ANAC Aerodesport Pilot Theoretical Exam (Piloto Aerodesportivo - CPA) cheat sheet

EASA defines an 'aeroplane' as a power-driven, heavier-than-air aircraft deriving lift in flight chiefly from aerodynamic reactions on fixed surfaces; a 'glider' is heavier-than-air and not power-driven (or with limited engine use under defined rules).

An 'ultralight' (microlight) is a light aircraft below a national maximum take-off mass (commonly 300 kg for single-seat, 450 kg for two-seat landplanes, 472.5 kg for amphibious types); national regulators set the exact limit.

Controlled airspace classes: Class A permits IFR only; B–D permit IFR and VFR with ATC clearance; E permits both with clearance for IFR and traffic information for VFR; F and G are uncontrolled and permit both.

Speed limits in controlled airspace: ICAO Annex 2 sets 250 kt below FL100 for most aircraft; national rules for ultralights and gliders may set lower limits (often 130–150 kt).

Visual flight rules minima in Class G below 900 m AMSL: flight visibility 5 km, 1500 m horizontally and 300 m vertically from cloud; above 900 m AMSL: 8 km visibility and 1500 m/300 m separation.

Right-of-way: converging aircraft of the same category give way to the one on the right; a power-driven aircraft gives way to gliders, balloons and airships; a landing aircraft gives way to one on final approach or on the ground.

A flight plan must be filed for cross-country, IFR, night, and international flights; it must be submitted at least 30 minutes before departure and cancelled on arrival.

Emergency frequency 121.5 MHz is monitored for distress; squawk 7700 for emergency, 7600 for radio failure, 7500 for unlawful interference.

ATIS broadcasts give current weather and aerodrome information; pilots must acknowledge receipt of ATIS on first contact with ATC.

Four-stroke cycle: intake, compression, power, exhaust; the crankshaft makes two revolutions per complete cycle, and the camshaft turns at half crankshaft speed.

Carburettor icing is most likely at ambient temperatures between -5 °C and +15 °C with relative humidity above 50%; apply carburettor heat before reducing power on descent.

Detonation (knocking) is uncontrolled explosive combustion after normal ignition, caused by high manifold pressure, high temperature, or low octane fuel; pre-ignition occurs before the spark.

Magnetos are independent ignition sources; the engine must run smoothly on each magneto alone during the run-up check, and a drop of more than about 150 rpm indicates a fault.

Airspeed indicator uses the difference between pitot (total) pressure and static pressure; blockage of the pitot tube causes the ASI to behave like an altimeter, and blockage of the static port affects ASI, altimeter and VSI.

Altimeter setting: QNH gives altitude above mean sea level; QFE gives height above the aerodrome reference point; QNE (standard 1013.25 hPa) is used above the transition altitude.

The turn coordinator shows rate of turn and, indirectly, bank; a standard rate turn is 3° per second (360° in two minutes) and is marked by the 2-minute index.

Centre of gravity limits are set so the aircraft remains controllable; loading beyond the forward limit increases stick forces and stall speed, while beyond the aft limit reduces stability and can cause unrecoverable stall.

Mass and balance: compute empty mass, crew, fuel, baggage and payload; the total must not exceed MTOM, and the CG must lie within the certified forward and aft limits.

Moment = mass × arm; the CG position = total moment ÷ total mass. Use a datum and consistent units (kg·m or kg·in).

Density altitude = pressure altitude + 120 ft per °C above ISA temperature at that level; it determines take-off and landing distances and climb performance.

Take-off distance increases approximately 10% per 1000 ft of density altitude gain and about 10% per 10% increase in mass above the reference value.

Headwind decreases and tailwind increases take-off and landing distances; a 10 kt tailwind can increase landing distance by about 20%.

Fuel planning: trip fuel + taxi + contingency (typically 5% of trip fuel) + alternate fuel + final reserve (30 minutes for VFR, 45 minutes for IFR) + extra.

Crosswind component = wind speed × sin(angle between wind and runway); headwind component = wind speed × cos(angle).

Climb gradient (%) = (altitude gain ÷ horizontal distance) × 100; rate of climb (ft/min) ≈ gradient × groundspeed (kt) ÷ 0.6.

Hypoxia: symptoms include euphoria, headache, impaired judgment and cyanosis; time of useful consciousness at 25,000 ft is about 3–5 minutes, at 18,000 ft about 20–30 minutes.

Hyperventilation causes dizziness, tingling and cramps; treatment is to slow the breathing rate and, if hypoxia is suspected, use supplemental oxygen.

Spatial disorientation occurs when vestibular and visual cues conflict; in IMC, rely on instruments and ignore sensations.

The vestibular system's semicircular canals sense angular acceleration, not steady rotation; the somatogravic illusion makes acceleration feel like a climb.

