JOINT AVIATION AUTHORITIES AIRLINE TRANSPORT PILOT'S LICENCE Theoretical Knowledge Manual
PREFACE TO EDITION TWO, FIRST IMPRESSION
Chapter One Overview and Definitions
One point two GENERAL DEFINITIONS
Newton's second law of motion
Mach Number - The ratio of the True Air Speed to the speed of sound under prevailing atmospheric conditions.
One point four LIST OF SYMBOLS
SELF ASSESSMENT QUESTIONS
CHAPTER TWO - THE ATMOSPHERE
Two point one INTRODUCTION
Two point two THE PHYSICAL PROPERTIES OF AIR
Two point two point one STATIC PRESSURE
Two point two point two TEMPERATURE
Two point two point three AIR DENSITY
Two point three DYNAMIC PRESSURE
Two point three point one MEASURING DYNAMIC PRESSURE
Two point four RELATIONSHIPS BETWEEN AIR SPEEDS
Two point five point one errors and corrections
Two point five point two 'V' speeds
SELF ASSESSMENT QUESTIONS
CHAPTER THREE - BASIC AERODYNAMIC THEORY
Three point one THE PRINCIPLE OF CONTINUITY
Three point three STREAMLINES AND THE STREAMTUBE
SELF ASSESSMENT QUESTIONS
CHAPTER FOUR - SUBSONIC AIRFLOW
Four point two BASICS ABOUT AIRFLOW
Four point three TWO DIMENSIONAL AIRFLOW
SELF ASSESSMENT QUESTIONS
Five point one AERODYNAMIC FORCE COEFFICIENT
Five point two THE BASIC LIFT EQUATION
Five point three point one INTERPRETATION OF THE LIFT CURVE
Five point four VELOCITY - DYNAMIC PRESSURE RELATIONSHIP
Five point four point one DENSITY ALTITUDE
Five point four point two AEROFOIL SECTION LIFT CHARACTERISTICS
Five point five INTRODUCTION TO DRAG CHARACTERISTICS
Five point five point one LIFT/DRAG RATIO
Five point six EFFECT OF AIRCRAFT WEIGHT ON MINIMUM FLIGHT SPEED
Five point seven CONDITION OF THE SURFACE
Five point eight FLIGHT AT HIGH LIFT CONDITIONS
Five point ten WING TERMINOLOGY
Five point eleven WING TIP VORTICES
Five point twelve WAKE TURBULENCE:
Five point thirteen GROUND EFFECT
SELF ASSESSMENT QUESTIONS
Thirty-six. Take-off from an airfield with a low density altitude will result in:
Six point two PARASITE DRAG
Six point two point four FACTORS AFFECTING PARASITE DRAG
THE PARASITE DRAG FORMULA
The Induced Drag Coefficient (Cpi)
Six point six. AEROPLANE TOTAL DRAG
Six point seven. THE EFFECT OF AIRCRAFT GROSS WEIGHT ON TOTAL DRAG
Six point eight. THE EFFECT OF ALTITUDE ON TOTAL DRAG
Six point nine. THE EFFECT OF CONFIGURATION ON TOTAL DRAG
Six point ten. SPEED STABILITY
Six point eleven. POWER REQUIRED (Introduction)
SELF ASSESSMENT QUESTIONS
Seven point one INTRODUCTION
Seven point two CAUSE OF THE STALL
Seven point three THE LIFT CURVE
Seven point four STALL RECOVERY
Seven point six USE OF FLIGHT CONTROLS CLOSE TO THE STALL
Seven point seven STALL RECOGNITION
Seven point eight STALL SPEED
Seven point nine STALL WARNING
Seven point ten ARTIFICIAL STALL WARNING DEVICES
Seven point eleven BASIC STALL REQUIREMENTS
Seven point twelve. Wing design characteristics
Seven point thirteen. The effect of aerofoil section
Key facts one - Self Study
Seven point sixteen SUPER STALL PREVENTION - STICK PUSHER
Seven point seventeen FACTORS THAT AFFECT STALL SPEED
Seven point eighteen one-g stall speed.
