Interview for Airline

8/10/2019 Interview for Airline

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Gner TRKEL THK ISTANBUL

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Principles of Flight 1) What is stall?

A stall is a reduction in the lift coefficient generated by a foil as angle of attack increases. This occurs when

the critical angle of attack of the foil is exceeded. The critical angle of attack is typically about 15 degrees, but itmay vary.

2) What is Lift?

Lift is a resultant force of the pressure differences between upper and lower surfaces of a wing. The amount of liftis affected by;

Air Density (Altitude) TAS Lift Coefficient (AoA and Shape of that specific Wing) Wing Area

3) How an aircraft flies?Four forces keep an airplane in the sky. They are lift, weight, thrust and drag.

Lift pushes the airplane up. The way air moves around the wings gives the airplane lift. The shape of the wingshelps with lift, too.

Weight is the force that pulls the airplane toward Earth. Airplanes are built so that their weight is spread fromfront to back. This keeps the airplane balanced.

Thrust is the force that moves the airplane forward. Engines give thrust to airplanes.

Drag slows the airplane. You can feel drag when you walk against a strong wind. Airplanes are designed to let airpass around them with less drag.
http://en.wikipedia.org/wiki/Lift_(force)http://en.wikipedia.org/wiki/Foil_(fluid_mechanics)http://en.wikipedia.org/wiki/Angle_of_attackhttp://en.wikipedia.org/wiki/Critical_angle_of_attackhttp://en.wikipedia.org/wiki/Critical_angle_of_attackhttp://en.wikipedia.org/wiki/Angle_of_attackhttp://en.wikipedia.org/wiki/Foil_(fluid_mechanics)http://en.wikipedia.org/wiki/Lift_(force)


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4) Aspect Ratio

In aerodynamics, the aspect ratio of a wing is essentially the ratio of its length to its breadth (chord). A highaspect ratio indicates long, narrow wings, whereas a low aspect ratio indicates short, stubby wings.

For most wings the length of the chord is not a constant but varies along the wing, so the aspect ratio AR isdefined as the square of the wingspan b divided by the area S of the wing.

5) Swept Wing

Advantages

Efficient at high speed flight Increase Mcrit Increases Lateral and Directional Stability

Disadvantages

Not efficient at low speeds Tip Stall occurs first SW Can cause wing drop and deep stall in T tail aircrafts.

6) Effect of CG Position to an Air Plane

FORWARD CG AFT CG

Increases STABILITY Decreases STABILITY

Decreases CONTROLLABILITY Increases CONTROLLABILITY

Take-off requires more ELEVATOR,so later LIFT-OFF

Take-off requires less ELEVATOR,so shorter LIFT-OFF

More DRAG due to Trim Less DRAG due to Trim

Increases STALL speedbecause needs more LIFT

Decreases STALL speedbecause needs less LIFT

RANGE and ENDURANCEDecreases

RANGE and ENDURANCEIncreases

7) Stability and Controllability

An airplane in flight is constantly subjected to forces that disturb it from its normal horizontal flight path. Risingcolumns of hot air, down drafts gusty winds, etc., make the air bumpy and the airplane is thrown off its course. Itsnose or tail drops or one wing dips.


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10. Slip and Skid


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o At least as wide as the runwayo Centered upon the runway extended centerlineo Capable of supporting the airplane during an aborted takeoff without causing structural damage

to the aircrafto Designated by the airport authorities for use in decelerating the airplane during an aborted

takeoff

CLEARWAY: is the length of an obstacle free area at the end of the runway in the direction of the take-off,

with a minimum width of 75 m either side of the extended runway center line that is under the control ofauthority. It is an area over which an aircraft may make a portion of its initial climb to a screen height,35ft and the area could be water as well.

2) AIR SPEEDs and CONVERSIONS

SPEEDs CORRECTION CONVERSION

IAS Instrument TAS= IAS + 3% / Thousands of Feet

CAS Pressure TAS= CAS + 1.75% Thousands of Feet

EAS Compressibility TAS = EAS / air density

TAS Density TAS= IAS + (IAS/60 x ALT/1000)

MACH - Mach=TAS/Speed of Sound


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3) V SPEEDS

V-speed

designatorDescription

V1 Take Off decision Speed.

V2 Takeoff safety speed. The speed at which the aircraft may safely become airborne with one

engine inoperative .[7][8][9]

V2min Minimum takeoff safety speed .[7][8][9]

V3 Flap retraction speed .[8][9]

V4 Steady initial climb speed. The all engines operating take-off climb speed used to the point where

acceleration to flap retraction speed is initiated. Should be attained by a gross height of 400

feet .[10]

V A Design maneuvering speed .This is the speed above which it is unwise to make full application of

any single flight control (or "pull to the stops") as it may generate a force greater than the

aircraft's structural limitations.

Vat Indicated airspeed at threshold, which is equal to the stall speed V S0 multiplied by 1.3 or stall

speed V S1g multiplied by 1.23 in the landing configuration at the maximum certificated landing

mass. If both V S0 and V S1g are available, the higher resulting V at shall be applied .[12] Also called

"approach speed".

VB Turbulence penetration speed.

VC Design cruise speed, used to show compliance with gust intensity loading .[13]

VD Design diving speed.
http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-TCAIM-8http://en.wikipedia.org/wiki/V_speeds#cite_note-TCAIM-8http://en.wikipedia.org/wiki/V_speeds#cite_note-TCAIM-8http://en.wikipedia.org/wiki/V_speeds#cite_note-CAP698-10http://en.wikipedia.org/wiki/V_speeds#cite_note-CAP698-10http://en.wikipedia.org/wiki/V_speeds#cite_note-CAP698-10http://en.wikipedia.org/wiki/Maneuvering_speedhttp://en.wikipedia.org/wiki/Maneuvering_speedhttp://en.wikipedia.org/wiki/Maneuvering_speedhttp://en.wikipedia.org/wiki/V_speeds#cite_note-12http://en.wikipedia.org/wiki/V_speeds#cite_note-12http://en.wikipedia.org/wiki/V_speeds#cite_note-12http://en.wikipedia.org/wiki/V_speeds#cite_note-13http://en.wikipedia.org/wiki/V_speeds#cite_note-13http://en.wikipedia.org/wiki/V_speeds#cite_note-13http://en.wikipedia.org/wiki/V_speeds#cite_note-13http://en.wikipedia.org/wiki/V_speeds#cite_note-12http://en.wikipedia.org/wiki/Maneuvering_speedhttp://en.wikipedia.org/wiki/V_speeds#cite_note-CAP698-10http://en.wikipedia.org/wiki/V_speeds#cite_note-TCAIM-8http://en.wikipedia.org/wiki/V_speeds#cite_note-TCAIM-8http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7


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VF Designed flap speed.

VFE Maximum flap extended speed.

VH Maximum speed in level flight at maximum continuous power.

VLE Maximum landing gear extended speed. This is the maximum speed at which it is safe to fly a

retractable gear aircraft with the landing gear extended.

VLO Maximum landing gear operating speed. This is the maximum speed at which it is safe to extend

or retract the landing gear on a retractable gear aircraft.

VLOF Lift-off speed .[7][9]

VMC Minimum control speed . Mostly used as the minimum control speed for the takeoff configuration

(takeoff flaps). Several V MC's exist for different flight phases and airplane configurations: V MCG ,

VMCA, VMCA1 , VMCA2 , VMCL, VMCL1 , VMCL2 . Refer to the minimum control speed article for a thorough

explanation .[7]

VMCA Minimum control speed in the air (or airborne). The minimum speed at which steady straight flight

can be maintained when an engine fails or is inoperative and with the corresponding opposite

engine set to provide maximum thrust, provided a small (3 - 5) bank angle is being maintained

away from the inoperative engine and the rudder is used up to maximum to maintain straight

flight. V MCA is also presented as V MC in many manuals.

