ASDR, TODR requirements cater for OEI and AEO: http://www.theairlinepilots.com/forum/viewtopic.php?t=600

so basically in 2) we select the OEI one just because its the closest to TODR catering for both OEI and AEO?

the requirement caters for everything, so we just take the most conservative thing

also in 1) SAR= TAS/ SFC X POWER REQ.(DRAG XTAS) so ne increase in TAS with altitude will actually apply to both the numeratotr and the denominator in the SAR formula equally so this what confounds me...what i can observe frm the SAR formula is only SFC change willl have an effect on SAR
and SFC increses with altitude espaecially for a supercharged engine since power increases with altitude
lol correction SFC decreses with altitude*

yeah that is confusing but there are other things sometimes which are not mentioned but are assumed. like fixed prop or csu. in csu with decrease in rpm range increases above throttle height (see the piston graphs)
so cant say for sure
you can post this on sites which have instructors, they are current on this

yeah and i thot jets were difficult to understand...hehe

jets :-:*
when u fly u'll find life is so easy
sometimes the theory screws up when ur playing with computers in a jet
V1 increases with improved climb and once it decreased by a Knot as calculated by 777 EFB
3:)

hehe...i definitely cn use sm easy life now :-)

ok gtg bye

who do fly fr sir?

PIA

sure bye n tnx fr the help :)

welcome

an anothr query...Is V2 equal to the one engine inoperative best angle of climb speed?or is it higher or lower than Vxse
?

Hi guys
Just a quick questions
When an aircraft employs static vents either side of the fuselage to minimize pressure errors it is called:
Static equalization, pitot correction, static balance, dynamic baancing
Balancing" now im confused between A and C
Can anybod help?

is anyone there ?
An aircraft has a Dry Operating Mass of 37400 kg. The Performance Limited Take-Off Mass is 67400 kg and the Performance Limited Landing Mass 52800 kg. The Certificate of Airworthiness Maximum Structural Take-Off Mass is 66000 kg, the Maximum Structural Landing Mass is 54000 kg and the Maximum Zero Fuel Mass is 52000 kg. The fuel load before taxi is 16000 kg. Allowing 500 kg for start, taxi and take-off and 12400 kg for trip fuel the maximum allowed traffic load is:
the answer is 12300

mr.haroon why does optimum altitude decreases with temperatures more than ISA?

because of the Environmental Lapse rate i guess Dimps :)
Determine the position of the CG as a percentage of the MAC given that the balance arm of the CTG is 724 inches and the MAC extends from a balance arm of 517 inch to 1706 inch.
can anyone solve this, the answer is 17.4

Hassan: DOM=37400 ZFM=52000 Landing=52800 take off fuel=15500 OM=37400+15500=52900, Allowed t/o mass (a) 52000+15500=67500, (b) 66000 (c) 52800+124000=65200. So the lowest of them three is 65200. Which leads to 65200-52900=12300

ammm i got that one adam but can you solve the one i mentioned right now
how to determine the position of CG

give me a sec

sure :)

(A=B)/c*100 A=CG which is 724, B=fwrd part of MAC which is 517, C = Mac (1706-517=1189). This will give us ((724-517)/1189)*100=17.4%
A-B*

is it ( A-B)/c*100 adams ?

yes that's why i wrote A-B*

cool, thanks alot man :)

I wrote wrong ^^
No problem

can i apply this formula in the same questions too ?

Yes, it's the Mac formula. Which M&B books do you use?
oxford?

i have a Flight computer and i solve most of the problems from it

ah okey

are you a pilot ?
i am a Flight Officer, 5 papers left

nop, a student
Halfway through ATPL, and started my IR a couple of weeks ago. Will be done with IR/ME/CPL/MCC in the begning of the summer
But i just had M&B for two weeks ago, so it's fresh in the memory ^^
Dimps: I'm not hundred. But i think it has to do with Density. The higher the temp is, the less the density is. Which would then lead to a decrease in thrust. And you need higher thrust to remain at higher altitude, this will then decrease your optimum hight. :)

The CG of an aircraft is at 25% MAC and MAC is 1m. The aircraft has 2 holds, hold 1 is 7m aft of the datum and hold 2 is 22m aft of the datum. If the aircraft mass is 38000 kg, what load must be transferred from hold 1 to hold 2 to move the CG to 40% MAC?
answer is 380KG and i dont know how

((A-B)/C)*100, first of you want to find CG(A). C=1 B=(25%/100)*MAC=0.25m. so 0.25m from leading edge, and leading edge is 7m. Which will give 7-0.25=6.75. Put in the formula and you'll get a CG of 7.15. Okay next use the formula for moving mass. m*d=M*cc, where m is the mass your moving, d is distance, M is load/total mass, cc is the difference between CG and leading edge.
The 'm' is the unkown. d=(22-7)=15m, M=38000 and cc=7.15-7=0.15. This will give us , 15m=38000*0.15. m=5700/15=380kg.

Hey again Khwaja, I just wanted to say a huge thank you for your help!! I used your website for Radio Nav, Air Law and Aircraft General Knowledge preparation for the UK exams and I got 92% average from these subjects! Thank you! You made my studying so much easier!! :)

adam i figured tht but tropopause is higher in troics and lower at poles because of high temperature at tropics which causes the atmosphere to extend to higher level at tropics and that is why above around 8Kms the temperatures are lower at tropics than at poles and same goes for the densities which are again higher at tropics above 8 kms and thus jet performance better over tropics and thus i think optimum altitudes should be higher at tropics which I read decreses with temperatures higher than ISA +15 now thats what stumped me
2)also with extreme temperature, maximum altitude ultimately decreses almost the level of the optimum altitude now why is that?wud not the optimum altitude decreses proportionally?
to*

I have no good answear to this. been looking over Met and Performance. I agree it should be somewhat higher over the eqautor than over the poles, due to higher density=higher max altitude=higher ceiling=higher optimum altitude.
Max altitude has to do with Engine thrust which can be increased in colder enviroment/higher density. This would lead to higher altitude which then would reduce fuel consumption which then reduces cost and you may fly at faster speed, more payload.
For question 2) If max altitude is affected by temp then that means the higher temp it is the lower it will, due to less cruise thrust. Optimum altitude is something that has been calc, at is fixed for that specific flight. In other words optimum altitude means the same and maximum decrease which could lead the to be almost the same.
it's* means it's the same*

2)but optimum altitude is indeed related to the thrust which will decrease equally for both maximum and optimum altitudes equally i suppose?

