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Question 252-1 : Which of the following is applicable when considering the loading of radioactive materials ? [ Explanation maintenance ]
These materials should be loaded in a way that limits the exposure of persons to radiation.
Icao annex 18..8.7 separation and segregation..8.7.1 packages containing dangerous goods which might react dangerously one with another shall not be stowed on an aircraft next to each other or in a position that would allow interaction between them in the event of leakage...8.7.2 packages of toxic and infectious shall be stowed on an aircraft in accordance with the provisions of the technical instructions...8.7.3 packages of radioactive materials shall be stowed on an aircraft so that they are separated from persons, live animals and undelevoped film, in accordance with the provisions in the technical instructions.
Question 252-2 : Of the following actions listed, which would be the most appropriate if microbursts are forecast and observed immediately prior to an approach for landing ?
Hold until conditions improve.
Microbursts are short lived, with peak winds lasting only 5 minutes or less. if they're caused by a single cell storm, you can often divert or delay your arrival until the storm is clear. if you see one, wait it out. flying through or landing in the face of a microburst is simply the worst option.... if microbursts are observed prior to the approach => hold until conditions improve. if microbursts are observed during the approach => the approach speed should be increased, the landing gear should remain extended and the flaps deployed.
Question 252-3 : Each contracting state concerned with an act of unlawful interference shall provide all pertinent information concerning the security aspects of the act as soon as practicable after the act is resolved. to whom shall this report be provided ?
Icao
Icao annex 17..5.3 exchange of information and reporting..5.3.1 each contracting state concerned with an act of unlawful interference shall provide icao with all pertinent information concerning the security aspects of the act of unlawful interference as soon as practicable after the act is resolved.
Question 252-4 : When an aircraft is subject to unlawful interference, who is responsible for collecting and then transmitting pertinent information on the flight to other states responsible for air traffic service units likely to be concerned with the flight. this is including the unit at the airport of presumed ?
Contracting state presently responsible for providing air traffic services to the aircraft.
Breaking the question scenario down somewhat an aircraft has been unlawfully interfered with eg hijacked the aircraft is presently working with a local atc unit of the country overflownthis country's authority must collect all information on the flightthis information is shared with other countries that the flight is expected to overfly, including the expected destination.icao annex 17.5.2 response5.2.1 each contracting state shall take appropriate measures for the safety of passengers and crew of an aircraft, which is subjected to an act of unlawful interference, while on the ground in the territory of the contracting state, until their journey can be continued.5.2.2 each contracting state responsible for providing air traffic services for an aircraft, which is the subject of an act of unlawful interference, shall collect all pertinent information on the flight of that aircraft and transmit that information to all other states responsible for the air traffic services units concerned, including those at the airport of known or presumed destination, so that timely and appropriate safeguarding action may be taken en route and at the aircraft's known, likely or possible destination.5.2.3 each contracting state shall provide assistance to an aircraft subjected to an act of unlawful seizure, including the provision of navigation aids, air traffic services and permission to land as may be necessitated by the circumstances.
Question 252-5 : Who shall notify the applicable states and organisations, if an aircraft has been subjected to an act of unlawful interference and has landed in an icao contracting state ?
The icao contracting state where the aircraft has landed.
Icao annex 17..chapter 5. management of response to acts of unlawful interference.5.2 response..5.2.5 each contracting state in which an aircraft subjected to an act of unlawful interference has landed shall notify by the most expeditious means the state of registry of the aircraft and the state of the operator of the landing and shall similarly transmit by the most expeditious means all other relevant information to..a the two above mentioned states...b each state whose citizens suffered fatalities or injuries...c each state whose citizens were detained as hostages...d each state whose citizens are known to be on board the aircraft. and..e the international civil aviation organization.
Question 252-6 : The greatest wake turbulence occurs when the generating aircraft is… ?
Large, heavy, at low speed in clean configuration.
.wake turbulence is created whenever an airplane generates lift, as air spills over the wing tips from the high pressure areas below the wings to the low pressure areas above them. this flow causes rapidly rotating whirlpools of air called wingtip vortices. an aircraft generates vortices from the moment it rotates on take off until touchdown.wake turbulence is at its greatest when an aircraft is flying heavyslowclean configurationthese are the conditions when an aircraft will be generating high lift, and so high wing tip vortices.heavy aircraft more weight = more liftslow aircraft v2 decreases in the lift formula = cl increasesclean configuration lowered flaps generate their own vortices which reduce the wing's span wise flow. this reduces the amount of air leaking around the wing tip.