VMCG Minimum control speed on the ground is the lowest speed at which the takeoff may be safely

continued following an engine failure during the takeoff run. Below V MCG , the throttles need to be

closed at once when an engine fails, to avoid veering off the runway . [16]

VMCL Minimum control speed in the landing configuration with one engine inoperative .[9][16]

VMO Maximum operating limit speed .[7][8][9]

VMU Minimum unstick speed. Lowest speed that aircraft can lift of maximum geometrical pitch angle.
http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/Minimum_Control_Speedshttp://en.wikipedia.org/wiki/Minimum_Control_Speedshttp://en.wikipedia.org/wiki/Minimum_Control_Speedshttp://en.wikipedia.org/wiki/Minimum_Control_Speedshttp://en.wikipedia.org/wiki/Minimum_Control_Speedshttp://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/Minimum_Control_Speedshttp://en.wikipedia.org/wiki/Minimum_Control_Speedshttp://en.wikipedia.org/wiki/Minimum_Control_Speedshttp://en.wikipedia.org/wiki/Minimum_Control_Speedshttp://en.wikipedia.org/wiki/V_speeds#cite_note-FAR_25.149-16http://en.wikipedia.org/wiki/V_speeds#cite_note-FAR_25.149-16http://en.wikipedia.org/wiki/V_speeds#cite_note-FAR_25.149-16http://en.wikipedia.org/wiki/V_speeds#cite_note-FAR_25.149-16http://en.wikipedia.org/wiki/Minimum_Control_Speedshttp://en.wikipedia.org/wiki/Minimum_Control_Speedshttp://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/Minimum_Control_Speedshttp://en.wikipedia.org/wiki/V_speeds#cite_note-FAR_25.149-16http://en.wikipedia.org/wiki/Minimum_Control_Speedshttp://en.wikipedia.org/wiki/Minimum_Control_Speedshttp://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/Minimum_Control_Speedshttp://en.wikipedia.org/wiki/Minimum_Control_Speedshttp://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7


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VNE Never exceed speed .[7][8][9][17]

VNO Maximum structural cruising speed or maximum speed for normal operations .[7][8][9]

VO Maximum operating maneuvering speed . [18]

VR Rotation speed. The speed at which the aircraft's nosewheel leaves the ground .[7][8][9] Also see

note on V ref below.

VRef Landing reference speed or threshold crossing speed. 1.3 times the stalling speed in the stated

landing configuration and at the prevailing aircraft weight. This is the speed required as the

landing runway threshold is crossed at 50 feet height if calculated aircraft performance is to beachieved.

VS Stall speed or minimum steady flight speed for which the aircraft is still controllable .[7][8][9]

VS0 Stall speed or minimum flight speed in landing configuration .[7][8][9]

VS1 Stall speed or minimum steady flight speed for which the aircraft is still controllable in a specific

configuration .[7][8]

VSR Reference stall speed .[7]

VSR0 Reference stall speed in landing configuration .[7]

VSR1 Reference stall speed in a specific configuration .[7]

VX Speed that will allow for best angle of climb . Most Altitude gain / Unit of Horizontal Distance

VY Speed that will allow for the best rate of climb . Most altitude gain / Unit of Time. (scarify)

Other V-Speeds Some of these V-speeds are specific to particular types of aircraft and are not defined by regulations.

V-speed

designatorDescription
http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-18http://en.wikipedia.org/wiki/V_speeds#cite_note-18http://en.wikipedia.org/wiki/V_speeds#cite_note-18http://en.wikipedia.org/wiki/Takeoffhttp://en.wikipedia.org/wiki/Takeoffhttp://en.wikipedia.org/wiki/Tricycle_gearhttp://en.wikipedia.org/wiki/Tricycle_gearhttp://en.wikipedia.org/wiki/Tricycle_gearhttp://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/Angle_of_climbhttp://en.wikipedia.org/wiki/Angle_of_climbhttp://en.wikipedia.org/wiki/Angle_of_climbhttp://en.wikipedia.org/wiki/Rate_of_climbhttp://en.wikipedia.org/wiki/Rate_of_climbhttp://en.wikipedia.org/wiki/Rate_of_climbhttp://en.wikipedia.org/wiki/Rate_of_climbhttp://en.wikipedia.org/wiki/Angle_of_climbhttp://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/Tricycle_gearhttp://en.wikipedia.org/wiki/Takeoffhttp://en.wikipedia.org/wiki/V_speeds#cite_note-18http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7http://en.wikipedia.org/wiki/V_speeds#cite_note-faacfr-7


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V1min-max Minimum V1 is equals to Vmcg and Maximum V1 is equal to Vr.

VBR Best range speed the speed that gives the greatest range for fuel consumed often identical to

Vmd .[20]

Vt Threshold speed[23]

VXSE Best angle of climb speed with a single operating engine in a light, twin-engine aircraft the

speed that provides the most altitude gain per unit of horizontal distance following an engine

failure, while maintaining a small bank angle that should be presented with the engine-out climb

performance data .[27]

VYSE Best rate of climb speed with a single operating engine in a light, twin-engine aircraft the speed

that provides the most altitude gain per unit of time following an engine failure, while maintaining

a small bank angle that should be presented with the engine-out climb performance data .[15][27]

V 1 Definitions V1 is the critical engine failure recognition speed or takeoff decision speed. It is the decision speed nominated

by the pilot which satisfies all safety rules, and above which the takeoff will continue even if an engine

fails .[9] The speed will vary among aircraft types and varies according to factors such as aircraft weight,

runway length, wing flap setting, engine thrust used and runway surface contamination.

4) V Speeds Sequence and relations

Vmcg V1 Vmca Vr Vlof V2

Where;

Vr > Vmca(1.05)Vr >= V1Vr > Vmu(1.1)V1 > VMBEV1 > VmcgV2 > Vmca(1.1) Vs (1.2) Vr
http://en.wikipedia.org/wiki/V_speeds#cite_note-Brandon-20http://en.wikipedia.org/wiki/V_speeds#cite_note-Brandon-20http://en.wikipedia.org/wiki/V_speeds#cite_note-Brandon-20http://en.wikipedia.org/wiki/V_speeds#cite_note-Googlebooks-23http://en.wikipedia.org/wiki/V_speeds#cite_note-Googlebooks-23http://en.wikipedia.org/wiki/V_speeds#cite_note-FltSim-27http://en.wikipedia.org/wiki/V_speeds#cite_note-FltSim-27http://en.wikipedia.org/wiki/V_speeds#cite_note-FltSim-27http://en.wikipedia.org/wiki/V_speeds#cite_note-PEAK-15http://en.wikipedia.org/wiki/V_speeds#cite_note-PEAK-15http://en.wikipedia.org/wiki/V_speeds#cite_note-PEAK-15http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/Flap_(aircraft)http://en.wikipedia.org/wiki/Flap_(aircraft)http://en.wikipedia.org/wiki/Flap_(aircraft)http://en.wikipedia.org/wiki/Flap_(aircraft)http://en.wikipedia.org/wiki/V_speeds#cite_note-Peppler-9http://en.wikipedia.org/wiki/V_speeds#cite_note-PEAK-15http://en.wikipedia.org/wiki/V_speeds#cite_note-PEAK-15http://en.wikipedia.org/wiki/V_speeds#cite_note-FltSim-27http://en.wikipedia.org/wiki/V_speeds#cite_note-Googlebooks-23http://en.wikipedia.org/wiki/V_speeds#cite_note-Brandon-20


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2) CAVOK VMC IMC

11. CAVOK Ceiling and Visibility OKa. No clouds below 5000 ft. above aerodrome level (AAL) or MSA whichever is higher. b. Visibility is at least 10 km or more. c. No cumulonimbus or Towering Cumulus in the vicinity.

d. No Precipitation, Thunderstorms, Shallow Fog or Drifting Snow. 12. Visual Meteorological Conditions

e. 5 km visibility or more, f. 1500 m horizontally away from cloud, g. 1000 m vertically from cloud, h. Ground inside.

