AAK CPL (Kazakhstan) cheat sheet

ICAO Annex 2: VFR flight requires flight visibility and cloud distance per airspace class; in Class C/D/E controlled airspace, VMC minima typically 5 km visibility and 1500 m horizontal/300 m vertical from cloud (varies by state; Kazakhstan AIP may differ).

Aircraft nationality marks: Kazakhstan registered aircraft carry 'UP-' prefix; certificate of registration must be carried on board.

Rules of the air: right-of-way - converging head-on, both turn right; converging at similar level, aircraft on the right has right-of-way; overtaking aircraft keeps clear to the right.

ATC clearances: read back of safety-related items (runway, altitude, heading, frequency) is mandatory; if not read back, controller must verify.

Squawk codes: 7500 unlawful interference, 7600 radio failure, 7700 general emergency. In radio failure in VMC, continue VFR and land at nearest suitable aerodrome; in IMC follow last assigned clearance/route and maintain last assigned altitude for a specified period.

Aerodrome traffic circuit: standard is left-hand unless otherwise published; join downwind at circuit altitude; do not enter until clearance obtained at controlled aerodrome.

Flight plan: must be filed at least 30 minutes before departure for IFR; for VFR, at least 30 minutes before crossing FIR boundary or as required by state. In Kazakhstan, flight plans are handled by Kazaeronavigatsia.

Emergency frequency 121.5 MHz; guard frequency for civil aircraft. Distress call 'MAYDAY' (3 times), urgency 'PAN-PAN' (3 times).

Airspace classification in Kazakhstan: Class C for controlled aerodromes and airways; Class G for uncontrolled airspace below 200 m AGL unless otherwise designated.

Reciprocating engine: four strokes - intake, compression, power, exhaust. Firing order in a 4-cylinder horizontally opposed engine is typically 1-3-2-4 or 1-4-3-2 depending on design.

Magneto check: during run-up, switch from BOTH to LEFT then RIGHT; maximum allowable drop typically 150 RPM, differential 50 RPM. No drop indicates faulty grounding; excessive drop indicates ignition problem.

Carburettor icing: most likely at temperatures between -5°C and +15°C with high humidity; use carburettor heat to prevent or clear ice; apply full heat for a period before takeoff if conditions suspect.

Fuel system: gravity feed vs. pump feed; fuel selector valve positions OFF, LEFT, RIGHT, BOTH; ensure selector on BOTH for takeoff and landing in low-wing aircraft (unless limitations).

Electrical system: alternator/generator failure indicated by zero ammeter or discharge; battery will supply limited power; reduce electrical load and land as soon as practicable.

Hydraulic system: check fluid level; if pressure loss, standby system may be available; know emergency gear extension procedure (manual crank or nitrogen blow-down).

Pitot-static system: pitot heat used in icing conditions; static blockage causes airspeed indicator to act like altimeter (climb shows increase), altimeter frozen, VSI zero.

Landing gear: fixed vs. retractable; retractable gear warning horn sounds when throttle retarded and gear up; ensure gear down and locked before landing.

Engine oil: check level before flight; minimum and maximum marks; oil pressure gauge should indicate within green arc; low pressure may indicate pump failure or low oil.

Density altitude = pressure altitude + 120 ft per °C above standard temperature. High density altitude reduces performance: longer takeoff roll, reduced climb rate.

Takeoff distance increases approximately 10% for each 1000 ft increase in density altitude (rule of thumb).

Weight and balance: empty weight + payload + fuel = gross weight; must not exceed MTOW, MLW, MZFW. CG must be within forward and aft limits; forward CG increases stall speed and reduces performance, aft CG reduces stability.

Fuel planning: VFR day minimum fuel is enough for 30 minutes plus reserve; IFR requires alternate fuel if destination weather below certain criteria. In Kazakhstan, follow AIP fuel requirements.

Climb performance: rate of climb decreases with altitude; service ceiling is altitude where climb rate is 100 ft/min; absolute ceiling is 0 ft/min.

Landing distance: increases with tailwind, downslope, high density altitude, and poor braking action. Add 50% to landing distance for wet runway (or as specified).

Crosswind component = wind speed × sin(wind angle); headwind component = wind speed × cos(wind angle). Maximum demonstrated crosswind is not a limitation but a guideline.

