BR-ANAC-AVI cheat sheet

ICAO Annex 2 (Rules of the Air) applies over the high seas; over national territory the state's own regulations prevail where they differ.

An aircraft may only be operated if it holds a valid Certificate of Airworthiness, is registered, and the crew hold licences appropriate to the flight.

Minimum fuel for IFR flight: taxi fuel, trip fuel, contingency fuel (5% of trip fuel or 5 minutes holding, whichever is less), alternate fuel, final reserve, and any additional fuel.

Aircraft must carry documents: registration certificate, certificate of airworthiness, crew licences, journey log, and (for international flight) a general declaration.

Rules of the air right-of-way: converging head-on both turn right; converging at an angle the aircraft on the right has right-of-way; an aircraft being overtaken has right-of-way.

VMC minima in Class C airspace at and above 10,000 ft AMSL: 8 km flight visibility, 1,500 m horizontally and 300 m (1,000 ft) vertically from cloud.

An accident requires notification to the state of occurrence within 24 hours; a serious incident is reported without delay.

Pre-flight action: the pilot-in-command must be satisfied that the aircraft is airworthy, the load is within limits, and the flight can be conducted safely.

Four-stroke cycle: induction, compression, combustion (power), exhaust - two crankshaft revolutions per cycle.

Detonation is uncontrolled explosive combustion causing high cylinder pressures and temperatures; pre-ignition is ignition before the spark.

A constant-speed propeller in fine pitch gives high RPM and high power at low speed; coarse pitch suits high-speed cruise.

The magneto check should show a drop of no more than about 150 RPM per magneto and a difference of no more than about 50 RPM between them.

Load factor n = L/W; in a level turn n = 1/cos(bank angle). At 60° bank n = 2.

Static pressure drives the altimeter and airspeed indicator; pitot (total) pressure drives only the airspeed indicator.

An alternate static source causes the altimeter to over-read and the airspeed indicator to over-read in a pressurised cabin.

Hydraulic system: pressure = force/area; a smaller piston moves further under a given volume of fluid (Pascal's principle).

Density altitude increases with elevation, high temperature, low pressure and high humidity, degrading take-off and climb performance.

Take-off and landing distances must be multiplied by the appropriate factors for surface, slope, wind and temperature; never interpolate outside the chart envelope.

Headwind component = wind speed × cos(angle between wind and runway); crosswind component = wind speed × sin(angle).

Maximum crosswind for a runway = reported wind speed × sin(angle between wind and runway), compared with the aircraft limit.

Centre of gravity must remain within the forward and aft limits for all phases; aft CG reduces stability, forward CG increases stall speed and stick force.

Mass and balance: total moment = sum of (mass × arm); CG position = total moment / total mass.

Climb gradient (%) = (height gained / horizontal distance) × 100; required gradient for obstacle clearance is often quoted as a percentage.

Landing distance increases with mass, tailwind, downslope, high temperature and wet/contaminated runway; use the landing chart's correction factors.

Hypoxia symptoms: euphoria, impaired judgement, cyanosis, headache, tingling; time of useful consciousness at FL350 is about 30–60 seconds.

Hyperventilation produces dizziness, tingling and muscle spasm; it can be distinguished from hypoxia by a rapid recovery when breathing is slowed.

The gas laws (Boyle, Dalton, Henry) explain barotrauma, decompression sickness and the risk of trapped gases in the body.

Spatial disorientation: the somatogyral illusion follows sustained rotation; the somatogravic illusion follows linear acceleration; the leans follow a slow roll.

Coriolis illusion is caused by a head movement during a sustained turn and produces a strong tumbling sensation.

Night vision is best at the fovea's periphery; use off-centre viewing (about 10–20° off axis) to detect dim objects.

Alcohol: blood alcohol must be below the regulatory limit (commonly 0.04%) and no alcohol within 8 hours of flight; effects persist with altitude.

Fatigue, circadian rhythm (low point around 03:00–05:00 body time) and sleep debt degrade performance; the body cannot be trained to ignore fatigue.

Standard atmosphere: sea level 15 °C, 1013.25 hPa, lapse rate 1.98 °C per 1,000 ft up to the tropopause.

QNH is the pressure setting that makes the altimeter read elevation above mean sea level at the aerodrome; QFE reads height above the aerodrome.