13. Why Moist Air is less dense than Dry Air?

Because at the same temperature, volume and pressurethere always same number of molecules according toAvogadros Law. So if we add some water molecules in dryair some N2 and O2 should be replaced by H2O and theweight of H2O is lighter than both N2 and O2. Actually, theweight of

N2 = 28 unit O2 = 32 unit H2O = 18 unit

Therefore if Mass decreases Density also decrease.

14. Difference between CB clouds over the equator and the poles?

The main difference is the height oftropopause which is 30.000 ft. at the polesand 56.000 ft. at the equator. In additionPoles are High Pressure area and have Dry Airtherefore less probability of CB cloudformation; on the other hand at the Equatorthe risk of convection is higher and tradewinds brings moist air over the oceans andmoist air mass converges and forms huge CBclouds. So the formation of CB cloud is higherat the equator.


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15. What is Lapse Rate?

Lapse Rate is defined as the rate at which temperature is decreasing with increasing altitude. We use Lapse Ratein order to understand whether the air stable or unstable at a certain area.

Dry Adiabatic Lapse Rate (DALR): 3C / 1000 ft. Environmental Lapse Rate (ELR): 2C / 1000 ft. (According to Standard Atmosphere Rules)

Saturated Adiabatic Lapse Rate (SALR): 1.5C / 1000 ft.

In addition if there is increasing Temperature with increasing Altitude, we called the phenomena as TemperatureINVERSION which brings us very stable air and smoggy or foggy weather conditions.

16. Cloud Ceiling Calculation?

Temperature in Antalya = 14C; Dew Point = 7C at which height do we expect clouds (Rough Estimation)?

1st Way: (14C 7C) x 400 = 2800 ft. 2 nd Way: (14C-7C) / DALR (3C) x 1000 = 2300ft

17. How does the altimeter read when you are flying hot area to coldarea with maintaining 3000 ft.?

Flying hot air to cold air with maintaining same altitude altimeter over reads and this could be hazardous.

18. ICAO Standard Atmosphere Conditions

Pressure is 1013.25 millibars (29.92 inhg) and pressure is falling 30 ft. per 1 millibar. Temperature +15C and Lapse Rate 2C/1000 ft. until 36000 ft. -56,5C Density 1,225 g/m3

19. Tilt of the earths axis? And what is the reason for climates?

The seasons result from the Earth' s axis of rotation being tilted with respect to its orbital plane by an angle ofapproximately 23.5 degrees.
http://en.wikipedia.org/wiki/Earthhttp://en.wikipedia.org/wiki/Axis_of_rotationhttp://en.wikipedia.org/wiki/Axial_tilthttp://en.wikipedia.org/wiki/Orbital_plane_(astronomy)http://en.wikipedia.org/wiki/Degree_(angle)http://en.wikipedia.org/wiki/Degree_(angle)http://en.wikipedia.org/wiki/Orbital_plane_(astronomy)http://en.wikipedia.org/wiki/Axial_tilthttp://en.wikipedia.org/wiki/Axis_of_rotationhttp://en.wikipedia.org/wiki/Earth


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20. Thunderstorm Occurrence and Avoidance

TS's are one of the most dangerous weather hazards that pilots should avoid. Thunderstorms are associatedwith cumulonimbus clouds, and there may be several thunderstorm cells within a single cloud. It occurs inthese conditions;

1. Unstable lapse rate (instability)

2. Some type of lifting action3. High moisture content

Embedded TS is one which is obscured by massive cloud layers and cannot be seen.

There are three steps of TS which arecumulus stage, mature stage, dissipatingstage. Wind shear areas can be found onall sides TS and directly under it. There areseveral hazards of thunderstorms whichare wind shear, gusty winds, hail, icingconditions, lightening, turbulence, reducedvisibility and radio/com interference. Pilotsshould avoid TS at least 20-25 NM.

In order to avoid the possible dangers ofTS, a pilot should pass around the CB cloudaccording to the movement direction of

the cloud. In this picture wind direction is on the Left, so cloud is moving Left to Right. In this case pilot shouldturn left in order to avoid TS cloud.

21. Mountain Waves


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Formation of Mountain Waves Stable waves +20 knots of surface wind increasing with altitude Perpendicular to the ridge of mountain within 30 degrees

Characteristics The wind direction at the lower side of the rotor clouds is opposite to the prevailing wind direction. Rotor axis is horizontal and parallel to the mountains. Mountain Waves are efficient up to 20 NM.

Threats Rotor clouds are very dangerous especially when flying from leeward side with headwind. AC Lenticular brings severe turbulence. CAP clouds are appear to be harmless but 5000 ft./min down droughts at the leeward side.

22. Types of Turbulence

Picture shows the different types of turbulence that can affect an aircraft. In the first segment the aircraft isexperiencing Thermal turbulence. When the aircraft flies over the mountain it is then experiencing Mechanicalturbulence . As it flies through the thunderstorm cloud it experiences Shear turbulence as it passes through thedifferent flows of air within the thunderstorm. In addition of those types turbulence there are,

CAT is formed in the colder side of a Jet Stream. Wake Turbulence is form when an aircraft generates lift.


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23. QNH QNE QFE

QNH is barometric pressure adjusted to sea level. QNE is barometric pressure used for standard altimeter (1013). When QNE is selected, the altimeter will

display pressure altitude, which is actual altitude corrected for non-standard pressure. (i.e. if pressure islower than standard, pressure altitude is higher)

QFE is the barometric altimeter setting that causes an altimeter to read zero when at the referencedatum of a particular airfield.


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Power Plant

1) Jet Engine

N1 is the percentage of rotational speed and connected to Fan Low Pressure Compressor and Low PressureTurbine.

N2 is the percentage of rotational speed and connected to High Pressure Compressor and High Pressure Turbine.


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Navigation 1) Holding Entry Calculation

2) Fix To Fix

3) VOR ILS Needle Deflection Full scale of CDI needle deflection 10 degrees either sides of the track. Full scale of CDI (Localizer) deflection 2,5 degrees either sides of the track.

A pilot should not exceed half-deflection due to regulatory rules, which is equal to 5 degrees in VOR approachesand 1,25 degrees in ILS or Localizer approaches.


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a. Base Turn

b. Procedure Turn

c. Race Track


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6) Q Codes

QDR MAGNETIC bearing FROM the station Magnetic Radial

QDM MAGNETIC bearing TO the station Magnetic Course

QTE TRUE bearing FROM the station True Radial

QUJ TRUE bearing TO the station True Course

7) MAA MCA MEA MHA MRA MSA - MVA - MOCA MORA

1) MAA Max. Authorized Altitude

Published altitude which representing the maximum usable altitude or flight level for an airspace structure orroute segment.

2) MCA Max. Crossing Altitude

The lowest altitude at certain fixes at which an aircraft must cross when proceeding in the direction of ahigher MEA.


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3) MEA Min. Enroute Altitude

The lowest published altitude between radio-fixes that meets obstacle clearance requirements betweenthose fixes and in many countries assures acceptable navigational signal coverage.

4) MHA Min. Holding Altitude

The lowest altitude prescribed for a holding pattern which assures navigation signal coverage,communications, and meets obstacle clearance requirements.