Seven point nineteen effect of weight change on stall speed.
Seven point twenty-one the parallelogram of forces.
Seven point twenty-two using trigonometry to solve a parallelogram of forces.
Seven point twenty-three lift increase in a level turn.
Seven point twenty-four effect of load factor on stall speed.
Seven point twenty-five EFFECT OF HIGH LIFT DEVICES ON STALL SPEED
Seven point twenty-six EFFECT OF CG POSITION ON STALL SPEED
Seven point twenty-seven EFFECT OF LANDING GEAR ON THE STALL SPEED
Seven point twenty-eight EFFECT OF ENGINE POWER ON STALL SPEED
Seven point twenty-nine EFFECT OF MACH NUMBER (COMPRESSIBILITY) ON STALL SPEED
Seven point thirty EFFECT OF WING CONTAMINATION ON STALL SPEED
LEADING EDGE ICE FORMATION
Seven point thirty-one WARNING TO THE PILOT OF ICING-INDUCED STALLS
Seven point thirty-two STABILISER STALL DUE TO ICE
Seven point thirty-three EFFECT OF HEAVY RAIN ON STALL SPEED
Seven point thirty-four STALL AND RECOVERY CHARACTERISTICS OF CANARDS
Seven point thirty-five SPINNING
Seven point thirty-six PRIMARY CAUSES OF A SPIN
Seven point thirty-eight THE EFFECT OF MASS AND BALANCE ON SPINS
Seven point thirty-nine SPIN RECOVERY
Seven point forty SPECIAL PHENOMENA OF STALL
STALL AND RECOVERY IN A CLIMBING AND DESCENDING TURN
Seven point four one HIGH SPEED BUFFET (SHOCK STALL)
KEY FACTS two - Self Study
SELF ASSESSMENT QUESTIONS
KEY FACTS One - Correct Statements
KEY FACTS Two - Correct Statements
Factors which can affect reference stall speed are:
CHAPTER EIGHT - HIGH LIFT DEVICES
Eight point one. PURPOSE OF HIGH LIFT DEVICES
Eight point two. TAKE-OFF AND LANDING SPEEDS
Eight point three. C L max AUGMENTATION
Eight point five. TRAILING EDGE FLAPS
Eight point six. PLAIN FLAP
Eight point seven. SPLIT FLAP
Eight point eight. SLOTTED AND MULTIPLE SLOTTED FLAPS
Eight point ten. COMPARISON OF TRAILING EDGE FLAPS
Eight point eleven. C L max AND STALLING ANGLE
Eight point thirteen LIFT TO DRAG RATIO
Eight point fourteen PITCHING MOMENT
Eight point fifteen CENTRE OF PRESSURE MOVEMENT
Eight point sixteen CHANGE OF DOWNWASH
Eight point eighteen AIRCRAFT ATTITUDE WITH FLAPS LOWERED
Eight point nineteen LEADING EDGE HIGH LIFT DEVICES
Eight point twenty LEADING EDGE FLAPS
Eight point twenty point one KRUEGER FLAP
Eight point twenty point two VARIABLE CAMBER LEADING EDGE FLAP
Eight point twenty-one EFFECT OF LEADING EDGE FLAPS ON LIFT
Eight point twenty-three LEADING EDGE SLAT
Eight point twenty-four. AUTOMATIC SLOTS
Eight point twenty-five. DISADVANTAGES OF THE SLOT
Eight point twenty-six. DRAG AND PITCHING MOMENT OF LEADING EDGE DEVICES
Eight point twenty-seven. TRAILING EDGE PLUS LEADING EDGE DEVICES
Eight point twenty-nine. ASYMMETRY OF HIGH LIFT DEVICES
Eight point thirty. FLAP LOAD RELIEF SYSTEM
Eight point thirty-one. CHOICE OF FLAP SETTING FOR TAKE-OFF, CLIMB AND LANDING
FLAP RETRACTION AFTER TAKE OFF
CHAPTER NINE - AIRFRAME CONTAMINATION
Nine point two TYPES OF CONTAMINATION
