Canada IATRA cheat sheet

Density altitude = pressure altitude + 120 x (OAT - ISA temperature), where ISA temperature = 15 °C - 2 °C per 1000 ft of pressure altitude.

True airspeed rises about 2% per 1000 ft of altitude for a given indicated airspeed and constant temperature lapse.

Load factor in a level turn: n = 1 / cos(bank angle); a 60° bank yields n = 2.0, doubling stall speed's square-root factor (stall speed x sqrt(n)).

Accelerated stall speed: V_s(n) = V_s1 x sqrt(load factor); at 45° bank load factor is 1.41 and stall speed rises about 19%.

Service ceiling is the altitude where maximum climb rate falls to 100 ft/min; absolute ceiling is where climb rate reaches zero.

Takeoff and landing ground roll varies approximately with the square of the change in gross weight, all else equal.

Headwind and tailwind components alter ground roll roughly in proportion to the square of the ground speed at liftoff or touchdown.

Carburettor icing is most likely at outside air temperatures between -7 °C and +21 °C with high relative humidity; apply carburettor heat before ice accumulates.

A constant-speed propeller maintains selected RPM by varying blade angle; manifold pressure indicates power available and must be limited at low RPM to avoid overboost.

V1 is decision speed, VR rotation speed, V2 takeoff safety speed; V1 must not exceed VR and all three decrease as weight decreases.

V-speeds are indicated airspeeds and remain valid as IAS values regardless of altitude, though true airspeed and ground speed change.

Wake turbulence separates by weight class: Heavy, Medium, Light; a Light aircraft behind a Heavy needs the largest time and distance interval.

Wake vortices sink and drift with the wind; plan takeoff before the preceding aircraft's rotation point and land after its touchdown point.

Alternate aerodrome weather minima require forecast conditions at or above the applicable approach minimum plus a margin set by the operator or regulation.

Fuel planning: taxi fuel plus trip fuel plus reserve plus alternate fuel plus contingency; the 45-minute reserve applies to IFR operations in Canada at normal cruise.

A stabilized approach requires the aircraft to be on speed, on path, and in landing configuration by 500 ft AGL in IMC or 1000 ft AGL in VMC.

Emergency descent uses maximum descent rate with the aircraft configured to avoid exceeding VNE or VMO; declare MAYDAY and squawk 7700.

Standard atmosphere: sea-level pressure 29.92 inHg (1013.25 hPa), temperature 15 °C, lapse rate 1.98 °C per 1000 ft to 36,090 ft.

Pressure altitude = indicated altitude + (29.92 - altimeter setting) x 1000 ft when the setting is in inches of mercury.

A cold-air mass causes the altimeter to over-read; flying from high to low pressure or warm to cold air without adjustment puts the aircraft lower than indicated.

Relative humidity above 50% combined with a temperature-dewpoint spread under 5 °C favours carburettor icing and low-level cloud formation.

Freezing rain implies a warm layer aloft over subfreezing air near the surface; it is a severe icing hazard and grounds light aircraft.

METAR reports current conditions; TAF forecasts aerodrome conditions; GFA (graphical forecast for aviation) depicts cloud, icing, turbulence, and freezing level.

Wind chill and density altitude combine to reduce performance: high elevation, high temperature, and high humidity all increase density altitude.

A cold front typically produces a narrow band of rapid weather change, strong gusty winds, and a rapid wind shift from southwest to northwest.

VFR weather minima in Class C and D controlled airspace: 3 statute miles visibility and 500 ft below, 1000 ft above, and 2000 ft horizontally from cloud.

VFR minimum altitude over built-up areas: 1000 ft above the highest obstacle within 2000 ft; elsewhere 500 ft above the highest obstacle.

Class A airspace is IFR only; Class B is controlled, IFR and VFR with clearance; Class C and D require a transponder and two-way radio in Canada.

The pilot-in-command is responsible for the airworthiness of the aircraft and for ensuring the flight is conducted in accordance with the Canadian Aviation Regulations.

Hypoxia symptoms: euphoria, impaired judgement, headache, and cyanosis; supplemental oxygen is required above 10,000 ft for flights over 30 minutes and above 13,000 ft at all times.

Spatial disorientation results when vestibular illusions conflict with instrument indications; the remedy is to trust the instruments and maintain a standard scan.

True course plus wind correction equals true heading; true heading plus magnetic variation equals magnetic heading; magnetic heading plus deviation equals compass heading.

The 1-in-60 rule: a 1° error over 60 NM produces a 1 NM track error; use it to compute heading corrections from off-track distance.

Hyperventilation and hypoxia share symptoms; hyperventilation is treated by slowing the breathing rate, while hypoxia requires supplemental oxygen and descent.

Best rate of climb (VY) increases with altitude; best angle of climb (VX) increases up to a point then decreases, and VX and VY converge at the absolute ceiling.

Maximum range occurs at the speed for best lift-to-drag ratio (L/D max); maximum endurance occurs at the speed for minimum power required.

Flap extension increases lift and drag, lowering stall speed but increasing takeoff and landing ground roll and reducing climb gradient.

Electric fuel pumps are required for takeoff and landing and when switching tanks; engine-driven pumps supply fuel in cruise.

Master switch off, alternator offline, or a tripped circuit breaker can cause electrical failure; the battery supplies limited power for essential instruments.

Go-around decision: apply power, establish climb, retract flaps in stages, and maintain positive rate before retracting gear.

Before-takeoff briefing covers rejected takeoff, engine failure after V1, and emergency return; it must be completed before entering the runway.

Aircraft must be operated with the seat belts fastened and no smoking during taxi, takeoff, and landing.

Transponder code 7500 is unlawful interference, 7600 is radio failure, and 7700 is an emergency.

Lost communication in IMC: squawk 7600, continue on the last assigned route and altitude, and land at the destination or alternate as cleared.

ISA temperature at a given pressure altitude: 15 °C - 2 °C per 1000 ft; deviation from ISA is used in performance charts.

QNH is the altimeter setting that reads field elevation on the ground; QFE reads zero at the field; QNE is 29.92 inHg used above the transition altitude.

Icing intensity: trace, light, moderate, severe; moderate icing requires diversion, severe icing requires immediate escape.

A SIGMET warns of severe turbulence, icing, volcanic ash, or other significant weather hazardous to all aircraft.

Wind shear on approach: a decreasing headwind or increasing tailwind causes the aircraft to sink below the glide path; apply power and go around if uncorrected.

The 24-hour currency rule: a pilot must have completed a takeoff and landing within the preceding 24 hours to carry passengers.

Medical validity depends on the category: Category 1 for commercial operations, Category 3 for private pilots; validity shortens with age.

Pilot logbook entries must record date, aircraft type, registration, departure and arrival points, flight time, and pilot-in-command name.

Compass deviation is the error caused by aircraft magnetic fields; it is corrected using a compass correction card.

Crew resource management emphasizes communication, workload distribution, and assertiveness; a first officer should speak up when a deviation is observed.