Question 252-7 : The highest risk of bird strikes occurs… ?
Under 2500 ft.
Bird strikes may occur during any phase of flight but are most likely during the take off, initial climb, approach and landing phases due to the greater numbers of birds in flight at lower levels. since most birds fly mainly during the day, most bird srikes occur in daylight hours as well. when operating in the presence of bird flocks, pilots should seek to climb above 2500 feet 760 m as rapidly as possible as most birdstrikes occur below 2500 feet 760 m.
Question 252-8 : In case of a cargo compartment fire, the system which should be switched off, is generally the… ?
Air recycling of the cargo compartment
Looking at the answer options..'pressurisation' > incorrect. not all cargo holds are pressurised. or, does the examiner mean the aircraft's pressurisation system, in which case no one is going to breath...'air recycling of the cargo compartment' > correct. see below for more information...'trim air' > incorrect. maybe on a submarine, not so much in an aircraft...'total air conditioning' > incorrect. shutting down the total air conditioning means no one on board is breathing....cargo compartment fire..when smoke is detected in a cargo compartment, visual and aural warning indications are provided at the flight deck, which also has controls for the cargo compartment fire suppression system. the first step in controlling and suppressing a fire after turning off the aural warning is shutting down the airflow to the cargo compartment. all ventilated cargo compartments have a means for shutting off the airflow from the flight deck. following airflow shutdown, fire extinguishers must be discharged.
Question 252-9 : When an aircraft flies into a horizontal tail wind gust the aircraft tends… ?
To descend
..windshear refers to the situation where the wind changes direction or speed suddenly, over a short distance. it can be vertical or horizontal, affecting an aircraft either as it takes off or descends, or its horizontal flight path. the first sign of windshear will be a change in airspeed.... an increase in tailwind results in a sudden reduction of airspeed. consequently, lift decreases and the aircraft will sink rate of descent increases unless the pilot takes action.. a increasing headwind results in an increased airspeed. consequently, lift increases and the aircraft 'ballons' rate of descent decreases....note refer to figure for a better understanding of airspeed changes and its consequences.
Question 252-10 : A jet transport aircraft takes off from an airport situated close to a noise sensitive area. according to the airport procedures, a noise abatement departure procedure 1 nadp 1 should be followed. just after lift off an engine failure occurs. according to icao document 8168, the pilot in command… ?
Has the authority to discontinue the nadp 1.
Icao doc 8168..chapter 3 aeroplane operating procedures..3.2 operational limitations..3.2.1 general..3.2.1.1 noise abatement procedures based on this document should not be selected if noise benefits cannot be expected...3.2.1.2 noise abatement climb procedures that do not comply with the minimum requirements of the procedures in this document shall not be approved by the state of the operator...3.2.1.3 the pilot in command has the authority to decide not to execute a noise abatement departure procedure if conditions preclude the safe execution of the procedure.
Question 252-11 : A jet transport aeroplane is landing at an airport situated close to a noise sensitive area at 23 59. noise abatement procedures are in force between 20 00 to 03 00. use of reverse thrust is… ?
Allowed as the noise abatement procedures permit this during landing.
Icao doc 8168..chapter 3 aeroplane operating procedures..3.5 aeroplane operating procedures — landing..noise abatement procedures shall not contain a prohibition of use of reverse thrust during landing.
Question 252-12 : During a manual approach, the aeroplane is subjected to windshear with a decreasing tail wind. in the absence of a pilot action, the aeroplane..1 flies above the intended approach path..2 flies below the intended approach path..3 has an increasing true airspeed..4 has a decreasing true airspeed..the ?
1, 3.
..windshear refers to the situation where the wind changes direction or speed suddenly, over a short distance. it can be vertical or horizontal, affecting an aircraft either as it takes off or descends, or its horizontal flight path.... a decreasing headwind headwind starts to switch to a tailwind results in a sudden reduction of airspeed. consequently, lift decreases and the aircraft will sink below the correct glide slope unless the pilot takes action.. on the other hand, an increasing headwind decreasing tailwind results in an increased airspeed. consequently, lift increases and the aircraft 'ballons' above the correct glide slope.
Question 252-13 : After take off, an aeroplane is subjected to windshear with a decreasing head wind. in the absence of a pilot action, the aeroplane..1 flies above the climb out path..2 flies below the climb out path..3 has an increasing true airspeed..4 has a decreasing true airspeed..the combination of correct ?
2, 4.