Nine point three EFFECT OF FROST AND ICE ON THE AIRCRAFT
Nine point four. EFFECT ON INSTRUMENTS
Nine point five. EFFECT ON CONTROLS
Nine point six. WATER CONTAMINATION
Nine point seven. AIRFRAME AGING
SELF ASSESSMENT QUESTIONS
Ten point one. INTRODUCTION
Ten point two. STATIC STABILITY
Ten point four STATIC LONGITUDINAL STABILITY
STABILITY AND CONTROL PRINCIPLES OF FLIGHT
STABILITY AND CONTROL PRINCIPLES OF FLIGHT
Ten point five NEUTRAL POINT
Ten point seven TRIM AND CONTROLLABILITY
Ten point eight. GRAPHIC PRESENTATION OF STATIC LONGITUDINAL STABILITY
Ten point nine. CONTRIBUTION OF THE COMPONENT SURFACES
Ten point eleven EFFECT OF CG POSITION
CONCLUSIONS TO THE EFFECTS OF POWER
Ten point thirteen HIGH LIFT DEVICES
TRIM CL VERSUS ELEVATOR DEFLECTION
TRIM AIRSPEED VERSUS ELEVATOR DEFLECTION
EFFECT OF TRIM TAB SETTING
Ten point fifteen MANOEUVRE STABILITY
Ten point sixteen STICK FORCE PER 'g'
Ten point seventeen TAILORING CONTROL FORCES
Ten point seventeen point one STICK CENTRING SPRING
Ten point seventeen point two DOWN SPRING
Ten point seventeen point three BOBWEIGHT
Ten point eighteen LONGITUDINAL CONTROL
Ten point nineteen MANOEUVRING CONTROL REQUIREMENT
Ten point twenty-two DYNAMIC STABILITY
Ten point twenty-three LONGITUDINAL DYNAMIC STABILITY.
Ten point twenty-four LONG PERIOD OSCILLATION (PHUGOID)
Ten point twenty-nine CONTRIBUTION OF THE AEROPLANE COMPONENTS.
WING and NACELLES: The contribution of the wing to static directional stability is usually small.
Ten point thirty LATERAL STABILITY AND CONTROL
Ten point thirty-one STATIC LATERAL STABILITY
Ten point thirty-two CONTRIBUTION OF THE AEROPLANE COMPONENTS.
Ten point thirty-three LATERAL DYNAMIC EFFECTS
Ten point thirty-four SPIRAL DIVERGENCE
Ten point thirty-five DUTCH ROLL
Ten point thirty-six PILOT INDUCED OSCILLATIONS
Ten point thirty-seven HIGH MACH NUMBERS
Ten point thirty-eight MACH TRIM
Ten point thirty-nine SUMMARY - Self Study
Nine. When the CG is close to the forward limit:
Ten. The static margin is equal to the distance between:
Eleven. If a disturbing force causes the aircraft to roll:
Twelve. With flaps lowered, lateral stability:
Thirteen. Dihedral gives a stabilising rolling moment by causing an increase in lift:
Fourteen. A high wing configuration with no dihedral, compared to a low wing configuration with no dihedral, will provide:
Fifteen. At a constant IAS, what affect will increasing altitude have on damping in roll:
Sixteen. Sweepback of the wings will:
Seventeen. At low forward speed:
Eighteen. Following a lateral disturbance, an aircraft with Dutch roll instability will:
Nineteen. To correct dutch roll on an aircraft with no automatic protection system:
Twenty-one. A wing which is inclined downwards from root to tip is said to have:
Twenty-two. The lateral axis of an aircraft is a line which:
Twenty-three. Loading an aircraft so that the CG exceeds the aft limits could result in:
Twenty-five. What determines the longitudinal static stability of an aeroplane?