Optimum altitude is the altitude for the best possible fuel efficiency in cruise i.e. fuel miles (distance covered against a specific amount of fuel). In other words Fuel Miles = TAS/Fuel Flow The optimum altitude determined by FMC is based on aircraft gross weight and cruise speed in still air. Optimum altitude varies with weight, lower if aircraft is heavy and higher if aircraft is light. Temperature does not have much effect on optimum altitude. Why? Mach No = TAS/LSS Increase in temperature = Increase in LSS (local speed of sound) In order to maintain a constant mach no TAS will have to be increased. Increase in TAS = Increase in Fuel Flow Since Optimum Altitude was all about Fuel Miles and Fuel Miles = TAS/Fuel Flow (as mentioned above) Increase in both TAS and Fuel Flow = No change in fuel miles. No change in fuel miles = Temperature not considered for optimum altitude calculations.
Have I confused your more 3:)
.
Cheers Paula :CK:
Huge thanks is not enough, you owe me a box full of cup cakes :-P
I fly to UK, I'll pick'em up when ready ..... lol just kidding. Congrats well done

haha a bit...the big pisture is actually geeting too big for my brain now...hehe
but do tell me how maximum altitude decreases with incresing temp. ?

yes because it depends on thrust and maneuver margin
just copy paste my reply on a blank page and split it into different lines and then read
one by one, its quite simple
is it a general query or atpl related?

its jst tht i read it recently with not much explanation accompanying it
so okay lets say optimum stays the same how does maximum altitude decreses to low levels?

you can go above your max so FMC will always give optimum below max
low density = less thrust and low buffet margin
ok gtg, dont think too much ;)

but maximum is the aerodynamic ceiling and if the temperature is high at higher altitudes also then coffin corner should be higher thn as M=TAS/LSS and u LSS increases so TAS can be increased.....hehe sure bye tvc :)

correction: I missed the "t". You Can't go above max
to maintain a constant mach you have to increase TAS when LSS increases. but if u dont have thrust how will u?
high temp = low density = less thrust
coffin corner becomes tight

but coffin corner is because of aerodynamic limits not thrust?

i know but what effect will high temp/low density have on it?
margin to buffet will decrease i.e. coffin becomes tight

thrs two effects one on low speed buffet and one on high speed buffet. as temp increases, LSS increses so for any given altittude and TAS , Mach no. decreses so that we can climb higher whr TAAS increases again and Mach no. again becomes limiting so the high speed buffet boundary i believe will move up and right ?

theoretically ok you can go up to make numerator high however going up can have limitations: here's what the manual says for B777: Maximum altitude is determined by three basic characteristics, (certified altitude, thrust limit altitude and buffet or maneuver margin). The FMC predicted maximum altitude is the lowest of: maximum certified altitude - the altitude determined during certification considering structural limit (limits on the fuselage), rapid descent capability, or other factors determined by the certifying authority.
i am assuming the high temp = low density = high alpha to sustain level = low buffet margin. i might be wrong here but max altitude is limited by buffet and thrust for sure.

yes i too believe high alpha will move the low speed buffet margin to the right as IAS for a given TAS will be less if density is low...
at the same altitude
nut what overall aerodynamic effect will these two have on the ceiling?
also sir what about thrust limit altitude ?
when is that reached?

Nut = (B777 Manual) To get the most accurate altitude limits from the FMC, ensure that the airplane weight, cruise CG, and temperature entries are correct.
you are going to deprive me of my cupcakes
my message to paula is way behind now
Cheers Paula :CK: Huge thanks is not enough, you owe me a box full of cup cakes I fly to UK, I'll pick'em up when ready ..... lol just kidding. Congrats well done :-P

haha sir u shud actually make a provision to pin the most important topics somewhere on top of the chat box....on behalf of us all paula heartiest congratulations and plz do not forget to get this man the box full of cup cakes which he so deserves :CK: :-) :FL:

Could someone explains this: "The landing field length required for jet aeroplanes at the desination/alternate in wet conditions is the demonstrated landing distance plus:" a) 92% b) 43% c) 70% d) 67% ( right answear is a) 92%, but why?)

For jets, dry runway dispatch regulation is to plan a landing within 60% of landing distance available. A factor of 1.67 i.e. if an a/c can stop in 4000 feet then LDA should be 4000 x 1.67 = 6680 feet. For Wet and contaminated runways the landing distance available should be at least 115% of the required landing distance i.e. 15% more which makes it 6680 x 1.15 = 7682 feet. So for wet its basically 1.67 x 1.15 = 1.92 or 92%. See it works! 4000 x 1.92 = 7680

aha, they've putted it together. I usally first calc for wet/slope etc, then the 60%/70%. Thanks Haroon, been looking through CAP 698 and performance class A landing trying to figure out where they got that number. :)

Hi I'm going to do my instruments exam in a week
How do I learn the autopilot modes ? Stabilisation mode,basic stabilisation,flight path mode, vertical flight path mode etc

Welcome Adam

Could someone clarify the factors used for T/O on a Class A aircraft? Is the 1.15 factor only for use on wet runways?

