CAAB CPL Theory Exam cheat sheet

Chicago Convention Article 1 recognises each State's complete and exclusive sovereignty over the airspace above its territory, including territorial waters.

ICAO Annex 2 contains the Rules of the Air; VFR and IFR flights must comply with applicable VMC or IMC and clearance requirements.

Right-of-way: converging aircraft at the same level - the aircraft on the right has right of way; head-on - both turn right; overtaking - the overtaking aircraft keeps clear.

In Bangladesh, the Civil Aviation Authority of Bangladesh (CAAB) administers civil aviation regulatory functions under the Ministry of Civil Aviation and Tourism.

A CPL holder may act as pilot in commercial air transport only within the privileges, ratings, recency and State limitations endorsed on the licence.

Documents normally carried include registration, airworthiness, radio licence, crew licences, journey log and manifests as applicable.

No person may operate an aircraft in a careless or reckless manner so as to endanger life or property.

An accident must be notified to the State or authority immediately by the fastest available means; serious incidents are also reportable.

Four-stroke cycle: intake, compression, power, exhaust; one complete cycle requires two crankshaft revolutions.

Stoichiometric mixture is about 15:1 air/fuel by mass; mixture is leaned with altitude to maintain power and economy.

Detonation is uncontrolled explosive combustion after ignition; pre-ignition is ignition before the spark. Both raise CHT and can damage the engine.

During magneto check, maximum RPM drop is typically 150 and maximum difference between magnetos 50; values from the AFM prevail.

Carburettor icing is most likely at ambient temperatures between about -10°C and +20°C with high humidity; apply carb heat as required.

The altimeter, VSI and ASI static source use static pressure; the ASI also needs pitot, or dynamic, pressure.

Load factor equals lift divided by weight; it increases in turns and pull-ups, raising stall speed and structural load.

AVGAS 100LL is blue; Jet A-1 is kerosene-based and colourless or straw. Do not mix fuels.

Density altitude = pressure altitude + 120 × (OAT − ISA temperature), where ISA temperature = 15°C − 2°C per 1,000 ft.

Takeoff and landing distances increase with higher altitude or temperature, higher weight, tailwind and upslope; opposite factors decrease performance.

Headwind component = V cos θ; crosswind component = V sin θ, where θ is the angle between wind and runway.

CG = total moment ÷ total weight; moment = weight × arm. CG must remain within forward and aft limits.

Useful load = MTOW − basic empty weight; payload = useful load − fuel.

Final reserve fuel is commonly 30 minutes for VFR and 45 minutes for IFR; follow the applicable operator or State rule.

Rate of climb = excess power ÷ weight; climb gradient (%) = (ROC ft/min ÷ groundspeed kt) × 60.

V1 decision speed, VR rotation, V2 takeoff safety, VNE never exceed, VA manoeuvring and VS stall.

Time of useful consciousness at FL350 is about 30–60 seconds; at FL250 about 3–5 minutes; at FL180 about 20–30 minutes.

Hypoxia symptoms include euphoria, impaired judgement, tingling, cyanosis and headache; use supplemental oxygen and descend.

Hyperventilation causes dizziness and tingling; hypoxia and hyperventilation can look similar - treat as hypoxia first.

Somatogravic illusion is caused by linear acceleration; somatogyral illusion by sustained rotation. Trust instruments.

Dark adaptation takes about 30 minutes; rods are responsible for night vision and are poor at colour.

Carbon monoxide causes headache, confusion and cherry-red skin; it is odourless and reduces oxygen carriage.

Yerkes–Dodson law: performance is best at moderate arousal; too low or too high arousal degrades performance.

Fatigue and circadian low, about 02:00–06:00, reduce alertness and decision quality.

ISA sea level: 15°C, 1013.25 hPa, temperature lapse rate 1.98°C per 1,000 ft, about 2°C per 1,000 ft.

QNH sets the altimeter to indicate elevation when on the ground; QFE indicates height above a reference datum; QNE is standard 1013.25 hPa.

Convective cloud base in ft AGL ≈ (surface temperature − dew point) × 400.

Air is unstable when the environmental lapse rate exceeds the dry adiabatic lapse rate, about 3°C per 1,000 ft.

In the Northern Hemisphere, wind veers with height; backing with height is the opposite.

Radiation fog forms on clear, calm nights with high humidity; advection fog forms when warm moist air moves over a cold surface.

Thunderstorm life cycle: cumulus, mature, dissipating; the mature stage has strongest up and down draughts, hail, lightning and wind shear.

Clear ice forms mainly at 0°C to −10°C in large supercooled droplets; rime ice at colder temperatures in small droplets.

One minute of latitude equals 1 NM; 1° latitude equals 60 NM.

Departure in NM = change of longitude in minutes × cos latitude.

Great circle is the shortest route; rhumb line has constant track and crosses meridians at the same angle.

True heading = true track − drift, or ± wind correction; magnetic heading = true heading − easterly variation, plus westerly variation.

Groundspeed = distance ÷ time; fuel used = fuel flow × time.

VOR gives magnetic bearing or radial; DME gives slant range; NDB/ADF gives relative bearing.

Wind triangle: wind vector + heading/TAS vector = track/groundspeed vector.

Compass deviation is aircraft-specific; variation is geographic.

Emergency priority: aviate, navigate, communicate; fly the aircraft first.

Sterile flight deck: no non-essential activity during taxi, takeoff, approach and landing.

Wake turbulence: stay above and upwind of a preceding heavier aircraft; avoid the area below its flight path.

Engine fire: follow checklist, close fuel and air, use extinguisher, and land as soon as practicable.

Passenger briefing includes exits, life jackets, oxygen, and no-smoking and electronic device rules.

Bird strike: reduce speed if practical, avoid flocks, report, and check engines and airframe after strike.

Runway incursion: stop, hold position and advise ATC if unsure of clearance.

CFIT prevention: use terrain awareness, minimum safe altitude and GPWS/EGPWS warnings.

Lift = CL × ½ρV²S; CL depends mainly on angle of attack and flap setting.

Induced drag decreases with speed; parasite drag increases with V²; total drag is minimum at L/D max.

Critical angle of attack is the stall angle; stall can occur at any speed, weight or attitude.

Load factor n = 1/cos(bank); stall speed increases by √n.

Dihedral provides lateral static stability; fin provides directional stability; horizontal tail provides longitudinal stability.

Elevator controls pitch, ailerons roll, rudder yaw; secondary effects include adverse yaw and pitch coupling.

Flaps increase CL and drag, lowering stall speed and increasing landing approach drag.

Asymmetric thrust causes yaw toward the failed engine; critical engine is the one whose failure gives worst control.

VHF airband is 118.000–136.975 MHz; emergency frequency is 121.5 MHz; distress call is MAYDAY, urgency call is PAN-PAN.

Transponder codes: 7700 emergency, 7600 radio failure, 7500 unlawful interference.

Read back runway, altitude, heading, frequency and clearance instructions.

Standard phonetic alphabet: Alpha, Bravo, Charlie; use ICAO pronunciation.

Lost communication: squawk 7600, maintain last clearance or route, try alternate frequencies, and land as appropriate.

Position report includes aircraft identification, position, time, altitude, next position and ETA.

IFR clearances include route, altitude, speed and departure or arrival instructions; do not deviate without ATC approval.

Use standard phraseology and keep transmissions brief; roger, wilco and affirm have specific meanings.