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070 - Operational Procedures > General Requirements During a night flight, an observer located in the cockpit, seeing an aircraft coming from front right on approximate opposite parallel track, will first see the:
 Red light. Green light. White light. Red and white flashing light. Bertrand :

This aircraft, coming in front of us from the right, will not cut our path. He will stay on our right in the opposite direction.



040 - Human Performance > Basics of Flight Physiology Which of the following illusions are brought about by conflicts between the visual system and the vestibular system ?
1- Illusions concerning the attitude of the aircraft
2- Autokinetic illusion (fixed point viewed as moving)
3- Illusions when estimating the size and distance of objects
4- Illusions of rotation
 1, 4. 3, 4. 2, 3, 4. 2. Bertrand :
Conflicts between the visual system and the vestibular system can occur when:
- There is visual stimulation in the absence of vestibular stimulation.
- There is a delay between vestibular sensations of motion and corresponding movements of a visual scene.
- The motions of a visual scene are distorted compared with motions of the head.


081 - Principles of Flight > Flight Mechanics By what approximate percentage will the stall speed increase in a horizontal co-ordinated turn with a bank angle of 45°?
 52%. 31%. 41%. 19%. Bertrand :
The stalling speed of an airplane increases as the angle of bank increases.

Load factor in a turn is 1/cos bank angle.
Load factor is 1/cos45° = 1/0.707 = 1.414

Stall speed increases with the square root of the load factor:
Square root 1.414 = 1.189

Example:
Your aircraft has a stall speed of 100 kt in straight and level flight, it will stall at 100 kt x 1.189 = 118.9 kt in a horizontal co-ordinated turn with a bank angle of 45°.

Thus, we can say that stall speed has gone up by 19%.


090 - Communications > Définitions A message concerning aircraft parts and material urgently required is:
 A flight security message. A flight safety message. A flight regularity message. An urgency message. Bertrand :
ICAO Annex 10:


5.1.8.6 Flight regularity messages shall comprise the following:

1) messages regarding the operation or maintenance of facilities essential for the safety or regularity of aircraft operation,

2) messages concerning the servicing of aircraft,

3) instructions to aircraft operating agency representatives concerning changes in requirements for passengers and crew caused by unavoidable deviations from normal operating schedules. Individual requirements of passengers or crew shall not be admissible in this type of message,

4) messages concerning non-routine landings to be made by the aircraft,

5) messages concerning aircraft parts and materials urgently required,

6) messages concerning changes in aircraft operating schedules.


032 - Performance A > General A jet aeroplane is climbing at constant Mach number below the tropopause.
Which of the following statements is correct?
 IAS increases and TAS increases. IAS decreases and TAS decreases. IAS decreases and TAS increases. IAS increases and TAS decreases. Bertrand :
Use the very simple 'ERTM' diagram:


The Mach line is vertical because the question states: climbing at constant Mach number .

ERTM for E AS/R AS(Rectified Air speed or CAS)/T AS/M ACH.

Mach Number = TAS / LSS
Local Speed of Sound (LSS) changes in proportion to temperature:
When climbing below the tropopause, the temperature decreases, LSS decreases.
Thus, TAS must decrease to keep Mach Number constant.

TAS is IAS corrected for instrument, position, compressibility and density errors. If TAS decreases, IAS decreases.


050 - Meteorology > Flight Hazards At what time of the year are tornadoes most likely to occur in North America?
 Summer, autumn. Winter. Spring, summer. Autumn, winter. Fonsvanheertum :
Tornadoes in N America are hurricanes, no? My book says that they appear from June until Nov... So shouldn't the answer Summer, Autumn be correct?

Bertrand :
Hurricanes are tropical revolving storms.

Tornadoes are large funnel cloud with water spouts, associated with very large cumulonimbus clouds. These CB clouds need maximum convective lifting and this will be there in spring/summer.


034 - Performance H > General Using attached graphic. Which letter indicates the speed for maximum endurance?


C A D B Bertrand :
Power required curve (Power versus airspeed chart):



A - power required to hover outside ground effect

B - power required to hover inside ground effect

C - translational lift area

D - adjustment of power required to counteract sinking

E - Minimum power for level flight/maximum rate of climb speed/ speed for maximum endurance .