Thanks! Haha you will be surprised... Let me finish everything first by the end of December, will come back to you then :P :)

ok best of luck for the rest.
1.15 is for wet runways applied over and above the dry regulation
dimps wait till december and then we'll get two boxes to share ;)
Hi Naeem see if this helps http://www.theairlinepilots.com/forum/viewtopic.php?t=919 and http://www.theairlinepilots.com/forum/viewtopic.php?t=958

Hi guys, Can someone tell me an aircraft would enchant the worst turbulence... (bear in mind we are approaching a thunderstorm)... Would it be at the top of the cloud, In the middle of the cloud, Below the cloud, or near the anvil?

what would an airline pilot do if he is below glide slope on an ILS and the GPWS issues an aural "WHOOP WHOOP - PULL UP" warning? Would he or she initiate a go around?

anon - All GPWS alerts are memory items and require immediate response. Anytime an approach gets destabilized below a certain height, the correct action is a missed approach procedure. I hope that answers your question.

Hi PIC: according to an FAA advisory circular it seems to be under the anvil, the circular says: "Outside the cloud, shear turbulence is encountered several thousand feet above and up to 20 miles laterally from a severe storm. Additionally, clear air turbulence may be encountered 20 or more miles from the anvil cloud edge. Don’t attempt to fly under the anvil of a thunderstorm. There is a potential for severe and extreme clear air turbulence. Do avoid by at least 20 miles any thunderstorm identified as severe or giving an intense radar echo. This is especially true under the anvil of a large cumulonimbus"
it also says: Don’t attempt to fly under a thunderstorm even if you can see through to the other side. Turbulence and wind shear under the storm could be hazardous.

Does anyone know how to find the circumference of a specified latitude ?????

ROY....circumference of latitude?
ø/360 x 2πR

a quick search if it helps http://mathforum.org/library/drmath/view/54158.html

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What does this question mean by "not take rotor axis into account " Does this only apply to a TIED GYRO? Thank you

going thru the chat help me so much some times... Khwaja sahb you deserve much more then cup cakes... this site is a complete teaqcher for me... i have qualified so many ATPL papers because of this site
let me comp-lete my ATPL i shall offer you a treat in islamabad In sha ALLAH

Lol :-) the cup cakes going viral! That was just a joke, the fact that everyone is being helped is all what I am looking forward to. Thanks a lot!
Jake I think that N.B is just an additional piece of information they have given as a help but not really needed in my opinion. Anyone more current on gyros?
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1442588357-September%20newsletter.pdf

only ALLAH can reward you khwaja haroon sahb... this world and here in after... God Bless you always

THank you Haroon sir and Biodun
Anyone know the fomula to find the distance and radial between to given positions ??????

There is no particular formula

are you sure about it ??? beacuse since they are cordinates there should be a way ?

hello..what the best way to determine air stability between two different altitudes to get the forecat and lapse rate?

sup yall
3:) <0:

HI

HI

IM NEW

Hello?
How deos the Machmeter work measuring the difference the negation of Static pressure form Dynamic pressure?
...as in the gear train?

Hi Fire: see if this helps http://www.theairlinepilots.com/forum/viewtopic.php?t=896
welcome Prince

http://www.theairlinepilots.com/forumarchive/met/thunderstormlightningtornadoesandhurricane.php

I'm trying to find out what happens to the volume, weight and Specific gravity of AVTUR with a change in temperature and altitude. Anyone know where to find this info?

My name is Kyriakos I am 18 years old and I have decided obtaining a degree before embarking on flight training.I would like to help me with: Firstly should I take a degree relative with the aviation and if this degree gives me advantage against the others for a place of work.I have two options , to obtain a mechanical engineer degree or an aeronautical engineer degree which of two do you suggest me.

Hi Kyriakos -- Q.1. I take a degree relative with the aviation: => If you are taking a degree so as to have a backup in case you dont get a job in aviation then take a degree by which you can get a well paid job easily, even if it is not very aviation related. The aviation training once you start will take care of the rest. However if it is not a backup then it is preferable to do something that is aviation related.................Q.2. If this degree gives me advantage against the others for a place of work: => Airlines are looking for specific experience in the post they offer e.g. if an airline is looking for first officers with at least 2000 jet hours with 500 in a glass cockpit and a valid ATPL then a guy who has this is more likely to get a job as compared to a guy who has a degree in aerospace engineering but not what the airline is looking for. However if there is a tie between two equally qualified then the guy with a degree would have an advantage. So I would go for increasing the flying experience first ASAP and then worry about the degree (unless it is a job requirement)..........Q.3.Two options obtain a mechanical engineer degree or an aeronautical engineer degree: => Heading for aviation = aeronautical engineering.

hi guys
A red square panel with a yellow strip along each diagonal, displayed in the signals area of an aerodrome indicates what?
all sleep i think
ok
nice to meet u
sweet dreams :o.O

Just saw in my dream a fairy holding a square with a strip along each diagonal :-:* I asked what is it? She said, it simply means a cross 3:) Did'nt you read http://www.theairlinepilots.com/forum/viewtopic.php?t=1057 I went to sleep again :-Z

If there is a fire in the cargo compartment in the lower half of the fuselage, what is your action?

follow the checklist
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1443581822-acn1.jpg
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1443581833-acn2.jpg
The ACN tables are not a reply to any question, so please don't get confused thanks

hey mr haroon hw u doin?
one quick question does the 777 u fly have a humidifier? what humidity is actually maintained in cruise?
what other aircraft have a humidifier and do they all use drinking water supply or carrry separate water fr the purpose?
tnx :)

hi dimps, how r u. we dont have humidifiers :( we carry separate drinking water

hi guys

hi hassko

hey could you guys help me with aquestion?

go ahead.

Thanks a lot for all useful atpl tips Khwaja, greatly appreciated!

welcome st

Hi...does anyone know how to find a great circle distance between 2 cordinates ????