..windshear refers to the situation where the wind changes direction or speed suddenly, over a short distance. it can be vertical or horizontal, affecting an aircraft either as it takes off or descends, or its horizontal flight path.... a decreasing headwind headwind starts to switch to a tailwind results in a sudden reduction of airspeed. consequently, lift decreases and the aircraft will sink below the correct glide slope unless the pilot takes action.. on the other hand, an increasing headwind decreasing tailwind results in an increased airspeed. consequently, lift increases and the aircraft 'ballons' above the correct glide slope.
Question 252-14 : When using a hand held fire extinguisher to fight a fire… ?
Stay at least 1.5 m to 2.5 m away from the fire.
How to use a fire extinguisher..even though extinguishers come in a number of shapes and sizes, they all operate in a similar manner. here's an easy acronym for fire extinguisher use..p a s s pull, aim, squeeze, and sweep.. 1 pull the pin at the top of the extinguisher that keeps the handle from being accidentally pressed... 2 aim the nozzle toward the base of the fire... 3 stand approximately 8 feet 2.5 m away from the fire and squeeze the handle to discharge the extinguisher. if you release the handle, the discharge will stop... 4 sweep the nozzle back and forth at the base of the fire and slowly move forward to extinguish the remaining fire. after the fire appears to be out, watch it carefully since it may re ignite
Question 252-15 : If a piece of equipment on your public transport aircraft becomes inoperative while you are still parked at the gate the reference document you should use before making the decision to proceed is… ?
The operations manual under the heading 'mel'.
When parked on stand use the mel minimum equipment list as found in the ops manual part bonce moving use and abnormal and emergency check listsicao annex 6minimum equipment list mel. a list which provides for the operation of aircraft, subject to specified conditions, with particular equipment inoperative, prepared by an operator in conformity with, or more restrictive than, the mmel established for the aircraft type.master minimum equipment list mmel. a list established for a particular aircraft type by the organization responsible for the type design with the approval of the state of design containing items, one or more of which is permitted to be unserviceable at the commencement of a flight. the mmel may be associated with special operating conditions, limitations or procedures.
Question 252-16 : If there are icing conditions on the ground… ?
You follow the clean aircraft concept.
Icao doc 9640..clean aircraft concept..an aircraft shall not take off if ice, snow, slush or frost is present on the wings, propellers, control surfaces, engine inlets or other critical surfaces.
Question 252-17 : Upon departure from london, the flight encounters a problem which requires a return to the airport for landing and the crew declares an urgency. the aircraft is above its maximum landing mass. to reduce the mass for a safe landing… ?
The crew should advice atc and obtain clearance to an area and a sufficient altitude before starting dumping fuel.
Note the question does not state that the crew are reducing mass to below mlm, but simply to a safe landing mass.looking at the answer options the crew should advice atc and obtain clearance to an area and a sufficient altitude before starting dumping fuel > correct. more information below from the regulations but know that the minimum level is 6000 ft.the crew can start fuel dumping immediately at their own discretion > incorrect. the crew must liaise with atc before dumping fuel.there is no need to dump fuel and the flight can return immediately for a landing > incorrect. if the aircraft's current mass is above a safe landing mass, then fuel dumping is an option in order to land soon.the crew should fly directly on current heading climbing to 4000 ft to start fuel dumping > incorrect. magic number is 6000 ft for fuel dumping.icao doc 4444.15.5.3 fuel dumping.15.5.3.1 general15.5.3.1.1 an aircraft in an emergency or other urgent situations may need to dump fuel so as to reduce to maximum landing mass in order to effect a safe landing..15.5.3.1.2 when an aircraft operating within controlled airspace needs to dump fuel, the flight crew shall advise atc. the atc unit should then coordinate with the flight crew the following a the route to be flown, which, if possible, should be clear of cities and towns, preferably over water and away from areas where thunderstorms have been reported or are expected..b the level to be used, which should be not less than 1800 m 6000 ft. and.c the duration of the fuel dumping.
Question 252-18 : You encounter an engine failure with your single engine airplane overhead a dense forest. choose the best configuration for an emergency landing… ?
Flaps down, gear down and aim for low trees.
If you are overflying a dense forest and are forced to land chances are you're going to be landing in the trees. and while landing in tree grove wouldn't be your first choice, there are a few things you can do to make it survivable.. you'll want to use a normal landing configuration with full flaps, gear down extended gear would definitely have a protective effect on the cabin area and land into the wind, so your ground speed is low. when you 'touch down' on the tree tops, you want to be at the slowest airspeed possible without stalling, so you can hang the airplane in the trees in a nose high attitude. by keeping the nose high, the entire bottom of the plane can cushion your initial impact, as well as keeping branches from breaking through the windshield.. when it comes to choosing the right trees to land on, you want to try to pick trees that are low and closely spaced, as opposed to tall trees with thin tops. it might be hard to convince yourself the dense trees are the better option, but they can cushion your descent all the way to the ground.
