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081 - Principles of Flight > Subsonic Aerodynamics When trailing edge flaps are extended whilst maintaining straight and level flight at constant IAS:
The total boundary layer becomes laminar. The lift coefficient and the drag coefficient increase. The centre of pressure moves aft. The stall speed increases. Bertrand :
To maintain straight and level flight at constant IAS while deploying trailing edge flaps, you have to lower the nose (decreasing angle of attack), so your lift coefficient will remain constant.
The centre of pressure moves backward when the angle of attack decreases.

050 - Meteorology > Clouds and Fog Extensive cloud and precipitation is often associated with a non frontal thermal depression because of:
Viewed at last exams Surface divergence and upper level convergence causing widespread descent of air in the depression. Surface divergence and upper level convergence causing widespread ascent of air in the depression. Surface convergence and upper level divergence causing widespread ascent of air in the depression. Surface convergence and upper level divergence causing widespread descent of air in the depression. Bertrand :

The cloud is caused by ascending air with divergence at height and convergence at the surface.

082 - Principles of Flight H > Subsonic Aerodynamics When a helicopter is in an ideal free air hover the TRT is acting vertically and is equal and opposite to:
Engine torque and rotor drag. Weight and parasite drag. Parasite drag and rotor drag. Weight and rotor drag. Bertrand :

TRT: Total Rotor Thrust

The parasite drag comes from the airflow blowing downwards over the fuselage. It adds to the apparent weight, so you need a little extra thrust to overcome it.

Looking at forward flight, you have four main vectors:

As you slow down, and the downwash slowly changes from being rear-and-down to just being down, the vectors move around a little - lift and weight stay the same, drag moves to being a bit down, and thrust has to move a bit up.
In the hover, weight and drag coincide, and lift and thrust coincide, so in the hover you get:
lift + thrust = weight + drag.

061 - General Navigation > VFR Compass deviation is defined as the angle between:
The horizontal and the total intensity of the earth's magnetic field. True North and Compass North. True North and Magnetic North. Magnetic North and Compass North. Bertrand :
Learn the composition of this table:

010 - Air Law > Air traffic services and air traffic management Longitudinal Separation.

The longitudinal separation minimum based on time between aircraft at the same cruising level where navigation aids permit frequent determination of position and speed, is:
Viewed at last exams 5 minutes. 15 minutes. 3 minutes. 10 minutes. Bertrand :
DOC4444 PANS-ATM:
Longitudinal separation minima - based on time
Aircraft flying on the same track:

a) 15 minutes; or

b) 10 minutes, if navigation aids permit frequent determination of position and speed (see Figure below); or

c) 5 minutes in the following cases, provided that in each case the preceding aircraft is maintaining a true airspeed of 37 km/h (20 kt) or more faster than the succeeding aircraft

1) between aircraft that have departed from the same aerodrome;

2) between en-route aircraft that have reported over the same exact significant point;

3) between departing and en-route aircraft after the en-route aircraft has reported over a fix that is so located in relation to the departure point as to ensure that five-minute separation can be established at the point the departing aircraft will join the air route; or

d) 3 minutes in the cases listed under c) provided that in each case the preceding aircraft is maintaining a true airspeed of 74 km/h (40 kt) or more faster than the succeeding aircraft.

Ten-minute separation between aircraft on same track and same level .

061 - General Navigation > Time An aircraft is maintaining a 5.2% gradient is at 7 NM from the runway, on a flat terrain, its height is approximately:
2210 FT 1890 FT 3640 FT 680 FT Bertrand :
1 NM = 6080 ft

Aircraft is at 7 NM from the runway: 7 NM x 6080 ft = 42560 ft.

42560 x (5.2/100) = 2213 ft.

021 - Airframe and system > System Design, Loads, Stresses, Maintenance The principle of “fail safe” design of an aircraft is based on the:
Redundancy of the structure or equipment. Replacement of parts after a given number of cycles or hours of use. Monitoring of critical parameters and the replacement of parts if a limit value is exceeded. Capability to withstand a certain amount of weakening of the structure without catastrophic failure. Bertrand :
In a “fail safe” construction the components were designed in a way that the loads are shared among adjacent components.
If one component fails the adjacent components take-up the load for a limited period of time, enough to allow the detection at the next periodic inspection.
The philosophy of “fail safe” is to anticipate a possible failure, with a minimum of harm.

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 20. Passengers carried is less than 10. 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.

021 - Airframe and system > Anti-Icing and De-Icing Systems The ice protection for propellers of modern turboprop aeroplanes works
With hot air. Electrically. With anti-icing fluid. Pneumatically. Bertrand :
Ice formation on a propeller blade produces distortion to the aerofoil section, causing a loss in efficiency, possible unbalance and destructive vibration.
The build up of ice must be prevented and there are two systems in use.

Protection is provided either by an anti-icing fluid system, or by an electrically powered thermal de-icing system.