081 - Principles of Flight > Subsonic Aerodynamics The angle of attack of an aerofoil section is defined as the angle between the:
 Local airflow and the chord line. Local airflow and the mean camber line. Undisturbed airflow and the mean camber line. Undisturbed airflow and the chord line. Bertrand :



040 - Human Performance > Basics of Flight Physiology Breathing 100% oxygen will elevate the pilot's physiological safe altitude to approximately:
 22 000 ft. 10 000 ft. 45 000 ft. 40 000 ft. Bertrand :
The physiological altitude is the altitude feels by the body.
Example: Just 3 cigarettes smoked at sea level will raise the physiological altitude to 8000 feet. Because the carbon monoxide in the cigarette smoke is absorbed by the haemoglobin, its oxygen absorbing qualities are reduced to about the same degree as they would be reduced by the decrease in atmospheric pressure at 8000 feet above sea level.

The physiological altitude to which human organism can be adapted easily is defined to be 0 - 10000 ft.

Above 10000ft cabin altitude it is necessary to increase the proportion of oxygen supplied to the lungs gradually up to 100% oxygen (at 40000 ft).
At 40000 ft, with 100% oxygen, you will have reach the max safe physiological altitude which is around 10000 ft.
Above 40000 ft, 100% oxygen alone is insufficient and it must be supplied under pressure to the oxygen mask.


062 - Radionavigation > Radar What is (one of) the differences between a mode A/C/S all call and a mode A/C only all call ?
 The presence of Mode S addresses. The time interval between the pulses P1 and P3. The length of the pulse P4. The presence of Mode A/C addresses. Bertrand :
Short P4 pulse: Mode A/C only all call.
Long P4 pulse: mode A/C/S all call.

The time interval between the pulses P1 and P3 determines the operating mode (A or C) of the SSR transponder.


022 - Instrumentation > Alerting Systems, Proximity Systems Considering an airspeed indicator, a second stripped needle, if installed, indicates:
 Never-exceed speed (VNE). Never-exceed speed (VNE) or maximum operating speed (VMO), depending on which is the higher. Never-exceed speed (VNE) or maximum operating speed (VMO), depending on which is the lowest. Maximum operating speed (VMO). Bertrand :



081 - Principles of Flight > Subsonic Aerodynamics Behind the transition point in a boundary layer:
 The mean speed and friction drag increases. The mean speed increases and the friction drag decreases. The boundary layer gets thinner and the speed increases. The boundary layer gets thicker and the speed decreases. Bertrand :

The laminar boundary layer, the one at the front of the wing is smooth and thin. Inside it the speed of the air reduces smoothly from the free stream value to near zero at the surface. Because of this regular reduction in speed the average speed inside the layer is about half the free stream value, and this fact, and the fact that the layer is very thin mean that the total kinetic energy inside the layer is relatively small.

The turbulent layer is thicker and the turbulence pulls down free stream air deep into the layer. This has two results. One is that the turbulent layer has more kinetic energy and the other is that near the surface the airflow slows down very rapidly, causing more drag. Drag is bad, but kinetic energy is good for the turbulent layer punches through problems and keeps the airflow attached to the wing as you get nearer the stall.

In summary, the turbulent layer is thicker, has a higher mean speed within the layer, more drag but more internal energy.


022 - Instrumentation > Flight Management System (FMS and FMGS) Which of the figures depicts an Electronic Flight Instrument System (EFIS) display in Expanded (EXP) VOR/ILS mode with a VOR frequency selected?

Figure 2. Figure 3. Figure 4. Figure 1. Bertrand :

All fgures are in expanded mode, here is the FULL mode:

Mode FULL


062 - Radionavigation > Radio Aids An aircraft is flying on the true track 090° towards a VOR station located near the equator where the magnetic variation is 15°E.
The variation at the aircraft position is 8°E.
The aircraft is on VOR radial:
 278°. 262°. 285°. 255°. Bertrand :
Application of magnetic variation is at beacon position for a VOR , so flying 90° True tracks towards a VOR means that we are on the 270° inbound radial.

270° minus 15° East = 255° (M)


033 - Flight Planning > Fuel Planning The purpose of the decision point procedure is:
 To increase the amount of extra fuel. To increase the safety of the flight. To reduce the minimum required fuel and therefore be able to increase the traffic load. To reduce the landing weight and thus reduce the structural stress on the aircraft. Bertrand :
Reduced Contingency Fuel (RCF) Procedure (decision point procedure):
This is a technique for increasing the Traffic Load by reducing the minimum fuel required. You reduce the contingency figures by using it only from the Decision Point to the destination.