Question 252-19 : Prior of ditching situation what is the highest priority of the commander of the aircraft during the maneuver ?
The control of the aircraft.
'aviate, navigate, communicate teaches pilots to fly the airplane first, ensuring its control and safety. then navigate, and once the situation is under control, communicate. we can employ a similar tactic if we face an emergency. ... it is the cabin crews' duty to prepare and secure the cabin for ditching and brief the passengers. pilots should focus on achieving a successful ditching. .. as you can see, making pas to passengers 'communicate' comes last on the list of pilots' priorities, especially in an emergency situation.
Question 252-20 : After going to the de ice/anti ice area before take off the ground crew only de iced one side of the aircraft and for some reason, the other was forgotten. supposing the aircraft is taking off and the situation is detected on time, who is to blame for this mistake ?
Commander.
Easa air ops..gm2 cat.op.mpa.250 ice and other contaminants — ground procedures.. 8 the commander continually monitors the environmental situation after the performed treatment. prior to take off, he/she performs a pre take off check, which is an assessment of whether the applied hot is still appropriate. this pre take off check includes, but is not limited to, factors such as precipitation, wind and oat... 9 if any doubt exists as to whether a deposit may adversely affect the aircraft’s performance and/or controllability characteristics, the commander should arrange for a pre take off contamination check to be performed in order to verify that the aircraft’s surfaces are free of contamination. special methods and/or equipment may be necessary to perform this check, especially at night time or in extremely adverse weather conditions. if this check cannot be performed just before take off, re treatment should be applied.
Question 252-21 : Which of the following is part of the security restricted area icao annex 17/ ec no 300/2008 ?
The airside catering and aircraft cleaning premises.
Icao annex 17..chapter 1..security restricted area. those areas of the airside of an airport which are identified as priority risk areas where in addition to access control, other security controls are applied. such areas will normally include, inter alia, all commercial aviation passenger departure areas between the screening checkpoint and the aircraft, the ramp, baggage make up areas, including those where aircraft are being brought into service and screened baggage and cargo are present, cargo sheds, mail centres, airside catering and aircraft cleaning premises.
Question 252-22 : The holdover time associated with anti icing and de icing procedures varies, depending on the prevailing weather conditions and temperatures. the time of the protection will be shortened... ?
In heavy weather conditions.
Icao doc 9332..chapter 4. holdover time hot..4.2 hot is the estimated time the anti icing fluid will prevent the formation of ice and frost and the accumulation of snow on the protected treated surfaces of an aeroplane. these hots are generated by testing fluids under a variety of temperature and precipitation conditions that simulate the range of weather experienced in winter...4.3 numerous factors that can affect the de icing/anti icing performance and hots of de icing/anti icing fluids have been identified. these factors include, but are not limited by the following..a type and rate of precipitation...b ambient temperature...c relative humidity...d wind direction and velocity. including jet blast...e aeroplane surface skin temperature. and..f de icing/anti icing fluid type, fluid/water ratio, temperature..... . . caution.. owing to the many variables that can influence hots, the time of protection may be reduced or extended, depending on the intensity of the weather conditions. heavy precipitation, high moisture content, high wind velocity and jet blast can reduce hot below the lowest time in hot guidelines. hot may be reduced when aircraft skin temperature is lower than outside air temperature... weather conditions for which no hot guidelines exist are referenced in the hot guidelines.
Question 252-23 : A braking action of 0.4 and above reported on a snowtam is… ?
Good
Icao annex 15 appendix 2 snowtam... . . measured or. estimated surface. . . calculated coeff . friction. . . 0.40 and above. good.. brakes 5. . . 0.39 0.36. medium / good.. brakes 4. . . 0.35 0.30. medium.. brakes 3. . . 0.29 0.26. medium / poor.. brakes 2. . . 0.25 and below. poor.. brakes 1. . . 9 unreliable. unreliable.. brakes 9. . ..icao annex 15 appendix 2 snowtam item h..friction measurements on each third of the runway and friction measuring device.
Question 252-24 : Which of the following is true related to the clean aircraft concept ?
If requested by the de icing staff, the commander may perform an external check on critical surfaces after de /anti icing treatment.