Load factor: in level turn, load factor n = 1/cos(bank angle). At 60° bank, n = 2; stall speed increases by factor √n.

Performance charts: use correct chart for aircraft type, interpolate for weight, altitude, temperature; always use conservative values.

Hypoxia: symptoms include euphoria, impaired judgment, headache, blue lips; time of useful consciousness at 25,000 ft is 3-5 minutes; at 35,000 ft 30-60 seconds. Use supplemental oxygen above 10,000 ft (or as required).

Hyperventilation: caused by anxiety; symptoms similar to hypoxia; treat by slowing breathing rate, talking, or breathing into bag if necessary.

Carbon monoxide poisoning: from heater exhaust leak; symptoms include headache, dizziness, drowsiness; use CO detector, shut off heater, open vents, land as soon as possible.

Decompression sickness (DCS): caused by nitrogen bubbles after rapid decompression; symptoms joint pain, chest pain, neurological; treat with 100% oxygen and descent to lower altitude, seek medical help.

Vision: night vision uses rods, poor in low light, best at 10-12° off-center (off-center viewing); avoid bright lights 30 minutes before night flight.

Illusions: black hole approach (night, no visual cues) causes low approach; somatogravic illusion (acceleration) causes pitch-up sensation; rely on instruments.

Fatigue: acute vs. chronic; impairs reaction time, decision-making; follow flight time limitations (FTL) and get adequate rest. In Kazakhstan, FTL per AIP and national regulations.

Stress: affects performance; use coping strategies; recognize symptoms of stress and fatigue in self and crew; use CRM to mitigate.

Spatial disorientation: occurs when visual cues conflict with vestibular senses; trust instruments; avoid sudden head movements during instrument flight.

Standard atmosphere: sea level pressure 1013.25 hPa, temperature 15°C, lapse rate 2°C/1000 ft (6.5°C/km) up to 36,000 ft.

QNH is pressure reduced to sea level (altimeter reads altitude); QFE is pressure at aerodrome elevation (altimeter reads height above aerodrome); QNE is standard pressure 1013.25 hPa used above transition altitude.

Cloud types: cumulonimbus (CB) dangerous with turbulence, icing, hail, lightning; avoid by at least 20 nm. Towering cumulus indicates instability.

Icing: most severe in cumuliform clouds between 0°C and -20°C; clear ice from large supercooled droplets; rime ice from small droplets; use anti-ice/de-ice equipment; avoid if possible.

Thunderstorms: three stages - cumulus, mature, dissipating; mature stage has updrafts/downdrafts, lightning, hail, microburst; do not fly under or through; avoid by 20 nm.

Wind shear: sudden change in wind speed/direction; can cause airspeed fluctuations; on approach, be ready for go-around; use wind shear escape procedure.

METAR: routine aerodrome weather report; issued every 30 minutes (or hourly); includes wind, visibility, RVR, weather, clouds, temperature, dew point, QNH, trend.

TAF: aerodrome forecast; valid for 9-24 hours; includes wind, visibility, weather, clouds; used for flight planning.

Mountain waves: caused by stable air over mountains; downdrafts on leeward side; turbulence; altimeter errors; avoid flying in rotor zones.

Great circle: shortest distance between two points on Earth; rhumb line: constant track (line of constant bearing). For long distances, great circle saves distance.

Heading = course ± wind correction angle (WCA). WCA = arcsin( (wind speed × sin(wind angle)) / TAS ).

Time = distance / groundspeed; fuel = time × fuel consumption rate.

Magnetic variation: angle between true north and magnetic north; east is least (subtract), west is best (add) when converting true to magnetic: Magnetic = True + Variation (east negative, west positive).

Deviation: compass error due to aircraft magnetic fields; use compass deviation card; magnetic heading + deviation = compass heading.

Dead reckoning: calculate position from known start, heading, speed, time, wind; use mental calculations and flight log.

Pilotage: navigation by visual reference to landmarks and charts; requires map reading and time-distance checks.

VOR navigation: tune and identify station; radials are magnetic; to fly inbound, set OBS to radial, fly toward station; CDI centered with TO flag.

GPS: use RAIM check; verify waypoints; do not rely solely on GPS; cross-check with other means.