Twenty-six. Dihedral angle is:
Twenty-seven. Stability around the normal axis:
Twenty-eight. The Centre of Gravity of an aircraft is found to be within limits for take-off:
Thirty-one. If an aircraft is loaded such that the stick force required to change the speed is zero
KEY FACTS one - Self Study
KEY FACTS two - Self Study
CHAPTER ELEVEN - CONTROLS
Eleven point two. HINGE MOMENTS
Eleven point three. CONTROL BALANCING
Eleven point three point one. AERODYNAMIC BALANCE
Eleven point three point two Hydraulic Powered Flying Controls
a) Power Assisted Controls
b) Fully Powered Controls
c) Artificial Feel Q Feel
Eleven point five Longitudinal Control
Eleven point five point one EFFECT OF ELEVATOR DEFLECTION
Eleven point five point two DIRECTION OF THE TAILPLANE LOAD
Eleven point five point three ELEVATOR ANGLE WITH 'g'
Eleven point five point four EFFECT OF ICE ON THE TAILPLANE
Eleven point six LATERAL CONTROL
Eleven point six point two EFFECT OF WINGSPAN ON RATE OF ROLL
Eleven point six point three ADVERSE AILERON YAW
Eleven point six point four REDUCING ADVERSE AILERON YAW
Eleven point six point five INBOARD AILERONS
Eleven point six point six FLAPERONS
Eleven point six point eight COMBINED AILERON AND SPOILER CONTROLS
Eleven point seven point one TYPES OF SPEED BRAKE
Eleven point seven point two EFFECT OF SPEED BRAKES ON THE DRAG CURVE
Eleven point seven point three GROUND SPOILERS ( LIFT DUMPERS)
Eleven point eight DIRECTIONAL CONTROL
Eleven point eight point one EFFECT OF RUDDER DEFLECTION
Eleven point eight point two FIN STALL
Eleven point eight point four RUDDER RATIO CHANGER
Eleven point nine SECONDARY EFFECTS OF CONTROLS
Eleven point nine point one YAWING MOMENT DUE TO ROLL
Eleven point nine point two ROLLING MOMENT DUE TO YAW
Eleven point ten point one METHODS OF TRIMMING
Eleven point ten point two TRIM TAB
Eleven point ten point three FIXED TABS
Eleven point ten point four VARIABLE INCIDENCE (Trimming) TAILPLANE
Eleven point ten point five SPRING BIAS
Eleven point ten point six CENTER OF GRAVITY ADJUSTMENT
Eleven point ten point seven ARTIFICIAL FEEL TRIM
SELF ASSESSMENT QUESTIONS
Thirteen. An irreversible control:
Fourteen. Ailerons may be rigged slightly down (drooped):
Nineteen. The purpose of a differential aileron control is to:
Twenty. When displacing the ailerons from the neutral position:
Twenty-one. The purpose of aerodynamic balance on a flying control is:
Twenty-two. A horn balance on a control surface is:
Twenty-three. An aileron could be balanced aerodynamically by:
Twenty-four. Control overbalance results in:
Twenty-five. A control surface is mass balanced by:
Twenty-six. If the control wheel is turned to the right, a balance tab on the port aileron should:
Twenty-seven. The purpose of an anti-balance tab is to:
Twenty-eight. When the control column is pushed forward a balance tab on the elevator:
Twenty-nine. The purpose of a spring tab is:
Thirty. The purpose of a trim tab is:
Thirty-one. To re-trim after failure of the right engine on a twin-engine aircraft:
Thirty-two. To trim an aircraft which tends to fly nose heavy with hands off, the top of the elevator trim wheel should be:
Thirty-four. Following re-trimming for straight and level flight because of forward CG movement:
Thirty-six. An aircraft takes off with the elevator control locks still in position. It is found to be nose heavy:
Thirty-seven. On a servo tab operated elevator, if the pilot's control column is pushed forward in flight:
Forty. Spoilers on the upper surface of the wing may be used on landing:
Forty-one. Wing mounted spoiler surfaces may be used as:
Forty-two. Spoilers, when used for roll control will:
Forty-three. On an aircraft fitted with roll control spoilers, a roll to port is achieved by:
Forty-four. In a fully power operated flying control system control feel is provided by:
Twelve point one. INTRODUCTION
Twelve point two. STRAIGHT HORIZONTAL STEADY FLIGHT
Twelve point three TAILPLANE AND ELEVATOR
Twelve point four BALANCE OF FORCES
Twelve point five STRAIGHT STEADY CLIMB
Twelve point five point one CLIMB ANGLE
Twelve point five point two EFFECT OF WEIGHT, ALTITUDE AND TEMPERATURE.