.icao doc 9640.air operator1.5 the person responsible for the de icing/anti icing process must be clearly designated, trained and qualified. this person checks the aeroplane for the need to de ice, initiates de icing/anti icing if required, and is responsible for the correct and complete de icing/anti icing treatment of the aeroplane. the final responsibility for accepting the aeroplane after de icing/anti icing rests, however, with the pilot in command.
Question 252-25 : The types of de icing/anti icing fluids available are… ?
Type i, ii, iii and iv.
There are 4 types of de icing and anti icing fluids commonly used in aviation.... . . type i. de icing. . . type ii. anti icing. . . type iii. anti icing for slow aircraft. . . type iv. anti icing. . ...note these fluids use roman numerals....manual of aircraft ground de icing/anti icing operations..doc 9640, chapter 4..aeroplane ground de icing/anti icing fluids..4.1 the basic function of de icing/anti icing fluids is to lower the freezing point of freezing precipitation as it collects on the aeroplane and thus delay the accumulation of ice, snow, slush or frost on critical surfaces. de icing/anti icing fluids are classed as type i, ii, iii and iv. type i fluids have a relatively low viscosity which changes mainly as a function of temperature. type ii, iii and iv, however, contain a thickener system and have, therefore, a higher viscosity which changes as a function of shear force, fluid/water ratio and fluid temperature. type ii, iii and iv fluids have better anti icing properties than type i fluids.
Question 252-26 : During take off preparation, windshear can be predicted by observing.1. lenticular clouds close to the airfield which is located in a mountainous area.2. water that evaporates before reaching the ground.3. the wind sock.4. smoke from chimneys which is divided in different directions instead of ?
1, 2, 3 and 4.
Manual on low level wind shear..doc 9817..recognition of wind shear..external met clues..4.3.3 recognition of external met clues to the possible presence of low level wind shear near an airport permits the pilot to make an early decision to avoid an encounter by going around or by delaying the approach or take off until conditions improve. even if the decision is made to continue, the recognition of external wind shear signs should alert the pilot to pay close attention to the progress of the landing or takeoff by reference to the flight deck instruments. external clues that may be directly visible to the pilot include the following..a strong, gusty surface winds, especially where the aerodrome is located near hills or where there are comparatively large buildings near the runway, indicating the possibility of local wind shear and turbulence...b lenticular cloud smooth lens shaped altocumulus indicating the presence of standing waves, usually downwind from a mountain...c virga, i.e. precipitation falling from the base of a cloud but evaporating before reaching the ground especially under convective cloud because downdrafts may still exist and reach the ground even though the precipitation itself has evaporated...d roll cloud girding the base of a thunderstorm and advancing ahead of the rain belt, indicating the presence of a gust front see 3.5.10...e areas of dust raised by wind, particularly when in the form of a ring below convective clouds, indicating the presence of a downburst see 5.1.2 and figure 3 16...f wind socks responding to different winds...g smoke plumes sheared, with upper and lower sections moving in different directions. and..h thunderstorms, which should always be assumed to have the capability of producing hazardous wind shear.
Question 252-27 : Which of the following options is the correct combination regarding variables that reduces anti icing holdover time.1. strong ambient wind speed.2. low humidity.3. light winds.4. low oat.5. high humidity ?
1, 4 and 5.
Icao doc 9332..chapter 4. holdover time hot..4.2 hot is the estimated time the anti icing fluid will prevent the formation of ice and frost and the accumulation of snow on the protected treated surfaces of an aeroplane. these hots are generated by testing fluids under a variety of temperature and precipitation conditions that simulate the range of weather experienced in winter...4.3 numerous factors that can affect the de icing/anti icing performance and hots of de icing/anti icing fluids have been identified. these factors include, but are not limited by the following..a type and rate of precipitation...b ambient temperature...c relative humidity...d wind direction and velocity. including jet blast...e aeroplane surface skin temperature. and..f de icing/anti icing fluid type, fluid/water ratio, temperature.... . . caution.. owing to the many variables that can influence hots, the time of protection may be reduced or extended, depending on the intensity of the weather conditions. heavy precipitation, high moisture content, high wind velocity and jet blast can reduce hot below the lowest time in hot guidelines. hot may be reduced when aircraft skin temperature is lower than outside air temperature... weather conditions for which no hot guidelines exist are referenced in the hot guidelines.
Question 252-28 : An act of unlawful interference is suspected. what happens next ?
Search and inspect the aircraft for sabotage.