Night vision uses rods, which are sensitive to low light but poor at colour and detail; allow 20–30 minutes for dark adaptation and avoid bright light.

Cabin altitude above 10,000 ft requires supplemental oxygen for flights above 30 minutes; above 13,000 ft, oxygen is required continuously.

Alcohol: even small amounts impair judgment and reaction time; most regulators require 8 hours between last drink and flight ('bottle to throttle').

Stress and fatigue reduce situational awareness; use checklists and standard callouts to mitigate, and avoid flying when ill or excessively tired.

Standard atmosphere: sea-level pressure 1013.25 hPa, temperature 15 °C, lapse rate 2 °C per 1000 ft up to the tropopause (about 36,000 ft).

QNH is the pressure reduced to sea level; QFE is the pressure at the aerodrome; QNE is standard pressure 1013.25 hPa used above the transition altitude.

ISA temperature at a level = 15 °C − (2 °C × altitude in thousands of feet); density altitude = pressure altitude + 120 ft per °C above ISA.

Cloud base (ft) ≈ (temperature − dewpoint in °C) × 400, or (temperature − dewpoint) × 125 in metres.

Stable air produces stratiform cloud and steady precipitation; unstable air produces cumuliform cloud, showers and turbulence.

Wind veers (turns clockwise) with height in the Northern Hemisphere; surface friction reduces wind speed and backs the wind near the ground.

A cold front brings rapid passage, squall lines, heavy showers, and a wind veer; a warm front brings gradual cloud thickening and steady rain.

Mountain waves form downwind of ridges with strong winds aloft, producing severe turbulence, lenticular clouds and downdrafts on the lee side.

True course (TC) + wind correction = true heading (TH); TH + variation (east is least, west is best) = magnetic heading (MH); MH + deviation = compass heading.

Variation is the angle between true north and magnetic north; deviation is the error caused by the aircraft's own magnetic fields.

Time en route = distance ÷ groundspeed; fuel used = time × fuel flow.

The 1-in-60 rule: a 1° error over 60 nm produces a 1 nm offset; track error (°) ≈ offset (nm) ÷ distance (nm) × 60.

VOR gives magnetic bearing from the station; the CDI centres when the selected radial equals the aircraft's bearing from the station.

GPS accuracy is typically 3–5 m horizontally; RAIM monitors integrity, and a loss of RAIM requires reverting to other navigation.

Dead reckoning uses heading, airspeed, wind and time; pilotage uses visual reference to ground features.

Altimeter setting errors: 1 hPa ≈ 30 ft; flying from high to low pressure without adjusting the altimeter causes the aircraft to be lower than indicated.

Before take-off: check weather, NOTAMs, mass and balance, fuel, and performance; complete the pre-flight checklist and confirm the runway and wind.

Wake turbulence: stay above and upwind of a preceding heavy aircraft; on take-off, rotate before the preceding aircraft's rotation point and stay above its flight path.

Wind shear and microburst: avoid thunderstorms; if encountered, apply maximum power, maintain pitch attitude and accept a temporary altitude loss.

Emergency descent: use maximum descent rate, turn away from traffic, squawk 7700 and broadcast on 121.5 MHz.

Engine failure after take-off: maintain control, establish best glide speed, select a landing area, and complete the emergency checklist; do not attempt to turn back below 500 ft.

Aerodrome traffic circuit: join on the downwind leg at circuit altitude, fly the standard pattern (left-hand unless published), and report positions on the radio.

Runway incursion prevention: read back hold-short instructions, confirm clearances, and use exterior lights and radio calls at uncontrolled aerodromes.

Landing: check wind, runway length and surface; use the correct approach speed (typically 1.3 × stall speed) and flare at the correct height.

Lift = ½ × ρ × V² × S × CL; lift increases with the square of airspeed and with air density.

Angle of attack is the angle between the chord line and the relative airflow; the critical angle (about 15–18°) produces the stall.

Induced drag decreases with airspeed (proportional to 1/V²); parasite drag increases with the square of airspeed; total drag is minimum at the speed for best glide.

Best glide speed gives the maximum lift-to-drag ratio, maximising range in a glide; best climb speed (VY) gives the maximum rate of climb.

Load factor = 1 ÷ cos(bank angle); at 60° bank the load factor is 2, and the stall speed increases by √2 (about 41%).

Aerodynamic centre is the point where the pitching moment is constant; the CG must be forward of the neutral point for static stability.

Flaps increase lift and drag and lower the stall speed; they also increase the pitching moment and may require retrimming.

Adverse yaw occurs when the descending aileron produces more induced drag; coordinate with rudder to maintain balanced flight.

Ground effect reduces induced drag and increases lift when the aircraft is within about one wingspan of the ground; it can cause float on landing.