If a DGI is not powered, is parked in the hangar overnight, but has its heading set to the compass before closing the hangar doors, will there be a difference between the dGI's heading and that of the magnetic compass the following morning - (bear in mind tha there is no power to the DGI)

Hi, Could some one help me out : The QNH of an airport at sea level is 983 hPa and the temperature deviation from ISA is -15°C below FL 100.What is the true altitude of FL 100?
??

30 ft per hectopasccal, and 0,02% (if i remember well) of the haight per isa deviation
not 100 % sure of the 0,02 wait fore somebody else

900 ft off 10000, Temp deviation 4 x 9.1 x -15 = -546ft

hi guys
could you please explain to me what is "negative differential pressure"?

Altimtery: http://www.theairlinepilots.com/forum/viewtopic.php?t=256
Differential Pressure = Different pressure inside and outside the aircraft.
More pressure inside = +ve differential pressure
less pressure inside as compared to outside = negative DP

hey guys could any one help me with this its been so long since i studied instrument and i cant rememThe speed of sound at 28,000ft and –28ºC is: the answer is 610kt but how can i find it
and the other question is . If the TAS is 490 knots at FL270 where the temperature deviation is ISA +5°C the MN is: and the answer is 0.81

39 * squareroot of 273-28 = 610 kts
Temp; 27000' = 15-(27*2)= -39
LSS= 39 * Squareroot of 273-39 =597 kts
M.No = TAS/LSS = 490/597 = 0.81

many thanx

:)

For a given power setting in the climb, if the speed is increased the ROC will increase if the speed is below Vy
An aircraft is climbing at a constant power setting and a speed of VX. If the speed is reduced and the power setting maintained the: Climb gradient will decrease and the rate of climb will decrease
can any one remove my confusion?? at given power setting speed can be changed by chaging the attitude... above two questions are confusing ..is speed is reduced (means attitude increased) ROC should increase?

VX is max angle speed i.e. drag is min at this point, below this drag will increase and thus ROC will decrease (see the drag curve). Similarly increasing speed to VY (best ROC speed) will increase rate of climb

thank you sir

anyone there?

hello guys is anybody here

hi there

yes

thx sir

need a information pls

the time between the transmission of a pulse and the reception of the echo from a target is 1720 microseconds, what is the range of the target?

Hi Sweden, see if this helps; http://www.theairlinepilots.com/forum/viewtopic.php?t=872

Hey, I'm trying to figure something out. I heard one of those flat earth's say that the gyroscopes in guidance systems stay oriented with the horizon all over the world but they don't move relative to the plane or whatever they're in but they should be upside down from northern to southern hemisphere. Anyone know if they do flip over from north to south or if they change with the curve of the earth?

Hi there, Can someone please confirm what fire extinguishers go for which class and which cannot be used for each? I am struggling to find a descent answer as i have my exam tomorrow http://www.theairlinepilots.com/forum/viewtopic.php?t=1367

Thanks Haroon it helped!

quick question, how does a tail cone produce a divergent duct? surely the cone shape is a convergent shape, right?

the air passes around the cone not in through the cone
it makes the surrounding divergent

hi, so the cone is the propelling nozzle?
inside i mean

just have a go at google images

http://www.thaitechnics.com/engine/tg7/exhaust_nozzle.jpg

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1444584164-Airbus_Lagard%C3%A8re_-_GP7200_engine_MSN108_(1).JPG

so no air passes through tail cone

it passes around it

ok, thanks
what is the purpose of the small hole at the end of the cone?

see the distances at the base and tip of cone
less at base and more at tip i.e. divergence

ah ok, i understand now

cant recall the holes at the moment
take care

A minimum vertical separation shall be provided until aircraft are etablished inbound on the ILS localizer course. This minimum is, when independent parallel approaches are being conducted
Can someone help me please?

@Joshua: http://www.theairlinepilots.com/forum/viewtopic.php?t=1038

This is in reply to Sweden. Speed of light (in seconds), multiply it with the time taken between transmission and reception of echo & divide it by 2. It will give you a Range of 160 miles

Hi there, Can someone please explain what is the criteria for ATC to produce "Wind Shear" Either on the ATIS or Via Radiotelephony. by Criteria I mean by what change of wind speed in what time as well as what is the minimum distance as to how far clouds need to be from the aerodrome. Are pilot reports part of the criteria?

Hi. Is anyone of you from spain?

si

Estudias para piloto?

si

En que escuela estas estudiando?

en Alemania

Ahh Pues que te vaya muy bien :)

Muy bueno

Raquel usted donde estudias? Vengo amenudo y a lo mejor qisiera estudia allí en España.

amo a España es muy bonito
Time Calculator: http://www.theairlinepilots.com/flightplanningforairlinepilots/time-calculator.htm

hey guys
now i'm studing operation procedures for atpl exam! will be in february 2016
anyone are a cadet pilot or student pilot at the moment?

Hello
I have a question regarding control zone
a control normally extends upwards from the surfac of the earth to -----\

@dade94 I'm doing my CPL, does that help you?

hik
hi anyone online

Control zone extends from surface of earth/water to a specified upper limit
A control area has a specified lower limit as well
Hi PIC, Any W/V change of 15 kts or more within 2 mins time with directional changes ( Ia m pretty sure, it is 60 deg or greater). PIREPs are taken seriously and account for a speed fluctuation of 20kts or greater or vertical speed changes of 500'/min

im not sure about this answer can anyone tell me if that is true cause it doesnt make sense for me http://www.theairlinepilots.com/forum/viewtopic.php?p=1272&sid=1d58af4df24c476fc8298a88ba96a873 Arrow The transmitter of RPM indicator may consist of: 1) a magnetic sensor supplying an induced AC voltage 2) a DC generator supplying a DC voltage 3) a single-phase AC generator supplying an AC voltage 4) a three-phase AC generator supplying a three phase voltage The combination of correct statements is: 1,2,3,4 .