Icao annex 17. chapter 13. security. 13.3 aeroplane search procedure checklistan operator shall ensure that there is on board a checklist of the procedures to be followed in searching for a bomb in case of suspected sabotage and for inspecting aeroplanes for concealed weapons, explosives or other dangerous devices when a well founded suspicion exists that the aeroplane may be the object of an act of unlawful interference. the checklist shall be supported by guidance on the appropriate course of action to be taken should a bomb or suspicious object be found and information on the least risk bomb location specific to the aeroplane.
Question 252-29 : How can you recognise windshear on the ground.1. windsocks in different directions.2. rain not hitting the ground.3. smoke that changes direction.4. fog ?
1, 2 and 3.
Manual on low level wind shear. doc 9817. recognition of wind shear. external met clues4.3.3 recognition of external met clues to the possible presence of low level wind shear near an airport permits the pilot to make an early decision to avoid an encounter by going around or by delaying the approach or take off until conditions improve. even if the decision is made to continue, the recognition of external wind shear signs should alert the pilot to pay close attention to the progress of the landing or takeoff by reference to the flight deck instruments. external clues that may be directly visible to the pilot include the following a strong, gusty surface winds, especially where the aerodrome is located near hills or where there are comparatively large buildings near the runway, indicating the possibility of local wind shear and turbulence.. b lenticular cloud smooth lens shaped altocumulus indicating the presence of standing waves, usually downwind from a mountain.. c virga, i.e. precipitation falling from the base of a cloud but evaporating before reaching the ground especially under convective cloud because downdrafts may still exist and reach the ground even though the precipitation itself has evaporated.. d roll cloud girding the base of a thunderstorm and advancing ahead of the rain belt, indicating the presence of a gust front see 3.5.10.. e areas of dust raised by wind, particularly when in the form of a ring below convective clouds, indicating the presence of a downburst see 5.1.2 and figure 3 16.. f wind socks responding to different winds.. g smoke plumes sheared, with upper and lower sections moving in different directions. and. h thunderstorms, which should always be assumed to have the capability of producing hazardous wind shear.
Question 252-30 : What is correct for an aircraft flying over a small bird sanctuary ?
Small birds can cause severe damage.
Although it may seem that a bird is substantially smaller and hence harmless to a flying aircraft, several aircraft systems can be affected, potentially leading to disaster. a bird strike is defined as being a collision between a bird and an aircraft and is often expanded to include bats and other animals...when a bird even a small one hits a plane, many systems can be affected. clogged probes and damaged sensors may lead to inconsistent speed, altitude and attitude information or disagreement among instruments. engine damage may range from dented compressor blades to vibration and engine failure. windscreens may be shattered, impeding clear vision of the pilot, or in the worst case causing decompression. other parts of the airframe also commonly suffer from damage after a bird strike, although it normally does not result in any critical failure in flight. jet engines are particularly vulnerable to bird strikes, leading to a loss of thrust following the ingestion of the bird.
Question 252-31 : Your aircraft is equipped with steel brakes. how can the pilot maximise braking performance ?
Frequent light taps on the brakes because the brakes are limited by heat.
In short steel low speed / large number of small brake applications during taxi limited by heat / brake fadecarbon accelerate to higher speed before long braking – limited by number of applicationsat length steel brake wear is directly proportional to the kinetic energy absorbed by the brakes. maximum steel brake life can be achieved during taxi by using a large number of small, light brake applications, allowing some time for brake cooling between applications. high airplane gross weights and high brake application speeds tend to reduce steel brake life because they require the brakes to absorb a large amount of kinetic energy. carbon brake wear is primarily dependent on the total number of brake applications — one firm brake application causes less wear than several light applications. maximum carbon brake life can be achieved during taxi by using a small number of long, moderately firm brake applications instead of numerous light brake applications. this can be achieved by allowing taxi speed to increase from below target speed to above target speed, then using a single firm brake application to reduce speed below the target and repeating if required, rather than maintaining a constant taxi speed using numerous brake applications. carbon brake wear is much less sensitive to airplane weight and speed than steel brake wear.
Question 252-32 : During a commercial flight at 2000 ft agl with a multi engined piston aircraft, both engines catch fire, and the aircraft is not equipped with engine fire extinguishing systems. what would be an appropriate course of action, unless stated otherwise in the afm ?
Carry out the engine fire checklist to shut down the engines, prepare for an immediate forced landing, and extend the flaps only when it is assured that the emergency landing area can be reached.