If an operator's fuel policy includes pre-flight planning to a Destination 1 aerodrome (commercial destination) with a reduced contingency fuel procedure using a decision point along the route and a Destination 2 aerodrome (optional refuel destination), the amount of usable fuel, on board for departure, shall be the greater of 2.1. or 2.2. below:

2.1. the sum of:
(a) taxi fuel; and
(b) trip fuel to the Destination 1 aerodrome, via the decision point; and
(c) contingency fuel equal to not less than 5% of the estimated fuel consumption from the decision point to the Destination 1 aerodrome; and
(d) alternate fuel or no alternate fuel if the decision point is at less than six hours from the Destination 1 aerodrome are fulfilled; and
(e) final reserve fuel; and

(f) additional fuel; and
(g) extra fuel if required by the commander.

2.2. The sum of:

(a) taxi fuel; and
(b) trip fuel to the Destination 2 aerodrome, via the decision point; and

(c) contingency fuel from departure aerodrome to the Destination 2 aerodrome; and
(d) alternate fuel, if a Destination 2 alternate aerodrome is required; and
(e) final reserve fuel; and

(f) additional fuel; and
(g) extra fuel if required by the commander.


082 - Principles of Flight H > Subsonic Aerodynamics With a tail rotor positioned below the line of the main rotor, a helicopter at the hover will:
 Fly left side low if main rotor rotates anti-clockwise viewed from above. Fly left or right side low depending on which side of the helicopter the tail rotor is positioned. Maintain a level attitude. Fly right side low if main rotor rotates anti-clockwise viewed from above. Bertrand :
A tail rotor positioned on the same line of the main rotor will reduce the
tail rotor roll.



090 - Communications > Définitions The priority of the instruction “taxi to runway 05” is:
 Greater than “transmit for QDM”. Greater than “caution, construction work left of taxiway”. Same as “line-up runway 07 and wait”. Less than “cleared to land”. Bertrand :


Flight safety messages shall comprise the following:
1) movement and control messages,
2) messages originated by an aircraft operating agency or by an aircraft, of immediate concern to an aircraft inflight,
3) meteorological advice of immediate concern to an aircraft in flight or about to depart,
4) other messages concerning aircraft in flight or about to depart.

Meteorological messages shall comprise: meteorological information to or from aircraft.

Flight regularity messages shall comprise the following:
1) messages regarding the operation or maintenance of facilities essential for the safety or regularity of aircraft operation,
2) messages concerning the servicing of aircraft,
3) instructions to aircraft operating agency representatives concerning changes in requirements for passengers and crew caused by unavoidable deviations from normal operating schedules. Individual requirements of passengers or crew shall not be admissible in this type of message,
4) messages concerning non-routine landings to be made by the aircraft,
5) messages concerning aircraft parts and materials urgently required,
6) messages concerning changes in aircraft operating schedules.


“taxi to runway 05 ” and “line-up runway 07 and wait ” are both flight safety messages.


031 - Mass and Balance > Loading Mass for individual passengers (to be carried on an aeroplane) may be determined from a verbal statement by or on behalf of the passengers if the number of:
 Passengers carried is less than 10. Passengers carried is less than 20. Passenger seats available is less than 10. Passenger seats available is less than 20. Bertrand :
Where the number of passenger seats available is less than 10 passenger mass may be determined by verbal statement.


031 - Mass and Balance > Loading Given the following:
- Maximum structural take-off mass 48 000 kg
- Maximum structural landing mass: 44 000 kg
- Maximum zero fuel mass: 36 000 kg
- Taxi fuel: 600 kg
- Contingency fuel: 900 kg
- Alternate fuel: 800 kg
- Final reserve fuel: 1 100 kg
- Trip fuel: 9 000 kg.

The actual TOM can never be higher than:
 47 800 kg. 48 000 kg. 53 000 kg. 48 400 kg. Bertrand :


The actual take-off mass is the lowest of the three. it can never be higher if we don't want structural troubles.


061 - General Navigation > Great circles and rhumb lines On a direct Mercator projection, the distance measured between two meridians spaced 5° apart at latitude 60°N is 8 cm. The scale of this chart at latitude 60°N is approximately:
Viewed at last exams 1: 4 750 000. 1: 3 500 000. 1: 6 000 000. 1: 7 000 000. Bertrand :
Scale = chart lenght/earth distance

Earth distance = 5° x 60 nm x cos 60° = 150 NM

150 NM x 1.852 = 277,8 km

1 cm chart scale = 277.8 /8 = 34.725 km.

1 cm : 3 472 000 cm.



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