GCAA Ghana ATPL Theory flashcards
GCAA Ghana ATPL Theory · Build recall with a focused review session.
32 cards. Read the term and the definition here. The deck at the top of this page is optional.
- VMC minima Class C below 10 000 ft
- Flight visibility 5 km, horizontal distance from cloud 1 500 m, vertical distance 300 m (1 000 ft). At or above 10 000 ft AMSL the visibility requirement rises to 8 km.
- Squawk 7600 meaning
- Radio communication failure. In VMC continue under VMC, land at the nearest suitable aerodrome and report arrival; in IMC follow the published lost-communication procedure for the airspace.
- Runway holding position markings
- Two solid and two broken yellow bars mark the runway holding position. Aircraft stop before the solid lines; the broken lines face the runway side.
- Balanced field length
- The runway length at which the accelerate-stop distance equals the accelerate-go distance, so V1 is selected to minimise the field length required for a given mass.
- Second segment climb gradient
- Minimum gross gradient for twin-engine aeroplanes is 2.4% in take-off configuration, gear up, one engine inoperative, at V2, with take-off flaps set.
- Density altitude formula
- Pressure altitude plus 120 times the difference between actual temperature and ISA temperature at that level. Higher density altitude reduces performance and lengthens take-off and landing runs.
- Centre of gravity shift formula
- CG shift equals the mass moved multiplied by the distance moved, divided by total mass. Moving a mass aft shifts the CG aft; adding mass ahead of the CG shifts it forward.
- Maximum zero-fuel mass
- The maximum mass of an aeroplane with no usable fuel. It protects wing bending and floor loading; fuel added above this limit is only permitted within the fuel-tank structural allowance.
- Final reserve fuel
- Fuel required to hold for 30 minutes at 1 500 ft above the alternate aerodrome in ISA conditions, calculated at the estimated mass on arrival at that point.
- Pressure altitude conversion
- Pressure altitude equals elevation plus 30 times the difference between 1013 hPa and the QNH in hPa. Use the altimeter subscale to convert between QNH, QFE and standard setting.
- Pitot blockage with open static
- The airspeed indicator behaves like an altimeter: it reads increasing speed in a climb and decreasing speed in a descent, while the altimeter and VSI remain normal.
- Standard rate turn
- A turn of 3 degrees per second, completing 360 degrees in 2 minutes. Approximate bank angle for a rate-one turn is TAS divided by 10 plus 7.
- ILS localiser full-scale deflection
- A full-scale localiser deflection corresponds to 0.5 degrees, and glideslope full scale to 0.35 degrees. Fly toward the needle to regain the centreline.
- TCAS resolution advisory response
- The crew must follow a resolution advisory within about 5 seconds and not manoeuvre in the opposite sense. Traffic advisories require visual search only, not a manoeuvre.
- Time of useful consciousness FL350
- About 30 to 60 seconds at FL350, about 3 to 5 minutes at FL250 and 20 to 30 minutes at FL180. Oxygen must be donned immediately after decompression.
- Somatogravic illusion
- Linear acceleration is misperceived as a pitch-up, and deceleration as a pitch-down, because the otolith organs cannot distinguish gravity from inertial acceleration. Trust the instruments.
- Yerkes-Dodson curve
- Performance is best at moderate arousal and deteriorates at very low or very high arousal. High stress narrows attention and increases error rates.
- Cold air altimeter error
- In cold air the altimeter over-reads, so true altitude is lower than indicated. The mnemonic is high to low, look out below; apply cold-temperature corrections at low minima.
- Microburst escape procedure
- Apply maximum thrust, pitch to the stick shaker or as recommended, and do not change configuration until clear of the shear. A microburst can cause a 30 to 50 kt wind change.
- Radiation fog formation
- Forms on clear, calm nights when the ground cools rapidly and the air reaches its dew point. It usually dissipates after sunrise as the surface warms.
- 1 in 60 rule
- Track error in degrees equals 60 times the distance off track divided by the distance flown. The closing angle uses the distance remaining to the destination.
- Departure formula
- Departure in nautical miles equals change of longitude in minutes multiplied by the cosine of the latitude. Convergency equals change of longitude times the sine of latitude.
- Magnetic variation east is least
- Easterly variation is subtracted from true heading or track to obtain magnetic. Westerly variation is added. Deviation is aircraft-specific and read from the compass card.
- ADF relative bearing
- The angle measured clockwise from the aircraft's nose to the station. Magnetic bearing to the station equals relative bearing plus magnetic heading.
- VOR cone of confusion
- Directly overhead the station the CDI gives unstable indications because the aircraft is within the cone where no usable radial information exists. Fly through it on heading.
- DME slant range
- DME measures line-of-sight distance, not ground distance. At 6 000 ft directly over the station the DME reads about 1 NM rather than zero.
- GPS RAIM requirement
- Receiver autonomous integrity monitoring needs at least 5 satellites for fault detection and 6 for exclusion. A minimum of 4 satellites gives a basic three-dimensional fix.
- Stabilised approach criteria
- By 1 000 ft in IMC or 500 ft in VMC the aircraft must be on speed, on path, on centreline, in landing configuration with checklist complete and thrust set; otherwise go around.
- Engine fire procedure
- Close the fire handle, discharge the agent, confirm extinguishing, then land as soon as possible. A cabin fire requires immediate diversion and landing.
- Load factor in a level turn
- Load factor equals one divided by the cosine of the bank angle. At 60 degrees bank the load factor is 2 and stall speed rises by about 41%.
- Critical Mach number
- The free-stream Mach number at which local airflow first reaches Mach 1, producing shock waves, buffet and tuck-under. Wing sweepback raises the critical Mach number.
- Induced drag relationship
- Induced drag is proportional to the square of the lift coefficient divided by aspect ratio and span efficiency. It decreases with speed and increases with weight and load factor.