Aviation Knowledge Notes
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Aviation Theory Study and Exam Question Bank
Here are the Boeing 757/767 aircraft theory study and exam questions from the Shanghai Airlines Flight Operations Department. You can use them to test your aviation knowledge and see what score you can get. These are actual questions for the 757/767 pilot license exam.
http://fly.shanghai-air.com/flyiis/main/salplms/lab/salplms20090527-1.htm
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Principles and Usage of the Pressure Altimeter
Altimeter Barometer
1. The Altimeter requires Standard Atmospheric Pressure as a reference
The principle of the pressure Altimeter is based on measuring atmospheric pressure and converting that pressure into altitude readings. However, the relationship between atmospheric pressure and altitude is not simple enough to be expressed by a single formula. For example, the closer to the ground, the higher the air density; the higher from the ground, the lower the air density. Additionally, at the same atmospheric pressure, temperature changes have a significant effect on altitude. Therefore, it is impossible to obtain a reliable altitude figure solely from a pressure reading.
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METAR Aviation Routine Weather Report Format Study Notes
Here is a review note summarizing the format of the METAR (Meteorological Terminal Aviation Routine Weather Report).
For example, today’s weather at Haneda Airport: METAR RJTT 230900Z 18011KT 9999 VCSH FEW020TCU SCT030 BKN100 24/19 Q1005 NOSIG RMK 1TCU020 4CU030 6AC100 A2970 TCU 10KM N MOV UNKNOWN
Format
1. Report Type Divided into routine METAR reports (METAR) and special weather reports (SPECI). e.g., “METAR”
2. Station Identifier Each station is identified by a four-letter code determined by the International Civil Aviation Organization (ICAO). e.g., “RJTT” represents Haneda Airport.
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How to Check NOTAMs
It turns out you can check this on the official FAA website. Simply enter the airport code or the Flight Information Region (FIR) code, and you can query information for up to 50 airports at once. https://www.notams.faa.gov/dinsQueryWeb/ It really is convenient.
You can see that after entering the Fukuoka FIR (RJJJ), even U.S. military training information was found. Although this is flight simulation, let’s keep our distance. J2770/13 - MULTIPLE U.S.MIL ACT WILL BE CONDUCTED WI FUKUOKA FIR AS FLW, BOUNDED BY THE POINTS 2541N12852E 2548N12902E 2544N12926E 2544N13011E 2543N13036E 2541N13045E 2453N13004E TO POINT OF ORIGIN. ATC WILL NOT CLEAR NON-PARTICIPATING IFR FLT THRU THIS AREA. RMK/MISSION NAME:MIKE. FL055 - FL400, 0900/1500, 10 JUN 09:00 2013 UNTIL 14 JUN 15:00 2013. CREATED: 03 JUN 03:19 2013
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Querying Flight Information Region FIR
I discovered that querying Flight Information Region (FIR) information is very easy on this website: http://gis.icao.int/Flexviewer/
Simply by clicking the mouse on a location on the map, the local FIR information will pop up in a dialog box. The method of use is very simple, and it is highly recommended.
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Free Weather Information Provided by NOAA
The free weather information website from NOAA (National Oceanic and Atmospheric Administration) Aviation Weather Center
If you don’t quite remember the detailed explanations for the various data in METARs, you can refer to the notes I wrote: METAR Aviation Routine Weather Report Format Summary.
Simply by entering the 4-letter airport code here, you can obtain the Aviation Routine Weather Report METAR and Terminal Aerodrome Forecast TAF information. For example, for Beijing Capital International Airport, enter ZBAA and the results are here, such as
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Various Speeds
Vs0 －－ The stall speed or minimum steady flight speed in the landing configuration. In small aircraft, this is the power-off stall speed at maximum landing weight in the landing configuration (gear and flaps fully deployed). The lower limit of the white arc on the Airspeed Indicator.
Vfe －－ The maximum speed with flaps extended.
Vs1 －－ The stall speed or minimum steady flight speed obtained in a specific configuration. For most aircraft, this is the power-off stall speed at maximum takeoff weight in a clean configuration (gear retracted, and flaps retracted if retractable). The lower limit of the green arc on the Airspeed Indicator.
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Observing Airliner Crosswind Takeoff
I recently visited Osaka International Airport again to observe aircraft takeoffs and landings at the approach end of Runway 32L. The set of photos below captures a sequence of a Boeing 777 jet airliner taking off in a left crosswind. This might be helpful for understanding aircraft control, so here is a brief summary.