On modern turboprop (Cessna Caravan, Pilatus PC-12, Beechcraft 90 to 1900D, Dash 8, ATR 42/72, etc...) the ice protection for propellers works electrically.

In electrical systems, the basis for effective de-icing is formed by resistance wire heating elements bonded to the leading edges of the propeller blades; in the case of turbine engine propellers, wire woven or sprayed elements are also bonded to the front shell of the spinner. Depending on the type of aircraft, the power for heating the elements is either direct current or alternating current and is applied in a controlled sequence by a cyclic timer unit. In turbo-propeller engine installations, the propeller heating circuit forms part of a power unit de-icing and anti-icing system, and the cyclic control is integrated with the engine air intake heating circuit.

Cessna 208 Caravan.

033 - Flight Planning > VFR Flights What is the position of the Aerodrome Reference Point at Esbjerg?

N°55°31.6' E008°33.1'. N°55°31.6' W008°33.1'. N°55°32.4' W008°34.9'. N°55°32.4' E008°34.9'. Bertrand :

ARP : Aerodrome Reference Point.

022 - Instrumentation > Magnetism - Direct Reading Compass and Flux Valve The compass heading can be derived from the magnetic heading by reference to a:
Map showing the isogonal lines. Compass swinging curve. Deviation correction curve. Map showing the isoclinic lines. Bertrand :
The magnetic heading can be derived from the true heading by means of a map showing the isogonal lines.
The compass heading can be derived from the magnetic heading by reference to a compass swinging curve.

For information:
- compass swinging (determination of initial deviations);
- compass compensation (correction of deviations found)
- compass calibration (determination of residual deviations).

061 - General Navigation > Charts Given:
TAS = 270 kt, True HDG = 145°, Actual True wind = 205°/30kt.
Calculate the drift angle and GS:
6°R - 259 kt 6°R - 251 kt 6°L - 256 kt 8°R - 261 kt Bertrand :
Under INDEX, set true track 145°, Centre dot on TAS, 270 kt, with the rotative scale, set wind:

Read the drift and the Ground Speed: 6°L - 256 kt.

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.

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
2, 3, 4. 3, 4. 1, 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.

022 - Instrumentation > Aeroplane: Automatic Flight Control Systems Concerning a fail-operational flight control system, in the event of a failure:

1- the system will operate as a fail-passive system.
2- the landing is not completed automatically.
3- the landing is completed automatically.

The combination that regroups all of the correct statements is:
1, 3. 2, 3. 3. 1, 2. Bertrand :
A fail operational autoland system can withstand one failure. It becomes now a fail passive autoland system. It can continue to autoland automatically.
In case of a second failure, the landing cannot be completed automatically.

062 - Radionavigation > Radar A radio beacon has an operational range of 10 NM.
By what factor should the transmitter power be increased in order to achieve an operational range of 20 NM?
Two. Four. Six. Eight. Bertrand :
If you double transmitter power you will increase your range by the square root of 2 (1.414 time the range).

If you divide 20 NM by square root of 2 = 14.14 NM

and 14.14 by square root of 2 = 10 NM

So you have to increase by a factor of four.

034 - Performance H > General According to the flight manual diagram, the never-exceed speed VNE at pressure altitude 10 000 ft with an outside air temperature (OAT) of +10° C and an inflight mass of 2400 kg is:

110 kt. 105 kt. 115 kt. 125 kt. Bertrand :
You must removed 10 KIAS at any gross mass above 2300 kg.

021 - Airframe and system > Flight Controls A Krueger flap is normally located at the:
Leading edge. Trailing edge. Trailing edge close to the wing tip. Trailing edge close to the wing root. Bertrand :

A Krueger flap is a leading edge flap, and they are most of the time located at the wing root.
Krueger flap is high lift device. It is hinged directly to the leading edge without any form of a slot.

050 - Meteorology > Wind Friction between the air and the ground results in the northern hemisphere in:
Backing of the wind and increase of wind speed at the surface. Backing of the wind and decrease of wind speed at the surface. Veering of the wind and increase of wind speed at the surface. Veering of the wind and decrease of wind speed at the surface. Bertrand :
At low elevations, friction will slow the air, and hence the Coriolis force will be less effective in its deflection of the wind.

As the elevation decreases the direction backs (changes direction in an counter-clockwise motion) in northern hemisphere.
At mid-latitude, over land, wind speed in friction layer decrease by 50%. Angle between wind direction and isobars changes by 30° (value to be used in examinations).

040 - Human Performance > Basics of Flight Physiology A pilot accustomed to landing on a wide runway may find, when approaching to a narrow runway, that he/she is at a:
Lower than actual height with the tendency to overshoot. Lower height and the impression of landing slow. Greater height and the impression of landing short. Greater height than he actually is with the tendency to land short. Bertrand :

The width of the runway may cause incorrect height judgements on the final approach. A pilot used to a standard width runway may, when approaching an unfamiliar airfield with a narrow runway, judge he is too high and therefore round out on too low an approach.

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