Avia guru

Digital Flight Data Recorder (DFDR) allows to store the last 25h in fireproof and shockproof box with atrached underwater locator beacon. It is fitted in tail section of aircraft

Aircraft Integrated Data System (AIDS) - generates system reports in order to make maintenance easier.

Electrical

Generators maintain constant speed by drive mechanism known as an Integrated Drive Generator (IDG)

These three generators (APU included) are all identical and any one of them can supply entire aircraft electrical needs. For that Bus Tie Contractor (BTC) allows AC buses to be supplied from:
1. Only 1 engine generator
2. Only APU generator
3. Engine generator and APU generator
4. Both engine generators

External power has priority over APU generator

As a backup there is emer gen driven by RAM Air Turbine

On ground, if APU generator cannot be connected to electrical network, as soon as speed is below 50kts, all remaining display units are lost

Black CBs are not monitored by ECAM

GEN 1 LINE pb OFF position enables crew to isolate AC BUS system from GEN 1 and connect GEN 1 to output to L and R inner tank pumps 1.

Priority of different generators: engines, external power, APU

Main galley is shed automatically after loss of one generator

NAV normal position. Supplies full inertial data
ATT: IR supplies only attitude and heading information (in case of loss of nav capability)

ADIRS -> EFIS
-> FMGC
-> OTHER USERS

A330 has 3 separate but identical Air Data Inertial Reference Units

Each ADIRU combines Air Data Reference computer and a laser gyro Inertial Reference system

ADR and IR systems of each ADIRU operate independently and failure of one system will not cause failure of other.

ADR part provides:
1. Mach
2. Airspeed
3. Temperature
4. Overspeed warnings
5. Barometric altitude
6. Angle of Attack

IR part provides:
1. Track
2. Heading
3. Acceleration
4. Flight path vector
5. Aircraft position
6. Ground speed
7. Attitude

Pressurization

Pressurized areas are:
1. Cockpit
2. Avionics bay
3. Cabin
4. Cargo compartments

When outflow valve closes the cabin altitude will decrease (negative vertical speed)

If outflow valve is fully open, a lot of air is allowed to escape, cabin pressure will decrease, cabin altitude will climb (positive vertical speed)

For passenger comfort, automatic function will limit rate of cabin descent to MAX of approx 750ft per minute

Cabin differential pressure: pulses in green for advisory if above 1.5 PSI and in approach phase below 800ft. In amber when deltaP less than -0.4 PSI, deltaP greater than 8.5 PSI

Cabin vertical speed pulses in green when above 1750ft/min

Cabin altitude pulses for advisory when above 8800ft. Turns to red when above 9550ft

Normal operation, open circuit configuration - aircraft must be on ground with thrust levers not at T/O and skin temp above given threshold.

Closed circuit configuration in normal operation: aircraft must be in air or on ground with thrust levers at T/O and skin temp below given threshold

Ventilation may be found in ECAM PRESS page

BLOWER and EXTRACT pb switches in OVRD - system goes into smoke config and blower fan stops

Air conditioning packs

ACS controller sends a command to increase amount of hot air to be added. Cockpit TRIM AIR valve is controlled by active lane of ACS controller . FWD and AFT trim air valves are controlled by active lane of ACS controller 2.

We set cockpit zone temperature of 18 degrees thus trim air valve will close and cool pack output will supply cockpit zone

Outside ram airflow is directly supplied to mixer unit if cabin differential pressure is below 1 PSI.

Extraction fan will be running if on ground or if differential pressure is less than 1 PSI

Cargo heat - mid position of temp selector is approx 15 °C

Pack outlet temperature becomes amber if it is above 90°C

Pack compressor outlet temperature becomes amber if temperature is above 230 °C

ECAM COND: Zone duct temperature becomes amber when it is above 80°C

Duct inlet temperature becomes amber if it is above 80°C

HI flow is automatically selected regardless of PACK FLOW sel position when air is only being supplied by APU.