Generally, after starting the takeoff roll, pilots use the cross-control technique (sideslip method): apply light left rudder, and point the nose slightly into the wind (to the right) to counteract the left crosswind’s weathercock effect; simultaneously, the left crosswind creates uneven Lift on the wings—greater on the left, less on the right. To maintain balance, the pilot applies left aileron input to decrease the Lift on the left wing. Consequently, the Lift on both wings is roughly equal, the aircraft remains in a basically balanced and stable state, and the nose points essentially toward the center of the Runway.
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Various Altitudes: MEA MOCA MORA MAA MCA MRA
Source: Jeppesen Chart Tutorial MEA Minimum Enroute Altitude The minimum altitude between radio fixes, usually plotted above or below the route box, such as "←10000 8000→", "←6500", "→9900"; arrows indicate the direction of flight. MOCA Minimum Obstruction Clearance Altitude The published effective minimum obstacle clearance altitude between radio fixes, indicated by altitude and the suffix "T", such as 1300T. Enroute MORA Enroute Minimum Off Route Altitude Provides obstacle clearance clearance within 10 nautical miles of the route centerline and fixes, indicated by altitude and the suffix "a", such as 1300a. MAA Maximum Authorized Altitude The highest usable altitude or flight level published for a airspace or route segment (due to technical limitations, ground-based navigation equipment limitations, etc.), indicated by altitude and the prefix "MAA", such as MAA 25000 or MAA FL240. MCA Minimum Crossing Altitude The minimum flight altitude required to cross certain fixes when an aircraft transitions from a route segment with a lower MEA to a segment with a higher MEA, indicated by altitude, route, direction, and the prefix "MCA", such as "MCA V-283-372 7400E" indicating a minimum crossing altitude of 7400 feet for eastbound flight along V-283 or V-372. MRA Minimum Reception Altitude The minimum altitude at which intersection position can be determined, indicated by altitude and the prefix "MRA", such as MRA 9500. -
MVFR and LIFR
- VFR (Visual Flight Rules, 目视飞行规则) conditions: Visibility 5 miles or more, ceiling 3,000 feet or higher
- MVFR (Marginal VFR, 临界VFR) conditions: Visibility 3-5 miles, ceiling 1,000-3,000 feet
- IFR (Instrument Flight Rules, 仪表飞行规则) conditions: Visibility less than 3 miles, ceiling 1,000 feet or lower
- LIFR (Low IFR): Visibility 1 mile or less, ceiling 500 feet or lower
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China Aviation Flight Technical Manual FCOM FCTM AFM QRH
I discovered that Shanghai Airlines’ Aircraft Technical Manual is actually publicly available online for anyone to view—what a find.
I opened a few files to take a look, and sure enough, they are authentic and valuable resources. Furthermore, the update dates are very recent, making them well worth studying for aviation enthusiasts.
Below are a few screenshots of the website. You can see that it includes manuals for aircraft types such as the A321, B737, B757, B767, and CRJ200.
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A Discussion on Trim Tab Control Methods
1. What is Trim?
Trim tabs are devices used to fine-tune the three primary flight controls (Ailerons, Rudder, Elevator). While large aircraft typically feature all three types, small aircraft are often only equipped with Elevator Trim. By adjusting the position of the trim tab, the control pressure on the three controls can be reduced to zero. This means the pilot no longer feels any resistance in their hands—a state known as being “trimmed out.” This serves to reduce fatigue during flight. At this point, even if the pilot removes their hands from the yoke, the aircraft will continue to fly normally and stably.
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Introduction to Official Websites for Airport and Route Information — ATMB of CAAC, Aviation Information Service Center, aischina.com
The Air Traffic Management Bureau of the Civil Aviation Administration of China (CAAC ATMB), abbreviated as the “ATMB”, is responsible for formulating rules, regulations, and technical standards for civil aviation air traffic management and operations in China. The main documents include:
- Aeronautical Information Publication of China Civil Aviation (NAIP)
- Aeronautical Information Publication of China Civil Aviation Amendments
- Aeronautical Information Publication of China Civil Aviation Supplements
- Aeronautical Information Circulars (AIC)
- etc.
The NAIP is divided into GEN (General), ENR (En-route), and AD (Aerodrome). It includes Aerodrome Charts, Parking Position Charts, Standard Instrument Arrival Charts (STAR), Instrument Approach Charts, Standard Instrument Departure Charts (SID), Aerodrome Obstacle Charts, Precision Approach Terrain Charts, En-route Charts, Area Charts, Air Corridor Charts, Fuel Dumping Areas, and other information.