Twelve point six POWER ON DESCENT
Twelve point seven EMERGENCY DESCENT
Twelve point eight point one ANGLE OF DESCENT IN THE GLIDE
Twelve point eight point three EFFECT OF WIND
Twelve point eight point four EFFECT OF CONFIGURATION
Twelve point nine RATE OF DESCENT IN THE GLIDE
Twelve point ten point one EFFECT OF WEIGHT ON TURNING
Twelve point ten point two RADIUS AND RATE OF TURN
Twelve point ten point three LOAD FACTOR IN THE TURN
Twelve point ten point four g LIMIT ON TURNING
Twelve point ten point five STALL LIMIT ON TURNING
Twelve point ten point six THRUST LIMIT ON TURNING
Twelve point ten point seven MINIMUM TURN RADIUS
Twelve point ten point eight TURN CO-ORDINATION
Twelve point eleven FLIGHT WITH ASYMMETRIC THRUST
Twelve point eleven point one YAWING MOMENT
Twelve point eleven point four ROLL AND YAW MOMENTS WITH ASYMMETRIC THRUST
Twelve point eleven point five MINIMUM CONTROL AIRSPEED
Twelve point eleven point six VMCA
Twelve point eleven point seven FACTORS AFFECTING VMCA
Twelve point eleven point nine FACTORS AFFECTING VMCG
Twelve point eleven point ten VMCL
Twelve point eleven point eleven FACTORS AFFECTING VMCL
SUMMARY OF MINIMUM CONTROL SPEEDS
Twelve point eleven point twelve PERFORMANCE WITH ONE ENGINE INOPERATIVE
Twelve point eleven point thirteen SINGLE ENGINE ANGLE OF CLIMB
Twelve point eleven point fourteen SINGLE ENGINE RATE OF CLIMB
Twelve point eleven point fifteen CONCLUSIONS
CHAPTER THIRTEEN - HIGH SPEED FLIGHT
Thirteen point two SPEED OF SOUND
Thirteen point three MACH NUMBER
Thirteen point four EFFECT ON MACH NUMBER OF CLIMBING AT A CONSTANT IAS
Thirteen point five VARIATION OF TAS WITH ALTITUDE AT A CONSTANT MACH NUMBER
Thirteen point six INFLUENCE OF TEMPERATURE ON MACH NUMBER AT A CONSTANT FLIGHT LEVEL AND IAS
Thirteen point eight PROPAGATION OF PRESSURE WAVES
Thirteen point nine NORMAL SHOCK WAVES
Thirteen point ten CRITICAL MACH NUMBER
Thirteen point thirteen OBLIQUE SHOCK WAVES
EFFECT OF SHOCK WAVES ON LIFT
EFFECT OF SHOCK WAVES ON LIFT CURVE SLOPE AND C L M A X
EFFECT OF SHOCK WAVES ON DRAG
EFFECT OF SHOCK WAVES ON THE C L over C D DRAG POLAR CURVE
EFFECT OF SHOCK WAVES ON THE CENTRE OF PRESSURE
THE EFFECT OF SHOCK WAVES ON FLYING CONTROLS
Thirteen point fifteen BUFFET
Thirteen point sixteen FACTORS WHICH AFFECT THE BUFFET BOUNDARIES
Thirteen point seventeen THE BUFFET MARGIN
Thirteen point eighteen USE OF THE BUFFET ONSET CHART (Fig. thirteen point twenty-four)
Buffet restricted speed limits: Using the data supplied:
Aerodynamic ceiling: at one hundred fifty tons can be determined by:
Load factor and bank angle at which buffet occurs: Using the data supplied:
SWEEPBACK (see Page thirteen point forty-three for Sweepback Fact Sheet)
THE ADVANTAGES OF A SUPERCRITICAL AEROFOIL
THE DISADVANTAGES OF A SUPERCRITICAL AEROFOIL
Thirteen point twenty AERODYNAMIC HEATING
Thirteen point twenty-two MACH CONE
Thirteen point twenty-three AREA (ZONE) OF INFLUENCE
Thirteen point twenty-four BOW WAVE
Thirteen point twenty-five EXPANSION WAVES
Thirteen point twenty-six SONIC BANG
Thirteen point twenty-seven METHODS OF IMPROVING CONTROL AT TRANSONIC SPEEDS
Supersonic Wave Characteristics
SELF ASSESSMENT QUESTIONS
Fourteen point two LOADS AND SAFETY FACTORS.
