AAK ATPL (Kazakhstan) cheat sheet

The 1944 Chicago Convention recognizes each State's complete and exclusive sovereignty over the airspace above its territory.

ICAO Standards require uniform application; a State that cannot comply must notify a difference. Recommended Practices are desirable, not mandatory.

Annex 2 right-of-way: converging aircraft of the same category-the aircraft on the right has right of way; head-on-both turn right.

An overtaking aircraft keeps clear by changing heading to the right; the overtaken aircraft has right of way.

Landing aircraft have right of way over taxiing aircraft; when two aircraft approach to land, the lower has right of way, but must not cut in front.

The pilot-in-command has final authority for the aircraft and may deviate from rules to the extent necessary in an emergency.

ATPL issue: minimum age 21, valid Class 1 medical, and knowledge/experience meeting Annex 1 requirements.

Annex 13: the State of Occurrence institutes the accident investigation; notification is made without delay.

Annex 17 covers security; Annex 19 covers safety management; both impose State and operator obligations.

Semi-monocoque skin carries shear and tension; frames and stringers stabilize the skin and carry concentrated loads; fail-safe design provides redundant load paths.

Hydraulic pressure P = F/A (Pascal's law); a relief valve limits pressure, and an accumulator stores pressure and damps surges.

A generator or alternator supplies the electrical buses; the battery provides starting and emergency power; bus ties allow supply from either source.

Gas turbine sequence: intake, compressor, combustion, turbine, exhaust; N1 is fan/compressor speed and N2 is core speed; EGT monitors turbine temperature.

Piston engine four strokes: induction, compression, power, exhaust; detonation is uncontrolled explosion, pre-ignition is ignition before spark.

Jet A-1 is kerosene-based; water settles and must be drained; fuel heaters prevent ice; typical specific gravity is about 0.8.

The outflow valve controls cabin pressure; cabin altitude and differential pressure are limited by structural and physiological limits.

Ice protection: thermal anti-ice for wings and engine intakes, pneumatic boots for de-icing, pitot/static heat, and fluid systems.

Pitot-static instruments: airspeed indicator, altimeter, vertical speed indicator; gyroscopic instruments: attitude and heading; ELT transmits on 121.5/406 MHz.

Mass is scalar and constant; weight = mass × g and changes with local gravity.

Moment = mass × arm; CG arm = total moment ÷ total mass.

DOM = empty mass + crew + crew baggage + catering + potable water + operational items; fuel and payload excluded.

MZFW = DOM + maximum payload; it is the maximum mass without fuel.

Moving mass within the aircraft: CG shift = (moved mass × distance moved) ÷ total mass.

Adding mass aft of the CG moves the CG aft; adding mass forward moves it forward; shift is proportional to the mass's arm from the CG.

Forward CG: longer takeoff, higher stall speed, stronger pitch-down, greater longitudinal stability; aft CG: lower stability and lower stall speed.

Exceeding MTOM, MLM or MZFW overstresses structure and may invalidate takeoff/landing performance.

%MAC = (CG arm − LEMAC) ÷ (TEMAC − LEMAC) × 100.

Density altitude = pressure altitude corrected for temperature; high density altitude reduces power, thrust and lift.

Takeoff distance increases with mass, altitude, temperature, tailwind, upslope and soft or contaminated runway.

V1 is the decision speed: stop for engine failure before V1; continue after V1.

VR is rotation speed; V2 is takeoff safety speed, reached by 35 ft in transport-category takeoff.

Balanced field length is the runway length where accelerate-stop distance equals accelerate-go distance.

Climb gradient (%) = (excess thrust ÷ weight) × 100; rate of climb = excess power ÷ weight.

Landing distance increases with mass, tailwind, downslope, high temperature and poor braking.

Approach speed is typically 1.3 VSO; landing distance increases with mass, tailwind, downslope, high temperature and poor braking.

Fuel plan = taxi + trip + contingency (commonly 5% of trip) + alternate + final reserve + extra fuel.

Final reserve: 30 minutes holding at 1,500 ft above the alternate for turbine aircraft; 45 minutes for piston aircraft.

A flight plan contains aircraft identification, type and wake category, route, cruising level, destination, alternate and endurance.

Wind triangle: heading = true course corrected for wind; ground speed = TAS adjusted by wind component.

Specific range = distance ÷ fuel; maximum specific range occurs at a particular speed and altitude.

Equal time point: time to fly to diversion A equals time to diversion B.

Point of no return: fuel to destination equals fuel to return to departure.

In-flight fuel monitoring compares actual fuel at waypoints with the flight plan; final reserve must remain intact on landing.

TUC at FL350 is about 30-60 s; at FL400 about 15-20 s; at FL250 about 3-5 min.

Hypoxia symptoms include euphoria, tingling, impaired judgment and cyanosis; treatment is 100% oxygen and descent.

Hyperventilation causes dizziness, tingling and tetany; slowing the breathing rate helps distinguish it from hypoxia.

CO poisoning causes headache and confusion; give 100% oxygen and land as soon as possible.

Somatogravic illusion: acceleration feels like pitch-up; deceleration feels like pitch-down.

Coriolis illusion occurs when the head moves during a prolonged constant-rate turn, producing a tumbling sensation.

Night vision uses rods, is best 10-20° off center, and needs about 30 minutes for dark adaptation.