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E6B Flight Computer App on iOS -- iE6-B
This is the third blog post about the E6B. The more I learn and use it, the more I realize the E6B is truly a great tool. I hope everyone can learn how to use it. After all, the principles aren’t too difficult; just use it frequently, and you’ll naturally remember it.
Alright, back to business. You can now use the E6B on iPhone/iPad. This is the iE6-B app. You can find it by searching the App Store. This software is paid, costing $1.99. I think it’s good value for money, so I’m recommending it to everyone.
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Title: Aileron Control During Crosswind Takeoff
Here is a summary of a topic from a BBS.
Regarding Aileron Control During Takeoff Taxiing:
- In calm or headwind conditions, keep the ailerons basically neutral.
- In crosswinds exceeding 30 degrees, you need to turn the ailerons into the wind before starting to taxi. 2-1. In a 90-degree crosswind (i.e., direct crosswind), turn the control wheel fully into the wind. 2-2. In a 60-degree crosswind, turn the control wheel about 2/3 into the wind. 2-3. In a 30-degree crosswind, turn the control wheel about 1/3 into the wind.
As speed gradually increases, the effectiveness of the rudder also increases. Therefore, you can gradually reduce the aileron deflection as speed increases. Ultimately, just as the aircraft leaves the ground, the ailerons should be slightly turned into the wind. In order to fly straight aligned with the Runway direction, once the aircraft is fully airborne, it is necessary to fly using a Wind Correction Angle (WCA).
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A Brief Discussion on Propeller Slipstream and P-Factor in Small Single-Engine Propeller Aircraft — Why Does My Plane Always Turn Left?
Most beginners to flight simulation encounter a common issue: after a small single-engine propeller plane accelerates on the ground, takes off, and leaves the ground, it fails to proceed in a straight line and instead veers constantly to the left. First of all, congratulations! The software you are using is authentically simulating the effects of aircraft aerodynamics. You have chosen excellent software!
Of course, X-Plane is precisely this kind of software that authentically simulates aerodynamics. You should know that its commercial version is certified by the Federal Aviation Administration (FAA) as an official simulator for pilot training. The flight control models in the home version we generally use and the commercial version of X-Plane are identical. Therefore, using X-Plane delivers an extremely realistic flying sensation, including propwash and P-Factor. In a foreign X-Plane forum I frequently follow, there was a discussion regarding realism, and some pilots with commercial licenses spoke highly of this software.
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The Joy of Reading Charts
I previously read an English article introducing how to fly actual airline routes using X-Plane, and I found it very helpful. So, I downloaded and printed out real-world charts from the internet, carefully checked the flight route according to the instructions in the article, and drew it out on paper, which deepened my understanding of the airway significantly. The routes and chart materials introduced in the above text are as follows: 1 Cincinnati/Northern Kentucky International Jodub Two Standard Instrument Departure 2 High Altitude Enroute Chart US (HI) #4
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Free SkyVector Chart Website
Today, the flight chart website SkyVector has launched a worldwide charts service, and it’s free—truly a generous offering.
The service features a Google Maps-style interface with smooth zooming and panning operations. It provides high and low-resolution IFR and VFR charts, as well as weather information for various airports. It also includes a simple flight planning feature; after entering various Waypoints and speeds, it can automatically calculate flight distance and time. Although the functionality isn’t extremely powerful, it’s quite convenient as a reference.
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Notes on ATC Phraseology When Holding on the Ground
1 Hold Position hold position hold position 2 Hold at/of hold of xx hold at xx hold short of xx hold short of xx hold short of runway 34L hold short of Runway 34L 3 Taxi to holding point taxi to holding position xx taxi to holding position xx Note that this means taxi to the position before the Runway, not entering the Runway and holding. 4 Line up and wait line up and wait line up and wait Note that in the past, FAA regulations used the phrase "taxi into position and hold", but reportedly because "hold" was easily misheard as "go" leading to misunderstandings (taking off without waiting), it was changed in the Autumn of 2010 to the international civil aviation standard "Runway 34L, line up and wait". line up basically means to enter the Runway, e.g., line up runway 34L enter Runway 34L 5 Hold from xx hold from xx hold from xx End -
Basic Knowledge of Air Traffic Control (ATC) - 2
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