@Mike: its correct, depending on the type of tachometer used. see this link http://www.theairlinepilots.com/forum/viewtopic.php?t=927

hello, on bgs i got this explanation for a question on the effects of leaving the ground effect, "The proximity of the runway surface acts as a barrier to the downwards airflow so, as the aircraft leaves ground effect, downwash will increase and the effective angle of attack decreases, which decreases the coefficient of lift.", i do not understand how downwash affects the effective AOA as the downwash occurs behind the wing
in summary, how does downwash affect effective AOA

thanx khwaja . ur the best

Welcome mike. @joe: have a look at this link and see if it helps http://www.theairlinepilots.com/forum/viewtopic.php?t=366

question.. where can I find current cloud types like an active forecast so I can interpet altitiude of the clouds for ground operations?

forecast http://www.theairlinepilots.com/aviationweather.php

Hi guys how do you calculate specific ground range? Also the higher number the better?

Hi Jess: GS/FF

hi guys
Regarding an aircraft certificate of registration
what is the right answer
aircraft can only have one owner
aircraaft can only be registered in one country

can only be registred in one country

hello
can you help me..?
answer my exame ADC
please

Hi
where can i get a summarizedd notes for the CPL subjects in order to save time??

what is a disadvantage of a modern semiconductor?

helo
caould you tell me that what would be the base of clouds in warm areas like in sub-continent

Base of the clouds is not a fixed value. It varies with adiabatic lapse rates (Dry and all). With the existing atmospheric conditions (Temp, Press, humidity, lapse rates etc) the cloud base can be detemined
If you want to know it precisely, the formula is,
Cloud Base= Surface Temp- Surface Dew point X 400

anyone got a good way of remembering convergency and departure

hello
hello

The common problem in both is converging meridians. The meridians converge into the pole. So converging increases towards the poles and decreases towards the equator. You cant forget this effect (just see any diagram of the globe with meridians on it). The effect due to converging meridians is convergency and the distance bewteen these meridians is called departure. So it is obvious that if converging of meridians is increasing then the distance (departure) between them is decreasing.....Formula for both is quite similar i.e.... Convergency = Change of Longitude x Sine of Latitude .... Departure = Change of Longitude x Cosine of Latitude...only difference being the Sine or Cosine! So how do you remember which one is for which?........Covergency increases towards pole or in other words convergency increases from 0 deg latitude to 90 deg latitude or mathematically convergency increases from 0 to 1. Sine of 90 = 1 and Cos of 90 = 0. So that means cosine cannot be used in the formula for convergency......Departure decreases towards pole or in other words departure decreases from 0 deg latitude to 90 deg latitude or mathematically departure decreases from 1 to 0. Cos of 90 = 0 and Sine of 90 = 1. So that means sine cannot be used in the formula for convergency....this was oversimplification for remembering. have a look at these though: http://www.theairlinepilots.com/forum/viewtopic.php?t=672 and http://www.theairlinepilots.com/forum/viewtopic.php?t=674

Hello,
An approach iLs cat1,what Will we set:DH OR MDA,and Why

DH as The ILS CAT I APP is considered a precision approach, the minima itself takes into account height loss during a go around

Hi Redben, What you set is DH but what you feed in your FMS depends what machine are you flying. For example, Airbus would want you to feed it as MDA (although the value is of DH) for CAT-1 while for CAT-II/III it is entered as DH
Sir Haroon, For my ATPL preparation I was going through your extremely helpful material today. Dealing with the Radius and turn rates, I got a little confused with the solution of Ex-3 (Ref: http://www.theairlinepilots.com/forum/viewtopic.php?t=382). I tried it backwards but the answer does not gel. Could you have another look at it please ( of course, in your spare time). Highly appreciate your dedication

hey pilots

fro whta papi and vasi lights are used ??

Thanks tahir. at which point in my work out do u see a problem

yo
how are ya
i'm awesome
cool
:)
3:) :P^ :-$ 8B| :FL:
batman ius awesomwe
yo

@amit: http://www.theairlinepilots.com/forum/viewtopic.php?t=1099

Sir Haroon, it is the second half. I tried to calculate it backward and came out with different answers. I was using the following formulae
Radius = Sq of V / g. GTan (A.O.B)
Rate= V / g. G Tan (A.O.B)
Sorry, Rate= g.G Tan (A.O.B) / V
I put an extra G in the formulae. Sorry
I figured out Sir. I had missed doing the last step. Your given solution is perfect. Sorry for bothering you.

no problem

what does whit lightning mean

Hi all just one question.. Which of the following will be a perfectly straight line on a Lambert chart....A: Parallel of latitude..B: A cone line C: All the answers... D: A meridian of longitude.

I would say the P.O.O (Parallel Of Origin) would be the straight line but trying to remember from when I did the exam I would 'D' as 'A' those lines would be curving towards the pole... However I may be wrong, but I think there is something on the site Ill see if I can find it
Heinrich, See if this helps http://www.theairlinepilots.com/forum/viewtopic.php?t=682

Thanx a lot it helped me allot

No worries mate, Good luck for your exam, When you writing?

Writing at 11 today for the second time.

Where are you studying?

In Hoedspruit
Leading edge flight school

Im sure you'll pass, when in doubt come to this site, Helped me a lot...
Oh so you're withe SACAA?
Im studying for Airlaw... The joys

Ja im at my last one and then my Radio.

Congrats mate, Hopefully I can get this subject done before Dec...

Ja, Cant wait to get the exams done and start flying, building hours.