Fourteen point three LOADS ON THE STRUCTURE
Fourteen point four LOAD FACTOR
Fourteen point five THE MANOEUVRE ENVELOPE (V - n Diagram)
Fourteen point six THE CL MAX BOUNDARY
Fourteen point seven DESIGN MANOEUVRING SPEED, V_A
Fourteen point eight EFFECT OF AIRCRAFT WEIGHT ON V_A,
Fourteen point nine DESIGN CRUISING SPEED V_C
Fourteen point ten DESIGN DIVE SPEED V_D
Fourteen point eleven NEGATIVE LOAD FACTORS.
Fourteen point twelve THE NEGATIVE STALL.
Fourteen point thirteen MANOEUVRE BOUNDARIES.
Fourteen point fourteen OPERATIONAL SPEED LIMITS.
Fourteen point fifteen GUST LOADS.
Fourteen point seventeen EFFECT OF THE GUST ON STALLING.
Fourteen point eighteen OPERATIONAL ROUGH-AIR SPEED (VRA / MRA).
Fourteen point nineteen LANDING GEAR SPEED LIMITATIONS
Fourteen point twenty FLAP SPEED LIMIT
Fourteen point twenty-one AEROELASTICITY (AERO-ELASTIC COUPLING)
Fourteen point twenty-two FLUTTER.
Fourteen point twenty-three CONTROL SURFACE FLUTTER
SELF ASSESSMENT QUESTIONS
Fifteen point one INTRODUCTION
Fifteen point two MICROBURST
Fifteen point three WINDSHEAR ENCOUNTER DURING APPROACH
Fifteen point five "TYPICAL" RECOVERY FROM WINDSHEAR
Fifteen point six WINDSHEAR REPORTING
Fifteen point seven VISUAL CLUES
Fifteen point eight CONCLUSIONS
SELF ASSESSMENT QUESTIONS
Sixteen point one INTRODUCTION
Sixteen point two DEFINITIONS
Sixteen point three point one THRUST
Sixteen point three point two TORQUE (Propeller)
Sixteen point four CENTRIFUGAL TWISTING MOMENT (CTM)
Sixteen point four point one AERODYNAMIC TWISTING MOMENT (ATM)
Sixteen point five PROPELLER EFFICIENCY
Sixteen point five point one VARIATION OF PROPELLER EFFICIENCY WITH SPEED
Sixteen point seven POWER ABSORPTION
Sixteen point eight point one TORQUE REACTION
Sixteen point eight point two GYROSCOPIC EFFECT
Sixteen point eight point three SPIRAL SLIPSTREAM EFFECT
Sixteen point eight point four ASYMMETRIC BLADE EFFECT
Sixteen point nine EFFECT OF ATMOSPHERIC CONDITIONS
Sixteen point nine point one ENGINE AND PROPELLER COMBINED
Sixteen point nine point two ENGINE ALONE
JOG-fifteen/JOG-thirty Chart Organizers
Three-Ring Trifold Kneeboard
JAR FCL Student Pilot Route Manual
PN-one Navigation Plotter