Pneumatic system supplies
1. Air conditioning
2. Wing anti ice
3. Water pressurization
4. Hydraulic reservoir pressurization
5. Engine starting
6. If installed, AFT cargo heating

HIGH pressured air can be supplied by engines, APU or ground air

BLEED: shows precooler inlet air pressure, precooler outlet air temperature

APU has priority over engine bleed

If APU is inop for bleed air supply, GND HP air unit can be connected to provide pneumatic pressure for engine start. In order to start ENG 2 first, you have to manually set X BLEED selector sw to OPEN.

BLEED valve open maintains delivery pressure between 40 and 50 PSI. HP valves are controlled automatically and maintains downstream pressure between 32 and 40 PSI.

PRECOOLER inlet pressure in green if between 4 and 57 PSI (in amber when out of range)

One ENG BLEED system cannot supply 2 packs and wing Anti Ice

EIS

2 ECAM displays and 4 EFIS displays

2 minutes after starting engines, on the left side of EWD, T.O. memo appears.

After 1500ft or 2 min after lift off appear all inhibited ECAM messages

5 minutes after engines shutdown, phase 10 of ECAM ends and phase 1 is activated for next flight, even if electrical system is not shutdown as for transit flight.

To rearm full ECAM detection and clear the cancelled caution, RCL key must be pressed for more than 3s.

G LOAD appears in amber when value is above 1.4g or below 0.7g during takeoff, in flight and landing.

GW is displayed in green when at least one engine has been started.

FG

AP/FD/ATHR are all integrated in FG

When AP/FD pitch or vertical mode controls a speed or Mach target, A/THR controls a fixed thrust level.

AP/FD controls vertical trajectory: A/THR is in SPEED or MACH mode

In case of ILS ground transmitter failure, AP/FD remains in LOC G/S modes. Localizer and glideslope deviations are lost and FD bars flash.

In case of dual receiver failure, LOC and G/S reverts to HDG-V/S, APs trip off and ILS scales are removed. Interrupt the approach unless you have runway in sight

LAND mode engages auto when aircraft is below 400ft and LOC and G/S are engaged. LAND mode can only be disengaged by GA

AUTOLAND red warning will be triggered below 200ft RA:
1. Both APs trip off
2. Excessive deviations in LOC or G/S
3. LOC signal is lost above 15ft or G/S above 100ft
4. Difference between RA indications occurs

AUTOTHRUST

If airpseed continues to drop (below low energy warning) and angle of attack increases above a given threshold "ALPHA FLOOR" function of A/THR is triggered. A/THR commands TOGA thrust

REVERSIONS

If an altitude constraint was targeted with CLB mode, it reverts to FCU selected altitude when OP CLB mode engages

Flight envelope limit speed protection (with FD ON, AP OFF) is done by AP or A/THR mode reversion so that:
At minimum speed or at max speed, FD bars are removed therefore A/THR reverts to SPEED A/THR mode in order to regain target speed.

Autothrust

SPEED: autothrust continuously adjusts thrust in order maintain target speed or mach e.g. during cruise or approach. Adjustable thrust

THRUST: autothrust sets given thrust e.g. MAX CLB or IDLE. Fixed thrust

When AP/FD vertical mode controls a trajectory e.g. altitude hold, V/S, G/S.. A/THR is in SPEED mode

When AP/FD vertical mode adjusts the aircraft pitch in order to keep a target speed or mach e.g. climb, descent.. A/THR is in THR mode

FMGS

Each FMGC computes its own aircraft position (FM position) from a mixed IRS position (from 3 IRS) and a computed radio position or GPS position. System then selects most accurate position considering estimated accuracy and integrity of each positioning equipment. If one IRS fails, each FMGC uses only one IRS (onside IRS or IRS 3).

Each FMGC computes a vector from its MIX IRS position to radio or GPS position - vector is called BIAS. And it is updated continuously if radio or GPS position is available

HIGH/LOW messages are computed on estimated data therefore even if LOW is displayed the accuracy check may be positive.

Navigation database is updated every 28 days.

Positive IDLE factor gives an earlier ToD and a negative one delays ToD. PERF factor relates to percentage which means that airline flight operations have evaluated a fuel deviation from basic performance model.