5) MRA Min. Reception Altitude

The lowest altitude at which an intersection can be determined.

6) MSA Min. SAFE Altitude

Altitude depicted on an Instrument Approach Chart and identified as the minimum altitude which provides a

1000 ft. obstacle clearance within a 25 NM radius from the navigational facility upon which the MSA ispredicated. If the radius limit is other than 25 NM, it is stated. This altitude is for EMERGENCY USE only anddoes not necessarily guarantee NAVAID reception.

When the MSA is divided into sectors, with each sector a different altitude, the altitudes in these sectors aredeferred to as "Minimum Sector Altitudes".

An obstacle clearance criterion is Obstacles are cleared by 1000 ft. even for terrain or structures higher than5000 ft.

7) MVA Min. Vectoring Altitude

An IFR altitude lower than the minimum en route altitude (MEA) that provides terrain and obstacle clearance.

8) MOCA Min. Obstruction Clearance Altitude

The lowest published altitude in effect between Radio Fixes on VOR airways, off-airway routes, or routesegments which meet obstacle clearance requirements for the entire route segment and in the USA assureacceptable navigational signal coverage only within 22 NM of a VOR.

9) MORA Min. Off-Route Altitude

The MORA provides reference point clearance within 10 NM of the route centerline (regardless of the routewidth) and end fixes.

The GRID MORA provides reference point clearance within the section outlined by latitude and longitudelines.

An obstacle clearance criterion is Standard Jeppesen 1.

1 Standard JEPPESEN Obstacle Clearance CriteriaObstacles with reference point at or below 6000 ft. MSL are cleared by 1000 ft.Obstacles with reference point above 6000 ft. MSL are cleared by 2000 ft.


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MAA Bir IFR Route yada Air Spacede NavAidleri salkl alabileceimiz max. rtifadr.

MCADk bir MEA dan daha yksek bir MEA ya giderken trmanmaya balarz. Trmanma sebebimizaltmzdaki ykselen maniadr. Altmzdaki maniaya gelmeden 2000 ft clear olacak ekilde bir fixatanr. Bu fixi gememiz gereken min irtifa MCA dr.

MEAIFR EnRoute Chartlarda kullanlan irtifadr. Tam route zerinde Terrein Clearance ve NavAid garantisiverir. (NavAid bazen gidebilir.) Cross Radiallerde herhangi bir garantisi yoktur.

MHA Bekleme yaplabilecek en dk irtifa.

MRAIFR EnRoute Chartlarda Intersection noktalarn identify etmek istediimizde ve MEA dan daha yksekolduklarnda belirtilir. r: MEA 5000 ft. Ancak gerekli sinyali 5600 ft. Den alabiliyorsak belirtilir.

MSAAlet yaklama kartlarnda 25nm iinde HEP 1000 ft obstacle clearance verir. 25nm baka biyaraptaysa mutlaka belirtilir. NavAid garantisi yoktur. Eer sectorlere blnm ise ismi MinimumSector ALT olarak deiir.

MVA10-1 chartlardaki minimum radar irtifalar. ATC tarafndan vektrlenirken verilebilir. ATC geldiimizistikametteki 10- 1 chartnda baslm MVA irtifasndan dk bir irtifa verirse kabul edilmez.

MOCAMEA'ya eit yada az olmaldr. Sadece az olduunda baslr. Route boyu NavAid garantisi vermezsadece 22NM mesafedeyken NavAid garantisi verir. Bu yzden 22nm ierisindeysek ve MEA altnainmek istersek MOCA'ya kadar inebiliriz. "T" ile gsterilir.

MORA Route 'un 10nm etrafnda (Cross Radiallerde) obstacle clearance verir.

8) Instrument Approach Segment

1) Arrival segment : The segment from where the aircraft leaves an en-route airway to the initial

approach fix (IAF).

2) Initial approach : The segment from the initial approach fix 2 (IAF) to either the intermediate fix (IF) or

the point where the aircraft is established on the intermediate or final approach course.

3) Intermediate approach : The segment from the IF or point, to the final approach fix (FAF).

4) Final approach : The segment from the FAF or point, to the runway, airport, or missed approach

point (MAP).

5) Missed approach : The segment from the MAP to the missed approach fix at the prescribed altitude.

9) Dry Lease vs Wet Lease

A dry lease means just the physical airplane without crew, maintenance or even fuel. A wet lease would generallyinclude all the above.

2 Fix: Described by a NAVAID and PrecisePoint: Non- Precise Ex: Salk Point
http://en.wikipedia.org/w/index.php?title=Intermediate_fix&action=edit&redlink=1http://en.wikipedia.org/wiki/Final_approach_fixhttp://en.wikipedia.org/wiki/Final_approach_fixhttp://en.wikipedia.org/w/index.php?title=Intermediate_fix&action=edit&redlink=1


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10) Take-off Segments

11) Precision Approach

A precision approach is an instrument approach and landingusing precision lateral and vertical guidance with minima asdetermined by the category of operation .[1]

Note. Lateral and vertical guidance refers to the guidanceprovided either by:

a) A ground-based navigation aid; or

b) Computer generated navigation data displayed to the pilotof an aircraft.

c) A controller interpreting the display on radar screen(Precision Approach Radar (PAR)).

Categories of precision approach and landing (including ILS and Auto land ) operations are defined according tothe applicable DA/H and RVR or visibility as shown in the following table.
http://www.skybrary.aero/index.php/Precision_Approach#cite_note-0http://www.skybrary.aero/index.php/Precision_Approach#cite_note-0http://www.skybrary.aero/index.php/Precision_Approach#cite_note-0http://www.skybrary.aero/index.php/ILShttp://www.skybrary.aero/index.php/ILShttp://www.skybrary.aero/index.php/ILShttp://www.skybrary.aero/index.php/Autolandhttp://www.skybrary.aero/index.php/Autolandhttp://www.skybrary.aero/index.php/Autolandhttp://www.skybrary.aero/index.php/DA/Hhttp://www.skybrary.aero/index.php/DA/Hhttp://www.skybrary.aero/index.php/DA/Hhttp://www.skybrary.aero/index.php/RVRhttp://www.skybrary.aero/index.php/RVRhttp://www.skybrary.aero/index.php/RVRhttp://www.skybrary.aero/index.php/RVRhttp://www.skybrary.aero/index.php/DA/Hhttp://www.skybrary.aero/index.php/Autolandhttp://www.skybrary.aero/index.php/ILShttp://www.skybrary.aero/index.php/Precision_Approach#cite_note-0


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Category of Operation Decision Height (DH) (2) RVR Visibility not less than

CAT I 200 ft. 550 meters 800m

CAT II 100 ft. 350 meters

CAT IIIA 100 ft. 50 ft. or no DH 200 meters

CAT IIIB lower than 50 ft. or no DH 200m 50m

CAT IIIC - -

Notes:

(1) Appendix 1 to JAR-OPS 1.430, Table 6, permits the use of an RVR of 300m for Category D aircraft conductingan auto land.

(2) Vertical minima:

CAT I Because the aircraft is unlikely to be flying over level ground at the same elevation as the touch-down zone when passing the Missed Approach Point, the vertical minima used in a CAT I approach ismeasured by reference to a barometric altimeter . In practice, this means that when flying a CAT Iapproach either a DA or DH may be used.

CAT II/III Because greater precision is required when flying a CAT II or CAT III approach, special attentionis given to the terrain in the runway undershoot to enable a radio altimeter to be used. CAT II and CAT IIIapproaches are therefore always flown to a DH with reference to a radio altimeter.

CAT II and CAT III instrument approach and landing operations are not permitted unless RVR information isprovided.