Circadian low typically occurs 0200-0600; fatigue degrades vigilance, reaction time and decision-making.

Alcohol impairs judgment and reaction; allow about one hour per standard drink for elimination.

ISA sea level: 15°C, 1013.25 hPa, density 1.225 kg/m³; lapse rate 1.98°C per 1,000 ft to 36,090 ft.

QNH gives altitude when set on the altimeter; QFE gives height above the reference station; QNE uses 1013.25 hPa.

Cold front: rapid lifting, cumulonimbus, heavy showers, thunderstorms, gusty winds, sharp temperature drop and rapid clearing.

Warm front: gradual lifting, wide cloud shield, steady precipitation, poor visibility and smooth air ahead of the front.

Clear ice forms from large supercooled droplets; rime ice forms from small droplets; both increase weight and reduce lift.

Microburst: localized downdraft and outflow producing headwind then tailwind shear; avoid below 1,000 ft AGL.

Geostrophic wind blows parallel to isobars; surface friction makes wind cross isobars toward low pressure.

METAR is observed weather; TAF is forecast; TEMPO indicates temporary fluctuations and BECMG gradual change.

Jet streams are strong narrow currents near the tropopause; CAT can occur near the jet core and tropopause breaks.

One minute of latitude arc equals 1 NM, or 1,852 m.

A great circle is the shortest path; a rhumb line maintains constant track and is longer except on the equator or a meridian.

True heading = true course ± drift; magnetic heading = true heading minus easterly variation or plus westerly variation.

Compass heading = magnetic heading minus easterly deviation or plus westerly deviation; "east is least."

Convergency = change in great-circle track = difference in longitude × sin mean latitude.

Mercator projection: rhumb lines are straight, great circles are curved, and scale increases with latitude.

Lambert conformal conic: great circles are approximately straight; it is used for many aeronautical charts.

LMT = UTC + longitude/15 for east longitude; subtract for west longitude.

Triangle of velocities: TAS and heading plus wind vector give ground speed and track.

VOR transmits 108.0-117.95 MHz; the CDI shows course deviation and TO/FROM; reception is line-of-sight.

NDB transmits 190-1,750 kHz; the ADF indicates relative bearing; night and coastal effects can cause errors.

DME measures slant range; it is frequency-paired with VOR or ILS; error increases at close range and high altitude.

ILS localizer (108-112 MHz) gives lateral guidance; glideslope (329-335 MHz) gives vertical guidance.

ILS CAT I: DH 200 ft and RVR 550 m; CAT II: DH 100 ft and RVR 300 m; CAT III has lower or no DH.

RAIM detects GPS satellite faults; fault detection needs at least 5 satellites, and exclusion needs 6.

Transponder codes: 7500 hijack, 7600 radio failure, 7700 emergency.

TCAS II issues traffic advisories and resolution advisories; RA commands must be followed promptly.

RNP requires on-board performance monitoring and alerting; RNAV does not.

Before takeoff: cabin secured, emergency briefing completed, V speeds confirmed, and return/diversion plan reviewed.

Rejected takeoff before V1 for engine failure, fire, loss of directional control or unsafe configuration; after V1 continue unless unable to fly.

Engine failure after V1: maintain V2, clean up, identify and verify, secure the engine, and assess performance.

Smoke or fire: don oxygen masks, establish communication, fight the fire, and divert or land as soon as possible.

Depressurization: don masks, begin emergency descent to 10,000 ft or MSA, and turn toward a suitable airport.

Sterile cockpit: no nonessential conversation below 10,000 ft or during taxi, takeoff and landing.

Wake turbulence: stay above and upwind of the generator; delay takeoff behind a heavy aircraft and remain above its flight path.

Dangerous goods: the captain must be notified; check compatibility, loading and emergency response information.

Emergency evacuation: command "evacuate," use slides, and account for all occupants.

Lift = CL × ½ρV²S; induced drag decreases with speed while parasite drag increases.

Critical angle of attack produces stall regardless of speed, mass or bank angle.

Stall speed at load factor n is Vs × √n; at 2 g it is about 1.41 Vs.

Best L/D occurs where induced drag equals parasite drag; it gives maximum glide range.

Positive static stability means a disturbance produces a restoring moment; a forward CG increases longitudinal static stability.

Adverse yaw: the down-going aileron increases lift and induced drag; rudder coordination prevents it.

Critical Mach is the free-stream Mach number at which local airflow first reaches M1; sweep delays it.

Flaps increase CL and drag; slats delay stall; both reduce stall speed.

Dihedral provides lateral static stability; too much can cause Dutch roll.

VHF airband is 118.000-136.975 MHz; 8.33 kHz spacing; range is line-of-sight.

MAYDAY (distress) and PAN-PAN (urgency) are each repeated three times; emergency frequency is 121.5 MHz.

Read back altitude, heading, speed, runway, frequency and transponder clearances.

Lost communications: squawk 7600; IFR continues last clearance, climbs to MEA and follows the flight plan.

Position report: identification, position, time, altitude/level, next position and ETA.

ATIS gives weather and aerodrome information; listen before initial contact.

IFR clearance contains clearance limit, route, altitude and frequency; "cleared as filed" authorizes the filed route.

VFR flight requires a flight plan when crossing borders or as required; position reports maintain separation.

SSR codes: 7500 unlawful interference, 7600 radio failure, 7700 emergency.