How many hours you on? How did you find Airlaw? Any advice?

i only have 8 hours stop flying to get the exams done, well i used the Foxone program, helped me allot all the questions are on there and they are exactly the same, when i was writing
and it was like 2 years back, im working in retail so work more than play

can someone explain me. why "When air has passed through a shock wave the speed of sound is increase " ??

because air density, temperature increases when shockwave is formed on the wing and speed of sound is directly proportional to temperature i.e. when temperature increases speed of sound increases

can anyone expalin how to solve this please thanks
:( :W]
?

Hi can anyone help me with, "How do DME determine distance from ground station"

can someone help me ? why "When the air is passing through an expansion wave the Mach number will increase?"

Mach number increases before the shock wave and decreases after shock wave
As at the shock wave the air is compressed, density is increases thus TAS decreases and mach number decreases

can i know about pitot tube
which one will give more error...static pitot tube or the total pressure of the pitot tube

An aircraft shall change its level immediately on instruction from ATC. what is max delay he can do in executing this instruction?

hi

May someone please explain when the diurnal variation is the greatest?

Hi, is there any american pilots or someone from america with faa license here?

what is the minmum height an aircraft must be to receive signals from a vor at 196 ft amsl at a range of 175 nm?

Hi..

Howdy
Who here has done their CPL?

hello

Hi

Hi
Does anyone know what consist of an autopilot system?

@Lisa: 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 Eleen: see if this helps http://www.theairlinepilots.com/forum/viewtopic.php?t=919

hey i need some help finding the neutral point of my model

HI, there, I am doing my stupid Op. procedures
any idea what is ISOLATED aerodrome

hi Emile see if this helps http://www.theairlinepilots.com/forum/viewtopic.php?t=1158

hello there

Hi, Anyone that can explain to me why TODR decreases as V1 increases? Should'nt TODR also increase because higher airspeed is required?

hi Anders, increasing v1 reduces the distance between v1 and v2. so with one engine out where acceleration will be slower its easier to cover less distance

hi! you state that "the power output of a piston engine without super charging increases with increasing altitude and constant MAP and RPM". Is this not the case if a supercharger is installed? if so, why would that be?

hi seb, its due to reduced exhaust pressure increasing volumetric efficiency. find these questions here http://www.theairlinepilots.com/forum/viewtopic.php?t=497

i understand why it's the case without a supercharger, but not why it wouldn't be the case if one had a supercharger installed
http://www.theairlinepilots.com/forum/viewtopic.php?t=497 says mineral oil is mostly used for SEP. I believe that this is no longer the case except for first 50 hours of new engines / cylinders

what does the syllabus say, as for exams thats what matters :)

Hi Khwaja,
Many thanks for your reply! I'm don't really understand your explaination. Why would that make TODR to be shorter?

Acceleration till v1 is with all engines after that it is with 1 engine out. With an engine out the acceleration will be slower. In case of take off you have to be v2@35 ft. If v1 is reduced then then with one engine out I.e. with slower acceleration it will take more time to achieve v2@35 ft thus TODR increases and vice versa. Feel free to let me know if its still not clear.

can some give me a definition for dependent and independent runways

why does static temperature increase in a subsonic intake? Considering volume increase, shouldn't that imply a decrease in temperature?

where did you see that it increases?

it says in my nordian book "temperature rises because of the compression(?!?) that has occured between pt1 (inlet) and pt3 (combustion chamber)
also in this document: http://www.skybrary.aero/bookshelf/books/1621.pdf " A temperature rise is also noticed since compression is a heating process. "
...and bristol has a question "Which of the following statements is correct about the flow in a divergent (subsonic) gas turbine engine intake? I. The dynamic pressure increases in flow direction. II. The static temperature decreases in flow direction." where II is marked incorrect
hmm, looks like they mixed their comments on compression and expansion in the pdf to me

it looks to be correct that the temperature rises as the air is compressed and the static pressure increases

but that's for the convergent duct, correct?

no, divergent

how is the air compressed in a divergent duct? it's being expanded, isn't it?
oh err. a pressure is needed for it to expand i suppose...

the dynamic pressure decreases and so the static pressure will have to increase to keep the totalt pressure constant

and when we talk about pressure without prefix, we refer to static pressure always?

not sure what you mean by that

for instance, when we talk about pressurized gas coming out of a compressor, i believe its common to talk about simply "the pressure" of it rather than its static pressure

I would think that if its stated as "the pressure" it would be the total pressure

i see. thank you so much!

which exam is this for?

agk sys

figured. good luck

cheers

hi guys

hi folks
any idea where to get topcat cracked?
the thing is aint wanna set toga thrust every time i take off

Hi. a question I can't find the answer for:
what happens to the rudder pedals when the autopilot is engaged. does the pedals move when the rudder moves?

yo guys. we've been just wondering for several hours why the hell power required curve increases when altitude or TAS increases
and why it is steeper than drag curve?

can someone help me with a question?

can someone explain about drag curve

Is it true that the take off CG must always be within the CP limits?

asd
power required increase because of decreasing density and degrading performance

wadap?
can someone help me
jeejee
pls
hjalp mehhhh

Yes how can I help?

Hi!

Anyone know anything about calculating pivot points for a wing with multiple elements?

Hi guys....What is the difference between Transition Altitude and Transition Level ???

have a good day for all
i would to ask if the ICAO Doc 4444 ( Edition 15th 2007 Amendment 2) her in the web is the last Edition and if any one know the changes

hello

hi
how can i help u?

Good morning. Can someone help me with the switches on the navigational system. like for example, what does the standby mode does?
*inertial navigation system

Hi
INS Standby Position is not much deep concern in operation. The standby (STBY) position is used only during ground operation to put the NU in standby condition before proceed with the alignment.