12) Non Precision Approach

A non-precision approach is an instrument approach and landing which utilizes lateral guidance but does not

utilize vertical guidance. (ICAO Annex 6)

Non-precision approaches which are pilot-interpreted make use of ground beacons and aircraft equipment

such as VOR, NDB and the LLZ element of an ILS system, often in combination with DME for range. Lateral

guidance is provided by a display of either bearing to/from a radio beacon on the approach track or at the

airfield or, in the case of an LLZ only approach, by display of the relative position of the LLZ track on the

aircraft ILS instruments and vertical guidance is based on the range from the airfield as indicated by a DME at

the airfield or on track or by timing based upon passage overhead radio beacons on the track described bythe designated procedure.
http://www.skybrary.aero/index.php/Altimeterhttp://www.skybrary.aero/index.php/Altimeterhttp://www.skybrary.aero/index.php/Altimeterhttp://www.skybrary.aero/index.php/DAhttp://www.skybrary.aero/index.php/DAhttp://www.skybrary.aero/index.php/DAhttp://www.skybrary.aero/index.php/DHhttp://www.skybrary.aero/index.php/DHhttp://www.skybrary.aero/index.php/DHhttp://www.skybrary.aero/index.php/Radio_Altimeterhttp://www.skybrary.aero/index.php/Radio_Altimeterhttp://www.skybrary.aero/index.php/Radio_Altimeterhttp://www.skybrary.aero/index.php/Radio_Altimeterhttp://www.skybrary.aero/index.php/DHhttp://www.skybrary.aero/index.php/DAhttp://www.skybrary.aero/index.php/Altimeter


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Non-precision approaches are often conducted with less use of automated systems than precision

approaches. However, on many modern aircraft, automatic systems may be left engaged until reaching the

MDA/H, or beyond.

For pilots of older aircraft, in which use of automated systems to assist in flying the approach is limited, a high

degree of piloting skill is required to fly such approaches accurately and the frequent practice which many

pilots need to achieve this can be difficult to come by if precision approaches are the normal method used.

A high proportion of CFIT accidents have been shown to occur during non-precision approaches. This is in

part a result of loss of situational awareness, e.g. resulting in descent before the initial approach fix; and in

part a consequence of the lack of precise vertical guidance, which may involve leveling off at intermediate

points between the initial approach fix and MDA/H (a step-down approach).

13) Climb & Descent Gradient

14) Marker Beacon


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Mass and Balance 1) Design Weight Limits (Structural Design Weights)

The aircraft gross weight is limited by several weight restrictions in order to avoid overloading the structure or toavoid unacceptable performance or handling qualities during operation.

Aircraft gross weight limits are established during aircraft design and certification and are laid down in the aircrafttype certificate and manufacturer specification documents.

The absolute maximum weight capabilities for a given aircraft are referred to as the structural weight limits.

The structural weight limits are based on aircraft maximum structural capability and define the envelope for theCG charts(both maximum weight and CG limits).

Aircraft structural weight capability is typically a function of when the aircraft was manufactured, and in somecases, old aircraft can have their structural weight capability increased by structural modifications.

a. Maximum design taxi weight (MDTW)

The maximum design taxi weight (also known as the maximum design ramp weight (MDRW)) is the maximumweight certificated for aircraft maneuvering on the ground (taxiing or towing) as limited by aircraft strength andairworthiness requirements. It includes the weight of taxi and run-up fuel.

b. Maximum design takeoff weight (MDTOW)

Is the maximum certificated design weight when the brakes are released for takeoff and is the greatest weight forwhich compliance with the relevant structural and engineering requirements has been demonstrated by the

manufacturer.

c. Maximum design landing weight (MDLW)

The maximum certificated design weight at which the aircraft meets the appropriate landing certificationrequirements. It generally depends on the landing gear strength or the landing impact loads on certain parts ofthe wing structure. The MDLW must not exceed the MDTOW.

The maximum landing weight is typically designed for 10 feet per second (600 feet per minute) sink rate at touchdown with no structural damage.

d. Maximum design zero-fuel weight (MDZFW)[edit]

The maximum certificated design weight of the aircraft less all usable fuel and other specified usable agents(engine injection fluid, and other consumable propulsion agents). It is the maximum weight permitted beforeusable fuel and other specified usable fluids are loaded in specified sections of the airplane. The MDZFW islimited by strength and airworthiness requirements. At this weight, the subsequent addition of fuel will not resultin the aircraft design strength being exceeded. The weight difference between the MDTOW and the MDZFW maybe utilised only for the addition of fuel.


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2) Authorized Weight Limits

Aircraft authorized gross weight limits (also referred to as certified weight limits) are laid down in the aircraftflight manuals (AFM) and/or associated certificate of airworthiness (C of A). The authorized or permitted limitsmay be equal to or lower than the structural design weight limits.

The authorized weight limits that can legally be used by an operator or airline are those listed in the AFM and the

weight and balance manual.

The authorized (or certified) weight limits are chosen by the customer/airline and they are referred to as the"purchased weights". An operator may purchase a certified weight below the maximum design weights becausemany of the airports operating fees are based on the aircraft AFM maximum allowable weight values. An aircraftpurchase price is, typically, a function of the certified weight purchased.

Maximum weights established, for each aircraft, by design and certification must not be exceeded during aircraftoperation (ramp or taxying, takeoff, en-route flight, approach, and landing) and during aircraft loading (zero fuelconditions, center of gravity position, and weight distribution).

In addition, the authorized maximum weight limits may be less as limited by center of gravity, fuel density, andfuel loading limits.

a. Maximum taxi weight (MTW)[edit]

The maximum taxi weight (MTW) (also known as the maximum ramp weight (MRW) is the maximum weightauthorized for maneuvering (taxiing or towing) an aircraft on the ground as limited by aircraft strength andairworthiness requirements. It includes the weight of taxi and run-up fuel for the engines and the APU.

It is greater than the maximum takeoff weight due to the fuel that will be burned during the taxi and run-upoperations.

The difference between the maximum taxi/ramp weight and the maximum take-off weight (maximum taxi fuelallowance) depends on the size of the aircraft, the number of engines, APU operation, and engines/APU fuelconsumption, and is typically assumed for 10 to 15 minutes allowance of taxi and run-up operations.

b. Maximum takeoff weight (MTOW)[edit]

The maximum takeoff weight (also known as the maximum brake-release weight) is the maximum weightauthorized at brake release for takeoff, or at the start of the takeoff roll.

The maximum takeoff weight is always less than the maximum taxi/ramp weight to allow for fuel burned duringtaxi by the engines and the APU.

In operation, the maximum weight for takeoff may be limited to values less than the maximum takeoff weightdue to aircraft performance, environmental conditions, airfield characteristics (takeoff field length, altitude),maximum tire speed and brake energy, obstacle clearances, and/or en route and landing weight requirements.

c. Maximum landing weight (MLW)[edit]

The maximum weight authorized for normal landing of an aircraft. The MLW must not exceed the MTOW.