Pre-flight: check weather, NOTAMs, fuel, weight and balance, aircraft documents, maintenance status; complete walk-around inspection.

Engine start: follow checklist; ensure area clear; use starter limits (e.g., 10 seconds on, 20 seconds off) to avoid overheating.

Taxi: use taxi checklist; maintain safe speed; use proper lighting; at controlled aerodrome, obtain taxi clearance.

Takeoff: use runway behind you, into wind, and full length; rotate at Vr; climb at Vx (best angle) or Vy (best rate) as required.

Emergency procedures: engine failure after takeoff - pitch for best glide, choose landing site, attempt restart, declare emergency; use checklist.

Landing: use approach checklist; configure aircraft (gear, flaps, trim); aim for touchdown point; use go-around if unstable.

Checklists: use written checklists for normal and emergency; do not rely on memory; use flow patterns then checklist.

Radio communications: use standard phraseology; read back clearances; use call signs; maintain listening watch.

Security: ensure aircraft is secure; do not leave keys in aircraft; report suspicious activity.

Four forces: lift, weight, thrust, drag. In steady level flight, lift = weight, thrust = drag.

Lift = ½ ρ V² S CL. CL increases with angle of attack up to critical angle (stall).

Stall: occurs at critical angle of attack, regardless of speed, weight, or bank. Stall speed increases with weight (√(W2/W1)), bank angle, and load factor.

Induced drag: caused by lift; decreases with speed. Parasite drag: increases with square of speed. Total drag minimum at L/D max (best glide speed).

Load factor: in level turn, n = 1/cos(bank). In a 60° bank, n = 2; stall speed increases by √2 (41%).

Stability: positive static stability (tendency to return to equilibrium); positive dynamic stability (oscillations dampen). CG forward increases stability but reduces performance.

Asymmetric thrust: in twin-engine aircraft, critical engine is the one whose failure causes most adverse yaw; usually left engine (for clockwise rotating props).

Swept wings: delay shock wave formation at high speeds; but tip stall tendency; use vortex generators or washout.

Wake turbulence: generated by wingtips; avoid by flying above and upwind; wait 3 minutes for heavy aircraft.

Standard phraseology: use ICAO standard words and phrases; speak clearly and slowly; use phonetic alphabet for letters.

Call signs: use aircraft type and last three letters of registration (e.g., 'Cessna UP-ABC' or 'UP-ABC').

Read-back requirements: runway, altitude, heading, frequency, squawk, and clearances must be read back.

Distress: MAYDAY (3 times) on 121.5 MHz; include call sign, position, nature of distress, intentions.

Urgency: PAN-PAN (3 times) on 121.5 MHz; for urgent situation not immediate distress.

Radio failure: squawk 7600; in VMC continue VFR and land; in IMC follow last clearance; try alternate frequencies.

VFR communications: at uncontrolled aerodrome, make blind calls on unicom frequency (e.g., 123.5); at controlled, obtain clearance.

IFR communications: obtain IFR clearance before departure; read back; maintain listening watch; report position as required.

Emergency frequency: 121.5 MHz; guard frequency for civil; military 243.0 MHz.

VOR: very high frequency omnidirectional range; provides magnetic bearing from station; line-of-sight; range depends on altitude; accuracy ±1°.

NDB: non-directional beacon; ADF receiver; provides relative bearing; affected by static and night effect; accuracy ±5°.

DME: distance measuring equipment; provides slant range distance; accuracy ±0.5 nm or 3% of distance; paired with VOR or ILS.

ILS: instrument landing system; localizer provides lateral guidance (108-112 MHz); glideslope provides vertical guidance (329-335 MHz); markers provide distance.

GPS: global positioning system; provides position, speed, time; RAIM for integrity; WAAS for augmentation; use for navigation.

RNAV: area navigation; allows point-to-point navigation; uses VOR/DME, GPS, or INS; requires equipment approval.

Radar: primary and secondary; secondary uses transponder; provides position and identification; used for ATC.

Transponder: squawk codes; mode A (identification), mode C (altitude); mode S for data link; use as directed by ATC.

Approach aids: ILS, VOR/DME, NDB, RNAV (GPS); follow approach plates; use minima; go-around if not stabilized.