Vertical flight plan defined by:
1. Strategic data affecting overall F-PLN (idle, perf factor, CI, CRZ FL and temp, tropopause, wind and trip wind, ZFW, ZFWCG, block fuel)
2. Tactical data affecting a given phase of flight
3. Weather data
This data is either inserted from the crew or stored in performance database.

For NPA a lateral deviation is shown if on MCDU PROG page, RNP has been set to a value at or below 0.3 NM

AFS

FMGS = 2 x FMGCs

1. Flight management
Navigation, flight planning, performance optimisation, predictions, display management
2. Flight guidance
Autopilot commands, autothrust commands, FD commands
3. Flight augmentation
Flight envelope compution, maneuvering speed computation, windshear detection, a floor protection

One FMGC is declared master (if AP1 is ON, FMGC 1 is master). It determines which a/thr channel is operative

When BIRD is OFF, your flight reference is attitude of aircraft, when BIRD is ON, your flight reference is flight path vector (aircraft trajectory)

SPEED mode engaged for a/thr. It means that autothrust will manage thrust to track the target speed.

A320

Length: 37.57m
Width: 3.95m
Width (horizontal stabilizer): 12.45m
Height: 12.14
Wingspan: 34.10m
Ground clearance (engines): 0.56m
Between main landing gear: 7.59m

If the wing clears the obstacle so do the tail, as it falls inside the radius of wing.

Unpressurized:
1. tail cone
2. main gear bay
3. air cond packs
4. nose gear bay
5. radome

When on ground or below 30ft RA, a ground roll guidance command bar is displayed, provided a localizer is tuned. It shows the flight director yaw orders to keep runway centerline.

Speed trend arrow shows value that will be attained in 10s if acceleration (decelaration) remains constant.

The wind which has been entered on PERF APPR page, will be used to compute a minimum energy level. It relates to the ground speed the aircraft will have at touchdown and is called GROUND SPEED MINI

Red ribbon to the right of altitude scale represents ground reference based on radio altitude information. It appears when RA is below 570ft

FMA 5 collumns
1. Autothrust modes
2. AP/FD vertical modes
3. AP/FD lateral modes
4. Approach capabilities
5. AP/FD/ ATHR engagement status

In event of mode or range data failure, ND defaults to ROSE NAV with 80nm range

PFD/ND XFR pb - if PFD unit displays ND image, weather radar image is not available on ND image

Repair interval

Landing gear may be extended below 25000ft

When aircraft exceeds MLW structural considerations impose ability fo touch down at 360 ft/min without damage

If vertical speed exceeds 360ft/min at touch down maintenance inspection is required

Flight crew must report any type of overspeed event

When flying through clouds and precipitation, static electricity is formed in aircraft due to friction against fuselage. It is called precipitation static and phenomenon that can be noticed as small sparks on sharp edges is known as corona.

Autoland is available with one engine inop

In case of engine flame out during missed approach, MAP is first priority

RA always requires flight safety report to be filed

Proximate traffic - within 6 NM and within +/-1200ft

Volcanic ash - limited no-fly zone 1, potential contamination zone 2, Zone 3 is expected to have no restrictions

WET RUNWAY
25% contamination of the runway with water depth less than 3 mm

MEL
MEL is drawn up by the operator

ILS
on an ILS you are told that weather has dropped below company minima. Approach should be aborted at OM or equivalent position. Where no OM or equivalent exists, approach shall not be continued beyond 1000ft AAL

GUST
a horizontal tailwind gust may cause an aeroplane to descend

VORTICES
without wind tip vortices created by an airplane at take-off separate on each side of runway

SEARCH & RESCUE
Phases: uncertainty, alert, distress

WAKE TURBULENCE
wake turbulence increases when aeroplane has a high mass and low airspeed

MEGAPHONE
aeroplanes with max operational passenger seating config of 100 and more and carrying at least one passenger shall be equipped with 2 portable battery-powered megaphones

LVO
check whether or not aircraft is approved for LVO you will check AFM

PBN

Area navigation - RNAV

PBN replaces procedures for RNP, BRNAV (basic area navigation) and precision area navigation (PRNAV). PBN is a change to RNP standards.