The operation landing weight may be limited to a weight lower than the Maximum Landing Weight by the mostrestrictive of the following requirements:


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4) Fuel - Flight Planning Definitions

a. Additional Fuel

Additional fuel is fuel which is added to comply with a specific regulatory or company requirement. Examplesinclude ETOPS fuel, fuel required for a remote or island destination where no alternate is available and fuelrequired to satisfy an MEL or CDL performance penalty.

b. Alternate Fuel

Alternate fuel is the amount of fuel required from the missed approach point at the destination aerodrome untillanding at the alternate aerodrome. It takes into account the required fuel for:

Missed approach at the destination airport Climb to en-route altitude, cruise and descent at alternate aerodrome Approach at alternate Landing at the alternate aerodrome

When two alternates are required by the Authority, alternate fuel must be sufficient to proceed to the alternatewhich requires the greater amount of fuel.

c. Ballast Fuel

Ballast fuel is sometimes carried to maintain the aircraft center of gravity within limits. In certain airplanes, a zerofuel weight above a defined threshold requires that a minimum amount of fuel be carried in the wings through allphases of flight to prevent excessive wing bending. In both cases, this fuel is considered ballast and, underanything other than emergency circumstances, is not to be burned during the flight.

d. Block Fuel / Ramp Fuel / Total Fuel On Board

Block fuel is the total fuel required for the flight and is the sum of the Taxi fuel, the Trip fuel, the Contingency fuel,the Alternate fuel, the Final Reserve fuel, the Additional fuel and any Extra fuel carried.

e. Contingency Fuel / Route Reserve

Contingency fuel is carried to account for additional en-route fuel consumption caused by wind, routing changesor ATM restrictions. In general terms, the minimum contingency fuel is the greatest of 5% of the trip fuel or 5minutes holding consumption at 1500' above destination airfield elevation computed based on calculated arrivalweight. However, some regulators, with special approval, allow reduction to 3% of trip fuel with use of en-routealternates or to specific time increments depending upon demonstrated performance criteria from the Operator.At least one authority allows, under very specific circumstances, for contingency fuel to be reduced to 0.

f. Extra Fuel

Fuel added at the discretion of the Captain

g. Final Reserve Fuel / Fixed Reserve Fuel / Holding Fuel

Final reserve fuel is the minimum fuel required to fly for 30 minutes at 1,500 feet above the alternate aerodromeor, if an alternate is not required, at the destination aerodrome at holding speed in ISA conditions. SomeRegulating Authorities require sufficient fuel to hold for 45 minutes.


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h. Minimum Brake Release Fuel

Minimum brake release fuel is that quantity of fuel which, at the commencement of the takeoff roll, complieswith all regulatory requirements for the flight in question. This is the minimum legal fuel required for departure.

i. Reserve Fuel / Minimum Diversion Fuel

Reserve fuel is the sum of Alternate fuel plus Final Reserve fuel.

j. Taxi Fuel

Taxi fuel is the fuel used prior to takeoff and will normally include pre-start APU consumption, engine start andtaxi fuel. Taxi fuel is usually a fixed quantity for average taxi duration. However, local conditions at the departureaerodrome such as average taxi time, normal ground delays and any anticipated deicing delays should be takeninto consideration and the taxi fuel adjusted accordingly.

k. Trip Fuel / Burn / Fuel to Destination

The Trip fuel is the required fuel quantity from brake release on takeoff at the departure aerodrome to the

landing touchdown at the destination aerodrome. This quantity includes the fuel required for:

Takeoff Climb to cruise level Flight in level cruise including any planned step climb or step descent Flight from the beginning of descent to the beginning of approach, Approach Landing at the destination

Trip fuel must be adjusted to account for any additional fuel that would be required for known ATS restrictions

that would result in delayed climb to or early descent from planned cruising altitude.


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Air Law 1) RVSM Reduced Vertical Separation Minima

Reduced Vertical Separation Minima is the reduction of the standard vertical separation required between FL290and FL410 inclusive, from 2000 ft. to 1000 ft. Therefore increases the number of aircraft by 6 levels that can safelyfly in a particular volume of airspace.

Historically, standard vertical separation was 1000 ft. from the surface to FL290, 2000 ft. to FL290 and 4000 ft.above. This was because the accuracy of the pressure altimeter decreases with height. Over time, air datacomputers (ADCs) combined with altimeters have become more accurate and autopilots more adept atmaintaining a set level, therefore it became apparent that for many modern aircraft, the 2,000 feet separationwas too cautious. It was therefore proposed by ICAOthat this be reduced to 1000 ft.

2) ETOPS Extended Twin Engine Operations

ETOPS is an acronym for Extended range Twin Operations as re-defined by the US Federal AviationAdministration (FAA) in 2007. This rule allows Twin - Engined airliners (such as the AirbusA300, A310, A320, A330 and A350, the Boeing 737, 757, 767, 777, 787, the Embraer E-Jets, and the ATR 72) to flylong-distance routes that were previously off-limits to Twin - Engined aircraft. There are different levels of ETOPScertification, each allowing aircraft to fly on routes that are a certain amount of single-engine flying time awayfrom the nearest suitable airport. For example, if an aircraft is certified for 180 minutes, it is permitted to fly anyroute not more than 180 minutes single-engine flying time to the nearest suitable airport.

3) Noise Abatement Procedures

Noise Abatement Departure Procedure 1

This procedure involves a power reduction at or above the prescribed minimum altitude and delaying flap/slatretraction until the prescribed maximum altitude is attained.

At the prescribed maximum altitude, accelerate and retract flaps/slats on schedule while maintaining a positiverate of climb and complete the transition to normal en-route climb speed.

The noise abatement procedure is not to be initiated at less than 800 feet AGL. The initial climbing speed to thenoise abatement initiation point shall not be less than V2 + 10 knots.

On reaching an altitude at or above 800 feet AGL, adjust and maintain engine thrust in accordance with the noiseabatement thrust schedule provided in the aircraft operating manual. Maintain a climb speed of V2 + 10 to 20knots with flaps and slats in the take-off configuration.

At no more than an altitude equivalent to 3000 feet AGL, while maintaining a positive rate of climb, accelerateand retract flaps/slats on schedule.

At 3000 feet AGL, accelerate to normal en-route climb speed.
http://en.wikipedia.org/wiki/Flight_levelhttp://en.wikipedia.org/wiki/Altimeterhttp://en.wikipedia.org/wiki/Air_data_computerhttp://en.wikipedia.org/wiki/Air_data_computerhttp://en.wikipedia.org/wiki/Autopilothttp://en.wikipedia.org/wiki/ICAOhttp://en.wikipedia.org/wiki/Acronymhttp://en.wikipedia.org/wiki/Airbus_A300http://en.wikipedia.org/wiki/Airbus_A300http://en.wikipedia.org/wiki/Airbus_A310http://en.wikipedia.org/wiki/Airbus_A320_familyhttp://en.wikipedia.org/wiki/Airbus_A330http://en.wikipedia.org/wiki/Airbus_A350http://en.wikipedia.org/wiki/Boeing_737http://en.wikipedia.org/wiki/Boeing_757http://en.wikipedia.org/wiki/Boeing_767http://en.wikipedia.org/wiki/Boeing_777http://en.wikipedia.org/wiki/Boeing_787_Dreamlinerhttp://en.wikipedia.org/wiki/Embraer_E-Jetshttp://en.wikipedia.org/wiki/ATR_72http://en.wikipedia.org/wiki/ATR_72http://en.wikipedia.org/wiki/Embraer_E-Jetshttp://en.wikipedia.org/wiki/Boeing_787_Dreamlinerhttp://en.wikipedia.org/wiki/Boeing_777http://en.wikipedia.org/wiki/Boeing_767http://en.wikipedia.org/wiki/Boeing_757http://en.wikipedia.org/wiki/Boeing_737http://en.wikipedia.org/wiki/Airbus_A350http://en.wikipedia.org/wiki/Airbus_A330http://en.wikipedia.org/wiki/Airbus_A320_familyhttp://en.wikipedia.org/wiki/Airbus_A310http://en.wikipedia.org/wiki/Airbus_A300http://en.wikipedia.org/wiki/Airbus_A300http://en.wikipedia.org/wiki/Acronymhttp://en.wikipedia.org/wiki/ICAOhttp://en.wikipedia.org/wiki/Autopilothttp://en.wikipedia.org/wiki/Air_data_computerhttp://en.wikipedia.org/wiki/Air_data_computerhttp://en.wikipedia.org/wiki/Altimeterhttp://en.wikipedia.org/wiki/Flight_level


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Noise Abatement Departure Procedure 2

This procedure involves initiation of flap/slat retraction on reaching the minimum prescribed altitude. Theflaps/slats are to be retracted on schedule while maintaining a positive rate of climb. The thrust reduction is to beperformed with the initiation of the first flap/slat retraction or when the zero flap/slat configuration is attained.At the prescribed altitude, complete the transition to normal en-route climb procedures.