1 hPa pressure difference corresponds to about 27 ft near sea level; the altimeter over-reads when flying from high pressure to low pressure without resetting.

ISA temperature deviation = actual temperature − (15 °C − 1.98 °C × altitude/1,000 ft).

Cumulonimbus indicates instability, icing, turbulence, hail and microbursts; avoid by at least 10 nm and do not attempt to fly beneath.

Icing risk is greatest at temperatures between 0 °C and −20 °C in visible moisture; freezing rain indicates a warm front aloft.

Wind shear on approach is indicated by sudden airspeed and vertical-speed changes; go-around is the standard response.

Fog forms when temperature reaches the dew point; radiation fog forms on clear, calm nights after a humid day.

True bearing = magnetic bearing + variation (east variation is subtracted from true to get magnetic); magnetic heading = magnetic bearing − wind correction.

Track is the path over the ground; heading is the direction the aircraft nose points; drift is the angle between them.

Wind triangle: heading and TAS give the air vector; track and groundspeed give the ground vector; the wind vector closes the triangle.

1 in 60 rule: a 1° error over 60 nm produces a 1 nm off-track error.

Great-circle distance = 60 nm per degree of latitude; longitude distance = 60 nm × cos(latitude) per degree.

VOR radials are magnetic bearings from the station; a TO indication means the selected radial leads to the station.

NDB/ADF bearings are relative bearings; relative bearing = magnetic bearing to station − magnetic heading.

GNSS RAIM predicts whether enough satellites are available for integrity monitoring; a RAIM warning requires an alternative navigation means.

Before take-off: check weather, NOTAMs, mass and balance, fuel, performance, and that the take-off and emergency briefings are complete.

V1 is decision speed, VR rotation speed, V2 take-off safety speed; below V1 a rejected take-off is normally possible.

Emergency descent: descend at maximum rate, set transponder to 7700, and broadcast on 121.5 MHz; use the oxygen mask first.

Engine fire in flight: identify the affected engine, close the fuel and bleed, discharge the fire bottle, and plan a diversion.

Stall recovery: reduce angle of attack, apply full power, level the wings, and only then climb - do not attempt to raise the nose.

Runway incursion prevention: read back all clearances, hold short of the marked holding point, and maintain a sterile cockpit during taxi.

Ditching: land into wind and swell, parallel to the swell, with the lowest practical speed and a nose-up attitude.

Oxygen is required for crew above FL100 for more than 30 minutes and for all occupants above FL130 (non-pressurised operations).

Lift L = ½ρV²SCL; induced drag Di = ½ρV²S × CL²/(πAe).

Stall occurs at the critical angle of attack, independent of speed, mass and bank angle; the stall speed rises with mass and load factor.

Induced drag decreases with speed while parasite drag increases with the square of speed; total drag is minimum at the speed for best glide.

In a level turn load factor n = 1/cos(bank); stall speed increases by √n.

The centre of pressure moves forward as angle of attack increases up to the stall, giving a nose-down pitch tendency.

Adverse yaw occurs when the downgoing aileron produces more induced drag; coordinated flight requires rudder into the turn.

Mach critical is the free-stream Mach number at which local airflow first reaches Mach 1; swept wings raise it.

Longitudinal stability requires the CG forward of the neutral point; the horizontal tail provides a nose-down moment in the normal configuration.

The phonetic alphabet: Alpha, Bravo, Charlie, Delta, Echo, Foxtrot, Golf, Hotel, India, Juliett, Kilo, Lima, Mike, November, Oscar, Papa, Quebec, Romeo, Sierra, Tango, Uniform, Victor, Whiskey, X-ray, Yankee, Zulu.

Distress call is MAYDAY (three times) on 121.5 MHz; urgency call is PAN-PAN (three times).

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

Read-back is required for runway, hold-short, altitude and heading instructions; the full clearance should be repeated.

Radio failure in IMC: follow the last acknowledged clearance, squawk 7600, and land at the destination or alternate as flight-planned.

Standard phraseology: 'line up and wait', 'cleared for take-off', 'cleared to land', 'go around', 'standby', 'say again'.

VHF range is approximately line-of-sight; range in nautical miles ≈ 1.23 × √(height in feet).

Position report elements: aircraft identification, position, time, altitude/flight level, next position and ETA.