*Navaid or ground based nav aids, on board nav aids
*navigational specifications or RNP/RNAV limitations
*navigational application

ABAS - aircraft based augmentation system

APV - approach procedures with vertical guidance

RNP5/RNAV5 - capability of aircraft to contain nav accuracy within a radius of +/- 5NM 95% of time

Closed termination - flying rnav star without atc guidance

Open transition - when approaching to final need radar vector from ATC

Databases once checked are updated every 28 days.

Jeppesen charts are updated every 14 days and sent to pilots in form of revisions to existing charts

RNAV 1 or RNP 1 - precision navigation within terminal area of airport for departures or arrivals with navigational accuracy of +/- 1 NM 95% of time or a RNP 1.

RNAV was implied starting in 1970

BRNAV = RNAV 5 PRNAV = RNAV 1

PBN offers consistency in RNAV/RNP procedure design and ex*****on on world wide basis.

Operators using PBN allows reduction of congestion on ground

MNPS - minimal navigational performance specification

Outside of 30 NM from an airport the accuracy of SIDs/STARs changes to 2 NM

First aid

ESET - emergency and safety training

The circulating air in aircraft cabins has only about 10% humidity, causing the body to become dehydrated

Disruption of circadian rhythm causes jetlag.

Valsalva maneuver - when ears are blocked

Fainting is temporary loss of consciousness caused by inadequate supply of blood to brain and is a mild form of physical shock

ABC - airway breathing circulation

Coma position - evaluate breathing regularly with 2-3 min intervals, for better circulation roll person to opposite side every 20 min, if person stops breathing lay person flat and begin CPR

Life threatening conditions:
Severe bleeding
Shock
Stopped breathing and circulation (leads to irreversible brain damage in 3-5 min)

BLS - basic life support
Administer 30 compressions. They should be administered at a rate of approx 100 per min. Give 2 breaths after every 30 compressions.
Apply 5 cycles of resuscitation (30:2) before you call help. Same for children

For infants:
5 gentle breaths (each about 1s)
15 chest compressions
Approx 100 per minute
15:2

Myocardial infarction (acute heart attack) - cause is a blood clot forming in a diseased coronary artery, blocking the flow of blood to heart muscle.

Angina pectoris - supply of blood and oxygen to part of heart is decreased due narrowing coronary arteries. Pain lasts 5-10min

Shock - depressed condition of body functions due to poor blood circulation throughout the body following a serious physical or emotional condition

Bleeding - escape of blood from vascular system as result of rupture of blood vessel.

Epilepsy (convulsions) - common chronic neurological disorder, characterized by temporary loss of consciousness due to abnormal electrical activity in CNS accompanied by recurrent seizures

Burns
1 degree - effect only epidermis
2 degree - effect epidermis and dermis
3 degree - destroy epidermis and dermis layers

FAK - first aid kit

Hepatitis: inflammation of liver usually caused by viral infections (A, B, C)

Meningitis: inflammation of membranes that surrounds brain and spinal cord. It is usually caused by bacteria or viruses.

Tuberculosis - disease caused by a germ that usually attack thr lungs

AIDS - ACQUIRED IMMUNITY DEFICIENCY SYNDROME caused by human immunodeficiency virus (hiv)

Malaria - caused by 4 different types of single celled parasite plasmodium

Sudden impact to joint can cause 2 connected bones to separate. This type of injury is commonly known as dislocation

Emergency treatment include medical care given by a licensed professional

Cold weather operations

Frost below wing can be easily seen and if pilot didnt see any there it would be unlikely that there would be any above wing

Buildup on upper surface of wing Reduce wing lift by 30% and increase drag by 40%

Rwy contaminated when 25% is covered by contaminant

Snowtam max valids up to 24 h

Fluids typically heated AT OR ABOVE 60°C

First - deicing and then anti icing

De icing fluids -
heated water,
newtonian fluid (ISO or SAE or AEA Type 1),
Water+ type 1
Non-newtonian fluid (ISO or SAE or AEA Type II, III, IV;
WATER + type II, III / IV

