Kuwait DGCA PPL Theory flashcards

32 cards. Read the term and the definition here. The deck at the top of this page is optional.

Squawk 7600

Radio failure transponder code. The pilot continues in VMC, lands at the nearest suitable aerodrome and reports arrival to ATC without delay; in IMC the pilot follows the published lost-communication procedure.

Special VFR minima

In a Kuwait control zone, Special VFR requires ATC clearance, ground visibility of at least 1,500 m and a ceiling of at least 600 ft, with the aircraft remaining clear of cloud and in sight of the surface.

VFR cruising levels

Above 3,000 ft AGL, magnetic tracks 000-179° use odd thousands plus 500 ft and tracks 180-359° use even thousands plus 500 ft, following the semicircular rule.

Wake turbulence categories

Aircraft are grouped by maximum take-off mass: Light up to 7,000 kg, Medium from 7,000 to 136,000 kg and Heavy above 136,000 kg. A Light following a Heavy on approach needs 5 NM separation.

PIC emergency authority

The pilot-in-command may deviate from the rules to the extent necessary in an emergency, but must report the deviation to the authority if it involved a breach of regulations.

Documents carried on board

Certificate of Registration, Certificate of Airworthiness, noise certificate, crew licences, journey log and radio station licence must be on board and produced on request of an authorised officer.

Four-stroke cycle

Induction, compression, combustion and exhaust. The crankshaft turns twice, 720°, to complete one cycle, so each cylinder fires once every two revolutions of the engine.

Detonation versus pre-ignition

Detonation is explosive uncontrolled combustion causing high peak pressures; pre-ignition is ignition before the spark. Both raise cylinder temperature and are prevented by correct mixture, fuel grade and timing.

Magneto drop limits

During the run-up check the maximum permissible drop is about 150 RPM on either magneto and the maximum difference between magnetos is 50 RPM; roughness indicates a faulty plug or magneto.

Carburettor icing range

Most likely with ambient temperatures between -10°C and +10°C and high relative humidity, and possible up to +20°C. Carburettor heat enriches the mixture and reduces available power.

Load factor formula

Load factor equals 1 divided by the cosine of the bank angle. At 60° bank it is 2.0, so the stall speed increases by the square root of 2, about 41%.

Blocked static source

The airspeed indicator over-reads in climb and under-reads in descent, the altimeter freezes at the altitude where the blockage occurred and the vertical speed indicator reads zero.

Density altitude formula

Density altitude equals pressure altitude plus 120 ft for each degree Celsius the temperature is above ISA. Higher density altitude reduces power and lift and lengthens take-off and landing runs.

Headwind and crosswind components

Headwind component equals wind speed multiplied by the cosine of the angle between wind and runway; crosswind component equals wind speed multiplied by the sine of that angle.

Centre of gravity effects

A forward CG increases stall speed and stick forces; an aft CG reduces longitudinal stability and makes stall recovery difficult. The CG must remain within limits for the whole flight.

VX and VY

VY is the speed for maximum rate of climb, giving most height per unit time. VX is the speed for maximum angle of climb, giving most height per unit distance for obstacle clearance.

VFR fuel plan

Trip fuel plus taxi fuel plus about 5% contingency plus alternate fuel plus a 30-minute final reserve for holding at 1,500 ft. Fuel is checked against usable capacity and burn rate.

Wet runway landing factor

Landing distance increases by about 50% on a wet runway unless the aircraft flight manual states otherwise, and it also rises with the square of any increase in approach speed.

Time of useful consciousness

About 3-5 minutes at 25,000 ft and 20-30 minutes at 18,000 ft. Hypoxia is treated with 100% oxygen and immediate descent to a lower altitude.

Somatogravic illusion

Acceleration is felt as a climb and deceleration as a dive. In instrument conditions the pilot must trust the flight instruments rather than body sensations to avoid spatial disorientation.

Carbon monoxide poisoning

Causes headache, drowsiness and cherry-red lips, often when cabin heat is in use. Turn off the heater, open fresh-air vents, use 100% oxygen and land as soon as possible.

Hyperventilation

Produces dizziness, tingling and chest tightness from rapid breathing. Slow the breathing rate; if hypoxia cannot be excluded, give 100% oxygen first and descend.

Alcohol rule

Kuwait DGCA rules require no alcohol within 8 hours before flight and a blood alcohol concentration below 0.02%. Fatigue and medication amplify the impairment.

Error types

A slip is a wrong action, a lapse an omission, a mistake a rule- or knowledge-based error and a violation a deliberate deviation. The SHELL model covers software, hardware, environment and liveware.

ISA values

Sea-level temperature 15°C, pressure 1013.25 hPa and a lapse rate of 1.98°C per 1,000 ft up to the tropopause at about 36,090 ft, where the temperature is -56.5°C.

QNH, QFE and QNE

QNH makes the altimeter read elevation on the ground, QFE makes it read zero at the reference point and QNE is the standard 1013.25 hPa setting used above the transition altitude for flight levels.

Shamal wind

A strong north-westerly wind affecting Kuwait mainly in summer. It raises dust and sand, reducing visibility to a few kilometres and creating low-level turbulence and crosswinds.

Clear versus rime ice

Clear ice forms in large supercooled droplets between 0°C and -10°C and is the most dangerous; rime ice forms in small droplets below -10°C and is more brittle and less heavy.

Microburst recovery

A microburst can change a 40-50 kt headwind to a tailwind in under 1 km. Recovery is full power, pitch for the best angle of climb and no flap retraction until clear.

Variation and deviation

Variation is the angle between true and magnetic north, with magnetic equal to true minus easterly variation. Deviation is the error caused by the aircraft's own magnetic fields, read from the compass card.

One-in-sixty rule

A 1° track error over 60 NM puts the aircraft 1 NM off track. Heading correction equals distance off track divided by distance flown, multiplied by 60 degrees.

ADF relative bearing

The ADF needle points to the station relative to the aircraft's nose. Magnetic bearing to the station equals magnetic heading plus relative bearing, and drift equals track minus heading.