The axiom aviate, navigate, communicate teaches pilots to fly the airplane first, then navigate, and once the situation is under control, communicate. this is one of the rules that pilots should live by this is a common approach to all flying situations, especially emergency conditions. before anything else, remember to fly the aircraft and maintain it under control. only when time permits, communicate with atc...then the appropriate drill for the aircraft type must be carried out, which normally would include a shutdown checklist. when the fire has stopped, the engine should never be restarted, and an emergency landing follows in case of single engine aircraft or loss of all engines...with regards to the landing itself, remember that flaps steepen the descent angle in other words, you run the risk of falling short of the runway. so in a glide you keep the flaps up until you can be certain of making the landing point. once the landing is guaranteed, you can then deploy gear as well as flap to slow down as much as possible being aware that these actions will further reduce the gliding range, so constant reevaluation is required...note a precautionary landing is an expedited landing to a nearby airport when an immediate assistance and landing is not required, yest to continue the flight to its destination is considered unsafe. => this not the case. an emergency landing is required.
Question 252-33 : For a de icing and anti icing operation, the anti icing code is given to the captain and information are shared with ground personnel. which information needs to be taken into account by captain and ground personnel for this operation.1. time of the anti icing/de icing application.2. airport ?
1 and 3.
Looking at the answer options 1. time of the anti icing/de icing application > correct. this time is essential information for the calculation of the holdover time...2. airport location and elevation > incorrect. the location and elevation of the airport is not relevant. if an aircraft requires de icing / anti icing then the weather conditions are critical, whether the aircraft is in paris, oslo, moscow etc. the elevation may contribute to the conditions, but is not information that needs to be taken into account by the personnel...3. aircraft type specific procedures > correct. although hold over times are not type specific, the procedures for de icing and anti icing will vary from type to type...4. competence of the de icing staff > incorrect. according to feedback, there is no option for this question that includes this answer with answers 1 and 3 as well. the regulations do cover the need for ground staff to be trained but does not mention the term competent. possible wordplay from the examiner. please contact us if you see a variation on this question.icao doc 9640.chapter 5. holdover times5.1 holdover time hot is the estimated time the anti icing fluid will prevent the formation of ice and frost and the accumulation of snow on the protected treated surfaces of an aeroplane. … 5.6 the holdover time begins with the start of the final de icing/anti icing application and ends after an elapsed time equal to the appropriate holdover time chosen by the pilot in command.=> therefore, the time of application of anti icing/de icing fluid is important.chapter 13. training of personnel13.2 both initial and recurrent training for flight crews and ground crews are to be conducted to ensure that all such crews obtain and retain a thorough knowledge of ground de icing/anti icing policies and procedures, including new procedures and lessons learned.=> a description of the de icing and anti icing policy and procedures for aircraft on the ground is compulsory. ground crew must be adequately trained to perform these procedures.
Question 252-34 : What information can you find in a snowtam ?
Braking action.
.icao annex 15.appendix 2. snowtam format9. item h estimated surface friction on each third of the runway single digit in the order from the threshold having the lower runway designation number.friction measurement devices can be used as part of the overall runway surface assessment. some states may have developed procedures for runway surface assessment which may include the use of information obtained from friction measuring devices and the reporting of quantitive values. in such cases, these procedures should be published in the aip and the reporting made in item t of the snowtam format.the values for each third of the runway are separated by an oblique stroke / , without space between the values and the oblique stroke , for example 5/5/5.
Question 252-35 : You are a commander of a flight, where an anti icing and de icing procedure has been applied. there is freezing precipitation. because you have to use a different runway for take off, there is a delay. you can see a film of contamination on the wing, but the holdover time is not yet exceeded. your ?
You taxi back for de icing and anti icing.
Easa air ops..regulation eu no 965/2012..cat.op.mpa.250 ice and other contaminants — ground procedures.. a the operator shall establish procedures to be followed when ground de icing and anti icing and related inspections of the aircraft are necessary to allow the safe operation of the aircraft... b the commander shall only commence take off if the aircraft is clear of any deposit that might adversely affect the performance or controllability of the aircraft, except as permitted under a and in accordance with the afm..... in line with the above regulation, any contamination found on the aircraft's surfaces shall be removed by further de icing and/or anti icing treatment....note initially, we received feedback stating that the option 'you continue to the take off position and take off, provided the holdover time is not exceeded.' had been marked correct in official exams. however, we have received inconsistent feedback on this question, and as we do not agree with that answer, the correct option has been changed. please let us know if you come across this question in your official exam so that we can update it accordingly.
Question 252-36 : The braking efficiency presents itself in the form of a ?
Combination of the terms poor, medium, good.