ANti icing fluids
Newtonian fluid
Non-newtonian fluid
Water + type 1
Water+ type II, III / IV
Applied non heated and on clean aircraft surfaces

Type I fluids
Freezing point at least 10°C below OAT

LOUT - lowest operational use temperature

Ttpe II / III / IV
Lower temperature application limit of -5°C

Anti icing only is not permitted

Holdover time starts at applicatiom of anti icing

Type 1 - no additional holdover time is added by increasing concentration (differently with Type II/III/IV fluids)

If anti icing fluid becomes saturated with snow or ice, aircraft must be anti iced following de icing.

NAT - HLA (MNPS)

HLA - high level airspace

Specific requirement to operate in HLA - carry ELTs which must operate exclusively on frequency 406 MHz but also include homing capability on frequency 121.5 MHz

PBCS - performance based communication and surveillance

PBCS: from march 29th 2018 it is a requirement for NAT tracks between FL350-390

RCP240 and RSP180 capability required

RLAT(reduced lateral airway tracks) from january 4th 2018, Shanwick and Gander increase number of RLAT - most tracks between FL350-390 will now have 25 NM separation between them and 5 minute spacing

ATAs - actual time of arrival
ETASs - estimated time of arrival

Aircrafts are generally given min spacing of 10min between them at the oceanic entry points when operating in HLA (5min on approved routes from FL350-390 on some tracks). In order to keep this separation, any change in ATA/ETA of 3 min or more at oceanic entry point or amy subsequent wypoint requores communication with ATC facility controlling aircraft to assure safe operation

OFAWS - operations without assigned fixed speed

Clearance with an assigned speed
No speed assignment

Lateral navigation (operating in HLA):
Accuracy requirements for navigation systems
Necessity of standby equipment with comparable
Performance ability

Required Navigation Performance RNP
Tracks have 30 NM lateral separation with RNAV 10/ RNP 10 (navigational limit of +/-10 NM 95% of flying time)

Certain routes use an RNAV 4/ RNP 4 airway navigation limit

HLA in Pacific is RNP 10, 95% of flying time

GNE - gross navigational error is defined as deviation of 10 NMs or more off course

LRNS - long range navigational system

To fly NAT unrestricted aircraft must posses at least 2 fully servicable LRNS

Number of special routes are available for aircrafts with 1 LRNS. In unrestricted, if 1 LRNS fails, aicraft still can continue on HLA airspace on special route

OTS - organised track system (eastbound in evenings, westbound in mornings)

Eastbound controlled by Gander oceanic and westbound controlled by Shanwick oceanic

OAC - oceanic air control centre

For westbound routes most northerly track is designated Track A and another ones B, C..
For eastbound routes most southerly track designated Z and another ones Y, X..

Carriage of Track message is mandatory for all crews on NAT even if not flying OTS
Cruising level: since 2017, no longer need to file ICAO standard cruising level in NAT airspace

Flight approved for HLA should selexct X in flight plan, W also should be selected to indicate that flight is approved for RVSM

Flights without HF communications must not be conducted in Shanwick OCA

Blue Spruce Routes are best example of routes for aicraft with limited comms and nav capability

Pilots should request their oceanic clearance at least 40 min prior to ETA to oceanic entry point

NAT - north atlantic track

Oceanic clearance: route, true M number and FL

Atc loop errors and waypoint insertion errors

Position reports can be made: HF, satcom, datalink comms, passed through other aircraft via VHF on freq 123.45 MHz

Crossing NAT must be equipped with ACAS / TCAS version 7.1 or later

RAIM - receiver autonomous integrity monitoring systems require 5 satellites to detect presence of 1 single faulty satellite

FDEP - fault detection and exclusion programme

SLOP - strategic lateral offset procedure (reduce problems with wake turbulence). Procedure is mandatory. Pilots should use acas, visual acquisition or radio comms to select best offset

If comm cannot be obtained with ATC
2019 March 28th - crew should initially turn at least 30 degrees from centerline left or right, offset 5 NM from centerline and climb or descent 500ft from assigned FL

