JCAA ATPL Theory cheat sheet

ICAO Annex 2: VFR flight requires flight visibility and cloud distance per airspace class; in Class C-E controlled airspace VMC minima are typically 5 km visibility and 1500 m horizontal / 300 m (1000 ft) vertical cloud separation.

Semi-circular (hemispheric) cruising levels: magnetic track 000-179 use odd thousands (FL); 180-359 use even thousands, unless ATS directs otherwise or RVSM applies.

RVSM airspace (FL290-FL410): 1000 ft vertical separation; aircraft must hold height within +/-65 m (+/-200 ft) and be RVSM-approved.

Position reporting at compulsory reporting points includes: aircraft identification, position, time, flight level/altitude, next position and ETA.

Right-of-way: converging aircraft of the same category - the one on the right has right of way; head-on - both turn right; overtaking - the overtaken aircraft has right of way.

Wake turbulence separation: Heavy/Super behind Heavy/Super on approach is typically 4-5 NM; Medium behind Heavy 5 NM; Light behind Heavy 6 NM (ICAO minima).

ATC clearance readback is mandatory for: route clearances, runway-in-use, hold-short instructions, altimeter settings, SSR codes, and frequency changes.

Jet engine thrust lapse: thrust roughly proportional to density ratio; at altitude, thrust decreases while TSFC improves slightly until tropopause.

Bypass ratio (BPR) = mass flow bypass / mass flow core; high-BPR turbofans give better propulsive efficiency at subsonic speeds.

Bleed air is drawn from HP compressor stages (HP valve closes at high RPM; IP stage supplies at cruise) for pressurization, anti-ice, and engine start.

Hydraulic systems: typical transport aircraft use 3000 psi; Redundancy via engine-driven pumps, electric pumps, and RAT/PTU.

Electrical: 28 V DC (battery/bus) vs 115 V AC 400 Hz (generators); TRUs convert AC to DC; inverters convert DC to AC.

Fuel: Jet A-1 freeze point approx -47 C; fuel temperature must remain above the fuel freeze point plus a margin; fuel imbalance limits are specified in the AFM.

Landing gear: oleo strut absorbs landing loads; shimmy damper prevents nose-wheel oscillation; torque links maintain wheel alignment.

Mass and balance: CG = sum(moment)/sum(mass); moment = mass x arm; forward CG increases stability but raises stall speed and reduces elevator authority.

Density altitude = pressure altitude + 120 x (OAT - ISA temp at that level); high DA reduces takeoff/climb performance.

Takeoff distance (TOD) = ground roll + airborne distance to 35 ft; TODA = TORA + clearway (max half of TORA); ASDA = TORA + stopway.

V1 is decision speed; Vr rotation; V2 takeoff safety speed (min climb gradient with one engine out); Vmcg min control speed on ground; Vmca min control speed in air.

Climb gradient (%) = (ROC ft/min) / (groundspeed kt x 101.3) x 100; or use (ROC/GS) x 60/6076 x 100.

Specific range (NM/kg) = TAS / fuel flow; best range occurs at maximum (TAS/fuel flow) ratio (typically L/D max for jets near best glide).

Fuel planning: trip fuel + contingency (typically 5%) + alternate + final reserve (30 min holding) + taxi; ETOPS adds en-route alternate fuel.

Hypoxia types: hypoxic (reduced O2 partial pressure), hypemic (anaemia/CO), stagnant (G-forces), histotoxic (alcohol/cyanide).

Time of useful consciousness at FL350 approx 30-60 s; at FL400 approx 15-20 s; at FL250 approx 3-5 min.

Hyperventilation: increased rate/depth of breathing lowers CO2 (hypocapnia), causing dizziness and tingling; treat by slowing breathing or rebreathing.

Spatial disorientation: somatogravic illusion (false climb during acceleration), somatogyral (leans after prolonged turn), Coriolis illusion.

Circadian rhythm: body temperature minimum ~04:00 local; alertness lowest 03:00-06:00 and 14:00-16:00; jet lag eastward worse than westward.

Cabin altitude above 10,000 ft requires supplemental O2; above 14,000 ft for crew continuously per FAR/JAR; decompression - don mask first.

G-LOC occurs above ~5-6 G sustained without AGSM; greyout precedes blackout; AGSM (muscle tensing + breathing) raises tolerance 1-2 G.

ISA: sea level 15 C, 1013.25 hPa, lapse rate 1.98 C/1000 ft up to 36,090 ft (tropopause -56.5 C).

QNH = pressure reduced to sea level; QFE = pressure at aerodrome; QNE = 1013.25 hPa used at transition altitude/level.

Pressure altitude = elevation + 30 ft per hPa below 1013; true altitude = indicated +/- temperature error (cold air = fly lower than indicated).

Cloud types: cumulonimbus = unstable + strong vertical motion + icing/turbulence; stratocumulus stable; cirrus high-level ice cloud.

Icing: clear ice forms in -0 to -10 C in large supercooled droplets (SLD); rime in -10 to -20 C; mixed in between.