Hi, anyone knows how to calculate final resurve fuel? its a test question. 4 answers include pressure altitude, aeroplane mass. then 1) flaps down with min drag airspeed, 2) flaps up with min drag airspeed, 3) flaps up with max range airspeed, 4)flaps down with max drag airspeed

HI Could someone tel me,need i say when inintial contact with Gander OCA phrase "Under CPDLC"?

expl me boy
:(

Hi Sarkhan: check this http://www.theairlinepilots.com/forumarchive/areaprocedures/natops/cpdlc.pdf

hi there, i forgot my username. already checked emails.. is there any other way to find out?

thx
khwaja haroon thx

Emre contact site admin

Hi Haroon, I'm looking for the picture suppliments for the Flt planning and mointering since my question bank's figures are all blurred.
It would be a great help if you can tell me a way to download or refer from the internet since I'm sitting for my exams end of this month.

helo fellow pilots

hello
Andy

http://Oz Da Wiz check if this helps.......www.nitroflare.com/view/3ECA8CB779FF695/LRJT_graphs.pdf

Thank you very much ROY; saved my day :)
Hi All,
If anyone can tell me a way how to get the answer for this following question I'd be so thankful.
Refer to figures LRJT-03,04,07 and 08
Planning a MACH 0.82 cruise at FL 390, the estimated landing mass is 160,000kg. The ground distance is 2800 NM and the mean wind is equal to zero. ISA conditions. Fuel Consuption wiil be :
A) 30,371kg
B)32,657kh
C)30,117kg
D)27,577kg

hi oz, I dont know if I have the same question bank as yours or not. many images are not clear in my question bank as well. if you are looking for a particular question then let me know I'll see if I have it

Hi Haroon
The question is about Fuel consumption

the one u posted

Yes Exactly
There is fuel correction to be made before getting the final answer
But when I account that the final answer is wrong

ok ill see when I am close to that computer that might has this graph

033-11073 D
this the figure number

ok

I dn't knw whether you have the same file as Roy sent me

I was busy writing the logbook script for the past few weeks so haven't checked anything else yet

Ah that's okay. I'm uploading that file for you. So you can have a look at it.

ok thanks

//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1448283202-Annexes%20033.pdf
No worries
:)
And BTW here's the PDF which has all the LRJT graphs and data sheets

ok cant open this on my cell will look at it later

okay
Thanks

so have you got the graph u were looking for

Yeah I think I found the correct graph
But when I do the calculation everything goes wrong

so r u looking for solution now

Yes that's correct

will see if I find some slot but no guarantees ;)
gtg now

and I think it's the fuel correction I'm doing
ok
Cheers !!

hey guys help oz thanks

Thanks Haroon

Anybody could help me with Heading Faillure for TCAS-100?
I have changed TCAS-81 by TCAS-100, testing in a bench test I do not have any problem, however, when it is installed on aircraft I have heading failure.

Hey

Ba ...... bye

Hi guys: Online flight log book is ready to use. Anyone interested can access it from the main site under apps section, or the link is: http://www.theairlinepilots.com/flightlog/index.php ;)
feel free to report any issues

hi
can someone help me with a question
anyone
is anyone on
is anyone on
hi
\\\\
\\ B-)
ji
hi
:-(

hi

What is the most destructive tornadoes, thunderstorms, hurricanes?

austin send me the question. If it's something I know
I'll help you
B-)

overall highest destruction is by Hurricanes (TRS) \

what this abpout

Need a little bit of help to understand Reference EPR on B757 / 767 PW equipped. I understand that the Max EPR is the maximum EPR under all phases of flight. I understand that setting TO, CLB, CRZ, etc on the TMSP then sets the reference EPR. What I don't understand is what this reference EPR means. Is it the EPR limit the EEC will hold with full forward throttle with the particular TMSP setting? Or is it simply a maximum preferred indication for the TMSP selected setting? Or, is it something else. Thanks

hey i have my interview tommorrow
anyone want to ask me any question
ab-initio
a320
300 hours exp
seems not
later peeps

yeah Ive got a question
doing an assignment for my degree here
what are Awl marks, and are they different to tubed tyres and tubeless tyres
?

You burn 400kgs of fuel per hour. How much do you burn in 20 minutes?

400/60 x 20 :-Z

Hello everyone

yo
Awl marks
what are they
are they different for tubed and tubeless tyres

ye i have that same question too^

@flybob: The throttles follow the reference whatever it is and the reference is set by FMC/TMSP etc. For the complete answer you can check the reply to your post: http://www.theairlinepilots.com/forum/viewtopic.php?p=1759

Hello
I have a question
Anyone there?
Will the jet engine surge cause the thrust generated to be limited or no thrust at all?
During the surge

Hi lejeann: Surge relates to abnormal condition of unsteady airflow through an engine. Since the engine is running I assume thrust will not be a mathematical zero but certainly we cant use it because in this condition the engine indications are abnormal, nearing or showing exceedance. Procedure requires to retard the thrust lever until indications stay within limits or the thrust lever is at idle. Once indications and EGT are stabilized then we can use the engine provided RPM and EGT follow thrust lever movement and remain within limits. It can also be used at a reduced thrust setting (that is surge free) if it is not totally recoverable.

I suppose the thrust will be limited then
Thank you for your explanation Khwaja Haroon
Appreciate it!

but practically unusable
welcome
@goono and paul: Awl Marks are series of small green or grey paint marks around the bead of a tubeless tyre. It indicates the area where small holes were made during manufacture to let entrapped gasses out.

Regarding the maximum age to hold an ATPL. Isn't the age limit 65 years? But you just cannot act as a PIC after the age of 60?

@ Andy: Yes but if you are pointing towards that question which says 59 then that's in the examination question bank. I don't know if they have corrected that or its a case of where you go for the most correct answer
moreover nowadays in many countries you can be P1 after 60

I know it's a long shot, but is there maybe someone online who has any tips for the ADAPT test? :)

sometime the shot is bulls eye
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1449067573-adapt.pdf
enjoy ;)

Thank you very much, I really appreciate it :)

HELLO HAROON
CAN I GET ALL THIS FORUM QUESTIONS AND NOTES IN PDF FORMAT..

hi Ranj, i haven't made them in pdf
you can save the page for offline reading

THANKS ....