Primary comm in NAT is via HF SSB

Operators should report all altitude deviations of 300ft or more from assigned FLs on the appropriate form, even for events caused by moderate or severe turbulence

Special procedures for in flight contingencies are for flights that must deviate for weather, medical emergrncy, diversion, turn around or descent rapidly

UPRT

Turbulence mainly caused by
*jetstream
*convective activity
*mountain waves
*winshear

Mechanical turbulence - mountains act as obstruction to wind

Angle between chord line and relative wind - AoA

Camber - amount of curve of wing on top surface measured from centerline of wing

Motion about aircrafts longitudinal axis is roll, its lateral axis is pitch and its vertical axis is yaw.

Flight control surfaces are added trim tabs to help stabilise the aircraft movements

Stability - static (positive, neutral, negative) and dynamic (positive, neutral, negative)

Stability affects:
Maneuvrability
Controllability

Nose down tendency - tuck. Increasing speed near to M 1.0, shockwaves are generating on the wing which leads wing CP to move increasingly aft

Lack of effective downwash on horizontal stsbiliser because of disturbed airflow over the wing - thats primary reason for development of T tail configuration on some jet aircrafts

One airspeed pilot should have firmly fixed in memory is manufacturers recommended gust pe*******on speed.

Jet airplane wing designed primarily for high speed flight, has relativrely poor low speed characteristics

Environmentally induced upset
Upset from system anomalies
Pilot induced causes
Combination of 2 or more of the above

Kinetic energy which increases with increasing speed
Potential energy or stored energy which is approx proportional to altitude
Chemical energy from fuel in tanks

Airspeed can be traded for altitude and vice versa
Stored energy can be trade for altitude or airspeed

Wing with dihedral will develop stable rolling moments with sideslip.
Wing sweep is beneficial for high speed flight because it will delay compressibility effects
Sideslip on a swept wing airplane results in larger rolling moment that on straight wing airplane
Rudder input produces sideslip and contributes to dihedral effect
At high AoA aileron and spoiler controls become less effective
Rudder is still effective and can assist in certain recoveries in low speed and high AoA situations but still must be used only as necessary to recover from an upset condition

1. Assess the energy
2. Arrest flight path divergence
3. Recover stabilized flight path

EGPWS

Don Bateman invented GPWS

GPWS will not detect aircraft closure rate until it is too late for evasive action

In 2002 EGPWS came into force and solve the problem combining worldwide digital terrain database with GPS

EGPWS had to be installed in foreign air carriers operating in US until October 1st 2007 (5,7t or more than 9 seats)

FAR 121.354 requires airplanes to be equiped with terrain warning systems

TAWS is required for all aircraft >15000kg or 30 seats, 1st January 2005

Original GPWS concept relied on info gathered from air data system and radio altimeter.
EGPWS uses data from satellite systems and databases containing info on digital evaluation model and aeronautical darabase

Internal database consists of 4 subsets

Potentially dangerous terrain conditions (modes 1-4)
Below glideslope conditions (mode 5)
Descent below predefined altitudes or excessive bank angle (mode 6)
Severe windshear (mode 7)
Runway awareness advisorys RAAs

Mode 1 excessive descent rate, computed on ROD "sinkrate, sinkrate"
Inner boundary "pull up, pull up"

Mode 2 excessive closure with terrain. 2A and 2B
2A flaps not in landing configuration and aircraft not on glideslope centerline
"Terrain, terrain"; if continues to pe*****te repeatedly "pull up"
2B provides desentisized alerting envelope to permit normal landing approach maneuvers close to terrain without unwanted alerts. Auto selected with flaps in landing conf or when making ils, or during first 50s after takeoff
"Terrain, terrain"; "pull up pull up"

Mode 3 altitude loss after takeoff or low altitude after go around (less than 245ft or 150ft AGL)
"Dont sink, dont sink"

Mode 4 unsafe terrain clearance 4A 4B 4C
4A during cruise and approach, below 1000ft agl and above 190kts - too low terrain; below 500ft AGL and less 190kts - too low gear
4B during cruise and approach with gear in landing conf; below 1000ft AGL and above 159kts "too low terrain"; too low flaps
4C during takeoff with either gear or flaps NOT in landing conf; based on MTC minimum terrain clearance floor. Too low terrain