The noise abatement procedure is not to be initiated at less than 800 feet AGL. The initial climbing speed to thenoise abatement initiation point is V2 + 10 to 20 knots.

On reaching an altitude equivalent to at least 800 feet AGL, decrease aircraft body angle whilst maintaining apositive rate of climb, accelerate towards Flaps Up speed and reduce thrust with the initiation of the firstflaps/slats retraction or reduce thrust after flaps/slats retraction.

Maintain a positive rate of climb and accelerate to and maintain a climb speed equal to Flaps Up speed + 10 to 20knots till 3000 feet AGL.

At 3000 feet AGL, accelerate to normal en-route climb speed.

4) Go Around

Initiation of a go around procedure may be either ordered by ATC (normally Tower) or decided by the pilot.

At a towered field, the local controller may instruct the pilot to go around if there is an unsafe condition such asan aircraft, vehicle, or object on the runway. The pilot in command may decide to go around at any time, forexample, if the aircraft is not lined up or configured properly for a safe landing; an aircraft, vehicle or other objecthas not cleared the runway; no landing clearance was received (at a towered field); the landing gear is notproperly extended; a dangerous meteorological condition is experienced on final approach (e.g., poor visibility,excessive cross-winds, windshear, etc.); excessive energy (too high or too fast); or any other unsafe condition isdetected.

5) Contaminated Runway

Contaminated runway: A runway is contaminated when more than 25 per cent of the runway surface area(whether in isolated areas or not) within the required length and width being used is covered by:

Water, or slush more than 3 mm (0.125 in) deep;

Loose snow more than 20 mm (0.75 in) deep; or Compacted snow or ice, including wet ice.


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Liberal Education 1) World Map

1. North of TurkeyBlack Sea Ukraine Belarus Russian Federation Barents Sea Artic Ocean

2. South of TurkeyCyprus - Mediterranean Sea Egypt Sudan Congo Uganda Tanzania Zambia Zimbabwe Mozambique Atlantic and Indian Ocean Antarctica

3. West of TurkeyAegean Sea Greece Adriatic Sea Italy Spain Portugal Azores Islands Atlantic Ocean NY Washington

4. East of Turkey

Azerbaijan Caspian Sea Turkmenistan Uzbekistan Kyrgyzstan Chine North Korea Sea of Japan5. Coordinates of Turkey


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2) Principles of Air Conditioning

Liquids absorb heat when changed from liquid to gas Gases give off heat when changed from gas to liquid.

For an air conditioning system to operate with economy, therefrigerant must be used repeatedly. For this reason, all airconditioners use the same cycle of compression,condensation, expansion, and evaporation in a closed circuit.The same refrigerant is used to move the heat from one area,to cool this area, and to expel this heat in another area.

1. The refrigerant comes into the compressor as a low-pressure gas, it is compressed and then moves out ofthe compressor as a high-pressure gas.

2. The gas then flows to the condenser. Here the gas condenses to a liquid, and gives off its heat to theoutside air.

3. The liquid then moves to the expansion valve under high pressure. This valve restricts the flow of thefluid, and lowers its pressure as it leaves the expansion valve.

4. The low-pressure liquid then moves to the evaporator, where heat from the inside air is absorbed andchanges it from a liquid to a gas.

5. As a hot low-pressure gas, the refrigerant moves to the compressor where the entire cycle is repeated.

Note that the four-part cycle is divided at the center into a high side and a low side this refers to the pressures ofthe refrigerant in each side of the system

3) Jet Streams

Jet Streams are a high-velocity narrowstream of winds, usually found near theupper limit of the troposphere, whichflows generally from west to east.

The jet streams on Earth other planetshave jet streams as well, notably Jupiterand Saturn

typically run from west to

east, and their width is relatively narrowcompared to their length. Jet streams aretypically active at 20,000 feet (6,100meters) to 50,000 feet (9,144 meters), orabout 7 miles (11 kilometers) above thesurface and travel in what is known as thetroposphere of Earths multi -layered

atmosphere.

Temperature also influences the velocity of the jet stream. The greater the difference in air temperature, thefaster the jet stream, which can reach speeds of up to 250 mph (402 km/h) or greater, but average about 110mph (177 km/h).


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About Sun Express History

SunExpress was founded in Antalya in October 1989 as the joint venture of one of the worlds leadingairlines, Turkish Airlines and Lufthansa. Operating its first flight in 1990, the company blends the know-how of German and Turkish aviation leaders thanks to its solid shareholder structure. Operating touristiccharter flights between Europe specifically Germany and Antalya for a long time, SunExpress becamethe first private airline company to offer international scheduled flights from Turkey with its first Antalya-Frankfurt flight in 2001. The timetable of scheduled services was expanded with the introduction of Izmiras second hub in 2005 with numerous flights to and from the third-largest city in Turkey.

Increasing its scheduled flights from year-to- year, SunExpress opened its 2nd base in zmir and started tooperate domestic flights in 2006. With this launch, SunExpress became the first airline company to connectzmir with Anatolian cities with direct flights in Turkey.

The company announced a comprehensive re-branding and product enhancement project by the end of its20th anniversary, which was celebrated at an event in Antalya on May 1st, 2010. At this event SunExpresswelcomed its next 20 years with the delivery of the first of six newly purchased Boeing 737-800s andlaunched its new corporate identity including its new logo, aircraft livery, new corporate colors, uniformsand entire visual identity elements. SunExpress also revealed many brand new features to create extraquality and value for its customers. The launch of SunPoints SunExpress frequent flyer programme anddirect flights between Anatolia and Germany for the first time in Turkey were other highlights of 2010 forSunExpress.

SunExpress was given a further boost in 2011 with the foundation of SunExpress Deutschland GmbH. Thecompany started business operations in June 2011. Besides the Turkish destinations on the South Coast, onthe Aegean, on the Black Sea and in the East of the country it also serves with German registration attractive destinations on the Red Sea and on the Nile in Egypt, Canary Island(Spain) since November 2011.Last year Frankfurt Hahn and Varna (Bulgaria), and this year Batman, Bremen, Enfidha (Tunisia), Lefkosaand Strasbourg were added to the destination portfolio.

Furthermore, SunExpress also decided to invest in its building and SunExpress Plaza was built in June 2012.The new company building is environmental friendly and is located in a natural setting. The architecturaltheme of the building is transparency and naturalness, therefore each room has been designed so that ithas access to natural light and fresh air. Antalyas famous sun is also a source for c lean energy inside thebuilding. The solar panels on the roof generate enough electricity to supply power to all of the computers.SunExpress can therefore do work without harming the environment. On the exterior of the building specialnew smart glass p anels have been used to allow sun rays to shine inside the building while blocking outunwanted heat to help reduce cooling costs. Antalyas famous orange, bergamot and lemon trees havebeen planted in both the interior and exterior gardens.

The Company

SunExpress was founded in October 1989 as a subsidiary of (two world class airlines) Turkish Airlines andLufthansa. Today, SunExpress carries more than seven million passengers per year and is one of the leadingairlines in terms of passenger numbers between Germany and Turkey. The home base of SunExpress is inAntalya on the Turkish Riviera the second most important base is the hub Izmir on the Aegean coast. TheGerman branch office is located in Gateway Gardens near Frankfurt Airport, which is the base of theGerman side of the company. With more than 2500 employees in Turkey and Germany and as the largestemployer in Antalya - SunExpress matters as a successful medium-sized company with a strong track recordof innovation and interculturalism.