Hi all
Got another question
If u all can help me that wud be a great help :(
//rumbletalk-images-upload.s3.amazonaws.com/f1ea12db905325ba1971704b1d32da0c/1449146825-2015-12-03%2018.09.52.jpg
Kindly see the pic and pls tell me the way how to get the answer !!

hii can anyone please help explain this theory?
"the temperature regulation cycle, causes the temperature to decrease dramatically which results in water droplets"
as far as i understand when the temperature is low there are not much water in the air right? then why we have water droplet when the temperature decrease?

hi Haroon, do you have questions on dgca meteorology for exam help...

hi

Hello guys, I'm writing Law & Ops with the SACAA, can anyone help with a rough scetch on how to deal with the Ops question below;
p

when temp decrease the the air particles decrease in size so it loss the ability to hold the water in so water droplets become visible think about it like squeezing a sponge when something decrease in size loss the ability to hold the water

Hi guys, can somebody pls help me with this one : A 200 hPa pressure altitude level can vary in height. In moderate regions which of the following avarage heights is applicable? * FL 50 * FL 300 * FL 390 * FL 100

Emma, the answer is FL 390. As pressure decreases with altitude. It's a few of these you need to know, then you're able to figure out which one is correct. 700hpa = 10 000feet, 500hpa = 18 000', 300hpa = 30 000feet and 200hpa = 39 000feet.
The exact height is actually 38 662 feet if you calculated with the formula. But learn those four pressure heights and you'll be fine :)
Inno Zvenyika: Learn in all the number! especially things like the amount of X and all the diferrent heights/weather minima(CAT app, alternate etc.), learn about the oxygen part, many questions about it. Non-precision app minima.

Thank you Adam :)

ohh yeeaaa
amasing

hi guys

Hello everybody

hello. I am doing a project on the effects of pressure on the human body, particularly in flight and aircraft.

can anyone possibly explain in simple terms gyroscopic drift and topple
specifically, when the gyro is vertical or horizontal and on the equator or poles

@plane: http://www.theairlinepilots.com/forum/viewtopic.php?t=902

Hi
I have a quick questions some one is here ?

hi
what
thats not quick

In accordance with (EU) OPS 1, regarding the first aid oxygen: the supply of undiluted oxygen carried on board a pressurized aeroplane certified for the carriage of 120 passengers, effectively carrying 18 passengers and operated at a pressure altitude 27.000 ft, shall be suffi cient for at least: A) 1 passenger for the remainder of the flight after cabin depressurisation when the cabin altitude exceeds 8.000 ft but does not exceed 15.000 ft. B) 4 passengers for the remainder of the flight after cabin depressurization when the cabin altitude exceeds 8.000 ft but does not exceed 15.000 ft. C) 1 passenger for the remainder of the flight after cabin depressurization when the cabin altitude only exceeds 14.000. D) 12 passengers for the remainder of the flight after cabin depressurization

check this: http://www.theairlinepilots.com/forum/viewtopic.php?t=1148 and http://www.theairlinepilots.com/forum/viewtopic.php?t=1183 if it helps, thats the quickest that i can get
bye

ty

hello
i want ansee
Answer the a question
for an aircraft with a 1g stalling speed of 60 kt IAS . the stalling speed in a steady 60 turn would be

Load factor and Stall speed http://www.theairlinepilots.com/forum/viewtopic.php?t=381

an NDB has a range of 50 nm with a power output of 80 watts, the power riquired to increase the range to 75 nm is ?
whats the formula to get the answer

http://www.theairlinepilots.com/forum/viewtopic.php?t=828
Max range = 3 x Square root of Power in Watts

HI ALLL ANY HELP ON KEYFACTOR FOR EXAMS ? ATPL UK ?? QUESTION BANK ITS A BIT OF 120000 TOOO MANY CANT MEMORISE

Hi all, I feel that this question is a little vague due to zero specifics on whether we are in the Northern or Southern hemisphere but please let me know your thoughts on this one, thanks! Question: Turning errors are greatest when turning through? A) 000-180 B) 045-315 C) 135-225 D) 180-360
this question is in regards to direct reading compass of Instrumentation, appreciate all the help!

Hi Guest111 have a look at this: http://www.theairlinepilots.com/forum/viewtopic.php?t=916
Hi Guill, Keyfactor = dont try to rush them, if something's gonna take a month it'll take a month, understand and enjoy.

Hi how are you guys
B-)

When Runway Edge light changes from white to yellow on a runway in excess of 1800m, how many meters of runway do you have left? a. 300 meters b. 600 meters c. 900 meters

@ Audun. http://www.theairlinepilots.com/forum/viewtopic.php?t=1026
600

Khwaja Haroon: Excellent

HI

HI GUYS
is there any one who can learn meow to find QDM&QDR h
in simple way

http://ggl.pagesperso-orange.fr/uno.virtual/doccenter/images/qdr_rose.jpg
http://ggl.pagesperso-orange.fr/uno.virtual/doccenter/images/qdm_rose.jpg
qdr from
qdm to

Hello hope you all are doing well, im looking for a table in radio nav that shows at which wavelength the radio aids operate on, example vor ils markers are metric
but it only showed those without the frequencies, bands and the whole thing

hi, are you looking for this one: http://www.theairlinepilots.com/forum/viewtopic.php?t=861

khwaja thank you thank you but nope, thats the expanded one

hi everyone; i have one question and couldnt do it
about QDM and RPI, so is there anyonee to help me
RBI ADF needle shows magnetic heading 110, aeroplane magnetic heading is 60; what is the QDR?