Mode 5 excessive deviation below glideslope
Soft (glideslope) and hard area (glideslope, glideslope)

Mode 6 advisory callouts. These callouts consist of predefined radio altitude based voice callouts or tones and an excessive bank angle warning
"Minimums" "five hundred" "one hundred" "fifty" "forty" "thirty" "twenty" "bank angle, bank angle"
Inhibited below 5 feet

Mode 7 windshear alerting
"Caution windshear" "windshear windshear"
Active until altitude of 1500ft AGL

RAAS - aural only advisory function. It is not intended for navigational purposes. Uses GPS position, heading, groundspeed and rwy database. "Approaching one one" "on runway three four left" "one thousand remaining"
Non routine callouts "on taxiway on taxiway"
"Approaching three four right, three thousand remaining"

Self test consist of 6 levels
Level 1 go/no go test
Level 2 current faults
Level 3 configuration
Level 4 fault history
Level 5 warning history
Level 6 discrete test

CFIT / ALAR

APPROACH AND LANDING ACCIDENTS - ALAR

CFTT - controlled flight toward terrain

EGPWS - uses radio altimeter to avoid terrain

Grid MORA - provides 1000ft obstacle clearance below 5000ft and 2000ft clearance above 5000ft

MEA - lowest altitude on an airway that provides at least 1000ft obstacle/ terrain clearance and adequate navaid coverage along entire segment of airway

MOCA - assures terrain clearance of at least 1000ft (flat terrain) or 2000ft (mountainous terrain) and assures acceptable navigational signal coverage within 22NM of VOR

Where are we?
Where are we going?
What could get in our way?

East uses meters for altitude and in most cases qfe instead of qnh. USA uses inches of mercury, we use hPa and East uses mm of mercury

DANGEROUS GOODS

IAEA - international atomic energy agency

Annex 18 Convention to ICA

IATA - international air transport association

SCoETDG - subcommittee of experts on transport of dangerous goods

Recurrent training - every 24 months

Retail packaging containing more than 24% but not more than 70% alcohol by volume in receptacles not exceeding 5L. With a total net quantity per person of 5L.

Non-removable batteries exceeding 0.3 g lithium metal or 2.7 Wh in registered luggage FORBIDDEN

PED - portable electronic devices. Persons are limited to 15 PED.

Non-toxic, non flammable aerosols must not exceed 2kg or 2L and net quantity of each single article must not exceed 0.5kg or 0.5L

Termometer - medical or clinical, one per person, when it is in protective case. In checked baggage.

Class 1. Explosives - divided into 6 divisions. All leters from A through S are used for compatibility groups (35)

Class 2. Gases. All gases are divided into 3 divisions.
Class 3. Flammable liquid
Class 4. Solids. 3 divisions
Class 5. Divided in 2 divisions
Class 6. Toxic and infectious. Divided into 2 divisions
Class 7. Radioactive material
Class 8. Corrosive
Class 9. Miscellaneous

Packing group I - high danger
Packing group II
Packing group III - low danger

SDS - safety data sheets - basic documents which prove classification of substance as well as UN number, class/divisions and sub risk and proper shipping name

Hazard labels and handling labels (orientation labels, cryogenic, keep away from heat, cargo aircraft only, magnetized material)

GHS - globally harmonized system.

Required documents - shippers declaration for DG (2 colored copies at least), airwaybill, NOTOC

More than 3000 substances as Dangerous Goods. This information provided in Blue pages
(IATA DGR Book table 4.2)

UN - united nations

ERD - emergency response drill code

11 may 1996 valujet from miami to atlanta reported fire on board.

1.acceptance (50 questions) 2. Storing 3. Loading

ULD - unit load device

You must provide proper shipping name, un number, loading location to atc in case of emergency by using notoc

Goods declared in general description but includes dangerous goods - defined as hidden dangerous goods

Operator is responsible to inform passengers about dangerous goods