The airline essentially concentrates on three areas of business: international tourism, ethnic travel as wellas domestic Turkish flights to the most important cities of Anatolia. Besides scheduled flights, SunExpressrelies on charter business and a close cooperation with renowned as well as individual small tour operators.Serving 93 destinations, the destination portfolio of the holiday airline offers a wide variety of non-stopfrequencies between Europe and Turkey, Germany and holiday destinations around the Mediterranean Seaand within Turkey. For more details about our destinations, please refer to our schedule.


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gerekletiren havayolu irketi olarak faaliyetlerine devam ediyor.

SunExpress 2010 ylnda, Trkiyede ilk kez Anadolu ehirlerinden Almanyann nemli merkezlerine tarifeli direktuulara balad ve yolcu avantaj program SunPointsi mterilerinin hizmetine sundu. SunExpress, 2011 ylnagelindiinde ise Almanyadaki karde kuruluu SunExpress Almanyay kurdu ve Almanya ile Trkiye arasndakiuularnn yan sra Almanyada Msrn Kzl Deniz blgesi ile spanyann Kanarya Adalarna da turistik uulardzenlemeye balad. Getiimiz yl Frankfurt Hahn ve Varna (Bulgaristan), bu yl ierisinde is e Batman, Bremen,Enfidha (Tunus), Ercan (KKTC) ve Strazburg destinasyonlarn uu ana dhil etmitir. SunExpress 2013 yaz tarifesinde Trkiye ve Almanya merkezli operasyonlarnda, haftada 800den fazla tarifeli vecharter uu gerekletiriyor. SunExpressin, Trkiye ve Avrupa genelindeki birok lkeden 3100 akn alanbulunuyor.SunExpress Havayollar, getiimiz yldan beri AnadoluJet ve Nisan2013den itibaren ise Trk Hava Yollar iin Wet-Lease operasyonunu yrtmektedir. SunExpressin pek ok departman, al 8 Haziran 2012de gerekletirilen SunExpress Plaza isimli binadagrev yapyor. Antalyada toplam 8.019 metrekare alan zerine kurulu ve 87 ofis alan birok toplant, brifing,eitim ve simlatr odas barndran binada ayrca 270 kiilik oturma kapasiteli 1 oditoryum bulunmaktadr.Yeil bina, atsndaki gne panelleriyle kendi enerjisini retebiliyor ve gnein yararl n binaya datrken,istenmeyen scakl darda brakan yepyeni teknolojiler kullanyor.


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Human Resources

1. Pilot Self Presentation Questions

1. What are your expectations and hopes in connection with an acceptance by Sun

Express? In other words: Why are you applying?

As far as I know working environment is Multi-Cultural in Sun Express therefore I want to take theadvantage of working in Multi-Cultural environment in order to enhance my pilot career.

Sun Express has one of the best Crew Resource Management among all other companies in Turkey. Inaddition a pleasant, structured, stable and friendly working environment.

2. Where do you see your best qualities as a pilot and as a private person? Inother words: Why should Sun Express accept your application?

First of all I would like to say that I am sure I can give my best for the job that is offered to me. Although Idont have any experience in airline flights I am willing to learn and make a great effort to become aqualified airline pilot.

Secondly, I believe my best qualities as a pilot are a good researcher, a good observer, disciplined, tend tolearn things in a very fast pace, team worker, thinking and making decisions in an analytic way, like to beon time, able to handle high workload, no sleep disorder and loves flying.

Finally, my best qualities as a person are responsible, positive attitude, loyal, industrious and strong-minded.

3. How about your experience in aviation? Briefly describe conditions, highlights,disappointments, special events, accidents, incidents, problems etc.

Unfortunately I am not that much experienced in aviation especially in airline flights. I have just finishedflight school in TRK HAVA KURUMU and flown 249:45 hour up to now with C172s. The mostconsiderable thing in my student life is that I was the people who were scheduling the flight program dailyup to my graduation. My chief flight instructor ask me to schedule because of my success in my lessonsand flight so it was a big honor. In addition scheduling is enhanced my vision. At that time our flight wassearching a solution in order to follow daily flights and I was aware of that because of my good

relationship with my flight instructors. I made a huge research and finally come up with the solution. Iused FDR as an input and integrated to google earth flight mode and I was awarded with a plaquette. Thatmoment was the highlight and special event in my flight career.

Furthermore I have never had an accident or incident. My disappointment was that we had less aircraftthan our flight school guaranteed at the beginning of education so we were always behind the scheduleand able finish the training later than I were expected.


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4. Who has influenced you in a positive way inside and/or outside aviation? Inother words: Who are your role models and why?

I dont have a specific role model in my life but as I mention before I am good observer so I take the goodattitudes of people and always try to improve myself in a good way. This is one of best way to improve myself-attitudes.

2. Crew Resource ManagementCRM - Crew Resource Management - is the effective use of all available resources for flight crew personnel toassure a safe and efficient operation, reducing error, avoiding stress and increasing efficiency.

CRM was developed as a response to new insights into the causes of aircraft accidents which followed from theintroduction of flight data recorders (FDRs) and cockpit voice recorders (CVRs) into modern jet aircraft.Information gathered from these devices has suggested that many accidents do not result from a technicalmalfunction of the aircraft or its systems, nor from a failure of aircraft handling skills or a lack of technicalknowledge on the part of the crew; it appears instead that they are caused by the inability of crews to respondappropriately to the situation in which they find themselves. For example, inadequate communications betweencrew members and other parties could lead to a loss of situational awareness, a breakdown in teamwork in theaircraft, and, ultimately, to a wrong decision or series of decisions which result in a serious incident or a fatalaccident.

The widespread introduction of the dynamic flight simulator as a training aid allowed various new theories aboutthe causes of aircraft accidents to be studied under experimental conditions. On the basis of these results, and inan attempt to remedy the apparent deficiency in crew skills, additional training in flight deck managementtechniques has been introduced by most airlines. Following a period of experimentation and development, thetechniques embraced by the new training became known collectively as CRM. The importance of the CRM

concept and the utility of the training in promoting safer and more efficient aircraft operations have now beenrecognized worldwide.

CRM encompasses a wide range of knowledge, skills and attitudes including communications, loss of situationalawareness, problem solving, decision making, and teamwork; together with all the attendant sub-disciplineswhich each of these areas entails. The elements which comprise CRM are not new but have been recognized inone form or another since aviation began, usually under more general headings such as Airmanship, Captaincy,Crew Co-operation, etc. In the past, however, these terms have not been defined, structured or articulated in aformal way, and CRM can be seen as an attempt to remedy this deficiency. CRM can therefore be defined as amanagement system which makes optimum use of all available resources - equipment, procedures and people -

to promote safety and enhance the efficiency of flight operations.

CRM is concerned not so much with the technical knowledge and skills required to fly and operate an aircraft butrather with the cognitive and interpersonal skills needed to manage the flight within an organized aviationsystem. In this context, cognitive skills are defined as the mental processes used for gaining and maintainingsituational awareness, for solving problems and for taking decisions. Interpersonal skills are regarded ascommunications and a range of behavioral activities associated with teamwork. In aviation, as in other walks oflife, these skill areas often overlap with each other, and they also overlap with the required technical skills.Furthermore, they are not confined to multi-crew aircraft, but also relate to single pilot operations, whichinvariably need to interface with other aircraft and with various ground support agencies in order to complete

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