Icao annex 14..6. assessing the surface friction characteristics of snow , slush , ice and frost covered paved surfaces... . . measured coefficient. estimated surface friction. code. . . 0.40 and above. good. 5. . . 0.39 to 0.36. medium to good. 4. . . 0.35 to 0.30. medium. 3. . . 0.29 to 0.26. medium to poor. 2. . . 0.25 and below. poor. 1. . ...note the new easa rule making effort is to remove coefficients and use only 'good', 'good medium', etc. so must countries do not report coefficients anymore.
Question 252-37 : For a security search procedure during flight a is used. ?
Checklist of the procedures.
Icao annex 17. chapter 13. security. 13.3 aeroplane search procedure checklistan operator shall ensure that there is on board a checklist of the procedures to be followed in searching for a bomb in case of suspected sabotage and for inspecting aeroplanes for concealed weapons, explosives or other dangerous devices when a well founded suspicion exists that the aeroplane may be the object of an act of unlawful interference. the checklist shall be supported by guidance on the appropriate course of action to be taken should a bomb or suspicious object be found and information on the least risk bomb location specific to the aeroplane
Question 252-38 : In general, after a high speed aborted take off with overheated brakes, the initial action is ?
To give consideration to appropriate parking area.
Brake system overheat condition..a braking system works by converting the kinetic energy of a moving aircraft into heat. to prevent damage to the tyres and undercarriage structure, the heat energy must be dissipated rapidly into the surrounding air. if this does not happen and the amount of heat generated becomes excessive, as can be the case after an aborted take off or following a landing at an excessive mass and/or speed, the tyres can overheat and burst. consequently, brake and/or wheel fires are likely to occur. to prevent tyres bursting due to overheating, wheels are fitted with fusible plugs which melt at a preset temperature. this allows the tyre to deflate at a steady controlled rate.... . . the usual strategies for cooling hot brakes include.. . giving consideration to an appropriate parking area i.e. use a remote location, away from other aircraft, buildings , parking into the wind.. chocking the nose wheel and releasing the parking brake the brake temperatures may be so high that the brakes may weld together and, consequently, do not release even after the brakes cool down. and. using brake fans when available.. . . . ...should a fire develop, more direct intervention is required. responders must exercise caution when approaching burning or overheated wheel assemblies as, so long as the wheels remain inflated, there is a risk of explosive failure of the wheel assembly laterally. any approach to the wheel should therefore be conducted from the front or back...when extinguishing a wheel fire, sand or dry powder should be used to cover the fire and cut the oxygen supply. some extinguishers will cool the landing gear too quickly and the wheel may explode.
Question 252-39 : If a fire occurs onboard, to protect themselves from fumes and smoke before extinguishing the fire, the flight attendants should ?
Put on protective breathing equipment.
..smoke hood or protective breathing equipment pbe..the smoke hood or the pbe completely covers the head of the user, protecting the eyes and respiratory system of one member of crew while he/she is fighting a fire, or if smoke or noxious gases enter the cabin...a chemical air regeneration system is used, which is in the breathing key. once the chemical reaction is started by the user, generally by pulling a pin latch , the hood or pbe will supply a constant flow of oxygen for 12 to 15 minutes...the hood is serviceable as long as the yellow indicator on the case is not broken.
Question 252-40 : An operator has a fleet of jet aeroplanes of one type. some aeroplanes have steel brakes and others carbon brakes. how might the taxi procedures for the two variants vary..the aeroplanes with steel brakes should be taxied at a ?
Lower speed using frequent, short brake applications, whereas the aeroplanes with carbon brakes should be left to accelerate to a higher taxi speed before slowing right down to limit the number of brake applications.
Because the wear mechanisms are different between carbon and steel brakes, different taxi braking techniques are recommended for carbon brakes in order to maximize brake life.... steel brake wear is directly proportional to the kinetic energy absorbed by the brakes. maximum steel brake life can be achieved during taxi by using a large number of small, light brake applications, allowing some time for brake cooling between applications. high airplane gross weights and high brake application speeds tend to reduce steel brake life because they require the brakes to absorb a large amount of kinetic energy....... carbon brake wear is primarily dependent on the total number of brake applications — one firm brake application causes less wear than several light applications. maximum carbon brake life can be achieved during taxi by using a small number of long, moderately firm brake applications instead of numerous light brake applications. this can be achieved by allowing taxi speed to increase from below target speed to above target speed, then using a single firm brake application to reduce speed below the target and repeating if required, rather than maintaining a constant taxi speed using numerous brake applications. carbon brake wear is much less sensitive to airplane weight and speed than steel brake wear.
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