Wind: geostrophic wind parallel to isobars; surface friction shifts wind toward low pressure by ~30 deg over land; Buys Ballot law (NH: low to left).

Thunderstorm lifecycle: cumulus (updrafts), mature (updrafts + downdrafts + hail + lightning), dissipating (downdrafts dominate).

Great circle distance = 60 NM per degree of arc; 1 minute of latitude = 1 NM; departure NM = change in longitude (min) x cos(latitude).

Track and heading: MH = TH - variation (east is least); CH = MH - deviation; drift correction = TAS x sin(wind angle)/crosswind component.

VOR: radials magnetic from station; CDI centered when OBS matches radial; TO/FROM flag indicates direction; reverse sensing if OBS 180 deg off.

ILS: localizer 90 Hz/150 Hz for left/right; glideslope typically 3 deg (300 ft/NM); CAT I DH 200 ft, CAT II 100 ft, CAT III below.

DME slant range = sqrt(ground distance^2 + altitude^2); error becomes small beyond ~5 NM.

NDB/ADF: relative bearing + heading = magnetic bearing to/from station; ADF points to station; coastal refraction bends LF signals toward coast at night.

Altimeter errors: static port blockage causes altimeter freeze; alternate static source causes over-read on unpressurized aircraft.

Engine fire: confirm, shut off fuel, close bleed, discharge fire bottle, continue per checklist; single-engine drift-down to engine-out ceiling.

Depressurization: don oxygen masks, establish communication, initiate emergency descent (Mmo/Vmo or max structural speed) to 10,000 ft or MSA.

Rejected takeoff: below V1 stop (max braking, spoilers, reverse); above V1 continue - do not abort.

GPWS/EGPWS warnings: 'PULL UP' - apply max thrust, wings level, pitch up to warning envelope; do not silence without visual confirmation of terrain.

TCAS RA: respond immediately (5 s); vertical speed commands override ATC; report 'TCAS RA' to ATC; clear of conflict report.

Ditching: Mayday, configure per checklist, aim for lowest swell, land parallel to swell direction, evacuate upwind side.

Emergency frequency 121.5 MHz; distress call 'MAYDAY MAYDAY MAYDAY'; urgency 'PAN PAN' x3.

Lift L = 1/2 rho V^2 S CL; induced drag Di = L^2/(1/2 rho V^2 pi b^2 e) - decreases with speed, increases with weight squared.

Stall speed Vs = sqrt(2W/(rho S CLmax)); increases with weight (x sqrt of weight ratio) and with load factor (x sqrt(n)).

Critical Mach (Mcr): first point of sonic flow on wing; Mach buffet; sweep and thin airfoils raise Mcr.

Boundary layer: laminar low friction, turbulent higher friction but resists separation; vortex generators delay separation.

Static stability: positive when dCm/dCL < 0; neutral = 0; unstable > 0; CG forward increases static margin.

Load factor n = L/W; turns: n = 1/cos(bank); stall speed increases with sqrt(n); 60 deg bank = 2 G.

Dihedral gives lateral stability (roll due to sideslip); sweepback gives lateral stability via wing-root effect.

Distress: 'MAYDAY MAYDAY MAYDAY' x3 on 121.5; urgency 'PAN PAN PAN PAN PAN PAN'; safety 'SECURITE'.

Readback required: clearances, runway, hold-short, altimeter, SSR codes, frequencies, headings, speeds, and takeoff/landing clearances.

Position report format: callsign, position, time, FL/altitude, next position and ETA, next reporting point thereafter.

Phonetic alphabet and numerals: 3 = tree, 5 = fife, 9 = niner; decimal = 'decimal'; 121.5 = 'one two one decimal five'.

IFR clearance: 'cleared to ... via ... flight planned route, climb to ..., squawk ...'; readback includes route and altitude.

Lost communication: squawk 7600, maintain last assigned speed/altitude for 7 min, then continue per filed route; VFR squawk 1200, IFR 2000 (depending on region).

Frequency change: 'contact tower 118 decimal 1' - readback includes new frequency.

JCAB (Japan Civil Aviation Bureau) is the national authority under MLIT; regulations follow Civil Aeronautics Act (Koku Hou) and JCAB orders.

Japan airspace: Class B and C around major airports; Class D/E elsewhere; Class F/G uncontrolled; Fukuoka FIR is the main FIR (RJJJ).

Japanese transition altitude typically 14,000 ft (varies by aerodrome); transition level published in AIP Japan.

Emergency: contact ACC Fukuoka; distress 121.5; SAR via JCAB/RCC; Japan Self-Defense Forces may assist.

Japanese AIP (AIP Japan) and NOTAMs are published by JCAB; check for TFRs and airshow/training areas (e.g., Iruma, Nyutabaru).

RVSM implemented in Japanese FIR above FL290; MNPS/PBN requirements per AIP; RNAV routes prevalent.

Aerodrome operations: noise abatement procedures (e.g., Narita curfew 23:00-06:00) per AIP; slot coordination at HND/NRT.